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Overhead Wires.-We shall be pleased to receive the opinions of any of our readers who feel disposed to favour us with their views on the rules and regulations compiled by the Board of Trade for overhead wires. There may be a number of points of importance which we have overlooked in our comments, and we should therefore feel much gratified if our attention is called to anything which is deemed of importance.

The Fêting of Mr. Edison in Paris.-Mr. Edison was entertained on Wednesday evening in the Pavilion of the British Section by the members of the Executive Council. Among those present were Sir William Thomson, Mr. James Dredge, of Engineering, Mr. Preece, Sir Douglas Galton, and others.

Electric Shares in Japan.-The following appears in yesterday's issue of the Financial News :-In Japan the problem of making a fair allotment of shares in a public company has been brought to the front through a rush for the securities of local industrial enterprises. The Nippon Electric Light Company, of Tokio, offered 4,000 shares of 25 yen, or about four guineas, each for public subscription. Applications were received for 12,000 shares, so it had to be arranged that no one living in the district to be served by the company should have more than 50 shares, and that no more than five should be allotted to individuals living elsewhere. That was an eminently fair way of arranging an allotment, but it could hardly be applied to breweries or nitrates.

Scenery by Electric Light.-A novel use is made of the electric light on the St. Lawrence River, near the Thousand Island resorts. One of the lights has been placed at the end of a yard arm on the steamer St. Lawrence, which has a dynamo aboard. The light stands in front of a powerful reflector, and as the boat steams about at night among the islands the search light is cast upon them, revealing with startling distinctness their beauty and the beauty of the landscape.

Submarine Telegraph Enterprise.-Engineering says: During the first half of this year the Anglo-American Company's repairing steamer, Minia, has been engaged in repairing the Tricore cable, and the north and south Placentia cables, between Newfoundland and Nova Scotia. She has also repaired the Salcombe and Brest cable on behalf of the Submarine Telegraph Company, and has partially renewed and diverted the St. Pierre and Duxbury section

Electric Railway Statistics.-Mr. Bracken states, in his paper on "Electric Traction by Storage Batteries," that he wrote to nearly everybody in Paris, England, and his own country, who have been, or are, engaged in storage battery traction, but that only one reply reached him. We know at least one individual, with perhaps the greatest experience of any man on this side, with whom Mr. Bracken did not correspond.

Birmingham Exhibition Notices.-With reference to our notice of the exhibits at the Birmingham Exhibition, we are requested to state that the art metal fittings on view at Messrs. Appleton, Burbey & Williamson's stall, No. 72, are exhibited by the Brompton Electric Fittings Company, Limited, of 146, Brompton Road, London, S.W., Messrs. Appleton, Burbey & Williamson having been appointed as the company's agents at the Exhibition.

University College. Dundee.-The calendar for the seventh session, 1889-1890, is just published. The Principal's report for the last year records a satisfactory advance in the number of students, and it is stated that the engineering laboratory, now open to the use of the students, will bear comparison, in point of accommodation and equipment, with any institution of the kind.

[AUGUST 30, 1889.

Concession for Cables by the Government of Costa Rica.-The Government of the Republic of Costa Rica has authorised M. D. V. Cuenca Creus, concessionaire for the submarine cable from Venezuela to the United States, to establish telegraphic communication, either direct or indirect, with a point on the eastern side of the Republic on the Atlantic Ocean, by means of one or several cables. This cable will be able to touch one or more places in Central or South America which are not yet in telegraphic communication with the Republic of Costa Rica by the Atlantic Ocean, and the concessionaire will be obliged to connect his system to the transatlantic cable, which is projected between the Island of Cuba, Spain and France, by way of the Canaries. The Government of Costa Rica guarantees an annual revenue of 35,000 francs, and reserves to itself the right of intervention in the formation of the tariffs and regulations.

Electric Punkah Alarm.-The news comes from Madras of an invention for checking the sleeping propensities of the punkah coolie. Around the outer edge of the punkah wheel are placed metal tongues, revolving freely on pivots, which are inoperative so long as the wheel is in motion, but as soon as it stops fall down so as to complete the circuit of an electric current which rings an alarm bell, and startles the coolie out of his nap. The apparatus can be fitted to any ordinary punkah, and will make it impossible for the "man at the wheel" to go off to sleep for a single second.

Proposed Electric Railway.-We understand, says the Contract Journal, that a private company has been formed with the intention of constructing an electric railway from the town of Lanark to Hamilton, the motive power to be obtained from Stonebyres, one of the series of the Falls of Clyde. The object is to afford the people of Lanark a more direct journey to the city, via Hamilton, than by way of Carstairs Junction. The capital has, it is said, been subscribed.

Telegraph Money Orders.-Amongst the advantages which the Postmaster-General has long been urged to confer upon the public is the means of insuring the payment of money at post-offices by telegraph. Mr. Raikes has seen his way to some extent to gratify this desire, and from the 2nd of next month it will be possible at many places to succour a friend in need by immediately placing £10, the highest amount which may be sent, at his disposal. The boon is one which has long been demanded, and will, of course, be keenly appreciated by persons who sometimes get into sore straits, but it is doubtful whether it will be used to any very great extent. The official Gazette contains the regulations as to telegraph money orders.

A Vice-President of the Edinburgh Exhibition.We hear Mr. Edison has consented to act as one of the vice-presidents of this exhibition.

Engineers' Stores.-We have received from Messrs. W. H. Willcox and Co. a useful catalogue of engineers' goods, including belting, pulleys, lubricating oils, lathes, drilling machines, India-rubber goods, and all the various essential accessories of the engine room and workshop. Willcox's dynamo oil, and special oil for gas engines, are probably well known to most of our readers, and it would appear that the firm is giving special attention to the requirements of electricians in other directions.

Telegraph Clerks' Overtime Work.-Twenty-two notices of motion for next session have been given, and among them is one by Earl Compton, calling attention to the overtime work of telegraph clerks in the central telegraph office, as to which he will move a resolution.

AUGUST 30, 1889.]

The Safety of Edison.-An American journal says if Edison is not very careful an English syndicate may get hold of him and prevent his return. Our transatlantic contemporary is evidently unaware that we are quite contented with his carbon transmitter and incandescent lamp, without having the inventor here himself as a probable bone of contention in a fresh lawsuit between rival claimants for his possession.

E.P.S. System of Electric Supply.-The Electrical Power Storage Company is circulating a beautifully printed pamphlet, with diagrams, descriptive of the Storage System of Electric Supply as now in everyday operation by the Chelsea Electricity Supply Company. Major Marindin, Board of Trade Inspector, in his evidence before the Select Committee of the House of Lords, expressed the opinion that "from the consumer's point of view there is no system which gives so good a supply as the direct current and storage batteries," and that he believed the system adopted by the Chelsea Company was the best. The pamphlet fully describes the system, estimates the cost of plant, of maintenance and of depreciation, and against these calculates the revenue to be expected at 8d. per Board of Trade unit. The conclusions arrived at show a good margin of profit on the required capital for central stations so operated.

India-Rubber, Gutta-Percha and Telegraph Works Company. A new list of electric wires and cables is just issued by this company, giving particulars and prices of all the standard sizes of which stock is kept. They are divided into classes according to the insulation, ranging from conductors formed of plain copper wire, covered with prepared tapes, up to those of tinned copper wire, insulated with, first, pure rubber, then vulcanised rubber, then rubber coated tape, the whole being vulcanised and enclosed in lead. In all cases only the best and most durable rubber is used for insulating purposes, any extra cost thus caused being compensated for in the lengthened life of the cable.

Electricity in Rufford Abbey.-Lord Savile has had the light laid on in the Abbey. Every corner of the place has been favoured, utilising 400 lights supplied by a 38 horse-power engine.

Rise in Copper.-The price for high conductivity copper wire has advanced d lb., making present basis price 0 to 20, 8d. per lb.

Electric Light on the Midland.-This railway company, after a lengthened trial, have decided to continue the illuminant. So successful is the arrangement on the main line trains that local trains will shortly participate in the benefit. Other companies please copy.

Birmingham and Electric Tramcars.-For some time past intermittent experiments have been tried in this town for the purpose of exploiting electric traction, and now we hear that cars are to be run on the Bristol Road route. As yet we have not received details.

Failure of the Schmidt Douglas Electric Company at Bradford. The affairs of the Schmidt Douglas Electric Company, Bradford, have recently been put into liquidation, and Mr. E. Musgrave (Messrs. B. & E. Musgrave, chartered accountants, Bradford) has been appointed the official liquidator. The total liabilities of the company are estimated at £30,000, but the assets, including freehold property, plant, stock-in-trade, &c., are expected to realise about the same sum. Half the liabilities are secured. The petition for liquidation was presented by a small creditor, who could easily have been paid out could the directors have seen a prospect of redeeming their position. In view of the fact that the shareholders' money has practically been all consumed, it was not thought advisable to oppose the petition for liquidation.

Electric Traction.-A letter from Mr. John Willis on this subject must stand over till next issue.

243

Electric Traction in Italy.--The first electric tramway in Italy is soon to be opened between Florence and Fiesole; its total length is 7,300 metres, of which 4,000 metres consist of gradients, some exceeding 7 per cent. The line is to run on the common road from the Piazza S. Marco in Florence to the Piazza del Duomo at Fiesole, taking about 40 minutes. This concession has been granted by the Municipalities of Florence and Fiesole to the owners of the existing steam tramway from Florence to S. Domenico under Fiesole, the Societá Italiana per il Tramvia del Chianti e dei Colli Fiorentini, recently started by Messrs. Emanuelle, Fenzi & Co., Bankers of Florence. The Sprague system with overhead conductors is to be adopted on this line, so that in a few months time the most ancient of etruscan towns, full of archæological as well as picturesque attractions, will be reached through the most modern and convenient mode of locomotion. We congratulate the go-ahead people of America in being able to do for Italy what we cannot yet do for ourselves in our own land.

Significant Figures.-According to the Scientific American there are now in use in the United States more than 5,650 central electric stations for light and power. There are 210,000 arc lights and 2,600,000 incandescent lamps. There were 59 electrical railways in operation in March last, and 86 roads in process of construction. The increase of capital in electrical investments during 1888 was nearly $70,000,000. These are very significant figures, and they point unmistakably to the course of future inventions and discoveries.

Electricity in Vienna.-The Vienna Municipality have allowed the concession for lighting a section of the town, which was given to Messrs. Ganz & Co., to be transferred to the International Electricität Company, with the result that the shares of the latter have considerably advanced on the Stock Exchange.

Lecture on Storage Batteries.-An interesting paper on the use of storage batteries in large systems of electric lighting was read by Herr Einbeck, of Hagen, at the meeting of the Society of German Engineers at Karlsruhe the other day. This paper was written to show, from the results of actual practice, that a system of central stations can be more efficiently and more economically carried out with the aid of accumulators than without them, the saving being from 15 to 20 per cent. Herr Einbeck stated that accumulators can now be built so that a life of 10 years may be guaranteed by an annual payment of 4 per cent. of the cost of construction.

Not as it should be.-Madrid appears to be placed in a most unfortunate position. Electric light is wanted, and the French Gas Company, which supplies the place, endeavours to keep it out. We hear that two electric companies, one English and the other German, were about to take action when the gas company offered £8,000 to the German Company on condition that they left the field. We trust the English Company will not be bought over.

The Management of Primary Batteries. In an article which we published last week on the subject of primary battery management, the name of Dr. Liepmann was, in error, bracketted with that of Mr. E. L. Mayer, to whom alone the paper and experiments were due.

The First in the Field.-The Gas and Water Review says:-"We are surprised that the Woking Gas Company never turned their attention to the erection of gas works under the powers conferred upon them by their Acts of Parliament. There is now little doubt that Woking will shortly be lighted entirely by electricity. We have always been at a loss to understand why a place that has grown so quickly and become a favourite residential district, being only some 30 miles from London, should so long be left without any system of lighting."

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· Electric Cables in New York.-The work of laying electric wires underground is still being prosecuted vigorously. Large lead covered cables are drawn into the conduits with perfect ease. The Fire Commissioners this week awarded a contract amounting to £8,000 to the Standard Underground Cable Company for Waring cables, to be placed in the subways.

Copper Steam Pipes.-Mr. W. Stepney Rawson writes as follows as we are going to press :-"Will you kindly allow me to correct a clerical error in my letter of last week, and to remove a wrong impression which might be conveyed by the same paragraph in which the slip occurred? The elastic limit' of Elmore copper was given as 20 tons, or 4,480 lbs. per square inch. This should, of course, be 44,800 lbs. per square inch. The next paragraph might give the impression that this figure, which is from a tensional test, is compared directly with the 360 lbs. per square inch, which was the hydraulic test applied to the tube which gave way at Deptford. This, of course, was not the intention, and I should have added, in order to make my meaning clear, a paragraph to the effect that Mr. Parker's experiments made with Elmore tubes, solid drawn, and brazed tubes of similar dimensions gave bursting strains of 3,450, 2,200, and 2,200 lbs. respectively, showing an advantage of 56 per cent. in favour of the Elmore metal. The whole of Mr. Parker's report is so fully confirmatory of the opinion formed by me of the value of the process that I cordially recommend it to those of your readers who are interested in the subject."

Results of the Strike.-The labourers employed by the Telegraph Construction and Maintenance Company at Greenwich went out on strike yesterday. A delegate from the men waited on the manager in the morning and asked him to let them have a reply to their petition on Friday evening; but as he intimated that he should not give the matter a second consideration, the whole of the labourers came out, including the foremen. The men ask for a working day of nine hours, with a minimum for labourers' wages of 4s. a day, and that working during meal hours should be abolished.

The Telephone in the French Navy.-Some interesting experiments are about to be carried out at Cherbourg with the view of testing the possibility of establishing telephonic communication between vessels forming part of the same fleet at sea. It is stated that a preliminary trial which took place recently demonstrated the fact that a torpedo boat can be kept in communication with the command afloat and receive direct orders as to where to steer and how to act in general operation. The result of further experiments will doubtless be watched with considerable interest in English naval circles.

An Electric Pump.-The Engineer states that an electric pump, intended especially for use in hotels, residences, office buildings, &c., has been brought out. The plant consists of a small electric motor and a rotary pump; power is taken from an incandescent electric light wire circuit, not from a battery, and the pump is driven by a worm gear. At the tank or reservoir is placed a ball float with electric connections; when water is low the pump is in operation, but when the tank is full the float makes an electric contact which stops the pump. The No. 1 size, operated by a motor of-horse power, will pump 150 gallons per hour, with 25 feet suction, to a height of 50 feet. The motor and pump are very small; they are mounted on a stand and require no attention except filling the oil cups, which are of large size, every few months. It is automatic, noiseless, clean, and safe; always ready for work; cheap and economical in maintenance. The cost of operating depends upon the local charge for lectricity.

[AUGUST 30, 1889.

A Huge Casting.-The dynamo shaft for the London Electric Supply Corporation was successfully cast at Messrs. Beardmore & Co.'s Parkhead Forge, Glasgow, on Friday last. When finished the shaft will weigh about 32 tons.

Proposed New Zealand Cable.-The Committee of the San Francisco Chamber of Commerce has, according to a Reuter's telegram, reported in favour of the laying of a cable to New Zealand via Honolulu and Tutuila, at a cost of 10,000,000 dollars.

NEW COMPANY REGISTERED.

Allchin, Linnell & Company, Limited.-Capital £50,000 in £10 shares. Objects: To take over and continue the engineering business of Frank Allchin, Linnell & Co., of Northampton. To carry on the business of an electric light and power company in all branches, and the business of electricians, suppliers of electricity for light, heat, motive power or otherwise, and as manufacturers of, and dealers in, all electrical apparatus. Signatories (with 1 share each): F. W. Allchin, W. A. Smith, G. A. Spokes, Thos. Young, Hy. Allchin, Maximilian Wilson, *G. Linnell, all of Northampton. The signatories denoted by an asterisk are the first directors, qualification 50 shares; the company in general meeting will determine remuneration. Messrs. F. W. Allchin and W. A. Smith are appointed managers for three years at salaries to be determined by the board, but £300 per annum each is to be the minimum. Registered 27th inst. by R. Jordan, of Chancery Lane, agent for Pugh and Phillips, Northampton, solicitors.

OFFICIAL RETURNS OF ELECTRICAL COMPANIES.

Anglo-American Brush Electric Light Corporation, Limited. On the 26th inst. the special resolutions authorising the re-construction of this company were duly filed in accordance with the Companies Acts, 1862 to 1880.

Electrical Works Construction and Maintenance Company, Limited. The registered office of this company is now situate at 15, St. Helen's Place, Bishopsgate. The company was registered March 2nd, 1888, with a capital of £2,000 in £1 shares. The only return at present filed is the statutory return made up to June 28th, 1888, which gives seven shares as the total number subscribed for.

Telephone Company of Austria, Limited.-The annual return of this company, made up to the 14th inst., was filed on the 23rd inst. The nominal capital is £200,000, divided into 20,000 ordinary and 20,000 preference shares of £5 each. 11,703 ordinary and 52,228 preference are taken up. Upon 150 ordinary and 4,948 preference £5 per share has been called up, and upon 280 preference £4 per share has been called. 11,553 ordinary shares are considered fully paid. The calls paid amount to £26,610 and unpaid to £280.

Electric Construction Corporation, Limited.-The registered office of this company, formerly at_ _Winchester House, is now situate at Worcester House, Walbrook.

Chili Telephone Company, Limited.-The registered office of this company is situate at 53, New Broad Street, E.C.

TRAFFIC RECEIPTS

The Brazilian Submarine Telegraph Company, Limited. The traffic receipts for the week ended 23rd August, 1889, amounted to £4,465.

The Western and Brazilian Telegraph Company, Limited. The traffic receipts for the week ending 16th August, 1889, after deducting the fifth of the gross receipts payable to the London Platino-Brazilian Telegraph Company. Limited, were £3,303.

AUGUST 30, 1889.]

ELECTRIC RAILWAYS.*

By G. W. MANSFIELD.

THE application of electricity to street railways has been so rapid that we are liable to lose sight of many valuable points in our herculean efforts to supply the demand. Those who are engaged in it know that they let many opportunities slip by. They cannot help it. The more generally, however, the points are known, the quicker will be the reward to some directly, and to them indirectly.

The application of electricity during the past decade has been astonishing. In the face of an industry a half century old, and of enormous wealth and power, it has won the leading position. In every direction that honest effort has been made it has succeeded. Commercial barriers have been broken down and physical obstacles swept aside. When once the feasibility was demonstrated, the end could not be predicted.

For the transportation of the people in the streets of our towns and cities the demonstration has been witnessed, the application made, and a wonderful luxuriant growth started. There is no industry so far reaching in character, so vital to a community's interests, and yet one so little known as the street railroad business. Neither the scientific world, the commercial world, nor the people themselves have realised its vast importance. Eliminate the horse car from every city or town in the union, and forecast the results.

In 1828 the now great Baltimore and Ohio Railroad started, and horses were used to draw the cars. This might be called the first horse car line in the United States. In 1830 there were 12,866,020 persons in the United States, and not a mile of street railroad nor scarcely of steam road. As a rule, the New York and Harlem Railroad, incorporated in 1831, is spoken of as the first street railroad in the country. The first car was run in November, 1832, from Prince Street to Harlem Bridge. In 1837 it temporarily succumbed to steam cars, but resumed in 1845.

The census of 1850 gives our country a population of 23,191,876, and published history but one street railroad. The child had been born, however, and in 10 years the street railroad was in almost every city of any magnitude in the country. To what has this child grown? In 1880 our population was 50,155,783. Estimating on an increase of 33 per cent. in 1890, or six months hence, the population will be 66,874,354. For the transportation of this number of people in the streets of our cities and towns the most accurate figures it is possible to obtain show the engagement of

* Read before the National Electric Light Association, Niagara Falls, 1889.

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about 425 companies, employing 28,000 cars, 125,000 horses, and operating some 3,500 miles of track. The capital invested is variously estimated from $175,000,000 to $200,000,000. The number of passengers carried is so enormous that it is impossible to obtain figures of any great degree of accuracy. As a result of most careful compilations and estimations, it is reasonably sure that at least 1,500,000 passengers are transported.

Still more striking is the importance of the street railroad business when compared with the magnitude and extent of the steam railroads of the United States. The figures of 1887 show a tabulation of 147,998 60 miles of railroad and 20,582 passenger cars, and passengers carried but 428,225,513. With nearly an equal number of cars and 42 times more road, one-quarter as many passengers were carried. Behold the yet more amazing figures: The horse cars of the city of New York carry 199,491,735 passengers, almost half as many as are carried by all the steam roads in the United States. If to this number are added those carried by the elevated roads, we have the total of 371,021,524, or almost as many passengers are carried in New York City alone as are annually carried by all the steam roads in the whole United States. The street railroads of the State of Massachusetts carry over 44,000,000 more people than all the steam roads in that State. One road alone, the West End of Boston, carries nearly 10,000,000 more than all the steam road- combined.

To show somewhat in detail where this tremendous traffic is, I have prepared Table I. Most of the figures showing passengers carried were obtained from reliable sources, and the balances were estimated from an average obtained from those I was sure in regard to. If you figure for each car 6 horse-power of electric energy, it will give you a rough idea of the size of an electric central. station needed to operate all the cars. In New York City dynamo capacity of 13,800 H.P. would be demanded, in Boston 9,504 H.P., and so on. This is destined to come as surely as the days succeed each other. In Boston it has come, and a station of approximately 8,000 H.P. is already in the hands of the engineers. If the Conservatism of Boston permits it, how can the result be but inevitable for the other great cities of the Union ? This enlightened age will have these facilities for transportation, and as soon as it is possible and wise. The universal cry to-day in almost every large city the length and breadth of the land is for cleaner, surer, and more rapid transit.

Unfortunately the tendency of the times is to concentrate in or around large cities. This means congestion with all its deplorable results. The solution lies to a very large extent in the street railways. These must be the cities' arteries and veins extending from the heart in all directions to the extremities. Improve, then, the street railways. Almost every method of applying energy to street cars has been applied, and they all have finally, except electricity," bitten the dust " in the great battle for life.

The Baldwin Locomotive Works have for years been engaged in the manufacture of steam dummies for street railways. Unquestionably through them the highest order of talent and skill has been lavished upon the solving of the vexed problem as to how to use steam for the haulage of street cars. Motors weighing from 13,000 to 27,000 pounds when in working order and ready to run have been built. In most cases two engines have been employed with cylinders and strokes ranging from 8 inches by 10 inches to 12 inches by 16 inches. The power of these engines can be judged from their pulling capacity, which varies from 320 to 634 tons on a level, and from 16 to 43 tons on a 4 per cent. grade. Ordinarily they were built to seat from 18 to 20 people. The wheel base was generally 6 feet and the wheels 31 inches in diameter. Naturally they were built to run at speeds from 10 to 15 miles per hour, and to be provided with all possible safeguards and conveniences. Powerful brakes were used, coke was burned to avoid smoke, mufflers provided for the exhaust and safety valves, and every other possible contrivance adopted to eliminate all objectionable troubles. Their economy in working has not been very freely published. From reliable and authentic sources we learn that the lowest fuel consumption is 6 pounds of coke per mile run. The average is from 15 to 12 pounds when ordinary grades are ascended. The total cost of operating per mile has been in some instances reported to be but 3 cents, but in other cases it was found to be over 20 cents per car mile. It is needless to say that in spite of all the skill, time and money spent upon them, they have not proven, except in a few isolated cases, either satisfactory or economical.

Electricity, the youngest of them all in application, shows already the sturdy, vigorous growth that inevitably will result in its complete supremacy.

The figures of Table II. certainly show that the facts warrant the prediction. They were most carefully prepared, and include every road of any record. It does not show it all either. That remarkable contract which the West End Street Railway Company, of Boston, the largest street railway company in the world, signed recently with the Thomson-Houston Electric Company is not included under the heading "roads building in 1889." I think that this contract in responsibility and importance is one of the greatest that has ever been signed in the history of electricity. In electric railroading it is the greatest and probably will be for many years to come.

The West End Street Railway Company, of Boston, owns 217 miles of track and 1,584 cars, all of which are to be equipped so as to be operated with electricity. Add these to the list, and how does our list stand? If it be within the bounds of the supply men, at least 75 miles will be built this summer, and 100 or more cars equipped. Will not this give the electric railroad industry a standing warranting the attention of the whole railroad world? As an interesting comparison regarding the new industry, if I may call it such, note the following figures:

:-

In meeting this demand of the age for better transit there are many considerations that claim our most careful attention. The conditions to be met are widely different from all other electrical applications. Essentially we have first, a steam engine; second, a dynamo; third a conductor, and fourth, a motor mounted upon a vehicle and subjected to mechanical and physical conditions more extreme and severe than ever heretofore has been imposed upon any piece of electrical machinery. In the battle for success the engine has to stand the bulk of the fighting. Anything wrong with it affects directly the electric system, and in many cases it also has to stand the blows if anything is wrong with the electrical system. Dr. Bell has pointedly shown in his valuable paper many well-known facts, and clinched them by figures taken on one particular road. They can be taken, with certain allowances, as fairly representing the conditions imposed upon the steam engine by an electric road.

The extreme liability of short circuits on the road from falling wires, careless drivers turning the current on too suddenly when starting, and a variety of accidents that may happen on the very best roads render of the first importance that the engine have its main moving parts at least 20 per cent.' heavier than ordinarily. Under the extreme fluctuations of load, keys, nuts and bolts will work loose. An engineer in a large station. recently told me that he practically took to pieces and put together nearly every month a 100 H.P. engine running an 80 H.P.

[AUGUST 30, 1889.

dynamo, whereas prior to the time that it had been connected to a railway dynamo it had given practically no trouble, although worked well to its capacity.

Hanscom, of cable railroading fame, writes: "We do not consider it good engineering to design an engine to suit the general average of all lines in the country." He argues special engines for every road. Mr. C. B. Holmes, president of the Chicago Cable Company, writes: "I would recommend that the strength of parts and weight of fly wheel be at least one-third greater than the usual run of engine power." Our business is analogous, and I think we should heed their counsel.

A compound engine rated at 109 H.P., running an 80 H.P. dynamo under test recently, gave the following:

Friction card with dynamo, but no current, 11.65 H.P.
Aggregate horse-power of cards, 1,247·74 H.P.
Average horse-power of cards, 56.67 H.P.

Maximum card, 120-79 H.P.

Minimum card, 15:56 H.P.

The cards were taken at 10 minute intervals for four hours. There were at the time three electric cars on the line, each towing another. As the day was a pleasant Sunday every car was crowded. During the same time current and potential readings were taken on the line at the station. The average gave 30 H.P., or an average efficiency of 54.6 per cent. for the total time. Every moment deducted that no current was flowing would raise this efficiency. At times the efficiency was far higher than this. The road conditions were severe, the grades ran as high as 10 per cent., and had numerous others of 5 and 7 per cent. The extreme current fluctuations were noted in one minute's variation from 45 ampères to 140. The potential was very constant. On another small road the extremes varied from the friction load to nearly 85 H.P. on an 100 H.P. engine. These extremes would happen even during the time a three-impression card was being taken. Under such conditions the question of coal economy is a troublesome one. On large roads unquestionably a far better showing would be possible.

Laying aside the question of coal economy, which is cheap in comparison to food for horses, the best engine is the one that handles the average work with the least repairs. On some small roads the ratio of engine friction to average daily load may be large. The great majority of roads, however, will have a sufficient number of cars to so reduce the ratio of extremes to the average load that the engine can work at its most economical point of cutoff the major part of the time, and raise the average load to such a point above the friction load that the per cent. lost will be com paratively small.

Almost the first question asked by the manager of an electric light company when an application has been made to him for power is: "How much electric power must I allow per car?" No man can give a definite answer to this question that will meet all conditions.

If the following facts are known a fair judgment can be made. although I am much afraid that the accuracy of the judgment would not be that of a William Tell :

1. Number of cars simultaneously operated.

2. Speed and nature of service.

3. Maximum grade, and number of grades.

4. Scheduled location of cars in reference to grades.

5. Motor cars to be used to tow other cars or not.

6. Any peculiarities in regard to the distribution of cars.

7. Condition of track.

8. Location of track in reference to power house.

A moment's thought over any one of these points, I think, will convince you of its importance. On a portion of the Cambridge division of the West End Street Railway Company's road of Boston, the Thomson-Houston Company's motors commenced running February 16th, 1889. Up to July 1st, 165,781 miles and 25,505 round trips had been made with a loss of but 325 miles, or 19 of one per cent., and 49 round trips, or the same per cent. of loss. During this time nearly 1,500,000 passengers were carried. This, in view of the fact that during the entire time one, and part of the time two, tow cars were drawn, is remarkable. It must also be known that the route extends over one of Boston's most crowded business thoroughfares, and is the main street connecting Cambridge and Boston.

On a portion of the route there is an open bridge about 1,800 feet long, on which is located one draw, which is opened from 20 to 30 times a day. Over this bridge 1,810 cars per day pass, or on the average of one every three-quarters of a minute, and at some portions of the day they run at half-minute intervals. The teaming on this street is also very heavy, necessitating constant stopping. You will see from these figures what the loss of current or a motor burn-out causing delay would mean. The record, however, has been magnificent. As the dynamos are run by the Cambridge Electric Light Company, and are so arranged that the same engines furnish power and lights for their own purposes, as yet only approximate data as to the fuel consumption, &c., has been possible. A few electrical tests have been made, as well as it were possible. Ammeter and voltmeter readings were taken at the station every 15 minutes, four readings per minute, or at 15 second intervals. This was kept up from 6.30 a.m. to 12.30 a.m. next morning for five days. In all, 1,480 readings were taken. The average of these readings gave for 126 cars in continuous service, 116 ampères, 500 volts, or 74-8 H.P. Per car this is 8-8 ampères and 5.9 electrical horse-power. The average number of passengers carried was about 58 per round trip. We now have 32 cars in operation, and observations, in so far as they have been taken, show a marked decrease in horse-power per car. At Rich