BOSTON ELEVATED RY. CO.
PRESIDENT'S OFFICE
REPORT
OF THE
TWENTIETH ANNUAL MEETING
OF THE
American Street Railway Association
HELD AT
MADISON SQUARE GARDEN, NEW YORK CITY OCTOBER 9-U, J90J
WALTON H. HOLMES
President Metropolitan Street Railway Co., Kansas City, Mo. PRESIDENT
Association Organized December i 3, 1882
1901-1902
T F
70/ A 6
OFFICE OF THE ASSOCIATION
2020 STATE STREET, CHICAGO
PETTIBONE SAWTELL & CO. PRINTERS CHICAGO
REPORT
OF THE
TWENTIETH ANNUAL MEETING
OF THE
American Street Railway Association
HELD AT
MADISON SQUARE GARDEN, NEW YORK CITY OCTOBER Ml, 1901
WALTON H. HOLMES
President Metropolitan Street Railway Co., Kansas City, Mo. PRESIDENT
Association Organized December \3f J 882
1901-1902
OFFICE OF THE ASSOCIATION
2020 STATE STREET, CHICAGO
BUREAU OF RAILWAY ECONOMIC^ WASHINGTON, O. C.
IN EXCHANGE
NOV b- i^ib
CONTENTS.
PAGE.
Address of Welcome, by Hon. Randolph Guggenheimer 17
Address of the President 42
Approval of Minutes of Last Annual Meeting 40
Approval of the Report of the Secretary and Treasurer 53
Appointment of Committee to Nominate Officers and Select the
Place for Next Meeting , . . , 145
Constitution and By-Laws 317
Courtesies Extended to the Delegates ......... v 41
Delegates of Members 20
Discussion on "Relation of Interurban Roads to City Roads''. 84
Discussion on " Best Form of Car for City Use . . . J. 124
Discussion on "Alternating and Direct Current Transmission on City
Lines " 144
Discussion on " Best Manner and Mode of Conducting the Return
Current to Power House " 149
Discussion on "Storage Batteries Located in Power Stations" 174
Discussion on "Report of Committe on Standards" 197
Discussion on " Modern Power House" 214
Discussion on " Electric Signals " 224
Discussion on " Memorializing Congress to Increase Appropriation
for Carrying U. S. Mail" 240
Exhibitors 249
Entertainments 269
Letters and Telegrams of Regret 42
Local Committees ! 269
Ladies at the Convention 273
List of Members and Their Officers 321
Minutes of Meeting of Executive Committee, Feb. 28, 1901 45
Minutes of Meeting of Executive Committee, Oct. 8, 1901 49
Minutes of Wednesday Morning Session 17
VI
Contents.
Minutes of Wednesday Afternoon Session 100
Minutes of Friday Morning Session 146
Minutes of Friday Afternoon Session 206
Next Regular Meeting 238
New Members. 40
Officers and Executive Committee, 1901-1902 9
Officers at Organization 10
Officers since Organization 10
Paper on "Street Railways, A Review of the Past and a Forecast of
the Future" 54
Paper on "The Public, the Operator and the Company" 63
Paper on "The American Street Railway Association, the Purpose of its Organization and the Benefits Accruing to Investors in, and Operators of Street Railway Properties by Membership
Therein" 69
Paper on "The Relation of Interurban Roads to City Roads" 73
Paper on "Storage Batteries Located in Power Station" 156
Paper on "The Best Form of Car for City Use" 115
Paper on "The Best Manner and Mode of Conducting the Return
Current to Power House" 146
Paper on "Alternating and Direct Current Transmission on City
Lines" 137
Paper on "Modern Power House including the use of Cooling
Towers" 206
Paper on "Adoption of Electric Signals on Suburban and Inter- urban Railways 219
Report of Auditing Committee 53
Report of Executive Committee 45
Report of Secretary and Treasurer 50
Report of Committee on Standards 180
Report of Committee on Memorials .' 244
Report of Committee on Nominations 238
Representatives of Non-members 36
Representatives of Trade Papers 39
Representatives of Manufacturers 253
Rules of the Convention 50
Resolution of Thanks to Passenger Associations 244
Subjects for Papers for Next Meeting 244
Contents. vii
Vote of Thanks to Local Companies 239
Vote of Thanks to President Holmes 239
Vote of Thanks to the Supply Men 243
BANQUET.
Twentieth Annual Banquet 277
Menu, Twentieth Annual Banquet 280
Remarks of President, Mr. Walton H. Holmes 285
Remarks of Toastmaster, Mr. Herbert H. Vreeland 286
Remarks of President-elect, Mr. Herbert H. Vreeland 316
Toast : " Greater New York," responded to by Hon. Randolph Gug-
genheimer 287
Toast : "The Citizen," Responded to by Hon. David B. Hill.. 290
Toast : "Our Friends, the Steam Railroads," responded to by Hon.
Charles S. Gleed 291
Toast : "The Kickers," responded to by Mr. Simeon Ford 294
Toast : "The Technical Press," responded to by Mr. T. Commer-
ford Martin 297
Toast : "The Street Railway in Law and Politics," responded to by
Hon. Job E. Hedges 301"
Toast : "West Point and Annapolis," responded to by Gen. Eugene
Griffin 305
Toast : "The Mule in the Field of Traction," responded to by Hon.
John S. Wise 308
Toast : "The Only Railroad Man I Ever Knew," responded to by
Mr. Martin W. Littleton 312
OFFICERS, 1901-1902.
PRESIDENT :
HERBERT H. VREELAND,
President Metropolitan Street Railway Co., New York, N. Y.
FIRST VICE-PRESIDENT:
CHARLES W. WASON,
President Cleveland, Painesville and Eastern Railroad Co., Cleveland, Ohio.
SECOND VICE-PRESIDENT:
ELWIN C FOSTER,
Vice-President Boston and Northern Railroad Co., Boston, Mass.
THIRD VICE-PRESIDENT:
H/M. SLOAN,
General Manager Calumet Electric Street Railway Co., Chicago, III.
SECRETARY AND TREASURER :
T. C PENINGTON,
Treasurer Chicago City Railway Co., Chicago, III.
EXECUTIVE COMMITTEE :
President, Vice-Presidents and
Walton H. Holmes, President Metropolitan Street Railway Co.,
Kansas City, Mo.
John A. Rigg, President United Traction Co., Reading, Pa.
Daniel B. Dyer, President Augusta Railway and Electric Co.,
Augusta, Ga.
T. J. Nicholl, Vice-President Rochester Railway Co.,
Rochester, N. Y. George W. Dickinson, Vice-President Seattle Electric Co.,
Seattle, Wash.
PLACE OF MEETING, DETROIT, MICH.
OFFICERS, ORGANIZATION.
CHAIRMAN: MOODY MERRILL,
President, Highland Street Railway Company, Boston, Mass*
SECRETARIES : CHAUNCEY C. WOODWORTH,
secretary, Rochester City and Brighton Railroad Company, Rochester, AT. ¥*
CHARLES B. CLEGG,
President, Oakwood and Dayton Street Railway Companies, Dayton, O* PLACE OF MEETING, BOSTON, MASS.
OFFICERS SINCE ORGANIZATION. OFFICERS, i882-'83.
PRESIDENT : H. H. LITTELL,
General Manager, Louisville City Railway Company, Louisville, Ky. FIRST VICE-PRESIDENT: SECOND VICE-PRESIDENT:
WILLIAM H. HAZZARD, CALVIN A. RICHARDS,
President, Brooklyn City Railroad President, Metropolitan Railroad
Company, Brooklyn, N. Y. Company, Boston, Mass.
THIRD VICE-PRESIDENT: SECRETARY AND TREASURER:
GEORGE B. KERPER, WILLIAM J. RICHARDSON,
President, Mount Adams and Eden Park Secretary, Atlantic Avenue Railroad
Inclined Railway, Cincinnati, O. Company, Brooklyn, N. Y.
EXECUTIVE COMMITTEE: President, Vice-Presidents and
JULIUS S. WALSH, Pres., Citizens' Railway Co.. St. Louis, Mo.
Charles Cleminshaw, Vice-Pres., Troy and Lansingburgh Railroad Co., Troy, N. Y. Thomas Lowry, Pres., Minneapolis Street Railway Co., Minneapolis, Minn. James K. Lake, Supt., Chicago West Division Railway, Chicago, 111. Daniel F. Longstreet, Gen. Man., Union Railroad Co., Providence, R. I.
PLACE OF MEETING, CHICAGO, ILL.
OFFICERS, i883-'84.
president : WILLIAM H. HAZZARD,
President, Brooklyn City Railroad Company, Brooklyn, N. Y. FIRST VICE-PRESIDENT : SECOND VICE-PRESIDENT :
JAMES K. LAKE, GEORGE B. KERPER,
Superintendent, Chicago West Division President, Mt. Adams and Eden Park In* Railway, Chicago, III. clined Railway, Cincinnati, O.
THIRD VICE-PRESIDENT: SECRETARY AND TREASURER:
DANIEL F. LONGSTREET, WILLIAM J. RICHARDSON,
General Manager, Union Railroad Co., Secretary, Atlantic Avenue Railroad Providence, R.I. Company, Brooklyn, N. Y.
EXECUTIVE COMMITTEE: President, Vice-Presidents and
H. H. LITTELL, Gen. Man., Louisville City Railway Co., Louisville, Ky. John G. Holmes, Pres., Citizens' Street Railroad Co., Pittsburgh, Pa. Julius E. Rugg, Supt., Highland Street Railroad, Boston, Mass. Pierre C. Maffitt, Pres., Missouri Railroad Co., St. Louis, Mo. JACOB SHARP, Pres., Twenty-third Street Railway Co., New York, N. Y.
PLACE OF MEETING, NEW YORK, N. Y. 10
OFFICERS, 1884^85.
PRESIDENT : CALVIN A. RICHARDS,
President, Metropolitan Railroad Company, Boston, Mass. FIRST VICE-PRESIDENT : SECOND VICE-PRESIDENT %
JULIUS S. WALSH, HENRY M. WATSON,
President, Citizens'' Railway Company, President, Buffalo Street Railroad
St. Louis, Mo. Company, Buffalo, N. Y.
THIRD VICE-PRESIDENT : SECRETARY AND TREASURER :
EDWARD LUSHER, WILLIAM J. RICHARDSON,
Sec. and Treas., Montreal City Passenger Secretary, Atlantic Avenue Railroad Railway Company, Montreal, Can. Company, Brooklyn, N. Y.
EXECUTIVE COMMITTEE: President, Vice-Presidents and
William H. Hazzard, Pres., Brooklyn City Railroad Co., Brooklyn, N. Y. James K. Lake, Supt.. Chicago West Division Railway, Chicago, 111. Charles J. Harrah, Pres., People's Passenger Railway Co., Philadelphia, Pa. William White, Pres., Dry Dock, E. Broadway & B. Railroad Co., New York, N.Y, B. DU Pont, Pres., Central Passenger Railroad Co., Louisville, Ky.
PLACE OF MEETING, ST. LOUIS, MO.
OFFICERS, i885-'S6.
PRESIDENT : JULIUS. S. WALSH,
President, Citizens'1 Railway Company, St. Louis, Mo. FIRST VICE-PRESIDENT: SECOND VICE-PRESIDENT:
WILLIAM WHITE, CHARLES B. HOLMES,
President, Dry Dock, E. Broadway & B. President, Chicago City Railway Company , Railroad Company, New York, jV. Y. Chicago, III.
THIRD VICE-PRESIDENT : SECRETARY AND TREASURER :
SAMUEL LITTLE, WILLIAM J. RICHARDSON,
Treasurer, Highland Street Railway Secretary, Atlantic Avenue Railroad Company, Boston, Massa Company, Brooklyn, N. Y
EXECUTIVE COMMITTEE: President, Vice-Presidents and
Calvin A. Richards, Pres., Metropolitan Railroad Co., Boston, M'ass. John Kilgour, Pres., Cincinnati Street Railway Co., Cincinnati, O. John Maguire, Pres., City Railroad Co., Mobile, Ala.
Thomas W. Acklev, Pres., 13th and 15th Streets Pass. Railway Co., Philadelphia, Pa, Chauncey C. Wood worth, Sec, Rochester City & B. Railroad Co., Rochester, N. Y, PLACE OF MEETING, CINCINNATI, O.
OFFICERS, i886-'87.
PRESIDENT : THOMAS W. ACKLEY,
President, 13th and 15th Streets Passenger Railway Company, Philadelphia, Pa. FIRST VICE-PRESIDENT: SECOND VICE-PRESIDENT:
ALBERT G. CLARK, WILLIAM H. SINCLAIR,
Vice-President, Cincinnati Street Railway President, Galveston City Railroad
Company , Cincinnaci, O. Company, Galveston, Tex.
THIRD VICE-PRESIDENT: SECRETARY AND TREASURER:
PRENTISS CUMMINGS, WILLIAM J. RICHARDSON,
President, Cambridge Railroad Company, Secretary, Atlantic Avenue Railroad Cambridge, Mass. Company, Brooklyn, N. Y.
EXECUTIVE COMMITTEE: President, Vice-Presidents and
JULIUS S. Walsh, Pres., Citizens' Railway Co., St. Louis, Mo. tENRY HURT, Pres., Washington and Georgetown Railroad Co., Washington, D. C. DENSMORE Wyman, Vice-Pres., Central Park, N. & E. River Railroad Co., N. Y. A. Everett, Pres., East Cleveland Railroad Co., Cleveland, O. SAMUEL S. Spaulding, Pres., East Side Street Railroad Co., Buffalo, N. Y.
PLACE OF MEETING. PHILADELPHIA. PA.
I I
OFFICERS, i887-'88.
PRESIDENT : CHARLES B. HOLMES,
President , Chicago City Railway Company, Chicago, III. FIRST VICE-PRESIDENT: SECOND VICE-PRESIDENT:
JULIUS E. RUGG, R. DUDLEY FRAYSER,
General Superintendent, Boston Consolidated President, Memphis City* Railway Corn- Street Railway, Boston, Mass. pany, Memphis, Tenn.
THIRD VICE-PRESIDENT : SECRETARY AND TREASURER :
CHARLES B. CLEGG, WILLIAM J. RICHARDSON,
Director, Dayton Street Railroad Com- Secretary, A tlantic A venue Railroad pany, Dayton, O. Company, Brooklyn, N. Y.
EXECUTIVE COMMITTEE: President, Vice-Presidents and
Thomas W. Ackley, Pres., 13th and 15th Streets Pass. Railway Co., Philadelphia, Pa. Winfield Smith, Pres., Cream City Railroad Co., Milwaukee, Wis. Daniel F. Lewis, Pres., Brooklyn City Railroad Co., Brooklyn, N. Y. Charles Green, Pres., People's Railway Co., St. Louis, Mo. Edward G. Mosher, Supt., Augusta and Summerville Railroad, Augusta, Ga. PLACE OF MEETING, WASHINGTON, D. C
OFFICERS, i888-'8o.
president : GEORGE B. KERPER,
President, Mount Adams and Eden Park Inclined Railway, Cincinnati, O. FIRST VICE-PRESIDENT: SECOND VICE-PRESIDENT:
JESSE METCALF, HENRY HURT,
President, Union Railroad Company, President, Washington and Georgetown
Providence, R. I. Railroad Company, Washington, D. C.
THIRD VICE-PRESIDENT: SECRETARY AND TREASURER:
WILLIAM H. MARTIN, WILLIAM J. RICHARDSON,
Vice-President, Ferries and Cliff House Secretary , Atlantic Avenue Railroad Railway Company, San Francisco, Cal. Company, Brooklyn%N, Y.
EXECUTIVE COMMITTEE: President, Vice-Presidents and
CHARLES B. HOLMES, Pres., Chicago City Railway Co., Chicago, 111.
JOHN SCULLIN, Pres., Union Depot Railroad Co., St. Louis, Mo.
JAMES H. Johnston, Pres., City and Suburban Railway Co., Savannah, Ga.
HENRY A. Sage, Pres., Easton, S. Easton & W. E. Pass. Railway Co., Easton, Pa
Edward J. Lawless, Supt., Metropolitan Street Railway, Kansas City, Mo.
PLACE OF MEETING. MINNEAPOLIS, MINN.
OFFICERS, i889-'90.
PRESIDENT : THOMAS LOWRY,
President, Minneapolis, and St. Paul, Street Railway Companies, Minneapolis, Minn FIRST VICE-PRESIDENT: SECOND VICE-PRESIDENT:
C. DENSMORE WYMAN, JOHN C. SHAFFER,
Vice-President, Central Park, North and East President, Citizens' Street Railroad River Railroad Company, New York, N. Y. Company, Indianapolis, Ind.
THIRD VICE-PRESIDENT : SECRETARY AND TREASURER :
robert Mcculloch, william j. richardson,
General Manager, Citizens\ St. Louis, Cass Secretary, Atlantic Avenue Railroad Avenue Fair Grounds, and Benton-Belle- Company, Brooklyn, N. Y.
fontaine Railways, St. Louis, Mo.
EXECUTIVE COMMITTEE: President, Vice-Presidents and
George B. Kerper, Pres., Mt. Adams and E. P. Inc. Railway Co., Cincinnati, O. GEORGE W. Kiely, Man. Dir., Toronto Street Railway Co., Toronto, Canada. Frank H. Monks, Gen. Man., West End Street Railway Co., Boston, Mass. Raphael Semmes, Supt., Citizens' Street Railroad, Memphis, Tenn. FRANCIS M. Eppley, Pres., Orange Cross-Town & B. Railway Co.. Orange, N. J, PLACE OF MEETING, BUFFALO, N. Y
OFFICERS, i890-'9i,
PRESIDENT: HENRY M. WATSON, President* Buffalo Street Railroad, and Buffalo East Side Street Railway, Companie ,
Buffalo, N. V.
FIRST VICE-PRESIDENT : THIRD VICE-PRESIDENT :
WILLIAM A. SMITH, ANDREW D. RODGERS,
General Manager, Omaha Street Railway President, Columbus Consolidated Street Company, Omaha, Neb. Railroad Company, Columbus, O.
SECOND VICE-PRESIDENT : SECRETARY AND TREASURER :
CHARLES ODELL, WM. J. RICHARDSON,
President, Newburyport & Amesbury Street Secretary, Atlantic Avenue Railroad Railroad Company, Newburyport, Mass. Company, Brooklyn, N. V.
EXECUTIVE COMMITTEE; President, Vice-Presidents and
Thomas Lowry, Pres., Minneapolis and St. Paul Street R'y Go's., Minneapolis, Minn. David F. Henry, Pres., Federal Street and P. V. Pass. Railway Co., Pittsburg, Pa. Albert E. Thornton, Dir., Atlanta Street Railroad Co., Atlanta, Ga. Harvey M. Littell, Gen. Man., Cincinnati Inclined Plane R'y Co., Cincinnati, O. Thomas C. Keefer, Pres., Ottawa City Pass, Railway Co., Ottawa, Canada.
PLACE OF MEETING, PITTSBURG PA.
OFFICERS, i89i-'92.
PRESIDENT : JOHN G. HOLMES,
President, Citizens' Traction- Company ; Pittsburgh* Pa. FIRST VICE-PRESIDENT: SECOND VICE-PRESIDENT:
THOMAS H. McLEAN, JAMES B. SPEED,
Secretary, Twenty-third Street Railway President, Louisville City Railway Company, New York, N. Y. Company, Louisville, Ky.
THIRD VICE-PRESIDENT : SECRETARY AND TREASURER :
ALBION E. LANG, WM. J. RICHARDSON,
Vice-President, Toledo Consolidated Street Secretary, Atlantic Avenue Railroad Railway Company \ Toledo, O. Company, Brooklyn, N. Y.
EXECUTIVE COMMITTEE: President, Vice-Presidents and
Henry M. Watson, Pres., Buffalo Railway Co.", Buffalo, N. Y.
Lewis Perrine, Jr., Pres., Trenton Pass. Railway Co. Consolidated. Trenton, N. J. W, Worth Bean, Pres., St. Joseph and Benton Harbor R'y Co., St. Joseph, Mich. Murry A. Verner, Pres., Pittsburgh and Birmingham Traction Co., Pittsburgh. Pa. Thomas C. Penington, Treas., Chicago City Railway Co., Chicago.
PLACE OF MEETING, CLEVELAND, O.
OFFICERS, i892-'93.
PRESIDENT : D. F. LONGSTREET,
Vice-Pres. and Gen. Man., West End Street Railroad Company, Denver, Col.
FIRST VICE-PRESIDENT : THIRD VICE-PRESIDENT :
A. EVERETT, W. WORTH BEAN,
President, East Cleveland Railroad President, St. Joseph &" Benton Harbor Company, Cleveland, O. Electric Ry. Co., St. Joseph, Mich.
SECOND VICE-PRESIDENT : SECRETARY AND TREASURER :
JOEL HURT, WM. J. RICHARDSON,
President, Atlanta Consolidated Street Sec. and Treas., Atlantic Avenue Railroad Railroad Company, Atlanta, Ga. Company, Brooklyn, N. Y.
EXECUTIVE COMMITTEE:
PRESIDENT, VICE-PRESIDENTS AND
JOHN G. Holmes, Pres., Citizens' Traction Co., Pittsburgh, Pa.
JOHN D. Crimmins, Pres., Metropolitan Traction Co., New York, N. Y.
Thomas J. Minary, Gen. Man., Louisville Railway Co., Louisville, Ky.
James R. Chapman, Vice-Pres., Consolidated St. Railway Co., Grand Rapids, Mich.
Benjamin E. Charlton, Pres., Hamilton Street Railway Co., Hamilton, Ont.
PLACE OP MEETING, MILWAUKEE, WIS.
13
OFFICERS, 1893-94.
PRESIDENT : HENRY C. PAYNE,
Vice-President, Milwaukee Street Railway Company, Milwaukee, Wis.
FIRST VICE-PRESIDENT : THIRD VICE-PRESIDENT :
WILLIAM J. STEPHENSON, LEWIS PERR1NE, JR.,
President, Metropolitan Railroad Com- President, Trenton Passenger Railway
pany, Washington, D. C. Company, Consolidated, Trenton, N. %
SECOND VICE-PRESIDENT : SECRETARY AND TREASURER :
JAMES R. CHAPMAN, WM. J. RICHARDSON,
Vice-President, Consolidated Street Rail- Sec. and Treas., Atlantic Avenue Rail' way Company, Grand Rapids, Mich. road Company, Brooklyn, N. Y.
EXECUTIVE COMMITTEE: President, Vice-Presidents and
D. F. LONGSTREET, Vice-Pres., West End Street Railway Co., Denver, Col. Thomas H. McLean, Gen. Man., Citizens' Street Railroad Co., Indianapolis, Ind. Edwards Whitaker, Pres., Lindell Railway Co., St. Louis, Mo.
W. Y. Soper, Pres., Ottawa Electric Street Railway Co., Ottawa, Can.
E. S. Goodrich, Pres., Hartford Street Railway Co., Hartford, Conn.
PLACE OF MEETING, ATLANTA, GA.
OFFICERS, 1894-'95.
PRESIDENT :
JOEL HURT,
President, Atlanta Consolidated Street Railway Company, Atlanta, Ga.
FIRST VICE-PRESIDENT : THIRD VICE-PRESIDENT :
W.WORTH BEAN, RUSSELL B. HARRISON,
Pres., St. Joseph & Benton Harbor Electric Pres., Terre Haute Street Railway Com' Railway and Light Co., St. Joseph, Mich. pany, Terre Haute, Ind.
SECOND VICE-PRESIDENT : SECRETARY AND TREASURER :
JOHN H.CUNNINGHAM, WM. J AM ES RICH ARDSON,
Director, Lynn and Boston Railroad Com- Director, Atlantic Avenue Railroad Com- pany, Boston, Mass. pany, Brooklyn, N. Y.
EXECUTIVE COMMITTEE: President, Vice-Presidents and
Henry C. Payne, Vice-Pres., Milwaukee Street Railway Co., Milwaukee, Wis.
William H. Jackson, Pres., Nashville Street Railway, Nashville, Tenn.
r» r u»«,TTnW J Pres., Cass Ave. and Fair Grounds lSt r m,j, Mn D. G. Hamilton, -j Ry Co and St Louis R R Co j-bt. Louis, Mo.
Granville C. Cunningham, Man., Montreal Street Railway Co., Montreal, Can. John N. Partridge, Pres., Brooklyn City & Newtown Railroad Co., Brooklyn, N. Y.
PLACE OF MEETING, MONTREAL, CANADA.
OFFICERS, 1895-'96.
president ; H. M. LITTELL,
Pres. Atlantic Avenue Railroad Company, Brooklyn, N. Y. first vice-president : third vice-president : .
GRANVILLE C. CUNNINGHAM, J. WILLARD MORGAN,
Man. Montreal Street Railway Company, Pres. Camden, Gloucester and Woodbuif Montreal, Can. Railroad Company, Camden, N- J.
second vice-president, secretary and treasurer :
WILLIAM H. JACKSON, T. C. PENINGTON,
Pres. Nashville Street Railway, Treasurer Chicago City Railway Co*
Nashville, Tenn. Chicago, III.
EXECUTIVE COMMITTEE: President, Vice-Presidents and
Joel Hurt, Pres. Atlanta Consolidated Street Railway Co., Atlanta, Ga. Prentiss Cummings, Vice-Pres. West End Street Railway Co., Boston, Mass. C. G. Goodrich, Vice-Pres. Twin City Railway Co., St. Paul, Minn. A. Markle, Gen. Man. Lehigh Traction Co., Hazleton, Pa. _ W. F. Kelly, Gen. Man. Columbus Street Railway Co., Columbus, Ohio.
PLACE OF MEETING, ST. LOUIS, MO.
OFFICERS, 1896~'97,
PRESIDENT :
Robert Mcculloch,
Vice-Pres. and Gen. Man. Citizens', Cass Avenue and St. Louis Railroad Companies,
St. Louis, Mo. .
FIRST VICE-PRESIDENT : THIRD VICE-PRESIDENT :
CHARLES S. SERGEANT, C. F. HOLMES,
Gen. Man. West End Street Railway Co., Gen. Man. Metropolitan Street Railway Boston, Mass. Co., Kansas City, Mo.
SECOND VICE-PRESIDENT '. SECRETARY AND TREASURER :
D. B. DYER, T. C. PENINGTON,
Pres. Augusta Railway and Electric Co., Treas. Chicago City Railway Co.,
Augusta, Ga. Chicago, III.
EXECUTIVE COMMITTEE: President, Vice-Presidents and
H. M. Littell, Vice Pres. and Gen. Man. Metropolitan St. Ry. Co., New York City. H. P. Bradford, Gen. Man. Cincinnati Inclined Plane Railway Co., Cincinnati, Ohio. Charles H. Smith, Gen. Supt. Troy City Railway Co., Troy, N. Y. Harry Scullin, Vice-Pres. and Gen. Man. Union Depot Railroad Co., St. Louis, Mo. George B. Hippee, Gen. Man. Des Moines City Railway Co.. Des Moines, Iowa. PLACE OF MEETING, NIAGARA FALLS, N. Y.
OFFICERS, 1897-'98.
president : ALBION E. LANG,
President Toledo Traction Co., Toledo, Ohio first vice-president: third vice-president:
W. CARYL ELY, EDWARD G. CONNETTE,
President Buffalo and Niagara Falls Gen. Man. Nashville Street Railway. Electric Ry. Co., Niagara Palls, N. Y. Nashville, Tenn.
second vice-president: secretary and treasurer:
JOHN A. RIGG, T. C. PENINGTON,
President United Traction Co., Treasurer Chicago City Railway Co*
Reading, Pa. Chicago, III.
EXECUTIVE COMMITTEE : President, Vice-Presidents and
Robert McCulloch, Vice-President and Gen. Man. Citizens', Cass Ave. and St. Louis
R. R. Companies, St. Louis, Mo. C Densmore Wyman, Gen. Man. New Orleans Traction Co., Ltd , New Orleans, La. Henry C. Moore, President Trenton Street Railway Co., Trenton, N. J. John M. Roach, Vice-President and Gen. Man. North Chicago Street Railroad Co.,
Chicago, III.
Robert S. Goff, President and Gen. Man. Globe Street Railway Co., Fall River, Mass PLACE OF MEETING, BOSTON, MASS.
OFFICERS, 1898-'99,
PRESIDENT :
CHARLES S. SERGEANT,
Second Vice-President Boston Elevated Railway Co., Boston, Mass.
FIRST VICE-PRESIDENT : THIRD VICE-PRESIDENT :
HENRY C. MOORE, WALTON H. HOLMES,
President Trento?i Street Railway Co., Vice-Pres. and Gen. Man. Metropolitan
Trenton, N. J. Street Railway Co., Kansas City, Mo.
SECOND VICE-PRESIDENT : SECRETARY AND TREASURER :
ERNEST WOODRUFF, T. C. PEN I NGTON,
Pres. Atlanta Consolidatid Street Railway Treas. Chicago City Railway Co.,
Co., Atlanta, Ga. Chicago, III.
EXECUTIVE COMMITTEE: President, Vice-Presidents and
Albion E. Lang, President Toledo Traction Co., Toledo, Ohio.
George A. Yuille, Second Vice-Pres. West Chicago Street Railroad Co., Chicago, 111. Frank G. Jones, Vice-President Memphis Street Railway Co., Memphis, Tenn. John I. Beggs, Gen. Man. Milwaukee Electric Railway and Light Co., Milwaukee, Wis. Ira A. McCormack, Gen. Snpt. Brooklyn Heights Railroad Co., New York, N. Y. PLACE OF MEETING, CHICAGO, ILL.
IS
OFFICERS, 1899-1900.
PRESIDENT I
JOHN M. ROACH,
President Chicago Union Traction Co., Chicago, III.
FIRST VICE-PRESIDENT; THIRD VICE-PRESIDENT:
JOHN A. RIGG, FRANK G. JONES,
President United Traction Co., Vice-President Memphis Street Railway Co.,
Reading, Pa. Memphis, Tenn.
SECOND VICE-PRESIDENT '. SECRETARY AND TREASURER I
HERBERT H. VREELAND, T. C. PEN INGTON,
President Metropolitan Street Railway Co., Treasurer Chicago City Railway Co.,
New York. N.V. ' Chicago, III.
EXECUTIVE COMMITTEE: President, Vice-Presidents and
Chakles S. Sergeant, Second Vice-President Boston Elevated Railway Co., Boston, Mass. Chakles K. Durbin, General Superintendent Denver City Tramway Co., Denver, Colo. Nicholas S. Hill, Jr., General Manager Charleston Consolidated Gas and Electric Co., Charleston, S. C.
Charles W. Wason. President Cleveland, Painesville & Eastern Railway Co , Cleveland, O. John R. Graham, President Quincv and Boston Street Railway Co , Quincy, Mass.
PLACE OF MEETING, KANSAS CITY, MO.
OFFICERS, 1900-1901.
PRESIDENT :
WALTON H. HOLMES.
President Metropolitan Street Railway Co., Kansas City, Mo.
FIRST VICE-PRESIDENT : SECOND VICE-PRESIDENT :
HERBERT H. VREELAND, N. H. HEFT,
President Metropolitan Street Railivay Co., President Meriden Electric Railroad Co., New York, N. Y. Meriden, Conn.
THIRD VICE-PRESIDENT : SECRETARY AND TREASURER :
JOHN B. McCLARY T. C. PEN1NGTON,
General Manager Birmingham Railway , Light Treasurer Chicago City Railway Co. and Power Co., Birmingham, Ala. Chicago. III.
EXECUTIVE COMMITTEE : President, Vice-Presidents and
John M. Roach. President Chicago Cnion Traction Co., Chicago. 111. "Frank L. Fuller, General Manager Wilkes-Barre and Wyoming Valley Traction Co., Wilkes-Barre. Pa.
GEORGe W. Baumhoff. General Manager St. Louis Transit Co.. St. Louis, Mo. John R. Graham. President Brockton Street Railway Co., Brockton, Mass. John Harris, Superintendent Cincinnati Street Railway Co.. Cincinnati. O.
PLACE OF MEETING. NEW YORK. N. Y.
16
MINUTES.
WEDNESDAY— MORNING SESSION.
Convention Hall, ) New York City, October 9, 1901. )
President Walton H. Holmes, of Kansas City, Mo., called the Convention to order at 10:45. o'clock, and introduced Hon. Randolph Guggenheimer, President of the Municipal Council of the City of New York, who delivered the follow- ing
ADDRESS OF WELCOME.
Mr. President and Members of the Americcui Street Railway Association :
In the name of the city of New York, which I have the honor to represent on this occasion, I welcome the dele- gates of your association to the metropolis. It is not nec- essary for me to have a technical knowledge of railway management to say that you have acted wisely in selecting New York as the meeting place of your association for this year. We are proud of our city because we believe that it is preeminent among all the world's municipalities in many respects, and especially in its street railway system. There was a time, not many years ago, when President Vreeland would not have found it difficult to solve the problems of street transportation in the old city of New York. Then stages, drawn at the breakneck speed of four miles an hour, carried passengers as far north, in the Island of Manhattan, as Twenty-third Street. A great transformation was wrought by the laying down of horse car lines in various avenues and streets, until at last the usefulness of the horse 1 was threatened by the adoption of the cable on Broadway
18
Twentieth Annual Meeting
and Lexington Avenue. At that time New York City seemed to be contented with antiquated methods because in the neighboring city of Brooklyn the overhead trolley was doing a rushing and killing business. We yield the palm of superiority even to Philadelphia in the matter of speed and the number of slain pedestrians. But I can congratulate President Vreeland and the Metropolitan Street Railway Company upon their adoption of the subtrolley system, which, in my opinion, is the only reasonable solution of urban transportation.
At the present moment the city of New York, as far as the lines of the Metropolitan Street Railway are concerned, possesses the most perfect and the most rational street car service not only in the United States but in the whole world. I venture now, with great diffidence, lest the presidents of other lines should be present and resent my words, to hope that, in the not distant future, the underground trolley will be adopted in every borough in the city.
The street railway business, especially during the last twenty-five years, has become one of the most important and colossal of all the industries of the United States, and contributes materially to the welfare of the people. It does so in many ways. A calculation of the number of men employed in street railway work throughout the country would show that intramural transportation companies are the means of sustaining a larger number of families than the statistician would at first sight imagine. But in addition to the unconscious benevolence displayed by the bond and stockholders of the various street railroad corporations throughout the United States, they perform a public duty of incalculable value to a greater degree to-day than at any previous period in our history. The operations of commerce depend upon the efficiency of your transportation lines. If it be true that time is money, and that the saving of time means success, I cannot understand to-day how the business of the community was efficiently performed when it required as long a time to journey from Harlem to the business
American Street Railway Association.
19
districts of this city as it does to reach New York from Albany.
The adjustment of all questions relating to the enlarged organization of street railroad companies will become more and more difficult. The time will come when the surface of the United States will become an interlaced network of street railway lines. The administration of such corporate business requires the most acute intelligence and the highest degree of trained abilities. The men who preside over the fortunes of these companies must possess ability not less remarkable than those required for the government of the State and Nation. But in this period in the history of the world, which may be fitly called the age of electricity, the engineers employed by such corporations must possess the highest degree of technical skill. The era of the horse car and the cable is practically passed. Modern conditions demand a transportation service which shall be in keeping with the swift progress of the times. [Applause.]
I congratulate the American Street Railway Association that it numbers among its members men whose success in the past bespeaks a high degree of administrative prosper- ity in the future and that the American engineers, in your service, possess that scientific accuracy and progressiveness which have added so greatly to the reputation of America in applied science.
Again, Mr. President and members of the American Street Railway Association, in the name of the city of New York, I bid you a most cordial welcome to the metropolis. I trust that all the members of your society will take back to your homes the pleasantest possible memories of your visit to New York, and that your convention may prove, both socially and professionally, the success which it so eminently deserves. I know that I am simply speaking for the people of this community when I express my most earnest hope that the American Street Railway Association will be so well pleased with their visit that they will soon again select the city of New York for the purpose of holding their annual
20
Twentieth A nnual Meeting
convention. Let me thank you again for your courteous reception. [Applause.]
President Holmes — Mr. Guggenheimer, allow me in the name of the American Street Railway Association to thank you most heartily for your kind words of welcome. [Ap- plause.]
We will now proceed with the regular order of business. The first business on the program is the calling of the roll. As it is customary to take the registration at the door, for the roll call, we will dispense with the calling of the roll.
DELEGATES OF MEMBERS. (Arranged Alphabetically According to Cities.)
The following named gentlemen were in attendance at the meeting, representing companies that are members of the Asso- ciation :
Akron, Ohio Charles Currie, Second Vice-Pres. and Gen. Man., North- ern Ohio Traction Co.
" " R. L. Andrews, Gen. Supt., Northern Ohio Traction Co
R. B. Shelton, Chief Eng., Northern Ohio Traction Co.
Allentown, Pa Richard R. Kevins, Elec. Supt., Lehigh Valley Traction
Co.
" " E. William Austin, Shop Foreman, Lehigh Valley Trac-
tion Co.
Alton, 111 F. H. Reed, Dir., Alton Ry. Gas and Elec. Co.
" W. H.Coverdale, Stockholder, Alton Ry., Gas and Elec.
Co.
" " ..i, CO. Lenz, Stockholder, Alton, Ry., Gas and Elec. Co.
" B. B. Marchant, Stockholder, Alton Ry., Gas and Elec.
Co.
Altoona, Pa C. A. Buch, Gen. Man., Altoona and Logan Valley Elec.
Ry. Co.
" " S. S. Crane, Supt., Altoona and Logan A'alley Elec.
Ry. Co.
Asbury Park, K. J. .A. C. Twining, Sec, Atlantic Coast Elec. R. R. Co.
". .G. B. Cade, Aud., Atlantic Coast Elec. R. R. Co. " ..Scott F. Hazelrigg, Gen. Man., Atlantic Coast Elec. R.R.Co.
Ashtabula, Ohio. . . .Thomas Fricken, Pres., Pennsylvania and Ohio Ry. Co.
American Street Railway Association.
21
Ashtabula, Ohio .... Thomas McGovern, Sec, Pennsylvania and Ohio Ry. Co. " " . . . .B. W. Baldwin, Treas., Pennsylvania and Ohio Ry. Co.
Atlanta, Ga Ernest Woodruff, Pres., Atlanta Ry. and Power Co.
" " Thomas Elliott, Chief Eng., Atlanta Ry. and Power Co.
" W. H. Glenn, Supt. of Con., Atlanta Ry. and Power Co.
" " S. E. Simmons, Supt., Atlanta Rapid Transit Co.
" " J. G. Rossman, Eng., Atlanta Rapid Transit Co.
Augusta, Ga Daniel B. Dyer, Pres., Augusta Ry. and Elec. Co.
" Roland R. Conklin, Vice-Pres., Augusta Ry. and Elec.
Co.
Baltimore, Aid J. Paul Baker, United Rys. and Electric Co.
" W. H. Staub, Pur. Agt., United Rys. and Elec. Co.
" A. J. Dietz, Cashier, United Rys. and Elec. Co.
" R. R. H. Staub, Jr., Clerk, United Rys. and Elec. Co.
" Pierre O. Heilholtz, Eng., United Rys. and Elec. Co.
Bay City, Mich E. S. Dimmock, Gen. Man., Bay Cities Consolidated Ry.
- Co.
Belleville, 111 George J. Kobusch, Pres., St. Louis, Belleville and Su- burban Ry. Co.
" J. M. Bramlette, Gen. Man., St. Louis, Belleville and
Suburban Ry. Co.
" W. G. Gottshall, Con. Eng., St. Louis, Belleville and
Suburban Ry. Co. Binghamton, N. Y. . G. Tracy Rogers, Pres., Binghamton R. R. Co. Birmingham, Ala. ... Robert Jemison, Pres., Birmingham Ry., Light and Power Co.
" ....John B. McClary, Gen. Man., Birmingham Ry., Light and Power Co.
" C. W. Blackinton, Supt. of Con., Birmingham Ry., Light
and Power Co.
Boston, Mass Charles S. Sergeant, Vice-Pres., Boston Elevated Ry. Co.
" Henry L. Wilson, Aud., Boston Elevated Ry. Co.
" Edward Mahler, Pur. Agt., Boston Elevated Ry. Co.
" Charles H. Bigelow, Insp. of Motive Power, Boston Ele- vated Ry. Co.
" John L. Mitchell, Supt. of Machine Shops, Boston Ele- vated Ry. Co.
" H. A. Pasho, Div. Supt., Boston Elevated Ry. Co.
Bridgeport, Conn. .Charles F. Heath, Bridgeport Traction Co.
" . .Robert A. McCullough, Bridgeport Traction Co.
Bridgeton, N. J Charles L. S. Tingley, Sec. and Treas., Bridgeton and
Mill ville Traction Co.
" B. Frank Hires, Gen. Man., Bridgeton and Millville
Traction Co.
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Twentieth Annual Meeting
Brockton, Mass.... John R.Graham, Second Vice-Pres., Brockton St. Ry.
• Co.
" Daniel Valentine, Div. Eng., Brockton St. Ry. Co.
" . ...E. J. Ranck, Mast. Mech., Brockton St. Ry. Co.
Buffalo, N. Y H. M. Pease, Aud., Buffalo. Ry. Co.
" Henry N. Ransom, Pur. Agt., Buffalo Ry. Co.
" " C. A. Coons, Asst. Supt., Buffalo Ry. Co.
" " O. C. Lewis, Eng. of Way, Buffalo, Ry. Co.
Camden, N. J M. C. Ludlam, Gen. Man.,' Camden, Gloucester and
Woodbury Ry. Co.
William Clyde, Mast. Mech., Camden, Gloucester and
Woodbury Ry. Co.
" " William S. Scull, Pres., Camden and Suburban Ry. Co.
" W. E. Harrington, Vice-Pres. and Gen. Man., Camden
and Suburban Ry. Co.
" " G. Genge Browning, Dir., Camden and Suburban Ry.
Co.
" F. A. Hewitt, Ch. Dispatcher, Camden and Suburban
Ry. Co.
" " William F. Weiss, Shop Foreman, Camden and Subur- ban Ry. Co.
Charleston, S. C ... Theodore W. Passailaigue, Supt., Charleston Con- solidated Ry., Gas and Elec. Co.
Chester, Pa John A. Rigg, Pres., Chester Traction Co.
" H. C. Moore, Vice-Pres., Chester Traction Co.
" " Frank L. Fuller, Gen. Man., Chester Traction Co.
" " A. G. Jack, Supt., Chester Traction Co.
Chicago, 111 H. M. Sloan, Gen. Man., Calument Elec. Ry. Co.
" T. C. Penington, Treas., Chicago City Ry. Co.
" C. N. Duffy, Aud., Chicago City Ry. Co.
" Richard McCulloch, Asst. Gen. Man., Chicago City Ry.
Co.
" C. E. Wilson, Ch. Eng., Chicago City Ry. Co.
" M. O'Brien, Mast. Mech., Chicago City Ry. Co.
" " H. B. Fleming, Supt. of Track, Chicago City Ry. Co.
" " L. Jewell, Supt. of Time Tables, Chicago City Ry. Co.
" C. E. Lund, Draughtsman, Chicago City Ry. Co.
" F. E. Smith, Aud., Chicago Consolidated Traction Co.
" J. Z. Murphy, Ch. Eng., Chicago Consolidated Traction
Co.
" T. A. Henderson, Gen. Supt., Chicago Union Traction
Co.
" P. Kneedham, Asst. Supt., Chicago Union Traction Co.
" J. Z. Murphy, Ch. Eng., Chicago Union Traction Co.
American Street Railway Association.
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Chicago, 111 John Millar, Mast. Mech., Chicago Union Traction Co.
" " William Walmsley, Supt., South Chicago City Ry. Co.
Cincinnati, Ohio. . . . J. B. Foraker, Jr., Vice-Pres., Cincinnati Traction Co.
" " S. C. Cooper, Sec, Cincinnati Traction Co.
" " W. H. McAllister, Aud., Cincinnati Traction Co.
" " J. H. Schoepf, Pur. Agt., Cincinnati Traction Co.
" " Robert T. Todd, Gen. Man., Cincinnati Traction Co.
" " . ... G. R. Scrugham, Pres., Cincinnati and Eastern Elec.
Ry. Co.
" " ....Lee H. Brooks, Vice-Pres., Cincinnati and Eastern
Elec. Ry. Co.
" "... J. M. Kennedy, Sec. and Treas., Cincinnati and Eastern
Elec. Ry. Co.
" " Ellis G. Kinkead, Gen. Counsel, Cincinnati and Eastern
Elec. Ry. Co.
Cleveland, Ohio. . .C. B. Easty, Mast. Mech., Cleveland City Ry. Co. " "... R. A. Harmon, Vice-Pres., Cleveland Elec. Ry. Co.
" . . .W. G. McDole, Aud., Cleveland Elec. Ry. Co. " .Ira A. McCormack, Gen. Man., Cleveland Elec. Ry. Co.
" " . . .Edwin C. Faber, Gen. Supt., Cleveland Eiec. Ry. Co.
" " ...Charles W. Wason, Pres., Cleveland, Painesville and
Eastern R. R. Co. " ...E. P. Roberts, Con. Eng., Cleveland, Painesville and
Eastern R. R. Co. " . . . R. L. Andrews, Gen. Man., Cleveland and Eastern Ry. Co. " " . . . F. H. Kirkham, Aud., Cleveland and Eastern Ry. Co.
" " .. .R. E. Danforth, Gen. Man., Lake Shore Elec. Ry. Co.
" " . .'. F. J. Stout, Gen. Supt., Lake Shore Elec. Ry. Co.
Columbus, Ohio P. V. Burington, Sec. and Aud., Columbus Ry. Co.
" M. S. Hopkins, Gen. Supt., Columbus Ry. Co.
Council Bluffs, la . W. B. Tarkington, Gen. Supt., Omaha and Council Bluffs Ry. and Bridge Co. " .Frank L. Brown, Cashier, Omaha and Council Bluffs Ry. and Bridge Co.
Danville, 111 W. B. McKinley, Sec, Danville St. Ry. and Light Co.
" S. L. Nelson, Gen. Man., Danville St. Ry. and Light Co.
Dayton, Ohio Valentine Winters, Pres., Dayton and Western Trac- tion Co.
" H. S. Johnson Gen. Man., People's Ry. Co.
Denison, Texas Fred. H. Fitch, Sec. and Gen. Man., Denison and Sher- man Ry. Co.
" H. T. Morrison, Supt., Denison and Sherman Ry. Co.
Denver Colo William G. Evans, Sec, Denver City Tramway Co.
" " S. M. Perry, Dir., Denver City Tramway Co.
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Tzventieth Annual Meeting
Denver, Colo John A. Beller, Con. Eng., Denver City Tramway Co.
Detroit, Mich Irwin Fullerton, Aud., Detroit United Rys.
Albert H. Stanley, Gen. Supt., Detroit United Rys.
" Irwin Fullerton, Aud., Detroit, Rochester and Lake
Orion Ry. Co.
" Albert H. Stanley, Gen. Supt., Detroit, Rochester and
Lake Orion Ry. Co.
Edgewater, N. J. . . A. M. Taylor, Pres., New Jersey and Hudson River Ry. and Ferry Co.
" ...Frank R. Ford, Vice-Pres., New Jersey and Hudson
River Ry. and Ferry Co. " . . .G. W. Bacon, Dir., New Jersey and Hudson River Ry.
and Ferry Co.
" . . . F. W. Bacon, Supt., New Jersey and Hudson River Ry. and Ferry Co.
" . . .C. F. Vebelacker, Eng., New Jersey and Hudson River Ry. and Ferry Co.
Elgin, 111 L. J. Wolf, Pres., Elgin, Aurora and- Southern Traction
Co.
" " F. M. Zimmerman, Gen. Man., Elgin, Aurora and
Southern Traction Co.
Elmira, N. Y William W. Cole, Vice-Pres., Elmira Water, Light and
R. R. Co.
" Francis G. Maloney, Supt., Elmira Water, Light and
R. R. Co.
Charles Chester, Eng., Elmira Water, Light and R. R.
Co.
Exeter, N. H A. E. McReel, Gen. Man., Exeter, Hampton and Ames- bury St. Ry. Co.
" E. B. Fuller, Atty., Exeter, Hampton and Amesbury St.
Ry. Co.
" " A. U. Jaastad, Eng., Exeter, Hampton and Amesbury
St. Ry.Co.
Fall River, Mass. .William H. Tucker, Supt., Globe St. Ry. Co.
Findlay, Ohio George B. Kerper, Pres., Findlay St. Ry. Co.
" " Charles F. Smith, Gen. Man., Findlay St. Ry. Co.
Fishkill on the Hudson, N. Y. John T. Smith, Pres., Citizens' St. Ry. Co.
Florence, Colo Thomas Robinson, Pres., Florence Elec. St. Ry. Co.
" " Harry Robinson, Sec, Florence Elec. St. Ry. Co.
Fond du Lac, Wis. .T. F. Grovcr, Pres. and Man., Fond du Lac St. Ry. and Light Co.
Grand Rapids, Mich. G. S. Johnson, Gen. Man., Grand Rapids Ry. Co.
" " " A. L. Parker, Second Vice-Pres., Grand Rapids, Hol-
land and Lake Michigan Rapid Ry. Co.
American Street Railway Association.
25
Grand Rapids, Mich. William D. Ray, Elec. Eng., Grand Rapids, Holland and Lake Michigan Rapid Ry. Co.
Hamilton, Ohio Will Christy, Pres., Southern Ohio Traction Co.
" " L. J. Wolf, Dir., Southern Ohio Traction Co.
" " L. M. Sheldon, Elec. Supt., Southern Ohio Traction Co.
Hamilton, Canada. .C. K. Green, Traction Man., Hamilton Elec. Light and Cataract Power Co. " " . .F. B. Griffith, Supt., Hamilton Elec. Light and Cataract
Power Co.
" " ..W. H. Delany, Hamilton Elec. Light and Cataract
Power Co.
..W. J.Griffith, Hamilton Elec. Light and 'Cataract Power Co.
Hancock, Mich John R. Oakley, Man., Houghton County St. Ry. Co.
" C. Densmore Wyman, Eng., Houghton County St. Ry.
Co.
" Albert B. Herrick, Con. Eng., Houghton County St. Ry.
Co.
Harrisburg, Pa Frank B. Musser, Supt., Harrisburg Traction Co.
" Mason D. Pratt, Eng., Harrisburg Traction^ Co.
Hartford, Conn E. S. Goodrich, Pres., Hartford St. Ry. Co.
"... Elmer M. White, Cashier, Hartford St. Ry. Co. " . . . W. H. Wilkinson, Asst. Eng., Hartford St. Ry. Co.
Hazleton, Pa A. Markle, Gen. Man., Lehigh Traction Co.
" George W. Thompson, Supt., Lehigh Traction Co.
" C. A. B. Houck, Elec. Eng., Lehigh Traction Co.
Hoboken, N. J David Young, Pres., Jersey City, Hoboken and Paterson
St. Ry. Co.
" Schuyler C. Stivers, Aud., Jersey City, Hoboken and
Paterson St. Ry. Co.
" CD. Baldwin, Purch. Agt., Jersey City, Hoboken and
Paterson St. Ry. Co.
" Thomas J. Comerford, Aud. Dept., Jersey City, Hoboken
and Paterson St. Ry. Co.
" Robert K. Boyle, Aud. Dept., Jersey City, Hoboken and
Paterson St. Ry. Co.
" F. F. Bodler, Mast. Mech., Jersey City, Hoboken and
Paterson St. Ry. Co.
" W. S. Jackson, Line Supt., Jersey City, Hoboken and
Paterson St. Ry. Co.
Houston, Tex Karl A. Andren, Purch. Agt., Houston Elec. St. Ry. Co.
Indianapolis, Ind.. .Charles Remelius, Mech. Eng., Indianapolis St. Ry. Co. s Jersey City, N. J.... David Young, Vice-Pres., North Jersey St. Ry. Co.
" Edward N. Hill, Treas., North Jersey St. Ry. Co.
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Twentieth Annual Meeting
Jersey City, N. J. . . . E. D. Hibbs, Aud., North Jersey St. Ry. Co.
" George F. Chapman, Gen. Supt., North Jersey St. Ry. Co.
" Thomas F. Spellane, Sec. to Vice-Pres., North Jersey St.
Ry.Co.
" " . . . . M. R. Boylan, Bookkeeper, North Jersey St. Ry. Co. "... J. W. Leahy, Eng., North Jersey St. Ry. Co.
" H. H. Adams, Mast. Mech., North Jersey St. Ry. Co.
" "... .Charles Dunn, Line Supt., North Jersey St. Ry. Co.
" " " Henry Hopkins, Div. Supt., North Jersey St. Ry. Co.
" C: W. Shipman, Div. Supt., North Jersey St. Ry. Co.
Johnstown, Pa C. B. Entwisle, Eng., Johnstown Pass. Ry. Co.
Joliet, 111 Samuel G. De Coursey, Pres., Joliet R. R. Co.
" F. E. Fisher, Gen. Man., Joliet R. R. Co.
" A. S. Kibbe, Eng., Joliet R. R. Co.
" , . : J. R. Blackhall, Elec. Supt., Joliet R. R. Co.
Kalamazoo, Mich. .D. A. Hegarty, Gen. Man., Michigan Traction Co. " " .. R. L. Rand, Gen. Supt., Michigan Traction Co.
" . . W. W. S. Butler, Supt., Michigan Traction Co. " . . W. R. Benson, Eng., Michigan Traction Co. Kansas City, Mo... Walton H. Holmes, Pres., East Side Elec. Ry. Co. " " . . .James A. Blair, Dir., East Side Elec. Ry. Co. " " . . . J. B. Dennis, Dir., East Side Elec. Ry. Co. " . . . W. S. Miller, Dir., East Side Elec. Ry. Co. " " " . . .Walton H. Holmes, Pres., Metropolitan St. Ry. Co.
" ...W. E. Kirkpatrick, Sec. and Treas., Metropolitan St. Ry. Co.
" . . .H. C. Switzgable, Purch. Agt., Metropolitan St. Ry. Co. " " " . . .G. W. Bacon, Guest, Metropolitan St. Ry. Co.
" . . .H. Beardsley, Guest, Metropolitan St. Ry. Co. " . . .C. S. Gleed, Guest, Metropolitan St. Ry. Co.
Kenosha, Wis B. J. Arnold, Pres., Kenosha St. Ry. Co.
" W. L. Arnold, Vice-Pres., Kenosha St. Ry. Co.
" R. G. Arnold, Sec, Kenosha St. Ry. Co.
Knoxville, Tenn. .. Robert Kinsell Howard, Supt., Knoxville Traction Co.
Lancaster, Pa William B. Given, Pres., Conestoga Traction Co.
" Frank S. Given, Gen. Man., Conestoga Traction Co.
" O. M. Hoffman, Sec. and Treas., Conestoga Traction Co.
" W. H. Lindsay, Dir., Conestoga Traction Co.
" J. J. Stewart, Dir., Conestoga Traction Co.
" H. B. Rhodes, Supt., Conestoga Traction Co.
" John H. Cramer, Elec. Supt., Conestoga Traction Co.
Lebanon, Pa John A. Rigg, Pres., Lebanon Valley St. Ry. Co.
" H. C. Moore, Vice-Pres., Lebanon Valley St. Ry. Co.
" " Frank L. Fuller, Gen. Man., Lebanon Valley St. Ry. Co.
" C. H. Smith, Supt., Lebanon Valley St. Ry. Co.
American Street Railway Association.
*7
Lexington, Ky R. E. Hunt, Asst. Man., Lexington Ry. Co.
Little Rock, Ark. J. A. Trawick, Man., Little Rock Traction and Elec. Co. London, Canada. . . .C. E. A. Carr, Gen. Man., London St. Ry. Co.
" " E. R. Carrington, Special Agt., London St. Ry. Co.
Louisville, Ky T. J. Minary, Pres., Louisville Ry. Co.
" " St. John Boyle, Vice-Pres., Louisville Ry. Co.
" F. H. Miller, Ch. Eng., Louisville Ry. Co.
Lowell, Mass David Bruce, Div. Supt., Lowell, Lawrence and Haver- hill St. Ry. Co.
Lynn, Mass Elwin C. Foster, Gen. Man., Lynn and Boston R. R. Co.
" H. C. Page, Gen. Supt., Lynn and Boston R. R. Co.
" " H. E. Farrington, Mast. Mech., Lynn and Boston R. R.
Co.
" " L. H. McLain, Lynn and Boston R. R. Co.
Lynchburg, Va R. D. Apperson, Pres. and Gen. Man., Lynchburg
Traction and Light Co. " . ...J. R. Miller, Clerk, Lynchburg Traction and Light Co.
Maynard, Mass Walter R. Dame, Pres., Concord, Maynard and Hudson
Ry. Co.
" John W. Ogden, Supt., Concord, Maynard and Hudson
Ry. Co.
Meriden, Conn N. H. Heft, Pres., Meriden Elec. R. R. Co.
" W. R. Happen, Sec, Meriden Elec. R. R. Co.
" W. P. Bristol, Supt., Meriden Elec. R. R. Co.
Merrimac, Mass E. P. Shaw, Pres., Haverhill and Amesbury St. Ry. Co.
" E. P. Shaw, Jr., Gen. Man., Haverhill and Amesbury St.
Ry. Co.
" "... .A. E. Childs, Dir., Haverhill and Amesbury St. Ry. Co.
Milford, Mass E. W. Goss, Treas. and Gen. Man., Milford, Holliston
and Framingham St. Ry. Co.
" Charles H. Taylor, Carpenter, Milford, Holliston and
Framingham St. Ry. Co. Milwaukee, Wis... John I. Beggs, Gen. Man., Milwaukee Elec. Ry. and Light Co.
" . . . H. C. Mackay, Aud., Milwaukee Elec. Ry. and Light Co. " ...William H. Greenslade, Supt. of Trans., Milwaukee
Elec. Ry. and Light Co. " ... Fred. G. Simmons, Supt. of Con., Milwaukee Elec. Ry.
and Light Co.
" ...Edwin W. Olds, Supt. Rolling Stock, Milwaukee Elec.
Ry. and Light Co. " . . .0. M. Rau, Supt. of Lighting, Milwaukee Elec. Ry. and
Light Co.
Montreal, Canada. .W. G. Ross, Comptroller, Montreal St. Ry. Co.
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Twe?itieth Annual Meeting
Montreal, Canada .. H. R. Lockhart, Supt. of Power Station, Montreal St. Ry. Co.
New Bedford, Mass. Edward E. Potter, Gen. Supt., Union St. Ry. Co.
" Elton S. Wilde, Asst. Treas., Union St. Ry. Co. New Brunswick,N.J. Gottfried Krueger, Pres., Middlesex and Somerset Trac- tion Co.
" Andrew Radel, Vice-Pres., Middlesex and Somerset Traction Co.
" Edward H. Radel, Sec. and Treas., Middlesex and Som- erset Traction Co. " T. F. Walsh, Gen. Man., Middlesex and Somerset Trac- tion Co.
" James Butler, Gen. Supt., Middlesex and Somerset Trac- tion Co.
" David McGregor, Elec, Middlesex and Somerset Trac- tion Co.
New Haven, Conn.. Henry S. Parmelee, Pres., Fair Haven and Westville R. R. Co.
" . . Leverett Candee, Sec. and Treas., Fair Haven and West- ville R. R. Co.
" . .T. R. Hull, Supt., Fair Haven and Westville R. R. Co. " . . Francis G. Daniell, Elec. Eng., Fair Haven and Westville R. R. Co.
" . John K. Punderford, Track Eng., Fair Haven and West- ville R. R. Co.
New Orleans, La. . . W. B. Brockway, Asst. Sec, New Orleans and Carrollton R. R. Co.
" ...H. A. Davis, Supt. of Equipment, New Orleans and
Carrollton R. R. Co. " ...Charles J. Hardy, Eng., New Orleans and Carrollton
R. R. Co.
New York, N. Y J. L. Greatsinger, Pres., Brooklyn Heights R. R. Co.
. . .C. D. Meneely, Sec. and Treas., Brooklyn Heights R. R. Co.
. . . J. C. Brackenridge, Gen. Man., Brooklyn Heights R. R. Co.
...W. W. Wheatly, Gen. Supt., Brooklyn Heights R. R.
Co. •
...Eugene Chamberlin, Supt. of Equipment, Brooklyn
Heights R. R. Co. ...C. E. Roehl, Elec. Eng., Brooklyn Heights R. R. Co. . . . W. T. Thompson, Mast. Mech., Brooklyn Heights R. R.
Co.
...Arthur J. Wilson, Mast. Mech., Elevated Division, Brooklyn Heights R. R. Co.
American Street Railway Association.
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ew York, N. Y Franklin E. Morse, Supt. of Power Houses, Brooklyn
Heights R. R. Co.
" " ....H. A. Crowe, Chief of Transfer Div., Brooklyn Heights
R. R. Co.
" " ....William T. Duncan, Div. Supt., Brooklyn Heights R. R.
Co.
" " George Goodwin, Div. Supt., Brooklyn Heights R. R.
Co.
" Miller Robbins, Jr., Div. Supt., Brooklyn Heights R. R.
Co.
" "... .John L. Heins, Pres., Coney Island and Brooklyn R. R.
Co.
" "... .Louis Fitzgerald, Vice-Pres., .'Coney Island and Brook-
lyn R. R. Co.
" " .... Duncan B. Cannon, Sec. and Treas., Coney Island and
Brooklyn R. R. Co. " ... .Dennis W. Sullivan, Supt., Coney Island and Brooklyn R. R. Co.
" ....Howard A. Mock, Elec. Eng., Coney Island and
Brooklyn R. R. Co.
" Herbert H. Vreeland, Pres., Metropolitan St. Ry. Co.
" ....Daniel B. Hasbrouck, Vice-Pres., Metropolitan St. Ry.
Co.
" " .... Charles E. Warren, Sec, Metropolitan St. Ry. Co.
" . . . . H. S. Beattie, Treas., Metropolitan St. Ry. Co.
" M. G. Starrett, Elec. Eng., Metropolitan St. Ry. Co.
" ... .Thomas A. Delaney, Supt. of Transportation, Metropol- itan St. Ry. Co.
" D. C. Moorehead, Aud., Metropolitan St. Ry. Co.
" ....Henry A.Robinson, Counsel, Metropolitan St. Ry. Co.
" ... .George W. Linch, Asst. Sec, Metropolitan St. Ry. Co.
" " R. McKean Barry, Asst. Treas., Metropolitan St. Ry.
Co.
" James Parker, Chief Inspector, Metropolitan St. Ry. Co.
" W. A. Pearson, Elec. Eng., Metropolitan St. Ry. Co.
" W. H. Fiske, Elec. Dept., Metropolitan St. Ry. Co.
" James P. McQuaide, Elec. Dept., Metropolitan St. Ry.
Co.
" J. W. Putnam, Elec. Dept., Metropolitan St. Ry. Co.
" ... .James D. Andrew, Mech. Eng., Metropolitan St. Ry. Co.
" Don R. Almy Legal Dept., Metropolitan St. Ry. Co.
" J. R. Beetem, Vice-Pres. and Gen. Man., New York and
Queen's County Ry. Co. " .... F. P. Maize, Supt. of Motive Power, Xew York and
Queen's County Ry. Co.
30 Twentieth Annual Meeting
New York, X. Y. ... D. W. Murphy, Elec. Eng., New York and Queen's County Ry. Co.
" F. W. Hebberd, Supt. of Transportation, New York and
Queen's County Ry. Co. " ....Charles G. Fitch, Asst. to Vice-Pres., Xew York and Queen's County Ry. Co.
Norfolk, Va W. M. Rosborough, Supt., Norfolk Ry. and Light Co.
" " Thomas B. Ogle, Elec. Norfolk Ry. and Light Co.
Norristown, Pa John A. Rigg, Pres., Schuylkill Valley Traction Co.
" " H. C. Moore, Vice-Pres., Schuylkill Valley Traction Co.
" " F. L. Fuller, Gen. Man., Schuylkill Valley Traction Co.
"... .George Hoeger, Supt., Schuylkill Valley Traction Co.
Norwich, Conn Walter L. Adams, Sec. and Supt., Norwich St. Ry. Co.
Oakland, Cal W. F. Kelly, Gen. Man., Oakland Transit Co.
Oil City, Pa John R. Fobes, Gen. Man., Venango Power and Trac- tion Co.
Omaha, Xeb Dell H. Goodrich Sec, Omaha St. Ry. Co.
" W. A. Smith, Gen. Man., Omaha St. Ry. Co.
Oneida, X. Y C. Loomis Allen, Pres., Oneida Ry. Co.
" " R. E. Drake, Sec. and Treas., Oneida Ry. Co.
" W. K. Archbold, Dir., Oneida Ry. Co.
Ottawa, Canada. . . .T. Aheam, Pres., Ottawa Elec. Ry. Co.
James D. Fraser, Sec. and Treas., Ottawa Elec. Ry. Co.
"... .J. E. Hutcheson, Supt., Ottawa Elec. Ry. Co.
Peoria, 111 L. E. Myers, Gen. Man., Peoria and' Pekim Terminal
Ry. Co.
" Walter Barker, Dir., Peoria and Pekin Terminal Ry. Co.
" I. C. Pinkney, Gen. Counsel, Peoria and Pekin Terminal
Ry. Co.
Philadelphia, Pa.. . ]ohn A. Rigg, Pres., Holmesburg, Tacony and Frankfort Elec. Ry. Co.
" ..H. C. Moore, Vice-Pres., Holmesburg, Tacony and Frankfort Elec. Ry. Co.
" ..Frank L. Fuller, Gen. Man., Holmesburg, Tacony and Frankfort Elec. Ry. Co.
" ..Harry Glazier, Supt., Holmesburg, Tacony and Frank- fort Elec. Ry. Co.
" " . .John A. Rigg, Pres.,. Roxborough, Chestnut Hill and Nor-
ristown Ry. Co.
" " . . H. C. Moore, Vice-Pres., Roxborough, Chestnut Hill and
Norristown Ry. Co. " . . Frank L. Fuller, Gen. Man., Roxborough, Chestnut Hill
and Norristown Ry. Co. " " ..George Haeger, Supt., Roxborough, Chestnut Hill and
Xorristown Ry. Co.
American Street Railway Association .
3i
Philadelphia, Pa. .Walter Ellis, Gen. Supt., Union Traction Co.
" " . .James Bricker, Supt. of Transportation, Union Traction
Co.
" " . . W. S. Twining, Chief Eng., Union Traction Co.
" " . .Charles Hewitt, Elec. Eng., Union Traction Co.
" " . .W. L. Maize, Purch. Agt., Union Traction Co.
" " . . F. H. Lincoln, Supt. of Lines and -Cables, Union Trac-
tion Co.
" " . . R. G. Oliver, Mast. Mech., Union Traction Co.
" " . .Frank Wampler, Mast. Mech., Union Traction Co.
" " . .J. B. Nicholls, Eng. of Way, Union Traction Co.
Pittsburg, Pa Charles Fitzgerald, Gen. Supt., Consolidated Traction
Co.
" " Samuel E. Moore, Compt., Consolidated Traction Co.
" " Fritz Uhlenhaut, Jr., Ch. Eng., Consolidated Traction Co.
" " George S. Davison, Gen. Man., Monongahela St. Ry. Co.
" " Frank McCoy, Supt., Monongahela St. Ry. Co.
" W. R. McAdoo, Gen. Man., Pittsburg, McKeesport and
Connellsville Ry. Co.
" W. S. Kuhn, Asst. Treas., Pittsburg, McKeesport and
Connellsville Ry. Co.
" " J. Wilbur Brown, Div. Supt., Pittsburg, McKeesport and
Connellsville Ry. Co.
" C. S. Mitchell, Aud., United Traction Co.
Plymouth, Mass Gardner F. Wells, Man., Plymouth and Brockton St.
Ry. Co.
" " ....Charles S.Clark, Dir., Plymouth and Brockton St. Ry.
Co.
Pomeroy, Ohio John Blair McAfee, Gen. Man., Ohio River Elec. Ry.
and Power Co.
" Louis L. Kite, Treas., Ohio River Elec. Ry. and Power
Co.
" Charles L. Furbay, Supt., Ohio River Elec. Ry. and
Power Co.
Port Chester, N. Y.Charles A. Singer, Pres., New York and Stamford Ry. Co.
" .G. Stanley Heft, Vice-Pres., New York and Stamford Ry. Co.
" . L. R. France, Ch. Eng., New York and Stamford Ry. Co. " " .W. M. Hoyt, Elec, New York and Stamford Ry. Co.
" .A. L. Bell, Painter, New York and Stamford Ry. Co.
Portland, Me William R. Wood, Pres., Portland R. R. Co.
" E. A. Newman, Treas., Portland R. R. Co.
" C. F. Libby, Dir., Portland R. R. Co.
32
Twentieth Annual Meeting
Portland, Me Charles H. Prescott, Dir., Portland R. R. Co.
" W. A. Wheeler, Dir., Portland R. R. Co.
" Annin Whitney, Dir., Portland R. R. Co.
Pottsville, Pa Clarence P. King, Pres., Pottsville Union Traction Co.
Providence, R. I. . .J. E. Thielsen, Supt., Providence and Danielson Ry. Co.
" . . .D. F. Sherman, Dir., Providence and Danielson Ry. Co. " " . . .George B. Francis, Ch. Eng., Union R. R. Co.
" " ...William D.Wright, Supt. of Equipment, Union R. R.
Co.
" . . .H. F. Pussington, Supt. of Track, Union R. R. Co.
Reading, Pa John A. Rigg, Pres., United Traction Co.
" Henry C. Moore, Vice-Pres., United Traction Co.
" M. C. Aulenbach, Sec. and Treas., United Traction Co.
" Frank L. Fuller, Gen. Man., United Traction Co.
" S. E. Rigg, Gen. Supt., United Traction Co.
" " George W. Ammon, Dir., United Traction Co.
Richmond, Va W. S. Dimmock, Gen. Man., Richmond Pass, and Power
Co.
" L. E. Spencer, Aud., Richmond Pass, and Power Co.
Rochester, N. Y.. . .T. J. Nicholl, Vice-Pres. and Gen. Man., Rochester Ry. Co.
" "... . W. B. Farnham, Sec. to Pres., Rochester Ry. Co.
" " ... .J. H. Stedman, Transfer Agent, Rochester Ry. Co.
"... .Legrand Brown, Ch. Eng., Rochester Ry. Co.
Rockford, 111 George W. Knox, Con. Eng., Rockford Ry., Light and
Power Co.
" " F. A. Poor, Dir., Rockford Ry., Light and Power Co.
Rockland, Me George E. Macomber, Pres., Rockland, Thomaston and
Camden St. Ry. Co.
" " .... S. M. Bird, Vice-Pres., Rockland, Thomaston and Cam-
den St. Ry. Co.
" " ... .Thomas Hawken, Supt., Rockland, Thomaston and Cam-
den St. Ry. Co.
" " John F. Hill, Dir., Rockland, Thomaston and Camden
St. Ry. Co.
Salt Lake City, Utah. Walter P. Read, Vice-Pres. and Gen. Supt., Consoli- dated Ry. and Power Co. " William E. Read, Machinist, Consolidated Ry. and Power Co.
San Antonio, Texas. E.H. Jenkins, Pres., San Antonio Traction Co.
" " . .J. B. Cahoon, Con. Eng., San Antonio Traction Co.
" " .. H. B. Wilson, Dir., San Antonio Traction Co.
San Juan, Porto Rico. G. H. Walbridge, Pres., San Juan Light and Transit Co.
" " . .H. S. Collette, Sec, San Juan Light and Transit Co.
American Street Raihvay Association.
33
San Juan, Porto Rico. J.G. White, Dir., San Juan Light and Transit Co.
" " ..Maurice Hoopes, Mech. Eng., San Juan Light and Tran-
sit Co.
" " . . H. A. Lardner, Elec. Eng., San Juan Light and Transit
Co.
Saratoga Springs, N. Y.H. A. Fitzsimmons, Supt., Saratoga Traction Co.
" " .W. C. Colburn, Purch. Agt., Saratoga Traction Co.
" " .Charles T. Ames, Gen. Freight Agt., Saratoga Trac-
tion Co.
" " .J. A. Powers, Chairman of Ex. Com., Saratoga Trac-
tion Co.
Schenectady, N. Y..R. H. Fraser, Vice-Pres. and Man., Schenectady Ry. Co.
" " .James O. Carr, Treas. Schenectady Ry. Co.
" " .W. Gibson Carey, Con. Eng., Schenectady Ry. Co.
Seattle, Wash Charles F. Wallace, Eng., Seattle Elec. Co.
Spokane, Wash D. L. Huntington, Gen. Man., Washington Water Power
Co.
" " Leslie, R. Notbohm, Supt., Washington Water Power Co.
Springfield, 111 T. H. Minary, Man., Springfield Consolidated Ry. Co.
" "... J. S. Minary, Sec. and Treas., Springfield Consolidated
Ry. Co.
" " Tilford Boyle, Eng., Springfield Consolidated Ry. Co.
Springfield, Mass. .George W. Cook, Gen. Supt., Springfield St. Ry. Co. Springfield, Ohio. .H. J. Crowley, Vice-Pres., Springfield Ry. Co.
" . John H. Miller, Gen. Man., Springfield Ry. Co. St. Joseph, Mich....W. Worth Bean, Pres., Benton Harbor and St. Joseph Elec. Ry. and Light Co.
St. Joseph, Mo John H. Van Brunt, Supt., St. Joseph Ry., Light, Heat
and Power Co.
" F. L. Stribben, Adv. Man., St. Joseph Ry., Light, Heat
and Power Co.
St. Louis, Mo T. C. Kimber, Sec. and Treas., St. Louis and Suburban
Ry. Co.
T. M. Jenkins, Gen. Man., St. Louis and Suburban Ry. Co.
G. J. Smith, Mast. Mech., St. Louis and Suburban Ry. Co.
C. H. Lansdale, St. Louis and Suburban Ry. Co.
Frank R. Henry, Aud., St. Louis Transit Co.
J. Boyle Price, Purch. Agt., St. Louis Transit Co.
Frank J. Duffy, Paymaster, St. Louis Transit Co.
Edward Strassburger, Storekeeuer, St. Louis Transit Co.
M. R. Griffeth, Elec, St. Louis Transit Co.
Syracuse, N. Y William P. Gannon, Pres., Syracuse Rapid Transit Ry.
Co.
" " Edward G. Connette, Vice-Pres. and Gen. Man., Syra-
cuse Rapid Transit Ry. Co.
34
Twentieth Annual Meeting
Terre Haute, Ind. .Guy E. Tripp, Treas., Terre Haute Elec. Co.
" " . .Karl A. Andren, Purch. Agt., Terre Haute Elec. Co.
Toledo, Ohio Albion E. Lang, Pres., Toledo Traction Co.
" L. E. Beilstein, Vice-Pres. and Gen. Man., Toledo
Traction Co.
" . . .John F. Collins, Supt., Toledo Traction Co.
" Ernest J. Bechtel, Elec. Eng., Toledo Traction Co.
Topeka, Kansas. . . .Clifford C. Baker, Pres., Topeka Ry. Co.
F. G. Willard, Dir., Topeka Ry. Co.
Toronto, Canada. . .J. M. Smith, Comptroller, Toronto Ry. Co.
" .Edward H. Keating, Man., Toronto Ry. Co. " . . .E. MacKenzie, Asst. Supt., Toronto Ry. Co. " . . .W. H. Moore, Solicitor, Toronto Ry. Co.
Trenton, N. J Henry C. Moore, Pres., Trenton St. Ry. Co.
" " John A. Rigg, Vice-Pres., Trenton St. Ry. Co.
" " F. L. Fuller, Gen. Man., Trenton St. Ry. Co.
" " Peter E. Hurley, Gen. Supt., Trenton St. Ry. Co.
Troy, N. Y John W. McNamara, Second Vice-Pres., United Traction •
Co.
" " Edgar S. Fassett,'Supt., United Traction Co.
Venice, 111. Fred E. Allen, Pres., Venice, Madison and Granite City
Ry. Co.
" " H. O. Rockwell, Eng., Venice, Madison and Granite City
Ry. Co.
" " George D. Rosenthal, Dir., Venice, Madison and Granite
City Ry. Co.
Vicksburg, Miss. .. .James Z. George, Gen. Man., Vicksburg R. R., Power and Mfg. Co.
Washington, D. C. .George H. Harries, Vice-Pres., Columbia Ry. Co.
" . .James B. Lackey, Sec, Columbia Ry. Co. " . .William F. Ham, Comptroller, Columbia Ry. Co. " . . H. W. Fuller, Gen. Man., Columbia Ry. Co'. " " . .R. N. Barrows, Purch. Agt., Columbia Ry. Co.
Waterbury, Conn. .Charles M. Heminway, Aud., Connecticut Lighting and Power Co.
" . .J. B. Whitehead, Purch. Agt., Connecticut Lighting and Power Co.
" ..Lincoln S. Risley, Clerk, Connecticut Lighting and Power Co.
" .. Eugene Marlow, Claim Agt., Connecticut Lighting and Power Co.
" " . . W. T. Oviatt, Elec, Connecticut Lighting and Power Co.
" ..J. P. Carrier, Div. Supt., Connecticut Lighting and Power Co.
American Street Railway Association.
35
Waterbury, Conn. F. L. Ferry, Div. Supt., Connecticut Lighting and Power Co.
" " . J. F. Hines, Div. Supt., Connecticut Lighting and Power
Co.
" " . .E. F. Kyle, Div. Supt., Connecticut Lighting and Power
Co.
" " . .C. A. Tomlinson, Div. Supt., Connecticut Lighting and
Power Co.
" " . .A. V. Wainwright, Div. Supt., Connecticut Lighting and
Power Co.
" " . .William Darbee, Clerk, Connecticut Lighting and Power
Co.
Webb City, Mo C. E. Baker, Supt. of Transportation, Southwest Missouri
Elec. Ry. Co.
West Haven, Conn. Albert E. Pond, Pres., Winchester Avenue R. R. Co.
" " George K. Hyde, Elec. Eng., Winchester Avenue R. R.
Co.
Westwood, Mass. . .Fred S. Gore, Treas., Norfolk-Western St. Ry. Co.
" . . .A. D. Gore, Mast. Mech., Norfolk-Western St. Ry. Co. " . . John A. Duggan, Supt. of Construction, Norfolk-Western St. Ry. Co.
Wheeling, West Va.W. A. Shirley, Sec. and Treas., Wheeling Ry. Co.
" " Paul O. Reymann, Pres., Wheeling and Elm Grove R. R.
Co.
Wilkesbarre, Pa . . John A. Rigg, Pres., Wilkesbarre and Wyoming Valley Traction Co.
" . .Henry C. Moore, Vice-Pres., -Wilkesbarre and Wyoming Valley Traction Co. " " . .William S. Bell, Sec, Wilkesbarre and Wyoming Valley
Traction Co.
w " . . Frank L. Fuller, Gen. Man., Wilkesbarre and Wyoming
Valley Traction Co.
" . .Thomas A. Wright, Gen. Supt., Wilkesbarre and Wyo- ming Valley Traction Co.
" . .J. C. Clifford, Supt., Wilkesbarre and Wyoming Valley Traction Co.
"..James Fagan, Elec. Eng., Wilkesbarre and Wyoming Valley Traction Co. Williamsport, Pa. . Ernest H. Davis, Gen. Man., Williamsport Pass. Ry. Co.
" ..Charles T. Herrick, Foreman, Williamsport Pass. Ry. Co.
Wilmington, Del. . .John A. Rigg, Pres., Wilmington City Ry. Co.
" ...Henry C. Moore, Vice-Pres., Wilmington City Ry. Co.
36
Twentieth Annual Meeting
Wilmington, Del ... Frank L. Fuller, Gen. Man., Wilmington City Ry. Co. " " ...Charles R. Van Trump, Supt., Wilmington City Rv.
Co.
Wolcott, Kan Charles O. Evarts, Treas., Kansas City-Leavenworth R.
R. Co.
" " ...... W. G. McDole, Aud., Kansas City-Leavenworth R. R.
Co.
Worcester, Mass.. J. W. Lester, Treas., Worcester Consolidated St. Ry.
Co.
" " . .R. T. Laffin, Gen. Man., Worcester Consolidated St. Ry.
Co.
" ..John N. Akarman, Supt., Worcester Consolidated St. Ry. Co.
" " ..William Pestell, Supt.,. of Motive Power, Worcester
Consolidated St. Ry. Co.
York, Pa '. W. H. Lanius, Pres., York St. Ry. Co.
" George P. Smyser, Dir., York St. Ry. Co.
Youngstown, Ohio.. A. A. Anderson, Gen. Man., Mahoning Valley Ry. Co.
" . .Harry Dixon, Asst. Treas., Mahoning Valley Ry. Co.
REPRESENTATIVES OF XON-MEMBERS. (Arranged Alphabetically According to Cities.)
Companies not members of the Association were represented as follows: \
Anderson, Ind Albert S. Richey, Elec. Eng., Union Traction Co. of
Indiana.
" J. S. Hamlin, Mast. Mech., Union Traction Co. of
Indiana.
Boston, Mass. F. W. Toppan, Sec. and Treas., Bay State Traction Co.
Buffalo, N. Y E. H. Bates, Buffalo, Amburg and Aurora Ry. Co.
" Henry McTighe, Buffalo, Niagara Falls and Rochester
R.' R. Co.
" " T. C. Frenyear, Ft. Erie Ferry Ry. Co.
Burlington, Vt W. F. Hender, Pres., Military Post R. R. Co.
Cattaraugus, N. Y..U. L. Upson, Vice-Pres. and Gen. Man., Buffalo, East
Otto and Cattaraugus Ry. Co. Chestertown, Md. .Henry W. Catlin, Sec, Chestertown St. Ry. Co.
Concord, N. H Henry A. Albin, Concord St. Ry. Co.
Cincinnati, Ohio. .. .Stanley Shaffer, Sec, Cincinnati, Lawrenceburg and
Aurora Elec St. R. R. Co. " " . . . . B. E. Hooven, Gen. Man., Cincinnati, Lawrenceburg and
Aurora Elec St. R. R. Co.
American Street Railway Association.
37
Danbury, Conn Edward W. Sheed, Danbury and Harlem Traction Co.
" " F. N. Siebert, Danbury and Harlem Traction Co.
Dayton, Ohio Harrie P. Clegg, Sec, Oakwood St. Ry. Co.
Doyle stown, Pa C. G. Wingate, Supt. of Con., Doylestown and Easton
St. Ry. Co.
Easton, Pa W. O. Hay, Sec, Easton and Nazareth St. Ry. Co.
" " Herbert E. Reed, Supt., Easton and Nazareth St. Ry. Co.
Essex, N. J Francis M. Epply, Pres., Essex St. Ry. Co.
Fall River, Mass. .W. H. Tucker, Old Colony St. Ry. Co.
Folso.m, Pa W. H. Janney, Gen. Man., Media, Middletown, Aston
and Chester Elec Ry. Co. Fon du Lac, Wis. . . .Ned W. Low, Wisconsin Midland R. R. Co.
" " .... A. L. Hutchinson, Wisconsin Midland R. R. Co.
Gloversville, N. YJ. N. Shannahan, Fonda, Johnstown and Gloversville
R. R. Co.
Hartford, Conn .... J. W. Haynes, Sec, Hartford, Manchester and Rockville Tramway Co.
Holyoke, Mass William S. Loomis, Holyoke St. Ry. Co.
Hudson, N. Y M. E. Stark, Supt., Albany and Hudson Ry. and
Power Co.
Jacksonville, Fla. .F. Q. Brown, Pres., Jacksonville St. Ry. Co. Lexington, Mass. . .Horace B. Parker, Pres., Lexington and Boston St. Ry. Co.
" " . . .Charles Johnson, Lexington and Boston St. Ry. Co.
Los Angeles, Cal. . .E. A. Hathaway, Mast. Mech., Los Angeles Ry. Co.
Middleboro, Mass . Charles H. Cox, Supt., Middleboro, Wareham and Buz- zard's Bay St. Ry. Co.
Montreal, Canada. Orville A. Honnold, Supt. of Con., Lachine Rapids Hy- draulic and Land Co., Ltd.
Morristown, N. J..F. M. Van Dervoort, Asst. Supt., United Elec. Co., of New Jersey.
Newburyport, Mass.F. R. Newman, Citizens Elec. St. Ry Co.
Newton, Mass Thomas D. Chambers, Pres., Newton Elec. St. Ry. Co.
New York, N. Y. . . .Robert E. Binning, Ch. Eng., Union Ry. Co.
" .... James Carrigan, Gen. Supt., Union Ry. Co. Niagara Falls, N.Y.Godfrey Morgan, Gen. Man., The Niagara Gorge R. R. Co. Norfolk, Va A. L. Crater, Mast. Mech., Norfolk and Atlantic Ter- minal Co.
" L. D. Mathes, Gen. Supt., Norfolk and Atlantic Terminal
Co.
Northampton, Mass.M. A. Coolidge, Gen. Man., Northampton and Amherst St. Ry. Co.
" .Edward C. Crosby, Purch. Agt., Northampton and Am- herst St. Ry. Co.
38
Twentieth Annual Meeting
Ogdensburg, N. Y. .Henry A. Sage, Pres., Ogdensburg St. R. R. Co. Olean, N. Y. ..... . .Harry L. Pierce, Pres., Olean, Rock City and Bradford
R. R. Co.
Oshkosh, Wis J. K. Tillotson, Winnebago Traction Co.
" " J. K. Tillotson, Jr., Winnebago Traction Co.
Philadelphia, Pa..W. S. Taylor, Philadelphia and West Chester Traction Co.
" " . A. G. Davids, United Power and Transportation Co.
" " . .A. E. Meixell, Supt., Fairmount Park Transportation Co.
Pittsburg, Pa W. D. Chapman, Westmoreland Ry. Co.
Point Pleasant, N. J. F. J. Chamberlin, Supt., Bay Head and Point Pleasant St. R. R. Co.
Port Norfolk, Va...M. P. Jones, Supt., Portsmouth and Newport News Ry. Co.
Portsmouth, N. H. .E. Burton Hart, Jr., Pres., Portsmouth, Kittery and York St. Ry. Co.
Putnam, Conn J. S. Thornton, Purch. Agt., The People's Tramway Co.
Red Bank, N. J William F. Hogan, Pres., Monmouth Elec. Co.
Roanoke, Va R. W. Palmer, Supt., Roanoke Ry. and Elec. Co.
Sanford, Me Ivan L. Meloon, Supt., Sanford and Cape Porpoise Ry.
Co.
Springfield, Ohio.. Arthur E. Appelyard, Dayton, Springfield and Urbana Ry. Co.
Staten Island, N. Y.H. S. Walter, Sec, Staten Island Midland R. R. Co.
" .William J. Smith, Supt., Staten Island Midland R. R. Co. Torrington, Conn. .Charles Alldis, Man., Torrington and Winchester St. Ry. Co.
Trenton, N. J J. A. Barry, Trenton, Lawrenceville and Princeton R. R.
Co.
Washington, D. C. .James Christy, Jr., Gen. Man., Washington and Annapo- lis Elec. Ry. Co. " . .P. MacArdle, Washington and Annapolis Elec. Ry. Co. Washington, Pa. . . .James Kent, Supt., Washington Elec. St. Ry. Co. Watertown, N. Y.. .J. A. Lebkuecher, Pres., Black River Traction Co.
" . .George Krementz, Vice-Pres., Black River Traction Co. Williamstown, Pa. William E. Stewart, Vice-Pres., Lykens and Williams
Valley St. Ry. Co. Woonsocket, R. I. .H. M. Young, Man., Woohsocket St. Ry. Co.
TRADE PAPERS.
Representatives of the technical press were in attendance at the meeting, as follows:
American Street Railway Association.
AMERICAN ELECTRICIAN. A. E. Clifford. C. P. Poole.
E. E. Wood. W. K. Beard.
AMERICAN ENGINEER AND RAILROAD JOURNAL. R. M. Van Arsdale.
AMERICAN MACHINIST. Frank Richards.
ELECTRIC RAILWAY INTERCHANGE. C. F. Bates.
ELECTRICAL REVIEW. E. S. Downs. Charles W. Price. Stephen H. Goddard.
ELECTRICAL WORLD AND ENGINEER. J. M. Wakeman. T. C. Martin. W. D. Weaver.
A. C. Boughton. G. W. Elliott. Edward T. Walker.
Charles T. Walker.
ENGINEERING AND MINING JOURNAL. L. S. Bigelow.
ENGINEERING NEWS. Charles S. Hill. A. E. Kornfeld.
MACHINERY. Lester G. French.
MINING AND METALLURGY. W. J. Johnston.
MUNICIPAL JOURNAL AND ENGINEER. John B. Bennett
NATIONAL ENGINEER. Elmer E. Chambers.
RAILROAD DIGEST. Edward S. Phillips.
RAILROAD GAZETTE. E. A. Simmons.
RAILWAY AGE. Frank S. Dinsmore.
Twentieth Annual Meeting
RAILWAY MASTER MECHANIC. Bruce V. Crandall.
STEAM ENGINEERING. Fred. E. Rogers.
STREET RAILWAY JOURNAL. James H. McGraw. J. M. Wakeman. Henry W. Blake.
W. C. Andrews. H. S. Buttenheim. C. A. Babtiste.
W. K. Beard. H. B. Abbott. R. N. Berry.
STREET RAILWAY REVIEW7. Fred. S. Kenneld. Daniel Royse. Henry J. Kenfield.
Charles B. Fairchild, Jr. William Padget.
Samuel D. Royce. T. Stoddard Beattie.
TRAMWAY AND RAILWAY WORLD. Charles H. Perrine. WESTERN ELECTRICIAN. William E. Keily. W. Forman Collins.
M. L. Godkin. F. E. Rotchka.
OFFICIAL STENOGRAPHER. T. E. Crossman.
MINUTES OF THE LAST MEETING.
President Holmes — The next order of business is the read- ing- of the minutes of the last meeting, and unless objection is made the minutes will stand approved as printed. (No ob- jection. )
We now extend an invitation to those companies represent- ed at this meeting" which do not belong to our Association, to join us if there be any here of that class; or, if the representa- tives of such companies have not time to do this at present, they can do so later by applying to Secretary Penington.
NEW MEMBERS. (Arranged Alphabetically According to Cities.) The following companies acquired membership during the meeting :
Altoona, Pa Altoona and Logan Valley Electric Railway
Company.
American Street Railway Association.
41
Atlanta, Ga Atlanta Rapid Transit Company.
Ashtabula, O Pennsylvania and Ohio Railway Company.
Belleville, 111 St. Louis, Belleville and Suburban Railway Co.
Cleveland, O Cleveland and Eastern Railway Company.
Cleveland, O Lake Shore Electric Company.
Denison, Tex Denison and Sherman Railway Company.
Exeter, N. H The Exeter, Hampton and Amesbury Street
Railway Company.
Florence Colo Florence Electric Street Railway Company.
Grand Rapids, Mich. Grand Rapids, Holland and Lake Michigan
Rapid Railway Company.
Hancock, Mich Houghton County Street Railway Company.
Kenosha, Wis Kenosha Street Railway Company.
Little Rock, Ark.... Little Rock Traction and Electric Company.
Maynard, Mass Concord, Maynard 'and Hudson Railway Co.
Oneida, N. Y Oneida Railway Company.
Pittsburg, Pa Pittsburg, McKeesport and Connellsville Rail- way Company.
Pottsville, Pa Pottsville Union Traction Company.
Plymouth, Mass Plymouth and Brockton Street Railway Co.
Providence, R. I Providence and Danielson Railway Company.
Richmond, Va Richmond Passenger and Power Company.
San Antonio, Tex.... San Antonio Traction Company.
Wheeling, W. Va. ... Wheeling and Elm Grove Railroad Company.
COURTESIES EXTENDED.
Secretary Penington read letters from the Bethlehem Steel Co., South Bethlehem, Pa., and the Compressed Air Co., Rome, N. Y., inviting the members to visit their respective plants. Also a letter from the Rapid Transit Subway Construction Company, of New York, inviting the members to inspect that work. He also announced that the badges of the convention would be honored during the days of the convention for pas- sage on all of the surface and elevated lines of Greater New York, Jersey City, and Hoboken, and the cars and ferry of the New Jersey and Hudson River Railway and Ferry Com- pany. Also the free service of the local and long distance tele- phones of the New York Telephone Company, and free mes- senger service of the American District Telegraph Company.
The following telegrams were read :
42
Twentieth A?iniial Meeting
Buffalo, N. Y., October 9, 1901. I regret my inability to attend the sessions of the Association at its present meeting, but am detained by pressure of important busi- ness. Please accept my best wishes for the fullest success of the con- vention. W. C. Ely.
Buffalo, N. Y., October 9, 1901. Expected to be with you until the last moment. Detained by im- portant business. Best wishes for successful meeting.
H. M. Watson.
President Holmes — The next business before the meeting is the address of the President.
ADDRESS OF THE PRESIDENT. President Holmes read the following address :
The American Street Railway Association —
Gentlemen : It is extremely appropriate that the twentieth ses- sion of the American Street Railway Association should be held in the City of Greater New York.
In acknowledging the kindly spirit of hospitality pervading the address of welcome to which we have just listened, I but feebly voice the feeling of every member of the Association when I say that not the slightest doubt was ever entertained that our meeting in this great metropolis of America would prove to be the most enjoyable and profitable in its history. I am assured that every desirable arrange- ment has been made for our comfort and entertainment, an assurance entirely unnecessary from the gentlemen who have these matters in charge. Personally, I have the highest pleasure in meeting with you on this auspicious occasion, and I extend to one and all my hearty con- gratulations that once more we are gathered in convention under cir- cumstances and environment which guarantee that the best interests of the Association will be promoted and greatly enhanced thereby, and that we will return to our homes refreshed and stimulated by pleasant memories and inspired to still higher efforts and greater success in our calling by the light of the experience, thought and fellowship of successful brethren working to a common end.
Since the last meeting of this Association, the President of these United States has been taken away by the ruthless hand of an assassin. It has been truly said of Mr. McKinley that he was the most beloved of all our presidents. His kindly disposition and sincerity of purpose attracted all men to him in such a marked degree that through his example and influence the last vestige of sectionalism has been happily removed from our common country. Great as was the loss in his
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43
taking off, it was not without some compensating advantages. It has served to arouse and unite the whole civilized world in one common bond of sympathy, and to teach us, as well as anarchy, that the foun- dations of our government, being laid deep and lasting in the prin- ciples of liberty, right and justice, are not to be even momentarily shaken by an assault on the Chief Magistrate, however successful. By this unhappy event business was nowhere seriously disturbed except by its voluntary cessation for a short period actuated by universal patriotism and sincere grief that a great and good man had been so cruelly and causelessly removed from the service of the country which he had loved so devotedly and served so faithfully and so well. Peace to his ashes ! And may the red hand of anarchy never be seen in our midst again.
At a session of the Executive Committee, held in the early Spring, your president appointed a committee on Standardizing of Street Rail- way Equipment, known as the Standardizing Committee. This com- mittee, I am informed, has given the subject committed to its charge very careful thought and consideration, and at the proper time the re- sult of their deliberations will be reported to you. In my judgment no more important subject looking to permanent improvement in street railway conditions could engage your attention, and when the report conies in I trust it will receive the full measure of discussion which the question deserves. While the views reported will be of great value in themselves, they will stand out in still bolder relief in the light of a full and intelligent discussion. I am so impressed with the importance of this problem that I beg to suggest the propriety of its continued study and investigation, through committee, until substantial results are obtained.
The past year has been one of peace and prosperity in the street railway business. No serious labor troubles have occurred, no doubt due to the fact that a better understanding is constantly being brought about between employer and employe. Managers and men are every- where being brought closer together, with the result that misunder- standings, often due to unauthorized acts of subordinates, are of much less frequent occurrence. Imaginary grievances are often more serious than real ones, and generally more difficult of settlement.
The standard of construction and equipment continues to grow more and more substantial and expensive, contributing measurably to the comfort of street railway patrons. The electric street car of to- day is a palace on wheels compared with the horse coach of twenty - five years ago. The highest degree of comfort is being rapidly at- tained, and every day gives evidence that the well-equipped street railway has passed beyond the stage of a mere necessity of convenience and is looked upon by a very large percentage of the community as a
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Twentieth Annual Meeting
primary source of pleasure and enjoyment. The street railway man- ager is nothing more nor less than a merchant selling rides on a large scale. The profit on each ride is so small that money is to be made only by doing a large business. This fact every competent manager fully realizes, and hence it is that he is ever willing to introduce im- provements everywhere, even to the extent of discarding substantial and valuable equipment, whenever it can be seen that such action will bring anything like an adequate return in the way of increased patron- age. His unremitting endeavor is to induce people to patronize the cars, and to that end he is constantly providing for them attractions in the way of parks and amusements in great variety. Wherever public parks or places of amusement are to be found, the efforts of the authorities in that direction are supplemented by the street railway manager, who supplies them with attractions and exhibitions which would otherwise be wanting.
The time to be occupied by the deliberations of this Association has this year been limited to three days, the whole of Thursday, ac- cording to the program made by the Executive Committee, being set apart for the inspection of the exhibitions made by the supply men. The action of the Executive Committee in thus emphasizing the im- portance of these exhibits, I have no doubt, will meet with your hearty approval. They contain all that is new and valuable to be known in the machinery and appliances pertaining to the business in which we are engaged. A careful and discriminating study of them is almost an education in itself. They have been brought from all sections of the country, in many instances from great distances at large expense, and are displayed in a manner most attractive and instructive. It is but right that this substantial recognition should be made of this ex- ceedingly valuable feature of these conventions.
I trust that the members of this Association will take particular interest in the work of the Accountants' Association, which is assembled here in convention at this time. They are accomplishing much of value in their special department, and by the work they are doing are greatly facilitating the interchange of desirable information and promoting the safe and economical administration of the affairs of street railway companies.
It gives me great pleasure to be able to state .that the present con- dition of this Association is the most healthy and prosperous in its history. During the past year its membership has greatly increased and its bank account is in a most satisfactory condition. No more convincing testimony could be given of the usefulness of the Associa- tion and of the reason for its existence. The thanks of the Associa- tion are due to the Secretary and the Executive Committee for the able and successful manner in which they have conducted its affairs during the past year.
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In closing, permit me to say that the honor which yon have con- ferred npon me is most highly appreciated. To be the president of this Association is an honor of which any man might well be proud, and I shall ever esteem the compliment paid me in my selection to preside over your deliberations as the brightest jewel in the crown of what- ever success I may have achieved as a street railway man. If my ad- ministration of the high office has been a success it has been due more to the kind and considerate support and cooperation of others than to any merit of my own. I can bespeak for my successor no greater surety of success than to be accorded the same generous treatment.
Gentlemen of the Association, I thank you. (Applause.)
President Holmes — The next business in order is the report of the Executive Committee.
REPORT OF THE EXECUTIVE COMMITTEE.
The Secretary read the report, as follows :
To the American Street Railway Association —
Gentlemen : The report of your Executive Committee will consist, as in past years, of the minutes of the several meetings held during the year, which will show what has been done by your committee :
MINUTES OF SPECIAL MEETING OF THE EXECUTIVE COMMITTEE, HELD AT THE MURRAY HILL HOTEL. NEW YORK CITY, THURSDAY, FEBRUARY 28, 1901.
The President called the meeting to order at 12 :4s p. m., several members of the committee having been delayed in reaching New York.
Present : Walton H. Holmes, President ; Herbert H. Vreeland, First Vice-President; N. H. Heft, Second Vice-President; John B. McClary, Third Vice-President; Frank L. Fuller, George W. Baum- hoff, John R. Graham and T. C. Penington, Secretary and Treasurer.
The secretary read letters from Mr. John M. Roach and Mr. John Harris, regretting their inabijity to be present at the meeting.
The Secretary-Treasurer presented a financial report of the condi- tion of the funds of the Association to date ; also a list of members in arrears for dues, and amount of exhibit space at Kansas City remain- ing unpaid.
On motion, the report was received and placed on file.
Mr. Heft moved that the Great Falls Street Railway Company, of Great Falls, Montana, having paid its indebtedness to the Association, be reinstated to membership in the Association.
Motion carried.
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Twentieth Annual Meeting
Mr. Baumhoff moved that the action of the Secretary in remitting the dues of the Galveston City Railroad Company, on account of the flood in its city, for the year 1900-1901, be approved.
Motion carried.
Mr. McClary moved that all members in arrears for dues for more than two years be served by the Secretary with a written notice that if these back dues are not paid by September 1st, 1901, the Executive Committee will recommend to the Association that such members be expelled, in accordance with the provisions of Article XIX. of the by-laws ; and that the Secretary shall quote the provisions of said Article XIX. in his communication to such delinquent members.
Motion carried.
The Secretary reported the following members delinquent : Lansing City Electric Railway Company. Lansing, Michigan, three years, $75.00.
Portsmouth Street Railway Company, Portsmouth, Virginia, three years, $75.00.
The renewal of the Treasurer's bond, issued by the American Surety Company, of New York, in the amount of ten thousand dollars ($10,000), renewed to February 1st, 1902, was presented to the Com- mittee by that officer and placed in the possession of the President.
Mr. Graham moved that the salary of the Secretary-Treasurer be continued at $1,500 per annum, as in past years.
Motion carried.
Mr. Yreeland, representing the Local Committee, having reported the proposed arrangements for the meeting. Mr. Graham moved that the twentieth annual meeting of the Association be held in the City of New York on Wednesday, Thursday and Friday, October 9th, 10th and nth. 1901 ; that two sessions of the convention be held on each day of the 9th and nth, and that the 10th of October be set aside for the inspection of exhibits.
Motion carried.
Mr. Baumhoff moved that the banquet be held on the night of the last day of the convention, and the newly elected officers be in- stalled at the banquet.
Motion carried.
Mr. Baumhoff moved that the action of Mr. Vreeland in select- ing Madison Square Garden as the place in which the convention and exhibition of street railway appliances is to be held be approved.
Motion carried.
Mr. McClary moved that the papers to be presented to the con- vention be printed in advance thereof and copies sent to each member of the Association at least two weeks previous to the meeting; and that the President be authorized to select a speaker to open the dis- cussion of each paper.
American Street Railway Association.
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Motion carried.
Mr. Heft moved that the regular charge of ten cents per square foot for exhibit space be adhered to. Motion carried.
Mr. Heft moved that the payment of the admission fee of $25.00 be waived to any company becoming a member of the Association prior to October 1st, 1901, provided the annual dues to October, 1901, be paid at the time application for membership is made.
Motion carried.
Mr. Jaques, manager of the Murray Hill Hotel, then appeared be- fore the Committee and stated that his hotel could accommodate be- tween three hundred and four hundred persons at the time of the con- vention, and that the rates would be the regular rates, viz. :
$2 to $5 a day, European plan ;
$4 to $7 a day, American plan,
according to location and character of rooms.
Mr. Graham moved that the Murray Hill Hotel be selected as the headquarters for the convention ; the manager of the Murray Hill Hotel to arrange for the accommodation at other near-by hotels for all attendants at the convention who cannot secure rooms at his hotel. No rooms to be assigned prior to April 15; the assignment of rooms to be made under the supervision of Mr. H. A. Robinson, attorney of the Metropolitan Street Railway Company, preference to be given to representatives of members of the Association.
Motion carried.
A letter from Mr. H. J. F. Porter, of the Bethlehem Steel Com- pany, inviting the delegates to the convention to visit the plant of the company, at South Bethlehem, Penn., on a special train, during the convention, was read. On motion, the invitation was referred to the Local Committee, with power.
Mr. Graham moved that the President be empowered to appoint a committee of five on Standardizing of Street Railway Equipment, and that such committee be privileged to incur an expenditure not to exceed $1,000.
Motion carried.
The President appointed the following named gentlemen as the committee : Mr. J. R. Graham, Boston ; Mr. N. H. Heft, Meriden ; Mr. F. G. Jones, Memphis; Mr. W. J. Hield, Minneapolis; Mr. C. F. Holmes, Kansas City. 1
Mr. Heft moved that provision be made for the presentation of at least ten papers before the convention; that the paper, after it is an- nounced by title, be not read, and that the discussion on each paper be limited to thirty minutes.
Motion carried.
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Twentieth Annual Meeting
The following topics were then selected, upon which papers shall be presented at the next meeting :
"Street Railways: A Review of the Past and a Forecast of the Future" — Mr. Robert McCulloch, General Manager, Chicago City Ry. Co., Chicago.
"The Adoption of Electric Signals on Suburban and Interurban Railways, Single or Double Track, and Their Economy of Operation" — Mr. William Pestell, Supt. Motive Power, Worcester Consolidated St. Ry. Company, Worcester, Mass.
"The Value of Storage Batteries as Auxiliaries to Power Plants" — Mr. W. E. Harrington, Vice-Pres. and Gen. Mangr. Camden and Suburban Railway Company, Camden, N. J.
"The Public, the Operator and the Company"— Mr. C. S. Sergeant, Vice-Pres. Boston Elevated Ry. Co., Boston.
"The Best Manner and Mode of Conducting the Return Circuit to the Power House" — Mr. E. G. Connette, Gen. Mangr. Syracuse Rapid Transit Co., Syracuse.
"The American Street Railway Association: The Purpose of Its Organization and the Benefits Accruing to Investors in and Operators of Street Railway Properties by Membership Therein" — Mr. G. W. Baumhoff, St. Louis.
"The Best Form of Car for City Service: A Consideration of the Various Types of Car as to Size of Car and Arrangement of Seats, Including Best Types of Brakes and Wheels" — Mr. Eugene Chamber- lin, Supt. of Equipment Brooklyn Heights R. R. Co., Brooklyn.
"Relations of Interurban and City Railways" — Mr. Ira A. Mc- Cormack, Gen. Mangr. Cleveland Elec. Ry Co., Cleveland.
"Alternating and Direct Current Transmission on City Lines" — Mr. M. S. Hopkins, Gen. Supt. Columbus Ry. Co., Columbus, O.
"The Modern Power House, Including the Use of Cooling Towers for Condensing Purposes" — Mr. J. H. Vail, Electrical Engineer. Phil- adelphia.
Mr. McClary moved that the authority to inspect and approve all papers to be presented to the convention be vested in the President and Secretary.
Motion carried.
Mr. McClary moved that the President and Secretary be author- ized to perform any necessary work that will properly devolve upon the Executive Committee between the present time and the next meeting.
Motion carried.
Mr. Heft moved that the President be empowered to appoint a committee of three to report at the next convention on the subject of transporting the mails and mail carriers on street railway cars.
American Street Railway Association.
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Motion carried.
The President appointed the following named gentlemen as the committee : Mr. Charles S. Sergeant, Boston ; Mr. C. L. Rossiter, Brooklyn ; Mr. J. B. Parsons, Philadelphia.
Mr. Baumhoff moved that a vote of thanks be extended to Messrs. H. H. Vreeland, H. A. Robinson and others for their labor in ar- ranging the plans for the convention and for courtesies extended to the Executive Committee during the present meeting.
On motion, adjourned, subject to the call of the chair.
MINUTES OF SPECIAL MEETING OF THE EXECUTIVE COMMITTEE HELD AT THE MURRAY HILL HOTEL, NEW YORK CITY, TUESDAY, OCTOBER 8, 1901.
President Holmes called the meeting to order at 11:30 a. m.
Present: Walton H. Holmes, President; Herbert H. Vreeland, First Vice-President; John B. McClary, Third Vice-President; Frank L. Fuller, John R. Graham and T. C. Penington, Secretary and Treas- urer.
Minutes of meeting held February 28th, 1901, were read and ap- proved.
The President appointed Messrs. McClary and Fuller as an Audit- ing Committee to examine the accounts of the Treasurer.
The President appointed Messrs. Vreeland and Graham a Com- mittee on Memorials of Deceased Members.
The Treasurer presented his report.
Mr. Vreeland moved that the report be received, when regularly approved by the Auditing Committee.
The Committee on Standards reported progress ; report of the Committee on Standards to be presented at the meeting of the Asso- ciation on Friday.
Mr. Graham moved that the Local Committee be given all the ban- quet tickets required by the committee.
Motion carried.
Mr. Graham moved that the custom of former years in regard to banquet tickets be followed, to wit : There shall be two tickets issued to each member company of the Association where there are two or more official representatives at the meeting ; when there is only one representative at the meeting, only one ticket, and when a company is not officially represented, no ticket shall be issued on account of said company.
Motion carried.
Mr. McClary moved that in view of the satisfactory condition of the finances of the Association, the admission fee be waived in the
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Twentieth Annual Meeting
case of any company joining the Association during the present meeting.
Motion carried.
On motion of Mr. Fuller, it was voted that the Executive Com- mittee recommend to the convention the adoption of the following rules :
RULES OF THE CONVENTION.
1. No member shall be recognized by the President unless he shall announce distinctly his name and address.
2. Speeches will be limited to ten minutes, unless the time shall be extended by the convention.
3. Members who desire to offer resolutions or other matters to be considered by the convention are requested to submit them in writing over their signatures, to the Secretary.
The meeting then adjourned.
On motion, the report of the Executive Committee was re- ceived and filed.
President Holmes — We will now hear the report of the Secretary and Treasurer:
REPORT OF THE SECRETARY AND TREASURER.
The Secretary read the report as follows : To the American Street Railway Association —
Gentlemen: Your Secretary and Treasurer respectfully submits the following report :
NEW MEMBERS.
The following companies acquired membership at and since the last meeting :
Cincinnati, O. — Cincinnati Traction Company
Cincinnati, O. — Cincinnati and Eastern Electric Railway Company.... Dallas, Tex. — Dallas Consolidated Electric Street Railway Company. .
Danville, 111. — Danville Street Railway and Light Company
Detroit, Mich. — Detroit, Rochester, Romeo and Lake Orion Railway
Company
Edgewater, N. J. — New Jersey and Hudson River Railway and Ferry
Company
Fishkill-on-Hudson, N. Y. — Citizens' Street Railway Company
Jackson, Miss. — Jackson Railway, Light and Power Company
Lebanon, Pa. — Lebanon Valley Street Railway Company
Lynchburg, Va. — Lynchburg Traction and Light Company
America?i Street Railway Association.
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Meridian, Miss. — Meridian Street Railroad and Power Company
Norristown, Pa. — Schuylkill Traction Company
North Adams, Mass. — Hoosac Valley Street Railway Company
Ottawa, 111. — Ottawa Railway, Light and Power Company
Ottawa, Ont. — Ottawa Electric Railway Company
Philadelphia, Pa. — Holmesburg, Tacony and Frankfort Electric Rail- way Company
Pittsburg, Pa. — Monongahela Street Railway Company.
Pomeroy, O. — Ohio River Electric Railway and Power Company
Rockford, 111. — Rockford Railway, Light and Power Company
San Juan, Porto Rico — San Juan Light and Transit Company .( . .
Saratoga, N. Y. — Saratoga Traction Company
Terre Haute, Ind. — Terre Haute Electric Company
Wolcott, Kansas — Kansas City-Leavenworth Railway Company
MEMBERS SUSPENDED.
Great Falls, Mont. — Great Falls Street Railway Company
Lock Haven, Penn. — Lock Haven Traction Company
MEMBERS WITHDRAWN.
Anderson, Ind. — Union Traction Company
Aurora, 111. — Aurora Street Railway Company
Cincinnati, O. — Cincinnati Railway Company.
Lowell, Mass. — Lowell and Suburban Railway Company
Portland, Me. — Portland and Yarmouth Electric Street Railway Com- pany
Quincy, Mass. — Quincy and Boston Street Railway Company
MEMBER REINSTATED. Great Falls, Mont. — Great Falls Street Railway Company
MEMBERS DUES UNPAID. Brookfield, Mass. — Warren, Brookfield and Spencer Street Rail-
way Company $25
Lansing, Mich. — Lansing City Electric Railway Company 75
Mobile, Ala. — Mobile Street Railroad Company 25
North Adams, Mass. — Hoosac Valley Street Railway Company. ... 25 Portsmouth, Va. — Portsmouth Street Railway Company 75
$225
SPACE IN EXHIBIT HALL, 1900, UNPAID. George Huff, Lawrenceville, 111 $5
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Twentieth Annual Meeting
RECAPITULATION. MEMBERSHIP.
October 10, 1900 163
New members since last meeting 23
Reinstated '. 1
— 24
**vV 187'
Suspended 2
Withdrawn 6
fi — • 8
October 1, 1901 179
Cash in bank October 10, 1900 $ 7,000.75
RECEIPTS TO OCTOBER 1, 1901.
Annual dues $4,550.00
Rent of space exhibit hall 1900 1,819.60
Rent of space exhibit hall 1901 1,195.80
Interest on deposits 187.28
■ 7,752.68
$14,753.43
EXPENSES TO OCTOBER 1, 1901.
Printing and stationery $ 955.85
Postage 133 65
Salaries 1,500.00
Miscellaneous expense 50.00
Executive committee, 1901 396.96
Nineteenth annual convention, 1900 1,204.21
Twentieth annual convention, 1901 23.00
Committee on Standards 361.08
■ 4,624.75
Cash in bank October 1, 1901 , $10,128.68
CERTIFICATE OF BALANCE.
The Continental National Bank of Chicago.
Chicago, September 30, 1901. I hereby certify that the balance due American Street Railway As- sociation on the books of the Continental National Bank of Chicago
American Street Raihvay Association.
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at the close of business on the 30th day of September, 1901, was ten thousand one hundred and twenty-eight dollars and sixty-eight cents ($10,128.68). Ira P. Bowen, Assistant Cashier.
REPORT OF AUDITING COMMITTEE.
New York, N. Y., October 8th, 1901. To the Executive Committee American Street Railway Association —
Gentlemen : We have examined the report of the Treasurer, T. C. Penington, for the past year, and find the same correct, as appears by proper vouchers accompanying the same.
J. B. McClary, F. L. Fuller, Auditing Committee.
Mr. Wyman — I move, Mr. President, that the report of the secretary and treasurer be accepted and spread upon the min- utes, accompanied with the congratulations of the delegates on the exceedingly good showing which appears. — Carried.
President Holmes — We will now proceed to the considera- tion of the papers to be presented to the meeting. The papers by Mr. Robert McCulloch, of Chicago, on "Street Railways: A Review of the Past and Forecast of the Future;" by Mr. Charles S. Sergeant, of Boston, on "The Public, The Operator, and The Company," and by Mr. George W". BaumhofT, of St. Louis, on "The American Street Railway Association ; the Purposes of Its Organization and the Benefits Accruing to Investors in and Operators of Street Railway Properties by Membership Therein," being printed, and having been distrib- uted to the members will not be read. The papers do not seem to admit of very much discussion, but if any member desires to discuss any of them we should be pleased to hear from him. The papers above mentioned follow :
54 Twentieth Annual Meeting
STREET RAILWAYS:— A REVIEW OF THE PAST AND A FORECAST OF THE FUTURE.
The American Street Railway Association- Gentlemen : Not until the latter part of the sixth decade of the nineteenth century did the failure of the rumbling omnibus to meet the requirements and demands for facilities for commercial and social trans- portation in the cities begin to force itself into public consideration and generate inquiry as to methods of betterment. The cities were spreading in their development beyond the limits of pedestrianism to those whose income justified the expenditure of the cost of the morning and evening- ride, and as the distances became greater, the difficulties of existing efforts at accommodation increased. As the income of the merchant and manufacturer increased, so also grew the desire to separate the residence from the shop, and the suburban home followed. Then the time consumed in the journey at the two ends of the business day became a consideration, and next the discomfort of the long ride over street so poorly paved that they were only, in many instances, badly kept roads. The outgrowth of this casting about for a betterment was the street railway, and almost without exception the original railways were the successors of, and a transformation from, the bus line. The rails were laid in a fashion little akin to the present style of construc- tion. The "bob-tail" car was scarcely better in its accommodation facili- ties than its predecessor, but its speed was greater, and its frequency of service much increased, and its extension beyond the former limits of the stage still increased the opportunity and desirability for border habitations. The same spirit which would allow Davy Crockett to be happy and contented only on the extreme borders of civilization is ever and always making new and extended limits to our cities.
These adventurous pioneers contributed a patronage which encour- aged the new enterprise. Rails were laid on all the stage routes. The bus was housed forever to the regret of the man who had sat so long on its boot, and who was so cheerfully greeted by its daily patrons, to all of whom he had grown to be a necessity in the daily routine of life. He took his place on the little platform on the front end of the car,
Amcrica?i Street Railway Association.
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and in the changes that have followed so rapidly in the development of street railway conditions, no man has been his equal as an expert driver or motorman or gripman, and in no hands has the safety of his passengers been so well considered.
Immediately following the installation of the first railways, came the war, which attracted the attention, the energy and the enterprise of the whole land. There was no thought then of else than methods and schemes of human destruction. The exciting and alluring and enticing pastime of war possessed the people of the entire land. No hero was so great as he who had stood in the midst of the greatest carnage, and ne> heritage is so prized as that left by him who unflinchingly met an hundred times his gallant and determined foe. When sheer exhaustion brought peace at last, there had been engendered a vigor and enterprise which perhaps would never have known existence but for the rugged experiences of four years of devotion and courage and manhood never equaled in the history of the world.
This vigor and enterprise found abundant opportunity. The good soldier became the useful citizen, and the street railway, claiming its share of attention, began to contribute its part toward mural develop- ment, which development has been made possible only through con- tinued progress of methods and appliances and their application by men as tireless as the Sun. Rails weighing twenty-five pounds to the yard were considered ample in their strength and stiffness, and they were rolled in lengths little more than twenty feet. These were spiked to wooden stringers which were held in gauge and alignment by being notched into cross ties, in which notches they were secured by dove- tailed keys. Cars were constructed with special view to lightness in weight, every piece of wood and iron being chamfered and worked down to the limit of prudent requirement for strength. Wheels were made of a weight as light as one-hundred and forty pounds, one hundred and eighty being a heavy wheel. With few exceptions, roads were originally equipped with the "bob-tail" car, the length of the body being ten or twelve feet, the front end enclosed with a circular dash, and a step on the rear, the passenger opening and closing the door as he passed through it. A fare box on the right of the front door was expected to have the respectful attention and consideration of every passenger, even though in his anxiety for transportation he could find a lodgment for only one foot on the rear step, and holding himself in that position by an outstretched arm to the door jamb, with his other hand he passed up his nickel or other money, the change was made, the nickel deposited and the balance returned by various reaches and through several hands. A great improvement consisted in the introduction of a mechanism by which the driver opened and closed the rear door, either by a rod and levers or an endless cord, and next followed a chute having places of deposit at each window post and on the outside of the rear end. The
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Twentieth Annual Meeting
nickel was dropped into this receptacle, the chute having an inclination to the front and ending in either side of the fare box, and thus the fare went up without the intervention of the fellow passenger. The stove was added in latitudes where the severity of the winter made it neces- sary, and then the little open car made its appearance during the summer months. This completed the luxury of metropolitan transportation and the street railway was becoming a recognized institution in the process of city development. The motive power of this vehicle was either a single horse or a pair of little fleet footed mules, with a hill horse at the heavy grades.
The driver was necessarily a man of much capacity, endurance and versatility. He must be an expert in the handling of his horses and in controlling the car through the brake ; he must watch in front that he did not run into other vehicles or over pedestrians ; he must scan the side streets for the approach of intending passengers ; he must closely observe in rear that he might keep track of the passengers who had and who had not paid their fare, that he might always observe a signal to stop, and that the rear step might not be occupied by those who did not intend to pay the required fee for the privilege of a ride ; he must make change as desired; he must answer questions and give desired information ; he must open and close the rear door ; he must in winter take care of the fire in the little stove, and at night care for and adjust his lamps; and with all these duties he must stand exposed to the splashing of the mud, the beating of the rain and snow, with his lines in one hand and the other hand constantly on the brake. This work he performed during twelve to fourteen hours on his short day and sixteen to eighteen hours on the long one, and the long and short alternated.
The passenger, we would say to-day, was such through sheer neces- sity. If he lived five miles away he was an hour from his work, pro- vided there were no mishaps or delays. If the car jumped the track he got out and lifted it on again. If the horse stopped on the up-grades to get his wind or by reason of the obstruction of snow or mud, the passenger "put his shoulder to the wheel" and helped to make the start. He dropped his nickel in the slot, he passed up that of his neighbor, and with the driver, he frowned on the man who ignored the fare box, and he seldom burnt the midnight oil or wasted his postage stamps in writing and sending letters of complaint. Appliances for the clearing away of snow and ice were crude, entailing ceaseless labor and watch- fulness throughout the winter, and the heat of the summer brought equal burden in the care of the faithful animals whose even gait must be maintained notwithstanding the relentless soaring of the ther- mometer
But the "bob-tail" car had only a short-lived existence. It was replaced by a larger vehicle, drawn by two horses and manned by a conductor as well as a driver. In some instances this replacement was
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made in recognition of the necessity for better provision for an increas- ing patronage, and in others the angry protest of passengers against the performance of the duties of the conductor drove the last of the "bob-tails" from the street. In the meantime the weight of the rail had been increased and tracks as well as cars were improved. Then came the girder rail, and about the same time the American Street Rail- way Association had its birth. This brought an era of fellowship and intercommunication among street railway men that had not previously existed. The method of treating colic in horses was no longer held as a trade secret, and the free interchange of experiences in the solution of common perplexities has contributed greatly to the rapid and won- derful developments which can only astound us when we look but a few years backward.
The demand for more extended and more rapid transportation by the man who insisted on living on the extreme border, as well as the driving of the tenement house from the heart of the city by the neces- sity of occupying this space for manufacturing and warehouse and office purposes, brought into use the cable, but its great cost and its lack of flexibility prohibited its adoption except under favored conditions.
Then, just as some higher and greater power, through human agency, had given us, only when there became extreme necessity for it, steam, and the telegraph, and the reaper, and the thresher, and the telephone, so there came the revelations that enabled the application of electricity to purposes of power for transportation.
The efforts at this application, in the beginning, were crude as com- pared with present practice. The motor was set up on the platform or in the body of the car and geared to the axle with chain and sprocket wheels. The wire conveying the power was on the side of the street, and, through a traveling carriage and flexible wire, communicated the current to the motors. A seven and a half horse power motor was considered ample, because, had not two real horses done the work? And engineers of real ability contended long and vigorously that this new found power might do the work after a fashion on levels, but it could not climb a hill, however so slight the grade. But it did climb a hill, and it has climbed all the hills, either real or imaginary, which have seemed to obstruct its march of usefulness. As confidence came to those who had doubted or hesitated, the faithful horse was sent to the pasture, or to less considerate masters. The old horse car now had its motive power placed under it instead of in front, and the driver who had seemingly only a short time previously left the boot of his omnibus, now exchanged his lines for the controller handle. A higher speed was attained, and the man who was content with living four miles from his business could not now be satisfied with less than six or eight. Pat- ronage was increasing rapidly, new and heavier and better tracks were laid, larger cars were built, and motors were doubled and trebled and
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multiplied again in power. Power house machinery was changed again and again, improvements and betterments were so rapid that, appliances being ordered, they were almost obsolete before they could be installed.
And all this has come about in so short a time, that many of us who have passed through the entire experience do not yet feel that our activity and usefulness have been at all impaired. In contemplation, it seems the work of the magician, and still the betterments go on and on, and I am asked to prophesy for the future. That would seem better the task of some resourceful writer of fiction. Could any pre- diction as to what may yet be developed, however so bold, be held as unworthy of consideration in view of what has occurred during the last decade?
Electricity in its flexibility is adaptable to purposes so varied that, to enumerate them would require a volume. It may be used as a toy and carried in the vest pocket to illumine at will the tiniest personal ornament, whilst an enlargement of the same process gives us a search light rivaling the sun in brilliancy and extent. It runs the most delicate instrument the dentist can use, and just as readily runs the heaviest trains of railroad cars. It decorates the palace and lights the alley of the slums, it heats our houses when we have zero weather and cools the same space when the thermometer relieves itself through the top of the tube. "It furnishes illusions and delusions, it makes the hot sands of the desert, and it lights the way as we follow our guide without fear of danger. But in nothing does it affect so large a portion of humanity as in its street railways application.
The street car has ceased to be "the poor man's carriage." It is everybody's carriage. It has ceased to be purely a necessity, a large proportion of its revenue coming from travel induced by pleasure alone. It has built, and expanded and beautified the city, and with the growing of the city its institutions have multiplied and enlarged. The mercan- tile establishments of to-day could not have their patrons and their necessary force of employes carried to and fro by former means of transportation. The theaters owe their increased attendance to the speed and comfort with which the necessary journey is made. The former occupant of the tenement house no longer needs to live at the threshold of the factory or shop. The street railway has extended the time limit to the little cottage in the suburbs, and it has made the real estate man wonder if he really had an occupation in times gone by. In fact the city of to-day is as unlike its former self as is the street railway little akin, in construction, equipment and operation, to its predecessor. And paralysis is a mild term to signify the condition into which the city is plunged by misfortunes that stop the revolution of its car wheels. Then is realized how great a part the street car has in all the affairs of city existence ; then in meek contrition we remember and retract the ugly words which in moments of unguarded impatience
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we uttered concerning vehicles and men whom we would welcome now with gladsome smile; then indeed does "the stone which the builders had rejected become the head of the corner;" then we realize that in our prosperity, "men may come and men may go," but the street rail- way "goes on forever." The labor and care and watchfulness of those who give it life and vigor and usefulness do not cease with the turning of the key in the door of the factory or shop or warehouse ; their days are all of twenty-four hours duration ; in sunshine and in storm, when the world sleeps or is in turmoil, their duties are equally exacting ; in their lists is no place for the laggard or the drone, nor for him who does not always place the performance of duty first before thought of self.
The street railway has not hesitated in its progressive march at the line marking the border of the city, it has made an "all hands 'round" for the adjoining villages and settlements, and linked them in a com- munity of interest, it has driven the steam road ignominiously from the field of short traffic, and, with a courageous confidence and irrepressible energy, which brings, usually, ultimate success, it reaches out for more extended distances. The man who contributes the nickel is the chief beneficiary of all this betterment and extension. His toll was a dime when the cumbersome 'bus jolted him scarcely more than a mile over the rough highway. Nov/, whilst the time consumed is of little greater duration, half that amount purchases the privilege of many miles of transportation with the allowance of transfer and re-transfer, and still each year brings betterment and improvement in smoother tracks, larger and more comfortable cars, greater speed and shorter interval.
The future of the, street railway is linked indissolubly with the city in all its advancement and improvement, its extension and growth, its physical and moral betterment and its health and adornment. In all these is the city the follower and the dependent, and of vastly more importance to its people and their interests is it that it shall have good street railways than that the entire railway revenues should revert to its treasury.
There is a popular clamor for municipal ownership, and whether or not this idea may materialize has much to do with continued progress. Looking back over the rapid and costly changes of the past few years, we must question the likelihood that municipalities would have been strong enough and bold enough to have so ventured in discarding the old and grasping for the new. Only the stimulating expectancy of success and reward could have nerved the individual determination and risk that have resulted in existing conditions. Municipal ownership has been made possible by the necessary legal authorization in perhaps only one state, and there it has utterly failed of fruition seemingly from the impossibility of agreement as to terms and conditions and the difficulty of financial provision. Because governmental control or ownership
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exists or is being attempted in a few foreign cities, is no rational justi- fication for the conclusion that it would be wise or proper here. The requirements of the people, their customs and methods of business are vastly different, and no city of this country could have attained its present development had its transportation facilities been as limited as the best given by municipalities which we find in control of that impor- tant institution. That the ownership and control by the city of water and light supply have been found of advantage, does not warrant that the same result would follow their operation of its street railways. Whilst the former institutions may exist under the baneful political influences and incumbrances which we find embarrassing them, it is questionable if the daily transport of its people would be in safe or capable hands when entrusted to those whose terms of office and posi- tion rested on influences in which merit was no consideration. A healthy and vigorous competition bestows public benefit that all may enjoy, and a retirement of street railway transportation from this field, through municipal ownership, could scarcely be doubtful of result, and the very spirit of paternalism and dependence which is fostered and encouraged by attempting to provide for a community, is the spirit, a rebellion against which founded and prospered this mightiest of all nations. We are not yet ready for municipal ownership, existing franchises in most instances having a generation yet to run, so we may safely assume that the same energy and earnestness which have characterized the conduct of the street railway during its recent won- derful developments will continue to exercise the same healthful in- fluence.
The man who directs the affairs of a street railway is aware that in the community he is a merchant, selling his wares just as other trades- men are bartering theirs. If he would succeed he must give his cus- tomers the best that skill and industry and perseverance can provide, and. like the other merchant, he is entitled to the benefits that come from honest, persevering and painstaking application. With this stimu- lus to continued and renewed exertion, the benefits and increased advantages to the public must continue with each succeeding year. The scientist and the manufacturer, the car builder and the machinist, the rolling mill and the foundry can produce no appliance, however so costly and extensive, that the street railway of the present and the future will not readily adopt and place in immediate use, if it promises a betterment of the service rendered to its patrons. The prosecution of no business or enterprise has entailed so many or such costly changes and abandonment of previous methods. Tracks, cars and power houses are discarded and renewed.
The ever increasing prosperity of the agricultural interests of the country, with improved methods of tilling the soil and saving the crops, enriches the farmer and enables him to indulge in luxuries formerly
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unknown to him. The city in supplying his demands must increase its factories and its supply houses and its population, but population and manufacture and trade cannot increase without a corresponding growth of the street railway, and in its growth it must keep pace with the spirit of progress which pervades our land.
In track construction we have gone from a rail of twenty-eighr pounds to the yard to one of one hundred, heavier than that required by the steam railway ; sixty foot lengths, to decrease the number of joints, are used, and, not content with that, the joint has been entirely obliterated by welding process ; and still we are ready to adopt any improvement in these conditions which the ingenuity of our craft will devise and the manufacturer provide. The same builders of cars who, a few years ago, were executing orders for ten-foot cars as light as possible to hold together in safety, are now busy with lengths of from forty to sixty feet, and still we have not reached the limit. The de- signer of the electrical equipment has gone from two motors of seven and a half horse power each to four of forty each, and yet we are ready to encourage his further efforts by placing in use better produc- tions whenever he will make them available. A modern electrical power-producing plant is a masterful combination of scientific design and the skill and handicraft of the artisan, but with all this excellence it perhaps bears as little resemblance to that which a few more years will develop, as to the delicate little machines which have scarcely had time to grow rusty since they were discarded. The street railway of the future must and will have every device and method and appliance that will tend to the rapid, safe and comfortable transport of its patrons. Tracks and cars and propulsion must and will be the best that money and skill can provide.
But there is no better work for the future, and none of so great importance to every interest that concerns the ownership and operation and patronage of the street railway, than the consideration of the army of men who with ceaseless toil and watchful industry give safe transit to the multitudes of the city, the men who stand at the levers through- out the endless day and guide the swiftly moving and heavily laden vehicles through streets teeming with life and bustle and activity, with countless other vehicles and pedestrians coming and going and cross- ing, each intent only on what concerns himself, leaving all the burden of care and watchfulness and promptness of discernment and action to rest on shoulders already bearing enough ; and the men who with equal attention and caution care for the occupants of the car, watch for their safety, attend to their wants, reply to their inquiries, and with patience and good nature discharge their multiplicity of duties ; and the men whose eyes watch with unrelenting constancy and whose hands are always at the throttle valves, that there may be no hindrance to the continuity of the rolling of the wheels; and all the various depart-
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ments filled with men who, like the vigilant "minute man" of colonial days, are ever ready to perform with earnest intelligence the duties which they have assumed. All these men, thoroughly imbued with the spirit of self-abnegation, hold the discharge of duty first in all the purposes of life. With industry and intelligence and loyalty they per- form their obligations, they represent us with the public, with persever- ing patience taking care of the annoyances and worries which, of neces- sity, constantly arise. They are our friends and helpers and co-workers in the accomplishment of the task to which we devote our lives. Our relations with them should stand on a solid foundation of honest fair- ness, kindly consideration, and appreciative confidence. The disturber should not be allowed to come between us and there should be a com- munity of feeling and interest that allows no separation of purpose or effort. There are lessons of the past for both of us, which, if we heed, will guide us in the open way between the Scylla and Charybdis of the future.
The street railway of the future stands in grand relief as an insti- tution of all future progress and development. Its service is a concern of every member of the community, there is no work or undertaking that so permeates the home and life of all the people around us. Our responsibility is a burden to be safely borne only on Herculean shoulders. Let us stand under it bravely, and with persistent and de- termined manliness, so that our own consciences at least shall acquit us with the plaudit, "Well done, good and faithful servant."
Respectfully submitted,
Robert Mcculloch.
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Secretary Penington read the following letter :
Mr. President and Gentlemen of The American Street Railway Asso- ciation :
I desire to apologize to you by offering an explanation of my absence from this meeting. I consider the request to prepare a paper for the Association a very great compliment. The compliment should have an acknowledgment in a painstaking preparation of the paper and its per- sonal presentation to the Convention.
The Company with which I have the honor of connection has a large number of heads of departments, who are much interested in all matters here presented and considered. We are many miles away from you and I recognize the necessity that some of us must stay at home and "keep house." In perhaps unwarranted vanity, I conclude that if I remain on duty, a larger number can attend. I have sent you a good delegation and have cheerfully, and in your interest, denied myself the great privilege and pleasure of being with you.
Respectfully,
ROBT. MCCULLOCH.
Mr. C. D. Wyman — Mr. President, I desire to move the unanimous thanks of the Convention to Capt. McCulloch for the paper which he so carefully prepared and put in such excel- lent shape; and in speaking to that motion, permit me to say that I am quite certain that I voice the sentiments of all the delegates present when I say that we regret exceedingly the absence of Capt. Robert McCulloch from this meeting. We regret that we are not able personally to thank him., not only for the paper, but for his services in the past, for his unfalter- ing loyalty and devotion to the interests of the Association and the street railroad fraternity in general, and for the great help that he gave the Association in its earlier days, in its organization period, and the assistance which he has rendered it during all the time of its life. I wish that this sentiment shall be embodied by the Secretary in the resolution which I have offered.
The motion was unanimously carried.
THE PUBLIC. THE OPERATOR AND THE COMPANY.
The American Street Railway Association —
Gentlemen: It would be difficult indeed to" indicate the entire essence and range of street railway operation in fewer words than has been so tersely done by your President, in the title of this paper.
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It is with diffidence that I shall try to present a few thoughts in its illustration, feeling it impossible within the necessary limitations to do justice to so comprehensive a theme. I assume that the inten- tion of this title is to induce consideration, and perhaps discussion, of the relations of street railway companies to the public, and in particular those relations as they are concerned with the question of private or municipal ownership or in connection with the con- ditions affixed to grants or franchises, or possibly as to the relations of the street railway companies to the public in the matter of taxation.
Urban and interurban transportation of passengers on the public streets and highways is, in its nature, so different from the movement of passengers by waterways or upon private rights of way that it is not only very difficult for those not actually engaged in the business to appreciate its duties and responsibilities and its limitations, but it is natural as well that there should be a sentiment in the public mind in relation to street railways somewhat different from that felt toward steam railroads, for the reason that the business of the street railway is transacted in the streets.
Few, however, of those who are so ready to lay burdens upon the street railway realize, or have ever learned, that the streets are not the property of the municipality, but belong to the public. A citizen of any European country has the same right upon the streets of an American city that a resident of the city has. The care of the streets devolves, it is true, upon the municipality, but this, of itself, gives the municipality no right to sell privileges belonging to the public in connection with those streets. It is natural for citizens to assume that the street railway company is a fair mark for the levying of taxes, ordinary and extraordinary, and the imposition of condi- tions, severe or otherwise, in granting franchises. From this senti- ment, and other causes, results a great volume of special legislation, often ephemeral in its character, varying in different States, all calcu- lated to impose burdens and regulations upon this business. The great variety of such legislation is continually changing character and minor legislation (if it may be so called) which originates in city councils, or with highway authorities, places the entire business of street transportation in a condition of uncertainty to which few other investments and none of like magnitude are subjected. In conse- quence of this condition of affairs the street railway corporations are constantly placed upon the defensive, and necessarily much of the time and attention of their managements is devoted to a struggle for a reasonable existence.
In this connection I desire to quote from an address delivered at Philadelphia in April, 1900, at the fourth annual meeting of the American Academy of Political and Social Science, by Senator
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William Lindsay, of Kentucky, this quotation showing that some of the evils of the present situation are appreciated by the public:
"I may say, with reasonable confidence, that nine-tenths of the corporations now engaged in shaping public opinion would welcome the opportunity to abandon that policy and gladly confine their atten- tion and devote their moneys to none other than the purposes of their creation. If they could be relieved from the annoyances and dangers attending the attacks of the place-hunter and the professional agita- tor, and be protected against the demands of greedy party bosses in charge of party organizations, they would submit without remon- strance to all proper restraints and forget their past political affilia- tions in the more energetic prosecution of their corporate business."
The proposition which I wish to advance is the desirability of legislation substantially uniform in its character throughout our several States of the Union, which shall fairly, definitely and with reasonable permanency establish equitable relations between street railway companies and municipal and State governments. The most ardent advocate for heavy franchise taxes or governmental ownership could not but admit the desirability of such a solution of this question from every point of view. Surely there is no street railway company but would deem a permanent settlement of this character most advan- tageous. The banker would be spared the long and careful consider- ation of the particular and special conditions in some small city and State before making his loan, and the patrons of the street railway company would receive the benefit of that improvement in service which would result from a fixed tenure and a lower rate of interest upon the money invested.
I can devote but little space to the question of municipal owner- ship. If the term "municipal ownership" includes municipal oper- ation, which has usually been understood to be the case, I believe that the tendency of the experiments already made abroad, and the knowledge which will result from a fair minded study of the subject, will be toward the abandonment of any such proposition. Not the least important reason for such a belief is the fact that street railways, in this country at least, have long since outgrown municipal bounda- ries in the sense of one company being confined to one munici- pality. Rapidly they are also outgrowing State boundaries. The natural tendencies of the business, therefore, are such as would greatly complicate the questions of ownership and operation by municipali- ties. Still further, the rate of interest which has been earned upon the money invested by municipalities in Great Britain in street rail- ways has been extremely small, and the facilities afforded have been most inferior to those enjoyed in this country.
In general, aside from the question of municipal ownership,
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governmental restrictions upon the construction and the operation of tramways in Great Britain have been so severe that the citizens have been deprived practically, until the present time, of the benefits which have been enjoyed by the citizens in this country, growing out of the freer opportunities which have in the past been afforded investors to provide tramway facilities for cities and towns.
Unquestionably, the most important social benefits, development of real estate, and increase of taxable property, have resulted from the general policy which has been in vogue in the United States. Why, then, should our legislatures and municipalities consider changes of a restrictive character calculated to reduce the profits of tramway operation, and consequently restrain and dwarf its future develop- ment? We are told by the so-called "economists" that such is the trend of thought. Why should there be such a trend of thought if a fair investigation is given the subject?
Presumably, it will be generally admitted that the only proper source which can be drawn upon for payment of taxes, rentals, assess- ments for paving, street cleaning and other similar burdens, is the gross revenue, and consequently the net revenue of the street railway company; that this gross revenue is contributed by the public; that, therefore, all such burdens are taxes levied upon the public who use the cars. It must then follow that every burden of this character is one tending either to increase the fares, to maintain them at a high level, or to diminish the facilities afforded the public in the quality of cars and tracks, frequency of service and its general maintenance. A company, unfortunately, is regarded as an entity rather than as an association of individuals. What ownership could be, in fact, more public than the ownership of a street railway corporation? Its shares can be purchased by every one, and investigation will almost invari- ably show such ownership to be widely disseminated, and largely among a class of citizens, male and female, who can ill afford the impairment of the anticipated revenue. What greater benefit could be conferred upon our citizens than legislation of a character calcu- lated to eliminate from street railway securities their speculative nature, and place them substantially upon the basis of a savings bank deposit?
Many persons have pointed out the social benefits of street rail- ways, especially electric street railways, in particular, due to the American system of a uniform fare, regardless of distance, within a reasonable radius from a center of population. Examination of this subject, especially in contrast to the European systems, will show extraordinary advantages of the American system. The very small fare for the very short distances, which has been the general custom abroad, has neutralized the benefit which otherwise would have been
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•experienced by the community in such large cities as are provided with good tramway facilities. The poorest element in the population, as a result of such system, is confined abnormally in centers of popu- lation, and the amount of expenditure for policing, lighting and the attention to the public health is necessarily greatly enhanced, and the moral effect of such concentration of population is most serious. Uniformity of fare tends to break up the slums; gives the working- man and his children a home of their own in the suburbs, and the question of rates is, therefore, one in which the great majority of the people are vitally interested.
In the light of these facts, is it not unwise to so tax, in one form or another, the tramway enterprises that they are prevented from rendering that service in transportation which might otherwise be secured? In these days of extravagant expenditure by municipality and State it is doubtless a difficult matter to determine how the necessary funds are to be provided, and it is natural that the business of the street railway company, being always in the public eye, should seem a proper subject of assessment; but we should never lose sight of the fact, that any such burden is in restraint of transportation facilities. A frequent argument for municipal ownership is that municipalities can borrow money at lower rates of interest than private corporations. Why not, then, pass such laws as will make the credit of private corporations good enough to commend the lowest rates of interest? But it is also argued that great profits would result, and, therefore, great abatement of taxes upon others, if the cities were in control of the tramway. As I have already pointed out, it seems reasonable to suppose that the greatest benefits to a community have accrued, and will continue to accrue, by private ownership.
The question as to whether the capital invested in street railways and their property should be exempted from all special taxation, in order that the greatest inducements may be afforded to investors to increase such facilities, or that the profits should be restricted by limitation of dividends, or division of surplus earnings with the public, or bearing additional burdens in the maintenance of street surface and otherwise, is a fair ground for discussion. Much may be said upon both sides of the argument, yet I am firmly of the belief that greater public benefit is to be had by exemption from taxation than by other methods.
It is not to be supposed that in any city or State, capital should be permitted to conduct the affairs so vitally bound up with the private interests of every citizen without proper restriction and regu- lation, but the persons whose capital is invested have equal right to the protection of our laws, although that side of the question is too often overlooked.
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The best service can never be secured when several corporations are entrusted with the duty of providing transportation for any center of population. A properly regulated monopoly undoubtedly conduces to the best of service, and with suitable provision for freedom of investment in its securities, and suitable regulation of the service performed the public good would be conserved and the evils which arise from unnecessary investments, due to competitive enterprises, upon all of which (necessary or unnecessary) the public must pay interest, or must suffer as patrons and investors, would be avoided.
Under the conditions usually existing, the operator of a street railway is charged with duties and responsibilities of the most exact- ing nature. His work, in so far as it is manifest to the passenger^ is of so public a character that there is little opportunity for a failure to provide proper service to go unremarked; and he is, therefore, held to so strict an accountability that the character of the service must necessarily be continually improved.
Probably the greatest misfortune attendant upon the conduct of a street railway is the inability to provide comfortable accommoda- tions during the so-called "rush hours" of the afternoon and evening. It may almost be said that street railway traffic during rush hours increases as the square of the facilities provided. It is the constant endeavor of every operator to meet these conditions, but his efforts in the provision of extraordinary power supply, rolling stock and employes, are seldom appreciated for the reason that it is impossible to prevent the overcrowding of cars during such hours. This over- crowding tends to much loss of revenue, to minor accidents to passen- gers, and creates in the minds of the passengers a feeling of disaffec- tion toward the transportation company and a belief in its extraor- dinary profits. As a matter of fact, everything surrounding these conditions tends to diminish the company's profits and to increase its investments.
Erroneous ideas prevail in the public mind relative to the profits to be derived from street railway enterprises. Those who are engaged in the business realize that the utmost endeavors and watchfulness are necessary to secure a fair return upon the investment. When there are added burdens in the way of excessive taxation, or other- wise, then, indeed, is the operator in need of all his experience and' skill to save a proper dividend from the net earnings.
Your association has been in existence for a considerable term of years, but it has not become feeble in its old age. It would seem to be within the power of the association, and within the scope of its duties, to take some action looking toward uniformity of legis- lation relative to street railway companies, and to aid in the correc- tion of fallacies by the dissemination of information upon many points as to which the general public is entirely ignorant.
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If, in the few thoughts which have been suggested, there is anything worthy of your consideration, my purpose in writing this paper will have been accomplished.
Respectfully submitted,
CHARLES S. SERGEANT.
THE AMERICAN STREET RAILWAY ASSOCIATION: THE PURPOSES OF ITS ORGANIZATION, AND THE BENE- FITS ACCRUING TO INVESTORS IN, AND OPERA- TORS OF, STREET RAILWAY PROPERTIES BY MEMBERSHIP THEREIN.
The American Street Railway Association —
Gentlemen: The subject assigned to me is, it is needless to say, a fruitful one, justifying a paper in keeping with the title, but appreciating brevity where facts only are desired, I shall endeavor to enumerate some of the many advantages to owners and operators of street railway prop- erties of membership in this Association.
A learned doctor once said, "Ignorance, pestilence and avarice make the human race akin." Substituting the word "ambition" for the last named, I am constrained to believe the same agency is responsible for the organization of this Association ; for if the knowledge of street railway affairs possessed by one individual were as thorough as that of some others, the necessity would not exist for attendance at conventions to lay in a store of information to better fit one's self for such duties. Who will deny that disease among horses and the best means of guard- ing against the spreading of such pestilence, and the care of horses, was at one time the chief topic for discussion at our meetings? And is not "ambition" one of the chief incentives which prompts mankind to excel his neighbor and competitor in proficiency and results ; is it not a motive for seeking membership in an Association whose members have witnessed the evolution of electric traction, with its vast improve- ments, from the old-time animal traction, and which has outdistanced the cable? The users of this power are now looking forward with eager eyes to still greater achievements with this mysterious agent whereby to improve and perfect the transportation system of street rail- way service. The founders of this Association built not only wisely, but with beneficial results to the street railway systems of this country far beyond their realization.
To the foresight and indefatigable energy of the Messrs. H. H. Littell, D. F. Longstreet and Thomas Lowry, from whose "Littell" beginning, the Association has passed through the "Long-street" of progress without "Lowr-yng" its usefulness, belongs the credit of the present efficiency and high state of perfection of the street railway
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systems of this country, and which the entire world has adopted as its standard.
The growth of the Association has been marvelous ; the good it has accomplished, inestimable. It doubtless represents through its mem- bership a greater combined capital than any organization or association in the world, and through its channels has disseminated information resulting in the establishment throughout civilized communities of electric railway systems, wihere no other service could be maintained, and which has been the means of supplanting animal traction, with its resultant saving in time.
It has been the means of saving millions of dollars to many invest- ors in street railway properties by information procured from papers and discussions at our annual meetings, particularly at a time when much doubt was involved as to the best system to adopt in changing from animal to mechanical traction.
It has been the means of bringing the executive and managing departments of street railway properties in closer communion with their employes, and is largely responsible for the present improved condition of street railway employes generally, as compared with the period prior to its organization.
Its aim has been, and is, to encourage, elevate, and ameliorate the condition of that gallant and noble army of public servants, the Street Railway employe, than whom none are more loyal or devoted to their work.
Through the proceedings of its annual meetings it has laid the corner stone of successful operations of the street railway systems of the world, and its gatherings are looked forward t.o with eagerness and assurances of greater additional knowledge concerning street railway improvements which are springing up everywhere like magic.
It recognizes no creed, sect, or nationality. The universal Law of God, its guidance, and the greatest good to its members and the com- munity they serve, its ambition.
Investors have long since realized the many advantages resulting, from this Association, and every company throughout this country should profit not only by membership therein, but insist on being repre- sented at its meetings.
The Street Railway Accountants' Association is an offspring of this organization, and arranges its annual meetings to harmonize with the time and place of those of the parent body. The formulation and standardizing of accounts now generally observed must prove of addi- tional value to the investor and manager alike.
The appointment by this Association of a committee on standard- izing street railway equipment is another step in the right direction which will doubtless prove of inestimable value to the investor and
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manager, and will, in the opinion of the writer, result in the formation of another branch of this Association, bringing the mechanical depart- ment of the various street railway systems in closer touch with the managing and accounting departments.
In conclusion : There is another auxiliary originating from this Association, the importance of wihich must not be overlooked : The street railway press, through whose untiring efforts we are constantly advised of improved methods through an interchange of ideas and whose work when more generally appreciated will, it is to be hoped, be sub- stantially rewarded.
Respectfully submitted,
G. W. BAUMHOFF.
On motion, the foregoing papers were received, with thanks.
President Holmes — The paper by Mr. Ira A. McCormack, general manager of the Cleveland Electric Railway Com- pany, on the "Relations of Interurban Roads to City Roads," will now be considered. I will ask Mr. McCormack to make a brief statement of the contents of his paper.
Mr. McCormack — I did not expect to be called upon to make any remarks, as I supposed the paper would speak for itself. There is, however, one thing I would speak of in con- nection with the paper, and that is, in getting information from different companies in relation to traffic agreements I find that a great many general managers are reluctant to give any such information. As stated in the paper, one street railway operator put it this way : "We had hard work arriving at an agreement, and we do not propose to educate our competitors." Another railway man whom we asked for information about agreements between interurban roads and city roads, stated that he did not have any agreements ; that he proposed to run all the roads radiating from his city as part of his system. In writing this paper it was a surprise to me to find that it is in the Western cities that the traffic agreements are made between interurban roads and city roads, and that very few of these agreements are made among the street railways in the East. The absence of these agreements in the East may be accounted for, probably, on the principle of the general manager who said, that if there were any roads to be run into the suburban dis- tricts they proposed to build them and operate them.
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I have received a letter from the Columbus Railway Com- pany which says : "We note in your paper on the relations of interurban roads with city roads, a paragraph wherein you state that an agreement has been recently made between an interurban road and this company, whereby the interurban road is to stand the expense of installing the third rail to ac- commodate the standard gauge to our broad gauge. While the franchise granted this company permits such an agreement, under certain conditions, yet no such steps have been taken or agreement made, and it is doubtful as to whether such an arrangement would at any time be made." It appears that my paper should have stated that the right to make such an agree- ment was provided in the franchise, but that no such agree- ment had been made.
A short time ago I was subpenaed to testify in a case at Pittsburg where two companies were trying to agree on an equitable rate to be paid by a suburban company in going over the tracks of a city road. The idea seemed to predominate there, that so much per passenger should be paid, and that is the basis on which such agreements are made in a number of cities ; but in the West, as is stated in the paper, the practice is, that when the cars of the interurban road enter upon the tracks of a city line, the city line takes the car as if it were its own car, that is to say, they man the car, taking full charge of it, and are responsible for accidents. The city line collects all local fares and collects an extra fare from the interurban riders from the city line, so that the city line receives all the revenue, and pays to the interurban company two cents per car mile. In this paper I have tried to show to the people in the West, that it would be an advantage to them to encourage the building of interurban lines and I have probably gone pretty far in saying, as one gentleman remarked to me to-day, in regard to interurban roads entering the city, that city lines might encourage them to the extent of building such terminals as would accommodate the freight business and charge the interurban road the expense of maintenance and interest on the money expended.
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In the paper it is stated that the price of coal in Denver would probably make it necessary to receive a greater rate of compensation than in some other cities, some Eastern cities, for instance, where coal was not so expensive. Since writing the paper I have been informed that coal is as cheap in Denver as in some other cities, and I would recommend that San Fran- cisco be substituted for Denver.
THE RELATION OF INTERURBAN ROADS TO CITY ROADS.
The American Street Railway Association —
Gentlemen : It is the writer's opinion that the relation existing between a city road and an interurban road should closely resemble the relations existing between the members of a partnership firm. Both should exert their efforts with the same end in view and should miss no opportunity of developing the mutual interests, although each may occasionally have individual interests which may not coincide. This rule should hold as good when the two roads are controlled by different people as when they are owned by the same interests.
In the case of the company with which the writer is identified with but one exception the interurban roads radiating from the city are controlled largely by the same interests as those which own the city lines. The majority of the interurban roads have been bought up since they were built, but the original agreements as to city traffic still hold good, and the interurban managers are as anxious as ever to make a good showing, so that, while in many cases they are trivial matters, contingencies frequently arise which require careful handling to prevent the other fellow from getting ahead of us in matters which are not carefully stipulated in the text of the traffic agreement.
The arrangement known to street railway people as a traffic agree- ment is a comparatively new institution, dating from the introduction of interurban roads. In the more thickly settled Eastern states, the majority of the surburban roads are simply extensions of the lines of the city companies, which quickly followed the development of electric propulsion because the surburban population demanded the new service; and, so far as can be learned, there are few instances where independent surburban companies enter on city tracks under a traffic agreement. In the West, however, the early history of the suburban, or rather interurban, roads appears to have been somewhat different. They operate from town to town, and in a great many cases the original promoters were parties who figured on giving the residents of their towns better communication with, or access to, the neighboring cities, and in entering the city they were obliged to apply
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to the city companies for some sort of arrangement whereby their pas- sengers might be carried to the center of the city. In numerous cases, either because of the city ordinances which it was thought would debar traffic arrangements, or because of the unwillingness of the city com- pany to make such arrangements, the interurban cars were forced to stop at the city limits and transfer their passengers to the city cars. This arrangement is still in vogue in many places, but it has never proven satisfactory to any of the parties concerned because it is not conducive to the full development of the interurban business. People generally prefer using the steam road to making changes and running the risk of failure of making connections. Besides it is unquestionably a fact that the best advertisement for the suburban cars is to have them seen on the streets. One of the greatest arguments in favor of the new mode of traffic is that a person can take a car in front of his home and step down at his destination. For the above reasons the traffic arrangement has become an imperative necessity, and the time finds the progressive city company not only perfectly willing, but anxious to enter into such an arrangement with outside companies, since the additional business brought into the city more than com- pensates for any trouble arising from handling the suburban cars.
The early traffic arrangements were comparatively simple agree- ments, generally setting forth the compensations required by the city company for permitting the outside cars to run over its tracks, an agreement as to the crews who were to handle the cars, an under- standing as to responsibility in cases of accidents, and other similar matters of detail. But it has been found that the rapid development of the interurban roads is presenting problems to the city companies which were never thought of in the earlier days. The question of weight, the question of wheels, the question of voltage, the question of type of cars, the question of mail, freight and express, and many other matters, present difficulties to the managements of both the city and suburban lines which are becoming more and more difficult to adjust to the satisfaction of both.
The question of unusual weights of cars is without doubt the most difficult one with which we are obliged to contend at the present time. The city tracks of five years ago were designed for single truck cars, weighing from 8,000 to 14,000 pounds. To-day our smaller city cars weigh from 16,000 to 20,000 pounds, while the heavier double-truck cars weigh from 24,000 to 30,000 pounds. These are bad enough on tracks designed for the lighter cars, but the effects of the latest interurban cars, weighing from 35,000 to 60,000 pounds, on rail joints and special work is doubtless becoming fully appreciated by many of those present.
Coincident with the increase in the weight of cars, comes an
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increase in wheel dimensions and this increase brings with it troubles which are almost as expensive as those caused by excessive weights. Our city wheels have a five-eighths inch depth of flange, compared with one inch for the interurbans. The city wheel face is two and one- fourth inches, compared with two and three-fourths inches, and these differences not only play havoc with our special work, but greatly re- duce the life of their wheels by tearing and chipping the flanges. Plainly, some sort of a standard of measurements should be adopted, but which shall conform to the other, and which shall bear the ex- pense are questions which will have to be settled by individual arbitra- tion.
One thing is certain. If the interurban companies expect to con- tinue increasing the size and speed of their cars they should as a matter of safety equip their roads with trucks and tracks equal to those used by the steam trunk lines, and as a standard for future practice it is suggested that the Master Car Builders' standard wheel forms an excellent criterion to follow. The dimensions are 33 and 36 inches in diameter, 3%-inch tread, 5^-inch width, i^-inch depth of flange.
It is understood that in some cities where new construction work is going on, Utica, N. Y., for instance, they have ordered all special work with sufficient clearance and depth and width of groove as will be required for the above standard. But in cities which are provided with the older equipments in good condition, such changes are out of the question for some time to come, and in the meantime, the inter- urban companies, the parties most benefited by the traffic arrangement, will either have to bide their time until the city companies can make the change or else they should bear the expense of making the improve- ment on the city line which they traverse. In some cities, Dayton, Ohio, for instance, the traffic arrangements specify that the interurban companies must make all changes in track or special work made neces- sary by the use of unusually heavy cars or extra wheel dimensions. Incidentally it might be added that the above contingencies present one of the reasons why the city and interurban roads can most ad- vantageously be operated under one management. Of course the only permanent remedy for rail troubles is the adoption by the city com- panies of a girder rail with high head, or, better still, the T rail. The use of the Trilby rail appears to be on the wane. In an Ohio city during the past month the interurban company has obtained the permis- sion of the city council to remove its Trilby rails and curves, as it was shown that the grooves fill with mud and sand in summer and ice and snow in winter, rendering cars more liable to leave the tracks, besides chipping and otherwise damaging wheel flanges, thus rendering acci- dents liable when traveling at high speed. The thickness and depth of groove of the Trilby rail also greatly increases the amount of power required to propel the car.
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Unquestionably the ideal rail for all around use is the T rail, but unfortunately the popular fallacy that it is wholly unsuited for city use is still deeply instilled in the minds of every layman — owners of vehicles in particular — as well as with the majority of city engi- neers, but the writer predicts that the day is not far distant when by persistent effort we shall be able to convince authorities to the contrary. Practically the only logical argument that can be advanced against the T rail is that when laid without pavement it is hard on vehicle wheels, but everyone here knows that with heavy pavement tracks can be made nearly flush. Of course such a track can never be made as satisfactory to the driver of a tired horse, but if for no other reason than that the T rail will do away with such causes of lost time, damage suits and profanity, it will be a step in the right direction. In many European cities if a vehicle is damaged while in a car track the owner not only cannot collect damages, but he is quite likely to be fined for being on the track. Unquestionably, vehicles should be prohibited by law from using the car tracks, and it might be added that the heavy and swift moving interurbans are doing much toward correcting this evil.
It is of interest to note that the T rail is making headway for city use. In Brooklyn two of the leading lines are equipped with such rails and are giving perfect satisfaction. It is particularly gratifying to state that within the past month, after a hard fight, a franchise has been granted in Sandusky, Ohio, whereby T rails are to be used on all city streets, this being the first municipality in Ohio to grant such a privilege. In Brooklyn the bricks next to the rails on the inside are beveled to allow for the wheel flange. Some time ago the town of Flushing, L. I., made exhaustive inquiries and experiments as to the best rails to be used in connection with macadam boulevards, and it was unanimously decided to adopt the T rail.
The width and length of cars are points which should be considered in traffic arrangements. In Cleveland the space between the rails — or devil strip as it is called there — is uniformly four feet, so that it is necessary to place screens on the inner sides of open cars to prevent passengers from being injured. The distance between tracks is regu- lated by franchises and of course cannot be changed, hence the inter- urban companies are forced to regulate the width of their cars ac- cordingly. Some of the cars recently purchased by one of the inter- urban companies are so wide that they almost touch ' in passing, so that great care is required in their operation. In the future we shall endeavor to secure five-foot devil strips, and the writer would advise companies building new lines to take nothing less if possible. The traffic agreement in force between the Toledo City Company and one of the interurbans provides that cars shall not be longer than 49 feet
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6 inches, and shall not be larger or heavier than those in use at the time the agreement was made. The flanges of wheels are not to be more than three-fourths inch in depth, and the tread of wheel must not be of unusual width. This word "unusual" is a trifle ambiguous and seems likely to cause trouble, since that which was unusual two years ago is now common and even behind the times.
At the present time, so far as can be learned, the difference in voltage is not causing serious trouble. At present the Cleveland city lines operate on the ordinary 550 volt circuit, while the interurbans employ 750 volts. Naturally the cars operate at a slower speed while in the city, and they do well enough. The only noticeable difference is that the lamps drop considerably when the city current is reached. The city cars employ three circuits of five lamps each, while the inter- urbans have three circuits of six lamps each. Nothing is done to remedy this discrepancy, although it could be easily corrected by cutting out one of the lamps at the city limits. In Cleveland it has never thus far been found necessary to install additional feed wire and side feeds to take care of the unusual loads of the heavy interurban cars, but if they keep increasing their weight and speed, something of the kind will be found essential. The extreme weight of the interurban cars and the tendencies of operators to open up full speed makes them more dangerous and harder to control than the city cars, and precautions should be taken to guard against exceeding the city speed ordinances. It is understood that in Buffalo a system has been employed under which the motorman removes the ordinary controller handle at the city limits and substitutes another which does not permit the control to run above the series into the parellel. Such a device undoubtedly prevents many accidents.
The question of interurban roads handling freight is one which will doubtless require considerable legislation in many states before its status can be regulated. In Ohio the courts have recognized the right of interurbans to carry freight, but nothing is said about the quantity or kind that may be carried. Some of the municipalities and counties have attempted to regulate this by specifying package freight, mail and express. The majority of Ohio roads are operating combina- tion passenger and express cars and only in one or two exceptions have attempts been made to operate exclusive package freight cars. In a certain Ohio city recently the city authorities undertook to prevent the interurban cars from stopping on the streets to unload milk. After making a move the officials consulted the corporation attorney, and he rendered an opinion that since the State gave the companies right to carry freight, it also gave them the right to unload it and at any time or place they thought fit. It may be noted right here that one of the most annoying features of the traffic arrangement is when inter-
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Twentieth Annual Meeting
urban companies insist on unloading milk or freight at points along the route most suited to the convenience of their customers. In many of the more recent arrangements it is soecified that the interurban companies must provide a freight station in the center of the city, with turnouts from the city tracks. In many cases small interurban roads cannot afford to go to this expense, and the writer believes in such cases it would be good policy for the city company to build and equip the freight station and lease the use of it to the interurban company or companies at a figure which would cover the interest, depreciation and expense of maintenance. To digress a trifle from the subject in ques- tion, the writer believes that it would prove an excellent investment, besides being a great convenience to merchants, to utilize the interurban freight station as a general transfer station for freight of all kinds. Freight cars can be transferred to the various steam roads during the night by the use of powerful motors, and the objections of excessive noise made against this practice would thus be eliminated. The station should be located on some side street, off from the main line of travel, and in this way much of the heavy teaming which interferes with the street railway service would be diverged to other streets.
To return to the interurban freight and express business ; it is be- coming generally appreciated that this factor of the business is one of the most promising features of the new mode of transportation, and already in some sections it is reaching very large proportions. In Ohio, probably the best example is the Cleveland & Eastern Railway, which taps a very rich isolated farming district and handles immense quantities of package produce and milk; during the past few months the receipts of this road from freight, mail and express amounted to a trifle over 25 per cent of the gross earnings. This company maintains exclusive express cars which run into the city twice a day, in addition to combination cars which are almost invariably filled to their utmost capacity. Some of the properties of the Everett-Moore Syndicate are not at present handling package freight, although they will in the near future, but the reports for one year show that out of gross earnings of $10,000,000 for the various properties $200,000 was derived from pack- age freight. As is generally appreciated, the handling of this class of business adds but little to the expense of operating the road. The major portion of this class of business can be carried on combination cars at times when passenger traffic is not heavy ; hence, aside from the cost of handling at stations, the receipts from this branch are almost all clear profit. Naturally the city companies should share in these receipts. The method of division varies in different cities. In Cleveland, the city companies take such proportions of the amount received in carry- ing U. S. mail, express and freight, as the distance on the city tracks is to the whole distance carried. This arrangement also exists in
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Toledo and other cities. In Toledo the traffic agreement provides that the suburban company shall pay all cost of loading and handling and the arrangement may be altered by arbitration after any period of three years. At Columbus the city company recently made an agreement with an interurban company whereby the latter shall pay the city company ten per cent of the gross receipts from freight. The majority of agree- ments provide that the city company does not guarantee the right of the interurban company to handle the freight and the city company is to be held free from damage in case the business is restrained by legal or other action.
Comparatively few of the traffic arrangements in the various cities are exactly alike. There are almost invariably local conditions which have their effects, and frequently agreements which would be satisfac- tory in one place would be unfair in others. There are many reasons why the. city company in one city should receive a higher rate for handling the cars of the interurban company than those in other places. Fo"r instance, it is worth more to handle the heavy interurban cars in extremely hilly cities like Kansas City and Pittsburgh than in Cleveland or Detroit. The extreme cost of fuel in Denver or Omaha would make a difference as compared with Buffalo or Philadelphia. The length of the haul is also an important factor to be considered.
The Cleveland agreement is briefly as follows : The city crews take charge at the city limits (since this agreement was made this section of the agreement has been changed by some of the roads. The crews remain on the cars and while on the city line they are paid by the city company the same as its own men). The city companies collect and retain all the local fares and pay to the interurban companies mileage at the rate of two cents per car mile during the first two years of the contract. This part of the contract to be arbitrated at the end of each five years thereafter. It might be added that no occasion has ever been found since for changing this clause. While in charge of city crews the city companies are responsible for all damages to cars or individuals. The above agreement was made between six interurban companies and two city companies, and it was agreed that no other companies should be admitted to the city tracks without the consent of the others. The suburban companies agreed not to make traffic arrange- ments with any other city companies, should they appear in the field, and agreed to take no interest in any city project. The city companies agreed not to build extensions that would in any way compete with the interurban companies.
At Detroit several years ago one of the city companies made a traffic agreement with a company which proposed to operate from Royal Oak to Detroit. The companies settled on a meeting point and each extended its line until they connected. The cars of both companies were operated
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Twentieth A?inual Meeting
the length of the two lines, the crews changing at the connecting point, the men always remaining on the line which employed them. Both companies sold single and round trip tickets ; tickets sold by one being accepted by the other, and at the end of the month the debtor paid the balance against it. Later the suburban line was extended to Pontiac, and thereafter the Pontiac company furnished all the cars for the through runs. The city companies furnished the crews at the city limits and assumed the responsibilities and paid the suburban company two cents per car mile.
A carefully prepared agreement existed until recently between the Toledo Traction Company of Toledo and the Toledo, Fremont & Nor- walk Railway, one of the longest and speediest traction roads in the country ; the agreement as stated before provided for specified types of cars, weights, wheels, flanges and other technical details. It provided that the city company did not guarantee the right to operate passenger or freight cars, but merely granted such rights as it had a right to grant. The city company was held free from damage in case of failure of power or in case city company is legally restrained from operating the cars.
The city company did not guarantee the strength of its equipment, neither did the interurban company guarantee the strength of its cars. The crews of the interurban road remained on the cars, but the city company reserved the right at any time to remove them and utilize the city men. The company whose crews were in charge of the cars to be responsible in cases of accident. Under this arrangement the city company received of fares collected within the city limits, during the first five years of the agreement — four cents ; during the second five years — three and one-half cents ; thereafter — three cents.
The Dayton City company has two kinds of agreements; one by which it received all local fares ; meaning all fares collected from pas- sengers carried from any point on the city lines to any other point on the city lines and no further, and two and one-half cents per passenger other than local carried by the interurban company over any part of the city line. By the other agreement the city company received three cents per passenger carried over any part of the city lines. In each form of contract the interurban company keeps an account of all freight, mail and express or other matter carried, and pays the city company in- pro- portion to the distance same is carried over the respective lines, the 'city receiving one-half of such proportionate amount which would be due it if the whole sum received should be divided. The interurban crews remain on the cars and all fares collected within the city are recorded on register furnished by'the interurban company and agreed upon by the presidents of both companies. Interurban company dis- charges employes upon reasonable complaint by city company. The
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interurban companies are responsible for all damages caused by their cars or employes while on city tracks. The city company is not liable in case of interruption in power or damage to tracks or bridges.
In Columbus an agreement has recently been made on a modifica- tion of the last mentioned plan. In that city the local company utilizes a broad gauge track, this being also the case in Cincinnati and a num- ber of tributary towns. In this case the interurban company agreed to stand the expense of installing a third rail to accommodate the standard gauge. The suburban crew are to remain on the car and the city road is to receive three cents out of each five collected for city fares. In another Ohio city (Cincinnati) the local company uses the broad gauge and an interurban road entering the city has also been built with this gauge; the city company pays the interurban company thirty cents per hour, or $5.40 per day (eighteen hours making a car day), as rental for the cars while on the city tracks. The city company takes up the interurban tickets at regular rates and the interurban company pays for same each month.
The Buffalo & Niagara Falls Electric Railway, before its consoli- dation into the present system of the International Traction Com- pany, had a line which extended from the city of Buffalo to the city line at Niagara Falls, and the cars used the tracks of the Buffalo Rail- way Company in Buffalo and those of the Niagara Falls & Suspension Bridge Railway in the latter city. When the cars reached the Buffalo city tracks the city company's men took charge, and all fares collected went into the treasury of the Buffalo company; in other words, the suburban company gave the use of its cars for this distance for the privilege of carrying through passengers. In Niagara Falls the situa- tion was different ; here the suburban company paid three cents out of every five collected for the power and use of tracks. It is under- stood that the two and three cent plan is used in Pittsburgh, St. Louis, Kansas City, Indianapolis and other places, and it appears to be deemed a very equitable basis of division.
In preparing this paper the writer requested information as to traffic arrangements from nearly all cities where interurban cars are known to enter over the city company's tracks, but for some reason or other the majority of managers failed to reply, or else declined to give detailed information. As one manager put it, "We have had a hard time settling on a satisfactory arrangement and do not propose to edu- cate those who may become our competitors." Another manager wrote, "We have no traffic arrangement with interurban companies, and if I can help it do not propose to have any, as I believe in the policy of the Metropolitan system in any city constructing all the lines that could be reasonably demanded."
The handling of local city passengers by the interurban cars pre-
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Twentieth Annual Meeting
sents a problem with many different phases, dependent to a large extent upon the terms of the traffic arrangement and the inclination of the crews in charge. Under ordinary circumstances the interurban com- panies are anxious to get their cars in and out of the city as rapidly as possible, and they do not care to stop at every street for city passen- gers ; and it might be added that the city passengers have a decided weakness toward the larger and more comfortable interurban cars. This desire on the part of the interurban company is especially marked when, as is the case in Cleveland, the interurbans do not share in the city receipts, but are paid so much a mile covered. On the other hand where the interurban company shares in the city receipts it is sometimes considered worth their while to cater to the local traffic, and generally this tendency is not at all to the liking of the city company. The writer has in mind an instance where two interurban companies use the same tracks for the matter of twelve miles to the city limits and then both enter over the city tracks. It is a matter of common talk that both companies jockey for the twelve miles of interurban business and then both have a contest with the city company for the city busi- ness. It is said that the interurban cars race to get ahead of one another at the junction, while at the city line the city company makes it a point to have a city car precede each incoming interurban. Laying aside the small profit that can be derived from the city business, it is unquestion- ably against the best interests of the interurban companies to cater to the city trade. The interurban roads are coming more and more into competition with the steam roads and to the person who has a long interurban ride in front of him there is nothing more tiresome or more discouraging than the frequent stops and crowded cars consequent with picking up and letting off city passengers. Were it not for city ordi- nances, which provide that all cars must stop for passengers, it would, in the long run, be more profitable for the interurban cars to run through to the center of the city without stop except to let off or pick up their own passengers.
The question of ordinances regulating the stopping of cars is one which should be taken up with a view of securing concessions for the interurban cars. Although in the majority of cases such cars are rec- ognized by the city ordinances only as city cars, it is time they should receive certain privileges and not be compelled to handle local traffic. It should be pointed out that the interurban cars are greatly benefiting the merchants of large cities by bringing in people who have traded at country stores, thus aiding greatly in the development of the com- mercial centers, and it can be proven that this development can be still further increased by giving the urban residents speedier transpor- tation and better accommodations. It might be argued that much busi- ness would be lost to the interurban cars through failure to make stops
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in the city to pick up passengers, and this is true, but unquestionably much of the difficulty might be overcome — providing the city ordi- nance permit — by having the conductor of the interurban car question each passenger as to his destination before he steps aboard ; if he desires to go to a point on the city line, he should be requested to take the next car. If legislation on this point cannot be secured, then the trouble can be eliminated to a certain extent by posting notices requesting city passengers not to use the interurban cars and by having the city com- pany precede or follow each interurban car with a city car.
One of the roads running into Cleveland, the Cleveland, Painesville & Eastern, operate what are known as "Special Limited" cars. They are designed especially for business men who reside in Painesville, Mentor and Willoughby, and they reach the center of Cleveland each morning in time for business, running after business hours in the •evening. They make no stops except at these towns and save about thirty minutes on the run of thirty miles. Inside the city limits the cars are considered as specials and do not stop for local passengers. Thus far the practice has caused no complaint among city people, and the cars are a great luxury to the suburban town residents who do business in the city. It is understood that other roads are soon to follow this practice, as it is of immense advantage in building up the small towns. It affords a constant income to the interurban roads and does not detract from the business of the city companies since the city fare is collected as usual, and therefore it may well be encouraged by both.
Under no circumstances should the city company attempt to make the interurban car part of its regular schedule; such an arrangement is not conducive to good service for either party.
The status of interurban railways in years to come is one which few people are willing to prognosticate. Just at present it appears to many people that the interurbans occupy, and will continue to occupy, a field which is separate and distinct from that of the steam roads. They are operating from town to town, opening up heretofore isolated country and affording short routes between points which heretofore have been far apart from the fact that they are located on different steam rail- roads. In this way the electric railroads aid greatly in the development of the country without actually interfering with the business of the steam roads ; on the other hand they frequently improve the steam road business. Will this continue to be the situation is the question which plainly is troubling the steam road people. If the tide of electric trunk line building can be abated the steam road people are now clearly willing to share the passenger business by turning over to the electric roads the short haul traffic. The business which comes from small towns surrounding the larger cities and that which goes from one small
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town to the next is said to be detrimental rather than beneficial to many of the steam trunk lines. The president of one of the most important steam roads in the country has recently been quoted as saying that it would be money in the pockets of stockholders if the short haul pas- senger business could be turned over to the electric roads. He figures that people could be brought into the larger centers on the suburban cars and from there they could take through fast trains for distant points. He stated also that the increase of freight business consequent with the building up of numerous suburban towns would more than compensate for the loss of the short haul passenger traffic.
Briefly, the above appears to be the aim of many of the present pro- moters of electric roads, but it is a well known fact that there are many others who claim that the day is not far distant when electricity will compete in every way with steam. Some of the roads under con- struction are being equipped with 8o-oound rails identical with those used on steam roads and speeds of 60 to 70 miles an hour, with through sleeping and dining cars, are freely talked of. An Ohio com- pany (A. E. Appleyard of Columbus) has recently placed a contract for electric sleeping cars which will be placed in operation within the next ten months between Cincinnati and Columbus. Within as many months the Everett-Moore Syndicate will have through cars operating from Cleveland to Detroit, and it is the intention to compete for through traffic with the fastest steam road in the country.
Clearly such arrangements can have little in common with the 10- mile an hour schedule which of necessity must remain permanent so long as cars traverse the surface of crowded business and residence streets. Laying aside the question of speed, the electric trunk lines will sooner or later find it to their advantage to handle heavy freight, coal, grain, etc. At present the citizens and city authorities of large cities make little complaint against combination express and package freight cars, or even an occasional exclusive package car, but it is expecting too much to calculate on freight trains transporting merchan- dise of all sorts through residence streets, even at night.
Obviously, the only solution of the problem under the various con- ditions mentioned is for the interurban cars to enter the center of the city by means of underground or elevated tracks with special tracks for through cars. Respectfully submitted,
IRA A. McCORMACK.
President Holmes — I would ask Mr. Albion E. Lang, President of the Toledo Traction Company, to open the dis- cussion on this paper.
Mr. Lang — Mr. President and Gentlemen : I appreciate
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the fact that a traffic agreement which might be desirable be- tween an interurban company and a city company would vary according to the local conditions that might exist in each city. The considerations which would arise in making a traffic agree- ment between a city company and an interurban company desiring to enter New York, Chicago or Philadelphia, would be vastly different from the considerations which would apply in the case of an interurban company desiring to enter a city the size of Toledo, which has about 150,000 inhabitants; so that in making the few remarks upon this paper which I shall make, I must, of necessity, speak more particularly of con- tracts which exist in Ohio, and of which I have more or less information. The contracts which have been made for the entry of cars into Cleveland, Cincinnati and Detroit differ from our contracts in this — that the city companies in those places, at the outset, expected to make the suburban cars do city work, and in so doing to repay to the suburban company a certain mileage for the use of the cars. In our city we have a differ- ent rule in making these contracts. We recognize the advan- tage of having the employes of the suburban road run their cars into the city and out again, the suburban company assum- ing all liability of accident. This is not desirable, however, un- less there is provision in the contract which gives the city company practical control of the suburban railroad employes. It is somewhat difficult to make such a contract, but, with the aid of our attorneys, we think we have provided an arrange- ment which is effective in this respect. In substance, it simply requires the city company to serve notice on the suburban company, that its employe refuses to recognize the authority of our superintendent, or is violating some of our rules, in which case the employe is discharged.
My theory of the suburban railroad is, that the rapid tran- sit feature is the one of most value to both parties, hence the suburban company should avoid as much as possible doing any city business. The contracts we have thus far made with the suburban companies have been based on a division of fares, in which the city company receives from three to four cents for
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each passenger brought in or taken out over the city line. In this manner the city company receives the benefit of the growth
of business.
Thus far we have made only temporary contracts for the freight and express business, we receiving such proportion of the receipts from the same as the distance the freight or ex- press matter carried over our tracks is proportioned to the whole distance it is carried. We are not convinced that this division of freight and express receipts is fair to either party, but inasmuch as it is temporary, we have provided for a re- adjustment of the same at the end of three years, should either party desire.
The Supreme Court of Ohio has recently held that an in- terurban company, chartered under the laws of Ohio, has a right to carry freight and express matter into the cities of the State, irrespective of any ordinance of the city prohibiting the same. Thus it seems to be the policy of the court to extend to interurban companies larger powers than it was at first sup- posed they possessed.
We have recently constructed in Toledo, and I think there is now being built in Detroit, a central station for handling freight. Its location is in the heart of the city and it is built much after the plan of the steam railroad stations, whereby the freight cars of the interurban road run alongside the freight depot, with a water shed extending out over the car far enough to enable us to load and unload freight with safety. Our plan is to figure the cost of the land and building, the interest on the investment, taxes, depreciation, etc., and charge the interurban companies, for the time being, a given rental for the use of the building. It is expected that later on a company will be formed for doing the express and freight business of the city, to solicit business and exchange it between these roads, but at the present time we are operating in the manner stated.
We have experienced some difficulty with the suburban companies on account of their wheels being of a broader tread and deeper flange than our tracks and special work is designed to accommodate. We find that many of the suburban roads
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are projected and their equipment contracted for, before final arrangements are made with the city companies. This makes it necessary to sometimes yield points to the suburban com- pany, which, if insisted upon, would work some hardships. In a recent case, one of the suburban railroads entering Toledo had purchased and fully equipped twenty cars with wheels having a 2^ -inch tread, whereas the ball of our rail was de- signed for wheels of only 2-inch tread. This fact was not discovered until the contract was substantially ready for execu- tion and the road completed for operation. It is our policy, however, to encourage the construction of suburban railroads and to afford them every facility possible for entering the city.
Some of the interurban roads entering our city have built freight cars and run them at given hours during the day, ac- cording .to the traffic, and thus far there has been very little criticism on the part of our citizens. In point of fact, it is growing in favor daily, and butchers, grocers and others are availing themselves of its advantages. I was told the other day by a dealer in eggs, that his business had been doubled since the advent of the interurban railroad, owing to the better facilities for getting his produce in and out of the city. I have also been told by an insurance agent that his business had ex- perienced some growth by reason of the better facilities in reaching his agents residing in towns now reached by interur- ban roads. I apprehend such instances might be given in large numbers to prove the value of the interurban road to the municipality, and hence to the city companies. The interurban road of the future will be very valuable to the city companies, in my judgment, by reason of its growing popularity and in- creasing traffic.
Possibly some of you have heard of an invention called the "Bonner rail wagon." It has been tried in one or two cities in Michigan to a limited extent, and I am informed is now in successful use and operation on the Isle of Wight. It is. a wagon built with a wide tread wheel which can be run upon a truck, then attached to a motor and taken to its destination. A team of horses can then be attached and the wagon taken
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to any point on city streets, or to and from the farm, similar to ordinary wagon service. In my judgment, the interurban roads in the future will make a great many connections from the main line to small hamlets and other places where freight and farm products can be gathered together and shipped to the centers of population. In some cases carriages and 'buses are run to hamlets three and four miles distant from the in- terurban lines.
In our State, until very recently, there has been a great deal of difficulty in making arrangements with steam railroads for crossings, but the steam railroads have come to recognize the inevitable and are making more reasonable terms for such crossings. A prominent official for a steam railroad said to me recently that he looked for the time to come when the relations between the steam railroads and the interurban rail- roads would be very cordial, and that in time there would be an exchange of traffic between them. It would, therefore, ap- pear that the relations between the city and interurban rail- roads are bound to become closer, and hence more valuable, from year to year.
Mr. O. T. Crosby, Washington — Mr. President and Gen- tlemen : Referring to the paper under consideration, while the arrangements being now effected between the city roads and interurban roads are based necessarily and properly upon con- ditions as they now exist, yet I see, I think, that these condi- tions are going to change, and much of the work of arrange- ment must change with the conditions. The reasons lie in this — that independent of the question of ownership, that is, as to whether ownership of city and country roads may be in the same, or in different hands, there are still various questions of a mechanical and electrical character, which lie at the bottom of them, and which, I think, will become better and better understood as we go along. The tendency is rather to a diver- gence of mechanical operation, I do not say of interest or management, but of mechanical operation, between the out- side and inside road. The city road has practically reached its limit in respect to the size of car and the speed of car. When
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you have set down certain sizes and weights of cars and cer- tain average speeds that you are to maintain, you have prac- tically determined a number of important electrical and me- chanical considerations. You have so far determined them, that the use of the same mechanism under widely varying conditions of weight and speed will not be desirable. The outside or country road has not reached its limit, either in re- spect to the size of the car or the speed. There shall always be, as long as we know how to make motors that will run faster than those we are running to-day, a desire on the part of the outside, or country people, that they shall get the last form of motor, and it will be given to them somehow or other. So, also, in respect to the size of the car.
There is a demand on the part of the outside people for an increase in the size of the car all the time, because they must be in the car longer and the car must be run at higher speed than is the case with the city cars. It may be, therefore, although I think this view of it has not been widely taken, that we must approximate more for our interurban service to the methods of the steam road people who have had the problem before them for fifty years, than we do to the methods of our electric rail- ways for the movement of people in the cities. We have got to provide, somehow or other, for that want and save time for the suburban man and do what he wants ; try to squeeze down the time he is in transit as nearly as possible to an equal- ity with the time the city man is in transit ; and to do this we have to pass him through the city faster than we do the city man, as the country man has added to his time of transit in the city, the time he spends outside in the country in passing from one town to another. It looks as though we may want a special track for the handling of large, high speed suburban cars, a special track where you can keep the car nearly up to its ordinary outside speed ; for, bear in mind, the operation of a very heavy high speed car on a city track, subject to city conditions, is a thing by no means desirable. You must al- most inevitably operate, from the electrical point of view, at a disadvantage. You are often required, in order to meet the
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best conditions of voltage outside, to have a high voltage there. The result is, when you get into the city you have an undesirable state of affairs. I went into this matter very care- fully with Mr.H.H.Littell when we built the Buffalo & Niagara Falls Railroad, which was one of the earliest cases, perhaps, where a large car intended for high speed was to be operated over city tracks. We compromised the matter by putting four motors under the cars, while, on the score of economy and maintenance, we might have been justified in putting only two. The question of alteration of speed came up; the question of throwing on the city station motors of tremendous capacity, of very low resistances. In the handling of such cars it means a good deal to the city station. Mr. Littell at that time looked at it with the interest of the city end in view, and objected to the putting on of two motors of low resistance, because, in starting and stopping such motors, you make an unusual dei mand for an instantaneous supply of current from the station ; and in order to meet that condition we put on four motors in- stead of two. This is a mere illustration of the case as suc- cessfully met in Buffalo and in similar places ; but the future will present more difficult cases, because the roads running out from these cities have not reached the limit which will be required by future service as to size and speed of cars. It is evident that it is desirable some compromise should be made. If the public will frankly recognize, and the street rail- way men will frankly recognize, that there is a disparity be- tween the conditions, there may be obtained a corresponding supply, so to speak, of space, of trackage room, etc. It is diffi- cult to bring about, I know, and it may be necessary, in order to overcome this disparity, to get some kind of a track where the cars will be permitted to maintain a high speed. This is asking a good deal from the city point of view, but it seems the only way out of the problem of through service as the fu- ture will present it to us ; because under the present conditions, where country and city service is combined it is difficult to get a satisfactory speed for country service.
Furthermore, the country service is necessarily more sharp-
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ly marked into hours of great activity and hours of very little activity. You therefore have this problem : You say you won't make more than a certain number of stops on the suburban line. That is all right as far as it goes ; but what are you going to do on Broadway, New York, or most of the busy streets of our large cities? The moment the interurban car strikes the regular city service, it is brought down to the speed of the city service, whether it stops or not. If a highway were provided where there was comparatively little demand for the usual city service, they might make this higher speed with fewer stops, and in that way obtain practically a higher through speed. In that way, also, the freight business would be cared for which has been dwelt upon as being a matter of consider- able importance. It is quite out of the question to handle any considerable amount of freight business satisfactorily on city streets. If this business reaches any sort of magnitude it will prove to be objectionable on city streets. I am sure in saying this I am explaining the cause of the disappointment that many men have felt in laying out suburban roads. They expect to get a nice freight business and they do not get it, because they cannot handle the business properly and at the same time do that which the public has primarily imposed on them, namely, the proper passenger service for the people in the city.
The suggestion made of the wagon which could be put on a truck is very interesting, but you could not stop a car to take a wagon off in the street. It will come to this, I think, that, if a special track cannot be had in the city, a satisfactory system of rapid transit through the country and the city will be obtained by stopping the high speed heavy suburban cars in the upper portion of the city and have the people transfer to the lighter cars ordinarily used in city service. We must bear in mind that when you once strike the well served city streets, you cannot move the heavy car any faster, substantially, than the regular car which does the city business and all of whose characteristics have been worked out for city service. There- fore, if you operate only city cars over the city line, you are operating all cars at the best advantage for each type. I think
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we shall find, even if we dump the people out, undesirable as it is, for every one, the suburban service will still grow rapidly. No such special solution, however, need be considered until outside speeds pass beyond, say, forty miles per hour, and the size of cars passes forty-five feet in length. I would be glad if the author of the paper or any other gentleman would throw some light- on this question: What is the fair and proper limit of the size, weight and speed of cars we should try to handle in a typical city service ? That has, I think you will see, much to do with the ultimate relation between city service and suburban or interurban service.
President Holmes — We have a paper on that subject to be discussed on Friday, which I think will meet your question. I wish to thank Mr. Crosby for his able discussion of the ques- tion.
I see in the audience a gentleman I knew a great many years ago who has served in every capacity connected with steam railroads. I will ask Mr. Willis E. Gray to tell us something about suburban roads from the standpoint of a steam road.
Mr. Gray — After a good many years of separation, I am glad to meet the President of this Association. The question has come up as to the service on steam railroads, which I think is quite similar to the propositions on electrical railroads, aside from the difference of motive power. The gentleman who has just spoken, it seems to me, has the right idea. Your field in suburban service is in its infancy, as I see it. You have before you a great many problems to solve, which will require a great many mechanical changes in your equipment. Your speed must be greater, your facilities must be better, although they are now excellent. It was my pleasure not long since to stop at Painesville, Ohio, for the purpose of riding over the subur- ban line to Cleveland. I was very much impressed with the speed and the possibility of that service. In that trip the pos- sibilities of this service came to me. You must have more speed, you must have a better arrangement for the handling of your passengers ; you must have a place where you can carry
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light packages and all those things, and that brings about the question of mechanical matters. Personally, I feel you are only beginning to enter the interurban system. I thank the Presi- dent for his pleasant remembrance of me.
Mr. L. E. Myers, Peoria — Representing, as I do, a joint steam and electric railway I think some of our experiences along the line of the statements just made may be interesting. We operate steam locomotives and electric passenger cars over the same tracks and do a very large freight transferring and switching business with a great number of steam railroads of such magnitude as the Illinois Central, Big Four, Rock Island and roads of that character and importance. We handle all our package freight on combination electric passenger cars. We handle through freight business with our steam locomo- tives and have two local freight trains each way daily for the transportation of such bulky freight as we cannot carry on our passenger cars. We find on a single track road, of which eight miles is used jointly by the steam and electric cars, that it is a serious problem to handle our freight trains, and for that reason we have found it necessary to maintain a complete train dispatching system, and at the various crossings with steam railroads, of which there are quite a number, we have standard interlocking signal towers and we maintain our electric service in exactly the same method as is used on the steam service, which would go to show that the destiny of the interurban railway is substantially along the lines of what the steam rail- way people have done.
I want to disagree with the gentleman who preceded me as to the probable attitude of the steam railroads. Although we are a steam railroad in fact, we find that we cannot get any recognition from our connecting lines, except such as we force upon them by originating the business. We have quite a num- ber of industries on our road where we have originated a con- siderable freight business. Such as we originate and con- trol, the steam railroads cheerfully take from us, but invari- ably they will divert their through business so as to escape paying us any charge for using our rails. While I should like
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to concur in the opinion of the gentleman who preceded me, that the relations of the steam railroads and interurban rail- ways are going- to be closer, my experience has led me to believe that instead of the relations becoming closer, they will become more antagonistic as the success of the interurban railway becomes more clearly defined.
Speaking on the subject of Mr. McCormack's paper, I am connected with three interurban properties, widely distributed, and in each instance they succeeded in making traffic ar- rangements with the existing local properties at each end. Tt is my opinion, based on a somewhat varied experience, that there are no two situations alike; and while Mr. Lang's agree- ments are excellent as adapted to Toledo, they would not, in my opinion, be well adapted to some other cases. From what Mr. Lang tells me I think the contracts he has made with the interurban roads are eminently fair. My idea of the solution of the problem of the relations of the interurban and local roads is to have an independent entrance provided by the local company for the use of the interurban road, the local business to belong to the local company and the interurban company should not expect to participate in that business, under any circumstances.
The question of high speed is a vital one to the interurban road. I am now building a road where I think we have reached the limit of weights and sizes of interurban equipment. We are building our cars sixty feet long, and we are equipping them with four 75-horse power motors, and the weight of the equipment, completely loaded, will be forty-five tons. We are building these cars, in my judgment, out of all proportion, be- cause we are limited as to width. The track centers of the ex- isting road at one end are such that we cannot have our cars any wider than eight feet, five inches, which is too narrow in my opinion. The solution of the problem between the inter- urban road and the local road, in my judgment, is an independ- ent entrance for the interurban road, to be owned and fur- nished by the local company. I think that would be the best
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arrangement eventually for both the local and interurban service'.
Mr. Nicholl, Rochester — I think that perhaps my experi- ence in this matter may be of some benefit to this Convention. I have built and am operating a road from the center of the city of Rochester forty-one miles straight away to Sodus Bay, in the State of New York. I am also operating the Rochester Railway and some other lines centering in the city of Roches- ter, aggregating some one hundred and sixty miles of track, and have had a great many of these questions come up ior action by myself and associates. It makes a great deal of dif- ference, in what your traffic arrangements are going to be with the suburban road, whether your suburban road runs on the highway or private right of way. Much depends on that feature, and also as to the amount of business your suburban line will get and bring to the city. In our case we have built probably two-thirds of the suburban line on the highway and one-third on private right of way. We find that the conditions existing along the highway, passing through little villages, etc., are very similar to those we have to consider in our cities. We find the people require certain kinds of rail — some of them want the grooved rail, some the tram rail, and some will per- mit the "T" rail, but the only satisfactory rail on a suburban line, in my opinion, is a "T" rail, and wheels with tread and deep flange, about the same as the steam railroads use. '
We found in the building of the Rochester and Sodus Bay railway that on account of having to go into the city of Rochester over a grooved rail, we had to come practically to the same width of tread and depth of flange as we had in the city, namely, two and one-quarter inches for the tread, and three-quarters of an inch for the flange ; but owing to the fact that when you get outside the city, with higher speed there is greater oscillation, sidewise particularly, of the car, we had to reenforce the flanges in order to prevent them from break- ing.
Regarding the size of car, in order to run the suburban cars into the city we found that about forty-five feet was the
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maximum length, that is, thirty-five feet body and two plat- forms of five feet each, so as to go around the corners of streets. Furthermore, we found it was necessary to limit the width of our suburban cars to seven feet, nine inches, this being determined by the width between city tracks at street corners.
We find we can use the same motors as in the city, but require four instead of two, so as to make higher speed out- side the city ; but in order to get business on the suburban line it seems to be necessary that we approximate, as nearly as possible, the same speed in the city that we do on the highway in the country. If we were going to build a line again I am frank to say that we would have a private right of way as near to the lines