Electric Railway Journal

Volume 54

July to December^ 1919

McGraw-Hill Company, Inc.

Tenth Avenue at Thirty-sixth Street New York City

Instructions for Use of Index

This index is essentially a subject index, not an index of titles, and articles treating a number of different subjects are indexed under each of them. In addition, a geo- graphical reference is published wherever the article relates to any particular railway company, or to the state matters of any particular state. The geographical method of grouping serves to locate in the index any article descriptive of practices, condi- tions, events, etc., when the searcher knows the electric railway, city or state to which the article ' applies. Groupings are made under the name oi the city in which the main office of the cfimpany is located, but an ex- ception is made in the case of electrified sec- tions of steam railroads, such entries being made direct under the name of the railroad. City or state affairs appear direct under the names of the city or state involved.

In the subject index, the alphabetical method is followed, and if there is a choice of two or three keywords the one most gen- erally used has been selected, cross refer- ences being supplied. Below will be found

a list of the common keywords used in the index to this volume. This list has been sub- divided for convenience into thirteen general subjects, but the general subject headings, shown in capital letters, do not appear in the body of the index. As an example, if a reader wished to locate an article on power- driven tower wagons he would obviously look in the list under the general subject "Cars and other vehicles," and under this caption, only "Service and tower wagons" could apply to the article in question. The reader would therefore refer to this keyword under "S" in the body of the index.

In addition to the groups of articles cov- ered by these headings the papers and re- ports from railway associations are grouped under the names of the various organiza- tions. Proceedings of other societies are indexed only in accordance with the subject discussed. Short descriptions of machine tools appear only under the heading "Repair Shop Equipment" and are not indexed alpha- betically, because of the wide choice in most cases of the proper keyword.

CLASSIFIED LIST OF KEYWORDS

ACCIDENTS AND ACCIDENT PREVENTION

Accidents (including wreclis) Accident claim department Safety-first movement

CARS AND OTHER VEHIOLES

Car design

Cars (descriptive)

Cars, one man

Motor buses

Motor cars, gasoline

Service and tower wagons

Work and wrecking cars

CAR EQUIPMENT

.\xles Bearings

Brakes and compressors

Controllers

Couplers

Current collection

Gears and pinions

Motors

Trucks

WHieels

EMPLOYEES

Employees Labor

Strikes and arbitrations Wages

Wage increases

FARES

Fare collection (including apparatus)

Fares

Fares, analysis of cost

Fare increases (actual increases)

Fare increases, reasons for

Tickets

Transfers

Zone fare systems

FINANCIAL, LEGAL AND STATISTICS Accounting

-Appraisal of railway property

Financial

Franchises

Legal

Market conditions Operating records and costs Maintenance records and costs Public service and regulative commissions

HEAVY ELECTRIC TRACTION

Heavy electric traction (general) High voltage d.c. railways Locomotives

MAINTENANCE OP EQUIPMENT

Paints and painting Repair shop equipment Repair shop practice Repair shops

Tests of materials and equipment Welding special methods

POWER

Energy checking devices Energy consumption Feeders

Overhead contact system Poles

Power distribution

Power stations and equipment Substations and equipment Third-rail contact system Transmission lines

STRUCTURES

Bridges

Carhouses and storage yards Power stations and equipment Repair shops

Substations and equipment Waiting stations

TRACK

Pavement Rails

Rail joints and bonds

Special work

Ties

Track construction

Track

Way

TRAFFIC AND TRANSPOR- TATION

Advertising Freight and express Operating practice Publicity Signals

Stopping of cars Traffic promotion Traffic surveys

MISCELLANEOUS

Management Municipal ownership Pavement Standardization Subways

INDEX TO VOLUME 54

PAGES BY WEEKS

No. 1, July 5 1 to 52

No. 2, July 12 53 to 102

No. 3, July 19 103 to 150

No. 4, July 26 151 to 206

No. 5, Aug. 2 207 to 266

No. 6, Aug. 9 267 to 308

No. 7, Aug. 16 309 to 368

No. 8, Aug. 23 369 to 420

No. 9, Aug. 30 421 to 462

No. 10, Sep;. 6 463 to 508

No. 11, Sep.. 13 509 to 552

No. 12, Sept. 20 553 to 606

No. 13, SepL 27 607 to 682

No. 14, Oct. 4 683 to 704

No. 15* Oct. 11, (Report

Number) 1 to 130

No. 15A, Oct. 11 705 to 742

No. 16, Oct. 18 743 to 780

No. 17, Oct. 25 781 to 812

No. 18, Nov. 1 813 to 848

No. 19, Nov. 8 849 to 880

T.T on ( Nov. 8, 15, and 29 I aaa No. 20. c n iQ °°1

I Dec. 6, Dec. 13 )

No. 21, Dec. 20 967 to 1028

No. 22, Dec. 27 1029 to 1070

*The publishers recommend that this Report Number be bound as an appendix at the end of the volume, as suggested in the notice about binding on page 705 of this volume.

Accident Claim Department :

— Claim adjuster's views on car operating econ- omy [Giltner], 1045 — Discussed by Pacific Claim Agents Assn., 70 — Experience with one-man cars [Dixon], 730 — Psychology of claim adjustments [Handlon], 157

Accident Prevention :

— Comments on accident prevention campaigns [Proctor], 724

— Comments on safety-first movement. 510

— Co-operation of employees, '281

— Discussed by A. E. R. C. A., 718

— Discussed by National Safety Council. 790

— Human factor in safe operation and mainte- nance of rolling stock [PhilUps], 793

— London's buses [Jackson], *830

— Methods in Philadelphia discussed liefore Federal Electric Railways Commission, r94

— Nationalization and standardization of acci- dent prevention [Reid], 791

— Phila-delphia Rapid Transit Co., school children campaign, *399

— Safety before and after the war [Schneider], 791

— Safety first campaign in Rochester [Mc-

■ Dougall], 733 — Safet.v organizations needed by every electric

railway [Proctor], 793 — Safety problem discussed by Pacific Claim

Agents Assn., 69 Accidents :

— Comments on, by A, E. R. T, & T. Assn,, r55 — Co-ordination of safety between transporta- tion and equipment departments [Jeffries]. 694

— Discussed by A. E. R. C. A„ r83

- — Electric railway hazards — causes, effects and

remedies [McDougall], 693 — Fixed schedule for injured persons other than

employees [Tynan] . 731 — Liability limitation advocated. 718 — Minimized by one man cars [Walker], 163 — Norwich, Conn., statistics 1917-1918. *281 — Relation of speed to [Bennett], 733; [ Car- penter 1. 733 — Telephone control system of assistance, '398 Accounting:

— Accounting for depreciation [Jirgal] , 799

— Accounting measures to meet business depres- sion in the industry [Sailers], r37

— Clerical work of figuring coasting percentages [Johnson], '377

— Preparation of data in connection with rate cases [Bitting], r39

— Milwaukee zone fare methods, '619

— Ticket department. Great Britain, London County Council [Jackson], '374

Accounts, Standard Classification:

— Report of Committee of A, E, R, A, A„ r85

Advertising:

• — Advantages of continuity [Wright], 387 — Comments on national campaign, 608 — Comments on quality advertising, 608 — Discus,sed by Illinois Elee. Rys. Assn., 159 — Effect upon reduction of accidents [Wright], 287

— For traffic [Buffe], '663

— National advertisers can help [Boyce], c696 • — $3,000,000 notes sold over counter in Mil- waukee, 734

Akron, O. :

— Northern Ohio Traction & Light Co,:

One day strike causes suspension of local union president, 133 Amalgamated Assn.: — Comments on decisions, 609 — Comments of Mr, Huff on, 44 — Sixteenth convention, 537

Anici-ican Association of City Representatives of Electric Railways:

— Constitution and by-laws, 735

Amei-iean Electric Railwa.v Accountants Assn,:

— Annual convention, *r85

American Electric Railway Association :

— Ainmal convention, *r3, r43

— Committee of One Hundred, organization, 33; Prcigram, 54, 80; Report, r50; Work sum- marized. 943

— Federal Electric Railways Commission (see Federal Electric Railways Commission)

— Increase in dues approved, 1009

— Income and expense statement, for 1918-1919, 1010

— Mail pay (see Interstate Commerce Commis- sion )

— Mid-Year meeting:

Comments on, 1039

Program, 1050 — Report of committees, r43 — Report on federal legislation, r45 — .Revision of dues. Comments on, 881 — Status of manufacturers. Comments on, 510 — Valuation committee report, 333 American Electric Railway Claims Assn,; — Annual convention, *718, r83 — Comments on efforts to reduce accidents. 705 American Electric Railwav Engineering Assn,: — Annual convention, •rf)9 — Committee assignments, 738 — Committee on standards. Meeting, 444 — Equipment committee, meeting of, 33 — Standards, Status of [Cram and Brown],

•507; [Welch], 933; [Chance], 931 American Electric Railway Manufacturers

Assn. :

— Annual convention, r86 — Association dissolves. r87

American Electric Railway Transportation &

Traffic Assn.: — Annual convention. •r53 American Gear Manufacturers Assn. : — Semi-annual meeting. *889 American Institute of Electrical Engineers: — Limitations in steam-turbine design, *933 — Size of turbo-generator units, 882 American Light & Traction Co. (see Muskegon,

Mich,)

American Public Utility Co. (see Grand Rapids, Mich,)

American Railroad Assn,:

— Adopts overhead crossing specifications, 944 — Flat spots on wheels and worn axle collars

discussed, 83 American Rys, (see Philadelphia, Pa.) American Society for Testing Materials: — Annual meeting, 35 Anderson, Ind,: — Llnion Traction Co.:

Rehabilitating track joints with an arc welder, *S3

Receiver requested, 700; Receiver denied.

Appraisal of Railway Property:

— Comments on. bv A. E. R. A., r44

— Companies should know value of properties.

Comments on, 883 — Diseussed before Federal Electric Railways

Commission. rlO.3 — Economics and equity in valuation [Cooke],

911

— International Ry.. Buffalo. N. Y.. 90

. — Inventorying materials and supplies [Yung-

bluth]. 'SIS — Pittsburgh Rys., 400. 436, 1017 — Principles of valuation stated b,v A, E. R.

A,. 333

— Reproduction cost method. Diseussion of. 208 — Valuation and accruing depreciation [Kealy], .530

— Valuation of electric railway properties [Tay- lor], 128

— Valuation to be determined by disinterested

body [Sidl], rl39 Argentine :

— An'rlo-Argentine Tramway, Ltd,:

Earnings, 453 Ashes :

— Handling bv steam conveyor vs. manual labor, 30

— Losses due to combustible in refuse, •1006 Atlanta, Ga. :

— Georgia Ry. & Pr. Co.:

Considers one man cars, 961

B

Auburn, N, Y,:

— Auburn & S,vracuse Elec. R.R.: Pare situation, 546

Auditing ;

— Detroit, Mich,, situation, 698 Aurora, 111.:

— Aurora. Elgin & Chicago R.R,: Receivership, 409

Australia:

— Brisbane, Graduated fare system [Badger], •481

— Melbourne lines prosperous, 954

— Melbourne Suburban Railwa,vs electrified, ^903

— Prineiple of differential wages in awards

[Pringlel, •c943 — Zone fare system [Jackson], 434

Axles :

— Reclaiming worn motor axle bearings, 505 — Repairing worn axle collars Vj.v welding, 83 — Standard design of [Chancel, 933

Baltimore, Md, :

— United Rys, & Elec. Co.:

Car vestibuling, 933

Fare increase granted, 736

Wage increase, 407 — Wa,shington, Baltimore & Annapolis Electric R,R,:

Revenues jumped 86 per cent, 138 Bay State Street Ry. (see Boston, Mass,) Bearings :

— Bearing jig for locating dowel pin holes, 390

— Insunjig prooer fits [Dean], 759 — Reclaiming worn motor axle bearings, •565 — Standard design of journals and journal bear- ing keys [Chance], 933 — Standardizations discussed by American Elec- tric Railway Engineering Assn,, •r77 Beaver Valley Traction Co, (see New Brighton,

Pa,) Belgium :

— Electrification proposals [McCallum], 474 Berk,shire Street Ry. (.see Pittsfield, Mass.) Binghamton, N. Y,: — Binghamton Ry.:

Fare increase barred, 957 Birmingham, Ala.: — Birmingham Rv.. T;t. & Pr, Co,:

One man cars, 1064

Wage increase and eight-hour day sought, 351

Boston, Mass.:

— Bay State Street Ry. (see Eastern Massachu- setts Street Ry.)

— Boston Elevated Ry.:

Boveott and strike follow increase in fare, 198

Eight hour day and wage increase grant- ed, 190

Fare situation, *547

Financial statement for ,Tnne. 397

Investigation by special commission, 445

Plans for operation without telephones [Danal, '33

Statement for quarter ending Sept. 30, 733

Strike of car men, 134

Ten-<'ent fare, 4.5 ... — Comparison of investments in transit facilities

Philadelphia and Boston. 1001 — Eastern Massachusetts Street Ry. :

Commutation ticket, 077

Declares war on jitneys 593

Fare collection register. Hearing on, 413

Fare collection hand register prohibited for open ears, 598

Fare increase, 44

Monthly tickets, 600

Program with 100 one-man cars, 733

Report of operation by Board of Trustees, r90

Resumes service in Lawrence, 948, 1056 Service to cease in Lawrence unless jitney

curbed. 877 Strikes threatened, 538

Transporting shipyard workers at Quincy [Conant], •Ol

— Former Commissioner Eastman testifies, 591

— Middlesex & Boston Street Ry,; Ten-cent fare, .303

— Motor bus service proposed. 456

— Policemen's strike. Comments on, 553

Brakes and Compressors:

— Causes of brakeshoe wear, *938

— One man car used by Brooklyn Rapid Transit Co.. ^786

— Portable air compressor. ^930

— Regenerative brakins- with single-phase com- mutator motors, *910

— Standard design of brakeshies, brakeshoe heads and keys [Chancel, 931

— Standardiz.atinn of brakeshoes discussed by A. E. R. E. A„ r79

— Troubles, *340

Braking: , . , ,

— Transference of load m cars while braking

[Burke], ^750 Brazil :

— Brazihan Traction, Lt. & Pr. Co.:

Income account for 1918, 596 British Traction Co. (see Great Britain) Brockton & Plymouth Street Ry, (see Plymouth,

Mass, ) Brooklyn, N, Y.; — Brooklyn City Ry. :

Extra fare charge abandoned, 963

Problem of deficit, 951

Stock, Condition of, 805 — Brooklyn Rapid Transit Co,:

Certificates offered, 451

Eight cent fare recommended by Stone &

Webster, 843 Electrically heated oven installed, • i-tb One-man cars. Details. *7S4 Receiver appointed, 138 Rentals in default, 676 Situation of security holders, 955 Strike unhistifiable, 367 Strike, 395 Strike settled, 353 Surface lines segregated, 737 Transfer case, 876 Two-cent transfer authorized. 199

Buffalo, N, Y,:

— International Ry.:

Appraisal of railway property, 90

Fare increase situation, 456. 598

Court of Appeals decides PubUc Service

Commission can raise rates. 143 Public Service Commission grants fare in- crease. 876 Publicity campaign. 36

Buildings and Structures:

— Discussed by A. E, B,. E, A,. r78

. — Standardization of [Cram], 567

Abbreviations: •Illustrated, c Communication, r Page in Report Number for Oct. 11. READ THE INSTRUCTIONS AT THE BEGINNING OP THE INDEX

IV

INDEX

[Vol. 54

Camden, N. J.: , , , ,

, View of the New Jersey zone plan [Bleakly J,

1-126

Capitalization: „, , ■ „ •,

Discussed before Federal Electric Railways

Commission, rl02 , ,

■ — Recapitulation, Comments on [Becker], rl26 Capital Traction Co. (see Washington, D. C.)

Car Construction: , . ^ i. Fabrication of cars in Detroit United shops,

•863. *920 — Light weight:

Tendencies toward, 105 — Making over open cars for prepayment fare

collection, '113 — Standard units, Comments on, 465 — Steel pilots for all year service, *939 Car Design :

■ — Car weight. Comments on, 883 — Car weight reduced 50 per cent [Dehorel, •915

— Changes in Kansas City Safety car design, *998 — Construction features of Detroit cars, '863; 930

— Double-end pay-as-you-pass cars, *83 — Interchangeable roofs on Detroit cars, *863 — Italian car design experience, •909 — London, England, Metropolitan District Rail- way's cars, '345 — Longitudinal seats vs. cross seats. Comments on, 423

— Motor car used for subway operation in

Madrid, Spain, '21 — One man cars used by Brooklyn Rapid Transit

Co,, ^784 — Spring operated trap door lift, 1046 — Transference of load when braking [Burke],

•750

Carhouses and Storage Yards: — Chemical fire protection for the car-storage yard, ^753

— ^Protection from fire. Comments on, 815 Cars:

— One man:

Adaptability to zone fare system, 162 Advocated by Beeler, 538 Atlanta, Ga., Considered, 961 Birmingham. Ala., 1064 Change boards, ^342

Cl:inn agents e.xperience [Dixon], 720;

[Winsor). 721 Cost of maintenance. Comments on, 883 Davenport, la., earnings in [Roderick], 26 Details of cars used by Brooklyn Rapid

Tran.sit Co., '784 Devices to speed up operation, 308 Discussed bv Amalgamated Assn., 762; A.

E. R. T. & T. A., 1:54; Beeler, r, 124; C.

E. R. A., ^63; 64; Greenland, 67. 68;

Illinois Elec. Rys. Assn., 160; Iowa Elec.

Ry. Assn., 762; Jackson, rll7; Kealy,

r31; Moore, 131; Thirlwall, 233; Walker,

101, 662; Wells, r36, 983 Earnnigs in various localities [Wells] 983 Exprriences in Virginia. ^430 Greater safety with less labor, 53 Kansas City :

Change in design, •998

Successful [Kealy], r31 Labor, Comments on, 370 Los Angeles, Cal,, Advised by commission,

959

Mirror for interior view. 348 Moving picture film to illustrate operation, •667

Negro problem solved in Richmond, 842 Objection answered [Wells], 983 One hundred ears ordered by Eastern Mas- sachusetts Street Ry.. 732 Operation discussed by A. E. R. T. & T. A., r58

Race segregation not found difficult in

Raleigh. N. C, 877 San Diego, Cal., Urged by Commission, 961 Service and jitney competition [Cliflord],

r35

Solution for many difficulties, 209 Standardization [Wells], r36 Standardization, Comments on 743 Stimulate summer riding, 153 Terre Haute. Results in [Walker]. 161 Cars:

— British Electric Traction Co. cars, description

of types [Jackson], *lo6 — Car speed and equipment in Great Britain

[Jackson], 432 — Melbourne (Australia) Suburban Railways.

•906

— Time of passenger interchange on double end

vs. Peter Witt cars [Sullivan]. •656 — Types used in Portland. Me., •623 — (See Work and Wrecking Cars.) Carolina Pr. & Lt. Co. (see Raleigh, N. C.) ■ Central Electric Ry. Assn : — Boat trip. 1 — Pall meeting, ^989, 1039 — Summer convention, 25 — Summer cruise, *63

Central Metropolitan Railway of Madrid (see

Spain ) . Charleston. W. Va. : — Charleston Interurban R.R.:

Fare increase sought, 678, 1393 Chicago, 111, : ' — Chicago Elevated Ry.:

Coasting results [Johnson], '277

Chemical fire protection for the car-storage yard, '753

Communication to Federal Electric Railways Commission, e236

Chicago, 111. (Continued) :

— Engineers report on earnings. 1016

Improved lubrication with changed motor axle boxes, •757

Lines tied up by strike, 249

Strike settled, •293

Wage and fare increase situation, 134, 189, 360

— Chicago, Milwaultee and St. Paul Ry.:

Cascade electrification. Comments on, 783, 815

Locomotive tested, •827 Watt-hour meter. Duplex dial, •403 — Chicago Surface Lines :

Commission orders reduced rate, 958 Commission refuses to suspend 7-cent fare, 842

Fare increase showing returns, 700 Lines tied up by strike, 349 Strike settled. •293 Valuation filed, 542

Wage and fare increase situation, 134, 189, 361, 7.38

— Fares in Chicago, Cleveland and Philadelphia

compared [Busby], 795 — Municipal ownership urged by mayor, 535,

769

— Public takes an interest in wage increase, 207 Cincinnati, O. :

— Cincinnati & Columbus Traction Co. abandons lines, 496

— Cincinnati, Lawrenceburg & Aurora Electric Street Ry.: Cutting down operating expenses [Dehore], •915

— Cincinnati Traction Co.:

Elements of franchise [Draper]. 'rlS — Ohio Elec. Ry.:

Awarded judgment, 772 Circuit Breakers: — Erratic setting, 749 — Open air exhaust, ^487 Cities Service Co. (see New York City) City planning:

—Effect of fares on discussed by Dr. Whitten, 831

Claim adjustment (see Accident Claim Depart- ment). Cleveland, O. :

— Cleveland and Youngstown R.R.:

Inspected by Cleveland Engineering Society, 590

- — Cleveland Railway Co. :

Arbitration increase dividend, 1018 Disposal of new issue of stock, 104 Operating statistics compared with Phila- delphia and Milwaukee, 1918, rllO Service-at-cost plan. Operation of, 172 Wage dispute, 38, 85

Elements in a satisfactory substation build- ing [Lloyd], ^833 — Pares in Chicago. Cleveland and Philadelphia

compared [Busby], 795 — Lake Shore Electric Railway System:

Income statement and operating statistics, 1917-1918, 543 — Public Service Commission :

Comments on railway situation, •383 — Railway situation discussed by Sect'y Baker,

339

— Rapid transit report, '71

— Transit plans for future traffic, 1013, 1054

Coal:

— Arrangements made for coal supply, 768

— Consumers urged to stock coal, 204

— Cofiveyor at New Haven Power Station

[Wood], ^312 — Economical handling of (Finn.), 1047 — Plan to combat coal famine. Comments on, 968 — Prices up, quality dovni [Emery], '396 Columbia, S. C. ;

— Columbia Railway, Gas & Elec. Co.:

Fare and wage increase, 142

Offers to sell to the city, 946 Columbus, O. :

— Columbus Ry., Pr. & Lt. Co.:

Fare increase defeated, 414

Strike settled, 535 Commutator Slotter: — Device, *347

— Device for use with double-spindle lathe, •578 Competition :

— Are high costs of service likely to develop

permanent competition [Palmer], r9 Compressors (see Brakes and Compressors). Concrete :

— Use of fine-grained sand, 760 Connecticut :

- — Connecticut Public UtiUties Commission: Comments on railway situation, 333 Report. 592

Connecticut Co. (see New Haven, Conn.)

Constabulary :

— London buses special constabulary [Jaskson], •831

Contracts for Joint Use of Track:

— Obligations discussed by T. & T. Assn., r66

Controllers:

— Troubles, .341, ^577 Cost of Living: — Changes 1914-1919, 438 Couplers :

— Standard design of automatic couplers

[Chance], 931 — Swing of radial coupler on curves [Seelar],

•488 Credit :

— Discussed before Federal Electric Railways

Commission, r9T, rll2 Cumberland County Pr. & Lt. Co. (see Portland.

Me.)

D

Dallas, Tex.: ■ — ^Dallas Ry. :

First surplus under service-at-cost franchise, 1019

Municipal ownership recommended, 291 Sei-vice-at-cost plan, Operation, 173, 430, 713; deficit, 952

Davenport, la. :

— Clinton. Davenport & Muscatine Ry. :

Officials arrested for suspending service, 674

— Tri-City Ry. :

Earnings of safety cars [Roderick], 36 Fare increase situation, 86, 93, 413 Strike settled, 352

Tie nipper for reducing spiking difficulties, •891

Denver, Col.:

— Denver Tramway Co.:

City to regrant temporary six-cent fare, 139

Fare collection [Doty], 40

Fare situation, 95

Mayor signs six-cent fare ordinance, 871 Traction issues at special election defeated, 730

— Fare situation. Comments on, 781 — Referendum a failure in deciding fare situa- tion, 814 Depi-eciation :

— Accounting for depreciation [Jirgal], 799

• — Accrued depreciation discussed by valuation

committee. 324 — Comments by former Commissioner Eastman,

591

— Valuation and accruing depreciation [Kealy], 530

Des Moines, la.:

— Des Moines City Ry. :

Adjuster for gear-case cover springs, *566

Fare and wage situation, 354

Open air exhaust for circuit breakers, '487

Portable rivet heater, ^488

Reclaiming worn motor axle bearings, '565

Strike settled, 446 — Inter-Urban R.v, :

Car maintenance records facilitate work [McMahon], 'lig

Detroit, Mich.:

— Bond issue urged, 1054

— Council upholds Mayor's opposition to service-

at-eost. 1013 — Council wishes to negotiate with Detroit

United Ry.. 951 — Detroit United Ry. :

Completing audit. 698

Construction features of new cars, •863

Fare increase, 360

Mechanical aids in handling fares, '317 Restrained from increasing fare, '736 Sei-vice.at-cost recommended by Board of

Street Railway Commissioners, 730 Shop methods used in building cars, ^921 — Mayor disagrees with commission, 802 — Rejects Tayler plan of railway operation, 872 — Service-at-cost plan for fare arbitration, 84 — Subway situation, 248, 673, 699 District of Columbia;

— District of Columbia Public Utilities Commis- sion :

Comments on railway situation, 331

Education :

— University endowment campaigns. Comments on, 684

Eastern Massachusetts Street Ry. (see Boston. Mass.)

East St. Louis, 111. : — East St. Louis Ry.:

Fare case valuation, 841 — Southern Traction Co. :

Security holders seek redress, 953 Electrification (see Heavy Electric Traction) Empire State R.B. Corp. (see Syracuse, N. Y.)

Employees :

— Anti-strike bill killed in Mass., 1014

— Conductors point-of-view of car operating

economy [Connely], 1042 — Conductors to be instructed by traveling

agents in Los Angeles, Cal., 807 — Contracts with, discussed at Washington

hearing, rlOO. — Co-operation in zone-fare system, Connecticut

Co.. 857

— Co-operation of employee and employer. Com- ments on. 684

— Co-operation of the public, company and the men, 105

— Co-operation with company, London's buses

[Jackson], •820 — Courtesy campaign started in Indianapolis,

877

— Dispatcher's view of car operation economies [Harris], 1044

— Effort of Twin City Rapid Transit Co. to make men citizens, •279

— Headquarters in Chicago, ^442

-^How a motorman can help in car operating economy [Sunderland!. 1042

— How the master mechanic looks at car oper- ating economy [Seullin], 1044

— Line seniority to continue in Kansas City (Mo.), 257

— London County Council Tramways shares coal saving with car operators, 214

— Operating department's training school, Loh- don's buses [Jackson], ^823

— Refuse ownership in Reading, Pa., 836

Abbreviations : *Illustrated, c Communication, r Page in Report Number for Oct. 11. READ THE INSTRUCTIONS AT THE BEGINNING OF THE INDEX

July-December, 1919]

INDEX

^C?lse„tLuon""i^"mkna.ement discussed by -Re^ScS' "^h^on of union contract in _Se?tiS a"Snsf union in Los An.eles. 493 —sirvic-e code in New Brighton.^ Pa., 503

Street inspeetor [Dana I, .17,-

-Ti-aininK of welders Comments on, 968

Wasea extorted under threat. ^07 m t

—Welfare work, Comments on, by T. & T.

—W^mln' wkers, on electric railways dis- annearins in N'ew Tork City, 838

-Workin? hours of motormen and conductors in Philadelphia [Mitten], crllO

— (See also Labor)

Energy Checking- DeviX'es;

=K':s£uTTn- S Britain and Ireland, .521

Watt-hour meter. Duplex dial, 'iO^i

Enererv Consumption: rT„v„ —Coasting results on Chicasro Elevated [John-

— Energy saJhig campaign. Springfield Street Ry., 34R ,

Light weight cars [Greenland], 68

—London County Council Trarawiys shares with employees saving in coal due to more effi- cient car operation, *314

— Safety cars [Roderick],

Energy-Saving Devices: „ ^ , _ .

—Comments on, by T. & T. 4ssn., r54

Co.

^Bendin? a'nd straightening social work, »569

Fairmont, W. Va.:

— Monongahela Valley Tractic

Fare increase. 144 , . , ,

Heavy freight service o^ a single-track, high-speed passenger lii^ r'-'-'-i

—Car fan used by New Yoik Municipal Ry.

Corp., ]009 Fare Box Vaults: — Safe for, •758 , Fare Collection: . I .

Boston Mass., Hearing on R(bke register, 413

— Change boards on one-man crs '343

Collection and registration o fares discussed

by T. & T. Assn., r61

Collection of zone fares [Kummerlin], r68

— Comments on [Nash], 651 —Comments on by A. E. R. T,& T. A., r54 — Comments on improvements, 706

Denver, Col., Methods [Dot], r40

— Discussed [Sullivan], '6 5.3^

Efficiency of fare box [Suuian], '655

Fare registering and ticketllssuing devices,

•669 I — Great Britain [Jackson], 43g

Hand register prohibited for>pen air cars m

Mass., 598

Making over open cars for jirepayment fare

collection, *113 [ — Mechanical aids in sortina and wrapping

used by Detroit United RyJ*317 — Methods with frequent o&nges in rate

[Doty], r40 — Milwaukee. Zone fare collec m. 'eie — Newark, N. J., Zone fare, '40 — Portland, Me., methods, •6! — Springfield. Mass., methods. '33 Systems compared at Wasligton hearings,

•376

Ticket issuing machine for fare collection,

•345

— Zone fare scheme in New J^ey, 383

Pare increases : 1

— Auburn, N. Y., situation, 5

— Baltimore, Md., granted, 736

— Binghamton, N. Y.. barred, ir

— Boston. Mass.. situation, 44, i, 302. •547

— Boycott and strike follows f ; increase, 148

Brooklyn, N. Y., abandons e:'a fare charge,

963

— Buffalo, N. Y., situation. 14

■Charleston. W. Va., sought, (J, 1066

456, 598. 876

61, 738, 843,

Utilities Com-

•468

— Chicago, 111., situation. 189, 958

— Columbia, S. C 143 — Columbus, 0., defeated. 414 — Connecticut. Report of Publ

mission. 593 — Croydon. England, Effect of — Davenport. La., situation. 86 — Denver, Col., situation, 139. — Detroit, Mich., situation, 360 — St. Louis, Mo., situation, 50 — England. Leeds [Jackson] — Gary, Ind., granted, 875 — Great Britain, Effect of [Jaclii], 433 — Great Britain, London CouniCouncil, three

section penny stage with rifractional fare

tickets [Jackson], ^370 — Holland, 80-100 per cent incite during war,

315

— Kansas City, Kan.: Arbitra 776

— Eight-cent fare, 303 — Granted by Court, 957 — Massachusetts situation [Ma^d], 438 — Milwaukee, Wis.:

Granted by Wisconsin Rail d Commission, 891

Seven cents. 808 — Muskegon, Mich., service stinded, 363 — Necessity discussed by Pennsjania Assn., 14 — Newark, N. J,

History of recent fare incr|es, 383

Serven-cent flat rate, 1022 — New York City situation, 50646, 701, 738

ackson ] , 3. 412 SO. 871 36 599

recommend.

Fare Increases (Continued) : — Norfolk, Va., six-cent fare sought, 301 — Omaha, Neb., 363

— Pennsylvania, Court sustains fare increase, 197

— Philadelphia, Pa., earnings, 167 — Pittsburg, Pa., earnings, 165 . — Pittsburg, Pa., on basis of valuation, 93 — Portland, Me., earnings, 166 — Portland Ore., Urged to save company from

bankruptcy, 1031 — Providence, R. I., situation, 413, 703 — Quincy, 111., seven-cent fare, 96 — Racine, Wis., fare decision in abeyance, 843 — Results in several localities, 15 — Rochester, N. Y., fare decision stands, 737 — Roslyn, N. Y., situation, 738 — Saginaw, Mich., voters approve fare increase,

776

— St. Joseph, Mo., 1031

— Sherbrooke, Can., People vote favorably, 677 — Sought, 776 — Syracuse, N. Y., 143 — Value of good service, 1 — Vancouver, Can., situation, 600 — Washington, D. C, situation, 142, 736 — Waverly, N. Y., seven cents granted by P. S. C, 197

— West Virginia, situation, 645 Fare increases. Reasons for: — Assets must be consei"ved [Sailers], r38 — Comments [Storrs], 176 — Credit and cost of capital [Sisson], 178 — More passengers better than too high fares

[Thomas], c737 — Politicians try to befog the issue, 510 — Ten-cent fare. 303 Fares:

— Adjustment of charges [Jackson], 436 — Basis for fares, 15

— Can service costs be collected from traveUng

public? [Mortimer], •rl4 — Comments on [Becker], rl24 — Comments on fare question [Hedges], •r8 — Commutation tickets in Pall River, Mass., 677 — Continuance of 5-cent fare in Philadelphia

[Mitten], crlll — Des Moines, la., situation, 355 — Effect of changes in fare scheme [Mortimer],

rl6

— Effect of dead capital on, *1001

— Effect of ten-cent and seven-cent fares dis- cussed before Federal Electric Railways Commission, 3.39

— Fare scheme must keep traffic cream, 465

— Increased fare movement :

Consumer must pay the cost. Discussed by Central Electric Railway Assn.. 65

— Motor bus fares in London, England [Jack- son], '708

— New York State, Reports from different cities,

689

— One dollar weekly pass In Racine, 503 — Pennsylvania Commission says public must

understand service versus revenues, 369 — Philadelphia & Milwaukee situation discussed before Federal Electric Railways Commis- sion by Mr. Mortimer, rl08 — Plans suggested before Federal Electric Rail- ways Commission. 3.37 — Political issue in Massachusetts, 769 — Public pay deficits by taxation [Maeleod], 439

— Public Service Railway (see Newark, N. J.)

— ^Pyschological vs. mathematical means of in- creasing receipts. 949

— Questionnaire of Federal Electric Railways Commission, 673

— Readiness-to-serve system [Nash], ^647

— Rush-hour vs. oft-liour passenger, c349

— Sell transportation in small quantities, 389

— Views on fare question, 960

— Tickets used b.v British Electric Traction Co. increase travel [Jackson]. •155

— Unit fares discourage short hauls [Jackson], 393

— Wage and rate problems inter-dependent, 369 — Zone fares (see zone fare systems) Fares. Analysis of Cost: — Comments on [N'ash], 647

— Comparisons based on insuflJcient data are

useless, 851

— Discussion before Federal Electric Railways

Commission, 163, 165, 338 — Eight-cent fare recommended for Brooklyn,

N. Y.. 843

— Estimates of Wisconsin Railroad Commission, 891, 893

— Fares in Chicago, Cleveland and Philadelphia

compared [Busby], 796 — Five-cent fare may be possible by reducing

certain operating costs [ Rifenberick ] , (36 — Five cents will pay for only a five-cent ride,

783

— Flat fare system summarized, 610 — Flat rate vs. zone fare from city planning

standpoint, 831 — Net result of the 5-cent fare [Bibbinsl. *570 — Phil.Tdelphi,a conditions anal.vzed, '999 — Pre-war conditions versus today [Doolittle],

r9

— Public utility rates discussed by National Association of Railway and Utilities Com- missioners. 826

— Synchronizing revenues with wage increases in Wisconsin, 967

— Ten cent fare necessary In Pittsburgh, 257

Federal Electric Railways Commission :

— Appointment, comments, 103

— Comments on hearings, rl, 153. 311. 369

— Communication from Chicago Elevated Rall- w,a.vs in regard to electric railways, c236

— Communication from T. E. Mitten, crlll

■ — Communication from Thos. A. Edison in re- gard to electric railways. c229

— Correspondence on Washington Testimony, 907

Federal Electric Railways Commission (Cont.) : — Facts that should be brought out [Ainey],

— Hearings from July 15 to July 18, ^124 — Hearings. July 17-33, '163 — Hearings, July 33-25, 238 — Hciirings, Aug. 11-Aug. 19. 329 — Hearings, Aug. 13-Aug. 15, '374 — Hearings, final •r93 — Oigauization and plans, 20 — President expresses opinion on hearings be- fore, 240 — Questionnaire, 573

— Statistics, Distribution of capital stock, 438 — Statistics on electric railway industry, •181 — Summary of electric railways case, 284 Financial :

— Benefits of a consolidated system not always

appreciated, 707 — Cost of financing discussed in Pittsburgh

valuation report, 437 — Credit and cost of capital [Sisson], 178 — Depreciation of electric railway dollar. 868 — Effect of dead capital on fare. *1001 — Pair return on railway properties [Bemis],

rl36

— Fmancing problems in New York discussed be- fore Federal Electric Railways Commission. 235

— Financing under different forms of franchise

[Erickson], 243 — First cost. Central Metropolitan Railway of

Madrid, Spain, 22 — Income statement of electric railways 1917-

1918, 181

— Investment Bankers Association discusses

railway problems, 797 — Milwaukee sells $3,600,000 of notes at home,

734

— Need for large capital. Comments on, 180 — Organization and capitalization questionnaire

of Federal Electric Railways Commission,

573

— Purchase of money. Federal Electric Railways

Commission, ^164 — Purchase ol one-man cars, car trust certifi-

eates for [Greenland]. 69 — Railway securities situation. 171 — Simplification of corporate structures [Cooke],

•858

— Shrmkage of the nickel 1913 to 1919

[Burke]. 513 — Townspeople as stockholders, 371 — Watered stock for widows untenable [Ainey],

388

Fire Insurance :

— Philadelphia methods described to Federal

Electric Railways Commission, r94 Fire Protective Apparatus:

— Annunciators for fire sprinkler system, '937 — Chemical engines on Chicago Elevated, ^763 — Protecting car storage yai'd. Comments on, 815

Fort Wayne, Ind. :

— Fort Wayne & Northern Indiana Traction Co.:

Foreclosure sale planned, 450 France :

— Electrification of railways, 867

— Electrification proposals [McCallum], 474

— Midi Ry.:

Progress on electric Une across the Pyrenees mountains [Pahin], ^476 — Paris Tramways :

Conditions during war, 486 Franchises :

— City and railway partneiship. Different In- terests, 311

— City representation in electric railways

[Woods], 736 — Cleveland, O., Comments on, by Secretary

Baker, 339

— Compared in Chicago, Cleveland and Philadel- phia [Busby], 796

—Denver, Col., situation, 781

— Fi-anchise rates are legislative and not con- tractual [Chamberlain]. 28

— Franchise tax waived in Providence, R. I., 702

— Inflexible franchise bad. Testimony before Federal Electric Railw.ays Commis.sion, 284

— ^License tax. Request remission, 397

— Michigan law governing, 593

— Minneapolis franchise draft, 251

— Norfolk, Va.. offers new franchise, 870

— Pavement cost and maintenance. Comments on [Storrs], 176

— Service-at-cost :

Advaiitag:es [Erickson]. 244 Can service costs be collected from travel- ing public [Mortimer], rl4 Cincinnati francMse [Draper], *rl8 Cleveland, O., Operation in, 172 Contracts explained. 174 Controlled by city but operated service-at-

eost [Sidlo]. rl39 Dallas. Tex. Operation In, 173

First surplus. 1019 Denver, Col., considered. 139 Detroit. Mich., situation, 84. 730, 1013 Economical operation. Comments on

[Draper], 177 Federal Electric Railway Commission. 169,

171, 233 Minneapolis, 636. 690. 1013 Montreal franchise [Hutcheson], •r24 Paducah. Ky. 447 Pittsburgh, Pa., recommended, 437 Plan [Culkins], 79

Questionnaire of Federal Electric Railways Commission. .574

Report on by A. E. R. A. r47 — Youngstown franchise [Stevens], *r21 — Seeks new franchise. 248

— Subsidies recommended by receiver of Rhode

Island Co., 436 — Toledo Rys. & Lt. Co., ousted, 801 — Toledo. O,, Ouster ordinance, 446, 973

Abbrdtlons: •lUuBtrated. o Communication, r Page In Report Number for Oct. 11. READ THE INSTRUCTIONS AT THE BEGINNING OP THE INDEX

VI

INDEX

[Vol. 54

Freight and Express:

— Compensation lor use of foreig-n track dis- cussed by A. E. R. T. & T. A., r66

— Electric railway express discussed by C. E. R. A.. 989 ,

— Handling^ the freight business I Stanton], 982

— Heavy freight service on a single track, high- speed passenger line [Cole], •806

— Interurbau express [NiehoUJ, 993

— Obstacles to electric express, 996

— Possibilities of electric railway express serv- ice [Munton], 993

— Possibilities of express business [Vaughn] 99/

— Possibilities of electric express service [Star- key], 995

Fuel:

— Cost analysis discussed by American Electric Railway Engmeering Assn.. *75

Gary, Ind. :

— Gary Street Ry.:

Double-end pay-as-you-pass cars. *83

Fare increase granted, 875 Gasoline vs. Electric Motor for Street Railway

Service [Storer], r27 Gears and Pinions :

— Adjuster for gear-ease springs. '566 — Gear cases electrically welded, '942 — Heheal gearing discussed by A. E. R. E. A., r82

— Helical gearing for railway motors [Phillips]. •934

— Providing proper fit [Dean], 759 — Putting on motor pinions discussed by Ameri- can Gear Manufacturers Assn., •889 — Reiiitor<-ed su-spension for sheet steel gear

cases. •1004 — Troubles, 577 , ^.^ ^

General Gas & Elec. Co. (see New York City) Georgia Ry. & Pr. Co. (see Atlanta, Ga.) Girardville, Pa. :

-Schuylkill Ry.: . .

Fare increase approved by commission.

44

Grafton, W. Va.:

— Grafton Lt. & Pr. Co.:

Mav be included in merger, 772 Properties taken over by Potomac-Edison

Gas & Pr. Co., 1019. Proposal of sale, 409

— Grafton Traction Co.:

May be included in merger, 772

Properties t:iken over by Potomae-Edison

Gas & Pr. Co., 1019. Proposal of sale, 409

Grade Indicator:

— Effective homemade indicator [Harte], •933 Grand Rapids. Mich: - — American PubUc Utility Co.: Earnings 1918-1919. 451 Grand Trunk Ry. (see Stratford. Can.) Great Britain :

— British Electric Traction Co. zone fare sys- tems [Jackson], •ISS , -on — British tramway conditions [Madgen], 439 — Crovdon, Fare Practice in, •476 — Edinburgh Corporation Tramways:

Resourcclulness during coal strike, 1034 — Energy-saving instruments, practice with. •521

— Electrification j.roposals [McCallum], 474 —Electricity supply bill, 35 — Fare practice [Jackson], 341 . — Glasgow Municipal Tramways: Statistics.

tr.afBc. revenues, capitaliz.ation, 1918, 'Si 6 — ^Deeds Zone system in [Jackson], *7, '66 — Sheffield Corporation Tramways and Motors:

Results of motor omnibus service, 865 — West Ham Corporation Tramways:

Telephone control system, '397 England (see Great Britain and London) Guelph, Can,:

— Grand River Ry.: . .

Citizens vote against agreement with city, 535

H

IlUnois Electric Railways Assn.:

— Summer meeting, 159

Illinois Traction System (see Peoria, 111.)

Indiana:

— Assessments of all railways. 42

— Indiana Public Service Commission:

Comments on railway situation. 334 Indiana Rys. & Lt. Co. (see Kokoma, Ind.) Indianapolis, Ind. : — Indianapolis Street Ry.:

Courtesy campaign started. 877

Merger with IniJianapolis Traction & Termi- nal Co. approved. 42, 91, 500

Sept. 1 dividend postponed, 497 — Indianapolis Traction & Terminal Co.:

Merger with Indianapolis Street Railway approved, 91, 500 Induction Regulator : — Experiences with [Wensley], '887 International Railway (see Buffalo, N. Y.) Inter-professional Council : — Conference planned, 801 Interstate Commerce Commission : — Hearings on mail pay concluded, 286 — Mail pay hearings, 1002 Inventories :

— Inventorying materials and supplies [Yung-

bluth], •SIS Investment Bankers Association of America: — Annual convention. 797 Iowa:

— Regulating rates [Chamberlain], 28 Iowa Elec. Ry. Assn.: —Committee meeting, 328 — Midyear meeting, 541, 587, 761

Italy:

— Italian car design experience, *909

— For handling railway equipment, 686 Japan :

— Imperial Government Rys.:

— Electric railway transportation. Practices and

tendencies [Sano], ^4

Electrification favored. 516 Joint Use of Tracks & Terminals: — Discussed by A. E R. T. & T. A.. r64

Heavy Electric Traction: - — Advance in Sweden. 225

— Comparison in America and Europe by French

Commission. 834 — Discussed hv N. Y. R.R. Club. 918 — Electrification of French railways, 857 — European proposals [McCallum], '474 — ^Japan, Favored, 515

— Progress on the Midi Railway across Pyrenees mountains [Pahln], •475 , . ,.

Status of Swiss electrification [Ateliers de

Construction Oerlikonl. c696

— Status in Switzerland, 227

■ — Switzerland, war time progress, 486

Heaters :

— Hot blast forced-ventilation heater. '290

One man car used by Brooklyn Rapid Tran- sit Co.. *789 ^. , ,

High-tension Lines (see Power Distribution and Transmission Lines)

Holland:

Railways and Tramways. DifBeulties during

war " Interview with H. F. Adams. 215

Housing Conditions in Leeds, England [Ja<;k- son], *7

Houston. Tex: . ... mirr Houston Elec. Co.. Valuation situation. 1017

Illinois:

— Public Utilities Commission:

Supreme Court upholds in fare question. 1064

K

Kansas :

— Public Utilities Commission, Permits refund- ing of bonded and other indebtedness. 194

Kansas City. Mo.: . .

— Court grants 2% cent a mile rate, enjoining commission, 957

— Kansas City. Clay County & St. Joseph Ry,: Employees request cancellation of union contract, 536

— Kansas City Rys.:

Abuse of transfers, 361 Arbitrators recommend fare increase, 77b Changes in safety car design, ^998 Eight-*nt fare, 303 Line seniority to continue, 257 One man car successful [Kealy], r31 President gives dinner to directors and of- ficials, 870 Prospects greatly improved, 1016 Service not fares zoned in, 362 Supreme Court upholds commission. 959 Ticket situation, 775, 875 , , „ , Traffic changes suggested by J. A. Beeier, 1064

Transfers. Triplicate. •401

Wage increase sought, 136 Kokomo, Ind. : — Indiana Rys. & Lt. Co.:

Air-operated tower for line cars.

Safe for fare box. •758

Stockroom records and practice, — Missouri & Kansas Interurban Ry.:

Refunding permitted by Kansas UtiUties Commission, 194

Legal (Continued) :

— Joint use of tracks and terminals discussed by A. E. R. T. & T. A.. r64

— Legal notes, 458,

— Legislation slow in New York [Choate], 690 — Massachusetts provides act for investigation

of electric railways. 250 — Nebraslta court decides railway must have

adequate temporary rate pending appraisal.

199

— Pennsylvania, Court sustains fare increase, 197 — Prospective legislation on electric railways in

Massachusetts, 698 — Proposed legislation on electric railways, 838 — .Referendum a failure in deciding economic

questions, 814 — Toledo mayor dispossesses Toledo Rys. &

Lt. Co.. 133 — Transit legislation to be considered in New

York, 1055 Lighting :

— Detroit cars. •8()4

— Electric lights to replace oil tail lights, ^939 — Portable foot-candle meter, ^940 — Portable utility Ught, •940 Locomotives :

— Midi Railway electric locomotives, character- istics [Pahin], •476

— Modern electric loc omotives discussed by N. Y. R.R. Clab, 918

— St. Paul cascade electrification. Comments on. 782. 815

London :

— London buses carry large proportion of Lon- don traffic [Beaumont], c727

— London Count} Council, Zone fare systems [Jackson], '210, •2-0

— London County Council Tramways:

More passenfers better than too-high farea [Thomas], o"'27

— London Electri- Ry. :

Coasting reccrds, 526

— London letter, 34, 247, 490, 697. 729

— London's tubes and buses [Jackson], *708- •816

- — Metropolitan Estrict Ry. :

Car design, 345 — St. Paul loconotive tested, •827 Los Angeles, Cal: — Los Angeles R. Corp.:

Commission idvises one man cars. 959

Wage increae, 251 — Pacific Elec. ly. :

Conductors o be instructed by traveling agents, 87

Improving rounds a proflable investment [Elliott], 'ei?

Normal series resumed, 493

Substations, Fireproof construction [El- liott], 48

Unusual m(hod for moving two 250-hp. boilers [lliott], '123

Wage inereje, 251 Louisville. Ky. : — Louisville & Iterurban Ry.:

Reduction c suburban rates, 95 Lubrication :

— Improved wit changed motor axle boxes. •757

•794 '861

Public

Labor:

— Comments on [Sidlo], rl30

— Co-operative welfare vs. collective bargain- ing. Comments on [Weston]. 529

— Discussed before Federal Electric Railways Commission. r98. rl03, rl07. rl08

— Eflect of shortage on maintenance during war [Phillips], 19

— Eight hour day. Comments on. 510

— Labor aspect discussed before Federal Elec- tric Railways Commission. 238

— Labor's contribution to solution of railway problem. 705

— Organized labor, what it can do, 511

- — Philadelphia conditions described before Fed- eral Electric Railways Commission. r94

— Statistics on labor and Uving conditions [Emery]. •.394

— Superfluous labor on two man cars 370

— Union methods discussed before Federal Elec- tric Railways Commission, rl07 (See also Employee)

Lawrence, Mass. :

— Railway service restored. 948. 1056 — Service to be suspended unless jitneys are curbed, 877

Legal : ^ m -r

— Bill Introduced to abolish Department ol In- terior and substitute Department of Pub- lic Works, 38 . _, — Federal legislation. Report on. American Elec. Ry. Assn., r46

M

Mahoning & Senango Ry. & Lt. Co. (see Youngston.O.)

Mail:

— Committee oi mail pay meets, 444

— Compensation Report of American filec. Ry.

Assn.. r46 — Hearings on ail pay, 386

— Mail pay heangs before Interstate Commerce

Commissioi 1002 — Postal zone w attacked by Senator Capper,

692 Maine:

— Public Utiliti Commission orders zone fares, •622

Maintenance Dieulties During War [Phillips], 19

Maintenance Rords and Costs: — Cost of one an car maintenance. Comments on, 883

— Estimates ofVisconsin Railroad Commission. 892

— Repair shop jrms used in Des Moines [Me-

Mahon]. 19 Management :

—Cooperation ith merchant to develop trans- portation, omments on, 969

— Discussed bire Federal Electric Railways Commissio rl06

— Discouraged ailway official. Comments on [ Johnson]c44.3

— Manager shol mix with ear riders. 153

— Morale aftecl by adverse conditions [John- son], 289

— Officials aiT'ed in Davenport, la., for sus- pending srice, 674

— Promoting operation of directors and of- ficials. Kaas City, Mo.. 870

— Simplificatio of corporate structures [Cooke]. 58

Market Condits:

— Aluminum. 1

— Bond testerf965

— Carbon bruf outlook promising, 811 — Car equipmf 811 — Coal. 964. '26

— Coal strike iditions on Nov. 8. 811

— Copper and ass. 50. 306, 506

— Copper prods advancing. 148

— Cotton and k. 306

— Cotton and ste, 506

— ^Cross arm a pin orders. 604

— Difficulty osecuring supplies during war

[Phillips] 9 — Door and st control market active. 741 — Effect of ren of steam roads. 879

Abbreviations: •Illustrated, c Communication, r Page in ReportNumberfoict.il READ THE INSTRUCTIONS AT THE BEGINNING OF THE INDEX

July-December, 1919]

INDEX

VII

Market Coiiditiojis (Continued) :

— Fare device sales, tiS'Z

—Glass, 100, (3852, 965, 1026

— Hand brakes, 96i

— Heaters, ,50, O.'iO. 741

— High tension insulators, 306, 366

— Insulating materials, 148, 840

- — Iron culvert, 06,5

— Jacks, Sales increasing, 704

— Malleable iron delivery uncertain, 741

— Metals, 51, 149, !J64, 367, 607, 606, 1068

— Overhead fare recorder, 506

—Paints and varnishes, 417, 779

— Pole market fair, 779

— Brake shoe demand heavy. 779

- — Power saving devices. Sales, 682

— "Price at delivery" policy, 604

— Rails, 100. 366, 604

— Railway accessories and supplies, 51, 149,

264, 367, 507, 605 — Railway motors, 263 — Rubber covered wire, 879 — Sanitary hand straps, 417 — Scrap iron and steel. 879, 965 — Shop machinery. 460 — Sleet cutter sales increase, 964 — Snow plow deliveries thirty days, 846 — South American, 50 — Steam-ttirbines, 306 — Steel pole and tower, 204 — Steel and iron products, 263 — Steel, Electrical sheet, 551, 1026 — Steel situation, 704, 879, 846 — Ties, 417, 1068 — Tie tamping tools, 964 — Tool specialties. 506 ■ — Track brooms. 96,5 — Track tools, 879, 846, 1026 — Trolley wire, 1068

— Uniforms, insignia and equipment. 366

— Used equipment sales. 604

— Water wheels, 551

— Wire and cable, 460

• — Wood tie reservations, 1068

Manufacturers :

— Report on, by American Elec. Ry. Assn., r47 Massachusetts :

— Anti-strike bill killed. 1014. 1030

— Board of trustees report to Federal Electric

Railways Commission, r96 — Fares a political issue. 769 — Fare situation, 311 — Fare situation [Macleod], 428 — ^Investigating Commission on electric railways:

Appointment, 250

Boston Elevated Ry. investigated. 445 Electric railway essential, 538 Report on railway situation. 871 — Legislative solution of troubles [Macleod], 429

— ^Prospective legislation on electric railways, 698, 838

— ^Proposed measures against strikes, 873 — Public Service Commission:

Public ownership a means of restoring credit [Macleod], 437 — Temporary subsidies favored, 673 — Wage increase. Effect of, 354 Master Car Buildens Assn.: — Equipment standards of [Chance], 931 Metal Tickets (see Tickets) Michigan :

— Regulative commission for all public utilities

provided, 591 Middlesex & Boston Street Ry, (see Boston,

Mass.) Milwaukee. Wis.:

— Fares increased by Wisconsin Railroad Com- mission, 891

— Milwaukee Elec. Ry. & Lt. Co.: Notes sold at home. 734 Operating statistics compared with Cleve- land and Philadelphia 1918, rllO Sells direct to investor, 497

Thermit-welded crossings are long lived, •1008 Wage increase and eight-hour day sought, .351

Weekly pass in Racine. 502

Zone fare system. *613, 808 — Milwaukee Light, Heat & Traction Co.:

Fare decision, 843, 891 Minneapolis, Minn.: — Minneapolis Street Ry.:

Accepts franchise, 580

Franchise defeated, 1013

Franchise draft, 251

Service-at-cost defeated by people, 1013 — Twin City Rapid Transit Co.:

Educational publicity, *400

Face plates for straightening and bending special work, '559

Making American citizens, *279

Serviee-at-cost franchise to be voted on. 536

Spring switches and crossovers made from standard trolley frogs, *566

Tower trucks and cars, *121 Missouri & Kansas Interurban Ry. (see Kansas

City, Mo.) Monetary Standard:

— Described by Prof. Fisher at Washington

hearing. •381 Monongahela Valley Traction Co. (see Fairmont,

W. Va.) Montgomery. Ala.:

— Montgomery Light and Traction Co.:

Report of receiver, 358 Montreal, Can.: — Montreal Tramways:

Franchise, Essential features [Hutcheson], •r24

Statement 1918-1919, 840 Motor Buses:

— Baltimore, Results of operation [Palmer], rl2

— Boston, Mass., Service proposed, 456

— Carry large proportion of London traffic

[Beaumont], c727 — Comments on, 553, 1030

Motor Buses (Continued) : . — Comments on [Walker], 661 — Competition from motor vehicles [Stone], 979 — Competition with electric railways [Palmer], rll

— Cost of operation compared with electric car

[StorerJ, r27 — Effect on electric railways [Storrs], 184 — Pacts regarding motor-omnibus service, '926 . — Jitney competition. [Eddy], 691 — Lawrence, Mass., to be earless unless jitneys

are curbed, 877 — Leeds, England, situation [Jackson], "ll — London's tubes and buses [Jackson] — I, ♦708;

II, »816

— Motor trucks and electric road, [Watts], 980 — Motor truck competition, [Whiteside], 981 — New York City, Replace electric cars. 701 — Opposed by Eastern Massachusetts Street Ry., 593

— Pave the way for the tramway, British Elec- tric Traction Co. [Jackson], 157 — Promotion. Comments on. 814 — Rail lines vs. buses [Jackson]. 392 — Results of service in Shellield. Eng., 865 — Ruled out of Portland, Me.. 360 — Service and jitney competition [Clifford], r35 — Toledo, O., Operation during earless peroid, 974

— -Truck competition discussed by C. E. R. A., 991

Motor Cars. Gasoline:

— Automobile arranged to operate on steel

tracks, •976 Motors :

— Armature troubles [Dean], 759

— Commutator slotting device for use with

double spindle lathe, •578 — -Drying armatui'es in electrically heated oven.

•746

— Gasoline vs. electric motor for street rail- way service [Storer], r27

— Improved lubrication with changed motor axle boxes, •757

— Locomotive motor for Chicago, Milwaukee and St. Paul. ^827

— Lowering grid resistors to provide increased ventilation. ^938

— Midi Railway across Pyrenees mountains [Pahinl. 476

— Motor Hashing troubles, 577

— Reclaiming worn armature dust collars, *937

— Regenerative braking with single phase com- mutator motors in Switzerland, ^910

— Remedies for brush holder and carbon brush troubles [Dean], 759

— Remedies for worn split motor housings [Dean], 759

— Removing armatures from box frame motors, •632

— Safety motor starting switch, ^941 — Standardization of parts discussed by Ameri- can Electric Railway Engineering Assn,, r68 — Test of materials by manufacturers [Dean], •321

Moving Picture Films:

— Illustrating one man ear operation, ^668 Municipal Ownership:

— Advocated by governor of Massachusetts before Federal Electric Railways Commis- sion, *232

• — Chicago, favored by mayor and committee, 535, 769

— Discussed by Public Ownership League of

America, 895 — Discussed before Federal Electric Railways

Commission. 165, 238, 337, r96 — Investment Bankers Association does not

favor, 797 — Is un-American [Bradley], •r53 — Japan, Tokyo's street railway system [Sano],

6

— Massachusetts Street Railway Commission opposed to, 871

- — Means of restoring credit [Macleod] . 427

— Municipal roads are not independent of eco- nomic laws. Comments on. 1031

■ — New York City, possible development. 967, 1012

— Ontario Hydro Electric Commission recom- mends for Grand Trunk Ry., 491 — Political platform, 309

— Recommended before Federal Electric Rail- ways Commission. 285, 378 —Recommended by Dallas (Tex.) Ry., 291 — Rejected in Detroit. 872

— Report of National Association of Railway

and Utilities Commissioners. 824 — Seattle municipal lines [Murphine]. 897 — Seattle. Wash.. Profit, 496

— Situation in San Francisco [O'Shaughnessy] , 896

— Windsor. Can., to purchase railways. 873 Muskegon. Mich.:

— American Light and Traction Co.: Fare situation. 362

N

National Association of Railway and Utilities Commissioners :

— Annual convention, 824

National Safety Council:

— Americanization, Letter on. 70

— Annual congress. Oct 1-4. 693

— Eighth annual safety congress, 790

— Organizing engineering' section, 908

Newark, N. J. :

— Public Service Ry. :

Publicit.v of zone fare system, ^484 Decision of War Labor Board, 37 Flat rates restored, 1022 History of recent fare increases, 282 Requests return to fiat rate, 715

Newark. N, J.:

— Public Service Ry. (Continued) :

Statistics, Traffic, revenues, capitalization,

1918, •.376 Zone fare loss fl. 500, 000, 1065 Zone fare collection, 283

Zone fare system, 268, 545, 599, •637,

783, 843 , Zone fare system approved by Board of

Public Utility Commissioners, 258 Zone fare system abolished, 957 Zone fare system. Obstacles encountered.

Comments on. 744 ( See also New Jersey ) New Brighton, Pa.: — Beaver Valley Traction Co.:

Employees service code. 603 Successful traffic count, '865 New Haven. Conn.: — Connecticut Co.:

Comments on zone fare system, 707, 813 Decision of case against New Haven & Hartford R.R.. Travelers Insurance Co. & Aetna Life Insurance Co.. 450 Layout of coal handling equipment [Wood], •312

Observations on zone sy.stem by N. J. Board

of Public Utilit.v Commissioners, 1035 One man cars. Change boards, •.3-42 Preparing the public for zone plan. 1032 Wood block. Relaying [Crandell], '316 Zone fare system outlined, 807, •852 Zone fare system protested, 1022 New Jersey :

— Boycott zone fare plan. 678

— Board of Public Utility Commissioners:

Depreciation of electric railway dollar, 868 Observations on the Connecticut zone system, 1035 — Refuse return to flat rate, 716

Traffic checks of non-riders, 132 ^ (See also N'ewark, N. J.) New York City:

— Buses replace electric cars, 701 — Cities Service Co.:

$100,000,000 second preferred authorized, 950

— Citizens committee act on railway problems,

837

— Commissioner Nixon offers solution to elec- tric railway problem, 292

— Commissioner to urge merger as means to traction settlement, 946

— Eighth Avenue R.R. : Organizing. 414

Separation from New York Rys.. 139 — Electric railway situation [Hedges], r6 — General Gas & Elec. Co. : Changes in holding. 357 — Interborough Rapid Transit Co. :

Blue lights in subway, Significance of

[Porr], •579 City and railway partnership. Comments on, 311

Deficits for 1920-1924. 497 Earnings. July-September 1919, 840 Financing problems discussed before Fed- eral Electric Railways Commission, 234 No surplus possible until 1922 with 8-eent

fare, 1058 Passenger handling records 1918-1919. 775 Report of Stone & Webster, 358 Stone & Webster report on earnings, 1016 $8,473,098 deficit in 1918. 1059 Strike, 404

Women workers disappear, 838

$5,000,000 deficit. 953 — Manhattan & Queens Traction Co.:

Fare increases blocked by state supreme court. 701

Fare situation, 546, 738

Increased fares sought, 603 — Municipal ownership suggested, 1012 New York Municipal Ry. Corp. :

4000 fans ordered for subway cars. 1009 — New York. New Haven & Hartford R.B.:

Income statements for 1918, 195 — New York Rys. :

Abandonments authorized, 596

Abolishes transfers pending rehearing, 257

Receiver recommends transfers be abol- ished, 46

Receivership troubles. 3

Separation of the Eighth Avenue R.R., 139

Stone & Webster report on earnings, 1016

Transfer case, 876

Transfer order enforced, 301

Tw^o^-cent transfer charge granted, 56, 94,

Wage increase. 403 $106,000,000 security shrinkage, 952 — Politicians oppose fare increase. Comments on, 510

— Public Service Commission :

Comments on railway situation, *379 — Railway representatives and public service

commissioner confer. 731 — Third Avenue Ry. :

Amalgamated Assn.. Statement regarding, 447

Transit legislation to be considered 1055 — Tunnel to Staten Island proposed 803 — Zone fare system politically barred •SSI — Zone f;n-e vs. multi-fares. Comments on. c868 — 104.403.015 more passengers, 960 New York Elec. Ry. Assn.:

— Conference of electric railway executives 688

• — Dinner. 978

— Fall meeting. 977

— Meeting of electric railway executives, 609. 674

New York Railroad Club :

— Annual electrical night meeting, 918

New York Rys. (see New York City)

Abbreviations : •Illustrated, c Communication, r Pag-© In Report Number for Oct. 11, READ THE INSTRUCTIONS AT THE BEGINNING OP THE INDEX

VIII

INDEX

[Vol. 54

New York State: . , Consistant state policy is necessary [ChoateJ,

Mayors confer on fares, 540

Norfolk, Va. :

— Virerinia By. & Pr. Co.

Negro problem in relation to one-man cars solved, 8i;l

New franchise offered, 870

Net revenue declines, 9.54

Requests fare increase, 301

Safety cars experience [CallardJ, Northern Ohio Traction & Ltg. Co. (see

Akron, O.) Norwich, Conn.: — Shore Line Elec. Ry. : .

Abandonment before superior court 956

Accident reduction campaig-ns, *2S1

Making- over open cars for prepayment fare collection. *113

Receivership, 804 ,

Resume sei-vice, 393

Strike, 135

Zone fare system described, 'baS

o

Oakland, Cal. :

Oakland & Antioch By.: .

Afl'airs taken over by San Francisco & Sacramento R.R.. 1019 San Francisco-Oakland Terminal Rys. :

Ten day strike, 731

Reorganization planned, &9t>

^Promotion operation and dismantUng of an

electric and steam line [Finger], • 1036 Ohio Electric By. (see Springfield, O.)

—Saving in the shop, '582. (see also Lubrica- tion ) Olean NY*

Western New York & Pemisylvania Traction

Strike and rioting, 448

Omaha, Neb.: „ .

Omaha & Council Bluffs Street Ry. :

Fare situation. 363

Nebraska Court grants adequate temporary

rate pending appraisal, 199 Skip stops continue, 701 One-man cai-s (see Cars, One-Man)

Ontario, Can.: . „ .i,

Associated Municipalities of Northwestern

Ontario : Organization, 81 Ontario Hydro-Electric Ry. Assn.: — Annual meeting, 593

Operating Practice: ^ , , ,,,,11

Advantages of higher schedule speeds [Beeler],

•657

British Electric Traction Co., characteristic

features [Jackson], 156

— Claim adjuster's views on car operating econ- omy [Giltner], 1045

■ — Dispatcher's view of car operation economies [Harris], 1044

— Economies in car operation [Phillips], 1039

— How the master mechanic looks at car oper- ating economy [SeuUin], 1044

— Human factor in safe operation and main- tenance of rolling stock [Phillips], 793

— Increasing schedule speed of cars [Dehore], •917

— London County Council Tramways [Jackson], •311

— London tubes and buses — XI [Jackson], '816 — Questionnaire of Federal Electric Railways

Commission, 573, 574 — Schedules, layouts and routing [Beeler], rl32 — .Superintendent's viewpoint on car-operating

economics [Snell], 1045 Operating records and costs: —Cutting down operating expenses on a small

interurban road [Dehore]. •915 — Discussed by A. E. R. E. A., •r74 . — Economies in car operation discussed by A. E.

B. A.. 991

— Economies in Philadelphia discussed before Federal Electric Bailways Commission, r94

— Estimates of Wisconsin Bailroad Commission, 89'3

— Great Britain, London County Council [Jack- son], •37'3

— Operating engineer frowns upon theoretical calculations, (Castig Lioni], c350

— Pre-war conditions vs, today [Doolittle], r9

— Statistics of Philadelphia Rapid Transit Co., •1000

— Tower trucks, 133

Overhead contact system:

— Double trolley favored in Japan [Sano], '5

- — Line materials, 417

— Statistics on cost [Emery], •395

Overload release for power driven machines, 346

Pacific Claim Agents Assn.: — Annual convention, 69

Pacific Electric Ry. (see Los Angeles, Cal.)

Paducah, Ky. :

— Paducah Traction Co. :

Franchise, 477 Paints and Painting: — Development in japanning, 443 — Insulating vaxnish solvent chart, 348 — Paint Mixer driven by remodelled air drill,

•1007

. — Shop methods used in paint shop, •921

Passenger Handling Becords:

— Leeds, England [Jackson], ^12

— New York City, 960

— Time of passenger interchange on double end

vs. Peter Witt cars [SulUvan], •656 Pavement :

— Hints on paving [Pindley], 764

— Kreolite paving blocks and sectional paving

for railway tracks, ^30 — Pneumatic tools foi- breaking up pavement,

•584

—Pneumatic tools for breaking up pavement

[Burn], *583 — Public authorities should assume this burden

[Tinnon], 331 — Repairs to wood-block paving [Swartz], c588 — Results with wood-block paving [Buehler],

c767

— Wood-block paving [Basmussen], c767 — Wood-block, relaying [Crandell], *316

Pennsylvania :

— Public Service Commission :

Comments on railway situation, 369, ^383 — Receivership [Ainey]. 391 Pennsylvania Street Railway Assn.; — Annual meeting, 13

— Traffic studies of the non-riders discussed, 55 Peoria, 111. :

— Illinois Traction System:

Operating costs and revenues, 89 Philadelphia, Pa.: — American Rys. Co.:

Fare increase earnings. 167 — Comparison of invesments in transit facilities.

Philadelphia and Boston, 1001 — Pares in Chicago, Cleveland and Philadelphia

compared [Busby], 795 — Philadelphia Bapid Transit Co,:

Comparison of fare situation with other municipaUties, 851

Co-operative plan [Mitten], rll4

Co-operative Welfare Association annual picnic, 537

Correspondence on hearings before Federal Electric Railways Commission, 907

Earnings increased, 537

Gross revenue and increase 1903 to 1919, 999

"L" nearing completion, 403

Operating statistics compared with Cleve- land and Milwaukee. 1918, rllO

President's transit plan attacked, 950

Proposal to lease Frankford Elevated, 733

Safety-first movement, ^399

Service and fare conditions analyzed, ^999

Traffic court [Horton], '75

Wages readjustment, 36, 291 — Practice described by Mr. Joyce before Federal Electric Railways Commission, r94, [Mor- timer], rl08 Pittsburgh, Kan,: . — Joplin & Pittsburgh By. :

Court grants 2 J cent a mile rate, 957 Pittsburgh, Pa. : — Pittsburgh Bys.:

Appraisals, 409

Arbitration before War Labor Board, 38

Court sustains fare increase, 197

Fare increase earnings, 165

Fare increase helpful, 735

Bequests taxes remitted, 397

Strike situation, 405, 445, 491

Ten-cent fare necessary, 357, 302

Valuation, 357, 436, 1017

Valuation of property as basis for fare increase, 93

Wage increase sought, 136 — Street railway situation [Babcock], rll6 — Subway planned, 85

— Voters recommend loop plan be abandoned, 950

Pittsfield, Mass.:

— Berkshire Street Ry. :

Receiver appointed, 496 Plymouth, Mass. :

— Brockton & Plymouth Street Ry. :

Building special work with an oxyacetylene cutting and weldins outfit [Smith], ^317

Poles:

— Pole-pulling jack, ^941

— Spacing for transmission line [Harte], ^563

— Steel gain, •346

— (See also. Transmission Lines)

Portland, Me. :

— Cumberland County Power & Light Co.: Car mile and ear hour earnings, ^624 Fare increase earnings, 166 Zone system, •631

— Motor buses ruled out, 360

Portland, Ore, :

— Portland Ry., Lt. & Pr. Co.: Fare increase sought, 776 Higher fare urged to save from bankruptcy, 1031

Mr, Strandborg discusses the dollar, 596 Wage situation, 403, 949 Power Development :

— Stimulus given to water power development in Sweden. 148

— Water power development hastened in Sweden, 335

— Discussed by American Electric Railway Engi- neering Assn., r71

— Keeping up the troUey voltage [Place], 27

Power Distribution :

— Maintenance of high tension lines [Drabelle],

335

— Melbourne (Australia) Suburban Railway, •904

— Street and interurban railways [Drabelle],

765

— Voltage surveys give information for varying station voltage, 976

Power, Purchase of : .

— Discussed by American Electric Railway Engi- neering Ass'n, •r74

Power Stations and Equipment:

— Air blast transformers. Maintenance of, "424

— Automatic devices, Progress of, 370

— Coal handling equipment layout at New Haven [Wood], •SIS

— Dead gas pockets for protecting soot-cleaner elements, '936

. — Discussed by American Electric Railway Engi- neering Ass'n, r73, 74, 76

— Economies in Steam generating stations [Finn], 1047

— Evaporating water in steam boilers, chart showing cost of, •586

— Feed water regulator, *036

— High efficiency of modem steam-turbme plants, 933

. — Limitations in steam-turbine design discussed

by A. L E. E„ •933 — Measuring boiler draft conditions, 1008 — Mechanical overload release for power driven

machines, '346 — Melbourne (Australia) Suburban Bailways

electrified, ^903 — Neglect of power plant fatal, 209 — Steam condenser construction, 578 — Underfeed stoker, automatic cleaning feature,

•585

— Unusual method for moving two 250-hp, boil- ers [Elliott], 133

Power Transmission :

— Conditions in Sweden, 226

Providence, R.I,:

— Rhode Island Co.:

Earnings and operating expenses Jan. -June

1919, 413 Fare increase hearing, 412 Public pay subsides, comments on, 426 Results of higher fare, Washington testi- mony, 339 Service suspended by strike, 191 Six-cent fare, 702

Publicity :

— Accident prevention campaigns advocated, 719 — Educational publicity of Twin City Bapid

Transit Co., ^400 — Effect of cartoons upon public sentiment, 850 — Inform people through representatives, com- ments on, 849 — International Bailway, 36

. — Men with the nerve to tell the people the facts needed [Hedges], •rS

— National campaign needed, 464

— Newspaper most influential [Mullaney], 316

— Preparing nublic for zone system in Con- necticut, ^852

— Preparing the public for zone plan, 1032

— Public education of railway facts urged [Pardee], *r3

— Public Service Bailway for zone fares, '484, •638

— Bailway utUity a good source [Mullaney],

316

— Selling transportation, comments on, c534 — Speak the speech of the people, comments on, 849

— State facts to public [Ainey], 387

— Straight-forward pubUcity bring results

[Fredericks], 938 — Value and necessity of [Burroughs], r90 — When and where successful, 367 — Zone fare system in New Jersey, ^484, ^638 Publicity Agents:

— Organize as committee of American Asso., r89 Public Ownership (see Municipal Ownership) Public Ownership League of America: — Conference Nov. 15-17, 895 Public Sendee and Begulative Commissions: — Commission co-operating with companies, 13 — Commissions have failed properly to ad- minister the intent of the law [Schadde- lee], 340

— Commission regulation at fault. Discussion before Federal Electric Bailways Commis- sion, 334, 335

— Consistent state poUcy is needed [Choate] , 689

— Constructive attitude, 798 — Co-operation of commissions and municipali- ties. 688

— Detroit mayor disagrees with commission, 802 — Federal Electric Bailways Commission (see

Federal Electric Bailways Commission) — Industrial conference should include electric

railway industry, 509 — Local versus state commissions [Eriekson],

243

— National Association of Bailway and Utility Commissioners. Meeting, 824

— New York Court of Appeals decides commis- sion can raise rates, 143

— Begulation not a primary obstacle [Ainey], 389

— Begulation should be simplified [Rifenberick], 66

— Supervisory force, comments on by T. & T.

Ass'n, r54

Public Service By, (see Newark, N, J.) Purchasing:

— Problems of Purchasing agents [Whiteford],

r88

Purchasing Agents and Storekeepers:

— Organize as branch of Engineering Ass'n. r87

Quiney, Til. : — Quiney By.:

Seven-cent fare, 96

Abbreviations: •Ulustxated. c Communication, r Page in Report Number for Oct. 11. READ THE INSTRUCTIONS AT THE BEGINNING OF THE INDEX

July-December, 1919]

INDEX

IX

R

Heat & Pr. Co., Fares

Bail Joints and Bonds:

— Bonds lor temporary and permanent track

oonstruction [McKelway], 'H* — Bond troubles, 577

— Button-head on terminal type [McKelway], *11B

— Expanded type [McKelway], 'llS — Joint without bolts, 'S-iS

— Soldered bonds lor track bonding- [McKelway],

899 Rails:

— Age and its relation to tracks and cars, com- ments on, 71:5

— Brinell hardness test for girder rails, com- ments on, 432

— Chemical analysis [Cram], 113

— Composite [Cram], 'llO

— Composition of [Cram], '111

— Cutting- rails with a power sawing- machine, •1049.

— Curved rails, use of. Manganese steel in, 54 — Girder rails, recommended designs [Cram], •558

— Girder rail specifications revised (A. S. T. M. annual meeting), 34

• — History and early types [Cram], '106

— Length increases [Cram], '113

— Making accurate measurements of railwear [Ferguson], •1006.

— Rehabilitating track joints with an arc welder, '83

— Selection of [Cram], '656

— Sorbitic method of hardening, 'SD

— Standardization of [Cram], '109

— Statistics on selling price [Emery], '395

— Third rail: Standardization drive, 3

■ — ^Uses of oxyacetylene cutting and welding out- fit [Smith], '317

Raleigh, N. C. :

• — Carolina Pr. & Lt. Co. :

Race Segregation with safety cars, 877

Racine, Wis. :

— One dollar a week pass started, 502

— Wisconsin commission withholds fare in-

creasfe, 843 Reading, Pa. :

— Reading Transit & Lt. Co.:

Employees refuse ownership, 836 Receiverships :

■ — Aurora, Elgin & Chicago, R.R., 409 — Brooklyn Rapid Transit Co., 138 — Pennsylvania [Ainey], 391

— United Rys., St Louis, Mo.. 139; Court orders liquidation of indebtedness to War Finance Corp., 194

Rehabilitation :

— How the railways can be rehabilitated

[Cooke], rl37 Repair Shops:

— Commutator slotting device for use with

double-spindle lathe, •578 • — Saving oil, •583

— Stockroom records and practice, *861

Repair Shop, Material and Equipment:

— Choice of, comments on, 554

— Commutator slotter, *347

— Electrically heated oven, *746

— Self-centering chuck, ^347

Repair Shop Practice:

— Discussion on slack adjusters, meters, wheel grinding, etc.. by Iowa Elec. Ry. Ass'n, 761

— Handy shop carriage for fenders, *Q2,b

— Maintenance kinks [Dean], 759

— Maintenance of equipment [Sutherland], 766

— Portable rivet heater. *488

— Removing armatures from box frame motors •533

Rhode Island:

— Rhode Island Public Service Commission, com- ments on railway situation, 338 Rhode Island Co. (see Providence, R, I ) Rivet Heater:

— Portable for shop use, •488

Rochester, N. Y.:

— New York State Rys.:

Fare decision stands, 737 Roslyn, N. Y. :

— New York & North Shore Traction Co.- Fare situation , 738 Zone fare system established, 501

Safety car (see Cars, one man)

Safety-first Movement (see Accident Preventions)

Saginaw, Mich. :

— Saginaw Bay City Ry.:

Voters approve fare increase, 776 San Diego, Cal.: — San Diego Elec Ry. :

Commission orders zone system and com- mends one man cars, 961

Zone fare system recommended, 501 St. Louis, Mo. : — United Rys. :

Court orders liquidation of indebtedness to War Finance Corp.. 194

Drag line car for handling track materials. •531

Fare increase situation. 503, 599

Maintenance of air-blast transformers *435

Metal tokens popular. 961

Notice of default served. 139

Power contract upheld. 836

Receiver's report. 955

Vice-President re-views finances, 254

Wage award changed, 769

Wage increase, 404

Where the six-cent fare goes, ,3.57

St. Joseph, Mo,: — St. Joseph Ky., Lt.,

Increased, 1U31 Sandwxeli, Windsor & Amhurstburg Ry. (see

Windsor, Can.) San Fraiicisco, Cal,: — Municipal Ry. ;

Depreciation fund situation, 450 San Francisco & Sacremento R. R, : — Affairs of Oakland & Aulioch Ry. taken over,

1019

— Street railway situation [O'Shaughnessy ] , 896 — United l-l. R. :

Readjustment plan modified. 734 San Francisco-Oakland Terminal Bys. (see

Oakland, Cal.) Schenectady, N. Y.: — Schenectady R.v. :

Fare situation, 689 Schuylkill Ry. (see Girard-viUe, Pa.) Scotland:

— Glasgow Corporation Tramways:

Income account, 1918 and 1919, 595 Seattle, Wash.:

— Municipal ownership successful, 496 — Municipal Ry. :

Financial report. April-June. 1919. 386

Improvements planned, 1054

Profits for May, 89 — Puget Sound Traction, Lt. & Pr. Co.:

Purchased by city, 897 — Seattle municipal lines [Murphine], 897 — Tr,action snuation [Hanson], 386 Service and Tower Wagons: — Air-operated tower for line cars, ^794 — Tower trucks and cars at Minneapolis, *131 Service-at-cost (see Franchises) Sherbrook, Can.:

— People vote to increase fares, 677

Shore Line Electric Ry. (see Norwich, Conn.)

Signals:

— Annunciators for fire sprinkler system, ^937 — Blue lights and their significance in New York

subways [Porr], '579 — Combined signal and telephone box [Restof-

ski], '901 — Effect of electrification, 380

— England, West Ham Corporation Tramways

telephone control system, '397 — Equipment of York (Pa.) Railways increased. •130

— -Maintenance, observations on [Nachod] , 442 — Operating without telephones, Boston elevated

Railway [Dana], *ZS Skip Stops (see Stopping of Cars) Southern Traction Co. (see East St. Louis, Ind.) Spain :

— Central Metropolitan Railway of Madrid, sub- way nears completion, 'SI Special Work :

— Consti-uction by oxyacetylene process [Smith], •318

— Continuous rail crossing, •936 — Face plates for bending and straightening, •559

— Home made high speed trolley frogs, ^943 — Labor saving tools useful [Findley], 763 — Screw spike vs. cut spike, Comments on, 969 — Spring switches and crossovers made from

standard trolley frogs, 566 — Switch construction [Smith], '318 — Tests on holding power of railroad spikes,

•975

— Thermit-welded crossings are long lived, '1008 Spokane, Wash.:

— Spokane & Inland Empire R. R. : Court grants wage increase, 539 Foreclosure, 840

Springfield. Mass.:

— Springfield Street Ry. :

Energ,v saving campaign. '246 Zone fare system described, *628

Springfield, O.:

— Ohio Electric By. :

Observations and queries on safety car oper- ation [Moore], 131

Standardization :

— Applying salesmanship to the engineering

standards, 465 — Buildings and structures [Cram], 567 — Cars, one man [Wells], r36 — Classification of accidents, A.E.R.C.A., — Classification of accounts, A.E.R.A.C., — Danger of laxuess, comments on, 743 — Engineering standards discussed by A.E.R.E.A.,

r81

— Engineering standards. Report of A.E.R.A., r47 — Equipment standards of A.E.R.E.A. [Chance], 931

— Equipment standards of Master Car Builders'

Assn., 931 — One man cars considered [Kealy], r31

Wells, r36

— One man car discussed by Central Electric

Railway Assn., 64 — One-man cars. Comments on, 743 — Present status of engineering association

standards [Welsh], 932 — Rails [Cram], '109 —Report of A. E. R. E. A., r70 — Use of standards by railways. 3 — Use of standards may be stimulated [Schrei-

ber], 34 — Way matters [Cram], 568 — Wheels, 568

— Wheels, rails, bearing, motors and brake shoes

discussed by A, E. R. E. A., •r77 Standards of Service:

— Prewar versus today [DooUttle], rlO Staten Island, N. Y.:

— Tunnel to New York City proposed, 803 Statistics :

— Accidents, Shore Line Elec. Co., 1917-1919. •281

— Automatio substation operation data on, [Cadle]. 980

— British tramway expenses, 1913-1914 [Mad- gen] , 440

r83 r85

Statistics (Continued) :

— <Jar equipment increase, 1914-1919. 169

— Census figures for 1917 show distress. 195

— Census Report lor 1907-1917. 91

— Comparison of Philadelphia, Milwaukee and Cleveland discussed by Federal Electric Rail- ways Commission, rllO

— Coasting records in Great Britain, 5;20

— Cost of capital, 1909-1919 [Sisson], 179

— Distribution of capital stock. 438

— Electrical equipment and supply parts in- crease, 1914-1918, 167

— Expenses and earnings, 1913 and 1919, com- pared [Burke], 513

— Fare revision and passengers carried, Croydon, England [Jackson], •469

— Income statement of electric railways, 1917- 1918, 181

— Monthly statement of electric railways, 40, 356, 398, 411, 498, 544, 597

— Preparation of data in connection with rate cases [Bitting], r39

— Presented to Federal Electric Railways Com- mission, •ISl

— Promotion operation and dismantling on Ohio line [Finger], •1036

— Raw material increase, 1913-1919, 168

— Records show railways plight [Emery], *394

— Shrinkage of the nickel, 1913 to 1919 [Burke], 513

— Traffic returns, Croydon, England [Jackson], •473

— Traffic revenues, capitalization of Glasgow compared with Public Ser-vice Bailwa.v, ^376

— Traffic statistics for British Traction Co. for 1917 [Jackson], •ISS

— U. S. and German export to Sweden, 1909- 1913. 148

Steam Turbines:

— Limitations in design discussed by A. I. E. E.,

•933 Stokers:

— Underfeed stoker. Automatic cleaning feature,

•585 Stockrooms :

— Records and practice, *851 Stopping of Cars:

— Comments on by A. E. R. T. & T. A., r54 — Effect upon economies in car operation

[Phillips] 1039 — Omaha, Nebraska, Continue, 701 Stratford, Can.: — Grand Trunk Ry. :

Government ownership proposed. 491 Strikes and Arbitrations: — Akron. O., 133 — Boston, Mass.:

Boycott and strike follow fare increase, 198

Eight-hour day with increase wage granted. •190

Situation, 134

Strike threatened. 538 — Brooklyn, N. Y.:

Settled, 353

Union recognition, 395

Unjustifiable, 367 — Chicago, 111., 349. 393 — Columbus, O., settled, 535 — Davenport, la., settled, 352 — Denver, Col., 139 — Des Moines, la., settled, 447 — Discussed before B'ederal Electric Railways

Commission. rl06 • — Discussed by Amalgamated Assn., 538 — Facing a strike [Hedges], r7 — Newark. N. J., 37 — New York City, settled. 404 — Nor-svich, Conn.. 135. 393 — Oakland. Cal.. Ten day strike, 731 — Olean, N. Y.. Rioting. 448 — Pittsburgh, Pa., situation, 405, 445, 491 — Proposed measures in Massachusetts, 873 — Pro-vidence, R. I., Ser-vice suspended by strike,

191

■ — Public opinion. Effect of. 368

• — Toronto, Can.. Strike settlement. 191

— Urbana. 111., 87

— Windsor, Can., 86, 394

Subsidies :

— Comments on State Subsidy, 607 ^ — Massachusetts Street Railway Commission ap- proves, 871

— Massachusetts, Temporary subsidies favored, 673

— Municipalities lessen assessments. Comments on, 849

— State subsidies for electric railways [Perkins], •645

Substations and Equipment :

— Air-blast Transformers, Maintenance of. *434

— Automatic substations on New York state railways [Cadle]. ^985

— Automatic substations, permit salvaging of copper [Dehorel, ^916

— Discussed by A. E. R. E. A., r73

— Experience data of automatic substation opera- tion. Comments on. 967

— Experiences in development of automatic sub- stations [Wensley], ^886

— Fireproof construction [Elliott], 487

— Melbourne (Austraha) Sviburban Electric R.ailwavs. •904

— Selection of [Drabelle], 765

— Some elements in a satisfactory substation building [Lloyd], •833

Subways :

Cleveland. O.:

— Plans outlined, 1013

— Detroit, Mich.. Engineers' report. 348 Proposed, 673, 699

— Proposed in Cleveland, '71

Sweden :

— Electrification work and waterpower develop- ment to be hastened, 335 — Railway development, 327

— Stimulus given to waterpower development, 1 '8

Abbreviations: •Illustrated, c Communication, r Pape in ReportNnmhprforOct.il. READ THE INSTRUCTIONS AT THE BEGINNING OF THE INDEX

X

INDEX

IVol. 54

Switzerland:

— Regenerative braking- with single phase com- mutator motors, *910

— Status of Swiss electrification. 227

— Status of Swiss electrification [Ateliers de Construction Oerlikon], 0-096

— War time progress in railroad electrification, 487

Syracuse, N. Y. : — Empire State R. R. Corp.: Fare increase. 142

Taxation:

— Comments on [Bullock]. 186

— Comments on [Jackson], rl23

— Relief from taxation [ Rifenbenek] , bb

Problems before Federal Electric Railway

Commission, 173

—Questionnaire of Federal Electric Railways Commission. 574

Templates:

— Shop methods used in building cars, 931 Tennessee :

• — Regulative commission for all public utilities

provided, 591 Terminology:

— Valuation terms defined by American Elec.

Ry. Ass'n, 233 Terre Haute. Ind.:

Terre Haute, Indianapolis & Eastern Traction

Co..

One man cars, results of operation. 161

Tests of Equipment and Material:

— Brinell hardness test for girder rails, com- ments on. 433

■ — -Manufacturers tests of materials for railway motors [Dean]. *3'Z1: comments. 309.

Third-rail (see Rails, Third-rails)

Tickets: , .

— Automatic ticket selling machine, '941

— Eastern Massachusetts Street Rys.. Monthly tickets. 600

— Identification checks at Youngstown. *3?*'

— Increase traffic [Bufte], 665

— Kansas City, Mo., to be used. 875

— London's buses [Jackson], '818

— Metal tickets:

Denver. Col. [Doty], r40 Popular in St. Louis. 96

Substitute for multiple coins [McLaughlin], r43

Stimulate sale of. c489 — ^Zone fare ticket forms:

Brisbane. Au.stralia [Badger], •483 Connecticut Co., *855

Croydon. England [Jackson], "469, •470 Foreign countries [Cusani], '478 Milwaukee. '616 Newark. N. J.. ^484, ^643 New London, Conn.. '687 Portland, Me.. ^635 Springfield. Mass.. '630 • — Zone fare metal tickets in New London. Conn., ♦686

Ties:

— Selection of [Findley], 763

— Statistics on selling price [Emery], ^395

— Tie nipper for reducing spiking difficulties,

890 Toledo. O. :

— Statements by company and city. 837 — Toledo Rys. & Lt. Co.:

Cease operation, situation, 801, 837

Mayor dispossesses company, 133

Ouster order overruled. 348

Ouster ordinance suspended, service-at-cost plan. 447

Paving blocks and sectional paving for railway tracks, •SO

Plan suggested for temporary resumption of senice. 947

Resumption of service, situation. 870. •970

Review of railway situation causing sus- pension and finally resumption of service. •973

— Toledo Traction Lt. & Pr. Co.:

Bonds called for payment, 1019 Toronto. Can. : — Strike settlement, 191 Track Construction:

— Bonds for temporary and permanent track construction [McKelway], ^114

— Clearance in special track work layout, com- ments on, 464

— Cost of recent construction [Storrs], 176

— Lessen first cost and increase maintenance cost, comments on. 555

— Selection of rails [Cram]. 'o56

— Solid manganese for heavy traction [Findley], 764

— Standard track sub-construction, comments on, 310

— Using lever throw-tyiie track switches for safety. ^987

— Way matters discussed by A. E. R. E. A., r80 Track Maintenance:

— Discussed b,v Iowa Elec. Ry. Ass'n. 761

— How to maintain track [Findley]. 763

— Lessen first cost and increase maintenance

cost, comments on. 55.5 — Long track life, comments on [Cooper]. c533 — Monolithic construction discussed by Illinois

Electric Railwa.vs Ass'n. 159 — Removins- track with a small force of laborers

[Drury]. 906 — 'War time progress [Tinnon], 220 Track Regulation :

— Joint use of discussed bv A. E. R. T. & T. A,

r64. r66, r67 — Terms and gaging points discussed by A. E.

R. E. A.. •r77 Tractor for freight haulage. '347

Traffic:

— Code of principles discussed by A. E. R. T.

& T. A.. r55 — Conditions in Cleveland, 0., *72 — Croydon. England [Jackson], ^467 — Effect of density and regulation upon eco- nomies in car operation [Phillips], 1039 — Regulation, comments on by A. E. R. T.

& T. A.. r54 — Rush hour vs. off hour passengers, c349 — Transporting shipyai'd workers at Quincy by

"Split shift" plan [Conant], ^62 Traffic Promotion :

— Advertising for traffic [Bufte], '663 — Business follows service [Walker], *660 — Comments on. 607

— Co-operation by the public [Beeler], rl23 — Great Britain [Jackson], 432 — Higher schedule speeds [Beeler], 658 — Merchandizing, 391

— Methods of overcoming jitney competition [Eddy], 691

— Railways must sell their transportation [Jack- son), c5.s7

— Tickets increase rides [Sullivan], ^654 — Ticket selling campaign in Kansas City, Mo., 775

Traffic Sun'c.vs :

— Comments on. 511

— Comments on by A. E. R. T. & T. A.. r54

— Eflect of earless peiiotl in Toledo upon busi- ness houses and theatres, 974

— Methods used by Philadelphia Rapid Transit System [Horton], ^75

— Motor buses in London, England [Jackson], •709

— Successful count on the Beaver Valley Trac- tion Co., •865

— Traffic checks of non-riders [Eddy], el33

— Traffic studies of the non-riders discussed by Pennsylvania Street Railways Ass'n., 55

Transmission Lines:

— Cap for mounting apparatus on the insulators, 584

— Laying out a complete line [Harte], ^561 — Maintenance of high tension lines [Drabelle], 325

— Tinning test for copper wire (A. S. T. M.

annual meeting), '25 Transfers;

— Abuse of the transfers in Kansas City, 361 — Comments on [Sullivan], '655 — Cost of giving [Storrs], 176 — Croydon, England, Tickets [Jackson], ^469 — Discussed by Wisconsin Railroad Commission, 894

— Great Britain. London Count.v Council. GraJited only with higher fares [Jackson], •273

— Kansas City triplicate transfer. •401 — New York City:

Abolishes transfers pending rehearing, 357

Two-cent charge for, 55. 94, 199

Two-cent order enforced, 301 New York State Supreme Court to hear

case for abolishing transfers, 876 — Portland, Me.. Practice. •634 — Springfield, Mass.. '(131 Transportation Department:

— London County Council Tramways staff. ^213 Trenton. N. J.:

— Pennsylvania-New Jersey Ry.:

Commutator slotting device for use with double spindle lathe. ^579 Trespassing:

— Grade crossings and trespassing discussed by National Association of Railway and Utili- ties Commissioners, 834

Tri-City Ry.: (see Davenport. la.)

Trolley Wires (see Overhead Contact Systems)

Tunnels :

— New York City to Staten Island proposed, 803 Turbo-Generators :

— Sizes possible to build, discussed by A. I. E. E.. 882

u

United R.R. (see San Francisco. Cal.) United Rys. (see St. Louis. Mo.) United Rys. & Elec. Co. (see Baltimore. Md.) Union Traction Co. of Indiana (see Anderson,

Ind.) Urbana. III. :

— Urbana & Champaign Ry., Gas & Elec. Co.: Strike, 87

Vancouver. Can.:

— British Columbia Eke. Ry. :

Fare situation, 600 Valuation (see Apprai-;ill Varnish (see Paints and Painting) Virginia Ry. & Pr. Co. (see Norfolk, Va. an<»

Richmond. Va.)

w

Wages :

— Budget basis discussed before Federal Elec- tric railways Commission 1100

— Compared in Chicago, Cleveland and Philadel- phia [Busby]. 79i;

— Compensation for eflj -ient management. 14

— Depend on rate of production, comments on. 781

— Discussed by Amalgamated Assn.. 527 — Japan [Sano]. 6

— Low-er for high schciule speeds [Beeler]. 658 — One man car operate ? [Greenland]. 68 — Principle of differer(ial wages in awards [Pringle]. c943

Wages (Continued) :

— Public takes an interest in wage increases, 207 — Questionnaire of Federal Electric Railways

Commission, 574 — Wage and rate problem inter-dependent, 269 — Wage scales must be on reasonable basis [Par- dee] , 2

— Will wages continue to increase? 152

Wage Increases :

— Baltimore, Md., 407

— Birmingham. Ala., situation, 351

— Boston, Mass.. 134, x-190

— Chicago, 111., 134, 189

— Cleveland. O., 85

— Columbia. S. C. 142

— Kansas City, Mo., 136

— Los Angeles. Cal.. 251

— Massachusetts: Effect of. 354

— Milwaukee. Wis., situation, 351

— New York City, 403

— Philadelphia. Pa., 36. 291

— Pitt.sburgh. Pa,. 136

— Portland. Ore., situation. 403

Granted, 949 — St. Louis. Mo.. 404. 769

— Spokane, Wash., court grants increase. 539 War Labor Board:

— Award in case of New Jersey Public Service

Railway vs. employees. 37 — Cases settled. 353 — Dissolved. 353

— Pittsburgh. Pa., decision in. 39

Warsaw. Ind. :

— Winona Interurban Ry. :

Steel pilots for all year service, ^939 Washington. D. C: — Capital Traction Co.:

Fare increase granted. 736

Value for rate making fixed. 543 — Washington Ry. & Elec Co.:

Collateral ordered sold. 254

Fare increase sought, 142

Fare increase granted. 73(3

Value for rate making fixed. 543 — Washington. Virginia Ry.:

Fare increase granted. 736 Washington. Baltimore and Annapolis Electric

R. R. (See Baltimore, Md.) Water Power (see Power) Wausau. Wis. :

— Wisconsin Valley Elec. Co.:

Wood block paving [Rasmussen], c767 Waverly. N.-Y.:

— Waverly. Sayre & Athens Traction Co.:

Fare increase granted by P. S. C, 197 Way:

— Melbourne (Australia) Suburban Railways, •905

— Mowing weeds on interurban right-of-way

[Main], ^569 — Standardization of way matters [Cram]. 568 Welding. Special Methods; — Arc welding set, '585 — Building special work [Smith], ^317 — Electric arc [Unland], ^343 — Experiences with thermit insert welding

[Robeson], ^987 — Recent progress in are welding discussed by

N. Y. R. R. Club. 919 — Shop thermit welded crossings are long lived.

•1008

— Use and misuse of arc welding apparatus [Un- land]. 756

— Welding wrought iron and steel [Unland]. 581 Western New York & Pennsylvania Traction Co.

(See Olean, N. Y.). 448 Western Society of Engineers: —Meeting Sept. 8. 529 West Virginia :

— Governor requests rate truce. 545

West Virginia Tr. & Elec. Co. (See WheeUng.

W. Va.) ■WheeUng. W. Va.:

— West Virginia Traction & Elec. Co.:

Receiver appointed. 358 Wheels :

— Building up flat spots. 83

— Standard designs of [Chance]. 933

— Standardization of [Brown], 568

— Limiting features In life and performance of chilled iron wheels, ^755

— Terms and gaging points discussed by Ameri- can Electric jRailway Engineering Assn.. •577

Window Sash Brake Device. '246 Windsor. Can.:

— Sandwich. Windsor & Araherstburg Ry.:

Purchase by municipalities approved. 873 Strikes, 86. 299

Winnipeg. Can.:

— Workers sympathetic strike. 36 Winona Interurban Ry. (see Warsaw. Ind.) Wisconsin : , ,

— Railroad Commission recommends synchron- izing revenues with wage increases, 967 Wisconsin Valley Elec. Co. (see Wausau, Wis.) Work and Wrecking Cars; . ,

— Drag line car for handling track materials. •531

York. Pa.: — York Rys. :

Signal equipment increased, •120 Youngstown, O.:

— Mahoning & Shenango Ry. & Lt. Co.:

Franchise, essential features [Stevens]. r21 Zone fare collection, ^327

Zone fare systems:

— Adaptabihty of one man cars, 152

— America [Jackson], rl20

— Auditing on London buses [Jackson J. '816

— Australia [Jackson] . 434

— Advertise zone boundries. 371

— Brisbane. Australia [Bade-er]. ^481 '

— British Electric Traction Co. [Jackson]. ^104

Abbreviations: •Illustrated, c Communication, r Page in Report Number for Oct. 11. READ THE INSTRUCTIONS AT THE BEGINNING OF THE INDEX

July-December, 1919J

INDEX

XI

Zone Fare Systems (Continued) :

— Camden's view ol the New Jersey zone plan

[Bleakly], rl2li — Collection at Young'ston, *3'Z7 — Collection of zone fares [ Kuemmerlein] . r()8 — Cong-estion reduced [Jackson], 39'.i — Comments on operation, 81.'! — Croydon, England [Jackson], *466 — Discussed by I)r. "Whitten, 831 — Discussed by A. E. R. T. & T. A., r62 — Discussion of less than five-cent first zone

fare, P. S. R. A. annual meeting-, 166 — Effect upon distributing population [Madgen],

441

— Future fare system for small cities [Emery], •69.5

— Great Britain [Madgen], 440 - — Great Britain [Jackson], 4.31 — Increase postage [Jackson], rll9 — Kansas City, Mo., service not fares zoned in. 363

— Leeds, England, operation in [Jackson], •7.56 —London County Council [Jackson], ^310, •270 - — Milwaukee, satisfactory, '615

System upheld, 808 — Necessity for [Jackson], 393

Zone Fare Systems (Continued) : — Newark, N. J., 545, '637, 843

Abolished, 957

Losses, .11,500,000, 1065

— New H.-ivcn, Conn.: Comments on, 707

Observations on by N. J, Board of Public

Utilities Commissioners, 1035 Opposed bv peoi)le, 1033 System outlined, 807, •853 — New Jersey (see Public Service Railway be- low )

— Obstacles encountered:

Comments on, 744

Operation in, 599, 715

Plan approved, 258

Situation, 715, 783

Transfer-less zone fare system, 268 — Objections [Jackson], 435 — Politically barred in New York. ^380 — Portland, Me., described, •621 — Practice in British cities, 34 — Preparing- the public for, 1033 — Pubhcity, '484

Zone Pare Systems (Continued) ;

— Public Service Railway of New Jersey:

Comparison of zone fare rate with fiat rate, 383

History, 545, •6,37, 678, 808, 843, 1032

— Reports on by A. E. R. A., r47

— Results in Rhode Island, testimony at Wash- ington hearing, 339

— Roslyn, N. Y., 501

— San Diego, Cal.:

Ordered by Commission, 961 Recommended, 501

— Shore Line Electric Railway system described. •685

— Side lights on the zone fare — cong-estion or

diffu.sion? [Jackson], •376 — Springfield, Mass., described, •638 — S.vstem outlined and practice discussed, 610 — Ticket forms, foreign [Cusani], ^478 — Zone fare system vs. horizontal fare unit

increase [Spring], 18 — Zone fare system vs. multi-fares in New

York, c868

— Zone fares for small cities [Jackson], e 1051 — Zone markings on Shore Line Electric Rail- way, ^686

AUTHOR INDEX

Ainey, William D. B.: — State the facts to the public, 387 — What the Federal Commission should bring out, 389

Ateliers de Construction Oerlikon. Status of Swiss electrification, c696

B

Babcoek, E. 'V. Street railway situation in Pitts- burgh, rll6

Badger, J. S. The graduated fare at Brisbane, Australia. ^481

Beaumont, W. Worby. Buses carry large pro- portion of London traffic, c'737

Beeler, John A. :

— Advantages of higher schedule speeds, ^657 — What ails the street cars, rl33 Bemis, Edward W. Fair return on railway prop- erties, rl35

Bennett, H. K. Written discussion on Mr. Car- penter's paper. Speed and its relation to accidents, 733

Bibbins, James R, The net result of the 5-cent fare, *570

Bitting, Clarence R. The preparations of data vs. connection with rate cases, r39

Bleakley, E, G. C. Camden's vie-w of the New Jersey zone plan, rl36

Boyce, W. H. National advertisers can help, c696

Brown, H. L. The wheel situation, standardi- zation of, 568

Buehler, Walter. Resultis -with -wood block pa-ving, e767

Buffe. F. G. Advertismg for traffic, *m3

Bullock, Charles J. The taxation of electric railways, 186

Bvu-ke, T. F. Transference of load in cars when braking-, *750

Burke, W. H. The nickel in 1913 and 1919. 513

Burr. Walter P. Pneumatic tools for breaking up pavement, *583

Burroughs. W. Dwight. The value and neces- sity of publicity, r90

Busby. L. A. Fares in Chicago, Cleveland and Philadelphia compared, 795

Cadle, C. L. "Automatics" on the New York State Railways, '985

Callard. H. N., Jr. Safety car experience in Virginia, ^430

Carrawa.v. Leake, All electric railway publicity agents should be in Atlantic City, c588

Carpenter, E. C. Speed and its relation to ac- cidents, 733

Castiglioni, F. Why does the operating enfd- neer frown upon theoretical calculations. c350

Chamberlain. Wm. Regnlating rates in Iowa. 38 Chance. T. A. Equipment standards of the A. E.

R. E. A.. 931 Choate. Joseph K. A consistant state policy is

needed. 689

Clifford. C. H. Service and jitney competition, r35

Cole. A. B. Hea-yy freight ser-yice on a single- track, high-.speed passenger line, •866

Conant, W. B. Transporting shipyard workers at Quincy. '61

Connely, Charles. A conductor's point of view on car-operating economy, 1043

Cooke, Charles B. Jr.

— Economies and equity in valuation, 911

— Simplification of corporate structures, ^858

Cooke. Morris Llewellyn. How the railways can

be rehabilitated, rl37 Cooper. H. S. Long track life, e533

Cram. R. C:

— ±>uildings and structures, standardization of, 567

— Way matters, standardization of, 568 — Notes on the history and development of elec- tric railway rails, ^106 — Selection of rails for electric railway service •556

Crandell, J. S. Relaying wood block in Bridge- port, Conn., •316

Culkins, W. C. Incentive to efficiency is needed. 79

Cusani. Ferdinando C. Typical zone tickets from abroad. •479

Giltner. T. W. A claim adjuster's -views on car

operatnig economy, 1045 Greenland, Sam W. One man car operation, 67

D

Dana, Edward :

— Operating without telephones. '33

— The street inspector as he was and is to be.

•372 Dean, J, S.:

— Manufactui-ers' tests of materials for railway

motors [Dean], •321 — Railway shop, maintenance kinks, 759 Dehore, C. T. Cutting down operating expenses

on a small interurban road, ^915 Dixon, Alves. A claim agent's experience with

one-man cars, 730 Doolittle. F. W. Relationship of items of cost

under pre-war conditions and today, r9 Doty, W. A. Fare collection with frequent

changes in rates, r40 Draper, Walter A.:

— A need for incentive for economical operation under servipe-at-cost franchise, 177

— Some elements of the Cincinnati franchise, •rl8

Drabelle, John M.:

— Keeping the high-tension line in good repair, 335

— Power distribution for street and interurban

railways, 765 Drury, A. C. Removing- track with a small force

of laborers. 906

Eddy. H. C:

— The street railway outlook, 691

— Traffic checks of non-riders, cl33

Edison. Thos. A. Communication to Federal

Electric Railways Commission in regard to

electric railways, c239 Elliott, Clifford A.:

— Fireproof construction for substations, 487 — Pacific electric has complete parking program, •517

— Using lever throw-type track switches for

safety, '987 — Unusual method for mo-ying two 350-hp,

boilers. *133 Emery. J. A.:

— Statistics show railway's plight. 394 — The future fare system for small cities, ^695 Erickson. Halford. Financing, state vs. local regulations and service-at-cost plan. 343

Fearnle.v, A. R. Facts regarding motor-omnibus

ser-yice. ^936 Ferguson. Alexander D. Making accur,ate

measurement of railwcar. '1006 Findley. R. H. Ho-w to maintain track. 763 Finger, Charles J. History hath its lessons,

•1036

Finn, S. M. Economies in steam-generating sta- tions. 1047

Fredericks, Ernest B, Straightforward publicity does bring results, 938

H

Handlon, J. H. The psychology of claim adjust- ment, 157

Hanson, Ole. Traction situation in Seattle, 386 Harris, R, E, A dispatcher's view of car opera- tion economies, 1044 Harte, Charles R, :

— An effective home made grade indicator, ^933 — Laying out a power transmission Une, *561 Hedges. Job E. Men with the nerve to tell the

people the facts needed, •r5 Horton, R. H. Methods of observing and an- alyzing passenger traffic. '75 Hutcheson, J. E. Montreal cost-of -service plan. •r24

Insull. Samuel. Communication to Federal Elec- tric Railways Commission in regard to elec- tric railways, c336

Jackson, A. A. Railways must sell their trans- portation, c587 Jackson, Dugald C. Status of the electric rail- way, 391 Jackson, Walter: — Foreign fare practice, 431 — London's tubes and buses, *708. ^816 — Possible operating economies and sales meth- ods. rll7

— Side lig-hts on the zone fare — congestion or

diffusion? •376 — The zone fare in practice. *56 — The zone fare in practice, Croydon. England.

♦466

— The zone fare in practice, Leeds — Part 1, *7; Part II. •56

— The zone fare in practice. London County Council — Part 1. ^310 — Part II, •370

— The zone fare in practice, the British Elec- tric Traction Co., '154

— Zone fares for small cities, cl051

Jefteries. Guy K. Co-ordination of safety be- tween transportation and equipment de- partments, 694

Jirgal, John. Accounting for depreciation. 799

Johnson Geo. H.:

— Morale of executive staff is affected by ad- verse conditions. c389 — The discouraged railway official. c443 Johnson. H. A. Coasting results on the Chi- cago Elevated, •377"

K

Kealy, Phillip J.:

— Safety car scores a success in Kansas City. rSl

— 'Valuation and accruing depreciation, 530 Kuemmerlein, George. Jr. Collection of zone fares, r68

Laney, Charles J. Obstacles to electric express 996

Lloyd. C. P. Some elements in a satisfactory =..ht.t!,tinn building, •833

Abbreviations: •TllustratecJ, c Communication, r Pagre in Report Number for Oct. 11. READ THR INSTRUCTIONS AT THE BEGINNING OF THE INDEX

XII

INDEX

[Vol. 54

M

Madgen, William L. Some light on British tramway eODditions, 439

Main, Edwin, Mowing- weeds on interurbau rig-ht-ol-way, *569

McCallum, Alexander. European electrifica- tion proposals, 474:

McDoug-all, R. E.:

• — Electric railway hazards — causes, effects and remedies, 693

• — Org-anization lor public accident prevention campaigns, 723

McLaughlin, J. F.: Metal tickets as a sub- stitute for multiple coins, r43

McKelway, G. H.-

— Bonds for temporary and permanent track construction, *114

— Soldered bonds for track bonding, '899

McMahon, C. R. Car maintenance records fa- cilitate work, *119

Macleod, Frederick J. Public ownership may be only means of restoring credit, 437

Moore, F. J. Some observations and queries on safety car operation, 131

Mitten, T. E.:

— Philadelphia's answer to the traction ques- tion, rll4

—Working hours of motormen and conductors.

continuance of the 5-cent fare, erlll Mortimer, J. D. Can service costs be collected

from traveling public. *rl4 Mullany. Bernard J. Getting the right kind

of publicity. 216 Munton. C. J. Possibilities of electric railway

express service, 992 Murphine. Thomas F. Seattle municipal lines.

897

N

Nachod. Carl P. Some observations on signal

maintenance, 442 Nash, L. R. The possibilities in readlness-to-

serve fare schedules. 647 Nicholl, H. A. Interurban Express, 993

o

O'Shaughnessy, M. M. Street railway situation in San Francisco. 896

Pahin, Lucien A. Progress on the Midi rail- wa.v pyrenean electrification. *475

Palmer. !>. H. Are high costs of ser\nce likely to develop permanent competition, "rll

Pardee. J. H. Wage scales must be on reason- able basis, •r2

Perkins. R. W. State subsidies for the street railway companies, '645

Phillips. Frank R.:

— Economies in car operation. 1039

— The human factor in safe operation and maintenance of rolling stock, 793

— The maintenance man's experiences during the war. 19

Phillips W. H. Helical gearing for railway motors. '934

Place, C. W. Keeping up the trolley volt- age. 27

Porr, Edward A. Blue lights and their sig- nificance in the New York subways, '579

Pringle, P. J. The principle of differential wages in awards, *c943

Proctor. C. B.:

— Why does not every electric railway have a safety oi'giinization ? 792

— Written discussion on Mr. McDougall's paper. Organization for public accident preven- tion campaign, 734

R

Rasmussen, W. C. Wood block paving, c767 Reid, Harry. Nationalization and standardi- zation of accident prevention. 791 Rostof ski. Harr.v :

— Combined signal and telephone box, *901 — Voltage sui-veys give information for varying

station voltage, '976 Rifenberick, Robert B. Burdens from which

we should be relieved. 66 ' Robson. W. Tuke. Experiences with Thermit

insert welding, •1049 Roderick, T. C. Earnings of the safety

ear, 26

Sailers, Earl A. Accounting measures to meet business depression in the industry, r37

Sano, Shiro. Practices and tendencies in Japanese electric railway transporta- tion. '4

Schaddelee. Richard. Commissions have failed properl.v to administer the intent of the law. 240

Schneider, E. F. Safety before and after the war. 791

Schreiber. Martin. Use of standards. c34

Seullin Terance. How the Master Mechanic looks at car operating economy, 1044

Seelar. L. F. Swing of radial coupler on curves. •489

Sidlo. Thomas L. Relief for the present trac- tion conditions. rl29

Sisson. F. H. Street railway credit and cost of capital. 178

Smith. Montelle C. Building special work with an oxygen-acetylene cutting and weld- ing outfit. •SI?

Snell, O, C. Superintendent's viewpoint on car-operating economies. 104.5

Spring. Edward C. Electric railways from an operating standpoint. 17

Stanton. H. C. Handling the freight business. 982

Starkey. J. F. Possibilities of electric express service. 99.5

Stevens. R. P. The Youngstown service-at- cost franchise. r21

Stipall. E. E. Purchasing agents and store- keeper urged to attend the Atlantic City convention. c589

Stone. C. I. Competition from motor vehicles, 979

Storer. Norman W. Gasoline vs. electric motor

for street railway service. r27 Storrs. L. S.:

— Competition of motor vehicles. 18.5

— Reasons for railways' present condition. 175

SulUvan, R. T. The collection of odd street

railway fares, •053 Sunderland, John A. How a motorman can

help in car operating economy. 1043 Sutherland, John. Maintenance of equipment,

766 ^ .

Swartz, A, Repairs to wood block paving,

Taylor, A. Merritt. The valuation of electric railway properties, 128

Thirlwall, J, C. General observations on Bir- ney cars, r33

Thomas, Theodore B. More passengers better than too-high fares, c727

Tinnon. John B. War-time progress in main- tenance of way. 320

Tynan, L. J. A fixed schedule for Injured per- sons other than employees, 721

u

Unland. H. L.:

— Electric arc welding methods, *343 — Use and misuse of arc welding apparatus, 757

— Welding wrought iron and steel. 581

V

Vaughn. S. L. Possibilities of express business, 997

w

Walker. E. M.:

— Business follows service, ^660 — Safety cars and the results of their opera- tion, 161

Watts. F. W. Motor trucks and electric road. 980

Welsh. J. W. Present status of engineering association standards. 922

Wensley. R. J. Some experiences In the de- velopment of automatic sub-stations. ^886

Weston. George. Electric railway policy. .529

Whiteford. William. Problems of the purchas- ing agents. r88

Wells. Gardner:

— Standardization of Birney safety car. r3R — Some safety car objections answered. 983 Whiteside. W. J. Motor truck competition. 981 Winsor. H. G. Written discussion on Mr. Dixon's paper. A claim agent's experi- ence with one man cars. 721 Wood. George E. Insuring adequate coal sup- ply with the least expenditure. •313 Woods. Robert P. City representation in elec- tric railways. 726 Wright. T. T. Advertising publicity, 287

Yungbluth. B. .T. Inventorying materials and supplies. '519

Abbreviations: *Illustrated. c Communication, r Page in Report Number for Oct. 11. READ THE INSTRUCTIONS AT THE BEGINNING OF THE INDEX

PERSONAL INDEX

(with biographical notes)

Adams. H. P 49

Allen, Horace 99

Anderson, Walter E 261

Bailey, R. W '703

Bauer. John ^1025

Beach. H. L 262

Bicknell. M. 0 49

Blair. Col. E. J 740

Blanks. P. H 1067

Boardman. A. Jay 303

Bolt, Walter C 203

Bramlette. John M 778

Brown. Harry L 48

Buffe, F. G ^99

Burr. George L 549

Butler. Henry O '703

Callaghan. W. C 416

Cameron. Bruce *98

Campbell Gordon '48. 261

Chamberlain, F. C 365

Cram, R. C •147

Crane, C, F 778

Daly, David 603

Dana, Edward '364

Dcmnsey. J, J *S05

Dillon, Col. T. H 963

Fas-an. J. F ^505

Edstrom, Sigfrled J 845

Fmmons. CD 203

Estill. G. C •459

Fitch. Howard F 202

Flowers. Herbert B 810

Ford. A. H 778

Frauenthal. B. W 878

Gahoury. Arthur ^1067

Gillette. Maj. Geogre 878

Gordon. Leroy 0 739

Hardy. Frank 1 203

Harr. Augustus E 365

Harrsen. H. P 549

Hedley. Frank •739

Hill, Otis R 549

Hunt, Edward J 49

Ingle, J. P •48

Jackson. Caleb S 202

Jackson, Walter 48

Johnson, C, C 878

Johnson, Eugene C 98

TInox. R. R 1067

Larrabee. Harold D 146. 203

Leiissler. R. A ^810

Libbey. Joseph H 202

Lvons. William L 416

Merrill, E. D ^146

Milliken. E. L 878

Morgan. C. B 778

Mover. C. C 963

McCormick. Maurice E. . 146. 845

Neal. J. Henry 810

Perkins. Col. A. T *146

Pierce. Daniel T 963

Porter. H. Hobart •778

Ray, William D 263

Renshaw, Clarence 203

Rolston, Wilham E ^963

Root, Oren 680

Seeley, Garrett T ^740

Sheehan. Patrick P 878

Sloan, M. S 262

Sparks. Ralph M 147

Steams. Robert B 202

Stocks. Carl W 262

Stovcl. Russell W 963

Stratton. M. G 740

Sullivan. Patrick F 203

Sullivan, Richard T ^739

Paurman, A 778

Trazzare. J. P 1067

Von Phul. Wilham •49

Waldo. Ralph 416

Ward. Frank D 202

Waring. George H 263

Warner. Robert 1, 146, 365

Warnock. A. W 49

Walker. Frank B 202

Wayne. Joseph E 363

Wellman. Louis W 202

Wh.arton. J. S. M 261

White. Louis C 48

Whitlock. W. L 505

Willcutt. George B 99

Witt. John P 261

(•Indicates Portrait)

Journal

Consolidation of Street Railway Journal and Electric Railway Review

Volume 54 Ncw York, Saturday, December 27, 1919 Number 22

The next issue of this paper will be the annual sta- tistical number. The most striking facts that the tables will show are that of the cars ordered in the United States by city surface lines nearly 75 per cent were of the one-man safety type, and that of the motor passenger cars ordered by these lines the percentage was even higher. The statistical issue will contain a suggestive symposium on the electric railway situa- tion from a number of points of view.

Notice About Binding

THIS issue of the Electric Railway Journal com- pletes Vol. 54. There have been twenty-three issues which should be included in the bound volume, namely, the twenty-two issues which carry the regular serial numbers and the report issue of the Daily, published on Oct. 11 with the report of the Atlantic City convention. The publishers recommend that this report issue, whose pages are numbered from 1 to 130, should be bound at the end of the volume as a supplement.

The editors believe that the index to Vol. 54 which accompanies this number will prove especially useful because more than the usual care has been given to its compilation. The system of key words adopted some years ago to standardize the terms used in the index has been continued and somewhat elaborated. A description of the plan followed will be found on page II of the index. A large number of subscribers to this paper bind their issues at the end of each half-year, and it is a plan which could well be followed by all.

A Decade of Mid-Year

Meetings of the Association

THE Cleveland meeting of the American Electric Railway Association, to be held on Jan. 8, will be the tenth in the series inaugurated in 1910 under the presidency of James F. Shaw. The first five of these were held in New York but beginning in 1915 a differ- ent city has been chosen each year, namely, Washington in 1915, Chicago in 1916 and Boston in 1917. They were begun because a definite need was felt by the rail- way executives for an opportunity to talk over pressing problems of the business away from the bustle of the annual convention and the distraction of every-day work. The conference plan sprang immediately into favor, and in due course the conference was made an official meet- ing of the association with full legislative powers.

At first the winter meeting was rather incidental tc a group of committee meetings which were called at the same time. As the committees were naturally made up of leaders of thought and practice in the several depart- ments of the industry a representative attendance at the conference of all branches of the business was as- sured. Gradually, however, the practice of holding these various committee meetings at the time of the mid-year

meeting fell into disuse, the principal reason being the general feeling that the work of the affiliated associa- tions and of the committees should be started earlier in the association year. The present plan by which this work is begun soon after the October convention is desirable in many ways. Nevertheless, the earlier plan has many advantages and we suggest the matter again be considered before the 1921 meeting to determine whether possibly the circumstances have changed suffi- ciently to warrant a return to the older order.

The Mid- Year Meeting Programs

Epitomize the Industry's Thought

AS the mid-year meetings enter their second decade, il one's thought naturally turns back to review the 1910 to 1919 meetings in perspective as they changed in character from conference to full-fledged meetings. All have related directly to the financial side of the industry, and it is instructive to recall that even at the first (1910) meeting, emphasis was laid on the declining at- tractiveness of the electric railway as an investment and on the necessity for higher fares. This led natu- rally to studies of the proper rate of return (1911) and to proper bases for rates of fare (1912-13). By 1913 the drive of cities for lower fares had largely subsided, but the upward tendency of operating expenses was even then so marked as to cause great apprehension, and this was seven years ago. The principles of commis- sion regulation logically came in for attention in 1914, and the 1915 meeting was appropriately held at the nation's capital. The great war had then begun, and it was not difficult to foresee that very close relations between the federal authorities and all industrial and transportation enterprises were inevitable, especially if we should enter the war. The 1915 meeting was ad- dressed by President Wilson, who declared in memorable words that if the companies treated their employees and the public fairly and if their methods were above reproach, they could "pile up profits as high as the Rockies, and nobody will be jealous of it." The follow- ing two meetings (Chicago and Boston) immediately preceded our entry into the European conflict, and were given over to valuation, rate of return, regulation, em- ployees' welfare and, last but not least, the adaption of merchandising principles to the selling of transporta- tion. No winter meeting was held in 1918, but last March many of our representative men got together to confer as to the fundamentals of economical operation which had to be applied immediately in view of the crisis forced upon them directly by the war and indi- rectly by several factors which would have acted ad- versely even without the war. These have continued to act during 1919.

The experience of the past ten years has shown mid- year meetings to be decidedly worth while, and we ex- pect definite progress from that at Cleveland.

1030

Electric Railway Journal

Vol. 54, No. 22

Massachusetts Anti-Strike Bill Was in the Right Direction

SPEAKING of the coal strike in 1902, Theodore Roosevelt said : "No man and no group of men may so exercise their rights as to deprive the nation of the things which are necessary and vital to the com- mon life." This sound principle was again emphasized recently in several statements issued by President Wilson to the striking bituminous miners whose ob- stinate tactics threatened for a time to bring serious disaster upon the nation, as they had already resulted in real discomfort for millions of citizens.

There can be no gainsaying the statement that a strike which ties up the transportation of a great community is a strike invested with a public interest, and as such it should merit the condemnation of right- thinking persons everywhere. For this reason an un- usual interest attaches to the draft of an act recently recommended to the Massachusetts Legislature by the Street Railway Commission, the purpose of the proposed legislation being "to secure continuity of service on street railways under public control." In brief, this bill was an anti-strike measure. It was printed in full in the Journal of Nov. 8, page 873, and while it sub- sequently failed of passage the issue involved deserves serious consideration.

People no longer question the right of men to combine and strike for a lawful purpose, but when in doing so the strikers trespass upon other rights which are no less sacred, a sharp line must be drawn between the liberty of the individual and the interests of the greater public. This is peculiarly true in the case of a strike on a railway system. Here is involved the distinction between the carrying on of public utilities and of a private enterprise.

Presumably, a person enters the service of a public utility voluntarily. He may quit that employment without hindrance when he chooses to do so. But when the public service is interfered with "by concerted action, combination or agreement" of employees, as the proposed Massachusetts act contemplated, a greater issue is at stake. As the United States Supreme Court pointed out in passing upon the validity of the Adamson law, the right of an employee to leave the employment if he desires and by concert of action to agree with others to leave, is "necessarily subject to limitation when employment is accepted in a business charged with a public interest." Also, in the well- known Debs case, the Supreme Court sustained the action of the lower tribunal which took steps to prevent the wrongdoing of one resulting in injury to the gen- eral welfare.

Agitators and supporters of the radical labor point of view often are heard to say that proposals to prevent strikes have a tendency to create "involuntary serv- itude." As a matter of fact, the law which was recom- mended in Massachusetts would not restrain a man from refusing to work, but it would prevent his stopping an important public service by a combination with others.

Thinking people of all civilized nations have had occasion in the past year to give more than the usual amount of serious consideration to the labor situation. Apostles of discontent have sown the seeds of dissension everywhere, and there seems to be an almost universal demand for the highest possible pay for the least pos- sible amount of work. It would seem that the average workman no longer takes pride in work for itself and

that he places his pay above all other considerations. While this situation in itself is fraught with peril, the disturbances are still more threatening when they tend to paralyze whole communities in their commercial and social activities through strikes on street railway sys- tems or in any business alfecting the greater part of the public. We believe from recent public utterances of candidates for political office and other reasons that sentiment is tending toward passage of anti-strike legis- lation as regards the kind of properties mentioned, and we look upon it as a tendency in the right direction.

Some More

Bus Calculations

IN OUR issue of Nov. 1, we had occasion to analyze some recent bus-promotion literature under the title of "Bus Facts Versus Bus Fancies." This time we are not concerned with the J. Rufus Wallingford promises of the private promoter, but with the optimism of the municipal officer who confuses utility to the public with profit to its civic purse. As an instance, we have in mind the estimate of bus costs presented to the Board of Estimate and Apportionment, New York, on Nov. 21, by Grover A. Whalen, Commissioner of Plant and Structure. Mr. Whalen is the official who is in charge of the extemporized bus services that are now in vogue on nearly a dozen lines, either to replace abandoned car lines or to give a more convenient service than is possible with the disrupted routes of some of the railway companies. Realizing that the present scheme of haphazard operation with individually-owned buses cannot be continued with safety to the public, let alone fairness to the railways, Mr. Whalen has pre- sented an estimate for a municipal bus system.

In figuring that of 100 buses, not more than ninety- two would be constantly available, Mr. Whalen is within bounds; nor is his estimate of $5,500 for a twenty-six or twenty-seven-seat bus unreasonable. It is also noteworthy that he has allowed 30 per cent for depre- ciation, although a careful bus operator might get up to five years effective life. On the other hand, his estimate of $10,000 each for "spare parts" and "garage equipment" totals only 3.6 per cent of the $550,000 required for new buses in comparison with an allowance of 10 per cent by actual operators of bus systems. A i-esponsible bus company, just like a street railway, must also be prepared to operate in snowstorms and on icy pavement. Hence snow scrapers and sand spreaders are a necessity unless the buses are going to stay in the garage until the street railways and the street cleaning department clear the streets for them. Mr. Whalen's estimate makes no allowance for such equipment; nor can we find any reference to the service vehicles which would be needed for pulling in broken- dovni buses, carrying repair parts between the garages, handling cash, etc. Unless the "garage" item of $25,- 000 covers all storage and upkeep structures the omis- sion of "land and buildings" indicates that a kindly city will place facilities of that nature at the disposal of the bus department! This is a typical instance of how real costs can be covered up in an undertaking where one department can sponge on another.

In the still more important matter of operating costs, we are informed that the total daily charge per bus - ill be $17.40, M'hich compares with an actual derived average cost of $20 a day for smaller buses in the ^ame service. As a matter of fact, the cost of operating buses of less than the capacity proposed has run as

December 27, 1919

Electric Railway Journal

1031

high as 35 cents per bus-mile. To secure more than seven 5-cent passengers per mile average with a twenty- seven-passenger bus in order to break even means that the bus services will have to stick to the short-haul, dense-traffic sections. In other words, neither the city of New York nor any other operator of buses can make money at a 5-cent fare unless said operator de- liberately robs the electric railway of its only profitable traffic. If, on the contrary, the bus services are for localities where the street railway is no longer available, or accessible, they will undoubtedly be a public benefit but a financial loss generally. Our objection is simply that our public officials deceive both themselves and their citizens when they fail to point out that they are embarking on a general philanthropic enterprise, where- as some give the impression that there's a lot of money in it. The bus is bound to have an ever-wider field as highways continue to improve and electric railway burdens continue to increase, but let it be understood that wherever there is any worth-while density of traffic an organized, responsible, 365-days-a-year bus service costs more and not less than the modernized electric railway.

True Economy Must Operate from the Bottom Upward

SEVERAL pages in this issue are devoted to a symposium on operating economy which formed an important part of the program of the Grand Rapids meeting of the Central Electric Railway Association. It is worthy of careful study because it gets right down to the ground in this matter. There is apt to be a great deal of talk about economy without much real saving being accomplished unless the co-operation of the ulti- mate spenders of a company's money is enlisted. On the other hand, without a comprehensive view of the matter undue attention to detail may result in a policy of "saving at the spigot and wasting at the bunghole." The Grand Rapids symposium ought to be helpful in guiding the thought of the readers between these two extremes.

The program committee for the C. E. R. A. meeting asked F. R. Phillips to outline the field of possible electric railway savings preparatory to having the details of the many-sided problem presented by repre- sentatives of the several component departments. The theory of this is ideal, it is the basis of conferences of competent advisers which in these days are held before any important matters are decided. And it worked out very well in this case. To be sure all departments do not agree in details. For example, the operating man wants more car speed to cut down labor and other costs chargeable to him, while the claim agent fears that too much speed may cut into the allowance for accident claims. Obviously a compromise must be effected here. The master mechanic says that the painstaking work of the shop men can be "knocked into a cocked hat" by a few minutes of reckless operation. Obviously the far- reaching effects of carelessness need to be preached to the car crews if the mechanical department is to be placated. But why multiply illustrations? These indi- cate the principle which we have in mind, a principle which is being applied increasingly well. We hope that maintenance costs will be sensibly decreased as a result of the discussion at Grand Rapids. Also, the poly-sided symposium plan of program so profitably used there might well be used at other meetings and on other electric railway topics.

Municipal Roads Are Not

Independent of Economic Laws

DELEGATES to the conference of the Public Owner- ship League of America, held recently in Chicago, appeared to be a well-satisfied aggregation as they adjourned after adopting resolutions in support of the principles to which they are all committed. They had heard their leaders tell of the growth of sentiment in favor of public ownership, and they seemed happy in the thought that the dawn of a new era was at hand.

Two papers were read at that conference in which statements were made which tended to show that even municipal ownership cannot accomplish the impossible — that is, pay all the costs of street railway service out of a 5-cent fare. One of these was made by the city engineer of San Francisco who had much to do with the construction of the municipal line, and the other by the chief executive of the Seattle property. Of these two roads, the former is one of the oldest, and the latter is the largest of our municipal railway undertakings.

Mr. O'Shaughnessy of San Francisco explained that it had been the custom to set aside 18 per cent of the gross receipts to cover depreciation and damages. He admitted that in order to meet the July expenses it was necessary to borrow money from this fund, and he did not know whether this practice would be continued. He also conceded that "it is much more desirable that the returns to the corporation or to the municipality be sufficiently high to insure first-class service rather than to retain a low fare and allow the service to deteriorate."

Mr. Murphine of Seattle declared that no amount had been set aside for depreciation of the municipal rail- way— that the authorities believed rather in spending this fund than in allowing it to accumulate. He did not think it a proper railway expense under city owner- ship and management to care for and maintain that portion of the street covered by tracks, and this is not being done in San Francisco. This official also admitted that municipal ownership alone would not make a nickel fare go as far as formerly, saying that it would have to be accompanied by relief from franchise obligations and by economies in operation. "Relief from all fran- chise obligations is imperative," said he, "and under public ownership and management there can be no just reason why any portion of the nickel fare should be taken to pay other than legitimate railway expenses."

A Massachusetts advocate of public ownership recently said : "Even if public ownership be adopted we shall have to utilize the service of human beings." He might just as truly have said that under public ownership a nickel fare would not be found any more elastic nor would it have lower expenses to meet either for labor or materials.

These M. O. "fans" are inclined to be very frank among themselves. They admit that they cannot work miracles. But they do boast that they can furnish local transportation for a 5-cent fare "if" — Ah, there's the answer! — if they are relieved of non-transportation charges such as paving, taxes, etc. — burdens which they have been refusing for years to lift from the shoulders of those who have been striving to make a success of the 5-cent fare under private operation.

As a recent Massachusetts report stated: "Public ownership will not change these facts. All these amounts must be met either by the car rider or by the taxpayer, whatever be the system of ownership or management adopted. Facts exist even when concealed by the magic mist of public ownership."

1032

Electric Railway Journal

Vol. 54, No. 22

Preparing the Public for the Zone Plan

The Inauguration of the New Method of Charging for Transportation on the Connecticut

Company's Lines Was Preceded by a Long Program of Publicity

SUPPLEMENTING the general article on the in- auguration of the zone plan in Connecticut, printed in the Nov. 8 issue of this paper, the officials of the Connecticut Company have furnished more detail regarding the methods used in preparing the public and the employees for the new system. According to these men the chief fact by virtue of which the zone system was established on the company's 700 miles of track without the slightest disturbance from the public or material interruption of service was the existence of close co-operation between the company and its em- ployees, and between the employees and the public. The zone system is declared by all of the officers of the com- pany to be "an unqualified success." It was inaugurated on Nov. 2. Eight days later the company issued a statement to the press that the system was a success and that, while it was too early to make financial compari- sons, the situation was very satisfactory.

Company Agreeably Surprised as to Revenues

Since that announcement was made there has been a steady improvement, both as to the smoothness of the system's operation and in the company's financial con- dition. Although the company expected a temporary decrease in revenue when the new system, with its radical changes in the customs of passengers and crews, was established, there was only a single day that showed a decrease in revenue as compared to the correspond- ing day in the preceding year, that day being the one which had to be compared to "armistice day" of 1918, when railways throughout the country did holiday busi- ness.

The co-operation which made possible the successful establishment of the new system was not brought about in a day. It was the result of a very carefully planned educational campaign, designed first of all to inform the company's 4500 employees regarding the condition of the company, and, secondly, to bring the public to realize that the continuance of electric railway service in Con- necticut— and anywhere else, for that matter — depended entirely on the willingness of the people to pay a fare that would enable the company to meet its obligations and obtain a return on its investment, so that it might provide the improved service made necessary by the growth and development of the communities. This educational campaign was a success.

The decision to try the zone system had been under consideration for many months before it was put into effect, for the company concluded not to make the change until the most favorable time came. Mean- time the campaign to educate the employees and the public as to the necessity of obtaining increased revenue was carried on.

Services of a Newspaper Man Were Secured

About a year ago President L. S. Storrs decided that the time had come when the company should employ an expert in publicity. Although it is one of the largest

electric railway properties in the United States, the Connecticut Company had never attempted any definite program of education. Mr. Storrs obtained the services of a man who had spent his life in the editorial end of the newspaper business, and who had, in some degree, been a student of street railway problems. The com- pany gave him the title of "Executive Assistant," and told him that it was largely up to him to work up a program and carry it through, subject of course to the approval of the president.

The first work attempted was the education of the company's employees. As a beginning, a short bulletin, printed on the president's letterhead, was mailed to the home address of every employee to emphasize how im- portant it was that the company should win the good- will of the public. It declared that the officers and the employees formed "one big family" which must work together, and called on every officer and employee to give the company's problems his very best thought. It invited suggestions from the men and included a sheet bearing the letterhead of the company and the following paragraph :

"I believe the service of The Connecticut Company on

the Division would be improved if attention were

given the following matters:"

An envelope addressed to the president was inclosed with this letter so that employees might have every facility for sending in their comments. This letter re- sulted in several hundred constructive suggestions be- ing received by the company, many of which were valu- able.

State Commission Inquiry "Aired" the Company's Needs

About the time this circular was sent out an inquiry into the condition of the electric railways of the State was begun by a special commission appointed by the Governor and the General Assembly. The hearings be- fore this commission resulted in much publicity about the condition of the company, which, because of in- creased expenses, had been unable to pay its State taxes or to meet various other obligations. These hearings focussed public attention on the railways and as it had been known that The Connecticut Company, which then had a 6-cent fare, was considering a higher fare, there was considerable guessing in the newspapers as to what the company would do.

Then came the report of the special commission to the General Assembly, and hearings before committees of the assembly to which the bills reported by the com- mission were referred. Everybody agreed by this time that the electric railways of Connecticut needed help, but the legislators and other representatives of the cities and towns who appeared before the legislative committees were unwilling that their particular com- munities should be deprived of any of the financial as- sistance the railways were required by law td give them. The limits to which the Legislature was willing

Electric Railway Journal

Consolidation of Street Railway Journal and Electric Railway Review

Vnhinie 54

New York, Saturday, Julv 5, 1919

NiiDiher 1

Central Association Boat

Trip a Harbinger of Peace

ONE of the most homogeneous organizations in the electric railway industry is the Central Electric Railway Association. The railways operating in the territory of this association are in a position to profit to a rather unusual degree through co-operation, due to the fact that their business is in considerable part made up of interurban traffic. Their lines radiate and interconnect in a remarkable manner, and the interur- ban roads themselves and those which do city business can greatly' augment their own income by assisting in promoting the prosperity of their neighbors. The ter- ritory is compact geographically and is closely knit to- gether by interurban and steam lines. Moreover a spirit of good fellowship permeates the territory which, com- bined with the ease of getting about, conduces to making the meetings of the association very attractive to the members. This applies particularly to the summer cruises, which are resumed this week after a wartime lapse.

The cruise this year lasted from Monday to Thursday inclusive and short stops were made at points of great interest. There was sufficient of a program to form a skeleton for the meeting, and the papers and discussions were well worth while. However, the principal feature was the opportunity furnished for developing personal acquaintance, which is greatly needed in these trying times if the status of the electric railway is to become what it should.

Other associations may well envy the Central its wonderful summer outings and may properly hold it responsible for results commensurate with its unusual facilities for getting together.

the decision by the United States Housing Corporation to buy cars built according to the "standards" pre- pared for it by a war-time committee appointed by the Electric Railway War Board. The signing of the ar- mistice put an end to the Housing Corporation's plan, otherwise fifty cars of this type wou'd have been ordered immediately. It is unfortunate that these cars could not have been completed, if only to determine their post- Vv-ar marketability by actual sales.

The present acute shortage in electric railway funds is having its effect in the line of standardization. For example, many roads are buying safety cars to the manufacturers' rather than their own specifications. They could well follow the same procedure in purchas- ing larger cars. It is quite true, however, that it is easier to use a standard small car than large ones because clearance difficulties and other limiting condi- tions do not enter into the calculation. Any road can utilize a small car, as far as ability to get it over the road goes, whereas each road seems to be hampered by "special conditions" with respect to the use of large cars. Even with this handicap, however, some of the lessons taught by the safety single-truck car develop- ment can be applied to their larger contemporaries.

Standardizing Ships,

Electric Cars and Other Things

44/^AN the world be persuaded to buy ships as it V> buys automobiles? that is the question." This extremely timely query is propounded editorially by a New York City daily in a recent number. The ques- tion was obviously prompted by the feat performed by the Emergency Fleet Corporation on the previous day in launching five ships of a combined tonnage of 39,000, all within a period of forty-eight minutes. The point made Vi'as that if the public will buy ships fabricated and assembled by the methods found applicable in war time, it will be possible to continue the operation of the Hog Island shipyard. Otherwise it may be neces- sary to scrap the equipment assembled there at so great a cost.

What is true in the shipbuilding field applies with modifications in the construction of electric cars. And, it is profitable to note, there was an analogy here in

There Is Growing Recognition of the Value of Good Service

IT IS REFRESHING and encouraging to read editor- ials such as have appeared in many of the metropolitan dailies recently on the traction situation. In all of the large cities there seems to be a wider reali- zation than ever before of the fact that electric rail- way companies are not immune to the effects of ordinary commercial laws. Everyone knows that the cost of labor and materials has gone up, and that in other lines of business this has been met by an increase in the price of the commodity. This raises the natural inquiry, why should the same course not be followed with street car fares?

It is still more satisfactory to find that there is grow- ing understanding of the importance to a city of good service. This, for example, was the fundamental ar- gument in a recent editorial in the Minneapolis Journal, reproduced in our issue of June 21.

The Minneapolis editor insists that service is para- mount in any settlement of traction affairs — "more im- portant to the individual car rider, and more important to a growing city which cannot permit its development to be stunted by lack of transportation facilities." He contends that if Minneapolis had a 6-cent service, with plenty of cars running, with extensions built where necessary, while St. Paul struggled with a 5-cent service that meant cars crowded and infrequent and no ex- tensions, the people of the latter city would not be long

2

Electric Railway Journal

Vol. 54, No. 1

in recognizing that their 5-cent bargain is no longer a good one. The editorial is an answer to the argument that the proposed service-at-cost franchise in Minne- apolis will mean a 6-cent or 7-cent fare for Minneapo- lis while St. Paul, with a franchise guaranteeing a 5-cent fare and eighteen years to run, will have an unfair advantage. Both cities are served by the Twin City Rapid Transit Company which has expressed its approval of the pending ordinance.

The people as a whole also, we believe, are coming more and more to realize the value of good service. This was one of the strongest arguments which won over a majority of the Chicago city council to support a service-at-cost franchise some months ago. They recognized an increased fai-e as unavoidable and their principal differences were on a proper distribution of transportation improvements. If the companies had been able and willing to guarantee rapid transit facili- ties to every ward the popular support of the plan would have been more generous. It was really a question of making an enlarged elevated and subway system self- supporting on a reasonable rate of fare.

We look for interesting developments in the Minne- apolis-St. Paul controversy. We believe the near future will show the wisdom of the Minneapolis Jounial's argument. Local transportation is a community prob- lem in which the interest of the public is even greater than that of the owners of the railway utility and the public interest can be best advanced by securing ade- quate service. A 5-cent fare was never expected to bear the burdens of present-day costs, and those com- munities which insist on carrying out such a contract are biting off their nose to spite their face. Five-cent service is better than no service at all, but the financial condition of many railway properties is approaching a crisis where 5-cent service will probably mean no serv- ice or very poor service. A right-thinking public will pay the price of good service before it is too late.

Electric Railway Transportation in the Orient

ACCORDING to the picture sketched by Shiro Sano, whose article on electric railway conditions in Japan is printed in the present issue, this utility is suffering in the Far East from difficulties of the same sort as are being encountered in the United States. While conditions in the two countries are radically different in many ways, it is at least of interest to compare them and to draw such conclusions as apply in our own country. The fact that the electric railways of Japan are compelled to rely for support to an increas- ing extent upon another utility indicates that there is an unfortunate relation of expenses to fares which must be corrected by means of better and more economical service and by increase in fares as well. Judged by our standards wages in Japan have been very low but they are increasing at a rapid rate, greatly aggravating this condition.

The fare-collection scheme used in Tokyo appears cumbersome and as not tending to high schedule speed, but presumably time saving is not considered so essen- tial there as in an American city of the same size. Again the wide use of the double trolley in Japan strikes us as peculiar. While this scheme has had a slight use in the United States it involves very great complication in overhead construction, and the improve- ments in the track return circuit have largely removed

the argument in its favor. Municipal ownership and operation is having an extensive trial- in several Jap- anese cities. In time there should be valuable data available as to the success of these experiments.

Look About You Now and Then

SOMETIMES we marvel that a man in the station in life of a public utility manager can allow him- self to be so far behind the times in his own business. It is lamented that acknowledgment of this- condition in our industry is now and then forced upon us by elementary questions about things which we thought were fully known to all railway operators — things really vital from the standpoint of holding dovvm one's job, let alone efficiency of management. For example, can you imagine a manager in a good sized tovra not know- ing even the rudiments of the safety car idea? But it is a fact. Would that we had the power to direct such managers to spend $50 to proceed to the nearest city operating safety cars, there to learn by sight what they have failed to absorb from volumes of printed matter and hours of discussion. This is a knoclj, but it is more than that. There can be no excuse for such neg- lect in keeping abreast of the industry on the part of a responsible management, and the knock is therefore a helpful hint to the delinquents to look about them now and then.

The Forgotten Man

in the Railway Tangle

SOME forty years ago a prominent professor of politi- cal economy at Yale coined the phrase "forgotten man" to describe the individual in the community who is often entirely overlooked in a great many civic and other government betterment programs. For instance, A considers that it would be a fine thing for B if the municipality or state should make a grant of money to him or otherwise give preference to him over his fellow citizens. The plan is enthusiastically approved by B, and both arrange to carry out the project. The "forgot- ten man" is C, the average citizen, who is not consulted in the matter and whose only connection with the affair is to pay the cost of carrying out the idea so gener- ously conceived by A and so gratefully accepted by B.

There is a forgotten man, or several representatives of that genus, in pretty nearly every traction dispute on fares. When an increased fare is proposed to cover the increased cost of operation, the municipal authori- ties are usually very conspicuous in their denunciation of the plan and give out lengthy statements on the hard- ship which will result to the populace, and indignant citizens write to the daily press in opposition or head delegations to protest in municipal councils. Undoubt- edly, both the authorities and the citizens (A and B in this case") are right in their contention that low fares on the local railway system are desirable as a means of community development. The trouble is that they forget entirely about C, at whose expense they seem to expect that this improvement will be maintained.

A striking illustration of this situation has been given in New York City during the past week. The New York Railways, after trying for a considerable time to accomplish the impossible task of making a profit by carrying passengers at less than cost, passed into the hands of a receiver, who finds himself in a position where he cannot pay the rental of all of the

I

July 5, 1919

Electric Railway Journal

3

leased lines of the company. He has, therefore, an- nounced that he will be obliged to turn back the lines on Eighth Avenue and Ninth Avenue to their owners. This would mean, of course, that transfers would no longer be given between these lines and those of the New York Railways system of which they formerly con- stituted a part, and consequently that some of the car- fares in New York City will indirectly be raised. This proposed action of the receiver is being vigorously pro- tested by the city. "What?" they say, in effect, "Charge an additional fare at the points of intersection at which formerly transfers were given without charge? This is more than a hardship, it is an outrage!" If the present transfer law, which, by the way, was passed long after the companies received their charter to charge 5 cents, does not require transfers between two independent lines, these protestors seem to think it should be amended to overcome this defect.

Now, all this is very well, but who is to pay the deficit which will be caused if transfers are continued? Surely, not the New York Railways. The company is insolvent now. Nor is there any reason why the owners of the Eighth or Ninth Avenue lines should bear the ex- pense. They are looking forward to beginning inde- pendent operation under not very cheerful circumstances and have already seen the market value of their securi- ties suffer a considerable fall because of the financial conditions now surrounding electric railway operation. The community has certainly no right, legal or other- wise, to ask the railway companies or any of them to make up deficits from operation. If New York City or its citizens want a service, they are rich enough to pay for it and they ought to do so. This is the only con- clusion which can be drawn from the Eighth and Ninth Avenue case.

A Constructive Suggestion on the Use of Standards

A CONSTRUCTIVE suggestion to assist in the more general use of standards is made in a letter con- tributed to this issue by Martin Schreiber, chief engi- neer Public Service Railway, and a member of both the American Electric Railway Engineering Standards Committee and of the recently formed American Engi- neering Standards Committee.

In the past there has been a great deal of complaint" that while the idea of standards was generally accepted, very few railway companies actually employed them. Each company accepted the desirability of standards in the abstract, but when it came to purchasing equip- ment always seemed to find some reason why a modifi- cation, more or less important, in the standards should be made to suit that company's local conditions. The association obviously has no authority to order the use of any particular standard, and there the matter has stood.

The experience during the war in reducing the num- ber of patterns in other lines of manufacture, however, has been a stimulus toward similar progress with elec- tric railways. The suggestion of Mr. Schreiber is that the manufacturers agree to refer to the association any departures from the standards which they are asked to make, and that the appropriate committee of the as- sociation should then endeavor to find out the reason for the change before the order is actually executed. Such a plan involves no sacrifice of personal liberty.

If the change is a good one the standards committee of the association wants to know about it. If it is not necessary, the railway company presumably is equally anxious to be informed. The industry as a whole has an interest in this matter because reductions in cost of production will follow the greater use of standards, and thus every purchaser will be benefited.

If the individual customer, after this examination, insists upon departing from standards and thus neces- sitating, perhaps, the preparation of new patterns or the cutting of new rolls, he is entirely within his legal rights. But the plan suggested, we think, would head off a great many unnecessary changes, and this would eventually mean that the price for the standard designs or rail sections would be less than that for the non- standard. As soon as this condition began to prevail, there would be a still further tendency toward the use of standards. We hope some steps can be made in the direction pointed out by Mr. Schreiber.

Start a Third

Rail Standardization Drive

AN ARTICLE in the June 14 issue of this paper de- scribed some of the various types of third rail installations which are in use for electric railway opera- tion. One cannot fail to be impressed by the large num- ber of the different types, and the need for standardiza- tion. Climatic conditions and the necessity for protect- ing the third rail to prevent accidental contact appear to be the chief reasons for the development of most of the types. The question of cost is an important con- consideration and in a good many cases has proved mis- leading. It is a comparatively easy matter to obtain the Initial cost as so much per mile of single or double track, but this does not form a basis for ascertaining what amount will be involved for modifications, renewals and disturbances necessary to existing permanent way where electrification is undertaken to lines already existing. A further and probably the most important item is the cost of maintenance, which must be ascertained if a true estimate for comparison is to be made. Electric rail- ways have practically standardized the equipment for their power houses, plants, switchboards, substations, cables, etc. These can be ordered to fulfill the require- ments from the various manufacturers, but as soon as an attempt is made to equip the permanent way with an electrical conductor a wide divergence of opinion is found with no attempt at standardization.

To the practical man familiar with the prevailing conditions there appears to be no difficulty in starting standardization. In such a consideration the weight, section, location of the conductor and method of con- tact should be the first consideration. The insulation, supports, sectionalizing and bonding would follow. The many points such as anchoring, expansion joints, clear- ances, protection, etc., could be taken up, but would of necessity have to be adapted to the various locations and conditions to be contended with.

A standard clearance for third rail installations was adopted in 191G, by committees of the American Railway Association, the American Railway Engineering Asso- ciation, and the American Electric Railway Association. There is still much work that could be done along this line. Such an investigation made by our various electric railway association committees appears essential, if any advance is to be made in this matter.

(I

4

Electric Railway Journal

Vol. 54, No. 1

Practices and Tendencies in Japanese Electric Railway Transportation

Both Double and Single Trolley Are Used. Track Gages Are Far From Standard and People Seem to Lean Toward Public Ownership

By SHIRO SANO

El.ectiical Engineer. Tokyo. Japan

IN 1890 the Tokyo Electric Company imported two electric cars from the United States for the purpose of dem.onstrating the advantages of electric traction. These cars were purchased from the Sprague Electric Railway & Motor Company. They were used on the grounds of the Third National Exposition, held in Tokyo that year, and created a favorable impression. It was, however, five years before the experiment produced results, although in 1893 the Kyoto Electric Railway Company was organized with a capital of $150,000 (300.-

bined railway and light companies is $152,000,000 of which $132..200,000 has been paid in. The annual income from railway service totals $15,500,000 not including the income from light and power sold by the railway companies. The annual car mileage last reported was 117,120,000, the corresponding number of passengers carried being 704,470,000.

Although most electric railways in Japan are owned by private companies, some belong to the municipalities and still others to the central government. In the large

1904 I90(

1906 1910 1912 Tears

1914 191fc

				/
1904	1906 1908	1910		1914	191fc

1400 IJOO 1200 1100 1000 900 800

tt) 700 600

^ 500 400 300 200 100 0

1904 1906

1906 1910 191? Yea rs

1914 I91(b

ri<( )(.;K10S.S 0¥ EI.KCTI-UC RA1LWAY-S in .japan, left, CuMPANIES: center, CAPITALIZATION; RIGHT, MILEAGE

000 yen i . A 5-mile track in Kyoto was constructed and operation began on Feb. 1, 1895.

In Kyoto one 25-hp. motor was used on each car, the car bodies as well as the motors were built in Japan and power was supplied from a water-power plant. As an electric car was looked upon as a serious accident hazard a special runner with a lantern in hand was sent ahead to herald its approach.

The Kyoto Railway was a success from the start, and led to the construction of many other lines. To-day, according to the latest returns of the Department of Communications, there are ninety electric railway com- panies in Japan, including sixteen which have lines under construction. The total power consumption of the railways is not known exactly, as more than one-half sell power for lighting and other purposes. The power plant capacity is, however, 164,624 kw. The line mile- age is 890, the length in single-track equivalent being 1368 miles.

Of the 4492 cars in use 4077 are motor cars and 415 are trailers. The aggregate capital for electric railways alone amounts to $15,700,000 of which $14.- 500.000 has been paid in. The total capital for com-

cities the tendency seems to be in favor of municipal ownership. Of the six largest cities in Japan Tokyo, Osaka, Kyoto and Kobe have municipally owned railways while those in Yokohama and Nagoya are under private ownership.

Electrification of steam railroads has made very slow progress in Japan but is promising for the future. The passenger steam railway operating in the outskirts of Tokyo has been electrified, but freight is still hauled by steam locomotives. The passenger traffic between Tokyo and Yokohama is now mainly done by electric power, where steam prevailed until a few years ago. The long tunnel at Usui has been completely electrified, passenger as well as freight trains being hauled by powerful elec- tric locomotives. This, however, is the only place where real electrification work has been done.

The development of the electric railway industry in Japan can best be seen with the aid of the charts re- produced herewith. From these it is evident that rail- way enterprises have grown marvellously since 1907, due principally to the successful conclusion of the Russo- Japanese war and the general prosperity which suc- ceeded it. The charts show also that the railway com-

July 5, 1919

Electric Railway Journal

5

panies have increasingly been engaged in ligiiting and power business outside their transportation activities. This may be explained by the fact that the net earning capacity of companies engaged in lighting and power supply is much greater than that of those engaged simply in transportation work. This point is taken up more fully in the following paragraphs.

As a business proposition the electric railway in Japan is not very profitable. The latest returns available show that the mean dividend for companies doing a straight electric railway business is but 5.6 per cent per annum, this being the average for twenty-six companies. The corresponding figure for companies doing a combined railway, light and power business is 8 per cent, a mean value for forty-eight com- panies. The return to 442 companies doing a light and power business is 9.35 per cent. This ex- plains the tendency for railway concerns to take up lighting business as a side issue, particularly as a dividend of 5.6 per cent is not attractive to Jap- anese investors where average good concerns in other lines pay 10 per cent or more. The inter-

ihMiiaiiiiiiiiitft

in practice as to gage. The principal railway gages can be grouped into three classes, 4 ft. 8i in., 4 ft. 6 in. and 3 ft. 6 in. Thirty-nine of the present seventy-three electric railways in the country have the 3-ft. 6-in. gage, twenty-three have standard gage, ten have 4-ft. 6-in. gage, the remainder being divided between 2 ft. 6 in and 4 ft. 8 in.

The prevalence of the 3-ft. 6-in. gage is probably due to the fact that this is the standard for steam railroads. The 4-ft. 6-in. gage owes its existence to local condi- tions. For example, in one case an old horse-drawn tramway had this obscure gage when it changed over its motive power to electricity. To avoid interruption to service the old gage was adhered to.

There are two principal plans for charging for transportation in Japan, one in which the fare has some relation to mileage and the other in which a uniform charge is made irrespective of the length of ride. For obvious rea- sons the suburban and interurban railways use some kind of a mileage plan exclusively, while the tendency of the street railways is to use uni-

AT TOP, SUBURBAN CAR NEAR TOKl'O ; DOUBLE TRdLLEY DOWN SINGLE TROLLEY UP ; NOTE BRIDGE CONSTRUC- TION ALSO. AT LEFT. EXAMPLE OF JAPANESE ELECTRIFICATION — INTERURBAN LINE BETWEEN TOKYO AND YOKOHAMA. AT RIGHT, ELECTRIC CAR OPERATING IN THE OUTSKIRTS OF TOKYO

est paid at bank rates is 6 per cent to 7 per cent on fixed deposits in ordinary times, although at present the rate is lower due to extraordinary inflation of cur- rency incident to the war and the holders of national securities receive 6 per cent on paid-in value.

Double Trolley Is Favored in Japan

In the early development of electric railways in Japan there was a wide difference in opinion as to the system to be adopted. The dispute concentrated on the relative merits of single-trolley and double-trolley contact sys- tems. The general policy of the government at present is to permit the use of single trolley on suburban rail- ways only, the double trolley being standard for street railw^ays. Of six large cities, Tokyo, Yokohama and Kobe use double trolley and Osaka, Kyoto and Nagoya use single trolley.

Although the modern tendency is to adopt the stand- ard track gage of 4 ft. 8* in. there is a great variety

form rates. Some large cities, however, still adhere to the old system of divisional charges, in which the city is divided into a number of sections and a fare is charged in each. In Tokyo, Osaka and Kobe the uni- form rate is charged, while in Kyoto, Nagoya and Yokohama a division rate is the rule. In addition there are several kinds of special charges, such as those involved in the use of commutation tickets, season tickets, discounts for workingmen and students, dis- counts for school children, discounts for soldiers, etc. As an example of the special charges the practice of the Tokyo Street Railway will be given in full. These will be given in Japanese money, the yen having a value o about 50 cents in American money and the sen being worth one-hundredth of the yen. The single ticket is 5 sen plus a transit tax of 1 sen, making a total of 6 sen. Return tickets are sold for 9 sen plus 1 sen tax, a total twenty-trip commutation ticket, including transit duty, of 10 sen. Soldiers can buy return tickets at 7 sen. A

6

Electric Railway Journal

Vol. 54, No. 1

costs yen 0.95, a thirty-trip ticket yen 1.40 and a fifty- trip ticket yen 2.50,

Boys and girls attending middle schools or lower schools, properly indentified by school authorities, are entitled to purchase a twenty-five-trip ticket, including duty, for yen 0.80, and a fifty-trip ticket for yen 1.55. Other students and workingmen are entitled to ride on a single ticket, including tax, at 4 sen and a return ticket at 7 sen.

This low rate of fare applies only during certain periods as follows : March 1 to April 30, 5 to 6.30 a.m. ; Oct. 1 to Nov. 15, 5 to 6.30 a.m. ; Nov. 16 to Feb. 28, 5.30 to 7 a.m. ; May 1 to Sept. 30, 4.30 to 6 a.m. As a prac- tical matter all riders during these hours are considered as either workingmen or students unless they specifically state that they are not.

Regarding the transit duty of 1 sen, it will be noted that this is paid every time a passenger rides except in the case of commutation tickets. This duty is not re- stricted to street railways but extends to all public vehicles in the empire.

Fare collection in Tokyo is done by means of tickets. A passenger on entering the car waits until the conduc- tor comes to him to collect the fare. On paying this he receives a ticket along with a transfer ticket if he desires one. At the transfer station he returns the original

FORM OF TRANSFER USED ON CITY LINES IN TOKYO

ticket. On boarding the second car he asks for another transfer if he desires one, retaining his first transfer as a ticket and surrendering it at the next transfer station if he desires to transfer a second time. This is continued until he reaches his destination.

The date is printed on the transfer ticket and by means of a special punch having different figures the conductor punches the hour of transfer, to even half hours, the route number, the name of the transfer sta- tion and the destination.

School children taking advantage of the special dis- count are required to change cars at the transfer station specified on the ticket cover. Workingmen's and students' discounts apply only in the specified hours mentioned but there is no specification as to the time when the return trip must be taken. With a return ticket two passengers may ride at the same time, thus saving 1 sen of transit duty. Commutatin tickets are sold both at the railway oftice and in the car and need not be used by the original buyer. There is no season ticket issued by the Tokyo Street Railway.

$25 Per Month Is a High Wage in Japan

Wages of motormen and conductors vary somewhat with location, but the recent scarcity of men in general has tended to raise the standard of wages and to even out the inequalities. At present a conductor or motor- man in Tokyo and other large cities receives about 30

yen. per month at the start, increasing up to about 50 yen as he acquires experience. In Tokyo a boy above eighteen years of age is eligible for work as conductor but twenty years is the lower age limit for motor'^ An apprentice conductor or motorman receives 5U 3. a per diem, and undergoes training for about fifty days before he is eligible to serve as a regular employee and to receive the 30-yen wage.

Of late it ha3 been difficult to secure conductors or motormen since the great war created an abnormal demand for men of all classes, and high wages have been paid in other occupations. The present high wages are the result of this competition. The sum of $15 per month for a young man of eighteen just out of his apprentice- ship is a high wage, although the recent inflation o^ currency has boosted up the general prices of commodi- ties.

On one electric railway an attempt has been made to

employ women as conductors, and with excellent results. The proverbial modesty and kindliness of Japanese girls are said to do much to promote harmonious relations between passengers and conductors. However, this is an experiment and it is very doubtful if the practice of employing women on cars will prevaiL

Tokyo Owns Its Street Railway System

The city railway systems in Tokyo may be consideret' typical on account of the importance of the city. Here there were at one time three separate street railway com- panies, but these were finally combined into one and bought by the municipality. The result has been that the technical details of the equipment are rather com- plicated, as the original companies used different stand- ards of cars, rails, generator frequencies, etc. In the city, double trolley, with 500 volts direct current, is standard and the track gage is 4 ft. 6 in. Grooved girder, tee and step rails are used in different parts of the city.

In general two types of cars are used, the smaller being four-wheel cars of 7 tons weight with a maximum carrying capacity of forty passengers. The larger ones are double-truck cars weighing from 9^ to lOh tons, with a capacity of sixty-six passengers. The city ovras 919 of the small cars and 530 of the larger ones. In Tokyo there is a track mileage of 79.8, or 159.2 miles of single track, and the power is supplied by a private water- power company.

Besides the street railway owned by the city there is a government electric railway entering it and five more suburban electric railways terminate in the city. On these double trolley is used in the city, and the change is made to single trolley at the city line.

Although the electric railway industry in Japan has made marked advance in the past, much is left for the future. Electrification of steam railroads is sure to come on account of the abundance of water power still undeveloped and the increasing difficulty of securing coal. High-speed transit in the large cities is of no less impor- tance, and there is still a field for interurban and subur- ban railways. In Tokyo, for instance, high-speed transit is ah acute necessity, and a project is now under con- sideration for the construction of an elevated and subway system. High-speed electric railway operation between Tokyo and Osaka, a distance of 356 miles by the presen'' steam route, is contemplated, and application has been made to the government for permission to put this proj- ect through.

July 5, 1919

Electric Railway Journal

7

The Zone Fare in Practice

LEEDS, PART I

A City that Has Grown Rapidly without Any Aparlment House Development — Efforts Have Been Made to Cultivate Off-Peak Traffic — Trackless Trolley and Bus Service Also Conducted but Only as Feeders to the Trolley System — Comparative Bus and Trolley Statistics Are Presented

By WALTER JACKSON

BOAR LANE IN THE SHOPPING DISTRICT OF LEEDS

1EEDS is the great clothing center of England, located 185 miles north of London and exactly half- — iway to Edinburgh. In addition to the clothing industry, which is predominant, Leeds possesses great engineering works, a big leather trade and an unusual diversity of other manufactures. Coal mines and quar- ries are also in the immediate vicinity. In general, the best residential district is on high ground in the north, while the manufacturing district is in the river valley to the south and southwest.

Since the rise of the manufacturing era, Leeds has grown apace, as is clear from the accompanying table of population and ratable value:

Population

181 1 .. 62,534 1891

1861 207,149 1911

1871 259,212 1917

Ratable Value

1861 £504,885 1891

1871 759,896 1901

1881 1,125,852 1917

* Enlarged city of 21,593 acres.

309,119 417,051 *459,260

£1,279,213 1,741,373 2,258,486

Leeds is also in close touch with a number of smaller cities and towns which reported the following popula- tions in 1911: Guiseley (woolens) 4,925; Rawdon (woolens) 3,200; Yeadon (woolens) 7,442; Horsfortli (residential) 9,145; Pudsey (weaving) 14,027; Roth- well (colliery and residential) 14,279; Shadwell (resi- dential) 1,239, and Morley (woolens) 24,285. With these and some other communities, the population of the

Leeds district amounts to approximately 500,000. Fur- thermore, traffic from these sources is supplemented by business with the city of Bradford (350,000 population) 9i miles distant.

Leeds and Its Back-to-Back Houses

At the risk of wearying the railway reader, it is desirable to present some further statistics on the sub- ject of housing to emphasize the fact that there is no special connection between congestion and the zone-fare system. It will be recalled that although Glasgow has the cheapest and most frequent tramway service in the world, the prevailing type of dwelling is the four or flve- story tenement ; while in New York City, with the most extensive universal fare existent, the elevator apartment house almost invariably follows the opening of rapid transit lines — the change of the Brooklyn section from small houses to big being especially marked. So, then, in examining the housing conditions at Leeds, one is struck again by the tremendous influence of habit, for Leeds, true to English predilections, has few multi- family houses.

Out of 112,000 houses in the city of Leeds, 76,000 are of the odd back-to-back brick type that has become almost traditional in the Midlands and northern coun- ties. Since the common back wall of each pair of houses thoroughly eliminates open areas at the rear, satisfac- tory ventilation and lighting are considered impossible. Hence the construction of such houses was forbidden by

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Electric Railway Journal

Vol. 54, No. 1

the housing and town planning bill passed by Parliament in 1909.

Although the back-to-back house would seem to be economical of ground space because of the absence of yards, the contrary is the case. In the first place, the houses are only two stories high and made for single families. In the second place, the blocks are extremely narrow, with the result that a most disproportionate area of land is taken up by paved streets — and these serve largely for laundries, playgrounds and other uses incident to the needs of the inhabitants. One curious consequence of having so many extremely short blocks is the ingenious variation of the names of thorough- fares. One often runs across a series in which every synonym for a passageway has been exhausted, thus: Hunslet street, avenue, terrace, road, mount, lane, crescent, grove, hill, parade, promenade, gate, etc.!

Although further construction of the back-to-back house is forbidden, som.e particulars of the several types

an attic bedroom of 140 sq.ft. One group of such houses showed a frontage of 21 ft., a combined depth of 30 ft. for two houses, a basement height of 6 'ft. 3 in., a first- floor height of 9 ft., a second-floor height of 9 ft. 8 in. and a total overall height of 39 ft. 6 in. to the ridge.

In a statement concerning the housing and town plan- ning bill of 1909, the Lord Mayor and Aldermen of Leeds protested against the summary prohibition of back-to-back houses. After quoting the extremely low death rate of Leeds in comparison with other British cities, despite Leeds being an active manufacturing district, the protest went on to say :

It is presumed that the object of the bill is to secure better dwellings for the working classes; but the view taken by the corporation is that should the clause prohibit- ing the erection of back-to-houses pass into law, the posi- tion of the working classes in Leeds, as far as housing is concerned, will be worse than it is today. The effect of the clause will be to make compulsory the building of large tenement dwellings, which, unless there is a great change in public opinion, will never be fully occupied, or in the alternative will compel the building of through houses

1^0 r/mos —

S T R E e T 14- Yards Vi i d e

S T n c E T 12 Yards Wide

Street f 2 yards w / o e

Street /4 Yards W /

s T a t E T 14 Yards wide

Street /. Yards Wide

\ r

Type 1 Type 2

BLOCK AND STREET PLANS OF LEEDS BACK-TO-BACK HOUSES

Type 3

used in Leeds, illustrated herewith, may be given as a matter of record.

Type I — The ideal houses are in groups of eight without • any forecourt, but with an open space of 15 ft. at the end of each block, abutting upon streets not more than 360 ft. in length and 42 ft. wide. This means a space of 72 ft. between buildings made up of the street and forecourts. In these houses the basement has a coal place and pantry; the ground floor a kitchen and scullery, with bath, divided into 165 sq.ft. of kitchen and 66 sq.ft. of scullery; the second floor, one bedroom of 145 sq.ft. and another of 64 sq.ft.; the third floor, an attic of 185 sq.ft. The toilet facilities are located between each group of eight buildings.

Type 2 — The second oldest houses are in groups of eight with forecourts or gardens 6 ft. deep and with an open space of 15 ft. at the end of each group, abutting upon streets not more than 360 ft. in length and 36 ft. wide. This means a space of 48 ft. between buildings. In these houses the basement has a coal place and pantry; the ground floor, 176 sq.ft. of kitchen besides the scullery; the second floor 176 sq.ft of bedroom besides a bath and toilet; the third floor, an attic of 176 sq.ft. and another attic of 48 sq.ft.

Type 3 — ^bout one-half of all the back-to-back houses are,' of the latest sort, in a continuous row with forecourts or gardens of at least 15 ft. in depth, abutting upon streets not more than 360 ft. in length and 36 ft. wide. This means a space of 66 ft. between buidings. The basement has a wash cellar in addition to the coal and larder sec- tions; and the ground floor a living room of 186 sq.ft., a scullery of 66 sq.ft. and a bath; the second floor, one bed- room of 162 sq.ft. and another of 64 sq.ft.; the third floor.

only, which will mean occupation by two or more families, that being the only way in which the people will be able to pay the necessary rent.

The working classes in the city have a decided aversion to tenement houses, which are the only alternative to back- to-back houses (on the assumption that each family is to occupy a separate dwelling), for it has been found in working-class districts the houses are in many cases oc- cupied by two or more families, a state of things which is conducive neither to morality or public health.

It is obvious enough from the foregoing that apart- ment-house life is not palatable to the Englishman des- pite its possibilities in reducing work for the housewife and other conveniences like central heating.

In earlier days the efforts of the Leeds municipality v,'ere concentrated on the elimination of slum areas (£775,928 for clearance work alone) and the widening of streets in the business section. The capital expendi- tures for street improvements had run up to £2,500,000 by 1917. In late times the purchase of land for housing projects has been taken up ; by 1917 the city had put up fifty-one houses. In 1918, however, war conditions made it impossible to put up more than five. The need for new buildings is emphasized by the fact that the number of vacant houses dropped from 7144 in 1911 to 462 in 1917. Of course, many of these houses are such in name only.

July 5, 1919

Electric Railway Journal

Within the present city limits Leeds has already acquired for housing development, on the basis of ten to twelve houses to the acre, the following sites : Stan- ningley Road, 53^ acres; Hawkesworth, 70 acres, and Cross Gates, 831 acres. The real garden city develop- ment, however, would be on the south side of the River Aire at Middleton, where theie is room on 450 acres for more than 5,000 houses and gardens on a plateau about 500 ft. high. The City of Leeds already owns in this neighborhood a public park of 350 acres, but the housing development is dependent upon Parliamentary sanction to permit the extension of the city boundaries

travel is coming later on account of the shorter work- day. Engineers now start at 7:30 instead of 6 a. m. and the mills are also expected to make 7 a. m. their opening hour. Outdoor workers begin at 7 a. m., many factories at 7:30 to 8 a. m., and most offices and stores at 9 a. m. These changes are going to sharpen the morning peak, but this disadvantage may be offset by eliminating many of the less-than-cost workmen's cars, which must be boarded before 7:45 a. m. to get the half- rate fare.

Besides making frequent traffic checks to determine the influence of these important changes, the Leeds

Type 1

to include the areas re- ferred to. In connection with the Middleton develop- ment J. B. Hamilton, gen- eral manager Leeds City Tramway, is already plan- ning a right-of-way service that will enable workmen in Middleton to travel 3 miles to or from work in twelve minutes or less. This will give most of the residents a clear half hour for lunch. In this way, the line will get a better load factor, and the patrons of the line will get more pleasure out of their home life. The first cars on the Leeds City Tramways are out at 4:30 a. m., and the last cars leave the center

of the city at 11: 30 p.m. This is half an hour earlier than before the coal stringency, which led to a cut of 15 per cent of the mileage of some lines. Leeds, however, developed so many munitions factories that the actual total mileage was practically unchanged. The traffic characteristics graph, such as that given on page 12 for the Headlingley route on Oct. 21, 1918, shows the first peak between 5 and 6 a.m. outbound and from 7 to 8 a.m. inbound, between 12:30 and 2:30 p.m. both ways, between 5 and 6 p.m. outbound, between 7 and 8 p.m. inbound and again between 7 : 15 and 8 ; 30 p.m. out- bound.

Roughly, there are three peaks, morning, noon and night. As in other British cities, the early workmen's

Type 3

prom the old to the new with leeds famous back-to-back houses

Type 2

tramways management has taken up the subject of staggering the hours of work. The employers are agreeable enough, but it is harder to convince the em- ployees. Many of the lat- ter live so close to their work that tramway com- fort means little to them, and they do not care to dis- turb the hours of opening and closing unless, per- chance, they do the disturb- ing themselves ! In gen- eral, all routes are continu- ous through the center of the city wherever possible. This is shown in detail in Table I on page 10, in which the through routes are bracketed. One of the first points to be observed from this table is the sizable length of the routes, even when considered from the through-routing basis. This shows that there is ample open ground accessible, although for topo- graphical and industrial reasons the development has not been uniform.

A second point to be observed is the splitting up the through services where traffic on opposite sides of the center is uneven, such as the division of the Upper Wortley service among Killingbeck, Halton and Sea- croft, or again supplementing of the Harehills Road service from Haddon Place by cars from Beeston. Through this division and overlapping of services, the actual headways available at the more important traffic

10

Electric Railway Journal

Vol 54, No. 1

gathering points are better than the tabulation indicates.

It is fully realized that the zone fare compels short headways, for otherwise the low fare alone wouid not attract so great a proportion of short riders. There is food for reflection in the fact that one of the first altera- tions made in the service by Mr. Hamilton when he came to Leeds in 1902 was to substitute a five-minute service with single cars for a ten-minute service with trail- ers, the response being an immediate jump in short- haul traffic. Nor does the operation of the zone fare interfere with the economical use of car mileage as obtained through turnbacks. For example, on the 13.62-mile Roundhay Guiseley line, the service to the first turnback, Haddon Place, 2 miles out, is two and one- half minutes, and to Horsforth, G miles out, five minutes, leaving a ten-minute service in the four-mile open country run to Guiseley.

As shown on the route and fare map, the central gathering places for the converging routes are near the Town Hall and Briggate (Street). The great loading point is on Briggate, where the cars arrive about every thirty seconds during the rush hours. Here, the open or sidewalk queue system has been superseded by some- thing more efi'ective, owing to the fortunate circum- stance that Briggate is a reasonably wide street. It has been found feasible, since the spring of 1918, to use railed passage ways divided and marked for the various routes. Outgoing cars refuse to accept passengers at certain discharge points in the congested district, and prospective passengers make use of the stockades at all times of the day. Such means have proved most effec- tive in avoiding unnecessary and unfair crowding. The standard car seats twenty-four below and thirty-six above. All passenger interchange, except at heavy load- ing points, is on the rear platform only.

The schedule speed for the system as a whole is 7.72 m.p.h. with free running speeds of 16 m.p.h. in the outer areas. Prior to the coal-saving measures, stops

As commercial manager of the City of Leeds, John Baillie Hamil- ton ("JB") holds an unusual posi- tion, but one similar in several ways to that of city manager, which has made considerable headway wherever American municipalities try to keep business principles and political job- bery apart. Mr. Hamilton has been general manager of the Leeds City Tramways since 1902, coming direct from the position of chief assistant at Glasgow except for a pleasure-and-business interim in the United States. The title of commercial manager became added in this way: During 1913, when the public services of the city were paralyzed by strikes, the Council of Leeds appointed a committee of five to co-ordinate and re-organize the work of the several departments affected. To concen- trate responsibility, the Council deemed it necessary to engage one executive. The office of commercial manager was therefore created, and Mr. Hamilton was asked to add this to his other responsibilities. One of the most import- ant features of the commercial manager's work is the em- ployment bureau. All applications for work must be made to this bureau, and when a department head needs help he must draw upon the list supplied by the bureau. This avoids undue pressure on the department head and goes a long way toward preventing the creation of easy and need- less positions. Mr. Hamilton is also surveyor of highways and superintendent of the street-cleaning department. Since he is in charge of all highway facilities, he has used his tramway experience to save paving charges by transfer- ring heavy drayage to electric motor cars where possible — a unique situation indeed! During his off-hours, Mr. Ham- ilton acts as a consultant on all transport problems and specialist in rate cases, valuation proceedings and the like.

were spaced 540 to 750 ft., but the present range is 660 to 900 ft. Most of the tweive traffic regulators and timekeepers are stationed in the downtown district, as the ticket inspectors also handle traffic along the line. Telephones are installed about every i-mile for emer- gency and general traffic regulation use only.

How Traction on Tires Works Out

The Leeds City Tramways offer interesting examples of every kind of urban and suburban surface transit. From a car route like Hunslet earning 22.04 d. (44 cents) a car-mile to a motor bus earning only 9.65 d. (19.3 cents) one gets nearly the entire range of economics in highway transportation. Therefore, the experiences of the Leeds lines and the deductions of the management should prove of more than usual interest

TABLE I.--THROUGH-ROUTIiNGS OF TRAMWAYS IN LEEDS

Route .Street Railway:*

Hunslet

Balm Road

Cardigan Road

Dewsbury Road

Harehills

Dewsbury Road

Compton Road

Beeston

Woodhouse Stiett. . . .

Beeston

Harehills Rood

Park Gates (Beeston).

Belle Vue Road

jMorley

Meanwood

Domestic Street

Victoria Read

Whitehall Road

Lower Worthy

Easy Road.

Upper Wortley . Killing'

Route Length	Maximum
in Miles	Minu
	2.00	3
2.23		7i
2.50	4:73	n
2.61		4
2 03 J	4. 64	8
2.61		4
1 87	4' 48	8
2 32		5
2, 14	4.46	10
2 32		5
1.89	A.Zi	10
1.79		3
2.49	4.' 28	10
6.35		7i
2 69	9!64	n
1.70		10
2.00	3; 70	10
	1.46	10
2^9i		10
1.95	4^86	10
3.05		4
2.33	5! 38	4
3.05		4
3.24	6^29	10
3 05		4
3 17	6^22	10
	5.48	5
	6.61	15
	5.75	10
3!68 1		5
9.94 1	13^62	10
3.68 1		5
5.45 1	9. i3	5
3 68 1		5
3.33 1	7.0\	5
2.00 1		24
1 .89 i	3. 89	2
4.58 1		10
5. 14 /	9.72	10
3. 14		3
2.80 I	5^94	3

length

igbeek. Upper Wortley.

Halton

Upper Wortley.

Seacroft

Stanningley . . . .

Pudsey

Rodley

Roundhay

Guiseley

Roundhay

Horsforth

Roundhay

Kirkstall

Haddon Place. . Harehills Road. Lawnswood .... Street Lane. . . .

Headingley

Chapeltown ....

* Total single track, approximately 121 miles; double (rack route approximately 54 miles.

Trackless Trolley;

Farnley 4.01 30

Guiseley and Otley 3.19 20

Guiseley and Burley 2.91 .... 40

Motor Bus:

Moortonn and Shadwell 2.72 .... 45

to operators who are worried about the possibilities of traction on tires instead of rails.

One rail-less or trackless-trolley car is operated as an extension of the Guiseley line to Otley 2,1 miles distant along one road and to Burley 3 miles distant along another. Otley has from 10,000 to 12,000 people and Burley from 5,000 to 6,000 but the intervening country is sparsely settled. In summer this district is a vaca- tioning ground to which the tramways carry a heavy travel, but for the greater part of the year nothing better than a twenty-minute maximum and sixty-minute hourly service appears justified. This is indicated by the return for the week ended Feb. 8, 1919, when the total traffic was only 7,691 passengers for 1,688 bus- miles. The maximum fare, which is slightly higher than the street-car fare basis is 4d., and the gross earn- ings per bus-mile for the week named were 13d. This service has now been operated for five years with a 28-

July 5, 1919

Electric Railway Journal

11

passenger vehicle whose driver is assisted by a boy to care for the collection of fares.

The trackless trolley service to Farnley, 4 miles dis- tant, is operated directly frovn the center of Leeds, although it runs along the Tramway tracks for 1 mile. The service on this route varies from twenty to thirty minutes. The maximum fare is 3d. For the week ended Feb. 8, 1919, 7409 passengers were carried a total of 1421 bus-miles, and the earnings were ll.OSd. per bus-mile.

Of still less importance than the trackless trolley services is the extension bus line (2} to 3 miles long) to

concerned, that form of operation cost about 2d. per mile more than the trackless trolley. It was justified chiefly in localities where the permanence of develop- ment was uncertain or where the business fluctuated because of market days, holidays, outings, etc.

Quite recently Mr. Hamilton was one of a board of three engineers which carefully considered whether it would be preferable to use motor buses at Edinburgh or to electrify the cable system. The decision, as noted in the article on Edinburgh, in the Electric Railway Journal of May 3, 1919, was to electrify, a few buses being used only until such time as certain extensions

\i END OF TRAMWAY CU/SELEy

ADEL CUM ECCUP

A LWOODLEY

Leeds trolley system

/f auxiliary seri^ices Outside connecting lines either trolley ordus

• = 6d

Where only one emt'lem is s/iown i/ie distance is measured /rom the center of the city.

DRICHLlNCrON

Ml DDL ETON • •

, ROTHWElL

ROUTING OF LEEDS TRAMWAY SY'STBM AND LOCATION OF STAGE POINTS

Shadwell. This has no fixed headway, the bus making eight round trips between 8 a.m. and 6.30 p.m. to suit the convenience of its patrons, the country cottagers. For the week ended Feb. 8, 1919, the bus carried 1248 passengers. The number of bus-miles run was 272, and the intake per bus-mile, 9.65d.

In discussing the reasons for the installation of these services, Mr. Hamilton said that he regarded the track- less trolley simply as a means, where good roads were available, of putting down a tramway on the installment plan. Tracks would be justified when the density of population reached say 5000 per mile or route, or to put it another way, when the traffic warranted a head- way of at least ten minutes. As far as the bus was

could be built. Mr. Hamilton's arguments ject were expressed fully in a paper c senger Transport" read by him bef^ Tramways Association conferenc lowing quotations from the par- as they also take up the opening Mr. Hamilton "

In many provincial to the introduction of tral and older parts of ti The provision of a reg'u center of the city and the \ fares, at frequent intervals pletely metamorphosed the t. parts of the town. ... In .

12

Electric Railway Journal

Vol. 54, No. 1

14| 14

'2,

I I 2

10

(S^CiOOOOOOOOOO — — — — ~ — —

Traffic Receipts per Mile

with 1895, just shortly after the corporation had taken over the working of the tramway under- taking, the population residing in the two central business wards of the city has decreased in one case by 25 per cent, and in the other by 35 per cent., while during the same period increases from 40 per cent to 60 per cent have taken place in dis- tricts outside the central zone.

The requirements of the form of traction necessary to meet the (city) conditions which I have outlined must first provide for vehicles capable of dealing with large variations in the number of passengers. . . . One car may have practically no passen- gers, while the following car may have from forty to fifty. The size of the vehicles should, therefore, be capable of meeting the public requirements by hav- mg a large carrying capacity.

The point in the whole matter is that if a vehicle with a capac- ity of approximately sixty (seated) passengers can be pro- vided at the same cost as or less than a vehicle with a capacity of about thirty-four (seated) passengers, then even at the less busy periods of the day it is very likely to pick up more passengers, and, at any rate will

carry them, other things being equal, with greater comfort than a smaller vehicle possibly could.

Worby Beaumont's alternative to the tramcar, viz., the motorbus, with its strong smells and its tendency to skid, and with the fact that at the rush periods of the day every tramcar as at present would be represented by two motorbuses, will produce a mental picture to every delegate here of the condition of congestion and confusion which would occur every day in the central thoroughfares of the towns they represent.

I have said that the carrying capacity of a motorbus is only half of a tramcar. ... In inclement and rainy weather the effective carrying capacity of the motor bus (open tops) is further reduced by fully one-half. Surely if there is any obstruction caused by tramcars, the cure proposed — that of substituting four buses for one car — is worse than the disease.

Continuing, Mr. Hamilton said that the large bus development of London was due to conditions almost unique, the streets being too narrow for any kind of rail traction. Finally, on the basis of all the figures of bus costs then available, Mr. Hamilton calculated

;v.M. -^NoonK

2^

10 9

' 2

o ^5 6

- 5^

- 5

- 4^ _ 4

3i

(yiCSIOOOOOOOOOO ■

Mileage Run

RECEIPTS PER CAR- MILE, PASSENGERS AND MILEAGE IN LEEDS SINCE 1898

Note — Passengers per car- mile were 13.04 for year ended March 31. 1918, as compared to 11.61 for pre- ceding year.

o^cy>oooooooooo — — — — —

CO cool criC5>a^ 0^CT><5>'^O(5iTi<5^cr^'3>^C^G^OC5)

Passengers • Carried

2 = T

LINEJROM /

\ /

/\

1

1 1

— -j

A

t

"J

' —

U

NE ■ C1T1

TO/

r '

— s

V

P.M.

Number of Cars per Hour to City 14 19 19 14 12 n 18 18 18 17 18 10 20 12 .8 4

Number of Cars per Hour from Ci+y ■s^ :^'^^'^f'ylf*^i^IO"W•ING NUMBER OF PASSENGERS PER HOUR ^A^^i^^-? -i^fl CAR ON HEADLINGLET ROUTE AT LEEDS

that in Leeds motor-bus operation would cost £137,600 a year more, leaving a deficit instead of a surplus (for relief of the rates) of £61,000. The annual cost per seat for motor buses compared with cars in 1912 was as £47 to £23.

One other variety of electric railway operation at Leeds remains to be mentioned — inter-operation with adjacent undertakings. Perhaps the service to Brad- ford, 94 miles distant, is most notable as it represents the earliest important attempt to overcome both the legal and the physical handicaps of inter-operation. Leeds has a gage of 4 ft. 8* in., and Bradford one of 82 in. less. This made it necessary to devise an axle of expanding type so that the same cars could be run on both gages. This was successfully operated for five years, but owing to the shortage of equipment and the greater difficulty of maintaining non-standard appara- tus, trucks with expanding axles had to be temporarily- discontinued late in 1918.

It has been observed that the absence of through- car service perceptibly injures travel despite the fact that the transferring passenger always finds a connect- ing car waiting for him. This traffic is quite consider- able, 61,395 passengers being carried during the week ended Feb. 8, 1919. For the same week, the mileage run was 6940 and the earnings 16.30d. per car-mile. The service is given in competition with steam trains, which lost a large part of their travel when the government made a general rate increase of 50 per cent. A through- running arrangement is also in force with Wakefield, 9i miles distant.

Contents of Later Article

In the second and concluding part of this descrip- tion of the Leeds transportation system an account will be given of the fares charged and the labor condi- tions, with statistics of operation. The method of ac- counting for fares will be described and illustrated with reproductions of some of the blanks used.

July 5, 1919

Electric Railway Journal

13

Optimism Prevails at Pennsylvania Association Meeting

Pronounced Spirit of Fairness and Helpfulness of Commissioners, In- creased Riding Due to Populations Returning to Pre-War Normal, and Revenue from Increased Fares Serve as Antidotes for War Period Gloom

IN SESSION when the world's most momentous peace document was being signed, the electric railway men gathered in the annual meeting of the Pennsylvania Street Railway Association at the Penn-Harris Hotel, Harrisburg, Pa., on June 27 and 28, seemed to sense the beginning of a new order of things in the electric railway industry contemporary with the optimism and hopefulness for a new order of things in the political world. They realized they were rapidly emerging from the war conditions and that the outlook for the future, as it may be interpreted from the attitude of the public and the commissions and from the comparison of operat- ing revenues of the last few months with those of a year ago, was most encouraging. This meeting of the Pennsylvania association was the first regular meeting since before the war, the annual meeting of a year ago having been simply a small business session at which the officers were elected and other essential work done, and the members gloried in the renewed interchange of ideas and discussion of their respective operating conditions.

Undoubtedly the principal encouragement the mem- bers took home with them from the annual meeting of this week was contained in the informal address of Chairman William D. B. Ainey, of the Pennsylvania Public Service Commission. Some of his remarks were reiterations of thoughts he had expressed before the mid-winter meeting of the American Electric Railway Association and before the Chamber of Commerce of the United States at its meeting in St. Louis in April. But the note of sympathetic approach to the electric railway problem, which he has pronounced as the atti- tude of the Pennsylvania commission and the one which should actuate all public service commissions to render helpful assistance, will bear much repetition. He was anxious to make clear to the members this spirit of help- fulness with which the commission undertook to solve the problems of the public utilities which constantly come before it. He said that the commission felt that the great corporations were as necessary as the air we breathe and the food we eat, and considered them to be in a sense wards of the commission, though of course recognizing the obligation the commission holds to the public. In this work the commission has carefully refrained from setting itself up as being able to operate the properties better than the manage- ments, feeling certain that the railway men knew better than any member of the commission how to op- erate their properties. He wanted to get away from the idea that the public utilities commission should occupy a position of antagonism toward the railways. The commission, he said, was not a court, but an inquisi- torial body, before which the railway men were invited to come and talk over with the commission their respec-

tive problems, so that they might be fully appreciated and the commission might then act in a manner which would be helpful and not in any sense as a judge be- fore the court. The aim of the commission was not to render a iudgment against any one, but to give a decision in each case which would be fair and just to every one. The court must weigh the evidence pre- sented, but the commission can go beyond this and invite information and seek to help in the solution of the intricate problems of the utilities.

Commenting upon the paper on methods of analyzing passenger traffic by R. H. Horton, which had