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Flectrlc Railway Review

FORMERLY THE STREET RAILWAY REVIEW

The name of this publication was changed with the July, 1906, issue. This index includes the subjects appearing in the Street Railway Review, January to June, 1906, and in the Electric Railway Review, July to December, 1906.

VOLUME XVI

January to December, 1906

THE WILSON COMPANY

Monadnock Block

Chicago

GENERAL INDEX

PAGING BY MONTHS.

January 1 to 58

February 59 tn 122

March 123 to 178

April 179 to !

May 235 to IJ6

June 297 to : :0

July 361 to 1 16

August 447 to

September 517 to 580

October 5S1 to 660

Daily Issues 661 to 8S4

November 885 to 958

I »ie<'inl>i-i- 959 to 1022

Accidents —

Claim Agents' Convention eS54

Claim Department and the Public,

Claim Agents' Convention 745, 758

Inside Guard Rails as a Safeguard 965

Low Record, Brooklyn Rapid Transit

Co 482

New York Subway 32u. 504

1 onal Injury Claims. American

Claim Agents' Convention SCO

Prevention of. By Fred W. Johnson.. s72 Fraudulent Accident Swindlers. Con- victions of 24

West Jersey & Seashore e890, 943

Accounting — Accounts and Statistics, Object of.

By J. L. Burgess 332

Adding Machine for Labor and Mate- rial Accounting, South Chicago City

Railway 713

Capital Expenditures, Accountants'

Convention S04

Construction Cost 262

Park .337

Paternalism in ,;, q

Scientific. By Seymour Walton 204

Complete, Necessity for e584

Proposed Classification of Mohawk

Valley Co's 175

Standard Classification, Accountants'

Convention 7S7

Adams, II. H. — American Convention —

Address 7S1

Engineering Convention —

Address e693, 707

Ballast 706

Control Apparatus 702

Standardization 730, 731

Adding Machine, Labor and Material

A "inting. South Chicago City Rv, 713

Advertising Hotel e317

Airbrake Instruction Card, Denver Citv

Tramway ' +994

Airbrake Practice. Westinghouse Im- provements SSI

Airbrakes. Improvements in. By Wal- ter V. Turner 192

Air Compressors. National »575

Portable. General Electric »57s

Air Line. Chicago-New York e4".

New York Pittsburg & Chicago 569

Air Resistance of Cars e364

Albany (N. Y.i. United Traction Co.',

Profit-Sharing e449

Aid Tman, C A. —

Engineering Convention —

Ballast 7115

Ties, Poles and Posts 703. *717

Alternating Current. Storage Batteries. e365 Amusements. Twin City Rapid Transit

CO 279

Amusements. See also 1 arks. Anchors —

Hercules *172, *516

Stombaugh Guy "172

Wapak Guy *294

Anderson, E. H. — Engineering Convention —

Economy in Car Equipment. Weights

and Schedules 734, *73S

Anniston Electric & Gas Co., Parks.... *72

Annunciator. Aikman "211

Apparatus, Crocker-Wheeler 721

Armature Cleaning. Dust Conveyor for..*635

Armature Coils. Repairing of 55 1

Armature Shafts. Splicing. Indiana Co- lumbus & Eastern Traction 910

Armature Shafts, Straightening of *531

Armature Truck .V- Hoist, Dayton &

Xenia Transit Railway *898

Arnold, Bi I. Subway P) ms for 1 1.

cago 407

Arnold Co 294

V.ss< 11 iations —

n Mi ch nic 1 & Ele trical

fhird An u 1 Conv ntion 1 1 6, 117

A i> tcan Stri I and Interurban Rail- way—

Committeemen 1 • :, 1

Convention —

Accountant's Association Work, W.

B. Brockway 78]

Addresses of Welcome —

Badger, 1 1 witl C

Bassell. John Y 77S

Laylin, Lewis C e773. 776

Attendance e85 1

Badge *074

Badges and Uniforms 820, 832

Banquet .' 816

Bulletin. Second 431

Car Wiring 775

1 lircular 645

Claim Agents Association Work,

S. L. Rhoades e774, 793

Columbus lO.) as Convention City

e2 in. 220. *675

Complaints. Public. Handling of.

I -,, ggg

Discipline of Trainmen B19,' 863

Discussion of Papers e890

Election of Officers son

Electric Railway and the City 870

Electric Railways in Sparsely Set- tled Communities eS14. 817. "834

Electric Traction Heavy 817, 824

Elevated Railways and Their Bear- ings on Heavy Electric Trac- tion eS14, .817. *S21

Employes and the Young Men's

' Ihristian Association S19

Engineering Association Work, H.

H. Adams 7.81

Executive Committee, Report 778

Freight and Express Service. In- terurban e813, M7, son

Insurance 783. 795, e888

Leaks Between Passenger a a

Treasurer e694, 859, 867

Mail. Compensation for Carrying 8 19 Manufacturers' Association Work,

C. C. Peine 782

Municipal Ownership 859

President's Address e77:i, 770, 778

Programme 313. 501. 505. 071

Public Relations 859

Rules. Committee on 820

Secretary's I: port 77.8

Signs for Car-Stops. Committee on 860

Standard Code of Rules 854

Standardization Committee 200

Standardization of Equipment 7s3

Subiects 783. 799

Tickets and Rates ,819. s-jr,

Traffic Promotion Committee 318

Traffic. Promotion of e774. 783, 791

Trainmen, 1 'isciplin i of 819 13

Trainmen. Selection of 819. 827

Transportation Electric Evolution

of 819, 8.;i

Treasurer's R iori 778

Uniforms - - ' ' E3 ecuth 1 ■ Ci '■ Me-ting of. . . . 90

Executive Offi *oos

Histoi V I'm ' v : 30

Membi rship 070

Municipal Ow Committee 433

Plans 133

Report of 1" 2 11

American Stre> d Interurban Rail-

wa e Acci unti

Classificati I \ ints* e5Sl

Convention Accounting of Capital Expendi- tures SOI

Accounts, Standard Classification

Address by W. Caryl Ely 927

Address of Welcome 757

Depreciation. Address by W Caryl

Ely e885

Depreciation as Applicable to Elec- tric Railways e813, 820

Election of Officers 7s7

Executive Committee, Reporl .... 757 President's Address ■ 725. 747

Programme 292, 0,1

< !ui lo 797. e814

Etepi irt 757

Statistics. Use "f Curves in

7s 7. *792 . 313

■ 1 teport 7.7 ,

1 il' I I i nig of . . . . 133

Executivi Officers *668

Ninth Annual Meeting, Report of... 134 Ri i rence Numbers Retai led ',

Tribute to Past Presidents 568

American Street and Interurban Rail- wa v Claim Agents' — i 'i invention — Accidents, Instructions R warding e854

Addles.- oi" Welcome 708

Claim Agent's Work of the fu- ture 758. 760

Claim Department. M thods of

Management 7SS, 799

Claim Department and the Public.

715. 70s

Election of Officers ,ss

Employment Committee 7ss

Personal Injury Claims 900

President's Address eS9 1 710

Programme C71

i n, stion P.ox 758

Quick or I lei i ' "•! Sill' mail-

e720. 758

Statistical Bureau. Relation to

Claim Agents' Work 857

Executive Officers *668

American Street and Interurban Rail- way Engineering — Constitution and By-Laws, New... 340 Convention —

Address of Welcome 701

Addresses —

John I Beggs 701

W. Caryl Ely 7nl

James H. McGraw 701

Cables. Underground 7;.: 737

Control Apparatus i '1

Economy in Car Equipment.

Weights and Schedules. .734. *73S

Election of Officers 1 7 ,

Engineers and Managers e693

Gas Engines o725. 732. * 7 .", a 925

Maintena nc ■ ami Inspi ction of

Electrical Equipment 720

President's Address eO'.Oi 707

Programme 671

Question Box '774. «788

Secretary's Report 701

Standardization e725, 729. 75::. 7s7

Ties, Poles' and Posts 703. «717

Treasurer's Report 701

Turbines and Engines, R lative

Economy of 7::::. 7:'.». »741

Executive Officers *668

Standardization Committee 200, i 523

Standing Committees 241

American Street and Interurban Rail- way Manufacturers' 134

Address of c. C. I i irce I '..-fore

Mean Convention

Exhibit, Columbus Convention...

Executive Meeting 264

E?xecu tii Officers "CSS

Benefit. Request for Information Re-

I "

Canadian Streel Railway 133, 1009

■ '. ' tral Electi c Railway 10

'I.m g 'S 641

Standardization of.

tg

Fall Mi ting 500. 624

First Meeting els ins

Interline Tariff 432

ling H5. 190

Aii I I ' is in. By

Wall, i V. Turner

Signal- 111 ,k :. By E. J. nulla- I'1 I

Ma\- Meeting " !

.1 H Ah 1 1 ill Si- I- t try "133

November Meeting 989

Colorado Electric Light Power & Rail- way—

Annual Convention 646

Illinois Si 567

Indiana Electric Railway —

Annual Meeting 40

I - - -l.i Meeting 45

Intern.- tioi i Congr il

and Railways Fourti ma \ nnual \ - nbly 532

1 65078

International Tramway —

Standardization of Motors 97S

Iowa Electrical, Annual Convention... 159

Third Annual Meeting 159, *245

Massachusetts Street Railway, L82nd

Mi eting 3G

Master Car Builders' — Convention—

Brakeshoe Tests *548

Master Mechanics — Convention —

Electrical Operation 394

Metropolitan Street Railway. Annual

Meeting 944

Montreal Street Railway Mutual Ben- efit, Annual Report 419

Municipal Tramways —

Annual Conference at Leeds, England — Depreciation and Renewals Fund-

e885, e887, 906

National Electric Light — Convention —

Power Plant Improvements 491

New England Street Railway Club —

Annual Meeting 173. 225

Economical Maintenance of Equip- ment 115

March Meeting —

Car Axles 164

April Meeting 277

May Meeting 325

October Meeting 913

December Meeting. 1005 17

Northwestern Electrical —

Annual Meeting -4, 112

Combined Railway and Lighting Plants, Economy of. By E. Gon-

zenbach *113

Ohio Interurban Railway —

Annual Meeting 108

Decern l" r Meeting 15

Relations of Local to National e366

Southwestern Electrical and Gas —

Second Annual Meeting 164, 340

Street Railway Association of the State of New York —

Annual Meeting. June 395

Co-operation with Railroad Commis- sioners e583

Interchangeable Coupon Tickets 402

January Meeting 22

March Meeting 164, 221. *605

Western Railway Club 943

Wisconsin Electric & Interurban Rail- way 945

Young Men's Christian. By II. O. Wil- liams *993

Atlantic City & Suburban Traction Co.,

Report Sheet *203

Atlantic Shore Line Ry.. Consolidation of 228 Aurora Elgin & Chicago Railway —

Merger 203

Milk Traffic Incn ases 647

Third Rail Shoe and Sleet Cutter *165

Austin Electric Rail—

Description *83

Parks 70

Australia Victorian Railway Co. of Mel- bourne, Cars *172

Automobiles as Feeders e518

Axles, Car. New England Street Rail- way Club 164

B

■

Babbitting Device. Ridlon

Badger, Dewitl C American Convention —

Address of Welcome 777

Badges and Uniforms, American Con- vention 820, 832

Baggage, Uniform Rates for e517, C47

Baker Street & Waterloo Railway Di

scription *195

B l1 LSt. By C. H. Clark *695

Ballast, Engineering Convention

Baltimore. Loudon Park ' Jemetery *23

Baltimore United Railways 6 Eli trie Co. —

Car Barns Destroyed 20

Wage Increase 504

Bassell, John Y. — American Convention —

Address of Welcome 77s

Batteries, Storage, Alternating- Curreni e365

Bay City Traction Co. Parks *72

Bearing Metals, Testing of e 87

Bearings. Baltimore 805

Bearings. Roller. By Thomas W. How IS

Beeler. John A. —

Engineering Convention- Handling of Public Complaints . 859, 863 i John I. — American Convention- Insurance 786

Mail, Compensation for Carrying...- 859 Leaks' Between Passenger and

Treasurer 859

Promotion of Traffic 783

' 'i;i hn Agents' Convention —

Address 70S

Bell,, Thomas K.—

Engineering Convention —

Standardization 731

Benches, Park. Stafford *121

Benefit Association, Schenectady Rail- way Co *139

Benghler, H. B.—

Engineering Convention —

i : Engines 732

Benton Harboi -St i- B .!■.. ay & Light

Co., ' irganization Ill

Bingharnton Railway Co., New Car

House and Shops *219

Bit, Tool Bt< el, Buda *23^

Boilers, Firing of, Jones Under-Fed Sys- tem *851

Bond, Quadruple Terminal •119

Rail, Twin Terminal *771

Bonding Conductors 33b

l ;onds, Plastic Plug *711

Bonds, Testing of. By R. W. Conant.. 248 tfook R' i ii ws.. . 231, 35s, 494, 899

Booth, Henry T.. Electric Hallway and

in- City 870

Boring Bar, Portable, Underwood *576

Boston — Last Boston Tunnel, Atlantic Avenue

Station e356, *2S7

Rapid Transit History. By H. S.

Knowllon 210

Boston & Northern Street Railway

Car House Destroyed by Mre e5b_:

Description

.bare Decision e254

Parks. By R. H. Derrah *S*

Boston & Worcester Street Railway, Ex- press Service 432

Boston Elevated Railway Co., Washing- ton Street Tunnel *463

Boston Transit Commission, Eleventh

Annual Report 80

Bradley, H. C— claim Agents' Convention — Methods of Management <>t claim

Department 7**. . 99

Brake Hanger, Brill *119

Brake Rigging, Safety Device for *60ti

i (rakes —

And Braking. By G. C. Graham *629

Different Systems. By H. P. Will- iams 615

Needed in England 467

l '.i akesh' >■■>■ Electric Railway. By F. W. Sargent. *6S3

Keystone *735

M. C. B. Tests of, 1906 *54S

Record Blank, Scioto Valley Traction 933

Standards e523

Standardization of. Central Electric

Railway Association 624

Bridges — Brooklyn and Williamsburg, Co]

tion of tUs

Concrete. By Daniel B. Luten *229

Indianapolis & Cincinnati Traction *604

Niagara River 200

Steel -Concrete, Elgin-Belvidere Elec- tric Railway e450, *45S

Strauss Bascule and Concrete 706

Superelevation of, Metropolitan West

Side Elevated Railway *53S

Bj inckerhoff — American Convention —

Elevated Railways and Their Bear- ing on Heavy Traction. .e814, 817, *s21

Interurban Freight and Express S19

Brockway, W. B. — Accountants' Convention —

\ddr- ss e725. 747

A hum lean Convention —

Address 7S1

Brooklyn Rapid Transit —

Annual Report ,;1 •

Brooklvn Bridge, Improvement of Sur- face Tracks 646

Bushwiek Track Lay ait *603

ii Island Fare Reduction

e448, .mm. e517, 567 Improvements on Elevated and Sur- face Lines *34l

Improvement of Brighton Beach Line.*968

Low < 'asualtv Record 482

"The Third Rail" 223

Brooks, F. W.— American Com ention ■

1 lisi Ipline oi I lii on n 819, 833

Brown, J. W. —

Stimulating Summer Travel :;l ;

Training of Car Service Men on West

Penn Railways *201

Transportation Data *47S

Brushes, Snow Sweeping, Columbia *772

Buffalo- International Railway Co. —

Car House and Truck Shop *404

Cars *377

Shops at Coid Springs *393

Standard Track Construction *420

Buenos Ayres —

Grand National Tramways Co L32

l roposed Underground Electric Trac- tion 166

Burgess. J. L., Object of Railway Ac- counts and Statistics 332

Burington. P. V. —

Accountants' Convention —

Address of Welcome 757

Burke. E. J.. Blake Signals

Butte Electric Railway Co. Parks »60

Cabli Clamp, Kearney *294

i ion trucl ion Improved Under- bid *174

Cables, I'nderground. Engineering Con-

w hi .733, 737

Calumet Electrii Streel Railway, Sale of 343 Cambridge .Mass.) Subway Bill e367

I '. : l da

rio Railway and Municipal Board.

By S J. Mr-Lean 461

Quebec, New Water Power Plant 647

Car Axles —

New England Street Railway Club 104

Car Barns. See Cai Ho

l ■ ai Di sign e963

Car Diversion e361

Car ''leaning e584

Pittsburg Railways Co 432

Car Equipment, Economy in, Engineer- ing Convention 734. *73S

Car Fittings e961

Car Houses —

Bingharnton Ry *219

Brighton, Cincinnati Traction *612

Fire Protection. By Joseph K. Fin-

negan *343

Illinois Traction System *421

[nternational Railway *404

Sectionalize as a Protection Against

Fire '

United Railways and Electric Co. of

Baltimore, De troyed 20

York Street Railway Co *348

Car Mileage Economy e524

Car Service. By Timothv Connell.e960, 984

Car Steps. Height of *607

c.u Wheels. Lathe for Turning *913

Car Window Sugg istions 973

B Speer 515

Cars. See also Name of Road I

I Ceading "Construction." Cars- Air Resistance of e364

Building of, Detroit Ypsilanti Ann

Arbor & Jackson Railway *633

Care of Foreign e518

circuit Breakers, Testing of *S92

Defective, Report Blanks for 36S

Double Equipment e962

Electric. Maintenance of, Engineering

Convention e694

Heating of, Indianapolis Traction Ter- minal 647

i tion and Cleaning. By D. F.

Carver 420

Lightning Arresters for *627

Limited Service c317

Painting of. By L. A. Van Aruam 537

Signs, Indianapolis Street Railway.... 892

Sliding Sash Vestibule *S05

Standard Body and Truck. By Geo.

H. Tontrup 281

Ventilation e255

Whistles for Interurban *51tJ

Wiring of. American Convention 775

Cars, Description of — i Hosed—

Charlotte Electric Railway Light

& Power Co *234

Lexington Railway "175

Northern Melbourne (Australia t

Electric Tramway & Light Co..*1020 Omaha & Council Bluffs Street

Railway *958

Combination Freight and Motor *8

Combination Passenger and Bag- gage—

Conestoga Traction *53

Illinois Traction System *178

Combination Passenger and Smok- ing— Cleveland & Southwestern Trac- tion *49

Convertible —

Greenville (S. C.) Traction Co *444

Syracuse Rapid Transit *658

Gasoline-Electric —

Delaware & Hudson Co *79

International Railway Co. of Buffalo. *377 Interurban —

Detroit United Railway *32G

Philadelphia & West Chester Trac- tion Co *360

Line, Novel Type of, Omaha & Coun- cil Bluffs *553

Observation —

i oli do Railway & Light 945

I tpen — Consolidated Railways Light &

Power Co., Wilmington. N. C *95G

Double-Step, Worcester Consolidati d 659

Mill Valley & Mount Tamalpais *2S6

"Fay-as-You- Enter" Type, Montreal

Street Railway e693

Private —

Detroit United Railway *552

Illinois Traction Co 503

i; pair—

Joliet Plainfield & Aurora Railway. .*490 Semi-' Convertible —

ral Pennsylvania Traction Co...*S04

( !i1 v of Mexico *659

[nterurban— South Bend & Southern Mulligan Railway *713

New York City System *117

Northwestern Gas *M- Electric Co.,

Walla Walla, Wash *1022

Rochester Railway *444

Subway and Interurban Operation. . .*577 Side Entrance- Portland Railway *G3G

Wilkes-Barre & Hazelton Railway

Co *356

Special, Interui ban Railway *160

Sprinkling, Doubl i-Truck, Rhode Island

Co *715

Steel— Long Island Railroad. By W. N.

Smith *46S

Pressed Steel * !ar Co *7fi3

Southern Ry *514

Si roudsburg Passenger Railway *851

Victorian Railway Co., Melbourne.

Australia *172

Carver, D. F.—

Car Inspection and Cleaning I-'11

i !aee, F. E.— Engineering Convention —

Control Apparatus 702, 703

I latenarj suspension. Test of *25S

Cement, Testing Laboratory, Philadel- phia Rapid Transit Co *466

Cemetery, An Electric Line in *23

Centralia & Central City Traction Co 432

Central Pennsylvania Traction Co.,

Power Plant 296

Charing Cross En 6 ton & Hempstead

Railway (London) i 960

Charlotte Electric Railway. Light &

Power Co.. Closed Car *23i

Chattanooga Rys. Co., Merger 223

Chattanooga Electric Railway Co.,

Parks S2

( Ihicago —

Cable Transfer 5«7

Calumet Electric Street Railway, Sale

of 343

Council Has Power to Regulate Cars., 944

Electrification of Cable Lines 368

Elevated Railway Traffic 569

Elevated Railways, Plan to Merge 149

Freight Service in Tunnels 5»5S

Metropolitan West Side Elevated Rail- way. Superelevation of Tracks and

Bridges *538

Municipal Ownership — James Dairy m-

ple's Suggestions e77, 144

Northwestern Elevated Railroad, Ra-

vi 'ii synod Extension • Ill

South Chicago City Railway —

Waiting Station *910

Labor and Material Accounting with

the Adding Machine 713

Subway- Plans for *G19

By Blon J. Arnold 407

Suit Against Elevated Railways 432

The 99-Year Act el44

Traction Problem ,

318, 390, 504, 645, e886. 1009

Dalrvmple's Report e77, in

Ordinance for Solution of 933, 1007

Status of. By Louis Albert Lamb.. 390 Chicago & Joliet Electric Railway, Form

for Reporting Defective Cars 368

Chi< ago & Milwaukee Electric Railroad —

Annual Report 2*^4

Extension and Improvements *9

Joint Tariff with Illinois Central 944

Racine Extension 568

Chicago & Northwestern Ry., Tie Treat- ment 475

Chicago City Railway, Electrification of

Cable Lines 3GS

Chicago-New York Air Line e453

Chii-ugn Lake Shore & South Rend Rail- way, Surveys Completed 502

<hi. i-o Union Traction Company, Elec-

trification of Cable Lines 36S

Chippewa Valley. Electric Railroad, Oper- ating Schemes 7S

Cincinnati Traction —

Brighton Car House **>12

Coal Handling Plant *596

Circle Swing —

Federal Construction Co *56

Traver *122

Circuit Breakers —

Remote Control for Line el42

Testing of *S92

City Railway (Dayton, O.). New Build- ings *9S7

I 'laim Department —

And the Public. Claim Agents' Con- vention 745. 75S

Claim Agent's "Work of the Future,

Claim Agents' Convention 758, f60

Fraudulent Claim < tperators 432

Methods of Management, Claim

Agents' Convention 7SS, 799

Quick or Delayed Settlements, Claim

Agents' Convention e726, 758

Claremont Railway & Lighting Co.,

Parks 120

Clark, Chas. H.—

Engineering Convention —

Ballast *695, 704, 705

I Classification of Accounts e5Sl

i 'i> \ eland —

Traction Situation

131, 502, 566, 645, 943, 1007

l lei eland Elecl i lc Ra Ilv a s

Ballast »695

Helping the City Grow . ■ i ■■

CI veland Painesville & Ashtabula Rail- road Consolidation 313

Cleveland Painesville & Eastern Rail- way, Parks *64

Cleveland & Southwestern Traction Co.,

Cars *49

Clinton (la.) State Electric Co., Im- provements' 32.",

Closet Shield, Sanitary, P.mwn *577

i Hub House, Portland Railway Light &

Power Co 503

Clubs. See Associations. Coal- Fine. Utilization of e588

Coal Handling —

Appai-atus . ., I ;

Cincinnati Traction Co. Plant 596

Power Plants e517, e581

Coal Storage —

Philadelphia Rapid Transit Co *4S9

< Joal- Weighing Machine *515

Coen, F. W.— American Convention —

Tickets and Rates 819, 825

Coils- Armature. Insulating Varnish for. By

Arthur B. Weeks *328

i ti Id and Armature, Vacuum Proi i of Impi'-^r f i.i ting. Standard Varnish

Co 756

Colleges, Engineering, in Railway Work, e31

Columbus as a Convention City *675

Columbus Delaware & Marion Railway —

Parks 64

Power Equipment *631

Columbus Railway & Light Co. —

Description *67S

Fuel Economizers at Spring Street

Power Station *761

Motor-Generator Sets i36

Pa rks *70

Commission. Electric Railway Test. By Henry H. Norris and Bernard V.

Swenson 3S1

Commission, Rapid Transit, Vetoes New

York Elevated Plans -131

Commissions, Railroad — • i !onnecticut — Electric Lines Carry More Passen -

gers than Steam Roads 503

Massachusetts —

Annual Report *3fi5

Fare Decision e25 1

New York —

Helping of e361

Recommends New Roads 1007

Traffic Growth in Greater New York,

First Quarter of 1906 339

Ohio e961, 1007

Jurisdiction Over Electric Railways..

646, e885

Vermont —

Annual Report e959

Electric Railways Refuse to File Re-

ports e959

Illegitimate Railway Promotion... e960 Wisconsin — Jurisdiction Over Street Railways...

945 1010

I lompetition, Steam Versus Electric. e447. *483 Complaints. Public. Handling of, Ameri- can Convention 859, 863

Compound, Insulating, Johns-Manville. . .*295

Conant, R. W., Testing Bonds 248

Concrete —

Bridges. Bv Daniel B. Luten *229

Mixing Without Water 537

Reinforced e662

Paving in Denver •973

Steel in Electric Railway Work e662

Conestosja Traction Co. —

New Cars *53

Operation by Limit System. By C. E. Titzel *235

I Joney Island, Fair Reduction

e448, 501. e517, 567

Conneaut & Erie Traction Co., Crocker- Wheeler Apparatus 721

I '-mi Mr, -tors. Dossert Electrical *734

Connell. Timothy—

Practical Street Car Service e960. 984

Connette, E. G.—

American Convention —

Rules. Standard Code 820

Subjects 783

Traffic. Promotion of 783

( tonsolidated Railways I igbt & Potk i i

Co. Wilmington, N. C. New Cars...*956 < Consolidations —

Aurora Elgin & Chicago 203

t 'liattanooga Railway Companies 223

Metropolitan and Interborough Com- panies 41

Portsmouth Dover & York and Atlantic

Shore Line Ry. Systems 228

1 i ruction —

\ u st in Electric Railway 83

Baker Street & Waterloo Rv *195. el98

Binghamton Rj Car House and Shops *219 I

Boston .v- Northern Street Railway. .. .*985

I .■■• l<<M Kl< \ ;i l<-.! I! lilu ;i ■., \\ .i IliulM.im

Str< e1 Tunnel *463

Boston Tunnel, East Atlantic Avenue

Station e256, *2.s;

Brooklj i, i; Lpld Vi li si1 Co *341

tmprovemenl ol Brighton Beach

Line *968

Central Pennsylvania Trad Ion Co.,

Power Plant 296

Chicago & Milwaukee Electric Rail- road Co., Ex i ension and Impri i ■ ■

ments *9

City Railwaj Co., Dayton, O *987

i 'oal Storage, Philadelphia Rapid Tran- sit Co «4S9

Conestoga Traction Co. By C. E. Tltzel.*235

Cost Accounting 262

Danville & Eastern Traction Co 329

Dartmouth & Westport Street Rallway.*167 1' nver City Tramway Co., Substation

at Lust Colfax *991

Des Moines AVinterset & Creston Rail- way 259

Elgin-Belvidere Electric Railway. e450. *455 Evansville & Mt Vernon Electric Rail- way Co *483

Fireproof Buildings 403

Ft. Wtijii" * Wabash Valley Traction,

Spy lluu Power Plant *596

Galesburg & Kewanee Electric Railway,

Power Planl and Shops 389

Helena Light & Railwav Co *202

Illinois Traction System »99

Illinois Traction System, Car House

and Shop at Danville *421

Improved Underground Cable Construc- tion *174

Indianapolis & Cincinnati Traction, Ex- tensions of 540

International Railway Company, Buf- falo- Car House and Truck Shop *404

Cold Springs Shops *393

Standard Track '. *420

Key West Electric Improvements. By

Frederic H. Porter *525

Lima & Toledo Traction *610

Long Islan d Rj lilroad. Power Tra ns-

mission Line and Third Rail Systems. *305 Madison & Interurban Traction Co.,

Rec< instruction of -l

Mattoon City Railway *549

Metropolitan West Side Elevated Rail- way. Superelevation of Tracks and

Bridges *538

Michigan ( "nited Railways *321

Milwaukee Electric Railway & Light

Company, Public Service Building. . .*369 Milwaukee Electric Railwav & Light

Co.. Power Plant *384

Mu nil- & Portland Traction *929

Omaha & Council Bluffs Street Rail- way, Shops *533

Organization of a Construction Com- pany. By George A. Damon *995

Owosso & Carunna Electric, Concrete

Stringers for Track *532

Pennsylvania New York & Long Island,

Power Station *179

Tunnels, Manhattan Island *893

PhiladelDhia Rapid Transit —

Coal Storage *4s;i

Elevated and Subwav Track *554

Office Building *39i>

ShDps. Sixty-ninth and Market Sts..*4S4

Substation *479

Pittsburg Railways Co. — Pow *r Plant at Brunots Islam] Switch and Transformer House. ... *486

Portland Railroad Co., Shops *33

Power Plant e96 l

Paget Sound Electric Railway *123

Purdue University Students to Build a

Railwav 728

Rail Joints. Cast-Welding of *224

Scioto Valley Traction, Extensions and

Improvements *613

Simplon Tunnel. Electrical Equipment.

By Franz Koester *Z07

Southern Michigan Railway *:*'.i1

Southwest Missouri Railroad *.">4::

Spokane \- inland Railway *550

Spokane & Inland Empire Railroad. .. .•996 Substation. Syracuse Rapid Transit Ry.*379 Syracuse Rapid Transit Co., High-Ten- sion Transmission Line of

Toledo & Chicago Interurban Railway. *589 Toledo Port Clinton & Lakeside Rail

way. Extension

Toronto & Vol k Radial Railway, Pro-

pi »sed Extension

Tunnels to Manhattan Island *S93

T fnited Railwa ys. of St, L< nils, R< ■

struction of Track *923

Walkill Transit Co *208

West Jersey & Seashore 900

West Pi mi Railways, New I [ecla

Route *926

West Shore Railroad *911

Western Ohio Railway Co., Lima-Find-

la > I tjvision *42

Winona Enterurban Railway *914

Worcester Consolidated Rj Co., Sec- ond Line to Leominster *205

York Street K.nlu a\ i 'o.. i \ir House, ,*34$

Control Apparatus, Engineering Conven- tion roi

Control! i Boxes, Reduction in Size. Lake

Shore Electric Railway 926

i tooling I 'ond I 'hiladelphi i Rapid Tran- sit ' !o *465

Coopi r, William —

i > ■■ ineenng Convention —

Control Apparatus 703

Cornel] University, Electrical Engineer- ing Course, Changes in 335

Coeur d'Alene & Spokane Ry., Freight

Traffic *279

Crafts, P. P.— American Convention —

Interurban Freight and Express 819

Locomotive *296

Crane Car, Schenectady Railway Co *139

Curtain Fixtures, Curtain Supply Co

*762, *812, *S50

Dalrymple's, James. Report on Chicago

Traction Situation e77, 111

Damon, George A —

What ts An Engineer — Constructor?. .*995 Danville (111.)—

Illinois Traction System. Car 1 1< iuse

and Shop *42l

Danville & Eastern Traction Co., stock- holders' Meeting 329

Dartmouth & Westport Street Ry., De- scription *167

1 >;t\ enport, la. —

Proposed Consolidation of Railways... 23 Davies, H. J. — American Convention —

Insurance 7S3. 7x4, ~s<\. 795

I 'axis. B. B — Claim Agents' Convention —

Address of "Welcome 70s

i ia \ \< m, O. —

City Railway Co., New Buildings *987

Dayton .<: Xenia Transit Railway

Armature Truck and Hoist *89N

Dayton, Covington & Piqua Traction

Co.. Parks 82

Dayton & Trov Electric Railway —

Freight Handling *6ll

Delaware & Hudson. Co. —

Gasoline Electric Car *7!>

Growth of e361

De Mattos, W.—

Claim Agents' i 'on v. nt ion — Relation of Sta i isl ical l Eureau to

Claim Agents* Work 857

Denver —

Municipal Ownership Rejected 433

Denver City Tramway —

Air Brake Instruction Card *994

Substation at East Colfax *991

Temporary Crossover *986

Track Construction *973

Depreciation e452

Accountants' Convention e813, 820

And Renewals Funds in Relation to Tramways Undertakings. Bv G. W.

Holford eS87, e888, 906

I h eat Britain evs7. 906

i lerallers, Hayes 143

1 terrah, R. H.—

Parks of Boston & Northern and old

Colony Street Railways *88

Des Moines Winterset & Creston Rail- way, Description 259

Detroit Monroe & Toledo Short Line Ry.,

Folder 159

Detroit Cnited Railway —

Franchise Controversy e518

Franchise Plan Defeal d 945

New Interurban Cars *326

Private Car *552

I letroit fpsilanti Ann Arbor & Jackson

Railway, Car Building *633

i U-' tipiine —

Bv J G. Huntoon 253

Illinois Valley Railway e361

Scioto Valley Traction 62i

Trainmen, American Convention. . .819, 833 Distribution, Polyphase. By M, A. Sam-

mett 997

i oors —

Fixtures', Wallace 882

Wood Rolling, Kinnear *S82

Downs. E. E.—

l 'etaluma & Santa Rosa Rv *155

I »05 I . J. S. — Engmeei ing Convention —

Ballast Tim;

Control Apparatus 701

Drills —

Duntley Portable 145

Four-Spindle. A mei Lean Steel & Wire

I'-i table Blecti ic, Chicago Pneumatic. *716

Rail, Moore *36n

Cook Track *lis

attachment for C u s, Intel na- tional Railway Company *377

! i ; i

S Rents' I lonvenl Claim Department and the Public... 7T.S Dunne. E. .1. — Engln- ering Convention —

P< ■ i I 'osts 704

1 ■ ■■'■■ ■ for Armature Cleaning. ,*635

Easl Side Viaduct Railroad Co 326

i ton Transit Co.. Parks *66

Economizer, Green Fuel 685, *763

i; lonomy in Car Eciuipment, Weights and Schedules, Engineering Convention. .

734, *73S

Electric Pi iwer, Water, Charging for. . . . e364

Electric Railway. Forecast for 1906 el9

Electric Railway and the City. By

Henry Booth 870

Electric Railway Review e314

Electric Railway Specialties, Allis-Chal-

mers *714

Electric Railway Test Commission. By- Henry H. Norris and Bernard V.

Swenson 381

Electric Railways arc Railroads 504

Electric Railways in Sparsely Settled Communities, American Convention..

eSl-l. 817, *834

Electric Service Supplies Co *146

Electric Signs, Federal Electric Co * 1 7>-

Electric Traction. Heavy, American Con- vention SI 7, 824

Electric Traction Weekly, Publication of. 946 Electric Transportation, Evolution of.

American Convention 819

Electi leal Operation, Railway Master

Mechanics' Convention 394

Electrolysis Checked by Bonding 503

Elevated Railways — And Their Bearing on Heavy Electric

Traction cM4. 817, *S21

Chicago. Plan to Merge e449

Metropolitan West Side. Supereleva- tion of Tracks and Bridges *53S

Philadelphia Rapid Transit Co 505

St. Louis Proposed 645

Track Construction, i hilad -Iphia Rapid

Transit *554

Elgin -Belvidere Electric Railway —

Description *455

Steel Concrete Bridge e450, *458

Elmira Water, Light and Railroad Co.,

Parks 70

Ely, W Caryl- Accountants' Convention —

Address on Depreciation e885. 927

American Convention —

Address e773, 776, 778

Cla im Agents' Convention —

Address 709

Engineer- Constructor. Term Defined.

By G \ I "amon *995

E ninent Domain in Massachusetts e317

Employes1 — And the Young Men's Christian As- sociation 819

Bonding Conductors 336

Club House. Portland Railway Right &

Power Co 503

Clubroom, United Railways & Electric

of Baltimore 567

Discipline. By J. G. Huntoon 253

Free Uniforms, Topeka Street Railway

Co 50?.

High Grade for Limited Cars .■:,■■ '

Records e5S2

Self -Government, Illinois Valley Rail- way e36l

Training of. West Penn Rys. Bv J.

W Brown *2oi

Engineering Colleges in Railwav Work..e315

Engi tring Laboratories, Worcester

Polytechnic Institute *334

Engineers and the Managers. Engineering

< !onvention *693

Engines, Steam. Economical Rating. . . e855 1 1 Mm nchester, Tramwa ys A c-

counts 531

Erie Railroad Electrical Equipment 446

Ev*ns. W. H.—

■ Coi ivf nf ion —

Stand i rdiza Hon 730

Evansvilh & M1 '■' r o*i Electric Rail- wav T i< ■ ' . , e44 7, *483

Expe iditures, Cnritnl Accounting of,

il nts' Convention 864

Exports of Machinery 619

■ ■ ;'s Service —

Aurora Elgin & Chicago 1008

Boston ,v- Worcester street Railway. . . 43° Interurban. Amerean Convention. .eS13, 817

Pittsburg Railways 1008

Express and Freight Service. Interurban.

American Convention M::. S17. 830

Fa res —

Collection of. American Convention .... 859, 867, e693

1 ecision, Massachusetts Railroad Com- mission e254

HPlf-Rates for Children in Indiana 647

Mil waul* ■■■ Demands Two-Cent 1010

New Mil ige 1 took for Ohio and In- ■ I i ■ ■ 1 1 ■ i Interurban Dines 945

P nnsylvania Lines Reduce Intersi it'' Fares 568

i delohia Rapid Transit Co , Six

Tickets ror Twenty-five Cents. .503, e886

Reduction to Coney Island

c44S, 501, e517. 567

Steam Railway Red notions. Effect on

Electric Roads 943

i arrell, A, J.— Claim Agents' Convention —

Quick or Delayed Settlements e964

Feeder Problems on Large Systems e964

Feeders, Short Circuit on Di vim for Lo- cating. By Arthur B. Weeks *8

Fenders —

Sevey Folding 503

Tests of. Portland, Ore 944

Ferrocarrilles Urbano dc Lima Co., New

Equipment 166

Field-Coils, Syracuse Rapid Transit Ry.. 138 Financial —

Increased Valuation of Ohio Railways. 941

Increasing Profits i 520

Financing Electric Railway Propositions 260

Financing, Method of e311

Finnegan, Joseph B., Fire Protection.

For Car Houses *343

Kin Protection e366

Car Houses. By Joseph B. Finnegan. *343

Importance of e582. e583

Subway 433

ii i»i'oof Steel Building Construction... 403 Fleming, H. B.—

Ivigineonng Convention- —

Standardization 731

Ties. Poles and Posts 704

Fonda Johnstown & Gloversville Electric Railway Co. —

Shop Practices 228

Parks *64

Ford, A. H.—

American Convention —

Insurance 785

Fort Wayne & Wabash Valley —

High-Tension Switch *922

I imited Service 252

Spy Run Power Plant *596

Fort Worth & Rosen Heights Street

Railway. Parks 121

France, Profit Sharing 492

Freight — And Express Service, Interurban,

American Convention e813, 817, 830

Classification of eoSl

Handling of, Dayton & Troy Electric

Railway *6u]

Iowa & Illinois Ry. Co *275

Seek Privilege to Carry in Massachu- setts 567

Toledo & Western Railway *553

Freight Service —

American Convention eS13. 817, 830

Between Fawtucket and Providence,

R. 1 646

Chicago Tunnels 568

Groton A: Stonington Street Railroad.. 646 Freight Traffic, Couer d'Alene & Spokane

Ry *279

Freight Traffic Forms, Iowa & Illinois

Railway Co *375

Fuel. Cost of. for Power e959

Fuel Economizer, Green 6S5. *76i

Fuel Economy e256, 277, 491

Gage, Portable Recording. Bristol *293

Galesburg & Kewanee Electric Railway,

Power Plant and Shops 389

Garton, W. R. —

The Operator and Supply Man 283

Gas Engines —

Buckeye *579

Engineering Convention. e725. 732, *750, 925

Tests e316

Gaskets. lead, for Water Tube Boilers. .*600

Gates on Cars el 9

General Electric Co., Annual Report.... 339 General Storage Battery Co . Products of. 294 Generation. Polyphase Systems. By M.

A. Sammett . . . -. 997

Generators —

Economical Rating e856

Reversing Direct Current. By H. C.

i: agan 52

Gerlach, T. A.—

Throwing Devices Eor Tongue Switches. *6 Germany —

Metal Ties. Use of 600

Municipal Ownership 377

Glasgow —

Municipal Ownership e583

Tramways Accounts 530

Tramway Operation e584

Glass, Jos. D. —

Summer Parks 82

Gonzenbach. Ernest — American Convention —

Interurban Freight and Express 818

Economy of Combined Railwav and

Lighting Plants *113

Good enough Walter —

Engineering Convention —

Turbines and Engines. Relative

Economy of 733, 7:14. *741

Government Ownership, South Australia, 460

Governors, National Oil- Pneumatic *883

i : i lenwitz, Alfred —

Electrical Equipment, SImplon Tunnel.. *621 Graham, G- C, Brakes and Braking. .. .+629 Graining of Window Sash, International

Railway 92S

Grand Rapids City Railway, Repairing

Armature Cutis 554

Grate, Green Traveling Link 715

i 9-real Bi Itain — Electrical Affairs. From Our London

Correspondent 965

Municipal Ownership e317

Great Falls & Old Dominion Railroad, Description and Practices of e362

Great Northern Picadilly &, Brompton

Railway (London) e960

Green, Alfred — Engineering Convention —

Underground Cables 733

Greenville (S. C.,) Traction Co., Full- Convertible Cars *444

Griffin. W. R. W.. Train Dispatching,

Rochester & Eastern Rapid Ry *135

Guanajuato Power & Electric Co.,

Change in Transmission Lines ,e44S

Guard Rails, Inside 965

H

Hall. F. D.—

Engineering Convention —

Control Apparatus 703

Ham. W. F.—

Accountants' Convention —

Standard Classification of Accounts.. 7S7 Hanover & McSherrytown Street Rail- way Co., P;.rks 64

Hare. C. Willis- Claim Agents' Convention- Claim Agent's Work of the Future..

758, 760

Harrington, W. E. — American Convention —

Promotion of Traffic c-774, 783, 791

Harrisburg. Pa.. Power Plant. Central

Pennsylvania Traction Co 296

Harvey, G. A.. Contracting for Use of Hydro-Electric Power on Railway

Systems *416

Hawken, Thomas — Engineering Convention —

Ties. Poles and Posts 704

Headlights —

Combination Arc-Incandescent, Trolley

Supply Co *56

Electric *851

Ruble Attachment 433

Headway, Recording of, Terre Haute

Traction & Light Co *353

Heaters —

Consolidated Cross-Seat 692

Electric, with Junction Box Attached. *173

Helena, Montana, Pi-ogress at *202

Helena Light & Railway Co., Descrip- tion *202

Hepburn Railway Rate Bill e255

Herschell. Spillman Co 122

Hewett, Thomas —

Engineering Convention —

Gas Engines 732

Hild F. W., Gasoline Car for Interurban

Service *239

Hippee. G. B. —

American Convention —

Interurban Freight and Express SIS

Hoists —

Electric. Yale & Towne *292

Substations e316

Holford, G. W.. Depreciation and Re- newals Funds in Relation to Tram- ways Undertakings eSS7. e8S8, 906

Honolulu Rapid Transit & Land Co.,

Annual Report 336

Hose, Peerless Rubber Manufacturing Co. 804 Houston (Tex.) Electric, Double Con- ductor System 944

How. Thomas W., Roller Bearings 319

Hudson & Manhattan Railroad. Hud- son River Tunnel *893

Hudson Companies' Tunnels, Electrical

Equipment 647

Huntoon. J. G., Discipline of Car Service

Employes 253

I

Illinois & Iowa Railway, Express Con- tract 646

Illinois Traction System —

Car House and Shop at Danville *421

Cars' *17S

Description *99

Parks 82

Passenger Station 503

Private Car 503

St. Louis Entrance by Ferry 646

Sleeping Cars 1009

Time Table 204

Illinois Valley Railway, Co-operation of

Officials e362

Discipline e361

Indiana —

Electric Railway Map of 504

Interurban Progress 504

Laws Favorable to Interurban Roads. 540

Indiana and Ohio Railways, Schoepf-

McGowan Syndicate *595

Indiana Columbus & Eastern Traction.

Merger Companies 595

Splicing Broken Armature Shafts 910

Indiana i Fnion Ti action Co

Limited Service 252

Muncie Terminal Station *628

New Station, Logansport, Ind 911

Parks *62

Power Equipment, Re-Arrangement... 623 fndianapolis & Cincinnati Traction —

Concrete Bridges and Viaducts *604

Extensii ins of 540

Indianapolis & Eastern Traction, Two-

Way Terminal Connector *92S

Indianapolis & Western Railway. Com- pletion of First Section 567

Indianapolis Columbus & Eastern Trac- tion Co., Service Stripes 239

Iudiaiuipolis New Castle it Toledo Elec- tric Ry., Contracts Awarded 516

Indianapolis Street Railway. Car Signs.. 892 Indianapolis Traction & Terminal —

Concrete, Mixing Without Water 537

Heating Cars, Method of 647

Mold for Soldering Bonds *635

Park 161

Inland Empire Railway 138

Inspection and Maintenance of Electric

Equipment, Engineering Convention. 720 Insulating Compound. Johns-Manville. . .*295

Insulating Material, Fin proof 998

Insulators, Effect cf Moisture on e449

Insurance —

American Convention 783, 795. e888

Mutual Traction 86

Interborough (New York City) Semi- Convertible Cars * 1 17

Inierborough and Metropolitan Com-

panies Consolidate 41

International Railway Company of Buf- falo- Car House and Truck Shop *40]

Cars *;;77

Cold Springs Shops »393

Graining Window Sash 92P

Parks «68

Track Construction *420

Interstate Commerce Commission — Railway Operation, Totals for Fiscal

Tears 1900. 1905, 1906 e9G2

Interurban Railway & Terminal Co. of Cincinnati, Not Compelled to Give

Transfers 914

biter- Suburban Service el 43

Cnterurbans as' Common Carriers e450

Inter- Urban Railway Co., Pes Moines, la.—

Special Car *160

lOV/a & Illinois Railwav Co., Freight

Traffic. Handling of *275

Itily, Railway Progress 485. oSRfi

Ithaca Street Railway Co.. Parks *70

J

Jack. Pit. Madison & Interurban Trac- tion Co *21S

Tn.ks for Cable Reels. Pedrick & Smith. 957

t mese Railway Projects 1009

Johnson. Fred W.. Prevention of Acci- dents 872

Tojnt. r>oss«rt Cable *734

Tolipt Plain field & Aurora —

Parks *66

Tower Repair Cnr *490

Toilet & Southern Traction Co *134

Journal Boxes, Symington , 805

K

K"ankake° Electric Railway Co.. Parks.. *62 Kansas City Western, Power Plant De-

stroyed 567

Kapn. g. Standardization of Pirect-

Ourr.'M TY:o-1 inn Motors 97V

Kearney Cable Clamp *294

Kehne M. J. Open-Air High-Tension

Switch *922

K N, v. G H —

Eneineerins * Convention —

Ties, Pol eg n,id Posts 701

K >okuk & Western Illinois Electric Co n nanv. Joint Steam and Electric Operation e363

Key West fFIa.) Electric Railwav Im- provements, Bv F. H. Porter *525

Knowlton. II. S , Boston Rapid Transit

Historv 210

Kopst er. Fra n 7. — Electrical Equipment, Simplon Tun- nel *207

Tramwavs of Lucerne, Switzerland. . .*330

Kimball. Cbas. S.—

En^incerinar Convention —

Cables, T'nderground 733

Standardization 731

L

Lake Shore & Michigan Southern Rail- wav. Trolley Line in Collinwood

Yards 603

1 'ii--c Shore Electric Railway — Controller Bo ■ R duction in Size.... 926

V. u Troll, v Wh- el ■' I'i

1 1 esidpnt Edward W. Moore *163

Lamb, Louis Alhe't Status of the Chi- cago fraction Problem 390

Ln m ps — 1 ;u: 1 ids, Benjamin Electric *116

1 Eigh Efficiency 1

1 i i'i ilway, Traction

Engln foi Work Tra In *::"!

1 arn d, J. M. —

Eng ing < '< im enl i' m

Balls I 705

I . 1 l • x . I i X

Eng ring 1 Jonventlon —

Turl - and Engine; . Relative

Economy of 734

Underground Cables 7::::

Lathe, Wheel-Turning *913

1 .:i w. By J L. Ri isenberger

29, 91, L51, 211, 271, I 19 I 17, 493, 557, 641, 939 mini:;. I aws —

[ndlana Favorable to [nterurban Roads 640 Lavlin, I, --wis C. — A merican Convention —

Address of Welcome e773, 77'.

Lead Gaskets for Water Tube Boilers .. *600 Learned C. E.—

In 1 iean Convention —

Selection of Trainmen 819, 827

Leaks Between Passenger and Tp

urer, American Convention. 859, 861 e69S Legislation, Electric Traction, in Penn- sylvania

■ -ton Railway Co., Closed Cars *175

Lighting and Railway Plants Combined

Economy of. By Ernest Gonzenbach.*113 lightning Arresters —

( '.lis ■ *627

Circuit-Breaker Type, Oleson-Willlams '956

l ocating e887

Transmission Lines. By C. R. McKay 625 Lightning Protection. By J. V. E7. TUus.*109 1 Ima .V- Toledo Traction — Armature Shafts, Straightening of....*531

« ittawa Section *610

Limited Service e317

Fori Wayne & Wabash Valley TKU -

tion Co 252

Indiana Union Traction Co --r>2

! incoln. Neb., Traction Situation 433

Line Circuit Breakers. Remote Control

for el42

Locomotives— Electric —

\n.i Steam. Cost of Repairs. By J.

1; Muhlfeld c451

Baldwin *736

1 ''Miibination Freight and Motor *s

St Clair Tunnel *50

Switching, General Electric Co *1021

Tests of 540

Westinghouse 710

Traction-Engine for Work Train *304

London —

Hints From el98

New Tramwavs 646

Power Plants a Boon e582

Single-Phase Electric Railway 432

1 nderground Electric Railways Co...

*195. el9S

Signal System *54

Underground I ines e960

i ong Island Rn ilroad — Automatic Electric Blork Signaling. . .*979

Car Eauipment. By W. N. Smith *4<iS

Electrification *305

1 1 mg island City — Pennsylvania New York & Long In- land. Power Station *179

i oomis. B. E. — American Convention- Insurance 7*4, 786

! ouisville & Southern Traction Co Parks *62 1 uci me, Switzerland, Tramways of. By

Franz Koester *330

1 mi m, Daniel B., Concrete Bridges *229

M

Mc \I tj . W. H.—

Engineering Convention —

* 'ontro] App-mttus 702

McCulloch, Robert—

AtiK-i ii m C01 '■■ ('ii tion —

Promotion of Traffic 7s::

Subjects 783, 799

Reconstruction of Track, United Rail-

ways of St. Louis *923

McDonald. D — American Convention—

Leaks Between Passenger and

Treasurer S59, 867

McGivney, John R.— America n < !i invent Ion —

Uniforms and Badges

McKay, C. R.. High-Tension 1 i-! ;

Proti ction

Mel can. S. J. Muniripul 1 :<■ 11 -i of

1. 11 io 461

Madison a- [nteru 1 'o. —

rn .1.0 k *2is

R< consl ruction of *1

Mail, Compens ing — Maps Boston & Northern Streel Railway., Boston El< \ ited R il* "■ 1 '0 . Wash- ington si rei r Tunni 1 163

Chicago .v- Milwaukee Electric Railroad 9

1 lolumbus, 0 677

Con stoga Traction Co 238

C lidated Railways in Ohio and fn

(liana 595

D .... 60]

El fin i :i h Idi n i llectric Railway I ..".

i le & Mt Vernon 183

Illinois Traction Sj e t< m Sh<

Operating and Proposed Lines 100

Interurban Railw a ys of the Central

21

<S Southi mi Ti acti Pro-

I Lines 134

Long Esland Raili i , 305

■ :■■■■ in & Interurban 1 racl ion Co. ... 2

■ : igan United Ra ilways Co 321

Muncie & Portland Tendon 930

i Sound Electric Railway Show- ing Route of Interurban 124

Rochester & Eastern Rapid Railway. L35

St. Clair Tunnel 50

Southern Michigan Railway 298

Southwest Missouri Railroad 543

Spokane & Inland Railway 551

Spokane & Inland Empire Railroad... 996 Toledo & Chicago Interurban Railway Toledo Fostoria & Findlay Railway

and Connections 141

Tunnels to Manhattan Island 893

West Jersey & Seashore Railway 900

West Shore Railroad 911

Winona Interurban Railway 914

Worcester Consolidated Railway Co... 205 Massachusetts —

Anti-Merger Legislation 433

Eminent Domain in e317

Mat toon City Railway, Description *549

Memphis, Term. — Street Railway Young Men's Chi

Associations *994

Mergers. See also Consolidations .. .. 203 Anti-Merger Legislation in Ma

chuset ts 433

Cleveland Paim sville & Ashtabula Railroad and I '1- vi l md l 'ainesville

and Eastern Railroad 313

Elevated Railways of Chicago, Plan

for rllll

Ohio and Indiana Comp unlet Scl

Ah', fowan *595

Metals, Delos Bearing lis

Meter, Victor Combination 514

Metropolitan and Interborough i !om-

panies Consolidate 41

Metropolitan West Side Elevated Rail way, Chicago —

Status of . i 149

Si perele\ ation of Tracks and Bi idges Meyer. Hugo R., Municipal Ownership in

Germany 377

Michigan United Railways 49

Operating Methods *32l

Mileage, Interchange Lble

Coupon Tickets 402

New York Street Railway Assoi

By J. H. Pardee 220

Mileage Books —

0 io and Indiana Interurban Lines... !)45 Mileage, Total, in Pennsylvania for 1905 e314 Mill Va Hey & M t . Tamalpais Scenic

Railway. Cars *286

Milwaukee, Wis., Demands Two-Cent

Fare 1010

Milwaukee Electric Railway & Light Co

Power Plant *3S4

Public Service Building *?.W

Terminal Addition *369

Minneapolis —

Third Interurban Line to Si Paul 325

Twin City Rapid Transit Co., General

Dei ■ ■ ' 116

Mobile Lisrht & Railroad Co Parka . .' *66 Mohawk Valley, Proposed 1 11 - tifieation

of Accounts 175

Mold for Soldering Bonds *635

Monorail, Switzerland

Monroe, La., Municipal Ownership

503, 944, 977

■ al Street Railway —

Annual Report 967

Car, "Pav-as-you-enter" Type . . e693 \Ti ore, A. H. — Claim i.g nts" < !oi 1 ention—

Ouick or Delayed Settlements 7r>s;

Morn's El — <-.r j-_ Catenary Constructioi William L, Pining and Power Station S; stems. .*25. *95, *147, *215, *2f57. *345, * 123, *407, •661, *637, *!>35, *999 Motor <^ars — Gasoline, for Interurban Sei vice. Bv F. W. Hild ' *239

1 rasolii I ■ Del iwar< & Hud-

son *7!»

Si rang 505. *:•:><;

Motor, Generatoi Sets, National Brake & El ctric Co *736

Motormi n's Spring Seat

Mi ''< >rs —

Fri 1 *8

R tings of e519

Sine-le- Phase e3R7

Ptsndardiza ti""m

Te«=t.jne. of By R. W Conant 24S

Muhlfeld J. E., Cost of Locomotive Ri

1 !.. 1

1 [nd Terminal Station, Indiana

TTnion Traction *628

nd Traction, 1 ies*cription.*929

M Hi i]-al Board of < uitario. By S. J.

tfcLean 461

A! unicipal * iwnei ship —

And Labor e519

American Street & Interurban Railway,

mitt' e

Chii ago, ,1 a nps l talrymple's Sugges-

<-77, 1 H

1 !Ii vi land 02 e522

l »envi r Rejects 433

Detroit, Mich 502

Failure of e582 e519

Germany. By Hugo R, Meyer 377

Glasgow e583

Great Bi [tain e317

Monroe, La 503, 944, !'77

Seattle, Wash 504, 647

V< 1 sus l '1 h at' ' >w nership. By F. <:.

Simmons 541

Munger, E. T. — Engineering Convention —

Standardization r30

Muskegon I ighting a' Traction Co., Park 209 Muskogee Electric Traction Co. Parks. . *75

N

Natioi ialance

Nepot ism e362

New England Street Railway Club. See As 11 iciations.

\'-\\ Jersey, Public Sei vice < lorporation,

Improvements by * 329

New York City —

Bridge Li "'it Plans 64.r>, 1009

Congestion of Bridges e448

i 1 Side \ iadui 1 Railroad Co

Elevated Plans Vetoed 431, 946

Met] opolitan and Interborough Com- panies Consolidate 41

Railroad Commission Recommends

New Roads 1007

Subway —

Accident 320, 504

Extensions' 503, 944, e9fi2

Fire Protection 433

Signal System. By J, M. Waldron. . .*257

1 1 ase Controversy 261

Ventilation 415. *974

Traffic Growth First Quarter of 1' 339

New York & Long Island Railroad. East

River Tunnel *897

New York & New Jersey Railroad, Hud- son River Tunnel :.v> I

New York & Port Chester Railway Co.,

Franchise 21

New York Central & Hudson Ri\er Rail- road, First Electric Train 646

Signal System. Electric Zone *354

New York New Haven & Hartford Rail-

I, Sale of Electric Roads 569

New York Pittsburg .V- Chicago \ir Line. 569

New Zealand. Electric Tramways *250

Newton & Northwesl era, Ci intract A warded 50 1

Niagara River. Electric Railway Bridge 200

Ninety-Nine Year Act, The el44

Xorns, Henry TT. Electric Railway Test Commission ?,s\

Northern Indiana Railway, Starters' Rec- ord Sheet *539

Northern Ohio Traction & Light Co.,

1 ■ ■■ ■ tor :i Trade Mark 28

Northwestern Elevated Railroad, Rav-

enswood Extension Ill

Nuts, Grip

O

1 lakland Traction Consolidated Railway

Plastic fin-: Bonds *711

:. Shore Railway 122

Office Buildings. See also Name of Road

■ ' 1 Heading "Construction Office Buildings—

Philadelphia Rapid Transit Co *490

Portland Railway Light & Power Co.. 504 1 )hio and Indiana. Consolidated Proper- ties of *595

nterurbans Under Jurisdiction of

ORd Commission 646

Ohio Railways Increased Valuation of . . 944

1 m lohn F.. Transfers 290

Mid Colony Street Railway, Parks, !'■

R. H. D uali *SS

■ ni-Convertible Cars for Subway *577

Olds. E. W.— Engine 'ring Convenl ion

si 706

Control Apparatus i02, 703

Ei onomy in < !ar Equipmenl . w eights

and Schedules 7H4

Standardization 729. 787

O-nahn & Council Bluffs Streel Railway,

1 Hosed Cars *!>5S

New Shops *533

Nov" 1 T ine Car *553

■ 1 ■■! rfo Powi r Co 161

Operating: Schemes. Chippewa Valley

Electric Railr 1 7S

. ■ Ion —

ppla of • 960 984

join* Steam and Electric Keokuk &

Western Illinois Electric Co e363

Limil System. By C E. Titzel *235

Michigan t'nited Railways ('<>. M.-i hmls.*32]

Practical Street Car Service e960, 984

Railway, Totals for Fiscal Years 1900.

1905, 1906 1 962

Train. Rules for 620

United Railroads of San Francisco,

Methods of 320

Operator. The. and Suppb Alan Bj

W. R. Garton 283

Oregon Water Power & Railway Co.,

Parks 68

Organ, Automatic, Gavioli & Co *174

Organization of a Construction Company,*995 Ottawa Electric Railway Co., Annual

Report 159

Owbsso & Corunna Electric, Concrete

Stringers for Track *532

Page, H. C— American Convention —

Standardization of Equipment 783

Paint Tests. Philadelphia Rapid Transit

Co *466

Painting, Shop Practice. By L. A. Van

Arnam 537

Pardee. J H.. Interchangeable Mil-age.. 221

Park Apparatus. Narragansett Mac]

Co lis

Park Attractions- Amusement Contracting Co 121

Boyce Co *58

Park Lines, Power for e7l

Park Traffic e76

Parker. George W. — A merican Convention —

Interurban Freight and Express 817

Parks —

\ counting *337

Anniston Electric & Gas Co *72

Austin Electric Railway 70

l:a\ 1 !ity Traction Co *72

Boston & Northern Ry. R. H. Derrah. *S8

Butte Electric Railway *60

Chattanooga Electric Railway 82

Claremont Railway & Lighting Co.... 120 Cleveland Painesville & Eastern Rail- road Co *64

1 'olumbus 1 Delaware & Marion 6 1

Columbus Railway & Light Co *70

Dayton Covington & Piqua Traction Co. 82

Easton Transit Co *66

Elmira Water. Light & Railroad 70

Fonda Johnstown & Gloversville Rail- road *64

Fort Worth & Rosen Heights Street

Railway 121

Hanover & McSherrytown Street Rail- way fi4

Illinois Traction System 82

Indiana Union Traction Co *62

Indianapolis Traction & Terminal Co. . . 161

International Railway of Buffalo "68

Ithaca Street Railway *70

Joliet Plainfield' & Aurora *66

Kankakee Electric Railway *62

I ouisville & Southern Traction Co **>2

flobile Light & Railroad *6G

Muskegon lighting Traction Co 209

Muskogee Electric Traction Co *75

Old Colony Street Railway. By R H.

Derrah *ss

Oregon Water Power & Railway Co... 68

Philadelphia & Western 945

Philadelphia Rapid Transit Co *fifi

Phoenix Railway lfio

Portland & Brunswick Street Railway. *60 Recommendations of Amusements for.. e77

Rochester Railway *87

St. Joseph Railway Light .V- Power Co. *B4

St. Louis & Suburban Railway 120

San Antonio. Tex 120

San Diego Electric Railway *60

Saginaw Valley Traction Co 75

Seattl ■ Eli 1 trii Co ., *G8

Shamokin & Edgewood Electric Rail- way 7 1

Steubenville Traction .t Light Co **12

Streel & Interurban Railway *59

Summer. "Bv Jos. D. Glass 82

Springfield Traction Co *75

Ti ipeka Ra llway *74

Toronto & York Radial Railwaj *6f>

Twin City Rapid Transit Co *R0

ITnion Electric Co. of Dubuque. la *6S

White City 117

Worcester Consolidated Street Railway 117 Parsons C E.. Water Power, Sale of... 412 Passenger Stations. Illinois Traction Co.. 503

I 1 ihio e961, 1001

Paving, l:- inforced Concrete, in Denvers*973 Peirce, Charles C— American Convention --

Address 783

1 'ennsvlvania —

Mil. age for 1906 f,^l '

Traction Legislation e256

Pennsylvania New York & Long Island,

Power Station *170

Pennsylvania Railroad —

Tunnels Under Hudson River and East

River *893

Pennsylvania, University of. Engineering

Buildine *934

Pensaeola Electric, Damage by Storm... 946

Personal Injury Claims, Claim Agents'

Convention si;6

Peru. New Equipment 166

Pestell, Wm.— Engineering Convention Maintenance and Inspect! t Elec- trical Equipment 720

Petaluma & Santa Rosa Ry. By E. E.

Downs 155

Philadelphia —

Traction Situation 199

Philadelphia & West Chcstei fraction

Co., New Intel-urban Cars *360

Philadelphia & Western. Park 1)15

Philadelphia Rapid Transit Co. —

All-Steel Cars »763

Cement Testing Laboratory *466

Coal Storage »4!>'j

Cooling Pond *466

Elevated Line 505

Fares, Regulation of 503, eSS6

Office Building- "490

Paint Tests *466

Parks "66

Shops, Sixty-ninth and Market Sts....*484 Six Tickets for Twenty-five Cents. 503, e8S6

Substation, Sansom Street "479

Subway and Elevated Stations, Con- tract Let 56S

Track Construction *554

Turbines, Low Pressure e450, "459

Phoenix Railway Co. Park 160

Piping and Power Station Systems By Wm. 1.. Morris... »25, *95, «147, *215, *267, "315, *423, '497, *561, *637, *935, »999

Pitard, J. H., Varnish 983

Pittsburg Railways Co., Annual Report.. 336

( ' a i- Cleaning 432

Checking Electrolysis 503

Power Station at Brunots Island.

Switch and Transformer House "4S6

Planer Construction, Fay v<c Egan *576

Pole Line Consolidations e584

Pole-Setting Machine *610

Pole Stops. Location of e255

Poles, Wooden, Life of 625

Poles and Posts, Engineering Conven- tion 703, »717

Population in Iowa Increased by Inter- urban Service 945

Population of Terminal Cities, Account- ants' Convention eS13

Porter, Frederic H . K, \ West Electric

Improvements *525

'Portland (Pa.) Power Co 72S

Portland & Brunswick Street Railway

Co. Parks »60

Portland Railroad —

Shops *33

Side Entrance Cars »636

Portland Railway Light & Power Co..

Club House 503

New Officeis 504

Portsmouth Dover & York Railway Sys- tems. Consolidation 22S

Power, Electric —

Hydro-Electric, Charging for e364

Park Lines. Supply for • . ,

Sale of. By S. B. Storer «364, «40S

Power Plants. See also Nan i Road

under Heading "Construction." Power Plants —

Auxiliaries e964

Central Pennsylvania Traction Co 296

Coal Handling e517. e5Sl

Coal-Weighing Machine, Blake-Deni-

son *515

Columbus Delaware & Marion Railway.

New Equipment for *631

Cooling Pond. Philadelphia Rapid

Transit *465

Construction e961

Design, Duplication in el 42

Economizers 685

Ft. Wayne ,y- Wabash Valley Traction.

Spy Run Avenue. Ft Wayne. Ind *596

Galesburg & Kewanee Electric Railway. *3S9

Improvements in 401

London (England) e5S2

Milwaukee Electric Railway & Light

Company .' *3S4

Pennsylvania New York ,v- Long Island. *179 Fittsburg Railways Co.. Brunots Is- land, Switch ami Transfer i Hbuse.*486

Quebec Railway Light & Power Co... 647

Smoke Prevention eSS9

Turbines. Low Pressure o450. *459

Washington. D. C 132

Waste of Steam and Current e517

Western Electric Co.. at Hawthorne.. 762 Station Systems. By Win. L. Morris. •25. *95. *117. *215, »267. «343. "423, *497, *561, *637, »935. «999. Pratt A. Stuart- Accountants' Convention —

I'se of Curves in Statistics .787, *793. eS13 Priest, E. D. —

Engineering Convention — Economy in Car Equipment, Weights

and Schedules 734

Standardization 730

Profits. Increasing e520

Profit-Sharing, Lyons, France 492

Profit siiiiii-- Means of Reducing Dam- age ■ i . 1 1 r . , i nited Traction Co., Albany, N. V e449

Promotion Sch mes e962

Public and the Claim I n part ment, Claim

'gi ii i Convention 15

Public Relations 147

American Convention

Public Ser\ ici I iullding, Milwaukee I

trie Railway & Light Co *369

Public Service Corporation, Improve

in. hi- 329

Puget Sound Electric Ry., Description. .*123

Pumps —

Boiler F 1 e694

Vertical Wet Vacuum, Mullan *660

Puriluo I 'niversity—

[71, ■•■III Railway Label. it. >r\ . . ■■

Students to Build a Railway 728

Rail Bond, Twin-Terminal *771

Uail-M ling Tools, Chicago Pneumatic "716

Rail Joints, Cast-Welding of "224

Rails, compound Track, Romopac Tram- way Construction Company e363

Rails, inside Guard, a Safeguard Against

Occidents 965

Railway and Lighting Plants Combined,

Economy of. By Ernest Gonzenbach.*113 Railway Operator and Supply .Man. Bj

W. R. Garton 283

Ramsey, Joseph, Jr.. Chicago-New fork

Air Line 569, 946

Rate Sheet Toledo Fostoria & Findlay

Railway Co Ill

Rati -

Hepburn Railway Rate Bill e255

I: Lti and Tickets, American Convention

819, 825

Reagan, H. C. —

Reversing Direct Current Generators.. o2

Sub-Station Emergency Repairs *150

Real Estate Values

Receipts. Where the Nickel Goes

Record Sheet, Starters', Northern In- diana Railway *539

Reed, Boardman —

Engineering Convention —

Underground Cables 733

Registers —

Ohmer Recording *955

Security _■ " ' ' '

!:■ I. wal Funds e887, 906

Report Blanks — Atlantic City & Suburban Traction Co '" ■

Defective Cars 368

Passenger Earnings, West Penn Rail- ed ■ s *liS

Rockford & Interurban Ry. Co *2S2

Resaw. Modern Band *295

Rhoades. S. L.— American Convention —

Address '-7' I. (93

Claim Agents' Convention —

Address '

Rhode Island Co. —

Doulih- Truck Sprinkling Car "715

Personnel, changes in 163

Richmond. Va. —

Street Railway Young Men's Christian

Association 993

Richn 1 & Chesapeake Bay Railway.

Single Phase Equipment 144

Unbelts. E P. — American Convention —

Electric Railways in Sparsely Settled

Communities eSl 1. 817, *S34

Engineering Convention —

Gas Engines 732

ii. A. S.. Proposed Inner Ci System of Chicago Subway Ter- minals *619

Robinson, II. A. —

American Convention —

Insurance '84

Public Relations - s-'9

Rochester, N. V-. Street Railway Young

Men's Christian Associations w..*993

Rochester Railway —

Parks *S7

Semi-Convertible Cars *444

Rochester & Eastern Rapid Ry., Train

Dispatching. Tie W. R. W. Griffin . .»135 Rockford & Interurban Railway, Report

Bl mks *282

Roller Skates. Winslow

Rolling Mill, Rail Joint Co 772

Rolston. W. E.— Engineering Convention —

Economy in Car Equipment. Weights

and Schedules , : l

lac Tramway Construction Co..

Compound Track Rails

rger, J. I. Recent Electric Rail- w.ii DecisiOl - 29, 91, 151, 211, 271, 349. 127, (93 557, 641, 939. "1003.

Rossiter, MacGovern & Co M15

Ross, \v G.— Alien.-. ,i Convenl ion — Leaks Between Passenger and

Treasurer 859

Rules, Standard Code, Americi onven-

tion

,.. Valley Trai lion Co Pari 7o

si i '1 a- T u I, Single- Ph

Loc i *50

si Joseph Railway L ghl & Powi r Co.

ii.s *61

SI I .. ns Wo,

Sm,.,., . ■ .1 , ... .1 i: . . I''

. '1 64o

United Railwa; '

T k

si Louis & Siii.ii. ban R Parks.. 120

SI Paul, Minn.. Third Interurban to

Minneapolis

Sai ii. M. A., P

Generation, Ti ansn i and I 'is -

tribution y97

s in |,.. ■-., Eli .-ii n- ii tilwai ' '.i en k • ■ *60

:isco —

Earthquaki Dis

United Railroad

Reconstruction Progress- 505, 1008

Sargent, F. W.— „„_

Electric Railway Brake Shoes "bS3

Engineering Convention —

SI ici ii ilization

Sash Balance National *o2

Sash Lock. National '118

s,!,e, lnles

As Moneymakers c44 '

Economy In — Engim tig Convention ..734, (Jo

1,1 Sin, ,11 Cities e5S5

Opel it ion of City Cars in Sheboygan.

wis '162

, ,,! Railway —

Benefit Association *139

' i *139

Sweeper l*-J9

Schoepf-McGowan Syndicate *59o

Mileage Book J*j»

Offices Moved to Lima --a

Schn iber, M. A. —

Engineering Convention —

Ballast '"-J

Scrap. Handling of. By W. G. Tubby... 22, 0 Valley Traction—

Brakeshoe Record Blank JJ«

Extensions 613

Lead Gaskets for Boilers "600

Shops and Storage House *o94

Tii in Operation and Discipline, Rules

for 620

Scotland, Glasgow, Tramways A ants

Municipal Ownership 504, 647

s, attle Electric Co. Parks *6S

Ser i,e Stripes. Indianapolis Columbus i:

Eastern Traction Co 239

Shamokin & Edgewood Electric Railway

Parks ■■■■,•-.;• '*

Sheboygan (Wis.) Light Power A- Rail- w a y <~*o — S.lo. bibs for Operation of City Cars..*162 si, M. 111. Robert- American Convention — __n

Address of Welcome ei ■■

Sheo Pi i. 17 •■ if Paintei Bj i A. Van

Arnam °J '

Shops —

Binghamton Railway Co -to

Car Building. Detroit Ypsilanti Ann

Arbor & Jackson Railway *6S3

Cleanliness In e361

1 -. .inhi li.linstown & i; ' Elec- tric Railway Shop Practices 228

High Speed Steel In e31o

Illinois Traction System, Danville "121

International Railway Co.. Buffalo.

cm Springs *393

: k *404

Omaha .y- Council Bluffs Street Rail-

way "33

Philadelphia Rapid Transit Co *484

Portland Railroad Co *3o

, r Plant Repair

Repair £14f

...,, Vail, v Ti .lion *594

Single-Phase Motors for e36<

Soldering, cautions to be Observe,! By

Arthur B. Weeks 971

Short Circuits on r >' i '• wee for

Locating. By Vrthur B. Weeks *8

Signal Lamps. Adlake *S00

Signals —

'utomatic Electric Block, Long Island

Railroad *979

Blake. By E. J. "Hike

Block, Uniti a S tem *il2

Eureka *SM

New York Central & Hudson Rivei *3o4

■ bway. New York. By J. M Waldron.«257 Underground 171, ' ric Rail oi

London *54

Signs—

|. stination '«

Electric. Federal El I 0 *178

Simmons, F. G. —

Engii invention —

1

Ties i ' !

Simmons. F. G.. Privati ' tfunic- ipai ' iwni rship 541

innel— Eli ■ i rica i Equipment

By Alfred l Sradenwltz *621

i: i rai ! Koi ster *207

i i ■■ Drains 923

i I ■■■ Indianapolis & Cincinnati Traction.... 540

London Outei Circle Railway 132

Motors Cor Shops e361

Richmond & < 'hi sapi aki I >a ■ Ry 444

Spok tne & Inland Railway *55o

Toledo iV- Chicago Interurban Railway. *589 ington Baltimore & Annapolis

Railway, Equipment 661

Sinking Funds e452, e887

Sleeping Cars, Illinois Traction System. 1009 Sleet Cutter, and Third Rail Shoe,

Aurora Elgin & Chicago Ry *165

Smith. G. J.—

ring Convention—

( !ontrol Apparatus 702, 703

Standardization 731

Ties, 1 '< ties a rid Posts 704

Smith, W. N. Car Equipment, Long Is-

Railroad *468

Smoke Prevention in Power Plants e889

Snow Fighting in Wisconsin *283

Snow Sweeping Brush, Columbia *772

Soldering. By Arthur B, Weeks 977

South Bend & Southern Michigan Rail- way- Semi- Convertible, Interurban Cars. — *713 South Chicago City Railway —

Waiting- Station *911

Labor and Material Accounting with

the Adding Machine 713

Southern Michigan Railway, Desci iption.*397

Southern Pacific, Electrification 1009

Southern Railway —

Pressed Steel Cars *514

Southwest Missouri Railroad —

Extensions of - - - *543

Spokane & Inland Railway, Electrical

Equipmenl of *550

Spokane & Inland Empire Railroad, De- scription *996

Spokane-Pend d'Oreille Rapid Transit

Co 516, L020

Spring, Edwa mi C.- Amei ican I Convention — Freight and Express Service, Inter- urban e813, S17, Ms. 830

Engineering Convention —

Address of Welcome 701

Springfield Traction Co. Parks *75

Sprinkling Car, Double Truck, Rhode

Island Co *715

Staats, Henry A. — American ■ Convention —

Insurance 7S4

Standard Code of Rules eS54

Standard St. .1 Works. Burnham. Pa.... 850 Standardization —

American Association 200

Engineering Association 200

Engineering Convention. .e725, 729, 753, 7X7

Motors 978

Standardization of Equipmen i

American Convention 783

Stanislaus Electric Power Co 28

Stanley. A. H. — Araei ican Ci invention —

Leaks Betwe in Passenger and Tre • urer 859, 867

St. hi. tt. M. G.— American Convention —

Car Wiring 77-".

State Electric Co., Improvements 325

Stations —

Atlantic Avenue, East Boston Tunnel.

e256, *287

Indiana Union Ti action Loj insport ... '.'! i South Chicago City Railway, New

Waiting *910

Statistical Bureau, Relation to i he < !laim ■ s Work, Claim Agents' Con-

ion 857

Statistics —

Object of. By J. L. Burgess 332

('so nf Curves in, Aeoumta nl s' Con- vention 7s7. *793, e813

Steam Roads, Interchange of Traffic. . . .

i 149, e450

Stean ' ectric Interurbans —

: & Mt. Vernon Electric Ry.

e447, *483

St ihbins Thei flore — American Convention —

Evolution of Electric Transportation.

819, 861

Steel Alloy, for Shops e315

St. ubenvilli Traction & i ighl Co. Parks *62

Stock-Selling Promotion Schemes e962

Stombaugh Guy Anchor *173

Storage Batteries and Battery Plates,

i *957

..765 N, W — i .■ ■ m i-ri og ( Jonvention — ■ Economy in Car Equipment, Weights

and Schi dules 734

I ' Sale and Measurement of

ic Power *408

I H G.— i .■■■ ■ ■ i ig ■ i 'mi v. ni ion —

Underground Cables 733. 737

Strang, W. B.. Gasoline-Electric Car....*556

Street Railway Review, New Owner... e254 Sul si it ions. See also Name of Road L'n-

i|i i i I iTiding "Construction." Substations—

i i nver City Tramway at East Colfax. .*991

Hoisl Ing Facilities e316

i mpn >\ ement in

Repairs, Emergency. By H, C. Reagan.*150

Syi LCUse Rapid Transit Railway *379

Philadelphia Rapid Transit Co., San-

som Street *479

Subways —

lidge (Mass.) Subway Bill

Chicago 407, *619

London. Underground Electric Rail- ways Co *195, i L98

New York —

Accident 320, 504

Extension 503, *.<44, e962

Fin Protection 433

Lease Controversy 2i!l

Signal System *257

Ventilation 415, *974

St. Louis Proposed 645

Semi-Convertible Cars, < >l«i Col

Railway *577

Track Construction. Philadelphia

Rapid Transit *554

Traffic Capacity e454

Supplies and Materials, Railway, Tesi -

ing of

Supply Man, The Operatoi and. By W.

R Carton 2S3

Sweeper, Schenectady Railway Co *13:>

Swenson, Bernard V., Electric Railway

Test Commission 3S1

Swindlers, Fraudulent Accident, Convic- tions Of 24

Switch and Transformer House, BrunotS Island Power Station, Pittsburg Rail- ways Co. - .*486

Switchboard Wiring, Improvements in... e5i Switches —

Magnetic Device for Operating 561

Car Barn Layout, Indianapolis Switch

& Frog Co

Tongue Throwing Devices for, Gerlach *6 Switz iland. Tramways of Lucerne. By

Franz Koester *330

Syracuse Rapid Transit Railway —

Insulating Field-Coils 138

New Semi-Convertible Cars *65S

Power from Niagara Falls 5<>3

Substation *379

Transmission Line of *399

T

Tariff, Interline —

Central Electric Railwaj Association. 432 Tariffs

Joint Interurban e519

Joint Steam and Electric e886, 944

Taxation — Michigan —

High Rate of. Prevents Railroad

• ' nst ruction 567

ii Heading el98

Terminal Connector, Two-Way, Indian- apolis & Easti rn Traction *92S

Termi n.\ I Station — Milwaukee Electric Railway & Lighl

*369

Muncie, Ind., Indiana Union Traction. *628 Terminals —

Capai its of e888

Handling Passengers ai Ends of Sur-

Paci i !ai Routes e963

T. n. Haute Traction & Light Co.,

Headway, R cording of *353

Testing La boratory. Dearborn Drug &

Chi mical Works *71ti

Tests- Brake Shoes, M C B Tests of 1906..*548

Electric Locomotives 540

Gas Engine !16

Mat. riils and Supplies for Railways

St. -(in Turbine *201

Third Rail—

Scioto Valley Traction *613

West Shore Railroad *911

Third-Rail Shoe, Double-Running *220

Third Rail Shoe and Sleet Cutter, Au-

Elgin & Chicago Ry "165

Three-Phase Versus Two-Phase, Ge

and Distribution. By M. A. Sammeit 997 Tickets — And Kates. American Convention. .819, $25

inting Machine, Gibbs 6

Interchangeable Coupon 402

Six for Twenty-five Cents, Philadel- phia Rapid Transit Co 503, eSSG

Ties- Annual Consumption 938

"Built-up." Homeland *958

Engineering Convention 703, *717

Metal, in Germany 600

Substitute for Wooden 166

in atment of. Chicago & Northwest- em Ry 175

Time Recorders, Bristol.. *956

Titus. J, V. E. Lightning Protection ... *108 Titzel, c E. Operation by the Limit

Servi. e *235

lo & Chicago Int.-Tnii.aii Railway, Description *5S9

Ti iledi < & Indiana Railway —

Lightning Arresters for Cars *027

T< dedo & Westei n Railway —

i n ight Handling *553

Toledo Fostoria .t Findlay Railway

Rate si.- .i 141

Toledo Port Clinton & Lakeside Railway,

Extension 555

Toledo Railway & Light- Observation Car 945

Tontrup, George H. Standard Car Body

and Trui k 281

Topeka Street Railway —

i ree Uniforms for Employes 503

Parks *74

Toronto & York Radial Railway —

I arks *60

Proposed Extension L72

Wagon, Trenton *1022

Ji'w nley, Calvert — American < Jonvention—

Heavy Electric Traction SI 7. 824

Townsend, E. R. — Amei Lean C< invention —

In-in ance 7s.j

Track See also Name of Road Under

Heading "Construction." Track- Concrete Stringers, Owosso & Corunna

Electric *532

< Construction, International Railway

Co., Buffalo *420

Construction in Asphalt Paved Streets,

Denver City Tramway *973

Layout for Bushwick Incline, Brooklyn

Rapid Transit *603

Rail Joints. Cast-Welding of *224

Ri coi sti'in tn»n of, United Railways of

St. Louis *923

Superelevation of. Metropolitan West

Side Elevated Railway *538

Temporary Crossover ysti

Trackless Trollej in Italy 619

Traction, Heavy Electric, American Con-

\ intion S17, 824

Traction-Engine for Work Train *304

Traction News, a New Journal 816

Trade Mark. Prizes for 28

Traffic- Agreements With Steam Roads 618

Aided by Maps and Timetables e582

Capacity of Terminals e8S8

Capacity of Subwavs and Tunnels. . . .e454

Collection of Data e447

Cong?stion e20

Electric Lints Cai ry More Passengers Than Steam Roads in Connecticut... 503

Elevated Railways -f Chicago 569

Growth in Greater New York First

Quarter of 1906 *339

Interchange with Steam Roads

e449, e450. e517

Milk. Aurora Elgin & Chicago fi47

Park e76

Ira Tic Promotion —

A ni' rJean Assiniii i ii>n Convention

318, e774, 783, 791

Train Dispatching —

Petaluma & Santa Rosa Railway *154

Ro hester & Eastern Rapid Railway. .*135 Train Service and Its Requirements.... 7.1 Ti a in men —

Discipline of, American Convention. S19, 833 Selection of. American Convention. .819, 827 Tramways — Glasgow —

Corporation Accounts 530

Operation e584

London 646

Lucerne, Switzerland. By Franz Koes- ter *330

Manchester < 'orporation Accounts 531

New Zealand *250

Transfers —

Interurbans Not Compelled to Give 944

I iy John F. Ohmer 290

Transformer House. Brunots Power Sta- tion. Pittsburg Railways Co *48G

Transmission Lines. See also Name of Road Under Heading "Construction." Ti ii -mission lines —

Experience with e448

Lightning Protection on. Bv C. R.

McKay «25

Open Air Switch for *922

Syracuse Rapid Transit Railway Co..*399

l ; : : ■ Miaat i'.n Derm i t inent. Vain- < >t"

Comparisons in. By J. W. Brown... *478 Transportation, Electric. Evolution of.

American Convention 819, 861

Travel. Stimulating, Summer. By J. W.

Brown 313

i rei Growing by Railroads 611

Tri-Citv Railway Co.. Proposed Consoli- dation of Davenport (Ia.l Railways. 23 Trollev, Pantagraph Type, Spokane &

[nland Railway *550

Trollev Axles, Hollow, for Oiling Trolley

Wheels e5S4

Troll v Harp. United Copper Foundry

Co *120

Trolley Poles- Del ich ible (Bayonei Trolley Harp) - -*658

Trolley Retrievers, Ridlon *516

Ti olley Wheels —

Johns-Man ville *116

N^ w Type 549

Richardson Automatic Lubricator for. *955 Ti ucks —

Baldwin *736

Standard. By Geo. II. Tontrup 283

si tndard Motor *4t::. 850

Tubby, W. G. Handling Railroad Scrap. 227 Tunnels— Hudson Companies, Electrical Equip- ment 647

Manhattan Island *8yt

St. Clair. Locomotive and Power

Equipment *50

Simplon —

Electrical Equipment *207, *62I

Operation of Trains 923

Traffic Capacity e454

Washington Street, Boston Elevated

Railway Co »4-i3

Turbines —

Backstrom-Smith *263

Demonstration of Allis- Chalmers *357

Low Pressure e450, *459

Steam. Allis- Chalmers .*714

Steam. Economical Rating e855

Steam. Efficiency Tests *201

Turbines and Engines. Relative Economy

of, Engineering Convention. 733, 734, *741 Turner. Walter V., Improvements in Air

Brakes 192

Twin City Rapid Transit Co. —

Amusement Plans 279

General Passenger Department 116

Parks *60

Third Interurban Line. Minneapolis to St. Paul 325

U

United Railways & Electric Co. of Bal- timore—

Car Barns Destroyed 2"

Clubroo-n 567

United Railways of St. Louis —

Reconstruction of Track. Bv Richard

McCulloch *923

Sixtli Annual Report 262

Underground Cables, Engineering Con- vention 733. 737

Underground Electric Railways Co. of

London *195. el98

Signal System *54

Uniforms, Free to Employes, Topeka

Street Railway 503

Uniforms and Badges, American Con- vention 820. 832

Union El ?c trie Co. of Dubuque, la.,

Parks *68

Union Traction Co., Chicago, Electrical

Operation 368

United Railwavs of San Francisco —

Cars. Pressed Steel *764

Earthquake Damages' 259

Operating Methods 320

Rei eipts *no

l; construction Work r,u:.. inns

Strike Ended 568

United Traction Co., Albany. X. Y.. 1 lamages Reduced by Profit -Sharing.* 149

V Valves Automatic Boiler Cut-off, Lagonda . .*515

Sal.' i v. WVstinghouse

Varnish. By J. H. Pitard

Varnishes, Berry Bros 851

Insulating for Armature Coils. B3

Arthur B. Weeks \*:I2N

Van Arnam, L. A. simp Practice of Painter 537

Will 1l.1t ion —

Car ■.,.,

New York Subway 415. *:»74

Vestibule, Sliding Sash, for rinse, 1 Cars.*805

Viaducts, Concrete, Indianapolis & Con- cinnati Traction *601

Victoi ian Railway Co. of Melbourne,

Australia, Cars *172

Voltas for Insulating and Waterproof- ing, Electric 1 'able Co 95 S

W

Wagi s

New York City Railway Increases 641

United Railways Sz Electric Co. of Bal- timore. Increase 504

Waldron, J. M.. Signal Svstem. New

York Subway *257

Walkill Transit Rv.. Description *208

Wallerstedt, H —

Engineering Convention —

Standardization < 7^5, 72!). 7.".3

Wallis, Robert N —

Accountants' Convention — Depreciation as Applicable to Elec- tric Railways e813, 820

Walton, Seymour. Accounting 204

Warren, James. Wheel-Turning Lathe. . .*913 Washington Baltimore & Annapolis, Sin- gle-Phase Equipment 667

Washington. Merger of Traction Proper- ties in State of 138

Water- Power —

Sale of By G. A. Harvev *416

Sale of. By C. E. Parsons e408, 412

Weeks, Arthur B. — Device for Locating Short Circuits on

Feeders *8

Insulating Varnish for Armature Coils. *328

Soldering 977

Weh. W- F.~

Claim Agents' Convention —

Claim Department and the Public

745. 758

Weights', Economy in, Engin 1 1

vent I on 734, *7::s

\v< 1 Jersey & Seashoi e Eli el ric

1 (rawbri'dge A' 1 Ident e8!»'

Bl -ti leal Equipmi nl

( >pera tion "t

Test Run

Wesi Pi n ! tailwa ys — Car Service Men, Training of B; .1

w Brown *2ni

Ni w Heels Rou1 ■

'\ i 1 SI ■ Raih oad, Electi ical Equip-

menl "911

<Mni. Railway, Lima-Pindlay

Division *42

Whistles Interurban Cars *516

vVilkes-Barre ft Hazelton Railway, Side

Entrance Cars *35(>

Williams, 11. F.. Diffei>-ni Systems of

1 Ei ikes 615

\\ illiams, ll. O,. street Railway Young

Men's Christian Associations *993

Willis, E. M — A mei lea n Convention —

Electric Railway Employes and the Young Men's Christian Association.. 819 Wilmington. N. C. Consolidated Rail-

I.ight & Power Co., New Cars.*956

Wilson Co., New Owners 1 !

Winnebago Traction Co., Fighting Snow.*2S3 Winona Interurban Railway, Descrip- tion *911

Winsor, Paul — Engineering Convention —

Ballast 706

Cables. Underground 7:;3

Control Apparatus 703

Gas Engines e725. 732. *750. 925

Standardization 731

Ties. Poles and Posts 704

Turbines and Engines. Relative

Economy of 734

Wiring of Cars. American Convention... 775 Worcester Consolidated Street Railway

Parks 117

Second Line to Leominster *205

Worcester Polytechnic Institute. Engi- neering Laboratories *334

Wrench, Bischman Ratchet *4<i"

Yanger, Edwin —

Knginrrring ' 'mn enl ion Gas Engines 732

York (Pa.) Street Railway Co., Car

House *348

Young, P. S. —

Accountants' Convention —

Accounting of Capital Expenditures. 864

Ypsilanti. Mich.. Car Building in Shops of Detroit Ypsilanti & Jackson Rail- way *63S

PERSONAL

A

Abbott W. R 434

Adams. J. L 285. 505

Akarman, Jobn N. . . .

505. 569, »648

Almert, Harold *112

Amesbury. B. C 947

Anderson, A. A 947

Anderson. A. W 230

Anderson. F. E 947

Artingstall, Wm 570

B

Backus. J. 0 649

Bailey. I. W 285

Baker. C. A.. Miss... 41

Baker, C. 0 505

Baker. E. H *670

Baluss, H 946

Banks. Daniel B 569

Barber. G. E 1011

Barbero, Henry 64S

Barton. Chas. A 946

Beggs John 1 81, *S59

Bell, Edward 506

Bell. R. T 40

Bender. G. E 285

B in lure, J. A 285

Benham, Albert 230

Benliam. W. L 505. 570

Bentley. Lorenzo .... 434

Berg. Max A *146

Berry. Fred S 648

Bioghler. E. B 506

P.I. irk Walter A 946

Blair, Henrv A 505

Blakely. Chas 327

Blakeslee. George G.. 570

Boehm. F. J 176

Bonar. W M 176

Boutelle. F. A... 946. 1010

Bowen. Frank H 947

Bower. 1. F *285

Bowers, G. H 81

Boynton. Edward C. 648 Brackenridge, J. C. .. 115

Bradley, Burt C 569

Til adv. A. W 285

Bramlette, John M. .. 327 Breckenridge. Rich- ard 230

Ureen. Joseph L.230. *2S6

Brett J. A 41

Brillerv. P. J 569

Bristol. J. S 506

Bristol, Warren P 176

BrockwaSl W. B »668

Brown. B. M 506

Brubaker. G. W. S. .

285. 648

Bruce, H. P 506

Brill. G. Martin *230

Buck. Richard S 64S

Bueknell. J. A.. .176. 64S

Burbank. Albert 946

Burkhardt. Frank A. 327

Burrell. E. A 81

Burrill. Charles W. .. «60

Bushnell. George 946

Busliong A. T 648

Butler. Wm. W. S. . . 285. 570

c

Campbell. R. S 1010

Carpenter. F. D 176

Carr. H. H 570

Carr. Robert F 2S5

Cassier. Louis 434

Chambers George . . 570

Chi ster, G. J 570

Christensen. N A....*484

Clark, H. J 64S

Cole, George M 327

Coleman. S. W 946

Collins. C. C 81

Collins. O. D 434

Connell. C. C 648

Connolly. B. A 230

Consor. Austin 569

Cook. George C 230

Cooke. Chas 946

Cooley. Frank 946

Cooley. Mortimer E. . 434

Cory, C. M 434

Cousins. J. S 434

Crane. G. G 506. 1010

Crawford. J. H 285

Crawford, Norman

McD 570

Crocker. H. S 570

Culver. Abel 1 40

Cummins, F. S 506

Currie. Chas'. ...947. 1011 Currier. G. F 176

D

Dalton, Chas. H 434

Dai-hie, Wm 570

Davis. Benjamin B..»669 Davis. Edward J. 506. 327

Day, R. W 81

Denton, Wm 947

Derrah. Robert H.... 177

Des Jardins, E. L 947

Deverell, H. E 1010

Dittenhaver, Robert.. 570

Dole. Geo. P 327

Donnellv. John 569

Doty, Dr. Maurice. . . 230

Dougan. W. T 505

I lougl is W. H 1011

Downs. E. E 177

Dovle, E. P 327

Drum. A. t. 285

Duffv. C. N 17.;, 946

Dunbar, S. R 41

Dunham, W R.. Jr. . 570 Dunlap. George W. . . 648, *947

E

Eaton, W. M 506

Eberhart, F. S 506

Ebert. Henry C 40

Eckels, James H 505

Edgar. H. T 40

Edwards. D. G 176

Edwards. S. C 230

Eisendrath. W. N 505

Eldredge. Nathan S.. 946 Kill. ■..it, Joseph R...*670

Ellis. T. M 230

Ely. W. Caryl »668

Emory. Richard 1011

Emmons. C. D 176

Emmons, Wm 64s

Empey. James 648

Englund. A H »146

Erwin, W. E 431

Evans. J. Whyte.505, 570

Faber, B. C

Fairehild. C. B.. Jr. Farrii gton, H. E. . . .

Fast. Robert K

Faulkner. Herbert A

Fenton, Jerry

Feight, J. E

Ferris. W. J

!■'. rtig, Willis B

Finley, John 569

Forse. W H

Foster. E. C

Franklin, C. F

Franklin. C. J

Fraser. Harry

Frazee, A. M

Freeman. John ..947. Fritsch, H. C

. 230 1010 1010

L'sr, 176 .;i^ 81 569 .Its 648

1010 2S5 947

HIl. I 569 176

1011

..14.;

Gahoury. A 327

Gallup. H. H 669

Gardner, William E. . 618

Garrett. George F 648

Garretv. Ed 1011

Gary. John W 505

Gettings. John J 64S

Gibb. Sir George 41

Gibbs, W. A 81. 176

Gilbert. D. W 1010

Gilbert, E. R 648

Gillett. R. D 41

Girdler, L. T 176

Goldthwaite. William

J.. Jr 947. HUH

Goodwill. Chas. S 648

Gorenflo. W. F 434

Gorman. J. J 1010

Graham. John R i's~>

Grantham. A. M 434

Graves. C. M 327

Griggs. Julian 434

Grinneil. Robert 327

H

Hagerty, H. D 506

Hamilton, Reginald B. 81

Hamilton. Thos. W. . 560

Hamlin. F. W 648

Hamlin. J. S 41

Hane. Henrv B 946

Hanlon, F. J '246

Harrigan. J. R 81, :'I7

Harris. R. W M

Harry. M. L

Hatt. Dr. W. K ::27

Hartford. H ... Hartzell. D. B... Hawkins. A. C. Jr.. . 64S rlaynes, J. Manches- ter 570

Healv. F. A Mil

Hepburn. F. T 327

Hequembourg, Ken- neth D «6G9

Hester, J. E 648

Hewitt. F. A 946

Hicks. J. W 947

llillery. J. W 505

I lodge, Hugar L 648

Hoellman, Joseph B. 947

Hogshead, C. C 569

1 [olland, \i 1 1 1 in- 40

Holland. S. K 589

Hollenbeck, W. n 506

Hollidnv, J. \V. .

Honnold, O. A lull)

Horton. W. II 946

Hough. B. K 176

Hulberl E D .... 605

Hunt. Daniel T 649

Hunt, R. B SI

Hunter. A. J 648

Huntington, !•'. B. L76, 648

Hurd, Walter

134 670, 1010

Hurlburt. W. II 648

HustiS. G. II 40

Hutchins, R. G *670

I

Irwin, Wm. G 947

Ivers, Henry B 506

Ives, R. S 947

J

Jack, Arthur G 506

-I ; 1 . 1 1 J ■ s, S. R 946

Jameson, F. H 230

Jardine, .lames 946

Jarvis, J. C 506

Johns, B. B 569

Johns. S. H 569

Johnson. H. A 505

Johnson, L. D 506

Jolly, E. C 434

Jones, W. J 648

Jordan, A. W 570

K

Keegan, George *669

Keeley. Thomas M... 434 Keilholtz. Pierce C... 506

Kellv. Robert L 570

Kelsh. W. J 285

Kenfield. Hiram J. .. 816

Kiefer. Carl J 648

Kinney, James H.... 946

Kirkpatrick. H. H 2S5

Kobbe. Philip Ferdi- nand 649

Kruss, .1. (' 1010

Kuhn. W. S 946

Lamb, Charles B 946

Larrabee, W. D 570

Lavenburg. D. A 434

Leadley. J. W 327

I ,eonard, A. W 41

Leussier. R. A 1010

Lieb, John W.. Jr 40

Lightfoot, A A 505

Linn. M. G 81, 506

Littell, 11. 11 506

Littli lie" W 177

Long, A 'I' 570

E. S 505

Lorenz, John 41

Luxton, William .... 434

M

McCabe, C. .W

.Mei 'artliy. John. . . . Macartney, Morton McCauley, Murdock

MoClure, G. W

McCormick, Ira A. McCulloeh, Rich'rd.R. 649 MacGovern, Frank S.*115

McGowan, Hugh 41

McGrath. B. V 64S

McGraw, James H...*669

McManenv. R. S 1010

McMichael. J. G »111

McNulta, Herbert . . . 434

MePherson, A. J 946

McQueeney. James G. 434

Major, John W 648

Maloney, W. E 1010

Mandeville, C. E 569

Marinan, W. W 505

Martin, Thomas 434

Martinez. Eugene D. . 434

Mason, E. R 177

Mathias, Robert 81

Mayer, C. J *146

Mellinger, Frank H. . 64S Meriweather. Richard 434 Merrill. J. H.«133. 176, 947

Miller, H. S 230

Millholland. W. F 947

Mills. C. V 506

Milne. James A *81

Minton. Charles R... 569

Moore. E. W 81. *163

Moore, George 946

Moore. W. E 946

Mordock, C. T 285

Morgan, C. E 176

Morris. Henry C 285

Morse, F. L 1010

Morton, H. E 648

Morton, J. P 505

Mower. S. Walter *668

Munger. D. A 434

Murch. G. H 434

Musgrave, William. . .1010

N

Nash. Louis C 1010

Neereamer, A. L 506

Nelson, S. S 648

News. Edward 569

Frank D 946

Noyi H. B 1010

O

i Day, Daniel 649

Osborn, John M 434

Osborne, L. A 2S5

Owens, W. II 506

P

Page, H. C 947

Paine, Waldo G 327

Pardee. J. H 1010

Partridge. James 177

Paxton, C. M 434, 506

Paxton, Osian F 570

Payne, Will R 946

Peirce. Charles C «670

Phillips, Frank R.570, 1010

Pierce, C. C 505

I ien e, George W. . . . 648 Pirrung, Henry C....*669

Pomeroy. F. T 81

Porter, J. W «146

Potter. A. E *164

Potter, A T *163

Pratt. James R 81

Prior, O. F 434

Puch. O. G 64S

R

Rauch, Edgar .1. .505. 648

Rawson, F. A 505

Ray. E. K 434

Ray, Joseph G 434

Read, W. P 1010

Reagan, H. C 569

Redmond. T. B 327

Reed, W. Boardman. 505

Reeves. Ira L 648

Reichardt. E. C 285

Reist. L. H 41

Reynolds. Arthur E.. 648

Reynolds. C. C 81

Reynolds, D. II 434

Rhoades. S. L »669

Rice. Calvin W 434

Rlcker, C. W 946

Riddle. Samuel *164

Rinehart, James 1010

Robinson, A. D 947

Robinson. Henry .... 1149 Robinson, Lawrence

W 64S

Rogi rs, G. T 41

Rogei - John B.. 569. 570 Rolston, William E...

434, 1011

Rood, Frank W 81

Root, Owen. Jr 327

Rothery, J. C 41

Rounds, George W. . .

946, 1010

Ryan, Thomas K 1011

S

Sakuma. Eitaro 649

Sampsell. M. E 505

Sampson. William C.1010

Sanderson. Chas 569

Sanger, H. V 1011

Savage, Ezra E 648

Saverv. Wm. H 947

Sawyer, H. E 946

Saylor. George A 648

Seanlon, D. A... 431, 1011

Schenck. S. C 41

Schlesinger. L. J.434. 1010

Schroeder. A. V 506

Schroyer. Walter 1010

Scofleld. Ira 947

Searle, R. M 506

Shealy. Wm. J 946

Sherman. Jay 569

Shulwilt, ii. II 569

Shunk. J Putnam... 946

Simms, W. H 505

Simpson. C. 0 41, 506

Smith. H. H 505

Smith, Louis L 41

Smith, R. R 947

Spears. E. P 569

Speyer, Edgar 40

Spring, E. C •lOS

Stanley. John J 176

Starrett, M. G 1010

Starring, Mason B... 176

Stearns. R. B 2S5

Stebbins. Theodore . . 176

Stein, M 177

Stephenson, J. E 570

Stewart. E. K *670

Stone. Judge C. M... 81

Street. W. W 648

Sturgis, Edwin A. 648, 947

Sturn. Joseph 648

Swenson. Bernard V.*668 Svkes. Frank C 434

T Tarkington, W. I'.....*505

Tatnall, George 649

Taylor E. B 434

Taylor, K. C -1011

Thompson. Henry.... 506

Thompson, N. A 505

Thompson, T. T 569

Titus. J. V. E »146

Todd, i;.. i»rt i 40

Tucker. F. A 1011

U

Uhlmann. Frederick.. 41

V

Valentine. E. II 81

Valentine, 11 648

Vandereook. Charles.. 649

Vanderventer. C O.. 569

Van Etten. Chas. R.. 230

Voigt. George 434

Voss. J. T 285

W

Walker, J. M 176

Walther, A. C 2S5

Wampler. Frank H... 570

Waterson, W. W 327

Webster, C. W 648

Weeks, B. J 285

Wells. Gardner F 285

Wells. Joseph S 1010

Wheatcroft. Geo. O.. 230

Wheeler, F. J 285. 434

Whitcomb. H. J.. Jr. 648 White. Elmer M..4:i4, «668

White, L. G 285

Whitney, W. S 1010

Whitton, M. V 1010

Wilcox. John C 569

Wilcoxen, E. J 947

Wilcoxen. ('. N 285

Williams. L. 0...327. 506

Williams, S. E 176

Wilson. J. L 9C9

Wilson, J. T 176

Winsor. Paul »226

Wolff. S. E 176

Wood. James R 648

Wood, Thomas

434. 506. 1010

Wool, Theodore J 946

Terkes, Charles T... *56

Toung, C. J 505

Young. David. Jr....*327 Young. Harry 176

Articles marked with an asterisk are accompanied by map?, portraits or other illustrations.

STREET RAILWAY REVIEW

Vol. XVI

JANUARY 15, 1906

No. 1

Reconstruction Work of the Madison & Interurban

Traction Co.

Being a Description of a City System That Has Been in Operation 20 Years, and Has Poetically

Been Rebuilt During the Past Summer.

The question of deciding at what time the best financial returns will be obtained by reconstructing lines which have been operating for some years in cities of medium size, is one of much interest. This article, which we are pleased to present, describes such a re- constructed line, a road which has been operated by five different companies, and also was at one time in the hands of a receiver. The present owner of the property came into control less than a year ago, and immediately set to work to improve the roadbed,

for operation. In iqoi Mr. P. L. Spooner and his asstxSates organ- ized the Madison Traction Co. and purchased all the holdings of the Madison Electric Railway Co. The property was controlled by Mr. Spooner until the spring of 1905, when it was purchased by Mr. F. W. Montgomery, who organized the Madison & Interurban Traction Co., which now owns all the electric railway franchises and property rights in Madison. The lines were equipped for operation by trolley in October, 1892.

POWER HOUSE AT MADISON WITH GAS ENGINES fOR DRIVING RAILWAY GENERATORS.

equipment and general operating system. A large part of this work has lately been completed, and during the last few months the earnings have substantially proved the wisdom of the added invest- ment necessary for reconstruction.

As early as 1884 the first rails in Madison were laid by the Madi- son Street Railway Co., which operated its then small system by mule power. This line in 1883 was transferred to the Madison City Railway Co., but owing to financial troubles soon went into the hands of a receiver, who operated it for three years. The property was then deeded to Mr. H. R. Newcomb, of Cleveland. O., and his asso- ciates, as trustees. These gentlemen soon organized the Madison Electric Railway Co. and transferred the property to that company

During the last few years the roadbed has been maintained in a satisfactory operating condition, but due to its long use was not considered sufficiently substantial for economical operation with the increased schedules and weight of cars which the traffic now de- mands. Realizing this condition, the new management immediately set about to rebuild all the track in an especially thorough and sub- stantial manner, so that when the present period of reconstruction closes the roadbed will be built of heavy rails laid on concrete ami broken stone.

Roadbed. The city of Madison is bounded on two sides by the shores of lakes which make possible the growth of the city in but two

STREET RAILWAY REVIEW

[Vol. XVI, No. i.

directions. These physical features are illustrated in the accompany" ing map, showing the routes of the electric railway. It will also be seen that the peculiar location of the city allows the entire popula- tion to be served by a comparatively small amount of trackage. At present, there is a total of n miles of roadbed, to which during the coming summer will be added 4 more miles. This roadbed is I Ji.il l with single track and turnouts 1,000 ft. long. The generous

much simplified and all schedules are not delayed if the cars on any one route are late.

The roadbed construction in the business portion of the city is built according to a design which is especially interesting. The rails, which are in 62-ft. lengths weighing 72 lb. to the yard, and of a 6-in. high T section, are supported by a continuous concrete arch-shaped foundation, combining the trench and flat-bed types of construction.

MAP OF MADISON. WIS., SHOWING THE LINES OF THE MADISON & INTERURBAN TRACTION CO.

length of passing tracks materially aids in keeping the cars on time. In the center of the business portion of the city is the Wisconsin state capitol building, located in a square 800 ft. on a side, the four main branches of the city lines approaching this square on radial streets.

The old line was built with double track on three sides of the capitol square, leaving the street on the fourth side unoccupied. With this arrangement satisfactory operation was best effected by using the Y at the northwest corner as a transfer point. When

The dimensions of this track foundation are shown on an accom- panying cross section of the single-track roadbed. The streets in which this type of track is built are paved with asphalt, using granite blocks adjacent to the rails. The upper surface of the concrete bed was shaped by means of portable forms, so that the portion confinci by the gage blocks between the two rails is brought up higher than the base of the rails, thus forming a substantial concrete sub-base for the asphalt and binder between the track rails. Anchors placed in the concrete 10 ft. apart and made of two V2 x 10-in. bolts and

RAILS SURFACED READY FOR CONCRETE BED.

FORM FOR MOULDING CONCRETE BED.

planning for the reconstruction of the track about the square it was thought best to do away with the double track and build a single track on all four sides of the square, and curves at the in- tersections connecting with the single-track lines from the four incom- ing lines on the radial streets. With the track as it now is on four sides of the square, the transfer point is done away with and cars are operated from one end of the city to the other, always passing around the right-hand side of the capitol square. As the cars on all routes pass along two sides of this square, the transfer problem is

;4-in. plates, are spaced opposite each other. Between the anchors the rails are held down to the concrete by ordinary track spikes placed 2 ft. apart on alternate sides of the base of the rail. The granite paving blocks are all of the same size, 12x5x6 in., and all laid as headers, giving a stone-paved surface outside of the rails to the limits of the space which the railway company must main- tain.

The three important stages in construction of this track are shown in the accompanying illustrations. After the trenches have been ex-

Jan. 15, 1906.]

STREET RAILWAY REVIEW

cavated to the desired dimensions the rails arc mounted on tem- porary blocks, tie rods put on and the track brought to line and surface. Next the permanent anchors with their clips are hung from the base of the rails, the concrete is filled in the trench and hand

the illustration. This type of roadbed is also used for special work in all parts of the city. The rails are of 6-in. T section, weighing 72 lb. to the yard, spiked to oak ties resting on a crushed stone bed and carrying a layer of concrete for supporting the granite blocks and

CROSS SECTION OF TRACK CONSTRUCTION WITH CONCRETE SUB-BASE.

tamped up to a level l/z in. above the base of the rails. As the con- crete filling-in process nears completion, the portable forms shown in the illustration are arranged and the raised center portion brought up to form a foundation for the pavement between the

pavement. The four Y's at the corners of the capitol square and the new turnout switches are made of T-rail and built-up Falk spe- cial work.

The overhead construction throughout the entire city has been

CROSS SECTION OF TRACK CONSTRUCTION WITH STONE BALLAST.

gage blocks. These forms are built in sections, so that as one por- tion of the concrete bed sets the form shaping it can be moved ahead to the new work.

Up to this stage of the construction splice bars are used to make the rail joints. When the concrete bed is being placed, space is left around the joints. When the bed has set. the fish plates are re-

RAILS ON CONCRETE BED READY FUR ASPHALT PAVEMENT.

Each

moved and the joints cast-welded by the Falk Co's. process, joint is made with a pouring of about 125 lb. of iron.

One of the illustrations shows the upper surface of the concrete bed broken away at the end of the special work. This is the fin- ished surface ready for the pavement cushion of a 1 to 21/? mixture of cement and sand.

The track construction in the residence portion of the city is built with ties on stone ballast, conforming to the dimensions shown in

rebuilt and a large portion of the old material replaced. The pole* in the business portion of the city are of tubular steel set in con- crete. These poles carry the ordinary type of span construction with one No. o trolley and Ohio Brass Co. fittings. Supplementary to the trolley wire are two No. 0000 weatherproof feeders, extending 2^2 miles from the power house, the outlying portion of the line being fed with one No. 00 weatherproof feeder.

FINISHED TRACK ON CAPITOL SQUARE.

The return circuit through the rails is made complete at the joints in the 72-lb. rails by cast-welding, and also through the 60-lb. rails for 1% miles by cast-welding, the remaining portion being bonded at each jomt with two No. 0000 solid terminal bonds.

Equipment.

In regular operation 11 cars are used to furnish a schedule with 10-minute headway. The rolling stock consists of 14 open, Airier-

-165078

STREET RAILWAY REVIEW

[Vol. XVI, No. i.

ican Car Co's. o and [O-bench cars; two American Car Co's. 20-ft. body semi-convertible cars with Brill truck and two G. E. 52 or 54 motors. These cars are full vestibule and double-ended. There are also 14 double-vestibule closed cars, with iS-ft. bodies and G. E.

partitions. This section is equipped for the offices of the operating force and the general repairing of the rolling stock.

At the rear of the front offices is a conductor's room, connecting with the bookkeeper's office by a window. Next in the rear is a

MADISON TRACTION CO

VIEW OF FRONT OF THE MADISON CAR HOUSE SHOWING STANDARD CLOSED CARS.

52 or 54 motors. The auxiliary equipment consists of a double- ended snow plow and scraper with closed body, manufactured in the company's shop, a combination sand car and snow plow, a sub- stantially built tower wagon, a light repair wagon and the neces- sary construction wagons.

room set apart for stores for all departments. Adjacent to the storeroom is the carpenter shop, equipped with a planer, wood lathe, saws and a boring machine. It is interesting to note that this boring machine was made from an old drill-press frame that had been thrown aside. The frame was mounted on the carpenter

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PLAN OF FAIR OAKS CAR HOUSE AND SHOPS.

New Car House and Shops. The new building for the storage and repair of the equipment is located in the eastern part of the city, convenient to the Chicago & Northwestern Ry. tracks. The building, as illustrated, is of brick and steel construction. 200 ft. long by no ft. wide. One portion of the building, 30 ft. wide, is entirely set apart by brick fire walls and

shop wall and a new shaft inserted with bevel gears connecting with the old crank shaft, on which were mounted home-made wooden pulleys, so that the boring may now be done by engine power.

At the end of the carpenter shop is a room for armature work. One-half of this room is served by an overhead crane the carriage of which is made of old T rails with cast-iron wheels traveling over

Jan. is, 1906.]

STREET RAILWAY REVIEW

a track of similar rail suspended from the roof. The movable car- riage supports a chain block which by this arrangement is permitted to travel over the entire floor space. With this crane one man can handle armatures, lifting them to the repair horses and placing them in the bake oven.

Alongside the armature and carpenter rooms is a paint shop of sufficient length to accommodate two cars. This shop is lighted from above and by glass windows in the partition between it and the ad- joining rooms. Cars are brought into the paint shop on a track having reverse curves around the office portion of the building. This track extends through the paint shop and into the machine shop, which latter room is 30 ft. wide by 40 ft. long. The machine shop is equipped with a drill press, lathes, shaper and the usual complement of smaller tools. In the center of this room is a post and jib crane, which can handle truck parts from the track space to the larger tools.

In one corner of the machine shop is a [2-h.p. gasoline engine having two driving pulleys; from the pulley on one side of the en- gine a belt drives the line shaft for operating all the tools in the different rooms, and on the opposite pulley, which has a friction clutch, is belted a 10-kw. 125-volt dynamo for lighting the buildings

In the rear of the machine shop is a blacksmith shop and boiler room. The entire building is heated by steam generated in a steam heater set in a pit in one corner of the room.

That part of the building not occupied by the shops and offices contains seven storage and repair tracks, each 200-ff. long 1 he southernmost three of these tracks are built with 9 ft. 6-in. centers and used entirely for storage. The other four tracks in the center bay of the building have 12-ft. track centers and are used for in- spection and repair work on the equipment in every day use. One of these tracks has a pit under it sufficiently long to accommodate two cars. At the rear of this building this same track runs up a steep incline onto an elevated repair track, shown in one of the illustrations. The center part of this track may be removed so that parts of the equipment can be let down to the floor by means of jacks.

At the rear of the car house and shop building are several smaller buildings, including a coal and salt storage house, 70x20 ft. in size, located convenient to a steam railroad siding; two storehouses, one

furnish current for the railway operation includes the following sets: one 125-h. p. three-cylinder Westinghouse gas engine, direct belted to one G. E., IOO-kw., 500-volt generator; one 280-h. p.. three- cylinder Westinghouse gas engine, direct belted to one G. ]■'.., 150- kw . 550-voIt, generator; one 280-h. p.. three-cylinder, Westinghouse gas engine direct belted to one 200-kw., 550-volt Northern Electric

VIEW OF THE ELEVATED REPAIR TRACK WITH CAR IN POSITION.

Co. generator. In connection with this generating equipment is a 240-ampere hour storage battery which was furnished by the Elec- tric Storage Battery Co. The output of this battery is regulated by a booster designed by the Northern Electric Co., of Madison, Wis. In addition to the gas engine-driven units the following equip- ment located at a second plant owned by the same company is at times utilized for furnishing railway power; one 50-h.p. Russel tan- dem-compound engine, operating condensing, direct-belted to two

INTERIOR OF FAIR OAKS CAR HOUSE. SHOWING ELEVATED REPAIR TRACK AT THE REAR.

20x30 and one 30x40 ft. in size and a horse barn for the rail- way work teams and the storing of track tools. This barn is 50 x 100 ft. in floor area and two stories high.

Power for the operation of the road is purchased from the Mad- ison Gas & Electric Co., at a fixed rate per car-day for regular cars. The charges for extra cars and trailers are based upon a rate per car-mile. The power house of the Madison Gas & Elec- tric Co. is of especial interest, since the units are operated with gas engines using unpurified coal gas from the company's illumi- nating gas plant.

The general appearance of the interior of the new power station is shown in one of the illustrations. This building is centrally lo- cated, is fireproof, being built of pressed brick with a tile roof. The floors and wainscoting are white tile. The equipment used to

100-kw. and one 62-kw. G. E. 550-volt generators. Steam for this engine is furnished by one of two 300-h.p. vertical Hazelton por- cupine boilers.

Other than the reconstruction work which has been described, the Madison & Interurban Traction Co. is now making surveys and plans for the construction of an interurban road south from Mad- ison to Stoughton, 17.25 miles. The officers of the Madison & Inter- urban Traction Co. are: F. W. Montgomery, president; Dudley Montgomery, vice-president; Warren Montgomery, secretary and treasurer; and G. H. Shaw, general superintendent. The Columbia Construction Co., Milwaukee, Wis., is engineer for the Madison & Interurban Traction Co. and its proposed extensions. This firm also designed the new car house and shop and built the new track work.

Throwing Devices for Tongue Switches.

BY T. A. CERLACH B. S., C. E.

Throwing devices for tongue switches are, as yet, a very much neglected part of the construction of special track work, and it is only within the last few years that the necessity of locking the tongue in facing switches has been generally recognized. The pur- pose of this article is to point out in a general way the various cases where throwing devices should be used and to describe and illustrate a few practical devices, giving some idea of how they should be constructed.

With the double-truck car and loose 'ongue it frequently happens that the tongue is thrown between trucks, causing derailment. This is especially noticeable where the switch has been more or less worn so that the tongue tits its bed imperfectly and allows the point to kick up as the wheel of the car leaves the heel, thus showing the necessity of locking facing switches.

Where the cars always take the same track, as in a diamond or side turnout switch, or where a single track branches into a double track, a single acting spring box should be used. Where the cars

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Drain Opening-

FIGS. I AND 2.

are operated to the right the switch should be placed on the left hand side, so that in trailing through the tongue it does not have to carry the weight of the car while the tongue is forced against the spring.

Figs. No. I and 2 show an improved form of a single acting spring box which is designed for locations where the drainage is poor. It is of the push type of construction, but, having its spring enclosed in an oil chamber, its action can not be impaired by the presence of ice and mud. This oil chamber with its stuffing boxes may be made very simple in construction. The one illustrated consists of a piece of gas pipe each end of which screws into a malleable or brass sleeve, and each sleeve contains two washers between which the asbestos packing is confined. Fig. I shows how the oil chamber is held in the iron casing and how readily it may be removed whenever it becomes necessary to refill it with oil. The sleeve farthest from the tongue rests in the pocket of the casing and its lugs bear against the walls of this pocket, being held there by the force of the spring. The walls of the pocket have an enlarge- ment near the top to prevent the sleeve from turning unless the box is forced slightly forward. To remove the box it is pushed slightly forward and turned through 90 degrees, which disengages the two

lugs, allowing the box to slide back, and it may then be taken out. The cover in Figs. 1 and 2 has been omitted for the sake of clear- ness.

The cost of the device just described is comparatively small when made in large numbers, and it can be used with any height of rail.

■Pii/otlCosting

■Rolling Friction

FIG. 3.

It is suggested that a traction company keep one or more boxes in stock, so that in case any of those in service should need repairing they may be replaced without delay to traffic.

In the case of a facing switch used about the same number of times in both directions, the lock should be of such a design that it may readily be thrown by the motorman. A few traction systems have introduced electrically operated devices for throwing the tongue and some of them give fairly good results. Within the last few years a great many of these electrical devices have been in- vented, but most of them are too complicated in construction to

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Tnn^,,f. Pnri . Adjustment

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FIGS. 4 AND 5.

meet with favor among street railway men. This objection applies also to devices operated by hand, most of them being unnecessarily complicated and bulky.

Fig. 3 shows a lock which allows the tongue to be thrown by the motorman's bar almost as easily as the ordinary loose tongue. This design is simple and compact and can be manufactured at a low cost. The bell crank is of malleable iron having a double jaw, one jaw connecting with the eye of the spring rod and the other with the eye of the tongue rod. The steel pin forming the pivot for the bell crank is cast into the box. The spring rod should preferably be of cast steel while the box and pivot sleeve may be made of gray iron. The two extreme positions of the mechanism are shown by full

Jan. is, 1906.]

STREET RAILWAY REVIEW

lines and dotted lines, respectively. The spring rod slides in the pivot casting which sets in a recess cast into the side of the box, the spring holding the pivot casting in place.

A design recently made by the writer is illustrated in Figs. 4 and 5. This double acting spring lever throw bears the same relation to tongue switches that the ordinary spring stand does to split switches. The novel feature of this device lies in the fact that the spring throws with the lever and reverses its action when thrown, requir- ing only one spring, and a comparatively small box to hold the mechanism. Attention is called to the arrangement of the various

rod is placed somewhat below the center of the lever pivots, and the lever rests are so arranged that the spring and lever throw slightly less than 180 degrees as is the case in the design shown in Fig. 5. The box is sufficiently small to be attached to the switch when shipped so that everything is connected up and ready for service before the switch leaves the shop. If the rail is less than 6 in. high and it is not desired to set the box below the top of the ties, the mechanism can be arranged to work in a horizontal instead of a vertical plane.

The advantage to the manufacturer as well as to the street railway

FIG. 6.

no. 7.

parts. The enlarged portion of the spring rod is fastened to the connecting rod by means of a pin ; the other end of the rod moving in an adjustment sleeve whenever the tongue is moved or while the lever is being thrown. The U-shaped lever is pivoted to the sides of the box as shown in Fig. 4. The tap hole in the lever which engages the adjustment sleeve is of sufficient diameter to allow the spring to pass through it, thus, rendering it easy to replace the spring if broken. The box, hinge cover (not shown), connecting rod, lever, spring rod, and adjustment sleeve may be made of malle- able iron.

This principle of the spring throwing with the lever as described has been applied to the design illustrated in Figs. 6 and 7, which may

company of such a combination spring switch and lock lies in the fact that only one kind of box is required for two distinct purposes. Furthermore the readiness with which the spring switch may be changed from one hand to the other is of great convenience to a traction system whenever it becomes necessary to suddenly change the direction of traffic.

There should be mentioned at least one other condition which occurs quite frequently in the operation of cars and to which none of the designs so far mentioned would be very applicable. In the case of a facing switch placed where one of the tracks is seldom used, the throwing device should be so arranged that the main line is always set for clear. This will save time and avoid accidents.

figs. 8 and 9.

be designated as a double acting spring box and switch lock com- bined. Fig. 6 shows the tongue set for right hand and Fig. 7 for left hand operation of cars, assuming that the switch is right hand and that the box is placed adjacent to the traffic rail. The locking pin shown prevents the spring from revolving when the switch point is thrown slightly more than half way, and is to be used when the tongue is to be permanently set one way as in a spring switch. By removing the locking pin we have a switch lock and it then per- forms the same functions as the design presented in Fig. 3, but it has the advantage over such locking devices in that it has no dead center, that is, the tongue can not come to rest except in either of its extreme positions. The center of the pivots of the spring receptacle and connecting

A motorman approaching such a switch does not use the same pre- caution as he does where the traffic is more equally divided, and for that reason accidents are liable to take place, especially where high speed is required.

An improved design to meet the condition just stated is shown in Figs. 8 and 9. The improvement lies in the fact that the same box and mechanism is used both for right hand and left hand switches and for right hand or left hand traffic systems, and also in the use of a spring and slotted lever, making it possible for the car from the siding to trail the switch without the free end of the lever kicking up. In facing the siding the conductor is obliged to raise the lever, holding it in a raised position until the car has passed, when he re- leases it and the switch is again set for the main line.

8

STREET RAILWAY REVIEW

[Vol.. XVI, No.

In making the same box do for either hand the construction will be somewhat more complicated than in a one-hand box, yet the difference in cost of the two types is insignificant. The construction of the box as shown consists of a malleable link pivoted by a steel pin cast into the box. This link has a double jaw at each end con- necting with the lever rod and tongue rod. The arrangement as shown may be considered as being a right hand switch set for a right hand system. In a left hand switch and right hand system the tongue rod is connected to the opposite end of the link, assum- ing the position as shown by dotted lines.

In conclusion it may be said that within the scope of this article it is not possible to mention every condition of traffic where this or that throwing device could best be used. It may be said, however, that the aim should be in all cases to combine economy of time with the safe operation of cars. For this reason all switches in trailing should be so arranged that they need no attention on the part of the motorman. This feature has been observed in all the devices shown.

A Device for Locating Short Circuits on Feeders.

A Combination Freight Motor.

The electric locomotive of the Chicago, Harvard & Geneva Lake Railway Co., which is here illustrated, presents several inter- esting and practical features, being used for a variety of purposes. It is a combination freight motor and ballast car, and, on occasion, is also pressed into the passenger service.

The car is 32 ft. long and 8 ft. wide with cabs 8 ft. high. The frame is made in four 8-in. steel I-beams. The car was assembled in the company"s own shops. It is fitted with No. 28 McGuire trucks.

The electrical equipment consists of four G. E. 57 motors with G. E. No. K-14 controllers. The wiring is placed in a wooden box about 8 x 12 in. in section, which tits in between two of the floor I-beams. This box has a removable cover so that the wires may be easily reached and repaired. The rheostats and air controllers are overhead in the cabs.

The National Electric Co's. air brake equipment is used, with auto- matic couplers of the mountain type, arranged to swing so that they will remain coupled on curves of short radii. The car is also fur- nished with hand brakes and sand boxes. The portion of the car body between the cabs is used for carrying ballast and is arranged

A NOVEL COMBINATION MOTOR CAR.

to side dump. The car has no roof, a running board about a foot wide carrying the two trolley stands. In summer, when the traffic is heavy, the motor is used as an open passenger car by putting in benches. The motor will haul a train of from four to six gondola cars loaded with crushed gravel and sand up a 3 per cent grade, negotiating this grade very easily.

The government of Ontario is considering the establishment of a railway commission to deal with the many questions affecting the electric railways of the province. It has had under consideration the question of the enlargement of the powers of the present rail- way committee of the executive council to include electric roads.

BY ARTHUR B. WEEKS.

An annoying thing in connection with a large power plant is a short circuit on its feeders, especially so if there is no way of determining which one of several feeders is affected. If it has been necessary to stop the generators, when they are again started and the feeder switch to the damaged line is closed, unless the operator at the station affected opens his switches as soon as the current is

ANNUNCIATOR FOR FEED LINES.

cut off at the main power house, a second shut-down at the power plant will be necessary.

When the short circuit exists between a distant station and the main power house, the result is self-evident. If the feeder is provided with an automatic oil switch, this switch is supposed to take care of such cases; but even these switches have their defects when loaded to their capacity, or on short circuit. Fuses and circuit- breakers have been depended upon to some extent, but since in high potential work the arc holds on and often totally destroys the panels and almost everything in sight, such fuses have in most cases been done away with, and the alternating-current circuit-break- ers have been plugged shut.

In all of these cases it is necessary to break the fields of the alternators, either separately or by locating a solenoid in connec- tion with each field circuit-breaker, having one switch operate them all. To wait until a report is sent in means a long delay and a great loss for all concerned, especially if contracts with tenants call for rebates during non-supply of current.

If the operator should by chance see the indicating instruments of the feeder affected, he would of course know which feeder switch to leave open when starting up again ; but there are conditions under which even this is impossible.

The annunciator herewith illustrated has been in use ill just such cases as are above cited, and on short circuit, the drop falls, at once indicating the feeder affected. These annunciators should be located in the place most convenient tor operators' inspection; ami if collected in a case by themselves, the drops can be lettered "Feeder No. 1," etc. They can be wired from a low potential cir- cuit, as the wattmeter circuit, for example, one annunciator for each phase. A fuse should be in circuit with each annunciator, to prevent damage to its coils. Care should be taken that there are no loose connections in the fuse block or elsewhere, or there will be a constant chattering of the armature, and the fuse may blow from poor contact, and the drop fall. Of course where there have been no indications of a short circuit, the only thing to do is to replace the fuse and reset the annunciator.

The armature adjustment is made by means of the set screw so that the small current constantly passing will not upset the drop, and so that it will only drop when the current on the feeder is exces- sive, the arrangement being in shunt on the line. The accompany- ing cut is self-explanatory. The fiber is intended for the wire con- nections to the circuit. The -flat spring which is used to keep the armature in its upper position need not be very stiff. Screws from below maintain the several posts in position.

If on trial the coils become too hot, coils having higher resistance will be required.

Extension and Improvements of the Chicago & Milwaukee

Electric Railroad Co.

The reconstruction of the property of the Chicago & Milwaukee Electric Railroad Co. has progressed rapidly during the last year, and since the publication of a history of the extensions and improve- ments of the system in the "Street Railway Review" for December. 1904. many interesting developments have been made. One yeai ago the company had just completed its extension from Lake Bluff to Rondout, Libertyville and Rockefeller, the reconstruction and double-tracking of its entire line from Evanston to Waukegan, the installation of new power house and sub-station equipments, ex- tensive park and pleasure resort additions and the perfection of some of its operating features.

The work completed since that time consists of building a new double track line from Waukegan to Kenosha, a distance of 21.24 miles, the erection of a sub-station south of Kenosha for feeding the new line, a very handsome passenger station at Zion City at the cost of approximately $25,000, a number of standard waiting station- on both the new and old lines, a handsome office building at High- wood, and the development of the freight and passenger traffic departments.

The work now under way and proposed includes the extension of the company's system from Kenosha to Milwaukee. Wis., the road bed and track construction now being advanced north from Kenosha; the erection of a large power station at Waukegan, which will supply power for operating the entire system; the erec- tion of sub-stations at various points along the new line, and the purchase of additional equipment. The specifications call for the most modern type of interurban cars, 52 ft. over bumpers ; 9 ft. over side sills ; 37-in. seats, 26-in. aisles, seats spaced 34 in. center to center, and having a capacity for 56 people.

It is interesting to note in connection with the many improve- ments being made by this company that all work is being carried out under the direct supervision of the management of the com- pany, track and overhead work is being constructed to standards

MILWAUKEE

'I, O. NO. CHICAGO V ^LAKEBLUFF

OCKE- *^^^^*J ELLER C<^ LAKE F

MAP SHOWING ROUTE FROM CHICAGO TO MILWAUKEE.

designed by the heads of the various departments, and the con- struction work being carried out by the company's own construction department, a complete outfit of locomotives, steam shovels, con- struction cars, etc.. being owned by the company.

The most noticeable feature of the organization and development

of this property is that it has been carried out along standard steam road practices and that it is a railroad in the strictest sense of the word and not an extended street car system. The entire line is constructed on private right of way and it is not burdened with the usual complications and conditions obtaining where the

ARTISTIC ENTRANCE TO NEW OFFICE BUILDING.

road is built on the highways. Thus operation is governed by the laws that apply to steam railroad properties, and now that the line serves Illinois and Wisconsin, the handling of its business is also subject to the laws and rules of the Interstate Commerce Commis- sion. When completed to Milwaukee, which it is expected will be done before snow flies in the fall of 1906, it will be one of the best built electric railways in the countiy. The service which will be offered between Chicago and Milwaukee will compare favorably with that offered by its steam railroad competitors, the Chicago & Northwestern and the Chicago, Milwaukee & St. Paul railroads, whose rates of fare are twice as much.

Theofficers of the Chicago & Milwaukee Electric Railroad Co. are: President, A. C. Frost; vice-president, H. S. Oakley; secre- tary and treasurer, Geo. M, Seward ; general manager, A. L. Drum ; chief engineer, F. J. Geraghty ; superintendent, E. L. Des Jardins; superintendent transportation, J. P. Nannies; superintendent motive power. J. L. Matson ; electrical engineer. C. R. Phenecie ; super- intendent overhead lines, J. F. Scott ; superintendent construction, C. R. Frederick; traffic manager, C. W. Merrilies; general pas- senger agent. W. O. Kilman; auditor. A. A. Davison; claim agent, E. H. Vivian.

New Line, Waukegan to Kenosha.

The new line of the Chicago X Milwaukee Electric Railroad Co.

from Waukegan. 111., to Kenosha, Wis., was completed December

2nd, and an hourly service was then established which, since then,

owing to the large traffic, has been increased to .1 40-minute service.

10

STREET RAILWAY REVIEW

[Vol. XVI, No. i.

This division, which really begins at Lake Bluff, west of the Chicago & Northwestern right of way, extends north to Kenosha, a distance of 22 miles. The road is built entirely on private right of way not less than 100 ft. wide, both in the open country and through the cities. A maximum of .4 of 1 per cent grade and of one degree of curvature are maintained with only three such curves in the 22 miles of double-track road. All culverts are heavy cast iron or concrete and all abutments are of concrete and built for four-

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KEAR VIEW OF OFFICE BUILDING — CHICAGO & MILWAUKEE ELECTRTC R. R.

track construction, as are also the culverts. The steel bridges are capable of carrying a loaded car of 100,000-lb. capacity.

The right of way of this road was very expensive for the reason that it is an air line, and the right of way being 100 ft. wide, it was necessary to purchase or condemn 38 buildings, some of them costing as much as $16,000. In addition to the right of way, the company owns valuable depot grounds and freight yards

The equipment consists of 60 large double-truck interurban pas- senger cars. 4 locomotives, 20 freight cars; the freight business is at present handled by locomotives. The old line between Lake Bluff and Waukegan, east of the Chicago & Northwestern Ry. right of way, has been entirely reconstructed and at large expense placed on private right of way. All the new construction is built for a four-track road, two for local service and two for fast ex- press service.

For the purpose of avoiding a grade crossing, the tracks of the Elgin, Joliet & Eastern Ry. at North Chicago were elevated 13 ft., and a subway built at this point. There are a large number of standard-type overhead crossings which consist of heavy plate gir- der bridges on concrete abutments.

The roadbed is of standard steam railroad proportions built on private right of way 100 ft. wide. The entire line is double tracked with 13-ft. centers, 80-lb. T-rail, A. S. C. E. section, laid on white oak ties 6x8 in. x 8 ft. in size, spaced 24 in. center to center. The track is bonded with flexible mesh rail bonds supplied by the Flexible Mesh Rail Bond Co., while all rail joints are of the "Continuous" type. All switches are equipped with standard No. 10 rigid frogs and high semaphore switch stands furnished by the Buda Foundry & Manufacturing Co. The track is well ballasted with gravel secured from the company's pit at Libertyville.

The overhead construction consists of 35 and 40-ft. poles support- ing spans and carrying the telephone, direct-current feeder and high tension wires. The telephone line is carried on the 35-ft. poles and the others on the 40-ft. poles. The trolley wire, No. 000, is supported at a height of 22 ft. above the rails by a special hanger- ear designed by the superintendent of overhead lines of the company. The ears are designed to clinch the wire for a length of 12 in. and each ear weighs a little less than one and one-half pounds.

Sub-Stations.

The sub-station mar Kenosha, serving the road between Wauke- gan and Kenosha, is known as the State Line sub-station, and will be equipped with three General Electric 500-kw. rotary converters and a 640-ampere hour capacity storage battery. At the present time two 500-kw. converters and a 320-ampere hour capacity storage 1 lattery are bring installed.

The station is an intermediate sub-station and provision has been

made to carry into and out of the station two 33,000-volt high tension transmission lines, i-' wins in all. These lines enter the station through a high tension tower, as shown on the plan, in which tower are located the lightning arresters, disconnecting switches and current transformers. This tower is air tight for the complete height of the building from basement to roof.

The connection from the transmission lines to the bus bars is made in this tower and the bus bars run in a high tension pit be- neath the oil-cooled step-down transformers. The high and low tension leads from the oil-cooled transformers will be carried in brass pipe from the transformers to the high tension pit.

A switch track is led from the interior of the converter room to the main line of the road, so that in case of emergency a portable sub-station may be run into the station.

The special feature of the design was to make an ornamental sub- station with concealed wiring and at the same time use oil-cooled transformers with the high-tension bus bars located in the basement.

The storage battery plant furnished by the Electric Storage Bat- tery Co. is equipped with the new type of carbon regulator. A 35-ft. span traveling crane of 10,000 lbs. capacity, built by the Whiting Foundry & Equipment Co., is located in the converter room, equipped to handle machinery the full length of this room

Zion City and Standard Stations.

The Chicago & Milwaukee Electric Railroad Co. is erecting at Zion City, the home of Dr. John Alexander Dowie and his fol- lowers, a very handsome station building, which will cost, when completed, $35,000. The plan and elevation of this new station are shown in accompanying illustrations. The building is located on the east side of and facing the company's tracks.

The station is divided into three general sections, the largest of which is 60 x 30 ft. in size and is used for the main waiting room. On the south of the waiting room is a wing, 18 x 20 ft. in size, half of which is used as a ladies' retiring and toilet room and the other half for the heating plant and coal storage room. On the north is a wing, 42 x 20 ft. in size, which is used for a baggage room, ex- press office and men's toilet. The ticket office is located in the main waiting room in that portion of the building which forms the tower.

The building is of red paving brick, with window and door ledges of stone. The foundations are of concrete and all posts supporting the platforms and roofs of the platform shed are set on concrete piers. A covered platform 252 ft. long and 28 ft. wide extends along the tracks in front of the building. A platform of the same dimensions and style is placed on the opposite side of the track. A platform, 36 ft. long and 6 ft. wide, is placed at the entrance of

STANDARD PASSENGER STATION WITH PLATFORMS.

the building from a rear driveway. Ruberoid roofing is used for the platform roofs and red tile for the building roof.

A handsome brick fireplace will be built at each end of the waiting room. These will be 8 ft. wide by SZA ft. high with an opening for the grates, 4 x 3 ft. in size. The building will be lighted with incandescent lamps and heated by steam, and when completed will compare favorably with the best standard steam rail- road stations. The North Shore stations of the steam road which the Chicago & Milwaukee Electric R. R. parallels are very substantial and artistic and it is expected this new station at Zion City will be one of the most attractive along the route.

Jan. 15, 1906.]

STREET RAILWAY REVIEW

11

In 1903 a very handsome pressed brick station at Libertyville was built at a cost of $20,000. The Kenosha station shown is a standard type, but is only erected temporarily, as it is intended to erect a station similar to the Zion City station, but larger, next year. The station building proper is 24 ft. long and 12 ft. wide, and the plat- form is 72 ft. long by 18 ft. wide. These standard stations are con- structed of Georgia pine and the interior finish is of natural wood. The buildings and platforms are well lighted and the more impor- tant stations are heated by electricity, "Consolidated" heaters being used. With the frequent service afforded it would hardly appear necessary to heat these stations, but nothing has been left undone by the company to provide every convenience for its patrons.

A platform corresponding in size to the station platform is erected on the opposite side of the tracks. The platform of the station building is covered by a roof projecting two feet over the ends and is enclosed with a railing. An enclosed incline leads from the station platform to the street. The color scheme for painting these stations is green body with red roof. Seats are provided both in the building and on the platforms.

Standard stations of the design illustrated are erected at all im-

in the various offices have a wainscot of burlap about five feet high with the upper portion and ceilings tinted. In the halls and in the employes' reading and recreation rooms the wainscot is natural wood. The woodwork throughout the building is of Flemish oak and the various furnishings of the rooms are of the same material, the harmony of the furniture and fittings being quite noticeable. The entire construction is of a slow burning character and ample fire protection has been provided by installing tire ex- tinguishers about the halls and offices.

An accompanying illustration shows the floor plan for the first story of this new office building. The basement is given entirely to

ui

£|

FIRST FLOOR PLAN NEW OFFICE BUILDING, CHICAGO 5 MILWAUKEE ELECTRIC R. R.

portant stops along the entire line. There are in all between 30 and 40 of these stations, which are cleaned and swept each morning.

Office Building. The new office building of the Chicago & Milwaukee Electric Railroad Co. is located a few hundred feet south of the power house and car barns at Highwood, 111., and was completed and occupied about Sept. 1, 1905. The building is constructed of red paving brick with concrete foundation walls and gravel roof. The floors throughout the building are of hardwood, with the exception of the halls and toilet rooms, which are of mosaic tile. The walls

the use of employes, one half being used as a gymnasium and the other half for baths and locker rooms. The gymnasium is fitted with the most modern apparatus for physical culture, including chest exercisers, rowing machines, punching bags, parallel bars and jumping horses. Across the hall are located the toilet-rooms, in which have been placed two porcelain tubs and two shower baths. each being served by individual dressing rooms. Adjacent to the baths is located the trainmen's locker room. Here are installed 100 metal lockers furnished by the Chicago Builders Specialties Co. Motormen are given odd-numbered lockers, while the conductors have even numbers, the number of the employe determining the

12

STREET RAILWAY REVIEW

[Vol. XVI, No. i.

number of his locker. The lockers are arranged against the walls and in two double rows in the center of the room. Portable oak benches are placed between the rows of lockers. At the foot of the stairs leading to the first floor a bootblacking stand is placed. The floors of these basement rooms are of concrete, a number of large mats being used in the gymnasium.

In connection with the gymnasium a portion of the grounds sur- rounding the office building has been set apart for the use of em- ployes and equipped with a tennis court, trapeze, horizontal bar. jumping and vaulting bars, space for shot put, hammer throw, etc.

On the first floor of the new building are the offices of the general manager, superintendent, superintendent of transportation, general passenger agent and cashier, and additional employes' rooms. The office of the chief dispatcher is also located on this floor in the suite occupied by the superintendent of transportation. Dispatching is done by telephone, the company having its own system, with tele- phones installed in booths at the principal towns along the route. Train crews report at terminals and trains are run on schedule without orders as long as they are on time. When a train is late the crew reports to the chief dispatcher and orders are de- livered over the telephone Motormen and conductors carry a supply of train order blanks, which are used when taking orders from the dispatcher. These blanks are filled in by the crews at the

ment. Commodious and separate drafting rooms are provided adja- cent to the offices of the chief engineer and electrical engineer. The drafting rooms are well equipped, and are well lighted by large sky- lights and a large number of windows. A well appointed locker and toilet room is provided for use of the employes in the offices on this floor. The walls of the building which enclose the halls, the vault and the stairway on the lower floors extend upward, thus making a small third story. Here are located a dark room and blue printing room for the drafting departments. The fittings here include a large sink, tables, blue printing frames and a Dietzgen cylindrical blue printing machine.

A large vault, 10 ft. 4 in. x 11 ft. 6 in., extends from the basement to the roof. That portion of the wall of the vault included in the exterior wall of the building is 20 in. thick, while the other walls are 17 in. thick. The interior walls of the vault are lined with tilt- four inches thick. The basement vault is used for the storage of articles found on the cars; the first floor vault for the cashier, pas- senger and auditing departments ; the second floor vault for the en- gineering department, and the third floor vault for the claim depart- ment.

In addition to "Babcock" fire extinguishers placed in the building, the company has a complete water system of its own that serves the group of buildings located at Highwood. A number of fire

■?:| Xfi — ►— I — —

=j=2B=f

PLAN AND FRONT ELEVATION OF THE NEW STATION AT ZION CITY.

telephone booths, repeated to the dispatcher, and turned in with their daily reports at the end of the runs.

The train men's rooms on the first floor consist of a library and reading room and a smoking room. A generous number of tables and chairs, together with the library book cases make up the library furniture, and several tables, chairs and a large desk furnish the smoking room. The library consists of some five hundred volumes of standard works and fiction. These books are circulated among employes by the card system, the same as in any well regulated library. A librarian is in charge from 9 a. m. until 11 130 a. m., and from I p. m. to 4 p. m.. During these hours practically all reliefs of trainmen are made. A complete supply of stationary, includ- ing trainmen's reports, is provided at the desk in the smoking room, where a majority of the employes find it convenient to pre- pare their various reports. An assignment board is also located in the room. On this board the name of each motorman and con- ductor, printed on thin metal strips, is placed opposite the run each is to take. All the various rooms for employes were furnished and are maintained by the company without any expense to the employes.

A local ticket office is also maintained in connection with the general passenger agent's office. Well appointed locker and toilet rooms are also provided for the use of office employes on this floor.

On the second floor are the offices of the general superintendent, the civil and electrical engineering departments, superintendent of motive power, superintendent of overhead lines, and the claim depart-

plugs are placed at suitable points, as are also supplies of hose. A fire alarm system has been installed in the various buildings and alarm boxes are placed at stations about the buildings and yards. An indicator located in the engine room of the power plant advises the engineer when an alarm is turned in, so that he can speed up the fire pump, which is in continual operation at a slow speed. A fire pressure of 124 lb. is attainable.

The buildings are also served by the local water works system. Steam for heating the building is obtained from the power plant, as is also the current for lighting the building. All wires, steam mains and water mains are carried to the building in underground concrete conduits.

The building is very complete and artistic in every detail and the harmony of decorations, woodwork and furniture is especially pleasing. The architect for the building was Fritz Foltz .

Freight and Express Service.

Freight and express traffic for the entire line is handled in the office of the traffic manager at Chicago, where all rates are made and where tariffs are published. A large portion of the express business is initiated by two suburban express companies, which have contracts with the large department stores of Chicago for delivering packages as far north as Waukegan. The express cars leave Evanston each morning at 3 o'clock and reach Waukegan about 6:30, so that purchases made in Chicago up to 5 o'clock in the afternoon are delivered at their destinations the following morning.

Jan. IS, 1906.I

STREET RAILWAY REVIEW

13

The express cars arc only operated under a charter and the railway company is under no obligations with reference to delivery of ship- ments. The packages are tagged and billed by the various stores and an agent of the express company accompanies the cars on their trips over the line.

The regular express business of the railway company is handled in express cars that make four round trips per day over the entire line. The system of way billing employed for this service con- sists of a triplicate ticket issued at the time the charges are pre- paid. The original is given to the consignor as a receipt for the shipment and for the charges. One copy is forwarded to the auditor for his file and the other copy accompanies the shipment as a way bill. It is a rule of the company that all charges for shipments must be prepaid.

The crews of the express cars consist of a motorman and con- ductor. The conductor acts as express agent for the company, except on the chartered cars operated by the suburban express companies, which are accompanied by the express company mes- sengers. Although the shipments are carried to destination and placed on the company's platforms at consignee's risk, the express cars are operated on fixed schedules, and as most of the express business is regular the cars are met by consignees and shipments are taken by them direct from the cars.

This express business keeps two 34-ft. express cars busy 12

The freight business of the company has not developed as rapidly as the express business, although two locomotives are employed in handling freight trains. Connections with steam railroads are made at various points on the line as follows: At Rondout with the Elgin, Toliet & Eastern; at Libertyville with the Chicago. Milwaukee & St. Paul; at Rockefeller with the Wisconsin Central; and at Zion City with the Chicago & Northwestern R. R. The freight business consists principally of shipments originating at industries on the electric line destined to points on connecting lines One of the largest items is street material in the form of gravel which i- had at a very large gravel pit owned by the company at Liberty- ville. A large number of the towns on the line are using this material for paving and the revenue derived from hauling it is quite large, 2j^ cents per cut. being charged for the haul from the pit to any point on the line. The Libertyville trotting track is lo- cated exclusively on the line of the Chicago & Milwaukee Electric R. R. and the tracks of the company serve the stables. At certain seasons of the year the company handles a large amount of stock- to and from the race track, which is delivered to it by connecting steam lines at Rondout and Rockefeller. Other shipments handled by the freight trains include lumber, building material and rails. The freight train crews consist of engineer, fireman, conductor and one brakeman, whose duties correspond to those of men employed on steam roads. Freight rates at present are governed by the

FLOOR. PLAN OF NEW SUB-STATION NEAR KENOSHA, SHOWING MACHINERY AND BATTERY ROOMS.

hours per day. In addition to the service provided by these two express cars, passenger cars with baggage and express compart- ments are operated between Evanston and Waukegan, in both directions, at intervals of 1 hour and 20 minutes, while all trains on the Libertyville Division carry baggage and express. The trains carrying express are so indicated on the time tables published by the company.

Both freight and express tariffs are published by the company, the freight rates being based on tariffs published by competing steam lines and the express rates corresponding to those of compet- ing express companies operating over steam railroads. Special com- modity rates are published from time to time and general tariffs will be published by the company as soon as the size of the business justifies this measure. At the present time express rates are pub- lished, together with general rules regarding the handling of this business. Where special commodity rates are not published, all ship- ments in bags, baskets, cans, crates, etc., containing groceries, dry goods, produce, hardware and miscellaneous supplies, are carried at the following rates :

For packages weighing under 25 lb., 15 cents each. For packages weighing 25 to 50 lb., 20 cents each. For packages weighing 50 to 100 lb., 25 cents each. For packages weighing over 100 lb., 25 cents per 100 lb.

The usual general rules regarding the railroad company's re- sponsibility, prepayment of charges, delivery of shipments, etc . are included in this tariff.

Illinois classification, although the opening of the line to Kenosha, Wis., will necessitate the use of the Western classification on inter- state business.

Industrial and Publicity.

The traffic department serves as the industrial department of the railway company for the purpose of locating new industries on its right of way. This department works in conjunction with the husi ness men's associations of the different towns in securing factory sites for prospective manufacturers, giving more or less effort to securing industries of moderate size. The business men's as tions prefer to develop their towns with small factories rather than large ones, because the trade and business of a town is nut so much subject to fluctuation with the operation of a number of small fac- tories as with the operation of one large industry.

All matters of publicity are also handled in the office of the traffic manager. During the summer advertisements are carried in the Chicago newspapers and in the local papers of the towns along the line. These advertisements include the attractions at Ravinia Park and Ft. Sheridan Park, together with a statement concerning the frequency of the service offered by the electric line and how to reach these parks from Chicago. Billboards are also used t vertising the attractions at the parks and metal sign boards two feet square are carried on each end of the company's cars. When these are not used by the company for Ravinia Park and Ft. Sheri- dan Park attractions, the company allows persons who have enter- tainments of public interest to use them without charge.

14

STREET RAILWAY REVIEW

I Vui.. XVI. No. i

A number of very attractive time tables and folders are issued by this department from time to time. Such time tables and rates of fare for the summer season are published each year as soon as the season opens. For the season of 1905 this publication consisted of a 12-page folder, on one side of which were printed the time tables. On the reverse side were given the rates of fare, train service, special cars, and information regarding Ft. Sheridan, Ft. Sheridan Park and Ravinia Park, together with a small map of the road.

Chicago and Milwaukee Electric Railroad WEEKLY REPORT OF TICKET SALES

Thl. Report MUST be made lor each Period endlne (he 7th. Hth. list and the la,1 day <

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AGENTS REP0R1 OF TICKET SALES. ORIGINAL

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Several illustrations of scenes in the parks were also given. An- other publication of the company, which is bound in an attractive cover, is entitled "A Day's Outing on the Chicago & Milwaukee Electric R. R." This pamphlet is also descriptive of Ft. Sheridan. Ft. Sheridan Park and Ravinia Park, and includes information re- garding the golf clubs, hotels and cafes, educational, state and government institutions and lakes reached by the lines of the com- pany.

The government Naval Training Station was located last year between Lake Bluff and North Chicago, on a beautiful tract of land between the electric tracks and Lake Michigan. Plans have been completed for the buildings, which contemplate an expenditure of approximately $2,000,000, and when completed it is expected that this will be the finest naval station in the country.

Passenger Traffic Department. The traffic department of the Chicago & Milwaukee Electric R. R. was organized and has been developed along steam line practice.

a ticket report at the middle and end of each month. The informa- tion included in these reports, as may be seen from the illustra- tion, is similar to that found on the steam railroad reports. The sta- tion agents also sell tickets for the Ravinia Park theater and report the sale of park tickets in the same manner as the railway tickets are reported. There is no general admission fee to Ravinia Park when the special attraction is in the theater building, but when the enter tainment is out-of-doors, such as a band concert, an entrance fee of 25 cents is charged.

Tickets. The several types of tickets used on the Chicago & Milwaukee Electric R. R. are card tickets for single and round trips, blank destination coupon tickets, commutation tickets, and mileage coupon book as adopted by the several electric railways in Northern Illinois, In addition to these there are several special tickets, including a coupon book for school children, which is based on a rate of 3 cents for the usual 5-cent fare, and which is not good on Sundays or holidays or during the months of July and August. A special ticket is also used for the round trip to Ravinia Park and return. including admission. This is the usual card ticket with four coupons, consisting of the agent's stub, going and return portions and admission to the park. There is no reduction in the fare on this ticket and it is issued only for the convenience of patrons and to obviate congestion at the park entrance. A special ticket includ- ing dinner at the casino is also issued on such occasion as excur- sions of various organizations and special parties of large size. The latter ticket is similar to the preceding one except that it con- sists of five coupons. The five-coupon ticket is on sale only at the Chicago office of the company, where contracts are made for handling large parties.

The standard rates of fare are published in the many folders and pamphlets issued by the company. These rates appear in the form of a table.

The round trip and commutation rates are based on the single trip

rates shown in the table and are as follows :

Where the Round 10-Ride 25-Ride 50-Ride

Single Trip Trip Good Bearer Good Bearer Good Individual

1 Year

$0.90

1.20

1.70

1. go

2.40

2.80

325

3-50

No tickets are sold for rides amounting to less than 10 cents, but the fare is collected on the trains. During the summer special ex- cursion tickets are sold at much lower rates than the regular round

Ute is	10 Davs
$0.10	$0.20
■ IS	•25
.20	■35
•25	•40
30	■50
•35	.60
.40	.70
■45	.80

Year	Good 60 Davs
$2.00	$300
2.50	4.00
3-50	500
4-50	6.50
550	7-50
6.50	8.75
750	10.00
8.50	11.25

FORM

Price From

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DR.

Opening Closing

\umlnT Somber

Report

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Number

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Date

Report ' Opening M .'

rinmtter Issued

TICKET RECORD KEPT WITH EACH STATION AGENT. ORIGINAL b X 5 IN.

This department may be said to be divided into four sub-depart- ments, as follows : Passenger traffic department, freight and ex- press traffic department, advertising department and industrial de- partment, all of which are handled under the supervision of the traffic manager. Of these sub-departments the passenger traffic is the largest and requires the attention of a general passenger agent, whose offices are located at Highwood, 111. The general passenger agent is also auditor of passenger accounts and has charge of all passenger and express tickets, as well as tickets for the company's Ravinia Park theater.

Ticket agents for the company are located in each of the 22 towns served by the lines. These representatives are in many cases merchants whose places of business are near the company's stations. An agent is paid a commission upon the amount of business transacted at his office. It is required that each agent make out

trip prices. The company is prepared to handle chartered ears or trains for clubs, societies and picnic parties, and special rates are made to suit such traffic.

The train service offered by the passenger department includes a 10-minute service on the southern end of the line between Evans- ton and Ft. Sheridan, 20-minute service in each direction between Evanston and Waukegan and 40-minute service between Evanston and Kenosha, Wis., stopping at intermediate points.

When there are entertainments at Ravinia Park, special trains are run to the park from both directions. These trains also leave the theater at the close of the entertainment. The schedule for the theater trains is printed on the backs of the entertainment pro- prams and this schedule is maintained for all performances. The object of this service is to furnish convenient transportation for park patrons and to eliminate congestion on the regular cars.

December Meeting, Ohio Interurban Railway Association.

The Ohio Interurban Railway Association held its December meeting at the Chittenden Hotel, Columbus. Ohio, on Decem- ber 28th. The meeting was attended by nearly 50 members of the association and men prominently interested in the welfare of electric railways. An executive session was held early in the morning. The regular meeting convened at 10 :30 a. m., and the minutes of the November meeting were read and approved. President Spring then announced the subjects to be discussed during the day.

F. J. J. Sloat, of the Cincinnati, Dayton & Toledo Traction Co., chairman of the committee appointed at a previous meeting to sug- gest improvements in the interline tickets used by the various roads in the state, reviewed the discussion at Youngstown. He stated that he and the other members of the committee, Theodore Stebbins, of the Appleyard Syndicate, and J. H. Merrill, of the Western Ohio Railway Co., had previously suggested that the "closed-box" system, in which a receipt is issued in duplicate, be adopted, but upon fur- ther investigation they had decided that some other form was more desirable. In some cases where a large number of stations are reached on different roads radiating from one town the closed sys- tem would conflict with the local tickets and complicate the duties of the agents, conductors and auditors.

In view of these facts, and after continued careful investigation, it was the sense of the committee that the Strondberg multiple- ticket system be adopted as official by the association. This ticket is similar to the interline tickets now used by the steam roads, and bears the names of the principal stations on the various lines. In case the destination called for is not given on the form, space is left so the agent can supply the name of the town. On account of the importance of the question, it was unanimously agreed that the ticket question be discussed later in the day.

When the subject was again taken up in the afternoon a sample ticket was carefully considered and the report of the committee adopted. After some discussion a few changes in the original form were made, and the committee instructed to have samples printed and distributed to the members of the association. The suggested alterations included a time limit and the combining of the full and half fare tickets. This latter detail will be effected by printing a circle with a reader, "If half fare, punch here," thus eliminating one form.

The question of inaugurating the multiple-destination coupon ticket has long been under contemplation by the association. The ticket now used is in the skeleton form, and has been found, since the interchangeable agreement was made, to be very troublesome to make out and collect. By the use of the new form the routing of a passenger will take practically no time and the work of cancelling the ticket can be done by a single pressure of the conductor's punch. The principal arguments for this ticket were its simplicity and the ease with which it can be filled out.

The adoption of the multiple-station ticket does not, however, mean that the skeleton form will be abandoned entirely. Cases were cited where skeleton tickets were indispensable, and it was agreed that both forms should be official. The question will be discussed further at the January meeting and some definite action then taken.

President Spring next spoke of the arrangements which have been made for the annual meeting and banquet to be held at the Algonquin Hotel, Dayton, January 25. The programs prepared for this meeting and the banquet are to be of especial interest and value to traction men. It was announced that W. Caryl Ely. president of the American Street & Interurban Railway Association ; H. H. Vree- land, president of the New York City Railway Co., and T. E. Mitten, president of the Chicago City Railway Co., have promised to address the members of the association. The consolidation of the Ohio and the Indiana associations will, it is expected, be per- fected at the January meeting.

President Spring stated that after discussing the situation with the Indiana association it had been agreed that an alliance of the two associations is advisable. A committee, consisting of Presi- dent E. C. Spring, F. D. Carpenter, Theodore Stebbins. J. R. Har- rigan and J. L. Wilson, was appointed to confer with the Indiana

association committee of the same number. The two committees will meet at an early date and perfect the arrangements for con- solidation. If the plans of the committees are ratified, as is ex pected, the members of both organizations will unite at the Dayton banquet as one association.

The question of employing a permanent secretary will he dis cussed at the annual meeting. The duties have so increased tli it now, with but tlie affairs of a single association, the secrets devote a large amount of time to association affairs.

Through Car Operation

The discussion of the meeting was opened by Thedore Stebbins who suggested that some rules be adopted for the running of cars from one road over the tracks of another. Attorneys had advised that there is no law in Ohio forbidding such operation. He favored the adoption of some definite form of agreement, an agree- ment which all can depend upon. He also suggested that the asso- ciation define whether or not it was the duty of the local company to furnish men for handling the visiting cars over the home lines This question had been talked over, but on account of its importance was held over. At the suggestion of the president the matter was again held over.

In order that no trouble would hereafter be had with cars of one company passing over lines owned by another, C. W. Wilcoxon, of the Cleveland & South-Western Traction Co., recommended that clearance standards be established for the future construction of all cars.

Mr. Stebbins favored such action and suggested that all the de- tails, such as flanges, treads, clearances on the right of way. etc., should be carefully considered. Instances were cited where visiting cars were hindered in their runs by obstructions which did not in- terfere with local operation. In planning for such standards it will be necessary to take into consideration the franchises of the various companies. It is known that in many cities the franchises are not too liberal, and it will hardly be possible to alter the track to c m form to a given standard.

F. D. Carpenter proposed, on account of the importance of the question, that a committee be named whose duty it shall lie to collect information from all the lines regarding their clearances and the maximum width of car which can pass freely over their tracks. Such information should be tabulated and distributed to the offices of all connecting roads. By this means every company can decide for itself whether or not its cars can pass over another line without trouble, and if not, can make necessary changes in accordance with the standards of such roads.

After further discussion the question was referred to the subject committee with instructions to report at a lab

Advertising — The Proper Method.

A. L. Xeereamer, traffic manager of the Columbus. Delaware S: Marion Ry., opened the discussion on electric railway advertise- ments. He said that in his opinion a road can not do too much judicious advertising. The daily newspapers furnish the best way for reaching the public. He stated that short readers in the "local" columns always had brought his road the best results. In getting up special advertisements he advised against cheap work, as such advertisements are thrown aside and forgotten. Good, substantial buttons or calendars bring good results, and attractive time cards, posted conspicuously at crossings along the line, are beneficial. When advertising a summer attraction the use of billboards is one of the best ways of attracting the attention of the public. Much care should be taken in placing the boards at popular street corners and the boards should be kept in good condition.

F. J. J. Sloat said that attractive posters bring good results.

A. W. Anderson believed that most any kind of advertising brought results if the company would advertise only those attrac- tions that it actually has.

F. D. Carpenter stated the people are not yet aware they can ride long distances on electric lines. He suggested that electric

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STREET RAILWAY REVIEW

[Vol. XVI, No. i.

companies follow the plans of advertising adopted by the steam roads. This suggestion was favored by Mr. Sloat, who remarked that a large per cent of travel for distances less than 200 miles should be by the electric lines. More frequent exchange of time tables would afford better advertising for all parties concerned.

Mr. Stebbins stated that every road should have prints and maps of every other road posted conspicuously.

J. O. Wilson said that the Cleveland & South-Western Traction Co. has had better results from folders than from any other kind of advertising. Along this road folder racks are placed in all stations, so that the patrons can help themselves. Many of the folders are destroyed, but the majority of them are used to the advantage of the company.

C. M. Paxton, traffic manager of the Dayton & Troy Electric Ry., stated that every paper in Dayton carried a display advertise- ment for his company, and these bring good results. In return for the advertisements the company carries the papers for the publish- ing companies and furnishes them with transportation. Mr. Pax- ton does not believe this method of advertising helps to increase the freight traffic.

Secretary Coen stated that he believed the most satisfactory method of doing local advertising is to keep the cars and stations clean and comfortable and provide good service for the public.

President Spring said all advertisements should be plain and simple, so that the average man can comprehend them. Also that good service and clean, comfortable properties are the best adver- tisers. Bulletin boards showing maps of roads with which inter- change is made are good advertisements.

Shop Records.

J. C. Gillette, master mechanic of the Columbus. Delaware & Marion Ry., opened the discussion on shop records. His company uses the card system, but does not keep a detailed report of work- done on each job. By use of the card system, however, the cost may be obtained from the material, supply and time reports.. Each workman makes out a slip stating the amount of work done each day, and the shop foreman makes a daily report of material used. When a car is turned in for repairs a 3 x 5-in. blank car report is signed in duplicate by the motorman and conductor, one of which reports passes through the hands of the barn foreman to the office. When a complete overhauling is found necessary, the foreman fills out a duplicate report and sends the original to the head office.

From the train sheet of this road the mileage of each car is figured up at the end of each month. When the trucks are shifted from one body to another the daily slips show the date of change. Accurate account is kept and no trouble is had in determining the mileages. By this method it is not necessary to keep a big set of books, thereby saving the wages of one man. His company keeps the daily detailed report of material used, and at the end of each month the average wear and tear on wheels, trolley wheels, con- sumption of oil, etc., per 1,000 miles is recorded He stated that while this system was, perhaps, not as effective in detail as some others used, he could easily determine the average cost of each piece nf a car. The cost of brake shoes on this line varies from 50 cents to 90 cents per 1,000 miles.

A. M. Frazee, of the Columbus, Buckeye Lake & Newark Trac- tion Co. followed in the discussion. His company maintains the standard street railway classification and enters all special work- done on a car against that car. By this method the mileage of every part of the car, the wheels, axles, journals, journal bearings, etc., are carefully recorded. At the end of each month the car mileage is totaled.

L. C. Bradley, of the Scioto Valley Traction Co., said that he be- lieved the main reason for keeping records is to get at the cost of maintenance. His company carries accounts of 25 different parts of the cars. If a car is damaged by accident, the cost is charged to cas- ualty and not to maintenance, as most roads do. Cars of one class are carried under one head- and in a general wav the average cosl per 1,000 miles is kept.

C. W. Wilcoxon stated that he believes in complete shop records. In the case of a small road operating only a few cars the 1,000-mile basis may bring too small results to be of value. In order that a large road may be able to compute its accounts accurately the shop records should be carefully kept. Mr. Wilcoxon favors the card system because nf it -^ simplicity. A novel way for keeping trolley wheel records is to put a slip of paper bearing the date and hour the

wheel is put into commission, into the base of the trolley pole, and when the wheel is worn out file the slip for future reference.

Transportation — Employes and Their Dependents.

Mr. Stebbins outlined the methods used by the Appleyard Syndi- cate in issuing transportation to its employes and their dependents, After a careful study of the question, he had found that from 15,000 to 18,000 passes, aggregating from 110,000 to 125.000 miles, are used each month mi the six different properties in his charge. With the method in use he is able to ascertain who is doing the riding and where it is being done. Passes in blank form are issued, and before being used they must be signed by the employe in the presence of the conductor, who punches the stations between which the pass is used. The passes are issued to the different departments in serial form, so that by checking up at the end of each month the exact distance each department has traveled is easily computed. As each pass is turned into the office it is checked up in a manner similar to other tickets. So accurate is this system it is possible to tell how many miles and between which stations each employe travels.

Mr. Stebbins stated that his company is liberal with families of employes. The passes are issued to the superintendent, who dis- tributes them m turn to the foremen. The latter issue them to the employes as they are needed. These passes cost the company 35 cents per thousand and are found to h." cheaper than the perpetual card pasess.

Mr. Coen stated that the Lake Shore Electric Ry. issues passes in books of 50 tickets each, which expire with the year. On the back of each ticket is printed a list of towns through which the road passes. These books are dated and one is issued to each employe. By keeping a complete record of the passes it is readily ascertained if they are abused. The company is also liberal with its employes' families, and thus maintains the good will and friendship of all concerned. Trip passes for members of the employes' families arc furnished upon request.

C. W. Wilcoxon said that a company loses nothing by being lib- eral in the matter of furnishing passes to employes and their de- pendents. The Cleveland & South-Western Traction Co. issues to employes a book of passes sufficient for rides to and from work for one month. These are sent to the heads ot each department with the names of each employe written on the books. The tickets are punched between the limits of the employe's work and his home. Each foreman carries an extra book to use in case of an emer- gency. The company also gives the head of each department authority to issue trip passes to an employe's wife as often as re- quested,

A. W. Anderson, of the Dayton & Xcma Transit Co., said that employes are frequently asked to do work not especially in their line, so in return we feel it our duty to be liberal with them and their families. Our pass system resembles the systems described bj Messrs. Coen and Carpenter. The trip pass books are renewed ;i- often as they are used up. Every man gives up a ticket whenever he rides, and these are carefully checked up. When an employe's wife, father or mother wishes to ride on the line, we issue a trip pass. By this method we have obtained a set of loyal men who work for our interest.

George Whysall said that the Columbus, Delaware & Marion Ry. refuses passes over its lines only on Sundays and holidays. Begin- ning January 1st a book of trip passes will be issued monthly to every employe.

Other matters of interest were discussed and the following were voted to membership in the association : John S. Sawyer, National Electric Co.; J. Chas. Ross, general manager Steubenville Traction & Light Co. ; E. J. Davis, Columbus, Buckeye Lake & Newark Traction Co. ; Geo. Whysall, general manager, Columbus, Delaware & Marion Railway Co.; A. W. Jordan, passenger agent, Columbus, London & Springfield Railway Co.

A. W. Anderson was appointed treasurer of the association to succeed R. E. De Weese, who, on account of ill-health, is unable to attend to the duties of that office.

The meeting then adjourned until January 25th, when the banquet will be held at Dayton.

The postofiice department at Washington will install a street rail- way mail service between Stillwater and South Stillwater, Minn. There will be three mails each way daily, with one mail on Sunday.

Jan. is, 1906.]

STREET RAILWAY REVIEW

17

December Meeting, New England Street Rail- way Club.

The December meeting of the New England Street Railway Club was held December 28th at the American House, Boston. The speaker was H. W. Young, of the Boston office of the Westing- house Electric & Manufacturing Co. His subject was "Lightning Protection." An abstract of Mr. Young's address follows:

In planning the installation of lightning protective apparatus for railway systems the plans should not be decided upon until the location of stations, lines and apparatus has been definitely de- termined. It is a most serious mistake to complete plans for power stations without any regard for protective apparatus, for this equip- ment requires space for insulation, ventilation and accessibility. The location of lightning arresters should be such as to provide each separate line leaving the building with one arrester having a voltage rating slightly exceeding the voltage existing between line ;.nd ground when one of the wires of the system is grounded. This excess rating may in some instances vary from 25 to 100 per cent greater than normal. Relatively heavy insulators should be used in cases where heavy thunderstorms and strong winds are frequent. If high voltage generators supply the line directly, without stationary transformers, still greater care becomes necessary in the choice of arresters. Since the value of protection afforded in any case is directly proportional to the difference in resistance to static charges offered by the protective device and the apparatus it is intended to shield, preference should be given to those devices offering the lowest equivalent spark gaps. These spark gaps should be con- siderably lower in value than the impedance of the protected ap- paratus. The lowest equivalent air gap is that gap in inches which, when placed in multiple with the arrester, will just fail to take the discharge. .

A choke coil impedes the free passage of static discharges, but a lightning arrester should offer a very free path. In the absence of suitable arresters on a railway line, the static discharge is liable to all pass through a motor armature, probably puncturing it near the point of entry of the static into the coil, and often followed by a line current capable of seriously injuring the armature. The insula- tion of old apparatus is much more difficult to protect intelligently by arresters than that of new equipment, for there tends to come a time when the insulation is so poor that it affords a freer dis- charge path than the protective devices themselves. The ideal lightning arrester would require an equivalent spark gap of zero, allowing a static discharge to pass through it with absolutely no opposition. While this condition is not to be obtained in any com- mercial arrester, the advances in design tend toward a point where the freedom of discharge may be reasonably satisfactory.

The multigap arrester with series resistance pencils depends for its action upon the ability of the resistance pencils to suppress any short circuit current which may follow a static discharge. A second type is the multigap with non-arcing metal cylinders arranged on the "low equivalent" principle. This type has the lowest equivalent spark gap of any arrester for the service for which it is designed, and an instantaneous current carrying capacity which, while not affecting the normal operation of the system, materially aids in clearing the line of disturbances. It is specially effective in effacing surges due to grounding, short circuits, etc. The discharge also takes place too quickly to open the circuit breakers on systems where they are tightly set. The low equivalent arrester element consists of a number of small series air gaps connected to the line, having a certain number shunted by resistance. A second non-inductive resistance is placed in series at the lower end and the entire ele- ment connected between line and ground. In case a lightning dis- charge passes the series gaps, it meets opposition in the shunted re- sistance and jumps the shunted gaps, passing freely to earth through the non-inductive series resistance. The arc tending to follow the discharge is then withdrawn from the shunted gaps by the shunt resistance. Once out of the shunted gaps the current must pass through the shunted resistance, and this so reduces the current that the series gaps and the resistance can both readily suppress the arc. The single-pole type is used with the higher voltage. In the event of a hold-over with the low equivalent type of arrester, the only failure would be in the fusing of the resistance, which immediately opens the circuit.

The horn type of arrester requires some additional resistance to

cut down the flow of current on short circuits in order to preserve its life; even then its action is so slow as to impair its usefu in railway work, and for indoor service it is a very undesirable type. The resistances so far used with this type have proved to be of very doubtful value.

It is generally agreed that choke coil protection is necessary in every progressive installation. Either the static interrupter or the simple choke coil may be used in high voltage work. The former is applicable only on the terminals of apparatus between the switches and the equipment protected ; the latter may be placed directly in the line leads or in the terminal leads The placing of coils in the line leads does not allow as economical an expansion of the station or as good protection against switching strains as when the coils are placed in the leads of the apparatus. The static interrupter differs from the choke coil in the addition of a condenser between the coil and the apparatus protected. The condenser has the effect of increasing the speed of a high frequency discharge's entrance into the choke coil, with the result that the coil chokes back even more violently on account of the increase in its effective impedance.

It is very important, however, to protect impedance coils against side flashes, extending the insulation between layers far enough be- yond the wire to form strong barriers. The same construction is used with oil immersed choke coils.

Considering low tension protection against lightning, as in feeders, trolley circuits and cars: Arresters should be located so as to pro- tect the cars rather than the feeders. Experience shows that S or 6 arresters per mile will usually be satisfactory. Every car should also be equipped, even though the line may be, because any apparatus connected to the line shares with the arresters in clearing the line. The forms most generally used are the moving plunger type, the magnetic blow out, and the fixed coherer type.

An effective form of arrester for 500-volt station series consists of a set of choke coils connected to carbon electrodes immersed in a tank of water. This provides a good path to earth, although it is the cause of considerable line leakage.

Mr. Young exhibited slides of special test papers through which discharges had passed, and discussed at some length the methods employed to obtain paper records of arrester performance in actual service. Original test papers of this kind, which had been punc- tured under various conditions, were brought to the meeting for the inspection of the members.

Many inherent failures heretofore ascribed to defective protection have now been almost eliminated. Although much has been done, we are still ignorant of the quantitative measure of the forces to be dealt with. This knowledge can be obtained in large measure by the co-operation of operating companies at large. On many railway systems of the first importance we find lightning arresters of the most antique design. In many cases leads are burned off or grounds poorly made; bad rail bonding frequently occurs, and this where the rails provide the only path of discharge to the earth. No regard is given to the system as a whole and the question of lightning protection is given a haphazard and indifferent attention which does the operator no good and throws most unjust criticism on the manufacturer of protective apparatus. Of all disturbances to a system, that from lightning is doubtless the most unwelcome. It is not present the whole time and varies greatly in intensity from storm to storm. Considering the exceedingly moderate cost of protection, it is singular that so little is done. Every railway should place the matter of lightning protection in the hands of a special man, preferably a technical graduate with some experience with one of the larger electric companies. His sole duty should be to map out the system, locate arresters, see that they are in first-class condition, make good grounds, use tell-tale boxes to record their operation, etc. He should report to the manager after each storm as to the damage done to apparatus, approximate loss of revenue, remedies applied, etc. A profit and loss sheet on this score would show some surprising results. Considering the losses entailed b. armature breakdowns and repairs, the disabling of cars and de- rangement of schedules, the initial and maintenance cost of a proper lightning equipment would soon be fully warranted by the decreased repair bills, increased revenue and better service.

A trackless trolley is being constructed by the citizens of Melrose. Mass., to connect that city with the line of the Boston I1 Railway Co.

18

STREET RAILWAY REVIEW

[Vol. XVI. No.

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