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INDEX TO VOLUME ONE.
Account of the Chicago Riot 220
Accidents on Cable Railroads 57
Additional Transportation Facilities In New
York City 146
" Advertisement," The Pronunciation of 34
Air Motors in Clncianatl, Compressed 113
Allen Elevated Railroad 172
American Street Railway Association. 2,;28, 33, 90, 110 Amertcan Street Railway Mutual Insurance Co. 222
Another Car Drivers' Strike 254
Articles, Coming 33
" Back to Back " Seats 249
Beating the Conductor 75
Beneficent :Monopolles 122
Blackpool Electric Tramway. . . ., 114
Blisters and Cracks in Paint and Varnish 201
Boh Tall Cars 75
Borrowing 94
Boston Street Railways In 1884 72
Bother and Worry 281
Brake Rod for Street Cars 195
Broadway 'Bus 195
Brooklyn (N. Y.) Surface Line 165
Brooklyn Bridge, Future Management of the. . 97
Brush Electric Company 28
Builders, Car 75
Busy Broadway 154
Cable Railway Notes 150
Cable System of Motive Power 190
Cable Railway Directors 217
Cable Railways ' 214
Cable System, New 254
Cable Traction Railways in Chicago and San
Francisco * 25
Cable System as a Motive Power 6
Cable Road System, Extent of 55
Cable Railways, Accidents on 57
Cable Railways, Fuller on 92
Cable Railway, St. Louis 121
Cable Railway Company, The National 115
Calvin A. Richards « 277
Capital and Labor 218
Carriage of Goods on Tram Lines * 279
Car Heating * 278
Car Ventilation 150
Car Transit by Endless Cable » 246
Car Replacing Splice Bar, Littell's 247
Car Starters 9
Car Spring, Vose's Graduated City 9
Car Decoration 32, 37
Car Heating, Rehm on 92
Car Wheels....' 94
Car Wheels, Keyed and Bolted 95
Car End Framing « 97
Car Heating Question 122
Car Heating - 120
Car Wheels, Casting Chilled « 114
CarHeatlngln Chicago 76
Car Builders 75
Car Starters to the Front 75
Car Drivers' Lament, The ; 72
Cars, Bobtail 75
Cars, Crowded '. 143
Cars, Crowding jo
Cars, Heating 57
Casting Chilled Car Wheels * 114
Chaplin Anti-Friction Journal Bearings * 115
Changeable Horseshoe » 96
Chaplin Frictionleas Bearing 93
Change in -Public Opinion 193
Cheap Fares 74
Chicago, Car Heating in 76
Chicago Cars, Heating the 94
China, Street Railway for 96
Choice of Stock 10
Cincinnati, Compressed Air Motors in 113
Citizen Train on ^Tramways 194
Claw Bar, Hard wicks' 177
Collection of Fares 147
Cold Street Cars 201
Column, Our " Kickers' " 33
Collecting Fare 55
Collection, Fare 75, 77
Completed Construction of New Roads 138
Comments of our Kicker 56
Compressed Air Motors in Cincinnati 113
Coin, Doubtiul 69
Comments 77
Commissioner O'Do inell and the Street Rail- way Companies 74
Compressed Air Motors Wanted 255
Completed Constructions cf New Road 8
Compensation, Labor, and the Graduated Sys- tem of 7
Comments of Our Kickers 34
Coming Articles 33
Convention, Third Annual 10
Convention Proceedings 10
Convention 252
Conductor vs. Clerks 252
Consequences of Strikes 248
Conductors and the Collection of Fares 245
Convention, the October, A. S. R. W. A so
Concerning an " Equine " Department 123
Conductor, Beating the 75
Convention Report, Tramways Association of
Great Britain and Ireland 70
Correction 195
Cost of Working English Steam Tramways 35
Cost of Keeping London Omnibus Horses 95
Cote's Self -Acting Spring Leg Brace * 282
Covert's Breast Chain * 282
Cracking of Varnish 9
Cracks in Varnish, D. F. Tieman & Co 35
Cracks and Blisters In Paint and Varnish 201
Crowded Cars 143
Crowding Cars 10
Decoration, Car 32, 37
Demorest's Duplex Fare Register 109, *283
Demon Varnish 124
Discussion on Stables and Care of Horses 90
Discussion on Salt Report 5
Double Lip Joint Plate 124
Doubtful Coin 69
Drainage and Blindness, Surface 96
Drivers and Stablemen 189
Drop up aline 177
Duplex Fare Register, Demorest's • 283
Editorial Notes 33
Editorials, Manifold 74
Electric Railways 76
Elevated Road, Hoboken's 115
Elevated and Street Railways, tireless Loco- motives for 112
Elevated Road, Plans for the 96
Electric Motors for the Elevated R. R 35
Elevated Railroad, Electric Motors for the 55
Electricity as a Motor 28
Electric Company, Brush 28
Electric Railway In Philadelphia 255
Elevated Railroad Traffic During the Grant Ob- sequies 281
Elevated and surface Travel 283
Electric Tram-cars 224
Elevator for an Elevated Railroad Station 224
Eelectiic Railway in San Francisco 217
Elevated Information 214
Electric Motors in New York 172
Electricity as a Motive Power 162
Elevated Railway Smokers 195
English GirderTram Rail *28l
Engines, Fireless Tramway 89
Exhibition of Street Railway Appliances at the
St. Louis Convention 284
Extra Conductors 252
Extent of the Cable Road System 55
Failure of Philadelphia Cable Road 247
Falling of iVarnish 74
Fare Collecting 55, 75, 77, '164, 250, 252
Fare-box Cars, Frauds on the 54
Fare Collector, ;small's Automatic 49
Fares, Cheap 74
Feeding and Care of Horses 199
Fireless Locomotives for Elevated and Sireet
Railways 112
First American Street Car "120
First Steam Tramways In London 89
Fireless Tramway Engines 89
Frankfort-Offenbach Electric Railroad 222
Framing, Car End *97
Frauds on the Fare-box Care 54
Freese Electric Car Motor '280
Frequent Stoppages 35
Frictionless Bearing, Chaplin 93
Fuller on Cable Railways 92
Future Management of the Brooklyn Bridge. . . 97
Gibbon's " Metallic street Railway " '213
Gold's Heat Storing Apparatus 49
Gourdier Horse Shoe *283
Growth of Travel In New York 95
Hand Power Hydraulic Wheel Press *197
Handsome Lithograph 143
Harlem Cable Road 216
Hardwlcks' Claw Bar 117
Heat Storing Apparatus, Gold's 49
Heating Car 57
Heating the Chicago Cars 94
Heating Cars 120
Hind Roost, The 35
Hoboken's Elevated Road 115
Horse Shoe Pad, Lockle *167
Horse Shoe, Gourdier «283
Horses, Stables and Care of 3
Horse Shoeing 96
HorseshoeJ changeable '96
Horses, Cost of London Omnibus 95
Horse Mileage 115
Horse, Record of a remarkable 72
Hose Jumpers 221
Hughes, Dr. C. H., Hughes' Car Gate '35
Hydraulic Turntable *89
Hydraulic Wheel Press, Hand Power '197
Improvements on N. Y. City Roads 167
Improvements in Jersey City 167
Independent Wheels 74
Information on Street Railways Construction
and Management 167
Inter-State Industrial Exposition of Chicago. . . 254 Is there a Satisfactory Light M otor for Street
Railways? 161
IV
INDEX TO VOLUME ONE.
143 125
*281
167
124
33
'115
51
95
56
177
279
223
218
In Low Latitudes
Items and Notes
Jay-Eye-See Curry Comb
Jersey City, Improvements
Joint Plate, Double Lip
Jottings
Journal Bearings, Chaplin's Anti-Friction..
Jumping off Moving Cars
Keyed and Bolted Car Wheels
Kicker, Comments of Our
Kinds of Knowledge
Knocking Down Fares
Kurrachee Steam Tramways
Labor and Capital
Labor and the Graduated System of Compensa- tion 7
Ladles, Reserved for 27
Lament, The Car Drivers' 72
Lateral Stiffness of Street Railway Track *253
Legal Aspect of the Chicago Riot 219
Legislation Concerning Fares 2i8
Level Cities, Rapid Transit in 93
Lewis, Wm. B *1
LighterCars Wanted 169
Light Shades vs. Dark Colors on Cars 196
Littell's Track Scraper *247
Littell's Car Replacing Splice Bar *247
Lockle Horse Shoe Pad *167
Longstreet, D. F., Longstreet Rail, The *69
London, First Steam Tramways in 89
Luminous Car Again 168
Luminous Railway Cars 142
" Manifold " Editorials 74
Meaker Portable Fare Regis er *245
Melting Steel in an Ordinary Cupola 169
Memphis Strike 253
" Metallic Street Railway," Gibbons' "213
Mileage, Feed, etc 145
Model Car *161
Motor, Electricity as a 28
Motive Power, Cable System as a 6
Moving Cars, Jumping off 51
Mr. Holmes on the Traction Company's Troubles 1 47
Mule, Texas 73
Mule, Refined 73
Musical Street Car 249
National Cable Railway Company lis
New Street Railway Supply House 164
New Car Starter 165
New Broadway Line in Operation 200
N. Y. City Roads, on Improvements 167
New York City Owns its Streets. 197
New Plan for Electric Conveyance *28l
New Cable System 254
New Road, Completed Construction of 8
New York, Growth ot Travel In 95
Never Slip Horse Shoe *254
Next Association Meeting 200
Notes and Items 125, 170, 197, 225, 255, 28.5
Notes, Editorials 33
Notes 148
' ' Novelties " Exhibition 221
Nursing Babies in Street C ars 96
Obituary 1 99
October Convention, A. s. R. W. A 50
official List of the Street Railways In the United
States and Canada 173
Officials, Street Railway 95
Ohio State Tramway Association 224
Old Street Railway M an's Opinion 189
olive's Tables and Diagrams 169
One Horse Street Cars 169
On Title 32
Ordinary Stove for Heating Street Cars 115
Origin of the Word Tramway 26: 167
our Street Railway Directory 200
Our News Column 141
Our Editorial Policy 10
Our " Kicker's " Column 33
Pans for the Elevated Road 96
Paper for Street Railway Men 161
Passengers, Rights of Street Car 37
Pennington, Ellis, Pennington's Grooming Ma- chine '37
Policy, Our Editorial 10
Power to Run Cable Roads, and Resistance on
Tramways 10
Power to Run the Brooklyn Bridge Cars 124
Prevention of Tramway Accidents in England.. 165
Pronunciation of " Advertisement," The 34
Proposed Street Railway Insurance Company.. 166
Proceedings, Convention 10
" Providence " Rail and Track 181
Publishers' salutatory 10
Public Benefactors, Street Railway 122
Our Kickers, Comments of 34
Railways, Electric 76
Kail, Longstreet, Longstreet, D. F '69
Hallway Association, American Street 110
Kail and Track, Providence 121
Railway, St. Louis Cable 121
Rapid Transit in Level Cities 93
Rattan Sectional Spring Seat and Back *217
Record or a Remarkable Horse 72
Recent Patents 195,224
Recent American Patents 165
Refined .Mule 73
Regarding a Sprina car Motor 92
Rehm on Car Heating 92
Reliance Slip Link and Safety Hook "282
Remarkable Horse, Another 93
Reminiscence of Street Railway Beginnings in
New York Clly 172
Report, The Convention, Tramways Associa- tion of Great Britain and Ireland 70
Report of the Convention (Cuntinued) no
Repairs In the Brooklyn Bridge Cable 189
Resistance to Traction on Tramways 56
Reserved for Lanies 27
Resistance to Traction on Tramways 27
Right to Discharge and the Right to Quit 221
Rights of Street Car Passengers 37
Roost, The Hind 35
Salting, Track 51
Salutatory, Publisher's io
Salt Report, Discussion on the 5
Salting, Track 30
Sectional Seat Spring, with Drop Down Frame. *255
Self-Countersinking Wood Screws 2uo
Send in Items 25B
Shoeing Horses 145
Shoeing Horse 96
Small's Automatic Fare Collector 49
Snow Plows for Street Railroads 169
Some Features : 123
Special Rates to the Convention 253
Special Rates to the St. Louis Convention .... 284
Spinal Meningitis If Horses 193
Spotti rs in the Olden Days 252
Spring Car Motor, Regarding a 92
Stables Ventilation 120
Stables and Care o[ Horses, Discussion on 90
Stable Ventilation Pays 95
Starting too soon 252
Starting cars on Cable Roads 217
Stablemen and Drivers 189
Starters, Car 9
Stables and Care of Horses 3
Steam on Street Railways 95
Steam vs. Horses 247
Steam Street Railways 224
Steal, Teaching Conductors to 32
St. Lou;s Cable Railway 121,232
Stoppages, Frequent 35
Stock, Choice of 10
Stove for Heating Street Cars, Ordinary 115
St. Paul Street Railway, The 27
Street Railways Public Benefactors 122
Street Railway Companies, Commissioner
O'Donnell and the 74
Street Railways in 1884, Boston 72
Street Railway Association, American 110
Street Railways, Steam on 95
Street Railway tor China 96
Street Railway Officials 95
Street Railway Stock as an Investment 228
Street Railway, Construction and Manage- ment, Information on 187
S. reet Railway Insurance 196
Street Railway Insurance 147
Street Railways Public Benefactors 137
Street Railroad Tracks 137
Street Railways, Value of 143
street Railways and the Dally Press 144
Street Railway, The St. Paul ■ 27
Street Railway Journal, The 10
Street Car seats and Floor Covering 284
Street Car Horses 145
Street Car, First American *120
Street Cars, Nursing Babies in 96
Street Railroad Men on Strikes 227
Street Railroad Strikes 213
Superintendent Lake 219
Sui face Drainage and Blindness 96
Tables and Diagrams, olive's 169
Teaching Conductors to Steal 32
Texas Mule 73
The Convention 248
The Stable 221
The Mule 215
The Coming Race 279
The Derivation of " Tramway " 10
Third Annual Convention 10
Title, On 32
To Each Conductor 249
To Warn Elevated R. R. Engineers 217
Tramway Electric, Blackpool 114
Track Scraper, Littell's "247
Tramway Construction In Cincinnati 217
TrackLaying 168
Traction on Tramways, Resistance to 56
TrackSilting 51
Transportation Facilities In New York City,
Additional 146
"Tramway," The Derivation of 10
Tramways, Resistance to Traction on 27
Tramways, Cost of Working English Steam. .. . 35
" Tramway," Origin of the Word 26
Track Salting 30
Track Cleaning, and Removal of Snow and Ice. 2
Turntable, Hydraulic 89
Uptown Cable Road 217
Value of Street Railways 143
Varnish, Cracks in, D. F. Tieman & Co 35
Varnish, Cracking of y
Varnishing 35
Varnish, Failing of 74
Varnish, Demon 124
Ventilation Pays, Stable 95
Ventilation of Stables 120
Vose's Graduated '"ity car Spring 9
Wanted, A Safety Brake 19S
Warneck & Toffler, Toftler's Rolling Wood Mat 27
What Are Taxes For 253
Wheels, Car 94
Wheels, Independent "4
Which Side of a Tie Should Go Up ? 33
Wonderful Progress 194
Work of Operating Elevated R. R. Trains 218
Wright, Augustine W., Railroad Joints *36
Zeiss, Win., Colors vs. Oils, Dryers and Var- nishes 34
Vol. I.
NEW YORK : i 32 Liberty Street. |
November, 1884.
CHICAGO : |
8 Lakeside Building, j
No. 1
William li. Lewis.
Street railway interests have sustained a severe loss in the subject of our illustration, whose sudden death occurred Oct. 15. William B. Lewis was a fitting type of the street railway manager and useful and respected public man. Born in Brooklyn in 1818, he there resided until, in 1874, his wife's ill health caused him to remove to Plainfield, N. J. His father was Sheppard Lewis, an old Brooklyn res- ident, but born in Hemp- stead, L. I.
At the age of seven, Wil- liam B. was placed in Kings- ley's private school, where he remained six years, with such good effect as the result of his studiousness, that the principal said that he could teach him no more. Against the lad's judgment, his fath- er apprenticed him to the mason's trade, to which, as a dutiful son, he applied him- self mind and body, learning practically every detail of the business acquirable by the apprentice ; serving, meantime, after regular work-hours, as accountant to his father, an extensive and prosperous builder.
Following his trade for a short time, he started on his own account as builder and contractor; thus continuing a few years until drawn into public affairs. As Tax De- partment Clerk he proved himself an expert account- ant, and was instrumental in systematizing the business details of that branch of city government ; meantime studying the principles of city and State government, State and nation- al law, history and parliamentary usage.
His activity and intelligence, and his information and interest in politics, attract- ing the attenting of his party, he was elected Comptroller of Brooklyn; serving wrhen that city and Williamsburg were con- solidated. His term was a busy one; but bis early training with his father, his attention, study, and practice of accounts and finance, together with a stern decision of character
fitted him to fulfill all the exactions of the position, in which he made an enviable record, not yet forgotten.
He was an earnest advocate, in face of much opposition, of the introduction of a public water supply in Brooklyn, and was one of the original Water Commissioners; being at this time Secretary of the Sewer Department.
Municipal interests called him to Albany, where he was thrown into contact with the
,ff, #43
State officials, who recognized his worth; and during his Comptrollership he was elected Treasurer of the State of New York. During his tenure of this important office he became the intimate friend of Gov. Horatio Seymour, who c:nfided many things to him; the two advising mutually on many matters of State.
His office of State Treasurer made him a member of the Canal and School boards; and also gave him much to do with the
Bank Department, in those years of much greater importance than at present, hence his life at that time was one of great activity, labor and responsibility.
In acknowledgment of his satisfactory discharge of the Treasurer's duties, he was re-nominated ; but was defeated through lack of party organization. Declining the Police Commissionership of New York and Brooklyn, he retired from political life. Having during some time previously studied law by himself, he complied with his friends' urgings to be admitted to the bar, but he had only practiced a few months when Hon. Henry R. Pier- son, President Brooklyn City R. R. Co., called on him to accept the office of secre- tary and cashier of that company. In this arduous position he continued until the hour of his death. His son, of the firm of Lewis & Fowler, is his successor as Secretary and Treasurer, and is also prominently identified with tramway in- terests.
We print below the action of the Directors in reference to the loss which his death occasioned to his family, the company and the com- munity.
A special meeting of the Board of Directors of tue Brooklyn City Railroad Company, held October l8tb, 1884, to take action upon the death of William B. Lew^s, Esq.. its late Secretary and Cashier, at which it was ordered that the fol- lowing minute be entered upon the records of the company:
William B. Lewis, whose death we mourn, was called to the office of Secretary of the Brooklyn City Railroad Company April 1st, l8tib. His faithful service in places of honor and trust in our city and State, and his unusual knowledge of the laws governing the railroad interest, peculiarly fitted him for valuable service to this company. From his election he devoted his entire energies to advance in every way in his power the interest of the company.
While discharging with conscientious care and fidelity the special duties of his office, he gave at the same time most careful attention to its financial in- terest.
To the general management of the Road, also, he gave thought and was frequently consulted in regard to it
His judicious counsel has been of great value to the Company. For the eighteen years and a half of most faithful service we here bear testimony, while we re- gret the death of a faithful officer, we also mourn the loss of an old and respected friend.
For the family of William B. Lewis, we would ex- press our sincere sympathy in their great sorrow. W. H. Hazzakd, President.
THE STREET RAILWAY JOURNAL.
[November, 188L
American Street Railway Association.
Officers, 1884-5.
Preside nt.— Calvin A. Richards, President Metro- politan Railroad Co., Boston, Mass.
First Vice-President.— Julius S. Walsh, President Citizens' Railway Co , St. Louis, Mo.
Second Vice-President — Henry M. Watson. Presi- dent the Buffalo Street Railway Co., Buffalo, N. Y.
Third Vice-President —Edward Lusher, Secretary and Treasurer the Montreal City Passenger Rail- way Co., Montreal Canada.
Secretary and Treasurer.— William J. Richardson, Secretary the Atlantic Avenue Railway Co., Brook- lyn, N. Y.
Executive Committee.— President, Vice-Presidents and William H. Hazzard. President Brooklyn City Railroad Co., Brooklyn, N.Y. ; James K. Lake Super- intendent Chicago West-Division Railway, Chicago, 111. ; Charles J. Harrah President the People's Pas- senger Railway Co , Philadelphia, Pa ; William White. President Dry Dock, East B. & B. R. R. Co., New York, N. Y.; B. Du Pont, President Central Passenger Railroad Co., Louisville, Ky.
Track Cleaning' and Removal of Snow and Ice.
[We give herewith the text of the report to the American Street Railway Associa- tion, at the recent convention, on the sub- ject of Track Cleaning and the Removal of Snow and Ice. The discussion which ensued thereon was most interesting, and we regret that the lateness of the reception of the official report prevents our giving more than an abstract of a part thereof. The rest will be given in our next issue.]
Mr. President: Your committee for the consider- ation of "Track cleaning and removal of snow and ice: Is salt necessary ? If so, is its use detrimental to the public health; and especially is it injurious to horses/ "—having duty investigated the subject, beg leave to submit the following report:
On the 25th of July, 1831, Mr. William H. Hazzard, President of the American Street-Railway Associa- tion, addressed a circular-letter to the presidents and superintendants of all the street-railways in Amer- ica, comprising a full series of questions, in relation to the propriety of the use of salt, in the cleaning of the tracks from snow and ice, and whether any bet- ter method could be suggested. The inquiry was very explicit, being intended for an exhaustive con- sideration of the subject; and to afford a criterion for the future policy of street-railway companies. The points to be determined relate to the necessity of the use in salt in the removing of snow and ice from the tracks, and to its healthf ulness, both to the public, and to horses driven over the places where it had been employed.
This matter has been a theme of controversy for many years. It is a fact known to every tyro in science, that a mixture of snow or ice and salt will produce a temperature so low as to cause the mer- cury in the thermometer to fall to zero, F. ; and it has been plausibly argued, accordingly, that the use of salt to melt the snow and ice upon tracks of railroads in large towns would result in the withdrawal of caloric from the atmosphere to an extent that would seriously affect the salubrity of the neighborhood and render those of the population of a sensitive con- stitution more than usually liable to contract dan- gerous maladies, as colds, pneumonia, pleurisy scarlatina, diptheria, etc. These complaints are fre- quent in winter, when snow is abundant, and give importance to the conjecture. The usual increase of mortality at such times is a grave matter, and deserves the most careful scrutiny.
It has also been asserted that horses traveling in the snow where salt has been used, are even greater sufferers. The chilliness created from the slush and melting snow disposes them, it is declared, to painful disorders of the chest, bowels and nervous system, and induces certain complaints, which were before hardly known The feet are said to be specially affected. It is insisted by many that the intense cold produced in the snow in which the animals are driven, speedily benumbs and paralyzes them, and even freezes the hoof, so as often to destroy it entirely. This has been made the occasion for seek- ing legislative interposition to put an endto the prac- tice of salting the streets. Nor can any man of com- mon humane sentiments object to such a measure, if the alleged injury has occurred, or is likely to occur from this cause. It is of the greatest importance to ascertain the facts, in order to do away with what- ever cruelty may be practiced in the case, and to devise any needed remedy which will avert all unnecessary interference with the passenger trans- portation of this continent.
The American Street Railway Association accord- ingly directed this inquiry.andappointeda committee to conduct the investigation. Almost every indi- vidual addressed has replied, making a vast accumu- lation of evidence bearing directly on the subject. A synopsis of these answers may be valuable, in the way of enabling intelligent action. It need not, necessarily be long. Tne conclusions, however, appear to be decidedly in favor of the free use of salt, even to a greater extent than is anywhere prac- ticed.
In the warmer regions of the continent, little snow ever falls, and there is no incommoding experi- enced, which requires extraordinary measures. There may also be objections when the temperature is lower than zero, as the salt will not then melt the snow and ice, but add to the difficulty. In Quebec and Ottawa, in the Dominion of Canada, few attempts are made to remove the snow in winter, but sleighs are put in use instead. The law requires this.
Public opinion somewhat differs in different places. Generally there has been no thought bestowed upon the matter, except by individuals connected with the f-treet railway companies. In several of the larger cities, there exists a prejudice against the use of salt to remove snow. It appears to have its centre in the city of New York, and to radiate in those directions where the sentiment, paramount there, is most influ- ential. Mr. Henry Bergh, president of the Society for the Prevention of Cruelty to Animals, is very decidedly opposed to the use of salt in the streets, and his views are largely shared by excellent citi- zens. The newspapers in several instances have adopted and advocated them. The Board of Health passed an ordinance against the practice, and it has been prohibited under penalty in the new Penal Code. The same sentiment prevails in Brooklyn as in New York; some are in favor and others opposed. A like diversity of opinion also exists in Boston; and the savants and men of culture are divided like others, some contending that the use of salt in the public streets is beneficial, and others asserting the contrary. In Lowell, the objection is very strong, but appears to be steadily diminishing. The most effectivs argument, however, seems to have been made in New Bedford. " People who own carriages do not like it because when the salt comes in contact with varnish, it stains or removes it."
The testimony from other places is equally varied. In Manchester, New Hampshiie, the parties are thus set forth: "People that are friendly to horse railroads do not object to the use of salt; the others do." In Baltimore, the people are represented as opposing it, together with everything else in connec- tion with horse railroads, except the cheap fare. In Cleveland, Ohio, the opposition appears to be gen- eral, but more decidedly among the owners of sleighs. At Toledo, there is a divided sentiment, but a majority, we are told, would not object to its "reasonable use." The only argument offered, how- ever, is "that it is so considered in other cities" — i.e., detrimental to the public health when used to remove snow and ice. It is evidently only a reflected public sentiment. The same thing ought, undoubtedly, to be said in other cases.
In Philadelphia there exists, perhapt,, the greatest prejudice, anywhere known on this subject. The Board of Health added its influence; and the feeling thus created has extended to other cities of the State. The street railway companies are generally prohibit- ed by ordinance from the use of salt on their roads. Mr. John B. Parsons, President of the Lombard and South Streets Passenger Railway Company, explains lhe cause of the difficulty, as follows: "We had no machinery such as we now have, and, as a conse- quence, depended solely upon the use of salt to turn the snow into a slush, so that the cars could be drawn by the horses. No particular attention was paid to keeping open the inlets, so that the slush could run off from street-corners and other natural depressions in the streets. As a consequence, the street- crossings were almost impossible, and much complaint came from the citizens. Many diseases were attributed to its use, and public clamor be- came so loud that the Councils passed ordinances limiting its use to certain portions of the city and prohibiting its use in other portions under a heavy penalty."
Many physicians, however, gave their judgment at the time, that salt w s not detrimental, and the gen- eral opinion is beginning to change. The public journals of the city are now speaking approvingly of the use of salt, and the companies are Dcginning to use it again.
There is a strong prejudice against its use in Reading, which is ascribed to the influence of the excitement in Philadelphia; still salt is used, but the fact is not admitted. In Pittsburg there has been talk of applying to the Legislature for a prohibitory statute, on the ground that it spoils the fine " finish " on carriage wheels. Nevertheless, all vehicles seek the railway track in preference, because it is always open. The only opposition to the use of salt, upon which the public seem to agree, is that it benefits a corporation, lhe majority favor its employment.
In the other parts of the country, where street rail- ways abound and snow is abundant in winter, public sentiment appears to be generally unani- mous in favor of the use of salt, because of the facilities which it gives in clearing away a most formidable obstruction to travel. No other method is known which would he more practical, more economical, and more satisfactory. The only thing suggested is a sweeping machine, combining a boiler, to which the snow may be carried and melted. This, it seems, can hardly be feasible, and even though it were, the same objections on the score of s'ush and detriment to health, would exist, and to a much greater extent.
The testimony appears to be unanimous so far as relates to the entire absence of injury to the animals employed. No precautions are used to protect their health, yet no disease has been observed, which might have been occasioned by the exposure. No special care seems to have been taken of those that traveled in the salt mixture, beyond rubbing them
off when taken from the cars to the stables. The inquiries were very explicit; relating to the effect on the nervous system, the general health, the effect on the feet, legs and bellies, the shell or lamina of the feet, and the frog or soft part of the feet ; and the answers were unequivocal that no perceptible injury or hurt had been noticed. One correspondent had noticed scratches, and another mentioned the possi- bility of harm lrom too long exposure. Another, however, was of the opinion that the effect of the salt on the animals had been decidedly wholesome In regard to health of limbs and body. Indeed, Messrs. Haller, Beck & Co. of the Union Sa t Works at Alle- ghany City, declare that during twenty years, they have used from twenty-five to thirty horses, and never had any trouble on account o£ the salt. They never had a horse afflicted either with thrush or scratches. Their animals they consider as fine as any in the city. The salt seemed to have been salu- toryto them.
Another advantage was generally noticed. The slipping and straining so common in slippery road- ways was far less frequent where the snow and ice had been so removed. Less than half the numbers of slips and falls were estimated to occur.
No other method known is so cheap or efficient for the purpose. One or two companies use ashes where the coating of ice is thin, but the result was hardly satisfactory. In Philadelphia, the tracks are cleared by scraping, but at a large cost. One company in Ohio used a heavy iron scraper procured in Detroit, to clear the ice from the rails, but it did not give satisfac- tion. It is for this purpose that the salt is more gen- erally employed. Many companies use it in no other case, but depend on snow-ploughs and shoveling, but the inference is unavoidable, that if they were prohibited entirely, the street-railways in the north- ern cities of the Union would be impassable many weeks in each winter.
Careful examination has also shown that there is no ground whatever for apprehension in regard to the public health from this cause. There has been no epidemic or prevalent disorder set in operation or aggravated anywhere by the use of salt on thorough- fares. The rate of mortality has exhibited no alarm- ing increase, nor does this appear to have been any- where suspected. All complaint is confined to what may occur, some possible or hypothetical result. The slush and pools of water that are liable to be formed at low points in the streets or at the cross- ings, making pedestrianism unpleasant, and the in- jury to the paint and varnish on wheeled carriages constitute all the well-supported ground of com- plaint. It would not be difficult to obviate these, and it ought to be done. The fault lies, however, with the municipal authorities, who have been re- miss in regard to furnishing the proper facilities for drainage.
Observations carefully made with the thermometer show that the mixing of salt with snow in the streets makes no perceptible change of temperature. It is no colder in the thoroughfares where it is done, than in others at a distance. This is the only objection which has a plausible foundation scientifically, and it appears to be utterly fallacious.
In conclusion, therefore, the Committee find that the use of salt for the removal of ice and snow from the railway tracks, to be an imperative necessity ■ and that there exists no reasonable cause for apprehen- sion of injury, or detriment to the public health, or to the health and physical comfort of the animals em- ployed. What objections really exist are easily re- moved, while the advantages are indisputable.
Indeed, it is evident that the weight of evidence, as well as argument, is on the other side. The removal of snow from the streets is a problem that has taxed the ingenuity of public officials in several of our large cities. Hundreds of thousands of dollars have been expended in New York for carting it away to the rivei s, and yet it was found impossible to accom- plish more than to clear the more public thorough fares. It would ha* e been a far greater economy if the City Government had instead, caused all the streets to copeously salted during the snow-storms, and taken efficient measures at the same time to drain the brine and slush immediately into the sew- ers. We trust thatihis subject will betaken into consideration at an early day.
The public health, so far from being injuriously af- fected, will be promoted by the free use of salt in such a way. The brine flowing into the sewers will, in a great degree prevent the decomposition of the various refuse materially which are deposited there from the houses above; and as a direct result, the formation and disengagement of sewer- gas would be arrested, and its discharge into the living apartments consequently prevented. This alone would be a work of sanitation, of which too great an account can hardly be rrade.
At the present time, the exhalation from ferment- ing matter in the streets are an active cause of mis. chief. The air is poisoned, and many of the popula- tion if not made ill outright, suffer, nevertheless, from depressed nervous conditions, and lowered vi- tality. The squalor and misery endured by the in- mates of tenement-houses and other abodes of poverty may thus be rationally accounted for. If some provision could be made for preventing this decomposition of refuse matter in the streets, the salutary effect upon the public health would be im- mediately perceivable. The utility of salt for this purpose is apparent. If it could be applied at stated periods during the warm season, these benefits would be assured.
The accumulation of snow and refuse of all kinds, which occurs every winter in many streets, has been frequently remarked. Every warm day the filthy mixture is thawed and more thoroughly compounded, while its noisome effluvia contaminate the air. This process usually continues till spring has advanced several weeks, and we are often fortunate if the festering mass is removed before the hot days of summer. It is ea sy to see how all this would be pre- vented, if the authorities would take the matter into their own hands, and instead of limiting, discour- aging the use of salt to clear off snow and ice, would
November, 1884.]
THE STREET RAILWAY JOURNAL.
employ it freely both for that purpose and to sweeten the atmosphere. The action taken by Board of Heal th in the matter shows rather a conforming to ignorant prejudice, than a proper and intelligent comprehension of the facts, a little scientific knowl- edge would go far toward the silencing of tho clamor.
It is plain enough that the antiseptic virtues of salt are poiient above those of many popular disinfec- tants, in the way of purifying the air. The salubrity of New York is largely to be attributed to the saline ele nents derived by the atmosphere from the sa't water that surrounds it on every side. The analogy must hold good in regard to the same agencies arti- ficially supplied in the manner indicated.
The objections which have been repeatedly offered in various quarters, to the use of salt by the street- railways companies, it will be seen, are not tenable. The more abundant use of it for the purposes in question would be fully justified. Instead of the burden of expense falling entirely upon them, as is now the case, the public ought to bear a reasonable proportion. We would all be the gainers by the con- venience afforded from the speedy removal of the great mass of snow, and in addition, by the increased salubrity of the atmosphere. It is in every way ad- vantageous, and to this conclusion the good sense of our people must eventually arise.
A. B. Whitney, M. D., Ch.
Joab MtTLVANE. { Committee.
Wm. Hagenswiler, I
Stables and Care of Horses.
[The annexed report ismost.scholarly and practical and deserves the most careful perusal. The discussion thereon revealed wide differences of opinion and practice. We shall give it in our next issue. We hope that our many readers will not con- sider the discussion by any means closed, but will continue it in our columns.]'
To the American Street Railway Associa- tion.
Gentlemen: — The Committee on Stables and Care of Horses, submits the following:
The importance of information upon this subject is shown by the fact that neai-ly two-fifths of the investment in street-rail- ways is in buildings and borses; and of the expense of operating, upwards of 35 per cent, is consumed in the maintenance of stables and horses.
The care which the horse receives at the hands of the managers of street railways has much to do with the economy of opera- ting; for it is evident that well-arranged stables, careful attendants, and skillful drivers, with wholesome and sufficient feed go a great way towards prolonging the life and usefulness of the horse in street-car service.
The subject of stables naturally claims attention first, and in this connection it must be understood that, at least, eighteen and, perhaps, twenty hours out of every twenty-four, the horses in this service are confined within the stables year in and year out. Tbus three-fourths of the life of the horse is spent in the stable. Considering that plenty of light and pure air are essen- tial to the healthy condition of the horse, to furnish this should be the first object in building a stable.
In selecting material, such should be chosen as will be least likely to absorb and retain the impurities, which will always be found within such buildings. Great care should be taken to have the drainage per- fect, and if underground to have the drains so inclined, trapped, and tight in the joints, as to quickly and completely take away whatever is deposited in them. Arrange- ments should be provided to flush them often with water, and if possible to have all traps and catch-basins well ventilated, so as to carry outside of the stable any foul gases which may accumulate there. The theory of surface drainage for stables has many supporters, and deserves careful consideration from those about to build. If surface- drains are frequently flushed or washed, this manner of draining would seem to call for no objection. The matter of drainage being settled, the next question is light and ventilation.
Arrangements should be made to admit air in sufficient quantity without creating a draught.
Eoof ventilation is desirable, but not suffi- cient, as the air of a stable containing many
horses is heavy and will not rise without a current of air from near the floor to assist. Light can be admitted from high openings in the sides of the building, but these should not be depended upon for side-ventilation as the height renders them insufficient to move the air, and the location, usually over the heads of the horses, causes them to be dangerous as means of a draught.
Doors on opposite sides of the stable con- nected by a passageway running behind the horses; this passageway having ventila- tion from the roof is a desirable means of ventilating a stable, as in case the wind blows too strongly in one direction the doors on that side of the building can be closed, while air is admitted from the oppo- site side.
_ As a matter of convenience it may be de- sirable to have all stalls upon the ground floor, but such an arrangement is not prac- tical in large cities, on account of the high cost of land, and horses may be as well established on the second or third floor, provided these floors are constructed properly as regards the drainage, and pro- vided with " runs " leading to the outside in two or more directions to be used as escapes in case of fire.
The stalls should be constructed with a view to give the horse as much freedom as possible consistent with economy in utiliz- ing the space. Experience demonstrates that the width should not be less than four feet in the clear, or the depth less than nine feet. The height of the partition between the horses should be at least four feet, and at the heads, carried three or four feet higher in such a form, as to admit light and ah without allowing the horses to bite and otherwise annoy each other. Single stalls are preferable, although double stalls, with swing-bars between the horses, are in favor with many good stable-experts. The floor of the stall should pitch toward the gutter about one and a half inches to the nine feet. A good construction for stall- floors is to lay the surface for about four feet inward from the gutter with close- grained hard wood, like maple, in strips of four or five inches wide and two inches thick, leaving a space between, three-quar- ters of an inch wide, to allow the urine to pass off without being absorbed in the bed- ding.
The best form of manger or feed-box, is of cast iron, formed so as to have no square corners for feed to accumulate, and of suf- ficient depth to prevent the horse from "nosing" his feed out. No rack is needed for loose hay, this can be fed in small quan- tities from the floor. A passageway, say four feet wide, between the heads, or in front of the stalls for the purpose of feeding is desirable, this should be ventilated by windows or doors at each end. and a flue leading to the roof above. The loft for feed should have a tight floor, so that the steam and ammonia from the stable under- neath will not contaminate the provender stored therein. It should be constructed with windows to admit light and air from the sides, and with roof -ventilation at the top. Suitable receptacles should be pro- vided for the manure outside the stable, and all refuse and manure should be removed frequently, and before it has had time to heat and steam.
The custom of building stables with cel- lars to receive the manure is not recom- mended; and unless there is yard-room enough to pile the manure compactly out- side the building, it should be removed from the premises daily. The space al- lowed for rear floorway between the stalls should be sufficient to permit the removal of horses from one row without interfering with those on the other; for this purpose, ten feet is a fair allowance.
The plan of arranging stalls in sections, so as to have the horses allotted to the care of one man, stand together is a good one; also that of having a separate drinking- trough for his horses. If a common drink - ing-trough is used, it should be centrally located and supplied with running water.
Twelve feet in the clear is recommended as a good height for each story, although some advise more, and some are content with even less.
Arrangements outside the building to dry and air the bedding are very desirable when straw or hay is used, and if shavings or saw-dust, bins for storage should be pro- vided. If any substance except wood is used for floors, bricks are recommended, as they are easily renewed when worn and less liable to cause the horses to slip than stone, asphalt or cement.
In coming to the subject of the " care of horses," it is suggested that the first care should be exercised in the selection of horses to be purchased. The theory that any kind of a horse that can be had for from $100 to $150 will do for Street-Eail- way use, is a bad one.
The buyer of Street-Railway horses has a somewhat difficult problem to meet from the fact that the horse most desirable to him, usually commands a higher price than he, i.e., the corporation, however, he represents, is willing to pay. A good buyer, will always insist upon the necessary qualities in the horse he buys, without too much regard to price. In the first place, only sound horses should be bought. Al- though horses unsound in some respects, may be used to some advantage, it is never best to buy them in that con- dition, as every Railroad manager knows that the exacting labor they are subject to, will cause unsoundness in some form or another soon enough. A good disposition and easy gait should be considered as absolutely necessary. The head and general appearance of the coun- tenance will show the disposition, and a trot of fifty feet, will show the gait. Color should have nothing to do in the selection except to cheapen the price, as is the case with white, grey, buckskin, and bald-faced horses. The feet and muscles of the legs should be. carefully looked at, as these are the main-stay of a railroad horse.
A flat-footed horse should never be ac- cepted.
The age should never be less than five or over nine years, as a general rule, a horse of twelve years of age, however, if sound, may be accepted at a considerable reduction in price.
After the horse is selected and placed in the stable, the first thing to do is to accus- tom him to the feed, and break him to the labor. We would never think of putting on a conductor or driver without first in- structing him in the duty expected of him, and place him under the direction of an old hand for practice. This rule should be fol- lowed with the horse. The first day he should be allowed to rest. After that if he takes his feed well, he may be put to half- work with a careful driver, and should be worked no more than this, for the first six or eight weeks, at least. All green horses should be given in charge of the best drivers, who will take pains to break them in to the work.
The care of the horse in the stable, in- cludes feeding and grooming. Upon the question of feed, perhaps, the first cost or what is termed ' 'economy" has considerable to do.
It is generally admitted that cut hay and corn meal is the cheapest at first cost, of any feed in use; but experience has shown that this feed is too hearty and fattening, and that horses fed upon it for several years without change become more subject to eruptive diseases and also to colic, inflammation of the stomach and in- digestion. It is calculated that at least five cents per day can be saved in this feed on each horse, over the cost of feeding oats and long hay, and that the extra loss on horses fed with meal only, will not amount to the sum saved at the end of the five or six years' service of a railway-horse. To the credit of railway managers it is found that this conclusion is not accepted gener- ally; and that while some are found to strictly adhere to svhat is termed the nat-
THE STREET RAILWAY JOURNAL.
[November, 1884.
ural feed of the horse — oats and long hay — very many compromise the question by giv- ing one such feed daily, or, at least, lighten up the corn meal by mixing bran or wheat middlings, in proportion of about half and half by measure. The mixing or preparing of the feed should be entrusted to as few persons as possible; but the practice of each hostler dealing out the feed to the horses allotted to him, is not objectionable al- though many stable experts prefer to con- fine the hostler's duty simply to watering and grooming the horse and the care of his stall, and to provide one man to distribute the feed to each 100 or 125 horses. In gen- eral terms, it should be the care of the stable-master to make the horses under his charge as comfortable as possible, while keeping them in condition to do the work required of them. They should be watered frequently and fed regularly, not less than three feeds a day, and thoroughly groomed not less than twice a day. In warm weather, they should be carefully cooled off after coming in from work, and in cold weather well-blanketed. Disinfectants should be freely used; common lime, either dry or in the form of whitewash, is recom- mended as effective and inexpensive.
As shoeing is a matter of considerable importance of railwayrnanagersitis proper that all entrusted with the care of street- railway horses should inform themselves as to the best form of shoe, and tbe best manner of setting it. There is but little difference of opinion among the well-in- formed upon this subject, as to the desira- bility of a light shoe over a heavy one, and that for horses traveling over a paved street, a shoe made of soft iron is prefer- able to one made of steel, on account of its being less liable to slip. In all cases the shoe should be fitted to the foot and not the foot to the shoe. On the question of hot or cold fitting, W. H. H. Murray may be quoted. He says : " The weight of author- ity is nearly the same in either scale. The advocates of cold-fitting declare that they can fit a shoe with rasp and file as evenly as the necessities of the case require, and that this can be done at no great cost of time or skill. They, moreover, charge that both reason and analogy are in opposition to burning a horny surface and declare that it honeycombs the wall of the foot, and. pre- vents its natural and healthy growth.
"The disciples of hot-fitting on the other hand, declare that few men can level the foot, or so hammer and file the shoe, that the fit shall be what is required, and that only by burning can the connection be- tween steel and horn be made sufficiently close and solid."
It must be admitted that good arguments can be used on both sides of this question, but in the end both sides bring up with this fact, that whether by hot or cold-fitting the shoe must be fitted evenly and solidly to the foot. As a matter of interest in this connection, an estimate made by a French professor concerning the muscular fatigue resulting from the use of heavy shoes may be quoted.
"If at the termination of a day's work, we calculate the weight represented by the mass of heavy shoes that a horse is con- demned to carry at each step, we arrive at a formidable array of figures, and in this way are able to estimate the amount of force uselessly expended by the animal in raising the shoes that surcharge his feet. The calculation I have made possesses an eloquence that dispenses with very long commentaries.
"Suppose the weight of a shoe isl, 000 grams (about 2\ lbs. avoirdupois). It is not excessive to admit that a horse trots at the rate of one step every second, or sixty steps a minute. In a minute then, the limb of a horse, whose foot carries one kilogram (21 lbs.) makes an effort necessary to raise kilogram after kilogram, a weight of sixty kilograms (132 lbs.) For the four limbs, this weight in a minute is represented by 60x4 = 240 kilograms (528 lbs.) For the four feet during an hour,
the weight is 14,000 kilograms (30,800 lbs.) and for four hours the mean duration of a day's work in these omnibuses, the total amount of weight raised has reached the respectable figure of 57,000 kilograms (125,- 400 lbs.)
"But the movement communicated to these 57,000 kilograms represents an ex- penditure of power employed by the motor, without any useful result, and as the motor is a living one, this expense of strength re- presents an exhaustion, or if you like it bet- ter, a degree of fatigue proportioned to the effort necessary for its manifestation. This calculation is most simple and readily un- derstood. It is to be noted, nevertheless, that I have omitted a considerable factor, which is, that the weights I have tabulated are situated at the extremities of the limbs and that the arms of the levers on which the muscles act to raise them being infinitely shorter than those of the physiological re- sistance to which these weights are added, the intensity of their action ought, there- fore, to be singularly increased.
"But to measure this intensity of action would require a mathematical aptitude, which I do not possess. I will not, there- fore, dwell upon this point, notwithstand- ing its importance, and am content to signalize it. Otherwise the figures speak for themselves, and tell us that the dimi- nution in the weight of horse-shoes is not an unnecessary consideration, so far as the useful application of the horse's strength goes."
After a careful consideration of the above calculation, must not all admit that the lightest possible shoe consistent with the service, should be used upon street-railway horses.
The question of calking the shoe must be settled by the condition of the street over which the animal travels. Many believe that a calk is not necessary on paved streets, except in the winter season, when ice and snow are liable to interfere; and that if a calk is used at all it should be a low one, so as to raise the frog but slightly from contact with the street, and that care should be taken to have all calks of an even height, to allow the horse to set his foot squarely and evenly upon the ground.
Upon the question of nailing the shoe, a quotation from Fleming: seems to "hit the nail on the head." "The shoe ought to be be attached by nails to those parts of the wall where the horn is strongest and tough- est. In the fore-foot, these parts are in front and along the sides to the quarters. There the horn becomes narrow and thin, and the nails find less support, and are nearer to the living textures. This is more particularly the case towards the heels, es- pecially the inner one.
"In the hind foot the wall is generally strong toward the quarters and heel. These facts at once give us an indication as to the best position for the nail-holes. In the fore-foot, nails may be driven through the wall around the toe, as far as the inside quarter and a little nearer the heel on the outside. In the hind-foot they may be driven around the toe and even up to the heels with impunity."
Nails should be turned out as quickly as possible, as the higher they go the less thickness of hoof is found, and extreme care should be used not to prick or press the sensitive part of the foot. Too many horses are made almost worthless from the effect of "blind stabs," which means, driv- ing the nail into the quick and then with- drawing it, and driving it again so close to the wound as to irritate it and cause it to suppurate within the foot and work out at the top. Such cases are the result of care- less nailing, and frequently terminate in what is called "foot-rot." The difficulty in tracing the exact cause of such trouble, arises from the fact that the horse does not show lameness for one or two days.
As the feet of horses working only on paved streets and standing continuously upon wooden floors are liable to become hard and dry for lack of sufficient moisture,
it is necessary that the stable-master should adopt some measure of supplying this need. A simple way and one that can be followed in any stable is to furnish each hostler with a pail and sponge, and require him to wet the fore-feet of all his hordes, once or twice a day. The water should be applied partic- ularly to the part where the hair and horn meet, and to the heel and frog. A good idea is to dissolve about a half pint of clean salt in each pailful of water used. This plan should be continued daily, and not occasionally. The stable-master should in- spect his horses daily, as to their fitness for work, and "lay off," and nurse any that do not "take their feed," or show lame- ness.
The next care that the horse requires at the hands of railway managers is that of furnishing suitable drivers. Tbe best stab- ling, grooming, feeding and shoeing canDOt counteract the effects of bad driving. 1 hose men whose duty it is to select and educate the drivers on street cars, should be most faithful and efficient, and no man should be retained as a driver who has not the necessary patience and judgment. Many horses become vicious and balky, by ignorant and careless driving, and a quick tempered driver is liable to be a costly one.
The last care that comes to us in the treament of the street-car horses is to select or sort out and dispose of those that have become unfit for the service.
This demands good judgment, for the difference between the price obtained for a worn-out horse and a new one to take the place, is considerable, yet it is folly, and worse than bad judgment, to retain and feed horses unable to work, for it does not take them long to " eat their heads off," as the saying goes. All horses should be dis- posed of as soon as it appears that their capacity for full railroad service is gone.
This report is submitted with the hope that some hint it may contain, will be use- ful to the members of this association. This subject is an important one, and to be treated fully, would require more space than the limits of this paper will allow, and demand more talent than this committee lays claim to.
As a conclusion to this report, tbe per- sonal experiences of two members of this committee, Mr. John E. Brown, Sup't. of the Troy & Lansingburg Raih-oad, Troy, N. Y., and Mr. T. Hv. H. Robilland, Snp't. of the Montreal City PasseDger Railway, Montreal, Canada, are added. Both these gentlemen have had large experience in the care and management of horses, and their views cannot fail to interest this convention. For the Committee,
J. E. RuGG, Chairman.
The experience of the Superintendent of the Troy and Lansingburg Railroad Com- pany relating to Stables and the care of Horses:
The aggregate length of the three lines operated is 17^ miles. The principal barn on the main line is located near that end of the road from which the travel starts in the morning for the city. The second barn on the main line is located two-tbirds of the distance from the main barn to the op- posite end of the road. At this barn on each trip, going each way, the driver and team stop and take the next car following, affording from four to six minutes time for watering and rest, under cover as in all cases when standing. This separates the conductor and driver; and gives a conductor three different drivers on each round-trip.
The third barn is located at that end of one of the branch lines from which the travel starts in the morning for the city. All three lines converge and pass the second barn referred to for the purpose before stated.
The barns are of brick, two stories, ceiled with spruce, have twelve feet ceilings, and aisles in rear and between the rows of stalls of fourteen feet. The stalls are five feet by ten feet. On top of the same, and between the heads of the horses facing each other, are wire gratings. In front of the
November, 1884.]
THE STREET RAILWAY JOURNAL.
stalls, there are nine light windows, eight feet from the floor. Each stall is also num- bered. There are no mangers, but iron feeding boxes. The dry hay is eaten from the floor. The hay and grain are stored in the second story, but there are no openings into the stalls below. The grain is delivered by spouts, the hay is cut above and let down in tight boxes into the mixing room. Water is so freely distributed through the barns, that horses cannot go out or come in with- out passing it.
All the horses can be released from their stalls and the outer-doors thrown open by one movement of a conveniently- placed lever. There is no access to the barns ex- cept by passing the office of the superinten- dent and his assistants.
At a distance of 100 feet from the main barn is the hospital barn, which will ac- commodate forty horses. The stalls are ten by twelve feet, inclosed with wiie. Ad- joining these barns, the company have 100 acres of well-shaded pasturage, with some inclosures.
The company owns 425 horses, and runs forty-six double cars. There are no one- horse cars. The length of the trips are eight and fourteen miles. Each horse makes from fourteen to sixteen miles per day, at an average speed of six miles per hour.
All horses are bought by the superintend- ent, generally in New York City; and each horse is examined by him. He seeks to ob- tain horses of good disposition, weighing from 1,050 to 1,150 lbs. When received, they are allowed to stand in the barn one day, then given one pint of raw linseed oil, in order to prevent constipation from ship- ping or long standing.
For the first week, the horse is given light feed and light work; then mated as best suited and assigned to the care of a suitable hostler, according to the disposition of the horse and of the man, much depend- ing upon the adaptation of the man to the horse: and in assigning to a driver the same principle of adaptation is observed. This is done by the superintendent in per- son.
They stand in the stalls twenty hours out of twenty-four, bedded with straw at all times. This requires 1,040 pounds of straw to each horse per year.
The feed consists of twelve pounds of hay, and fourteen pounds of grain, five-eighths western corn meal and three-eighths wheat- middlings, mixed to weigh forty pounds to one bushel. They are fed as follows, viz. : Morning, four pounds grain and one pound cut hay mixed, and four pounds dry hay. Noon: five pounds grain, and one pound cut hay mixed with no dry hay. Night: five pounds grain and one pound cut hay mixed and five pounds dry hay. The above feed- ing is uniform the year round with out re- gard to the weather. For sick and invalid horse?, carrots, potatoes and oats are used. The cost of feed per hor^e last year was 34-rTnrCents per day.
They are never fed salt except in cases of sickness. In hot weather Glauber salts are given after a hard day's work to prevent constipation. Each hostler has the entire care and responsibility of fourteen horses, the feed being mixed for them. Each one is assigned his place in the barn and fur- nished with a kit of tools which he is re- sponsible for, consisting of a card, curry- comb, brush, wheelbarrow, fork, and two pails and a broom. A horse standing in the barn for more than two days is given one pint of oil and moderately exercised before being put- to work. This is to prevent paralysis, now a very common disease.
Every horse is allowed all the water he wants whether heated or not. No limita- tion or restriction is placed on the watering of horses. On the contrary, a special rule requires any man leading a horse in or out of the barn to lead him first to the water- troughs.
The experience of the superintendent for thirty-five years, in fourteen of which he
was running a stage-line, and twenty-one with this company, in not using salt, and in freely watering horses regardless of weather or the condition of the horse has proved most satisfactory, never having had a horse foundered or sickened by drinking too much water.
Horses going out on early trips are in- spected late the night before. In the morn- ing the whole barn is inspected, and extra horses are assigned to the places of those unfit for work. As they are known only by number, the hitchers know by consulting the daily-slate, just what horses to send out, and when, and with what driver. This also provides for replacing any dis- abled during the day. Each team works the same hours every day, and they are assigned to such trips as the work, and their ability warrants. Fitty and low-bred horses, and those that cannot stand the sun, are assigned early and late trips.
Sick and disabled horses are cared for by the Superintendent and his assistants, the amount paid yearly for veterinary services being insignificant. Very little trouble is had from colic, fevers or other sicknesses. The principal, and it might be said, the whole trouble met with, proceeds from strains from slipping, affecting the hind legs, back and kidneys, producing in many cases j>aratysis from which they rarely wholly recovers. Many, however, recover sufficiently to work on light trips. Neces- sarily they suffer to some extent from bruises or accidental injuries, but most of such cases are successfully treated.
Some years since " Farcy"' was found in the company's barns, vigorous measures were immediately taken by the destruction of every animal showing symptoms of the disease, and a thorough fumigation of the buildings, stamping it out completely with a loss of only seven horses out of 250 in the barns affected.
The treatment of paralysis, now a com- mon disease, has been most unsatisfac- tory. The best success has been by stimu- lating, keeping the bowels open, mustard and penetrating liniments, and rest. There is a short connecting line from the main barn to a branch road, on which weak and partially disabled horses are used while re- j cruiting. Any horses not able to do this work are sold or sent to the boiling-house.
The average period of usefulness of the j horse is found to be from six and a half to seven years. The business has increased so rapidly in the last seven years, requiring the purchase of so many new horses, that ! the average, without question, is lower for j that reason.
The company does its own shoeing at the main barn. At the other barns, the shoeing is done by contract, the cost per horse for shoeing for last year was $19.64. Burden's medium shoes are used.
Experience of the Superintendent of the Montreal City Passenger Railway Com- pany: J. E. Rugg, Esq.,
Dear Sir :— In complying with your de- sire of having my views on the general maintenance of street railway stables, I have no hesitation to say that this part of the street railway business is one of the most important. This is very evident when we consider that its maintenance consti- tutes over one-third of the total operating expenses.
In my opinion, street-car horses should not be purchased younger than five and not older than seven years. Horses about these ages will last here on an average about eight years.
I consider that 80 pounds of feed is little enough for car-horses every day.
The mileage per horse with us, is about 14 miles per day.
We use hay and oats, but no cut feed; I consider that although there is a saving in cut and bruised feed, the extra expenses will counterbalance. Of course, we use no corn; I believe that there is a saving in horseflesh by excluding corn from the feed.
I find that by confining our feed to hay and oats, the average life of our horses is much longer than that of those where corn is used.
Now with regard to stabling. I believe the less wood in the construction the better for the healthy condition of the stables. Wood, in a very few years, will get soaked with all sorts of impurities, so much so, that the proper purifying of it becomes al- most an impossibility; and as a matter of course, paralyzes, to a great extent, the proper ventilation.
Ventilation cannot be too perfect. I con- sider that the usual upper or roof ventila- ation is not sufficient, unless aided by side ventilation. I have often noticed that side ventilation in most stables is entirely insuf- ficient, being generally too high. The thick atmosphere always charged with stable- ammonia is very heavy, and will rise with considerable difficulty if not aided by an under-current draught.
I consider under-floor drainage very bad. This kind of drainage is more a receptacle for disease-breeding matter, than it is a cleansing arrangement. The drainage should always be from the surface. Floors should be subjected to a thorough washing at least twice or three times a week. Lime and carbolic acid should be used freely.
With regard to shoeing, of course it must vary in accordance with the various sys- tems of roadway.
I believe that on pavements flat shoes are the best. On macadamized, toes and calks are necessary as a protection to the feet. In the latter case heavy shoes are indispens- able.
In my experience of several years, I have found that the observance of the above ways has succeeded in maintaining our stables in fine condition.
With regard to our buildings, they are of old construction and do not contain enough of the modern improvements to form a model subject for submission to the coming general meeting.
In my travels and visits I have found that your stables and those of the Sixth Avenue Railroad Company, of New York City, were about the most perfect.
We still groom with the old system of grooming. It appears that opinion is gen- erally divided on the grooming machine.
I believe that hay and oats are by far the best feed for horses, with a small allow- ance of bran twice a week.
Our speed is about six miles an hour, which I believe quite enough.
The above detail, of course, I glean from my own observations on the working of our roads; but I believe our horses get as much work as any other stable on the continent, and their condition is inferior to none that I have seen. Yours, very truly,
T. H. ROBILLARD,
Supt. M. C. P. R. Co.
DISCUSSION ON THE SALT REPORT.
Mr. A. W. Wright, Chicago, said that the N. C. R. R. Co., had baths 48 x 54", 14 ' deep. 1 bushel salt in each, each horse spending 3 to 6 hours per day in them; strength 1 in 37. or twice that of ocean water. On streets they used 1 bushel salt per mile of single track; used snow-plows and sweepers; proportion of salt in melted snow only 1 in 14T]jT.
Mr. Cleminshaw, Troy, asked the object of the salt baths.
Mr. Wm. White emphatically agreed with the report, but it was deficient in one thing. In New York the debris caused the tracks to be a continuous cesspool in win- ter, which gave the horses thrush, sore legs and "scratches." Every sidewalk should have salt put on it to melt the snow; every householder should be compelled to sweep the snow to the gutter, and the R. R. Co. to sweep into sewers.
THE STREET RAILWAY JOURNAL.
[November, 1884.
Mr. Wm. Richardson said, that in Brooklyn they had fought this question so that the city had not passed any ordinance against salting. They had got written tes- timony of Registrars of Vital Statistics and of Health Officers during 15 years that salting was beneficial; had brought state- ments of Dr. Hutchinson, Dr. Wm. M. Smith, Health Officer of New York City, and of Dr. Elisha Harris, Sec. State Board of Health Commissioners. They showed that scarlet fever, etc., had been most prev- alent in unsalted streets, and from May to November. But after the matter was put in that part of the Penal Code relating to Cruelty to Animals, they had had to fight it.
Mr. D. B. Hasbrouck, New York, said that in New York the feeling against salting was most wrought up.
Mr. Wright, Chicago, said that their salt baths were to remove soreness and to cause the hoofs to grow; they found this salting feet paid.
Mr. Robillard, Montreal, thought salt a good remedial agency.
Dr. Elijah Whitney suggested salting streets from curb to curb, and sweeping into sewers. It was the debris that did the damage. Salting all the streets would add 20 to 30 per cent, to the health of New York City.
(To be Continued.)
The Cable System as a Motive Power.
The American Street- Railway Association,
Gentlemen:— So completely has the country been flooded with literature per- tainiug to "The Cable System of Motive Power," that the writer of this report has no hope of offering any new facts; but since the system has acquired such magnitude and prospects, it may be fitting that the archives of the Association should possess some brief record of its beginning and pro- gress.
Climbing the steep hills of San Francisco, the fertile genius of Mr. A. S. Hallidie con- ceived the idea that transportation, which could not be accomplished by animal power, might be by endless ropes; and to him and his associates, all credit is due for the first successful construction and operation of the system, eleven years ago.
What seems so easy and natural in the retrospect, lay before those men an untried, and, in the opinion of many, a foolhardy undertaking. The money invested was re- garded as squandered, and the whole scheme a trifling with the impossible. But through innumerable difficulties and trials, they persevered, until intelligent experi- ment and dauntless courage wrought suc- cess. Clay Street Hill became world re- nowned for its novel and ingenious railway, the advantages of which, soon caused paral- lel lines on steep grades to be constructed on Sutter Street, California Street, Geary Street, Union Street, and recently one on the more level line of Market Street and its branches.
After the first four lines had been built, covering short distances and carrying few people, a road was constructed in Chicago in 1881. The latter city claims not one iota of credit for the invention of the cable sys- tem, but did undertake the somewhat seri- ous task of demonstrating
First: That the system could be utilized n a region of harsh winters, deep snow and frost, the antipodes of the balmy climate and perpetual summer of Calif ornin , and,
Second: That it could be expanded into a suitable system for moving the vast popu- lation of our largest cities.
The former could not be accomplished by any fragile construction but required great strength and compactness to resist the strains inevitable in a large commercial city, and the powerful pressure of the frost in a Northern winter. The latter could not be accomplished by any mile, or mile and a half, of timid trying; but with unshaken faith in its method of construction and the possibilities of the system, twenty miles of track were constructed, and the daily trans-
portation of 100,000 people attained, with the ability to move five times as many.
In addition to the lines indicated above, cars have been moved by cable for fifteen months over the New York and Brooklyn Bridge; an extensive system is building in Philadelphia; a line in New York, one in Kansas City, and one in Hoboken, and com- prehensive systems have been proposed for New York and Brooklyn. Recently under the superintendence of American engineers this purely American system has been in- troduced and short lines constructed in London, Eng., South Wales and New Zea- land.
The construction consists of an under- ground tube through which the cable passe, (supported by grooved pulleys,) in constant motion and at uniform rate of speed. The tube is provided with sewer connections for drainage, and an open slot on the tops through which passes a gripping device which is attached to a car. The cable is kept in motion, and its speed regulated by a stationary engine or engines. The rope is endless and the splices must possess great strength, but not increased the diameter of the rope, as any enlargement would in cm- severe and dangerous abrasion. It should be coated with pine tar and lubricated with linseed oil to protect it from rust and the too harsh action of the grips. The drums which impart motion to the cable, and the sheaves which carry it around sharp cor- ners, should have a diameter about one hundred times the diameter of the rope Of what material the rope should be made t) secure the best returns is a question of great importance, affected by climate, the rate of speed it is to run, the frequency of stopping and starting, the character of the gripping device and the manner of apply- ing the same, and the hilly or level charac- ter of the road . In cases of sharp d eflection s from a level, pulleys are required to depress the rope, and as these must be small to allow the grip to pass below them, the wear upon the cable is serious. To meet these conditious, flexibility and toughness, combined with strength and freedom from crystalization are needed.
Another important feature in a cable sys- tem is the device for automatically securing the proper tension of the rope. The extent of vibration will depend on its length, amount- ing in one four miles long, to some five feet, and is caused by the sudden grappling of the cable by a heavily loaded train. As the rope settles some two and a half inches between every two carrying pulleys over the entire road, the sudden tightening and stretching of the cable produces an accu- mulation. If this were not instantly taken care of, the rope would drop from the car- rying pulleys and sheaves and be destroyed; also violent surgings of the trains would ensue. Were the rope to be draw so rigidly as to prevent this settling, the intense strain would soon destroy the cable and the oper- ating machinery. Provision is also made in this device for taking care of the perma- nent stretch of the cable amounting some- times to two hundred feet.
The gripping attachment should be prompt and positive in its action, and, in the most successful forms yet devised, con- sists of an upper and lower jaw, between which, the cable is seized by the movement of a lever, one pound of pressure on the handle of which produces four hundred pounds pressure on the cable. A small sheave is placed at each end of the jaw, upon which the cable rides while the car is standing. Provision is also made for throw- ing the cable out of the grip and entirely free from it at any time or place. Exigen- cies may arise when this is of the utmost importance. The length of the grip issuch that it passes some three inches above the carrying pulleys and does not come in con- tact with them. The cable is brought into the open jaws by an elevating sheave jjlaced at an angle on one side of the tube. The metal used for lining the grip performs 2000 miles of service, when it requires renewal. In Chicago a speed of eight and a half
miles an hour is attained over one half the lines, andnine and one-half miles over the other half; except in a few places where the speed is one half the above rates and can be made as much less at any point as may be desired. To operate at this speed with safety, the cars are provided with ample guards which prevent any one from falling under the wheels, and powerful brakes, can be applied to every wheel in the entire train by the easy movement of a lever in the hands of the driver.
The system possesses special advantages in heavy snow-storms, as the power is not derived from friction on the rail, but tbe apphances for clearing and sweeping the track are drawn swiftly and at short inter- vals by an untiring power. More power is required during a snow-storm, but in ordi- nary conditions, the operation of twenty and one-fourth miles of cable in Chicago has required 477 horse-power; of this 389 was used in moving machinery and cables, and 88 to move the 240 cars and their pas- sengers. The cable and its coating weighs about 270,000 pounds, and is doing work which would require 2,500 horses.
In hilly sections where horses and loco- motives would be useless for the purpose, the cable system can move cars as quickly and swiftly as on a level road; and on level roads it is found t o be only one-half as ex- pensive in operation, as the ordinary horse- railway system, while its capacity for mov- ing vast numbers of people is practically unlimited. It is the only system yet de- vised, which satisfactorily meets the uneven pressure for transportation with the least possible increase in expense. No difficulty is experienced in turning corners, either with main cables or auxiliaries.
As regards humanity for horses and con- sideration for the nerves of passengers, it commends itself to all. In point of cleanli- ness, a system which saves the use of thou- sands of animals in a city is of great sanitary value, and the comparative quietness of its operations is highly appreciated by those who reside beside it.
The speed at which it runs, and the quick- ness and ease with which it starts and stops adds to the comfort and well-being of its patrons; and when equipped with tha pres- ent safeguards and appliances, is found to be far more safe to the general, public than the ordinary horse-car. It has no will of its own to thwart the will and efforts of the faithful driver.
The increase in the value of real estate along the street where it operates, and on parallel and cross streets for several blocks each way, is many times the cost of its con- struction, being from 50 to 200 per cent, in a single year.
The cost of construction is much greater than that of an ordinary tramway, but the economy of operation far outweighs this objection, as it saves more than the interest on tbe increased cost.
In Chicago, the cost was perhaps greater than would be necessary in most cities, owing to the nature of the ground, reach- ing $105,000 per mile of single track. Too much stress cannot, however, be laid upon the importance, the absolute necessity, of a substantial and durable structure which will not be broken er displaced by heavy trucks or by the pitiless frost. If all the parts and appliances are well and permanently built with ample safeties in point of strength, and vigilance attends its operation, it will prove a great and unalloyed blessing to any city, and bring satisfaction and recompense to its owners.
The limits of this report will not allow allusion to the manifold improvements made and making in many quarters, in its construction and appliances, but what has been accomplished in so short a time is ample guarantee that vast good is yet to come from " The Cable System as a Motive Power." In behalf of your committee, this report is respectfully submitted. C. B. Holmes.
Chairman. Chicago, October 15tb, 1884.
November, 188+.]
THE STREET RAILWAY JOURNAL.
Labor and the Graduated System of Compensation.
Gentlemen :
Your committee on ' ' Labor and the grad- uated system of compensation," beg leave to report as follows: —
The labor system of street railway com- panies has this peculiarity, viz. : it is inti- mately connected with metropolitan soci- ety, and is, consequently, much exposed to disturbing influences; it is also distinguished by the fact, that the entire income of the corporation is collected in small amounts by a numerous set of employees. These fea- tures render its regulation a matter of con- siderable perplexity, and make it all the more important that it should be systema- tized on simple, practical principles. Street railways are pu blic carriers running through dense populations, their relations to the public being determined in a large measure by their employees. Hence it is, that at the outset of an inquiry as to the best means of regulating their labor system, arises the obvious necessity for mutual good- will be- tween the companies and the labor they control.
In the acquisition of experience in man- aging street railways, and in closely watch- ing the details of their operation, the stronger is our conviction that the best guarantee of the labor employed lies in the fidelity, competency and honesty of the men, rather than in any ingenuity of me- chanical checks, or other protective or de- tective arrangements.
This conclusion may be regarded more as a sentiment than a safe tale of business, and others may question the practical econ- omy of a proposition that savors of senti- ment alone, than an enforcement of faithful service by arbitrary methods. From a purely business stand-point, it is true of all forms in which invested capital depends for returns on regular continuous labor, that to awake in the employees an interest in their duties and a "personal friendship towards the cor- poration employing them, is the best basis for permanent profits. The moral average of men is as yet u nknown, and wherever a large force is employed, there will always be found a certain per centage of disloyalty, duplicity and dishonesty.
To expect to find in artificial devices a complete substitute for personal honesty or for faithful services willingly rendered is fallacious; and we must look farther and sink deeper.
All appointments to positions should be made from that class which would dignify labor, and avoided from that class, which by habit, training or education are suited to higher avocations; and in no case should any device for safe guard in handling money be used that will blunt moral sensi- bilities.
The employees of railway corporations cannot properly be classified under the head of "skilled labor." The capital invested and its returns is largely at the mercy of the employees, and in few corporations does loss of money more immediatly result from inefficient or wasteful labor, or profit more quickly accrue from intelligent and consci- entious effort, than in street car companies. But, nevertheless, the services exacted from conductors, drivers and stablemen are not of such a character as to require an appren- ticeship to understand. Any man of aver- age intelligence can discharge the duties, and, although he may not be at first as effi- cient as an old hand, yet a few days, if he be industrious and attentive, wflTgive all the experience that is really necessary. It is, therefore, unwise for them to represent themselves as skilled workmen, or to allow themselves to fall into the pernicious notion that they are as indispensable to their em- ployers, and as difficult to replace as the craftsmen in specified trades and manufac- turers. In presenting this view, it is only for the purpose of more forcibly referring to the vital importance of managing and directing the labor system. Unless em- ployees of lines are faithful, energetic and
economical, it is impossible to obtain sub- stantial success. The neglect or abuse of stock or the running gear of cars, the waste of feed, caiiessness or insolence towards the public, and indifference or dishonesty in the collection of fares, are all means by which employees can impair the operations and entail losses upon these corporations.
To fully guard all these openings, to es- tablish a system of checks by which fraud or negligence can be detected or prevented is, we are fully persuaded, almost impossible.
A corporation is an artificial person, ex- isting only in the contemplation of law, but this does not deprive it of a certain in- dividualism; and the employers are gov- erned by a distinctive spirit, that in turn regulates their feeling of the service towards it. Sometimes that spirit is harsh, arbi- trary and exacting; sometimes loose and improvident; sometimes strict in the en- forcement of rules, but tempered with jus- tice and moderation. Whatever it may be, the employes know it, and their services take color from it; and it is highly import- ant that they should have a clear and defi- nite understanding of the estimate placed on their labor. They should be taught in the first place, that the management does not regard them as skilled workmen; that a 'strike" may interrupt, but can in no way stop operations; that if they were all to re- sign on the same day the company could go ahead the following, not perhaps satis- factorily, but sufficiently so to maintain business, and that but a short time would suffice to obliterate all effects of the inter- ruption. While insisting upon this general feature respecting labor, the men should be made to feel that, if they are not classified as representing skilled labor, neither are they on the other hand regarded as regular day -laborers; that good judgment, prompti- i tude and experience are fully appreciated; j that the managements intend and aim to re- ward fidelity, and that as long as they are j trustworthy, they are sure of their places, and that continued conscientious service j will be recognized. Promising these gen- eral views, there remains to be noticed what in our opinion are the best means of producing the relations mentioned as most desirable.
It should be a settled principle that dis- charges as tar as possible shall not be capri- cious or without cause, and that promotions will be made on the basis of length of ser- vice and personal merit. The labor system of an ordinary line is not sufficiently varied or extensive to embrace a regular scale of promotions, but the principle should be re- cognized and established, that the manage- ment is influenced by the relative merits of their employees; that there is no favoritism tolerated, and that a faithful and efficient man will not be overlooked or unfairly treated. When the men are educated to understand this, an "esprit du corps" will gradually spring up and a guarantee of good work secured, obtainable in no other way. In enforcing a system of fair promo- tions and a strictly equitable treatment of labor, much dependence must, necessarily, be placed upon the reports of other officers. It is, therefore, of essential importance that they should be honorable and just men, as well as energetic and vigilant, and that their reports should be reviewed carefully by the chief executive officer, through whose in- dividuality flows the inspiration of manage- ment.
A graduated system of compensation, re- gulated according to length of service and general efficiency, would also, if judiciously introduced, be productive of beneficial re- sults. Such a system could not be created summarily, but by establishing conditions as to the filling of vacancies and fixing a lower rate of pay for new appointees, and the terms upon which their advancement will take place, a complete system may soon be created, the features of which can be ad- justed to suit the particular circumstances surrounding the operation of each particu- lar line. A man who possesses experience, and whom the company has tested and
found reliable and competent, is certainly worth more wages than a comparatively new appointee.
His services are more pecuniarily profit- able, and there is a corresponding loss when a new man is placed upon the same footing.
A graduated system of compensation should be based upon a permanent and well-known classification of the men, and by this means there might be, if desirable, a saving of wages and a better recognition of individual merit and demerit. The sys- tem once established would tend to promote fidelity and self-respect among the em- ployees; seeing its justice they would co- operate in its maintenance ; and at the same time it would improve the relation of capital and labor and give to the men a stronger personal interest in the permanency of their employment.
The use of all kind of registers and other detective arrangements and contrivances simply expresses distrust; all of them rep- resent the same efforts of experience and ingenuity to devise a. substitute for personal honesty; all of them are imperfect and irri- tating, tending to blunt moral sensibili- ties and foster want of confidence.
It is undoubtedly true that these devices cannot be dispensed with under the condi- tions that now exist, and the views here ex- pressed have reference rather to general principles of the regulations of labor, than to the details of detective measures; yet we cannot fail to see in their introduction a great disturbing element. We will not, therefore, discuss the relative values of the various contrivances, but insist that were it an established fact, that these artificial means were indispensable, yet, even then, the principles herein set forth ought to con- trol the labor system of street-railways. The losses incurred by strikes, from which we have not been exempt, the ceaseless dis- cussion of the relation between labor and capital, incident to modern lines; and the increasing sensitiveness of capital to social disquiet, all unmistakably suggest, that, so far as possible, corporations employing large forces of men should ground their policy on equity, and avoid unnecessary an- tagonisms and consequent hostile legisla- tion. We owe this duty to society, and we owe it to the large interests confided to our charge. It may be impossible to prevent occasional disputes, but when they arise, we should not be found evidently in the wrong, and bear the stigma of oppressing labor, or of neglecting wise and just rules for its employment and control.
We feel assured that the application of principles herein indicated will not increase the expense of operation, and will remove much of the anxiety and difficulty con- nected with the management of street rail- ways.
We recommend no sudden and sweeping changes, because the labor system support- ing all industrial investments of capital cannot be summarily altered without con- fusion or loss. It crystalizes in fixed forms with the passage of years : and changes, even for improvement, should be gradually introduced.
In conclusion, we recommend that the principles of management we have briefly outlined, should be steadily held in view in the treatment of labor, and so far as pos- sible incorporated in the practical opera- tion of railway lines.
Respectfully submitted.
' Julius S. Walsh, Jacob Rehm, Harvey N. Rowe.
The following letter was submitted as a part of the report of the committee :
Office of the North Chicago ) City Railway Company, V Chicago, October 10th, 1884. ) Wm. H. Hazard, Esq., President American
Street Railway Association, Brooklyn.
N. Y.
Dear Sir : — Having been appointed by you as an associate member of the com-
THE STREET RAILWAY JOURNAL.
[November, 1884.
mittee on " Labor and the Graduating Sys- tem of Compensation" (as refers to labor employed by street railway companies), I beg leave to report the following on the subject:
For several years our company has divided all of its drivers and conductors into four classes or grades, as experienced hands are of more value to the co mpany than those just entering our service. We require every man in our employ to remain for the space of two months in the first class, receiving a compensation of $1.50 per diem. After the expiration of two months he enters the second class or grade, remaining therein for four months, receiving a salary of $1.75 daily for his services. After the expiration of the last-named four months, he advances into the third class or grade, remaining therein six months, and receiving the sum of $2.00 as a daily compensation for his labor. Having thus served our company for the space of twelve months, and having become thoroughly acquainted with the duties to be performed by him, and fully able to discharge them intelligently, the laborer enters the fourth class, and his wages are advanced to $2.25, which is a higher sum than any laboring man can earn.
The graduated system of compensation works well with us here, and makes ' -strikes" an impossibility. No honest and intelligent laborer will "strike" for higher wages, when he knows that by serving through a regular course, he will attain what he can- not possibly get anywhere else.
Any laboring man who enters our service and has been with us for two months is only too anxious to stay, because his wages will be increased for the coming four months. In short, the longer they stay the better is their pay.
Furthermore, this system furnishes us a reliable and trustworthy set of workmen, because the longer they stay the more effi- cient they become in the discharge of their several duties. Such a wage system secures to us steady and punctual men, who per- form their work more cheerfully because they know that their value is acknowledged by the company, which remunerates them for their services with the highest possible wages.
This system of graduating the wages works well here with us. It works some- what after the manner of a school of pro- bation. After the men have worked through it, they find it to their interest to remain with us. We have all reason to be satisfied with the system, having by it secured a lot of good, steady and reliable men. who generally stay unless discharged for cause. The average hours per man per day is ll}^ hours. I have the honor to be, Your obedient servant, Jacob Rehm. Vice-president, North Chicago City Kail way Co.
Completed Construction of New Road.
In the construction of street railways, it is evident that while we must endeavor to get the best roadway for the cars, due regard must be paid to the require- ments of the general travel, and to the local laws governing the form of rail and other details ; so that we are not at liberty to use the best means to accomplish the end desired. In fact, the matter is often so hampered with municipal regulations, that it is impossible to accomplish more than an imper- fect and unsatisfactory solution of the question.
The best form of rail for the purposes of the railway companyaloneis.undoubtedly, the "centre-bearing," as the weight of the car wheel in this case bears directly upon the centre of the rail, and is trans- mitted evenly to the centre of the stringer, so that the track is in the best position to resist the outward pressure which is constantly tending to widen its gauge, and otherwise injure its condition. The spikes with this form are placed alternately on either side of the head, so that the rail, besides having a better bearing on the timber as above stated, is held down equally on both sides. The car wheels run more
smoothly and with less friction than upon any other form, as there can be no possible contact with any paving stones, and the open space provided on the outside has a tendency to keep the head of the rail free from dirt and grit. This is especially the case I during cold weather, when one of the most serious I difficulties in operating street railways arises from frozen mud. ice or snow getting upon the rails, I even when the greatest care is taken to keep the track clear. The centre-bearing is the standard street rail now in use in New York City, and it is used to a considerable extent in Brooklyn and a few other places.
In the next form, known as the " slope-back," the bearing is approximately in the centre, the head being about three inches wide, and beveled or sloped off on the outer edge, so that to a certain extent it gives the advantages above enumerated for the centre-bearing rail, but only to a limited degree.
The " side-bearing" pattern, with its many varia- tions. Is that which is mest generally in use in the United States; not because it is the best, but because it is the best that the railway companies are per- mitted to put down, as wagon wheels can readily get on the track, and it gives a good wide tramway for general travel. This very fact however, is a great detriment, as the general traffic is invited by its smoothness and other advantxges to run upon it. Heavy teams going at a slow rate are constantly in the way of the faster moving cars, and the rails are not only worn out by this travel, but the speed of the cars and the general business of the road interfered with. A very serious objection to all side-bearing forms is that the weight of the cars being entirely on the outer side, that part of the rail wears into the stringer sooner than the other, causing the rail to roll out of level and to widen the gauge of the track. All forms in which the head of the rail is narrower than the tread of the car wheel should be avoided, as the wearing surface is too little, and in the side-bearing patterns this is especially the case, for unless the head is as wide as the tread the projecting edge of the wheel will be constantly striking against the pav- ing stones outside of the rail when the track is new, or the pavement is relaid. This will only cease when the paving stones shall have been gradually worn away by the action of the wheels, which is a very objectionable and costly process, or when they shall have been knocked down or otherwise settled below the head of the rail.
Your committee, would, therefore, recommend the adoption of the centre-bearing form of rail in all cases that it will be allowed by the local authorities, es- pecially where the streets or avenues are wide enough to provide the general travel of the street a good and sufficient roadway, outside of the space occupied by the railway.
Where the service is* heavy, a rail weighing sixty pounds to the yard will be found the most satisfac- tory and in the end the most economical: but upon roads with lighter travel this is not necessary, though it should always be borne in mind that it is imoossible to get satisfactory results when mate- rials of poor quality or insufficient size or weight are used. It is not the first cost that should be regarded altogether, for if the railway is well built with good and sufficient materials the annual wear and tear will be proportionately reduced, so that the profit and loss account from year to year will not be charged with constant repairs rendered needful by poor or scanty construction at the outset.
The spike-holes should be about twelve inches apart, so that when the rails are first laid it will be enough to spike every alternate hole thus leaving new holes with their original countersink to be used when the others shall have become worn too large and be unfit to retain the strikes. The rails should be carefully inspected, and any that are not cut square at the ends or not straight and level should be rejected and returned to the mill.
As the gauge of street railways is almost alwavs established by the local authorities to conform with the legal gauge of the ordinary vehicles of such city, there is in consequence no universal or standard gauge for them. Your committee is. however, of the opinion that from four feet eight inches to five feet two inches gauge will give the most satisfactory results as a general rule.
Where double tracks are laid, there should be ample space for the cars to pass each other on both the straight tracks and the curves without danger of striking. Five feet between gauge-lines, unless the cars are exceptionally large and wide, will be a suf- ficient distance: and with straight tracks it will also allow a man to stand betweeu the cars while passing each other, which may prevent many accidents.
All joints of the rails should have rolled iron joint- plates not less than eighteen inches long.plac?d under them. These should have vertical flanges to fit against the sides of the rails, so as to keep them in line with each other and to increase the vertical strength of the joint-plate itself. If the track is laid in cold weather, the joints of the rails should be kept anart three-eighths of an inch to allow for expansion of the rails in summer- and this space should be less when the rails are laid, as the temperature rises, al- though the ends of the rails should never be laid less than one-eighth of an inch apart even in mid-day of the very hottest weather.
The rail spikes should be five and a half or six inches long, of one-half inch square iron, with coun- tersink heads, to fit into and not project above the countersink in the rail itself. They should be of good tough iron, so that when driven, the heads will not fly off under the strokes of the hammer.
As street-railways are nowusually constructed, the rails are placed upon longitudinal wooden stringers, resting upon transverse wooden cross-ties. Where it can be obtained at a reasonable cost, your committee
recommends the use of yellow pine, free from sap- growth, and cut from trees that have not been tapped. As a general rule, the best yellow pine rail- road lumber is brought from Georgia or Florida, and in all cities near the seaboard, at least, the rate of freight is low enough to justify its use for stringers and cross-ties. Of course, this may not be so in cities or towns far inland, and in such cases, other lumber must be used which can be more conveniently and reasonably obtained . The ties should be of equal size, in order to give a uniform bearing and support to the track; for if they are of unequal surface, the track will be better held up bj the large ties than the smaller ones, thus causing it to be uneven and irre- gular. For the same reason, they should be placed at a uniform distance apart, five feet from centre to centre, being probably the most desirable. Unifor- mity of dimensions can be more certainly had if the ties are sawed than if hewed, and in addition to this the stringers will then always have a good flat bear- ing upon them. The joints of the stringers should never be under the joints of the rails. The stringers should be not less than seven inches deep, and of the same width as the rail which is to lie upon them, un- less it should be one of the narrow forms of rail, in which case the timber should project on both sides not more, however, than one half inch. It should then be beveled off on the upper edges to the width of the rail before putting down the pavement. The stringers should be, at least, twenty five feet long, in lengths divisible by five feet, so that there will be no waste in cutting off useless ends to allow the joints of the stringers to come exactly upon the cross-ties. Of course where there is exceptionally heavy service, it may be of advantage to place the ties four feet from centre to centre, and the size of the ties may then be increased to advantage, say five inches high by seven inches wide, although generally four inches by six inches is large enough. The ties should project out- side of the stringers on both sides at least nine inches, and the stringers on the outside should be fastened to the ties by cast iron knees not less than six inches high and six inches long, and on the inside by similar knees three inches high and three inches long. The long knees on the outside tend to keep the stringer in a perpendicular position and so to preserve the gauge of the track: for tracks never get narrower, all the conditions of their use tending to press them out- wards and to widen the gauge. At all joints of strin- gers, joint kntes should be used on both the inside and outside of the stringers, and they should be broad enough to bear against and be spiked to the contiguous ends of the same, thus keeping them in line. The spikes used for these cast- iron knees should be three and a half or four inches long, and three-eighths of an inch square, with but- ton-heads The knees should be of good strong iron, so as not to break easily, in case the workman should miss the spike and accidentally hit the knee itself, and all the spike-holes should be carefully drifted out. so that in driving the knee-spikes, they will not wedge in the holes and split the knee.
It is very important to have the ties and stringers well and solidly tamped-up, and a straight line and even surface carefully obtained. This is a matter which is often slighted, but which should be attended to with great care.
A very troublesome and expensive item of repairs is often caused by the wheels of heavy wagons mak- ing ruts alongside of the rails, thus causing the track to get out of gauge, and otherwise wrenching and in- juring it. This can be, in a great measure, prevented by putting a row of substantial square-shaped pav- ing blocks on each side of each rail, which, after being thoroughly rammed, should be left about one- half inch above the rail, otherwise they will settle down so as to be below the rail, when their efficiency will be greatly lessened.
All the undisturbed bed between the cross-ties should be loosened up with the pickaxe, so that all of the pavement shall have the same bearing, and it will settle alike all over.
The best pavement for the horse path is probably had by using cobblestones about six inches long, about four inches wide and two or three inches thick. These dimensions give stones of moderate size, and of flat, oval form, so that when closely set on end they furnish a very good foothold for the horses, and the pavement can be kept in repair with a very reasonable cost. The horse path should be paved as nearly as possible level, and all crowning or eleva- tion in the middle of the track sh'uld be avoided, so as to allow the horses' feet to travel evenly and squarely. The stones should be laid upon a bed of good, sharp gravel or coarse sand six inches deep; they should be thoroughly rammed three times, and left with a covering of the same material about one- half inch deep, from which all stones over an inch long should be raked off.
At prope- and frequent intervals, suitable connec- t;ons should be made with the sewers or with surface drains where sewers are not in use. If this matter is not properlv attended to. great inconvenience and expense will be caused, especially in cities where the melting of snow during winter causes a great accumulation of water upon the track, which, if not promptly removed, may. by a sudden change of weather freeze up solid on the track. In any event, no tr<ck can be properlv kept in order unless the surplus water is promptly and adequately drained off. The genera] elevationof the whole track should be a little higher than the rest of the street, to aid in draining the water away from the track.
The radius of the curves will be governed by the width of the streets and other conditions, but it is always des'rab'e to avoid curves of small radius. A curve of fifty or sixty feet radius is probably the most desirable when it can be laid down, but in many cities the width of the streets will not permit curves of more than thirty or thirty-five feet radius, which, however, if properly laid, will give all reasonable satisfaction. The curved rails should be of the grooved form on both the inside and outside lires of the curve, although in curves of large radius it is not necessary to have the outer line laid with grooved rail; in such cases bending the rail used upon the
KOVEMBER, 1884.]
THE STREET RAILWAY JOURNAL.
rest of the track to propershape. The groove should be about one and a half inches wide, and the inner side or guard of the grooved rail should not be more than three eighths of an inch above the tread. Great care should oe taken in laying the curves to have them of regular curvature, uniform gauge, and with no abrupt changes of surface. Ordinarily, a curve laid with the inner and outer rails on the same level will give the best results in service, but there are in- stances when, from the grade of the streets it will be found necessary to elevate one rail higher than the other. The outer rail may then be elevated a few inches above the inner without any disadvan- tage, and possibly in some cases to advantage; but the inner rad should never be higher than the outer if it can possibly be avoided, although a slight differ- ence in this respect, where absolutely unavoidable, can be allowed, if the curve is very carefully and accurately laid down. The curves should always be so constructed and laid down that all four wheels of the car will bear equally upon therads; as other- wise, if any one of the wneels should have its por- tion of the load removed from it by reason of a depression in the track, it will have a tendency to run off the curve at that point. The curved rails shoidd be, when practicable, in lengths of thirty feet, so as to have as few joints as possible, and a straight guard-rail not less than seven feet long should be attached to each end of the inner line of the curve.
On single track railways where it is necessary to have turnouts or passing places, they should be so constructed as to allow tue cars to run easily into and out of the turnout. This can be accomplished by making the curves leading into and out of the turnouts of large radius, say three hundred or three hundred and fifty feet. As, however, in cities the length required for this form of turnout is often in- admissible, it will then be necessary to use curves of shorter radius, aud a turnout with grooved rails of seventy-five feet radius will probably be found the most desirable undersuch circumstances. Where the curved rails of the turnout are of three hundred or three hundred and fifty feet radius, it will not be necessary to use any grooved rails, as the ordinary rails when carefully curved, whl be sufficient to guide the car wheels.
The castings for all switches, frogs, and crossings should be made from hard, tough iron, and of sub- stantial size and weight. At each end of the cast- ing there should be a recess or pocket of the right size and shape to support and retain in position the ond of the adjoining rail; or, when two castings themselves abut together, the end on to which the cars run should rest in a pocket formed in the end of the other casting. Particular care should be taken to have all castings evenly and solidly bedded upon the timber supporting them, for otherwise they are liable to be broken by the shocks and strains of heavy loads crossing over them. At places where frogs or crossings are required and one of the tracks is used very much less than the other, it will often be found desirable to have the castings so made, as to allow a continuous rail to run through a recess in the casting, thus giving an unbroken rail to that one of the tracks which has much the greater travel, while the occasional cars running on the other track have their wheels so raised up that their flanges pass readily over ihe top of the continuous rail. "Toe- pieces," or slight projections, should be made on all castings, when, by the size or smoothness of the surfaces exposed, horses are otherwise liable to slip upon them, smooth spaces being left only where the cir-wheels run.
The use of turntables should, wherever it is possible, be avoided, but as they will often be found neces- sary, it is important that those only should be used which will turn easily, present little or no obstruc- tion in the street, and require but a reasonable amount of repairs when in use. They should be set on brick or stone foundations laid oelow the frost- line, and they should be thoroughly provided with drainage.
Within a recent period, and especially within the last five years, a very radical change has taken place in the manufacture of rails, whether for steam or horse-railroads; the material now used in the con- struction or repair of railways being almost univer- sally steel instead of iron; in fact it is now very diffi- cult to get iron rails, as the mills that formerly made them have mostly gone out of the business, or have changed their plant to make steel rails instead The improvements in the manufacture of steel have been so great that there is now no inducement 10 use the inferior article, as the superior can be had at the same or a less price. The service of steel rails on an average street-railway is, probably, at least three times that of iron rails of equal size and weight, the wear of the steel rails being also more even and re sular. One great cause of the rapid deterioration of iron rails furnished for street-railway use, arose from the fact that they would laminate and often split off in pieces of considerable size, so that the surfaces were not only worn away, but actually broken away and splintered off. Steel rails, on the contrary being of homogeneous and tough mateiial, are not subject to this objection, every particle that is worn off under service coming away by itself, but not dragging with it any other portion of the mass.
Before closing, we must not omit to refer to the various forms of girder rails introduced within the last few years to a considerable extent, by which wooden stringers are altogether avoided. One great advantage that they give is that a perfectly secure and level joint can be had at the ends of the rails, as fish-plate joints can be used, similar in general char- acter to those in use on steam railroads. The dete- rioration of the roadway by reason of the decay and wearing away of the stringers under the rails is avoided, asno timber is used with them, exceptingfor cross-ties, and these are so far underground as to last a very much longer time than the stringers would last, not being exposed as they are to the constant changes of temperature and of moisture and dry- ness. It is quite possible that the standard street-
railway of the near future will be constructed with steel girder rails set on iron or steel cross-ties, and held to gauge by iron tie-rods.
No reference is made in this report to the construc- tion of cable-railways, as that whole subject is com- paratively new, and no special system of construction for such railways can as yet Le regarded as being proved to be the most desirable one.
Wm. Wharton, Jr., Chairman of Committee. President of Cape May and Schellenger's Landing R. R. Co., Cape May, N. J.
New York, October 15, 1884.
Vose's Graduated City Car Spring.
This is intended to do the same thing for horse cars as the graduated rubber cone spring made by the same firm.* The in-
tention is to make the car ride softly and easily when empty, by putting the weight on only one of the concentric springs, and to bring both in action when the car is heavily loaded.
* Richard Vose, 13 Barclay Street, N. Y. City.
Personal.
F. T. Lerned, formerly of the Baltimore Car Wheel Works, now with Andrews and Clooney. is certainly "to the manner born" as an entertainer. A large number of those in attendance went home with very pleas- ant feelings toward him and his firm for their efforts for their comforts and pleas- ure.
Car Starters.
Prof. J. E. Sweet, retiring president, American Society Mechanical Engineers, recently spoke of a car starter that was a "perfect mechanical success," but was con- demned and thrown aside because it made balkv horses.
Cracliing of Varnish.
Can any of our readers assign any reason why varnish should crack across the grain of panels, etc.? Experiments show that the expansion of wood due to moisture is from five times as much cross- wise as lengthwise in young ash, to 213 times as in ebony, and yet there are five crosswise cracks to one with the grain. It can hardly be heat that cracks varnish, because it gets elastic with heat; and in fact, in locomotive cabs Scheller has pointed out that all outside and inside surfaces are cracked across the grain, except the ceiling, which is the hottest part, and which has but few cracks except just above the side windows (where the cracks are cross grain).
It is probable that there are more things in paint and varnish than are dreamt of in our philosophy.
Only One Dollar.
That the Street Railway Jourkal may be m the hands of every man actively en- gaged in street railway management, the subscription price has been placed at the very low price of one dollar per year.
Please send in your name at once, and begin with Vol. I.. No. 1.
Street Railway Notes.
The Washington Street and State Asylum road, Binghamtom, N. Y., R. II. Midgley, President and General Manager, is building an extension of some two miles, adding cars and making various improve- ments.
At the John Stevenson Co.'s shops, New York, we notice a fair number of cars building, and on inquiring, find they are for all parts of the world, including Aus- tralia and various parts of Europe and South America.
Items.
The Broadway (N. Y.) Surface Rail- way has secured its new grant of the Board of Aldermen.
W. H. Campbell of the Philadelphia Traction Co., has secured the controlling 1 interest in the Transverse Railway of Pitts- burgh. It is understood he will introduce here his traction system.
The Third Avenue (N. Y.) Cable Rail- way is pushing forward its extension from 8th to 10th Avenue on 125th Street.
The Hestonville & Mantua Co., Phila., (Race and Vine and Arch St. lines) is add-
! nig to its equipment one car per month, built in its own shops, and is rapidly sub-
, stituting horses for mules as motive power. About twenty horses are substituted for mules every two weeks, and. at this rate, it will not take long to abolish the long- eared hybrid entirely.
The Peoples' Passenger Railway Co. (Phila. ) is building a new branch, running west from Germantown Ave., along Sus- quehannah Ave., to 23d St., south to Nor- ris St., and east on Norris St. to German- town Ave. This line will be a great con- venience to the rapidly growing northern districts of Philadelphia. The route was originally projected and partially construc- ted by Mr. Singerly (Philadelphia Record) under the old Germantown Passenger Ry. Co.'s management. The new management is pushing it to completion with a large force of workmen.
The same company has recently fitted up, in comfortable style, its offices in the second story of the depot building, at Eighth and Dauphin Sts. They include the presidents room, a room for the vice-president and directors, and a general business office. This company operates, at the present time, about 42 miles of street track, com- prised in five divisions : — Fourth and Eighth Sts., Girard Avenue, Germantown, and Green Sts., and Fairmont Avenue and Cal- lowhill St. The new Susquehanna Ave. fine will add a sixth division.
It owns about 105 cars, all of which are being placed in first-class condition as rapidly as possible, and every attention is being paid to thoroughness of detail in every working department. The business of the year just closed shows an increase over that of the preceding one ; the busi- ness year having amounted to over 20.000,- 000 passengers carried by the company's cars. The combination which goes by the title of the Peoples' Passenger Ry. Co.. forms the largest street railway interest in Pennsylvania, with the single exception of the Philadelphia Traction Co.
G. B. H.
10
THE STREET RAILWAY JOURNAL.
[November, 1884.
— TPT E
Street Railway
JOURNAL.
MONTHLY, $1.00 PER YEAR.
E. P. Harris General Manager.
P. G. Monroe General Western Manager .
Robert Grimshaw, M. E Editor in Chief.
G. B. Heckel, Associate Editor.
American Railway Publishing Co.
S. L. K. Monroe, See'y and Treas. 32 LIBERTY ST., NEW YOKE.
8 LAKESIDE BUILDING, CHICAGO.
BRANCH OFFICES!
Eastern District, 8 Exchange Place, Boston, Mass. H. M. Swetland, Manager.
South-Eastern District, 419 Walnut St., Phila- delphia, Pa. G. B. Heckel, Manager.
Southern District, 68 Alabama St., Atlanta, Ga. E. V. Cavell, Manager.
South-Western District, £04 Temple Building, St. Louis, Mo. W. E. Rose, Manager.
Publishers' Salutatory.
Every important industry needs a rep- resentative Journal. Most such industries have them. In the case of Street Railways this want became manifest, and has been expressed by tramway companies and those who wish to supply them.
A single department of the already crowded Journal of Railway Appliances having been proved, after 18 months' trial, to be insufficient to the requirements of the Street Railway interests, we have, in view of the fact that encouragement to do so has been plentifully held out, and that we had, probably, the best facilities in the country for doing so, resolved to issue this special trade and technical monthly.
The Street Railway Journal.
At the recent street railway convention, a number of leading men expressed the wish that there should be a journal devoted ex- clusively to street railway interests. Rep- resentatives of the American Railway Publishing Co. became aware that this need was felt not only by the street railway managers and employees, as a source of in- formation, and a means of exchange of ideas, but by those selling to them, as a medium of direct communication with their customers.
Seeing this, a careful canvass was made as to the probability of a special street rail- way journal being supported by readers and advertisers.
The promptness and enterprise of those in the supply trade, in this matter, as shown by our advertising pages, certainly proves a willingness on their part to do their full share towards making a first-class paper. With a similar response on the part of street railways, in the way of subscriptions, the encouragement will be all that we could ask, to make a journal in every way credit- able to the street railways of America.
Our Editorial Policy.
The editorial policy of the new Street Railway Journal will be to make the paper not only interesting and instructive, but essential, to street railway men ; to avoid puffing and the publication of stale matter and copied items. The phenomenal success of The American Journal of Rail- way Appliances is in a large measure due to the unswerving adherence to such a policy, as announced it its initial number. By making the paper A No. 1 for the sub- scriber, the advertiser will be benefitted in the long run and even in the short run, more than by running a write-up sheet, with neither news, nor opinions, nor self- respect.
We call upon a.l interested to help us make the new paper a success; and can promise good-will in return.
Third Annual Convention.
The recent Convention of the American Street Railway Association was emphati- cally a success. There were able and ex- haustive reports of committees on the various subjects assigned, and intelligent discussions on the reports. There was a remarkable increase in membership. The interest manifested was certainly gratify- ing to those who have the well-being of the association at heart, and who have labored for its success.
Coming' Articles.
We have in type or on hand articles as follows:
The National Cable Railway System.*
Demorest's Duplex Register.*
Accidents on Cable Railways.
Resistance to Traction on Tramways.
Record of a Remarkable Horse, by Aug. W. Wright, C. E.
Street Railway Joints, by Aug. W. Wright, C. E.
Mr. I. Watson, President of the Buffalo St. R. R. Co., has kindly promised articles on Salt or no Salt.
Heating Cars (negative).
Interchangeability of Tickets (i. e., all Street Rw. tickets good in any town).
Mr. Wm. J. Richardson, Sec'y A. S. Rw. Association, is good enough to promise a communication on Fare Collecting.
Mr. W. W. Hanscom of San Francisco, will have some practical things to say about Cable Railways, and we have good hopes that Mr. Jas. K. Lake, Supt. Western Div. R. R., Chicago, will give us "points" enough to make some very interesting articles.
*Hlustrated.
Our Contents.
The lack of variety of matter in this issue of the Street Railway Journal is due to the large amount of space given to the very interesting reports presented, of the Convention
proceedings of the convention are not ready for publication, and the only matter which we have been able to get from the secretary is the test of the reports and the discussion on the " salt" re- port. This annoyance to the secretary and the members is by reason of a misunder- standing in the matter of an official steno- grapher. The managers of this journal had provided an expert stenographer in the ex- pectation of his being permitted to take notes. The association having decided that all reports should be made by the official stenographer, we relied on the latter.
Owing to the failure of the official steno- grapher to hand in his manuscript to the secretary, from whom we expected to re- ceive them, we prefer publishing in this our initial number little else than some of the reports, as it is our intention to make the Street Railway Journal, in its publica- tion of matter coming from, or relating only to, the American Street Railway Asso- ciation, practically, official, while preserving its complete independence of that body.
Crowding Cars.
There are some managements which have the good sense and keen business perception to see that it pays better to afford passen- gers at least plenty of room to stand, than to have them packed like herrings in a box ; and that to give each passenger a seat pays better yet. Of course, there are times and unforseen occasions when it is impossible to have a sufficient supply of cars on hand, and this is particularly the case on long lines. But we know of instances of rival parallel lines, running about the same dis- tance and to about the same terminals, one of which lines generally manages to seat all its passengers, and the other does not, although the first line carries nearly double the passengers on extra occasions, and has about the same number of cars. The super- intendent of the first line " watches the weather," and inspects the returns for the various hours of the day. He knows about how many people are out; when they will be likely to return in fair weather; and how fast they will crowd in if there is bad weather. His conductors have plenty of time and room to collect all the fares, and the road is made popular.
Convention Proceedings.
We regret that up to the moment of going to press, the oral discussions of papers and the complete minutes of
Choice of Stock.
We would suggest, as a good subject to discuss, the character of stock to be pur- chased ; whether it pays best to buy heavy or light animals ; young or old ; compact or otherwise, etc. ; there is certainly some- thing worth thinking about when we con- sider the contrast between the magnificent Percheron stallions run by the Tramway and omnibus lines of Paris, or the fine stock between the shafts of the hansoms in London, and the ' ' scrubs " which veterinary surgeons are expected to keep in perfect health and condition in many American street railways. It either pays, or it does not pay, to run good stock ; whether it does or not is worth finding out by inspection of the records and comparison of notes and opinions through our columns, and if there are no records the notes and opinions will
November, 1884.]
THE STREET RAILWAY JOURNAL.
11
have to do for the present. But there cer- tainly should be records ; there is too much money at stake for the owners of many horses not to have records of cost, mainte- nance and performance of each animal. If it pays a steam road to keep a history of each car- wheel from the first time it chews rail-heads until the last moment when the rail-heads rasp off its flange beyond the safety limit and the possibility of making more flange by lessening the tire thickness ; then, we say, it will pay a street railway tc
into him. This is cold business ; shrewd and profitable, and what some people would consider as foolish, or complex, or costly, is bound to bring the ducats.
Power to Run Cable Roads and Resist- ance on Tramways.
Ed. Street Railway Journal: —
The Mining and Scientific Press, of San Francisco, in its issue of September 3d, 1881, gave the following table: —
Railway Appliances of October 15, on the origin of the word "tramway,*' I note that the Mechanical World, of London, Eng., thinks it proper to scout the popular and widely accredited derivation for a vague insinuation of its own, that it comes from the same root as trammel, and is probably something French.
Now is it not anyway rather splitting hairs to trace a resemblance between a trammel and a tramway ?
In the count)' of Derby, Eng., is the vil- lage of Little Eaton, which is the terminus of a branch of the Grand Junction Canal.
Names of Road.
Clay Street Hill R. R.
Commenced operating ^eptember I, 1868
Length of Road, Double Track 5,300 feet .
Heaviest Grade
Number of Engines Employed
Dimensions of Cylinders
307 feet in 2,800 feet. Two
Sulter Street R. R. Co.
1 4 t 28 inches . 532 feet
-5-1(5 thick i
Piston Speed per minute
Number of Boilers Two
(16 ft. x54in Diameter and thicknt ss of shell ' ■<
(16 ft. x4Sin.,— 5-16 " (
Number and size of Tubes I j 5g_iju; ■• ' f
Average pressure in Boilers G7J^ pounds
16
3,700
2.800
2,100 "
3 to 5 minutes
221
7 of each
1%
One
Pressure necessary to move empty rope,
Consumption of coal per day, and kind
Weight of empty car
Weight of empty dummy
Intervals of departure
Average Number Round Trips per day
" '• Cars and Dummies empl'ed
Hours run per day
Number of wire ropes in use
Lengths of Ropss used.
Circumference of Wire Ropes
Kind of Ropes
Speed at which Rope travels . . . Average life of Ropes
Wallsend.
11,000 feet.
3 1-16 inches
Crucible Steel, j^rand.
528 feet per minute
5 17 days
January 27, 1877.
j On Suiter St., 13.291 feet I I On Larkin st., 3,712 " (
167 feet in 4,300
j 4 on Larkin St., 2 on Cem- 1 I etery ave. (
12 x 24 inches
340 feet
Six
2 each, 54"xl6"—% thick 1
3 " 48x16 % '■ - 1 52x16 % " )
I 53 -3-inch/ J 53-3 •'
I 58-3 "
(.49— 3 " J loo pounds
40 ••
24.G0O " Seattle Nut
3,000 "
2,000 "
California Street R. R.
Gray Street R. R.
April 9, 1878 February 16, 1883
12,651 feet 13.200 feet
265 feet in 2,800 feet 83 feet in 1,925 feet
Two Two
22x36inches ]18x48inches
540 feet 368 feat
Thin fire-box Thin steel
52" diameter. 16', 0" long % thick
57" diameter, 7-10 thick.
81 tubes, 3" dia., 12', 0" long 03 tubes, 3" diameter, steel.
4 minutes average . 253.
14 of each "
19J4
4— Sutler St.. 3, Larkin St., 1 .
f 11,587 feet. "I
! 7,849 " I 1 9.800 " [
L 8.500 " J
3 inches
Crucible Steel, { ,6 stoncl..
431 ft. p. min.; 786ft.p.min. 304 days
70 pounds
15 "
15.680 " Seattle Screen'gs
4,0u0 "
3,000 '•
5 minutes average
226
65 pounds
9 "
11,230 pounds Seattle Nut.
4,000 "
4,800 "
•&/, to 6 minutes
228.
14 of each 16 week-days, 20 Sundays.
19 19
iTwo Two
i 8,840feet ! 16,600 feet.
i 17,055 feet 111,000 feet..
i% and 4 inches
Norway Iron. . 3 • *•£■ ■ [crucible Steel, -j ■ *«*■ .
537 feet per minute 600 and 650 feet per minute .
373 days J 274 days
3 inches
Crucible Steel.
keep a record of each quadruped, from the time he first enters the stable until he is carted off in the dead van. How much he cost, his average amount and cost of food, attendance, medicines, shoeing, insurance, interest, taxes, etc.; all those tilings which pertain to him alone, or differ from the same items for his mate, should be con- sidered in connection with the number of days and miles service, and if possible in connection with the number of passengers whom he has hauled or helped to haul. One horse may be an easy keeper but not equal to hauling on a heavy car over a long route ; another horse may be a perfect hog at the feed-trough but never in the sick- box, and so on.
The idea of keeping a record of cost and performance of each horse may be scouted at as involving complications and expense. So does keeping a cost book in a machine- shop or car-shop ; but that pays. I have a friend in France, who, in connection with an immense establishment for distilling alcohol from sugar beets, has about 1,500 sheep and neat cattle constantly on hand to be fed on the pulp from which the juice has been expressed. Each animal eats about one-tenth of his weight of pulp daily. My friend buys the leanest steers he can, weighs each one, marks the weight on one of the horns, and weighs each steer twice a week. When a steer has ceased to gain in weight by the time of each successive weighing, he is sold at once. He is re- garded as a machine for converting pulp into beef, and when the machine ceases to make beef, not a pound more of pulp is put
Mr. D. J. Miller, the Mechanical Engineer of the Chicago City Railway, in a communi- cation to the A. R. R. Journal, March 3d, 1883, stated that the mere power required to operate the cable on that line is as fol- lows:
At 6 p.m., when traffic is heaviest 215 H. P.
For machinery and cable (no cars running). .138 " For driving machinery and engine (no cable) 23 "
Concerning resistance to traction, Mr. Charles E. Emory made dynamometer tests on curve of 40 radius, and found it 53.57 lbs. per ton. On straighter track level 11.8 lbs. per ton. I presume the latter was on a " centre- bearing rail," the head of which is cleaner than the "step-rail."
In 1880 I made a hundred or more tests with a Fairbans' dynamometer, and found the force required to keep a car in motion at five miles per hour on an old track, 32.3 pounds per ton: on new steel rails, 29. S pounds per ton.
D. K. Clarke in his work on Tramways, gives 30 pounds per ton as the average for English roads. Henry P. Holt, 22.4 pounds per ton. M. Turner. 22.4 pounds per ton. You quote the experiments of Mr. Hughes. This force varies between great extremes, depending upon the kind of rail, the con- j dition of track, good or bad joints, clean or covered with dirt, etc., etc.
For steam railroads on " T " rail, clean \ and level track, this resistance is estimated | as slow speed (5 miles per hour) at 6.1 j pounds per ton. See Catechism of the j Locomotive.
The above figures will therefore convince one that the resistance to traction on our tramways is from 4 to 5 times as great as upon steam railroads.
Augustine W. Wright. Chicago.
+—+■
The Derivation of " Tramway ."
Ed. Journal Railway Appliances:— Referring to the article in Journal of ,
, About seven miles from Little Eaton are the Kilbowra and Derby Collieries, in which, in years gone by, a certain Sir Fran- cis Outram had an interest, and in order to facilitate the transportation of the pro- ducts of those collieries to the canal he caused to be constructed a railroad, then called an '• Outramway," and since cor- rupted into "Tramway." The trucks to run upon this Outramway had four flangeless wheels. The rails first used were of wood, and were afterwards changed to L shaped iron ones laid on the stone sleepers.
I believe it has always been credited to Derbyshire as havingbeen the scene of the firstOutramway or tramway. This tramway is still in use, and any one who cares to fol- low up the history of it will find it substan- tially as stated. For nineteen years my home was but 2| miles from this tramway, and I frequently saw it, and I learned its history from some of the " oldest inhabi- tants •'" as well as, like you, having read its history in my ' ' curious youth."
I am yours very truly,
James E. Greensmith. Mason Machine Works.
We thank our correspondent for his com- munication on the subject of the etymology of "tramway." Our own information that the word was shortened from Outramway was got many years ago, probably from either Bourbaugh's admirable " Gleanings for the Curious" (now, we believe, out of print), or David A. Wells' " Things not Generally Known;'' and these more partic- ular data are most acceptable, because, not only confirmatory, but more explicit than our own. The only thing now that we wish to supply is as to the pronunciation of the proper name Outram ; whether Ow- tram or Oo-tram : and on which syllable accented. If any one can supply this last- ing information we shall be very much obliged.
12
THE STREET RAILWAY JOURNAL.
[November, 1884.
Only One Dollar.
That the Street Railway Journal may be in the hands of every man actively en- gaged in street railway management the subscription has been placed at the very low price of $1.00 per year. Please send in your name at once, and begin with Vol. I., No. 1.
Items.
The Railway Register M'f'& Co., Buffalo & New York, have applied an eye signal to their Pond register by which the ringing of the rear bell of the car instead of the register bell is readily detected by the passenger.
The Steinway & Hunter's Point Railway Co. have bought P. J. Gleason's controlling interest in the Dutch Kills & Hunter's Point Railway, excepting the Calvary Cemetery line. Various improvements will be made, including material additions to rolling stock and live stock.
The Detroit City Railway is being equipped with Lewis & Fowler's alarm passenger register.
Andrews & Clooney, New York, have just com-
pleted a number of street sweeping machines for the N. Y. Eighth Avenue road, a Pittsburg road and one or two others. They have recently made wheels for parties in South America, East Indies, Australia, England, &c.
The Lewis & Fowler M'p'g Co., Brooklyn, who has recently taken hold of Small's automatic fare collector, have placed it on the Brooklyn & Coney Island Railway, Memphis City Railway, and have substantial encouragement elsewhere. The roads on which the collector was already in use are the Louisville City, Minneapolis Street, St. Paul and Baltimore City railways, the latter having just given orders to complete its equipment.
The Randall Gear (Lewis & Fowler M'f 'g Co.) is being introduced on various roads.
The Ch4plin Manufacturing Co., of Hartford, is introducing its frictionless roller bearing for street car journals. Tests during the past three years have given excellent results. H. M. S.
The Holyoke Street Railway Co.. Holyoke, Mass., is now operating two miles of track, making forty trips a day on five cent fares.
A new line, for tramway service, is under con- sideration between Chicopee and Chicopee Falls, Mass.
The Wales Manufacturing Co.. Syracuse, is filling an order from New Orleans for its new design stree'- car fareboxes. Ithas just issued a tasty catalogue containing street railway statistics. H. M. S.
Some very interesting experiments have been made by the Salmon Water and Steam Heater Co., of Bos- ton, showing economy of fuel and perfect and rapid circulation through the radiatmg pipes. In street cars this heater occupies no seating room. In steam cars it is placed underneath the car and the draft is regulated, grate shaken, and ashes are dumped from within the car. H. M. S.
Manufacturing Notes.
The Brooklyn City R. R. has just added 33 new cars built by the John Stephenson Co. They have the Vose spring and the Baker box.
The Railway Register M'f'g. Co., Buffalo and New York, has issued a very neat catalogue.
The 42d Street Railway, N. Y., has just added some 35 cars for its extension. They are built by Stephenson and have Andrews and Clooney's wheels.
«— »■
Scoggan Hudson & Co., Louisville, Ky., sold to the Minneapolis Street Railway Co., 13i mules in March and 225 in June, the last lot being shipped to Minne- apolis by spec al train via Penn. and C. M. & St. P. R. R's. making the fastest time on record for stock train. The trip was made in 38 hours, including one stop of 6 hours to feed.
Twice a Month.
$3.00 per Year.
JL
p*iti§&w?g=
n v
A PRACTICAL JOURNAL OF
RAILWAY MECHANICS AND METHODS.
SAMPLES FREE.
AMERICAN RAILWAY PUB. CO.,
8 Lakeside Building,
CHICAGO.
33 Liberty Street,
NEW YORK.
DAY'S IMPROVED
STREET RAILWAY TRACK CLEANERS
These Track Cleaners need no extended state- ment of their great superiority over all others invented. The fact of over two thousand pairs being now in use, is sufficient evi- dence of their necessity and utility. Are adap- table to all kinds of rails and styles of cars. To se- cure the largest be n efi t they should be at- tached to every car in use.
For new catalogue and price list, address,
AUGUSTUS DAY,
74 STATE STREET,
DETROIT, Mich., U. S. A.
THE
BELLE CITY FEED GUTTER
mmm
IS THE
Strongest, Most Durable,
and on the the whole it is the
BEST FEED CUTTER
IN THE WORLD.
For Street-Car Barns it has no equal. Write for Reference, Circular, &c, to
I IBI BBU8 BTT HT'B CO.
RACINE, WIS., U.S.A.
CHAMPLAIN
Forged Horse Nails
MANUFACTURED BY THE
NATIONAL HORSE NAIL CO.,
VEEGEKNES, VT.
Hot Forged and Cold Hammered, Pointed, made of best Norway Iron, and warranted. Used on principal Street Car Lines in the United States. Special Patterns for Perkins', Burden"s, Good- enough & Brydous Horse Shoes. Samples and prices on application.
DUKEIE & McCARTY, Agents,
97 Chambers St., New York.
PATENT JOINT FASTENING.
The accompanying cut shows a cross section through joint. A is the rail, B the joint chair, C the stringer, D the patent screw fastening, E the nut, F a slot in chair allowing rails to contract and expand. The chair cannot settle and the rail ends are held level with each other, preventing the many evils of ordinary construction.
For Further Particulars Address
AUGUSTIN W. WRIGHT,
NORTH-CHICAGO CITY RAILROAD,
CHICAGO, ILL.
November, 1884.] THE STREET RAILWAY JOURNAL. 13
F. W. DEVOE & CO.,
(Established 1852)
FULTON ST., Cor. of WILLIAM, NEW YORK.
I»£-A.iTXr£ ACT'JEEES O^
COACH and CAR COLORS
GROUND IN JAPAN.
For these colors we received the highest award, the Gold Medal, at the National Exposition of Railway Appliances.
in Chicago, last year.
SPECIAL SHADES MADE TO OEDEE.
We furnish special body colors to Pennsylvania R. R., New York Central, New York & New Haven, Lehigh Valley,
New Jersey Central and other large Railroads.
FINE VARNISHES AND JAPANS
wmm mmMmmmm asm cam* Wood Fillers, Wood Surfacers, Wood Stains, Hard Oil Finish.
-OF- J? UN] Xj JDiW U QllJjrJ Varnishing, Striping, etc.
ARTISTS' MATERIALS.
Tube Colors, Artists' Brushes, Drawing Papers.
ENGINEERS' GOODS,
Mathematical Instruments, Theodolites, Transits, Cross
Section Papers.
Illustrated Catalogues of 250 pages and 800 illustrations on recpiest.
Manufacturers of
WHITE LEAD, COLORS IN OIL, DISTEMPER COLORS, PURE READY MIXED PAINTS.
COFFIN, DEVOE & CO., 176 Randolph St., CHICAGO,
14
THE STREET RAILWAY JOURNAL.
[November, 1884.
G. W. Scoggan, H. L. Martin, .7. P. Hudson, M. F. Thomson, II. J. Scoggan.
SCOGGAN, HUDSON & CO.,
i_.ottis'v:ii_,i_iE, izrz-.,
Wholesale Dealers in
Having furnished Horses and Mules to the Street Railway Companies of Louisville, Ky., Minneapolis and St. Paul, Minn., New Orleans, La., Pittsburgh and Philadelphia, Pa. Richmond, Va., Atlanta, Ga., Chattanooga, Tenn., and a large number of other towns in the United States, we are thoroughly acquainted with what is wanted, and can fill orders promptly, as we always have
FROM 400 TO 600
HORSES AND MULES ON HMD.
OFFICE AND YARDS :
Cor. 1 6th and Main Streets,
ZC-iOTJLisville, IZly.
Established 1832.
Incorporated 1882.
VALENTINE & COMPANY,
Manufacturers of High Grade
Coach and Car Varnishes and
Colors.
NEW YORK,
2^5 Broa,d.-v7-a,37-.
BRANCH HOUSES:
CHICAGO, BOSTON,
153 Milk Street.
PAKIS, 91 Champs Elysees.
68 Lake Street.
PLUMBAGO BEARINGS.
p
L U M B A G 0
■FOE-
Cable Roads.
— ■•« ♦ •»■ —
Warranted to Eun Cool, without Oil, ' Grease or other lubricant,
4,000 IN NEW YORK.
2,600 IN KANSAS CITY.
J. J. RYAN & CO.,
62 & 64 W. Monroe St., CHICAGO.
B E A R I
N G S
PLUMBAGO BEARINGS.
TRADE
MARK.
VAlreN!JKES
THE STANDARD FOR QUALITY."
The Gold Medal
WAS AWARDED TO
Valentine's Varnishes
SEPTEMBER, 1883,
A Partial List of Awards Heretofore Given Valentine's Varnishes:
1876
International Exposition, Philadelphia, - Bronze Medal and Diploma.
Exposition Universelle, Paris, Fiance, - ' -
Silver Medal. Melbourne International Exposition, Melbourne, Aus.
Silver Medal and First Order op Merit. Adelaide Exposition, Adelaide, So. Aus., - - -
Silver Medal and First Degree of Merit. American Institute, of the City of New York, -
Silver Medal and Diploma. Maryland Institute for the Protection of Mechanic Arts, -
Silver Medal. Massachusetts Charitable Mechanics' Association, Boston,
Silver Medal and Diploma. Mechanics' and Agricultural Fair Association of the State of Louisiana, -. ------- 1873
Diploma. Agricultural Society of New So. Wales, - - - - , 1877
Bronze Medal.
Mechanics' Institute, San Francisco, California, - - 1877
Silver Medal.
1878
1880
1881
1859-1870
1873
1860
November, 1884.]
THE STREET RAILWAY JOURNAL.
15
J. G. BRILL & CO.,
Builders of
RAILWAY
— AND
CARS
W^z of all kinds.
CABLE ilDDEESS EZRILL PHILADELPHIA.
16
THE STREET RAILWAY JOURNAL.
November, 1884.
LAKE & McDEYITT'S
For Horse Railways, Omnibus Lines, Etc.
Patent No. 171,383, December 31, 1875.
The Advantages
ROPE TRACE
are its ready application to Horse-Car service, or to any other purpose where cheap harness is required. It only costs about half as much as leather traces, while at the same time one set of Rope Tugs will (when used on horse cars) take the place of three or more sets of leather traces, as the Tugs remain attached to the car all day, no matter how many changes of stock are made. The relief horses having hoolis attached t j their hames, all that is necessary is to unhook the tugs from the working team back in the fresh horses, hook on the tugs, and the change is made. Railroad men will at once perceive their adaptabil- ity and economy from the above facts. They will also last longer than leath- er traces, and rs quire but very little care. From their durability and cheap- ness they are also espec- ially adapted for all kinds of farm use and heavy teaming, as farmers, etc., can easily repair them.
In use on the Chicago West. Div. R'y.; Louisville City R'y Co.; Milwaukee City R'y: Transverse R'y Co.. Pittsburg, Pa. ; Citizens Street R'y Co.. Pittsburg:, Pa. : Pittsburg and Birmingham, Pittsburg, Pa.; Central Citv R'y, Peoria. 111.; Grand Rapids R'y; Minneapolis St. R'y Co. ; St. Paul City R'y; Houston City R'y, Texas : Superior Street R'y, Cleveland. 0.: Cincinntti City R'y Co. : Fifth Ward Street R'y, Syracuse. : Detroit City R'y.; Ft. Wayne and Elm wood St. R'v, Detroit, Mich.: Galveston City R'y; Springfield City R'y, Springfield, 111. ; Toledo St. R'y, Toledo, O.; Adams St. R'y, Toledo, O. : Atlanta Street R'y. and others, in all on about 100 Street R'ys in United States and Canada, and a large number of other prominent Street R'y Companies throughout the Country. lEST* Send for descriptive Circu- lar containing'jtastitnoaials, prices, etc., to
LAKE & McDEVITT, 161 South Robey Street, Chicago, 111.
CLARK'S PATENT POWER GROOMING MACHINE,
SINGLE OK DOUBLE,
TO STREET RAILWAY COMPANIES AND OTHER STOCK CWNERS.
This machine for grooming may be driven by any known power, and can readily be placed for use in any stable or out-building. It can be operated by an ordin- ary groomsman ; its work is perfect; its action simple and effective. Stock owners will readily realize the importance of the machine. The perfection and rapidity of its work, and the benefits derived by its use, commend it to those interested in the care and use of all classes of thoroughbred and work stock. The most vicious animal readily submits to its use. Machine Grooming is found to be less expensive than hand grooming, saving in food and medicines, and materially increasing the value of the animal.
The Curry Comb and Hand Process Superseded ! Economy of Labor ! Perfection of Work !
Three Hundred Head of Stock Thoroughly Croomed with Each Machine every Ten Hours.
This Grooming Machine is in daily use in some of the largest Street Railway Companies' stables, and has always given perfect satisfaction. Among those using it are the City R'y Co., Chicago, 111.; Detroit City R'y Co., Detroit, Mich.; Central City R'y, Peoria, 111. : M. W. Dunham, Wayne, 111 ; West Division Street R'y Co., Chicago, 111.; Lindell Street R'y Co., St. Louis, Mo.; Pleasant Valley R'y Co., Allegheny City. Pa.: Marshall, Field & Co., Chicago, 111.; Leroy Payn, Chicago, III.; Saginaw City R'y, Saginaw^Mich. ; Pittsburg and Birmingham R'y Co., Pittsburg, Pi. ; and a number of others who have given testimonials as to the perfect work- ing of the machine. K#"~ For prices, circular and other information apply to
161 SOUTH ROBEY STREET, CHICAGO, ILL.
November, 1884.]
tup: street railway journal
DEMOREST
DUPLEX REGISTER AND FARE-BOX,
T^OTZ STEEET OAES.
OUR INFALLIBLE
DUPLEX REGISTER
Combines Simplicity, Efficiency, and Absolute Accuracy.
As each trip and each fare, when rung, is duplexed on an interior sheet that cannot be tampered with, the con- ductor is his own detective, collusion or fraud being impossible.
As an illustration of a practical and unanimous opinion, we present the following :
Cleveland, Ohio :
I have gone through a thorough examination and trial of the Lewis & Fowler's and other stationary Registers, and have been using in the past the Hornura or Punch Company's Register. After looking over the matter thoroughly, I am satisfied that the Half Trips on the Paper Dial is the right principle, and have therefore adopted the Demorest Duplex Register.
TOM L. JOHNSON.
New York :
The Demorest Duplex Register is an improvement on the one we are using, and is the best I have ever seen.
J. W. FOSHAY.
Des Moines, Iowa :
The Duplex Registers we are using on our Cars are giving us entire satisfaction, and can cheerfully recommend them to do all vou claim for them.
M. P. TURNER.
OUR FAUE-BOX WITH THE REGISTER.
Embodies the only perfect system for collecting and saving
the Company ALL THE FARES on "One Horse"
Cars without a Conductor.
1. The Register being part of the Fare-box, is in the most con- spicuous place possible, in order to be noticed by the passengers.
2. It is the easiest to deposit the fares in, as the opening is larger than others.
3. It is impossible for the money to be taken out by an im- proper person ; for
4. The box has no lock, therefore cannot (as others) be picked; and
5. There is no access to the Fare-box except through the Reg- ister.
6. The driver has more time to attend to his other duties when the Register is combined with the Fare-box.
7. Our system of trip slips is so effective and yet so simple in connection with the fare-box and register, that it cannot be surpassed.
8. There is an internal record on a dial sheet.
9. This dial sheet is removed from the Register once a day, with the money and trip slips They must correspond.
10. This method of tallying the fares assists both driver and receiver, and is a positive check on both, beyond the possibility of collusion.
11. The construction of the Register and Fare-box is simple* the parts are well made and will last. Th? material is of the best and mechanical adjustment perfect.
12. The Register and Fare-box can be quickly placed in posi- tion and ready for use by any mechanic.
We will place any number of our Duplex Registers (with or without the Fare-box, according to the kind of car upon trial for any time desired, at a very slight cost. Our terms of purchase are quite reasonable. A trial is
solicited. Address the proprietor,
R. M. ROSE, Manager.
W. JENNINGS DEMOREST,
15 East 14th Street, New York City.
IS
THE STREET RAILWAY JOURNAL.
[November, 1884.
FOESTEEETCAESTHEEUEEKAFOLDING WOODMATSAEETHEOHEAPESTMOSTPEAOTI CALATODUEABLEHIGHESTEEFEEENCESGIVEN
Fries per running foot, width to fit any car 90 cts. Net,
FOR FURTHER P A.RTICUL A.RS ADDRESS
EUREKA ROLLING FLOOR CO.,
14 COOPER UNION,
NEW YORK.
Patent ZE^Ig-lrts Poi Sale.
PERKINS' TOE CALK.
JUST OUT.
Fare Besses and Change Receptacles
MADE BY
WALES MANUFACTURING CO.,
76 and 78 Eist Water Street,
i * "
The old style end prong Calks often cause shoes to break, as the prong is driven into the crease. Perkins' new Calk obviates this. They are cheaper than any others, and warranted to weld and harden. Special pattern for Street Railroad work. Samples and price on application.
DURRIE & McCAliTY, Agents,
97 Chambers St., New York.
SYRACUSE, N. Y.
Oar Street Car Fare Boxes, for Sim- plicity of Construc- tion, Cheapness and Practicability are Su- perior to Anything of Like Character in the Market.
iy Descriptive and Illustrated Circulars an application.
C^
Front View. No. 3.
Back View. No. 3
STREET CAR SEATS AND BACKS.
kno ible year
This Seat and Back, so well known all over the world, has given much satisfaction. We cannot claim for it a merit which is not
wn and acknowledged.
It will recommend itself for its lightness, cleanliness, healthfulness and heauty as an ornamental seat; is also indestruc-
by moths, the great enemies of upholstery, and will not harbor vermin or insect, or carry or communicate contagion or disease.
On account of its cheapness and durability it is the most popular Seat in the market, and our trade m this line has grown, in nine
s, to vast proportions.
To avoid trouble and mis- take, our patrons in order- ing will give length of in- side of car, number of windows, width of back and depth of seat.
The woods used in con- struction of our Seat are Birch, Walnut and Ma- hosrany ; ihe Birch is most generally used, but Mahog- any makes a very handsome seat.
We are making three-ply White Wood Car Sides, the foot and main panel which adds greatly to the strength of the car, and will not split. We make them full length of car without a joint. Our dec- orated or plain three- ply Veneer panels for sides and ceiling of car adds greatly to the beauty and is the cheapest way of decor- ating cars and gives better satisfaction than anything in the market.
We are prepared to make panels for all parts of cars. We are also making car roofs which give good sat- isfaction. Send for blue
PERFORATED VENEER STREET] LCAR^SEAT: AND BACK. Prmt
GARDNER, HOLMES &, CO., 183 Canal Street, New York.
November, 1884.]
THE STREET RAILWAY JOURNAL.
I!)
TOM L. JOHNSON'S
IMPROVED FARE BOX,
Patented October 14th, 1873.
Now in general use in Cities throughout the United States.
One of the principal merits of tbese Fare Boxes over all others, consists in the fact that the fares are not turned out of sight at once by the drivers, leaving nothing but the bare word and memory of the parties as evidence of the pay- ment, thereby making it easy for deception to be practiced, even though an officer is on the car, and endeavoring to see that the driver is faithfully per- forming his duties.
The boxes are so constructed that the fares are kept in sight from one end of the road to the other, and at any poiDt on the line an officer of the Company, or indeed any other person can tally passengers with the fares.
The glass fronts and drops render it so transparent that a person sitting in the further end of the car can readily count the fares and make the tally, with- out making himself conspicuous in the matter, if desirable.
The drops can easily carry from seventy-five to eighty fares, and can be counted without mistake, and counterfeit money can be easily detected.
These boxes are very simple in construction, being cleaned, when required, in five minutes.
They are lighted from an outside lantern (which is only on the car at night, and should be taken off during the day), giving an excellent light, for the fares can be seen almost as plain as by day.
When the box is put in a car it can not be taken out of the car or tampered with, unless the keys are obtained from the office, and can not be robbed without violence.
A new pattern of the Yale Lock is used, having no two keys alike, and the keys can only be withdrawn when locked.
ROADS EQUIPPED WITH BOXES ON TRIAL, and if not satisfactory, returned without any expense to the company trying them.
Boxes made of Mahogany, Walnut, or any desired wood, and being nickel-plated throughout, are AN ORNAMENT TO ANY OAE Reduction in prices where two (2) boxes are placed in one car. "THE BEST IS THE CHEAPEST."
Address all correspondence to
A. A. ANDERSON,
"^7"itli. Tom Xj. Tonnson. Indianapolis, Indiana.
FRONT VIEW.
FRONT VIEW.
BOX 2STo. 28 by 9J inches.
BOX ZbTo. 2. 27i by 9£ inches.
F. H. ANDREWS.
ANDREWS & CLOONEY,
B. A. CLOONEY.
STREET RAILROAD SNOW SCRAPERS AND PLOWS.
NEW YORK.
-wo:r,:e2:s :
K/K IVPCtrP Qlil CiPDFrni 535 to 551 WEST 33d AND
040 WJjtfl OOll Mfl£l£ll, 538 to 552 WEST 34th STREETS,
MANUFACTURERS OF
ELLIPTIC, SPIRAL, VOLUTE, CAR AND ENGINE SPRINGS
OF EVERY DESCRIPTION.
CAR WHEELS, AXLES, PEDESTALS, BRAKE SHOES, BOXES, BRASS BEARINGS AND CASTINGS
OF ALL DESCRIPTIONS WHERE GREAT STRENGTH IS REQUIRED.
Also SWEEPERS, SNOW PLOWS, TURN TABLES, TRACK WORK, AUTOMATIC SWITCHES, Etc.
STEEL GROOVE RAILS AND MACHINERY. SEND FOR ILLUSTRATED CATALOGUE.
20
THE STREET RAILWAY JOURNAL.
[November, 1884.
RAILWAY REGISTER MANUF'C CO
IW«
BEADLE & GODRTNEY
General Agents.
1193 BROADWAY, NEW YORK,
AND —
426 WALNUT STREET, PHILADELPHIA, PA.
MANUFACTURERS AND OWNERS OF THE
Latest Designs, Improvements and In- ventions in Registers, Indicators, Classifiers and Punches, for the Recording- of Fares Collected on Street and Steam Railroads.
This Company owns over ioo Patents, embrac- ing all the Valuable Features of Fare Registers, Indicators, etc., and was awarded three Medals at the Chicago Exposition of Railway Appliances.
The Alarm Registering Punch.
This Register, which is so generally used throughout the United States and Europe, we claim to be the most perfect check that has ever been placed before the public for the Col- 1 ction and Registration of Fares on Street Railroads, especially where different rates of Cash fare and tickets are to be collected.
The Conductor is provided with Trip Slips numbered, of different colors for different rates of fare, on which he is obliged to punch out a number every time he receives a cash fare ; there is a Register in the Punch
which records the number of times it is used ; the Register and the recep- tacle for clippings are secured by a combination lock, which renders ac . cess to them impossible by any one unacquainted with the combination. When the Conductor renders his re. port to the office, he returns his Trip Slips. Tickets and Punch, and the Register Totals, Slips and Clippings must agree. Roads using tickets should not be without it.
This system has been found very perfect by the roads using it, some of the largest in the country.
The Benton Register.
The Hornum Register.
This Register is similar to the Benton, and it is a perfect check, not only upon the Conduc- tor, but being a perpetual Register, is thor- oughly reliable as to the Receiver in your office— collusion being impossible. A compar- ison of the Register with the Conductor's or Receiver's books displays all errors at a glance, and not only so for the moment, but can be traced back to the first fare registered by each instrument, being always a reliable and infall- ible detective. It does not increase the Con- ductor's labors, as he has the free use of both hands ; he can collect fares from either side of the car, make change, and register the largest loads any closed or open car can carry, as has been for many months proved ; so that perfect attention can be given passengers, and every fare registered in a second of time. It does not add to clerical labor at general office, as the General Register does not require to be set; the Trip Register is so constructed that it must be set back to 0, and only to 0, each half trip by the Conductor, while it prevents him making any fraudulent manipulations. This Register shows at a glance at its general index the total fares collected during the day; this index can- not be altered a single fare, except the instru- ment be destroyed.
Its daily record proves the Conductor's report, and the Receiver's account at once. It does more, and what is perhaps of greater importance, it shows in plain figures in full view, the number of fares collected each half trip, so that passengers, time inspectors, or any one interested, can at any time or place compare the number of passengers with the Register.
This Register, lately introduced, is a very perfect one ; it is in use on several of the largest roads, and they express them- selves as much pleased with it.
It shows a figure on front of Regis- ter for every cash fare or ticket taken, also has an indication plate, which the Conduc- tor is obliged to turn at the end of the route, showing which way he is going, East, West. North, or South ; the same move- ment also throws back the front Register to zero ; the permanent Register records 1,000,000. It is also, when desired, pro- vided with a Punch at side, to cancel passes or tickets, making in all a very perfect and handsome ma- chine.
November, 1884.]
THE STREET RAILWAY JOURNAL.
21
This cut represents our Pond Fare Register with Indicator Plate. These machines are constructed so that at each pull of the lever an alarm is sounded, and, at the same time a record shows on the visible dials.
The permanent Register is view- ed, when necessary, through the four small openings just below the visible Register; but when not be- ing inspected the registration is covered by a slide, which is under the control of a lock and key.
The permanent Register records up to 10,000. Another peculiaiity in this machine is the Indication Plate, which can be changed only when the visible Register is at 0. This device is intended to make it certain that a full transfer of the count of the visible Register has been made, as the plate cannot be changed until an entire transfer has been completed.
When it is absolutely necessary to set the visible Register back to zero at stated times, then this ma-
The Pond Register
j i j
The Monitor Register
chine is invaluable, for it will s ow upon its face whether the change was made at the proper time.
This machine is specially adapted for use on cars of Street Railways, to assist in the collection and pro- per returns of the fares collected. When used for this purpose the in- dication plate will show the direc- tion the car is traveling, as Down or Up, or East and West, or North and South, and at the end of ear:)) trip the direction or Indicating Plate must be shifted, so as to denote the direction of the next trip or half trip.
This is done by turning a thumb- pin at the right hand upper corner of the machine, but before this can be done, the trip or visible Register must be first set back to zero.
This Register has been greatly im- proved, and we claim for it super- iority over all permanent Registers now in use.
It is the only Register of its kind that shows a positive figure each time it is operated.
This Machinelbelongs to that class of Registers known as Stationary Registers; that K the machine is secured in the car at one end, and connected with it is a small square rod passing through the car and out on the platform at each end, and as each fare is collected, the Conductor, by applying a wrench to the rod, re- cords the fare. It can also be operated by a cord.
This Register is of the "Duplex" kind, and resembles a clock in appearance ; the dial is divided into one hundred divisions and numbered prominently ; a long hand or pointer moves over this dial, and records the fares taken on each trip. A smaller hand, in connection with a hundredth disk, records the totals, and constitutes what is known as the " Permanent Register " or Register of Totals. Ihe Trip Register is set back to zero at the end of each trip by a key.
This machine is a very strong, durable Register, and when there is but one rate of fare to be recorded, it is one of the best Registers of its kind. The Conductor can record the fares on the platform as well as in the car.
This machine has a large bell, which can be distinctly heard from any part of the car. It also has our Up and D>wn attachment, a very valuable feature to a fare Register.
The cut herewith, shows the position of the Monitor in the car, and the Conductor about to record the fare he has just cohected.
The rod connection used with this Register, can be applied to the Pond Register. We make all kinds of connections to be used with our machines, suitable for one-horse Cars, Omnibuses, etc.
This Register has also been lately improved and enlarged, it now has a ten inch silver dial, which enables the figure s to be seen from any part of the car. If desired it can be operated with a cord instead of the rod connector.
Ohesterman Register
'— These cuts represent the Chesterman Fare Register, now owned by this Company, as well as the patents under which they are constructed, and is an ex- cellent Register for either one or four fares for Roads that do not require their tickets to be canceled when taken by the Conductor.
BEADLE * COURTNEY,
General Agents Railway Register Manufacturing Go.
1193 Broadway, New York.
Branch Office: 426 Walnut St., Philadelphia, Pa
22 THE STREET RAILWAY JOURNAL. [Novsmbee, 1884.
J-"°Wfeent. _„ ""'■"&,„.
LEWIS <fc FOWLER M'F'G CO.
8 COLUMBIA HEIGHTS,
Near Fulton Ferry. BROOKLYN, N. Y.
PATENTEES AND MANUFACTURERS OP
THE IMPROVED "ALARM" PASSENGER REGISTER.
This Register was awarded and has received the Highest Prize (Silver Medal) at the Chicago Exposition of Railway Appliances in 1 883, against all competitors of any note for
"THE BEST STATIONARY REGISTERING DEVICE."
This Register is guaranteed to be the most
Complete, ID-cLraTble and Perfect
Machine in this Country, for Registering fares on Street cars. We are now manufacturing a
for Railroad Companies desiring a machine of this style where tickets are required to be Cancelled and Registered at the same time.
SOLE AGENTS AND MANUFACTURERS OF
"RANDALLS" PATENT CAR AXLE AND BOX,
ALSO
"SMALL'S PATENT AUTOMATIC FARE COLLECTOR"
FOR FARE BOX CARS. THIS DEVICE WILL SAVE MONEY NOW LOST AND POPULARIZE
THIS STSTEM OF OAKS.
November, 1884.]
THE STREET RAILWAY JOURNAL.
23
±3 Barclay Street,
£Te-\X7" Torfe,
MANUFACTURER OF THE
Graduated Street Car Springs,
ADAPTED TO THE
STEPHENSON, BEMIS, RANDALL, HIGLEY, BRILL, JONES, BALTIMORE,
—AND—
ALL OTHER BOXES.
||h ?MM- lllli
No. 0, for 10-ft. Light Cars. No. 1, for 10-ft. Light Oars. No. 2, for 12-ft. Oars. No. 3, for 14-ft. Oars. No. 4, for 16-ft. Cars. No. 5, for 16-ft. Cars.
SINGLE PEDESTAL.
No. 1, Cushion, for 16 -ft. Cars.
No. 2, Cushion, for 12 and 14-ft. Oars.
STEEL CONE CITY CAR SPRING.
Patented April 15, 1879— August 5, 1884.
The unprecedented popularity of the
"VOSE GRADUATED RUBBER CONE SPRING"
for Horse Cars has induced the inventor to bring this class of Springs as near perfection as possible, and after a series of experiments and tests now presents for favor what he claims to be the MOST PERFECT SPRING FOR HORSE CARS ever offered. It is exceptionally Soft and Easy with the Empty Car or with the Greatest Load. It is believed to be the Most Durable, being constructed upon a principle that seems to insure that the Spring must Actually Wear Out. The very Finest Quality of Crucible Cast Steel will always be used in these Springs.
24
THE STREET RAILWAY JOURNAL.
[November, 1884.
JOHN STEPHENSON CO.
(LIMITED)
TRAMWAY CARS
LIGHT, ELEGANT, DURABLE,
Every Description.
Best Materials.
Minimum Prices.
ORDERS QUICKLY FILLED. CAREFUL ATTENTION TO SHIPMENTS.
All Climates
NEW YORK:
VOL. 1. | 33 Liberty Street
,}
December, 1884.
I CHICAGO : |
I 8 Lakeside Building, f
No. 2.
Cable Traction Railways in Chicago and San Francisco.
The system which we here illustrate * is the outgrowth of the inventions of Mr. A. S. Hallidie, as first put into operation on Clay Street Hill, San Fran- cisco, in 1873.
Fig. 1 shows a trans- verse section through the driveway and road bed ; also the tube, sup- porting pulley, rope and "grip."
Fig. 2 is an isomet- rioal view. (See next page.)
Figs. 3, 4 and 5 show the grip of the Clay Street, and Presidio & Feriies roads. A ver- tical slide, working in a standard is moved up and down by a screw and hand wheel, and operated by the small screw going down through the large one. The screw operates wedges which open and close two horizontal gripping jaws with soft cast iron lining-pieces. On each side of the jaws, and attached to them, are two small sheaves, held by rubber cush- ions sufficiently in ad- vance of the jaws to keep the rope there- from, and yet to lead the latter fairly be- tween the jaws, and let them run between the jaws without touching them, when they are opened out. In order to grip the rope the slide is drawn up by the small screw, and the wedge at the bottom not only closes
♦National Cable Railway- Co., 2 Wall Street. New York City.
the jaws but forces the guide sheaves on to the rubber springs. The bracket carrying the standard of the slide is attached to a "dummy" car. The steel
shank of the standard is ^ in. thick and
1\ in. wide ; the slot in^the tube being %
in. wide.
The gripjised onTthe South Street Line,
San Francisco, is as
shown in Fig. 6. The
motion of the grip jaws
being vertical ; it takes
and releases the rope
sideways, instead of
beneath as on Clay
Street, and the jaws
are operated by levers.
The California Street Railway has a lever grip taking the rope sideways.
The Grand Street Railway has a lever grip, vertical in its motion, and taking the rope from above ; not so good an arrange- ment, as the jaws and rope are under the dot and catch the dirt therefrom.
The Presidio & Fer- ries Railway has a grip of the Clay Street type but heavier.
On this road there is a curve at the intersec- tion of two streets, 2,600 feet from the start, and the rope is deflected by two 8-foot horizontal pulleys. The sireets descend from both directions towards the curve, and about 30 feet before reaching the latter the rope is released, and picked up again after the curve is passed ; gravity carry- ing the car and dummy around the curve.
The Market Street Line, being on level ground, uses a com- bined car and dummy.
In Chicago the tube is deeper than in San Francisco, and the rope is 30 in. above the tube bottom.
26
THE STREET RAILWAY JOURNAL.
[December, 1884.
Origin of the Word Tramway.
Ed. Street Railway Journal:—
The origin of the word "tramway" seems to be exciting not a little interest, as evi- denced by your own columns as well as those of other technical journals. I have never seen what I believe to be the true origin of the word stated. In my opin- ion, it was derived from the word ' ' trammle " and my reasons for this be- lief are as follows.
The word " tram- mle " is contained in Dr. Samuel Johnson's Diction- ary, and as a verb is defined by him " to catch, to inter- cept.'' It ha .1 neen in use for c anturi s in England at that time. The word ' tram ' or ' tram- way ' or ' railroad ' or ' railway ' is not found in his dic- tionary, published first in 1755, nor in the copy I have dated 1828. In my copy of Smeaton's works published in 1812, I cannot find the word tramway, but in a report to Lady Irwin of Jan- uary 27th, 1779, en- titled an "account of the measures of coals at Newcastle and London " oc- curs the following, ' ' since the inven- tion of coal wagon roads," * * * and "since the laying of "wagon ways in Yorkshire (the first of which is in Mr. Smeaton's memory) to carry coals to the navigable rivers," etc., etc. Nicholas Wood in his treatise on ra lr ads, pub- lished m lb 2", st tes: ' ' that cast iron rails with an upright ledge for the pur- pose of keeping the whe els upon the lin e of the former, were first adopted about 1767." In the year 1800, we are told that Mr. Benjamin Outram, an engi- neer, in adopting this rail on the pub- lic railway at Little Eaton, in Derby- shire, first intro- duced stone props instead of timber for supporting the ends and joining the rails.
Mr. Outram, how- ever, was not the first who made use of stone supports, as
the late Mr. Barnes employed them in foini- ing the first railroad which was laid down in the neighborhood of Newcastle-upon-Tyne, viz.: from Lawson Main Colliery to the river, in 1797. In my copy of the Engi- neers' and Mechanics' Encyclopaedia, bv Hebert, now a rare book, under the head Railways it is stated:
' ' The earliest account we have of the introduction of railways is in the 'Life of
the Lord Keeper North,' from which it appears that about the year 1670 they were made use of at Newcastle-upon-Tyne for transporting coals from the mines to the shipping in the river. These railways were constructed of timber. It is stated by some authors that these wooden rails were subsequently improved upon by making ledges at their sides to prevent the wagons
as 1776, or twenty-four years before Outram built his road, although Smeaton, in writing to a lady, used the expression " coal- wagon roads" in 1779, probably because she might not understand the new word. Mr. Smiles, in his Life of Stephenson, accredits the origin of the word to Outram, by dropping the first syllable, but we have seen that Outram did nothing to warrant such distinction. Mr. Wood was living at the same time, and we have seen that in his opinion Mr. Outram did noth- ing but use stone, and was anticipated therein by Mr. Barnes. If the use of stone was consid- ered a matter of such prime importance by the people of that day, the roads should have been called " Barnesway," or some equivalent word recognizing the man who did intro- duce stone, antici- pating Mr. Outram by three years!! I therefore do not think the word was derived from Ou- tram. but rather from the old English word, o trammle. Web- ster's Dictionary of 1850 defined to tram- mel— 1st, to catch, to intercept ; 2d, to con- fine, to hamper, to shackle.
It had been in fa- miliar use for years, yea centuries, in England, and what more natural than that it should be ap- plied to those new roads, when they, by the use of upright ledges upon the rails, ' ■ confined " the wag- ons to the said tracks. They could not turn off, as was the case at an earlier day and is the case in the strest railroad of to- day, and the word originated at this time, as we have seen. The word "tram" was not contained in Dr. Johnson's Dic- tionary, and I, the'e- fore, think it origin- ated from trammle. Yours truly, Aug. W. Wright. Chicago, Dec. 9, '84.
i=<J
from going out of their tracks; a form which was subsequently given to them in cast-iron and termed Tram Platen. * * The introduction of cast-iron plates having an upright ledge was originally effected by Mr. Carr, at the Sheffield Colliery, about the year 1776."
The foregoing quotations prove that the word ' ' tramway" was applied to railways with cast-iron rails having ledges as early
Ed. Street Railway
Journal:— With regard to the pronunciation of Outram I never heard it pronounced other than Oo'tram, accent on the first syllable, and I think that is correct, tho' don't quote me as an authority on that point. With regard to my letter there is only one point on which I am dubious, whether the originator, Francis Outiam, had a title or not. My reasons are this: James Outram, a descendant of the originator, was a promi- nent General during the Indian mutiny, and was created a Baronet for services therein. When he died, in 1863, he was succeeded by Francis Outram, now Sir Francis Outram and living in Staffordshire, I think. These
December, 1884.]
THE STREET RAILWAY JOURNAL.
27
two, James and Francis, are always called the first and second Baronets; therefore, the originator could not have been a Bar- onet, though he may have been a knight, and if so; then, of course his title died with him. Of course you know the title of knight dies with the person on whom it is con-
FIG. 3.
f erred, and the title of Baronet is heredit- ary. I mention that the family seat of the Outram's was at Butterly Hall, Derby- shire. James E. Greensmith. Mason Mach. Works, Taunton, Mass.
Resistance to Traction on Tramways.
Ed. Street Railway Journal : —
In the subjoined extract from a paper read before the " Western Society of Engi- neers," by Augustine W. Wright, C. E., Chicago, May 17, 1881, your correspondent "Xerxes" may receive an answer to his enquiry as to the " Resistance on Tram- ways," on page 124 of your last number.
Will you or any of your correspondents
be kind enough to explain the cause of the
increased resistance on the steel track over
iron track, viz: 4.1 iron, and 7.1 times steel ?
Jos. S. Paxson.
Ambler, Montgomery Co., Pa.
" I recently made the following tests of the force required to start car No. 110, of the ' North Chicago City Railway Company,'
FIG. A.
and to keep it in motion after it was under way, using a Fairbank's dynamo- meter. The track has a grade of two-tenths of a foot in each hundred, and was not very free from sand. Between Chicago Avenue and North Avenue, on Clark Street, Division and Clyburn Avenues, 88 tests with an average of 14.8 passengers weigh- ing (estimated at 140 lbs.) with car 6.772 lbs., the force required to keep the car in motion at an average speed of five miles per hour, including stoppages, averaged 109} lbs. , or per ton 32.3 lbs. This is on an old worn-out rail. Between Chicago Anenue and Madison Street, on Clark Street, on new steel rails, 53 tests with an average of 20.9 passengers, gave 29* lbs. as the force required to keep the car in motion. This
is an average of 15.6 lbs. per ton. The car made 17 starts on this track averaging 18.7 passengers. Average force exerted to start, 426.5 lbs; average per ton, 116.5 lbs. On the first mentioned track 30 tests with an average of 18.1 passengers gave an aver- age force of 487 lbs. ; average per ton, 134.6 lbs.
These tests indicate that on the steel rail about 7.1 times the foice necessary to keep the car in motion must be exerted to start it. On the iron rail 4.1 times the force must be exerted to start the car than is re- quired to keep it in motion.
These tests show the enormous loss of power required in making frequent stop- pages.
FIG. 5.
According to English engineers, a trac- tive force equal to 100 lbs., continuously exerted will draw on a level rood as fol- lows: common gravel, 15 cwt. ; macadam, 2,700 lbs.; granite pavement. 3,500 lbs.; broken stone surface, 3,400 lbs., laid on an old flint road ; same on rough stone pave- ment, 4,800 lbs.; wood pavement, 5,475 lbs.; stone pavement (good), 6,700 lbs. ; iron railway track, 27,600 lbs. Whitney.
The St. Paul Street Railway.
We have to thank Mr. H. M Littell, Su- perintendent for a copy of the annual show- ing for 1884, of this enterprising road. Dur- ing the past year, the old cars have been condemned to destruction ; old iron rails and vexatious delays at switches, sup- planted by double steel tracks. New routes have been established and old ones aban- doned for more convenient streets; 45,975 feet of new track were laid. Three new snow plows have been bought and one is building. The "fare conveyor" will be used throughout. New barns and offices have been erected, 244 feet on Forbes St., 286 on Oak St., and 67 on Ramsey St.
President Lowry will build the Dayton's
Bluff line as soon as the fill will permit. St. Paul and Minneapolis will be connected The year's work may be summarized as fol- lows :
I'ig. 7.
FIG. 6.
Miles of track and paving (8.65),
cost $128,700
New cars added (37), cost 50,000
Mules and horses added (200), cost . 31,000 Offices, barns and o;her buildings,
cost 75,000
Real estate, cost 30.000
Total cost of 1884's improvements. $314,700 The $50,000 for cars includes also other rolling stock and equipments. The road has cost, up to the present time, a trifle over a million dollars.
Toffler's Rolling Wood Mat.
The cut shows a make of wood mat * in which the slats are connected by two or
&^)
i^v,
&£>
more continuous double chains, passed through small diametrical holes. The chains are of tinned wire.
::: Warneck & Toffler, ill E. 2.'d St., N. Y.
Reserved for Ladies.
A New York man suggests that one side of the street cars be reserved for ladies. One side should also be reserved for the man who sits cross-legged and occupies half the aisle with his feet, and soils the other half with tobacco juice— and that side should be the outside. — JS'oiristoivn Herald.
28
THE STREET RAILWAY JOURNAL.
[December, 1884.
American Street Railway Association.
Officers, 1884-5.
President. — Calvin A. Richards, President Metro- politan Railroad Co., Boston, Mass.
First Vice-President.— Julius S. Walsh, President Citizens' Railway Co., St Louis, Mo.
Second Vice-President. — Henry M. Watson. Presi- dent the Buffalo Street Railway Co., Buffalo, N. Y.
Third Vice-President,— Edward Lusher, Secretary and Treasurer the Montreal City Passenger Rail- way Co., Montreal, Canada.
Secretary and Treasurer.— William J. Richardson, Secretary the Atlantic Avenue Railway Co., Brook- lyn, N. Y.
Executive Committee.— President, Vice-Presidents and William H. Hazzard, President Brooklyn City Railroad Co . , Brooklyn, N. Y ; James K. Lake. Super- intendent Chicago West-Division Railway, Chicago, 111.; Charles J. Harrah, President the People's Pas- senger Railway Co., Philadelphia, Pa.; William White, President Dry Dock, East B. & B. R. R. Co.. New York. N. Y.; B. Du Pont. President Central Passenger Railroad Co., Louisville, Ky.
Electricity as a Motor.
The committee on electricity as a motor for railroad transportation is not prepared to make a report from personal inspection; but from the information received from different sources, they feel justified in re- porting the possibilities of the new system to be very flattering. The experiments made in different places demonstrate be- yond question its safety and practicability; and it will not be long before the question of economy will be fully determined by the experiments at Cleveland. In this country and in Europe, there are now several elec- tric railroads in successful operation. The Litchterfelcle road, in Berlin, has been for four years a financial success, and the re- sults of the experiments at Coney Island, Menlo Park, and by Messrs Daft & Edison, at the Mechanics' Fair Building at Boston, Mass. , have thus far been very satisfactory and encouraging. I herewith submit for your consideration the enclosed communi- cation of Mr. W. A. Knight, of the Brush Electric Company, of Cleveland, Ohio, giv- ing the result of the Cleveland experiment in detail. This letter, coming as it does, direct from the operator of the street rail- road at Cleveland, in response to a request from this committee soliciting such infor- mation as would be valuable and interesting to the convention, is really the sum and substance of this report, and contains all the reliable information before this commit- tee.
As chairman of the committee I confess that I have not given to the investigation of this question as much of my attention as its importance demanded; but the un- usual pressure of official duties during the last six months has occupied all my time, Ed. C. Peters, Chairman.
Brush Electric Company.
Cleveland, O., October) 8th, 1884. f E. C. Peters, Esq., Chairman, Committee
on Electricity as a Motive Power of the
American Street Railway Association.
Dear Sir:— Your favor of the 30th ult. is at hand, and contents noted.
The electric railway which we are now operating here is about one mile in length, and at present only one car is run on it. The second car will soon be completed, and the line will then be extended across the railway-tracks to a distance of about one and a-half miles. This section, with its two cars, will be operated all winter with- out intermission, to demonstrate the " rough and ready " character of the motor, after which the system will be extended over the 20 miles of tramway owned by the East Cleveland Co.
Last winter we operated a trial railway, built in the yard of these works; and as it stood the tests of all kinds of weather, we have no doubt in our own minds as to its efficiency the year round.
Briefly the system may be described as follows:
Midway between the rails a conduit 8 inches deep is laid flush with the pavement, in the manner of a cable road. Two iron rails serving as conductors are supported within this conduit, and through a slot five- eighths of an inch wide in the top of the conduit a plow depends from the car, and by means of two brushes makes contact with the conductors. Through this plow the current is conveyed to the motor, which is situated between the wheels under the car, and is tightly boxed up to prevent access of dust, etc. The motor weighs half a ton, and the car is an ordinary two-horse box car, weighing, exclusive of motor, two tons. The motor is geared to the axles of the car by friction gear and link-belts. The move- ment is controlled by levers at either end of the car, these levers operating the com- mutator brushes on the motor to start, stop, or reverse the motor, or to make it go at any speed desired. It has been run at a speed of fifteen miles an hour.
The dynamo supplying the current is located about a mile from the line and is run by the engine used by the company for grinding corn. It is connected to the con- ductors in the conduit by an over-head line of No. 8 wire. In practice, no over-head line will be used and a greater economy may be anticipated. The power is suffi- cient to run two cars, as the engine and
dynamo after being started in the morning, runs all day without attention. Only one man is employed to do the firing, and the expense of power, including fireman, coal and oil is about four dollars per day.
With a larger plant, larger and more economical engines, boilers and dynamos would be used, and a much greater economy obtained.
The conduit will cost from five to seven thousand dollars a mile when made of steel, and it ought to last a lifetime. To equip an ordinary two horse car will cost in the neighborhood of $1,500 and the power at the central station for each such car will be in the neighborhood of $1,200. Each car will pull another car of the same size.
The- steepest grade we have experimented with is 500 feet to the mile, and no diffi- culty was found in overcoming it.
The conduit is kept free from dirt, snow, etc., by a brush depending from the car through the slot. Catch basins are placed at intervals varying from 50 to 100 feet, and where possible a sewer connection is made.
The system is similar to a cable road in that it requires a conduit and a central power station; but it differs in every other respect.
It may be operated on single tracks, as well as on double tracks; and branches may run out from the main road in every conceivable manner. Any speed may be assumed at the will of the operator without wear of machinery. Ordinary car-drivers can operate it after five minutes instruc- tion. Stoppages can be made quickly by reversing the motor. Running off the track does not injure the machinery, and a flexible connection on every car enables the motor to run the car back on to the track when the lever is reversed. A much smaller conduit can be used than with cables, and there is no machinery along the line. The conductors cost but $200 a mile and the wear of the brushes upon them seems to be nil.
We use a high tension current because our investigations have showed us that when distances greater than one or two miles are to be overcome, no other