we have to be economical in the operation of our lines; but notwithstanding the proportion of miles of cable to the number of population, all our cable roads pay. There is no question but that in Winter a cable line is most desirable for handling snow and hauling cars on a heavy track. I will give you an idea of what the cable can do. We experienced one Winter a very severe storm. When going up a grade of fifteen and one half feet to the hundred with a heavy snow-sweeper, weighing about 10,000 pounds, the snow was so deep that it clogged the brushes and we never turned a wheel. The sweeper just slid all the way up the track, the snow being forced to one side.

As regards construction of new lines, one of the most important elements to consider is the slot; as the closing of this slot, of course, means a very serious impediment. From my observation, I have found that those slot rails laid with a rod fastened to the yoke have not given so much trouble as other designs For those gentlemen who wish to have any idea of the cost of construction of these lines, I think it would be well to provide for an outlay of about fifty-five or sixty thousand dollars a mile of single track, not including equipment and power house; I think that would be pretty near the figures required for a first-class broad gauge road. In constructing the power house it is necessary to provide for future contingencies, and not simply calculate upon the travel that you expect the first year. I do not think there has been a cable line laid anywhere that the travel did not increase at least fifty per cent. the first year. It is very desirable, in order to give steady motion to the engines, to have a heavy flywheel, and in order to overcome any difficulty that may be experienced in stopping the cable, by having this heavy fly-wheel, it would be desirable to have a clutch by which the drums around which the cables wind could be disconnected, so that the cable might be stopped in a much shorter time than by shutting down the engines.

we had to be very was very severe.

The splicing of the cable is very important. We have tried several devices. Having a good many grades to contend with, particular, as the strain in starting our trains The principal trouble with the cable is in the splice. That is the general experience, unless some unusual accident happens. When a train is starting on the line, should the spliced portion of the cable happen to pass through the grip

at the time, danger of pulling the tucked strands loose is incurred, and more so on a grade, owing to the increased pressure of the grip. For these reasons we were obliged to make improvements in the methods of splicing our cables. We now double lock the strands, and have succeeded in making the cable at that point where the strands are tucked the same size as the regular cable. This suits us very well, and the loosening of a strand on our line is very unusual.

As regards the operation of these roads, as the travel increases the operating expenses are very much less in proportion. For an equipment of twenty-five cars, with eight miles of cable, you might safely calculate upon an expenditure of four hundred dollars a day. This, however, will provide for the transportation of twenty-five thousand people a day, just as easily as it will for fifteen thousand.

REMARKS OF MR. AUGUSTINE W. WRIGHT ON THE

CABLE POWER.

Mr. Augustine W. Wright, of St. Louis, was called for. Mr. Wright then said: Mr. President: The subject has been so fully discussed that I do not know that I can add anything to it. I would be very glad to answer any questions. The report is quite exhaustive, and with your own remarks and those of Mr. Lawless, I do not know that I can add anything. Regarding the cost of operation I know of a road of thirteen miles, which is now running at five hundred dollars a day, including all the operating

expenses.

Mr. Sage, of Easton: How many cars?

Mr. Wright: They are running thirty-three trains; two cars in a train. These are the operating expenses only, not including interest. As to the question of the slot, I attribute the motion of the slot to the action of the frost, and I think on the roads that have experienced trouble in this respect, it has been largely confined to the first winter. Your experience, Mr. President, in Chicago will verify this statement. It is due, in my opinion, to breaking up the pavement and rebuilding the road; the joints having been opened up, fill with water, which freezes and expands with immense force. After the first winter these openings are closed up, so that there is comparatively little trouble.

Mr. Sage: Will you inform us which road you speak of with

thirteen miles and thirty-three trains; are there heavy grades upon that road?

Mr. Wright: No, sir; the heaviest grade is about six per cent. Regarding the question that was asked, Mr. President, as to the extra resistance of grade, any gentleman here can readily calculate that for himself. The technical man speaks of a grade as a per cent.; you speak of a grade, as Mr. Harris said, of ten per cent.; then the resistance of the ten per cent. grade would be ten per cent. of the weight of the train; or in speaking of it in tons of two thousand pounds the extra resistance of the ten per cent. grade over and above the resistance of the straight and level track would be two hundred pounds.

The report of the Committee was, on motion, adopted.

INVITATION OF WASHINGTON COMPANIES TO INSPECT THE CITY.

The President: As the gentlemen of the Washington streetrailway companies have kindly invited the delegates to a trip to look at the various points of interest in this city, it is about time that we should adjourn, in order to get lunch, and be ready to accept that invitation at half-past one, or as near that time as possible.

I will say this on my own responsibility, that as the weather seems to be changing a little, if it should be raining or be so inclement as to be undesirable to take the trip after lunch, we, of course, will resume our session here at two o'clock. The question for the Association now to decide is whether on account of taking this trip to see these points of so much interest in this city, the Association desires to have an evening session, say, from half-past seven until nine o'clock, or whether we shall try to force into to-morrow all the rest of the business which is to come before the Association. I should be glad to hear from some of the delegates on this matter.

Mr. Littell, of Louisville: I move we adjourn till half-past seven o'clock this evening. Carried.

THE DRIVE.

A party of over one hundred and fifty ladies and gentlemen left Willard's Hotel about 2 o'clock, P. M., in forty open carriages, and were driven over the following course: Out Fourteenth street to Thomas' Statue Circle, then west on Massachusetts avenue to Scott's Statue Circle, thence north out Sixteenth street to Boundary street, thence to Fourteenth street, thence across country to the Soldiers' Home and through the long drive of the Soldiers' Home. The entire party was photographed on the steps and in front of the Soldiers' Home. The return drive was as follows: From the Soldiers' Home back to Fourteenth street, thence over Little Road to Woodley Lane Road, thence out Woodley Lane Road past the President's private mansion to Tenleytown Road, thence to Georgetown, thence Road street to Twenty-eighth street, down Twenty-eighth street to P street, thence east to Dupont Statue Circle, past the Chinese Embassy Building, thence down Connecticut avenue, past the British Minister's Building to K street, thence returning to Willard's, passing the rear of the White House. The weather was delightful and the drive was thoroughly enjoyed.

WEDNESDAY'S SESSION-EVENING.

The President called the meeting to order at 7.45 o'clock.

The President: A request was made by one of the delegates just as we were about to adjourn this morning. The Secretary will please state the request, and possibly some one may be able to give the information desired.

DISCUSSION CONCERNING ELEVATED CABLE RAILROADS. The Secretary: Mr. W. C. Doubleday, on behalf of Mr. Bonn, the President of the North Hudson County Railway Company, desires information in regard to the relative advantages in operating an elevated cable over a surface cable road. That Company, as most of you know, operates an elevated cable road in Hoboken, N. J. It commences at the river and runs up to quite an elevation, a distance of over a mile altogether. The President of that Company desires to know whether there is any other elevated railroad run by cable power, and what the relative advantage is in comparison with the surface cable railroads.

The President: Is there any one in the Association who can give the information desired? If so, we shall be very glad to hear from him.

Mr. Wright, of St. Louis: I should say, among the advantages of an elevated cable road would be the freedom from street obstruction, which would permit a high rate of speed. They would be released from the expense of cleaning the conduit, and the pulleys would be accessible. They could use a larger carrying sheave, which would require less power. On the surface road, the tendency, in the first place, in our President's experience, was to use a large carrying sheave. Theoretically, the larger the carrying sheave, with the same axles, the less power it takes to propel the cable; but, practically, as Mr. Holmes found, that leverage worked in two ways; the snow and ice freezing on the pulleys pevented their turning, so that Mr. Holmes changed his larger carrying sheave to a twelve inch sheave; and that is generally accepted now in cable practice as the best size sheave, considering all the points. On an elevated road, providing there is sufficient head-room, they could use a larger sheave and would require less power. Greater speed could be maintained with equal safety.

Mr. Lawless, of Kansas City: There is another important