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THE
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Electric Railway
Journal
o
INDEX TO VOLUME XXXV
O
January to June, 1910
McGraw Publishing Company 239 West 39th Street New York
PAGES BY WEEKS
INDEX TO VOLUME^XXXV
J.
JANUARY TO JUNE, W10
Jan. i.. . Jan. 8. . . Jan. 15. Jan. 22 . . Jan. 29. Feb. 5. . Feb. 12. Feb. 19. Feb. 26. Mar. 5.. Mar. 12. Mar. 19. Mar. 25. Apr. 2.. . Apr. 9. . Apr. 16. Apr. 23.. Apr. 30. . May 7. . May 14.. May 21. . May 28. . June 4. . June 11. June 18. June 25.
Aberdeen, Wash., Gray's Harbor Railway &
Light Co., Sale, 677 Accelerometer, Direct-reading [Moore], *22y Accident claim department:
Investigating reports and claims [Hand- Ion], 905
Medical department [McLaughlin], 777
■ Organization [Cole], 1025
Relation with law department [Falkner], '
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1024
-Team accidents, 1 67
Circular
to employees, Association ;
(See also Claim Agents'
Legal) Accident claims:
Double claim for damages, 381
Fraudulent, Baltimore, 721
Fraudulent, New York. 1043
Importance of engineering details in dam- age suits, 810 Accident insurance policies and damages, 218
(See also Employees; Employers' liability)
Accidents:
Cascade Tunnel snow slide, Gt. Northern
R. R., *494 — - — Chicago, 1042
New York City, February and March,
642, 800
Booklet for Children, Cincinnati, 1105
Prevention:
Baltimore, 800
Booklet for Children, Cincinnati, 1105 Educating the public [Schneider], 617; Discussion, 975
— Prize essays on, Illinois Traction Co.,
S ' ' 'I, . 748
Protection of linemen working on high- tension transmission lines, Practice of various railways. 1068
Reduction of, by pay-as-you-enter cars,
Chicago, 102, 152
Accountants' Association:
Executive committee meeting, 240
Shop accounting committee, Meeting of,
747, 832
Work of 1909 [Swift], 28
Accounting:
Auditor's relation to the operating execu- tive [Lamb], 492
Depreciation [Duffy], 185; [Weeks], 782;
Discussion, 779 Allowance . for income tax, London, ■274
Cleveland, Depreciation and main- tenance in [Davies], 614
Electrical properties, Depreciation and reserve funds of [Jackson], 903
Nebraska Commission, Testimony of
E. W. Bemis, 441 New York Public Service Commission,
Inquiry by, 793. St. Louis depreciation reserve, 433 Statistics from different companies
I Ford 1, 284 Treatment of. I Ford], 284
Issue of securities to provide working
capital in Massachusetts, 663
Milwaukee, Handbook Riving classification
of accounts, 278
SEF
Accounting: (Continued) \ ^
Philadelphia, for power plant maintenance
and operation, 1020 ^^>v_ f 6
Seat-mile unit [Foster], C198; Comment! ' '
i7S
Shop accounting, Meeting of Committee
on, 747, 832 — —Transportation records in Berlin, *229
(See also Auditing; Blanks and forms)
Accounting Conference (See Central Electric
Accounting Conference) Accounting department, Relations with the
operating department [Elkins], 944;
Comment, 929; Discussion, 979 Ackley Brake Co., Organization of, 82 Adelaide. South Australia, Report of Munici- pal Tramways Trust, 519 Advertising:
Cleveland, Street car talks to public, '874
Dasher advertising, 304
Educating the public [McGraw], 73; Dis- cussion, 71
Farming special train operated in Massa- chusetts, *738
Hudson River tunnel advertisements, *IS4
London methods [McGraw], 73
Minneapolis advertisement for trainmen,
*994
Pay-as-you-enter car service in Baltimore,
*72
— —Street railway advertising [Sylvester], [Faulkner], 196
(See also Publicity)
Air brakes (See Brakes, Air) Akron, Ohio:
Cars, One-side convertible, *io72
Pension fund for employees of Northern
Ohio Traction & Light Co., 759 Albany, N. Y.:
Limiting number of passengers on cars,
191; Comment; 173; Discussion, 406
Strike, 965
Traffic agreement with Schenectady Ry.,
1078
Albany Southern Ry. (See Hudson, N. Y.) Allentown, Pa., Lehigh Valley Transit Co.:
Bond issue, 370, 957, 799
Operation into Philadelphia, 848
Refinancing plan, 641
Alliance, Ohio, Stark Electric R. R. : Dividend, 330
Increase of stock and dividend, 508
Alternating current, Change to direct current,
Washington, Baltimore & Annapolis
Ry-> *392; Comment, 380 Aluminum wire for railway motor field coils,
Experiments in Germany [Pauls-
meier], 67; Comment, 62, 1051 American Institute of Electrical Engineers,
Convention, 990 American Railway Engineering & Maintenance
of Way Association, Convention, 488,
498. 541
American Street & Interurban Railway Ac- countants' Association (See Account- ants' Association)
American Street & Interurban Railway Asso- ciation :
Atlantic City for Convention, 965, 1000
Committee on insurance, Meeting, 902
Committee meetings in January. 239
Cominittee on membership, Work of, 97
— ■ — Committee on transportation of United
States mail. Meeting of, 82 Committees, 117. 157
Convention hall, Permanent, Offer of
Saratoga Springs, 893
Distribution of blanks and folders, 797
— — Executive committee meeting, 903
Midyear meeting, 82, 197, 216, *24i, 269,
279
— —New members, 288
Pennsylvania R. R. a member. 1029, 1049
President's address, Midyear meeting, 241
Success and future work [Shaw], 7
American Street & Interurban Railway Claim Agents' Association (See. Claim Agents' Association) American Street & Interurban Railway Engi- neering Association :
Committee on buildings and structures,
702
Committee on equipment, Meetings of,
361, 1026
Committee on heavy electric traction, 855,
870
Committee on power distribution. Meeting
of, 832
Committee on power generation ; Meeting
<>f. 36S
Committee on shop accounting, Meeting
of, 747. 832
Committee on standards. Meeting of 102ft
Committee on way matters, Meeting of,
79.3
Committees, 316
— Executive committee meeting, 1 1 1
Work of 1909 [Lincoln], 27
American Street & Interurban Railway Manu- facturers' Association : — Convention, T099
Financial report, 909
(Abbreviations: * Illustrated. c Correspondence.)
American Street & Interurban Railway Trans- portation & Traffic Association: 1 — ^-"Circulars on transfer information and l ™ 1 ' eify rules, 993
Committee on construction of schedules
and time tables, 1102
Committee on express and freight, Meet- ing of, 979
Committee on interurban rules, Circulars
to railroad commission, 710; Meeting of, 1031
■ Committee on subjects. 157
— ■ — Committee on training of employees, Meeting of, 993
Committee on transfers, Meeting of, 531
Committees, 541
Executive committee meetings, 240, 793
Work of 1909 [Todd], 12
Anchor for pole guy wires [Miller], *6$6 Anderson, Ind., Indiana Union Traction Co.: — — Annual report, 424 Shop schemes, *788
Appraisal of railway property [Williams], 76;
[Nethercut], 945; Discussion, 976 Brooklyn Rapid Transit Co., Testimony of
B. J. Arnold, 156; of T. S. Williams,
248
Coney Island & Brooklyn R. R. [Ford],
104; Hearing, 460
Coney Island case, Ten-cent fare, 457
Detroit, Arbitration, 674, 709, 755, 796,
843, 881, 916, 1038, 1074, 1112 — — Third Avenue R. R., New York, 228 Valuation of private property [Whit- ridge], 1 10
Valuation of public service industries
[Adams], 314
(See also Accounting)
Apprentice courses:
Boston Elevated Ry., 247; Comment. 218
Car repair men, Action of the Engineer- ing Association Committee, 115; Com- ment, 136
Public Service Ry., Cadet and apprentice
courses, 908
Technical graduates and the electric rail- way [Richey], 995
Arbitration boards in London, 63
Arbitration of labor troubles [Pierce], 736; Comment, 728
Ardmore (Okla.) Traction Co., Sale, 507
Arkansas Association of Public Utility Oper- ators, Convention, 831
Armature bearings, Lathe attachment for bor- ing and facing, *62g
Armature coils:
Impregnating plant, Cincinnati shops, *$8i
Manufacture of. *578
Manufacture of, in substations, 649
Winding, Cincinnati shops, *s8o
Armature repair and field coil winding ma- chine (American), *999 Armature truck, Handy, Pittsburgh, *834 Armature testing, Portable transformer for, 360
Aroostook Valley R. R. (See Presque Isle, Me.)
Asheville, N. C., Pole and tie preservation, 606
Atchison (Kan.) Railway, Light & Power Co. :
Extension proposed, 1076
Reported sale, 957
Athens (Ga.) Railway & Electric Co.:
Bond issue. 1004
Incorporation, 799
Atlanta, Ga. :
Cast-iron and steel wheels, 909
Pole and tie preservation, 605
Atlantic City (N. J.) & Shore R. R. :
Fare increase, 1078
Purchase, 1004
Atlantic & Suburban Ry. (See Pleasantville, N. J.)
Auditing conductors' returns, Methods [Col- lins], 411
Auditing express and railroad expense bills
[Doerr], 226 Auditing. (See also Accounting.) Auditor's relation to the operating executive
[Lamb], 492 Augusta, Ga., Pole and tie preservation, 605 Austria, Trackless trolley lines, * 225 Automobile drivers. Legal liability of, 434 Automotoneers, Use of, in the South, 913 Axles:
Discussion at Wisconsin Electrical Asso- ciation, 186.
Mounting pressures. Report of M. C. B.
Association, 1098
Babbitt melting stove, "789 I t.-ilt itnore :
Accident claim, Fraudulent, 721
Accident prevention, 800
IV
INDEX.
[Vol. XXXV.
Baltimore: (Continued)
Pay-as-you-enter car service, posters, "72
Pay-as-you-enter cars. *42
— ■ — Sprinklers in car houses, 672
United Railways & Electric Co., Annual
report, 1040 P.avarian State Railways, Electrification of, 287 Bearing metals in Richmond, Va., 666 Bearings, Wear of, Discussion, 435 Bell circuits, Methods of testing, 270 Bellingham, Wash^ Whatcom County Railway
& Light Co., Stock sale, 52
Bells:
Highway crossing (Hoeschen), *952
Pneumatic, (Keystone), *2oo
Belton (Tex.) & Temple Traction Co.:
Receivership, 423
Sale, 677, 8S4
Berkshire Street Ry. (See Pittsfield, Mass.) Berlin, Germany:
Car equipment and shops of the Grosse
Berliner Strassenbahn, 981
Emergency devices on cars, '836
— Exposition of American art and industry
proposed, 75
Franchise, fare and traffic conditions, 229
Pension system of employees, 396
Subways proposed, *io3
Transportation records, *22g
Binghamton (N. Y.) Ry., Exchange of bonds, 548
Birmingham (Ala.) Railway, Light & Power
Co., Dividend, 126 Blanks and forms: — — Cincinnati repair shops, 584
Complaint slips, Utica, N. Y.,'938
Deed and contract record, Terre Haute,
Equipment department, Massachusetts
Electric Companies, 970 Fire protection, Metropolitan Street Ry.,
693
Indianapolis, Crawfordsville & Western
Traction Co., 936
Interurban agents, Indianapolis, Ind., 701
London Underground Electric Rys., 814
— — Maintenance forms, Coney Island &
Brooklyn R. R., 441
Metropolitan Street Ry., New York, 1089
Painting cars, London Underground Rys.,
907
Philadelphia, Time cards, 1020
Printed explanations of forms, 1086
Progress reports, London County Council
Tramways, 1066
Public Service Ry., 1055
Repair shops, Indianapolis, 588, 590
Revising forms, Necessity for, 768; [Steb-
bins], C873; C910
St. Clair tunnel operation, 595
Snow fighting, Metropolitan Street Ry.,
73i
Track maintenance, 612
Transportation records in Berlin, 229
Block signals. (See Signals)
Bloomington (111.) & Normal Railway & Light
Co., Pay-as-you-enter cars, '879 Boarding and leaving cars, Time required in
different cities, 665 Boone (la.) Electric Co., Sale of, defeated,
52
Booster, Entz, abroad, 47
Boring bar, Expansion [Buck], '632
Boston :
Electrification of steam roads:
Hearing on,' 674
Joint commission report, 122, 151
Prospects for, 339 Elevated Ry. :
Annual report, 85
Apprentice course, 247; Comment, 218 Average and critical haul [Parker],
2.3S
Distribution of rewards to employees,
89
Holding bill filed, 677 Inspection of employees, 993 Instruction of car employees, 107 Intoxicated persons, Handling of, 246 Motor maintenance, '652 Snow cost, 466
Station at Jamaica Plain, Cost of
establishing, 950 Substation at Egleston Square, *4o8 Traffic capacity of terminal, 848 Trolley wheel practice and casting
formula, 877 Utilization of old equipment [Win-
sor], 106
Fare, Distribution of each 5-cent, 329
Massachusetts Electric Companies," Stock
sale, 1076
Mayor Fitzgerald on transit matters, 326
Public Service Investment Co., Stock is- sue, 371
Railway & Light Securities Co.:
Bond sale, 295
Dividend, 165 Suburban Electric Companies, Dividend,
126
Subway, Riverbank, proposed, 546
Transfers, Objections to, 1049
Boston & Eastern Electric R. R., Tunnel un- der Boston harbor, Hearing on, 717
Boston, Lowell & Lawrence R. R., Certificate of exigency, 367, 422
Boston & Northern and Old Colony Street Rys:
Car equipment progress, 622
Boston & Northern: (Continued)
Cost of improvements on Salem Division,
368
Fare hearings by Massachusetts Commis- sion, 153, 332, 1070
Fares in Raynham, Mass., Hearing, 873
— — -Freight service proposed, 11 14
Issue of securities to provide working
capital, 663
Repair shop practice, '858
— —Rolling stock maintenance organization, .*97°
Semi-convertible car, Light, *s 7 1 ; Com- ment, 560
Tabulating car equipment progress, 622
Boston & Worcester Electric Companies, Divi- dend, 1 1 1 3
Boston & Worcester Street Ry.:
Issue of securities to provide working
capital, 664
■ Stock issue, 464
Bow collector, Bellinzona-Mesocco Ry., '307
(See also Pantograph)
Brake hanger, Richmond, Va., *no6 Brake hanger jig, *495
Brake riggirfg, Resiliator for [Streeter], *i072 Brake shoes:
Adjustment [Beebe], *447, *448
Report, M. C. B. Association, 1099
Richmond, Va., 570
Wear of wheels by, 1087
Brake valves, Motorman's (N. B. & E. Co.), *795
Brakes, Air:
Cost of maintaining the Magann system,
150
■ Maintenance, Indianapolis shops, 587
Principles and constructional features
[Turner], 535 Brakes, Momentum Mabco, Improvements in,
497
Brakes, Track, Self-tightening tumbler
(Freund), *8^7 Braking, Electric, in Glasgow, 872 Brass, Composite, for journal bearings, *20i Bridges :
Concrete, built in freezing weather, Public
Service Ry., "1054 Inspection of, 488
McKinley, over Mississippi River at St.
Louis, *I38
Maine Electric Rys., over Kennebec River,
♦178, 180
Overhead construction on movable bridges,
Brooklyn Rapid Transit Co., *io6i
Reinforced concrete vs. steel, for short
span bridges, 488
Reinforcement, with steel and concrete,
Fulmer Creek, Mohawk, N. Y., '526
Brill, J. G., Co.:
Annual report, 329
Prizes for essays on car design, 45
Brooklyn :
Coney Island & Brooklyn R. R. :
Appraisal of property, Testimony by F. R. Ford, 104; Hearing, 460
Bond issue, 52, 508
Corporation tax law, Constitutionality of, 277, 827
Fare case decision, 506
Fenders and wheel guard order, 549
Fire insurance rate reduced, 252
Rolling stock improvements, 440 Drawbridges and traffic, Investigation by
Public Service Commission, 166 ■ Rapid Transit Co.:
Annual meeting, 260
Appraisal of property, Testimony of B. J. Arnold, 156; of T. S. Wil- liams, 248
Bond payments, 700
Bonds listed on Stock Exchange, 548
Dividend, 921
Employees' Association, Report of, 11 14 Instruction car on elevated lines,
*22o; Comment, 215 Instruction in use of air brake, 535 Iron-bar overhead construction, *ioi6 Tudgment reversed by Brooklyn
Heights R. R., 424 Overhead work at movable bridges.
*io6i
Ten-cent fare to Coney Island upheld by Public Service Commission, 456: Comment, 475; [Calder- wood], 490
Snow conditions, use of freight locomo- tive, *68
Snow fighting facilities, Investigation of,
238
Wage increase, 126
Wheel-guard order, 83, 331
Brooklyn Bridge, Reduction of trolley delays [Lane], 1065
Brunswick (Ga.) Terminal & Railway Securi- ties Co.:
Directors, 330
Stock matters, 52
Brush, Carbon. (See Carbon brush)
Brush-holder jig, *495
Brush tension in Boston, *654
Brushes, Self-feeding, for washing windows (Stanton), *(>7i
Buffalo, N. Y., International Ry., No city passengers on Lancaster cars, 801
Buffalo, Lockport & Rochester Ry., Excess fare upheld, 261, 331, 686
Bumpers for suburban cars of Detroit United Rys., *224
Burlington County Ry. (See Mt. Holly, N. J.)
c
Cable-end protectors (E. E. E. Co.), *7S4 cables [Durgin], "985
Cable faults:
Location of, in underground high-tension
cables [Durgin], '985
Metropolitan Street Ry., New York, 935
Cairo (111.) Railway & Light System, Power plant improvements, 1102
Calgary Street Ry. Earnings, 424
Calibration of electrical instruments, Metro- politan Street Ry., 897
Calumet & South Chicago Ry. (See Chicago)
Camden (N._ J.) & Trenton Ry.:
Reorganization, 52, 957
— — Sale, 330, 548, 677, 884
Canals, Electric traction1 on, 541
Car construction:
Baggage cars, Hudson & Manhattan R. R.,
*497
Effect of collision on, 875, *no6
Oakland, Cal., "Key Route," *99
Pay-as-you-enter cars, Newark, '272
Present tendencies [Curwen], 29
Sleeping car, Illinois Traction, *478
(See also Car design)
Car design:
Manager's car. Public Service Ry., *i023
Metropolitan Street Ry., New York, *5&6
Multiple unit car, *5io
Office car, Illinois Traction System. *i89
Semi-convertible car, Boston & Northern,
*S72, *574
Side door steel cars, New York subway,
*io58
Weights (See Car weights)
Wiring diagram of semi-convertible car,
*57i . „
(See also Car construction)
Car doors, Design, Metropolitan Street Ry.,
New York, *s68 Car houses:
Coney Island & Brooklyn R. R., *440
Dayton, Ohio, 544
Heating system, Toronto, *542
Lewiston, Me., *i8i
— — Metropolitan Street Ry., *688; Storage
capacity, 563
Minneapolis, 937
Public Service Ry., *io55
Richmond, Va., Fireproof, *6oi
Washington, D. C, *64
Car inspection (See Inspection)
Car panels. Steel, over wood, Richmond, Va.,
586
Car seats, Protection for edge, Richmond, Va.,
579
Car steps, Height of:
Chicago, 167
Portland, Ore., 550
Car weights:
Reducing, 362; Value of lightness in cars
[Ayres], 703, Correction, 785
Reductions in weights of motors, 1051
Report of committee of Engineering Asso- ciation, 1028
— — Semi-convertible cars, Boston & Northern Street Rv-, S75
Cars, Baggage, Hudson & Manhattan R. R., *496
Cars, Chartered. (See Chartered cars).
Cars, Closed, Oakland, Cal., Large cars of the
"Key Route." *98 Cars, Combination, Hanover, Pa., *79o Cars, Construction, Metropolitan Street Ry.,
*82I, *822
Cars, Convertible, One-side, Akron, Ohio,
, *I072 _ '■ ,. v ■<-"'/'
Cars, Funeral, Chicago, *7i4, 1042
Cars, Garbage and utility, Chicago Rys., 444
Cars, Gyroscopic:
(Scherl) *n6, *228
(Sehilowsky) 940
Cars, Instruction, Brooklyn Rapid Transit Co.,
*220
Cars, Mail, Spokane & Inland Empire R. R.,
*439 ■{...'■ Cars, Manager's, Public Service Ry., *I022 Cars, Observation platform, Lewiston, Me.,
*I77
Cars, Office, Illinois Traction Co., *i88 Cars ordered in 1909, 32 Cars, Pay-as-you-enter:
Advantages [ Varrellman] , 784; Discus- sion, 780 [Murdoch], 939
Baltimore, '42
Bloomington, 111., *879
— — Cincinnati, 466, 678
Fort Worth, Tex., Trailers, "1071
Los Angeles, Cal., 509, *iooo
Louisville, Ky., 801
McKinley Bridge service, Illinois Traction
Co., *95i
Metropolitan Street Ry., '565
Muskogee, Okla, One-man design, *7i2
Newark N. J., '272
Ocean Electric Ry., 720
Richmond, Va., 775
Rochester, 678
Third Avenue, New York, Reconstructed
cars, *no3 Toledo, Ohio, 801, *I034
(Abbreviations: 'Illustrated. c Correspondence.)
January — June.. 1910.]
INDEX.
V
Cars, Pay-within, Philadelphia, *I44 Cars, Prepayment:
-Metropolitan Street Ry., New York, *566
Platform accidents, 856
Cars, Scraping, for conduit cleaning, New York, *8ig
Cars, Semi-convertible, Light car, Boston & Northern, *57i; Comment, 560
Cars, Sleeping, Illinois Traction System, *476, 721; Comment, 474, 894
Cars, Steel:
N. Y., N. H. & H. R. R., *5i8
New York subway, *I057
Southern Pacific Co., 794
Cars, Storage battery:
Edison, 159, *i8z, 292
■ Prussian Government Rys., '1070
Third Avenue, New York, *734
Cars, Test, Metropolitan Street Ry., *662
Cars, Trail :
Fort Worth, Tex., *i07i
Philadelphia, *342
Cars, Vacuum cleaning, *66i
Carbon brush changes of Virginia Railway &
Power Co., 1067 Carbon brushes for rotaries, New York, 934
Cascade tunnel:
Electric traction, 37
Snow slide, *494
Catenary construction: Advantages of, 341
European construction (Allg. Elek.
Gesell.), *397
Experimental line of Connecticut Co., *345
— —Feeders for messengers, Rochester, Syra- cuse & Eastern R. R., *i6o
New Haven Road, Harlem River branch,
•698
Progress in [Smith], 991; Comment, 968
(See also Overhead construction; Trolley
wire)
Catskill (N. Y.) Electric Ry., Sale, 165 Catskill (N. Y.) Traction Co., Bond issue, 548, 758
Census report on electric railways in 1907, 1067
Central Electric Accounting Conference:
March meeting, 534
Work of 1909 [Forse], 23
Central Electric Railway Association:
Address by President Whysall, 538
Annual handbook, 444
Annual meeting, 216, *23i
Associate members, List of, 123
Committee on insurance, Report of, 947
May meeting, 975
Standard sizes for publications recom- mended, 1014
Central Electric Traffic Association:
Freight tariff filed, 1042
January meeting, 235
February meeting, 392
March meeting, 497, 619
April meeting, 744
Ticket paper. Official, 606
Work of 1909, 190
Central States, Interurban railway progress, *4o; Comment, 1
Champaign, 111., Illinois Traction System:
Accident prevention, Prize essays on, 748
Completion of connecting links, 124
Circus, Handling a, 11 14
Construction work of 1909, * r 38, 1101
Grain elevators along line, 167
Manager's office car, *i88
Observation parlor cars between Peoria
and St. Louis, 11 15 Pay-as-youenter cars for McKinley Bridge
service, *95i
Protection of linemen, 1069
Purchases, 1076
— —Sleeping cars, *476, 721; Comment, 474
Traffic agreement with steam roads, 768
Charleston, S. C:
Cast-iron and steel wheels, 909
Metal cutter, Homemade, *g 1 1
Painting cars, 570, 672
Pole and tie preservation, 605
Charleston (S. C.) Consolidated Railway &
Lighting Co., Incorporation, 799, 846 Charlotte, N. C.i
Gas-engine station, * 86 1
Gas engines, 650
Chartered or special cars .[Wilson], 413; Dis- cussion, 406 Chemist, The, and the power plant [ L.ittlc] ,
153
Chicago:
Accidents, 1042
Accidents reducer) by pay-as-you-cnter
cars, 102, 152 Aurora, Elgin & Chicago R. R.:
Bond sale, 294
Improvements, 1097 Calumet & South Chicago Ry., Funeral
car, 1042
Car step heights, 167
Chicago City Ry.:
Annual report, 548
Dividend, 294, 404
Funeral cars, "714
Rehabilitation progress, 50
Static discharge sets at substations,
„ *69
Suit, 206
Chicago: (Continued)
Chicago City & Connecting Ry., 641
Bonds, 423
Payments on bonds, 846
Chicago Consolidated Traction Co.:
Merger with Chicago Rys., 1075 Reorganization as the United Rail- ways Co., 164, 206, 921
Chicago & Oak Park Elevated R. R., Ex- tension, Tentative ordinance for, 545
— — Chicago Rys.:
Annual report, 464, 718
Bond sale, 294
Car reconstruction, Cost, *6o3
Chart for headway calculations, *70
Garbage and utility car, 444
Merger with Consolidated Traction
Co., 1075, 1114 Operating organization, 426 Operation of Chicago Consolidated
Traction Co., 548 Receivership, 956, 966, 1040 . Through route to Chicago, 11 15
Commonwealth Edison Co., 20,000-kw
turbo units, 493
Consolidation of railways, 47, 86, 370,
845, 1075
Electrical Show, *I54
Elevated loop situation, 291, 320, 368
Elevated railway improvements, Confer- ences between road officials and city representatives, 443
Fifty-five per cent fund, 756
Funeral cars, *7i4, 1042
Hammond, Chicago Heights & Southern
Traction Co., Bond issue, 1076
Metropolitan West Side Elevated Ry. :
Annual report, 328 ■ Dividends, 52
Northwestern Elevated R. R., Prizes for
garden displays, 959
Pavement, Replacing, Method of measur- ing and charging for 319
Public Securities Co., Organization of,
846
Rehabilitation work [Arnold], 355
• South Side Elevated R. R.:
Annual report, 260
Dividends, 295, 1005
Stops for cars on near side, 484
Subways proposed, 123, 161, 289, 757
Tantalum lamps for cars, 1072
Through routing problem, 304, 847
Traction matters discussed by Western
Society of Engineers, 147 Traffic conditions [Fish], 28; [Mitten], 31;
[Shaw], 242; Report of Bureau of
Engineering, '867
Transfer announcements. 760
United Railways, Organization, 164
Chicago, Joliet & St. Louis Electric Ry., In- crease in capital stock, 261 Chicago, Lake Shore & South Bend Ry. (See
Michigan City, Ind.) Chicago & Milwaukee Electric R. R., Telephone
train dispatching, 202 Chicago, South Bend & Michigan City Ry.
(See South Bend, Ind.) Chicago & Southern Traction Co. Receiver
ship, 260
Chico, Cal., Northern Electric Ry., Protection
of linemen, 1068 Chippewa Valley Ry. (See Eau Claire, Wis.) Cincinnati, Ohio:
Accident booklet for children, 1105
Cincinnati Traction Co.:
Clubhouse and employees protective association, ^752
Coal handling, '771
Pay-as-you-enter cars, 466, 678
Repair shops, *$8o Ohio Electric Ry. :
Beneficial Association, Annual meet- ing, 641
Insurance methods, 309 Ohio Traction Co., Proposed Mill Creek
Valley franchises, 426 Circuit breakers:
No voltage release (Westinghouse). '321
Removing brushes [Coleman], *366
Time-limit device, *6g6
Claim Agents' Association, Work of 1909 [Car- penter], 18
Clarksville (Tenn.) Railway & Light Co.,
Officers, 165 Classification of cars, M. C. B. Association, of
1910, 1097
Cleaners for cars:
Pneumatic (Duntlcy), "998
(Stanton), '671 '
Cleaning cars:
Metropolitan Street Ry., 564
Vacuum-cleaning car, *66i
Clearances recommended by American Railway
Engineering & Maintenance of Way
Association, "488 Cleveland, Ohio: Cleveland F.lcctric Ry. :
Report for March, 709
Subscription for new stock, 548 Cleveland, Southwestern & Columbus Ry.,
Mortgage bonds, 677
Drawbridge runway, '360
Eastern Ohio Traction Co., Sale, 204
884, 1076
Franchise, 61; approved by popular vote,
357! Comment, 340
l ake Shore Kelcctric Ry. :
Refinancing, 86, 261, 846
Stock issue, 465 (Abbreviations: * Illustrated. c Correspondence.)
Cleveland, Ohio: (Continued)
Losses of, in street railway war [Hayden],
„ -44
Ohio Interurban Rys., Wage increase, 761
Ordinance, Maintenance provisions of,
219; [Davies], 614
Power consumption tests of cars, 69
Power negotiations, 292
Receiver discharged, 442
* ft car 'alk* to the public, '874
Traction situation, 50, 61, 83, 122, 161,
-203, 257, 326, 421, 483, 545. 638, 6/3, 7'6> 755. 796, 842, 881, 916, 953, 1002, 1039, 1073, mi, E. W. Bemis on, 950
Coal :
- — - — Occluded gases in, 145
Saving fuel at the hoisting plant, 727
Specifications, Metropolitan Street Ry.,
896
Coal handling: Cincinnati, *77i
Conveying apparatus for preventing
breakage of gear, 586
Hudson & Manhattan R. R., Coal and
ash handling, 387, '389
Spy Run station of Fort Wayne & Wa- bash Valley Ry., *994
Coil impregnating plant, Anderson, Ind., *789
Columbus, Ohio:
Columbus Railway & Light Co., Annual
meeting, 260
Employees' welfare work, 501
Interurban terminal, 11 12
Strike, 807, 833, 878
Ticket inspectors, 332
Columbus, Delaware & Marion Ry. :
Fraudulent mortgages, 424
Interest on bonds, 206
Receivership, 165, 294
Columbus, ■ Marion & Bucyrus Ry., Data book, 290
Commonwealth Power, Railway & Light Co.
of Michigan, 86 Commutator manufacture, Methods and costs
of, *83S
Commutator slotter, Anderson, Ind., *788 Commutator slotting: Boston, '653, *gio
Relation to brushes and mica [Sfluier].
613
Complaint slips, Utica & Mohawk Valley Ry., *938
Condensers for small central stations [Lewis],
749 .
Conduit, Fibre, for underground cables
(Johns-Manville) , "1107 Conduit cutter, *859 Conduit systems:
Contact plows, New York Citv, *66o
Maintenance of tracks, Metropolitan Street
Ry., 818
■ Track reconstruction, Washington, *4^
Coney Island & Brooklyn R.' R. (See
Brooklyn) Congestion problem, 687
Connecticut Co. (See New Haven, Conn.) Connellsville, Pa., West Penn Rys.:
Dividend, 1077
Increase in indebtedness, 958
Insurance for employees, 166
— ■ — Refinancing, 330, 424
Consolidation of electric railway properties,
Results of, 474 Contact plows, Metropolitan Street Ry., «66o Control system, Auxiliary mechanical reverser,
1 °93
Controller handle, Special, with contactors
(Hanna), *i2o Controller regulators (Porter), *io7i
Controllers:
Alternating-current, for stationary motors
(E. C. & M. Co.), *997
Automotoneers, Use of, 913
Lubricating, with oil pads, *633
Repair work, "578
Trail cars, Controllers for Philadelphia,
Converters, Rotary, Carbon brushes for, New ork, 934
Cornell University, Debates on electric rail- way subjects, 753
Corporation tax. (See Taxes)
Corporations, Railway, Relation of, to the public [MacAffee], 19
(See also Public service commissions)
Cost of living:
Distribution of expenses (From Bulletin
of Bureau of Labor), 825
— Street railway and, 856
Couplers, Pneumatically operated, Brooklyn instruction car, *223
Covington, Ky., Results with natural gas fir- ing, 874
Cranes, Electric:
Home-made, Cincinnati shops, *j8?
Washington, I). C, '437
Crossing, Railroad, Specification, 489 < losing signal bell (Hoeschen), "952
Crossing signs, Indiana, 642, "860 ( inverts:
— Corrugated, with smooth bottom (Penn )
"878
Home-made boiler plate, *mo
Watson ingot iron, "63(1 Cutter for bar iron, Charleston, S. C, "911
VI
INDEX.
[Vol. XXXV.
D
Dartmouth & Westport Ry. (See New Bed- ford)
Davenport, la., Freight terminal of Iowa &
Illinois Ry., *245 Dayton, Ohio, Car house, 544 Dayton, Covington & Piqua Traction Co.,
Directors, 1076 Decatur, Ind., Fort Wayne & Springfield Ry. :
Employees as stockholders, 135
Trademark, *443
Delaware & Hudson Co., Earnings, 758 Denver:
Accident campaign with buttons, 1007
Growth of City Tramway, 123
Lightning, Instructions on, 950
Traffic conditions [Beeler], 27
Denver, Greeley & Northwestern R. R. (See
Greeley, Col.) Denver & Inter-Mountain R. R., Dissolution
of company, 508 Depreciation (See Accounting) Derailers :
(Freeland), 632
(Hayes), *877
Des Moines, la:
—Control system, Auxiliary mechanical re-
verser, 1093
Fire in car house, 1074
Inter-Urhan Ry., Freight traffic, 966
Six-for-a-quarter tickets withdrawn, 720
Tentative ordinance, 161
Detroit:
Arbitration of appraisal, 674, 709, 755,
796, 843, 881', 916, 1002, 1038, 1074,
..12
Bumpers on suburban cars, *224
Chartered ear charge, 414
Committee of fifty continued, 203
Fare case decision, 679
Franchise question, 161, 756
Ordinance, 494
Trucks (Baldwin), * 1 59
United Ry. :
Annual report, 369
Franchise, 122
Payment of notes, 294 Detroit River tunnel, Electric traction, 37 Disinfectant "Killitol" (Hayner), 48 Dispatching systems:
Telephone, Chicago & Milwaukee Electric
R. R., 202 — — Turn-out selector mechanism, *63i (See also Telephone)
Distribution system, Calculation [Rice], 78 District of Columbia, Regulations for opera- tion of cars, 425 Draughting, Standard symbols, *ios6 Drawbar carry-iron. Little Rock, Ark., *9ii Duluth (Minn.)-Superior Traction Co., Bond iccue. 92 t
Durham, N. C, Pole and tie preservation, 604
E
Easel for curtain painting, *789
East Liverpool (Ohio) Traction & Light Co.,
Purchase of Valley Electric Co., 549 Eastern Ohio Traction Co. (See Cleveland) Easton. Pa., Northampton Traction Co.: Consolidation with Easton & Washington
Traction Co., 846 Directors, 1077
Eau Claire, Wis., Chippewa Valley Railway,
Light & Power Co., Bond issue, 508 Education (See Apprentice courses) Ejectments for refusal tc pay fare [Williams], 237
Electioneering by trolley, Indiana, 801 Electric Railway Journal :
■ index, 1085
Maintenance issue, s 5 7
Elizabeth & Trenton R. R. (See Trenton,
N. J.)
Elmira (IN. V.) Water, Light & Railroad Co.,
Bond issue, 294 El Paso (Tex.) Electric Co., Dividend, 424 Emergency stations and crew, 1049^ Emergency wagon, Metropolitan Street Ry.,
*io89
Employees :
Arbitration boards in London, 63
Arbitration of difficulties [Pierce], 736;
Comment, 728 Bulletins on courtesy:
Evansville, Ind., 333
Portland, Ore., 466
Philadelphia, 208
St. Louis, 1078
Clubhouse: Metropolian Street Ry., '1090
Clubhouse and Protective Association,
■Cincinnati, *752
Club rooms, Lynchburg, Va., *524
Education of, 115, 136
Engagement of platform employees and
rush-hour traffic, 406 Examination of trainmen, Fort Wayne,
Ind., 592
Grievances, Presentation of. 5
Hints from a conductor, 247
Instruction of, Boston, 107; Metropolitan
Street Ry., 1091
Employees: (Continued) Insurance :
Germany, against accidents, 833
Philadelphia, 88
West Penn Rys., 166
l ectures, Metropolitan Street Ry., 1091
Lectures to shop foremen, 515
- — —Merit system:
Ft. Wayne, Ind., 88
Illinois Traction System, 143 - — — Motormen's instruction car of Brooklyn
Rapid Transit Co., *22o; Comment,
215
Non-college men in railway work, 517
Pensions :
Akron, Ohio, 759
Berlin, 396
Metropolitan Street Rv , 1093 Newburgh, N. Y., 128 Philadelphia, 88 Western Electric Co., 875
Posting the work of careless employees,
*344
^Premium and piece-work system, Metro- politan Street Ry., 569, 1091; Com- ment, 5^8
Promotion rules in Ft. Wayne, 88
Protection of linemen, Practice of various
railways, 1068 Rewards for employees, Boston Elevated
Ry., 89 Rules governing:
Philadelphia, 670
Track department of Metropolitan Street Ry., 865 Sick and death benefits associations, In- crease of, 1085
Stockholders, Employees as, 135
Substation men can wind armature coils,
649
Training of men for electric railway work,
136, 993 Wage increase:
Brooklyn, 126
Milwaukee, 7^9
Newark, 88
Ohio Interurban Rys., 761
St. Louis, 760
Wages discussion, New Haven, 719
^Wages, Rates of. Compared with those in
other industries, 966 Welfare work:
Columbus, Ohio, 501
c:i opHitan Street Ry., 1093
U. S. Steel Corporation and Interna- tional Harvester Co., 810 Workmen's compensation acts in Great
Britain [Badger], C1029
(See also .A nprer rice courses; Strikes)
Employers' liability, 810
Employers' liability acts in Great Britain
[Badger], C1029 Engineering developments "f 1909, 3
Engineers' Society of Pennsylvania, Meeting, 917, 1102
England :
Car house at Reading used for political
meeting, * 1 5 1 — Electrification 011 Midland Railway, 43
Heavy electric traction on Mersey Ry..
Heysham-Morecambe Ry. and Tyne- mouth branches of North Eastern Ry., 43, 741; Comment, 729
Purchase of power for electric traction,
382
Through running agreements, 824
(See a'so London)
Eureka Springs, Ark., Citizens' Electric Co., Sale, 330
Europe, Heavy electric traction, Progress,
*667
Evansville, Ind., Bulletin on courtesy, 333 Excursion parties, Watching of, 931 Exhibits by railway companies, Importance of, 1050
F
Fairmont (W. Va.) & Clarksburg Traction Co., Sale, 884
Far Rockaway, L. I., Pay-as-you-enter cars,
720
Fare collection:
Boxes on pay-on-entrance cars, 1078
Hartford & SpringfieTd Street Ry., during
heavy traffic, 1078 -Rooke system in New Bedford, R. R., 321
Fare register, Ohmer, Average performance of, 878
Fares :
-Berlin, Germany, 229
Boston & Northern Ry., 332
Children's, Jamestown, N. Y , 8oi
City lines, Fares on [Glenn], 13
Commutation rates increase on steam
roads, 857, 886 -Coney Island, Ten-cent fare, Brooklyn
Rapid Transit Co., 456; Comment,
475; [Calderwood], 490 Detroit decision, 679
Discussion of the fare question [Clark],
279
— —Distribution of each 5-cent fare in Bos- ton, 329
(Abbreviations: * Illustrated. c Correspondence.)
Fares: (Continued)
Excess fares:
Buffalo, Lockport & Rochester Ky.,
Fare upheld, 261, 331, 686. Indiana, Fare not upheld, 262, 331, 686
New York State, Fare upheld, 261, 33i
■ Fares, taxes and regulation [Tingley], 10
Ft. Dodge, Des Moines & Southern R. R.,
1096 :
Haverhill, Mass., Fare change, 1078
Increase in fares:
Atlantic City lines, 1078
Interurban roads, 174
Spokane, Wash., 167
Washington and Baltimore, 295
Wisconsin, 87; [Pulliam], 195 Increased costs demand readjustments
[Webster], 24 Legal tender for a fare, What constitutes
a [Lake], 313 Miners' tickets, Ruling at Girardville, Pa.,
801
Minneapolis, 5-cent rate upheld by Su- preme Court decisions, 83, 112, 137
No-seat-no-fare ordinances, 686, 720, 727,
761, 887
Normal school and business college fare
bill in Massachusetts, 372 Northampton, Mass., Readjustments, 720,
823
Philadelphia, 18
Philadelphia & West Chester Traction
Co., Hearing on increase in fare, 787 Raynham, Mass., Hearing, 873
Reduction of fares:
Oshkosh, Wis. [Pulliam], 195 Why fares should not be lowered on city systems [Mathes], 750; Dis- cussion, 779; Comment, 809 Why interurban railway fares should not be lowered [Garner], 781; Discussion, 779; Comment, 809
Reduction of taxation or increase of fare
[Sergeant], 6
Refusal to pay fare for self or child
[Williams], 237
Remedies for fare situation on urban lines
[House], 1013
Tacoma, Wash., 53, 508, 550, 760
-Ten-cent fare for special service, Ithaca,
N. Y., 721
Tendency of diminishing profits at 5-cent
fare [Ford], 30
Worcester-Westboro fare hearing, 759
Farming special train operated in Massachu- setts, *738
Faults (See Cable faults)
Fayetteville, N. C, Consolidated Railway & Power Co., Sale, 884, 1076
Federal Light & Traction Co. (See New York City)
Feeder conditions. Analyzing, 1086 Feeder systems, Low-tension [Rice], 46 Feeders, Arrangement of, Metropolitan Street
Ry., at 96th St., New York, 934 Fence posts, Concrete, 489
Fenders :
■ Coney Island & Brooklyn R. R., Order to
equip, 540
Drop and lock device (Sharp), '713
New York, Hearing, 751
San Francisco, 462
Field coils, Aluminum wire for, 67
Filing systems:
Loose-leaf [Gould], 619
— —Report of Central Electric Railway As- sociation Committee, 978
Financial :
Capitalization, Return on [Ford], 30
Charge for electrical energy, 382
Cleveland Ry., report for March, 709
Comparative cost of 600-volt and 1200-
volt d.c. interurban railways, 791 Cost of electric railway construction and
operation; Testimony of F. R. Ford,
705
Cost of reconstructing cars, Chicago Rys.,
*6o3
Costs, Increased, Necessity of increasing
revenue to meet [Kruger], 18 Investment in New England properties
[Sullivan], 624
Long Island R. R., Operating costs, 532
Maintenance cost in Massachusetts, 630;
[Ayres], 0671 -New York City companies, Earnings of,
464. 957
Operating expenses, Analysis of [Ford], 30
Receiverships and foreclosure sales during
1909, 41
West Jersey & Seashore R. R., Operating
costs, 532
Findlay, Ohio, Toledo, Bowling Green & Southern Traction Co., Mortgage, 261 Fire clays, Thermal conductivity, 1069
Fire insurance:
Central Traction & Light Bureau offer, 240
Committee meeting, A. S. & I. R. A., 902
Discussion at Boston, 672
Discussion, Southwestern Gas & Electrical
Association, 939
Improved conditions, 303
Metropolitan Street Ry., 688; Comment.
685
January — June, 1910.]
INDEX.
VII
Fire Insurance: (Continued)
Ohio Electric Ry. methods, *309
Reducing rate in Brooklyn, 252
Report of Central Electric Railway Asso- ciation Committee, 947, 979
Report of N. E. L. A. Committee, 989
Fire prevention:
Hose houses, *364
Metropolitan Street Ry., *688; Comment,
685
Floods in Mohawk Valley, Effect of, *444 Flower displays along railway lines, Prizes for:
Berkshire Street Ry., 800
Chicago gardens, 959
Fond du Lac, Wis., Fare increase, 87; [Pul- liam], 195
Ft. Dodge (la.), Des Moines & Southern R. R. :
Fares, 1096
Freight traffic, 966
Purchase of Crooked Creek R. R., 677
Receivers, 1041
Traffic and physical development, *io94
Fort Smith (Ark.) Light & Traction Co.:
Dividend, 677
Issue of notes, 294
Ft. Wayne, Ind., Stops of cars, Change from
near-side to far-side, 332 Ft. Wayne & Springfield Ry. (See Decatur,
Ind.)
Fort Wayne & Wabash Valley Traction Co. : Coal-handling plant at Spy Run station,
*994
Examination of trainmen, 592
Note issue, 464
Promotion bulletin, 88
Ft. Worth, Tex.:
-Northern Texas Traction Co., Bond issue,
295. 885
Pay-as-you-enter trailers, *i07i
Franchises :
Fares, Requiring low [Pulliam], 195
Indeterminate permits in lieu of fran- chises, Wisconsin, 187
Long-term [M'Carter], 16
Permanent franchises and reasonable re- turns [Brady], 21
Richmond, Va., 449
Frederick (Md.) Ry., Bond issue, 921, 957
Freight and express:
-Boston & Northern Street Ry., 11 14
Express service at less than freight rates
[M'Millan], 26
Farming special train operated in Massa- chusetts, *738
Ft. Dodge, Des Moines & Southern R. R.,
1095
Increasing freight traffic, 966
Milford, Attleboro & Woonsocket Street
Ry., 678
Freight station, Davenport, la., *-'45
Fuel (See Coal).
Fuses:
Inspection of spare, 728
1000-amp (D. & W.), *998
c
Garden displays, Prizes for, Chicago, 959 Gary (Ind.) & Interurban Ry., Bond issue,
1114 Gas engines:
Charlotte, N. C, power station, *86i
City railway and lighting service [Latta],
650
Report of""N. E. L. A. Committee, 988
(See also Power stations, Producer-gas
plants)
Gas (natural) firing at Covington, Ky., 874 Gasoline cars, Development, 9 Gasoline-electric cars:
Operating costs. Third Avenue R. R., 48
Southern Railway, "202
Third Avenue R. R., Operation, 734
Gasoline inspection car (Mudge), '251 Gear ratios, Discussion on, 363 Gears:
Life, in St. Clair tunnel, 595
Lubrication of, 249
— — Material for, . 61
Sectional (Osmer), *8o
Wear of, Discussion, 435
General Electric Co., Annual report, 845
Generators, D. C, turbo | Waters |, 98S
German Street & Interurban Railway Associa- tion, Work of, "38
German street railway paper, Convention souvenir number, 31
Germany! Insurance against accidents to em- ployees, 833
Gettysburg (Pa.) Ry., Organization, 206
Girardville, Pa., Miners' tickets at reduced rates must not be issued, Hm
Glasgow, Electric braking experiments, 872
Glens Falls, N. Y., Hudson Valley Ry., Pro- tection of linemen, 1060
Glue heater, Electric (Advance), *8l
Gong, Pneumatic (Keystone), .-no
Governors' messages on public utility enter prises, 157, 224
Grand Rapids, Mich., Commonwealth Power, Railway & Liyht Co., Consolidation of various railways, 86, 677
Grand Trunk Ky. (See St. Clair tunnel)
Gray's Harbor Ry. (See Aberdeen, Wash) Great Northern R. R. :
■ Avalanche at Cascade tunnel, *494
Electric traction progress, 37
Greeley, Col., Denver, Greely & Northwestern
R. R., Incorporation, 957 Grid resistances after Detroit models, *3o8 Grip for insulated wire (Klein), *9i3 Guide of Eastern and Western New York
electric railways, 296 Gyroscope system:
(Sjcherl) car, * 1 1 6, *228
SchilOwsky invention, 940
H
Hammond, (Ind.) Whiting & East Chicago
Ry., Incorporation, 370 Hanover, Pa., Combination passenger, smoking
and baggage car, *79o Hartford & Springfield Street Ry., Dividend,
885
Havana (Cuba) Electric Ry., Dividend, 799 Haverhill, Mass., New Hampshire Electric Rys., 207
Fare change, 1078
Headlights, Electric:
hievated ligtic, Anderson, Ind., 788
Tests by Benjamin of Purdue Univer- sity, 808
Headway calculations, Chart for, Chicago
Railways Co., *7o Heating cars:
Combined hot-air heating and ventilating
system (Peter Smith), *i2i
-Connection betwen ventilation and heating
[WhistonJ, c8o
Heating system in car house of Toronto & York Radial Ry., '542
Heavy electric traction:
Comparison of train service under steam
and electrical working, North Eastern
_ Ry., 743
-Electrification of trunk lines, 341
-England: Mersey Ry., Heysham-More-
cambe Ry. and Tynemouth branches ot fvorth Eastern Ry., 43, 741; Com- ment, 729
European progress, "667
Italian State Rys., 1104
Long Island R. R., Operating statistics,
532; Comment, 517
Mountain divisions, Electricity on [Arm- strong], 8
Projects in 1909, 36
Report of New York Railroad Club, 527;
Comment, 516, 517; Discussion, 528 Various systems and their limitations
[Darlington], 1064 -West Jersey & Seashore R. R , Operating
statistics, 532; Comment, 517
(See also Catenary construction)
Henderson (Ky.) 'fraction Co., Control of,
921
High-tension direct-current railways:
Bellinzona-Mesocco Ry., "308
Comparative cost of 600-volt and 1200-volt
railways [Eveleth] 791; Comment,
767; Discussion, 792 Milwaukee Electric Railway & Light Co.'s
interurban divisions, 717 Possibilities, 61
Washington, Baltimore & Annapolis Ry.,
*392
Wengernalp Ry., Switzerland, 700
High-tension direct-current system, Compari- son with other systems [Darlington],
1065
Hired power in England, 382 Historical exhibit at St. Louis Electrical Show, 1030
Hoisting plants, Fuel saving at, 727 Holmesburg, Tacony & Frankford Electric
Ry. (See Tacony, Pa.) Hose houses, '364
Hot Springs, Ark., Switch lock, '878 Houston, Tex., Galveston-Houston Electric
Ry., Bond issue, 294, 508 Hudson, N. Y., Albany Southern R. R„ Pro- tection of linemen, 1068
I
Ice plow tooth (GilTord-Wood), *i6o Illinois Legislation, 163, 258, 639 Illinois Traction System (See Champaign, III.)
Independence, Kan., Union Traction Co.,
Bond issue, 885 Indeterminate permits in lieu of franchises,
Wisconsin, 187 Indiana, Interurban rules, Revision of code,
46, 156; Comment, 135 Indiana Union Traction Co. (See Anderson,
Ind.)
Indianapolis :
Indianapolis & Cincinnati Traction Co.:
Bond sales, 1004 Chartered ear charges, 414 Receiver's report, 16s, 718
Indianapolis, Columbus s Southern Trac- tion Co., Traffic arrangement with steam road, 167
Indianapolis: (Continued)
— — Indianapolis, Cravvfordsville & Western
Traction Co.:
Blank forms, *936
Mortgage foreclosure, 294
Rolling stock improvements, *624 Indianapolis & Louisville Traction Co.
(See Louisville, Ky. ) Indianapolis Traction & Terminal Co.,
Paint shop, *6o7 Paving and track construction [McMath],
*236
Rebuilding interurban cars, 866
Repair shop practices, "587
Terre Haute, Indianapolis & Eastern Trac- tion Co.: , Bond sale, 1041
Chartered car charges, 414
Miners' tickets unlawful, 1005
Purchase, 800, 958
Trips by interurban cars for 1909, 332
Unsanitary cars, Crusade against, 466
Inspection and repair of electrical equipment,
* 5 77
Inspection car, Gasoline motor (Mudge), *25i Inspection of rolling stock:
Daily inspection and up-keep of stock
[Buckman], 193; Discussion, 232
Metropolitan Street Ry., 563
Inspection test set [Herrick], *48 Inspectors of tickets. Columbus. Ohio, 3 '2 Institution of Civil Engineers (British), Heavy traction papers, 43, 741 ; Comment, 729
Instruction car, Brooklyn, *22o Insulating material called "Hermit," 913 Insulating tape (Walpole), 48
Insulators :
High-tension suspension (Steinberger) ,
*7'5
Porcelain strain, Application of [Kemp- ton], *99o
Insurance. (See Fire insurance)
International Harvester Co., Welfare plans for employees, 810
International Street & Interurban Railway Association, Program of 1910 Conven- tion^ 45, 750
Interstate Commerce Commission, Questions and answers under steam road classi- fication, 82
Interstate Rys. (See Philadelphia)
Interurban railways:
Central States, Progress in, *4o; Com- ment, 1
City facilities, Terms for use of [Lang],
22
■ Fares, Increasing, 174
Fast schedules and minor delays, 650
Soliciting business [Warfel], 540; Dis- cussion, 620
Terminal facilities for [Shannahan], 17
Transportation and urban development,
217
— — (See also Rules for interurban railways) Intoxicated persons:
Handling of, on Boston Elevated Ry., 246
Transportation of, in Massachusetts, 53
Investments, Returns on [Shaw], 242; | Ser- geant], 283; [Duffy], 871 Iowa, Interurban rules in, 780; Comment, 769 Iowa & Illinois Ry. (See Davenport, la.) Iowa Public Service Commission, Proposed, _ 776
Iowa Street & Interurban Railway Associa- tion, Annual meeting, 776, 794
Ireland, Congress of the Tramways & Light Railways Association, 501
Italian State Rys., Electrification of Pontede- cimo-Busalla line, 1104
Ithaca, N. Y'., Ten-cent fare for special service, 721
J
.Tacks:
■ Forty-ton geared ratchet (Duff), *88o
Hydraulic (Duff), "99s
Jamestown, N. Y., Half-fares discontinued, Sot Janesville (Wis.) Street Ry., Receivership, 508, 550, 718
J. ''.pan :
Electric traction possibilities, 824
Railway statistics, 418
Johnstown (Pa.) Passenger Ry. :
Directors, 206
Incorporation, 424
Lease conditions, 641
Joplin & Pittsburg Ry. (See Pittsburg, Kan.) Journal bearings:
Composite brass, *2oi
— — Composition of, 249
Journal boxes, Methods of testing, 270
K
Kansas, Legislation in, 103
Kansas City, Mo.: —-Kansas City Kitlwiy & light < : Bond issue, 71S
Pond redemption, 52
Statement by President Egan, |(>.s Situation [Shaw], 242
(Abbreviations: * Illustrated. c Correspondence.)
VIII
L
Lancaster (Pa.) & Southern Street Ry., Re- ceiver, 1 04 1
Lancaster, Pa., Susquehanna Railway, Light & Power Co., Purchases, 799
Lathe attachment for boring and facing arma- ture bearings, '629
Lawyer, his relation to the engineer [Ayres], 417
Ledger (See Blanks and forms) Leechburg, Pa., Pittsburgh & Allegheny Val- ley Ry., Sale, 371, 641
Legal :
Accident insurance, 218
Automobile drivers, Liability of, 434
Double claim for damages, 381
Fare increase, Washington, Baltimore &
Annapolis Ry., 295
Interstate Commerce Commission over- ruled in Nebraska, 1078, 1100
Legal tender for a fare, What constitutes
a [Lake], 313
— — Pay-as-you-enter a reasonable rule, Louis- ville, Ky., 801
Refusal to pay fare for self or child.
Method of procedure [Williams], 237
Stopping a car short of its destination,
174
Legal notes:
Charters, franchises and ordinances, 255,
322, 502, 839, 914, 1036 Negligence, Liability for, 253, 324, 503,
839, 915, 1037 Legislation affecting electric railways, 124, 163,
204, 258, 292, 327, 368, 422, 463, 506,
546, 639, 675, 717, 757, 798, 844, 883,
918, 955, 1003, 1074 Lehigh Valley Transit Co. (See Allentown,
Pa.)
Letter carriers, Transportation of, in New
Jersey, 11 15 Lewisburg, Milton & Watsontovvn Passenger
Ry. (See Milton, Pa.) Lewiston, (Me.) Augusta & Waterville Street
Ry., System, "176 Lexington (Ky.) Ry., Increase in funded debt,
799
Lighting cars, Electric, Progress in, 4 Lightning, Instructions on, to Denver Railway
men, 950 Lightning arresters, Use of, 1014
Lima, Ohio, Western Ohio Ky., Deposit of bonds, 1041
Limiting passengers on cars, Hearing, 127, 173, 191
Lincoln (Neb.) Traction Co., Testimony by E. W. Bemis on depreciation, 441
Little. Rock, Ark.:
Drawbar carry-iron, *gn
Little Rock Railway & Electric Co., Divi- dend, 549
Locomotives, Electric:
Development of design [Armstrong], 8
■ European, *667
— — C-eared and side-rod, New Haven Road, *829; Comment, 811
Germany, with Edison storage battery, 79
Novel type, for canal haulace, Bremen,
*365
Rack rail, *98o
St. Clair tunnel, *593
Single-phase, Bernese Alps Ry., "1056
Storage battery, London, *ii04
Three-phase, Cascade tunnel, Accident.
*494
Visalia, Cal., single-phase railway, *ioi
Locomotives, Steam, for street railway, Uvalde, Tex., *46i
London :
— —Advertising methods, 73 Arbitration boards for dealing with em- ployees, 63
— — — Depreciation allowance for income tax, 274
Letters from, 49, 256, 420, 637, 841, 1001
-London County Council Tramways, Fol- lowing up contract work, 1066
— ■ — Report of Traffic Branch of Board of Trade, 209, 256
Underground Rys.:
Painting practice, 907 Rail wear, '438 Shops, *8i2
London (Ont.) & Lake Erie Railway & Trans- portation Co., Bond issue, 957 London (Ont.) Street Ry., Annual report, 507 London (Ont.) & Port Stanley Ry., Proposed
electrification, 843 Long Island R. R., Electrification, Operating statistics, 532; Comment, 517; Prog- ress, 36, 704 Los Angeles, Cal.:
Los Angeles-Pacific Co.:
Bond issue, 165 Ownership of stock, 957
Notes on railways, 251
— —Pay-as-you-enter cars, 509, *iooo
Public utility commissioners, 84
Speed regulations, 760
Traffic conditions [M'Millan], 25
Louisville, Ky. :
Indianapolis & Louisville Traction Co..
Mortgage, 52
Tickets sold to points north of Indian- apolis, 1 1 1 4
INDEX.
Louisville, Ky. : (Continued)
Louisville Ry. :
Bond issue, 295, 719 Earnings, 549 Mortgage, 165
Louisville Railway Relief Association, An- nual report, 373
Pay-as-you-enter cars, 801
Pay-as-you-enter a reasonable rule, Legal
decision, 801
Raymond vs. Louisville Railway Co., 381
Lubrication :
Cost, Metropolitan Street Ry., 659
Waste cleaner, 249
Lynchburg, Va. :
Cast-iron and steel wheels, 909
Club rooms of employees, *524
Lynchburg Traction & Light Co., Con- trolling interest of American Rail- ways, 126
Lynn, Mass., Nahant & Lynn Ry. fare case,
426
M
Mahoning & Shenango Ry. (See New Castle, Pa.)
Mail transportation:
Circular of Committee on railway mail
pay, 461
Government report, 145, 173
■ Report of New York Street Railway As- sociation, 405
Spokane & Inland Empire R. R., *439
Maine Electric Ry. (See Lewiston, Augusta & Waterville Ry.)
Maintenance of rolling stock: Daily inspection and up-keep of [Buck- man], 193
Improvements in old types of equipment
[Winsor], 106; Discussion, 107
Massachusetts, 630, 671
Massachusetts Electric Companies, *970
Metropolitan Street Ry., 564
Open cars, Preparing for service, 1013
Special methods [Herrick], 616
(See also Accounting)
Maintenance of way [French], 612
Economical maintenance and construction
[Schreiber], *io52; Comment, 1051
Metropolitan Street Ry., 817, 863
Maintenance records, Value of, 559 Maintenance work, "Loose ends" in, 96 Manila (P. I.) Electric Railway & Lighting Corporation, Increase of stock, 330
Maps:
Berlin, 103
Central States, Imterurban railways in, 40
Ft. Dodge, Des Moines & Southern R.
R. R., 1094 Lewiston, Augusta & Waterville Ry., 176
New York City:
Inspection districts, 935
Rapid transit routes, 407
Substations and feeders, 901
Surface lines, 520
Northampton, Mass., 823
St. Louis, Mo., 138
Maryland, Legislation in, 163, 258, 327, 463,
506, 546, 639, 675, 717 Maryland Public Service Commission:
Powers and duties, 710, 1039
-Proposed bill, Letter of W. A. House, 482
Massachusetts :
Companies paying five per cent dividends,
368
■ Llectnc railway conditions [Sergeant], 283
Fare bill, Normal school and business col- lege, Hearing on, 372
Legislation, 124, 163, 204, 259, 280, 327,
368, 422, 463, 506, 546, 639, 675, 717, 757. 798, 844, 883, 918, 955, 1003, 1074
Maintenance cost of all electric railways,
630; [Ayres], C671
Massachusetts Electric Companies:
Annual report, 54S
Dividend, 1004
(See also Boston & Northern and Old
Colony Rys.) Massachusetts Railroad Commission:
Annual report, 100; Comment, 95
Boston electrification, Report on, 122, 151
Boston & Northern fare case, 153, 332,
1070
[Sullivan], 280
Transportation of intoxicated persons, De- cision on, 53 Massachusetts Street Railway Association:
February meeting, 317
April meeting, 734
Master Car Builders' Association, Convention, 1097, 1107
Meadville (Pa.) & Conneaut Lake Traction Co., Sale, 465
Menominee (Mich.) & Marinette Light & Trac- tion Co., Bond issue, 465
Meridian (Miss.) Light & Railway Co., Stock sale, 677
Meters:
Graphic recording (Westinghouse), *2oo
Steam- and air-flow (General Electric), *g 12
Mexico (Mo.) Santa Fe & Perry Traction Co., Bond issue, 11 14
(Abbreviations: * Illustrated. c Correspondence.)
[Vol. XXXV.
Michigan Central R. R., Electric traction
progress, 37 Michigan City, Ind., Chicago, Lake Shore &
South Bend Ry., Success of excursion
parties, 931 Michigan companies, Consolidation, 86 Milford, Attleboro & Woonsocket Street Ry.,
Freight and express, 678 Milford & Uxbridge Street Ry., Stock issues,
549. 718
Milton, Pa., Lewisburg, Milton & Watson- town Passenger Ry., Reorganization,
799
Milwaukee :
Handbook giving classification of ac- counts, 278
-Mayoralty election, 728
Milwaukee Electric Railway & Light Co. :
Bond issue, 465
High-tension direct-current on inter- urban divisions, 717 Order regarding service to Lake
Park, 465 Protection of linemen, 1068
Traffic conditions, Investigation by Pence
and Harris, 664 — —Wage increase, 759
Mineral Wells (Tex.) Electric System, 1041 Miners' ticket unlawful in Indiana, 1005
Minneapolis:
Fare ordinance, Supreme Court decision
upholds 5 -cent rate, 83, 112, 137
Shifting traffic and rerouting cars, 895
Shop and car house, 937
Tower wagon, Automobile, *25o
Track construction, 489
Twin City Rapid Transit Co.:
Advertising for trainmen, '994 Power station additions, 982 Redemption of bonds, 52
Mississippi, Legislation in, 327
Missouri Electric, Gas, Street Railway & Waterworks Association, Convention, 749 "
Mobile, Ala. :
Cast-iron and steel wheels, 909
Painter's scaffold in shops, *io2i
Pole and tie preservation, 605
Track construction, *9o6
Wheel changing. *834
Mohawk Valley floods, Effect of, '444 Mont Cenis Ry., Electrification, 609 Montreux-Glion electric rack railway. *g8o Motor shaft straightening, Boston, *6ss
Motors, Electric:
Aluminum wire for field coils, German
experiments [Paulsmeier], 67; Com- ment, 62
Bellinzona-Mesocco Ry., 1500 volts, '308
Commutating pole motors and control, 9
Commutator slotting and its relation to
brushes and mica [Squier], 613
Double-geared, in England, 816
— —Dust guards, *624
Maintenance, in Boston, *6$2
Maintenance, Co-operation of motormen,
557
Metropolitan Street Ry., 566
Reduction in weights possible, 1051
Single-phase, Improvement of [Franklin
and Seyfert], 152; Comment, 136
Testing, Boston, "654
Testing, Indianapolis shops, *589
Two-motor equipments for city cars, Use
of, Report, 1026; Comment, 1015 Utilization of old equipment [Winsor],
ro6
Mt. Holly, N. J.. Burlington County Ry. :
Sale, 957, 1 1 13
Suit, 206
Muskogee, Okla., One-man pay-as-you-enter cars, *7i2
N
Nahant & Lynn Ry. (See Lynn, Mass.) Napa, Cal., San Francisco, Vallejo & Napa
Valley Ry., Receivership, 885 Nashville (Tenn.) Railway & Light Co., Earn-
nings, 549 National Electric Light Associations
Convention, 949, 985
— — Officers, 990
New Bedford, Mass.:
— — Dartmouth & Westport Street Ry., Stock
issue, 677, 921
Fare collection, Rooke system, 321
Service, _ Finding of Massachusetts Com- mission, 372
New Castle, Pa., Mahoning & Shenango Rail- way & Light Co. :
Bond sale, 52
: Increase of stock, 641, 957
New England Street Railway Club:
Annual meeting, '624
January meeting, 196
February meeting, 417
May meeting, 995
Work of 1909 [Wright], 15
New Haven, Conn., Connecticut Co.:
Experimental catenary line, '"345
Wages discussion, 719
New Jersey, Legislation in, 163, 259, 3^7 639 ?75. 717, 883
January — June, igio.]
INDEX.
IX
New Jersey Public Utility Commission law, 626; Comment, 561; [Walker], C671
New Orleans Railway & Light Co., Stock sale, 295. 37U 549
New York Central R. R.:
Commutation rates, Increase of, ioo<3
Decrease in traffic between Syracuse and
Rochester, 761 Electric traction progress, 37, 333, 509
New York City:
Accidents in February and March, 642, 800
American Cities Railway & Light Co.,
Dividend, 1,113
American Light & Traction Co., Dividends,
165, 758 .
Earnings of railways, 464, 957
Federal Light & Traction Co., Incorpora- tion, 1041
— —Fenders and wheelguards. Hearing on, 751 — —Forty-second Street, Manhattan ville & St.
Nicholas Ave. Ry., Sale, 86, 294, 424,
885, 1004, 1114 Forty-second Street and Park Avenue, Five
levels of electric tracks, 893
Heating order, Hearing on form of, 153
Hudson Companies, Note issue, 294, 370
Hudson & Manhattan R. R.:
Advertisement of tunnels, *i54
Baggage cars, ""496
Illuminated station indicators, 509
Power station in Jersey City [Hazel- ton], *384; Comment, 381 Interborough-Metropolitan Co. :
Annual report, 206
Notes, Maturity and renewal of, 104 1 Interborough Rapid Transit:
Cable breakdowns, Record of, 832
Corporation tax law, Constitutionality of, 410
Earnings for year, 370
Elevated, Schedules, 491, 536, 638
Subway:
Lighting, 44, 368, 641 Schedules, 289,315, 356, 426,467, 505, 638
Side-door cars, 1909 design, *io57 Side-door cars, Hearings on, 44;
Order regarding, 127 Ticket sales in 1909, 847 Test of 15,000-kw steam turbine set [Stott and Pigott], 451; Discus- sion, 453; Comment, 434 Manhattan Bridge Three-cent Co., Testi- mony on cost of electric railway con- struction and operation, *705_
Maps, 407, 520, 901, 935
Metropolitan Street Ry. :
Briefs required, 261 Construction and inprovement of buildings, fire protection and in- surance, *6P8; Comment, 685 Default on stocks and bonds, 677 Eighth Avenue line, Rehabilitation. 719
Electrical department, Work of,
'896, *932 Elevated service, Order for increased,
678
Financial and reconstruction details, 520; Comment, 515
Fourth and Madison Avenue Ry., Improvements, 641
Improvements of leased lines, 1041
Increase of service on 116th St. line, Order for, considered unreason- able, 207
Leas^"*bf Fourth, Eighth and Ninth
Avenue lines, 126 Maintenance of way department, *8i7
Track standards and general , rules, *863; Comment, 855 Organization charts, 896, 1088 Receivership matters, 370, 549 Rolling stock and shops department,
•562, *6c9 Rules for track employees, 865 Sale, 164, 207, 424, 758, 920, 957,
1004
Snow fighting methods and organiza- tion, *73o
Transfer "talks," 1005
Transportation department, * 1088
Mohawk Valley Co., Dividend, 921
New York City Ry., Receivership, 424, 758
North American Co.:
Annual report, 293
Notes, 330
Notes on railways of the city [Connettcl,
317
Public Service Commission:
Annual report, 108; Comment, 95 Criticism of [ Whitridge], 110 Opinions on the Parker bill, 544
Rapid Transit conditions, 50, 84, 162, 203,
257. 326. 421, 462, 506, 545, 674, 716, 755. 796, 881, 917, 954, 1002, 1039, 1 073, 1 1 1 1
Statistics of eight railways for year, 750
Third Avenue R R.:
Appraisal, 228
Gasoline-electric cars, operation of. 48, 734
Incoi poi nted as lliird Avenue Rail
way, 800 Reconstructed cars, "1103 Reorganization, 165
Sale, 260, 424
New York City:
Third Avenue R. R. : (Continued)
Storage-battery car, Operation of,
*734 Wheel guards:
Order of Commission. Letter of F. W. Whitridge to Commission, 953; Whitridge's reply to a criti- cism, 1 1 12 Suit dismissed, 917
Transportation statistics, 1907-1909, 109
Twenty-eighth & Twenty-ninth Sts. Cross- town R. R., Sale, 330, 465, 641, 1077
United Service Co., Incorporation, 52
Vestibules, Hearing on, 353
Vestibules in Brooklyn and Queens, 958
Wheel guard, Parmenter, Hearing on, 480
New York, New Haven & Hartford R. R.:
Bills on ownership of other roads, 330
Catenary construction, Harlem River
branch, '698
— —Electric traction progress, 37
Electrification and controlled lines, Policy
of company, 367
Gas and electric lighting property trans- ferred to Housatonic Power Co., 1005
— —Increase in commutation rates, 857, 886
Locomotives, Electric, Geared and side-rod.
'829; Comment, 811
Multiple unit trains, *5i8
Trolley wire, Wear of steel, with panto- graph, 1028
New York Railroad Club, Electrification of steam roads, Report on, 527; Com- ment. 516, 517; Discussion, 528
New York State:
Franchise assessments, 370
Inspection of electric railways by Com- mission, 398
Legislation, 124, 163, 259, 292, 327, 547,
757, 798, 844, S83, 918, 955
Operating statistics of railways in Second
District, 785
Public Service Commission:
Annual report, 148
Approved abandonment of poor branch line, Port Jervis, 886
Hearing on limiting passengers on Albany cars, 127, 173, 191
Inquiry concerning depreciation ac- counts, 793
Law, Proposed amendments, 670; Discussion [Collin], 665 Statistics for street railway companies for
years, 354
New York State Railways. (See Rochester, N. Y.)
New York State Street Railway Association:
March meeting, 320, 404, 407
— —Relations with the American Association, Report on, 413
Work of 1909 [Peck], 22
New York, Westchester & Boston Ry., Con- solidation with New York & Port Chester R. R., 52, 207
Newark, N. J.:
Cars, Pay-as-you-enter, "272
Public Service Electric Co., 11 14
Public Service Ry. :
Annual report, 846, 919, 967
Bona sale, 86, 508
Cadet and apprenticeship courses, 908 Car house, *I055 Chartered car charges, 414 Dividend, 52 Hoboken terminal, 959 Letter carriers, Transportation of, 1115
Manager's car, *i022 Ticket books discontinued, 1006 Track construction [Schreiber], '1052 Wages, 88
Newburgh, N. Y. :
Orange County Traction Co., Bond issue,
1004
Pensions for employees, 128
Newton, Mass., Decision regarding service in,
550
Night cars. (See Owl cars) No-seat. (See Fares)
Norfolk, Va. :
No-seat-no-fare ordinance, 686, 887
Norfolk (Va.) & Portsmouth Traction
Co., Refinancing, 957, 1077 — —Pole and tie preservation, 604
Portable substation, "786
Sand box, *63o
North Reading, Mass., Hearing on fares, 1070 Northampton, Mass.:
Connecticut Valley Street Ry., Stock issue,
1076
Fare readjustment, 720, 823
Northampton Traction Co. (Sec Easton, Pa.) Northern Ohio Traction & Light Co. (Sec
Akron. Ohio) Northwestern Cedarmen's Association, Annual
meeting. 1 16
Oakland, Cal.:
Cars, Large, of the "Key Route," "98
San Francisco. Oakland & San Jose Con- solidated Ry., Rumored sale,' 700 Ohio, Legislation in, 124, 163, 204, 292, 422, 463, 506, 547. 675. 757. 798, 844, 955
< Abbreviations: * Illustrated. e Correspondence.)
Ohio Electric Ry. (See Cincinnati) Ohio Public Utilities Commission, Proposed, 669
Ohio Railroad Commission and its relation to
interurban roads [Gothlin], 234 Ohio Traction Co. (See Cincinnati) Oil burner for keeping frozen switches open, *449
Oil cup for grease-type motors, Richmond,
Va., *834
Oil drying and testing plant, Winnipeg, *noo Oil engine, Diesel Economy of operation
[Harrison], 749 Oklahoma Public Utilities Association, 917 Oklahoma (Okla.) Ry., Trademark '523 Old Colony Ry. (See Boston & Northern)
Olean, N. Y.:
Commutation ticket books, 109
Rules governing linemen, 1068
— — Western New York & Pennsylvania Trac- tion Co., Increase in capital stock, 800
Omaha (Neb.) & Council Bluffs Street Ry., Fare case, 1078
Oneida Ry Business men's trip from Utica to Indianapolis, 426
Ontario (Cal.) & San Antonio Heights R. R., Increase of capital stock, 330
Orange County Traction Co. (See Newburgh, N. Y.)
Organization charts:
Massachusetts Electric Companies, 971
Metropolitan Street Ry., 562, 817, 896,
1088
Oshkosh, Wis., Fare increase, 87; [Pulliam],
195
Overhead construction:
Anchor for pole guy wires [Miller], *636
Brooklyn Rapid Transit Co., at movable
bridges, *io6i
Ear (Indianapolis), *8i
Drawbridge runway, Cleveland, "360
Interurban railways [Hanlon], 783
Iron-bar construction, Brooklyn, *ioi6
(See also Catenary construction)
Owensboro (Ky.) City R. R.:
Bond issue, 1077
Control of, 958 •
Directors, 11 14
Owl cars:
Paris, and double fares, 855
-Toledo, Ohio, 801
Pacific Claim Agents' Association, Conven- tion, 905, 1024
Paint shop, Indianapolis Traction & Terminal Co., *6o7
Painting, Easel for curtains, '789
Painting cars:
Charleston, S. C, 570, 672
London Underground Rys., 907
Methods [Woods], 609
Richmond, Va., 697
— —Scaffold in shop aisle, Mobile, Ala., *i02i Painting fenders and trucks with compressed- air brush, *io4 Pantographs:
Wear in St. Clair tunnel, 595
Wear of steel trolley wire with panto- graph, 1028
-(See also Bow collector)
Paris, Owl cars and double fares, 855 Parks:-
Frenchman's Island improvements, 409
Profit in operation of, 969
Passengers :
Limiting number of, abandoned, at Al- bany, N. Y., 127, 191; Comment, 173
Time required to board and leave cars,
665
Patent rights, 808
Paterson, N. J., North Jersey Rapid Transit
Co., Increase of capital stock, 885 Pavement:
Maintenance, Metropolitan Street Ry..
819, 820
Measuring and charging for replacing,
Chicago, 319
Notes on [McMath], '236
Wood-block, Philadelphia, 999
Peckskill, N. Y., Putnam & Westchester Trac- tion Co., Bond issue, 508
Pennsylvania R. R.:
Electric traction work, 36
— Holdings in N. Y., N. H. & H. R. R., 1004
Joins A. S. & I. R. A., 1029, 1049
Terminal station, New York, '656; Com- ment, 649
Pennsylvania Railroad Commission, Annual re- port,. 243
Pensacola (Fla.) Electric Co., Dividend. 958 Pension system. (See Employees, Pensions) Philadelphia:
Accounting for power plant maintenance
and operation, 1020 American Rys., 206
Lease of Scranton, Dunmore X Moosic Lake R. R., 294, 330
Cars, Pay-wilhin, "144
Cars, Trailer, Construction, '342
Fares, 18
Interstate Rys.:
Bonds deposited, 549 Interest mi bonds, 294, 799
X
INDEX.
[Vol. XXXV.
Philadelphia:
Interstate Rys.: (Continued)
Lease to Reading Transit Co., 677
Reorganization, 206
Stock issue abandoned, 885
Lehigh Valley Transit to operate into the
city, 848
Pavement, Wood-block, 999
— —Philadelphia & Chester Ry., Sale, 1041, 1 1 14
Philadelphia & Westchester Traction Co.,
Hearing on fare increase, 787
Philadelphia & Western Ry., Sale, 677
—Platform rule, 297
— ■ — Rapid Transit Co.:
Bond issue, 465, 719 Financial condition, 885, 1005 Financing plans, 1076, 11 14 Increase in indebtedness proposed, 799 Pension plan and new terms of serv- ice, 88
Rules governing employees, 670
Southwestern Street Ry., Sale, 1041
Strike, 340, 358, 380, 403, 433, '454, 492,
541, 606, 670, 753 Declared at an end 753 Phases of [Pierce], 736; Comment, 728
Rules governing employees, 670 Subway, Proposed, 422
Transit affairs, Investigation by Railroad
Commission, 842, 996
Welding, Electric, in repair shops, 356
Photographing equipment parts without
shadows, *8sS Physicians, Company [Ferrin], 1024 Piece-work car prices, Third Avenue, New
York, 1 1 04
Pinions :
Material for, 361
Taper, Design and mounting of, 361
Pipe, Corrugated iron for culverts (A. R. M.
Co.), '636 Pipe bender, ""859
Pipe unions, Test of "Kewanee" (National), 1035
Pittsburg, Kan., Joplin & Pittsburg Ry.:
Bond sale, 641, 677
Payments on bonds, 846
Pittsburgh, Pa.:
Conditions discussed in report of Railroad
Commission, 243
Ordinances vetoed, 523
Fare boxes, 1078
Reports on traffic conditions [Arnold, Olm- sted and Freeman], 318; [State Rail- road Commission], 738
Traction expert, Mayor advises city to re- tain, 296
Traction service, Views of Mayor Magee
and Mr. Callery, 876 Wrecking truck, "911
Pittsburgh & Allegheny Valley Ry. (See
Leechburg, Pa.) Pittsburgh, Flarmony, Butler & New Castle
Ry., Increase of capital stock, 330 Pittsburgh & Westmoreland Ry., Receiver's
sale, 165 Pittsfield, Mass.:
Berkshire Street Ry., Protection of line- men, 1069
Pittsfield Electric Street Ry.:
Reorganization, 424, 425 Stock sale, 371, 921
Prizes for flower displays, 800
Platform accidents and types of prepayment cars, 856
Platform rule in Philadelphia, 297
Platforms, Reinforcing strips. Richmond, Va., 877
Pleasantville, N. J., Atlantic & Suburban Ry., Fare increase, 1078
Poles:
Consumption in 1908, 149
Preservation, Practice in Southern States,
_ 604; Comment, 559 Population density in certain European and
American cities, *983 Port Jervis. N. Y.:
Port Jervis Traction Co., Approved aban- donment of poor branch, 886, 894
Segregation of light and railroad proper- ties, 125
Portland, Ind., Muncie & Portland Traction
Co., Excess fare not upheld, 686 Portland, Ore.:
-Bulletins to employees, 129
Car steps, Lower, 550
Franchise sustained by Supreme Court de- cision, 6~9
Portland Railway, Light & Power Co.:
Bulletin on courtesy, 466
New building, 1003
Protection of linemen, 1069
Purchase by, 126 Poughkeepsie (N. Y.) City & Wappingers Falls
Ry., Passenger service over Central
New England Ry., 1078 Power calculations, Over-refinement in, 856
Power consumption:
Bavarian State Rys., 287
Boston & Northern Street Ry., 577
Metropolitan Street Ry., New York, 566
Tests of cars in Cleveland, 69
Power consumption: (Continued)
Visalia, Cal., single-phase railway, 102
Power distribution, Progress in 1909 [Bell], 11 Power generation and distribution, Review of 1909, 9
Power station practice:
Chemist, The, and the power plant, 153
— — Condensers for small stations [Lewis], 749
Lubrication records, Berlin, 623
Natural gas firing, Covington, Ky., 874
Producer-gas plants in the U. S., 151
Splicing wires with silver solder, 154
Utilization of old equipment [Winsor],
106; Discussion, 108
Power stations:
Charlotte, N. C, Gas engines, *86i
Chicago, Commonwealth Edison Co., 493
Cincinnati, Turbine station, *770
Hudson & Manhattan R. R., Jersey City
[Hazleton], *384; Comment, 381
Metropolitan Street Ry., *933
Minneapolis, Additions, 982
Producer-gas plants in the United States,
151
Progress in 1909 [Bell], 11
Terre Haute, Ind., *27s
Venice, 111., Illinois Traction System, *i40
Power supply for suburban railways, Central- ized, 1050
Power transmission problems [Buck], 985 Presque Isle, Me., Aroostook Valley R. R., Bond sale, 165
Providence, R. I.:
Providence & Danielson Ry., Rumor con- cerning control, 330
■ Rhode Island Co., Dividend, 508
Subway plan, 639
Prussian Government Rys., Motor cars, *io70 Public service commissions:
Comparison of New York and New Jersey
laws, 627; [Walker], C671
Fares, taxes and regulation [Tingley], 10
Function [Gothlin], 234
Governors' messages in different States, 157
Iowa laws [Sammis], 776
— ■ — -Maryland, 482, 710
Ohio, Proposed, 669
Personnel, Importance of, 768
Regulation, but not confiscation [Stevens],
12
Rhode Island, 163
Rulings on depreciation [Ford], 284
[Shaw], 241; [Sullivan], 280
"Signs of the times" [M'Carter], 15; Cor- rection, 67
South Carolina, 843
Public Service Ry. (See Newark, N. J.)
Publicity :
Civic boards, Publicity through, 215
Education of the public [Clark], 279
Education of the public in relation 10 elec- tric railways [McGraw], 73; Discus- sion, 71
Relations with the public [Grimes], 621
Report on public policy, N. E. L. A. Com- mittee, 989
Puget Sound Electric Ry. (See Tacoma, Wash.)
Punch, Automatic time, for transfers (T. I.
M. Co.), *632 Purchasing agent. Functions of the, 62 Putnam & Westchester Traction Co. (See x
Peekskill, N. Y.)
R
Rack railway, Electric, Montreux-Glion, Switz- erland, *98o Rail-cleaning car, German, '838 Rail joints, Metropolitan Street Ry., 864
Rail specifications:
Composition, London, 438
Metropolitan Street Ry., *863
Rails:
City track construction [Heindle], 745;
Discussion, 778 Corrugation, London Underground Rys.,
438 .
Corrugation tests, German, 44
German standard sections, *39
Progress of 1909 [Angerer], 14
Wear of, London underground lines, "438
Railway commissions, Co-operation with, .Rules
Committee, 710
(See also Public Service commissions)
Railway Signal Association, March meeting,
534
Rate of return. (See Investments) Raynham, Mass., Hearing on fares, 873 Reading (Pa.) Transit Co., Incorporation, 295 Receiverships and foreclosure sales in 1909, 41 Register rod handle, Detachable (Taurman), *iooo
Registers, Ringing up two, from one rod, *663 Repair shop practice:
Air brake maintenance, 587
Anderson, Ind., *788
Armature coil manufacture, * 5 78 ; in sub- stations, 649
Armature coils, Winding, *s8o
Armature testing, Portable transformer
for, 360
(Abbreviations: * Illustrated. c Correspondence.)
Repair shop practice: (Continued)
Armature truck, Pittsburgh, *834
Babbitt melting stove, "789
Babbitting device for three pairs of
sleeves, "859 Berlin, 98 1
— - — Boring compressor cylinders, 591
Boring machinery, Cincinnati, *584
Chelsea, Mass., ^858
Conduit cutter, '859
Controller work, '578
Cost of equipment additions, 544
Dating shopmen's badges, 245
-Electrical equipment, Inspection and re- pair of, *577
Endurance tests, Simple, 270
Field coils:
Dipping and impregnation, *8s8 Manufacture, '578
Home repairing by the small company, 558
Impregnating plant, Cincinnati, '581
Indianapolis, "587
Lathe equipment, Cincinnati shops, *58s
London Underground Electric Ry., '812
Making or buying appliances, 930
Metropolitan Street Ry., 564
Motor maintenance, Boston, *6$2
Motor testing, Indianapolis, '589
Organization, 615
Overhauling period and repair methods,
270
Paint shop kink, 913
Pipe bender, '859
Posting prices, 685
Precision tools, '495
Resistances, Adjusting, 589
Standard sizes in drawings, Richmond, Va..
*:o2S '•
Time clock, 1087
Welding, Electric, 356
Repair shop records [Buckman], 194 Repair shops:
Cincinnati Traction Co., *s8o
Coney Island's Brooklyn R. R., 440
Minneapolis, 937
Return on investments. (See Investments) Rhode Island Utilities Commission recom- mended, 163 Richmond, Va. :
Bearing metals, 666
Brake hangers, *no6
Brake shoe practice, 570
Car houses, Fireproof, *6oi
Car panels, Steel, over wood, 586
Carbon brush changes, 1067
Cast-iron and steel wheels, 909
Franchise modifications desired, 449
Painting cars. Rapid work, 697
Pay-as-you-enter cars, 775
Platforms with reinforcing strips, *877
■ Standard sizes in shop drawings, "1025
Thermit welding, 905
Transfer box, *iioj
Trap door lift, "911
Virginia Railway & Power Co., Dividend,
1 04 1
Ride on street car the cheapest service or com- modity we buy [Davis], 825
Right-of-way, Clearing, by farmers, 929
Roanoke (Va.) Traction & Light Co., Con- trolling interest of American Rail- ways, 126
Rochester, N. Y. :
Chartered car charges, 414
New York State Rys.:
Arrest for misrepresentation, 1042 Bond issue, 957 Dividend, 921 Reorganization, 640
Pay-as-you-enter cars, 678
Protection of lineman, 1068
Service in, Suggestions of Public Service
Commission, 371
Transfer system [Callaghan], *4i2
Rochester, Syracuse & Eastern R. R., Traffic increase, 761
Rolling stock ordered in 1909 (Table), 32
Rules for city railways, Sue-gestions with refer- ence to the Rule-Book [Cooper], 941; Discussion, 939
Rules lor interurban railways:
Illinois conference proposed, 847
Indiana code revision, 46, 156; Comment,
135
Meeting of Committee, of Transportation
and Traffic Association, 103 1 Report of Iowa Association, 780; Comment,
yog
Revision of, 808
Rural districts and the usefulness of the trol- ley system, 930 Rush-hour travel:
Discussion, New York State Association;
406
Limiting passengers in Albany, 127, 173,
_ 191
Rutland (Vt.) Railway, Light & Power Co., Extensions, 295
s
Saginaw-Bay City Railway & Light Co. in Michigan, Consolidation, 86, 921
St. Catherines, Ont. Niagara, St. Catherines & Toronto Ry., Bond issue, 921
January — June, 1910.]
INDEX.
XI
St. Clair tunnel, Electrical equipment, Main- tenance and operation, *593 St. Louis:
Bulletin on courtesy, 1078
Depreciation fund, 433
Exhibit by United Rys. at Electrical Show,
*io30, 1050 — —Passenger traffic figures, 1030 Wage increase, 760
St. Louis, Monte-Sano & Southern Ry., Re- ceivership, 549
Salt Lake City, , Utah Light & Railway Co., Protection of linemen. 1069
Salt Lake & Ogden Ry., Change in motive power, 1039
San Francisco:
Bonds tor municipal line, 327
Fenders, 462
Ocean Shore Ry., Receivership, 126, 261,
330, 641, 799, 1004, 1114
United Rys., Issue of certificates, 1077
United Railways Investment Co:
Annual meeting, 800
Bond issue and increase in capital stock, 885
San Francisco, Oakland & San Jose Consoli- dated Ry. (See Oakland, Cal.) San Jose (Cal.) Railroads, Bond issue, 921 Sand box, Norfolk, Va., '630 Sander, Pneumatic, Valve for (Keystone).
Sao Paulo Tramway, Light & Power Co.,
Earnings, 885 Sash operating device (Drouve), "634 Sash, Steel (Lupton), '837 Savannah, Ga. :
Cast-iron rind steel wheels, 909
Pole and tie preservation, 605
Saws:
Cutting-ofC (Fay & Egan), 418
Double circular (Fay & Egan), *795
Scaffold, Painter's, in shop aisle, Mobile, *i02i Schedules :
Compilation, in Boston, Pottsville and
Springfield, 993 Method of calculating headway, 70
Schenectady, N. Y.:
Chartered car charges, 414
Franchise to relieve congestion, 426
Recommendations of Public Service Com- mission, 128 Scranton, Pa.:
Northern Electric Street Ry.. Reorganiza- tion, 207
Scranton Ry., Bonds called, 758
Seat-mile unit [Foster], C198; Comment, 175 Seattle, Wash.:
Pacific Coast Power Co., Stock fssue, 958
Protection of linemen, 1068
Sedalia (Mo.) Light & Traction Co., Receivers, 1077, 1114
Sheboygan (Wis.) Light, Power & Railway
Co., Bond issue, 126 Shelburne Falls (Mass.) & Colerain Street
Ry.:
Bond issue 1005
Hearing on financing, 293
Shovel, Electric (Kokomo), '837
Signals:
Automatic block signal (A. T. S. Co.),
*4'9
Block signaling on electric railways
[Barnes], 416; Discussion, 404
. Cab signal (Simmen), for Toronto & York
Radial Ry., 158
Contact type [Nachod],
Signs:
Car, Diplomacy in, 1086
Car stop, Suggested designs, *88o, 977
Crossing signs, Indiana, 642, *86o
Destination and train number signs, An-
Je (■.")>»■« j nd.. *78!' Illuminated station indicators for cars,
Hudson & Manhattan tunnel, 509 Single-phase multiple unit trains on New
Haven Road, * 5 1 8 Single-phase railways:
Effect of development in d. c. line con- struction, 341
Heysham-Morecambe Ry., England, 741;
( oin '.iiMt, 729
Power consumption, Visalia, Cal., 102
Progress in 1909 [Storer], 20
Prussian State Rys., between Bitterfeld
and Drssau, 635
Visalia, Cal., 15-cycle railway, *I01
Sioux City (la.) Service Co., Bond issue, 846, 1077
Sleeping cars (See Cars, Sleeping) Sleet wheels, cutters and harps (Holland), ''Si
Snow fighting methods:
Brooklyn, "68 238
Metropolitan .Street Ry., *7.3°
Snow removal cost in Boston, 466
Snow sweepers, Metropolitan Street Ry., 565
Soliciting business for interurban railways
[Warfel], 540; Discussion, 620 South Bend, Ind., Chicago, South Bend &
Northern Indiana Ry.: Armature coils manufactured in substa
lions, 649 Removal purchase, 294
South Carolina Public Service Commission, 813
Southern Pacific R. U.:
Electric suburban lines, 327
Southern Pacific R. R. : (Continued)
Electrification plans, 204, 642
Retirement of president, 204
Steel cars for electric lines, 794
Southern Railway, Gasoline-electric cars, *202 Southern railways, Equipment standards of,
Southern" States, Electric railway develop- ments, 379 . . Southwestern Gas & Electrical Association,
Convention Q39, 044 Southwestern Street Ry. (See Philadelphia) Speciai work, Progress of year [Angerer], 14 Springfield, Mass., Citizens' report on service, 1 66
Spokane (Wash.) & Inland Empire R. R. :
Fate increase, 167
Mail service, '"439
Spokane Transportation Club, 462 Sprinkler alarm systems, Metropolitan Street Kv., "604
Sprinkler:, Automatic, in Baltimore car houses,
(, : -
Standard 'sizes of publications, Recommenda- tions of Central Electric Railway As- sociation, 101 1
Standard sizes in shop drawings, Richmond, Va., '102? '
Standard symbols in draughting, *ios6
Standardization:
— —Engineering Association Committee meet- ing, 1026
Report of Central Electric Railway As- sociation Committee, 977
-Report of M. C. B. Association, 1097
Stark Electric Ry. (See Alliance, Ohio) Static discharge sets at Chicago substations, '69
Statistics :
Berlin, Germany, 229
Cars ordered in 1909, 32
Census report on electric railways in 1907,
1067
Chicago traffic conditions, 867
Coney Island & Brooklyn K. R. [Ford],
104
Cost of electric equipment, Coney Island
& Brooklyn R. R., 104
Japanese railways, 418
Massachusetts railways, 100
New York City railways, 109, 750
New York State electric railways for year,
354
Operating, for heavy electric traction,
Long Island and West Jersey & Sea- shore R. R., 532
Operating statistics in Second District,
New York State, 785 Passenger traffic in European and Ameri- can cities in 1907, *g82
St. Louis passenger traffic, 1030
Street car ride the cheapest service or
commodity we buy [Davis], 825
Swiss railways, for 1907, 38
Ticket sales in New York subway, 847
Track construction of 1909, 34
Unit construction figures in New York
and Brooklyn, Testimony of F. R. Ford. 706
Steam railways:
Competition with electric lines:
Boston and vicinity, 746
New York Central R. R., 761
Electrification (See Heavy electric trac- tion)
Increase of commutation rates, 886, 922;
Comment, 857 Traffic agreement with electric railways,
768
Stone & Webster Club of Washington, 756 Stone & Webster companies, Combined earn- ings, 423
Stops of street cars:
At crossings, Pennsylvania order, 801
Chicago [Fish], 28
Ft. Wayne, Ind., Change to far side, 332
Near-stop operation [Griffin], 410
Near vs. far-side stopping in Chicago and
other cities, 484 Signs, *88o, 977
Stopping a car short of its destination,
174
Storage-battery cars:
Edison-Beach, 292, 454, 708
Third Avenue, New York, Operation,
*734
Storage batteries:
Edison nickel-iron, 159, "182
Regulation of alternating-current loads,
716
Westinghouse. Sold to Electric Storage
Battery Co., 483
Strikes:
Albany, N. Y., 965
Columbus, Ohio, 807, 833, 878
Philadelphia, 340, 358, 380, 403, 433,
"4 54, 492, 54'. 606, 670, 753 Phases of strike [Pearce], 736, Com- ment, 728
Possible coal strike in Central States, 383
Protection against [Wattles], 14
Trenton, N. J., 505
Substfll ions:
Boston, at Egleston Square, "408
Design and economy, 895, 968 [AyrcsJ,
C996 ; 998
f Abbreviations : * Illustrated. c Correspondence.)
Substations: (Continued)
Illinois Traction System, *i42
Maine Electric Rys., *i8o
Metropolitan Street Ry., "898
Norfolk, Va., Portable, '786
Washington, Baltimore & Annapolis Ry.,
*394 Subways:
Berlin, Proposed, *io3
Chicago, Proposed. 123, 161, 289
(See also New York City, Interborough
Rapid Transit) Susquehanna Railway, Light & Power Co.
(See Lancaster, Pa.) Switch lock (Hardin), '878 Switches:
Barrier switches for lamp and heater
circuits (H. & H.), *i2o Oil burner for keeping frozen switches
open, *449
Oil, New design, 96th Street station,' New
York, *934
Overhead trolley (Murdoch), *8i
Track :
Automatic electric (Siemens Schuck-
ert), *838 Pinless tongue switch (Hadfield), *495
Switzerland :
Bellinzona-Mesocco 1500-vok railway sys- tem, 306
Bernese Alps Ry., Electric locomotive,
*io56
Montreux-Glion Rack Railway, *98o
Railroad report for 1908, 713
Railway statistics for 1907, 38
Syracuse, N. Y.:
Beebe syndicate lines, Protection of line- men, 1068
Campaign against spitting, 679
Car colision, Effect of, on car, *no6
Rochester, Syracuse & Eastern R. R.,
Catenary construction, *i6o Transfer table, T * 1 1 9
Tacoma, Wash. :
Everett & Tacoma Ry., Bond issue, 799.
Fare increase, 53, 508, 550, 760
Tacoma Railway & Power Co., Rumor
concerning sale to Union Pacific R.
R., 86
Transfer changes, 1078
Tacony, Pa., Holmesburg, Tacony & Frank- ford Electric Ry.:
Bonds, 165
Sale, 294, 758, 1041
Tampa (Fla.) Electric Co., Dividend, 799 Tantalum lamps for cars, Chicago, 1072 Taxes, Corporation:
Constitutionality of tax law, Coney Island
& Brooklyn R. R. Co., 277, 827
Constitutionality of tax law, case of Inter- borough Rapid Transit Co., 410
Discussion [Shaw], 241
Law, Compliance with the [Ham], 24
Proper method of taxation [M'Carter],
16
— Taxes, fares and regulation [Tingley], 10
Technical school and the electric railway [Richey], 995
Telephone discipline, Improving, 969
Telephone selector (Western Electric), *952
Telephone serviee of interurban railways, 305
Telephone_ system, Metropolitan Street Ry.. New York, 936
Telephones (See Dispatching systems)
Terminal stations:
Freight, Davenport, la., '245
■ Pennsylvania R. R., New York City, "656:
Comment, 649
Terminals, Railroad:
Electric operation, Progress in, 9
Importance of, for interurban railways
[Shannahan], 17
Terre Haute, Ind., Power station improve- ments. *275
Terre Haute, Indianapolis & Eastern Traction Co. (See Indianapolis)
Test car, Metropolitan Street Ry., *662
Testing motors in Boston, '654
Testing set, Low-tension, portable (Westing- house), *iio6
Theft of electricity [Hcgarty], 831
'Theft of railway property, 217
Thermit-welding motor cases, Cost of 1 16, C198
Thermit welding of repair parts, Richmond, Va., 905
IMiree -phase locomotives (See Locomotives) Three-phase system, Comparison with other systems [Darlington], 1064
Third rails. Protection of, in car house. New York, "696
Throuph routes and joint rates:
Bill in Congress, 296, 320, 363. 379: Testi- mony of I.. S. Cass, 400, W. G. Dows, W. T. Ferris, M. A. Knapp, 401, li. W. Warren, 402; Letters from V . W. Coen, 450, 719, Warren, 451, A. T. Hay, 525: ( hanges in bill, 672
Chicago through routing problem. 104,
1- 847
England, Through-running agreements,
824
XII
Tickets:
Miners', in Indiana, unlawful, 1005
Six-for-a-guarter, withdrawn, in Des
Moines, 720 Tickets vs. cash fares on prepayment cars,
Tie lines (See Transmission lines)
Ties:
Consumption in 1908, 149
Consumption and preservation in United
States, 606
Preservation, Conditions and practice in
Southern States, 604; Comment, 559
Specifications, Public Service Ry., '1053
Steel, Experience of various street rail- ways, 489
Timber preservation:
Antiseptic treatment of timber (Anti-
septine), 713 — —Preservation in 1908, 158, 201 — —Report of N. E. L. A. Committee, 988
Southern States, 604; Comment, 559
Superficial method, *i99
Time clock. Use of, 1087
Time tables, Method of calculating headway, 70
Toledo:
Franchise negotiations, 422
Gwl service campaign, 801
— — Pay-as-you-enter cars, 801, *io34
Toledo Railways & Light Co.:
Annual report, 508
Franchise extension proposed, "673,
881
Inspection of accounts by city, 881, 1039, 1074
Toledo, Ann Arbor & Detroit Electric R. R., Sale of, 52
Toledo, Bowling Green & Southern Traction
Co. (See Findlay, Ohio) Toledo & Indiana Ry., Sale of, 52, 207, 295,
641
Toledo & Indiana Traction Co.:
Incorporation, 330
Mortgage, 719
Toledo & Western Ry., Chartered car charges, 414
Topeka (Kan.) Ry., Change in control, 677 Toronto, Report of Board of Control on tran- sit matters, 955
Toronto & York Radial Ry.:
Heating system in car house, *542
Simmen cab signal system, 158
Tower wagon, automobile, Minneapolis, '250
City track [Heindle], 745; Discussion,
778.
Concrete beams, Mobile, Ala., *9o6
Economical, Suggestions [Schreiber],
*I052; Comment, 1051
Interurban railways [Hanlon], 783
Maintenance of track, cost data [French],
612
Metropolitan Street Ry., Standards, *86 3
-Mobile, Ala., *go6
Paving notes [McMath], *236
Permanent city construction for interur-
bans [Weber], *537
Reinforcement of conduit system, Wash- ington, D. C. [Betts], *436
Special work:
Economical [Schreiber], *io52 Metropolitan Street Ry., S22 Washington, D..C, *437
Statistics for 1909, 34
Trackless trolley lines in Austria, *225 Traffic:
Congestion in Chicago, Report on, *867
Passenger, in European and American
cities in 1907, *982 Traffic curves, Value of, 1015 Traffic promotion (See Advertising) Traffic unit, One thousand seat miles as
[Foster], C198; Comment. 175 Train and ourv r=ristance. Report on, 489 Transfer box, Richmond, Va., *noi
Transfer tables:
Metropolitan Street Ry., '695
Moving double-truck cars with single- truck table. 290
Syracuse, N. Y., *U9
Washington, D. C, *64, 65
Transfers :
Chicago, Announcements, 760
— - — Notes on issue, 316
New York, Printed matter on, 1005
Rochester [Callaghan], '412; Discussion,
406
— — Tacoma, Wash., 1078
Time punch (T. I. M. Co.), '632
Transfer of passengers short of their des- tination, 174
Worcester, Mass., system, 129
Transformer drying device (G. E.), *4i8 Transformer, Portable, for testing armatures, 360
Transmission lines:
Calculation of tie lines between power
stations [Rice], *78
Sectionalizing distribution lines, 96
Transmission voltage, Effect of raising, 929
INDEX.
Transportation, A monopoly of [Buckland], 19 Trap door lift in cars, Richmond, Va., *9ii Trenton, N. J.:
■ Elizabeth & Trenton R. R., Incorporation,
957
No-seat-no-fare ordinance, 686, 720, 727,
761
Strike, 505
Trenton & New Brunswick R. R., Sale, 885 Trespassing on private right-of-way, 96 Trinidad, Colo., Southern Colorado Power &
Railway Co., Sale, 126 Trolley base:
Frictionless, for city cars (T. S. Co.),
*252
Reversible ball-bearing (Holland), *.;66
Trolley ears (See Overhead construction)
Trolley harps:
(Hensley), *633
(Holland) *is8
Trolley retrievers:
Pneumatic (Prentiss), '635
(Shanahan), *249
Trolley runway on drawbridge, *36o Trolley wheel bushings, Methods of testing, 270
Trolley wheels:
Boston practice and casting formula, 877
(Hensley), *633
Street (Holland), *is8
Trolley wire, Wear of steel, with pantograph trolley, 1028
Trucks:
Cast-steel frame (Hedley), *io6o
Detroit United Ry. (Baldwin), *I59
Flexible axle (U. E. C. Co.), *25o
Light M. C. B. (Baldwin), *io35
M. C. B. four-wheel, Illinois Traction
System sleeping car, ^477 Storage battery car, "183
Turbines, Steam:
Cincinnati power station, *77o
Horizontal impulse (Dick, Kerr), *4S9
20,000-kw, in Chicago, 493
Test of 15,000-kw exhaust steam-turbine
set, Interborough Rapid Transit Co. [Stott and Pigott], 451; Discussion, 453; Comment. 434
Twin City Rapid Transit Co. (See Minne- apolis)
u
Union Traction Co. (See Independence, Kan.) United Rys. (See St. Louis) United Railways & Electric Co. (See Balti- more)
United States Steel Corporation, Welfare plans for employees, 810
Utica, N. Y.:
Track maintenance and cost data [French],
612
■ Trip by trolley to Louisville and Indian- apolis, *g6i, 908, 931, 950
Utica & Mohawk Valley Ry. :
Complaint slips, 938
Track construction, 490
Uvalde, Texas, Steam motor car, *46i
V
Valuation (See Appraisal)
Valve-grinding machines (Hartford-Blanchard) [Banghart], *997
Valves:
Air valves (Keystone), *2oo
Emergency air-brake (National), *88o
Vancouver, B. C, British Columbia Electric
Ry., Stock, 464 Varnishing cars [Woods], 610
Ventilation of cars:
Combined hot-air heating and ventilating
system (Peter Smith), *i2i Connection between ventilation and heat- ing [Whiston], c8o — — Oakland, Cal., "Key Route" cars, *99 Vestibules on cars in New York, 353, 958 Virginia Railway & Power Co. (See Rich- mond, Va.)
Yisalia (Calif.) Electric R. R., 15-cycle single- phase, *IOI
w
Wages (See Employees)
Walla Walla, Wash., Northwestern Corpora- tion, 1077
Warsaw-Peru line (See Winona Interurban
Ry.)
Washington, D. C. :
Capital Traction Co., Car house, "64
Controller handle, Special, with con- tactors (Hanna), *i2o
— — Report of Interstate Commerce Commis- sion, 290
Trail car operation, 1077
(Abbreviations: * Illustrated. c Correspondence.)
[Vol. XXXV.
Washington, D. C. : (Continued)
Washington Railway & Electric Co.:
Annual report, 676
Underground conduit, Reinforcement of [Betts], "436
Washington, Baltimore & Annapolis Ry. :
Change from single phase a. c. to 1200
volts d. c, *392; Comment, 380
Fare increase, 295
Service extended, 550
Time extension on bondsv 465
Washington (Ind.) Street Ry.', Sale, 677 Water power, Development of the hydroelec- tric problem, 271
Waterloo (la.), Cedar Falls & Northern Ry. :
Bond sale, 677
Mortgage bonds called, 549
Watsonville (Cal.) Transportation Co., Sale, 921
Waynesboro, Pa., Chambersburg, Greencastle & Waynesboro Street Ry., Bond issue, 294, 1076
Welding, Electric, in repair shops, Philadel- phia, 356
Wengernalp Ry., Switzerland, High-tension, direct-current operation, 700
West Jersey & Seashore R. R. Electrification, Operating statistics, 532; Comment, 517
West Penn. Rys. (See Connellsville, Pa.) Westboro, Mass., Hearing on fare to Worces- ter, 759
Western Electric Co., Pension system, 875 Western New York & Pennsylvania Traction
Co. (See Olean, N. Y.) Western Ohio Ry. (See Lima, Ohio) Western Society of Engineers, Annual meet- ing, 147
Western States, Electric railway growth in, 1 Whatcom County Ry. (See Bellingham, Wash.)
Wheel guards:
Automatic (Hardin), *366
Brooklyn, Order of Public Service Com- mission, 83, 331 Coney Island & Brooklyn R. R., Order to
equip, 549
Parmenter, Hearing on, New York City,
480
Wheel records, Indianapolis, 587
Wheeling, W. Va., City & Elm Grove R. R.,
1114
Wheels:
Cast-iron and steel wheels, Discussion
[Beebe], *446
Cast-iron and steel, on six Southern rail- ways, 909
Discussion at Wisconsin Electrical Asso- ciation, 186
Gages for wheel work, 361
Mobile, Ala., Changing at, '834
Mounting pressures, Report of M. C. B.
Association, 1098
Spring wheels, Glasgow, '250
Steel, Indianapolis, *s87
Steel, Report of committee of Engineer- ing Association, 1027
— — Steel tires, Removing and replacing, London tube cars, *8i2
Wear of, by brake shoes, 1087
Wear of wheels and tires, 362
Wearing limits, London Underground
Electric Rys., *8i3
White, J. G. & Co., Annual report, 884
Wilkes-Barre (Pa.) Ry., Incorporation, 165
Wilmington, N. C, Pole and tie preservation, 604
Window washer, Self-feeding brush (Stanton), '671
Winnipeg (Man.) Electric Ry. :
Annual report, 424
Oil-drying plant, *noo
Winona (Ind.) Interurban Ry., Construction features of Warsaw-Peru line, *48i
Wisconsin Electrical Association, Annual meet- ing, 184
Wisconsin Railroad Commission, Annual re- port, 536, 664
Wood preservation (See Timber preservation)
Wood Preservers' Association, Annual meet- ing, 158, 201
Worcester, Mass., Transfer system, 129
Worcester Consolidated Street Ry., Hearing on fare to Westboro, 759
Worcester & Southbridge Street Ry. :
Purchase, 921
Stock issue, 1005
Wrecking truck, Pittsburgh, *9ii
Y
Year 1909, A review of, 2, 3, 6 Yonkers, N. Y., Objections to prepayment cars, 515
Yorkshire (England) Electric Tramway Co., Self-tightening tumbler track brake,
*837
Youngstown & Ohio River R. R.: — — Financial conditions, 958
Officers, 371
Sale, 1077
Youngstown & Sharon Railway & Light Co., Hearings, 885, 958
January — June, 1910.]
INDEX.
XIII
AUTHOR INDEX
A
Adams, H. C. Valuation of public service in- dustries, 314 Angerer, Victor. Rails and special work, 14 Armstrong, A. H. Recent electric railway progress, 8
Ayres, M. V. Cost of maintenance in Massa- chusetts, C671
Substation costs, C996
Value of lightness in cars, 703
B
Badger, J. S. Workers' compensation acts, C1029
Banghart, C. S. Accurate regrinding of motorman's brake and triple valves, *997
Barnes, C. R. Block signaling on electric rail- ways, 416
Beeler, J. A. Help the public in correct think- ing, 27
Bell, Louis. Power stations and distribution systems, 1 1
Betts, Philander. Reinforcement of conduit rails at Washington, '436
Brady, A. W. Permanent franchises and reasonable returns, 21
Buckland, E. G. A monopoly of transporta- tion, 19 '
Buckman, H. H. Daily inspection and up-keep of rolling stock, 193
c
Callaghan, W. C. Educational methods used
in placing new system of transfers in
operation, *4i2 Carpenter, E. C. The American Street &
Interurban Railway Claim Agents'
Association, 18 Clark, W. J. The fare question, 279 Coleman, G. M. To remove brushes on G. E.
circuit breaker, "366 Collins, J. C. Methods of checking tickets and
other passenger revenue, 411 Cooper, H. S. Suggestions with reference to
the standard city Rule Book, 941 Crafts, P. P., Address by, 776 Curwen, S. M. Some present tendencies in
car construction, 29
\
D
Davies, H. J. Maintenance provisions of Cleveland ordinance, 614
Davis, G. H. A street car ride the cheapest service or commodity we buy, 825
Doerr, C. T. Auditing express and railroad expense bills, 226
Duffy, C. N. Rate of return on electric rail- ways, 871
E
Elkins, A. F. Relations between the account- ing and operating departments, 944
F
Fish, Willison. The future of street railway
service in large cities, 28 Ford, F. R. Tendency of diminishing profits
at 5-cent fare, 30 Treatment of~depreciation, 284
Forse, W. H., Jr. The Central Electric Ac- counting Conference, 23
Foster, H. A. One thousand seat miles as a traffic unit, C198
French, M. J. Track maintenance and cost data, 612
G
Garner, H. W. Why interurban railway fares
should not be lowered, 781 Glenn, W. H. Fares on city lines, 13 Griffin, W. R. W. Near-stop operation, 410
H
Ham, W. F. The corporation tax law, 24 Hanlon, T. J. Interurban track and overhead
construction, 783 Hazelton, Hugh. Power station. of the Hud- son & Manhattan R. R., *384 Heindle, W. A. City track construction, 745 Herrick, A. B. Special methods of mainte- nance, 616
J
Jackson, W. B. Depreciation and reserve funds of electrical properties, 903
K
Kempton, W. H. Application of porcelain
strain insulators, *990 Kruger, C. O. Necessity of increase in
revenue sufficient to meet increased
costs, 18
L
Lake, H. C. What constitutes a legal tender
for a fare, 313 Lamb, A. J. The auditor's relation to the
operating executive, 492 Lane, F. Van Z. Reduction of trolley delays
on the Brooklyn Bridge, 1065 Lang, A. E. Terms for use of city facilities
by interurban companies, 22. Lincoln, F. H. American Street & Interurban
Railway Engineering Association, 27
M
MacAfee, J. B. Relationship of the electric railway to the public, 19
McCarter, T. N. The signs of the times, is
McGraw, J. H. Educating the public in rela- tion to electric railways, 73
McMath, T. B. Notes on street paving, 236
M'Millan, J. Proper treatment of electric railway properties, 25
Mathes, L. D. Why street railway fares should not be lowered, 750
Mitten, T. E. Traffic problem in Chicago, 31
N
Nethercut, E. S. Valuation of operating prop- erties, 945
P
Peck, E. F. Street Railwav Association of the
State of New York, 22 Pigott, J. S. (See Stott, H. G.) Pulliam, J. P. Electric railway fares. 195
(Abbreviations: 'Illustrated. c Correspondence.)
R
Rice, R. H. Calculation of tie lines between power stations, *78
s
Schneider, E. F. Prevention of accidents, 617
Schreiber, Martin. Some suggestions for economical track maintenance and construction, *I0S2
Sergeant, C. S. A fair return upon the in- vestment, 283
Problems confronting street railways, 6
Shannahan, J. N. Terminal facilities for in- terurban electric railways, 17
Shaw, J. F., Address at banquet of A. S. & I. R. A., 241
The American Street & Interurban Rail- way Association, 7
Squier, C. W. Commutator slotting and its relation to brushes and mica, 613
Staats, H. N., F. W. Coen and H. P. Clegg.
Report of Committee on Insurance, 947
Stebbins, Theodore. Necessity for revising blank forms, C873
Stevens, R. P. Regulation, but not confisca- tion, 12
Storer, N. W. The single-phase system in the
year i9og. 20 Stott, H. G., and J. S. Pigott. Test of a 15,-
ooo-kw steam-engine turbine set, 451 Sullivan, P. F. Public service commissions,
280
Swift, H. S. American Street & Interurban Railway Accountants' Association, 28
T
Tingley, C. L. S. v Fares, taxes and regulation, 10
Todd, R. I. American Street & Interurban Railway Transportation & Traffic Association, 12
V
Varrellman, A. J. The prepayment car and its advantages. 784
w
Walker. J. B. Expenses of public service com- missions, C671
Warfel, C. O. Soliciting business, 540
Wattles, G. W. Protection against strikes, 14
Weber, FI. L. Permanent city track construc- tion for interurbans, 537
Webster, E. S. Comments on the electric rail- way situation, 24
Weeks, H. E. Depreciation, 7S2
Whiston, W. C. Heating and ventilation, c8o 1
Whitridge, F. W. Official valuation of private property, no
Whysall, George. Address, 538
Williams, C. C. Method of procedure when a person refuses to pay fare for se'lf or child, 237
Williams, W. H. Valuation of public service corporations, 76
Wilson, B. E. Chartered or special cars, 413
Woods, C. F. Economy in electric car paint- ing, 609
Wright, W. D. Work of the New England Street Railway Club, 15
PERSONAL
Abell, W. W., 762, 960 Adams, H. M., 1080 Adams, T. S., 1043 Adamson, J. L., 1 1 1 G Allen, C. H., 333 Ambler, James M., 761 Anderson, A. A., 643 Andis, Leslie1 A., 802 Andrews, Horace E., 72! Armstrong, C. E., 1116 Arnold, B. J., 55 Atwood, W. W., 761 Bailey, W. P., 722 Baker, C. B., 467 Baker, C. F., 374 Balsdon, A. S., 333 Barlow, Walter G., 924
Bartholomew, G. A., 1079 Baukat, J. G., 924
Beach, Henry L., 427 Bean, L. H., 551 Beaulieu, D. L., 129, 168 Bell, J. C, 5.s Bell, B. B., 129 Bemis, Sumner A., 802 Berg, Fred A., 7C11 Bigelow, Edw. M., 1007 Iiirtwell, A. W. Q., 333 Bochow, M. II., 721 Bourlier, W. S., on Boyer, John, 1043, 1079 Brackenridge, John ( '.. 90 liradley, L. ('., 9(10, im(> Bradshaw, S. I'., 467 Branson, Henry, 55 Brinkerhoff, J. II., 90 Brown, I. owe, 510
Bruce, C. F., 924
Bryan, Edward Payson, 210 Ruffe, Fred G., 333 Burk, W. II., 679 Burns, I. M., 129 Burtslield, S. S., 1079
Calder, C. Ernest, 468 Callaghan, W. C, 924 Cameron, G. M., 130 Campbell, Gordon, 168, 210 Carlisle, John N., 262 Carson, W. A., 1 1 1 6 Casey, W. M., 55 Chapman, James R., f>43 Childs, T. M., 333 Chubbuck, H. E., *334 Churchill, W. W., 680 ("lark, E. I'., ni|i ( lcgg, Ilarric I'., 1116
Clinger, A. B., 679 Coffin, Leslie R., 679 Collins, John F., 209. '263, 848 Comstock, Theodore B., 262 Conklin, L. II., 551 Converse, John II., 888 Cooke, D. W., 297 Copcland, J. B., 333 Corbusier, W. T„ 721, 802 Corrigan, Bernard, 169, 887 Cotton, John J., 551 Courtney, A. M., 1043, 107.) Craig, Marshall, 1007 Crawford, A. A., 373 Crawford, J. B., 467 Crawford, E. I.., 427, 510
Culp, Sherman, 1079 Cunty, W. C, 887, 924 Curtis, Jr., Geo. M., 721
• Portrait.
XIV
INDEX.
[Vol. XXXV
Danney, Frank. 333 Dahl, Gerhard Mi, 373 Daily, S. H., 11 16 Dame, F. L., 168 Davis, J. R., 168 Davis, Oliver L, 721 DeCamp, S. S., 679 Decker, Martin S., 262 Dermei, D. Van, 467 Dewees, J. D., 373 Diddle, W. A., 761 Dimmock, \V. S., 551, 802 Dodge, G. H., 297 Doherty, Henry L., 11.16 Donecker, H. C., '263 Dowling, H. M., 90 Downs, E. E., '924 Durell, Charles M., 262 Duvall, Louis M., 1007
Earle, Jr., Geo. H., 333, 960 Eastman, Albert, 762 Edgar, H. T., 334 Egan, J. M., *427 Elberson, J. C., 467 Ellis, Walter, 169 Ely, Van Horn, 924 Estabrook, G. L., 297 Evans, William H., 297, 334 Everett, Henry A., 848
Fabian, H. A., 263 Fallan, B. J., 643, 679 Farson, John, 210 Faulk, George, 924 Fink, J. R., 168 Ford, A. H., 333 Forester, J. C, 90, 130 Foster, E. C., 168, 334 Foster, Horatio A., 1079, 1116 Foulkes, R. J., 168 Franklin, C. F„ 848 Frayer, W. D., 802 Friend, James W., 90 Frink, Edwin W., 802 Furling, Clyde J., 467
Gardiner, A. L., 802 Gilbert, Carl B., 11 16 Gillis, R. C, 1043 Gillman, Cameron, 552 Glover, M. W., 90 Goldthwart, W. J., 848 Goodwin, J. M., 55 Gorman, J. B., 334 Gowan, C. R., 887 Graham, Geo. C, 333 Grant, L. R., 263 Graston, M. E., 1080 Gray, James K, 679 Greathead, Alfred John, 1007 Green, E. L., 722 Greenidge, C. A., 510 Griffin, W. R. W., 849 Guild, C. G., 551 Gunn, R. T., 90
Hamilton, "J. H., 55 Hammett, Jr., Edward, 510 Hargett, A. W., 510 Harper, Morey B., 510 Harrigan, B. H., 848 Harrigan, J. R., 90 Harvey, G. A., 90 Hawes, Fred M., 262 Hayden, C. P., 643 Healy, F. A., 11 16 Hepburn, E. T., 802
Hepburn, F. T., 849 Hering, Joshua W., 1043 Hewitt, J. H., 551 Hibbard, M. L., 1043 Mile, Chas. H., *643 Hoagland, H. C, 297, 427 Hock, Charles E., 1079 Holderman, L. E., 55 Holmgren, Gustaf, 467 Horton, John T., 263 Howard, E. G., 90 Hubbard, Chas. E., 129, 510 Hume, Fred, 333 Hungerford, Edward, 16S Huntington, H. E., 263
Jackson, Prof. D. C, 297 Jeffries, G. K., 129 Johnson, Chas. O., 762 Jones, John A., 90 Jones, Paul R., 1 1 1 6 Jones, John P., 11 16 Jones, S. J., 427 Jordan, Joseph, 333
Kamschulte, H. B., 468 Katterheinrich, A., 168 Kehoe, M. J., 551 Reiser, W. N., 802 Keller, E., 90 Kelley, F. G., 960 Kelsey, E. R., 721 Kelsh, W. J., 90 Kennedy, A. C, 55 Kerr, Walter C, 888 King, J. J., 961 KirchhofT, Charles, 169 Kirk, E. B.,-468 Kneedler, H. S., 467 Knowlen, J. F., 297 Kock, Albert, 129
Lahrmer, John F., 90 Laird, Philip- D., 802 Lavelle, J. T., 761 Lawrence, F. W., 55 Leach, Thomas A., 333, 467 Leary, M. J., 129 Lenhart, C. E., 168, 297 Levinson, L. M., 721, 761. 1 1 1 6 Ligon, Robert E., 55 Lincoln, Fred H., *i3o Linn (Jr.), Arthur L., 262 List, A. S., 1116 Longino, B. T., 848 Lott, P. M., 1 1 1 6 Lucas, Edward, 1116 Lynde, L. E., 848, 1007
McAssey, F. W., 679 McClary, J. B., 334 McCoy, N. C, 510 McCray, L. H., 643, *68o McDaniel, William, 129 McDonald, A. D., 129 McDonnell, Edw., 924 MacKay, H. W., 722 McKinley, W. B., 761 McLean, E. S., 373 McLenegan, Saml. B., 551 McLimont, A. W., 849 McNeely, J. W., 262 Mahony, J. J., 552 Maltbie, Milo Roy, 262 Massengale, Lee, 887 Mathes, L. D., *8o2 Maxwell, E. P., 1043 Meredith, Bert, 129 Miller, A. D., 551
Miller, G. E., 129, 209 Mills, J. S., 297 Minzesheimer, L. F., 468
Mooney, Fred J., 1079 Moore, Sharp G., 168 Morrison, Jr., Robert, 887 Mortimer, James D., 373 Muny, C. T., 721 Murray, Chas., 924 Myers, William, 960
Nash, L. C, 168 Neiswender, 1043 Newton, O. S., 90 Noyes, H. B., 427
Olmsted, Elmer S., 373 Osborne, Thomas M., 263 Osborne, M. B., 90 Osmer, J. E., 168
Page, Walter B., 679
Paine, Waldo G., 467
Palmer, Russell, 11 16
Parker, John C, 467
Payne, Frank E., 90, 761
Payne, Frank W., 130
Pearce, Judge James Alfred, 762
Pearson Charles, 11 16
Peterson, P. N., 1043
Pharo, H. A., 168
Phillips, Benjamin, 427
Porter, Geo. F., 849
Powell, D. C, 721
Pulliam, J. P., 90, 169, 1043
Quackenbush, Geo., 374
Radcliffe, Geo. L., 427, *468 Rapp, F. C, 1043 Reardon, J. F., 209 Reidhead, F. E., 55, 90 Rennick, Alex., 297 Richey, Prof. Albert S., 1044 Richmond, C. G., 427 Riddle, Samuel, 297 Ridlen, Stephen, 679 Robinson, Fred. Mortimer, 762 Robinson, Sir C, 374 Rockwell, H. B., 1079 Rose, George G., 333 Roseman, H. H., 297 Ross, J. T., 680 Rothermel, Miss S. M., 1044 Rothery, J. C, 924 Ruff, A. L., 1079, 1 1 16 Ryan, C. Nelson, 467 Ryan, M. F., 169
Sanders, H. L., 168 Satterlee, W. A., 848 Scofield, Ira P., 721 Scoville, Allen P., 468 Schenck, Charles, 169 Schmidt, Emit G., 427, 960 Schneider, E. F., 55, 130 Scribner, G. Hilton, 130 Seagrave, A. R., 1080 Seip, W. H., 55 Seely, Garrett T., 262 Sewall, H. B., 55 Sewill, J. E., 924 Shaw, James F., 1043 Shaw, Alex, 467 Shelton, T. W., 960 Shippy, Henry L., 130 Shoup, Paul, 802 Sigler, Charles, 209, 427 Skinner, John J., 129
Slichter, Walter I., 887
Smeaton, James H., 1043
Smith, Clement C, 90, '210
Smith, R. R., 297
Smith, W. A., 168
Snell, August G., 11 16
Snow, Wm. A., 849 -
Somers, C. E., 55
Speidel, Joseph , 1116
Sprague. A. R. K., 961
Staal, Geo. F., 551
Stanley. Albert 1L, 373
Stanley, John J., 721
Starring, Mason B., 643
Sterneberg, A. E., 263
Stetson, Albert, 468
Stevens, John F., 960
Stevens, P. P., 510
Stewart, W. F. Bay, *i69, 210, 262
Stitzer, A. B., 1007
Stockberger, F. L., 55
Stone, E. F., 643
Storrs, L. S., 427
Stowe, Lyman Beecher, 209
Straub, S. S., 679
Sullivan, C. O., 90
Sullivan, J. J., 262
Sullivan, W. A., 761
Sutherland, E. R., 427
Talbot, Guy W., 887, 960 Taylor, Chas. E., 1043 Thirlwall, J. C, 129 Tillman, R. H., 333 Torner, J. V. H., 848 Towne, W. F., *go Trueman, Milton, 427 Turner, J. F., 679, 761 Tuttle, W. B.. *ioo7 1 Twining, W. S., '961
Uebelacher, C. F., 887
Vansant, R. H., 510 Venning, F. J., 169 Vosburgh, L. F., 333
Wadsworth, Wm. H., 373, 643 Wakeman, J. M., 334, i"6 Walborn, Ira C, 1043 Walker, James, 643. Watts, F. W., 887, 924 Wells, A. B., 90 Wells, Charles B., 55 West, O. H., 643 Wheatly, W. W., 887 Whinery, Samuel, 334 Whipple, Cyrus A., 334 Whitney, W. S., 129 Wickersham, L. B., 960 Wiebenson, Edward, 680 Wilkinson, C. A., 802 Wilmot, W. E., 333 , Williams, George R., 55 Wilson, H. M., 334 Winch, Stuart O., 262 Winter, Charles, 679 Winter, E. W., 209 Wolcott, Townsend, 849 Wood, Franklin P., 643 Woodard, W. O., 373 Wright, Chas., 802
Yount, J. M., 1044 Zimmerman, W. H., 262
* Portrait.
Electric Railway Journal
A CONSOLIDATION OF
Street Railway Journal and Electric Railway Review
Vol. XXXV. NEW YORK, SATURDAY, JANUARY 1, 1910 No. 1
PUBLISHED WEEKLY BY THE
McGraw Publishing Company
230 West Thirty-ninth Street, New York James H. McGraw, President. J. M. Wakeman, ist Vice-President. A. E. Clifford, 2d Vice-President.
Curtis E. Whittlesey, Secretary and Treasurer. Telephone Call: 4700 Bryant. Cable Address: Stryjourn, New York.
Henry W. Blake, Editor. L. E. Gould, Western Editor. Rodney Hitt, Associate Editor.
Frederic Nicholas, Associate Editor.
Chicago Office 590 Old Colony Building
Cleveland Office 1015 Schofield Building
Philadelphia Office Real Estate Trust Building
European Office. .. .Hastings House, Norfolk St., Strand, London, Eng. TERMS OF SUBSCRIPTION:
For 52 weekly issues, and daily convention issues published from time to time in New York City or elsewhere: United States, Cuba and Mexico, $3.00 per year; Canada, $4.50 per year; all Other Countries, $6.00 per year. Foreign subscriptions may be sent to our European office.
Requests for changes of address should be made one week in advance, giving old as well as new address. Date on wrapper indicates the month at the end of which subscription expires.
NOTICE TO ADVERTISERS.
Changes of advertising copy should reach this office ten days in advance of date of issue. New advertisements will be accepted up to Tuesday noon of the week of issue.
Copyright, 1909, by McGraw Publishing Company.
Entered as second-class matter at the post office at New York, N. Y.
Of this issue of the Electric Railway Journal 10,500 copies are printed.
NEW YORK, SATURDAY, JANUARY 1, 1910
CONTENTS.
Central States Interurbarj, Map i
Electric Railway Growth in the Western States i
The Electric Railway Situation 2
Engineering Developments of the Year 3
Electric Lighting of Cars 4
Presentation of Grievances 5
The Electric Railway Situation: A Review of the Problems of the
Year 6
Convention Souvenir Number of German Street Railway Paper 31
Electric Railway Rolling Stock Ordered in 1909 32
New Electric Track Construction in 1909 34
Heavy Electric Traction Projects in 1909 36
Swiss Railways at the End of 1907 38
Recent Work of the German Street & Interurban Railway Association 38
Interurban Progress in the Central States 40
Receiverships and Foreclosure Sales in 1909 41
Pay-as- You-Enter Cars in Baltimore, Md 42
Results on the English Electrified Steam Roads 43
Hearing on Side Door Cars in New York 44
The Brill Prizes for Senior Theses 45
Program of 1910 Convention of International Street & Interurban Rail- way Association ' 45
Low Tension Feeder Calculations for Street Railways 46
Revision of Indiana Code of Interurban Rules 46
Consolidation of Chicago South Side Surface Railways 47
The Entz Booster Abroad 47
A New Insulating Tape 48
Portable Inspection Test Set 48
Car Disinfectant 48
Operating Costs of the Third Avenue Gasoline-Electric Car 48
London Letter 49
New.' of Electric Railways 50
Financial and Corporate 51
Traffic and Transportation 53
Personal Mention 55
Construction News 50
Manufactures and Supplies 58
Table of Traction Earnings 60
Central States Interurban Map
A new map is always of interest, and the electric railway- groups of the North Central States readily lend themselves to graphic presentation. No city of any size and hardly a county in Ohio, Indiana, Illinois and lower Michigan and Wis- consin is without its electric railway mileage. Some of the principal centers are even linked with more than one electric route. As a part of this issue we present a map which clearly shows the extent of electric interurban railway development in the Central States. It is noteworthy that, with a break of but 22 miles, and that now nearing closure, travel is possible on electric cars from Sheboygan, Wis., 52 miles north of Mil- waukee, across the North Central States and into Central New York. Less than 50 miles of construction will complete the electric route from St. Louis to Chicago and the East. Several times electric cars have taken parties from Louisville, Ky., north to Detroit, Mich., and passengers might have journeyed 125 miles farther north to Bay City, had this extension of the trip been desired. The growth of the industry which has made these statements possible is not slackening. We look forward to seeing in the new year Canada linked electrically with the United States through the tunnels under the Detroit River. Missouri also will soon be joined with Illinois by interurban service over the new Mississippi River bridge at St. Louis, an electric railway enterprise. All these extensions are shown on the new map, and it is well worth while to examine the entire territory and so gain a new impression of the magnitude of the electric railway development.
Electric Railway Growth in the Western States
In 1909 the electric railways of the Rocky Mountain and the Pacific Coast States made substantial progress not only in extensions but in largely increased facilities for handling traffic on established lines. The West is large, and only a small part of the opportunity awaiting the investor has been grasped. The vast territory of the Pacific slope now is only beginning to receive the benefits of the rapidly increasing influx of set- tlers from the East that is following the remarkable revival shown by all lines of business in the West.
Only a few of the more densely populated business centers 1 if tlic Western States are linked by electric railways. These cities have excellent local transportation facilities, which hav>- been largely instrumental in the rapid urban expansion char ac'teristic of the Far West, and scarcely one of these electric railway systems stood still during the recent lean period.
The great variety of operating methods in vogue in the Far West commands interest, as do Hie numerous undertakings that are novel from the viewpoint of the engineer. As typi- cal examples of recent development in the Western electric railway field several interesting projects may he cited. In the
2
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXV. No. i.
Rocky Mountain State of Colorado an example of heavy elec- tric railroading is found on the Denver-Boulder division of the Colorado & Southern steam railway system. This division has been in electric operation since May, 1909, and to an engineer is particularly interesting because 11,000-volt current is dis- tributed direct to the cars from a catenary supported trolley, without the use of step-down transformer stations. Traffic conditions on this road are largely indicative of many Western properties. The electric service so built up the passenger traffic during the first season of operation that not enough cars were available for handling the loads, even though steam coaches were borrowed and used as trailers. This upbuild- ing of traffic is, of course, characteristic of any electric line, and shows that electric service will initiate traffic in territory where the residents never before used parallel steam railroad facilities.
West of the Rocky Mountains, in the Salt Lake valley, sim- ilar electric railway conditions are found. The Utah Light & Railway Company has just completed rebuilding the Salt Lake City street railway system. Those in charge of the property are placing its operation on a most up-to-date basis, with new cars, shops, car houses, power stations and, most important of all, a new "work together" spirit. The growth of population in the Salt Lake valley has been so steady and local travel has so increased that a 40-mile standard-gage steam line, the Salt Lake & Ogden, is now being equipped for electrical opera- tion between the cities whose names it bears. Also a quarry road, extending 14 miles up a canyon east from Salt Lake City, a year ago found it profitable to electrify, and now enjoys a steady passenger traffic, where before only rock was hauled. These roads and others have shown and will continue to dem- onstrate that in the West as well as in the East, though per- haps to a greater degree, an electric road will greatly stimulate traffic or originate it where there was none before.
Journeying now into the Northwest, we find communities whose existence is dependent entirely upon the development of their natural resources by transportation facilities. Several such districts, large in extent, have no means of transporta- tion other than by electricity. Such conditions of dependence on electric transportation are found in the Inland Empire country south of Spokane, Wash., in the environs of Van- couver, B. C, near Seattle and Tacoma, on the Puget Sound, and in the district of which Portland, Ore., is the center. In each of these communities population and electric transporta- tion facilities have advanced hand in hand. One year a trol- ley line is built out of a big city and into a country almost desolate of human inhabitants. The road is advertised — they do that well in the West — and a year later, because of in- creased traffic, the schedule of cars has to be boosted. We recall one road, now parti)- built, which will extend 63 miles straightaway into the woods and river prairies of lower British Columbia. A good portion of the cleared right-of-way of this line looks almost like a mountain canyon with the tall timber on either side. Conservative estimates based on earlier experience show that this road will haul enough lumber out of the woods and transport enough household goods and sup- plies into the newly opened territory to pay operating ex- penses from the start, and with practically no initial popula- tion. As fast as the timber is cleared market gardens flourish and passenger traffic follows.
In California numerous lines might be indicated, any one of which has been instrumental in bringing about largely increased settlement of the nearby agricultural and residence districts. Of course, other roads unfortunately have been built across ranches many thousand acres in extent which have not been subdivided, and therefore the growth of traffic in these local- ities awaits the time when legal or personal barriers will per- mit the parceling of the land to newcomers.
Los Angeles and its nearby neighbors offer an example of a most wonderful electric railway growth brought about by favorable natural conditions of land, sea and sky. Here a suburban business has been developed that requires the opera- tion of more than 1200 large double-truck interurban cars, and many passengers are hauled 40 miles twice a day. The elec- tric railroads in and about Los Angeles have struggled to meet the demands of travel, and now, in spite of what in the East would be considered an abnormal development, construc- tion work is still in progress.
These conditions, indicative of the growth of electric travel in the West, are not overdrawn. When one begins to build an electric road in a Far Western community he must be pre- pared to keep up with a marvelous growth in population. Ex- perience has shown this condition to be true from the Rocky Mountains to the Pacific Coast and from British Columbia to Mexico.
The Electric Railway Situation
Revival in business has minimized somewhat the conditions which have been disturbing elements in the electric railway situation, but it cannot remove them entirely, and they still remain problems for solution. The revival in industrial condi- tions, which has gained greater strength in substantially all parts of the country, has restored the gross revenues of elec- tric lines to normal levels, and the decreases or irregular gains of the last few years are succeeded by the consistent improve- ment in gross earning power which is the expected attribute of electric railway operation.
The turn of the year is an appropriate time for retrospect, calm judgment and prophecy. When the events of the last 12 months are considered from the historical point of view it be- comes plain that they can best be treated through the columns of the Electric Railway Journal by discussion and statistics. While the problems of the electric railway industry as the new year opens are not radically different in kind from those that prevailed at the beginning of 1909, they have been altered some- what in degree; and it is the progress toward solution and the need of proper consideration of the great questions involved that the contributors to the symposium in this issue discuss. A reading of the various expressions of opinion concerning "The Electric Railway Situation" shows a general appreciation of similar conditions which demand attention in all sections of the country.
When the problems are analyzed it is seen that their exist- ence is due in part to faults and mistakes of the past and in part to causes that are economic in nature and beyond the con- trol of the railways. The object of the review of the year, which occupies so large a part of this first issue of 1910, is to present the railway point of view of the existing difficulties. The questions considered are applicable, in varying measure, to properties of -;very character and in every locality.
January i, 1910.]
ELECTRIC RAILWAY JOURNAL.
3
With some of these properties an improvement has been made in various directions which point to ultimate distinct betterment in conditions; with others a keen appreciation of the necessities of the situation has been essential first in order that plans might be made to overcome, if possible, the effect of the development of increased costs and public demands. In a number of communities definite steps have been taken to increase fares, reduce transfer abuse, or remedy other condi- tions which were plainly in error, and in other cities pre- liminary plans for improvement are well under way.
The review of the problems of the year contained in this number was compiled with the idea that the best interests of the industry would be served if the material published should deal largely with problems which are common to all properties rather than with questions which are purely local. Yet the fact is that the most important questions affecting any one property are either of immediate concern to all the others or will require attention eventually. One of the real problems which is before the leaders of the industry is whether each property shall work out its own salvation or its failure as best it may, or whether the serious questions can be answered with better advantage to all by an inquiry on behalf of the combined properties, say through the American Street & Interurban Railway Associa- tion. This view of the subject is taken by Mr. Sergeant, who concludes his careful study of the problems of the times with the definite recommendation that the American Association make a searching inquiry into the cost of doing business under different circumstances and in different localities in order that a true basis for the establishment of fares may be deter- mined. Mr. Ford thinks it is questionable whether in large cities, with unlimited transfers, the 5-cent flat fare provides as much as a reasonable rate of return.
In any inquiry that may be undertaken concerning the cost of the service the element of value of the service should also be taken into account. Where there is extreme and assured density of traffic, month by month and year in and year out, the cost of the service, if full protection of all the property rights involved is certain, may be fairly regarded as a greater element in such an inquiry 'than in communities where the population is so small that consideration of the cost alone would not attract the investment required. Fares are more nearly uniform than costs of furnishing the service; and save where the system of accounts is prescribed by law the costs of providing the service are not determined by the same methods. If the costs of performing the service, if the elements which should be taken into account are questions upon which no analytical inquiry has been brought- to bear by the companies themselves, the results of inaction may be seen in more experi- mental public inquiries of the nature of that which has just been imposed in Cleveland.
It is possible here to refer only incidentally to some of the questions discussed by the authors of the valuable papers pub- lished elsewhere in this issue. It should be added that the contributors to the symposium represent typical and prominent properties so located geographically as to give a representation to nearly every part of the United States and to most of the leading associations, as well as to widely differing classes of properties. We realize thai many of our readers are students of the vital questions involved, and we offer our columns at any time for further discussion of these or kindred topics.
Passing to the statistical features of this number, attention will be directed to the figures of new track construction, which indicate a falling off as compared with the previous year. The returns are not complete, owing to the failure of some com- panies to respond to continued solicitation, but other causes are more directly responsible for the discrepancy. The figures of 1908 contained a large amount of new track construction, which was started before the panic and therefore had to be carried to completion to avoid heavy loss. This is true with respect both to extensions of existing properties and to new roads. New track construction is usually planned a year or two in advance, and since the financial and business conditions were not wholly propitious in 1908 for enterprises involving large outlays of capital, the effect is manifest in the returns for 1909. Our records as compiled, therefore, show an aggregate of 887.16 miles of new track construction during 1909. The returns from the same companies, however, show that the existing roads which made reports contemplate the construction of 1765 miles of new track during 1910. This figure, of course, makes no allowance for the total on account of projected properties that will carry their plans to completion during the present year.
Engineering Developments of the Year
Articles elsewhere in this issue describe the accomplishment in each branch of electric railway engineering in this country during the past year, and while all agree that there is nothing which can be considered as spectacular, the work undertaken has been solid and affords good foundation for future de- velopment. We had hoped that during the past 12 months a closer definition would have been made of the proper prov- inces and limitations of the four principal systems of electric operation, low-tension direct-current, high-tension direct-cur- rent, single-phase and three-phase. That this was not so may have been due to the fact that the number of new undertakings in which there was real opportunity for a choice was limited. On the other hand, the converse is equally true. Until the lead- ing electrical engineers of the country are in closer agreement as to what can be done, and even what has been accomplished, so far as these different systems of electric traction are con- cerned, the managements of large corporations will be unwill- ing to make radical changes. The only large installation in which a choice of" systems was reached this year was that of the Pennsylvania Railroad for its New York station and tunnels, and here the decision to confine electric operation to a limited terminal zone and the fact that the Long Island Railroad, which will also use the station and tunnels, was already far advanced in the work of converting its suburban tracks for low-voltage direct-current operation, made the selection of this system practically a necessity. The cause of steam railroad electri- fication in a new field of mountain grade operation has hern advanced also by the successful initiation of the service of three-phase locomotives in the Cascade tunnel of the Great Northern Railway.
In electric locomotive design the use of side rods probably constitutes the most noteworthy improvement made during the year. It would be unsafe to say that the geared locomotive is doomed. It will undoubtedly be employed very generally in the future, but for heavy high-speed service the advantages of greater available space for motors, better distribution of
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equipment and the reduction of dead weight on the axle which are gained by the use of side-rod connections more than coun- terbalance the slightly greater mechanical complications. In motors intended for heavy duty, as well as in generators, greater attention has been directed to increasing the output by forced ventilation, the practical result of which is the use of much smaller and less costly machines at a slightly increased cost of operation. The commutating pole motor is peculiarly adapted to operation with forced ventilation owing to its perfect commutation under extreme overloads. The limiting factor in the design of motors of this type is now the capacity "of the insulation on the windings to resist high temperatures for long periods without deterioration.
Passing now to standard equipments for urban and interurban roads, the use of interpole motors is growing, possibly because of the increased interest in high-tension direct-current systems of distribution. With these motors there should be a reduction in commutator trouble, the most prolific cause for complaint in electrical equipments. These motors, of course, are equally well adapted for standard potentials. Multiple-unit control, in which the motor current is broken in contactors under the car body instead of in the controller on the platform, is also being more widely used for heavy interurban equipment, regardless of any immediate intention to begin train operation. So far as the rest of the car equipment is concerned, the most impor- tant subject for debate during the past year has been in regard to the design and in decreasing the weight of the car body. There is no doubt that general sentiment now favors a lighter car, certainly for city service, than was the case a few years ago, and that such a car can be constructed with due regard to strength is an opinion generally held. Closer scrutiny is being paid also to the weights of the parts carried on the car. The question of design, as distinguished from construction, ha-; been practically confined to the different forms of prepayment entrances, and while no one form can be considered a stand- ard, it is safe to say that the desirability of the prepayment idea for city roads is now settled. The plan has not yet been extended to any extent to the interurban field, and the line of demarcation as to its usefulness as regards cars in large cities and those on smaller systems and in suburban service has not been very closely drawn. Possibly next year there will be a different story.
In overhead construction there has been a distinct tendency toward the use of catenary work wherever a fair rate of speed is used. The adoption of this class of construction, and also of higher trolley wire potentials, has had a stimulating reflex action on the improvement of overhead insulation and appli- ances.
In power stations perhaps the most important development of the year has been the establishment of the exhaust steam turbine as practicable and economically desirable. Rateau, and possibly others, called attention several years ago to the pecu- liar fitness of the turbine for use with low-pressure steam, but it has principally been during 1909 that the results secured from the operation of such machines in railway power stations in Philadelphia and New York have become available. In steam turbines also the evidences of the trend to gain greater initial and operating economy by the construction of larger units are apparent.
In track construction, open-hearth steel is being favorably
considered in place of Bessemer steel for rails. The use of T- rail in paved streets is not meeting with as much opposition as formerly from city engineers, and its advantages from the standpoint of the railway companies are being more generally appreciated. Standardization of rail sections, although much discussed during the year, made little real progress. Preserva- tive treatment for ties has attracted the attention of many track engineers more forcibly than ever before on account of the increasing price of timber. The cost of preservative treat- ment is slowly decreasing and facilities for applying it are being extended all over the country.
Outside of the electric trolley car the chief candidate for favor is the car driven by gasoline, either directly by an in- ternal combustion engine or through the medium of a self- contained engine and electric generator in the car body and motors on the axles. The gasoline car has undoubtedly gained favor during the past year, not so much because of the number of installations, which have been few, but because of the de- sire for an independent unit, and also because of the general recognition of the efficiency and reliability of the gasoline en- gine. As yet the use of the new cars has been confined chiefly to installations where the trolley system is out of the question, as in some of the narrow streets of New York and on cross- country lines of very light traffic. It is safe to say that the gasoline car will never replace the trolley car where the head- way between cars is short. But for light suburban railway lines there is opportunity for its use, though the burden of the proof of its adaptability for this service is still on its advo- cates.
Electric Lighting of Cars
The recent hearings before the Public Service Commission with respect to the lighting of the subway and elevated rail- way cars in New York City, resulting in the decision by the Interborough Company to return to the 16-cp plain incandescent lamp bulbs originally used in the cars, again remind us of the backward state of car lighting as compared with the refinements which during the past few years have been introduced into the art of interior illumination.
Railway cars, both steam and electric, are still illuminated, with few exceptions, in the same general manner as they have always been. The transition from kerosene lamps to Pintsch gas on steam railroads, though gradual, has been general, but it has been effected with no particular change in the location and distribution of the sources of light. Electric car lighting, beginning in the early days of the trolley on very similar lines, was improved a little, perhaps, by the fact that single lamp fixtures are more readily distributed throughout the car in electric lighting than in gas lighting. But even in the most modern and carefully developed instances of electric car light- ing in vogue in interurban and rapid transit electric cars, the location and distribution of the lighting units is far from satisfactory, from the standpoint of the passenger who desires to read while riding, without fatiguing the eyes. And if one does not wish to read, but desires simply to rest, as is fre- quently the habit of long distance travelers and suburban com- muters late at night, the long vista of glowing filaments be- comes an annoyance little short of intolerable, no matter how comfortable the seats or how agreeable the temperature of the car interior. The difficulty is, of course, inherent in the dis-
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tribution of the lighting units, in a long compartment with a low ceiling, and usually a dark background.
Two years ago there was only one device on the market which indicated any tendency toward diffusing and softening the light for car illumination, and the price asked for it was practically prohibitive, in competition with the ordinary sys- tem. The various attempts to utilize prismatic glass shades are not radically different in conception from former ideas, and in practice have not so far shown themselves to be a generally acceptable solution. The fact that even the most recently designed motor cars show no signs of departure from the former practice seems to indicate either a lack of interest among electric railway equipment engineers in tackling a hard problem, or a lack of disposition on the part of the manu- facturers to take practical steps away from the beaten path.
If one wishes to determine the extent to which illumination, when good, is used on cars let him look in a well lighted car and see the number of people who are reading papers. We believe those so occupied will average 50 per cent of the pas- sengers during all the hours in which the lamps are used, whether the car is an electric car or a steam railroad coach. It is a fact, however, that in steam railroad car lighting, progress towards anything better than the oil lamp was extremely slow, and was inspired more by considerations of safety from fire than by any particular regard for the eyesight of the passenger. It is, therefore, not surprising that the lighting of electric cars should be treated from a similar point of view. We venture to be- lieve, however, that the time has now arrived for the expendi- ture of some intelligent work on car illumination by equipment engineers. As the present system is defective not in the quan- tity of light but in the manner of its distribution, the cost of an improved system should not be greatly, if any, in excess of that now in use. Even at a slight increase in cost we believe that many railway companies would look upon any real im- provement as upon any other step to attract travel by making the cars more attractive. The field should prove a fruitful one for the inventor.
Presentation of Grievances
We believe that every broad-minded electric railway man- ager is pleased to have real grievances, for which his company is responsible, brought to his attention, whether they affect the public or his own employees. No one is omniscient, and if the hardships are real they should be remedied or ameliorated if possible. If this cannot be done, the situation should be ex- plained to those making the complaints, whether they are within or without the organization. In dealing with the class of grievances which relate to employees, many managers have adopted the practice of appointing a committee to listen to ac- counts of alleged defects in the service, or, where the manager himself attends to these matters, of having a committee of employees present directly to him the claims which require his attention. Where either plan is followed it is the obvious duty of the person presenting the grievances to be sure that his cause is just Otherwise, he puts himself as well as his complaint in a ridiculous light.
A short time ago a representative of this paper was present during a discussion between the general manager of a large Western property, comprising both intcrurban and city divi- sions, and a committee from a group of carmen who were em- ployed at a small city division and were urging the cause of
one of their number, the president of their local organization, who had been discharged for running his car over several steam railroad crossings without flagging them. Two members of the committee repeatedly called the attention of the general manager to the high grade of the men who make up their body, and emphasized the earnest desire on the part of all the men to abide strictly by the rules of the company. The general manager whom they were addressing agreed with the com- mitteemen that organized men, as well as all other men, should be progressive and should abide by the rules. After a little fatherly talk on this subject by the general manager, two of the committeemen quickly volunteered assurance that all rules of the company were being observed by the men they repre- sented. Immediately the general manager asked one of the two spokesmen, both of whom were in uniform, for his rule book and asked the other for his pad of accident blanks. The company's rules, subscribed to by the men, required that both rule book and accident blanks should be carried whenever uniforms were worn. One man, who had boldly pleaded the cause of another that had been discharged for running railroad crossings, did not have his rule book. The other did not have his accident pad, and both were in uniform. Then followed a lecture from the general manager of undoubted good to the men, and with an obvious moral.
This case well illustrates a statement made recently by a well-known railroad man, that if men persistently and mali- ciously break the rules of the company they cannot reasonably expect any organization to be successful in protecting them in their positions. As in any other well-regulated business, a rail- way system must maintain strict discipline if it is to be suc- cessful.
We are prompted to review here some of the charges fre- quently calling for discipline, and charges that have placed soliciting committees in embarrassing situations when seeking the mitigation of punishment. One of these is the practice of giving transfers to employees riding on badges, for which, it is needless to say, no reasonable excuse can be offered. Un- der the rules of practically all companies the badge is sufficient for free transportation. If the employee does not desire to make known his identity by showing his badge, he should pay his fare, thus permitting the conductor to keep his own record clear. On another road motormen have frequently to be ad- monished for running ahead of time. On a steam road this practice would mean dismissal. Of course, the danger to life is not so great on a street railway, but there are excellent rea- sons why cars should not precede their schedule time. Prin- cipal among these is the desire of the transportation department of any company to afford a uniform and reliable schedule as a means for retaining the high regard of the public which it serves.
A paper which has for its avowed object the welfare of trans- portation men has said that drinking 011 duty and spending time in saloons are serious charges and that no committee lias been able to justify this most dangerous conduct — which usually re- sults in a grievance case being "thrown upon the mercy of the court." It is easy for one to hold up to the light the faults of another, but we may not be overstepping our province if we suggest that it is hardly within the province of a grievance com- mittee to extenuate avoidable violations of the rules. It can endeavor to mitigate too rigorous a regulation, but so long as a rule is in the books it should he enforced.
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THE ELECTRIC RAILWAY SITUATION
A REVIEW OF THE PROBLEMS OF THE YEAR
PROBLEMS CONFRONTING STREET RAILWAYS
BY CHARLES S. SERGEANT, VICE-PRESIDENT, BOSTON ELEVATED RAILWAY
Perhaps the most pressing question at present which is common to street railways in all sections of this country is the one of satisfying the public demands, whether they be for ex- tension of lines, lower fares for longer journeys, new systems of more rapid transit, increased taxation or payments for fran- chises, reduction of capital to valuation figures, or the many in- direct burdens of paving, bridge construction or other highway expenses. The problem of reconciling such demands with a fair wage for employees and a reasonable return to investors may well engage the attention of all managers.
Nearly every one will concede in theory that capital actually invested is entitled to a fair return, but in practice such a right is not always considered by public authorities when new demands are made upon the railways. The most conspicuous example is the tendency to grant only short-term franchises.
The enormous capital outlay required for a first-class city system is absolutely unjustified unless the privilege is to endure sufficiently long to provide for amortizing the major part of the investment by the provision from revenue of suitable sinking funds before the expiration of the franchise.
Most railway men know that this amortization is impossible under ordinary American conditions, and will doubtless agree that investment under short-term franchises is hazardous in the extreme.
There are many causes for a public opinion which is so mistaken as to the conditions of so important an industry, not the least being over-capitalization, and the exaggerated ideas of possible profits which have been so widely disseminated. Street railway investors have come to a realizing sense of the narrow margins of profit afforded by the business, but the gen- eral public needs to be enlightened.
To this end some authentic source of information to the public should be supplied, and this can best be done by sys- tematic reports to some public board having jurisdiction. From such reports may be deduced the amounts invested, the costs of the business, the facts as to what constitutes a reasonable fare. Such reports should be of great value to the investor as well as to the public.
One of the great factors in creating grroneous ideas of profits has been the failure in many instances to maintain suitably the property, and in still more instances the failure to provide from revenue for suitable maintenance. When necessity arose provision has too often been made from some reorganization or rehabilitation fund supplied by the issue of additional stock or bonds.
It is probably true that upon the whole the revenue of Amer- ican street railways has never been charged with sums even approximating the actual costs of maintenance, notwithstand- ing the fact that due and proper maintenance is as essential to \the getting of revenue and to the rendering of a suitable serv- ice as it is to the preservation intact of the assets against which securities are issued. Evils of this sort would be dis- closed by suitable accounts and authentic reports, and rem- edies would then be devised and adopted.
REDUCTION OF TAXATION OR INCREASE OF FARE
It is proper to ask what those remedies could be. If the revenue is insufficient to maintain and operate the property when the operation is carried on efficiently, can there be any other remedy than reduction of taxation or increase of fare?
All taxation of a transportation company's business (as dis-
tinguished from its real property) reduces its ability to serve the public, for which end alone it presumably exists.
Payments for franchises and divisions of profits with city or State are therefore direct burdens upon the people who ride or ship goods. This is especially true when dividends are re- stricted by law to ordinary interest rates.
With the ever-increasing waste and expense of government, new sources of taxation are continually sought and under such circumstances relief for street railways by abatement of taxa- tion will be difficult or impossible to obtain.
INCREASE OF RATES OF FARE
Our last remedy lies in the increase of rates of fare. This may be accomplished by reduction of free transfers, by direct reduction of journey lengths through the establishment of new fare limits, or by direct increase of fare.
The almost universal American system of a uniform 5-cent fare was established in the days of the short journey in a light-weight horse car drawn at a slow rate upon a cheap track. The purchasing power of 5 cents was then very much greater than at present, and the service rendered the public in every way very much less.
Still further, the fare was not attenuated by the free trans- fer— a comparatively modern invention.
The theory upon which a uniform fare rests is that of the postage stamp, a common payment for ail, regardless of length of journey. Hence the short-distance rider pays for the losses of carrying the long-distance rider. The company must make from its short journeys the expense of the long journeys, and any and all possible profits. It is obvious, therefore, that any extension of the journey of the short-distance passenger by free transfer or otherwise is absolutely inconsistent with the theory upon which a uniform fare is based. With the growth of cities and extension of lines to more sparsely settled tracts the ride of the long-distance passenger is continually increased, and there is no relief for the transportation company until a sufficient local short-distance traffic can be created by the growth of density in population after a lapse of much time.
This condition must constantly tend to become worse, and is one of the strongest reasons for revision of fares.
The benefits of the uniform low fare undoubtedly have been great from the sociological point of view, and still greater in the development of real estate and taxable property, but all at the expense of the investors in street railways, who would have been well advised had they long since adopted the more logical European system of fare rates proportioned to journey lengths.
In Massachusetts, outside of the metropolitan district, the uniform fare has often been established sentimentally in re- sponse to the cry of "one fare in one town," frequently with- out any regard to the sparseness of population or the length of the journey. In the metropolitan district of Boston and its suburban cities journeys for one fare may be made to include a number of cities.
The fixing and regulation of fares would seem properly to be a function of the owners of the street railways. It is only when business is performed under a public franchise that the owner is deprived of the right to fix the price of his wares, and there would seem to be very good reasons why this should not be the case.
It may be argued that the franchise is a necessary prelim- inary in the case of public service corporations to securing for the general public the facilities for transportation or light- ing or other public services. The object of granting the fran- chise is not that certain investors may make money, but that the public may have the great benefits of the service to be
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provided. Full protection of the public would seem to be se- cured where the rate of dividend or profit to the investor is fixed by law. That the law should go further than this and undertake to determine +tv rates to be charged seems an en- croachment upon priv. . ^ht, and one which clearly, under the circumstances of legal limitation of dividends, is unneces- sary. Under such circumstances the owners of the property will be certain, either to make rates as low as possible in order to secure a large revenue, or to produce with their rates surplus revenue which may be applied to needed improvements in the service. The public is bound to benefit in either case, and it would therefore seem that the public control of rates should be limited only to rates which were unfair or dis- criminative.
I believe that the question of rates in its broad sense is one of the most pressing and difficult problems to be solved by street railways ; that it necessarily involves inquiry and pub- licity, and therefore I would urge upon the American Street & Interurban Railway Association the importance of a careful and searching inquiry into the costs of doing business under different circumstances and in different localities in order that a true basis for the establishment of fares may be determined.
THE AMERICAN STREET & INTERURBAN RAILWAY ASSOCIATION
BY JAMES F. SHAW, PRESIDENT, BOSTON, MASS.
The prosperity or success of an organization representing an industry can be judged by any one of several standards. The only proper criterion is the benefit which an association renders the industry which it represents. Other standards sometimes taken to measure the standing of an association are its financial condition and the size of its membership. Considered in any of these three aspects, the American Street & Interurban Railway Association has never been in more flourishing condition, and it is entering upon the fifth year of its history in better shape than ever before to serve the elec- tric railways of the country. The success from every stand- point of the Denver convention is now a matter of history, and every one who was in attendance will treasure it in his memory as one of the most pleasant as well as one of the most profitable ever held. It may be of interest to give here the figures of the attendance at that convention and at the previous convention in Atlantic City, which was by far the largest of any previously held by the association or by its predecessor, the American Street Railway Association. The membership of the association is made up very largely of Eastern companies, and the majority of the manufacturers of electric railway apparatus who exhibit at conventions live in the East, so that few people expected that the registration at the Denver convention would be anywhere near so large as that at Atlantic City in 1908. Nevertheless the total number which registered at the convention was 2800 as compared with 3300 at the 1908 convention or a difference of only 500. It may also be of interest to state that since the report of the secretary and treasurer was presented at that convention and up to Dec. 15 there has been a notable increase in the membership, which now consists of 328 active members and 900 associate members.
MIDYEAR MEETING
In accordance with a decision reached at Denver, a mid- year meeting of the association will be held at the headquarters of the American Street & Interurban Railway Association in New York on Jan. 28. This meeting has been called because of the feeling often expressed on the convention floor and else- where that it is impossible with but fine meeting a year to ac- complish all the work of which the association is capable, or even for the member companies to keep in touch with the sub jects upon which co-operative effort is desirable.
In one sense this midyear meeting, which will be confined to the American Association or parent body, will be an innovation; in another sense it will not be without precedent even in our
own association because it will correspond to the joint meeting which has been held in New York for several years during the winter by the executive and other committees of the association. These meetings have always proved so mutually helpful and profitable that it is thought even greater benefit will result from the meeting during this January. Arrangements have been made for the presentation to the association at this time of papers by well-known members upon subjects of timely interest and the meeting will be preceded by sessions of various com- mittees of the association.
THE NEW YORK OFFICE
Outside of its committee work and that accomplished at its midwinter and fall conventions, the activities of the association are represented by the work carried on continually throughout the year at its New York office. This office, of course, is also the main office of each of the affiliated associations, and owing to the growing needs of these organizations the demands made upon it are constantly increasing. This is a healthy sign and in- dicates a condition which we are glad to have. It is now proposed to add still further to the duties of the central office by having it keep closely in touch with the officers of the various State and other local street railway organizations throughout the country. Tentative plans by which these local organizations and our own can be of great assistance to each other have been suggested, but to define a future line of work invitations will be extended to each of these organizations to send a representative or representatives to a meeting to consider the subject to be held in New York on Jan. 27. At this time it is hoped that a plan of close co-operation, which will be mutu- ally beneficial, can be adopted.
THE FUTURE WORK AND POLICY OF THE ASSOCIATION
The assignment by the main association to the various affiliated associations of all subjects of an accounting, engineer- ing, claim, transportation and traffic character, leaves to the main organization, as its chief work, that of the broader aspects of the relations between the railway companies and the public and of the companies with their employees. So far as one can now look ahead, these two subjects afford sufficient scope to occupy the best efforts of the association for many years to come. Under the general subject of public relations can be grouped such important topics as those of national and State regulation in its various forms, franchise requirements, taxes, including the new corporation tax, publicity in its wider aspect, the fare question and the proper issuance and regulation of transfers. In the second division naturally fall questions relating to wages and welfare of employees, pensions, accident insurance, etc. There are also certain other matters of broad policy, such as fire insurance, which will naturally be assumed by the executives of the different companies and so will un- doubtedly come within the province of the main association.
THE NEXT ANNUAL CONVENTION
To assist in the solution of these questions it has been pro- posed that at the next annual meeting of the association half a day or an entire day should be devoted to addresses from men prominently connected with the Federal or State governments, financial institutions of national importance, and members of the bench and bar who have been giving attention to electiic railway problems of this kind, but. have not in the past attended many of our conventions. Assurances have been received from several of these gentlemen that they will accept invitations of ibis kind, if extended by the association, and it is believed that if a part of the time of the next annual convention should be devoted to a meeting of this kind it would be exceedingly helpful.
The location of each convention in recent years has been determined in the spring by the executive committee, as (he re suit of a report made by a special committee appointed at tin' January midwinter meeting. As this course will probably be followed in connection with the 1910 meeting, it is impossible yet to make any announcement of the place to be selected. I might say, however, thai invitations have been extended to the association to meet in St. Louis, Saratoga, Niagara Falls,
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Atlantic City, Portland, Ore. ; Rochester, N. Y., and in one or two other places.
IMPORTANCE OF ATTENDING THE MIDYEAR MEETING
The writer sincerely hopes that the plan of a midwinter meeting will meet the approval of the executives of the mem- ber companies and that there will be a large and enthusiastic attendance at the meeting on Jan. 28.
RECENT ELECTRIC RAILWAY PROGRESS
BY A. H. ARMSTRONG, RAILWAY DEPARTMENT, GENERAL ELECTRIC CO.. SCHENECTADY
While the past year has. not been characterized by the large number and magnitude of its electric railway installations, some of those made are of special interest as giving indication of the development of the industry along new and broader lines. To the evidence of actual installations should be added the papers and discussions in the various engineering societies, which, while largely describing apparatus already built and in operation, yet unfold to some extent the designs and plans under way fpr the present and immediate future. Taken all together, it is conservative to state that the electric railway industry has made most important advances during the year just passed and is now entering into untrodden fields of great extent.
LARGER UNITS AND HIGHER POTENTIALS
One of the controlling reasons for the broader outlook is undoubtedly found in the preparedness of the manufacturing companies to furnish the more powerful machinery required to meet the demand for larger generating and transforming units operating at greater efficiency and still higher potentials. Nowhere is this shown to such an extent as in the construction of electric locomotives capable of replacing the largest and most powerful steam locomotives that 80 years of development has perfected.
The placing on the market of turbo-generator units of 18,000 kw capacity, rotary converters of 3000 kw, transformers of 10,000 kw, operating at practically any line potential asked for,' and of switchboard apparatus able to control reliably any ag- gregation of these units, has resulted only in effecting econo- mies in generating and distributing systems and increasing their radius of usefulness. The development of electric rail- way rolling stock has, however, continually opened up new fields until now when the limitations of the steam locomotives are being most acutely felt upon our increasingly congested trunk lines, the electric locomotive is so far perfected and proven successful in the daily operation of the electrified divi- sions of several well-known steam roads, that the most con- servative must admit its fitness for certain classes of service.
ELECTRICITY ON MOUNTAIN DIVISIONS
The electrification of steam roads presents a problem of such tremendous importance that interest naturally centers in the progress made in this direction. In this connection attention is drawn to the installation of electric locomotives at Cascade Tunnel on the Great Northern Railway, fully described in die paper by Dr. Hutchinson before the American Institute of Electrical Engineers. This is our first example of large electric locomotives being used on mountain grades, and the immediate reason for their adoption in this case was the desire to eliminate the dangers of steam locomotive operation through an unventilated tunnel over 2 miles long. It is worthy of note, however, that the installation, is of such a character that it is readily adapted to extension over the entire Cascade Mountain division of the Great Northern.
It is evident that the Western roads offer a particularly attractive field for the operation of electric locomotives on their mountain divisions. The conditions are none too favor- able for steam locomotive operation, and double tracking to avoid congestion is a much more expensive way to gain in- creased track capacity than electrification. That the present Great Northern installation is but the forerunner of another
of much greater magnitude was indicated by Mr. Sprague in his discussion of Dr. Hutchinson's paper.
LOCOMOTIVE DESIGN
A considerable variety of locomotive construction has been offered. The Great Northern locomotives comprise four three-phase induction motors mounted on two four-wheel bogie trucks articulated. The Detroit River tunnel locomotives are of much the same construction, with, however, 600-volt d. c. motors in place of three-phase induction motors. In both types of locomotives, the motors transmit their torque to the axles through twin gears and the feasibility of this form of con- struction appears to have been demonstrated.
While side-rod locomotives have been in use for some time in Europe, it was not until this past year that the first experi- mental unit of this type appeared in Schenectady, followed by the completion of the first Westinghouse locomotive for the Pennsylvania tunnels, also of the side-rod type. In both of these locomotives, the motors are mounted on the side frames, housed in the superstructure and transmit their power to the driving axles through intervening side rods and a counter- shaft. They thus pattern largely after standard steam loco- motive construction, the cylinders being replaced by electric motors.
The advantages of side-rod construction appear three-fold, greater motor capacity made possible with the larger space available above the axles, higher center of gravity and all motor construction spring supported on the side frames. For moderate outputs per axle, the axle motor, either geared or gearless depending upon the speed, probably offers a type of construction that is most efficient both in first cost and cost of operation. Together with the steam locomotive boiler, how- ever, the axle motor suffers by reason of the space restrictions imposed by a 4-ft. 8^4-in. gage. Mounting motors in the super- structure gives the additional motor space needed for units of large output and at the same time gives a better riding loco- motive.
Present developments have not clearly defined the limita- tions of side-rod construction. The advantages enumerated are obtained at the expense of a considerable increase in weight and cost, together with a decreased efficiency over types of locomotive construction possible with geared and gearless axle motors. Continued developments may, however, result in a more efficient utilization of material, sufficient to eliminate cost of construction as a controlling factor.
Both steam and electric locomotives of recent construction give evidence of the acceptance of the necessity of leading or guiding trucks, preferably a four-wheel guiding truck for locomotives designed for high speeds. While this adds to the weight and cost, it undoubtedly increases the reliability in operation and will probably be seen in future designs of large units.
To add to the perplexity of those endeavoring to solve the single-phase vs. d. c. motor tangle, come the tidings of the complete success of the Great Northern installation. While it is true that this is an a. c. installation, it employs, three-phase induction motors and double overhead trolley, and while thus differing from all other installations in this country, it appears from Dr. Hutchinson's paper well fitted to fulfill the service requirements.
There are thus three types of motors which have been given commercial trial in the haulage of trunk line trains, the single-phase and three-phase motors utilizing alternating current and the 600-volt d. c. motor. The two former are particularly adapted for trunk line operation by reason of the high trolley potential that can be used. Indeed, the direct cur- rent motor would have been hopelessly distanced in the race for recognition in mountain road electrification had it not been for the continued development of the commutating pole motor with its higher voltage possibilities.
The 1200-volt d. c. motor equipments operating or in con- struction in this country aggregate 60,000 hp operating over upwards of 400 miles of track. The operation of the equip- ments already installed indicates the entire success of the higher
January i, iqio.J
ELECTRIC RAILWAY JOURNAL.
9
voltage system. A brush life reaching 100,000 miles gives ample proof of the absence of commutator troubles and indicates that the limit of high voltage d. c. design has not yet been reached with 1200 volts. Control difficulties at the higher potentials were found to be less than expected, and the entire equipment indi- cates a life and reliability in service practically as good at 1200 volts, as at 600 volts.
The success of the 1200-volt third rail on the Central Cali- fornia Railway gives promise of a still further increase in voltage before reaching the limitations of the high voltage third rail as a means of secondary distribution. Perhaps, after all, the question of d.c. vs. a.c. for mountain road electrification will be decided by the superior qualifications of third rail or overhead trolley. In any case it is becoming recognized that any disagreement of engineers as to details of equip- ment does not fundamentally effect the fitness of the electric locomotive, as such, for haulage of trunk line trains. Indeed, after all these years of development, there is sharp disagree- ment as to types and details of steam locomotive construction, and the relative claims of d. c. or a. c. govern the selection of the electric locomotive no more than a decision as to simple or compound determines the superiority of the steam locomo- tive as the type of motive power for a specified duty.
ELECTRIC OPERATION OF TERMINALS
The electrification of steam road terminals in and about large cities has been given increasing attention. Although a decision has been reached to postpone indefinitely the electri- fication of the Illinois Central, this does not seem to be a final solution of the terminal problem in Chicago if the continued agitation properly reflects public opinion. In this connection it is disappointing to witness the construction of a large steam terminal station in which no provision has been made to bene- fit from future electrification.
As to the economic value of establishing a terminal electric zone, no figures have yet been made public other than gen- eral assurance that the savings effected are sufficiently great to pay a moderate return on the admittedly large expendi- ture required. The far-reaching decision to adhere to the 600- volt third rail made in the case of the Pennsylvania Railroad terminal in New York City would indicate its general ac- ceptance as the system possessing the greatest all-round ad- vantages for this class of service. The relations of steam, elevated and subway roads are so close as to call for a uni- form secondary distribution system, and the 600-volt direct- current motor possesses qualifications for traction service superior to all others. Hence the recent decision to use this system in and about New York may be looked upon as most sound and one that will not in any way act as an obstacle to the possible future extension of the electric zone. .
GASOLINE CARS
Not all of the steam road electrification problem concern locomotive operation and the movement of heavy trains. Many miles of branch lines are now being operated at a loss through a territory that would support an electric line giving a reason- ably frequent service. To meet such conditions as do not im- mediately warrant electrification, the gasoline car has been perfected and has given assurance during the past year of its reliability and economy in operation. Two types of cars are available, the first using a mechanical drive, the second having a generator direct connected to tin- engine and driving the axles through standard 600-volt direct-current motors. Oper- ating figures so far available indicate that such cars have a wide field of application, perhaps extending to some lines now operated electrically and contending with adverse conditions. The gasoline car appears suited for lines where only infre- quent headway is demanded or where the available receipts would not justify the heavier fixed charges of electrification. It is also especially suited for repair cars, inspection cars and to replace the electric car during hours of extremely light traffic, thus permitting shutting down the generating and substations. From present indications, the gasoline-engine car has come to stay and will demand an increasing amount of consideration.
The 1200-volt equipments, with a single exception, have util- ized two motors in series rather than motors wound direct for the full potential, in order to save weight and cost. As a single motor may be subjected to practically full line potential ' if its wheels slip, its rotative speed must be low enough at normal voltage to stand double voltage and double speed with- out injury. This has given rise to the development of a line of motors, designed to run at considerably lower speeds nor- mally than is considered good practice with standard 600-volt motors. The resulting life of armature bearings and commu- tator has been greatly increased thereby, and "ft is an economic question if a corresponding reduction in the speed of standard 600-volt motors in general would not result in a decreased maintenance expense that would amply compensate for their increase in weight and cost.
COMMUTATING POLE MOTORS AND CONTROL
While the introduction of the commutating pole into railway motor design is not strictly new, it has borne fruit during the past year to the extent of relegating commutator troubles to the past. The selection of a railway motor then becomes a matter of finding out if it has sufficient radiating surface to dissipate the internal losses developed in a given service.
In the smaller motors, natural ventilation is still used, but forced ventilation is resorted to where the restricted space limitations are more keenly felt, as in motors designed for the heavier locomotives. The attitude towards forced ventilation in general seems to be that while recognizing its benefits for all motors, it is considered cheaper in the end to pay a little more for a slightly heavier motor and avoid the addition of a motor- driven blower. As the capacity of a commutating pole motor with its perfect commutation is practically limited only by its . heating, it is not unreasonable to expect that more general advantage will ultimately be taken of forced ventilation, ex- tending possibly to the smaller motors.
The improvements in control apparatus are mostly of a de tail nature. Hand operated type "K" controllers are being provided with auxiliary contactors to make and open the cii- cuit, thus leaving the controller cylinder to effect the various resistance combinations only. Train control for 1200-volt equipments is being made selective, that is, it provides that the proper connections shall be automatically made when the car enters a 600- or 1200-volt section. Air compressor motors are being wound for 1200 volts and thrown directly on full trolley voltage, thus following 600-volt practice.
POWER GENERATION AND DISTRIBUTION
The electric railway field is very broad and embraces gen- erating, transmission and distribution systems. Keen interest is therefore taken in the rapid introduction of the low pres- sure turbine in those generating stations employing recipro- cating engines. The resulting increase in capacity and economy of operation has been most satisfactory.
In transmission line construction there is shown a tendency to adopt a type of flexible pole or tower designed to yield when a line breaks, thus distributing the strain over several poles. Although the great majority of electric railways are supplied at rather moderate transmission line potentials, a de- parture is being made in the case of the railways in San Francisco which will soon be run from Stanislaus over a line operating at 110,000 volts.
A recent railway substation installation of interest con- tains a 60-cycle 600-volt rotary converter of 2000-kw capac- ity. The steady improvement made in the design of high fre- quency converters has thus resulted in the successful develop- ment of a size of 60-cycle unit that would have been con- sidered impossible a few years ago.
While the year just passed cannot be considered as epoch- making, it has reflected the steady development of electric railway apparatus in general. Marked progress has, however, been made in electric locomotive construction, the perfecting (if the gasoline-electric car and the further extensions of the 1200-volt (1. c. system. All of these developments have a direct hearing upon the Steam road electrification problem, and there fore command widespread attention.
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ELECTRIC RAILWAY JOURNAL.
[Vol. XXXV. No. i.
FARES, TAXES AND REGULATION
BY C. L. S. TINGLEY, SECOND VICE-PRESIDENT, AMERICAN RAILWAYS COMPANY
Fares, taxes and regulation ; these three questions of great importance confront the electric railroad managers to-day. While they seem separate and distinct questions, they are so closely correlated as to be really one.
In most municipalities the fare is fixed by ordinance, usually that empowering the road to operate by electricity. The rate, namely, 5 cents, was originally determined in the old horse-car days, when the length of ride varied from 2 to 4 miles, usually over a single line, involving no transfers, and if a trans- fer was issued it was apt to be called an exchange ticket, an additional charge being made therefor. At the time of electri- fication, however, or in some instances prior thereto, came the era of consolidation and unification. The old, disjointed horse railways were united into systems, chartered routes were de- parted from, and in order to prevent legal complications trans- fers were issued without charge, thus enabling the rider to fol- low the charter route of the several constituent lines without paying an additional fare. Then came electricity, the great solvent which was to make all railway men millionaires, and joyously the companies extended their lines out into the country, giving longer and longer rides for a nickel, enriching the real estate operator, enhancing the value of real estate by leaps and bounds, thereby enriching the municipality by increasing its tax- able values, and all the time steadily decreasing the return which was received for the only product which they had to sell- namely, rides — until now in many cases the length of ride ob- tainable for a single fare is out of all proportion to the fare paid. If it were not for the numerous short riders the com- panies would be quickly thrown into bankruptcy.
Through stress of competition for franchises many companies in the early days, more particularly in the Middle West, have been foolish enough to issue reduced rate tickets and to agree in their franchises to issue the same, thereby materially curtail- ing their revenue on the supposition that a man with tickets in his pocket, having already spent his money, will ride more fre- quently than if he had to pay his fare each time. The nickel has been purchasing more and more year by year in the way of street-car transportation ; its power to purchase in other direc- tions has been declining year by year ; wages have been steadily advancing, and if the demands made by organized labor and the platforms which they are promulgating are any criterion, the end is not yet. Materials have kept pace with or outrun labor. In a table published in a recent number of the Railway World giving the costs of materials used on steam roads, all of which would enter largely into the operation of electric roads, for a 10-year period from 1897 to 1907, the increase ranges from 24.70 per cent on brick to 136.34 per cent on pig iron. It is apparent that something must be done if the electric road is to stay in business and make a return on the capital invested. The most obvious means of meeting this difficulty would seem to be the adoption of the system so prevalent in Europe, commonly known as the zone system, whereby the rate of fare paid by each indi- vidual is proportionate to his ride. This is undoubtedly a log- ical and scientific method ; it is, however, open to a number of objections. The American public has been educated to the other System, and the outcry against any change would undoubtedly be great, particularly as it would undoubtedly be supported by philanthropic individuals and associations on the ground that the zone system tends to create congested districts, forcing the workingman into the tenements, producing unsanitary conditions and handicapping his children in their physical, moral growth.
QUESTION OF TAXATION
The question of taxation is a much-vexed one. Few, if any, of the States have made any effort whatever at developing a scientific system of taxation; the result is that most of their schemes of taxation are crude and are laid upon subjects which in the judgment of the lawmakers are the easiest to reach — and obviously the corporation is one of these — -rather than appor-
tioned on a basis of equity. Among the illogical features of the burdens imposed upon electric railways, for example, is the care of the highway. This, of course, is a relic of the horse-car days, for in those days wear was imposed upon the paving, dirt was deposited in the street, and there was some show of justice in imposing upon the corporation the duty of making good this wear and removing this dirt. As the case stands to-day, how- ever, the railway imposes no wear upon the pavement, nor does it contribute to the dirt and it should therefore in all justice bear no greater proportion of the expenses of maintaining the pavement or cleaning the street than any other tax-payer.
When we come to the question of taxation upon the property of the corporation it is equally illogical and shows many relics of the past. Undoubtedly the most scientific method of taxing any public service corporation and particularly a street rail- way is to base the tax on the gross receipts. The tax would then bear some relation to the ability of the property to pay ; would be uniform throughout the State and many sources of controversy and litigation would be eliminated. The fair cash value method of taxation is one which brings into the question the individual judgment of the assessor or official making the appraisement, and therefore is apt to give a different basis of valuation for each separate property in each State. This is equally true whether the assessment be made, as is done in Pennsylvania, by the officials of the company, or whether it is done, as it is in some of the States, by the local assessor.
While it is perfectly true that the individuals who furnish the capital to operate electric railways throughout the United States did not go into the business from philanthropic motives and expect a profit upon their investment, it is equally true that the electric railways perform very valuable public service and that many companies now in existence can only justify their existence by the fact that they do perform this public service because they never have earned a dollar for their owners. It would seem to be the part of wisdom and of enlightened policy for the State to recognize the public service performed and in- stead of heaping upon the electric railways all the burdens possible, to so apportion its taxation that the burdens of the governments, municipal and State, should be borne equitably by all parties at interest, thereby enabling the electric railways to give better service to the traveling public and enabling their officers to devote more time to their proper business of manag- ing the property and caring for the public and less time to watching and combating vicious legislation.
PUBLIC REGULATION
This raises the question of public regulation. Regulation may be a good thing for both the electric railway and traveling public or it may be a very harmful thing for the railway and the community at large. A conservative commission law hon- estly administered will insure justice, not only to the traveling public, but to the company and the community at large. Such a law and commission may stand as a bulwark of defence against the demands of an unreasonable public or city council. An ill-considered commission law or a dishonest or incompetent commission will lead to many evils and quickly produce in- tolerable conditions.
The relation between the rate of fare, taxation and other franchise requirements is largely the margin of profit in the operation of the road. If taxation is heavy, franchise require- ments burdensome and rates of fare limited, poor service is the inevitable and immediate result, with bankruptcy always a future possibility. If rates of fare are to continue to be limited by law the same law should limit the burdens which can be placed upon the corporation. An ideal situation would be created if all power to impose burdens upon public service cor- porations was removed from the local authorities and a general State law passed prescribing conditions under which railroads should be operated within the State ; prescribing a reasonable tax upon the gross receipts, a portion or all of which should be returned to the municipalities traversed by the road in lieu of local taxation, and the power of th£ municipal legislature limited simply .to saying to the road, "You can or you cannot occupy the streets."
January t, 1910.]-
ELECTRIC RAILWAY JOURNAL.
And lastly and most unjust and unreasonable of all taxation comes the corporate income tax amendment to the recent tariff bill. This amendment is a most unwarranted invasion of the rights of the State. To most companies, and particularly most railway companies, the United States Government has no rela- tion; from it they get nothing except what every other citizen gets and for which they pay as every other citizen pays, and to impose upon them an income tax under the guise of excise is unwarranted and unjust. The provisions of the law for ascer- taining the net income upon which this tax is to be levied are exceedingly crude and conflict with the accounting requirements of the Interstate Commerce Commission and of the various State bodies having jurisdiction over corporate accounts. They are not based upon sound principles of accounting and were protested against by the American Association of Public Ac- countants.
POWER STATIONS AND DISTRIBUTION SYSTEMS
BY LOUIS BELL, PH. D.
Progress in power stations and electrical distribution during the past year has been of a gradual and somewhat unsensational character, especially as regards power station practice. Really all that can be said regarding the year's work in power station design is that the big steam turbine units have steadily come into greater favor, the average outputs being each year larger and the turbine itself being upon the whole more and more reliable. It is only within a comparatively short time that the higher economies have been realized from turbines. At the present time it is within bounds to say that they give as high steam economy as any other prime mover used in railway stations, or indeed in electrical stations generally. Whether the turbine can actually meet the highest economies of the triple expansion reciprocating engine at steady load is, from the standpoint of the railway engineer, chiefly of academic importance. The fact is that the railway generating station, so long as it is, as usual, purely an alternating current station, must depend on the steam turbine if high economy is desired, since the more efficient types of reciprocating engines have seldom or never been installed in railway plants. Whether in stations of the larger sizes triple expansion engines can be worked to good advantage is a debatable question. The writer is disposed to think that they can be, and that where any considerable amount of direct current is to be generated from the prime movers that such engines should regularly be used. In making any compari- sons between prime movers it must be remembered that high vacuum and high superheating have been introduced with the steam turbines, while they have been scandalously neglected in the case of the reciprocating engines.
Another important recent use of the steam turbine in such plants as are here under consideration is the employment of the exhaust turbine electrically linked to the general generating system. Such turbines, worked of course at high vacuum, fur- nish a simple, compact and economical means of utilizing the last limits of expansion. They should be considered in the light of apparatus designed to convert the ordinary compound engine into a triple-expansion machine of excellent efficiency in an exceptionally cheap and simple manner. While no results of long operation on such plants of considerable size are now available it is perfectly safe to say that the exhaust steam tur- bine for heavy service is making good here as it has already made good abroad. The direct current turbo-generator has not as yet come into considerable use and must be regarded so far as a somewhat dubious success, although the writer be- lieves that it is promising better things and deserves more ex- tensive trial than it has yet had, preferably in stations wholly equipped with turbines.
With respect to distribution, the marked present tendency toward higher distributing voltages has not made itself strongly felt in railway practice, although villages are steadily and gradually rising. Most railway plants have been, and still are, working on very conservative line pressure, from 10,000 or
15,000 up to 25,000 or 30,000 volts. Electrical transmission for railway purposes is peculiar in the amount of public inconve- nience that may be caused by relatively slight interruptions of service, and such have been felt in various instances during the past year. The moral is thoroughly plain, that railway distribu- tion lines should be designed and constructed with rather more care than has been customary, as thoroughly indeed as would be a line designed for ordinary transmission purposes.
The tower construction now so frequently used for trans- mission work does not lend itself very readily to many cases of high-tension distribution for railways on account of the large space required for the towers, scarcely available on the public right-of-way that commonly is utilized for railway distributions. Whenever and wherever the voltage to be utilized is more than 25,000 or 30,000 the use of suspension insulators is worth care- ful consideration. These insulators have succeeded remark- ably well and they constitute in point of fact decidedly the most important advance in power transmission equipment within the last few years. Wherever such construction is undertaken the ordinary wooden pole line becomes somewhat inconvenient, and the use of steel latticed poles with fairly long spans deserves very careful consideration. Such poles have come into extensive use for transmission work in Northern Italy and other places on the Continent, and combine in no small measure the simplicity and cheapness of ordinary pole lines with the mechanical security and durability of the tower line. Used as they customarily are abroad they are designed not to hold up rigidly against the greatest possible strains that a hypothetical load may place upon them, but are deliberately intended to spring, of course within their elastic limit,, sufficiently to drop the catenary enough to relieve dangerous strains so that the damage due to a break will be confined to the point at which it occurs. Construction of this character for the feeders of moderate size which are com- monly used is a good deal cheaper than tower construction and mechanically quite as sound.
Another matter to which attention should be directed in the interest of economy is simplicity in power station equipment for transmission purposes. Some of the most successful and reli- able transmission lines are conspicuous for almost rudimentary simplicity of the generating and switching plants, and, in the opinion of the writer, the point has been reached in the design of not a few recent stations at which the added possibilities of failure on account of intricate apparatus intended to secure safety, is greater than would be the risk of failure with simple equipment.
The one very striking novelty in electric railway service dur- ing the year has been the equipment of the Cascade Tunnel of the Great Northern Railway, where for the first time in this country, for heavy service, the three-phase motors have been adopted on a considerable scale. The possibilities of econo- mical distribution to be secured by the use of such motors with their high voltage distribution on the working conductors is notoriously great, and while many engineers still fight shy of double trolleys, foreign experience, as well as that in the Cascade Tunnel shows that this hesitation is not well founded.
The high-voltage direct-current road has also made very gratifying progress of late, but there is nothing to indicate, as yet, that the working pressures can be carried high enough in this way to justify the use of the system on a large scale when the alternating current motors are as thoroughly available as they are at the present time. The convenience of direct-current equipment is too well known to need comment, but when it comes to heavy traction over long distances the success of a direct-current distribution depends on the utilization of voltages which have not yet been reached, at least with constant poten- tial machinery.
The chief difficulty with any distribution for heavy service lies in the yards at the terminii. In how far such difficulties can be met by a mere substitution of electric for steam locomotives is one of the questions which the near future must settle. There is ,il least a strong probability that a change of motive power will entail some radical modifications in operating methods and in terminal equipment,
[2
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXV. No. i.
REGULATION, BUT NOT CONFISCATION
BY R. P. STEVENS, PRESIDENT, LEHIGH VALLEY TRANSIT COMPANY
I have every confidence in the ultimate result which the National and State governments have in view in their efforts to regulate electric and steam railroads, and all other corpora- tions; the people created these corporations, and have the un- doubted right to regulate them.
In the past few years, however, there has been passed, in accordance with public demand, much legislation, which, up to this time has hardly been comprehended, and I believe that the best interests of every class will be served well, if, before additional laws affecting corporations are passed, a proper trial be given to those which have recently been placed upon the statute books, and agitation be allowed to rest a bit in order that we may properly digest what has taken place, and calmly consider from the experiences of the past year what is the best course to pursue for the best interests of all.
It would have been very strange, indeed, if, in recruiting the army of 2,000,000 men employed in railway service, a great many bad men should not have been included. In the magni- tude of the transactions, and in the rush of construction and reconstruction, it would have been strange indeed if exceedingly grave evils and abuses did not develop. But is it unreasonable to ask that the corporations as a whole be judged by what they have accomplished ; by the character of a very great ma- jority of their shareholders, directors, officers and employees, rather than by the comparatively few wrongdoers, and by the abuses and evils which have crept in, but which it' is hoped have been to a very great extent eradicated?
It is this very small proportion of wrongdoers, and the popular idea that no matter how great the expense on the part of a corporation in performing a service, a certain fixed price established by custom and by long continuance should be paid for it, that has done much to unsettle business in our country in the past two years.
Our street railway lines must only charge five cents for their passenger fares, whether the cost of conducting their lines has remained the same or increased 100 per cent or 200 per cent over that of former years.
Our railway companies which are struggling to afford facili- ties for the greatly increased volume of traffic that has been thrust upon them, and which find that prices for everything they have to buy have doubled or trebled their burden of ex- pense, are not only prohibited from charging higher rates for the freight they carry, but must actually lower these, and passenger fares as well.
Meanwhile all other lines of industry are suffered by public sentiment to conduct their business on ordinary lines; that is to say, to adjust the prices of what they have to sell in such a way that their ratio of profit shall not be diminished.
There is a wrong in all this sort of thing that must be remedied before the business relations of the country can ever be soundly established. There must not be one economic law for the steam and electric railways and the like, and another for the farmer and manufacturer; and this brings the thought whether a national prosperity which permanently affects one part of the population at the expense of the other is a pros- perity that can be said to be likely to endure.
It should not be assumed that the mixture of private owner- ship and public regulation in the manner now prevalent will be successful. On the contrary, it is against all rules of politi- cal economy and the teachings of history. The public service corporations, starting as a purely private industry, have been appropriated in parts, and other parts are apparently to follow.
Regulation, and not confiscation, will bring success and equity, and ordinary commercial decency requires that the present tendencies of close restriction a 1 : supervision should be accompanied by some guarantee of retun:.
Unless assurance can be had — not of condoning wrongdoing or winking at abuses, but of friendly co-operation, of protec- tion and aid in every fair and legitimate manner against oppres-
sion and injustice; of such guarantee as the Government can give of protection from legislation which will prevent earning a reasonable return on money invested, and of a fair participa- tion in increased values and general prosperity which invest- ments of this kind aid in promoting, it is going to be impossi- ble for public service corporations to pbtain the money neces- sary for the vast improvements and extensions necessary to provide facilities for the immensely increasing volume of busi- ness for which they are expected to provide.
Again, I say the masses have assumed, without giving the matter the careful thought and consideration that it deserves, that the present methods will bring the desired result, and have demanded drastic legislation ; but careful reflection, and at the most a little more experience, will, I believe, prove the present methods to be of doubtful policy.
Let us have regulation that does not approach confiscation.
AMERICAN STREET & INTERURBAN RAILWAY TRANS- PORTATION & TRAFFIC ASSOCIATION
BY R. I. TODD, PRESIDENT, INDIANAPOLIS, IND.
The last annual convention of the American Street & Inter- urban Railway Transportation & Traffic Association, which was held in Denver, Oct. 4 to 8, was only the second in its history. But the wisdom of the establishment of the associa- tion was amply demonstrated by the work accomplished dur- ing the year and at the convention. The attendance at the meetings was large, and the enthusiasm in the work of the association was everywhere apparent. Too much cannot be said also of the splendid work accomplished by the committees during the year.
It is very doubtful whether all the members and associate members of the association, even those who attend the annual convention, realize the time and labor spent by the members of a committee upon the preparation of the reports submitted to our association. During the period between the appointment of a committee and the time when its report is due at the main office of the association the members are called upon to at- tend a number of meetings at considerable sacrifice of time and comfort to themselves. I do not mean that each com- mittee member does not receive benefit from the opportunity afforded at these meetings of broadening his knowledge by contact with others engaged in the same line of work as him- self, or that the company with which he is connected does not also profit by the new ideas which he thus acquires. But this in no way detracts from the benefit which the association as a whole receives from the time gratuitously given to its service.
Possibly of the different reports presented at Denver those which attracted the most attention were the reports on city and interurban rules. This is due largely, I believe, to the universal desire toward standardization, which is just as strong in the field of transportation as it is in engineering. The adoption at Denver of these two codes, however, constitutes only a beginning of the work of standardization. The great amount of work done by both committees will be practically futile unless the action of the association at Denver is gen- erally accepted and the rules are incorporated in city and interurban electric railway practice throughout the country. I do not mean that no changes will ever be made in either code, or that slight changes may not be recommended by the com- mittee even during the coming year. Standardization does not mean stagnation, and if after careful thought certain modifica- tions of the present rules seem desirable, they will undoubtedly be carefully considered and adopted by the association. Minor changes will also probably be necessary in individual cases owing to local conditions. But the best interests of the indus- try as a whole, even those of every individual road, demand the use of a general code which has received the sanction of the national association. Our position before the public and the courts would be greatly strengthened and we could insist upon a higher standard of discipline with our employees if
January i, 1910.]
ELECTRIC RAILWAY JOURNAL.
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every one knew that the code used was that which represented the best thought of all electric railway operators.
I have not referred to any of the other work undertaken and being undertaken by the American Street & Interurban Railway Transportation & Traffic Association, because I have been asked to speak particularly of what I consider the most important development of the year in the field covered by this association, but in the other branches of the work nearly or quite as valuable progress is being made. During 1910 all of the important leads for investigation initiated at Denver will be followed up. The future of the Transportation & Traffic Association is bright, and there is plenty of work ahead for all members and associate members.
FARES ON CITY LINES
. BY W. H. GLENN, MANAGER OF RAILWAYS, GEORGIA RAILWAY & ELECTRIC COMPANY
The street railway companies of to-day are confronted with more vexing problems than any other line of business. This is largely due to the fact that they are brought into daily contact with millions of people, eager to criticise, and exacting in their demands ; and to the additional fact that they are answerable to so many masters. Many a manager is asking himself at this time : "How can I please the public ; how can I meet the re- quirements of city legislation ; how can I comply with the de- mands of the Public Service Commission, and how can I do justice to my stockholders?" It is in the endeavor to find answers to these questions and to reconcile such answers that the problems develop. A thorough discussion of all of the above queries would consume more space than -can here be allotted to it. In passing over these questions, however, I feel that they should not be dismissed without saying that the street railway companies would not be looked upon with such sus- picion if the public could be brought into close relationship with them and could know their methods and the extent to which they go in order to please the public and to deal justly and fairly with all concerned in their operations. This ques- tion of dealing with the public and with the various governing authorities involves the perplexing problems of taxes, paving, types of cars, transfers, rates of fares, and a great many others equally important. But in the limited scope of this discussion I shall confine myself to the matter of fares on city lines.
It has always seemed to me that little logical reasoning is displayed in the attempt to justify the existing rates of fare as charged by the street railway companies. The almost univer- sal unit of fare is 5 cents — the same 10 years ago and doubt- less the same 10 years hence. It is the same for 1 mile as it is for 10 miles. Can a man of sound business judgment say that this is right when with the utmost accuracy and precision he figures his expenses on a car-mile basis? Why should not the same skill and ability that is used in regulating expenses so that they will not exceed a certain amount per car-mile be expended in regulating fares in the same way? I concede that in many cases the franchises granted are so hedged about with fare restrictions that no changes can be made. I concede, further, that it is impractical to establish ticket agencies on city lines and charge a mileage rate. But I do think that there are cases in which the city fares can he regulated and controlled, and it is with just such cases that I wish to deal in this