■BIB Ull If I ■■■' (Qomell Hnitteraity library * * >£ * This Reference Book is not to be taken from the Reading Room * * * * ft* RETURN TO THE SHELF ■Bn fyxmll Utttamtg jptatg THE GIFT OF . \L3a.*. .©JiArvh\AJaB.AAM Dynamos in private stations. . . . 69 Dynamos in municipal stations 70 Dynamos in stations, classified according to population of places in which located and dynamo capacity 70 Substation equipment ^ 70 General statistics of substation equipment 71 Storage batteries .- 71 Transformers 72 Other apparatus 72 II. Line construction 72 General discussion 72 Statistics and ownership of mains and feeders 72 Line construction,' by states and territories * ; 73 III. Service line equipment . ^ . . . 73 Transformers 73 Transformers of private stations * 73 Transformers of municipal stations .- 74 Classification of meters 74 Meters in private stations ■... 74 Meters in municipal stations 74 Lighting apparatus 75 General statistics of arc lamps 75 Classification of arc lamps 75 Arc lamps of private stations 76 Arc lamps of municipal stations 76 Arc lamps of stations, classified according to population of places in which located and dynamo capacity 76 General statistics of incandescent lamps __ 76 Incandescent lamps of private stations 77 Incandescent lamps of municipal stations 78 Incandescent lamps of stations, classified according to population of places in which located 78 Use of stationary motors 78 General statistics of stationary motors 79 Motors of private stations 79 Motors of municipal stations 79 CHAPTER VI. Output of Stations. Measurement of output 80 Loss of current in transmission 80 Irregularity of demand for output 80 Average output 81 Average earnings per kilowatt hour 81 Output of private stations, by states and territories 81 Output of municipal stations, by states and territories 81 CHAPTER VII. Franchises. The granting of charters and franchises 82 Tendency toward combination 82 Municipal ownership 82 Regulations in various states 83 General statistics - - 83 Duration of contact - - 83 Variety of franchises 83 Charters and franchises in Illinois 84 The work of the board of gas and electric light commissioners in Massachusetts 84 vi CONTENTS. CHAPTER VIII. HlSTOKY AND DEVELOPMENT OF ELECTRIC LIGHTING. Page. General discussion 86 I. The arc light '. - 86 Batteries as sources of current - 86 Earliest exhibition and use of arc lights 86 Automatic adjustment of carbons 87 Improvements in carbons 8/ Dynamos as sources of current 87 Alternating and direct currents 89 Electric motors 89 The Gramme armature 89 Jablochkoff ' s lamp 89 American achievements 89 Indoor use of the arc lamp 90 Earliest improvements 90 Street lighting 92 II. The incandescent light 92 The first lamps 92 Edison's experiments 92 Summary of subsequent history 94 III. Development of complete system of electric lighting 95 Edison's work 95 Use of steam engine developed 95 Attempt to unify arc and incandescent lighting .96 Development of use of the alternating current 96 Later arc lamps . 97 Change from open to inclosed lamps 98 Production of lamp globes _ 99 Lamp supports 99 Series and multiple methods , 99 Appliances 100 Fixtures - 101 Fuses and cut-outs ' 101 Methods of wiring .- 102 Modern conveniences 103 Novel types of lamps 103 Nernst incandescent lamp 103 The mercury vapor lamp 103 Vacuum tube lighting 104 LIST OF TABLES. Table 1. — Central electric stations: 1902 6 Table 2. — Number of central electric stations beginning operations during each year 7 Table 3.— Relation of leading items to population— central electric light and power stations, by geographic divisions: 1902 8 Table 4.— Number of private and municipal stations, grouped in places classified by size, and percentage each group isof total: 1902. 10 Table 5. — Number of private and municipal stations, grouped according to dynamo capacity, and percentage each group is of total: 1902 „ io Table 6. — Central electric stations in cities having a population of 500,000 or over: 1902 n Table 7. — Number of private and municipal stations, classified according to character of service: 1902 11 Table 8. — Statistics of stations in cities and towns served exclusively by municipal stations, by states: 1902 13 Table 9. — Number of central electric stations and gas plants in places classified by size 14 Table 10. — Comparative summary — central electric stations in New York state: 1902 and 1890 15 Table 11.— Capital stock and funded debt— incorporated companies: 1902 16 Table 12. — Income — private and municipal stations, and percentage each class is of total: 1902 22 Table 13.— Percentage that each item of income is of total — private and municipal stations: 1902 22 Table 14. — Expenses — private and municipal stations, and percentage each class is of total: 1902 23 Table 15. — Percentage that each item of expense is of total — private and municipal stations: 1902 23 Table 16. — Income and expenses — purely electric private stations, classified according to population of places in which located : 1902 . 23 Table 17. — Income and expenses — composite private stations, classified according to population of places in which located: 1902.. 24 Table 18. — Income and expenses— purely electric municipal stations, classified according to population of places in which located: 1902 25 Table 19. — Income and expenses — composite municipal stations, classified according to population of places in which located: 1902 25 Table 20. — Income and expenses — purely electric private stations, classified according to horsepower capacity of dynamos: 1902 26 Table 21. — Income and expenses — composite private stations, classified according to horsepower capacity of dynamos: 1902 26 Table 22. — Income and expenses— purely electric municipal stations, classified according to horsepower capacity of dynamos: 1902 " 07 CONTENTS. vn Page. Table 23. — Income and expenses — composite municipal stations, classified according to horsepower capacity of dynamos: 1902... 27 Table 24. — Income per lamp — purely electric private stations, classified according to horsepower capacity of dynamos: 1902 31 Table 25. — Income per lamp — composite private stations, classified according to horsepower capacity of dynamos: 1902 33 Table 26. — Income per lamp — purely electric municipal stations, classified according to horsepower capacity of dynamos: 1902... 34 Table 27. — Income per lamp— composite municipal stations, classified according to horsepower capacity of dynamos: 1902 35 Table 28. — Income per lamp — purely electric private stations, classified according to population of places in which located: 1902. 35 Table 29. — Income per lamp — composite private stations, classified according to population of places in which located: 1902 36 Table 30. — Income per lamp — purely electric municipal stations, classified according to population of places in which located: 1902 37 Table 31. — Income per lamp — composite municipal stations, classified according to population of places in which located: 1902... 38 Table 32. — Analysis of income — purely electric private stations, classified according to population of places in which located: 1902 , 41 Table 33. — Analysis of income — composite private stations, classified according to population of places in which located: 1902 42 Table 34. — Analysis of income — purely electric municipal stations, classified according to population of places in which located: 1902 42 Table 35. — ■ Analysis of income — composite municipal stations, classified according to population of places in which located: 1902. 43 Table 36. — Analysis of income — purely electric private stations, classified according to horsepower capacity of dynamos: 1902 44 Table 37. — Analysis of income — composite private stations,. classified according to horsepower capacity of dynamos: 1902 45 Table 38. — Analysis of income — purely electric municipal stations, classified according to horsepower capacity of dynamos: 1902. . 45 Table 39. — Analysis of income — composite municipal stations, classified according to horsepower capacity of dynamos: 1902 46 Table 40. — Statistics of private stations, classified according to kind of power used : 1902 48 Table 41. — Statistics of municipal stations, classified according to kind of power used: 1902 49 Table 42. — Central electric stations operated by waterpower exclusively, by states: 1902 49 Table 43. — Per capita income, power and generating capacity, output of current, and the number of arc and incandescent lamps of central stations, for selected cities: 1902 51 Table 44. — Cost of supplies and materials — private and municipal stations, and percentage each class is of total: 1902 53 Table 45. — Percentage that cost of each item of supplies and materials is of total — private and municipal stations: 1902 54 Table 46. — Cost of fuel — private and municipal stations, and percentage each class is of total : 1902 54 Table 47. — Miscellaneous expenses — private and municipal stations, and percentage each class is of total: 1902 55 Table 48. — Average number of wage-earners and total wages — private and municipal stations, and percentage each class is of total: 1902 57 Table 49. — Percentage that number of wage-earners reported for each occupation is of total — private and municipal stations: 1902 ,. 58 Table 50. — Number of wage-earners at specified daily rates of pay, with percentages of total and cumulative percentages — private and municipal stations: 1902 60 Table 51. — Number of wage-earners at specified daily rates of pay, with percentages of total and cumulative percentages — private stations : 1902 61 Table 52. — Number of wage-earners at specified daily rates of pay, with percentages of total and cumulative percentages — munici- pal stations: 1902 61 Table 53. — Median rate of wages and percentage of classified wage-earners receiving above, below, and median rate — private stations : 1902 62 Table 54. — Median rate of wages and percentage of classified wage-earners receiving above, below, and median rate — municipal stations : 1902 62 Table 55. — Steam engines — private and municipal stations, and percentage each class is of total : 1902 65 Table 56. — Percentages that the number and horsepower of the different classes of steam engines are of total — private and municipal stations : 1902 65 Table 57. — Water wheels — private and municipal stations, and percentage each class is of total: 1902 _ 66 Table 58. — Dynamos — private and municipal stations, and percentage each class is of total : 1902 68 Table 59. — Percentages that the number and horsepower of the different varieties of dynamos are of total — private and municipal stations : 1902 69 Table 60. — Substation equipment — private and municipal stations,: 1902 71 Table 61. — Miles of electric line construction — private and municipal stations, and percentage each class is of total: 1902 72 Table 62. — Meters on consumers' circuits — private and municipal stations, and percentage each class is of total: 1902 74 Table 63. — Number of arc lamps — private and municipal stations, and percentage each class is of total: 1902 75 Table 64. — Number of incandescent lamps — private and municipal stations, and percentage each class is of total: 1902 77 GENERAL TABLES. Table 65. — Number of private and municipal stations beginning operations during each year, by states and territories: 1881 to 1902. 106, 107 Table 66. — Summary— private and municipal stations; by states and territories: 1902 108, 109 Table 67. — Condensed statement: income and expenses — private stations, by states and territories: 1902 110 Table 68. — Analysis of income — private stations, by states and territories: 1902 Ill Table 69. — Character of ownership, service, capitalization, and cost of construction and equipment — private stations, by states and territories: 1902 112,113 Table 70. — Analysis of supplies, materials, and fuel — private stations, by states and territories: 1902 114,115 Table 71. — Average number of employees and total salaries and wages — private stations, by states and territories: 1902 116, 117 Table .72. — Analysis of miscellaneous expenses — private stations, by states and territories: 1902 118 Table 73. — Electric line construction — private stations, by states and territories : 1902 119 Table 74. —Power and generating equipment — private stations, by states and territories : 1902 120, 121 30947—05 n vni CONTENTS. Page. Table 75.— Substation equipment, transformers, meters, output of stations— private stations, by states and territories: 1902..:.. 122, 123 Table Tli. — Analysis of service — private station?, by states and territories: 1902 124, 12a Table 77.— Condensed statement: income and expenses— municipal stations, by states and territories: 1902 126 Table 78. — Analysis of income — municipal stations, by states and territories: 1902 12/ Table 79.— Character of service, bonds, cost of construction and equipment— municipal stations, by states and territories: 1902... 128 Table 80.— Analysis of supplies, materials, and fuel— municipal stations, by states and territories: 1902 130, 131 Table 81.— Average number of employees and total salaries and wages— municipal stations, by states and territories: 1902 132, 133 Table 82.— Analysis of miscellaneous expenses— municipal stations, by states and territories: 1902 134- Table 83. — Electric line construction — municipal stations, by states and territories: 1902 135 Table 84. — Power and generating equipment — municipal stations, by states and territories: 1902 136, 137 Table 85.— Substation equipment, transformers, meters, output of stations— municipal stations, by states and territories: 1902.. 138, 139 Table 86. — Analysis of service — municipal stations, by states and territories: 1902 140, 141 Table 87.— Equipment, output, and arc and incandescent lamps— purely electric private stations, classified according to popula- tion of places in which located : 1902 - 142 Table 88.— Equipment, output, and arc and incandescent lamps— composite private stations, classified according to population of places in which located: 1902 143 Table 89.— Equipment, output, and arc and incandescent lamps— purely electric municipal stations, classified according to popula- tion of places in which located: 1902 144 Table 90. — Equipment, output, and arc and incandescent lamps— composite and municipal stations, classified according to popula- tion of places in which located: 1902 145 Table 91. — Equipment, output, and arc and incandescent lamps — purely electric private stations, classified according to horsepower capacity of dynamos: 1902 ' '. - 146 Table 92. — Equipment, output, and arc and incandescent lamps — composite private stations, classified according to horsepower capacity of dynamos: 1902 - 147 Table 93. — Equipment, output, and arc and incandescent lamps — purely electric municipal stations, classified according to horse- power capacity of dynamos: 1902 148 Table 94. — Equipment, output, and arc and incandescent lamps — composite municipal stations, classified according to horsepower capacity of dynamos: 1902 149 Table 95. — Number of wage-earners at specified daily rates of pay, with median wages — private stations, by states and territories: 1902 150-153 Table 96. — Number of wage-earners at specified daily rates uf pay, with median rate — municipal stations, by states and territories: 1902 1 154-157 Table 97. — Income — central electric light and power stations operated by street railway companies, by states: 1902 158 Table 98. — Analysis of service — central electric light and power stations operated by street railway companies, by states: 1902.. 158, 159 APPENDICES, Appendix A. — Schedule 163-165 Appendix B. — Instructions to special agents 167-171 Index , 173-175 LIST OF ILLUSTRATIONS. Opposite page. Exterior of first Edison station, Appleton, Wis. , 1882 1 _ orj Interior of Appleton plant, showing early Edison dynamo and regulating apparatus _ 20 First Edison station in New York city, Pearl street — dynamo room, test battery of 1,000 lamps, regulator 34 Exterior view of early Brush arc lighting plant at Ellsworth, Maine _ _ , 40 Interior view of early Brush arc lighting plant at Ellsworth, Maine v 40 Early Thomson-Houston arc lighting station at Lowell, Mass., belt driven 44 Exterior of New York Edison Waterside station _ _ _ _ ^_j Interior of New York Edison Waterside station gg. Interior of generating plant of Chicago Edison and Commonwealth companies, Chicago _ _ gg ' ' Wood ' ' dynamo built in 1879 g^ "Wood" series are dynamos built in 1880 gg Brush arc lighting generators, Buffalo . yg Typical transformer, showing an equipment containing 22 transformers of 150 K. W. each .-4 Modern methods of street lighting, Boston, Massachusetts r-g Method of lighting Fifth avenue, New York city _ _ ~g Fixture at southern tip of Manhattan Island, constituting at once a land light and a beacon cq Isle of safety on lower Fifth avenue, New York city q . Fuller type of Gramme dynamos built in United States, 1878 , _ fl . Early type of Stanley alternator g. Early type of Brush open circuit arc lighting dynamos „. Early tvpes of Brush arc lamps — single, double, double lamp with globe „,, Early Thomson-Houston arc lamp . „„ Edison laboratory at Menlo Park, 1NS0, showing posts for outdoor incandescent lighting „ . An oil filled water cooled 1,500 K. W. alternating current transformer in use at Niagara Falls qa LETTER OF TRANSMITTAL. DEPARTMENT OF COMMERCE AND LABOR, Bureau of the Census, Washington, D. C, September 1, 1905. Sir: I have the honor to transmit herewith a report on the central electric light and power stations of the United States for the year ending June 30, 1!H)2. This report has been prepared in the Bureau of the Census, under the supervision of Mr. \V. M. Steuart, chief statistician for manufactures, in accordance with the provisions of section 7 of the act of Congress of March 6, 1JI02. This report is the third of a series of reports on the generation and utilization of electric current. The first related to street and electric railways; the second to municipal electric fire alarm and police patrol service, and was published as Census Bulletin 11; the fourth is now in course of preparation and relates to telephones, tele- graphs, and ocean cables. The data for this report were collected by the regular clerical force of the office and published November 80, 1903, as Census Bulletin 5. The schedule of inquiry was formulated after consultation with experts and persons identified with the industry in different sections of the country, but the absence of a uniform system of accounting in central electric stations made it impossible to prepare a schedule that could be easily applied to the conditions prevailing in the different plants. Nevertheless, the canvass, as a whole, was satisfactory, and, with a few exceptions, complete returns were secured from all of the central electric stations that were in operation during any portion of the year. The statistics do not include isolated electric light and power plants installed in manufacturing establish- ments, hotels, office buildings, etc. , for the purpose of furnishing light and power primarily for the use of the individuals, firms, or corporations operating such establishments. The text of the i - eport has been prepared by Mr. Thomas Commerford Martin, of New York city, expert special agent. Very respectfully, Hon. Victor H. Metcalf, Secretary of Commerce ami Labor. (IX) CENTRAL ELECTRIC LIGHT AND POWER STATIONS 30947—05 1 ( 1 ) CENTRAL ELECTRIC LIGHT AND POWER STATIONS. By Thomas Commerford Martin, Expert Special Agent. CHAPTEE I. SCOPE AND METHOD OF INVESTIGATION. Central electric light and power stations. — This report presents the statistics for all central electric light and power stations in operation in the United States during any portion of the year ending June 30, 1902. Cen- tral electric stations are plants owned or operated by individuals, companies, corporations, or municipalities and furnishing current for public or commercial uses. Some of the central stations generate current for sale at certain rates to the general public, the current being available to all within reach of the distributing mains; others, owned by municipalities, generate current only for municipal uses. The commercial .uses comprise the heating and light- ing of private dwellings, hotels, business houses, and office buildings; the furnishing of power for the pro- pulsion of electric motors attached to elevators, ven- tilating fans, etc., as well as those in factories and in other industrial establishments; and the supplying of current to railways for the operation of cars. The public uses relate more particularly to the lighting of streets, parks, docks, and municipal buildings. In the collection and compilation of these statistics great care was taken to restrict the figures to central stations proper. The term "station," while used throughout this re- port as a synonym for plant, is not strictly an equiva- lent, but is thus employed for purposes of convenience. In leality the station may comprise two or three, or even more, plants in a single city, and the tendency toward financial and physical consolidation makes it difficult to obtain figures that fairly represent the real growth in number. Some of the larger cities that reported only one or two stations had, as a matter of fact, several, all of which were capable of generating current, although but one or two were used as main sources of supply. For instance, at the time of this report the Edison Electric Company, of Los Angeles, Cal., although its plans were not fully consummated, was generating current in three mountain water plants and four steam plants in different localities with coal, oil, and natural gas as possible fuel. These seven plants, some of them miles apart, were connected by transmission lines, and all were included in one report, and therefore in these statistics they have been enu- merated as one station. Other sources of electric current. — Current is also gen- erated In isolated plants, and some of these plants might be considered within the category of central stations, since, in addition to generating current for their own consumption, they have a surplusage that is disposed of to people in the vicinity. Such business, however, is done without a charter or franchise and requires virtually no ordinance; moreover, the wires rarely cross any thoroughfare, the supply of current not being available to the public generally. Such plants have been excluded from the scope of the present inquiry, although incidental reference will from time to time be made to the work of these plants. In fact, no sta- tistics of isolated plants are included in this report, which, to that extent, therefore, falls short of embrac- ing the entire electric light and power industry of the United States. Many of these isolated plants are of a very extensive and important character, being supplied with the most improved apparatus and giving facilities equal to those furnished to populous communities. It is estimated that there are 50,000 of these plants, and that they consume at least half the product in some lines of electric apparatus. A great many of these iso- lated plants, moreover, have connections with the mains of electric light stations, so that they can avail them- selves of the supply of central station current should the necessity to do so arise. Another source of supply of current for electric light and power purposes is that to be found in electric rail- way plants, the statistics for which are presented in the Report on Street and Electric Railways. Reference will be made to the figures for such plants, although they are not included in the present report. At the time of the collection of the statistics presented herewith, less than 4 per cent of the plants generating and distrib- uting current for light and power purposes were oper- ated in connection with electric railways. (3) CENTRAL ELECTRIC LIGHT AND POWER STATIONS. There is a steady tendency toward the consolidation of electric lighting and other industrial enterprises, especially gas plants, waterworks, ice plants, and elec- tric railways, where the systems happen to be of such size that economy can be effected by putting them under one management. In the case of such composite stations the statistics presented in this report relate only to the generation of electric current bj T them; if book accounts were not available for exact information concerning the operation of the electric station as distinct from other business, careful estimates were prepared for the answer to each of the inquiries. Recent origin of the industry. — AVhile electric arc lamps were known experimentally during the early half of the last century, they were not used commercially until 1876, and then only to a limited extent. The first central electric light station furnishing current to such lamps was not installed until 1879. The incandescent lamp industry niay be said to have been virtually non- existent in 1880, as the lamps were not introduced commercially until about that time, and the first central station supplying current to such lamps did not go into operation until 1882; although it is recorded that some incandescent lamps had already been operated tenta- tively on arc lighting circuits. It is indeed an interesting and extraordinary feature of electric lighting development that the two branches of the industry, arc lighting and incandescent lighting, should have grown up and developed for several years separately and quite independently. Indeed, the earlier years of the industry were marked by a hostility between the two kinds of plants which was sometimes even fero- cious in its nature, but which was soon found to be due to intense commercial rivalry rather than to any inherent incompatibility of a technical description. The period up to 1890, while marked by a vigorous and rapid ex- tension of electric lighting, still witnessed a great deal of experimental and unsuccessful work and, as a result of the fact that separate apparatus was used for dif- ferent classes of current generation and service, the expenses of operation were abnormally high, even in stations in which the arc and incandescent systems had been consolidated. In fact it may be questioned whether, had the two classes of lighting remained inde- pendent and rival enterprises, the industiy as a whole could have made the remarkable advances that have been apparent since the methods were worked out and perfected which enable one source of current supply to feed from the same dj^namos apparatus of the most varied and heterogeneous nature — arc lamps, incan- descent lamps, stationary motors, railway motors, elec- tric fans, electric heaters, plating baths, etc. Effect of recent discoveries. — In- view of the recent discoveries in the electrical field and the revolutionary improvements made in many classes of apparatus, it is obvious that a new industry is being dealt with, where statistics can not be quoted quite so confidently as those of an industry running back through centuries and subject to a slow evolution, the processes of which had been watched by generations of keen observers. Never- theless it seems fair to assert that in electric light and power development the growth has been at a rate of unusual acceleration, so that even in so short a period as a quarter of a century the foundations of a stable and permanent industry have been deeply laid. Even if the period prior to 1890 was of a formative charac- ter, the inventions and improvements of the last ten years have been such as to lead some critics to suggest that in certain lines the limits of possible perfection have already been reached. The figures of the next census, therefore, while they may still exhibit a high percentage of increase and will certainly include the statistics for many novel appliances not now recorded as within the scope of the central station equipment, may possibly be found in many respects to exhibit an orderly sequence and a definiteness of function such as is always expected in a well-established industry. It is to be observed in this connection that whereas in 18S0 and in 1890 the area of central station current supply was strictly limited so that each station, like a gas plant, was able to supply only a narrow region at comparatively low pressures, at the present time, in many sections, the rural as well as the urban portions of the country are being covered by a network of elec- tric circuits, and a few stations embrace in their opera- tion whole counties and even larger districts. This work of electric transmission is apparently capable of indef- inite extension, but the inference is justified that the broad basis and ultimate lines of operation have now been indicated in practice, subject to later filling in and solidification, very much in the same manner as the trunk railroads have been laid out and built up, to which other systems and even the wonderful network of rural trolley lines serve but as auxiliaries and feeders. Period covered. — The statistics, as a rule, cover the twelve months ending June 30, 1902, but in some in- stances the reports are for the calendar year 1901 or 1902, and in a considerable number of cases for other periods of twelve months. Stations in operation during any part of the year are included. There were 141 private stations and 38 municipal stations that reported for a period of less than a year. Nearly all of these stations were just beginning operations, although in a few in- stances stations were in operation during the entire SCOPE AND METHOD OF INVESTIGATION. year, but on account of changes in ownership, reports could be secured for a part of the year only. Since a very large proportion of these stations are located in small towns and villages, where the plants are not ex- tensive, this inclusion does not materially affect the totals. Stations that were under construction and those that had not begun operations are not included. Special agents of the Bureau visited the officials of every station to secure the returns. In almost all cases full and complete answers to the inquiries were given. However, in some instances the agents, in conjunction with the officials, found it necessary to make estimates where accurate reports had not been kept. In the appendix will be found a copy of the schedule used in this investigation and also a copy of the instruc- tions to special agents securing the returns. Basis of classification of stations. — The conditions under which the different stations are operated and the miscellaneous character of the service which they are called upon to furnish are so varied that in presenting the statistics it has been deemed advisable to group to- gether, so far as possible, those stations which operate under similar conditions, in order that the results may be studied and analyzed. Therefore, the stations have been divided into those operated by individuals and corporations and those operated under municipal con- trol, and subdivided into those doing a purely electric business and those operated in connection with other industries. For convenience, the latter are designated composite stations. Further subdivisions have been made, one being based upon the population of the place in which the station is located and the other upon the horsepower capacity of the generating apparatus of the station. Classification according to population. — Central elec- tric stations are divided according to population into the following groups: 1. Stations in places having a population of less than 5,000. 2. Stations in places having a population of 5,000 but less than 25,000. 3. Stations in places having a population of 25, 000 but less than 100,000. 4. Stations in places having a population of 100,000 but less than 500,000. 5. Stations in places having a population of 500,000 and over. In a majority of cases the service furnished by sta- tions is limited practically to the territory of the municipalities in which they are found, yet many sta- tions supply current for light and power to a number of cities and towns besides those in which they are located. It is believed that in general the size of the place has a great influence on the size of the plant, the rate of wages paid, and the price received for the current. Classification according to dynamo capacity. — The classification, based on the horsepower capacity of the generating apparatus, is as follows: 1. Stations having dynamos with a horsepower capacity of less than 200. 2. Stations having dynamos with a horsepower capacity of 200 but less than 500. 3. Stations having dynamos with a horsepower capacity of 500 but less than 1,000. 4. Stations having dynamos with a horsepower capacity of ] ,000 but less than. 2, 000. 5. Stations having dynamos with a horsepower capacity of 2,000 but less than 5,000. 6. Stations having dynamos with a horsepower capacity of 5,000 and over. While many of the stations have generating equip- ment in excess of their present needs, it is believed that this classification furnishes data as to the economy of the operation of plants of different sizes, inasmuch as on the size of the plant depend largely the cost of con- struction and equipment, the number of wage-earners employed, the amount and cost of supplies, materials, and fuel needed, and the "load" under which the ma- chinery is operated. CHAPTER II. SUMMARV AND ANALYSIS OF RESULTS. General tot ah. — The magnitude of the industiy in 1902 is shown by the statistics in Table 66, which pre- sents the leading items by states. The totals for all stations and for private and municipal stations, respec- tively, are summarized in the following table: Table 1. — Central electric stations: 1902. Number of stations Cost of construction and equipment Gross i ncome Income from sale of current Income from all other sources.. Total expenses Salaried officials and clerks: Number Salaries Wage-earners: Average number Wages Power plant equipment: 2 Steam engines — Number Horsepower Water wheels — Number Horsepower Generating plant equipment: Dynamos — Direct current, constant voltage — Number Horsepower Direct current, constant amperage- Number Horsepower Alternating and polyphase current — Number Horsepower Outputof stationsin kilowatt hours, total for year Total number of arc lamps Total number of incandescent lamps Total. 3,620 S604, 740, 352 885, 700, 605 $84, 186, 605 SI, 514, 000 868, 081, 375 6,996 85,663,580 23,330 814,983,112 5,930 1,379,941 1,390 438, 472 3,823 442, 446 3,539 195, 531 5,122 987, 003 2,507,051,115 385, 698 Private sta- tions. 2,805 8482, 719, 879 878, 735, 500 877, 349, 749 81,385,751 862, 835, 388 6,046 85,206,199 20, 863 $13,560,771 4,870 1, 232, 923 1,308 427, 254 3,405 418,913 2,957 157, 768 4,300 896,315 2, 311, 146, 676 334, 903 16, 616, 593 Municipal stations. 815 822, 020, 473 '$6,965,105 186,836,856 $128, 249 $5, 245, 987 950 8457, 381 2,467 $1,422,341 1,060 147, 018 82 11,218 418 23, 533 582 37, 763 822 90, 688 195,904,439 50, 795 1 Includes estimated income from public lighting. 2 In addition there were gas engines and auxiliary steam engines with a capacity of 26,635 horsepower. The statistics are summarized in Table 1 so as to show the totals for the entire industry and of the plants controlled by private and municipal ownership, respec- tively. The details are given in subsequent tables. The kilowatt hour, for which totals are given in the above table, is the universal basis of computation with regard to the output and payment for current. Al- though the flat rate is still largely used, it is based upon an arbitrary assumption of a given amount of current being supplied in a specified time. Isolated and railway plants. — In addition to these grand totals of the industry, other figures should be taken into consideration in order to arrive at the real extent of the central station supply systems of the country. As already noted, a few isolated plants, out of the 50,000 estimated to be in operation in the United (6) States, do some actual business in the way of selling current and giving general service, but no canvass was made to elicit the details; and, moreover, the figures for this part of the industry would be insignificant in comparison with the totals. During the year 1902, there were 253 electric railway companies that reported in- come received from the sale of current for light and power, and the companies selling current for such pur- poses are increasing in number. Of the 253 companies, 118 reported the number of lamps in use and the amount of income from the sale of current. The statistics for these companies are shown in Tables 97 and 98. If the statistics from this group be added to those already cited in Table 1, the number of stations would be in- creased to 3,738; the total income from the sale of cur- rent to $90,458,420; the number of arc lamps to 419,561; and the number of incandescent lamps to 19,636,729. For detailed statistics of the power and generating equipment of these plants, reference should be made to the Report on Street and Electric Railways. The sub- ject will, however, be taken up incidentally under vari- ous headings in the present report. Comparison of the statistics of private and municipal stations. — According to Table 1, private stations form by far the largest portion of the industry, constituting 77.5 per cent of the total number of stations in opera- tion during 1902. Their income from sale of current formed 91.9 per cent of gross income, the expenses of operation 92.3 per cent of the total, while they gave em- ployment to 89.4 per cent of the total number of wage- earners engaged in the industry and paid 90.5 per cent of the total amount of annual wages. The primary power plant equipment of these stations formed 91.3 per cent of the total horsepower of all stations, while their gen- erating equipment formed 90.6 per cent of the total horsepower of all dynamos. The kilowatt hour output of private stations formed 92.2 per cent of the total, and the arc lamps in such stations formed 86.8 per cent of the total number wired for operation. The comparison of the income of the two classes of stations is not a fair indication of their earning capacity, because of the gross income reported for municipal sta- tions. Of this gross income, $6,836,856 resulted from the sale of current and included income from public service which was necessarily largely, if not wholly, a matter of estimation, as a municipal plant can scarcely be said to charge itself a rate for the work done. The estimated income is, therefore, the amount that presumably would SUMMARY AND ANALYSIS OF RESULTS. have been paid for the service had it been supplied by a private enterprise or, in other words, the amount that would have been paid by a private customer taking such service from the municipal plant. In cases where it was necessary to determine this item of income from public service, the effprt was made to bring such figures into harmonious relation with those applying elsewhere in the state or section, so as to make them reasonable and consistent with prevalent rates in communities of the same character. The municipal stations employed 2,467 wage-earners, who were paid wages amounting to $1,422,341, and 950 salaried officials and clerks, who were paid $457,381. Here, again, it should be understood that in many cases the same officials or the same workmen were charged with other duties, and when the amounts chargeable to electric lighting were not separately and specifically stated, they had to be determined by careful analysis. The cost of construction and equipment of the munic- ipal stations was only 4.4 per cent; their income from sale of current, 8.1 per cent; their expenses, 7.7 per cent; and the horsepower capacity of their power and generating plants, 8.7 and 9.4 per cent, respectively. The output of such stations was 7.8 per cent of the total kilowatt hours produced by all the stations, while their arc lamps were 13.2 per cent and their incandes- cent lamps, 8.7 per cent of all the lamps reported for the country. In addition to controlling practically the entire indus- try, the average private station is much larger than the average municipal station. Considering the total of 2,805 private stations, it appears that the average total expense per year per station was $22,401, as compared with $6,437 for municipal stations. The private stations gave employment on the average to 7.4 wage-earners, while the municipal stations gave employment to 3. The average private stations reported 823,938 kilowatt hours per year, as compared with 240,373 for the munic- ipal stations. Table 2. — Number of central electric stations beginning operations during each year. YEAR. Total. Private stations. Municipal stations. 3, 620 2, 805 815 146 250 213 237 277 228 193 239 191 192 247 198 227 208 160 147 100 55 47 27 30 8 106 185 152 178 195 170 129 166 144 161 190 157 198 168 142 127 86 49 43 25 27 7 40 65 61 59 82 58 64 73 47 31 57 41 29 40 18 20 14 6 4 2 3 1 By means of Table 2 the beginnings of the industry are carried back to the first years of central station development on a commercial basis. The 3,620 stations comprised 2,805 that were private or corporate enter- prises and 815 that were carried on by municipalities. The table does not include any stations that had gone out of existence prior to 1902, or those merged with other plants, and to that extent falls short of indicating the full number installed each year. Inquiry as to the exact number of those that had gone out of existence yielded very indefinite results, but it does not appear that the number is very large, much the greater num- ber, as a matter of fact, having been merged in later enterprises. It will be seen from the table that from 8 stations beginning operation in 1881 the number rose to 100 in 1886, to 208 in 1889, and to 247 in 1892— a year that will be remembered as marking the crest of a long period of prosperity. During the following years of depression the number fell again, but in 1,895, which was a time of financial stringency and consequently of small desire to engage in new enterprises, the number again rose to the remarkable point of 239, while in 1898 it reached 277, or more than the> number beginning operations during the whole period from 1881 to 1886, inclusive. The number for the year 1901 was 250, and for only five months of the year 1902 there were 146 new stations, from which fact it would appear that in all probability the rate of increase not only had been sustained, but also had reached a higher point than at any other time during the twenty-two years. Taking the period from 1881 to 1901, inclusive, it will be seen that an average of 165 private and municipal stations have begun operations each year. The spread of the agitation for municipal ownership of public service enterprises is illustrated in a some- what striking manner in Table 2. Of the 815 munici- pal stations enumerated, only 68 had been put in up to 1889. In that year 40 were introduced and in 1895 the number of new stations reached 73, increasing in 1898 to 82. The returns for 1902 indicate that the ratio was fully maintained in the census year. The conditions during late years, moreover, are affected by the fact that the larger centers of population were furnished with central stations during* the earlier years of the industry, and, consequently, the new plants are more likely to represent individual enterprises in smaller towns and cities that had not been previously supplied but had, in fact, just reached the stage at which it was profitable or desirable to create a private or municipal investment in them for electric lighting. ' Ownership of stations. — In further consideration of the total number of stations, attention is called to the fact that 2,805, or 77.5 per cent, were operated under private or corporate ownership, while 815, or 22.5 per cent, were operated under municipal control. In 1902, 13 stations that had been installed under municipal con- 8 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. trol were being operated under private ownei-ship. Of the Sl.i municipal stations, 77 began operations under private or partnership management and 93 under cor- porate management. Table 69 shoAvs further division of the statistics for stations under private ownership and reveals the fact that 964 stations, or 34. 4 per cent, were installed by individuals or firms and 1,828, or 65.2 per cent, by corporations. As might be expected, how- ever, since from many points of view the nature of the business requires corporate management, the number of stations operated by individuals or private firms has shown a tendency to decline, and at the time of the enumeration in 1902 it had fallen to 756, or 27 per cent, while the number controlled by corporations had in- creased to 2,049, or 73 per cent. Eelation of leading Items to geographic divisions. — In the following table the number of all stations and of private and municipal stations, respectively, together with various other items, are shown for the different geographic divisions: Table 3.— RELATION OF LEADING ITEMS TO POPULATION-CENTRAL ELECTRIC LIGHT AND POWER STATIONS, BY GEOGRAPHIC DIVISIONS: 1902. DIVISION. Population. NUMBER OF STA- TIONS. COST OF CONSTRUC- TION AND EQUIP- MENT. HORSEPOWER OF POWER PLANT. HORSEPOWER OF GENERATING PLANT. OUTPUT OF STATION IN KILOWATT HOURS. ARC LAMPS. INCANDESCENT LAMPS. Total. Pri- vate. Mu- ] niei- pal. Amount. Per capita. Amount. Per capita. Amount. Per capita. Amount. Per capita. Num- ber. Per capita. Number. Per capita. United States.. 75, 994, 575 3,620 2,805 8151 J504,740,352 86.64 1,845,048 0. 0243 1, 624, 980 0. 0214 2,507,051,115 32.99 385, 698 * 0. 0051 18, 194, 044 0. 2394 North Atlantic South Atlantic North Central South Central 21, 046, 695 10, 443, 480 26, 333, 004 14, 080, 047 4,091,349 913 251 1,706 404 346 810 176 1,178 323 318 103 75 528 81 28 266, 648, 738 19,462,480 127, 495, 351 22, 328, 727 68, 905, 056 12.66 1.86 4.84 1.59 16.84 814, 728 92, 641 639, 669 117, 192 280, 818 0. 0387 0. 0089 0. 0205 0. 0083 0. 0686 693, 765 83, 515 503, 368 110, 266 234, 066 0.0330 0. 0080 0. 0191 0. 0078 0. 0572 1,269,331,001 102, 990, 575 645, 062, 113 163, 905, 350 335, 762, 076 60.31 9.86 24.50 10.93 82.07 169, 554 17, 183 145, 529 23, 320 30, 112 0. 0081 0. 0016 0.0055 0.0017 0074 8,561,205 611,001 6, 176, 919 1,022,298 1,822,621 0. 4068 0.0585 0. 2346 0. 0726 0. 4455 The greatest number of central stations was found in the North Central states. According to Table 65 this division contained in 1890, 43.1 per cent of all the sta- tions in the United States, a proportion which in 1902 had increased to 47. 1 per cent. The greatest percentage of increase in the number of stations is found in the South Central states. Up to 1890 only 79 stations had been installed in that division. In 1902 this number had increased to 404, a gain of 411.4 per cent during the period. This remarkable gain is seen to be coinci- dent with the greater industrial activity in the South. While the number of stations in the North Central region is almost equal to the total for all the other sec- tions of the country, it is only in this respect and in the number of inhabitants that this region preponder- ates to any extent in the comparison. In the North Atlantic states the 913 stations represented a cost of construction and equipment of $266,548,738, or slightly more than half of the total for the whole country, and they served more than one-quarter of the whole population. The output of these stations was almost exactly one-half of the total for the country, namely, 1,269,331,001 kilowatt hours out of a total of 2,507,- 051,115. While the average per capita consumption for the year was barely 33 kilowatt hours for the whole country, it was 60.3 kilowatt hours for the North Atlantic states. Of the total horsepower of the power plants, 814,728 horsepower, or 44.2 per cent, was located in the North Atlantic division. In this division the proportion of the dynamo generating power was almost the same, being 42.7 per cent, or 693,765 horse- power, out of 1,624,980 horsepower. The two main items of central station work are arc lighting and incandescent lighting. Of the 385,698 arc lamps in the United States in 1902, 169,554 were to be found in the North Atlantic division, but the North Central division compared closely with this, having 145,529, so that these two divisions reported 315,083, or 81.7 per cent of the total. Moreover, these two divisions contained almost as high a percentage of incandescent lamps, for out of a total of 18,194,044 such lamps, 8,561,205 were reported in the North Atlantic division and 6,176,919 in the North Central division. The South Atlantic division, although not the small- est as to population served, contained the smallest number of stations, namely, 251, with a cost of con- struction and equipment of $19,462,480, while the sta- tions in the South Central division numbered 404 and cost $22,328,727. 'it will be noted that as compared with these, the Western division, with a population of only 4,091,349, had 346 stations with a cost of $68,905,056. These figures speak eloquently not only of the greater development of electric lighting in the Far West but also of the higher cost per plant and of the fuller service to the community. While in the South Atlantic and South Central divisions the per capita horsepower of power plants was only 0.0089 and 0.0083, respectively, it rose in the Western divi- sion to 0.0686, or nearly twice as much as the average of 0.0387 in the North Atlantic division. The con- sumption of current in the Western division was 82 kilowatt hours per capita, or about eight times as great as the consumption in either the South Atlantic; or the South Central division, and more than three times as great as that in the North Central division. The ex- planation of the large consumption of current in the Western division is found in the figures of the arc and SUMMARY AND ANALYSIS OF RESULTS. 9 incandescent lamps installed there. There were 17,188 arc lamps in the South Atlantic states, 23,320 in the South Central, and 30,112 in the Western. In like man- ner, while there were 611,001 incandescent lamps in the South Atlantic division, and 1,022,21)8 in the South Central, there were in the Western 1,822,621, or more than the total for the two southern divisions. While the per capita of the arc lamps in the Western divi- sion was slightly less than that of the North Atlantic states, namely, 0.0074, as compared with 0.0081, the conditions were reversed with regard to incandescent lamps, the per capita for the Western division being 0.1:1:55, as compared with 0.4068 for the North Atlantic division. The per capita for incandescent lamps in the Western division was nearly twice as great as that for the North Central division, which showed 0.2346. With regard to the number of arc lamps, however, the dif- ference between these two divisions was not so great, the per capita being 0.0055 for the North Central divi- sion, as compared with 0.0074 for the Western division. It does not follow, however, that these figures are altogether an exhibition or reflection of the relative enterprise and development of the various sections. The presence of large industries or of large centers of population has its effect in various ways. Interesting light upon the attitude of the people in different sec- tions toward electric applications is furnished by the earnings in the states and cities, reported and dis- cussed elsewhere. Because of the newness of many of the communities in the Western division, the cen- tral station has often been the first public service plant of any kind installed, so that the public have had to depend upon it almost exclusively for lighting, and sometimes for power, while the management has not had to meet the competition of gas plants, which are nat- urally more numerous in the older settled portions of the country. The average cost of construction and equipment for the 3,620 stations enumerated was $139,431, with which it is interesting to compare the average for the gas companies, namely, $646,523, although the latter is apparently rather on the basis of capitalization than investment. The average cost of construction and equip- ment for stations in the North Atlantic division was $291,948. Following this in magnitude came the west- ern stations with $199,148, the South Atlantic with $77,540, the North Central with $74,733, and the South Central with $55,269. When it is considered that many of the western plants are of the latest construction and would there- fore have the benefit of all the economies introduced, the high ratio of cost of construction and equipment seems in need of explanation. One plausible reason for it is that a number of western plants included long distance transmission circuits, which would tend very much to increase the construction cost. Another is that many stations are remote from the mechanical centers at which the apparatus is produced, and the freight charges are therefore heavy. A third reason is probably to be found in the fact that while the plants of the older sections of the country are not equipped greatly in advance of the prospective growth, the west- ern plants have been boldly equipped with an eye to the future and on, a scale exemplifying the hopefulness of the investor with regard to the rapid development of that region. It might be urged, also, that the scale of prices for construction and equipment in the Far West is on the average higher than elsewhere in the country, but this argument might be equally true of many sections of the South. Although this statement does not appty to labor, it is a fact worthy of note that the work involved in the construction and equipment of a central station is of a high technical character wherever performed. A large expenditure, however, is justified by the liberal patronage bestowed on the western stations, the kilowatt hour consumption of current being, as already noted, much larger in that division than in any other section. Distribution of stations, by states. — From Table 65 it will be seen that the largest number of stations was in Illinois, followed by Pennsylvania, New York, Ohio, Michigan, Indiana, Iowa, and Wisconsin in the order named. No other state reached the 150 mark. The New England states were well supplied with stations. Massachusetts reported the largest number; then came Maine, Vermont, New Hampshire, and Connecticut. Among the Southern states Texas led, with Kentucky, Tennessee, and Georgia following. Of the Western states, California reported the largest number of sta- tions, Colorado, Washington, Oregon, and Montana being next in order. Distribution of stations according to population of places in which located. — Of the 1,892 places reported at the Twelfth Census as having a population of 2,500 and over, 1,511 had one or more central electric lighting stations that were operated either as independent enter- prises or in connection with electric railways. Of the places with a smaller population, 1,960 had similar sta- tions. As elsewhere noted, a number of large central electric light or power stations furnished current to sur- rounding cities, towns, and villages, either directly or through the intermediary of substations, and it would be very difficult to include all the population of the country to which central station current was available, a mere enumeration of the places where the stations are installed by no means indicating alike the topographic location of the plants and the territorial distribution of the current. There are, in fact, a number of companies supplying areas of many square miles in which are located scores of cities, towns, incorporated villages, and mere ham- lets, all enjoying the benefits of electricity and consti- tuting a source of income for the enterprise. The extreme limit of such work at the time of this report was marked hx the long distance power transmission on the Pacific coast, where current from the Sierras was actually delivered for general consumption in San Fran- cisco and Sausalito, and was also distributed from the 10 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. same plants over lines which ramify into half the coun- ties of the state of California. The whole aspect of central station current supply in its relation to population has in reality been utterly changed by the development of polyphase power trans- mission, which will be treated more fully in a later chap- ter of this report. Utilizing chiefly remote waterpow- ers, but depending in many cases upon coal, hundreds of power transmission plants have been put in with the sole object of furnishing current for both light and power over large areas. Thus, in numerous instances, the pro- duction of current has been minimized in the city of consumption itself, the supply coming from points scores of miles away and being available, therefore, not only in the heart of the business community it is primarily in- tended to serve, but also in numerous little communi- ties intermediate, which but for "this technical advance would have remained without the convenience of elec- tricity, or without it, might not have existed. There are at least a thousand such transmission plants, and a cur- sory examination of the statistics shows that the trans- mission lines were frequently 15 or 20 miles long, in many cases 40 or 50 miles, not seldom 60 or 90 miles, and sometimes even 150 or 200 miles. These transmission enterprises are peculiarly typical of the far Western states, but are by no means concen- trated there, being scattered all over the Union, particu- larly in mountainous regions where water supply, even if not abundant, can be secured with a good head, the height of the fall thus compensating for the smallness of volume. The classification of central stations in groups of cities of different population brings out a number of interest- ing facts as to the degree of dependency of the public upon private enterprise and upon municipal control in this field of industrial endeavor. In Table 4 the num- ber and percentages of private and municipal stations, respectively, are shown for cities grouped according to population. Table 4. — Xumber of private and municipal stations, grouped in places classified by size, and percentage each group is of total: 1902. POPULATION OF PLACES IN TOTAL. PEIVATE STA- TIONS. MUNICIPAL STA- TIONS. WHICH LOCATED. ' Num- ber. Per cent. Num- ber. Per cent. Num- ber. Per cent. Total 3,620 100.0 2,805 100.0 815 100.0 Under 5,000 2,714 675 128 73 30 75.0 18.7 3.5 2.0 0.8 2,043 554 115 67 26 72.8 19.8 4.1 2.4 0.9 671 121 13 6 4 82.3 5,000 but under 25,000 14.9 25,000 but under 100,000 100,000 but under 500,000 500,000 and over 1.6 0.7 0.5 It will be seen that 2,714, or three-fourths of all the central stations reporting in 1902, were located in places of less than 5,000 inhabitants; of the private stations 72.8 per cent were in this group, while not less than 82.3 per cent of the municipal plants were to be found in it. In both cases the percentage is high and exem- plifies the wide diffusion and enjoyment of the facilities afforded by such services. In this respect the small towns of the North Central states appear to have had exceptional advantages, as of the stations in Illinois and Iowa 428, or 83.1 per cent, were in the small towns, while in Ohio and Indiana. 284, or 68.8 per cent, were so located. Distribution of stations according to dynamo capac- ity. — Table 5 segregates the central electric stations according to the horsepower capacity of the dynamos and assists in determining the relative size of the munic- ipal and private stations. Table 5. — Number of private and municipal stations, grouped accord- ing to dynamo capacity, and percentage each group is of total: 1902. HORSEPOWER CAPACITY OF TOTAL. PRIVATE STA- TIONS. MUNICIPAL STA- TIONS. DYNAMOS. Num- ber. Per cent. Num- ber. Per cent. Num- ber. Per cent. Total 3, 620 100.0 2,805 100.0 815 100.0 Under 200 2, 262 864 226 137 83 48 62.5 23.9 6.2 3.8 2.3 1.3 1,650 700 201 126 81 47 58.8 24.9 7.2 4.5 ' 2.9 1.7 612 164 25 11 2 1 200 but under 500 500 bu t under 1,000 3 1 1,000 but under 2,000 1 4 2,000 but under 5,000 0.1 More than one-half of the private stations and three- fourths of those operated under municipal control had a dynamo capacity of less than 200 horsepower. A dynamo capacity of less than 500 horsepower was re- ported for 86.4 per cent of all central electric stations, 83.8 per cent of the stations operated under private ownership, and 95.2 per cent of the stations operated under municipal control. Of the total number of pri- vate stations 7.2 per cent had a dynamo capacity of be- tween 500 and 1,000 horsepower, while 3.1 per cent of the municipal stations were included in this group. The dynamos of only 1.7 per cent of the municipal stations and 9.1 per cent of the private stations had a horse- power capacity exceeding 1,000. In 3,308 stations the dynamos were operated by the use of steam or steam and water power. In a number of cases the steampower was merely auxiliary to the waterpower, being used only when the waterpower was not available. There were 312 stations in which the machines were operated by the use of waterpower exclusively. These stations had 612 water wheels with a stated capacity of 217,261 horsepower and a dynamo capacity of 171,988 horsepower, the kilowatt hour out- put of current for the year being 258,698,131. Concentration in large cities.— ¥ or each group of cities with a population of more than 5,000 the per- centage of private plants is greater than that for mu- nicipal stations. The importance of the industry in cities having a population of 500,000 and over is brought out quite forcibly by the following table, which shows the leading items by cities: SUMMARY AND ANALYSIS OF RESULTS. 11 Table 6.— CENTRAL ELECTRIC STATIONS IN CITIES HAVING A POPULATION OF 500,000 OR OVER: 1902. Number of stations Stock issued Dividends Bonds outstanding Cost of construction and equipment Gross income Income from sale of current Arc lighting , Incandescent lighting All other electric service Income from all other sources Total expenses Salaries and wages Cost of supplies, materials, and fuel Rents and miscellaneous expenses Interest on bonds Salaried officials and clerks: Number Salaries Wage- earners: Average number Wages Horsepower of power plants Horsepower of generating plants Output of stations in kilowatt hours, total for year. Miles of mains and feeders Total. ?116, 001, 550 SI, 909, 629 $97, 959, 002 $111, 004, 658 820,956,944 $20, 909, 520 $6,428,993 $10, 988, 025 $3,492,502 $47, 424 $17,376,301 $4, 749, 167 $4,369,550 $3, 547, 438 94,710,146 1,022 $1, 154, 882 4,799 $3, 594, 285 261, 640 224, 054 368, 632, 306 17,599.95 New York. $61,744,600 $160, 000 $50, 246, 000 $41, 667, 897 $9, 847, 215 $9, 836, 266 $2,811,723 $5,231,102 $1, 793, 441 $10, 949 $8,628,894 $2, 184, 629 $2, 252, 614 $1,718,351 $2,473,300 348 $368, 868 2,358 $1,815,761 111, 880 76,579 153, 288, 077 4, 193. 19 Chicago. $11, 954, 300 $515, 982 $9, 508, 000 $24,399,685 $3,543,737 $3,543,737 $1, 147, 699 $1,859,148 $536, 890 $2, 466, 628 $745, 401 $741, 447 $511,536 $468, 244 267 $278, 873 624 $466, 528 46,885 48, 623 67,479,260 1, 606. 72 St. Louis. $6, 400, 000 $30, 000 $5, 000, 000 $12,050,313 $1,270,573 $1,267,819 $330, 369 $592, 150 $345, 300 $2, 754 $1, 153, 383 $389, 669 $366,721 $140, 993 $256, 000 $101, 584 390 $288,085 21, 052 21, 383 28, 578, 460 812. 67 Boston, Phila- delphia, and Baltimore. $36, 902, 650 $1,213,647 $33,205,002 $32, 886, 763 $6, 295, 419 $6,261,698 $2, 139, 202 $3, 305, 625 $816, 871 $33, 721 $5, 127, 396 $1,429,468 $1,008,768 $1, 176, 558 $1,512,605 32" $405, 551 1,427 $1,023,911 81, 825, 77, 469 119, 286, 509 10, 987. & The 30 stations reported from these 6 cities had a notably large proportion of the investment and equip- ment of the industry as a whole. Out of a total of $504,740,352, given as the cost of construction and equipment for all the central stations of the country to date, $111,004,658, or over 20 per cent, was re- turned for these cities, while of the gross income of $85,700,605, $20,956,944, or very nearly 25 per cent, was returned for them. The same concentration of investment relative to pop- ulation is shown by a study of Table 66. Thus New York state, with only 256 stations, but with a popula- tion in 1900 of over seven millions, reported a cost for construction and equipment of $112,998,778. Pennsyl- vania, with a population of 6,302,115, had only 279 stations, but reported a cost for construction and equip- ment of $41,579,338. It will be seen that the status of the industry as to amount of investment bore a closer relationship to density of population than to the mere number of stations, since Illinois, which led in number with 346 stations and had 4,821,550 inhabitants, reported but $38,329,275 as the cost of construction and equipment. Michigan, with 201 stations, reported $11,559,169, and Indiana, with 180, reported $6,706,510. In the last two states, however, there was a liberal sprinkling of municipal plants, Michigan having 81 and Indiana 62, which would swell the gross totals. Character of service. — The different purposes for which private and municipal stations supply current are shown in Tables 69 and 79 by the number of stations in the states and territories. The totals for the United States are summarized in. the following table: Table 7. — Number of private and municipal stations, classified accord ing to character of service: 1902. CHARACTER OF SERVICE. Arc lighting: Commercial or other private Public Incandescent lighting: Commercial or other private Public Motor power: Stationary Electric railway All other service Total. 2,020 2, 522 3,484 2,491 1,093 159 161 Private stations. 1,667 1,810 2,752 1,889 975 157 152 Municipal stations 353 712 732 602 118 2 9 It is evident from Table 7 that the principal business of central electric stations is to supply cut-rent for illu- mination. Eleven of the stations under private owner- ship furnished current for public lighting exclusively, and all under municipal control supplied current for that purpose. In the earlier days of the industry nearly all the stations were installed for the purpose of furnishing arc lighting, but the change that has come over the in- dustry is indicated by the table, which shows that, of the 3,620 stations, 3,484 were engaged in commercial or other private incandescent lighting. As to arc lighting, 2,522 stations supplied public or street circuits, while 2,020 furnished current for commercial or other pri- vate arc service. Of the private stations, 21 reported the sale of current for arc lighting exclusively, 526 for incandescent light- ing exclusively, and 18 for power purposes exclusively. Of the municipal stations, 61 reported current for arc lighting only and 80 for incandescent lighting only. 12 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. While municipal stations were in most cases estab- lished primarily to supply street lights where none ex- isted before, or to replace service for which private stations were believed to be charging too high rates, such plants now engage in a general illuminating busi- ness, also, and in 1W>2, all but 77 of them sold current to private consumers. With regard to the stations report- ing current for power purposes only, it is to be borne in mind that in connection with power transmission work a separate class of stations is springing up, gener- ating current for customers at remote points, without an J regard to the use that is to be made of it, and with- out coming in direct relationship with the individual consumers. Their function as electric light plants has become merged in a much wider one. These stations may be compared to wholesale producers, while the companies or substations receiving the current in bulk and subdividing it may be compared to jobbers and retailers. One of the results of this tendency is that power transmission schemes have been made the means of unifying and bringing together under one manage- ment a number of public service electric enterprises, some of which would have been menaced by the new competition and by current generated more cheaply than the older conditions permitted. In this work we have again an industrial parallel with large manufac- turers who operate their own factories, establish or buy up stores in the leading cities, and dispose of their goods directly to the public. Municipal stations are engaged in both kinds of light- ing, but the proportion engaged in public arc light- ing is very much larger for them than for private sta- tions. In other words, while 1,810, or 64.5 per cent, of the private stations supplied public arc lights, 712, or 87.4 per cent, of the municipal plants did this class of work. The tables are decidedly turned, however, when attention is directed to the statistics as to the supply of motor power. Of the stations, 1,093 supplied current for stationary motors, and 159 furnished cur- rent for electric railways. From an inspection of t/ ininiictjMtl stations. — The real value of municipal plants in small communities is best brought out by the following table, which presents the leading items, by states, for stations in places served exclusively by municipal stations: Table 8.— STATISTICS OF STATIONS IN CITIKS AND TOWNS SERVED EXCLUSIVELY BY MUNICIPAL STATIONS, BY STATES: 1902. STATE OR TERRI- TORY. United States Alabama — Arkansas ... California... Colorado Connecticut. Delaware . Florida ... Georgia ... Idaho Illinois Indiana... Iowa Kansas Kentucky. Louisiana . Maine Maryland Massachusetts .. Michigan Minnesota Mississippi Missouri Montana Nebraska New Hampshire New Jersey New York North Carolina... North Dakota Ohio Oklahoma Oregon Pennsylvania... Rhode Island ... South Carolina.. South Dakota... Tennessee Texas Utah Vermont „. Num- ber of sta- tions. Popula- tion. 732 2, 052, 485 Virginia Washington. .. West Virginia. Wisconsin 5 i n; 4' 26 1-1,004 12, 935 30,571 1.402 15,552 13,036 10,112 47,587 1,262 135,070 163, 618 80, 374 32, 559 31 , 55^ 30, 676 23, 761 3,551 151,407 209, 022 133,612 40,406 94, 593 1, """ 24,535 2,390 10, 868 81,929 41,183 10, 632 211,651 4,732 6,102 94,898 0) 32, 342 9,723 34,357 31,937 2, 636 11,578 44,967 50,003 3,623 67, 134 Cost Of construc- tion and equip- ment. 815, 369, 382 110,290 75, 120 391,081 14,940 135, 332 83, 56! 48, 698 330, 992 6,930 1,151,376 1,188,140 669, 108 134,213 186, 186 207, 600 23, 000 16,050 1,227,261 1,649,429 1,114,440 303, 959 642, 353 32, 000 119,834 9,800 193, 465 577, 820 211,432 83. 965 1,723,072 30, 338 49,038 579, 937 22,919 130,153 73, 057 182,962 106, 938 9, 499 352,449 193,649 533, 880 28, 46li 414,650 INCOME FROM SALE. OF CURRENT FOR— All elec- tric serv- $4,814,568 51,691,920 Arc lighting. $3, 049, 815 44, 9741 31,031 ! 113,171! 5, 526, 45, 936] 26, 599 23, 752l 118,4601 5, 652; 352, 427i 404, 991 j 224,361 38,461 49,73i; 75, 616! 9, 600: 5,062. 264,922 453, 906 407,657 115,319! 194,573| 16,2081. 45,0821 1 3, 250 j. Il 42, 653 166,416 87, 386 47,444' 610, 395; 13,761 21.320' 168, 559I 8, 769 47,007 21,429 60, 967 70, 360 2.870 46,550j 49. 435 117. 380 9, 599 116.201 13, 528 8,077 25, 103 720 15,911 3,341 7,157 44,344 840 111,473 182, 073 37, 992 21,906 27,556 18,942 9, 600 612 96,486 170, 769 104,302 32, 436 62, 279 4, 000 11,596 Incan- descent lighting. $72, 833 31,266 22,654 74, 856 4,806 27,481 23, 258 16,595 74,116 4,812 240, 686 220, 056 184, 383 15, 666 20, 676 54, 561 11,200 85, 589 40, 456 10, 185 271,145 3, 408 3, 776 78,914 5, 134 1 22.763] 4, 632 18, 760 14, 045 20 1 2, 825 29, 396' 43, 609 4,130 30, 890 All other elec- tric serv- ice. 1.80 300 13, 212 Salaries and wages. 81,354,833 268 2,862 1,986 889 1, 500 2, 013 7, 524 2,670 1,659 3,478 60 441 4,450 161,660 275,613 300, 585 81,224 128, 816 12, 148 33, 045 3,250 31, 368 79, 496 46, 750 37, 259 . 331, 724 10,353i 17,544 I 9,960 8,915 30,454 1,620 10, 705 8,019 6,697 30, 175 2,970 105,936 106, 458 60, 033 11,365 15, 459 24, 906 I 4, 264 1,818: 87,2711 133, 570 106, 605 Cost of supplies and ma- terials, not in- cluding fuel. 8760, 136 5,161 4,512 23, 929 264 5,537 5,730 1,944 23, 023 1,060 33,120 69, 253 28, 062 8, 324 6,950 14, 348 1,122 609 49, 160 66, 170 62, 854 Cost of fuel. Mis- cella- neous ex- pen- ses. 81,124,403 8327,! 11,861 10, 610l 17,817 1,980 11,448 5,650 10, 627 23, 653 _| 2,000' 2, 330 7,338 644 2,383 1,948 858 3,671 HORSEPOWER CAPACITY OF— Steam engines and water wheels. Dyna- mos. 122,880 103,698 24,809 86,071! 64, 970! 5,516 9, 523| 85: 1,331' 180,; 87,54S| 3, 635! . 24,244!. j 16. 79"]. 41,807 50, 885' 2, 850 . 38, 405 2,097 400' 5, 430 . 320 \ 29, 427 21,286 49, 685 21,8,88 3,204 2, 910 12, 152 7,053 600 2,213 9,221 2, 631 49,467 23, 899 21,164 13,639 12, 570 69, 327 3,018 91,283 4, 320 1,224 5,540 1,447 56, 690 29, 472 2,330 1,803 14. 557 8,817 15, 641 1,620 56, 521 101,711 112,137 27, 739 58, 494 3,264 11,341 24,973! 16, 300! 2,838' 2,964 4, 545, 200 32: 37, 296 31,918 22, 251 4, 152 11,268: 1,390, 1,791 19, 55.8 4,81 99,150, 4.621 6,469 ' 85.311 i 5,738| 16, 859| 21,055: 1,560 ! 14,520: 14,23o' 39, 987 3,680! 29, 745 5, 574 7, 368, 17, 198, 153'. 2, 977 6, 766 62, 923 964 12, 498 7,972 45,316 20, 79! 17, 473 135,211 3, 207! 6,717 3,8,417' 1.538 1 14.4741 4.617 18.045 11,648 "i."io2 8, 659 7.410 3. 220 26. 643 13,951 3,115 1,895, 30, 770 1,122 1,449 15, 114 1,459 2,595 606 1.S95 6,055 184 935 840 2,035 120 900 812 435 2,638 9,240 10,279 5,751 1,200 1,640 1,! 250 135 6,255 14,321 9,363 2,885 5, 573 250 1,206 150 1, 085 5,119 2,030 820 15, 601 362 313 4,785 100 1,260 520 1,936: 1.675! 125 Output of stations, kilowatt hours, to- tal for year. 148, 913, 431 873 662 1,928 94 520 700 360 1,961 90 8,356, 10,388 5,067 1,002 1,423 1,354 160 113 6, 551 ' 12, 056 7, 972 2,479' 4. 850. 1,450! 1,159! 100; 1,463! 4,3431 1,929, 511;| 15,261 1 220 358, 4,633, . 125' 1,130; NUMBER OF LAMPS. 1,465,582 1,053,002 838, 965 2, 329, 145 86, 230' 843, 844 1,238,525 420, 433 3, 299, 946 235, 790 9, 648, 317 16, 674, 275 6,093,089! 1, 323, 356! 2, 894, 800- 2,594,410 522, 680 148, 920 4,195,074 16,516,530 11,081,790 3, 312, 403 5,771,412 718,320 1,363,275 324,120 877, 095 5, 182, 605 2, 523, 080 1,107,045 23, 419, 559 216,080' 550, 930 5,991,988 114,975 1, $53, 213 254 115 323 12 249 100 104 632 14 1,: 2,968 703 410 493 192 17 1,731 3,412 1, 450 998 43 628 352, 639 1,790 2,245,995 2,275 1,456,120 Incan- descent. 8,385 7,043 29, 491 955 11, 369 * 7,445 4,080 25,475 1,033 116, 226 123, 124 77, 501 8, 713 11,385 15. 692 170 1,299 609 108 4.479 40 40 1,345 55 36U 66' 1,510 94,439 175, 561 136, 590 27, 205 51,886 2,825 18,626 1,664 16, 160 55, 815 19, 981 9,960 163, 587 ' 3,500 3,411 45. 305 1,500 10, 520 13, 223 14,564 16, 672 6, 729 3,461 3,814 16, 098 526 10, 506 1,030 590 351 3, 124 1 Population not reported separately. 47 2, 420 . 92, 746 3, 768. 260 1 86 1,035 33, 325 1,262'] 6321 250 ; 3,161 1,901,097 938, 415! 331,893! 2,461,045 431 967 81 655 7,212 36, 084 2,556 52,949 This table shows the statistics for 733 stations oper- ated in that number of communities, in which there was no competitive private service. It would appear that in all probabilitj' a great many if not all of these places would have gone without electric lighting had the sup- ply been left to private enterprise seeking a return upon its investment. These 732 plants constituted S9.S per cent of all the municipal plants in the country, and their totals formed about 70 per cent of the grand totals under most heads of the various items of equip- ment, income, expense, and output. The population served by these stations was 2, 052, ASS, an average of a little over 2,800 per station, and towns of this size rarely offer inducements to private capital, regarded from the per capita basis of consumption of current. These stations also represent a total cost of construction and equipment of fl5,369,3S2, or about $21,000 per station, whereas the average cost of con- struction and equipment for the 3,620 central stations of all classes was slightly short of $140,000. The details of the table bring out even more strik- ingly than the gross figures the smallness of the com- 14 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. munities served exclusively by municipal plants. The largest average population per community is shown for Massachusetts, having 17 stations, with an aggregate population of 151,407, or an average of 8,906. The smallest population per community is shown for Colo- rado, with two municipal stations supplying 1,402 people, or an average of 701 for each station. An average of 5 persons to a family or house would give barely 140 houses. In some of these communities the small number indicates the uninviting prospect for private capital, but discloses at the same time a large amount of public spirit and a determination every- where to enjoy the latest facilities of modern civiliza- tion. The consolidation of lighting stations and other enter- prises. — Reference has been made to the tendency to operate electric light plants in connection with other enterprises. From the reports it appears that at the time of this census 1,465 stations, or about 40 per cent of the total number, were carried on in conjunction with the making of gas, the operation of waterworks, the production of ice, and similar industries. The ten- dency is toward the massing together of such enter- prises, the reason being the greater economy and efficiency resulting from placing a number of small establishments under one competent and well-paid administration. It should again be emphasized that the statistics of such stations relate exclusively to the generation of electric current. Comparison of gas and electric lighting. — Because of its rapid development, electric lighting has already been placed in sharp competition with other means of artificial illumination, and with one of these, namely, that depending upon the manufacture of gas, it can be compared. The gas industr}^ in the United States is nearly a century old, dating from 1806, l whereas central electric stations have been in existence only about twenty-five years, or since 1879, when two or three were to be found in limited operation. The latest available comparative census statistics for the two industries are shown in the following statement: Comparative summary of central electric stations and gas plants. Number of establishments Cost of construction and equipment Cost of supplies, materials, and fuel Salaried ofheials and clerks : Number Salaries Wage-earners: Average number Wages Income Central elec- tric stations, 1902. 3,620 $504, 740, 352 122, 915, 932 6,996 $5, 663, 680 23, 330 $14, 983, 112 $85, 700, 605 Gas plants, 1900. 877 l $567, 000, 506 820, 605, 356 6,904 $5, 273, 500 22,459 $12, 436, 296 2 $75, 716, 693 1 Capital. 2 Value of products. While these statistics for the two industries do not cover the same year, the periods reported correspond 1 Twelfth Census, Vol. X, page 713. sufficiently for a general comparison. The totals shown for central electric stations exceed those for the manu- facture of gas in all the items except the "cost of con- struction and equipment," which is compared with the capital reported for the gas companies. The capital stock and funded debt reported for the 2,049 central sta- tions owned by corporations amounted to $627,515,875, and would possibly be the better total to compare with the capital reported for gas companies, namely, $567,000,506. The income for the central electric sta- tions was $85,700,605, while the value'of the gas prod- ucts was $75,716,693. It is true that in order to give full credit to the elec- tric lighting industry it would be necessary to include the figures for isolated plants, which are usually assumed to be about equal to the central stations as regards ex- tensiveness of equipment. These stations, however, would be offset by a large and unknown number of iso- lated gas plants. It is contended by authorities in the gas lighting field that these statistics as shown are not so complete a demonstration of commercial parallelism between the two industries as they are assumed to be. According to Brown's Directory of American Gas Com- panies, there were in the United States in 1903 about 950 gas companies making coal gas and water gas; over 400 natural gas plants supplying towns; and about 150 plants lighting towns by means of acetylene gas or gaso- line. Therefore, for 1903-4 there would be about 1,500 gas lighting plants for towns, in this country, although all of them could not be designated as producers of man- ufactured gas. The natural gas companies, moreover, are highly capitalized, the Philadelphia Company of Pittsburg, for example, having a capital of over $45,000,000. In connection with the investments it may also be pointed out that the dividends paid by cen- tral stations averaged 1.7 per cent, and the interest on bonds, 4.7 per cent, while for the gas companies the rates were 4.2 per cent on stocks and 4.9 per cent on bonds. The following table gives the relative distribution of the central electric stations and gas plants in cities of different population, and is very interesting in its reve- lation of the wider spread of electric stations: Table 9.— Xiunber of central electric stations and gas plants in places classified by size. POPULATION OF PLACES IN WHICH LOCATED. Central electric sta- tions, 1902. Gas plants, 1900. Total 3, 620 2,714 675 128 73 30 5,000 but under 25,000 25,000 but under 100,000 100,000 but under 500,000 .. 500,000 and over In connection with this table it may be stated that in the United States in 1900 there were 827 cities and towns in which one or more gas plants were in. opera- SUMMARY AND ANALYSIS OF RESULTS. 15 tion, while in 1902 there were central electric stations in operation in all but 153 of these places. It will be observed from the table that 75 per cent of the central electric stations and 22.8 per cent of the gas plants were in places of less than 5,000 inhabitants. This, however, does not reveal the full extent of the benefit conferred by electric methods, the area of distribution from gas works being necessarily limited by physical and eco- nomic considerations, so that one gas plant c*n not sup- ply more than three or four communities, while the electric lighting station can and often does supply light, heat, and power to many towns and villages scattered over many square miles of territory. Combination of gas and electrical interests. — In many cities the competition of the gas and electric industries is undoubtedly as keen now as it was at any time dur- ing the last twenty-five years. On the other hand, in several hundred towns, and cities the gas and electric lighting interests have been brought together and con- solidated, very often on the initiative of the older gas interests, which have thus remained in control of the entire private lighting from a central source. There is a decided tendency toward this form of consolidation. In some places it already embraces also the street rail- ways and the water supply service, while one or two instances could be quoted where the telephone systems have also been taken into the combination. The most conspicuous instance of united ownership of gas plants and central stations is to be found in New York city, where the entire system of electric lighting is under the absolute control of the Consolidated Gas Compan}' of New York. This tendency toward combination has been stimu- lated frequently by the insensate competition between the managements of the two methods of illumination, but is also due in large measure to the recognition of the fact that electricity, as it emerged from the earlier stages of experimentation, gave every promise of be- coming a stable and lucrative industry which could be operated quite advantageously along the lines already proved best in the development of gas lighting. Comparison with census of 1890. — It is perhaps unfor- tunate that the figures for central electric stations are not as a whole subject to any comparison with those of any previous census period. The only figures for the previous decade that are available for comparison apply to the state of New York, for which a partial canvass was made in the census year 1890. As a matter of fact, the industry had not developed sufficiently in 1880 to be included as a whole in the census report for that year. The statistics reported at the censuses of 1890 and 1902 for this industry in the state of New York are sum- marized in Table 10, and are a further indication of the rate of increase maintained by the industry during the past twelve years. Table lO. -(Jornparative summary — central electric stations in Xew York slate: 1903 and 1890. Number of stations Cost of construction and equip- ment Total income, From arc lighting Private Public From incandescent light- ing . : Private Public From motor service From miscellaneous service Salaries and wages Supplies and materials Fuel Miscellaneous expenses Total horsepower of power plants Total horsepower of dynamos. . Lighting service: Total number of arc lamps. Private Public Total number of incandes- cent lamps Private Public 256 $112, 998, 778 816, 854, 839 $4, 944, 575 81,818,499 S3, 126, 076 $7, 976, 232 $7, 540, 994 8435, 238 82, 396, 046 81, 537, 986 83, 904, 706 82,433,526 81,494,043 82,662,001 323, 413 251,007 59, 130 26, 806 32, 324 3, 705, 525 3,561,934 143, 591 139 831,183,618 84, 174, 534 82,272,374 $951,810 81,320,564 $1,585,834 $1, 522, 316 $63, 518 $192, 754 $123, 572 81,375,861 8467, 842 8513, 794 8720, 128 59, 512 41,844 19, 834 8,885 10, 949 286, 935 280, 989 5,946 Amount. Per cent. $81, 815, 160 812, 680, 305 82, 672, 201 8866, 689 $1,805,512 $6, 390, 398 $6, 018, 678 $371, 720 $2, 203, 292 $1,414,414 $2, 528, 845 $1, 965, 684 $980, 249 $1,941,873 263, 901 209, 163 39,296 17, 921 21, 375 3,418,590 3, 280, 945 137, 645 262 304 118 91 137 403 395 585 1,143 1,145 184 420 191 270 443 500 198 21)2 195 1,191 1,168 2,315 The totals for 1890 do not include the report for a central station operated by the municipality of Dunkirk. The totals for 1902 include the returns for 28 stations operated by municipalities. Of these, 3 were installed under private ownership and were so reported at the census of 1890, but subsequently came under municipal control. The rate of increase for the number of sta- tions was 84 per cent, but the rates for cost of con- struction and equipment, income, expenses, horsepower capacity, and services were much greater, since the totals for each of these items had more than doubled during the twelve years. The average horsepower capacity of the 139 stations reported in 1890 was only 428 for the power plant and 301 for the generating plant, as compared with 1,263 and 980, respectively, for the 256 stations reported in 1902. In 1890 the average number of arc lamps per station was 143 and of incandescent lamps 2,064, while in 1902 these aver- ages had increased to 231 and 14,475, respectively. Since the density of population is the principal induce- ment to the establishment of central electric stations, it is probable that the increase in New York is larger than that in other states, and therefore should not be accepted as a true indication of the rate of increase for the entire country. CHAPTER III. FINANCIAL OPERATIONS. I. CAPITAL STOCK AXD FUNDED DEBT. Private stations. — The number of central electric stations owned and operated by corporations, the amounts of their common and preferred stock author- ized and issued, the amount of their outstanding bonds, the amount of interest paid on bonds during the year, the amount of dividends on both classes of stock and the total capital stock and funded debt are shown by states and territories in Table 69. For more conven- ient reference, the totals for the United States are given in the following table: Table 11. — Capital stock and funded debt — incorporated companies: 1901. Total capital stock and funded debt authorized Total capital stock and funded debt issued Capital stock: Authorized Issued Dividends Funded debt: Authorized Outstanding Interest The total capital stock and funded debt authorized amounted to $713,296,266, but the amount issued was considerably less, being §627.515,875. Of the total amount authorized, $435,178,372, or 58.5 per cent, was capital stock, and §308,117,894, or 41.5 per cent, was funded debt. Of the total authorized capital stock, $372,951,952, or 85.7 per cent, had been issued at the end of the year covered bj T the report. Of the capital stock issued, §23,871,671. or 6.4 percent, was preferred stock and $349,080,281, or 93.6 per cent, was common stock. The common stock on which dividends were paid during the year amounted to $126,284,352, or only 36.2 per cent of the total issue, the dividends paid amounted to $5,560,341, or an average rate of 4.4 per cent on all the stock of that class paying dividends. The pro- portion of preferred stock paying dividends was some- what higher, the value of the stock being $12,197,463, or 51.1 per cent of the amount issued; the dividends amounted to $629,496 and were at a rate of 5.2 per cent. Thus common stock to the value of $222,795,929 and preferred stock to the value of $11,674,208 paid no dividends. Only 589 companies reported that dividends were paid on either common or preferred stock; 561 paid dividends on common stock; 71 reported an issue of preferred stock, and 41 the payment of dividends on (16) such stock; while but 13 paid dividends on both their common and their preferred stock. Of the funded debt authorized, $254,563,923, or 82.6 per cent, was outstand- ing at the end of the year. With regard to bonded indebtedness, 795 companies reported interest on $250,535,749, the rate averaging 4.8 per cent. It will be seen that whatever was the fate of a large proportion of the common and preferred stock, practically the whole of the fixed charges obligations were met, as there was indicated a default upon only $4,028,174 out of a total of $254,563,923 outstanding. The total cost of construction and equipment of the 2,049 companies included in these totals amounted to $473,048,734, and was 75.4 per cent of the par value of the capital stock and funded debt of these companies. Overcapitalization. — An inference fairly derivable from a study of these figures is that the electric light industry has, like some others, suffered from overcapi- talization (this term being used in its broadest and most comprehensive sense), and this inference would appear to be justified by further figures resulting from the inquiiy. In such a new industry as that of electric light and power, and especially since the industry is complicated by being carried on frequently under the same roof or the same management with other enterprises, it is naturally very difficult to determine the exact nature of the overcapitalization or even, in fact, that overcapi- talization exists to any serious extent. Of the 2,049 central stations operated under private ownership and controlled by corporations, 747 were carried on in con- nection with gas plants, waterworks, ice plants, saw- mills, and other industries. Just' as, in such cases, a great deal of the plant is operated and used indifferently for all the systems, as, for example, the same boilers and steam engines or the same water wheels, so also it is quite a common thing for the capital stock and bonds to cover the entire interests of a corporation, there being no separate issue for the electric part of the composite enterprise. This is particularly true of cor- porations that were originally chartered for the manu- facture of gas or the operation of waterworks and later furnished themselves with an electric equipment, although in many instances an issue of bonds has been made in taking over an^ electric light plant already established— these bonds either serving to raise the money required for the transfer or being given in exchange for some or all of the stock of the electric light shareholders. Under these conditions it is obvi- FINANCIAL OPERATIONS. 17 ously impossible to obtain an accurate enumeration of the capital stock or funded debt of electric light stations exclusively, and the amounts charged to stations sub- ject to these conditions were therefore estimated. The capital stock and bonds reported in Table 69 may, however, be accepted as representing, with fair and close approximation, the capitalization of the corpora- tions engaged in central station business in the United States. Return- on investment. — The rate of return on the capital stock and investment of some of the oldest central station companies was and has remained far larger than is indicated by the average figures which have been cited above, figures which, if accepted as the only criterion, might well act as a deterrent against venturing into an industry generally so unremuner- ative. It must be remembered, however, that in some cases qualifications and explanations would forbid a pessimistic view being taken. With barely two decades of continuous existence, the industry is still so young that, taken as a whole, it may be spoken of as being even yet in its formative period, and a nascent period is almost invariably one of unavoidable waste and extrav- agance. However, a great deal of experimental work has doubtless been done once for all. These statistics show another phase of the general ten- dency to inflation by overcapitalization upon the basis of large earnings in good times, with the result that a large part of the nominal capitalization is unable to pay divi- dends, while the rates for the sale and supply of current, etc., are often kept unnecessarily high. Those familiar with the history and development of- the central station inHustry are aware of the prolonged and expensive period of reconstruction that has led up to the present era of modernized stations, which, even as they stand, do not in many respects represent finality, but in fre- quent instances will at an early date have to pass into the scrap heap under the pressure of competition or on account of the production of apparatus of such superior efficiency and economy that no manager would consider he was doing his duty if he did not immediately adopt it. In the technical part of this report various aspects of this evolution in central station work will be more minutely considered. It will suffice here to note in con- nection with questions of capitalization, that since most of the central stations have been, until recent years, al- most entirely lacking in a proper depreciation account, the frequent reconstruction and renewals of their systems have necessarily been charged to the capital account. Instances could be cited from some of the largest stations in the country where, as a result of inevitable changes in the system, apparatus for which the average rate of depreciation might be 4 or 5 per cent per annum has , been thrown out or disposed of for a nominal sum at the end of four or five years, so that even had there been a depreciation account and a scientific method of "writing off," the newer additions to the plant would be under 30947—05 2 the burden of maintaining the business of the company and earning its entire income from operation without the aid of the older plant still carried on the books, and equally represented in the capital account. In this connection it might also be pointed out that some cor- porations, organized to take over central stations, have been capitalized rather on the basis of future earnings . than on the actual earning capacity at the time of the reorganization. Preliminary expense* provided for out of eujiitidiza- tion. — It is only fair to the corporations whose reports are under review to note also the fact that although the cost of construction and equipment has been compared with the capitalization with the result of revealing generally a gap between the two, the mere compi- lation of the items entering into the physical consti- tution of a central station is very far from doing justice to all the elements that go to make up such an industry, whether as an investment or as a specimen of engineering. It is needless to allude to the prelimi- nary work — often very expensive and laborious — con- nected with the organization of the compan}' and the securing of necessary legislation, franchises, rights of way, concessions, and other moves that have to be made before the company can come into being as a creation of the state and a servant of the public. The central station is, however, much more than a financial corpo- ration, and it is upon the preliminary engineering in its work that a large amount of expense is concentrated. This fact is not usually a matter of public information. Among such items might be mentioned the careful and elaborate canvass that it is the custom to make in order to ascertain how much current, how many lights, and how much capacity in horsepower of motors are likely to be called for in the area to be served. Upon the results of the canvass depend not only the amount of capital required and the magnitude of the plant as to the machinery to be installed and the buildings to be put up, but also the size and length of the circuits, whether overhead or underground. It can readily be seen that these determinations are vital to the success of the proposed enterprise, and hence they are made and remade with care which involves a large amount of thought, time, and expense. These remarks are equally true of the central station itself in its equipment and design, and in the decision to adopt or reject certain fea- tures upon the best engineering advice. Work of this character must be provided for out of the original cap- italization of the company, and such work must also be renewed incessantly after the plant has gone into oper- ation, although at the later stage it can properly be and often is paid for out of the income. The practice of electric light companies, as well as those engaged in kindred enterprises, varies as to the amount that is propeily chargeable to capital account and the amount that should be included under operating ex- penses and ordinary repairs. Undoubtedly some of the 18 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. companies included in these returns have placed them- selves in the best position to meet the inevitable recon- struction expenses of their business by making such outlay out of current income, although they thereby lower their rate of dividends and perhaps the public quotations of their stock, rather than by maintain- ing a high rate of dividends and loading on the ulti- mate capital account, items which in the aggregate represent a large amount of mone}' and upon which from year to year a larger amount of dividends must be paid. On pita] stock and funded debt, by states. — An exami- nation of the statistics as to capital stock and funded debt for the different states, as shown in Table 69, is instructive, and brings out some interesting points. The state of New York, as would natural! y be expected, stands out conspicuously because of its large proportion of both stocks and bonds issued. It had a total value of $190,300,149, of which $104,245,475 was the value of the capital stock, upon which $682,245 was paid in divi- dends; and $86,054,674 was the amount of funded debt, upon which $4,195,105 was paid as interest. This amount of slightly over $190,000,000 is more than 30 per cent of the total for the whole country, although the plant and income are by no means in such high ratio. The very large amount of stock, which is almost entirely of the common class, and the small amount of return upon it, are explained chiefly by the fact that in the successive absorptions and consolidations of the lighting interests in Greater New York, stock has been issued in large volume in connection with these trans- fers of property, and a very small proportion of it had attained the dividend paying basis at the time when the returns were made. The total par value of the capital stocks and bonds reported for the state of Pennsylvania was $78,636,619, of which $41,147,450 was capital stock, which paid $679,808 in dividends; and $37,489,169 was bonds, on which interest was paid to the amount of $1,736,324. The value for New Jersey was $58,844,336, of which $31,174,836 was the value of stock, paying the extra- ordinarily small amount of $27,080 in dividends; and $27,669,500 was the value of the bonds, paying$l,200,937 in interest. The conditions as to stock issuance in New Jersey would appear to have been governed by the remarkable series of changes and transfers in the north- ern part of the state which vested in the Public Service Corporation both the electric light and the electric rail- way system throughout a district that is perhaps the largest in the world to be thus occupied and supplied by one management. The amount issued in the state of California was $51,058,045, of which $36,897,745 was stock, on which §664,721 was paid in dividends; and $14,160,300 was bonds, on which $691,701 was paid in interest. In Illinois $35,889,835 had been, issued, of which $20,789,535 was stock, on which $579,714 was paid in dividends; and $15,100,300 was bonds, on which $738,977 was paid in interest. In Ohio the total was $24,839,632, of which $19,299,799 was stock, on which $575,123 was paid in dividends; and $5,539,833 was bonds, on which $266,459 was paid in interest. ' The state of Massachusetts furnishes a striking exam- ple of the practice of maintaining a fairly good rate of return on stock and keeping the amount of bonds low. The total issue was reported at $21,412,506, of which $16,971,000 was for stock, upon which not less than $1,225,129 was paid in dividends, this being by far the largest amount returned as dividends on stock in any- state; while the value of bonds was $4,441,506, on which $247,015 was paid as interest. Stools and bonds held by parent companies. — To a large extent the stocks and bonds of these various enter- prises are held locally, but no data were obtained on this point. In the initial days of the introduction of electric lighting it was the general practice with the "parent companies," by which name the concerns sell- ing the plant were known, to issue a license for a given city or territory and to take in return for its apparatus and its patent license a certain proportion of stocks and bonds of the local company organized. Hundreds of • companies were started on this basis, a part of the capi- talization being held at home, while part of it went to the parent companies and was bought from them by bankers. Down to the period included in this report a few of the parent companies continued to hold blocks of stock and bonds obtained originally in this manner; but the practice, which was so universal at one time, has almost entirely died out, and the securities have now; passed into the hands of the general public. Boston, New York, Philadelphia, Pittsburg, Cleveland, and Chi- cago are the principal centers at which such securities have been marketed, and these cities have exchanges upon which such stocks are still most largely listed and where quotations are most readily obtainable. While it would be of great interest to know what net valua- tion at current market prices was represented by the « figures cited above, it is impossible to determine this, because in a great many cases the stocks and bonds of the companies under consideration were not listed or quoted regularly upon any of the exchanges or even dealt in casually on the "curb" or unlisted market. During the past few years a large number of com- panies, individually small and not subject to stock ex- change valuations, have been brought more readily within the area of open public investment and of financial adjudication as to actual value by the action and formation of large holding companies located chiefly in the cities that have already been mentioned. These holding companies, whose operations are on the in- crease, make it their business to buy up lighting plants either in selected regions of great extent or through the country promiscuously, when the operators of the FINANCIAL OPERATIONS. 19 plants are not able to furnish the necessary capital for maintaining and extending the. system. When plants are thus brought under one management all the sup- plies for them are bought in common, and conse- quently are cheaper; the employees are subject to sharper discipline, and the engineering supervision is more careful than in the separate plants; therefore the plants, as a whole, are likely to he in much better con- dition and also much more progressive than they were as scattered units in struggling communities. Another advantage gained is that the securities issued in ex- change for the stocks, or to raise the money to pay for them, are regularly listed and largely dealt in on promi- nent exchanges. The same system has been pushed even farther in the combination of electric railways and electric lighting stations, as well as other enter- prises of an electric nature; and it remains to be seen how far and how beneficially this tendency can be car- ried. Its ultimate result will constitute undoubtedly an important chapter of American economic development. Bonds of municipal station*. — Of the 815 municipal stations enumerated, 656, with an authorized funded debt of $12,625,482, reported $11,609,488 in bonds out- standing. Of these municipalities, 635 reported the payment of interest amounting to $504,805 on bonds to the value of $11,239,588, the average rate being 4.5 per cent on all bonds paying interest. It is to be ob- served that this rate very closely approximates that paid by the private companies, namely, 4.8 per cent. As a general thing, the rate on funded debt for munici- palities is understood to be lower than that which can be obtained by private companies, and this has fre- quently been advanced as an argument for placing a plant under municipal ownership, since it is reasoned that a cheaper and more economical administration may be obtained thereby. The cost of construction and equipment of the municipal stations is set down as $22,020,473, although it is not to be inferred or under- stood that the wide difference between the cost of con- struction and equipment and bonds outstanding is rep- resented by the figures for the 159 plants not reporting bonds outstanding; moreover, no statement is made as to the value of the bonds that were originally author- ized and issued for the construction or acquisition of such plants and have since been liquidated and retired. The largest amount of bonds outstanding for munici- pal stations was for the state of Michigan, and resulted to a great extent from the large station at Detroit; the amount was $1,833,850, and a total of $79,249 was paid in interest. II. COST OF CONSTRUCTION AND EQUIPMENT. General discussion — private stations. — The cost of construction and equipment as reported for private stations is given by states and territories in Table 69. Similar statistics are shown in Table 79 for the stations owned by municipalities. It should be understood be- fore coming to a discussion of the capital stock and funded debt outstanding in relation to cost of con- struction and equipment that the capitalization may or may not represent an actual investment of capital. In many instances the stock is not fully paid. The schedule used in collecting statistics from central sta- tions included a series of questions concerning the cost of construction and equipment. The object of these questions was, in part, to distinguish the amount ex- pended annually for the physical maintenance and extension of the system. These questions required separate amounts to be reported for each of the fol- lowing items: Land, buildings, machinery, tools and implements within stations, electric service construc- tion, lamps, motors, meters, and transformers wired for use, supplies of every kind on hand not enumerated in these items, and miscellaneous. A large number of stations reported that it was impossible to give an item- ized statement of this kind, especially where the station was installed and operated in connection with other enterprises or where the present corporation did not build and equip the plant, but purchased it as a whole. Hence, in Table 69, only the total cost to date and for the year are shown, the latter item throwing some interesting light upon the amount of extension and new work occurring during a period of twelve months. The cost of construction and equipment of private stations constituted 95.6 per cent and that of municipal sta- tions, only 4.4 per cent of the total amount, namely, $504,740,352, reported for all stations. Cost of construction during the year — private sta- tions. — According to the reports received, private stations expended $40,050,613 and municipal plants $1,741,834 in construction and equipment during the year covered by the reports. A study of Table 69 exhibits some striking variations in the different states as to the amount of expenditure during the year under the head of construction and equipment, the item bearing apparently no relation to the figures which have been discussed as to population and investment, or in general as to equipment. The reason for this is doubtless to be found in the fact that great extensions are rarely made in all the states simul- taneously. If they were all to be carried on at once, the electrical manufacturing industry would be under abnormal pressure in some years and would be cor- respondingly dull in other years. Hence, while the total amounts for the various years may average about the same, considering the natural tendency to increase, the analysis of the amounts would show development to vary from one state to another, year by year, and more particularly from one large city to another. Thus the amount expended for construction and equipment during the year in Pennsylvania was only $3,057,799, 20 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. almost exactly the same amount being expended in Illi- nois, namely, §8,074.117. It is a matter of record that since that time very heavy investments in plants, build- ings, etc., have been made in Chicago and in Philadel- phia. Massachusetts reported no less than $8,343,437, although the total for the industry from the beginning was only §28.335,006. This was by far the largest amount expended in any state, and would indicate a period of unparalleled activity, with new work going on in almost every community. It was almost twice the amount spent in the state of New York, $4,955,859, and was much larger, also, than the amount spent in Cal- ifornia, ¥5,210,395, where a considerable development was also taking place. Other states in which especial activity during the year was indicated are Iowa, New Jersey, Ohio, Rhode Island, Missouri, Colorado, Texas, and Montana. Unit of comparison. — In discussing the financial sta- tistics of central electric light stations, it is by no means easy to find a unit of comparison for the ratio of invest- ment, capitalization, etc. With railways of all kinds one basis of computation is the mileage of track, and a variety of interesting and instructive figures can be worked out upon that basis (sufficient for certain pur- poses, if checked by other bases and ratios). So far as is known, however, it is impossible to use as a unit of capitalization or investment the miles of circuit which a central station may have installed or with which it may be connected. In fact, outside the mileage of its mains and feeders, it ma}' be questioned whether any large central station management has any except the most general idea as to the miles of wire over which the current it generates ma} r be circulated. In cities of even the most moderate size, it is now the practice to wire new buildings for electric light and service in the same matter-of-course way as they are piped for gas or water supply. It is also true that new factories are planned in such a way that individual tools and whole rooms of machinery may be operated by electric motors, and the ci rcuits must be connected with these motors also. Hence, while the electric light company must know how many lamps or how much horsepower of motors there are in its circuit, i. e., how much apparatus it is contracting to operate, it hardly ever raises the question as to how many miles of circuit there may be in the new service for which it has taken the order. It assumes as a matter of course that the building has been adequatety wired, and, in fact, as the current supplied is now metered rather than sold at a flat rate, and as the meters are placed at the entrances to the buildings, the supplying company would be the gainer in the consumption of current if the wire was inadequate in size and if an undue amount of current was therefore consumed in overcoming the dis- proportionate resistance. Moreover, the proprietor of the building with insufficient wiring would be assuming improper hazards as to the risk of fire. Any consider- ation, therefore, of electric light capitalization as related to the total mileage of circuit may be dismissed as out of the question. A test based upon the number of lamps and motors connected is equally invalid, since such figures have more to do with the question of earning capacity and average income than with the investment required or the outlay sustained for the equipment of the power plant and the system as a whole. A rough and ready unit of comparison — though one not to be taken too seriously — is that based upon the horsepower equip- ment or generating capacity of the central station itself, and from this some interesting data may be derived. A moment's thought will show that a large part of the outlay on a central station system must necessarily be expended for work outside the four walls of the power house, and that the amount so expended will vary with a number of uncertain factors, particularly those connected with the construction of the distribu- ting circuits. In some cases the circuits are overhead, in others they are underground, and in others, again, there are circuits of both kinds, and as a rule the cost is not the same in any two cases. Among electric engineers and purchasers of dynamo-electric apparatus, it is customarj' to quote offhand general figures as to the cost per kilowatt of such machinery in the market, but in reality the figures of expense differ according to a variety of important and essential elements, such as the size of the plant, its nature, whether steam or hydraulic, the provision for development and exten- sion, the reserve capacity deemed necessary, the loca- tion of the plant, and its accessibility for the delivery of machinery or fuel. It must be understood, there- fore, that the total cost embraces these various items and other miscellaneous equipment, the buildings, the ' cost of constructing overhead and underground circuits, the switchboards in the power house, the substations, and other features without which the plant could not be operated. Cost of construction and equipment of p?*ivate sta- tions. — The private stations reported a total dynamo capacity of 1,472,996 horsepower. How much of this was actually in use or available is not known, but for the present purposes it will be assumed that all was available. The total cost of construction and equip- ment for these stations was $482,719,879. This would give an average outlay of $328 per horsepower of dynamo capacity. Associating the figures of generating equipment in Table 74 with those of cost of construction and equip- ment in Table 69, conclusions of the same nature are deduced for several of the states. Thus in New York, with a total cost of construction and equipment of $112,185,829, the dynamo capacity was 245,823 horse- EXTERIOR OF FIRST EDISON STATION, APPLETON, WIS., 1882. INTERIOR OF APPLETON PLANT, SHOWING EARLY EDISON DYNAMO AND REGULATING APPARATUS. Original capacity of the plant only SSO incandescent lamps; plain driven by waterpower. Facsimile reproduction of an old engraving. FINANCIAL OPERATIONS. 21 power. This gives an average of $456 per horsepower. This average is greatly exceeded by that for the state of New Jersey, where there are no centers of popula- tion of the first class, and where, presumably, the cost of installation, regular equipment, real estate, and other items would hardly compare with those in New York. In New Jersey the average was $932 per horsepower. This is an abnormal average, and is presumably ac- counted for by the fact that a number of the stations have changed ownership, the new owners reporting as the cost of construction and equipment the par value of the stocks and bonds issued in payment, regardless of their market value. The adjacent state of Pennsyl- vania, although containing the two large cities of Phil- adelphia and Pittsburg, fell far below either New York or New Jersey, reporting an average of $260 per horse- power. In a number of states the average approxi- mated that for the country as a whole, namely: Cali- fornia, $327; Colorado, $297; Connecticut, $318; Illinois, $314; and Ohio, $320. The average was low for all of the Southern states, except Louisiana, for which it was $644. This high average was probably due to the same causes as those existing in New Jersey. Cost of construction and equipment of municipal sta- tions.— The statistics of cost have thus far been dis- cussed solely with regard to the central stations oper- ated by private companies. It is only with th,em that questions connected with capitalization would arise from the standpoint of investment, returns, capacity, etc. It may not be amiss, however, to note incidentally a few of the figures connected with the municipal stations. Without going into the minute details of an exam- ination of each station, it would be difficult to deter- mine how much of the cost of construction and equip- ment pertained to what may be spoken of as "live plant," that is, apparatus in present use as distin- guished from that which has passed out of service and therefore has no longer a capital value or earning capacity. It appears from the statistics in Table 79 that the cost of the construction and equipment of municipal stations from their origin until 1902 was $22,020,473, while the total dynamo capacity shown in Table 84 was 151,984 horsepower. This would rep- resent an average of nearly $145 per horsepower of generating capacity as the cost of construction and equipment of the plants as they stood at the time of the report. The difficulty of taking this figure as the basis for comparison is shown by the wide variations revealed by the different states in regard to these plants. In the state of Washington, for example, the average was $844 per horsepower, while in Connecti- cut it was $260, and in California, $210. No other state approximated these figures, although Massa- chusetts with $187 and Michigan with $175 were considerably above the average. In both New York and Pennsylvania an average of $156 per horsepower prevailed. In Wisconsin and Iowa the average was $132; in Minnesota, $139; in Missouri, $143; and in Illinois, $154. In Ohio and Indiana the averages were considerably below that for the country, that in the former being $114 and in the latter $116 per horsepower. III. GENERAL DISCUSSION OF INCOME AND EXPENSES. Basis of income. — The method of carrying on the business of central stations varied not only with the section of country but with the idiosyncrasies of indi- vidual stations, and therefore it was impossible to obtain all the information necessary to prepare an exact income account for the generation and sale of electric current exclusively. It is onl}* within recent years that the distinction between income from sale of current and other income has arisen and has been rec- ognized bj r central station managers. --i , At the outset the central station companies under- took to do merely the work connected with lighting — then their sole basis of income — and it is only within a quite recent period that the function of a central sta- tion has been regarded as dealing with the suppl} T and sale of current irrespective of the use to which that current may be put and of the apparatus consuming it. Even at the present time it is not well settled among them whether they are selling current for light only or for a variety of uses. But there can be no question as to the fact that as the central station industry expands the managers of a company care less for any particular branch of it, and devote their energies more and more to the efficient generation of current and its econom- ical distribution, leaving it to the consumer to deter- mine to what specific use the current shall be put. None of the early central stations metered the cur- rent, but sold it on a flat rate basis, charging so much per year, per month, or per night for an arc or an incan- descent lamp. The conditions of operation rendered it comparatively easy to conduct the enterprise on that happy-go-lucky plan, as the business was restricted almost entirely to arc lighting, the lamps being lighted at a certain hour in the evening and allowed to burn for a definite number of hours, so that the amount of cur- rent and service could be roughly estimated. When the incandescent lamp was added to the consumption circuits the attempt was made to place this similarly on an arbitrary scale, predicated upon the number of lamps in the house or building and the plausible number of hours that such lumps might be used. Even to-day, as will be seen later in the discussion of incandescent light- ing, such methods are still in vogue. It was soon found, however, especially when electric motors and lamps were employed on the same mains, that the central station must employ a more scientific basis for deter- 22 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. mining- its income. This led to the invention and per- fection of numerous station and house meters for measuring electric current, and these meters were quite generally introduced by all the large stations, so that the tendency of the last few years has been toward the metering of all current and making charges for it upon the basis of the number of units consumed, subject to varying rates of discount or to varying methods of encouraging the customers to patronize the service largely. In this respect electric current supply has been rapidly placed abreast of gas, and as a general thing the charges for both services would appear to be far more precise and accurate than those under the centralized distribution system, which is older than either of them and is used in connection with the sup- ply of water from a common reservoir. The reports for 380 stations show that some service in the character of a tax was furnished to the munici- palities in which they were located. This tribute con- sisted in the illumination of some or all of the public buildings, the supply of a certain number of lamps, the granting of a special discount on the lamps used by the municipality, or in other ways making a return for the ordinance or franchise by which the private company was granted the right to use the streets. The value of this free service has been estimated at com- mercial rates, and is included in the income. In some instances a cash compensation of a certain specific amount or a proportion of the gross income was re- quired as a yearly payment. For the census year, 89 stations reported a payment of this character. Miscellaneous Income. — In addition to the income derived from the sale of current for lighting purposes, a considerable amount was received from "all other electric service," which included stationary motor service, railway motor service, electric heating, charg- ing automobiles, etc., and a comparatively small amount from "all other sources," which included the renting of motors, meters, and conduits, the sale of steam and water power, the wiring of houses, the sale of supplies, pumping, steam heating, hot water heating, interest on deposits, and a variety of miscellaneous work. In some cases the stations still do a considerable commer- cial business of this character, the practice varying greatly, however, in this respect. The pioneer stations, in the absence of the contracting and installing elec- tric firms now so numerous, were compelled to do the bulk, if not all, of their own construction work, but to-day every large city and indeed every community of fair size has its construction and supply house for electric work, to which is relegated to an increasing degree all work beyond that of generating current. Some of the stations included in this report do a con- siderable construction and supply business, in such a way as to render it out of the question to segregate the incidental expenses so as to show the cost of station supplies used, as distinguished from those sold com- mercially. General statistics of income.— Table 12 gives a. con- densed summary of the income from the various sources, and shows the totals for the United States and the amounts for private and municipal stations with the percentage which each is of the total. In the case of municipal stations, as already noted, the income from public service was necessarily estimated. Table 12.— Income— private and municipal stations, and percentage each class is of total: 1902. ■ Total. PRIVATE STA- TIONS. MUNICIPAL STA- TIONS. Amount. Per cent. Amount. Per cent. 878, 735, 500 91.9 i$6,965,105 8.1 125,481,045 '44,657,102 11, 048, 458 1,514,000 22,091,800 41,297,484 13, 960, 465 1,385,751 N6.7 92.5 99.4 91.5 1 3, 389, 245 13. 3 Incandescent lighting All other electric service .... ! 3, 359, 618 7.5 ■S7.993 1 0.6 128, 249 8. 5 i Includes estimated income from public lighting. Of the total income, $85,700,605, not less than $78,735,500, or 91.9 per cent, was reported for private stations and $6,965,105, or 8.1 per cent, for municipal stations. The rate of income of private stations ex- ceeded this rate in all branches of electric service except arc lighting, for which the private stations reported only 86.7 per cent of the total. Table 13 shows the percentages that the receipts from the different sources form of the total income for all stations and for private and municipal stations, respectively. Table 13. — I'era-ntar/e that each item of income is of total — private and municipal stations: 1902. Total Arc lighting Incandescent lighting. . . All other electric service All other sources Total. 29. 7 52. 1 IB. 4 1.8 Private stations. 28. 1 52.4 17.7 1.8 Municipal stations. 100.0 48.7 48.2 1.3 1.8 Although the practice of supplying current for mo- tive power and other uses had grown rapidly, the supplying of current for light was still preponder- ating' 1 ! the business of both private and municipal stations. Of the total income, 170,138,147, or 81.8 per cent, was directly derivable from lighting. The private stations obtained 80.5 per cent and the munici- pal stations 96.9 per cent of their income from this source. FINANCIAL OPERATIONS. 23 General statistics of e.vpenses. — The amounts ex- pended for salaries, wages, supplies, materials, fuel, and miscellaneous expenses are given by states in Tables 70 to 72 and SO to Si'. The totals are pre- sented in Table 14, which shows also the proportion represented by private and municipal stations, respec- tively. These comprehensive divisions of expense will ho analyzed later. Taumc 14. — li.epenses — j>rir40 and §427, respectively. In both cases these rates fall below the corresponding rates for private stations, but it should be borne in mind that while the station may be exclusively electric the salaried offi- cials may be engaged on some other municipal work from which they derive an income. In the composite stations, especial!}', the salaries are apt to be made up from other sources. Here, again, there is danger of drawing wrong inferences from the figures, as shown by the fact that in the three composite stations with a generating capacity of 500 to 1,000 horsepower, there was an average of only one salaried employee per station and he received only §3<>H a year, although the stations represented a cost of construction and equip- ment of §288.913 and had an income of $77,154, with expenses of §44,875. It stands to reason that both the number of salaried officials and the amount of salaries are subject to a finer analysis on account of the unequal distribution or allocation in connection with the other businesses, although the Bureau of the Census in every case did its best to secure a proper division of items bearing upon the subject, and the figures cited are doubtless those upon which the local lighting budgets were made up. Income mid expenses of stations, classified according to dynamo capacity. — Tables 20 and 21 indicate in a general way the greater magnitude of the purely elec- tric private stations, as compared with the composite stations. Table 20.— INCOME AND EXPENSES— PURELY ELECTRIC PRIVATE STATIONS, CLASSIFIED ACCORDING TO HORSEPOWER CAPACITY OF DYNAMOS: 1902. Number of stations Cost of construction and equipment Gross income Income from sale of current Arc lighting Incandescent lighting All other electric service Income from all other sources Total expenses Salaries and wages Cost of supplies and materials Cost of fuel Rent of power Rents, taxes, insurance, and miscellaneous Interest on bonds Salaried officials and clerks: Number , Salaries Wage-earners: Average number Wages Total. $320 854. J53 Sit $28. 810 SI $43 812 85 $6 81 Ss 88 1,759 580, 333 455, 737 394, 158 721,531 082, 469 590, 158 061, 579 292, 764 776, 849 625, 812 652,316 416, 858 053, 677 767,252 3,765 :, 507, 953 13, 976 i, 268, 896 HORSEPOWER CAPACITY OF DYNAMOS. 1,026 816, 424, 851 84, 999, 517 84, 852, 472 81,036,360 83,711,212 8104,900 $147, 045 83,792,323 $1, 389, 779 8591, 534 • $965,778 $209,879 $539, 403 $95, 950 743 $395, 123 1,901 $994, 656 200 but under 500. 445 $21,754,260 $5,582,411 $5, 393, 390 $1,371,498 $3, 688, 358 8333, 534 $189, 021 $4,348,944 81,670,850 $692, 939 $937, 729 $179, 182 $660, 356 $307, 888 757 $495, 244 1,818 $1,075,606 500 but under 1,000. 121 $16,190,380 S3, 585, 065 S3, 518, 423 $988, 447 $1, 988, 136 $541, 840 $66, 642 82, 860, 230 $924, 202 $390, 812 $583, 165 $160, 219 $529, 568 $272, 264 348 $269, 799 1,005 $654, 403 1,000 but under 2,000. $25, 575, 349 $5, 102, 347 $4, 937, 700 $1,563,861 $2, 378, 876 $994, 963 $164, 647 $3, 804, 941 $1, 202, 748 $482,416 $738, 811 $159, 486 $733, 941 $487, 539 346 $356, 122 1,268 $846, 626 2,000 but under 5,000. 56 $50, 117, 445 $8, 639, 398 88, 406, 143 $2, 507, 585 S3, 617, 887 $2, 280, 671 $233, 255 $6, 298, 486 $1,838,489 $823, 049 8999, HI $327, 092 $1,326,627 $984, 118 410 $540, 081 2,026 $1, 298, 408 5, 000 and over. 33 $190, 518, 048 $26, 546, 999 $26, 286, 030 87, 253, 780 $12, 698, 000 $6, 334, 250 $260, 969 $22, 187, 840 $5, 850, 781 $2, 645, 062 $2, 427, 722 8381, 000 $4, 263, 782 $6,619,493 1,161 $1,451,584 5,958 $4, 399, 197 Table 21.— INCOME AND EXPENSES- COMPOSITE PRIVATE STATIONS, CLASSIFIED ACCORDING TO HORSEPOWER CAPACITY OF DYNAMOS: 1902. Number of stations Cost of construction and equipment Gross income Income from sale of current Arc lighting Incandescent lighting All other electric service Income from all other sources Total expenses Salaries and wages Cost of supplies and materials Cost of fuel Rent of power Rents, taxes, insurance, and miscellaneous Interest on bonds Salaried officials and clerks: Number Salaries Wage-earners: Average number Wages 1. $162, 139 $24, 279. $23, 955 $7, 370 $13, 215. $3, 370. S324. $19,542. $5, 990 $2, 670. $3, 537. $590: $3, 402. $3,351. :,281 1, 246 $4,291 HORSEPOWER CAPACITY OF DYNAMOS. Under 200. 624 $10, 157, 397 $2,926,026 $2,873,331 $672, 777 $2, 105, 263 $95, 291 $51, 696 $2, 388, 966 $870, 767 $343, 951 $633, 227 $93, 783 $316,815 $130, 423 494 8234,499 1,265 8636, 268 200 but under 500. 255 $15, 809, 884 $3, 869, 430 $3,780,444 $1,163,709 $2, 345, 172 8271, 563 $88, 986 $3, 096, 647 $1,076,553 $437, 115 $643, 379 $141,725 $442, 383 $356, 492 535 $309,470 600 but under 1,000. 80 $14,701,895 $2, 653, 918 $2,609,778 $850, 469 $1,397,354 $361, 955 $44, 140 $2, 164, 597 $677, 097 $296, 378 $488, 191 $35, 691 $327,521 $329,719 259 $182, 2X7 771 $494, 810 1,000 but under 2,000. $17, 727, 955 $3, 353, 809 $3, 304, 841 $1, 158, 251 $1,670,560 $476, 030 $48, 968 $2, 619, 635 $806, 551 $321, 402 $517, 248 $125, 864 $457, 162 $391,408 266 $226, 227 864 $681, 324 2,000 but under 5,000. 25 832, 066, 942 $2, 763, 537 $2,707,360 .' $848,667 $1, 305, 166 $553, 527 $56, 177 $2, 424, 918 $704, 567 $222, 094 $390 090 $35,880 $422,573 $649,714 221 $174, 789 803 $529, 778 5,000 and over. 14 871,675,473 $8,714,043 $8,679,837 $2, 676, 396 $4, 391, 500 41,611,941 $34, 206 $6, 857, 861 $1, 855, 586 $1, 050, 011 $865, 234 $157, 392 $1,435,906 $1, 493, 732 506 $571,974 $1, 283, 612 FINANCIAL OPERATIONS. 27 It will be seen from the groups made on the basis of dynamo capacity that 33 purely electric private stations had dynamos of a capacity of over 5,o<)0 horse- power; 56, of between 2,000 and 5,000 horsepower; 78, of between 1,000 and 2,000 horsepower; 121, of between 500 and 1,000 horsepower; 445, of between 200 and 500 horsepower; and 1,026, of less than 200 horsepower. On the other hand, as shown by Table 21, the composite stations included but 14 stations with a dynamo capacity of 5,000 horsepower an/1 upward; 25, of between 2,000 and 5,000 horsepower; 48, of be- tween 1,000 and 2,000 horsepower; .so, of between 500 and 1,000 horsepower; 255, of between 200 and 500 horsepower; and 624, of less than 200 horsepower. Tallies 22 and 23 present a classification of municipal stations, both purely electric and composite, on the basis of the horsepower capacity of their dynamos. Table 22.— INCOME AND EXPENSES— PURELY ELECTRIC MUNICIPAL STATIONS, CLASSIFIED ACCORDING* TO HORSEPOWER CAPACITY OF DYNAMOS: 1902. Number of stations Coat of construction and equipment Gross income * Income from sale of current * Arc lighting Incandescent lighting All other electric service Income from all other sources Total expenses Salaries and wages Cost of supplies and materials Cost of fuel Rent of power Rents, taxes, insurance, and miscellaneous Interest on bonds Salaried officials and clerks: Number Salaries Wage-earners: Average number Wages 380 $13,571,391 84,147,669 $4, 076, 439 82, 276, 193 81,732,235 868,011 871,230 S3, 02*, 025 81,114,577 8464, 938 8781,558 8104,796 8281, 197 8273, 959 456 8246, 280 1,412 $868, 297 HORSEPOWER CAPACITY OF DYNAMOS. Under 200. 269 83, 989, 635 81, 340, 157 81,315,548 8539, 058 $769, 744 816, 746 824, 609 81,085,266 $388, 118 8168, 282 8305, 611 831,839 $86, 693 8104,723 235 8107,113 526 $281, 005 200 but under 500. 83, 092, 468 $925, 393 8908, 767 $502, 879 $394, 439 $11,449 $16, 626 $743, 571 $274, 164 8114, 211 $188, 485 $23,823 867, 945 $74, 943 118 $65, 609 340 $208, 555 500 but under 1,000. 22 $2, 200, 337 8595, 141 $578, 900 $223, 020 $324, 674 $31, 206 $16, 241 8483, 766 $155, 305 880, 763 886, 100 849, 134 855, 921 856, 543 60 837,396 177 $117, 909 1,000 but under 2,000. $1, 769, 367 8554, 156 $553, 938 $321, 014 $224, 450 $8,474 8218 $311,128 $129, 557 844,878 $93,920 831,023 $11,750 24 $19, 806 167 $109, 751 2,000 but under 5,000. 2 81, 103, 232 $228, 389 $214, 853 $186, 289 $28, 428 $136 813, 536 $149, 190 $71,164 $18, 283 $2S, 453 55, 290 $20, 000 13 $12, 106 96 i,058 5,000 and over. $1, 416, 352 8504, 433 8504, 433 $503, 933 $500 $248, 104 $96, 269 $38, 521 $78, 989 834, 325 6 $4, 250 106 892,019 1 Includes estimated income from public lighting. Table 23.— INCOME AND EXPENSES— COMPOSITE MUNICIPAL STATIONS, CLASSIFIED ACCORDING TO HORSE- POWER CAPACITY OF DYNAMOS: 1902. Number of stations Cost of construction aud equipment Gross income ' Income from sale of current ' Arc lighting Incandescent lighting All other electric service Income from all other sources Total expenses Salaries and wages Cost of supplies and materials Cost of f u4L Rent of power Rents, taxes, insurance, and miscellaneous Interest on bonds Salaried officials and clerks: Number Salaries Wage-earners: Average number Wages Total. 435 88, 449, 082 82, 817, 436 82, 760, 417 $1,113,052 81,627,383 819, 982 857,019 82,224,962 8765, 145 8387, 963 8664, 266 818, 770 8157, 972 $230, 846 494 $211, 101 1,055 $554,044 HORSEPOWER CAPACITY OF DYNAMOS. Under 200. 200 but under 500. 500 but under 1,000. 84,816,612 81, 679, 501 81, 652, 068 8639,914 81,004,832 87, 322 $27, 433 $1, 345, 138 S459, 848 $218, 057 $421,832 $10, 270 $93, 355 $141, 776 358 $134, 993 665 $324,855 3, 122, 060 $959, 479 8930, 950 8399, 631 8524,449 86, 870 828, 529 $743, 060 $257, 010 $138, 984 $215, 326 88,500 $50, 592 $72, 648 126 $70, 032 $1S6, 978 1,000 but under 2,000, $288, 913 877, 154 $77, 154 $46,286 830, 568 $300 $44, 875 $18, 828 $7,923 $10, 411 $4,338 83,375 81, 100 28 $17, 728 ,000 but under 6,000. $221,497 8101,302 $100, 245 $27,221 $67,534 85,490 $1, 057 891,889 $29, 469 $22, 999 $16, 697 $9, 687 813, 047 7 $4,976 34 $24, 483 5,000 and over. 1 Includes estimated income from public lighting. 28 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. These figures do not call for extensive comment, but it might be pointed out that only 6 of the composite stations had dynamos with a capacity of 500 or more horsepower and 343 out of 435 had less than 200 horse- power. Both the cost of construction and equipment and the size of the plant were greater for the purely electric class. It is observed that the 11 stations with a dynamo capacity of 1,000 horsepower or more rep- resented a much heavier cost of construction than all of the 269 under 200 horsepower. The 11 stations in- volved an outlay of $4,288,951, while the 269 were reported as having expended $3,989,635. It may be noted, on the other hand, that the earnings from the sale of current of the 269 stations with the smaller cost of equipment were $1,315,548, while the earnings from the sale of current of the 11 large stations with the larger cost were only $1,273,224. As in the case of private stations, the assumption that there is a saving of expenses as a result of the opera- tion of various enterprises from one station is hardly substantiated by the statistics. The strictly electric municipal stations reported earnings of $4,076,439 from the sale of current, at a cost of $886,354 for fuel and power. The composite stations reported earnings of $2,760,417 from the sale of current, requiring an expend- iture of $683,036 for fuel and rented power. The lesser magnitude of the private stations operated in connec- tion with other business would prevent them from show- ing up well in comparison with the larger purely electric stations. Moreover, it may be assumed that in many instances, in spite of surface indications, there is a real economy or benefit resulting from the combi- nation of various businesses in this manner, and that without such a division of executive and physical ex- penses the advantages of electric light and power would probably be beyond the reach of many of the smaller communities. IV. INCOME. General analysis of income. — In the section immedi- ately preceding, reference has been made to the gen- eral statistics of income in private and municipal cen- tral stations, and the totals were summarized in Tables 12 and 13. As is well known, the two main depart- ments of business in the industry are arc lighting and incandescent lighting. The receipts from both of these are clearlj' set forth in the returns, and the remainder of the income is grouped into two other classes, namely, "all other electric service," and "all other sources." Bv far the most important item of the income from "all other electric service" is that derived from the sale of current for the operation of stationary and railway motors. Where current is sold by meter, however, it is practically impossible to state the exact amount received from this branch of the service, while it is not at all improbable that a distinct percentage of the income returned as from incandescent lighting might be attrib- uted to motor earnings. The motors are to-day almost invariably operated on the incandescent circuits, and a central station, without a very close census of its cus- tomers, is not able to tell to what extent its circuits are drawn upon for motors unless the motors have been installed under some special arrangement or take current in notably large quantities. A consideration of this question will be given more in detail in connec- tion with the closer analysis of the income arrived at in other tables. As shown in Tables 12 and 13, of the $85,700,605 received as income, arc lighting supplied $25,481,045; incandescent lighting, $44,657,102; all other electric service, $14,048,458; and all other sources, $1,514,000. These four classes formed the following proportions of the total: Arc lighting, 29.7 per cent; incandescent lighting, 52.1 percent; all other electric service, 16.4 per cent; and all other sources, 1.8 per cent. The income is almost entirely derived from the sale of current to be converted either into illumination or into motive power. Income of private stations, by states. — The gross in- come of the private stations, as shown in Table 68, was $78,735,500, of which $77,349,749 was from sale of cur- rentand $1,385,751 from all other sources. Theearnings from the sale of current were divided as follows: Arc lighting, $22,091,800; incandescentlighting,$41, 297,484; and all other electric service, $13,960,465. By far the largest earnings were reported from the state of New York, where the gross income was $16,631,802, of which all but $112,313 was derived from the sale of current. The next largest earnings were those of Pennsylvania, for which state the gross income was $9,057,503, of which all but $172,440 was derived from the sale of cur- rent. Third in order was Massachusetts, with a gross income of $6,070,643, of which all but $90,683 resulted from the sale of current. Fourth in magnitude was Illinois, with $5,578,012, of which all but $63,443 was from the sale of current. Closely following Illinois was California,- with the large income of $4,937,444, of which all but $113,405 was from the sale of current. For the 5 states named above the reports showed a gross income of $42,275,404, or nearly one-half of the total for the country. For the next most important group of 5 states, namely, Ohio, New Jersey, Mis- souri, Texas, and Michigan, the reports showed a gross income of $13,042,876. Thus for these 10 states the gross income amounted to $55,318,280, or about 70.2 per cent of the total for all private stations. A large amount of income was not reported for any of the Southern states except Missouri and Texas. The gross income for Missouri was brought up by the heavy earn- ings of St. Louis, while Texas, with $1,957,568, is a magnificent exception to the low average of the South- FINANCIAL OPERATIONS. 29 ern states. The most noteworthy instance of income from centra] station operation is found in the state of Montana, which, with a population of 243,329, had an income of more than a million dollars. When, this in- come is compared with those of the more populous states, the high ratio for this state is surprising. The figures in Table 68 should not, however, be taken as representing the absolute total for each state in the field of electric lighting, as in many instances central stations were operated in conjunction with electric rail- way systems. There were 253 electric railway com- panies that reported income from the sale of current for electric lighting and power purposes. Of these, 118 made supplemental^ reports, which showed receipts of $6,469,726 from the lighting and power part of the business. It is obvious that the distribution of this amount among the central stations in the various states would be likely in several of them to. increase quite noticeably the income derived from the electric light- ing and power industry. In this connection attention is again called to Table 97, which shows the income of these stations by states. Income of municipal stations, oy states. — An analysis of the income of municipal stations, by states, is given in Table 78. The gross income for the United States was $6,965,105, of which all but $128,249 was derived from the sale of current. This gross income was earned by 815 stations, giving an annual income per station of $8,546 per year, as compared with an average of $28,070 for private stations. The state with the largest amount was Illinois, the sum being $1,179,003. This represents an average of $14,378 for the 82 stations, but the fact is that this average is brought up almost entirely by the large municipal system in Chicago. Illinois did not represent the highest average per station, the figures of that state being exceeded in several others. In Con- necticut the 3 stations reported an income that averaged over $15,000 per station; the 17 stations in Massachu- setts had an average of $15,900; the 1 station in Mon- tana, $16,208; the 7 stations in Texas, nearly $17,000; the 7 stations in Washington, over $21,000; and the 5 stations in Florida, over $26,000. On the other hand, the states in which the income per station fell below the average for the United States were numerous. In Colorado the 2 municipal stations reported an average of only $2,763 per station; the single station in Utah, only $2,870; the single station in New Hampshire, $3,250; the 6 stations in Oregon, slightly more than $3,500; the 19 stations in Tennessee, $4,436; and the 16 stations in North Carolina, less than $6,000. In Vermont 11 stations reported a gross income of $52,113, or considerably less than $5,000 per station, while the 10 in Virginia reported $55,826, or slightly more than $5,500 per station. Such figures are signifi- cantly indicative of the smallness of the communities served. Income from lighting. — According to Tables 76 and 86, which will be discussed later, the income from the sale of current for lighting purposes was derived from 385,698 arc lamps and 18,194,044 incandescent lamps. The following statement shows the number of arc and incandescent lamps reported by private and municipal stations, as used for commercial and public service, as well as the total income from each variety of lamp with the average income per lamp: Number of lamps m service, total income, and arei 1901. age income per lamp: ARC LAMPS. INCANDESCENT LAMPS. Commer- cial or other private service. Public service. Commer- cial or other private service. Public service. Private stations: 168, 180 $8, 220, 154 $48. 88 5,793 8240, 166 841.46 166, 723 813,871,646 $83.20 45, 002 '83,149,079 $69.98 16, 243, 853 $39, 039, 557 $2.40 1,494,531 $2,868,296 $1.92 372,740 $2, 257, 927 Average income per lamp. . Municipal stations: 86.06 82, 920 1 $491, 322 Average income per lamp. . 85.93 1 Value estimated according to prevailing rates. * While it must be borne in mind that in many cases the number of lamps reported was estimated, it is believed that the totals approximate sufficiently the actual numbers not to vitiate seriously the deductions arrived at from the above statement and from other tables that follow. Of the 334,903 arc lamps reported by all stations operating under private ownership, 168,180, or 50.2 per cent, were used for commercial or other private lighting, and furnished an income of $8,220,154, or $48.88 per lamp; and 166,723, or 49.8 per cent, were used for public lighting, and furnished an income of $13,871,646, or $83.20 per lamp. Of the 50,795 lamps reported by municipal stations, 5,793 were used in com- mercial or other private lighting, and furnished an income of $240,166, or $41.46 per lamp; and 45,002, or 88.6 per cent, were used for public lighting, and had an estimated income of $3,149,079, or $69.98 per lamp. As already stated, the income of municipal stations from public lighting can not be arrived at directly, as there is generally no basis, scale, or rate of charges by the community to itself, and the income from public lighting is therefore estimated for each station at the commercial rates prevailing in the vicinity or region. The number of lamps, however, is not the number actually rendering service at any one time, but only the number in position to render service and therefore to earn an income. Of the incandescent lamps, 16,243,853 were in com- mercial use from private stations and earned $39,039,557, or an average income of $2.40 per lamp; and 1,494,531 were in commercial service from municipal stations 30 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. and earned §2,s6s,-_'96. or §1.92 per lamp. In public service there were 372,740 incandescent lamps from private stations and these lamps earned §2,257,927, or an average income of $6.06 per lamp; and S2,920 were in public service from municipal stations and earned §491,322, or an average per lamp of §5.93. Incidentally it may be pointed out that the incandes- cent lamps in private service were usually of 16 can- dlepower, while those in public service were often of 32 and 50 candlepower, and were burned more con- tinuously. Basis of income from arc lamps. — While the aver- age earnings of the arc lamps were §66.06, the amount per lamp ran through a wide range. Although round figures are very often quoted in comparing the rates in one city with those in another, regardless of the under- l}"ing conditions, the prices actually paid for arc lamps vary with almost every station. The price of supplying an arc lamp is determined by a number of conditions, such as the variation in the cost of waterpower and steam- power, the use of overhead wires or underground cir- cuits, the employment of large arcs requiring 550 watts at the lamp terminals or smaller arcs requiring only 340 or 350 watts, the use of open or inclosed lamps, the local prices of labor, the cost of land, and the rate of taxes. Aside from these variable elements are those attaching to the length of term of contract made. An electric lighting company invariabh' makes a consider- able reduction when enabled by a long contract to invest safely in the necessary machinery. As a matter of fact the companies are ver}' often under pressure or inducements that result in rates be- low a profitable point, and will quote low figures to secure a franchise and even lower ones to keep a com- petitor out, or to prevent the installation of a munici- pal system. Superficially, the public benefits, but it may be questioned whether rates thus unduly depressed can make for good and efficient service. Another fluctuating element is the number of hours of burning. In 1902 there were in the United States some seven main schedules with regard to the time of burning, and in the schedules there was a possible range of at least one hundred and fifty changes. These schedules comprised, for example, various forms of midnight moonlight schedules, ranging ordinarily from 1,220 to 1,387 hours per year, with actual variations from 1,053 to 1,485 hours. There are also a stand- ard 1 a. m. moonlight schedule, a 2 a. m. moonlight schedule, a midnight every night schedule, a 12.30 a. m. every night schedule, a 1 a. m. every night sched- ule, a moonlight and cloudy night schedule, a 3 a. m. every night schedule, a standard Philadelphia schedule of 10 hours nightly, and a standard all night every night schedule of 4,000 hours. The rate in the borough of Manhattan for all night lights with underground circuits, but onty on a year- to-year contract, was $146 a year. In Boston, where the arc lighting contract is on a basis of five-year periods, the price was §124.10. In Philadelphia, where the contract embraced nearly 10,000 lights, as compared with less than 3,000 in New York, the price was $110. 12. In Providence the rate was $118.62; in Cleveland, with overhead circuits, it fell to $77.8S; in San Francisco it was §110. Practically all of these rates were on the all night every night basis for full arc lamps. At Athens, Ga., the price per lamp was as low as §43.50, but this was only for 2,900 hours of burning, with all overhead circuits. At Canton, 111., it was §48, but the lamps were what is known as " half arcs," and the period of burning was only 2,255 hours. At Elm- wood, 111., the rate was §48 for full arcs, but the period of burning was only 1,410 hours. At South Bend, Ind., full arcs burned for 1,825 hours were paid for at the rate of $62.50, but those burned for 4,000 hours cost $90. At Rockland, Me., on the other hand, the price for half arcs burned only 2,816 hours was §100 a 3 7 ear, while at Muscatine, Iowa, the rate for full arcs burned 4,000 hours rose to §132. It should not be overlooked, however, that at Rockland the price of steam coal was $5.52 per ton, although the high rate at Muscatine can not be accounted for in the same manner. At Haver- hill, Mass., a city of less than 40,000 inhabitants, the rates were also high, being §112 a year for lamps burned 3,122 hours, and §125 for lamps burned 3,768 hours. While similar figures could be quoted from many schedules of other towns and cities, those already given will serve to illustrate the difficult} 7 connected with the enumeration of arc lighting prices and with the deter- mination as to how far they correspond in the matter of amount of service rendered. Superficially, the can- dlepower hours furnished for 1 cent ranged from about 300 up to 1,300, and in some cases even to 1,600; but special conditions would be found to affect the extreme cases and to explain the figures of marked cheapness or unusual dearness. For fuller information on this subject the reader is referred to the statistics published yearly by the Na- tional Electric Light Association, embodying the con- ditions of municipal lighting contracts. The association publishes also rates for lighting and power service in commercial business, and here, again, endless variety exists, the prices paid being subject to rebates and con- ditions which make it almost impossible to determine how much each lamp has earned during the year. The charges for commercial arcs are usually on a basis of service from sunset until 9 o'clock, 10 o'clock, 11 o'clock, or midnight, with longer burning frequently for Satur- day nights, and no burning for Sundays. The price for such service ranges from §1.25 to $2.25 per week. Sometimes, however, the current is sold on a monthly basis, say $6 or $7.50 per month, and in other instances it is sold at some such rate as 10 cents per hour for the FINANCIAL OPERATIONS. 31 first 30 hours of maximum demand and 5 cents for all excess consumption, with a minimum charge of $2 a month per lamp. In still other instances, the rate is $5 per month in summer and $9 per month' in winter on a midnight schedule. In almost every town and city each company has its own basis of charge and discount, a rebate being allowed for hours when the lamps are actually interrupted, and the discounts ranging from 10 to 20 per cent, according to the amount of the bills. Hence, even when the number of watt hours furnished to the lamps for 1 cent is figured out, a fair and safe comparison can not be reached until all the other ele- ments are taken into consideration. Thus, while the figures cited here with regard to the average income of arc lamps are of interest, they should be regarded only as average, as the actual prices paid for street lighting would be found on examination to go far above the average of $83.20 per lamp quoted above, so far as the largest cities of the country are concerned, and to fall considerably below it in many of the smaller commu- nities. Basis of income from incandescent lamps. — The in- candescent lamps also are subject to an infinite variety of rates, almost every citj r and town having its own scale of prices, some on a meter basis and some on a flat rate basis. It is quite customary to assume for rough and ready purposes of calculation an earning capacity of 1 cent per hour per incandescent lamp; but this, while a very fair approximation' to the facts of the case, is subject to infinite variations. Where flat rates are applied, it is not at all unusual to find 16- candlepower lamps rated at a charge of 50 cents per month for use until 9 or 10 o'clock p. m.' and 75 cents a month for all night use. In many instances current for such lamps when metered is sold at a rate- of from 10 cents to 15 or 20 cents per kilowatt hour, and is subject to discounts which run as high as 50 per cent after a monthly consumption of 30 hours has been reached. Thus in Boston a demand system has been in use based upon 1 cent per 16-candlepower lamp per hour for the first 400 hours of use. When the use exceeds 400 hours a rebate of 40 per cent is given. Other demand systems have also been in use, in which the underlying aim has been to encourage large con- sumption or to make it inviting for a small consumer to use his maximum capacity by scaling down the prices after a lower limit has been reached, the fixed minimum being one that will to some extent recoup the lighting company for its fixed charges and its stand-by investment; that is, for the equipment which it must have ready in order to give service, so that it is com- petent to deal with any demand that may come upon the system. In many places residence lighting is fos- tered with discounts on a sliding scale from 20 per cent on bills under $2.50 per month up to 50 per cent on bills over $75 per month. A great many stations have also adopted a practice of making free lamp renewals; that is, they remove the old incandescent lamps and replace them with new ones upon the request of the consumer. In some cities a different rate is given in summer from that in winter. In Denver an interesting system has been in use for some time which assumes a fixed charge per customer to begin with. Thus the scale for incandescent lighting there has been $12 per 3'ear per consumer, plus $1.80 per year per lamp con- nected, plus 5 cents per kilowatt hour for current used. This is subject to a 10 per cent discount for prompt payment of monthly bills, and can be varied by a rate of 10 cents per kilowatt hour for metered current, with a minimum rental of $1.50 per month and at least 5 cents per lamp connected. Income per lamp of stations, classified according to dy- namo capacity. — In Tables 24 to 27 the gross figures of income from arc and incandescent lighting, the num- ber of lamps, and the income per lamp are shown for stations classified according to the horsepower capac- ity of dynamos. Tables 24 and 25 present the sta- tistics for purely electric and composite private sta- tions, while Tables 26 and 27 show similar statistics for purely electric and composite municipal stations. In discussing these tables, attention is again called to the fact that in some cases the number of lamps was esti- mated, and, further, that in some instances income that properly belonged to motor service was credited to lighting. The following table gives the statistics for the purely electric private stations: Table 24.— INCOME PER LAMP— PURELY ELECTRIC PRIVATE STATIONS, CLASSIFIED ACCORDING TO HORSE- POWER CAPACITY OF DYNAMOS: 1902. HORSEPOWER CAPACITY OF DYNAMOS. Total Under 200 200 but under 500 500 but under 1,000.. 1,000 but under 2,000 2,000 but under 5,000 5,000 and over ARC LIGHTING. Total. Income. 814,721,531 1, 03(i, 360 1,371,498- 988,447 1,563,861 2, 507, 585 7, 253, 780 Number of lamps. 219, 409 16, 660 22, 096 16,146 26, 480 39, 048 98, 979 Income per lamp. 867. 10 62.21 62.07 61.22 59.06 64.22 73.29 Commercial or other private. Income. 85, 365, 793 248, 062 400, 941 301,796 638,111 861,046 2, 915, 837 Number of lamps. Income per lamp. 107, 743 4,664 8,044 6,845 13, 599 19, 821 54,770 849.80 53.19 49.84 44.09 46.92 43.44 63.24 Public. Income. $9? 355, 738 788, 298 970, 557 686, 651 925, 750 1,646,639 4, 337, 943 Number of lamps. Income per lamp. 11, 996 14, 052 9,301 12,881 19, 227 44, 209 883.78 65.71 69.07 73.83 71.87 85.64 98.12 32 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 2-4.— INCOME PER LAMP— PURELY ELECTRIC PRIVATE STATIONS, CLASSIFIED ACCORDING TO HORSK- POWER CAPACITY OF DYNAMOS: 1902— Continued. INCANDESCENT LIGHTING. HORSEPOWER CAPACITY OF DYNAMOS. Total. Commercial or other private. Public. Income. Number of lamps. Income per lamp. Income. Number of lamps. Income per lamp. Income. Number of lamps. Income per lamp. Total 528,082,469 11,463,050 $2.45 $26, 591, 126 11,195,351 $2.38 $1,491,343 267, 699 $5.67 Under 200 3,711,212 3, 6S8, 358 1, 988, 136 2,378,876 3,617,887 12,698,000 1,259,022 1,492,466 801,130 1,001,977 1, 300, 055 5, 608, 400 2.95 2.47 2.48 2.37 2.78 2.26 3,304,222 3, 349, 070 1,827,663 2, 229, 011 3, 525, 092 12, 356, 068 1, 212, 655 1, 451, 744 779, 914 985, 077 1,282,659 5, 483, 302 2.72 2.31 2.34 2.26 2.75 2. 25 406, 990 339, 288 160, 473 149, 865 92, 795 341, 932 46, 367 40, 722 21,216 16, 900 17, 396 125, 098 8. 78 200 but under 500 8. 3£ 600 but under 1,000 7.56 1,000 but under 2,000 8.87 2.000 but under 5,000 5.33 2.7? The number of arc lamps for which power was gen- erated in the purely electric private stations was 219,409, and the earnings were $14,721,531, or $67.10 per lamp. Of the lamps, 107,743 were commercial or other private types, earning §5,365,793, or $49.80 per lamp, and 111,666 were public lamps, with an income of $9,355,738, or $83.78 per lamp. The income per lamp does not appear to have been in proportion to the size of the plant, but was subject to many variations. The income per lamp in the com- mercial field, for example, was high in the two extreme classes, and in them was almost identical, being $53.19 for lamps operated from stations of less than 200 horse- power and $53.24 for lamps from stations of 5,000 horsepower and over. On the other hand, the revenue derived from public lighting was lowest in the class of stations of less than 200 horsepower and highest in the two groups with the larger plants. Thus for the smallest stations it was only $65.71 per lamp, while for the group with a horsepower capacity between 2,000 and 5,000 and that with a capacity of 5,000 or more it reached $85.64 and $98.12, respectively. The reason for this would appear to be that in the smaller stations the circuits are largely overhead, and, with other expenses on a lower plane, lamps and currents can be supplied at a cheaper rate, whereas the larger stations, as a rule, operate with underground circuits and are under heavier expense for rent, wages, etc. Moreover, the small stations showed a rather high return from commercial arc lighting as compared with almost all of the larger stations because very often the small plant is equipped for an arc lighting service only, and the customers have to take that or none at all, while in systems where the incandescent lamp is available it is preferred, since it is more suitable for many classes of service, and its use in corresponding degree lessens the returns from arc lighting. It is worthy of note that in purely electric stations of between 2,000 and 5,000 horsepower the income derived from commercial arc lamps was only $43.44 per lamp, or barely over half that derived from the longer burning public lamps, namely, $85.64, a ratio which is apparent also in the incandescent lighting. In purely electric private stations, there were 11,195,351 incandescent lamps in commercial or other private service, with earnings of $26,591,126, or $2.3? per lamp; and 267,699 public incandescent lamps, witb earnings of $1,491,343, or $5.57 per lamp. The rea- sons for this difference between commercial and public incandescent lighting have already been stated. The classification on the basis of capacity of plants brings out quite clearty the general tendency of the smaller plants to charge higher rates for incandescent service, the standard being 1 cent per 16-candlepower hour, while with the larger plants and the heavier production of current on a meter basis, lower rates are rendered more and more feasible. It will be seen that for sta- tions of less than 200 horsepower, with a little over 10 per cent of the commercial lamps, the income per lamp was $2.72, which was higher than that for any class except that between 2,000 and 5,000 horsepower, in which the earnings were 3 cents more per lamp. The lamps operated from stations of 5,000 horsepower capacity and upward numbered 5,483,302, or not quite 50 per cent of the total, and the average yield for them was the lowest in the scale, being $2.25 per lamp. In regard to incandescent public lighting the varia- tions are apparently quite radical, but can be satisfacto rily accounted for. In stations of less than 200 horse power the income per public lamp was $8.78, this being exceeded only by that for lamps in stations of from 1,000 to 2,000 horsepower, where earnings were $8.87 per lamp. In the two classes comprising stations of the largest dynamo capacity the income per public lamp fell below the averages for the other classes; in the largest stations it was only $2.73 per lamp, or little more than the earnings per commercial lamp, namely, $2.25. As a matter of fact, in the large cities incan- descent lamps, whether large or small, are seldom used for public or street lighting, so that the ordinary 16- candlepower lamps employed for public purposes would be likely to be subject to the ordinary hours of burning, except in such places as police stations, hospitals, and fire engine houses, where the average would be raised somewhat. In smaller communities, however, it is not an unusual thing to see street lighting attempted with FINANCIAL OPERATIONS. 33 incandescent lamps, and these are usually supplied on a yearly contract basis which provides for several hours of burning nightly. Consequently in the case of ordinary 16-candlepower lamps the yield per lamp would be very far above the average. Moreover, it is customary to employ for part of such work lamps of higher candlepower. These conditions brought out by this table explain the facts. Analogous conditions are exhibited by Table 25, which deals with composite private stations. Table 25.— INCOME PER LAMP— COMPOSITE PRIVATE STATIONS, CLASSIFIED ACCORDING CAPACITY OF DYNAMOS: 1902. TO HORSEPOWER ARC LIGHTING. HORSEPOWER CAPACITY OF DYNAMOS. Total. Commercial or other private. Public. Income. Number of lamps. Income per lamp. Income. Number of lamps. Income per lamp. Income. Number of lamps. Income per lamp. , Total $7, 370, 269 115, 494 $63. 82 $2,854,361 60, 437 §47.23 $4, 515, 908 55, 057 Under 200 672, 777 1, 163, 709 S50, 469 1,158,251 848, 667 2, 676, 396 10, 429 17,261 13,361 16, 768 13, 604 44, 171 64.51 67.42 63.65 69.08 62.86 60. 59 152, 259 351, 770 295, 528 414, 098 324, 382 1,316,324 2,930 0,183 6,421 7,791 7,218 29,894 51.97 56. 89 46.03 53. 15 44.94 44.03 520, 518 811,939 554, 941 744, 153 524, 285 1,360,072 7,499 11,078 6,940 8,977 6,286 14,277 200 but under 500 500 but under 1,000 1,000 but under 2,000 INCANDESCENT LIGHTING. HORSEPOWER CAPACITY OF DYNAMOS. Total. Commercial or other private. Public. Income. Number of lamps. Income per lamp. Income. Number of lamps. Income per lamp. Income. Number of lamps. Income per lamp. 813,215,015 5.153.543 §2, 56 $12, 448, 431 5, 048, 502 $2.47 $766, 584 105, 041 S7 30 Under 200 2, 105, 263 2, 346, 172 1, 397, 354 1, 670, 560 1,305,166 4,391,500 675, 234 833, 543 556, 876 664, 026 588, 215 1,835,649 3.12 2.81 2.61 2.52 2.22 2.39 1, 908, 250 2,201,970 1,321,753 1, 555, 464" 1,201,569 4,259,419 655.-014 816, 372 548, 377 646, 024 574, 636 1,808,079 2.91 2.70 2.41 2.41 2.09 2.36 197, 007 143, 202 75, 601 115, 096 103, 5V7 132, 081 20, 220 17,171 8,499 18,002 13, 579 27, 570 500 but under 1,000 These stations had an average income of $63.82 per arc lamp. The average for commercial arc lamps was $47.23, while that for public lamps, was $82.02. The classification by dynamo capacity shows that in com- mercial lighting the lamps in the smaller composite sta- tions were paid for at a higher rate than those in the large stations, the income per lamp being $51.97 in sta- tions of less than 200 horsepower, and $56.89 in stations of between 200 and 500 horsepower, while it was $44.94 in stations of 2,000 to 5,000 horsepower, and $44.03 in stations of 5,000 horsepower and upward. The com- posite stations had also somewhat the advantage as to public lighting, for, with an assumable economy in the production of current, the income per lamp was $82.02 as compared with $83.78 for purely electric stations. Where the plants were small, the composite stations were able to secure very good returns from public lighting. Composite stations of less than 200 horse- power had an income of $69.41 per lamp, as compared with $65.71 in the purely electric class; and composite plants of between 200 and 500 horsepower had an income of $73.29 per lamp, as compared with $69.07 in stations of the purely electric class. The incandescent lighting business of composite sta- tions was done with 5,153,543 incandescent lamps earning $13,215,015, or $2.56 per lamp. There were 5,048,502 30947—05 3 lamps in commercial use earning $12,448,431, or $2.47 per lamp, and 105,041 public lamps earning $766,5S4, or $7.30 per lamp. It is certainly remarkable that the earnings of composite stations should be higher in both classes of service than the earnings of purely electric stations. The commercial incandescent business of the purely electric private plants brought in onh* $2.38 per lamp as compared with the §2.47 now noted, and the public lamps brought in only $5.57 as compared with $7.30. The classification shows that the benefit of the higher income was enjoyed largely by the group of stations of less than 200 horsepower, for which the in- come averaged $2.91 for commercial lamps and §9.74 for public lamps. The income from the commercial lamps on the circuits of the largest composite stations was slightly above that for the purely electric group, being $2.36 and $2.25, respectively, while the income from public lamps was decidedly higher in composite stations, being $4.79 in comparison with $2.73 for the purely electric stations. These variations are prob- ably symptomatic, although the}' are due, in part, to the operation of certain specific stations where business had been developed largely along a given line on account of the desire of managers for a certain class of custom- ers. While some central station managers are averse to public incandescent lighting business, others are willing 34 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. and glad to supply power for such purpose, and the same idiosyncrasies are seen in other departments of exploita- tion in the industry. A broad inference from Tables 24 and 25 is that, with the assumable economy in cur- rent production and the higher returns per arc and incandescent lamp, the composite stations should be on a more profitable basis than the purely electric ones. From this point of view the contention for consolidation of diverse businesses under one management, or within the one plant, is justified. Tables 26 and 27 classify the income per lamp for the two groups of municipal stations according to the horse- power capacity of dynamos. Table 2(5.- -INl'OME PER LAMP— PURELY ELECTRIC MUNICIPAL STATIONS, CLASSIFIED ACCORDING TO HORSE- POWER CAPACITY OF DYNAMOS: 1902. ARC LIGHTING. HORSEPOWER CAPACITY OF DYNAMOS. Total. Commercial or other private. Public. Income. Number of lamps. Income per lamp. Income. Number Income of lamps, per lamp. Income. 1 Number of lamps. Income per lamp. Total. 52,276,193 32, 998 868.98 S151, 390 3,682 $41.12 $2, 124, 803 29, 316 $72. 48 539, 058 502, 879 223, 020 321, 014 186, 289 503, 933 8,809 8,276 4,077 4,545 2, 829 4,462 61.19 60.76 54.70 70.63 65. 85 112. 94 37, 168 42, 143 42, 525 29,554 773 996 1,330 583 48.08 42. 31 31.97 50.69 501,890 460, 736 180, 495 291, 460 186, 289 503, 933 8,036 7,280 2,747 3,962 2,829 4,462 62.46 200 but under 500 63.29 500 but under 1,000 66.71 1,000 but under 2,000 , 73. 56 2,000 but under 5,000 65.86 6,000 and over 112. 91 INCANDESCENT LIGHTING. HORSEPOWER CAPACITY OF DYNAMOS. Total. Commercial or other private. Public. > Income. Number of lamps. Income per lamp. Income. Number of lamps. Income per lamp. Income. 1 Number of lamps. Income per lamp. Total SI, 732, 235 785,868 $2.20 SI, 423, 538 732, 929 81.94 $308, 697 52, 939 $5.83 Under 200 759, 744 • 394,439 324, 674 224, 450 28, 428 500 298, 697 226,991 163, 725 84, 065 12, 190 200 2.54 1.74 1.98 2.67 2.33 2.50 641,433 344, 372 292,431 144, 604 698 285, 397 216, 945 157, 038 73, 125 424 2.25 1.59 1.86 1.98 1.65 118,311 50, 067 '32,243 79,846 27, 730 600 13, 300 10, 046 6,687 10, 940 11, 766 200 200 but under 500 500 but under 1,000 4.82 1,000 but under 2,000 2,000 but under 5,000 2.50 1 Estimated according to prevailing rates. The purely electric stations, with 32,998 arc lamps, had an income per lamp of $68.98. The income per commercial arc lamp was $41.12, while that of the public arc lamp was §72.48. For commercial lamps the rates of income did not differ greatly from those obtained by private plants, although in one class the rate was much lower. The income per commercial lamp for stations under 200-horsepower capacity was §•48.08, but in the class between 500 and 1,000 horse- power it was only $31.97. In the next group, how- ever, between 1,000 and 2,000 horsepower, it was $50.69, which was considerably higher than the figure for the corresponding private stations, which reported an in- come of only $46.92 per commercial arc lamp. The figures for the public arc lamps are higher than might be expected, but, as already stated, they have, in many instances, been estimated on the basis of private service in the same region. While this is a reasonable method of securing comparative data, it seems to oper- ate to the disadvantage of the municipal stations. In other words, while the gross income derived by the municipal stations is increased on this basis and to that extent makes a better showing, it necessarily involves a higher ratio of income per lamp, which, in other words, means a higher charge or cost to the commu- nity for the service rendered. The figures for incandescent lighting show that the rate of income per lamp is lower in municipal stations than in private stations, this fact indicating superficially less effort to push this class of business in the municipal stations. For the purely electric municipal stations the average income per lamp was $2.20, while in the group of composite municipal stations it was $2.06 per lamp; similar averages for the two groups of pri- vate stations were $2.45 and $2.56. The income per commercial incandescent lamp of the purely electric municipal stations was $1.94— a still further indication, when taken with the return of $1.90 for the composite stations, of the small income derived from this class of service. The public lamps of these stations earned an average of $5.83 per lamp, although in the composite stations the average was $6.09. The variations in the purely electric municipal stations as to commercial and public incandescent lamps follow the same lines as those already considered in discussing the similar sta- tistics for the private stations. The composite munici- pal stations, however, show some rather striking varia- tions in Table 27. Dynamo room. Test battery of 1,000 lamps. FIRST EDISON STATION IN NEW YORK CITY, PEARL STREET. These views of the first Edison station in New York cit> show the first American dynamos direct connected to steam engi testing group of a thousand lamps. so primitive regulating apparatus and FINANCIAL OPERATIONS. 35 Table 27.— INCOME PER LAMP— COMPOSITE MUNICIPAL STATIONS, CLASSIFIED ACCORDING TO HORSEPOWER CAPACITY OF DYNAMOS: 1902. ARC LIGHTING. HORSEPOWER CAPACITY OF DYNAMOS. Total. Commercial or other private. Public. Income. Number of lamps. Income per lamp. Income. Number of lamps. Income per lamp. Income. 1 Number of lamps. Income per lamp. Total $1,113,052' 17, 797 $62. 54 $88, 776 2,111 $42.05 $1,024,276 15, 686 9,538 5,187 583 378 $65. 30 Under 200 639, 914 399, 631 46, 286 27, 221 10, 406 6,177 583 631 61.49 64.70 79.39 43.14 40, 714 43, 716 868 990 46.91 44.16 599, 200 355, 915 46,286 22, 875 62.82 68.62 200 but under 500 500 but under 1,000 1,000 tut under 2,000 4,346 253 17.18 2,000 but under 5,000 5,000 and over - INCANDESCENT LIGHTING. HORSEPOWER CAPACITY OF DYNAMOS. Total. . Commercial or other private. Public. Income. Number of lamps. Income per lamp. Income. Number of lamps. Income per lamp. Income. 1 Number of lamps. Income per lamp. Total : $1, 627, 383 791, 583 $2.06 $1,444,758 761,602 $1.90 $182, 625 29, 981 Under 200 1,004,832 524, 449 30, 568 67, 534 463, 124 278, 674 16, 160 33, 625 2.17 1.88 1.89 2.01 886, 489 471,090 20, 775 66, 404 443, 947 268, 960 15, 570 33,125 2.00 1.75 1.33 2.00 118,343 53, 359 9,793 1,130 19, 177 9,714 590 500 200 but under 500 500 but under 1,000 1,000 but under 2,000 1 Estimated according to prevailing rates. The average income of commercial arc lamps was $42.05. In stations of between 1,000 and 2,000 horse- power the average was very low, being $17.18 per lamp, although the corresponding- figure for public arcs was fairly up to the general average, being $60.52 per lamp, while the general average was $65.30. To reach this low figure of $17.18 it would be necessary to employ not only the smaller type of arc lamp, known as "half arcs," but to burn these a relatively short time and to charge a very low rate, As will be seen, this income applies to only 253 lamps, and must not be understood, therefore, to have any serious weight or bearing upon the general conclusions derivable from a study of in- come obtainable from 385,698 arc lamps of all classes. The incandescent lighting of these composite- munic- ipal stations also presents some curious figures. The income from the commercial incandescent lamp fell as low as $1.33 per lamp in stations of between 500 and 1,000 horsepower, and yet, singularly, the income per public incandescent lamp in stations of the same size ran up to the high figure of $16.60, which is in excess of any other return recorded in any of these tables for such service. It applies, however, to but 590 lamps, and is therefore again entirely exceptional in its nature, and not in any sense characteristic. Income per lamp of stations, classified according to popidation of places in which located. —Tables 28 to 31 present a series of statistics of stations, classified ac- cording to population of places in which located, with regard to the income from lighting, the number of lamps, and the income per lamp, for the purely electric and the composite private stations and the purely elec- tric and the composite municipal stations. Table 28.— INCOME PER LAMP- -PURELY ELECTRIC PRIVATE STATIONS, CLASSIFIED ACCORDING TO POPULA- TION OF PLACES IN WHICH LOCATED: 1902. POPULATION OF PLACES IN WHICH LOCATED. Total Under 5,000 5,000 but under 25,000 . . . 25,000 but under 100,000 . 100,000 but under 500,000 500,000 and over ARC LIGHTING. Total. Income. $14, 721, 531 1, 784, 903 1,870,485 2, 457, 083 3, 502, 671 5, 106, 389 Number of lamps. 219, 409 28, 766 30, 806 40, 676 55, 606 63, 555 Income per lamp. $67. 10 62.05 60.72 60.41 62.99 80.35 Commercial or other private. $5, 365, 793 462, 129 628, 094 858, 589 1,193,021 2,223,960 Number of lamps. Income per lamp. 107, 743 8,590 13, 469 19, 949 27, 924 37, 811 $49. 53.80 46.63 43.04 42.72 58.82 Public. Income. <, 355, 738 1,322,774 1,242,391 1, 598, 494 2, 309, 650 2, 882, 429 Number of lamps. Income per lamp. 111,666 20, 176 17, 337 20, 727 27,682 25, 744 $83.78 65.56 71.66 77.12 83.44 111. 97 36 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 28.— INCOME PER LAMP— PURELY ELECTRIC PRIVATE STATIONS, CLASSIFIED ACCORDING TO POPULA- TION OF PLACES IN WHICH LOCATED: 1902— Continued. POPULATION OF PLACES IN WHICH LOCATED. INCANDESCENT LIGHTING. Total. Income. Number of lamps. Total Under 5,000 5,000 but under 25,000 . . . 25,000 but under 100,000 . 100,000 but under 500,000 500,000 and over 6, 512, 030 3, 562, fasti 4,013,412 5, 055, 730 8,938, 315 11,463,050 S2. 45 2, 383, 717 1,-15*, 719 1,420,314 2,357,842 3, 830, 458 2.73 2.44 2. 81 2.14 2.33 Commercial or other private. , Income per lamp. Income. 2fi, 591, 126 5,840,182 3, 299, 706 3,824,470 4,951,942 S.674.S26 Number of lamps. Income per lamp, 11,195,351 2, 306, 796 1,420,795 1,407,699 2,341,412 3,718,649 2. 53 2.32 2.72 2.11 2.33 Public. 51,491,343 672, 438 262, 680 188, 942 103, 794 263, 489 Number of lamps Income per lamp. 267, 699 76, 921 37, 924 18, 615 16, 430 117, 809 $5.57 8.74 6.93 10.15 6.32 2.24 Purely electric private stations in cities of less than 5, (»00 inhabitants, as shown by Table 28, derived an income of §53.80 per lamp from commercial arc light- ing, and §65.56 per lamp from public lighting. The prevalence of higher rates for commercial lighting in small places is shown by the figures for the next three smaller classes, although not in strict sequence as to size. The income per commercial lamp of stations in communities of between 5,000 and 25,000 inhabitants was 846.63, while in places of between 25,000 and 100,000 inhabitants it was $43. 04, and in the places with a pop- ulation of between loO.oOO and 500,000 it fell to §42.72. The highest return per commercial arc, §58.82, was obtained in cities of 500, 000 inhabitants and over. This is also true of public arcs, the income being §111.97 per public arc. But while the income per commercial arc declined steadity in the various groups up to that for places with 500,000 inhabitants, it rose steadily throughout the whole scale as regards the income per public an- lamp. Some of the reasons for this have already been discussed and explained, and an additional reason is that as cities grow in size the obvious tendency and desire is to secure a better illumination of streets, and consequently the arc lamps are not burned on various limited, arbitrary or moonlight schedules, but are in service practical^ throughout the night the year around. Thus in the five different classes of places the income per public arc ran upward as follows: $65.56, §71.66, $77.12, §83.44, and, as already noted, §111.97. The income per commercial incandescent lamp showed a very steady average for the various population groups; thus the income per lamp in communities of less than 5,000 inhabitants was §2.53, or slightly more than the average for all the groups, namety, §2.38. The income per lamp was §2.32 in communities of between 5,000 and 25,000 inhabitants, §2.72 in communities of between 25,000 and 100,000, §2.11 in communities of between 100,000 and 500,000, and §2.33 in cities of 500,000 and over. The public lighting with incandescent lamps showed much wider and sharper variations. It will be noted that while the average for all classes was §5.57 per lamp, it was §10. 15 in communities of between 25,000 and 100,000 inhabitants, where street lighting with large incandescents is most prevalent, and was only §2.24 in the largest cities, where street lighting with incandes- cents is practically unknown, and where the service to public buildings would be closely analogous to that furnished commercial houses and residences. In Table 29 figures are given for private stations operated in connection with other businesses. Table 29.— INCOME PER LAMP— COMPOSITE PRIVATE STATIONS, CLASSIFIED ACCORDING TO POPULATION OF PLACES IN WHICH LOCATED: 1902. POPULATION OF PLACES IN WHICH LOCATED. Total Under 5,000 6, 000 but under 25,000. . . 25,000 but under 100,000. 100,000 but under 500,000 500,000 and over ARC LIGHTING. S7, 370, 269 878,602 2, 393, 938 1, 333, 139 2,113,129 651,461 Number of lamps. 13,017 35, 479 21,663 29, 885 14, 820 Income per lamp. 863. 82 64.38 67.47 61.54 70.71 43.96 Commercial or other private. 82, 854, 361 232,731 762,557 538,001 882, 267 438, 805 Number of lamps. 60, 437 4,166 14, 403 12, 125 17,089 12,654 Income per lamp £47.23 55.86 52. 94 44.37 51.63 34.68 Public. H 515, 90S 645, 871 1,631,381 795, 138 1, 230, 862 212, 656 Number of lamps. 55, 057 9,481 21,076 9,538 12, 796 2,166 Income per lamp. $82. 02 68. 12 77.40 83.37 96.19 98.18 FINANCIAL OPERATIONS. 37 Table 29.— INCOME PER LAMP- COMPOSITE PRIVATE STATIONS, CLASSIFIED ACCORDING TO POPULATION OF PLACES IN WHICH LOCATED: 1902— Continued. INCANDESCENT LIGHTING. POPULATION OF PLACES .IN WHICH LOCATED. : Total. Commercial or other private. Public. Income. Number of lamps. Income per lamp. Income. Number of lamps. Income per lamp. Income. Number of lamps. Income per lamp. Total . $13,215,015 5, 153, 543 $2. 56 $12,448,431 5, 048, 502 $2. 47 $766, 584 105,041 Under 5,000 3, 066, 862 3,779,997 1,911,962 2, 387, 984 ■2,038,210 1, 035, 108 1,429,518 750, 916 1,121,732 816, 269 2.96 2.64 2.69 2.13 2.50 2, 799, 312 3, 540, 084 1,825,121 2, 280, 399 2,003,515 1,008,868 1,397,358 734, 597 1,098,648 809,031 2.77 2.53 2.48 2.08 2.48 267, 550 239, 913 116,841 107, 585 34,695 26, 240 32, 160 16, 319 23, 084 7,238 6,000 but under 25,000 7 46 25,000 but under 100 000 100,000 but under 500,000 500,000 and over 4 79 Some singular variations are shown in this table: For example, the income per commercial arc lamp in cities of 500,000 inhabitants and over was only $34.68, this fact implying the use of small arcs and limited hours of burning. The figures for public lighting are more consistent, although they show a tendency for the in- come per lamp to run lower in the largest communities included, probably as a result of the absence of under- ground conduits and subway rentals in the larger places where these composite plants operate. Indeed, in the smaller communities the returns per public arc were higher where composite plants were operated than where the plants were purely electric, although this might be due to the fact that in the communities of less than 100,000 inhabitants the purely electric stations were doing part of their public service with half arcs or that the varying use of inclosed arcs affected the rates charged and the similarity of the figures. With regard to incandescent lighting it will be noted that the averages were higher in the composite stations than in the purely electric stations, being for com- mercial service $2.47 as compared with $2.38, and for public service §7.30 as compared with $5.57. In cities of between 100,000 and 500,000 inhabitants the income per commercial incandescent lamp was $2.08, this being the lowest return indicated anywhere in the table, while in communities Cf less than 5,000 inhabitants it was §2.77, which was the highest figure attained. The highest income per public incandescent lamp, §10.20, was also reached in that group; thus a very marked resort to incandescent lamps for street lighting is indi- cated for those places. In Tables 30 and 31 are given the statistics of mu- nicipal stations on the basis of classified population. Table SO.— INCOME PER LAMP— PURELY ELECTRIC MUNICIPAL STATIONS, CLASSIFIED ACCORDING TO POPU- LATION OF PLACES IN WHICH LOCATED: 1902. POPULATION OF PLACES IN WHICH LOCATED. Total Under 5,000 5,000 but under 25,000 . . . 25,000 but under 100,000 . 100,000 but under 500,000 600,000 and over ARC LIGHTING. Total. 82, 276, 193 509, 982 602, 458 194,674 319, 186 649, 893 Xumber of lamps 32, 998 8,678 9,900 3,987 4,544 5, 889 Income per lamp. $69. 93 58.77 60.85 48.83 70. 24 110.36 Commercial or other private. $151,390 58, 740 (55, 643 27,007 Number' Income of lamps, per lamp. 3,682 $41.12 1,313 1,614 44.74 40.67 35.77 Public. Income. 1 S2,124,S 451,242 536, 815 167, 667 319, 186 649, 893 Number of lamps. Income per lamp. 7,365 8,286 3,232 4,544 5,889 S72. 48 61.27 64.79 51.88 70.24 110.36 POPULATION OF PLACES IN WHICH LOCATED. Total Under 5,000 5,000 but under 25,000... 25,000 but under 100,000. 100,000 but under 500,000 500,000 and over INCANDESCENT LIGHTING. Income. $1,732,235 959, 421 496, 669 171,228 99, 427 5, 500 Number of lamps. 785, 868 431,794 265, 676 65, 578 21, 620 1,200 Income per lamp. Commercial or other private. 1.87 2. 61 4.60 4.58 834.056 130,275 157, 5411 1.667 Number of lamps. 415,341 253, 519 62,145 1,924 Income per lamp. 2. 01 1.70 2. 54 0.87 Public. Income. 1 125, 365 66, 384 13,688 97, 760 5, 50J Number of lamps. Income per lamp. 52, 939 16,453 12, 157 3,433 19, 696 1,200 $5.83 7. 62 5.46 3.99 4.96 4.58 1 Estimated according to prevailing rates. 38 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 31.— INCOME PER LAMP— COMPOSITE MUNICIPAL STATIONS, CLASSIFIED ACCORDING TO POPULATION OF PLACES IN WHICH LOCATED: 1902. ARC LIGHTING. POPULATION OF PLACES IN WHICH LOCATED. Total. Commercial or other private. Public. Income. Number of lamps. Income per lamp. Income. Number of lamps. Income per lamp. Income. 1 Number of lamps. Income per lamp. Total $1,113,052 17,797 862. 54 888,776 2,111 842. 05 SI, 024, 276 15, 686 865. 30 Under 5,000 657, 479 S6.S, 013 66,310 10, 933 5,801 813 60.14 63.44 81.56 64,231 24, 545 1,359 752 47.26 32.64 593, 248 343, 468 66,310 9,574 5,049 813 61.96 5,000 but under 25,000 68.03 25,000 but under 100,000 81.56 100,000 but under 500,000 500,000 and over 21,250 250 85 00 21,250 250 85.00 INCANDESCENT LIGHTING. POPULATION OF PLACES IN WHICH LOCATED. Total. Commercial or other private. Public. Income. Number Income of lamps. 'per lamp. i™ bcpl Income per lamp. Income. 1 Number of lamps. Income per lamp. Total $1,627,383 791,583 $2. 06 81,444,758 761,602 81.90 $182, 625 148, 718 17,107 10, 800 29, 981 $6.09 1,382,849 227, 734 10, 800 663, 152 125, 969 1,262 2.09 1.81 8.56 1,234,131 210, 627 639, 288 122,314 1.93 1-..72 23, 864 3,655 1,262 5,000 but under 25,000 25,000 but under 100,000 . . „ 8 56 100,000 but under 500,000 500,000 and over 6,000 1,200 5.00 6,000 1,200 1 Estimated according to prevailing rates. As has already been indicated, the bulk of the busi- ness of municipal stations was done in the smaller communities, namely, those not exceeding 25,000 in population. Thus, out of 17,797 arc lamps operated by composite municipal stations, 16,734 were in places of that size or under. The income per commercial arc fell as low as $32.64. The income per public arc, as a result of the method of estimating, can be compared with the corresponding income of private stations, although the difference is in favor of the composite station. Thus the income per public arc of composite municipal stations was on the average $65.30, while for the purely electric stations it was $7-2. 4S. The income per commercial incandescent lamp for purely electric stations was $1.94 and for the com- posite stations, $1.90. • Income from sources <>1her thtnt lighting. — In Table 13 it has been shown that the income derived from lighting by the central stations of the country consti- tuted 81. 8 per cent of the total. In that table the re- maining income is divided into two classes, one being that from ' L all other electric service" and the other that from "all other sources," the former constituting 16.4 per cent of the total and the latter, 1.8 per cent; thus the income from these two classes formed 18.2 per cent of the entire earnings. Details as to income are given, by states and territories, in Table 68 for th.e private stations and in Table 78 for the municipal stations. In these tables the income from miscellaneous electric operation is broadly divided into five main classes. Rates for motor service. — From the fact that power cir- cuits connected with central stations draw their supply of current in the daytime, when a large proportion of the generating machinery would otherwise stand idle, a great man}' central stations have felt that they could make concessions and inducements in the way of special rates for current. These lower prices have enabled them to build up a new class of customers, and as a result of the increased income caused thereby they have been able to employ their machinery and oper- ating staff a greater number of hours of the day and at a higher level of efficiency, as well as to employ more competent men and to pa}' better wages. So long as a company was restricted to a few hours of lighting its resources and income were limited, but with a business maintained not merely for a few hours of darkness, but carried on almost throughout the twenty-four hours, and with a fair proportion of the apparatus always in use, a large number of the stations were put into a better condition financially, and were enabled to carry out the developments and extensions that have been so marked a feature of the electric light- ing industry during the past ten years. In fact, with- out the help of motors there would have been compar- atively little incentive to introduce the many modern features which place electric current at the command of the consumer for all purposes, day and night. FINANCIAL OPERATIONS. 39 The power rates deal, moreover, with current in large volume, and for this reason are lower than those for lighting. In some instances a flat rate was still charged, as, for example, $40 a year for 1 horsepower, $30 a year per horsepower for from 2 to 5 horsepower, and special rates for larger motors. Another common rate was from $1 per month for i-horsepower motor to $24.50 for 24 horsepower, and $1 per horsepower per month for 25 horsepower and upward. A.n average kilowatt hour rate for current was about 10 cents without discounts, but the actual rates ranged upward to 15 cents and downward to 3 cents and in some places a rate was quoted as low as 2 and 2£ cents. For fan motors special rates were often reported, as, for example, $2 to $3 per month during the summer months; as a general thing, however, the fan motor consumption through a meter has been paid for at the same kilowatt hour rate as that charged for incandescent lighting. The rates for power, moreover, have been subjected to varying discounts in the same manner as lighting. In some instances a minimum has been put into the power bill, as, for instance, $5 per month. At Niagara Falls, where current has been produced on a large scale, the kilowatt hour rate was 3 cents. The flat rate per year was $35 per horsepower up to and including 10 horse- power; $30 per horsepower up to and including 25 horsepower; and for quantities above 25 horsepower, $25 per horsepower. Income of private stations from stationary motors. — It appears from Table 68 that the supply of current for motor service by private stations is now very general throughout the country, but some striking variations were presented. Motor service constituted somewhat over 12 per cent of the gross income and of the earn- ings from operation. As a general rule, income from motor service was most prominent in those states having abundant waterpower, and in the larger cities, where many small motors are used, thus avoiding the consid- erable cost of installing a steam plant. In New York the amount derived from motor service was $2,394,655, or over 14 per cent of the gross income of the private stations of the state. In California, however, striking- testimony to the unusual development of power trans- mission enterprises in that state is again given by the fact that of the gross income of $4,937,444, not less than $1,217,379 was derived from the sale of current for stationary motor service. This is 24.6 per cent, or almost double the average for the country. In Illinois the motor service yield was $763,496, or 13.7 per cent of. the gross income for the state, while in Massachu- setts it was $741,103, or 12.2 per cent. The reports for Pennsylvania showed $639,860, which large sum, how- ever, was only 7.1 per cent of the gross income of $9,057,503. The figures from Missouri are notable, the yield from motor service being $400,129, or nearly 19 per cent of the gross income of $2,121,604. The proportion in Colorado was also high, the motor service being $343,559, or 20.9 per cent of the gross income of $1,646,979. The proportion of the income from motor service to the gross income in South Carolina is striking, although the amounts are not large, the amount reported for motor service being $169,353 out of a total of $338,219. This is more than 50 per cent of the income, and is an example of the ideal condition desired by cen- tral station managers, but seldom attained by them, namely, of securing as much business and income during the daylight hours and from power load as from lighting during the hours of darkness. The only pos- sible explanation for South Carolina is that the light- ing interests there are quite small and undeveloped, while the state possesses some of the largest power transmission plants in the country, upon whose circuits are several of the largest cotton mills, requiring cur- rent throughout the day in great volume. In simi- lar manner Utah had $156,331 derived from motor serv- ice out of a gross income of $711,483. This amounts to nearly 22 per cent, and, as in the case of Colorado and California, the high per cent can be explained by the existence of power transmission enterprises deliver- ing current in large bulk for several hours daily to min- ing plants. If the income from stationary motor service supplied by stations operated by street railways, as shown in Table 97, were considered in connection with the above totals, some of the percentages would be changed. Income of private stations from elective raihvay motor service. — The income from electric railway motor serv- ice supplied by private stations was reported as $2,301,343. Work of this kind was not done so gen- erally as the stationary motor work, and the bulk of the income was derived from 5 states, namely, New York, $389,829; Pennsylvania, $324,749; New Jersey, $297,361; Massachusetts, $226,547; and California, $181,494. In this connection it might be stated that many small railwa3 T s buy their power because they find it more economical than to operate their power plants for the small amount of current needed. Even some of the larger S3 r stems buy their power, but only when they can get it at a special rate, as in Buffalo, New York. Income of private stations from electric heating and charging automobiles. — Neither electric heating nor the charging of automobiles shows up to advantage in regard to productive capacity. As seen in Table-68, the amount of income reported for electric heating by private sta- tions was only $39,155, while the amount for charging automobiles was even less, being $29,959. A large pro- portion of the amount of the income from charging automobiles, namely, $13,650, is included in a group of "all other states," but should be credited to the Dis- trict of Columbia, where electric automobile work has attained large proportions relatively to the rest of the 40 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. country. New York state also represented a large amount for charging automobiles. §12.685. so that the District of Columbia and New York account for §26,335 out of the §20, 950. In like manner the reported busi- ness in electric heating was limited as to bulk to two or three states, of which Minnesota stood out in an ex- traordinary manner, with §24,289 out of §39.155 re- ported. Following in order came New York with §6.o.$7; North Dakota, §6,000; and Pennsylvania, §1,1S2. Electric heating was practically nonexistent in the Southern states according to the returns, although the moderate heat derivable in small quantities from elec- trical apparatus would appear to offer the stations in such regions an attractive field of effort. Income of private stations from all other electric serrice. — Almost the entire amount for "all other electric service,' 1 §1.750,331, was reported from three states, namely, New York, $1,008,285; Montana, $257,336; and California, §227,500: although a number of other states reported small amounts. A large part of this income was received from the sale of current in bulk, as where one station sells current to another and has no means of knowing to what use it is put. It will be readily understood that in the larger cities, and particularly in New York city, industries of wide diversification called for current, while in the case of California and Montana — particularly the latter — it may be conjectured that considerable of the income noted was derived from electric mining operations, such as in electro-metallurgy, including the deposition of copper. Electricit}' is emploj'ed in a great many industries which could hardly be classified as receiving service for light or power, among which might be mentioned elec- troplating and electro-deposition. In fact, the sale of current for all electro-chemical purposes would appear to fall into the category of miscellaneous electric serv- ice. In the same manner, large numbers of electric signs are now in use intended rather for advertising than for illumination, and these in the aggregate would represent a large amount of business which in many instances might not be brought to account specifically. For example, one incandescent lamp sign in New York city, fed with current from central station mains, con- tains 1,200 lamps, the initial letter being 68 feet high and covering several stories of the building upon which it is placed. It is needless to point out that 1,200 lamps burning steadily for several hours every night make a considerable demand for current which, even if sold at a low rate, would represent a large bill at the end of the year. Hundreds of such signs, large and small, are to he seen nightly in every one of the large cities of the country. Where current is gauged by meter, central station managers are not aide to ascertain definitely how much current shouldbe charged up specifically to any branch of the service. Thus, for example, it has been more than once reported from New England that it was not until the extension of incandescent lighting circuits in certain communities or their discontinuance for repairs that the fact came to the surface that during the day- time electric heaters for cooking and other purposes were in regular use on some of them, and that people were thus seriously inconvenienced by the temporary discontinuance of the supply of current. In such cases it is obvious that the income from the sale of current for electric heating could not be calculated. Income of private stations from all other sources. — Income from "all other sources' 1 amounted to §1.385,751 and includes income derived from sale of electric sup- plies; wiring of houses; steam heating; hot water heat- ing; rent of poles, meters, and motors; pumping; interest on deposits, etc. Eveiy state and territory except Nevada reported some income from these sources, but in no case was the amount large enough to represent any considerable proportion of the whole. The four states reporting the largest amounts were Pennsylvania, $172,440; California, §113,405; New York, $112,313; and Massachusetts, $90,683. The amounts derived by the municipal stations from "all other sources" and from "all other electric service" are too small to disturb an}' conclusions that might be arrived at with regard to the business done by the private stations. Miscellaneous income of municipal stations. — Table 78 gives an analysis of the miscellaneous income from municipal stations, by states and territories. It has already been pointed out that the business of municipal plants is almost entirely restricted to arc a,nd incan- descent lighting, so that of the total gross income of §6,965,105 all but §216,242 was received from these sources. The analysis of the sum of §87,993, returned for all electric service other than arc and incandescent lighting, shows that §70,540 of it was derived from stationar}' motor service; §3,172 from electric railwa}- operation; §58 from electric heating; §97 from charg- ing automobiles; and $14,126 from all other electric service. The supply of current for motor work was more general than might have been expected, 2S states and territories reporting income under this head. The amounts were considerable in some states, being §10,720 in California, §7,660 in Michigan, §5,525 in Ohio, $5,430 in Texas, $5,376 in Florida, §4,621 in Washington, §4,373 in Vermont, and §3,776 in Massachusetts. Only two states, California and Missouri, reported the supply of current for street cars, while only one state, Vermont, reported income from electric heating. The earnings from the charging of automobiles were also extremely restricted. -In respect to the residue, lumped together as ' ' all other electric service," it may be noted that of the total, §14,126, almost the entire amount was returned by three states, namely. New York, §8,500; Ohio, §2.505; and Pennsylvania, $1,450. The entire amount credited ! to New York was for power for police patrol boxes, ! etc., in Buffalo. j Under the head of " all other sources " an income of $12s,240 was reported by the municipal stations. This EXTERIOR VIEW OF EARLY ERUSH ARC LIGHTING PLANT AT ELLSWORTH, MAINE. INTERIOR VIEW OF EARLY BRUSH ARC LIGHTING PLANT AT ELLSWORTH, MA.NE, FINANCIAL OPERATIONS. 41 sum was quite generally distributed among the states and territories, although not less than $39,404 was re- ported for Michigan, $14,696 for Indiana, and $14,533 for Iowa. Other leading states were Missouri with $9,017, Ohio with $6,971, and California with $6,922— the last-named state showing for its municipal stations as well as its private stations a remarkable diversifica- tion of income and an unusually large proportion from sources other than the standard arc and incandescent lighting upon which so many of the stations, whether carried on under private ownership or by municipali- ties, are inclined to depend, either from lack of enter- prise or from want of opportunity. Of this income, all for California was from the sale of supplies, from wir- ing, etc.; $14,000 of that in Michigan was reported by the Detroit plant as coming from rent of poles and con- duits, inspection, and foreign work; and in Massachu- setts almost the entire amount was from the rent of meters and poles and from the sale of steampower. Income of stations, cl assi fed according to jjopuhdion of places in which located. — Tables 32 to 35 present the general statistics of income for purely electric and composite private stations, and for purely electric and composite municipal stations, grouped according to the population of the places in which located. Table 32.— ANALYSIS OF INCOME— PURELY ELECTRIC PRIVATE STATIONS, CLASSIFIED ACCORDING TO POPU- LATION OF PLACES IN WHICH LOCATED: 1902. Number of stations Gross income Arc lighting, total Commercial or other private Public Incandescent lighting, total Commercial or other private Public Motor service Electric railway service Electric heating Charging automobiles All other electric service All other sources 1,759 854,455,737 14,721,631 5, 365, 793 9, 355, 738 28, 082, 469 26,591,126 1,491,343 7,049,444 1, 869, 569 6,064 26, 245 1,638,836 1,061,579 POPULATION OF PLACES IN WHICH LOCATED. Under 5,000. 1,345 654, 207 784,903 462, 129 322, 774 512, 620 840, 182 672,438 683, 231 153, 512 3,740 286 274, 925 240, 990 5,000 but under 26,000. 25,000 but under 100,000. 840,871 870,485 628, 094 242. 391 562, 386 299, 706 262, 680 624, 458 477, 294 835 332 072, 898 232, 183 521, 413 457, 083 858, 589 598, 494 013,412 824, 470 188, 942 103, 111 556, 396 100 630 78,232 312,449 100,000 but under 600,000. 811, 3, 1, 2, 5, 4, 445, 572 502,671 193, 021 309, 650 055, 736 951, 942 103, 794 782, 248 645, 015 207 13, 997 212, 781 232, 917 500,000 and over. $16 5 ' 2 2 17 993, 674 106, 389 223, 960 882, 429 938,315 674,826 263, 489 856, 396 37,352 1,182 11,000 43, 040 It will be seen by Table 32 that the 1,759 purely elec- tric private stations when treated on the basis of pop- ulation fall very largely into the category of places of less than 5,000 inhabitants. There were 1,345 stations in such small towns and cities, and 1,622 in places having less than 25,000 inhabitants. The 1,345 stations had an aggregate income of $9,654,207, of which $1,784,903 was derived from arc lighting, and $6,512,620 from incandescent lighting. The other sources of in- come were all inconsiderable. A high proportion of income from lighting is shown in the group of places with between 5,000 and 25,000 inhabitants. The 277 stations in this class, with a gross income of $7,840,871, derived $1,870,485 from arc lighting and $3,562,386 from incandescent lighting. The miscellaneous sources of income, as will be seen from the table, were of more importance in this group, but were not so marked as in the next class of stations, namely, the 76 in places with between 25,000 and 100,000 inhabitants. Here the gross income was $8,521,413, with $2,457,083 derived from arc lighting and $4,013,412 from incandescent lighting, but the income from motor service reached $1,103,111, and that from electric railway service was $556,396. In fact, if all the items of miscellaneous service in this group be added together, they amount to $2,050,918, which is not greatly below the entire amount earned from arc lighting, and is far in excess of the amount derived from public arc lighting, a class of business upon which a great many stations of this size once depended almost wholly. The 44 purely elec- tric private stations in cities of between 100,000 and 500,000 population had the large income of $11,445,572, with business well distributed through all the categories, namely: $3,502,671 from arc lighting; $5,055,736 from incandescent lighting; $1,782,248 from stationary motor service; and $645,015 from electric railway service. The gross income for the 17 purely electric private stations in cities of a population of 500,000 and over formed a very large proportion of the total for all purely electric stations, namely, $16,993,674 out of $54,455,737. The various sources of income seem to be much more carefully separated by the managements in this group than by those in any of the other groups, for out of a total income of $1, 638, 836 from "all other electric serv- ice," none is credited to the stations in this group; and out of the $1,061,579 income derived from "all other sources," only $43,040 is shown for this group. While the managements of these large stations undoubtedtyare well informed as to the sources of income upon which their business is based, it is to be borne in mind that every one of these stations meters its current, so that it would be quite possible for part of the current going out over the incandescent lighting circuits to be credited to lamp consumption, although in fact it might be, and un- doubtedly is, used for other purposes, which were duly noted in the smaller cities and towns. Some light is thrown on this point by a consideration of Table 43, 42 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. dealing with the per capita statistics of the 21 principal citie>. including those IT stations and some others of a composite character included in Table 6. Table 33 deals with private stations operated in con- nection with other business. Table 33.— ANALYSIS < >F INCOME— COMPOSITE PRIVATE STATIONS, CLASSIFIED ACCORDING TO POPULATION OF PLACES IN WHICH LOCATED: 1902. Number of stations Gross income Arc lighting, total Commercial or other private Public Incandescent lighting, total Commercial or other private Public Motor service Electric railway service Electric heating Charging automobiles All other electric service All other sources Total. 1,046 279,703 370, 209 854, 361 Sir), 908 215, 01ft 448, 431 766, 5S4 790, 233 431, 774 33, 091 3,714 111,495 324, 172 POPULATION OF PLACES IN "WHICH LOCATED. Under 5,000. H, 340. 878, 232, 645, 3, 066, 2,799, 267, 229, 5,000 but under 25,000. 57, 317. 687 2, 393, 938 762, 557 1,631,381 3, 779, 997 3,540,084 239, 913 718, 342 243, 153 6,135 1,031 28. 001 146, 790 25,000 but under 100,000. 100,000 but under 500,000 S3, S03. 1,333. 538, 795, 1,941. 1, 825i 116. 428. 54. 23 95, 537, 380 2,113,129 882, 267 1,230,862 2,387,984 2, 280, 399 107, 585 841, 032 125, 392 22, 329 2,437 12, 497 32,680 500,000 and over. $3, 2S0, 627 651,461 •38, 805 212, 656 2,038,210 2, 003, 515 34, 695 572, 419 14, 153 4,384 It is found that 698, or two-thirds of the 1,046 sta- tions enumerated, were in places of a population of less than 5,000. There were 975 composite stations located in communities of less than 25,000 inhabitants. As a general thing the statistics in this table do not call for extensive comment as presenting notable points of difference. It is rather a coincidence that in the class of places with between 5,000 and 25,000 inhabitants there should be exactly the same number of purely electric and of composite stations, namely, 277, and that the gross income for the two groups should be so nearly the same. In this population group the income from arc lighting amounted to$l. 870,485 out of an aggregate of $7,840,871 for the purely electric stations, while in the composite stations the income amounted to $2,393,938 out of a total of $7,317,687, the proportion of income being much higher. The 9 composite stations in the group of cities with a population of 500,000 and over were by no means of a magnitude to compare with that of the 17 purely electric stations in cities of the same size. These composite stations had an income of only $3,280,627 out of the grand total of $24,279,763, whereas the purely electric stations had an income of $16,993,674 out of a grand total of $54,455,737, the relative proportions being therefore more than one-eighth and less than one- third. It is possible, however, that this comparison does not do full justice to the composite stations, since it may not embrace all the facts. Electric railways doing an electric business are shown in Table 97 to have received an income of $6,271,815 from the sale of electric current for light and power, which amount, if it could be properly brought into the statistics of com- posite electric lighting stations, would give them a posi- tion of greater magnitude and importance. With regard to these composite stations it is also to be noted that in the class of 500,000 and over the three items of electric railway service, electric heating, and charging automobiles disappear entirely, while the income from all the miscellaneous sources is also quite inconsiderable, falling below $20,000. Apparently the statistical effect of selling current by meter rather than for specific purposes or at a special tlat rate is here shown. Tables 34 and 35, dealing with the income of municipal stations, are very instructive as to the smallness of communities served by such plants, whether purely electric or associated with other business. Table 34.— ANALYSIS OF INCOME— PURELY ELECTRIC MUNICIPAL STATIONS, CLASSIFIED ACCORDING TO POPU- LATION OF PLACES TN WHICH LOCATED: 1902. Number of stations Gross income ] Arc lighting, total Commercial or other private Public Incandescent lighting, total Commercial or other private Public Motor service Electric railway service Electric heating Charging automobiles All other electric service All other sources Total. M 380 147, 609 276, 193 151, 390 124, 803 732, 235 423, 538 308,697 61, 075 3,172 58 20 13, 686 71,230 POPULATION OF PLACES IN WHICH LOCATED. Under 5,000. 288 , 526, 686 509, 982 68, 740 451,242 959, 421 834, 056 125, 365 13,556 58 20 5,062 38, 587 5,000 but under 25,000. 25,000 but under 100,000. includes estimated income from public lighting. 73 51,146,261 602, 458 65, 643 636, 815 496, 669 430, 275 66, 384 24, 796 3,172 124 19, 052 100,000 but under 500,000 10 8378, 094 194,674 27, 007 167, 667 171,228 157, 540 13,688 12, 137 8441,235 319, 186 319, 186 99, 427 1,667 97, 760 586 8,500 13, 536 500,000 and over. $655,393 649, 893 649, 893 5,500 6,600 FINANCIAL OPERATIONS. 43 Table 35 — ANALYSIS OF INCOME— COMPOSITE MUNICIPAL STATIONS, CLASSIFIED ACCORDING TO POPULATION OF PLACES IN WHICH LOCATED: 1902. Total. POPULATION OF PLACES IK WHICH LOCATED. Under 5.000. 5,000 but under 25,000. 25, 000 but under 100,000. 100,000 but under 500,000. 500,000 and over. 435 $2, 817, 436 1,113,052 88, 776 1,024.276 1,627,383 1,444,758 182, 625 19,465 383 82, 094, 337 657, 479 64,231 593,248 1,382,849 1,234,131 148,718 9,524 48 $618, 739 368, 013 24,545 343,468 227, 734 210, 627 17, 107 9,941 3 977,110 66,310 1 «27, 250 21, 250 Public 66,310 10, 800 21, 250 6,000 Public 10, 800 6,000 77 440 57, 019 77 440 43, 968 13, 051 1 Includes estimated income from public lighting. Qf the 380 pure]} 7 electric municipal stations, no fewer than 361 were in places of less than 25,000 inhabitants and 288 of them were in places of less than 5,000. Of the 435 composite stations, all but 4 were in places of less than 25,000 inhabitants and 383 were in places of less than 5,000 inhabitants. The income attributable to the purely electric stations in places with a popula- tion of less than 25,000 was $2,672,947 out of a total of $4,147,669. In the composite stations the proportion for the smallest places is overwhelming, being$2,094,337 out of a total of $2,817,436. The disappearance of miscellaneous sources of in- come in the smaller centers of population is also brought out clearly by these two tables. In several of the classes the miscellaneous items are entirety wanting. The 288 purety electric stations in communities of less than 5,000 inhabitants derived, out of a total in- come of $1,526,686, only §13,556 from motor service and nothing from electric railway service; while the 73 stations in communities with between 5,000 and 25,000 inhabitants earned only $24,796 from motor service and $3,172 from electric railwaj 7 service. This lack of diversity of income is also apparent in the composite stations; the 383 plants of this character in communi- ties of less than 5,000 inhabitants, out of a total income of $2,094,337, derived only $9,524 from motor service and nothing from electric railway service. It is re- markable, however, that as to the division of income between the two classes of lighting, arc and incandes- cent, the smallest communities make returns showing a higher percentage of incandescent lighting. The purely electric stations in communities of less than 5,000 inhab- itants reported an income from arc lighting of $509,982, as compared with $959,421 from incandescent lighting. Such results, however, would appear to be attributable in some respects to the use of incandescent lamps in- stead of arcs for street lighting, which would tend to bring the incandescent income up to the expense of the arc income. The figures for these items are even more striking for the composite municipal stations; the sta- tions in communities of less than 5,000 inhabitants re- ported only $657,479 for arc lighting and $1,382,849 for incandescent lighting. In communities in the next group the relations of the figures for these items are reversed, although the same conditions would presum- ably hold good and afford the same explanation. The effect of restricting the business of municipal stations to the supply of current for street lighting with arcs is exemplified in these tables by the statistics of stations in, cities of 100,000 inhabitants and upward. The 3 purely electric municipal stations in cities with a popu- lation of 500,000 and over reported an aggregate in- come of $655,393, of which all but $5,500 was due to arc lighting, .while the single composite plant in the same group reported an aggregate income of $27,250, of which all but $6,000 was earned by arc lighting. All 4 of these plants in the larger cities earned their in- comes from incandescent lighting by supplying public necessities, and not from commercial service. Income of station*, classified according to dynamo capacity. — Income is brought under further analysis in Tables 36 to 39, which embod} T a classification accord- ing to the horsepower capacity of dynamos in exclusively electric private stations, composite private stations, exclusively electric municipal stations, and composite municipal stations, respectively. 44 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 36.— ANALYSIS OF INCOME— PURELY ELECTRIC PRIVATE STATIONS, CLASSIFIED ACCORDING TO HORSEPOWER CAPACITY OF DYNAMOS: 1902. Total. HORSEPOWER CAPACITY OF DYNAMOS. Under 200. 200 but under 500. 500 but under 1,000. N umber of stations Gross income ■ S54. Arc lighting, total . Commercial or other private . Public Incandescent lighting, total Commercial or other private . Public Motor service Electric railway service Electric heating , Charging automobiles All other electric service All other sources 1 , 759 455. 737 721,531 365.793 355, 73S 082, 469 591,126 491,343 049, 414 869, 569 6, 064 26,245 638, 836 061,579 1, S4, 999, 1,036, 248, 788, 3,711, 3, 304, 406, 61, 36, 6. 14/. 445 ', 582. 411 , 371, 498 400,941 970, 557 :, 688, 358 .,349,070 339, 288 239,310 62, 143 439 250 31,392 189,021 S3 121 585, 065 988, 447 301,796 686, 651 988, 136 827, 663 160, 473 327, 639 206, 357 3, 637 4,207 66,642 1,000 but under 2,000. 78 102, 347 563, 861 638, 111 925, 750 378, 876 229,011 149, 865 659, 826 219, 354 225 462 115, 096 164. 647 2,000 but under 5,000. 56 $8, 639, 398 2, 507, 585 861, 046 1,646,539 3,617,887 3, 525, 092 92, 795 1,489,390 420, 989 100 500 369, 692 233, 255 5,000 and over. 826,546,999 7, 253, 780 2,915,837 4,337,943 12,698,000 12, 356, 068 341,932 4,271,718 924, 528 1,389 24, 997 1,111,618 260, 966 In Table 36 are presented the figures for the purety electric private plants, for which there was an aggre- gate income of §51,455,737 from all sources; the two principal sources were arc lighting with §14,721,531, and incandescentlighting with almost twice as much, namely, §28,082,469. The statistics for dynamos classified ac- cording to the various capacities show that 33 plants with a capacity of 5,000 horsepower and upward earned about one-half of the income, namely, §26,546,999, but that relatively the proportion of income from incan- descent lighting to that from arc lighting in that group fell off slightly — the arc lighting income being §7,253,780, while the incandescent lighting was §12,698,000. In the group of stations with dynamo capacity of less than 200 horsepower, incandescent lighting formed a surprisingly large proportion of the total, being §3,711,212 out of a total of §4,999,517. In the next group of 445 stations the aggregate income was $5,582,411, of which amount §1,371,498 was for arc lighting and §3,688,358 was for incandescent lighting. The aggregate income shown for the stations having a capacity of between 500 and 1,000 horsepower amounted to "only $3,585,065, of which $988,447 represented arc lighting and $1,988,136 incandescent lighting. This group had the smallest earnings. The aggregate earn- ings of the group of 78 stations with between 1,000 and 2,000 horsepower were $5,102,347, of which §1,563,861 were from arc lighting and §2,378,876 from incandescent lighting. The group of 56 stations of between 2,000 and 5,000 horsepower capacity earned an aggregate of §8,639,398, of which §2,507,585 was for arc lighting and §3,617,887 was for incandescent lighting. A further study of the table shows that mis- cellaneous income was- derived from stations in all classes, but that, as might be expected, the largest plants had by far the largest proportion of income derived from other sources tt an mere lighting. Thus the 33 plants of 5,000 horsepower and over, out of a total income of $26,546,999, showed §6.595.219, or 24.8 per cent, derived from the various miscellaneous serv- ices and sources of income. On the other hand the stations having a dynamo capacity of less than 200 horsepower and earning s gross income of $4,999,517 reported a total income from miscellaneous sources of only $251,945. This it only 5 per cent. Many of the causes that have already been suggested would account for this. The leading factor, of course, is the general absence of day circuits in connection with such small plants as a result of the scarcity of local industries and enterprises calling for current in the daylight hours. This point is empha- sized by the fact that these stations earned only $61,561 from the supply of current to stationary motors, or about §60 a year each; this condition of affairs shows that the business " in sight" was either entirely negligi- ble or that no effort had been made to work it up. As the plants grow in size these hampering conditions tend to ameliorate, as shown by this table. For exam- ple, in plants of between 200 and 500 horsepower dy- namo capacity, out of a gross income of $5,582,411, the income from miscellaneous sources was $522,555, or 9.4 per cent. In the group with a capacity between 500 and 1,000 horsepower, out of a gross income of §3,585,065, the income from all miscellaneous sources was §608,482, or 17 per cent. In the next group — that of plants of between 1,000 and 2,000 horsepower ca- pacity — out of a gross income of $5,102,347, the mis- cellaneous income was $1,159,610, or 22.7 per cent. In the group of stations of between 2,000 and 5,000 horsepower capacity the gross income was $8,639,398 and the income derived from all miscellaneous sources was §2,513,926, or 29.1 per cent. It is thus made very clear that there is from the smallest station upward a sharp increase in the percentage of income derivable from business other than lighting, the probability be- ing that the percentages for the two classes with a ca- pacity of more than 2.000 horsepower are more nearly alike than they appear to be on the surface. Both groups illustrate the stead}' advance toward securing a large amount of business in the daytime and a high load factor for the system throughout the twenty-four hours. Table 37 deals with private stations operated in con- nection with other business. FINANCIAL OPERATIONS. 45 Table 37.— ANALYSIS OF INCOME- -COMPOSITE PRIVATE STATIONS, CLASSIFIED ACCORDING TO HORSEPOWER CAPACITY OF DYNAMOS: 1902. Total. HORSEPOWER CAPACITY OF DYNAMOP. Under 200. 200 but under 500. 500 but under 1,000. 1,000 but under 2,000. 2,000 but under 5,000. 5,000 and over. 1,046 $24, 279, 763 7, 370, 269 2,854,361 4,515,908 13,215,015 12,448,431 766, 584 2, 790, 233 431,774 33,091 3,714 111,495 324, 172 624 $2, 925, 026 672, 777 152, 259 520, 518 2,105,263 1,908,256 197,007 79,035 7,811 2,020 105 6, 320 51,695 255 $3,869,430 1,163,709 351,770 811,939 2, 345, 172 2,201,970 143, 202 206,215 48, 419 163 670 16, 096 SS, 986 80 82,653,918 850, 469 295, 528 554, 941 1, 397, 354 1,321,753 ' 75,601 275, 401 80, 007 6,000 547 48 S3, 353, 809 1,158,251 414,098 744, 153 1, 670, 560 1,555,464 115,096 351,234 97, 572 22, 704 25 $2, 763, 537 848,667 324,382 524, 285 1,305,166 1,201,569 103,597 438, 517 41,214 1,654 80 72, 062 56, 177 14 88, 714, 043 2, 676, 396 Commercial or other private 1,316,324 1,360,072 4,391,500 Commercial or other private 4, 259, 419 Public 132, 081 Motor service 1,439,831 156, 751 550 Charging automobiles 2, 312 All other electric service 4,520 48, 968 12, 497 44,140 34,206 In this group 1,046 stations are included with a gross income of $24,279,763, of which $7,370,269 resulted from arc lighting and $13,215,015 from incandescent lighting. Thus in the composite stations $20,585,281, or 84.8 per cent of the income, was derived from light- ing. These figures compare rather strikingly with those for the purely electric stations, which with a gross income of $51,455,737 had an income from light- ing alone of $42,804,000, or only 78.6 per cent. The inference is that the purely electric stations as a whole had a more diversified business and more varied sources of income than the composite stations. The 11 composite stations of a dynamo capacity of at least 5,000 horsepower had an income from all miscel- laneous sources of $1,646,117, or 18.9 per cent, out of a total of $8,714,043. This compares with 21.8 per cent in the corresponding class among purely electric stations. It is interesting to note, moreover, that while the 33 stations in the largest group in the purely electric class earned about one-half of the total income for that class, the composite stations of the same rank earned only a little more than one-third of the income of composite stations. From the fact that composite stations are those which are carried on in connection with other business, it would be fair to infer that it would be much easier for the smaller stations in this group to render service in the daytime than it would be for the purely electric stations of the same minor magnitude, for the reason that the steam or water plant would presumably be in operation all the time, and that it would therefore be a matter cf no great difficulty to throw a small dynamo onto the shafting and into circuit to supply current for light, power, and other service. This inference, however, is not borne out as fully as might be expected by the fig- ures shown in this table, although the influence of the lack of daylight demand can be understood. For in- stance, the 1,026 purely electric stations of less than 200 horsepower capacity derived $61,561 from motor service and $36,198 from electric railway service, 1.2 and seven-tenths of 1 per cent, respectively, of their total income, while the 624 composite stations of less than 200 horsepower capacity earned from motor serv- ice $79,035, which was 2.7 per cent of their income, but secured from electric railway work only $7,811, or three-tenths of 1 per cent of the income. Leaving the supply of current to electric railways out of considera- tion, however, it would appear that the smaller stations, namely, all those with a dynamo capacity below 1,000 horsepower, did relatively a larger amount of motor business. In the purely electric class the three groups, with a capacity below 1,000 horsepower, earned $628, 510 from stationary motor service, onty slightly over 1 per cent of their gross income. The corresponding stations below 1,000 horsepower dynamo capacity in the com- posite class derived an income from motor service of $560,651, or not quite 6 per cent. A greater difference in favor of the composite class might have been expected. In Table 38 are presented analyses similar to the above, for purely electric municipal stations. Table 38. -ANALYSIS OF INCOME-PURELY ELECTRIC MUNICIPAL STATIONS, CLASSIFIED ACCORDING TO HORSEPOWER CAPACITY OF DYNAMOS: 1902. Number of stations Gross income 1 Arc lighting, total Commercial or other private. Public Incandescent lighting, total Commercial or other private. Public Motorservice Electric railway service Electric heating Charging automobiles All other electric service All other sources Total. 147, 270, 151, 124, 732, , 423, 13,' 71,: l'.tt 39U sua 235 538 , 697 , 075 ,172 58 20 HORSEPOWER CAPACITY OF DYNAMOS. Under 200. 269 , 340, 157 539, 058 37,168 501,890 759,744 641, 433 118,311 6,693 50 20 9,983 24, 609 200 but under 500. 78 $925, 393 502, 879 42, 143 460, 736 394,439 344,372 50, 067 7,838 3,603 16, 626 500 but under 1,000. $595, 141 223, 020 42, 525 180,495 324,674 292,431 32, 243 27, 934 3,172 100 16, 241 1,000 but under 2,000. 8 $554,156 321,014 29, 554 291,460 224, 450 144, 604 79, 846 8,474 218 2,000 but under 5,000. 1 2 $228, 389 186, 289 186, 289 28,428 698 27, 730 136 5,000 and over. 1 $504,433 503, 933 503, 933 500 500 i Includes estimated income from public lighting. 46 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. The 3m» purely electric stations enumerated had a gross income of §4,147, 669, of which §2.276.193 was derived from arc lighting and si, 73if, -235. from incan- descent lighting. These stations derived from miscel- laneous business of all kinds an income of only 8l3t».241, which is barely over 3 per cent of the gross income. On the other hand, a noteworthy reversal of conditions is implied in the statistics as to the two classes of light- ing. In the private stations, both purely electric and composite, the income derived from incandescent light- ing was very much in excess of that from arc lighting, being almost twice as much; whereas in the purely electric municipal stations, the income from incandes- cent lighting was considerably less than that from arc lighting, being for the latter ^.276,193, as compared with 81,732,235 for the former. As will be noted later, the composite municipal stations in some respects more nearly resemble the composite private stations. The horsepower classification of municipal plants brings out very clearly the preponderating character and influence of the smaller plants. The reports showed but one plant of a capacity above 5.000 horsepower, and its income was only 12.2 per cent of the total for the 380 plants included. On the other hand, the 33 purely elec- tric private stations of similar capacity enjoyed 4S.7 per cent of the total income of the 1,759 stations of their own character. The 269 purel}' electric municipal sta- tions of less than 200 horsepower had a gross income of Si, 340. 157, or 32.3 per cent of the total for all stations. In fact, the two groups most prominent as to earnings are those of less than 200 horsepower and those of be- tween 200 and 500 horsepower, the latter class with 78 stations showing a gross income of $925,393. These two groups, in fact, bad a gross income of more than one-half of all the income of their class. Table 39 shows the analysis of the income of munici- pal stations operated in connection with other business. Table 39.— ANALYSIS OF INCOME— COMPOSITE MUNICIPAL STATIONS, CLASSIFIED ACCORDING TO HORSEPOWER CAPACITY OF DYNAMOS: 1902. Total. HORSEPOWER CAPACITY OF DYNAMICS. Under 200. 200 but under 500. 500 but under 1,000. 1,000 but under 2,000 2.000 but under 5,000. 5,000 and over. 435 £2,817, 430 1,113,052 88, 776 1,021,27(1 1,627,8*3 1,441,75b 182, 625 19,41,5 343 SI, 679, 501 639,914 40,711 599, 200 1.004.N32 886, 189 lis, 343 7, 205 86 S959, 479 399,631 13.716 355,915 524, 119 171,090 53, 359 6, 170 3 S77, 1.54 46, 286 3 5101,302 27. 221 4, 346 67, 534 06,404 1,130 5, 490 Public 46, 286 30, 568 20, 775 9,793 300 Public .' Charging automobiles 140 57, 01 SI 40 27,133 400 28, 529 1,057 includes estimated income from public lighting. Of the private stations 1,759 were purel}' electric and only 1,046 were composite; the proportion, however, is reversed in the case of the municipal stations, 380 of these being purety electric while 435 were composite. This excess of composite stations is due to the very gen- eral tendency to operate several municipal enterprises together, which, while it has its advantages in an eco- nomic sense, renders difficult the segregation of figures relative to an\ T branch or department. According to the classification in this' table, 343 stations, with an income of §1,679,501, or considerably more than half the total income for the class, had a dynamo capacity of less than 200 horsepower. In fact, all but 6 of the com- posite stations were of a capacity below 500 horsepower, and the income of these 429 stations was §2,038,980, or an average of $6,151, a very clear indication of the small magnitude of business done by the average plant of this character. It is to be noted that the electric motor service income was very small, namely, only \ §19,465, or less than 1 per cent of the gross income; this fact is somewhat counter to the deductions drawn from the previous table, and would indicate that while the purely electric stations, under whatever form of administration, cultivated a miscellaneous and diversi- fied daytime business, the municipal stations of a com- posite physical character 'have neglected outside busi- ness altogether. This is explained by the obvious reason that the majority of these plants are in very small communities where there is no call for anything elec- tric more than public lighting, and where even that is restricted to a limited number of arc or incandescent lamps. It is a little curious, however, to note that a few of these small plants had established the begin- ning of a business in electric heating and charging of automobiles. Aceruije income per horsepower of dynamo capacity. — For the various states and territories the details of in- come as to earnings from operation are presented, for FINANCIAL OPERATIONS. 47 all stations, in Table 66; for private stations separately in Tables 67 and 68; and for municipal stations sepa- rately in Tables 77 and 78. Other general tables present different aspects of the subject. The earnings from sale of current by the private sta- tions amounted to $77,349,749, and this amount repre- sents the earning power of the dynamo electric machin- ery installed. The earnings follow capacity with fair closeness, although the extent of equipment varies in the different states, being especially large in the more densely populated parts of the country, and particu- larly in the Northern states. New York, with a dynamo capacity in private sta- tions of 245,823 horsepower, reported earnings from sale of current of $16,519,489, which gives average annual earnings per dynamo horsepower of $67.20. Pennsylvania, with 155,377 horsepower and earnings of $8,885,063, had an average of $57. 18 per horsepower. Missouri, with 37,150 horsepower and earnings of $2,098,622, showed an average of $56.49 per horse- power. New Jersey, with 60,361 horsepower, re- ported earnings of $3,313,946, or $54.90 per horse- power. Massachusetts, with 114,928 horsepower and earnings of $5,979,960, averaged $52.03 per horse- power. Illinois, with 110,334 horsepower and earnings of $5,514,569, averaged $49.98, while for Ohio, with 76,276 horsepower and earnings of $3,652,778, the figure was $47.89. California, with 110,381 horse- power and earnings of $4,824,039, averaged $43.70 per horsepower, while Michigan, with 42,133 horsepower and earnings amounting to $1,798,106, averaged $42.68 per horsepower. It would hardly be expected that the average for Alabama would be higher than that for Connecticut, and nearly as high as that for New York, but the returns show this to be the case; the average for Alabama was $64.25 per horsepower, as compared with $67.20 for New York and $62.70 for Connecticut, for which state the horsepower was 20,279 and the income from the sale of current $1,271,576. There was a high average also in North Dakota, which had a capacity of 2,096 horsepower and earnings of $142,891, and therefore an average of $68.17 per horsepower. Such variations seem to prove the existence of much higher rates in some localities than in others where there is not a large volume of business, although in some cases they might also be due to the fact that while some managements carry considerable reserve capacity in their stations as a safeguard against interruption by breakdown, others operate all the plant installed to its highest point of output, depending upon vigilance and good fortune to escape trouble. In some instances, also, the returns for the plant were made at a time when additions had become necessary but had not yet been installed, with the result that the station appears to have had an earning power much above its average. From such figures as these it is obviously very diffi- cult to deduce any general rule or formulate any statement which would be both exact and comprehen- sive as to the conditions under which the plants were or can be operated to the greatest financial advantage. The subject is considered later with respect to the earn- ing power of the consumption apparatus to which cur- rent is distributed, with additional data and sugges- tions useful as bearing upon features of management and the benefit afforded to the public, as well as the profit to the station from the cultivation of certain lines of business. Average income per kilowatt hour. — It is interesting to look at the earning capacity of dynamos from another point of view, namely, that of their gross output of current and the value of said current to the central sta- tions producing it. The output in current of private stations with a dynamo capacity of 1,472,996 horse- power was reported in Table 1 as being 2,311,146,676 kilowatt hours for the year. This output earned $77,349,749. This would represent 3.35 cents per kilowatt hour, without taking into account how much of the kilowatt hour output was actually delivered to the customer and registered \>y his meter or sold at a flat rate. Such a return is very far below the average price obtained for current supplied in limited quanti- ties to the small consumer, thus indicating a relatively low return per unit of current. The output for municipal stations was returned at 195,904,439 kilowatt hours, and the income from sale of current including the estimated income from public service, at $6,836,856. These figures show an earning per kilowatt hour for the municipal stations of 3.49 cents, which average it will be noted does not differ greatly from the corresponding earnings for private stations. A less close approximation than this, favor- ing the municipal plants, might have been expected in view of the assumed lower capitalization and fixed charges, etc., upon which the municipal stations have to operate. The income varied from one state to another, although not in such a manner as to afford a common rule or basis. For example, in New York the earnings per kilowatt hour for private stations were only 2.38 cents. It will be recalled that the state of Alabama showed almost as high earning per horsepower of dynamo capacity as New York, but the earnings per kilowatt hour were only 3.12 cents. The output in California was 150,338,307 kilowatt hours and the earnings from operation, $4,824,039, which gives an average of 3.2 cents. Kilowatt hour earnings for other leading states may be noted as follows: Pennsjdvania, 3.86 cents; Illi- nois, 4.12 cents; Massachusetts and Connecticut, 4.91 cents each; New Jersey, 4.26 cents; Iowa, 4.12 cents; Washington, 3.15 cents; Michigan, 3.12 cents; Maine, 3.06 cents; and New Hampshire, 3.04 cents. 48 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Cost and income of stations, classified according to kind of pmrer us,_d. — It -will have been noticed from preceding tables that a considerable part of the central station industry is based upon the utilization of water- power. More exact figures bearing upon this point are to be found in Tables 40 and 41. which present statistics of private and municipal stations under the heads of stations operating by steampower exclusively, stations operating by steam and water power conjointly, and sta- tions operating by waterpower exclusively. The last class, those in which waterpower alone is employed for power purposes, is shown by states in Table 42. Table -40.— STATISTICS OF PRIVATE STATIONS, CLASSIFIED ACCORDING TO KIND OF POWER USED: 1902. Number of stations Cost of construction and equipment Gross income Income from sale of current Arc lighting , total Commercial or other private Public Incandescent lighting, total Commercial or other private Public All other electric service Income from all other sources Total expenses l Salaries and wages Cost of supplies and materials Cost of fuel Kent of power Rents, taxes, insurance, and miscellaneous expenses . Salaried officials, clerks, etc.: Number Salaries . Wage-earners: Average number . We \ ages . Power plant equipment: - Steam and gas engines — Number Horsepower Water wheels — Number Horsepower Generating plant equipment: Dynamos — Number Horsepower Direct current, constant voltage — Number Horsepower Direct current, constant amperage — X umber Horsepower Alternating and polyphase current — Number Horsepower Output of static ms, kilowatt hours, total for year. Number of arc lamps Number of incandescent lamps KIND OF POWEE VSED. Steam exclu- f Water and Water exelu- sivelv. steam. sively. 7:>>. 2,805 8482,719,879 -.500 ,749 ,800 ,154 ,646 ,484 877, 319, 822,091 88,220, 813,871 841,29; 839, 039, $2,257, $13,960, 31,385, 850, 716, 818,766, 88,296, 810, 189. 82.007. 811,456. 927 465 751 64S 970 763 685 193 037 i 2,211 316 278 8324, 267, 907 $121, 230, 534 837,221,438 862, 402, SSO S12, 448, 955 S3. 883, 665 861, 459, 052 812, US, 835 83,771,862 818, 213, 239 83,452,975 842o, 086 86,771,656 81.290,043 $158,455 811,441,583 82,162,932 $267. 131 834, 267. 778 85.542,223 81.487.4S3 832, 436, 310 85,207,661 SI. 395. 586 81,831.468 8334. 562 $91,897 88,978,035 83, 123. 637 Si, 858, 793 6,046 $5, 206, 199 20,863 $13, 560, 771 5,017 1,244,147 10.662 1, 472, 996 3, 405 418, 913 157 768 4 300 S96 315 311 146 676 334 903 16 616 593 $913. 839, 804. $14,528, 85, 731. 89, 065, 81, 418, 89.060, 490 959 661 375 459 036 8330. 88, 600. 83,116, $I!ii9! $322. 81,757, 120 271 i 580 j 741 I 505 923 4,759 S3, 991, 895 16.711 810, 537, 064 4,445 1,0811,938 8, 356 1, 007, 858 2,753 339, 824 125,728 3, 241 542, 306 1,387,265,622 273.166 13, 960, 076 2. 976 :. 245. 826 754 219, 123 1,636 299, 865 480 63.617 502 27, 827 654 208. 421 675,131,386 54.360 2, 145, 101 8111.803 $2,311,887 81, 121. 431 $281,361 $4,805 $266,212 S63S, 078 8343. 550 1,176 77. $81 172 15, 472 93 4,213 405 145, 588 248, 749. 668 7.377 511,416 1 Exclusive of interest on bonds amounting to 812.118,740. 2 Does not include 329 auxiliary steam engines with a total capacity of 13,619 horsepower. It will be seen from Table 40 that of the 2,805 pri- vate stations whose cost of construction and equipment was 8482,719,879, 2.211, costing 8324.267.907, employed steam exclusively; 316. costing 8121.230,534, employed water and steam conjointly; and 278, or almost 10 per cent, were operated by waterpower exclusively, their cost of construction and equipment being §37,221.438. The earnings from the sale of current by these three groups were 861,459,052, 812,118.835, and 83,771,862, respectively. In like manner Table 41 furnishes an interesting classification of municipal stations according to the kind of power used. FINANCIAL OPERATIONS. 49 Table 41.— STATISTICS OF MUNICIPAL STATIONS, CLASSIFIED ACCORDING TO KIND OF POWER USED: 1902. Number of stations Cost of construction and equipment Gross income Income from sale of current 1 Arc lighting, total ' Commercial or other private Public 2 Incandescent lighting, total Commercial or other private Public 2 l All other electric service Income from all other sources Total expenses 3 Salaries and wages Cost of supplies and materials Cost of fuel Rent of power Rents, taxes, insurance, and miscellaneous expenses Salaried officials, clerks, etc.: Number Salaries "Wage-earners: Average number Wages Power plant equipment: 4 Steam and gas engines- Number Horsepower Water wheels — Number Horsepower Generating plant equipment: Dynamos — Number Horsepower Direct current, constant voltage — Number Horsepower Direct current, constant amperage — Number Horsepower Alternating and polyphase current — Number Horsepower Output of stations, kilowatt hours, total for year Number of arc lamps Number of incandescent lamps $22, 020, t6, 965, $0, 836, 83. 389. $240, $3, 149. S3, 359. $2, 868, $49lj $87. $128 $4,741 $1,879. $852! $1,445. $123 2, ,422, 815 473 105 856 245 160 079 618 296 322 993 219 182 722 901 824 566 169 950 , 381 407 341 147 11 1 151 KIND OF POWER USED. 418 ,533 582 ,763 195 1 Steam exclu- sively. Water and steam. 70S $20, 351, 416 $6, 530, 125 $6,413,878 $3, 213, 711 $219, 179 $2, 994, 532 $3, 126, 003 $2, 657, 820 $468, 183 $74, 164 $116, 247 $4,466,711 $1,768,404 $766, 628 $1,422,962 $105, 987 $402, 730 881 $425, 6X8 2. 325 $1,342,716 1,060 144, 851 1,701 141,369 395 22, 524 543 35, 948 763 82, 897 177,281,083 47, 765 1,433; 023 13 $601,056 $184, 229 $181, 227 $88, 813 $13,505 $75, 308 $89, 733 $81,964 $7, 769 $2, 681 $3, 002 $137, 441 $46, 255 $48,219 $22, 341 $5, 980 $14,646 19 $11,161 55 $35, 094 18 3,124 24 2,088 41 ,900 439 19 1,183 15 2 278 8, 674^ 893 1,347 55, 906 Water exclu- sively. 34 $1, 068, 001 $250, 751 $241, 751 $86, 721 $7, 482 $79, 239 $143,882 $128, 512 $15, 370 $11, 148 $9, 000 $137, 030 $65, 063 $38, 054 $521 $11,599 $21,793 50 $20, 532 $44, 531 58 9,130 80 6,715 16 570 20 632 44 5,513 9, 948, 463 1,683 88, 522 1 Includes estimated income from public lighting. , 2 Value estimated according to prevailing rates. 3 Exclusive of interest on bonds amounting to $504,805. 4 Does not include 36 auxiliary steam engines with a total capacity of S35 horsepower. Of the 815 stations, costing $22,020,473, 768, costing $20,351,416, were operated by steam exclusively; 13, costing $601,056, employed both water and steam; while 34 depended upon water exclusively, their cost being $1,068,001 these three classes were §6,413,878, $181,227, and $241,751, respectively. The other details of this table are of general interest, but need not be cited here. The statistics of the group of exclusively waterpower stations, as developed in Table 42, are worthy of study. The earnings from the sale of current in Table 42.— CENTRAL ELECTRIC STATIONS OPERATED BY WATERPOWER EXCLUSIVELY, BY STATES: 1902 Number of stations Cost of construction and equipment Gross income Income from sale of current Arc lighting Incandescent lighting All other electric service Income from all other sources Salaried officials, clerks, etc.: Number Salaries Wage-earners: Average number Wnges Water wheels: Number Horsepower Dynamos: Number Horsepower --•-•,-; Output of stations, kilowatt hours, total for year Number of arc lamps Number of incandescent lamps Total. $38, 289 $4,134 $4,013: $512 $1,631. $1. 869 $120. $304 1. $822 312 439 410 613 307 365 941 803 439 082 263 412 612 217,261 750 171, 988 58,698,131 9,060 599, 938 California. 29 $10, 588, 869 $1,095,549 $1,082,888 $42, 338 $273, 594 $766, 956 $12, 661 70 $95, 314 248 $208, 377 91 61, 904 81 50, 820 6,8,717,195 572 07, 407 New York. 37 3, 925, 234 $529, 838 $503, 170 $79, 509 $202,120 $221,541 $26, 668 49 324 $1S0, 656 35, 347 101 17,051 72, 927, 250 1,383 78, 395 Montana. 9 $3,241,727 $363, 059 $359, 620 $14,715 $74, 299 $270, 000 $3, 439 Washing- ton. ID $25, 651 54 $50, 433 30 21, 220 28 16, 238 785, 330 196 13, 492 9 SI, 992, 155 $353, 031 $331,674 $63. 344 $147,761 $123, 569 $13. 357 34 $31,018 55 $47, S23 35 16, 353 48 14,260 11,850.744 1 . 087 34, 792 Utah. I Michigan. 10 $1,380,030 $120, 937 $126,937 $1,026 $31,366 $93,945 44 $24, 278 15 9,410 16 7, 639 10,343,378 35 $1,117,891 $242, 416 $230, 243 $78, 149 $142, 875 $9, 219 $12, 173 35 $17,919 84 S42, 883 57 7,940 80 6, 424 7,329,949 1,635 77,280 20 51,181,289 $203,576 $191,552 $37,919 $124,233 $29,400 $12, 024 $16 $43, 587 34 7,241 61 7,089 1,418,310 878 50,005 All other states. 1 163 $8,859,244 $1,220,010 $1,184,529 $194, 707 $635, 117 $354, 705 $35, 481 180 $110, 300 $224, 375 284 57, 846 335 52,467 58, 325, 975 3, 270 261, 511 , 4; Connecticut, 6: Georgia, 6; Idaho, 5: Illinois, 3: Indiana, 1; Iowa, 2; Kansas, 3; Kentucky, 1' Massachusetts 5' Minnesota, 6; Nebraska, 8; Nevada, 2; New Hampshire, 17; New Jersey, 4: New Mexico, 1: North Carolina, 7; Ohio, 3; Oregon, 10; Pennsylva- nia 7- South Carolina, 1; South Dakota, 3; Tennessee, 4; Texas, 4; Vermont, 16; Virginia, 7; West Virginia, 1; Wisconsin, 24; Wyoming, 1. includes stations distributed as follows: Arkansas, 1; Colorado, ,'. 1 **~ £. T\,r^v,r, Q o^+,i r,. Nebraska,* 30947—05- -4 FT" 50 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. In this table 311' private and municipal stations are dealt with collectively. It will be seen that 149, or nearly one-half, of these plants were in seven states, namely. New York, Michigan, California, Maine, Utah, Montana, and Washington, leaving 163 distributed among the other states. The total cost of construction and equipment for these 312 stations was reported as §3s, 289,439, or an average of 8122,723 per station. For these stations the income from the sale of current was §4,013,613, and that from all other sources was §120,803. It is rather interesting to note that nearly one-half of the income was derived from all other elec- tric service. It is interesting to note also the cost of power plant equipment as related to motive power. As given in Table 1, the tota'l horsepower capacity of all classes of prime movers, excluding possible " auxiliaries," in cen- tral stations, was 1,818,413 horsepower. The cost of construction and equipment was $504,740,352. This would give a cost of slightly over $278 per horsepower. It is instructive to compare this with the figures for stations using waterpower exclusively, which show an average of §176 per horsepower. It is not possible to arrive at an exact determination of all the steam plants as compared with all the water plants, for the reason that a considerable number of stations employ both steam and water, and the extent to which each power is used in the composite stations is not shown in the tables. It is fair, however, to infer from the statistics just given that it has been found economical and profitable to install the waterpower plants, and that where waterpower is available in an engineering sense it is a matter of busi- ness prudence to utilize it. As a matter of fact, the average cost of construction and equipment per horse- power in some of the plants using both steam and water power is relatively high, for the reason that the steam equipment has not been put in to assist in carrying a part of the load regularly, but because in seasons of drought or periods of low water the steam plant has been an absolute necessity as a safeguard against shut- ting down the station and leaving the customers without current. To this extent the economic value of water- power for central station work is vitiated, for the suc- cess of such enterprises depends vitally upon a steady and uninterrupted supply of current, whether the sta- tion operates only during the hours of darkness or undertakes also to supply the wants of a locality as to current for traction, motive power for factories, and other general utilitarian purposes. The average cost of construction and equipment of both private and municipal stations is shown in the fol- lowing statement, classified according to the different kinds of power used: Averat/e cost of stations, classified according to motive power used: 1902. MOTIVE POWER. Total Steam exclusively Steam and water combined Water exclusively Private stations. 9172, 093 146,661 3R3, 641 133, 890 Municipal stations. $27, 019 26, 499 46, 235 31,412 This statement shows that while the average cost of construction and equipment of private stations using steampower or waterpower exclusively was $146,661 and $133,890, respectively, those using both kinds of power averaged more than twice the amount for either of the others. The averages for the municipal stations show the same tendency, but in a less striking degree. In connection with the financial statistics of water- power stations, a few further interesting figures are derived from Table 42. It would appear from Table 1 that the output per horsepower, of power plant equip- ment of all the central stations, regardless of the nature of power and of the ownership, was 1,378 kilowatt hours. Table 42, giving waterpower exclusively, shows an output of 1,190 kilowatt hours per horsepower of water wheel equipment. Moreover, the earnings per horsepower of power plant equipment of all stations were $45 per year, while the earnings of exclusively waterpower stations were only $18 per year. This is at the rate of 3.3 cents per kilowatt hour for all stations and only 1.5 cents per kilowatt hour for waterpower plants, considered separately. The higher cost of construction for steam plants, as well as their higher rate of earnings, is naturally explained to a large extent by the fact that they are installed under heavy expense in cities and busy centers of population, where land, labor, etc., cost more, whereas the water- power plants are almost invariably more or less remote from urban districts and the large mass of consumers. But while the earnings per horsepower of $18 for waterpower plants may seem small, as compared with $55 for steam plants, it does not follow that the busi- ness of one group is on a less profitable basis than that , of the other. The difference in the earnings per kilo- watt hour indicates the ability of the waterpower plants to operate on a much lower basis of earnings than that required by the fuel consuming steampower, because, after the plants have once been installed, elec- tric energy can be produced more economically by the waterpower plants. Income in the leading cities. — In connection with the subject of income, the most interesting information is that connected with the large cities. It is in these cities, necessarily, that the electric lighting industry has attained its greatest development, the industry being one FINANCIAL OPERATIONS. 51 which, duringthe earlier period of development, has been restricted to urban areas, as distinguished from rural. The small town or village has few streets that require elaborate or protracted illumination. The simpler habits of the people have limited the number of hours of darkness when light is required, and there are very few industries in which current for electric motors could be applied. Of late years the adoption of alter- nating current has greatly changed the conditions, so that even while the community may not deem it neces- sary to illumine its main thoroughfares properly, it is by no means unusual to find the electric light in modest cottages and scattered farmhouses, while the electric motor is being applied to agricultural work and to a variety of industries other than those of a manufactur- ing character. In addition to Table 6, which has already been discussed and which presents the general statistics, including capitalization and other items for New York, Chicago, St. Louis, Boston, Philadelphia, and Baltimore, comprising 30 stations, the extent to which the importance and success of the electric light and power industrj^ is based upon the patronage ex- tended to it in the principal cities is shown in the follow- ing table, which gives the per capita income, power and generating capacity, output of current, and the number of arc and incandescent lamps for 21 of the leading cities of the country. In order to avoid dis- closing the operations of individual stations, several cities have been combined in showing the statistics in the table. Table 43. — Per capita income,.power and generating capacity, out- put of current, and the number of arc and incandescent lamps of central stations, for selected cities: 1902. Total New York Chicago St. Louis Boston Cleveland Buffalo San Francisco Louisville Indianapolis Rochester Cincinnati and De- troit Philadelphia, Pitts- burg, and Provi- dence Baltimore, Wash- ington, and New Orleans Minneapolis, St. Paul, and Kansas City Popula- tion. 11,892,177 3, 437, 202 1,698,575 575, 238 560, 892 381, 768 352, 387 342, 782 204, 731 169,164 162, 608 611,606 1, 790, 910 1, 074, 779 529, 535 PER CAPITA. Income from sale of cur- rent. 2. S6 2. (19 2.20 3.80 1.62 2.76 4.51 2.31 1.94 5.11 3.02 1.87 2.08 Horse- power capac- ity of power plant. 0. 0:8 0.033 0.028 0.037 0.059 0.036 0.004 0.143 0.045 0.035 0.139 0.044 0.038 0.027 0.026 Horse- power capac- ity of gener- ating plant. 0.022 0.029 0.037 0.061 0.025 0.018 0.128 0.049 0.034 0.089 0.042 0.034 0.026 0.021 Output of cur- rent (kilo- watt hours). Num- ber of arc lamps. 52.61 44.60 39.73 49.68 92.78 41.40 32.31 160. 59 72.99 59. 44 159. 66 56.21 54.03 36.56 38.92 0.019 0.014 0.009 0.013 Num- ber of incan- des- cent lamps. 0.568 0.748 0.421 0.595 •0. 910 0.303 0.226 0.9SO 0.283 1.533 0.584 0.565 0.491 0.278 0.316 According to the census of 1900 the population in these cities ranged from 3,437,202 in New York to 162,608 in Rochester, the total being 11,892,177. As already pointed out, many of the stations serve some population outside the corporate limits of the places in which they are located, but for the larger cities it is believed that the number is not sufficiently large to substantially vitiate the average. The average income per. capita of these cities was $2.66. The variations above and below this amount are great, the extremes being $5.11 for Rochester and $1.62 for Cleveland. The high average in Rochester is undoubtedly attrib- utable in large measure to the extensive and cheap utilization of the Genesee Falls waterpower by cen- tral stations in that city. High averages per capita are also shown for San Francisco and Boston, for which cities the figures are $1.51 and $3.80, respectively. The average ■ for Philadelphia, Pittsburg, and Provi- dence was $3.02, being considerably higher than the averages for all the cities. It would be impossible, without probing very deeply, to find explanations for the variations here brought to light, but, generally speaking, this table should be stimulating to the ener- gies of the local station in places where the per capita consumption falls as low as it does in many instances. If Buffalo be excepted, the horsepower capacity, of power plant per capita ranges from 0.026 horsepower in Minneapolis, St. Paul, and Kansas City to 0.139 for Rochester and 0.143 for San Francisco. The averages for New York, St. Louis, Cleveland, Indianapolis, and the group of Philadelphia, Pittsburg, and Providence approximate the average for all the cities. The gener- ating capacity per capita ranges from as low as 0.018 horsepower in Buffalo to as high as 0.128 horsepower in San Francisco; other high averages are 0.089 for Rochester and 0.061 for Boston. It will be seen that in New York city, Chicago, Phil- adelphia, Baltimore, Cleveland, New Orleans, Minne- apolis, St. Paul, and Kansas City the per capita is in the vicinity of 0.025 horsepower. The kilowatt hour output depends somewhat on the productive capacity of the plants, although in view of what has been said it will be understood that a com- pany can have an output of current all of which it does not generate, while, on the other hand, unless the pop- ulation actually served is taken into consideration, the apparent consumption per capita — which is the equiva- lent of output — would rise to abnormal proportions. Thus, in the city of Rochester, the per capita kilowatt hour output is given as 159.66; in San Francisco, 160.59. A glance at the table will show that these are far above the average. For example, the per capita in New York is 44.60 kilowatt hours, and, disregarding 52 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. the decimals, runs as follows in other cities: 92 in Bos- ton, s:» in Pittsburg, 72 in Louisville, lit! in, Cincinnati, 54 in Washington, and 59 in Indianapolis. Lamps jhr capita and income. — The columns as to proportion of lamps per capita have their bearing on the question of income, and that group may be here noted. The figures for incandescent lamps per capita are subject to possible correction, as discussed on page 77, but as shown in Table 43 the highest ratio is reached, apparently, in Indianapolis, of 1.533. None of the other cities come anywhere near this, the per capita being: For Boston, 0.910; San Francisco, 0.930; Providence, 0.9()(5; Pittsburg, 0.871; New York city, 0.74S; Detroit, 0.077; and St. Louis, 0.595. In Baltimore the per capita of incandescent lamps falls as low as 0.147. In Buffalo it is 0.226; in Minneapolis, 0.247; and in St. Paul, 0.295. In order to get a true idea of the real use per capita it would be necessary to include all lamps connected to isolated plants, which in some cities are very numerous. While Rochester is so abnormally high as to kilowatt hour output, it has a per capita of only 0.584, or slight^ less than St. Louis, where the kilowatt output, on the other hand, was barely over 25 per cent of that of Rochester — an indication that a large proportion of current sold and earnings from operation in the latter place were due to motor service. The per capita of arc lighting for all the cities runs with fair uniformity, and, as will be seen, the ratio falls off as they increase in size. Thus the per capita in Rochester of 0.032 at one end of the column decreases until it becomes 0.008 in New York at the other end of the column, although it falls slightly lower than that in Washington, namely, 0.007, and is closely approximated by Baltimore, where it is 0.009. In New York city, as in many of the large cities, a considerable proportion of the streets were and still are lighted by gas lamps, and in like manner a large proportion of the commercial light- ing consists of incandescent lamps. The geographical location of the various cities would not appear to have much bearing upon the relative per capita under any of the heads, although none of the highest averages are reached by cities in the Southern and South Central divisions. V. EXPENSES. General analyst* of expenses. — The general figures of expense have already been noted in Section III of this chapter in connection with the general figures of income, Tallies 14 and 15 giving the principal items and the per- centages that the}- form of the total. The expenses of private and municipal stations reached a total of £c,s.n,sl,375, of which .S02.S35.3ss, or 92.3 per cent, was for private stations and the remaining §5,245,9*7, or 7.7 per cent, for municipal stations. These expenses were classified into four main divisions, namely, salaries and wages, amounting to §2u,ti46,i»92; cost of supplies. materials, and fuel, §22,915,932; rents, taxes, insurance, and miscellaneous expenses, $11,895,206; and interest on bonds, §12,023,545. Salaries and wages will be con- sidered in Chapter IV, under "employees, salaries, and wages." The other items will be taken up and discussed in detail. Cost of supplies and materials. — The central station expenses classified under the head of supplies, materials, and fuel, cover a wide field, including apparatus from which indefinitely long service may be expected, ma- terials consumed from day to day, supplies that ulti- mately enter into construction and become permanent parts of the physical equipment, cost of purchased power, freight, and a number of other items. Tables 70 and 80 present analyses by states for private and municipal stations, respectively, showing the number and cost of meters, motors, transformers, incandescent lamps, carbons, arc lamp globes, and various other supplies purchased for use during the year. In gathering the statistics the actual cost of all supplies and materials exclusive of freight charges was requested, and the amount paid for freight, if any, was given as a sepa- rate item, but where it was not practicable to furnish this information separately the cost including freight charges was reported. The totals, therefore, are a com- bination of the central station reports in some of which the cost included freight while in others it did not, as a result of the different methods of bookkeeping in use in the various stations. While it was the endeavor of the Bureau of the Cen- sus to eliminate from the cost of supplies and materials expenses for permanent additions to stations, such as new machinery, and for additions to the exterior equip- ment and lines on which new meters, motors, trans- formers, or lamps had been installed during the year, it is evident that in some cases a portion of supplies reported should have been charged as additions to the physical property of the station. Meters, motors, transformers, poles, wires, and cables have, under nor- mal conditions, several years of life, and hence should be regarded as part of the central station investment represented by 'the capitalization, and as offsetting a certain amount of depreciation. Carbons, which are used from day to day, arc lamp globes, which are fre- quently smashed accidentally or maliciously, mill sup- plies needed daily in a power plant, and incandescent lamps requiring renewal once or twice a year, are items of consumption rather than of construction. On the other hand, some stations did an amount of mercantile business "over the counter" in the purchase and sale of incandescent lamps, arc lamps, carbons, etc., and although there is less tendency in this direction than there was in the early days of the industry, the greater extent of the field covered and the increased number of stations is likely to make such business considerable in the aggregate. It was, however, impossible to elimi- nate these items from the supplies used in operating FINANCIAL OPERATIONS. r>3 the system, or rather to distinguish the amount of profit over and above what the same material would have cost the station had the apparatus and supplies been used by the management rather than sold. The meters shown were required for measuring current on 'new circuits or were made necessar3 r by the pronounced movement among central stations toward putting the sale of current on a scientific measuring basis in place of the old wasteful flat rate. Many of the motors enumerated would go directly into the central sta- tion equipment to serve in the operation of auxiliary mechanism. The transformers, like the meters, would be required for the extension of the lighting system. Table 44 summarizes the totals for the cost of supplies and materials and shows the percentages which the amounts reported for the two classes of private and municipal stations were of the total. Although the table includes power purchased, it does not include the expense for fuel, this being treated as a separate subject. Table 44. — Cost of supplies and materials — private and municipal stations, and percentage each class is of total: 1902. , Total. Private stations. Municipal stations. PEE CENT— In pri- vate sta- tions. In mu- nici- pal sta- tions. $11,280,423 $10, 308, 956 $976,467 91.3 8.7 Meters: 27, 632 $416, 994 602 $30, 099 13,288 $365, 028 8, 839, 905 $1,507,249 $177, 236 94, 686, 596 $1, 051, 386 485, 073 8170, 929 $244, 537 $346, 587 $1,152,915 $712, 797 $2, 130, 759 $1, 120, 363 $1, 853, 544 25, 739 $390, 569 572 $29,202 7,843 $326, 407 8, 399, 571 $1, 426, 224 $154, 517 82, 156, 930 $900, 788 428, 979 $150, 509 $212,231 $319, 617 $1,081,380 $617, 911 $2, 007, 193 $939, 512 $1,747,896 1,893 $26, 425 30 $897 5,445 $38,621 440, 334 $81,025 $22, 719 12, 529, 666 $150, 598 56,094 $20, 420 $32, 306 $26, 970 $71,535 $94, 886 $123, 566 $180, 851 $105, 648 93.1 93.7 95.0 97.0 59.0 89.4 95.0 94.6 87.2 86.8 85.7 88.4 88.1 86.8 92.2 93.8 86.7 94.2 83.9 94.3 6.9 Cost 6.3 Motors: 5.0 Cost 3.0 Transformers: 41.0 10.6 Incandescent lamps: 5.0 Cost 5.4 Incandescent lamp fittings, 12.8 Carbons for arc lamps: 13.2 Cost 14.3 Globes tor arc lamps: 11.6 Cost 11.9 Arc lamp repairs, cost Poles or other supports, cost. . . 13.2 7.8 6.2 Mill supplies (oil, waste, etc.), 13.3 Power purchased, cost Freight paid, not included in 5.8 16.1 All other materials, cost 5.7 The total cost of all supplies and materials exclusive of fuel was $11,280,423; of this amount the stations under private ownership reported $10,303,956, or 91.3 per cent, and the stations under municipal control re- ported $976,467, or 8.7 per cent. The percentages in the subdivision of the apparatus varied considerably from these rates for reasons which can be readily under- stood in view of the different classes of business done. The work of the municipal plants is, as already noted, very largely arc street lighting, and hence the expenses for this class of supplies are proportionately high. For example, the expenses of municipal stations for arc carbons were $150,598, or 14.3 per cent of the total cost of such carbons, while the cost of globes for arc lamps was $30,4.20, or 11.9 per cent. The consumption of incandescent lamps fell to a low figure, the cost re- ported for municipal stations being $81,025, or only 5.4 per cent of the total. Somewhat strangely, however, the rate for incandescent lamp fittings was not less than 12.8 per cent, perhaps on account of street lighting, while the rate for transformers was 10.6 per cent. The purchase of the smaller types or sizes of transformers by municipal plants is strikingly brought out in the percentages of the number and the cost of such appa- ratus. Of the 13,288 reported, the municipal stations bought no fewer than 5,445, or 41 per cent and paid for them only $38,621, or 10.6 per cent. The small use of current for motor service in connection with municipal plants is again strikingly indicated by the fact that of the number of motors reported as bought the proportion was only 5 per cent, and the cost was only 3 per cent, of the total. Because of the nature of the service given, very few of the meters purchased were required by municipal plants, the number being only 6.9 per cent and the cost 6.3 per cent. For the private stations reported in Table 44, out of a total of $10,303,956, the large amount of $2,007,193 was reported for power purchased, $1,426,224 for incandescent lamps, $900,788 for arc lighting carbons, $617,911 for mill supplies, $1,081,380 for wire and cable, and $939,512 for freight as a separate item, while miscellaneous materials were represented by the sum of $1,747,896. It should be stated that the cost of hoods and miscel- laneous supplies for arc lamps, amounting to $27,218, was included in the $1,853,544 reported as the cost of all other materials. Cost of power purchased. — With respect to the large item of power purchased, it may be noted that a small number of central stations are engaged in the produc- tion of electric current for distribution to other sta- tions, and are properly to be classed as distributing stations, although they also generate prime motive power to a limited extent for delivery without its con- version into electricity. The next report on electric light and power stations will undoubtedly include a large number of plants whose sole object is to gener- ate current in large volume at waterpowers, coal mines, or oil fields, and transmit it long distances to distrib- uting electric light plants or companies, which thus virtually will have become substations and will have ceased to manufacture current for themselves. Un- doubtedly a number of such instances are included in this report, and hence the item of power purchased is larger than might reasonably have been expected. There were 136 stations thus reporting the purchase of electric current, costing $1,300,925. Another group of stations — 71 in number — purchased waterpower cost- ing $210,619, converting it themselves into current. 54 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. A third large group of 95 stations purchased steam- power costing S-_".n;., s3 1. and 1 station reported the pur- chase of power generated by gasoline engines at a cost of $24o. There were 85 stations that rented the use of water for the operation of their water wheels, paying $322,144 for such hydraulic privileges, while the large aggregate sum of $±60,011 was reported by a number of stations as paid for the water for generating steam in their boilers. Table 45 gives the percentage that the cost of each item of supplies and materials is of the total. Table 45. — Percent* uje that cost of eacli item of supplies and materials is of total — private and municijjal stations: 1902. Total Meters Motors Transformers Incandescent lamps 1 . . . Incandescent lamp fittintrs, sockets, etc . . Carbons fur arc lamps Globes for arc lamps Arc lamp repairs Poles or other supports Wire and cable Mill supplies (oil, waste, etc.) Power purchased Freight paid, not included in other items All other materials Total. ■' P r ; va ' e stations. 100.0 0.3 3.2 13.4 1.6 9.3 1.5 2. 2 i!i 10.2 6.3 IS. 9 9.9 16.4 3.8 0.3 3.2 13.8 1.5 S.7 1.5 2.0 3.1 10.5 6.0 19.5 9.1 17. Municipal stations. 100.0 0.1 4.0 8.3 2. 3 16.4 2.1 3.3 2.8 7.3 9.7 12.7 18.5 10.8 In private stations the cost of incandescent lamps formed 13.8 per cent of the total cost, and in munic- ipal stations it was 8.3 per cent. On the other hand, the cost of carbons for arc lamps was s. T per cent in private stations and 15.4 in municipal stations. Power purchased in private stations reached the high propor- tion of lit. 5 per cent, and was 12.7 per cent in munic- ipal stations. Mill supplies in private stations were 6 per cent, and in municipal stations 9.7 per cent. The analysis by states for these various items of sup- plies, materials, and power purchased does not call for particular comment. It is to lie expected that a larger output would be attended by a larger consumption of material and supplies. The number and amounts follow closely the incomes from the sale of current reported for the respective states. New York figures as a large consumer in every class, followed by Penn- sylvania, Massachusetts, Illinois, California, and Ohio. I 'o.?t off W. — The item of fuel is a subdivision of one of the four main items of expense, namely, " cost of sup- plies, materials, and fuel," and constituted $11,635,509 out of the total of $22,915,932 included under that head. This total, however, is not the exact amount expended for coal and other fuel to be used in the generation of electric current, for an accurate separation of the expenditures was impossible. It has already been pointed out that the heading of supplies, materials, and fuel includes also power purchased at a cost of $2,130,759, of which steampower and gasoline power cost $297,071. This fuel account excludes also all allowance for current purchased by central stations for distribution, although much of that current was doubt- less created by fuel consumption. As already shown in the tables presented, there were a large number of stations where both steam and water power were in use, and in these no attempt was made to charge up against the motive power plant the exact amount of current generated, so that the tables do not disclose for such" plants how large a proportion of kilowatt hours was produced with the aid of steam and how large a pro- portion by means of waterpower. For these reasons a determination of the exact cost of fuel as related to the output would be very difficult. Tables 70 and SO present detailed statistics, by states and territories, for the different varieties of fuel reported by private and municipal stations, respectively. The totals are given in Table 46, which shows the percentage that the cost of the various kinds of fuel consumed in each class of stations forms of the totals for both classes. Table 46. — Cost of fuel — private and municipal stations, and per- centage each class is of total: 1902. Total. Total 'sil, 635, 509 Coal I 9, 943, 125 Crude petroleum | 721, 838 Natural gas 254, 269 Artificial gas j 28, 654 Allotherfuel 687,623 PRIVATE STA- MUNICIPAL STA- TIONS. TIONS. Amount. Per cent. 810, 1*9, 6$."i 87.6 8, 749, 394 88.0 700, 136 97.0 220, 460 86. 7 20, 135 70.3 499, 560 72. 7 1, 193, 731 21, 702 33,809 8,519 188,063 Per cent. 12.0 3.0 13.3 29.7 27.3 Coal was the fuel in most general use, its cost being $9,943,125, or 85.5 per cent of the total reported cost of fuel. All other fuels together amounted to 14.5 per cent. Next to coal, crude petroleum was the most important variety of fuel, its cost amounting to $721,838. In private stations the cost of this fuel formed 6.9 per cent of the total cost of all fuel purchased by those sta- tions. Natural gas cost $254,269 and artificial gas $28,654. The large sum of $6S7,623 was expended for all other fuels, which would include a large amount of wood and lumber refuse as well as other waste materials. The total amount of coal purchased was 4,249,137 tons at a cost of $8,749,394 for private stations; and 568.460 tons at a cost of $1,193,731 for municipal sta- tions, the rates being $2.06 per ton for private stations and 4 cents more per ton for municipal stations. The difference in favor of private stations was undoubtedly due to the much larger quantities in which such fuel was purchased. The analysis by states naturally shows considerable variation in the cost of coal. This is due to the location of stations in states where coal is cheap and plentiful or their remoteness from the sources of supply; to the action of municipalities which in some cases forbid the use of the cheaper, more voluminous grades; to the fact that some stations use inferior grades, slack coal being purchased at a price as low as 60 cents a ton in Kansas; and to the different practices FINANCIAL OPERATIONS. 55 prevailing which result in some stations including freight in the cost while others do not. It will be seen, for example, that in California, where coal is scarce, 5,752 tons cost $28,365, or $4.93 per ton; but this amount probably includes the freight, as very little freight is reported for the state. The high price of coal would explain to some extent not only the enor- mous waterpower development in the state but also the fact that out of the total $700,136 expended in the country for crude petroleum for use under boilers in private central stations, $502,153 was reported in that state. The cost of coal is not always a determining factor where petroleum is concerned, for in the state of Texas, where coal costs about $1.63 per ton, its total cost was $170,61)1, while the expenditure for crude petroleum was not much loss, being $124,365. In this state, however, the freight on coal was evidently reported separately, the report showing more freight paid in Texas than in any other state. Massachusetts is a state in which electric light and power has enjoyed remarkable development, but the prices of fuel there are seriously high. The 203,456 tons of coal necessary for the private stations were purchased at a cost of $S0S,361, or almost $4 per ton, but this again included the freight. In Illinois more than twice as much coal was purchased for a loss amount, but here the freight was reported separately. In this state there was at one time a considerable consumption of natural gas for gen- erating electric current, and crude petroleum also was extensively used for a time. In the census year, how- ever, the expenditure for these fuels had dwindled to the insignificant amounts of $574 for petroleum and 83,473 for natural gas. With regard to the last-named fuel. Pennsylvania and Indiana furnished the largest items. The total for natural gas was $128,918 in Pennsylvania, $45,414 in Indiana, and $26,725 in Ohio. These three states accounted for $201,057 out of a total of $220,460. The low total for the whole country seems to be evi- dence of the diminishing importance of the natural gas fields, so far as the utility of gas for central stations is concerned. As for crude petroleum, it will be noted that for the census year the consumption for private stations was limited almost entirely to two centers of production, California and Texas accounting for all but $73,618 out of a total of $700,136. A large amount, namely, $50,600, was reported from Arizona, and $15,S66 from Louisiana. Only $204 was reported from Pennsylva- nia, but the quality of the petroleum produced in that state is such that it is used for illuminating purposes rather than for fuel. Mheellaneou* ,;,-j>,-nses.— Tables 72 and 82 present statistics for the principal items of miscellaneous ex- penses for the private and municipal stations, respec- tively, by states and territories. The totals are sum- marized in Table 47, which also shows the percentages that the amounts reported for private and municipal stations, respectively, are of the total. Table 47. — Miscellaneous expenses — private and municipal stations, ami percentage each class is of total: 1902. Total expenses Rent of stations, line wire sup- ports and conduits, or under- ground privileges Rent of offices Taxes Injuries and damages Insurance Ordinary repairs of buildings and machinery Interest, advertising, office supplies, law expenses, tele- phone and telegraph serv- ice, and sundries 311,895,206 Total. 1,011,691 '275, 007 2, 6li5, 005 248, 304 893, 567 2, 701, 747 PRIVATE STA- MUNICIPAL STA- TIONS. TIONS. SU, 456, 037 1,001,504 270, 446 2,654,885 246, 545 827, 926 2, 480, 217 3,974,514 96. 99.0 98.3 99.6 99.3 92.7 91.8 $439, 169 10, 187 4,561 10, 120 1,759 65, 641 221, 530 125, 371 Per cent/. 1.0 1.7 0.4 0.7 7.3 It will be seen that for all of the stations, rent, taxes, expenditure on account of injuries and damages, insurance, and cost of ordinary repairs account for $7,795,321, leaving the large amount of $4,099,885 . for interest, law expenses, cost of advertising, office supplies, telephone and telegraph service, and sun- dries. This heterogeneous group constituted 34.5 per cent of all the miscellaneous expenses, while cost of repairs of buildings and machinery constituted only 22.7 per cent, and taxes 22.4 per cent. Of the total amount paid the private stations reported 96.3 per cent and the municipal stations only 3.7 per cent. The rent of stations, line wire supports, and conduits for municipal stations was only 1 per cent of the total cost of these items, and rent of offices was only 1.7 per cent of the total expended for office rent. In many instances the use of subways costs the municipalities nothing. The reservation, free of cost, of a certain number of ducts, as well as a certain pin or cross-arm capacity of pole line, is frequently part of the consider- ation for which certain ordinances or privileges are granted. The offices of the municipal departments are usually in some building that belongs to the municipal- ity, and hence it rarely happens that a municipality has to pay rent to any large extent. Again, taxes for municipal stations fell to the low proportion of four-tenths of 1 per cent, from which it would appear that in few instances do the municipalities charge against themselves the entire amount of taxes that would have to be paid by stations under private owner- ship. The proportion paid for injuries and damages is also strikingly small for the municipal stations, being only seven-tenths of 1 per cent. The items of insur- ance and repairs for municipal plants are more nearly at the normal, being, respectively, 7.3 and 8.2 per cent. The amount reported for the group, including interest, etc., is only a small proportion of the whole — namely, 3.1 per cent. This is not surprising, however, because if there is any advertising account for a municipal sta- tion it is exceedingly small, while the interest on the floating debt is very small also, and telephone and telegraph service is often rendered free for ordinance considerations. CHAPTER IV. EMPLOYEES, SALARIES, AND WAGES. Tables 71 and SI show, by states and territories, the number of salaried officials and clerks and the total amount of salaries paid each class during the year, also the average number and total wages of the different classes of wage-earners in private and municipal sta- tions, respectively. In accordance with the practice adopted for the investigation of manufactures. 1 the Bureau of the Census endeavored to secure the average number employed during the year because it would be the best indication of the force required to operate 'the stations continuously. In cases where a general account was kept covering two or more different serv- ices, such as the operation of waterworks or the manu- facture of gas in addition to the production of electric- ity, and one employee, such as general manager, clerk, engineer, or lireman, worked indiscriminately for the different branches of the service, an estimate was made of the time and salary properly chargeable to the elec- tric station, and only this proportion is included in the report. SALARIED OFFICIALS AXD CLEKKS. General statistics. — There were 6,996 salaried officials and clerks employed by the central electric stations, and they were paid $5,663,580 in salaries. Of this number 43.1 per cent were clerks, who received 30.3 per cent of the total salaries. The stations operated under private ownership employed 86.4 per cent of the total number of officials and clerks, and those under municipal control 13.6 per cent. The salaries paid in the private stations amounted to 91.9 per cent, while those in the municipal stations amounted to 8.1 per cent of the total. The stations operated under private ownership gave employment to 91.3 per cent of the total number of clerks and paid 96.2 per cent of the total salaries paid to clerks as compared with 8.7 and 3.8 per cent, respectively, for municipal stations. Statistics for private stations. — Of the 6,046 salaried officials and clerks reported by private stations, 1,416 were returned as general officers and 1,875 as other offi- cers, such as managers and superintendents, and 2,755 as clerks. The total salaries paid to general officers was 81,465,471, to other officers $2,088,298, and the amount paid to clerks was 81,652.430. The rank of the states as to the number of salaried employees and their pay fol- 1 Twelfth Census, Vol. VII, page cvi. lows closely the rank as to earnings, and to some extent the rank as to the number of stations. Thus New York, with 228 stations and a gross income of $16,631,802, had 869 salaiied employees to whom was paid §801,844; in Pennsylvania, with 243 stations and a gross income of $9,057,503, there were 667 employees with salaries amounting to $511,580; in Massachusetts, with 97 sta- tions and a gross income of $6,070,643, the 420 salaried officials and clerks were paid $448,221; and in Illinois, with 264 stations and a gross income of $5,578,012, the number was 525, and the salaries amounted to $444,702. These larger totals show from two to four salaried em- ployees per plant, a relation which exists also in several other states — for example, California, Missouri, New Jersey, and Ohio. But in many states the average num- ber per plant was less. Thus in Arkansas, for 34 stations only 30 salaried officers and clerks were reported. In Florida 22 were employed for 21 stations; in Indian Ter- ritory, 7 for 10 stations; in Mississippi, 29 for 25 stations; in Nevada, 7 for 5 stations; in New Mexico, 12 for 11 stations; in North Dakota, 15 for 13 stations; in Okla- homa, 12 for 8 stations; in South Dakota, 18 for 22 sta- tions; and in Wyoming, 13 for 13 stations. It will be readily seen that the average station in these states was not large enough to employ more than one man to look after the books and accounts, it being necessary for the one emploj'ee to divide his time in a manner that would enable the small station to operate most economically as to its expense for salary. As a matter of fact, however, many stations had no employees of this character, the work being done by the foremen or proprietors. Presumably the grade of salary would fol- low the industrial conditions of the section or commu- nity in which the station is located, but it would be gov- erned also by the amount of work required. If these figures be further analyzed it will be observed that both the general officers and the other officers were on a lower basis of compensation as compared with the clerks, although the combined executive and technical management of the station, as distinguished fi*om the administration of officers, would appear to enjoy higher remuneration — a reasonable state of affairs wherever the responsibility for the technical operation of the station rested upon one man. These facts would be clearer if the difference between "general" officers and "managing" officers were more marked, but without going into very minute detail, it would be impossible to (56) EMPLOYEES, SALARIES, AND WAGES. 57 extract and collate data with regard to all the actual conditions. In Oregon 5 general officers were paid $19,400, while 20 other officers were paid only $24,180. On the other hand, in Virginia, 18 general officers were paid $6,171, while 15 other officers were paid $8,671. In Idaho 1 general officers were paid $2,580, or $645 eaph, while 11 other officers were paid $13,520. Taking a larger state it will be seen that in New York 192 gen- eral officers were paid $261,465, while the other officers, 186 in number, were paid $237,106. In Penns}dvania, on the other hand, while 186 general officers were paid $118,564, or $637 each, 212 other officers were paid $233,140. Since in the number of stations New York and Pennsylvania did not differ much, the inference is that in Pennsylvania less of executive management was thrown upon the general officers, their duties being more purely financial, while the responsibility upon the manager and superintendent was heavier, and was ac- companied by a corresponding^' high salary. The sub- ject is, however, a complicated one. The trained and educated electrical engineers devoting themselves to the central station industry professionally would be found very generally distributed throughout both groups of managers, and the extent to which the technical opera- tion of the station would be preferred to the more gen- eral executive control of the enterprise, as a whole, would depend in almost every case upon personal predilec- tion or idiosj'ncras}^. Statistics for municipal stations. — As presented in Table SI, dealing with municipal stations, the number of salaried officers and clerks was 950, and their salaries amounted to $457,381. There were 171 general officers with salaries amounting to $36,051, 518 other officers with salaries amounting to $356,929, and 261 clerks with salaries amounting to $64,401. It will be seen that very few of the stations had general officers, and that even if the other officers were added to the general officers there would not be an average of one officer per plant. This is a striking indication of the economical basis upon which the stations were conducted, and, the general absence from them of skill and training of high grade. This is partly due to the fact that such stations are frequently operated under a board of unpaid officials, virtually a committee of the local coun- cil or board of aldermen, and in some cases the salary reported was merely an estimated pro rata of that paid for the supervision of more than one service. This fact is more clearly illustrated by the much higher sala- ries paid to the other officers, managers, and superin- tendents. It is obvious, however, that the inducements presented to the mechanical or electrical engineer by the opportunities in the municipal electric lighting field, from the standpoint of salary, were far below those in the private field, unless the municipal officer could sup- plement his income quite substantially by the perform- ance of kindred services for the community, or could do work outside his regular employment. Of course, there were some stations with salaries greater than the figure cited; for example, in Louisiana 6 general officers were paid $5,680. The few high salaries were offset by some very low figures; in Missouri, 3 general officers were paid $150; in Tennessee, 9 were paid $486; and in Wisconsin 3 were. paid $225. In these and other in- stances the amount paid should probably be regarded as an honorarium rather than a salary. In like manner, in Illinois, 38 miscellaneous officers were paid $31,009; in Mississippi 9 were paid $8,668, while the rates for the solitary managers in Maine, Rhode Island, Montana, and Utah were, respectively, $832, $840, $900, and $960. II. WAGE-EARNERS. General statistics. — Table 48 summarizes the totals for the average number and the wages of wage-earners reported for -both private and municipal stations and shows the proportion in each class of station. Table 48. — Average number of wage-earners and total wages — private and municipal stations, and percentage each class is of total: 1902. Total. Private stations. Municipal stations. PEE CENT— OCCUPATION. In pri- vate sta- tions. In mu- nicipal sta- tions. Total: Average number 23, 330 $14, 983, 112 20, 863 $13, 560, 771 2,467 $1,422,341 89.4 90.5 10.6 9.5 Foremen — Average number 1,000 8953, 738 571 $415, 904 4, 587 S3, 259, 870 3,456 $1,963,465 1,978 $1,351,676 4, 217 $2,710,841 1,057 $796, 355 2, 637 $1,654,462 3, 827 $1,876, 801 943 $910, 972 546 $397, 983 3,743 $2,721,127 2, 951 $1,717,149 1,872 $1,286,065 3, 868 | $2,510,269 1,009 $768, 694. $1,460|046 i 3,613 $1,788,466 57 $42,766 25 $17, 921 S44 $538, 743 505 $246, 316 106 $65,611 349 $200,572 48 $27, 661 319 $194,416 214 $8S, 335 94.3 95.5 95.6 95.7 81.6 83.5 85.4 87.5 94.6 95.1 91.7 92.6 95.5 96.5 87.9 88.2 94.4 95.3 5.7 4.5 Inspectors — Average number 4.4 4.3 Engineers — Average number 18.4 16.5 Firemen — Average number . 14.6 12.5 Dynamo and switchboard men — Average number 5.4 4.9 Linemen — Average number 8.3 7.4 Mechanics — Average number 4.5 3.5 Lamp trimmers — Average number 12.1 11. S All other e m - ployees— Average number 5.6 4.7 The average number of wage-earners in central sta- tions was 23,33(1, and the amount paid in wages was $14,983,112. Of these wage-earners 20,863, or 89.4 per cent, were employed in private stations, and 2,467, or 10.6 per cent, were employed in municipal stations. To those in the private stations were paid wages amount- ing to $13,560,771, or 90.5 per cent of the total, and to those in municipal stations $1,422,341, or 9.5 per cent. Classification of tcai/e-earners according to occupa- tion. — These wage-earners were divided into eight main classes and one miscellaneous class. The eight chief 5S CENTRAL ELECTRIC LIGHT AND POWER STATIONS. groups include foremen, inspectors, engineers, firemen, dynamo and switchboard men, linemen, mechanics, and lamp trimmers, while the miscellaneous class includes a large proportion of unskilled labor. The equipment, size of station, and character of the service control very largely the proportion that the different classes of wage-earners are of the total. For instance, an engineer may act as the fireman or possibly as the foreman of a small station, while in a large sta- tion the positions would be filled by separate employees. Small stations do not necessarily require inspectors, and the linework mav be done by the general mechan- ics. In the same manner the duties of the linemen and the lamp trimmer may be combined in one person in small stations, while larger stations require separate employees for these positions; therefore, it is not always possible to make an accurate segregation of the em- ployees according to occupation. With this explana- tion the following table is presented to show the pro- portion that the number of wage-earners reported for each of the 8 classes, is of the total for all stations and for private and municipal stations, respectively: Table 49. — Percentage that number of icage-enrnens reported for each occupation is of tot*/ — prictiie and municipal stations: 190J. OCCUPATION All classes . Total. Private Municipal stations, stations. Foremen Inspectors Engineers Firemen Dynamo and switchboard men. Linemen Mechanics Lamp trimmers 5.1 3.0 23.5 17.7 10.2 21.6 5.4 13.5 5.5 3.2 21.7 17.1 10.9 22. 4 5.x 13. 4 1.1 37.5 22.4 4.7 '15.5 2.1 14.2 Accepting the totals for each occupation as the num- ber required to discharge the duties in each case, the table shows to what extent the principal occupations, such as linemen, engineers, and firemen, predominate; also the variation in the proportion reported for each occupation in the two classes of stations. The greatest variation appears for engineers, who formed 21.6 per cent of all wage-earners in private stations and 37.3 per cent of all those in municipal stations. The predomi- nance of engineers and firemen is more pronounced in the municipal stations, while the proportion for each of the other occupations, except lamp trimmers, is larger in the private stations. It is probable that the duties of engineers, firemen, and dynamo and switchboard men are as intimately related as those of any of the occupations enumerated, and the relation between the numbers reported for the stations operated under private and municipal control is indicative of the extent to which separate employees were required for the different branches of work. In the private stations 1 fireman was required for every 1.3 engineers and 1 dynamo and switchboard man for every 2.3 engineers, while in the municipal stations the proportions were 1 to 1.7 and 1 to S, respectively. In other words, the totals for all stations, large and small, indicate that in the municipal stations the engineers were more accustomed to perform a greater diversity of the duties incident to the operations of the power and generating plant than they were in the stations operated under private ownership. Continuing this comparison, it appears that in the private stations 1 foreman is required for every 17.3 of all other em- ployees of the classes enumerated, and in the municipal stations the proportion is 1 to 38.5; but the great difference in these proportions can probably be ac- counted for by the fact that the supervision of a munic- ipal station is frequently assigned to a public official who has other duties to> perform, and the time devoted to the electric station is so limited that he is not consid- ered as one of its employees, or the engineer may dis- charge the duties that would be assigned to a foreman in a station operated for private interests. Statistics f 07' private stations. — In Table 71 the wage- earners are presented, by states and territories, for the private stations. By far the largest number of wage-earners in private stations was found in New York, where 4,427 were employed, earning $3,035,971. Next came Pennsylvania, with 2,327, earning $1,468,472; Massachusetts, with 1,474, earning $1,053,344; Illinois, with 1,400, earning $871,165; Ohio, with 1,026, earning $636,515; and California, with 976, earning $758,678. The number of wage-earners per station averaged over 19 in New York as compared with not quite 10 in Penn- sylvania, 15 in Massachusetts, 5 in Illinois, 7 in Ohio, and 9 in California. The foremen were somewhat more generally distrib- uted than the inspectors, there being 943 foremen and only 546 inspectors. Engineers numbered 3,743, or more than 1 per station. Their numbers generally followed the respective magnitude of stations and the extent to which the industry had been developed, but depended somewhat on the prevalence of the use of waterpower. In New York the number of engineers employed was 451 for the '228 stations as compared with 471 for the 243 stations in Pennsylvania. In Illinois there were 377 engineers in 264 stations and in California only 94 in 105 stations. In New York, California, and some other states, the extent to which waterpower was utilized obviously had an influence in determining the number of both the engineers and the firemen as related to the number of dynamo and switch- board men. Thus, regardless of the small number of EMPLOYEES, SALARIES, AND WAGES. 59 engineers and firemen, there were in California 194 dynamo and switchboard men, which was a more uni- form ratio and a number in closer harmony with the figures for other states, where waterpower was not so generally used. The engineers and firemen in smaller stations wei-e evidently employed upon the same class of work, as this table shows that where the number of engineers is relatively low the number of firemen is equally high and vice versa. It is to be noted that no firemen were employed in Nevada and that that state was also without linemen and mechanics, the duty of such employees being discharged by others. In like manner the stations in Indian Territory, New Mexico, North Dakota, and Oklahoma reported no dynamo ten- ders or switchboard men, the inference being that some of these unavoidable duties were performed bj' the lamp trimmers. For the private stations in the United States there were reported 2,318 lamp trimmers and 334,903 arc lamps, the average being 144 lamps to each lamp trim- mer. The introduction of the inclosed arcs, which re quire trimming onl}' at intervals of several days, would lessen the amount of work here indicated, and the number of lamps per trimmer would be further reduced by the extent to which the work would be shared by linemen, of whom 3,868 were returned. Some of the lamp trimming also, as well as the other duties ascribed to the men in the various categories enumerated, would be performed by the "all other employees,'" numbered at 3,613. But this class would include a large number of minor wage-earners engaged in unskilled labor rather than in the skilled work necessary for the operation of aii electric light plant. It will be noticed that in New York the number of lamp trimmers was 616 as compared with 708 linemen, while in Pennsylvania there were only 267 lamp trimmers as compared with 522 linemen; in Illinois, 179 as compared with 238; and in Massachusetts 145 as compared with 247. In Pennsylvania only 224, or about Id per cent, of the wage-earners Were reported as in the group of "all other employees," but in New York 1,055, or over 23 per cent, and in Massachusetts 447, or 30 per cent, were thus classified. Large numbers in this group would indicate a wider variety of occupations than is possible in many of the smaller stations, where emploj^ees are almost entirely accounted for under the main classifica- tions and distinctions given. Statistics for municipal stations. — In Table 81 the wage-earners in municipal stations are subject to the same classifications as those in private stations, but show a much more general merging of functions as a result of the relatively lesser magnitude of the stations. Of the 2,467 wage-earners in municipal stations, 359 were in Illinois, 290 in Michigan, 275 in Ohio, 172 in Indiana, 140 in Pennsylvania, and 127 in Minnesota. The average number of wage-earners for the municipal stations was about 3; in Florida, Washington, Texas, and Massachusetts the average was 5 or more; and in Oregon there were only 5 wage-earners to 6 stations. A cursory examination of the table will show from the numerous gaps how generally the various duties ar" concentrated in one person, rendering it difficult t-- make an exact classification under each head. Some or the municipal stations were without engineers and fire- men, although this would be explained by the absence of steam engines and the use of waterpower, but in several states no dynamo or switchboard men were accounted for, no linemen, no mechanics, and no lamp trimmers. III. DAILY WAGES. Specified daily rates of pay. — In addition to requir- ing the average number of wage-earners and the total amount of wages, the schedules called for the number of the different classes of wage-earners at specified daily rates of pay. In a number of cases, where the work of the central electric station was carried on in connection with some other industry, it was impossible to obtain satisfactory answers to this inquiry, but the returns for 3,197 stations were sufficiently complete for tabulation. For these stations Table 50 shows for all the wage-earners, except those classified as "all other employees " and for the leading classes separately the number receiving stated daily , rates of wages within 25-cent limits. It shows also the percentage that the number falling within each wage group bears to the total number of wage-earners of the class, together with cumulative percentages. 60 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table SO.— NUMBER OF WAGE-EARNERS AT SPECIFIED DAILY RATES OF PAY, WITH PERCENTAGES OF TOTAL, AND CUMULATIVE PERCENTAGES-PRIVATE AND MUNICIPAL STATIONS: 1902. [Each cumulative percentage shows the proportion of total number of persons in the given class receiving a wage as great as, or greater than, the lowest wage of the given wage group.] ALL CLASSES. RATE PEE DAT (DOLLARS). Of total. Total . Less l.oo 1.2.". 1.50 l.T.i 2.00 2.25 2.50 2.75 3.00 3.25 3.50 i than 1.00. to 1.24.... to 1.49 to 1.74 to 1.99 to 2.24.... to 2.49.... to 2. 74 to 2.99 to 3.24 to 3.49.... to 3.74.... and over . 362 990 1,613 3,380 2,314 4,089 1,807 1,899 823 832 309 191 269 1.9 6.2 8.5 17.9 12.3 21.7 9.6 10.1 4.4 4.4 1.6 1.0 1.4 Cumula- tive. | Number. 100.0 9S.1 92.9 84.4 66.5 54.2 32. 5 22. 9 12.8 8.4 4.0 2.4 1.4 2 7 17 59 34 94 82 132 77 163 116 76 Of total. Cumula- tive. INSPECTORS. Number. Per cent. Of total. 0.2 0.7 l.S 6.2 3.6 13.8 8.0 17.0 12.1 7.9 10.3 100.0 99.8 99.1 97. 3 91.1 69.1 55. 3 47.3 30.3 IS. 2 10.3 15 13 31 50 70 141 67 87 19 34 10 9 11 2.7 2.3 5.6 9.0 12.6 25.3 12.0 15.6 3.4 6.1 1.8 1.6 2.0 Cumula- tive., 100.0 97.3 95.0 89.4 80.4 67.8 42. 5 30.5 14.9 11.5 5.4 3.6 2. ENGINEERS. ,409 42 211 469 825 438 892 351 472 181 226 115 58 129 Per cent. Of total. 1.0 4.8 10.7 18.7 9.9 20.2 8.0 10.7 4.1 5.1 2.6 1.3 Cumula- tive. 100.0 99.0 94.2 83.5 64.8 54.9 34.7 26.7 16.0 11.9 6.8 4.2 2.9 RATE PER DAY (DOLLARS). Total . . . Less than 1.00 1.00 to 1.24.... 1.25 to 1.49.... 1.50 to 1.74 1.75 to 1. 99.... 2.00 to 2.24.... 2.25 to 2.49.... 2.50 to 2.74.... 2.75 to 2.99.... 3 00 to 3.24.... 3.25 to 3.49.-.. 3.50 to 3.74.... 3.75 and over . Num- ber. 150 334 472 740 472 587 295 128 122 Per cent. Of total. 100.0 4.5 10.0 14.1 22.2 14.1 17.6 8.8 3.8 3.6 1.0 0.1 0.1 0.1 Cumu- lative. 100.0 95.5 85.5 71.4 49.2 35.1 17.5 8.7 4.9 1.3 0.3 0.2 0.1 BOARD MEN. Per cent. Per cent. Num- Num- ber. Of Cumu- ber. Of Cumu- total. lative. total. lative. 1,888 100.0 4,099 100.0 22 1.2 100.0 57 1.4 100.0 105 5.6 98.8 179 4.4 98.6 138 7.3 93.2 265 6.4 94.2 348 18.4 85.9 686 16.7 87.8 263 13.9 67.5 520 12.7 71.1 423 22.4 53.6 835 20.4 58.4 264 14.0 31.2 331 8.1 38.0 180 9.5 17.2 668 16.3 29.9 56 3.0 7.7 278 6.8 13.6 56 3.0 4.7 225 5.5 6.8 20 1.0 1.7 25 0.6 1.3 4 0.2 0.7 23 0.5 0.7 9 0.5 0.6 7 0.2 0.2 MECHANICS. Num- ber. 19 107 164 276 101 161 71 85 14 13 12 Per cent. Of total. 0.9 0.7 1.8 10.3 15.8 26.6 9.7 15.5 6.8 8.2 1.3 1.8 1.1 Cumu- lative. 100.0 , 99.1 98.4 96.6 86. 3 70.5 43.9 34.2 IS. 7 11.9 3.7 2.4 1.1 LAMP TRIMMERS. Num- ber. 2,588 65 134 202 565 841 316 71 19 10 6 6 Per cent. Of Cumu- total. lative. 100.0 2.5 5.2 7.8 21.8 13.7 32.6 12.2 2.8 0.7 0.4 0.2 0.2 100.0 97.5 92.3 84.5 62.7 49.0 16.5 4.3 1.5 0.8 0.4 0.2 In addition to the 8 classes of wage-earners shown in the table, other wage-earners were reported as engaged in a variety of occupations, too numerous to designate at specified rates of pay, and they were, therefore, omitted from this table, although they were included in Tables 71 and 81 under the group of "all other employees." This table, therefore, shows for the 8 classes of wage-earners in the 3,197 stations operated under private and municipal ownership, for which the employees are summarized by occupations at stated daily rates of pay, 18.878 wage-earners, or 80.9 pel- cent of the total number for all stations in operation during the year covered by this report. The distribu- tion of this large number of emplo3 T ees among the dif- ferent daily rates of pay indicates very closely the prevailing rates of wages in the industry. For all classes taken together the prevailing rate of wages was from $1.5U to §3.21 per day, 9,783 wage-earners, or 51.8 per cent of the total number shown in the table, being paid at this rate. It appears that 13,189 wage- earners, or more than two-thirds of the total number, received from Si. 50 to §2.71 per day. More than one- half of the engineers received from $1.50 to $2.49 per day, and more than one-half of the firemen received from $1.50 to $2.24 per day. The cumulative percentages in the table indicate the proportion of the total number of wage-earners of the different occupations who received not less than the lowest rate of the given wage group. Thus, for all wage-earners combined, the cumulative percentage op- posite the group of $1.75 to $1.99 per day indicates that 66.5 per cent of the total number received $1.75 or more per day. The percentage of total opposite the same wage group indicates that 12.3 per cent of all wage-earners received between $1.75 and $1.99, thus leaving 54.2 per cent who received more than $1.99, which is the cumulative percentage for the next higher wage group. All but 330 of the 2,805 stations operated under pri- vate ownership, and all but 93 of the 815 stations oper- ated under municipal control, gave satisfactory replies to the inquiry concerning the number of employees at stated daily rates of pay, and the results are shown in the following tables: EMPLOYEES, SALARIES, AND WAGES. Gl Table 51.— NUMBER OF WAGE-EARNERS AT SPECIFIED DAILY RATES OF PAY, WITH PERCENTAGES OF TOTAL AND CUMULATIVE PERCENTAGES— PRIVATE STATIONS: 1902. [Each cumulative percentage shows the proportion of total number of persons in the given class receiving a wage as great as, or greater than, the lowest wage of the given wage group.] RATE PER DAY (DOLLARS). Total . . . Less than 1.00 1.00 to 1.24.... 1.25 to 1.49.... 1.50 to 1.74.... 1.7;", to 1.99.... 2.00 to 2. 24.... 2.25 to 2.49.... 2.50 to 2.74.... 2.75 to 2.99.... 3.00 to 3.24.... 3.25 to 3.49 3.50 to 3.74 3.75 and over . RATE PER DAY (DOLLARS). ALL CLASSES. Number. Of total. 1.5 4.7 7.9 17.6 12.4 21.9 9.6 10.4 4.8 4.8 1.7 1,1 1.6 Cumula- tive. 100.0 as. ft 93.3 85, 9 IIS. 3 55. 9 34.0 24.4 14.0 9.2 4.4 2.7 1.6 75 120 74 158 113 76 97 Per cent. Of total. 0.2 0.7 1.4 5.7 3.6 9.8 H.3 13.2 S.2 17.4 12.4 8.4 JO. 7 Cumula- tive. 100.0 99.8 99. 1 97.7 92.0 88.4 7S. II 70.3 57.* IS. 9 31.5 19.1 10.7 INSPECTORS. 533 14 13 31 50 66 134 62 82 19 ;;:; hi 9 10 Ot total. 100.0 2.6 2.4 6.S 9.4 12, 1 25.1 11.6 15. 4 3.6 6.2 1.9 1.7 1.9 Cumula- tive. 100.0 97.4 95. 89.2 79.8 67.4 42.3 30.7 15.3 11.7 5.5 3.6 1.9 ENGINEERS. 34 152 3(15 657 354 724 286 3S2 166 203 97 58 126 Of total. 100.0 1.0 4.2 10.1 IS. 2 9.8 20.1 8.0 10.6 4.6 5.0 2.7 1.6 Cumula- tive. 100.0 99.0 94.8 84.7 66.5 56.7 36.6 28.0 18.0 13.4 7.8 5.1 3.5 Total . . . Less than 1.00 1.00 to 1.24.... 1.25 to 1.49.... 1.50 to 1.74.... 1.75 to 1.99.... 2.00 to 2.21 .... 2.25 to 2.49 ... . 2.50 to 2. 74.... 2.75 to 2.99 3.00 to 3.24 3.25 to 3.49.... 3.50 to 3.74.... 3.75 and over . Num- ber. ,854 2111 364 623 41S 513 287 128 122 Of total. 100.0 3.5 9.1 12.8 21.8 14.6 18.0 10.0 4.5 4.3 1.1 0.1 0.1 0.1 Cumu- lative. 100.0 96.5 S7.4 74.6 52. s 38.2 20. 2 10.2 5.7 1.4 0.3 0.2 0.1 DYNAMO AND SWITCH- BOARD MEN. 4 Num- ber. 19 96 126 328 245 407 251 170 54 52 20 4 9 Of total, 100.0 1.1 5.4 7.1 18.4 13.7 22. S 1 1. 9.8 3.0 2.9 1.1 0.2 0.5 Cumu- lative. 100.0 98.9 93.5 S6. 4 68.0 54.3 31.5 17.5 7.7 '4.7 1.8 0.7 0.5 LINEMEN. Num- ber. 40 146 228 620 621 275 225 23 21 Of total. 100.0 1.1 3.9 6.1 16.5 12.8 20.5 8.0 16.5 7.3 6.0 0.6 0.5 0.2 Cumu- lative. 100.0 98.9 95.0 88.9 72.4 59.6 39.1 31.1 14.11 7.3 1.3 0.7 0.2 MECHANICS. Num- ber. 993 5 15 104 101 26S 87 156 67 85 12 13 12 Per cent. Of total. 0.8 0.5 1.5 10.5 16.2 27.0 8.8 15.7 6.7 8.6 1.2 1.3 1.2 Cumu- lative. 100.0 99.2 98.7 97.2 SO. 7 70.5 43.5 34.7 19.0 12.3 3.7 2.5 1.2 LAMP TRIMMERS. Num- ber. 41 111.) 177 606 324 764 253 68 17 10 6 6 Of total. 1.8 4.8 7.7 22.2 14.2 33.5 11.1 3.0 0.7 0.4 0.3 0.3 Cumu- lative. 100.0 98.2 93.4 85.7 63.5 49.3 15. s 4.7 1.7 1.0 0.6 0.3 Table 52.— NUMBER OF WAGE-EARNERS AT SPECIFIED DAILY RATES OF PAY, WITH PERCENTAGES OF TOTAL AND CUMULATIVE PERCENTAGES— MUNICIPAL STATIONS: 1902. {Each cumulative percentage shows the proportion of total number of persons in the given class receiving a wage as great as, or greater than, the lowest wage of the given wage group.] ALL CLASSES. FOREMEN. INSPECTORS. ENGINEERS. RATE PER DAY (DOLLARS). Number. Per cent. Number. Per cent. Number. 21 Per cent. Number. Per cent. Of total. Cumula- tive. Of total. Cumula- tive. Ot total. Cumula- tive. Oi total. Cumula- tive. 2, 157 100.0 50 100.0 100.0 805 100.0 ... 105 201 294 440 233 41S 203 166 29 34 2 4.9 9.3 13.6 20.4 10. s 19.4 9.4 L3 1.6 1.2 0.1 0.3 100.0 95. 1 85. s 72.2 51.8 Jl.ll 21.6 12.2 4.5 3.2 1.6 0.4 0.3 1 j 4.2 100.0 95.8 95.8 95. 8 95. 8 79.1 50.0 29. 2 8.4 8.4 4.2 4.2 4.2 8 59 104 168 84 168 65 90 15 23 18 1.0 7. 3 12.9 20.9 10.4 20. 9 8.1 11.2 1.9 2.8 2. 2 100.0 1 4 7 1 5 7 12 3 3 2. 100. 99.0 s.o 11.0 2.0 10.0 14.0 24.0 6.0 10.0 6.0 98. 90.0 76. 71.0 (14.0 50. 26. 20.0 10.0 4.0 4.0 91.7 78. 8 4 | 10.7 7 29. 1 5 . 20.8 5 20, 8 57.9 47. 5 26. 18.5 7.3 1 | 4.2 5.4 2 6 1 0.4 2 4.0 1 ! 4.2 '3 0.4 0.4 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 52.— NUMBER OF WAGE-EARNERS AT SPECIFIED DAILY RATES OF PAY, WITH PERCENTAGES OF TOTAL AND CUMULATIVE PERCENTAGES— MUNICIPAL STATIONS: 1902— Continued. [Each cumulative percentage shows the proportion of total number of persons in the given class receiving a wage as great as, or greater than, the lowest wage of the given wage group. ], FIREMEN. DYNAMO AND SWITCH- BOARD MEN. LINEMEN. MECHANICS. LAMP TRIMMERS. RATE PER DAY (DOLLARS). Num- ber. Per cent. Num- ber. Per cent. Num- ber. Per cent. Num- ber. Per cent. Num- ber. Per cent. Of total. Cumu- lative. Of total. Cumu- lative. Of total. Cumu- lative. Of total. Cumu- lative. Of total. Cumu- lative. Total 4X0 100.0 101 100.0 339 100.0 46 100.0 306 100.0 Less than 1.00 51 73 108 117 54 74 8 10.5 15.0 22.2 24.1 11,1 15.2 1.7 100.0 89.5 74.5 52.3 28.2 17.1 1.9 0.2 0.2 0.2 3 9 12 20 18 16 13 4 2 4 3.0 8.9 11.9 19.8 17.8 15.8 12.8 4.0 2.0 4.0 100.0 97.0 88.1 76.2 56.4 38.6 22.8 10.0 6.0 4,0 17 33 37 ' 66 40 63 28 47 3 5.0 9.7 10.9 19.5 11.8 18.6 8.3 13.8 0.9 100.0 95.0 85.3 74.4 54.9 43.1 24.5 16.2 2.4 1.5 1.5 0.9 0.3 1 2 4 3 3 8 14 5 4 2.1 4.4 8.7 6.5 6.5 17.4 30.4 10.9 8.7 100.0 97.9 93.5 84.8 78.3 71.8 54.4 24.0 13.1 4.4 4.4 24 24 25 59 29 77 63 3 o 7.8 7.8 8.2 19.3 9.5 25.2 20.6 1.0 0.6 100.0 1.00 to 1.24 92.2 1.25 to 1.49 84.4 1.50 to 1.74 76.2 1.75 to 1.99 56.9 2.00 to 2.24 2.25 to 2.49 47.4 22. 2 2.50 to 2.74 1.6 2.75 to 2.99 0.6 1 0.2 2 1 0.6 0.6 0.3 2 4.4 The equipment of a station, its size, and the character of its service necessarily govern the proportion of the different classes of wage-earners to the total. This feature has already been discussed, but it may be again pointed out that small stations do not necessarily require inspectors or foremen, and that the linework might be done by lamp trimmers or mechanics, while an engi- neer might act as foreman, and a dynamo tender, be- sides watching the switchboard, could fire the boiler and oil the engine. This merging of work is. in fact, so common a* to render it difficult to make any closely accurate segregation of employees according to speci- fied occupations. The rate of pa} r , however, in each of these cases, while subject to varying skilled labor con- ditions in the vicinity, is likely to be that of the higher class, in order to compensate properly for the variety of skill required and for the large amount of responsi- bility assumed. It stands to reason that a fireman per- forming the work of an engineer would be much more likely to consider and rate himself in the higher class than in the lower, even though his wages were not com- mensurate with the more exacting position. Median rates of pay. — By a median rate of wages is meant the rate of the emploj^ee who stands halfway between the lowest paid and the highest paid employee in the class under consideration ; in other words, an ab- solutely precise median would be a rate such that the number of employees receiving wages higher than the rate named is equal to the number receiving lower wages. For the purpose of permitting the medians to be calculated closely, the schedule called for a classifi- cation of wage-earners by their precise daily rates of pay. In tabulation, however, the employees have nec- essarily been grouped according to certain limits, and the median in each case accordingly appears not as a single rate but as a group, with upper and lower limits 5 cents apart. It follows that the median group itself covers a considerable number of employees and that the numbers above and below the median group are not, as a rule, exactly equal. Tables 53 and 54 show, for the same wage-earners who are covered by Tables 51 and 52, the median groups of wages for different occupations, the percentage of the total number within each occupation who received wage rates falling within the median group, and the percentages of those above and of those below the median rates. Table 53. — Median rate of wages and percentage of classified wage- earners receiving above, below, and median rate — private stations: 1902. CLASS OF OCCUPATION. All classes Foremen Inspectors Engineers Firemen Dynamo and switchboard men.. Linemen Mechanics Lamp trimmers Median rate (dollars). 2. 85 to 2. 89 2. 00 to 2. 04 2. 00 to 2. 04 1.75 to 1.79 2. 00 to 2. 04 2. 00 to 2. 04 2. 00 to 2. 04 1.90 to 1.94 PER CENT OF WAGE-EARNERS RECEIVING — Median rate. 1.4 23. 1 15.0 9.8 19.0 17.4 25.6 1.1 Above median rate. 49. S 44.3 41.6 43.0 35.5 42.3 44.9 49.7 Below median rate. 44.2 4S.8 32.6 43.4 47.2 45.5 40.3 29.5 49.2 Table 54. — Median, rate of irages and percentage of classified wage- earners receiving above, below, and median rate — municipal stations: CLASS OF OCCUPATION. Median rate (dollars). All classes Foremen Inspectors Engineers Firemen Dynamo and switchboard men . . Linemen Mechanics Lamp trimmers 1.75 to 1.79 2. 45 to 2. 49 2. 25 to 2. 29 1. 95 to 1. 99 1. 50 to 1. 54 1. 75 to 1. 79 1. 75 to 1. 79 2. 25 to 2. 29 1.80 to 1.84 PER CENT OF WAGE-EARNERS RECEIVING— Median rate. 1.0 20.8 3.2 12.8 7.9 6.5 17.4 4.9 Above median rate. 50.0 29. 2 47. 5 39.5 48.5 43.7 37.0 49.0 Below median rate* 8.2 46.0 50. 49.3 47.7 43.6 49.8 45.6 46.1 EMPLOYEES, SALARIES, AND WAGES. 63 Table 53 shows that the median rate of wages in pri- vate stations was $2 to $2.04 for all classes and for in- spectors, engineers, dynamo and switchboard men, linemen, and mechanics, 18.9 per cent of all wage- earners included in Table 51 receiving this rate. The median rate for foremen was $2.85 to $2.89; 1.4 per cent receiving this rate. As shown in Table 54, 4.6 per cent of the wage- earners in municipal stations received the median rate for all classes, $1.75 to $1.79. The median rate for engineers was $1.95 to $1.99; 3.2 per cent received that rate and only 49.3 per cent received less. The median rate for firemen was only $1.50 to §1.54, and 47.7 per cent received a lower rate. When it is considered that the vast majority of mu- nicipal stations are in very small communities, it is not surprising that the private stations situated in commu- nities where the higher cost of living must necessarily govern conditions, should pay a larger proportion of the higher wages. There is no superficial reason wiry an artisan should work for a municipal station at a lower rate than he would for a private station, even if it be conceded that the employment of wage-earners in municipal stations might be governed by political con- siderations. This apparent difference might possibly disappear to some extent if the number of hours con- stituting the day's work were taken into consideration. It is a well-known fact that the eight hour day is a legal requirement for municipal work in some states, and would therefore apply in small as well as in large com- munities. Another fact that has bearing upon the conditions is that many of the municipal stations are oper- ated chiefly or solely to supply a small number of lamps tor street lighting during a restricted number of hours of darkness, and hence in such stations the nominal working day would involve fewer hours of occupation than it would in private stations or in other stations doing all kinds of electric work all day long; conse- quently the rate of pa\' would be lower in the municipal stations. Daily hhuji's and mcd/ioi rat<*s, Inj states. — In Tables 95 and 9(1 the statistics of the wage-earners shown in Table 50 are presented, by states and territories, for private and municipal stations, respectively, the num- ber of wage-earners being given for all occupations; and also for the more important occupations separately, according to daily wages within stated 25-cent limits; the 5-cent group, within which the median wage falls, is also given in each case. The highest wages in private stations were paid in Montana, where the median for all classes of wage- earners was $3 to $3.04. Other states approaching this high average are found in the Western group. Impor- tant states that had a median of 82 to $2.04 were 2s ew York, New Jersey, Missouri, Minnesota, and Connecti- cut. In the Southern states the median rate was very low, it being $1.50 or less in a number of states. In Montana the median rate for engineers was $4 to $4.04. In no other state was this high rate approached, but in a number of important states daily wages of from $2 to $2.50 were paid. For municipal stations few states reported a median rate of more than $2.04 for all classes of wage-earners. In fact none of the larger states except California, Illi- nois, and Massachusetts did so. The other data in these tables do not call for comment, but will be of interest to the student of sociology. CHAPTEE V. PHYSICAL EQUIPMENT. f T4) energized with central station current, although where the plants are of the description known as "isolated," such lamps, as well as all other apparatus, are owned by the owner of the building or by the tenant. Trans- formers have likewise remained, as a general thing, the property of the stations operating them, being, in fact, moved from place to place according to the local require- ments of the system. Meters on central station circuits are, it is safe to say, invariably the property of the stations, and are taken out in case the service is discon- tinued. The apparatus under consideration is, there- fore, that which is the property of the central station strictly, subject to the limitations that have been pointed out with regard to one or two classes of consumption appliances. I. EQUIPMENT OF POWER AND GENERATING PLANTS. General statistics of power plants. — As already shown in Table 1 the total horsepower capacity of steam engines and water wheels of central electric stations was 1 ,81S,413 horsepower. Of this amount 1,379,941 horse- power, or 75.9 per cent, was the indicated capacity of the steam engines, and 438,172 horsepower, or 24.1 per cent, the stated capacity of the water wheels. The indicated capacity of steam engines and water wheels in the stations operated under private ownership was 1,660,177 horsepower, or 91.3 per cent of the total, while the capacity of those in stations operated under municipal control was 158,236 horsepower, or 8.7 per cent. In addition to the power shown in Table 1 there were reported 165 gas engines, having a capacity of 12,181 horsepower, and 365 auxiliary steam engines, having a capacity of 14,454 horsepower. As a matter of fact, the gas engines should be regarded as part of the prime moving power plant, it being probable that practically all such engines reported were attached to cbynamos. It is also probable that some of the auxiliary steam engines were in the nature of a reserve as well as for use in operating subsidiary apparatus in connection with the plant. Tables 74 and 84 present, for the United States and for each of the states and territories, detailed statistics of these engines and water wheels, classified according to size, as well as details concerning the dyna- mos and other apparatus in the private and municipal stations, respectively. PHYSICAL EQUIPMENT. 65 General statistics of steam engines. — Table 55 .shows the number and horsepower of the steam engines in both private and municipal stations, also the proportion that the equipment of . each class of stations is of the total. Table 55. — ,Slett»> engines — private mid municipal stations, and per- centage each class is of total: 1'JOJ. Total. Private stations. Municipal stations. PER CENT— CLASS OF ENGINE. In pri- vate In mu- nicipal sta- sta- tions. tions. Total: 5, 930 4.S70 1,060 32.1 17.9 1,379,941 1,232,923 147,018 89.3 10.7 500 horsepower and under — Number 5, 451 1,407 1,044 so.s 19.2 Horsepower... 849, 330 715, 41S 133,913 S4.2 15.8 Over 500 and un- der 1,000 horse- power — Number 27S 266 12 ! 95. 7 4.3 Horsepower... 193, 570 1S4, 670 8,900 95.4 4.6 1,000 horsepower and over — Number 201 197 4 98.0 2.0 Horsepower... 337, 035 332, 835 4,200 98. S 1.2 Of the total horsepower of the steam engines in use in central electric stations SI*. 3 per cent represents en- gines in private stations and 10.7 per cent those in the municipal stations. Not only does the horsepower of the engines in the municipal stations form a small proportion of the total, but the engines are. as a rule, smaller than the engines in stations operated under private ownership. This is shown in the arrangement of the engines into three groups according to their horsepower. The vast majority of the engines in the municipal plants are in the group of the smallest capac- ity, while those of a larger capacity are almost all in private stations. The greatest disparity between the two groups of stations is in the group having engines with a capacity of 1,000 horsepower and over. This included 201 engines with a total capacity of 337,035 horsepower. Of these only 4, with a capacity of 4,200 horsepower, were reported by municipal stations. It will be noted that even these 4 came barely within the classification, while the 197 in the private stations rose to an average of very nearly 1,700 horsepower each. These facts should not be overlooked in a con- sideration of the various costs and economies affect- ing the production and sale of current, or the rates at which service can be supplied, it being a truism that power production on a large, scale is cheaper than power production on a small scale. Table 56 brings out these facts more clearly by showing the percentages that the number and horsepower of engines in the different groups were of the total number and horsepower of the engines in all stations, and in private and municipal stations, respectively. 30947—05 5 Table SG.i-Percentages that the nvmbrrand horsepower of the differ- ent classen of steam engines are of total — private and municipal sta- tions: 1902. CLASS OF ENGINE. Total: Number Horsepower 500 horsepower and under — Number Horsepower Over 500 and under 1,000 horsepower Number Horsepower 1,000 horsepower and over — Number . Horsepower Total. Private stations. 100.0 100.0 91.9 61.1) 4.7 14.0 3.4 24.4 100.0 100.0 90.5 5S. 5.5 15.0 Municipal stations. 100.0 100.0 98.5 91.1 1.1 6.0 0.4 2.9 The engines having 500 horsepower and under formed 91.9 per cent of all engines, their capacity being 61.6 per cent of the total capacity. The smaller engines and their total horsepower form a considerabty larger pro- portion of the total for the municipal stations than they do of the total for the private stations, while the larger engines, those having over 500 horsepower, forma larger proportion of the total in the private than in the munici- pal stations. In private stations the engines of 1.000 horsepower and upward were 3.4 per cent of the number and 24.1 per cent of the horsepower, but in the munici- pal stations the}' were only four-tenths of 1 per cent of the number and 2.9 per cent of the horsepower. While it is evident that the smaller type of engines largely pre- dominates in all the stations taken collectively, the pro- portion of them in the municipal stations is overwhelm- ing. Such figures are a strong indication of the facts already emphasized in other ways, that, taking the countiy as a whole, outside of the large cities the electric light and power industry is still based on what has to be considered as a quite small and relatively expensive unit of motive power. The number of engines per municipal station is not much above one and even in the private stations the average does not rise to two, this fact showing how very general the dependence is upon one engine, even a re- serve for accidents and emergencies being lacking. The average capacity per plant for the municipal stations was about 180 horsepower and in the private stations' almost 410 horsepower. It will be remembered', how- ever, that if the stations using waterpower exclusively be deducted from the totals these averages will be» raised somewhat. Auxiliary steam engines. — It is possible that in some' of the stations the auxiliary steam engines would come ; to the relief of the main plants in moments of distress. In private stations there were 329 such engines, with 13,619 horsepower capacity. In the municipal stations there were few auxiliary engines, the number being but 36. with 835 horsepower; evidently they were in reality merely auxiliaries in most cases, for although one is reported of 200 horsepower and one of 100 horsepower, 66 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. the average capacity for the remainder was not quite 16 horsepower. In the private stations the auxiliary steam engines had an average capacity of 41 horsepower, and while many of the smaller ones were used for pumping, a number were of sufficient size to take care of a good sized arc lighting machine, to carry a moderate day load, or to charge storage batteries. Steam engines in stations, classified according to pop- ulation of places in which located and dynamo capac- ity. — Tables 87 to 90 show the equipment of central electric stations, classified according to the population of the places in which they were located. These tables show very strikingly the use of the larger steam en- gines in the larger cities, the number of large engines rising rapidly as the population increases. Thus, as shown in Table 87, for the purely electric private sta- tions, of the steam engines of 500 horsepower and under, 1,593 were in places with less than 5,000 inhabitants and only 119 in places of a population of more than 500,000, while of the engines of 500 horsepower and over there were only 2 in places with less than 5,000 inhabitants, 9 in places with from 5,000 to 25,000, 67 in places with from 25,000 to 100,000, 104 in places with from 100,000 to 500,000, and 120 in places with more than 500,000. In Table 88, for private stations operated in connec- tion with other business, the results are similar to those shown in the preceding table, although the variations are less marked, which is but natural since many of these stations are operated merely as accessories to some other business. Municipal stations, for which the statistics are shown in Tables 89 and 90, have, as a rule, very small plants, and consequently nearly all of their steam engines are of the smaller sizes. The few engines of the larger sizes are found only in the large cities. Tables 91 to 94 show statistics of stations, classified according to the horsepower capacity of dynamos. There are very few stations having a large dynamo capacity that do not have some of the smaller sized engines in connection with their larger ones. Thus, in the purely electric private stations having a dynamo capacity of 5,000 horsepower and over, there were 162 steam engines of 500 horsepower and under, 82 of over 500 but under 1,000 horsepower, and 121 of 1,000 horse- power and over. These figures appear to indicate that the smaller engines are used during certain parts of the day when there is comparatively little call for current, and as a reserve in case of accident to the larger engines. Table 92 follows the same general line as Table 91. Tables 93 and 94, for municipal stations, have so few steam engines of the larger sizes that they do not call for comment. General statistics of water wheels. — Of the primary motive power plants in use in central stations the con- siderable proportion represented by hydraulic develop- ment is enumerated and broadly analyzed in Table 57. This table shows the number and horsepower capacity of water wheels divided into three groups as to size, in all, in the private, and in the municipal stations, respec- tively, and the proportion which those in each class of stations are of the total. Table 57. — Waler wheels — private and municipal stations, and per- centage each class is of total: 1902. Total. Private stations. Municipal stations. PEK CENT— CLASS OF WATER WHEEL. In pri- vate In mu- nicipal sta- sta- tions. tions. Total: 1,390 1,308 82 94.1 5.9 438, 472 427,254 11,218 97.4 2.6 500 horsepower and under— Number 1,192 1,112 80 93.3 6.7 Horsepower. . . 174, 559 164,981 9,578 94.5 5.5 Over 500 and un- der 1,000 horse- power- Number 85 84 1 98.8 1.2 Horsepower... 57, 160 66, 520 640 98.9 1.1 1,000 horsepower and over — Number 113 112 1 99.1 0.9 Horsepower... 206,753 205,753 1,000 99.5 0.5 For all stations, 1,390 water wheels were reported, and they had a stated capacity of 438,472 horsepower. Of these 1,308, with a capacity of 427,254 horsepower, were in private stations and 82, with a capacity of 11,218 horsepower, in municipal stations, this latter class of stations having 5.9 per cent of the number and 2.6 per cent of the horsepower. As with the steam engines so with the water wheels; by far the largest number were in the group of 500 horsepower and under, the municipal stations having only 2 of a greater capacity. No fewer than 1, 192 wheels, with a total of 174,559 horse- power, were in this group; of these all but 80, with 9,578 horsepower, were in private stations. There were 85 wheels, with a total of 57,160 horsepower, in the group with a capacity of between 500 and 1,000 horsepower, and 113, with a total of 206,753 horse- power, in the group with a capacity of 1,000 horsepower and over. In the private stations the average for all the wheels in the second group was slightly over 672 horsepower, and for those in the largest group the average was 1,837 horsepower. It will be interesting to note that the group of the small water wheels com- prised 39.8 per cent of the total horsepower, while the horsepower of the wheels in the group of 1,000 horsepower and over was 47.2 per cent. Water wheels in private stations. — According to Table 74 the water wheel power plant equipment of private stations showed a remarkably wide distribution through- out the country, waterpower being used in all but a few of the smaller .and less important states and territories. But while the smaller steam engines represented more than half of the total capacity of steam engines, the opposite is true as regards water wheels. The 196 water wheels of over 500 horsepower aggregated 262,273 horsepower, or nearly two-thirds of the total, while the PHYSICAL EQUIPMENT. 67 112 wheels of 1,000 horsepower and over, included in the UMi wheels, were of 205,753 horsepower, or very nearly one-half of the total. The average size of all the wheels was 320 horsepower, while the 1,112 constituting the most numerous group averaged only 14S horsepower each. New York occupies a conspicuous place at the head of the list, with 236 wheels and a total of 128,271 horse- power. Although the development of Niagara Falls power figures very materially in the high standing of New York for hydraulic development, the distribution of waterpower throughout the state is very general. Only 47 of the wheels were over 500 horsepower, while the average of wheels having less than 500 horsepower was only 157 horsepower each. The influence of the Niagara Falls development is most clearly shown in the group of large wheels, there being in this group 35 wheels of a total of 0l,ti00 horsepower, an average of 2,017 horsepower per wheel. California, with a total of 130 wheels and 78,483 horsepower, was the second state in the use of waterpower for the generation of electric current. Here again the distribution was general, the wheels varying greatly in size, there being by groups 79 with 12,771 horsepower, 23 with 15,574 horsepower, and 28 with 50,138 horsepower. This last group com- prised almost two-thirds of the total stated capacity. The average capacity of wheels in the first group was 101 horsepower, while the average of those in the last group was 1,700 horsepower. Considerable utilization of waterpower is shown in the New England states, Vermont leading with 04 water wheels of 13,075 horse- power. The hydraulic utilization was also noteworthy in several of the Central and Western states, namely, California with 130 wheels and 78,483 horsepower, Colo- rado with 42 wheels and 12,750 horsepower, Illinois with 52 wheels and 9,505 horsepower, Michigan with 95 wheels and 12,915 horsepower, Montana with 44 wheels and 24,000 horsepower, Oregon with 44 wheels and 11,118 horsepower. Utah with 25 wheels and 18,285 horsepower, Washington with 41 wheels and 17,238 horsepower, and AYiseousin with 74 wheels and 7,423 horsepower. The states in the Far West were more con- spicuous than those of New England or the Middle West in the employment of large wheels. For example, 11 of the 25 wheels in Utah were of over l,000horsepower each, while of the 42 in Colorado 2 were of over 1,000 horse- power and 6 were of between 500 and 1,000 horsepower and averaged more than 700 horsepower each. Georgia, with 10 wheels of 5,989 horsepower, of which 4 were of 5,150 horsepower, is one of the Southern states giv- ing attention to waterpower or its better availability. South Carolina was also notable for its utilization of waterpower. It had 9 wheels of 10,415 horsepower. 8 of which were of 10,1(55 horsepower or an average of 1,270 horsepower each. In Pennsylvania, in spite of the nearness of the central stations to the coal measures, waterpower was utilized quite freely although in small units, there being 48 wheels with a total of 6,703 horse- power; 46 of these were of less than 500 horsepower each and in fact did not avei'age much over 100 horse- power each. Water wheels in municipal .stations. — The use of waterpower by the municipal stations was, as already noted, not very extensive, there being only 82 wheels with a total of 11,218 horsepower, an average of 136 horsepower per wheel. There were only 2 wheels of the larger sizes — one of 640 horsepower at Lyndonville, Vt., and one of 1,000 horsepower at Marquette, Mich. Onty 18 of the states and territories reported the use of hydraulic power for municipal station purposes. The state with the largest resources of this kind was Michigan, with 19 wheels of 3,170 horsepower capacity. Next came Vermont, with 16 wheels of 3,221 horse- power. The figures for the other states do not call for comment. Water wheels in stations, classified according to popu- lation of places in wh ich located and dynamo capacity. — Tables 87 to 90 show the water wheels of stations, clas- sified according to the population of the places in which located, while Tables 91 to 94 show the water wheels of stations, classified according to horsepower capacity of dynamos. From Table 87 it will be seen that 499, or more than half of the water wheels in purely electric private sta- tions, were found in places with a population of less than 5,000; 220, in places of 5,000 to 25,000; 126, in places of 25,000 to 100,000; and 51, in places of 100,000 to 500,000. It will be noticed that the capacity of the wheels in places of 5,000 to 25,000 was 139,025 horsepower, much more than in any other group. This is accounted for by the fact that a number of large waterpower plants are located in these small places, even though part of the current generated there is transmitted to the larger cities. Comparatively few of the larger cities employed waterpower for gener- ating current, the 51 wheels reported in places of 100,000 to 500,000 inhabitants being limited to a very few cities. In the private stations operated in connection with other business, the same general proportions and con- ditions are found, while, in the municipal stations the number of the larger wheels is so few as not to call for comment. Equipment of stations, classified according to thekind of power used. — Tables 40 and 41 show the statistics of equipment and output of current for stations classified according to the kind of power used. The figures for the last class shown in the tables are greatly influenced by the large plants at Niagara, and were it not for these plants the averages would be quite small. As shown by Table 42, in the plants operated exclu- sively by waterpower there were 612 water wheels with a capacity of 217,261 horsepower and 750 dyna- mos with a capacity of 171,988 horsepower. According 68 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. to Table 1, the total number of water wheels in private and municipal stations was 1,390 and their capacity was 438,472 horsepower. The two tables indicate, there- fore, that 44 per cent of the wheels and 49.5 per cent of their capacity were in stations operated exclusively by waterpower. The output of these 312 plants was 258,698,131 kilowatt hours for the year, this current being consumed in part by 9,060 arc lamps and 599,938 incandescent lamps. (reneratltig equipment. — Equal in importance with the power plant equipment in central stations, and neces- sarily so closely associated with it that the two form one element for consideration, is the generating plant equipment; that is, the dynamos which furnish current to the consumption circuits. The boilers, engines, and water wheels employed for prime motive power in this work are of well-nigh every variety, while the dynamos themselves comprise a bewildering assortment of shapes and sizes and are based upon varying theories of con- struction and design. The whole object, however, of the power and generating plant equipment is to secure the revolution of electro-magnets or coils of wire in the close vicinity to and in the "field of force" of other electro-magnetic coils of wire, such magnets and coils constituting in their relationships a dynamo elec- tric machine. It is a matter of indifference whether the "armature" or the "field" magnet revolves; the engine or the water wheel effects its purpose so long as it causes the coils of wire to which its shaft is at- tached to change their positions frequently in the unseen "field of force," thus generating current. The engines may be single or compound, horizontal or ver- tical, condensing or noncondensing; the water wheels may be undershot or overshot, impulse or otherwise, so long as thej T serve the purpose of imparting rotary motion to the dynamo or generator, which may be, as it almost invariably is in later types, directly connected to the shaft of the prime mover, or, as it was in most of the early types, intermediately connected by means of belts and countershafting. The statistics relative to the power plant equipment show the figures of engines and water wheels, without regard to the distinctions of principle in their construction. In like manner the gen- erating plant equipment might be discussed in far greater detail were this report strictly a technical treat- ment of the subject, but since it deals with commercial and industrial conditions, it was deemed sufficient by the Bureau of the Census to group the dynamos into three large main classes which answer sufficiently the purpose and scope of the investigation. >■> Ohm if eat ion of dynamos.— -The generating plant equipment is divided into three groups, namely, direct current constant voltage dynamos, direct current constant amperage dynamos, and alternating and polyphase cur- rent dynamos. These three classes answer in their gen- eral range to the specific lines of work that have been developed by American central stations. The first class of direct current constant voltage machines deals with and includes essentially all those intended for supplying current to incandescent lighting and stationary motor circuits. At the outset of the industry such machines were almost without exception limited purely to incandescent lighting; but to-day, as a result of the evolution of the industry, a great many of them are furnishing current to motors and are also carrying on their circuits arc lamps, for which originally the machines in the second category, namely, those of the direct current constant amperage type, were built exclu- sively. A great many such constant amperage machines are still in use and are likely to be devoted solely to arc lighting in the smaller stations of the country, as will appear later from the analysis. The third group of apparatus, alternating current dj'namos, is a large and rapidly growing class which embraces in its capabilities the power of easily and readily furnishing current for all classes of lamps and for stationary motors, although between the points of generation and consumption manipulation and transformation of current may be necessary. While electric light and power in American isolated plants have been and seem likely to continue to be gov- erned by the conditions of direct current dynamos, the central station industry is shifting rapidly to the funda- mental basis of alternating current generation by means of single phase or potyphase dynamos. This broad statement is subject to qualifications which would not, however, lessen the value of the assertion. General statistics of generating plants. — The gross figures for the three classes of dynamos give a total of 12,484 machines, with a stated capacity of 1,624,980 horsepower. Table 58 shows the distribution of these dynamos according to the character of the current and according to location in private or municipal stations, also the proportion of each variety of machines in each class of stations. Table 58. — Dynamos — private and municipal stations, and percent- age each class is of total: 190S. Total. Private stations. Municipal stations. PEE CENT— VARIETY OK DYNAMO. In pri- vate In mu- nicipal sta- sta- tions. tions. Total: 12, 484 1,624,980 10, 062 14.6 9.4 1,472,996 151,984 90.6 Direct current, constant volt- age- 3,823 3,405 418 89.1 10.9 Horsepower. . . 442, 446 418, 913 23, 533 94.7 5.3 Direct current, constant amper- age- Number 3,539 2,957 582 83.6 16.4 Horsepower... 195, 531 157, 768 37, 763 80.7 19.3 Alternating and polyphase cur- rent — Number 5,122 4,300 822 84.0 16.0 Horsepower... 987, 003 896,315 90, 688 90.8 9.2 "WOOD" DYNAMO BUILT IN 1879. This machine includes many of the features of the modern d\ iiumo, and is the multipolar type. "WOOD" SERIES ARC DYNAMOS BUILT IN 1S80. This series are dynamo was the forerunner of a well-known type that lias survived for twenty-five years; de revolutions of the armature per minute, *ned for 9.6 amperes and dO volts, at 2,200 PHYSICAL EQUIPMENT. 69 In view of the fact that municipal stations arc so largely devoted to street lighting, it is natural that, for them the class of direct current constant amperage arc machines should he the, largest. The relatively small amount of incandescent lighting done in municipal sta- tions is also brought out by the fact that in such stations direct current constant voltage dynamos formed only 10.!) per cent of the total number and had only 5.3 per cent of the total horsepower. The machines in most general use in both classes of stations were those generating alternating current, single or poly- phase. Of the total number of these machines reported, 16 per cent with 9/2 per cent of the horsepower were operated in municipal stations. Table 59 shows the percentages that the number and horsepower of the different varieties of dynamos are of the total number and total horsepower of all dynamos in all stations and in both private and municipal stations. Table 55). — Percentages that the number and horsepower of the differ- ent varieties of diinamos are of total — private anil municipal sta- tions: l!kh>. VARIETY UF I'YNAMO Total: Number Horsepower Direct current, constant voltage — Number Horsepower Direct current, constant amperage- Number Horsepower Alternating: and polyphase current Number Horsepower 100.0 100.0 Private Municipal stations, i stations. 100.0 100.0 30. ti 32.0 2S.4 VS. 4 12.0 27. 7 m7 41.0 60.8 40.3 60.9 100.0 100.0 15.5 32. 24.8 Alternating current apparatus, in spite of the late- ness of its introduction, had at the time of the col- lection of these statistics become the largest class of apparatus employed in central station work, as shown by the gross figures. Not only did such machines con- stitute the largest proportion as to number, but their proportion of the total horsepower was also consider- ably in excess, indicating, as might be expected from the later developments in the industry, the employment of a much larger type of machine of this variety than is now to be found in service either for direct incan- descent lighting- or for direct current arc lighting. According to Table 59, direct current constant volt- age machines were 30.(3 per cent of the number and had -21. -2 per cent of the horsepower. Direct current con- stant amperage or arc machines were slightly inferior as to number, the rate being 28.4 per cent, and very much less as to horsepower, for which the rate was 12 per cent. On the other hand, the alternating class em- braced 41 per cent of the number and 60.8 per cent of the horsepower. It may here be pointed out that the use of alternating and polyphase machines in municipal stations has kept pace with their use in private stations, the rates being 60.!* percent for private stations and 59.7 per cent for municipal stations. Dt/iiiiiium in private station*. — Table 74 shows the division of dynamos, by states and territories, in pri- vate stations and includes also in the classification of dynamos apparatus 1X4 boosters of 17,785 horsepower, and 131 rotaries of 63,<>S3 horsepower. Two states were very largely in the lead as to number and capacity of dynamos, namely. New York with 1,408, with a total of 245, X23 horsepower, and Pennsylvania with 1,215, with a total of 155,377 horsepower. The large states had a considerable proportion of alternating current apparatus. Of the dynamos in New York 690, with 166,427 horsepower, were of this class. In Pennsylvania there were 405, with 83,7-13 horse- power; in Illinois 336, with 58,099 horsepower; and in Massachusetts 233, with 59,143 horsepower. These alternating machines were frequently of considerable size, those in New York, for instance, averaging over 241 horsepower. The fact that in this state there were only 33 dynamos of 1,000 horsepower and over, the total capacity being 79,520 horsepower, would imply the presence of a large number of the smaller and older single phase alternating machines, as distin- guished from the polyphase machines, now built only in the very large sizes. In fact the central station industry, as a whole, still employed a large number of these smaller dynamos which marked the introduction of that kind of current some years ago, such machines being not much if any larger than the average of 193 horsepower each. In the other states the relative size of the direct and alternating current apparatus, exclu- sive of that for arc lighting, followed closely the same relative magnitudes. The arc lighting machines reported had an average capacity of a little over 53 horsepower. In New York the average was less than 50 horsepower, the proba- bility being that in that state the industry had already reached the stage where a great many of the arc lamps were carried on the incandescent lighting circuits, in- stead of on circuits and machines of the earlier series arc type, such as would still prevail in smaller com- munities. It will be noted that in several of the states for which the reports showed a small number of arc lighting machines, the average was considerably above the average for the country as a whole. Thus in Indian Territory the single machine reported was of 60 horsepower. Iu New Mexico the 3 with 183 horse- power, averaged 61 horsepower. Iu Utah the 10 with 800 horsepower, averaged So horsepower. To- ward the close of what was a definite period of series arc lighting with machines of this type, the tendency was to increase the capacity of dynamos very materi- ally, so that a single machine would energize a circuit with as many as 150 series arc lamps, and thus enable the business to be done more economically aud at the same time over a larger area. Moreover, in order to drive the current through this long circuit of wire and lamps, the pressure or voltage had to be increased pro- 70 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. portiouately, and while better precautions were taken as to insulation, it was universally felt that such cir- cuits were far too dangerous to life and property to be permitted a very general adoption, even if the wires reached the poles by underground conduits. These statistics as to arc lighting dynamos give a very fair indication of the continued existence and use of many of the larger arc machines, although they were built and installed prior to the time when the alternating current made its appearance and by its different method of current distribution obviated the necessity of their employment. Dynamos in municipal stations. — Table 84 presents the statistics, by states and territories, for dynamos in the municipal stations of the country, there being, as already noted, 1,822 dynamos with a total of 151,984 horsepower, of which exactly 1,000 with 61,296 horse- power were of the direct current type, leaving for the class of alternating and polyphase current 822 with 90,688 horsepower. An inspection of the table shows that a great many of the machines were very small. The direct current machines considered as one group averaged 61 horse- power and the alternating current machines averaged 110 horsepower. In Colorado the 1 direct current incandescent lighting machine was of only 30 horse- power; in Connecticut the 4 incandescent lighting machines had a total capacity of only 80 horsepower and the 2 arc machines had a total of only 40 horse- power, the average for both kinds of machines being but 2D horsepower. The single direct current incan- descent lighting machine in Massachusetts was of 80 horsepower, while in Oregon the 3 of the same type had a total of only 39 horsepower, and in South Caro- lina there were 2 with a total of only 35 horsepower. In Vermont there were 3 with a reported total of 8 horsepower. It is difficult to conceive what useful or economical part machinery of such trivial capacity could play in any enterprise, whether private or munic- ipal. For Vermont the reports showed also 3 direct current arc machines with a total of 70 horsepower, while 4 of the arc machines in Virginia had a total of but 75 horsepower. In West Virginia, however, the arc machines ran to the other extreme, 9 being reported with a total of 700 horsepower. All the small machines, including the group of alter- nating current apparatus, were without question of the early single phase type. This dynamo electric appa- ratus for generating purposes was supplemented by a very small number of boosters and rotaries, there being 9 boosters with 176 horsepower and 1 rotaiy with 134 horsepower. Dynamos in stations, classified according to popula- tion of places in whicli located and dynamo capacity. — Tables 87 to 90 show the statistics of dynamos for stations, classified according \o the population of the places in which located, and Tables 91 to 94 show sim- ilar statistics for the stations classified according to horsepower capacity of generating equipment. According to Table 87, in purely electric private sta- tions, the places with a population of less than 5,000 had the largest number of dynamos, as well as the largest horsepower capacity. In a general way the number lessened as the population groups increased in size. Of the direct current, constant voltage dynamos, the larger cities reported the largest dynamo capacity. The dy- namo capacity of the direct current constant amperage machines was almost uniform throughout all the popu- lation groups, while for the alternating and polyphase current machines the smaller places again had the high- est horsepower capacity. There is no doubt that the stations located in the smaller places have a large amount of reserve machinery for use in case of accident, while in the larger cities the plants are larger arid conse- quently do not require so large a numerical proportion of reserve machinery. In Tables 89 and 90 are shown the effect of public arc lighting in the comparatively large number of direct current constant amperage machines in both the purely electric municipal stations and those operated in con- nection with other business, the totals for this class of dynamo being considerable. Table 91 shows the dynamos in purely electric private stations, classified according to horsepower capacity of generating equipment. The very large proportion of dynamos found in the larger plants shows to what extent the current was being generated by a compara- tively small number of stations. The 89 purely elec- tric private stations with dynamo capacity of 2,000 or more horsepower reported a total of 590,229 horse- power, or more than half of the total for all the sta- tions of this class. This condition is particular^ strik- ing in the alternating and polyphase dynamos, the capacity of these dynamos being 368,066 horsepower out of a total of 638,683 horsepower. In the private stations operated in connection with other business a large proportion of the horsepower capacity is also found in the larger stations. Substation equipment. — The early days of the electric lighting industry, like those of electric railways, knew nothing whatever of substations, and, indeed, had little or no necessity for that which has now become an im- portant and vital adjunct for the distribution of current on the large scale required by modern operation. The original incandescent lighting system was of the direct current type, and was limited to a very restricted area, while the arc lighting circuit, also direct current, ex- tended farther afield, although it did not embrace any larger area in its network of wires, but simply carried one single wire along a given thoroughfare and so con- tinued, usually on some other street or streets, back to the generating plant. These conditions prevailed for several years, until the advent of alternating current on a practicable basis; although prior to that time attempts PHYSICAL EQUIPMENT. 71 were made to increase the area covered from one station, chiefly by means of raising the voltage or pressure of the current at the central station. Even when the alternating current was introduced and the methods of its distribution were worked out, the substation did not immediately make its appearance, although rudimentary attempts in that direction were to be noted in the occa- sional grouping together of several transformers in what were known as "banks." These transformers receive the high voltage current and lower it in pressure for safer use on the consumption circuits, although they do not otherwise change the alternating character of the current. While the single -phase alternating current was shown to be available for incandescent lighting, and in some degree for arc lighting, it was, however, strictly lim- ited to these two uses, not being available for station- ar}- motors in general, for electric railway work, nor for storage batteries. Out of the necessities of electric traction, with its direct current motors, many of them operating several miles distant from the plant, arose the necessity for larger quantities of current deliverable at a high sustained voltage at remote points. Since it was inconvenient and expensive to have a number of scattered power plants for an electric railway system, the substation was evolved, the work done in alternat- ing current power transmission assisting in the solution of the problem. These conditions will be dealt with in more detail historically in another chapter. The substation, whether for electric lighting or for electric railway work, consists essentially of receiving or step-down transformers, to which thealternatingpoly- phase current is brought b} T the distributing circuits at high voltage after being generated at the main power plant, which may be scores of miles away, but which in the average city system is usually from 5 to 15 miles distant. The step-down transformer lowering the volt- age of the current delivers it to the rotary converter, a composite piece of dynamo electric apparatus, which, receiving it at one side or one end as alternating cur- rent, delivers it at the other end of the machine as direct current, either directly to the consumption cir- cuits or to storage batteries. The current is stored wholly or in part. In a few instances in this country, and very generally in Europe, the substation apparatus that converts the alternating into direct current is not one machine with two commutators, i. e., a rotary con- verter, but is a "motor generator," or two distinct dynamo electric machines on one base. The alternat- ing current motor in this combination is driven by the current received from the transformers and revolves, by direct connection on the same shaft, the armature of the generator that furnishes the direct current. This is, however, but a detail of operation. Geneml statistics of substation equipment.— The num- ber and horsepower of transformers, storage battery cells, rotary converters, and miscellaneous equipment in substations were required to be reported separately. It should be understood that none of this apparatus is in addition to the capacity of the generating plant, but is simply required in order to render the current avail- able to the consumer. Tables 75 and 85 present in detail this class of equipment in private and municipal stations, respectively, by states and territories. The totals are summarized in the following table: Table 60. — Sulmlntion equipment — private and municipal stations-' 1902. TOTAL. PRIVATE STA- TIONS. MUNICIPAL STA- TIONS. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. Storage battery cells 8,388 1,800 169 140 25, 284 419,367 109,556 21,443 8,388 1,765 168 135 25, 284 418, 068 109, 546 21,269 35 1 5 1,299 Rotarv converters 10 174 Storage latteries. — It will be seen by the table that in substations there were 8,388 storage battery cells, with a capacity of 25,281 horsepower. All of these were reported as in substations, and the presumption is. therefore, that they were so located, although thei'e were in addition 6,881 cells, with a nominal capacitA'of 16,355 horsepower, reported as performing a kindred function in the main power plants. This gives a total of 15,269 storage batteries, with a capacity of 41,639 horsepower. The capacity of storage batteries can not be taken absolutely, since the horsepower depends so largely upon the rate of discharge, but the figures here given are such as are justified by the reports from the central stations as to battery output of current, although it was not found feasible to reduce this to horsepower hours. All of these storage batteries were in private stations, there being none whatever in municipal stations except in New York, where 900 cells of 20 horsepower capacit} r were reported. "While the storage battery equipment was in no sense an addition to the generating capacity of the main power plants, its employment virtually increased such capacity by enabling a station to supply for a given period more current than it could actually generate in the same time, although such a period would be relatively short, often not more than a few minutes. B} r far the lai'gest number of storage battery cells, 2,616, was returned for New York, but their capacity was reported as only 2,210 horsepower. The average capacity of these cells is small as compared with that of the 950 in California, with 2,333 horsepower; the 912 in Illinois, with 5,590 horsepower; the 866 in Massa- chusetts, with 5,200 horsepower; the 176 in Missouri, with 1,955 horsepower; and the 166 in Ohio, with 1,333 horsepower. The capacity differed very remarkably, as a result of the variations in the rate of discharge and the different methods of calculating the available capacity or output of cells. 72 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Ti'uiisfoi'iitirs. — There were l,soO substation trans- former-, with a total of 419,367 horsepower, and of these only 35. with 1,299 horsepower, were in municipal -nictations. The transformers in private substations numbered 1.765, with 418.068 horsepower. They were wideVy dis- tributed. California reported 504, with 139,527 horse- power, and New York 121, with 133,219 horsepower. In none of the other states do the number and capacity call for particular notice. In some of the states the transformers in the substations delivered alternating- current at the lower pressures directly to the consump- tion circuits, without rectifying it into direct current by means of rotary converters or motor generators. Other iippai'dtitx. — There were 169 rotary converters with 109,556 horsepower, and all of these except one of 10 horsepower were reported by private stations. The miscellaneous equipment enumerated in the table com- prised 110 pieces of apparatus, with 21,443 horsepower, of which all but 5, with 174 horsepower, were in private stations. This miscellaneous apparatus consisted chiefly of the motor generating' sets already referred to or of boosters, a type of direct current apparatus employed to keep the voltage of current up to a given point at places where, because of the distance from the main station, it might fall below the desired pressure. Most of the 168 rotaiy converters reported for pri- vate stations were in five states, namely, 74 in New York, with 80,884 horsepower capacity; 23 in Pennsyl- vania, with 4,286 horsepower; 19 in Illinois, with 5,470 horsepower; 12 in California, with 4,858 horsepower; and 11 in Minnesota, with 3,066 horsepower. The mis- cellaneous apparatus reported was also largely con- fined to these same states. Table So for municipal stations includes veiy little substation apparatus and that almost entirely in the transformer class. The 35 transformers with 1,299 horsepower were distributed among 10 of the states, chiefly in California, Michigan, and Vermont. In the main power plants no enumeration was made of raising transformer's, employed for the purpose of receiving alternating current at low pressure imme- diately from the adjacent generator and raising or step- ping-up its pressure for better transmission over long- distance circuits. This class of apparatus would, there- fore, appear to be limited to what are specifically power plants, as distinguished from regular electric lighting and power stations working at much lower voltages than those which have become common in purely power transmission enterprises. II. LINE CONSTRUCTION. Gen, nil discussion.— A. leading element in central station work is that of line construction, comprising the circuits that stretch overhead or underground between the central station, its substations, and the scattered consumers in the territory served. It is somewhat difficult to cover this item in full detail, and very careful efforts were made to obtain accurate reports. A feeder wire is one leading from the generating plant to a point where it is connected with the main wires; these wires in turn lead to the service wires to which are attached the lamps, motors, etc., consuming the current. The mains and feeders, in most instances, are not ordinary wires, but large and substantial cables made up sometimes of several strands or conductors of copper and sometimes of massive copper rod. Statistics and ownership of mains and feeders. — An attempt to enumerate the service wires would have led to inextricable confusion and to great uncertainty of results, as it might be questioned whether many com- panies have any accurate idea as to the miles of service wire to which their mains and feeders may be connected within buildings; hence, the inquiry was limited to mains and feeders, the totals being summarized in the following table: Table 01. — Miles of electric line construction — private and municipal stations, and percentage each class is of toted: 1902. Total. Private stations. Municipal stations. PER CENT — In pri- vate sta- tions. In mu- nicipal sta- tions. Total: 107, 263. 63 17,880.51 93, 352. 95 16, 452. 28 13, 910. 68 1,428.23 87.0 92.0 13.0 8.0 Underground — 5, 847. 71 2, 276. 55 101,383.76 15, 592. 59 3'J. 16 11.37 5, 408. 55 2, 262. 02 87, 913. 13 14,181.75 31.27 8.51 439. 16 14.53 13,470.63 1,410.84 0.89 2.86 92.5 99.4 86.7 91.0 97.2 74.8 7.5 Overhead * — 0.6 13.3 Submarine- Mains Feeders 9.0 2.8 25.2 1 Includes 79.50 miles of mains and 120.25 miles of feeders for electric rail- way service owned by lighting company. In this table the circuits are divided into three groups — overhead, underground, and submarine. With the overhead mains and feeders are included the cir- cuits for electric railway service owned hj lighting companies. Generally such wires are owned by the railway companies, and therefore the mileage for them embraced in this table is small. The underground con- duits are frequently owned by the lighting companies, but there are some instances in which they are owned b}' a separate conduit company, as in New York, or by the municipal^, as in Chicago. In these cases the lighting companies pay a rental for the use of the ducts through which their mains and feeders are drawn, and the amount paid out for this accommodation forms an important addition to the price that must be charged for the service in order to cover such items of expense. The special agents were required, therefore, to obtain a complete statement from lighting companies on these points, showing rental paid for conduits, and thus elicit the facts as to ownership. PHYSICAL EQUIPMENT. 73 There were 125,144.14 miles of mains and feeders reported for both private and municipal stations. Of this total 107,263.63 miles were returned as mains and 17,880.51 miles as feeders, the ratio being about 1 mile of feeder to 6 miles of main. Of the grand total 109,805.23 miles, or 87.7 per cent, were reported by private stations and 15,338.91 miles, or 12.3 per cent, by municipal stations. The mains and feeders for underground circuits measured 8,124.26 miles, or 6.5 per cent of the total, and the overhead circuits includ- ing 199.75 miles of mains and feeders for electric rail- way service owned by the central lighting stations, measured 116,976.35, or 93.5 per cent of the total. Table 61 includes also the figures for both private and municipal stations, from which it will be seen that while the municipal stations had but 7.5 per cent of the underground mains and only six-tenths of 1 per cent of underground feeders, they had 13.3 per cent of the over- head mains and 9 per cent of the overhead feeders. It thus appears that it is the municipal, rather than the pri- vate, stations that have the larger proportion of overhead circuits to which such strenuous public exception is often taken, but, on the other hand, it must be borne in mind that nearly all of the municipal stations are in the smaller communities where the cost of underground work makes the use of the underground system impos- sible, and where, as a matter of fact, neither wires nor poles constitute a particular blemish to the landscape. Line construction, oy states and territories. — Tables 73 and 83 give details, by states and territories, as to the dis- tribution of these main and feeder circuits for private and municipal stations, respectively. Of the 16,452.28 miles of feeders connected to private stations, 1,932.80 were in use in the state of New York and 2,949.28 miles in Pennsylvania. The mileage of the mains in New York and Pennsylvania did not differ greatly, being 11,139.17 miles in the former and 11,382.01 miles in the latter. In Massachusetts there were 962.38 miles of feeders and 11,415.55 miles of mains. In Illinois there were 876.68 miles of feeders and 5,374.80 miles of mains. Rhode Island ranked third in mileage of feeders, with 1,086 miles, but had only 2,593.50 miles of mains, the relative proportion of mains to feeders being extraor- dinarily small, or only 2 to 1, while the ratio for the whole country was about 6 to 1. The relative extent of overhead and underground circuits in the different states varied, being determined somewhat by the practice in a few of the larger cities. Thus in New York there were 303.12 miles of feeders and 1,325.1 1 miles of mains in the underground circuits, while for Massachusetts there were reported only 17.55 miles of underground feeders and 1,657.83 miles of underground mains. In Pennsylvania, on the other hand, the amounts of the two underground varieties were more nearly equal, being 500 miles for feeders and 668. 50 miles for mains. Pennsylvania was the state with the largest extent of overhead main and feeder cir- cuits, namely, 2,424.28 miles of feeders and 10,699.51 miles of mains. New York came next as to overhead circuits with 1,626.78 miles of feeders and 9,769.06 miles of mains. It was closely followed by Massachu- setts with 936.83 miles of feeders and 9,757.55 miles of mains. More than half of the states did not report any underground mains or feeders, but this fact is only con- tirmatory of the statement already made as to the lim- iting of underground work to the relatively few larger cities. Even the states enumerating underground work have, as will be seen from the table, very large amounts of overhead construction. While the underground work of municipal stations was limited to five states it was found almost exclusively^ in Illinois and Michigan, the former having 367.50 miles of mains and 6.03 miles of feeders, and the latter having 49.16 miles of mains and 7.50 miles of feeders. These figures are large because of the municipal stations in Chicago and Detroit. Of the aggregate mileage for municipal stations, Michigan had the largest proportion, which was slightly more than that of Illinois. There were in Michigan 1,980.74 miles of mains and 140.34 miles of feeders, while in Illinois there were 1,990.75 miles of mains and 104.77 miles of feeders. Very little submarine circuit was reported, there being 11.37 miles of feeders and 32.16 miles of mains. The largest item is that of the 18.1 miles for private stations in Illinois, the greatest part or all of which would probably be found employed at various points very close to the Chicago river. III. SERVICE LINE EQUIPMENT. Transformers. — Between the power plant or the sub- station and the apparatus at the consumption points are frequently to be found either transformers or meters, or both. Where the current used is " direct," transform- ers are not necessary, but where the current delivered to the premises is of the alternating type a transformer is required, in order to bring the current pressure down to the point at which it can be conveniently and safely used. These transformers are sometimes located within the consumers' own premises, but quite frequently they are placed upon an adjacent pole, which thus serves as an embryo substation for the distribution of current not merely to one house but to a group of houses. These transformers range in size from those able to deliver current for 10 lamps to those which will receive and transform the current for scores of lamps and long circuits. Transformers of private stations. — It will be seen from Table 75 that there were 179,300 transformers, with a total capacity of 820,968 horsepower, in use on consumers' circuits connected to private stations. This gives an average of 4.6 horsepower to the transformers, making the average capacity from 75 to 100 lights. 74 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. In the earlier stage of alternating current work, smaller transformers were in service quite generally, but of late years they have decreased in number, while the capacity of the newer ones has risen rapidly. The statistics, by states, present some variations in this respect. The reports for New York, for example, showed 17,009 transformers with a capacity of 186,031 horsepower, or an average of more than 10 horsepower per transformer. In Kentucky, Pennsylvania, Texas, Rhode Island, and Colorado the average was below 3 horsepower per transformer, showing beyond question the continued use of a large number of the small sizes. In Illinois, Massachusetts, Ohio, and New Jersey the average horsepower per transformer was about 4. The use as indicated by these figures and others in the table of so many small transformers is regarded as a practice making against efficiency and economy, and the whole tendency of recent years has therefore been to adopt larger types, although where the circuits are widely distributed and the customers are few, the small trans- former is an absolute necessity. The installation of more than 20 or 30 lights in an ordinary dwelling house would be unusually large, and the individual wants of many houses would be amply taken care of with a transformer of a single horsepower capacity. Transformers of m unici/pal stations. — It will be seen from Table 85 that the municipal stations reported that there were 28,070 transformers with 100,106 horse- power capacity on their consumers' circuits. The aver- age per transformer was 3.6 horsepower and therefore was considerabl}' less in most municipal stations than in the private stations. An inspection of the table, by states and territories, shows that the largest number of transformers was in Ohio, where the average capacity was slightly over 3 horsepower. The average in Mich- igan also was a little more than 3 horsepower, while that in Indiana -was a little less. The average capacity, of municipal transformers in many states was very low. For Colorado, the reports showed 60 transformers and only 84 horsepower; in New Hampshire, 35 with 75 horsepower; in Utah, 37 with 67 horsepower; and in West Virginia, 71 with 130 horsepower. These are states, however, in which the conditions would usually require scattered circuits and isolated points of con- sumption of small sizes, necessitating the use of smaller transformers. Classification of meters. — Meters are employed for both the direct and alternating classes of current and are now in almost universal use, although it is still the practice in some communities to sell current on a flat basis, the number of lamps and an assumed number of hours of burning being used as criteria in fixing the amount of the monthly bill. It is not the custom to employ these meters in connection with arc lighting whether the lights are for street or for commercial pur- poses. For this investigation the meters were divided into two main classes — mechanical and chemical. The former is intended to cover all meters in which the current effects registration by actuating electro-mechan- ically an escapement or train of gear wheels. In the chemical class, once largely prevalent but now seldom used, a deposit of metal is usually effected on a small scale by the action of the current, and the amount of current used is ascertained by weighing month by month the metal deposited. The later indications are that some forms of chemical meters are coming into vogue again. Table 62 shows the number of meters on consumers' circuits reported for all stations, and also the number and proportion of each kind of meter for private and municipal stations, respectively. Table 62. — Meiers on consumers' circuits — -private and municipal stations, and percentage each class is of total: 190$. KIND OF METER. Total. PRIVATE STA- TIONS. MUNICIPAL STA- TIONS. Number. Per cent. Number. Per cent. Total 582, 689 526, 011 90.3 66, 678 9.7 575, 004 7,685 518, 428 7,583 90.2 98.7 56, 576 102 9.8 1.3 It will be seen from the table that the mechanical meters are in general use, inasmuch as 575,004 or 98.7 per cent of all meters in both private and municipal stations were mechanical and only 7,685 were chemical. The statistics for these meters are given, by states and territories, in Tables 75 and 85 for private and municipal stations, respectively. Meters in private stations. — For private stations in New York 70,491 mechanical meters were reported, of which by far the largest number were in use in New York city. The New York Edison Company alone had some 30,000 customers in 1902-3, each of whom would be supplied with a meter. In fact, leaving arc lighting patrons out of consideration, a rough assumption not far from the truth might be made that each meter rep- resented a customer, although in some cases a single consumer may use more than one meter when furnished with different classes of service. Pennsylvania reported 54,198 mechanical meters; Illinois, 53,584; Massachu- setts, 52,137; California, 33,308; Ohio, 25,083; Michi- gan, 21,160; and New Jersey, 20,830. In most of these figures the influence of the larger centers of population with numerous customers is seen. The chemical meters connected to private stations were limited to 10 states, and were to be found almost entirely in Illinois, New York, and Pennsylvania, representing without ques- tion the chemical meters still employed by the Edison systems in the cities of Chicago, New York, and Philadelphia. Meters in municipal stations. — The meters connected to municipal stations numbered 56,678, of which all but 102 were mechanical. The 102 chemical meters were TYPICAL TRANSFORMER, SHOWING AN EQUIPMENT CONTAINING 22 TRANSFORMERS OF 150 K. W. EACH. PHYSICAL EQUIPMENT. 75 reported from one state, Indiana. The mechanical meters were widely distributed, the large numbers being found in the following states: Michigan, 7,712; Ohio, 6,001; Minnesota, 5,606; and Indiana, 5,603. The use of meters follows quite closely the distribution of incandescent lighting from municipal stations in the various states referred to. Lighting apparatus. — At the time the statistics of the present report were compiled the apparatus attached to central stations for lighting purposes consisted broadly of two classes, namely, arc lamps and incandescent lamps. General statistics of arc lamps. — Tables 76 and 86 show the number of arc lamps of each type, wired and ready to render service, for private and for municipal stations, respectively. The totals are summarized in Table 63, which also shows for each variety of lamps the proportion for both private and municipal stations. Table 63. — Number of arc lamps — private and municipal stations, and percentage each class is of total: 1902. CHARACTER OF SERVICE AND Total. PRIVATE TIONS STA- MUNICIPAL STA- TIONS. KIND OF LAMP. Number. Per cent. Number. Per cent. 38.5,698 334, 903 86.8 50, 795 13.2 Commercial or other pri- 173, 973 42, 988 130,985 104,176 38, 120 66, 056 67, 538 3,733 63,805 2,259 1,135 1,124 211,725 138, 684 73, 041 154, 749 125,298 29, 451 48, 063 4,630 43.433 k'913 X, 756 157 168, 180 41, 622 126, 558 101,849 36, 856 64, 993 64,085 3,631 60, 454 2,246 1, 135 1,111 166, 723 108, 082 58, 641 119, 520 96, 659 22, 861 38,316 2,681 35, 635 8,887 8,742 145 96.7 96.8 96.6 97.8 96.7 98.4 94.9 97.3 94.7 99.4 100.0 98.8 78.7 77.9 80.3 77.2 77.1 77.6 79.7 57.9 82.0 99.7 99.8 92.4 5,793 1,366 4,427 2,327 1,264 1,063 3,453 102 3,351 13 3.3 3.2 3.4 Direct current 2.2 3.3 Inclosed Alternating current . 1.6 5.1 2.7 5.3 0.6 13 45, 002 30, 602 14,400 35, 229 28, 639 6,590 9,747 1,949 7,798 26 14 12 1.2 21.3 22. 1 19.7 Direct current 22.8 22.9 22.4 Alternating current. 20.3 42.1 18.0 0.3 Inclosed 0.2 7.6 The aggregate of arc lamps of all classes was 385,698, of which 334,903, or 86.8 per cent, were operated from private stations and 50,795, or 13.2 per cent, from mu- nicipal stations. In addition to these 385,698 arc lamps connected to the circuits of central stations, the street railways operating electric lighting stations reported 33,863" arcs, making the total for the United States 419,561. This does not include, however, a large num- ber of arcs operated in isolated plants of all kinds— a number which is estimated by some authorities to be almost equal to the number operated on central station circuits. As has already been pointed out in the dis- •• cussion of income, the annual earnings of arc lighting by central stations were $27,408,708, giving an average of $65.33 per lamp, regardless of daily hours of burn- ing. There were on an average about 155 lamps con- nected to each private station. The arc lamps connected or supplied by municipal stations averaged a little over 62 per station. As will be seen, however, there were comparatively few commercial lamps furnished by mu- nicipal stations, while the private stations did a large business of this character. Thus the private stations had connected to their circuits 168,180 commercial arcs and 166,723 public arcs, the business being very nearly equally divided. On the other hand, the municipal sta- tions furnished only 5,793 commercial arcs, while they operated 45,002 public arcs. Altogether 173,973 arcs were for commercial service and 211,725 were for public service, the proportion being, respectively, 45.1 per cent and 54.9 per cent. Classification of arc lamps. — The arc lamps are sub- divided into those of the open type and those of the inclosed type, and also into those operated by direct current and those operated by alternating current. Until quite recently all the arc lamps in use in the country were of the open type, that is, they were in- closed by only one large globe. The characteristic of the inclosed type is the presence of a large outer globe and a small inner globe constituting a semivacuum imme- diately around the carbon sticks. Until recently this type was quite unknown in practical service, although it had been experimented with at the beginning of the industrjr. Since these statistics were compiled the tendency toward the production of inclosed arcs to the exclusion of the open arcs has been pronounced and intensified, and very few open arcs are now made. The transition was already so well marked in 1902 that 204,026, or 52.9 per cent, of the lamps in use were even then of the inclosed type, while 181,672, or 47.1 per cent, were of the open variety. While this change has been going on it has been accompanied by a corre- sponding resort to the alternating current for arc light- ing work. Of the total number of arc lamps, 258,925 lamps, or 67. 1 per cent, were operated by direct cur- rent, and 115,601, or 30 per cent, were operated by al- ternating current. It is interesting to note that while the inclosed lamps preponderated largel}- in commercial work, the open type was still signally in the majority for public lighting. Thus of the commercial lamps 130,985 were inclosed and 42,988 were open. On the other hand, 73,041 of the public lamps were inclosed and 138,684 were open. Of the arc lamps operated from stations controlled by electric railway companies 13,450 were of the open type and 20,113 of the inclosed. It will be observed that a small number, 11,172, of all other lamps were returned, of which all but 1,281 were of the open type. These were difficult to classify, and probably under a strict classification all of them would have been returned as commercial lamps. They were not, however, used for illuminating purposes, according to the strict understanding of the word, but included a great many focusing and projector lamps used in theaters for stage projection purposes, in 76 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. photographic studios, engravers' shops, and in daily newspaper offices for the quick production of photo- graphs, engravings, etc. These lamps would earn a larger income and in many instances would be much larger than the ordinary arc lamp, but it was deemed proper not to include them with arcs used strictly for illumination of buildings, streets, etc. A great many such special lamps were also employed on the circuits of isolated plants, but only those are included that were operated by central station circuits. Arc lamps of private stations. — Table 76 shows, by states and territories, the number of arc lamps of each type connected to the circuits of private stations. The proportions as to commercial and public light- ing varied in the different states. In New York there were 30,608 public and 26,697 commercial lamps. In Pennsylvania there were 18,332 commercial and 25,851 public lamps. In Illinois, on account of the municipal stations in Chicago, the business was less evenly divided, there being only 9,636 public lamps, while the commer- cial lamps numbered 18,678, or nearly twice as many. In Massachusetts the numbers were almost equal, there being 14,658 public and 12,401 commercial lamps. No particular indication or information is derivable from these variations so far as individual states are concerned, and the conditions would doubtless be found to vary with individual stations rather than with terri- torial divisions, since so much depends upon the atti- tude of the management in any station with regard to particular branches of the business. In "many of the larger cities the public arc lighting had diminished to a very small part of the business, and no particular activity was put into the canvass for commercial arc lighting. In other communities the arc lamp was held in special favor and its interests were pushed actively. It is to be further observed that in almost all of the states the direct current arc was in use, while the alter- nating current arc was less generally favored and, where in use, was very largely of the inclosed type, as, for example, in New York, Pennsylvania, Illinois, Cali- fornia, Massachusetts, and Ohio. The lamps classed in the " all other" group were limited to a few states, the principal ones being New York, California, New Jersey, Ohio^ Pennsylvania, and Michigan. Arc lamps of municipal stations. — The analysis of the 50,795 arc lamps reported by municipal stations is shown, by states and territories, in Table 86. There were 45,002 lamps used for public lighting and 5,793 for commercial lighting. The great proportion used for public lighting indicates how largely the municipal stations have adhered, so far as arc lighting is con- cerned, to their purpose of supplying public illumina- tion to the disregard of commercial work. In fact, in several of the states no commercial arc lamps whatever were reported by the municipal stations, while in other states the number of such lamps was very small. The fact that the arc lighting from private stations was done largely by inclosed arcs illustrates the rapid adoption of the latest improvements as well as an ex- pensive discarding of old apparatus by such stations; on the other hand, the municipal stations experienced difficulty in adapting a public service plant to new con- ditions in an industry that was not yet well established as to its underlying technical conditions. When it is considered that such apparatus represents the invest- ment of public money and is usually operated at a very low allowance for depreciation, as well as on a basis of return which frequently^ proves inadequate, it will be understood why in so many of the municipal stations the apparatus, whether for the production of current or for its consumption, remains antiquated. Of the 45,002 public lamps 30,602 were of the open type and 14,400 of the inclosed type. Of the lamps in Illinois only 1,427 were inclosed, while 8,361 were of the open type. In Michigan 2,202 were inclosed and 4,027 were of the open type. Another illustration of the difficulty experienced by municipal stations in changing to more recent appara- tus is furnished by the figures of the alternating cur- rent arcs, of which there were only 13,200, or a little over one- fourth of the total number for municipal sta- tions, whereas the private stations reported 102,401 out of an aggregate of 334,903, or nearly one-third of the total. In several of the states, however, the change had already been made to a considerable extent, as. for example, in Tennessee out of 971 lamps 806 were of the alternating current type, and in Washington 897 out of 967 were alternating. These figures would appear to be due to the fact that the stations included were new and had been more recently equipped, thus affording the municipal plants the opportunity of starting out with apparatus of approved modern type. Arc lamps of stations, classified according to popvla- tion of places in which located and dynamo capacity. — Tables 87 to 90 show the statistics of arc lamps in sta- tions, classified according to population of places in which located. In the purely electric private stations the number of lamps increases as the population groups increase in size. Of those used for commercial light- ing almost three-fourths were of the inclosed type, while of those used for public lighting almost two-thirds were of the open type. These figures bring out rather forcibly the slow changes in public property and the practice of the private stations to keep up with the times. The same general conclusions are drawn from Tables 88, 89, and 90. In Tables 91 to 94 are given the number of lamps in stations, classified according to the horsepower capacity of dynamos. Of the arc lamps in purely electric private stations almost one-half were connected with stations having a dynamo capacity of 5,000 horsepower and over. In the municipal stations nearly all the lamps were found connected to the small stations. General statistics of incandescent lamps. — The most 5 t- I s - < I- .'-■£: u. £ - - PHYSICAL EQUIPMENT. 77 productive source of income for American central sta- tions is the furnishing of current for incandescent light- ing. In preceding tables it was shown that out of a total income of $85,700,605, incandescent lighting amounted to $44,657,102, or 52.1 per cent. For private stations the rate was 52.5 per cent, and for municipal stations 48. 2 per cent. This income was earned by a total of 18,194,044 incandescent lamps. This total may be accepted as a close approximation to the actual num- ber of lamps wired and ready for use at the end of the year covered by this report. The central station indus- try of the country, so far as service for incandescent lamps is concerned, is now very largely on a meter basis, and this renders it difficult to secure a record of the actual number of incandescent lamps in service. In many cases the numbers reported, therefore, were esti. mates, but these estimates would not vary widely from the actual numbers, and would be rather an under- statement than an exaggeration. Table 64 gives a sum- mary of the totals for the United States and shows the proportions of incandescent lamps connected to private and to municipal stations. Table 64. — Xumber of incandescent lamps — private and municipal stations, and percentage each class in of total: 1902. CHARACTER OF SERVICE AND Total. PRIVATE STA- TIONS. MUNICIPAL STA- TIONS. KIND OF LAMP. Number. Per cent. Number. Per cent. 18, 194, 044 16,616,593 91.3 1,577,451 8.7 Commercial or other pri- 17, 738, 384 15, 261, 067 514, 679 1, 962, 638 455, 660 296, 776 59, 988 98, 896 16, 243, 853 13, 890, 281 484, 246 1,869,326 372, 740 235, 842 47, 063 89, 835 91.6 91.0 94.1 95.2 81.8 79.5 78.5 90.8 1,494,531 1, 370, 786 30,433 93, 312 82, 920 60, 934 12,925 9,061 8.4 9.0 5.9 All other eandlepower . . Public, total 4.8 18.2 16 eandlepower 20.5 21.5 All other eandlepower .. 9.2 Of the total number of incandescent lamps of all varieties 16,616,593, or 91.3 per cent, were reported for stations under private ownership, and 1,577,451, or 8.7 per cent, were reported on the circuits of the mu- nicipal stations. Of the lamps connected to private stations 16,243,853, or 97.8 per cent, were employed in commercial lighting and 372,740, or 2.2 per cent, in public lighting. Of the 1,577,451 lamps reported for municipal stations 1,494,531, or 94.7 per cent, were employed in commercial lighting and only 82,920, or 5.3 per cent, in lighting streets, parks, public build- ings etc. The earlier municipal stations were started primarily with the object of furnishing arc lighting for street illumination, but these figures show the remarka- ble extent to which a deviation has been made from the original purpose. It is also deserving of notice that of the 455,660 lamps in public use 296,776, or nearly two- thirds were of 16 eandlepower and 59,988 were of 32 eandlepower. While the great majority of 32-candle- power lamps were undoubtedly in use for street light- ing it would appear that a very large proportion of the 16-candlepower lamps were in use for purposes other than out-of-door work. The lamps of all other eandlepower, 2,061,534 in number, comprise small lamps of from 4 to 8 candle- power, chiefly for advertising and decorative purposes', and a comparatively small number of lamps of high eandlepower, such as 50 eandlepower. In addition to all these lights, there were connected to the electric light and power stations operated by street railways a total of 1,442,685 incandescent lamps, of which 1,423,659 were in commercial use and 19,026 were employed for public lighting. The large majority of these, 1,326,368, were of 16 eandlepower. Incandescent lamps of private stations. — The private stations reported an aggregate of 16,616,593 incandes- cent lamps, of which 13,890,281 in commercial or other private use, and 235,842 in public use were of the 16- candlepower type. Exact figures were not obtainable on the point, but it is considered by many authorities that aside from decorative lamps there is a steady diminu- tion in the demand for those of other candlepowers, such as 32 and 50, leaving the 16 eandlepower as the unit of almost universal adoption and employment. In this connection it may be noted that in Europe, while the 16-candlepower lamp is well known and in wide- spread use, lamps of from 8 to 10 eandlepower are largely emplo3 T ed — to such an extent, indeed, that it is still a common practice to estimate lighting capacity on the basis of 8-candlepower lamps. Throughout the United States, however, the 16-candlepower lamp is universally acknowledged as the standard, and it is questioned whether any of smaller eandlepower are in regular commercial or public use for lighting pur- poses. None were disclosed by this investigation. Of the 13,890,281 16-candlepower lamps in commer- cial use, 2,230,905, or almost a sixth, were in use in New York. The next largest number was 1,431,129 in Pennsylvania, followed by 1,377,619 in Illinois and 1,286,837 in Massachusetts. Other large figures were 921,136 in California, 527,422 in New Jersey, 720,162 in Ohio, 500,566 in Missouri, 476,074 in Michigan, and ■ 451,928 in Indiana. The effect can be traced in these figures generally, of the large centers of population, such as New York, Philadelphia, Chicago, Boston, Detroit, Cleveland, and Cincinnati. • Incandescent lamps were to be found in every state of the Union, but, in spite of their wide distribution, very few were reported for some localities. Thus only 7,871 16-candlepower lamps were reported for Nevada, 12,498 for Indian Territory, 17,896 for Wyoming, 18,233 for Oklahoma, and 21,722 for New Mexico. The public incandescent lamps of 16 eandlepower were also widely distributed, but numbered only 235,842. 78 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Of these 93,229, or more than one-third, were in New York, 17,299 in Illinois, 15,520 in Ohio, 14,031 in Pennsylvania, and 10,345 in California. The number of 32-candlepower lamps in use with pri- vate stations was 531,309, of which 484,246 were com- mercial and 47,063, public. Of the commercial lights of this size, 173,232, or slightly more than one-third, were in New York state. This number was strikingly larger than that reported for any other state. The fig- ures for New Jersey were 58,316 and those for Penn- sylvania, 41,867. These three states accounted for 273,415 lamps. In some states very few lamps of this size were in use, either for commercial or public pur- poses; while in some other states their use in propor- tion to the total number of incandescent lamps was much more marked. Thus, in Indiana, out of a total of 522,118 incandescent lamps, 8,437 were of 32 candle- power, but in Iowa, out of 343,346, no fewer than 17,266 were of that capacity. With regard to lamps of all other candlepower, of which there were 1,869,326 in commercial use and 89,835 in public use, the number in New York state was greater than that in any other state* In fact, out of the total of 1,959,161 for the United States, 1,140,769, or nearly two-thirds, were in _New York. The next largest number reported, 239,784, was for Pennsylvania, but in no other state did the total reach 100,000. Incandescent lamps of municipal stations. — Table 86 gives an analysis of incandescent lighting from munici- pal stations, by states and territories. It has already been pointed out that with the municipal stations incan- descent lighting service is far more general than has been supposed. Of 815 municipal stations, 602 reported in- candescent lighting for public purposes and 732, for commercial purposes. There was a total of 1,577,451 incandescent lamps connected to the municipal stations. Of these lamps, 1,431,720 were of the 16-candlepower type, 1,370,786 being commercial and 60,934, public. These lamps were so widely distributed that no very large numbers were reported from any state. Of the 43,358 lamps of 32 candlepower, 30,433 were commercial and 12,925, public. A very large propor- tion was reported from Michigan, namely, 5,689 com- mercial and 614 public, Iowa coming next with 4,767 and 1,483, respectively. The totals in Illinois were 2,002 commercial and 2,119 public, and in Minnesota, 2,911 and 1,116, respectively. As to the lamps of all other candlepower, out of a total 93,312 commercial and 9,061 public, a very large proportion was again reported for Michigan, namely, 25,796 commercial and 290 public. Of both the 32 candlepower and the all other candlepower classes, Massachusetts reported very few commercial lights, but in public lighting the con- ditions were reversed, there being 1,207 public lamps of 32 candlepower and 1,543 of all other candlepower— presumably 50 candlepower. In many of the states no lamps of the " all other" class were in use, and in many other states the numbers were quite insignificant. Incandescent lamps of stations, classified according to ■population of places in which located. — In Tables 87 to 90 are shown the number of the different varieties of incandescent lamps connected to central stations, classi- fied according to the population of the places in which they are located. These tables show the comparatively large proportion of these lamps in the small towns and cities. Thus in the purely electric private stations 2,383,717 lamps out of a total of 11,463,050 were in places of less than 5,000 inhabitants, while in the sta- tions operated in connection with other business this group had one-fifth of the total. Use of stationary motors. — The third great class of apparatus to which electric current is now supplied is that of the stationary power motors, which were reported separately in the schedule of 1902. Station- ary motors include all power motors that are per- manently located at one point, as distinguished from electric railway motors on cars. In the compilation of these statistics it was the inten- tion to exclude all motors used for the operation of fans, since they are extremely small, averaging perhaps a tenth of a horsepower, but it is probable that some of these fan motors were included in the returns. Sta- tionary motors are used for a great variety of work, and range in capacity from a fraction of a horsepower to several hundred horsepower. Some of the motors furnish power for the operation of ventilators, elevators, hoisting apparatus, machines, etc. In some instances the motors are attached to a line shaft, and drive the machinery of whole floors of a factory or a machine shop, while in other instances they are connected to single and separate appliances. It would be hard to mention a trade in which motive power is used, for which part of the motive power is not now supplied by electricity. At the outset of the industry, none of the central stations carried motors on the circuits. Then a few of the series type were introduced on the high poten- tial arc lighting circuits, and one or two power com- panies were formed which put in operation low voltage direct current motors in parallel, and endeavored to build up a business simply and solely on the power basis. When it was demonstrated that these low volt- age parallel motors were a success, and it was shown that they could be operated on incandescent lighting circuits without causing serious fluctuations in the cur- rent supplied to the lights, the central stations with incandescent lighting circuits took them up eagerly, so that in 1902 virtually the whole of the stationary motor business of central stations was being done with low voltage incandescent lighting, 110 to 250 volt cir- cuits, or on a few special power circuits with direct current of a pressure not exceeding 500 volts. In other words the old series motors on the arc lighting PHYSICAL EQUIPMENT. 79 circuits had almost entirely disappeared, and it was difficult to locate any of them, although it was under- stood that a few were still in use in one or two places. General statistics of stationary motors. — As will be seen from Tables 76 and 86 there were connected to the central stations of the county 101,064 stationary motors, of a total capacity of 438,005 horsepower. Of these, 99,102, with a capacity of 434,681 horsepower, were reported as being in operation in connection with private stations, and 1,962, with a capacity of 3,324 horsepower, were reported as being in operation in con- nection with municipal stations. Jt was exceedingly difficult to ascertain the number of motors on the cir- cuits, but careful estimates were obtained for each sta- tion, and the number and horsepower capacity given may be accepted as closely approximating the facts. Incidentally it may be noted that the number of railway cars served was 2,379, of which number all but 9 were reported by private stations. Motors of private stations. — As shown by Table 76, which gives the figures, by states and territories, for private stations, the motors were quite generally dis- tributed throughout the country, although a large proportion was limited to a few leading states. Thus New York reported 13,557 motors, with 109,195 horse- power. This number was exceeded in Pennsylvania, where there were 14,128 motors, but in this state the total capacity was very much less, being only 30,536 horsepower. In Illinois there were 11,828 motors, with 35,910 horsepower; in Massachusetts, 9,621, with 35,565 horsepower; in Ohio, 5,535, with 21,657 horsepower; in California, 5,112, with 49,856 horsepower; in Missouri, 4,552, with 14,411 horsepower; in New Jersey, 2,209, with 9,245 horsepower; in Indiana, 2,267, with 5,550 horsepower; and in Minnesota, 1,826, with 9,331 horse- power. It will be seen that the horsepower capacity of motors varied widely. Of the states having a large number of motors, the average capacity of between 9 and 10 horsepower, which was found in California, was the highest, although the motors in New York were not much smaller, having about 8 horsepower each. In Ohio the average was about 4 horse- power; in Illinois, 3 horsepower; and in Pennsylvania, 2 horsepower. As for the railway cars operating, by far the largest number, 919, was reported for Penn- sylvania, other large numbers being 231 in California, 219 in Massachusetts, 180 in Illinois, and 131 in Ohio. Motors of municipal stations.— Table 86 gives an analysis of the motor service of the municipal stations, by states and territories. As already noted; the num- ber of motors was only 1,962, and the total capacity 3,324 horsepower. As a matter of fact, only 118 out of the 815 municipal stations were engaged in this class of work. The largest number of motors, namely, 364, was reported from Indiana, but the capacity of these motors was only 103 horsepower, the average being less than one-third of 1 horsepower each. In Louisiana there were 246 motors, but the total capacity was given as only 34 horsepower, which would lead one to infer that some of the motors were of the fan type. On the other hand, there were 232 motors, with 464 horsepower, in Michigan; 169 motors, with 299 horsepower, in Ohio; 78 motors, with 440 horsepower, in California; and 137 motors, with 280 horsepower, in Texas. OHAPTEE VI. OUTPUT OF STATIONS. Measurement of output. — The main function for which a central station exists is the generation of current, all other business being incidental. The electric light and power company may be regarded by itself and by the public as a merchant of illumination, and in the earlier days of the industry it was the policy as well as the practice of stations to limit themselves to the operation of arc and incandescent -lamps and to reckon their in- come upon an arbitrary basis of a flat rate for the sup- plying of so man}- lamps for the day, week, month, or year. The larger stations, however, shifted rapidly and the smaller ones more slowly to the practice of computing their income and expenses on the basis of the generating output, and a very large proportion of the income dealt with in this report, while still related spe- cifically to the number of arc and incandescent lamps or motors supplied, is computed and analyzed by the sta- tions themselves on the unit of kilowatt hour output. The kilowatt hour is the unit now in universal accept- ance and is 1,000 watts of current supplied for an hour. There are 746 watts in the old familiar horsepower, so that a kilowatt is about 1^ horsepower. Some of the larger stations attempt with appropriate instruments of large caliber the exact measurement of all the current leaving their generating plants at every hour of the day and night. Others do not measure all the current, but base estimates of output upon occasional readings at the switchboard of volts and amperes and watts, or figure out the known consumption capacity of the apparatus supplied with current. The fact that the current for arc lighting is not usually metered necessitated computations for a great many stations, but there are familiar units for such purposes, and a standard arc lamp is accepted as con" suming from 450 to 550 watts per hour. In like man- ner it was necessary to estimate the consumption for many of the incandescent lamps, but this is a relatively easy process on the basis of an average consumption of 3.1 watts per candlepower per hour for ordinary standard incandescent lamps of 16 candlepower. Lous of current in transmission. — It is needless to say that there is, and always will be, a certain difference between the output of current recorded on the station instruments and the consumption as indicated by the sales, and it is the steady endeavor of the station managements to determine and locate such intermediate loss so far as possible. There must always be a certain "line" loss from the resistance of the circuits and from leakage, as well as a further unavoidable loss in such apparatus as trans- (80) formers, meters, etc. The figures as to this lost and unaccounted for current vary greatly and for different reasons. An interesting discussion of the subject may be found in the proceedings of the twenty-seventh convention of the National Electric Light Association, in 1904. In one instance cited in the discussion, the sale of current supplied over a certain feeder amounted to 83.5 per cent of the output furnished by the station to that feeder, the current lost or unaccounted for being 5.22 per cent, and the total lost and unaccounted for being 16.5 per cent. This would probably be a low figure of loss, and the percentages would run, in many instances, considerably higher. Cases are on record where the loss of current has been due to actual theft, whether by means of concealed shunting of a part of the current, by tampering with the meters, or by overloading apparatus furnished with current at a flat rate, as, for example, in giving a 5-horsepower motor 10-horsepower work to do. In some of the states special legislation has been invoked to prevent the theft of current. Reference is made to these points in order that it may not be supposed that the output of stations given here- with can be taken as more than a careful attempt to approximate the output upon which the earnings were predicated or reported; while the difference between the output reported and the current actually found avail- able for sale would in many instances go far to account for high rates associated with a small income. Irregularity of demand for output. — In many of the stations the apparatus is in full operation during only a small part of the day, on the average, and a great deal of it stands idle for some hours. It is obvious that the output of current on Sundays would fall below the average of other days for large groups of apparatus, such as power motors in factories and incandescent lights in offices. On the other hand, however, the public and many of the commercial arc lighting circuits remain in full operation on Sundays and a large output of current is often called for on special occasions, such as the Christmas holiday week, when many plants are driven so far beyond their capacity that they then reach the highest "peaks" in their load and have to put in operation every piece of available machinery, Very few, if any, plants are in operation to their full capacity every hour of the day, although at certain hours certain portions of the generating plant are run the full capacity. Thus the arc lighting circuits are fully oc- cupied during certain hours of the night, and some of them all night. The incandescent lighting machines OUTPUT OF STATIONS. 81 are in use a certain number of hours nightly with vary- ing- output, largest in the earlier hours of the evening, and with occasional fluctuations, tapering off toward midnight. The machinery particularly devoted to the production of current for electric motors has the great- est demand upon it during factory hours, and apparatus supplying current for all of these purposes in the larger plants is operated continuously except with occasional intermissions for inspection or possible repairs. Average output. — The figures given in Tables 75 and 85 may be accepted as a fair approximation to the actual work done by the stations enumerated in this report. According to these tables the average kilowatt hour output of current per day for all stations was 0,960, 7S3, and the total for the year was 2,507,051,115. The stations operated under private ownership reported 2,311,146,676 kilowatt hours, or 92.2 per cent of the output, and those under municipal control 195,904,439 kilowatt hours, or only 7.S per cent. Translating the kilowatt hours into horsepower hours the average out- put of current per day was 9,294,456, and the total for the year was 3,341,943,090 horsepower. According to other tables in this bulletin, the total dynamo capacity of central stations was 1,624,980 horsepower or about 1,200,000 kilowatts. As the average kilowatt hour output of current per day is shown to have been 6,960,783, or just short of 7,000,000, it would appear from this that the electric lighting stations in 1902 were on a basis of daily average operation of six hours, or, putting it in another way, approximately 25 per cent of their possible capacity of production of current per day was used. Average earnings jhr kilowatt hour. — Since the earn- ings from the sale of current were $84,186,605 for the year, as shown by Table 1, upon the basis of output quoted above, the 2,507,051,115 kilowatt hours would appear to have earned on an average a little over 3^ cents per kilowatt hour. As has been explained, this return per unit can not be taken as exact, but would depend on the varying losses occurring between the generator and switchboard in the central station and the consumers' lamps and motors. Another way of stating the result from operation and output would be to take the 1.200.000 kilowatt capacity of dynamos and divide it into the earnings from sale of current, which would give an average of 870 per year per kilowatt of capacity, this yielding also an output of almost exactly 2,100 kilowatts per year per kilowatt of capacity. As shown by the tables, however, there were extreme variations from this figure. Output of private stations, by states and territories. — Table 75 presents, by states and territories, the output of private stations in kilowatt horn's and horsepower for the year, and also the average per day. It will be necessary. however, to refer only to the kilowatt hours, as the con- version to the other unit can be readily ascertained by reference to the table. Of the totals reported New York was decidedly at the head of the list, with 695,017,1S7 kilowatt hours, or not far from one-third of the total for the whole country. To account for the position of New York as a consumer of -current upon a vast scale there is not only the enormous consumption area with dense population in and around Manhattan Island, but there are also the gigantic generating plants at Niagara Falls, which accounted for more than 400,000,000 kilo- watt hours. Reference to Table 6 shows that New York city alone had an output of 153,288,077 kilowatt hours, or a little over one-fifth of the total for the whole state, and about one-fifteenth of that for the whole country. In the other states the output followed closed the lines of generating capacity and consumption apparatus referred to in the discussion of other tables. The leading states were as follows: Pennsylvania, Cali- fornia, Illinois, Massachusetts, and Ohio. The chief cities in each of these states accounted for very large proportions of this output. Thus in Illinois the output for Chicago was 67,479,260, or over one-half of the total for the state. In California, San Francisco had an output of 55,046,745 kilowatt hours, or slight^ less than one-half of the total for the state. In Massachu- setts, Boston reported 52,037,255 kilowatt hours, or not far short of one-half of the total for the state. These large proportions were not found in all of the states, although the urban population still remained the largest consumers. In Ohio, for example, Cincinnati reported but one-sixth of the total for the state, but there was' nearly as large a consumption also in Cleveland. In Pennsylvania, Philadelphia reported 54, 0S9, 356 kilowatt hours, which was about one-quarter of the total, a ratio corresponding with that of New York city to New York state. The consumption of current in most of the ] Southern states was quite small, but reached large pro- portions in Missouri, with 49,756,499 kilowatt hours, and Texas, with 46,210,310. Because of the large water- power production already noted the total in South Carolina, not including the stations operated by street railways, ran up to 16.573.550. Output of munieipal stations, by states and terri- tories. — Table 85 gives the output of current in kilowatt hours and horsepower hours for the municipal stations. The total number of kilowatt hours for the year was 195.9C4.439. The largest output for any state was that for Illinois, where there was a production of 27.660.979 kilowatt hours. Ohio followed closely with 25.900.884. In Michigan the output was 22. 889. S97. and in Indiana, 18.625.210. The only other states with relatively large production of current were Minnesota, with 11,113.815 kilowatt hours and Pennsylvania, with 11,023.619. The amounts for some of the states were quite trivial, aver- aging, for example, 254 kilowatt hours per day in both Colorado and Utah. In Bhode Island the output was onlv 315 kilowatt hours per day; in Idaho, 646; in ! Oklahoma. 592: and in New Hampshire. 888. Econom- ical production of current under any regime would j appear to be simply impossible upon so restricted a I basis as this. 30947—05- CHAPTER TIL FRANCHISES. The subject of franchises, with the allied topics of public regulation and public ownership, has been dis- cussed very extensively in the Report on Street and Electric Railways. In most of the states the conditions under which franchises are granted for electric lighting plants are governed b} r the general laws that apply to street railways and to other public service corporations. Reference may therefore be made with profit to Chap- ter IX of the special report of the Census Bureau on Street and Electric Railways, since it appears unneces- sary to go over the same ground again with correspond- ing minuteness of detail. The granting of charters and franchises. — Electric lighting, street railway, and other analogous corpora- tions derive their charters, which give them the right to exist and which regulate in a general way their in- ternal government, from the state through the medium of either a general or a special statute. Usually further definite authorization is necessary before wires may be run along a specific street or highway, and it is this authorization that is designated by the term ' ' franchise " in the more limited sense. By some state constitutions the legislatures are strictly prohibited from granting any use of streets or highways without the consent of the local authorities; and in nearly all the states where this express provision is not found the practice of leg- islatures is to leave to the local governing body an ef- fective control in this matter. This control ordinarily involves and implies the right of local authorities to impose such conditions as they may see fit at the time the franchise is granted, and these conditions are end- less in their variations; sometimes they have been found later to conflict with constitutional requirements, and often it is alleged that they either inflict hardship on the company or make undue concessions to the cor- porate body in interest, with consequent loss to the community. It is a truism that virtually the whole of the urban population of the United States lives under the opera- tion of franchises of one kind or another, and that the public welfare is intimately affected b_y their terms. Tendency toward combination. — During the later years in the evolution of * corporations one of the most pronounced features affecting franchises has been the tendency toward combination, which excludes the as- sumed benefits of competition and creates under one regime in an}' city the monopoly or concentrated man- (82) agement of illumination, traction, telephone service, gas supply, and other necessities. The actual effects of combination upon the community continue to be warmly discussed and disputed, and in some instances, in order to avoid dealing with private corporations, the local authorities themselves have undertaken the opera- tion of productive industries as business enterprises. Municipal ownership. — Discussing this point, Hon. T. M. Cooley says: ''The supplying of public conven- iences to a city is usually a monopoly, and the protec- tion of the public against excessive charges is to be found first in the municipal power of control. Except in the large cities public policy requires that for sup- plying light and water there should be one corporation, because one can perform the service at lower rates than two or more, and in the long run will be sure to do so. In some kinds of business competition will keep cor- porations within bounds in their charges, in others it will not." The broad recognition of this theory or con- viction is found in modern franchise practice, which very rarely opposes the carrying into effect of such corporate consolidation, and seeks rather to safeguard the interests of the public by exercising regulation through a board of control. Massachusetts furnishes the best example of such a board, and its regulations will be referred to in detail. As a matter of fact, all the corporations working under franchises may be said to be more or less strictly accountable to public opinion by resting under the menace of municipal ownership in case the service ren- dered should be found indifferent and the rates charged should be regarded as exorbitant. There is a leading opinion by a Massachusetts court in which the majority of justices affirm that the sale of coal and wood is not a public purpose, and that cities and towns could not be authorized by the legislature to open municipal fuel yards. 1 At the same time Massa- chusetts is the state in which municipal ownership of lighting plants has been most liberally extended, on the broad ground that whatever is of general utility or con- venience to any community constitutes a public purpose. The court applies this principle to the manufacture and sale of gas and electric light, on the basis of general convenience of service, the impracticability of each in- dividual rendering the service for himself, and the ne- cessity for using the streets in a special way or of 'Opinion of Justices, 155 Mass., 601. FRANCHISES. 83 exercising the right of eminent domain. Elsewhere also the furnishing of electric light, heat, and power has been very generally held to be a public purpose, and a proper subject of municipal ownership. Regulations in various states. — In Ohio the law per- mits any city or town to buy gas works whenever the council deems it expedient, and this has been treated as including electric light plants, In Iowa a city or town may purchase, establish, or operate electric light and power plants, and also may grant to an individual or corporation the authority to erect or maintain such works for a term not exceeding twenty-five years. No exclusive franchise is to be granted and no plant can be authorized, leased, sold, etc., and no franchise can be changed without a favorable vote of a majority of the electors. Under these provisions it has been held that a municipality may supply its inhabitants with light or water by a plant of its own, even if a franchise for ex- actly the same purpose has already been granted by the municipality to a private company. In South Caro- lina, under the constitution of 1895, any city or town, by vote of a majority of its electors, may build or buy waterworks or lighting plants for the supplying of its inhabitants. The same privilege applies in Kansas, under the laws of 1897, and in Missouri. In Califor- nia municipalities of certain classes, that is, those with a population of 10,000 or less, may purchase, lease, or construct electric light works. The Indiana statutes of 1896 provide "that in cities of a population of 3,500 or more the city authorities may purchase, erect, or operate electric light plants." Under the Maine stat- utes of 1894 corporations must obtain a franchise for electric lighting plants and make just compensation, and at the end of every franchise period of five years the council may, on a two-thirds vote of the electors, buy, at eminent domain value, and operate electric light, heat, and power plants. In Washington, under the statute of 1897, any incorporated city or town may own and operate electric light plants for the service of both the city and its inhabitants, but a referendum is necessary, and if debt is to be incurred the proposition requires a three-fifths vote at the polls. In Wisconsin any city or village may buy, build, or operate lighting plants for street service. General statistics. — The general charter and franchise conditions affecting the private electric light and power stations, as embraced in this report, show that 1,573 operated under charter; 300, under special acts of legis- lature; 2,988, under municipal ordinance; and 173, under other authority. Frequently a station has been granted more than one charter or franchise. The franchise conditions were varied and of wide range. Thus the reports show that exclusive franchises had been granted to 938 of these stations, competitive franchises to 2,398, limited franchises to 1,712, and unlimited franchises to 1,629. These figures should be taken as merely indi- cating the trend of matters. A number of stations were operated where no authority was ever secured. For example, in a village an individual may have put up poles and strung the wires with the consent of all, or, at least, with no one objecting. Moreover, in some of the largest cities, important systems were being oper- ated without specific franchise conditions. Accord- ingly, many of the stations filed no answers to the in- quiries, while others, it was manifest, answered them incorrectly. Therefore, these figures are not exactly harmonious; yet while they are unsatisfactory they may be taken for what they are worth and as an indi- cation of the general status. In 10 of the states and territories no free service was required, but in no fewer than 35 a cash compensation was required and paid out- side of taxes. The amount of cash compensation paid yearly was returned as $199,423, and the amount of free service required was valued at $150, 809. These amounts are very small, but the aggregate amount paid in taxes is large, and yet it is probable that all the items for taxes were not included, as there are so many aspects under which a central station may be liable to assess- ment and taxation. For private stations the taxes re- ported amounted to $2,654,885 and constituted a large proportion of the 111,456,037 paid out for miscellane- ous expenses. For municipal stations the taxes amounted to $10,120. As an example of taxation, it may be cited that the Boston Edison Company was assessed in 1902-3 on a valuation of $9,844,000 and in 1903-4 paid taxes of $163,082 upon a valuation of $10,729,100. Duration of contract. — Other conditions that would have been of interest are necessarily omitted on account of the insuperable difficulties encountered in securing full information. One of these points, for example, is that of the duration of the contract or franchise. While the franchise may run indefinitely, the contract for street lighting under it may be of brief duration and frequent renewal may be necessary. The best in- terests of the community are, however, very often served by effecting long contracts, since lower rates can be secured under a long contract than under a contract made for a short period and therefore more uncertain of tenure and renewal. In some cities the contracts have been made in recent years for long periods; for example, in Boston the contract was for ten years, sub- ject to five-year periods of review, and in Baltimore and other cities contracts were for five years. The charter of Greater New York, however, forbids the making of a contract with the franchise corporations for a longer period than one j r ear, and it is contended by the corporations that this is one of the leading rea- sons why the apparent cost of street lamps is higher in New York than in some other American cities. Variety of franchises. — Another feature that neces- sarily escapes consideration is such data as the variety of franchises that may exist in states where the fran- chises granted prior to the enactment of uniform laws as to franchises were of a heterogeneous character. 84 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Thus in Kentucky 14 of the franchises were reported as being unlimited, whereas the Kentucky constitution of 1.S91 provides that with regard to electric light and other public service corporations building in any town or city the municipal franchise shall not exceed twenty years. In Iowa the franchise term under the constitu- tion is not to exceed twenty-five years, nor is it to be exclusive; yet 79 stations in that state reported exclu- sive electric light franchises and 40 reported franchises that were unlimited. In Indiana, according to the statutes of 1896, the franchise periods are not to be of a longer term than twenty-five years; yet 68 franchises in that state were reported as being unlimited. Charter* and franchises in Illinois. — An examina- tion of 128 of the schedules returned for Illinois shows that 48 of the companies reported charters and 2 re- ported that they had been incorporated under special acts of the legislature. Five were incorporated under the act of 1872. As to franchises, 1 reported a county franchise and all but 3 had municipal franchises; 1 had no authority or right, but had a city contract. One had only a permit to "connect wires to consumers." Exclusive franchises were reported by 11; 21 reported unlimited or perpetual franchises; 99, franchises of ten years and longer; 3, franchises limited to five years; 1, a franchise for one year; and 1, a permit that could be canceled at any time. Twenty-one of the companies reported compulsory free lighting, usually of the city hall, the fire engine houses, the waterworks, and other public buildings. One reported the free lighting of the public library, but this was not compulsory. In Chicago 2 of the stations were required, after five years' operation, to pay the city 4 and 3 per cent, re- spectively, of the gross revenue. It was reported that one city reserved the use of the poles for fire alarm purposes, but this requirement is undoubtedly much more general, the probability being that many of the stations simply omitted to mention the matter. Most of the ordinances provide for the erection of poles under the supervision of the city, town, or village au- thorities in charge of streets and of public safety. Nine communities specified a certain kind and character of pole, etc., to be used, and defined the manner of placing the poles and wires, the height of wires and lamps from the ground, the distance of the poles from the curb, etc. These safety provisions, it may also be noted, are sub- ject to the National Electrical Code. Six of the fran- chises fixed the maximum rate of chaige, and two reserved the right to buy the plants operating under the franchises. The work of the hoard of gas and electric light com- missioners in Massachusetts. — Eeference has been made to the conditions existing in the state of Massachusetts, and to the effective work there of the board of gas and electric light commissioners, which has been in exist- ence for some 20 vears. This board, while acting as a barrier between private operation and undue competi- tion, has in no wise unduly restricted the action of any community that has desired to establish a plant of its own. It would, indeed, seem to have fostered munici- pal ownership. Under the legislation enacted and vig- ilantly enforced by this board, a municipality can undertake the business of electric lighting only upon the passage of certain specific resolutions by the bodies of the electors, etc. After any action upon the propo- sition, whatever the result of voting, the city or town clerk must forthwith transmit to the board a certified copy of so much of the records of the city or town as relate to the result of the vote. So also, if after au- thorizing the operation of the plant, it is subsequently voted "to establish, purchase,- reconstruct, extend, or enlarge a plant or to issue bonds on account of same, or to regulate the measure or conduct thereof, or to adopt an ordinance or by-law relative to such plant," the city or town clerk must, within ten days after such vote, transmit a certified copy thereof to the board. It is obvious that such requirements insure close super- vision. Municipalities are forbidden to change the price of gas or electricity of tener than once in three months, and when any price is fixed or change is made the management is bound to send a certified copy of the notice of such change to this board. The law requires that "the price shall not, except with the written consent of the board of gas and electric light commissioners, be fixed at less than cost, in which shall be included all operating ex- penses, interest upon the net investment in the plant, less assessments collected from abutters for extension of pipes or lines at the rate paid upon the bonds, the requirements of the sinking fund established to meet such bonds, and also the depreciation of the plant to be reckoned at not less than 5 per cent per annum of its cost and losses, but any losses exceeding 3 per cent of the investment in the plant may be charged in different years at not more than 3 per cent per annum. Such price shall not be greater than shall allow above such cost a profit of 8 per cent per annum to the city or town upon its net investment. The gas and electricity used by the town shall be charged to it at cost." While the depreciation thus fixed is regarded as low, it is obvious that it acts as a preventive against operating such plants at a serious loss. An interesting instance of the power of the board in such matters is found in its action in 1902 in the case of Newton, Mass., where it interposed between the munic- ipality and a private company. A certain price for street lighting was insisted upon by the municipality, but it was shown that the rate was too low, and that by insisting upon it the municipality would discriminate against the private customers, who would have to be charged unduly to offset the low rate at which the municipality desired to obtain its street lights. The FRANCHISES. 85 board is authorized also to require a city or town to supply a person or corporation aggrieved by its refusal to furnish gas or electricity. There are various requirements as to careful book- keeping. "A city or town which manufactures or sells gas or electricity for lighting shall keep record of its work and doings at its manufacturing station, and in respect to its distributing plant as may be required b}' the board. Books, accounts, and returns' shall be made and kept in form prescribed hy said board and the ac- counts shall be closed on the 30th daj' of June annually, and a balance sheet of that date shall be taken there- from and included in the return to said board. The mayor and selectmen or municipal light board, if any, shall annually on or lief ore. the second Wednesday of September make a return to said board for the year ending on the 30th of June, signed and sworn to by the mayor or a majority of the selectmen or municipal light board, if any, and by the manager, stating the financial condition of said business, the amount of in- debtedness, both authorized and existing on account thereof, a statement of income and expenses in such detail as the board may require, and a list of its salaried officers and the salary paid to each. The mayor, select- men or municipal light board, and manager shall, at any time on request, submit the books and accounts to the inspection of said board and furnish any statement or information required by it relative to the condition, management, and operation of said business." There is also a provision, which is apparently of very wide scope, as follows: "All general laws relative to the manufacture, use, or distribution of gas or electricity or to the quality thereof, or to the plant or appliances therefor, shall apply to such city or town in the same manner as to persons, so far as applicable and consistent with the provisions of this chapter." The meaning of this passage has never been tested, but would appear to give the board every authority over the affairs of electric lighting business conducted by a municipality just as it is exercised by the board over companies, except where from the nature of the business of a municipal corporation it would be impossible to apply such authority. This authority as exercised in the case of incorporated companies operating under franchise conditions is close and rigid, a full report, as outlined above, being required with regard to all the affairs of the companies and very strict regulations being enforced with regard to the bonded obligations and capital stock of the companies. No new issuance of securities is allowed without a thorough investigation, so as to limit the amount to the value of the new prop- erty created and to the necessities of the business. In like manner the board serves as a protector of existing private companies, and does not allow the introduction of new competition unless it is absolutely proven that the company in the field is not living up to its oppor- tunities and that competition would therefore be of benefit to the public. There is discussion among the private companies in Massachusetts, and a difference of opinion, as to whether the board has served to protect them effectively from competitive "raiding," but the general opinion in the state seems to be that the services of the board have been considerable and of high value, and that without the board the electric lighting and gas industries of Massachusetts would not be upon their present footing of efficiency nor would they be able to give the service to the public that they render. The legislation in Massachusetts relative to the work and power of this board dates back to 1891, and has been amended from time to time; moreover, it has been a model for other states. In discussing the action and results of the law, Prof. E. W. Bemis says: "The extreme restrictions in Massachusetts are due to the intense efforts of the lighting companies. It took a three years' struggle to get the law, and even then it was not possible to pass it except with amendments which seriously diminished its value. The law, however, is much better than none. Before it was passed cities and towns in Massachusetts had no power to establish electric plants even to light their own streets." An interesting and significant re- sult of the creation of this commission is the fact that Massachusetts appears to be the only state in the Union in which full and authentic accounts are kept of the central station industry. This fact alone is a pertinent argument for the value and utility of the board. CHAPTER VIII. HISTORY AND DEVELOPMENT OF ELECTRIC LIGHTING. General discussion. — Luminous effects, associated with the production of electric phenomena, were noted b}' many experimenters and physicists prior to 1800, but the histoiy of electric lighting dates back only to the beginning of the last century; while the history of central stations proper belongs to the second half of the century, and, in reality, so far as its relation to the public is concerned, ma)' be considered as belong- ing only to the period dating from 1875. In other words, although a great deal of work done in the pre- ceding sevent} r -five years was of an eminently practical nature, embodying the inventions of a long series of illustrious discoverers and experimenters, many of whom have liyed to see this great art in its present manifestations, the commercial and industrial develop- ment is limited to a quarter of a century. The thousands of central stations and isolated plants, with their millions of lamps and motors scattered throughout the world, are based fundamentally on the application of a few elementary principles of electricity, and even the newer appliances which have marked the opening of the present century are the reduction to practical form of theories and principles determined at a very earlygtage, needing but the energy of the in- ventor or the skill of the engineer to render them use- ful and available. I. THE ARC LIGHT. Batteries as sources of current. — Electric lighting may oe said to have begun with the work of Sir Humphry Davy while an assistant lecturer in the Royal Institu- tion in London. He demonstrated Volta's theory of ob- taining electricity from cells consisting of unlike metals immersed in a liquid, and was one of the first to apply this new source of power to the investigation of the elements. In 1808, with the aid of a few wealthy members of the institution, Davy constructed a bat- tery comprising no fewer than 2,000 cells (up to that time the institution had had but 500 cells) grouped in 200 porcelain troughs. The liquid employed in each cell was a mixture of 60 parts of water with 1 of nitric and sulphuric acid, the plates were zinc and copper squares, affording 32 inches of surface. While the effect produced by any one of these cells (which were cuite analogous to those still in general use) would be (86) very feeble and insignificant, their combined action was quite notable, especially when applied to the con- sumption of sticks of wood charcoal. Davy exhibited his battery before the members of the Royal Institu- tion in 1809-10 with brilliant and impressive results, which he described as follows: "When pieces of char- coal about an inch long and one-sixth of an inch in diameter were brought near each other (within the thirtieth or fortieth of an inch), a bright spark was produced, and more than half the volume of the char- coal became ignited to whiteness; and by withdrawing the points from each other a constant discharge took place through the heated air in a space equal to at least 4 inches, producing a most brilliant ascending arc of light, broad and conical in form in the middle." These sticks of wood charcoal, exposed to the air and to such a current, wasted away very rapidly by combustion in the arc; and as the apparatus was not provided with a regulator, such a demonstration was necessarily of a very fugitive character. For over thirty years the pro- duction of electric light in the arc thus described re- mained a brilliant and expensive laboratory experiment, and, indeed, but for the invention of the modern dynamo electric machine, would have so continued, although a great deal of interesting work was done in the improve- ment of the carbons by experimenters who still em- ployed primary batteries as the source of current. Earliest exhibition and use of arc lights. — In 1844 the French physicist, Foucault, after whom well-known electric phenomena have been named, hit upon the idea of replacing the soft wood carbon by that deposited in gas retorts; this he cut into square sticks. This carbon, while a decided improvement, contained silica and alkaline earths, which in fusing and vaporizing broke up the carbon and disturbed the arc. Foucault was able, however, by using the Bunsen battery in conjunction with such carbons, to produce a remarkably steady and continuous light. He was able to use the light even for photographic purposes by employing these graphitic carbons and powerful batteries. A great step forward was thus made. It deserves mention here, however, in connection with the use of electric light for photographic purposes that some work had already been done in America. In the Journal of the Franklin Institute for 1843 record is made of the fact that in November, 1840, with the large HISTORY AND DEVELOPMENT. 87 battery of 500 cells belonging to the laboratory of Yale College, Prof. B. A. Stillman, jr., and Dr. W. H. Goode secured photographic impressions by light reflected from the surface of a medallion to the iodized surface of a daguerreotype plate. Two pictures were thus obtained, one of the medallion only and the other just showing a blur or halation due to the light from the charcoal points, just as to-day one sometimes sees the halation in poorly executed photographs. The Foucault arc light was exhibited publicly in Paris by Deleuil, and its availability and adoption for lighting houses, squares, and streets began to be gen- erally discussed. The new illuminant was not able, however, to compete on anything like equal terms with such rivals as gas, oil, and tallow. The inconvenience attaching to the use of the batteries, as well as that attendant upon controlling the lamps by hand, discour- aged anything but the most limited use. As a matter of fact, however, the first practical work belongs to this period, when "an electric sun" shed its beams upon the stage during the presentation of Rossini's opera " Moses" at the Paris Opera House. This inte- rior employment was matched by Deleuil on the Place de la Concorde, where the lamp was placed on the knees of the statue of a woman typifying the town of Lille. This out-of-door illumination excited a great deal of attention and comment. It is hardly necessary to add that the presence of a man to regulate the lamp by hand was not particular^ 7 impressive as to its fea- tures of economy and availability. After the exhibi- tion in the Place de la Concorde other electric lamps were set up in Paris on the Pont-Neuf over the Seine, on the Arc de Triomphe at the crest of the Champs Elysees, in the large court of the Palais Koj-al, and at the Porte Saint-Martin. All such work, however, was evanescent, though well directed and backed by persons of influence. The first public exhibition of arc lighting in England was made by Mr. E. E. Staite at Sunderland, and during the next four years he gave demonstrations in other English towns. His work made such an impression that in 1852 the dock commissioners of Liverpool built a high tower for the purpose of placing an electric arc upon it for light house purposes; but Mr. Staite died in that year and the project seems to have gone out of existence with him. Automatic adjustment of carbons. — In 1845 Thomas "Wright, of London, made another long step forward bj r devising a lamp in which the carbons were automat- ically adjusted. - In this lamp the carbons were made in the form of disks rotating by clockwork, with a slow, continuous motion, the arc forming at that point on the two peripheries where they most closely approached each other, so that the arc may be roughly described as having nibbled away the edges of the two carbon wheels as they revolved. To obtain an arc between the two plates or pencils of carbon it was necessary to start a current in the circuit, either by bringing the carbons into contact with each other or by some other device, and when the current had been thus established the edges of the carbons had to be fed together and kept within a certain slight distance of each other so as to maintain the proper length of the arc. The operation of "strik- ing the arc" and regulating the feed of the carbons toward each other was done by hand before Wright's invention, which was followed by those of Staite in 1817. Foucault in 1849, Serrin in 1857, and Duboscq in 1858. The last named made what is spoken of as the first reftl arc lamp, one for laboratories. In 1855 La Cassagne and Thiers, of France, brought out their regulator patents, which employed a column of mercury and special mechanism — two separate electro- magnets — to lift and feed the carbons. With this appa- ratus they lighted, the Quai des Celestins, at Lyon, in June of that year, eliciting very enthusiastic descrip- tions from the journals of the day. Improvements in carbons. — About the same time these two inventors improved also the carbon used in arc lamps by dipping pieces of gas carbon in a solution of caustic potash or soda, and then exposing them to a very high temperature to transform the silica of the carbon into soluble silicate. By washing the carbon sticks in hot water, and then subjecting them to chlo- rine at red heat, the components that had not been acted upon by the potash were transformed into volatile chlorides of silicon, potassium, iron, etc. The light obtained from these carbons was steadier, but a great deal of ashes and dust resulted. In 1846 Greener and Staite also patented processes for improving the manufacture of carbons, and in this as well as in other ways the quality of the light was improved, subject, however, to the fatal limitation of the batteries as sources of current. As the best of the batteries could give a pressure of only 1 or 2 volts, while that needed to maintain an arc of one-tenth inch is 60 volts. With the amount of pressure needed increas- ing rapidly as the arc or space between the carbon points is lengthened, it is readily seen that a large num- ber of batteries would be required to maintain even a single arc lamp in operation ; hence an attempt to oper- ate a circuit from batteries, whether the lamps were strung in series or in parallel, would make the problem quite unmanageable. Some of these features, in con- nection with the lamp itself, will be dealt with more fully in the discussion of that part of the system. Dynamos as sources of current. — It has been the cus- tom of popular writers to date the beginning of the modern period of arc lighting, dependent upon dynamos as sources of current, from the work of Z. T. Gramme, a Belgian inventor, residing in Paris. His first patent was taken out in 1870 and his first dynamo electric machine was submitted to the Academy of Sciences in 1871. While this view is fair and broadly justified, and while the modern central station was founded upon CENTRAL ELECTRIC LIGHT AND POWER STATIONS. such apparatus, it must not be forgotten that commer- cial arc lighting had already been accomplished with other types of electric machines; that a vast amount of successful work had already been performed in the production of such apparatus, and that all this machinery was based primarily upon the law or principle discov- ered by Faraday, according to which, if magnets or coils of wire be constantly moved or displaced in rela- tion to each other, electric currents are set up in the wires or conductors, the quality of the current depend- ing upon the strength and number of magnets, the velocity and direction of their movements, and the number of coils or the turns of wire in each one of them. Such a mechanism of magnets and coils can be operated by hand or by animal power. The magnets can be thrust rapidly into the coils of wire and be drawn from them by reciprocal motion. Some of the earliest electric motors were devised to operate upon this method, but the reciprocating plan has never found successful application in electric generators, although within recent } r ears Mr. Tesla has revived the idea by some very ingenious work in that field with his "oscillators." Ordinary revolution of the coils in juxtaposition to the magnets, or vice versa, is more simply effected than the reciprocating movement, and can be best applied by means of a steam engine or a water turbine, insuring a smooth rotary motion, which can be maintained for several hours, even with ex- tremely heavy revolving parts. In some of the first apparatus of this character bar or permanent horseshoe magnets were employed in what are still known as magneto-electric machines, but these were soon re- placed by electro-magnets, in which coils of wire were not only revolved in front of the magnets, but other coils were placed on the limbs of the magnets, so that the slight current at first produced in setting the appa- ratus in motion could be increased and intensified by the reaction between the magnets and the revolving arma- ture coils. The following is a quotation on this subject from the significant discourse of Professor Tyndall on the dis- coveries of Siemens and Wheatstone in this direction: On the 4th of February, 1867, a paper was received from the Royal Society, from Mr. William Siemens, bearing the title, "On the Conversion of Dynamic into Electrical Force without the use of Permanent Magnetism." On the 14th of February a paper from Sir Charles Wheatstone was received bearing the title, "On the Augmentation of the Power of a Magnet by the Reaction thereon of Currents Induced by the Magnet Itself." Both papers, which dealt with the same discovery, and which were illustrated by experiments, were reail upon the same night, viz, the 14th of February. The whole field of science hardly furnishes a more beautiful example of the interaction of natural forces than that set forth in these two papers. You can hardly find a bit of iron, you can hardly pick up an old horseshoe, for example, that does not possess a trace of permanent magnetism; and from such small beginnings Siemens and Wheatstone have taught us to rise by a series of interactions between magnet and armature to a magnetic intensity previously unapproached. Conceive the Siemens arma- ture placed between the poles of a suitable electro-magnet. Sup- pose the latter to possess at starting the faintest trace of magnetism; when the armature rotates, currents of infinitesimal strength are generated in its coil. Let the ends of that coil be connected with the wire surrounding the electro-magnet. The infinitesimal cur- rent generated in the armature will then circulate around the magnet, augmenting its intensity by an infinitesimal amount. The strengthened magnet instantly reacts upon the coil which feeds it, producing a current of greater strength. This current again passes round the magnet, which immediately brings its enhanced power to bear upon the coil. By this play of mutual give and take between magnet and armature the strength of the former is raised in a very brief interval from almost nothing to complete magnetic saturation. Such a magnet and armature are able to produce cur- rents of extraordinary power; and if an electric lamp be introduced into the common circuit of magnet and armature we can readily obtain a most powerful light. By this discovery, then, we are enabled to avoid the trouble arid expense involved in the employ- ment of permanent magnets; we are also enabled to drop the exciting magneto-electric machine and the duplication of electric magnets. By it, in short, the electric generator is so far simplified and reduced in cost as to enable electricity to enter the lists as the rival of our present means of illumination. A great tribute is paid here to Siemens and Wheat- stone, but some of the merit of this remarkable discov- ery of the principle of mutual accumulation must be claimed also for the late Prof. Moses G. Farmer, a distinguished American, who, as early as 1865, built small dynamo electric machines in which, to use his own language, "I had the satisfaction of seeing the problem of mutual reaction and accumulation fairly solved." In confirmation of this, may be quoted the following passage from the Manchester, England, Lit- erary and Philosophical Society's Proceedings, Volume VI, page 107: Mr. Wilde" has also received a letter on the subjectjof his recent experiments in magnets from Moses G. Farmer, of Salem, Mass., U. S. A., dated November 9, 1866, in which he says that he had obtained an increase of 31 per cent in the power of a magneto- electric machine, by transmitting the current from the armature through the coils of wire surrounding pieces of soft iron, forming prolonged extremities of the permanent magnets of the machine. It will thus be seen that before the day of Gramme others had done work in connection with the evolution of dynamo electric machinery of the modern type, and, moreover, arc lighting had actually been accomplished on a large scale with the older type of apparatus. For example, under the superintendence of Faraday, the light house department of England, employing the Al- liance apparatus devised by Nollet and Van Malderen, of Belgium, introduced the electric light in its impor- tant beacons at South Foreland and Dungeness, com- manding the Straits of Dover. The preliminary trials were made in 1857, and the protecting beams of the intense electric arc were first thrown over the sea from South Foreland on December s, 1858. and from the cliffs of Dungeness on June 6, lstl'2. The Alliance dynamo thus employed was built originally for the strange purpose of decomposing water, in order to em- ploy the resulting gases in the production of light, but a much more direct and pertinent application was now made of it. The outer framework supported 24 com- HISTORY AND DEVELOPMENT. 89 pound steel permanent magnets in banks of 3 each, and within the circular area they thus inclosed revolved the armature, which consisted of a drum carrying 32 spools of copper wire wound on iron cores. As these coils of wire thus revolved in front of the magnetic poles pointing inward, currents of an alternating character were developed in the coils, and were taken off by metallic collectors at the end of the armature shaft and were carried by wires to the large arc lamps devised by Professor Nollet. Similar work was done in 1863 N at La Heve, near Havre, France, and the light was also employed at the Cherbourg docks. It is obvious that such machinery and methods were too uncertain and expensive to become generally available to the public, although they were in a sense commercial. Alternating and direct currents. — The alternating cur- rent had to wait a score of years before its usefulness for general distributing purposes in connection with central stations could be demonstrated, all the initial lighting work from central stations being done by means of direct or continuous currents which were em- ployed alike for arc and incandescent lighting. The alternating current may be imagined as flowing or surging to and fro in the circuit, so that if the circuit be compared with a water pipe the current would be discharged into the pipe at one end with one impulse and into the other end with the succeeding impulse from the feeding source. On the other hand, the direct or continuous current may be pictured as flowing stead- ily in one direction around the circuit so that the po- larity is never changed or reversed. Electric motors. — The supply of current to' stationary motors for power purposes has been shown by many portions of the preceding text to constitute an impor- tant element in the central station industry of to-day. It is hardly necessary, however, to enter here into a discussion or historical review of the motor develop- ment, as it has already been done at some length in the bulletin on Electrical Apparatus and Supplies, issued on August 25, 1902. ' It was pointed out that the discovery of the reversibility of the dynamo released electric power from the trammeling conditions that had hindered its development, and that following the first electrical exhibition in Philadelphia in 1X84, the work of such men as Brush, Thomson, Daft, Sprague, Curtis, and Crocker, "Wheeler and many others, soon resulted in the development of highly efficient motors, capable of ap- plication to the widest range of industrial requirements. The early motor work, as in the case of electric light- ing, was done with direct current motors, and the next step forward was taken in the development of single phase alternating current motors. Then the inventions of Mr. Nikola Tesla and of other prominent inventors created the successful polyphase motor, and for some 3 T ears past, as a result of such work, the entire art of 1 Twelfth Census, Vol. X, page 153. electric generation and utilization of current has been dominated by polyphase conditions in a manner that has already been indicated in this text. The Gramme armature. — The chief merit in the work of Gramme, whose improved dynamo gave such a stimu- lus to electric lighting, consisted in the construction of an armature employing essentially the soft iron ring wrapped around with consecutive lengths of insulated wire, which thus formed a number of short distinct coils. Up to that time all armatures had been con- structed like unbroken spools of cotton on a reel or like balls of yarn wound on blocks. The ends of the Gramme coils were brought out and formed into one circuit. In other words, the bobbins or coils were placed close together on the iron core, and the inner end of each bobbin was soldered to the outer end of the neighboring one, so that the entire number of bobbins formed a series of convolutions constituting an endless electric circuit. Each coil or bobbin might have any number of convolutions of insulated wire, and the num- ber of bobbins might also be varied, the changes in both respects depending upon the object for which the machine was intended. The ends «f these coils were then brought out to the commutator delivering current to the collector brushes that rested on it, which in turn connected with the wires of the outer circuit upon which were grouped the lamps or motors. Jablochkojf s lamp. — Shortly after the introduction of the Gramme machine a new era in 'electric lighting began on both skies of the Atlantic. A further advance in arc lighting was made by Jablochkoff, who in 1876 patented his arc lamps all over the world. This type of lamp was marked h\ an absence of much of the mechanism that had previously encumbered electi'ic illuminat- ing appliances. It consisted, broadly, of two vertical, parallel sticks of carbon separated slightly by an insu- lating material, such as kaolin, which was consumed at the same time as the carbons. These lamps were found to burn best with alternating current, which insured an even consumption of the carbons. They were soon to be seen burning on the streets of European cities, and found popularity in the United States as well, one of the first places in this country in which they were employed being the "Wanamaker stores in Philadelphia. American achievements. — American inventors were loath to leave this field to foreign competitors, and the closing years of the third quarter of the last century saw an enormous outburst of activity on their part also, with a corresponding movement in finance and industry. Among the leading workers of this period were Messrs. Charles F. Brush and Edward Weston, the former working at Cleveland, Ohio, and the latter at Newark, X. ,1 . Both of these men worked along the line of the development of methods of series arc light- ing, and their systems were soon largely and widely introduced here and in Europe. 90 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. The first Brush series arc lights were ei-ected in the public squares of Cleveland, Ohio, in 1879, and shortly thereafter local Brush electric lighting companies were started in all the large cities and towns of the county, millions of dollars being raised for the purpose, and leading public men associating themselves readily with the enterprises. The first central station operating arc lamps was installed by the California Electric Light Company of San Francisco in 1879; the Brush system was employed. Neither Europe nor Asia escaped this American influence, for the Brush S3 r stem was intro- duced in England at a very early date, and companies were organized in Japan and China also. The Brush arc lamps were not only erected on short poles like ordinary gas lamp posts, but were also raised to the summit of lofty masts and metal towers so as to give the effect of a subdued moonlight, and for a time it was a question whether the tower or the lamp post would survive for urban electric illumination. A very interesting and important chapter in the arc lighting history of this period was that contributed by William Wallace, of Ansonia, Conn., and Prof. Moses G. Farmer, of Salem, Mass. , the former a pioneer copper and brass manufacturer, and the latter a prolific and original inventor of electric appliances. At an early date Mr. Wallace began to build dynamos intended for the work of electric deposition. It was inevitable that this work should lead to experiments in the field of electric illu- mination, and as a result the Wallace-Farmer dynamo was constructed and exhibited at the Philadelphia Cen- tennial Exposition of 1876, where it was the only dynamo that supplied current for use in any way for the illumination of the Exposition buildings and grounds. The same inventors also exhibited at Philadelphia another machine, which had a capacity of energizing 11 arc lamps; an interesting feature in connection with this machine was the use of laminated iron plates in the armature, instead of solid cast iron cores, with corre- sponding increase of efficiency, lessening of heat in the machine, etc. A number of arc lamps also were built by Mr. Wallace, the first dating back to 1875; in this lamp and also in later ones flat or plate carbons were used. The arc traveled along the edges of the plates and thus maintained itself for a considerable period. Mr. Wallace was one of the first to construct ma- chines from which arc lamps were run in series, and at an early date began the manufacture of carbons, it being claimed in his behalf that he was the pioneer in the production of the round carbon pencil or point now so universally used. His works and appliances in carbon manufacture thus antedated those of Carre and others in Europe. The work done by Mr. Wallace was on the whole of an intensely interesting character and of great origi- nality. In some of his lamps as many as 12 carbons were emploj'ed, and in one lamp no fewer than 48 car- bon pencils were operated — 24 above and 24 below — the arc traveling from pencil to pencil as they burned away and the feeding being accomplished by a small electro- magnet at the side of the lamp frame. The Wallace work, however, was based generally upon the use of low potentials, in contradistinction to the high potential with which commercial arc lighting is associated. The Wallace and Farmer inventions soon became merged in the body of the industry and lost individu- ality, but not before imparting a tremendous impetus, the effects of which were directly felt by such men as Edison and Sprague, and are to-day freely acknowledged. Indoor use of the arc law}). — Early efforts were also made to introduce the arc lamp indoors, and Boston, Mass., witnessed one of the first attempts in this direc- tion. Mr. Brush exhibited a small arc lighting dynamo at the Mechanics' Fair in Boston in October, 1878, and the following month this plant was put into regular service in a clothing store on Howard and Washington streets, its use being intended as much for advertising as for illuminating purposes. The lamps instead of using the cylindrical copper-coated carbons with which we are familiar had uncoated square carbon rods cost- ing 25 cents each. The djmamos to which these lamps were connected had four cast-iron magnet arms with four flat pole pieces, between the faces of which re- volved a cast-iron armature, upon which were wound four separate circuits of insulated wire, connected to as many pairs of independent commutator segments, upon which rested the brushes that collected the cur- rent from them. The eight coils of wire on the arma- ture were wound in slots and were grouped into four separate pairs, to form four circuits. Each of these circuits to the commutator and from it was connected with a single arc lamp, so that the machine was what is known as a "four-arc lighter," and each lamp had a circuit of its own. There being no automatic cut-outs for the lamps in those days, the circuit was completed only through the shunt coils of the lamp magnets when the carbons burned out. The wiring was equally prim- itive, and when the four circuits were installed in the clothing store they consisted of bare No. 6 copper wire, secured in place by iron staples spiked over them into .the woodwork. Earliest imjjrovements. — Among the earliest improve- ments were those looking to the increase of capacity in arc lighting dynamos; the regulation of the lamp; the introduction of devices which should allow a circuit to remain in operation even if one. or more lamps became disabled; the placing of two sets of carbons in one lamp so that when one became consumed the other could be cut in, continuing the lamp in operation; and the elec- tric copper plating of carbons, which lessened the re- sistance of the circuit within the lamp itself. FULLER TYPE OF GRAMME DYNAMO BUILT IN U. S. A., 1B78. EARLY TYPE OF STANLEY ALTERNATOR. EARLY TYPE OF BRUSH OPEN-CIRCUIT ARC-LIGHTING DYNAMO. Fac-simile reproduction of an early engraving. 92 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Street light big. — The arc lighting companies began to take contracts for city street lighting, and $1 per night per arc lamp was by no means an unusual price, the amount of light furnished being what is known as "2,000 candlepower." This invasion of the field of street lighting led to another increase in the capacity of the machines, and in the length of the circuits to which they furnished current. Weston's arc lamps and dynamos began to be used in considerable numbers during this period, and several of his 10-light machines would be coupled into a single series circuit of 40 or 50 lamps. The arcs were of the short hissing character requiring a pressure of from 20 to 30 volts per lamp and a volume of 18 or 20 amperes of current on the circuit. The dynamos and lamps of J. J. Wood and W. Hochhausen also became widely known and used. About 1881 the Thomson-Houston S3 7 stem made, its appearance and the first 25- light arc machines of that type were built at New Britain, Conn., circuits of 10 amperes and 40 or 50 volts to the arc being employed. The best summary of the conditions encountered in 1883 and 1884 is that furnished by Prof. Elihu Thomson, when he said: The arc lighting systems were not without their difficulties. Good carbons were not always to be had, and crooked ones were common. Opal globes were very thick and absorbent, while for indoor uses the 10-ampere arc with clear ground globe was too intense. Construction of the line and apparatus was not easy, owing to the lack of suitable materials and labor. Copper wire without soldered joints could be obtained only in lengths aggre- gating a few pounds. Armature iron for dynamos was of uncertain and irregular quality. Of insulating material there was very little variety and often it was not high grade. Baking ovens came later. We had to construct our own measuring instruments and standards, as suitable ones were not to be bought. The plant after construc- tion and installation was often at the mercy of poor power and of unskilled attendants. The plant had to take care of itself in a large measure. It is interesting to note that the man in charge of the Lynn arc lighting station in 1883, who ran the engine and sev- eral arc lighting dynamos, would lock up the station for an hour or so at a time, while he was out patrolling the line; everything continuing in full blast. II. > THE INCANDESCENT LIGHT. The furore and success attending arc lighting had had its influence upon the perfecting of the incandes- cent lamp, and several distinguished inventors on both sides of the Atlantic — notably Swan, Lane-Fox, and Crookes in England, and Edison, Brush, Sawyer and Man, Weston and Maxim in this countiy — devoted their energies partly or exclusively to this field. The production of a perfect commercial incandescent lamp soon virtually resolved itself into a race with a prize of inestimable value as its goal. The result aimed at was a lamp that would permit the minute subdividing of the electric current, so that lights corresponding to gas jets in their size, general utility, and economy could be furnished. Arc lamps run at high pressure with currents of dangerous voltage were applicable only to large spaces, and with aerial circuits, more particu- larly to street illumination — a comparatively restricted field. They left untouched almost the entire domain of interior illumination — the largest market and prin- cipal area for artificial illumination. The first lamps. — The fundamental principle of ob- taining illumination by rendering a body incandescent with electric current was by no means new, but dated back to the first half of the century. The essential ideas were described as early as 1841 by De Moleyns, who in that year patented in England an electric lamp of crude form in which a platinum wire to be rendered incandescent by the passage of an electric current was inclosed in an exhausted glass bulb. A few years later a most interesting lamp was devised by Starr, of Cin- cinnati, Ohio. He died in 1847 at the early age of 25 years, but before his death he had done a great deal to perfect his lamp and a magneto-electric dynamo with which to furnish current to it. This young man, as early as 1844, called attention to his apparatus in the Cincinnati "Advertiser," and proposed to install on high towers some lamps that would "enable a light to be diffused all over Cincinnati equal for practical purposes to that of daylight." The Starr lamp consisted of an exhausted glass globe in which was a thin strip of graphite held between two clamps affixed to a porcelain rod, the latter being suspended by a platinum wire sealed in the globe. This lamp is said to have given an excellent light and, as will be noted, involved the essen- tial elements of incandescent lamps of the present day, namely, a carbon member inserted, and brought to incandescence by current, in a globe exhausted of air. This early American lamp was patented by King in England in 1845, and was described as being extremely promising for its purity, brilliance, and strength. Dredge's "Electric Illumination," a standard work, asserts that King manipulated affairs so as to keep Starr in the background and deprive him of reward and credit for inventions that anticipated much valuable work of later date. Edison's experiments. — None of this early work left any permanent results, and the commercial subdivision of electric lighting was set down as impracticable by some of the foremost scientific authorities up to the very moment (twenty-five years ago) when Edison pro- duced his first lamps and used them for general illu- minating purposes. Without detraction to the other notable and meritorious work done in this field, his achievements may be cited as typical and illustrative of the underlying principles, of the difficulties to be over- come, and of the results attained. His experiments on carbon as a material for use in electric work began in 1876, and in the fall of 1877 strips of carbonized paper were tried as an incandescent con- ductor suitable for use in small lamps. Work along this line was continued until January, 1878, and resumed again in the fall of that year, when Mr. Batchelor, one of Mr. Edison's leading associates, made for illuminat- Brush arc lamp. Single. Brush arc lamp. Double. Brush arc lamp. Double lamp with globe. EARL> TYPES OF ARC LAMPS. Thomson-Houston arc lamp. 94 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. ing purposes a great number of carbons from tissue and other kinds of paper, coating their surface with a mix- ture of lampblack and tar, rolling them up into the fine long form of a knitting needle, and then carbonizing the ' ' filament " thus obtained. These filaments were put into circuit, in a vacuum in a glass globe, and brought to incandescence so that they gave light; but they would only last an hour or two. Other carbons made from wood and broom corn were tried. To quote Mr. Edison, "What we desired at that time and had settled our minds upon as the only possible solution of the subdi- vision of electric lighting was that the lamps must have a high resistance and a small radiating surface." The carbons made at that time showed that the lamps must have at least 100 ohms resistance to compete success- fully with gas. This means that with filaments of such a resistance the current flowing in the circuit would bring them to light giving incandescence. If the lamps were of lower resistance, requiring more current, and there- fore more copper in the circuits delivering the current to the lamps, the cost of the copper main conductors would be so great and the cost of power so increased as to render the system expensive and commercially impracticable. At this time Mr. Edison went back to some of the earlier experiments involving the use of platinum strips, and by means of the Sprengel mercury pump he obtained an almost perfect vacuum; but it was soon found that metal filaments were not feasible, at least not under the conditions prevailing at that day. In Octo- ber, '1879, separate lamps independent of the air pump were made by Mr. Edison, the receiver or bulb being entirely of glass, with filaments of common sewing thread carbon attached to leading-in wires, sealed in by fusion of the glass, the whole contrivance being ex- hausted by the Sprengel pump to nearly one-millionth of an atmosphere. The filaments of carbon thus em- ployed were quite fragile, but because of their minute mass and length of only a few inches they had a smaller radiating surface and a higher resistance than had been expected, and the point had virtually been reached at which the carbons were in a stable condition. In other words, the filaments under the action or attrition of the current would not break down within an hour or two, but would remain incandescent for some time. Some of these paper filament lamps yielding from 12 to 1 6 candlepower had a remarkably long life, the aver- age being 300 hours, while one of them lasted 940 and another 1,350 hours. Mr. Edison was not satisfied, however, with filaments made from carbonized paper, nor with those made from the more regular and homogeneous wood fiber. One day a palm leaf fan was lying upon one of the tables of the Menlo Park laboratory, and the bamboo rim on the outside attracted Mr. Edison's attention. This bamboo he cut into strips which he carbonized and put into the lamps. He was gratified to find that the filaments were several times better than any- thing he had succeeded in making before. Mr. Edison proceeded immediately to study the whole subject of bamboo, and sent a man to Japan to investigate the bamboo growths of that country. Before he had se- lected what was most suitable for his purpose he had tested no fewer than 6,000 vegetable fibers. Until .1894 all the Edison filaments were made from bamboo, each piece passing through eight separate hand opera- tions. Summary of subsequent history.- — The subsequent his- tory of the incandescent lamp, embracing the inventions and improvements of a large number of workers in this field, may be briefly summarized at this point. Mr. Edison at this time reached the conclusion that a suc- cessful lamp must be inclosed by a globe made entirely of glass, with all the joints fused, and with the air ex- hausted to a very high degree, and that the lamp must be made durable and yet so cheap that it could be thrown away when broken down, with the exception of the platinum used for the leading-in wires, to which the carbon filament was attached. At the outset the price of the lamps was very high, some few being sold for as much as a dollar, or a dollar and a half each, but as soon as the industry was placed upon a manufac- turing basis the price settled to 35 cents. The reduc- tion of the average selling price to 15 cents at the time of this report has been due to a great many radical changes as well as to the increase in the volume of production; but in structural features the lamp has remained the same throughout. Mr. John W. Howell, who has been an expert in this field from the beginning, has noted the chief changes in conditions governing the industry, which at the outset was based almost entirely upon manual operation, or required the invention of new machinery. The lamp of 1880 and 1881 contained about thirty times as much platinum in leading-in wires as the lamp of the present day. The amount and cost of the glass and other materials used have also been greatly reduced. The exhausting of lamps by mercury pumps re- quired from four to six hours in 1881. Improvements in pumps and methods reduced the time to half an hour in 1895, and since then, with the single piston pump and "chemical exhaust," only one minute is necessary for even better results. At the end of 1882 the cost of exhausting a lamp was considerably greater than the total cost of a lamp at the present time. All the glass blowing operations have been changed from handwork by skilled glass blowers to machine work by unskilled labor, and the labor cost of the present glass operation is now only a little more than 10 per cent of what it was in 1882. The photometric methods and apparatus employed in testing the lamps before sending them to the consumers have been remarkably improved and developed; the cost of photometric measuring is now only 9 per cent HISTORY AND DEVELOPMENT. 95 of what it was in 1882, and this decrease in cost has been accompanied by a great gain in accuracy and evenness in output. The greatest production of lamps reached at the Edison Menlo Park factories in 1882 was a thousand lamps in a day of twenty-four hours, for in those days it was the habit to have the work carried on continuously. By 1894 many manufacturers had given up the bam- boo or vegetable fiber filaments, and cellulose came to be almost wholly used. One of the first workers in this country to experiment with this material and to employ it successfully for commercial lamps was Mr. Edward Weston. While this report has been in preparation, metallic filaments have been introduced, as, for example, those of the metal known as "tantalum." Some of the very earliest carbon filament lamps were those supplied by Mr. Edison to Mr. Henry Villard for the steamship Columbia, plying on the Pacific. These had paper filaments and consumed about 100 watts of energy in furnishing a light of 16 candlepower. At the present time, the standard 16-candlepower incandescent lamp consumes only 50 watts. The useful life of a 50- watt lamp is undoubtedly longer than was the useful life of a 100-watt lamp in 1880, while the estimated useful life of a 100-watt 16-candlepower lamp made to-day is over 10,000 hours, or about twenty times as long as it was twenty-five 3 T ears ago. In the last quarter of a century a total of over 250,000,000 lamps has been produced, or not less than 10,000,000 a year. III. DEVELOPMENT OF COMPLETE STSTEM OF ELECTRIC LIGHTING. Edison's work. — The development of the incandes- cent lamp was associated, in Mr. Edison's mind, with the creation of a complete system of electric lighting, the current to be furnished from a central station to a large number of buildings in a manner exactly analogous to that in which the supply of gas was furnished. With this end in view, Mr. Edison experimented with dynamo electric machinery, and brought out new • types of machines intended especially for use in this work. The chief aim was that the machine should have massive and powerful field magnets and that at the same time the resistance of its armature should be extremely low as compared with the combined external resistance of the supply mains and lamps, so as to enable current to be produced and distributed more economically than had hitherto been possible. In other words, Mr. Edison realized the commercial necessity of having the arma- ture of the dynamo of low resistance as compared with the external resistance of the circuits, in order that a larger percentage of the electric energy developed, should be available for utilization in the lamps. Gen- eral practice prior to that time had been to employ dynamos of high internal resistance as compared with the external circuit. The Edison idea, broadly stated, was to employ lamps of very high resistance operated in parallel or multiple arc, instead of in series, and dependent upon current of constant potential. In the summer, fall, and winter of 1880, Mr. Edison installed such a system at Menlo Park, lighting the houses, streets, laboratory, machine shop, etc., with 425 16-candlepower lamps, the out-of-door lamps being mounted on short poles. The average resistance of the lamps used was 110 ohms and the electro-motive force of the current varied from 95 volts for lamps at the outer ends of the supply conductors to 110 volts for the lamps nearest the dynamos. The circuits were under- ground conductors, a system to which Mr. Edison has always adhered, not only because of the obvious diffi- culty there would be in carrying overhead the large mass of copper necessary for low voltage constant potential lighting, but because he believed that with the conduct- ors underground there would be attained the constancy of service without interruption which is obviously neces- sary for all central methods of artificial illumination. The current for this interesting pioneer plant was gen- erated by ten 8-horsepower dynamos, the field coils of which were connected in series and excited by a separate similar machine. Use of steam engine developed. — No special attention up to this time had been given to the development of a steam engine of close regulation, which would maintain under wide fluctuations of the load the proper potential of current, so as to prevent flickering in the lamps; and the original workers, like Mr. Edison, in this field, had to take the engines that the market offered. These dynamo machines at Menlo Park were driven by an old- fashioned slow speed engine, widely and favorably known for stationary power plants. In order to obtain the necessary speed for the armature rotation there was no alternative but to connect this engine with the dynamos through a complicated and cumbrous system of counter- shafting which was highly wasteful of power. Mr. Edison thereupon conceived the idea — bold for that day, b'ut now universal^ adopted — of substituting one large single dynamo for the several small machines and of con- necting this directly with the driving engine on the same base, thus securing the requisite high armature speed without separate belting, shafting, and countershaf ting, and making possible closer regulation as well as various economies of space and such benefits as attend large production as compared with small. Several of these Edison "Jumbos" were produced and used in this country and in Europe. Some of them continue in operation at the present time. One was shown at the International Electrical Exposition at Paris in 1881, where its appearance was looked upon as a notable technical and historical event and where with its capacity of 700 lights its size excited wonder. To-day it is reduced to insignificance in comparison 96 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. with machines that supply current readily to 70,000 lights, in many of the Edison central stations. In the early eighties a great many radical improve- ments were made; the apparatus devised toward the close of the preceding decade had remained crude, need- ing use and the lapse of time to eradicate the defects and develop the necessary lines of perfection. Such work included the elaboration of the three-wire system by Edison and Hopkinson and the work of Weston in the refinement of continuous current constant potential dj'namos. Attempt to unify arc and incandescent lighting. — The two systems — arc lighting and incandescent light- ing — were still wide apart and remained incongruous in their essential elements: Arc lighting with its high voltage and large units of light was suited, in reality, only for exterior use, with lamps scattered; while the incandescent system with its low voltage, large amounts of copper in the circuits, and small units of light was limited almost entirely to indoor service. Thus the two systems, while growing side by side, were irrecon- ciled in a technical and engineering sense, and although their two fields of employment could hardly be said to overlap, the competition and rivalry that developed between the persons interested were literally of a fero- cious character. Despite personal and financial antag- onism, however, the underlying necessity led to many efforts to harmonize the two methods of lighting, and for some years inventors attempted to introduce com- promises in the shape of composite hybrid systems that would bridge the gap between the series and multiple forms and methods of the industry. Some of these contrivances were highly ingenious, but their temporary character was soon proved, and thus the way was clear for the introduction of the modern alternating current system, which more than any other factor has simpli- fied and unified the field of electric illumination as well as that of power transmission, as it exists to-day. Development of time of the alternating current. — A very interesting review of this development has been made by Mr. William Stanley, jr., who was foremost in this department of work in the United States. In 18S3 an inventor named Gaulard brought out in Europe a system of operating induction coils in series by means of which the high potential current of an alternating current generator could be delivered as low potential currents, through the induction coils, on local circuits and at the point of consumption , so that the advantages of economical high voltage transmission, as in arc lighting, could be enjoyed in association with the no less important advantages of the safe low poten- tial current on the premises of the consumer, as in the existing methods of incandescent lighting. There was the further great advantage that arc and incandescent lamps and motors could be supplied with current from the same common source and from the same machine. Gaulard proposed to place a series of his "inductori- ums " or open circuit magnetic transformers in a line, connected with his alternating current generator sup- plying a constant current, and he showed that if these were made open circuit with a very high mutual induc- tion between the primary and secondary coils, and if the current from the generator were constant, each induction coil would give a correspondingly constant potential on its secondary circuit throughout all varia- tions of resistance in that circuit; such, for example, as variation in the number of lamps turned on or off. Following out these principles a great deal of interest- ing work was done with a system known in Europe and this country as the "Gaulard-Gibbs," but it was soon found to be wanting in many of the essential require- ments of a general practical lighting system. Mr. Stanley himself took up the subject in 1883 and 1884, with particular reference to alternating current distribution which would be inherently self-regulating. After producing a number of induction coils, or, as they are now called, transformers, he sought in 1885 to secure assistance in the exploitation of an alternating current system in which the transformers should be • arranged in parallel or in multiple arc and operated at a constant potential. In that year he hired an abandoned rubber mill at Great Barrington, Mass., and began to devise an operative self-regulating system. He bor- rowed for this purpose a Siemens alternating current dynamo and built about a dozen transformers, each of which was wound so as to reduce the main line poten- tial from the dynamo to 100 volts in the secondary cir- cuits to which the lamps were connected. In the spring of 1886 the dynamo was set up and connected with the transformers that were installed in some of the stores in the village of Great Barrington, where they were put into service on a regular commercial basis. The transformers were naturally of crude design and workmanship, the primary and secondary circuits be- ing separated from each other only by shellacked paper and other substances of equally fragile nature. But they stood up excellently under the test. As a matter of fact, this system was operated on the double conver- sion system, which is to-day so familiar in power trans- mission enterprise. In this system the 500-volt primary electro-motive force of the generator could be trans- formed or "stepped up" to 3,000 volts by "raising" transformers in order to increase the distance of the regular line transmission and reduce the amount of cop- per in the main line circuits. The 3,000 volts could be taken by the local transformers and reduced to 500 volts; and again "stepped down " to 1 00 volts for the distribu- ting circuits. This system was seen in operation by Mr. George Westinghouse in 1886, and he soon made it the basis of a great electrical and industrial development, beginning with the first regular alternating current sta- tion at Buffalo, N. Y., in the fall of the same year. A great many elements, particularly the development of alternating current dynamos, or alternators, were HISTORY AND DEVELOPMENT. 97 still necessary, however, to make the system a commer- cial success. Mr. Stanley perfected an alternating cur- rent dynamo designed to give a potential of 500 volts with the possible minimum drop of pressure between no-load current and full-load current. Upon tests at Pittsburg, at the predetermined speed and exciting cur- rent, the electro-motive force of the machine was 490 volts instead of 500, and fell off less than 5 per cent when the load was increased from the minimum to the maximum full-load. The difficulties attendant upon all this work may be gathered from Mr. Stanley's own statement: " It is remarkable how little of modern electricity we all knew in those days. The terms inductance, self-induc- tion, armature reaction, transformer, converter, single phase, multiphase, hysteresis, and a number more were unknown. When we saw phenomena that we did not understand we had to try and fit some sort of names to them. It was some years later before the art was ready for high potential work, for it was neces- sary that the alternating machines, the transformers, and the system devised should attain a certain degree of perfection before engineers dared to introduce the idea of serving electricity over great distances by means of very high potentials, as the profession under- stood that term." The induction coils or transformers thus developed — the work of Mr. Stanley being quickly rivaled by that of many other American inventors, prominent among them being Prof. Elihu Thomson — are now an essential feature of a very large proportion of electric lighting work and power transmission in the United States. "When the circuits are carried overhead in suburban or rural districts, it is a common thing to see the trans- formers mounted on the poles which constitute part of the overhead system, the wires from the main circuits being tapped into the top of the transformer and the wires from the secondary circuit to the local points of consumption being tapped out of the lower part of the transformer. These devices are of varied type, known principally by their distinguishing names, such as ' ' core transformers" and "shell transformers," while the additional descriptive phrases " air-cooled," "water- cooled," and "oil-cooled" are also used. In the trans- former of the core type, the magnetizing core is usually built up of rectangular punchings of soft sheet iron about one-twentieth of an inch thick, with the primary and secondary windings of copper wire around the core or in efficient juxtaposition thereto. In some types of shell transformers, primary and secondary coils are partially or wholly surrounded by the lamina- tions of the iron core. The coils are generally so ar- ranged that they can readijy be connected in series, or in parallel, or in other relation to each other, so as to vary the ratio at which the incoming generator primary current is transformed into the outgoing secondary consumption current. 30947—05 7 In the early days the transformers were quite small, equal to supplying current to only a few lights, but of late years the tendenc}^ has been toward the construc- tion of larger transformers on account of their high efficiency; and some of the units are of several hundred horsepower capacity. These larger transformers are necessarily not placed on poles, but are sometimes placed in cellars or basements and very often placed in sepa- rate buildings known as " substations." If the alternat- ing current is to be converted into direct current, they are associated with dj r namo electric apparatus known as "converters,' 1 and often with storage batteries in which part of the current delivered from or to the line can be stored until needed. These larger transformers develop a considerable amount of heat and are kept cool in one of three ways — bjr oil, by air, or by water. In the oil transformers the case of the transformer is virtually an oil tank in which the entire core and coils are immersed, the circulation of the oil acting to equalize the temperature and to carry the heat to the case from which it is radiated, such case being made with external ribs or corrugations, so as to increase the radiating surface. The transformers, in which the cooling is effected by means of air, often by means of a forced draft, are supposed to have advan- tages over the oil-cooled type, as the cooling effect can be regulated in accordance with working conditions and there is an avoidance of possible danger from fire in case of a short circuit inside the transformer or the sudden scattering of the ignited oil. A well-built, oil- cooled transformer should not increase in temperature bej 7 ond 125° and water-cooled transformers, if- well constructed, should not increase in temperature beyond 122° Some of the water-cooled transformers are also oil filled. A continuous flow of cooling water is kept up, either through a water jacket in the casing, through hollow conductors, or through pipes immersed in the oil. Later arc lamps. — For many years a large part of the arc lighting of the country was done exclusively -by means of direct current constant voltage lamps, but the greater vogue of the alternating current has renewed and developed the utilization of lamps of the alternating type. The two classes of lamps have distinctive fea- tures. In the direct current lamps the positive carbon is the upper one, and is that from which the current flows to the negative or lower carbon, the cavity or crater of the arc being formed in the upper carbon. In alternating current arc lamps, however, each carbon becomes alternately positive and negative, and if the reversal of the current was not very rapid there would be visible periods of light and darkness or an equiva- lently disagreeable fluctuation. The frequency of the alternations must therefore be high in order to over- come this feature, and in practice it has been found that with 60 periods or cycles per second — that is, 120 alter- nations of current — the light is quite steady, so far as 98 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. the eye can determine. Even with slightly less than this the light appears steady, while with a proper fre- quency and proper mechanism the alternating current arc compares favorably as to apparent steadiness with its direct current competitor. As a matter of fact, al- ternating current arc lamps have come into use on both constant potential and constant current circuits, and their presence can usually be detected, if not otherwise known, by the slight humming sound that proceeds from them as a result of the variations in current strength during each cycle which set up correspond- ing vibrations in the surrounding air. Direct cur- rent arcs of nominal 2,000 candlepower require ordi- narily about 10 amperes of current and a pressure of 45 volts between the carbons. Alternating current arcs require about 15 amperes at a pressure of from 30 to 35 volts. Change from, open to inclosed lamps. — A further de- velopment in arc lighting during the past few years has been the employment of "■inclosed" arc lamps. It has not been an uncommon thing, ever since the beginning of the modern arc lighting, to see arc lamps burning without a shield of any kind between the arc and the eye. This is particularly the case in such places as roll- ing mills or open spaces where the glare of the arc is not offensive and where the flying sparks from the car- bons do not create any fire hazard. In general practice, however, "open arcs," as they are called, have always been inclosed by globes of glass, open generally at the top, and if indoors, they have been equipped with spark arresters. Instead of globes, panes of glass were some- times used. Whether in globes or panes the glass was usually ground or opalescent instead of clear, so as to mitigate the glare. The use of inclosed arcs was a notable step. Since 1894 the open arc has been very generally superseded by the inclosed arc, so that to-day the inclosed type is manufactured almost to the entire exclusion of the open type. In regard to this subject, Mr. L. B. Marks, a leading inventor in that field, says: "Those who are familiar with the steps in the evolution of the inclosed arc lamp of commerce know that this type of lamp was made possible by the discovery that when the arc is inclosed in a small globe having a suitably restricted air inlet a long arc of abnormal voltage may be steadily maintained by a small current — a condition impossible in free or open arcs. This discovery was followed by the construction of a lamp that would strike a long arc and maintain it under the proper conditions. Herein lay the secret of the modern inclosed arc lamp. Broadly speaking, that secret was not in the carbon but in the arc. The solution of the problem therefore involved, first, a method of operation, and second, apparatus for carrying out that method. So far as the records go, neither the method nor the apparatus was known to the world prior to the 3 ear 1893. Once these features were given to the art the commercial inclosed arc lamp became an accomplished fact." The carbon in an ordinary open lamp burns away in a few hours, say ten or twelve, but in an inclosed lamp the homogeneous carbons will last from 60 to 125 hours, although what are known as "cored carbons," with a pencil of softer carbon as the core, are employed,' on ac- count of the steadier and smoother burning insured. The small inner globe inclosing a portion of the carbon pencils is virtually air-tight, and is made of refractory glass so as to resist successfully the intense heat of the arc: such inner globes are of an elongated egg shape. The consumption of the carbon in the arc in the inner globe results in filling the little bulb with carbon mon- oxide and carbon dioxide, which in turn shortens the arc to a length of about three-tenths of an inch and permits a pressure of 80 volts to be employed. It will be readily understood that under these conditions an increase in the life of the carbons takes place, all the oxygen of the air having become combined with the carbon and no fresh air or oxygen to help waste the carbon away being admitted. The carbons in the inner globe burn with a crater somewhat different from that seen in open lamps, the crater being broad rather than sharply pointed. Although the pressure in an inclosed lamp is increased from 45 or 50 volts up to 80j the actual con- sumption of the current is not greater, since but half the current strength is required. These lamps not only are desirable for street illumi- nation, but also have become popular for interior pur- poses on account of the agreeable appearance and effect of the inclosed arcs, the excellent distribution of light, and the softness of the illumination, and because of the fact that the complete inclosure of the arc reduces the fire hazard from flying carbon sparks to an absolute minimum. Perhaps the greatest recommendation to electric lighting companies for the adoption of the inclosed arc is the fact that the labor of trimming is reduced so materially by them. In the earlier days, with open arcs, a large number of men were required for the daily trimming of the lamps, and as the carbon pencils were not wholly burned away, and the remnants were too small to carry back to the station, it was not un- common to see the fragments wasted and scattered about the streets. Inclosed arc lamps of the modern type, however, need trimming only once a week or once a fortnight, according to the daily hours of burn- ing, and the carbon points are very thoroughly consumed. A large number of alternating current arc lamps have gone into use in the last few years, requiring- further modification of the inclosed arc practice. In such lamps the lower carbon is necessarily consumed about as rapidly as the upper, so that in inclosed alternating lamps the globes have to be made a little AN OIL FILLED WATER COOLED 1.500 K W ALTERNATING CURRENT TRANSFORMER IN USE AT NIAGARA FALLS. HISTORY AND DEVELOPMENT. 09 longer so as to allow the use of a longer negative car- bon than is necessary in direct current lamps. With 6 inches of negative carbon in an alternating current inclosed lamp the supply is sufficient to keep the lamp burning for eighty or one hundred hours. In order to utilize such lamps in series, constant current trans- formers are necessary and have been introduced. These transformers maintain a constant current strength, no matter how many lamps may be cut in or out on the circuit, and are so arranged that the mechanism auto- matically adjusts the distance between the primary and secondary transforming coils, thus keeping the current constant. These "tub'' transformers are located at the central station and will carry as large a series of lamps as would one of the familiar arc lighting dynamos of the old regime. The general extent of the change from open to in- closed arcs may be inferred from the fact that, according to the returns of the Census Bureau in 1900, over 150 cities in this country had then replaced open arcs with those of the inclosed type, and 51 of these cities had permanently adopted arc lights of the inclosed type. Further segregated figures as to the trend of the develop- ment were presented at the same time, showing that of the 158,187 lamps manufactured in 1900 only 23,656 were of the open type, so that at that time the annual production of the inclosed arcs was six times as great as that of the open arcs. This tendency has been intensi- fied in the period that has since elapsed. Moreover, as to street lighting, it is noteworthy that in that year some work was done with direct current series inclosed arcs in 73 cities, while in no fewer than 326 cities it was done with series alternating inclosed arcs, deriving current from constant current transf oi-mers. Production of lamp ijlobes. — The production of globes for arc lamps has developed into a considerable industry, the renewal of such globes being a large percentage of the cost in the operation of the lamps. These globes have been given a great variety of shapes and have been made with clear glass and with opaque glass in various degrees of transparency. Sometimes the globes have been made partly clear and partly opaque or ground. The relative position of the two portions depends upon the use of the lamps. For show window use or on bridges, where it is desired to illuminate the roadway but to intercept the beams that might dazzle the navi- gator on the stream below, the clear and shaded portions have been arranged vertically. Another tvpe which has come into general use alike for arc and incandescent illumination is the holophote, which is made entirely of clear glass, but has the outer surface molded in the shape of hollow prismatic rings. The inclination of the ring is different at various points of the globe so that the light striking the upper part is reflected downward, and that striking the other ring emerges from the globe either horizontally or in a direction below the horizontal lines. A still better effect is obtained by ribbing the globe vertically also. A great many of the interesting developments and features connected with arc lighting and arc lighting fixtures pertain more particularly to searchlight pro- jectors, focusing, and light house work, and are there- fore not considered within the range of this review. Lamp support*. — During the earlier years of electric lighting there were no suitable appliances and appur- tenances for supporting the lamps. High poles or iron framework towers were used in the first attempts to display arc lights out of doors. The ring of lamps at the top was sometimes lowered in order that the lamp might be recarboned, although it was a general practice for the linemen to ascend the tower to attend to the trimming. These tower supports were exten- sively adopted in the cities of Cleveland, New Orleans, Detroit, and New York, and also on the Pacific coast, and by this means an agreeable, well-diffused light, comparable to soft moonlight, was afforded. Such illumination was soon found to be expensive and where the streets were overhung by shade trees quite ineffect- ive in summer; hence resort was soon made to short poles similar to those employed in gas lighting. Poles of wood, iron, and steel have remained a per- manent feature in the industry whether overhead wires or underground circuits are used, and of late years there has been a perceptible gain in their appear- ance from an aesthetic point of view. Another method of suspending arc lamps having considerable vogue is that of placing them at street intersections across the roadway, the lamp being held up by cross suspension wires from poles on either side of the street. Another form of support is that known as the t- mast arm," consisting of an arm carried at right angles to the pole and projecting outward over the road- way. On these last two forms considerable energy has been expended to secure safe and easy methods of lowering and raising the lamps to trim them. Still another method of placing arc lamps is that of carrying them on brackets suspended from side walls. A great deal of energy has also been expended in the production of hoods, cut-out switches, shades, and reflectors for the better and more economical distribu- tion of the light. In some instances in interior illumi- nation the arc lamp has been inverted, the shade com- ing below the arc instead of above it, so that the rays are reflected upward to the ceiling, and a very good diffusion of light is thus secured. Si-rlcx and multiple methods. — The development of incandescent lighting with circuits carried into dwell- ings, public buildings, and interiors of all descriptions called for many subtleties and refinements far beyond the province of arc lighting, and this field has been peculiarly prolific of inventions and improvements. It was not sufficient to invent and perfect an incandescent 100 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. lamp, nor to produce dynamos to furnish the current, nor to devise means for the installation of the copper circuits connecting the generator with the lamps. The original series arc lighting system was what may be called a one- wire system, that is, the lamps were distributed along it like beads along a necklace, the dynamo being the clasp, from one end of which the circuit started and to the other side of which the cir- cuit returned. Incandescent lighting work began with a two-wire system; two main wires running out from each side of the dynamo and continuing, free ended, the lamps being placed in circuit across or between them like the rungs in a ladder. In view of the low voltage employed the two-wire system necessitated the use of large quantities of copper, and this led to the development of the three-wire system, in which two dynamos are employed with three mains or conductors, that which may be called the "middle one" serving as a common return for the two outside wires. By the use of this method a saving amounting to over 65 per cent could be made in the total weight of copper required to deliver the current as compared with the amount of copper necessary in the two-wire system. These methods have been refined and developed so that four, five, and seven wire systems have been introduced, all aiming to reduce the amount of copper in the circuits while maintaining the advantages of the multiple low voltage distribution. It must not be overlooked, how- ever, that, as in most cases of this kind, there are some drawbacks resulting from the complications and addi- tional appliances introduced into the system. Incan- descent lighting as a rule is now practiced on the two and three wire methods. Appliances. — In addition to the distributing system a great variety of detail appliances had to be devised, including meters, fixtures, switches, cut-outs, and safety fuses. Some of these instruments are necessary for the registration of current as it flows out of the central station, while others are required at the points of consumption. In the earlier days of the industry scarcely anything was known of exact measurement, but to-day both the absolute electric units and the prac- tical electric units have been determined and fixed by national and international agreement, and there is no field of scientific or engineering work in which results or determinations are arrived at with more careful precision. As a general thing arc lighting has not been compli- cated by consumption measurement, the instruments in use being those located at the central station to indicate to the attendants in a simple manner the maintenance of the dynamo amperage at a constant point under all variations as to the number of lamps on the circuit. With incandescent lighting and the sale of electric power, a large variety of instruments and meters have been called for and are now in use. A brief discussion of meters was given in the article on electric appara- tus and supplies as presented in the Census report of 1900. x For central station use mam^ varieties of indicating instruments and meters have been devised, and the switchboards upon which they are mounted, and to and from which the circuits are led, are to-day elaborate and costly. Some boards in large plants attain a length of 40 or 50 feet, and cost, with their instruments, mar- ble or slate bases, copper bars, brass trimmings, and other paraphernalia, a great many thousand dollars. In addition to the instruments in use by central sta- tions and their customers, a large number of portable types have been devised for electric lighting and power transmission work so that tests may be made "out on the line" at any point on the circuit where trouble may arise, or where it is desired to determine certain condi- tions. There are a great many varieties of such porta- ble testing sets, an ordinary type of which will include what is known as a " Wheatstone bridge, galvanometer, battery, and keys." The batter}' consists of a few chloride of silver cells. A general classification of measuring instruments in common use would include the electro-magnetic, the electrostatic, the electro-chemical, the electro-thermic, the tangent galvanometric, the dj^namometric, and the D'Arsonval and Weston tj^pes. Some of these devices indicate visually. Others, by means of magnets or electro-magnetic action associated with clockwork es- capement, record results subject sometimes to a certain ' ' constant " for exact correction. Electrostatic instruments are in use to some extent for high tension measurements and as ground detectors, etc. These depend for their action upon the mutual attraction of two plates connected with the opposite sides or poles of the circuit when any difference of potential exists between them. If one of these plates or conductors be fixed and the other free, the free one will be attracted to the one that is fixed and thus indi- cate the amount of tension. Some beautiful apparatus of this character is manufactured by large concerns in America, espeeialty for circuits carrying currents of 10,000 volts and upward, the readings of which would be difficult to secure with precision otherwise. Other measuring instruments like those in the electro- chemical or voltameter class. depend upon the amount of metal, such as silver, deposited by the action of the current in a small cell through which a definite portion of the current in the consumption circuit is made to flow, the plate being weighed periodically. When Mr. Edison began his incandescent lighting he designed and brought out a voltametric or electro- chemical meter which remained in extensive use for a long period, its indication depending upon the transfer of silver from one small plate to another. Although in Europe meters of the voltametric type have again 1 Twelfth Census, Vol. X, page 198. HISTORY AND DEVELOPMENT. 101 found some favor, they have been very little used in the United States of late years, and the Thomson wattmeter and others of the same class, like the Shal- lenberger, have had the greatest vogue. These are either essentially small motors or are based upon the revolutions of a moving part which actuates the regis- tering escapement. The electro-thermic instruments depend for their action upon the principle of expansion b} r heat, the expansion of a fine resistance wire or strip of conduct- ing material being proportionate to the square of the current passed through. This principle is applied in various ingenious ways. For example, in one instance in consumption service, the meter is a glass tube with two bulbs, around one of which the conductor is coiled. The passage of the current in the coils heating the air in the one bulb forces some of the liquid out of it into the other and into an overflow tube, where it remains until the meter has been read and tipped back again for another turn of dut} r . This meter makes possible the grading of the charges for current according to its use. Thus a large consumption of current will cause a correspondingly large quantity of liquid to pass into the overflow indicating tube, while a lesser current will cause either a small quantity or none at all to pass off; so the consumer benefits by the application of a scale of charges which encourages his liberal use of current, such a scale being applied, moreover, scientifically instead of arbitrarily. Central station ammeters and voltameters have in more recent years come to be largely of the Weston and D'Arsonval type. The broad principle of these is that a coil suspended in a magnetic field between the poles of a magnet will rotate through a small angle when the current passes. The swing of the coil carries a needle attached to it over the graduated face of a dial, on which are legibly indicated the figures to be watched or noted b} r the attendants. In case large currents are to be measured by this instrument, shunts are employed so that only a small part of the current goes through the coil. Weston instruments of this type have be- come standard the world over and are largely exported. .Fixtures. — When the incandescent lamp was first in- troduced there were no fixtures for it, and the first "electrolier" was nothing more than a gas chandelier, around which the wires to the lamps were twined, the sockets of the lamps being fastened just below the gas burner outlets. It was thus demonstrated that the incan- descent lamp could be burned upside down as well as in any other position, and special fixtures were soon brought out, many of them of a high standard of artis- tic merit. Improvements, due to Mr. Luther Stieringer and others, next allowed the wires to be carried with safety within the stem of the gasolier or chandelier, and the combination fixture, burning both gas and elec- tricit}-, thus became a permanent feature. In 1881 the residence of J. Hood Wright in New York city was lighted with Edison electric incandescent lamps, and most of the lamps, with the exception of those in fixtures, were protected by individual fuses, the object of which was to cut off the flow of current by fusing, should the proper amount be exceeded. The fixtures carrying more than one light were protected by placing fuses outside or safety catches within the canopy at the top of the fixture. Fusible cut-outs on the lamps attached to flexible cords were first used at the Mechanics Fair in Boston in 1882. No ceiling construction for flexible pendants had hitherto been used, and at this fair five such pend- ants were employed, made of ordinary cotton covered cord, like that used in men's suspenders, sewed into a flat strip. The earliest regular flexible conductors for incandescent lamps were made for the Louisville Expo- sition in 1883 and consisted of ordinary cotton covered with an insulation. Out of this early and cruder practice have grown the methods and fixtures in use to-day. The fixtures are now made in an infinite variety of shapes and forms, but consist essentially of six distinct groups: The simple drop or pendant lights with adjusters to regulate their height from the ground; the portable lamp, which can be carried around freely and plugged into anj T wall receptacle for contact with the supply circuit; the spe- cial small fixtures for desks, tables, lecterns, etc. ; the side or bracket fixtures made for single or clustered lights; the fixtures for entrance stairways, '''isles of safety," etc. ; and the whole range of small and large electroliers, some of which, as those in the Metropoli- tan Opera House and in the St. Regis Hotel, in New York city, carry hundreds of lamps in special group sockets. The lamp socket itself has undergone a course of evo- lution and choice has gradually narrowed down to one or two specific types of simple design. The lamp is secured to and contacted with the screw socket by metal plates in the base of the lamp and of the socket and by contact between the shell of the socket and the brass cap of the lamp. In some of the earlier forms of the socket and lamp, the lamp was held in place by means of a bayonet catch in the socket and a peg on the lamp, but this method has virtuall}' disappeared. For out-of- door use, or for places where the lamps are exposed to the elements, ingenious forms of weatherproof sockets have been worked out. These are largely needed for special and regular street illumination, and at exposi- tions and fairs on the illuminated towers, arches, etc., these being nothing more than fixtures on a large scale, which combine in a brilliant and attractive man- ner the elements of electrical manufacture with those of architectural construction and artistic proportion. JFit$es and cut-oats. — The fuses and cut-outs used in electric lighting also have undergone a remarkable process of evolution. For many years past fuses have consisted of short pieces of fuse wire or metal strips 102 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. inserted at predetermined points. The fuse wire and the copper wire circuit guarded by it will carry the normal amount of current for which the circuit has been calculated, but if undue current comes on the circuit the fuse wire, which has a much lower melting- point than the copper, gets hot much sooner and melts or "lets go," so that the circuit is interrupted before damage is done or before a fire can ensue. Service on the circuit can not be resumed until another fuse has been inserted by hand, although in some automatic forms the fuses are put up in ''barrel' 1 or reservoir fashion, so that a new fuse can be dropped into place automatically. These safety devices are made usually of an alloy of tin and lead, and are of a certain fixed diameter and carrying capacity, in accordance with specified insurance and engineering rules. These fuses are set on slabs of porcelain, slate, etc., and are boxed in so that the melting metal can not be spattered around, the covering being either of porcelain or of some trans- parent material, like mica, permitting examination of the interior parts. The later developments include fuses of the inclosed or cartridge type. In one form of these fuses the in- closing tube is filled with a material intended to stifle the fire or arc caused when the fuse "blows" or is melted. In other forms the filling material is so em- ployed as to leave part of the fuse uncovered, an air chamber or vent being thus afforded so that the rush of air may assist in extinguishing the arc. The filling material consists of chalk, asbestos, potash powder, etc. These inclosed fuses are usually made up in a stout paper jacket of cylindrical form with metal ends, and in some instances they have a small target or disk on the interior of the paper shell which becomes discolored when the fuse is "blown," and in this way indicates when it should be renewed. These inclosed fuses are applied more particularly to larger circuits carrying current in some appreciable volume, and the simple fuse cut-outs or safety catches are applied more particularly to a single lamp or a group of a few lamps. Methods of v:iring. — The use of electric lighting for interior purposes has led to the development of im- proved methods of wiring, with the object of securing a maximum of safety and accessibility to the circuits. The first interior circuits for incandescent lighting pur- poses were bare wire. Then came insulated wire car- ried along the ceilings or walls by means of cleats, leav- ing the wires exposed between the supporting points. At the same time molding nailed to the walls or ceiling- was used and the wires were concealed in grooves inside the molding. Practically all the primitive incandescent lighting was done in this crude manner. The next step was the location of insulated wires and cables in the plastering of walls, a sheathing of lead being frequently added to the insulated wire for greater protection. Wiring exposed by means of cleats has been found to have elements of safety, for the exposed wires can radiate quite freely the heat due to resistance; but on the other hand they collect dust and moisture from which incipient short circuits follow, as a result of the bridging between the two parallel wires. Wiring hi molding has come to be regarded as dangerous because its concealment prevents prompt discovery of deteriora- tion, while the fact that the wires are entirely incased prevents the radiation of heat and tends to cause fires by the ignition of adjacent woodwork. Wires em- bedded in plaster and thus removed from contact with inflammable material have elements of recommendation, but it was soon found that in order to get at the wires thus embedded, the destruction not only of walls but also of costly decorations, woodwork, etc., was fre- quently involved. These four methods have practically died out, or, if permitted in modified form, are subjected to severe restrictions by the underwriters and other authorities. Some wiring also has been done by means of metal staples or wooden fiber cleats, and has therefore been of a most temporary character. The insurance rules recog- nize only porcelain cleats or insulators for interior work, with the wires 2-J- inches apart and at least one- half of an inch from the surface of the wall or ceiling. Several years ago Mr. E. H. Johnson, one of the pioneers in incandescent lighting, came to the conclu- sion that electric wiring should be as exact in its methods as water or gas piping, and began the develop- ment of a system of interior wiring, the objects of which were a definite location for the wires, facilities for re- moval or renewal, prompt accessibility, and a minimum danger of fire. From crude beginnings the approved modern method of carrying all the interior wires in conduits developed. The first conduits employed in this class of work, although quite primitive in character, being composed of stout paper or fiber, twisted spirally into a tube and then asphalted to render it waterproof, marked a great step forward. It was soon found that these paper conduits were not sufficiently strong to resist wear and tear, and the next step was to give them a metal protection, either by inclosing them in iron pipe or by incasing them with metal ribbon, such as brass, wound spirally around them. This practice has devel- oped into two standard types of conduits: One being the insulated metal conduit with an interior insulated lin- ing, having a wall not less than half an inch in thick- ness, so smooth as to allow the wires and cables to be drawn through easily, but tough enough to resist the abrasive effect of such work; the other being the unin- sulated metal conduit, consisting of plain galvanized iron or steel pipe with a smooth inside finish or with the inner surface coated or enameled, so as to permit easy passage of the wire. Where such bare metal is used the best practice is to employ an insulated wire with superior insulation. Other types of conduit, how- ever, in which metal is not employed are recognized HISTORY AND DEVELOPMENT. 103 and permitted by the underwriters. These conduits are usually of woven textile fabric, heavily saturated in insulating material, the wall presenting almost as much resistance to crushing pressure or to the attack of nails or edge tools as though it were of metal. Thus, instead of the wires being placed haphazard or "fished" loosely in between walls and partitions, wiring is now accomplished on a definite plan, with the conduit in definite places leading to the proper switches, junc- tion boxes, and panel boxes, and the slight added cost of the conduit is more than offset by the gain in safety and other conditions. Flexible cord, ])y means of which a lamp or fan motor or other device can be carried from place to place, is still in considerable use, however, and probably will remain so for extension lighting. Insulated devices of nonabsorptive or noneombustible material are required in a great many special places and for a great many uses. Circuits carried into wet or damp places, such as chemical works, breweries, andd}'e- houses, are peculiarly susceptible to insidious attack by moisture, fumes, etc., and have to be carefully guarded by means of waterproof sockets and other devices. These precautions are required also in con- nection with the outdoor use of arc and incandescent lamps, particularly with regard to the advertising signs and decorations now so prominent a feature at night in every large city. Modern conren/'ences. — The refinement of modern con- veniences in the utilization of current from central sta- tion sources of supply can best be understood by seeing in the modern city house the elevators operated b_\- elec- tric motors, electric cooking apparatus and flatirons in use in the kitchen, incandescent lamps and fan motors in the living rooms, and electric curling irons and foot warmers and electro-thermic pads in the bedrooms, all connected by flexible cords and wall plugs to circuits that are brought to them by means of interior conduits, which run back to the main cut-out box in the area vault, where the circuits arc tapped off from the street mains. J\<»r<7 ti/j><-fi or lamp. — Another prominent type of lamp for electric illumination still in the early stages is that known as the "mercury vapor lamp," the intro- duction and commercial perfection of which has been largely due to Mr. Peter Cooper-Hewitt, of New York citv. although of late vears a number of other eminent 104 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. inventors have worked in this field. In the ordinary commercial lamps of this character, of which large num- bers have already been introduced, the lamp consists of a glass tube an inch in diameter and 4 feet long, exhausted to a vacuum, with platinum leading-in wires sealed into the two ends of the tube. The anode or positive pole of the tube consists of an iron grid or a small quantity of mercury, and the cathode or negative pole consists of mercury. The lamp is put into operation bj 7 either the tilting method or the quick breaking method. In the latter the high potential discharge from an induc- tion coil is employed to break down the high initial resistance within the lamp, this coil being, assisted in its action by a starting band of metallic paint around the lamp at the negative end. In the former method, when the current is turned on, the lamp is tipped or tilted so that the stream of mercury trickling down the interior of the tube makes a contact between the two electrodes; when the stream breaks, as the lamp tips back again, the mercury is vaporized, and the mercury vapor or arc being heated to incandescence by the cur- rent, emits its intense light. The illumination of the Cooper-Hewitt lamp has not been of a particularly agreeable character, because of the absence of the red rays of the spectrum and the predominance of bluish or yellow-green rays, but the lamp is of high economy and has been found peculiarly applicable for the illu- mination of large spaces, while it has also been largely adopted by photographers and in photo-engraving establishments on account of its intensity and high actinic value. One of the best illustrations of the adoption of mer- cury vapor illumination is to be found in the new building of the New York "Times," where these tubes have been introduced in the composing room at the top of the building and in the pressrooms 55 feet below the street surface. No fewer than 42 of these tubes are thus employed with a consumption of current of 5.46 kilowatts, whereas the original estimate for cur- rent for the arcs and incandescents to do the same service was 15 kilowatts. In the press and stereoty- ping rooms the 26 mercury vapor tubes light an area of 17,000 square feet of floor space as well as 4 large presses installed in a chamber with a ceiling 21 feet in height. In the composing room the light appears to be equally satisfactory, especially as the peculiar quality of the light gives new type a rather dull appearance so that it can be easily read. Up to the present time such tubes have been operated with the direct current only, but lamps for alternating current are also being developed. Vacuum tube lighting. — A modern and novel con- trivance for electric illumination is represented by vacuum tube lighting, or the light produced by the electric discharge passing through tubes containing only air at a high degree of rarefaction. Experiments in this field date back to the beginning of the eighteenth century and have long furnished spectacular phenomena for the investigation of physicists and the amusement of the crowd. Some fifteen years ago, however, Mr. Nikola Tesla developed and exhibited vacuum tubes with which a large amount of useful light could be pro- duced, and since that time other lines of work have been followed out to commercial practicability by Mr. D. McF. Moore. Mr. Tesla has employed in this work his well-known currents of high tension and high fre- quency, produced chiefly by special forms of genera- tion or induction coils. Mr. Moore has worked along the line of employing ordinary central station circuits and currents as well as low potentials. He developed at first an automatic electro-magnetic brake, consisting of a little vibrator which, when placed in a vacuum, served to interrupt the current suddenly and thus secure the extra current effective within the tube. Mr. Moore also developed special forms of generators to produce high potential currents and other means whereby the effects required could be obtained by the use of current from the street circuits. Beginning with small incan- descent bulbs, Mr. Moore developed long vacuum tubes, and has carried his work so far as to illuminate large rooms by means of a continuous vacuum tube run com- plete^ around the ceiling, after the manner of a cornice or picture molding. In some of these tubes Mr. Moore has employed a gas of such character or degree of rare- faction that by the application of electric current to the terminals of the tube the gas is rendered luminous by the transfer of the energy from one terminus to the other, the consumption of current, moreover, being economical. These continuous tubes have been made by Mr. Moore as long as 40 or 50 feet, and have been built up in situ by novel applications of the glass blower's art. The light from these tubes is of a cheerful white character and the effect of the bar of light around the ceiling is pretty and effective. Such tubes have been shown in commercial operation since 1896 in various buildings and upon the streets in New York, Newark, and other cities so that now they are a part of the art. GENERAL TABLES (105) 106 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 65.— NUMBER OF PRIVATE AND MUNICIPAL STATIONS BEGINNING STATE OR TERRITORY. United States. Alabama . . Arizona . . . Arkansas. . California . Colorado . . Connecticut Delaware District of Columbia . Florida Georgia Idaho Illinois Indiana Indian Territory Iowa Kansas Kentucky . Louisiana . Maine Maryland . Massachusetts . Michigan Minnesota Mississippi Missouri Montana Nebraska Nevada New Hampshire. New Jersey New Mexico New York North Carolina. North Dakota . . Ohio Oklahoma Oregon Pennsylvania .. Rhode Island... South Carolina . South Dakota . . Tennessee Texas Utah Vermont Virginia Washington . 49 West Virginia . Wisconsin . Wyoming - Aggre- gate. 42 115 48 20 43 19 340 180 10 169 61 58 25 52 32 114 201 138 43 123 27 54 5 51 64 11 256 38 21 233 279 7 24 28 54 137 10 52 37 10 41 152 13 PRIVATE OWNERSHIP. Total. 1902 1901 19001899 1898 1897 1896 18951894 1893 18921891 1890 1889 18S8 1887 1886 1885 1884 188S 188211881 16 13 34 105 46 21 24 IS 264 118 10 131 50 50 15 50 27 97 120 68 25 80 26 43 5 50 60 11 228 22 13 145 213 6 16 22 35 130 15 41 27 33 35 121 13 1 1 1 5 20 1 1 5 1 9 16 5 170 13 J 11 I 1 3 3 10 10 , I 190 157 1 2 1 2 2 10 5 4 1 , 1 2 | 5 2 4 4 ! 9 1 .... 142 127 GENERAL TABLES. OPERATIONS DURING EACH YEAR, BY STATES AND TERRITORIES: 1SS1 TO 1902. 107 MUNICIPAL TWNEKS1I1P. 1SS7 1880 14 1MS5 6 1SK4 1S83 Total. 1902 1901 1900 1899 1898 1897 1890 1S95 1894 1893 1892 57 1891 41 1890 1889 40 1888 1882 ! 1881 815 40 05 61 50 S2 58 64 73 47 31 20 18 4 2 ; 3 1 1 9 1 - 2 1 1 1 9 1 3 8 10 2 8 6 1 1 - 1 1 4 1 3 1 1 1 1 1 1 5 ' 6 - 1 1 1 1 1 1 1 1 1 1 i 8 9 10 11 12 13 1 5 19 1 62 1 1 1 1 3 1 1 1 1 6 2 1 2 5 3 1 2 1 1 5 4 5 3 6 3 9 6 3 7 9 6 3 4 4 8 2 5 2 4 1 5 2 2 o 2 1 i 1 1 , 1 14 15 SS 11 8 10 5 17 SI 70 18 43 1 11 1 1 3 1 - 1 7 - 3 3 3 . . 2 7 1 o o 3 1 1 1 1 Ifi o 1 ' 17 1 1 1 1 1 1 18 1 1 | 10 1 1 ?n 1 1 3 6 4 4 1 1 10 2 1 1 1 8 4 1 4 1 i °i S 5 5 8 :< o 2 6 3 2 3 1 o 3 4 1 3 X i 1 99 1 4 1 : 5 5 3 3 3 6 6 4 4 6 1 3 .... 2 3 1 1 1 1 , 23 °4 1 1 25 26 27 ■■■8 1 3 5 2 1 4 1 1 1 2 1 1 1 - 1 1 1 99 1 4 1 30 2 1 i ! 31 1" ' " "" 3-' s 8S 2 6 36 1 8 6 19 1 11 10 li 28 l l 4 1 1 3 4 4 1 5 1 1 2 s 6 13 3 1 1 3 1 2 1 1 2 O I 33 1 1 S 34 s 1 8 7 3 s a 3 3 i 1 1 1 3fi 1 1 1 1 1 6 1 1 1 3 2 1 1... 38 39 40 41 42 43 * 45 46 47 - 4 6 1 1 1 ., 1 ! i * 1 5 1 1 1 1 i i 2 4 1 1 1 1 i i - 1 2 1 1 1 1 1 2 3 1 ... . 1 i 1 i 1 1 1 1 1 ., 4 3 1 i 3 1 1 1 1 1 1 1 1 ' 1 4S 4 3 1 4 3 2 1 49 50 51 sl ! 1 1 1 ■ 1 i i : i 108 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 66.— SUMMARY— PRIVATE AND MUNICIPAL STATE OK TEKKITOEY. United States. Alabama .. Arizona ... Arkansas . . California . Colorado .. Connecticut . Delaware 2 ... Florida Georgia Idaho Illinois Indiana Indian Territory . Iowa Kansas Kentucky Louisiana Maine Maryland Massachusetts . Michigan . . Minnesota. Mississippi. Missouri . . . Montana . . Nebraska Nevada New Hampshire. New Jersey New Mexico New York North Carolina . North Dakota . . Ohio Oklahoma Oregon Pennsylvania .. Rhode Island... South Carolina . South Dakota . . Tennessee . Texas Utah Vermont .. Virginia . . . Washington . . . West Virginia . Wisconsin Wyoming Number of stations. Cost of con struction and equipment. 3,620 Alaska and Hawaii. 25 13 42 US 3S 10 26 43 19 346 ISO 10 169 61 58 25 52 32 114 201 138 43 123 27 54 5 51 64 11 256 38 21 233 10 279 7 24 28 54 137 16 52 37 40 41 152 13 8504, 740, 352 908, 895 810, 341 1, 082, 505 36, ,547, 474 8, 665, 826 6, 583, 477 4, 667, 770 974,425 1,252,578 785,030 38, 329, 275 6,706,510 176, 870 8, 554, 234 2,023,886 3, 670, 152 6,056,603 4,824,850 7, 157, 986 29, 562, 267 11,559,169 9, 236, 505 899, 477 15, 679, 872 4, 740, 807 3, 305, 840 301, 785 6, 447, 560 56,432,502 369, 877 112, 998, 778 803, 936 416,843 26, 381, 397 420, 646 5, 157, 651 41,579,338 5,428,796 2,442,989 623,504 3,603,088 5,510,491 7,521,780 2, 691, 170 1,039,347 3, 537, 022 1,123,449 4, 678, 316 467, 463 822, 523 Gross in- come. $85, 700, 605 385,263 293, 066 425, 317 5, 066, 417 1, 652, 505 1,319,549 749,841 324, 770 357, 565 192, 206 6, 757, 015 2, 105, 146 94,346 1, 545, 663 650, 833 850, 086 971,631 692, 350 962,207 6, 340, 944 2, 613, 812 1,858,789 366, 934 2,392,149 1, 025, 971 601, 777 44,549 832,322 3,421,304 135,307 16, 854, 839 250, 133 197, 689 4, 431, 038 187,106 691, 582 9,486,867 1, 026, 407 387, 010 207, 868 912, 482 2, 074, 558 714, 353 485,505 210, 632 783, 651 322,015 1,288,020 159,216 336,005 INCOME FROM SALE OF CURRENT. Total. 1884,186,605 374, 138 288,019 413, 775 4, 946, 090 1, 628, 953 1, 317, 512 742, 080 323, 414 348, 753 191, 126 6, 692, 248 2, 038, 121 89,122 1,477,348 611,966 848,399 967, 027 668, 575 051, 316 6,244,882 2, 516, 800 1, 838, 806 341,546 2, 360, 150 1, 017, 805 597,304 44,549 826, 176 3,356,599 133, 747 16, 742, 239 241, 903 197, 375 4, 347, 506 178, 331 638, 571 9,311,416 985, 595 356,066 204,292 911, 555 2, 049, 225 664,240 461, 898 210, 176 739, 743 320, 443 1, 270, 669 159, 016 207, 600 Arc lighting. Incandescent lighting. 825, 481, 045 118, 999 34, 220 123, 418 1,000,066 308, 152 348,858 118,925 60, 625 99, 379 41,780 2, 237, 413 970, 378 16,382 347,856 215, 085 301,344 395, 175 124, 668 332, 340 1, 859, 484 887, 667 467, 309 78, 762 719, 143 153, 061 170, 184 6,572 200, 106 1,280,454 24,087 4, 944, 575 84,916 42,709 1, 816, 262 57, 901 128,006 3, 300, 095 393,473 82, 001 57, 351 189, 324 382, 603 92,431 92, 173 70, 834 163, 780 114, 179 397, 733 28,807 14, 530 844, 657, 102 211, 757 209, 019 259, 695 2, 305, 252 901,608 764, 896 443, S04 247, 851 212, 224 143, 755 3,611,938 945,757 72, 326 1,041,788 348, 318 439, 534 455, 296 450, 050 522,458 3,403,629 1, 398, 328 1, 148, 457 240, 631 1,235,419 544, 427 372, 133 37, 827 409, 279 1, 519, 507 103, 660 7,976,232 141, 460 139,816 2,057,077 108, 018 869,623 5,021,671 423, 300 98, 972 141, 903 527, 093 1,371,078 342, 995 280,235 131, 301 422,494 192, 987 780, 616 129, 608 169, 065 All other electric service. 814, 048, 458 43, 382 44, 780 30, 662 1, 640, 772 419, 193 203, 758 179, 351 14,938 37, 150 5,591 842, 897 121, 986 414 87, 704 48, 563 107, 521 116, 556 93,857 96, 518 981, V69 230, 805 223, 040 22, 153 405, 588 320, 317 54, 987 150 216, 791 556, 638 6,000 3,8'21,432 15, 527 14, 850 474, 167 12,412 140, 942 989,650 168, 822 175, 093 5,038 195, 138 295,544 228, 814 89,490 8,041 153, 469 13,277 92, 320 601 24, 005 Income from all other sources. 81, 514, 000 11, 125 5,047 11, 542 120,327 23, 552 2,037 7,761 1,356 8,812 1,080 64, 767 67,025 5,224 68, 315 38, 867 1,687 4,604 23, 775 10, 891 96, 062 97, 012 19, 983 25,388 31, 999 8,166 6,146 64,705 1,560 112, 600 8,230 314 83,532 8,775 53, 011 175,451 40, 812 30, 944 3,576 927 25,333 50,113 23,607 456 43, 90S 1,572 17,351 200 128, 405 EXPENSES. Total. $68,081,375 284, 537 246, 953 278, 817 3, 918, 975 1,537,471 981, 831 651, 187 224, 637 254,838 141. 160 4, 961, 915 1, 573, 908 57, 521 1,223,682 480, 482 709, 234 682, 939 571, 089 795, 663 4, 708, 732 1, 948, 546 1, 459, 874 277, 719 2,042,422 660, 476 431, 342 39,687 554,967 3,413,914 102,201 14,706,366 192, 775 157, 275 3,286,336 119, 018 499, 632 7,547,967 803. 161 272, 729 157, 971 587, 032 1,477,931 607, 769 333, 853 171, 185 651, 495 229,558 957, 021 111,582 262,934 Salaries and wages. $20, 646, 692 87, 049 82,644 90, 759 1, 176, 741 482, 588 329, 763 121, 711 73, 315 92, 173 66, 719 1,603,904 549,428 21, 950 406, 819 167, 762 216, 438 226, 050 202, 726 204, 888 1, 588, 836 728, 952 433.256 95, 300 684, 197 218, S02 149, 190 14, 776 187, 933 821, 739 34,740 8,904,706 67, 996 47, 260 1, 053, 991 39, 979 167, 755 2, 095, 415 238, 724 75, 642 58,116 165,041 509, 181 177, 391 132, 645 68,249 218, 177 95,343 324, 308 46,125 89,154 i Includes estimated income of municipal stations from public lighting. 2 Includes 2 stations in District of Columbia, in order that the operations of individual stations may not bo disclosed. • GENERAL TABLES. STATIONS, BY STATES AND TERRITORIES: 1902. 109 expenses— continued. TOTAL HORSEPOWER. Electric line construc- tion, miles 3f mains and feeders. NUMBER or LAMPS. AVERAGE NUMBER OF EMPLOYEES AND TOTAL SALARIES AND WAGES. Cost of supplies, materials, and l'uel. Rents, taxes, insurance, and miscel- laneous. Interest on bonds. Engines and water wheels. Dynamos. Outputof sta- tions, kilowatt hours. Arc. Incandes- cent. Salaried officials and clerks. Wage- earners. Number. Salaries. Average number. Wages. $22, 915, 982 $11,895,206 (12,023, 545 1,845,048 1,624,980 2,507,051,115 125,144.14 8S5, 698 18, 194, 044 6,996 $5, 663, 580 23,330 814,983,112 1 112, 971 4S.036 41,478 7, 620 5,996 11, 616, 707 463. 94 2, 033 61,373 41 31, 637 121 55, 412 2. 116, 789 22,620 18,900 2,540 2,428 3,662,045 119. 50 295 36, 556 28 30,545 58 52,099 3 129, 886 35, 532 22,640 8, 433 8, 07 1 9, 965, 997 540. 78 1,654 82, 234 36 27, 354 113 63,405 j 4 1,806,132 676,549 699, 553 184, 788 112, 354 152, 728, 042 5, 080. 16 15, 764 1, 006, S75 351 395, 587 1,009 781, 154 5 508,023 291,635 255, 225 38, 26S 29, 234 60, 177, 084 1,356.93 4,770 295, 605 155 141,885 433 340,703 1 6 387, 224 12S, 768 141,076 28, 389 20, 799 26, 788. 121 2, 054. 91 6,399 271, 805 104 106, 807 395 222,956 ] 7 281,970 167,085 80, 415 10, 12S 11,803 17,871.872 473. 94 3,144 157, 671 45 34,729 163 S6; 982 8 117, S76 17,116 16,830 6. 114 6, 299 8, 066, 07S 373. 25 1,106 61, 144 30 18, 044 106 55,271 | 9 120, 936 21,929 19, 800 12, 680 10,215 9,911,243 553. 00 1,452 60, 139 56 32, 467 147 59,706 10 S7, 651 23, 140 13,650 5,454 3,718 5, 018, 149 211. 75 557 33, 262 23 19, 790 65 46,929 11 1,731,353 S68, 7S9 757, 869 126, S66 134, 476 161, 543, 646 S, 347. 00 3S, 215 1, 567, 665 580 480, 947 1,759 1, 122, 957 : 12 672, 150 220, 587 1S1.793 54,237 51, ISO 75, 5S5, 493 4.50S.94 15, 325 656, 451 243 156,360 698 393,068 13 29, 855 524, 685 6, 216 160, 489 1, 475 39,504 1.460 33, S59 1, 196, 411 36, 506, 425 130. 22 2, 7S3. 36 197 5, 929 13,594 420,847 196 5,850 117, 589 °7 536 16,100 11 181, 739 289, 230 15 210, 05S 77,420 25. 247 13.283 11, 524 IS, 826, 518 1,072.08 3,498 12S, S57 78 44,606 . 214 123,156 16 287, 281 183. 135 72, 380 21,415 20, 123 27, S35, 614 1,070.50 4.59S 142, 662 75 60,563 292 155, S75 17 21S, 118 SS.60S 150. 163 IS, 767 10, 431 j 17. 474, 261 516. 29 4.27S 135, 593 78 67. 099 25S 158,951 18 174,527 102, 597 91, 239 24. 889 20, 49S 21.987,700 1,697.65 2, 254 204,632 88 50,396 252 152,330 19 282,523 116,965 191,287 19, 740 17, 703 22, 12S, 125 6, 715. 04 5,761 125, 087 S3 53, 444 25S 151,444 20 1, 5S0, 477 1,309,668 279, 751 124,213 121,479 125,813,392 13, 448. 96 28, 790 1, 420, 963 459 471, 250 1,565 1,117,5S6 21 754, 184 260,082 205. 32S 64,883 59,217 SO, 564, 630 4, 720. 26 17,712 805, 127 813 203,694 942 525. 25S 22 588, 685 208. 987 228, 946 34, 823 28, 149 40, 258, 632 2, 036. 94 S.543 384,705 1 175 123,653 474 309,603 23 187, 7.54 SO, 405 14,260 7, 660 6, 844 5SS. 00 1,035 85,111 44 29, 422 138 65,S78 24 782, 724 278, 395 347. 106 45, 31S 43,080 57, 450. 731 4, 022. S2 13, 144 593, 79S 219 1S5, 715 778 498, 4S2 25 205, 700 123. 684 112.790 31.887 29. 564 36. 435, 766 64S.69 1.64S 101, S6S 53 73.30S 149 144.994 26 160, 929 66,299 54, 924 12. 80S 11,276 12. 315, 775 1, 503. 15 2, 60S 151,162 ! 55 42, S01 182 106, 3S9 27 13, 720 8.S91 7, 800 1.720 1,024 1,508,910 26.50 1 « 8,213 7 5,400 11 9.376 !2S 151, 96S 96, 126 US, 940 28. 096 23. 829 27. 377. 793 1, 426. 75 2, S79 170, 541 77 46,580 217 141,353 29 953, 842 4S3.646 1,204.687 OS, 761 61.824 78,789,456 6, 160. SS 15. 685 646, 762 258 265,566 816 556. 178 30 46, 722 14,009 6, 730 1.780 1,321 2.637,S10 125. 50 j 272 22, 507 12 11,320 83 23. 420 31 3,927,569 2, 662, 001 4, 212, 090 S23. 418 251.007 701.769.716 13, S44. 22 59, 130 3, 705, 525 S97 814, 600 4, 524 3,090,106 32 79, 605 16, OSS 29. 136 6, 566 5,551 8.351,346 44S. 10 1. 178 45. 1S1 45 27. 934 96 40,062 33 85, 072 19, 67S 5. 270 S, 930 5, 850, 115 156.00 502 41, 916 25 16, 170 50 30,790 34 1.26S.94S 621,767 S41.630 103, 745 93, 580 127,437, 383 7,346.12 31,839 934, 21S 465 263,190 1,301 790, 801 35 58. 162 10, 377 10,600 2, 932 2. 587 2, 629, 852 803.00 717 23. 849 14 13, 430 44 26,549 ' 36 99,834 71, OSS 161,490 17.79S 14, 967 17,531,660 1,502.17 2,023 95.045 46 61,340 141 106,415 37 2, 358. 418 1, 3S0, 53S 1,768,596 175. 510 162. 719 241,094,328 15.127.14 47. 722 1.783,683 713 535, 721 2.467 1,559.694 38 305,918 218, 772 89, 747 17. 600 16.272 23, 436, 435 8, 690. 50 5. 161 196, 188 3S 71, 494 236 167, 230 , 39 110. 452 27.345 69.290 21.205 17,950 18, 426. 763 325. 15 1, 366 46. 068 40 26, 479 120 49,163 i40 75. 256 IS. 099 6,500 ,.7 S.900 4,256,007 237.00 798 63, 24S 22 18. 068 63 40,048 41 222, 752 92. S7S 106, 861 19,003 19.754 24. 472, 632 1.403.50 3. 662 174. 291 65 48.987 241 116,051 42 66S,0S5 262, 800 42, 915 84. 887 34.997 4£. S88. 450 1,502.38 5, 146 803,591 1?3 127. 747 600 881.434 43 156, 722 118, 701 ■154,955 20,460 18. 664 32.457,063 566. 62 1,469 92.165 I 69 57. 543 171 119. 848 ; 44 107. 472 53, 848 89. 888 23. 857 15. 838 22. 374. 060 1, 746. 03 1.534 161, 106 89 39.595 j 153 93,050 45 69. 276 22, 915 10, 745 5,448 5.131 6. 879. 243 434. 37 1.278 87,645 i 63 ! 22. 071 107 46,178 46 250. 912 97. 578 84, 828 22. 894 1S,SS7 523. IS 2. 977 108. 443 6S. 365 1 199 149. 812 iT 101,657 28. 860 3. 698 10. 820 9,863 11.355.905 514. SS 1. 898 78, 066 44 19,030 134 76. 313 4S 404,606 13*. 280 95. 827 35, 715 SO, 990 29,966,758 2,601.84 7.416 428. 930 131 85.15S 434 239, 150 ; 49 40,099 18.825 7.033 S.229 2. 455 8. 888. 285 94.75 1 259 22. 0*2 13 11.950 40 34,175 50 51 128. SIS 44. 612 950 8,583 2. 988 3. 430. 600 118.90 152 33. 877 26 25. 387 75 63. 767 110 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table C>~.— CoN DENSED STATEMENT: INCOME AND EXPENSES— PRIVATE STATIONS, BY STATES AND TERRITORIES: 1902. STATE OR TERRITORY, United Stated- Alabama Arizona Arkansas California Colorado Connecticut Florida Georgia Idaho Illinois Indiana Indian Territory ... Iowa Kansas Kentucky Louisiana Maine Maryland Massachusetts Michigan Minnesota Mississippi Missouri Montana Nebraska Nevada New Hampshire New Jersey New Mexico New York North Carolina North Dakota Ohio Oklahoma Oregon Pennsylvania Ehode Island South Carolina South Dakota Tennessee Texas Utah Vermont Virginia Washington West Virginia WNconvin Wyoming All other states'.... Alaska and Hawaii. Num- ber of i Gross sta- ! income. tions. 2, S05 S7.S, 735, 500 16 13 34 105 46 lis 10 131 50 50 15 50 27 97 120 5 50 00 11 228 22 13 145 16 22 35 130 15 11 124 13 4 340, 2S9 293,066 382,278 4,937,444 1,646,979 35 1,273,013 21 J 191,637 24 | 225,795 18 186, 554 264 5, 578, 012 1,604,099 94, 346 1,297,589 588, 138 787, 700 894, 240 678, 250 928, 062 6, 070, 643 1,855,714 1, 448, 084 245, 788 2,121,604 1,009,763 540, 859 44, 549 829, 072 3,378,651 135, 307 16, 631, 802 154,407 143,205 3,729,339 171, 179 670, 262 9, 057, 503 1, 017, 630 338,219 179,114 828, 189 1,957,568 711,483 433,392 154, sot; 635, 443 265, 276 1,166,533 159,216 722, 809 336, 005 INCOME FROM SALE OF CURRENT. Income from all other sources. EXPENSES. Total. Arc light- ing. Incandes- cent lighting. All other electric service. Total. Salaries and wages. Cost of supplies, materials, and fuel. Rents, taxes, in- surance, and miscel- laneous. Interest on bonds. $77, 349, 749 $22, 091, 800 $41, 297, 484 S13, 960, 465 $1, 385, 751 S62, 835, 388 818, 766, 970 $20, 493, 641 $11, 456, 037 *12, 118, 740 329, 164 105, 471 180, 491 43,202 11,125 250, 293 77, 089 95, 952 41,036 36, 216 288, 019 34,220 209,019 44,780 j 5,047 240. 963 82, 644 116, 7X9 22, 620 18, 900 371, 844 104,441 237,041 30,362 10,434 240, 064 77, 354 110,084 32, 506 20, 120 4,824,039 966,083 2,230,396 1,627,560 113,405 ' 3, 828, 531 1, 144, 447 1, 323, 325 669, 058 691,701 1,623,427 307, 432 896, 802 419,193 23, 552 1,532,663 4X0, 968 505, 779 290, 991 254, 925 1,271,576 332, 947 737,415 201,214 2,037 948, 133 319, 058 370,239 121,385 137, 451 190, 281 26, 563 154, 156 9,562 1,356 145,431 46, 080 76, 761 12, 480 10,110 220, 249 45, 327 137, 772 37,150 1 5,546 155, 470 60, 683 6X, 708 17,429 8,650 185, 474 40,940 138, 943 5,591 ! 1.0S0 136, 780 63, 749 36, 591 23,110 13, 300 5,514,569 1, 320, 483 3, 351, 457 842,6',!9 63,443 4,241,089 1,315,X67 1,3X5,712 800, 533 738,977 1,551,770 716, 359 716,341 119, 070 52,329 1,215,113 421, 937 492, 186 192,412 108, 578 16, 382 300, 684 72, 326 857,405 6,216 1, 243, SU7 85, 718 53, 782 1. 034, 893 343, 996 429, 205 143, 879 117, 813 550, 5S1 170,455 332, 452 47,674 37, 557 430, 853 148, 434 189,669 70, 310 22, 440 786,175 261,295 418, 859 106, 021 1, 525 662, 360 195, 179 215, 169 179, 632 72, 380 891,511 376, 233 400, 735 114, 543 2, 729 618, 906 201, 144 188, 129 84.063 145, 570 654, 475 115,068 445, 550 93, 857 23, 775 563, 774 197, 962 173, 186 101, 387 91,239 917, 371 305, 031 515, 892 96, 448 10, 691 764, 842 193, 446 268, 942 114, 817 187, 607 5, 979, 960 1,762,998 3, 238, 969 977, 993 90, 683 4, 445, 748 1,501,565 1,424,796 1,272,372 247, 015 1,798,106 501, 271 1,073,690 223, 145 57, 608 1,365,973 510, 284 514, 885 214, 725 126, 079 1,428,452 360, 903 847, 179 220, 370 19,632 1,124,191 326, 351 412,779 186, 596 198, 465 226, 227 46,326 159, 407 20, 494 19, 561 182, 835 65,873 88, 729 26, 253 1,980 2,098,622 604, 283 1,092,239 402,100 22, 982 1,829,745 610, 210 632, 069 263, 927 323,539 1,001,597 149,061 532, 279 320, 257 8,166 648, 6.SS 215, 098 199, 526 122, 294 111, 770 536, 386 149, 564 332, 276 54, 546 4,473 383, 419 132, 118 136, 933 64, 068 50, 300 37,827 406, 029 150 39, 687 14,776 13, 720 3,391 7,800 822, 926 200, 106 216, 791 6,146 551, 934 187,333 149, 755 96, 126 118, 720 3, 313, 946 1,269,254 1, 488, 139 556, 553 64, 705 3, 388, 132 812, 518 943,239 431, 438 1, 200, 937 133, 747 24, 087 103, 660 6,000 1,560 102, 201 34, 740 46, 722 14, 009 6,730 16, 519, 489 4, 825, 469 7, 882, 479 3,811,541 112,313 14, 519, 374 3, 837, 815 3, 842, 883 2, 643, 571 4, 195, 105 146, 177 ■40,495 90, 335 15, 347 8,230 119, 519 45, 322 41, 828- 12, 848 19,521 142, 891 25, 484 102,557 14.85Q 314 112, 891 32, 470 61,404 17, 217 1,800 3, 652, 778 1, 477, 236 1, 709, 405 466, 137 76, 561 2, 716, 493 846,455 1, 016, 815 586, 764 266, 459 164, 570 54,493 97, 665 12, 412 6,609 108, 645 36, 659 53, 731 9, 255 10, 000 617,251 124, 230 352, 079 140, 942 53,011 482, 479 162,215 91, 170 69, 604 159, 490 8, 885, 063 3, 035, 130 4, 862, 830 987, 103 172, 440 7, 242, 338 1,980,052 2, 22S, 405 1,297,557 1, 736, 324 976, 826 388, 339 419, 665 168, 822 40, 804 795, 134 236, 394 302, 577 217, 313 38, 850 309, 059 59, 238 74, 728 175, 093 29, 160 226, 658 61,085 87,161 24, 750 53, 662 175, 538 45, 394 125, 106 5,038 3,576 135, 371 50, 596 62, 365 17, 170 5,240 828, 062 165, 216 478, 108 194, 738 127 519, 219 141, 202 190, 868 89, 069 98, 080 1,932,235 332, 728 1,309,393 290, 114 25,333 1,393,823 478, 806 621,010 254, 992 39, 015 661, 370 92, 411 340, 145 228, 814 50, 113 605, 767 175, 831 156, 569 118,517 154,850 415, 348 89, 348 241,830 84, 170 18, 044 298,216 118, 125 103, 343 47,119 29, 629 154, 350 35, 738 111,052 7,560 456 128, 307 52, 059 51, 805 18, 593 5,850 592,363 120,171 323, 344 148, 848 . 43,080 506, 027 178, 190 180, 579 81,480 65, 778 263, 704 62, 909 187, 518 13, 277 1,572 193, 045 77, 461 88,002 26, 244 1,338 1,150,206 363, 541 694, 345 92, 320 16, 327 864, 353 294,563 363, 497 121,389 ■ 84, 904 159, 016 2S, 807 129, 608 601 200 111,5*2 46, 125 40, 099 18, 325 7,033 715, 4X1 115,584 420, 546 179, 351 7,328 625, 925 113, 692 270, 596 165, 137 76, 500 207,600 14,530 169, 065 24,005 12S, 405 262, 934 89, 154 128, 218 44,612 950 i Includes states having less than 3 station; Delaware, 2, District of Olumbia, 2. in order that the operations of individual stations may not be disclosed. These stations are distributed as follows: GENERAL TABLES. Table 68.— ANALYSIS OF INCOME— PRIVATE STATIONS, BY STATES AND TERRITORIES: 1902. Ill STATE OK TKIIKITOEY Num- ber of sta- tions. United States Alabama . . Arizona . . . Arkansas . . California . Colorado .. Connecticut . Florida Georgia Idaho Illinois Indiana Indian Territory Iowa Kansas Kentucky Louisiana Maine Maryland Massachusetts Michigan Minnesota - Mississippi. Missotiri... Montana . . Nebraska .. Nevada New Hampshire. New Jersey New Mexico New York North Carolina . North Dakota .. Ohio Oklahoma Oregon Pennsylvania . . Rhode Island... South Carolina . South Dakota . . Tennessee Texas Utah ........ Vermont Virginia Washington . West Virginia ■ Wisconsin Wyoming All other states Alaska and Hawaii. 2,805 lli 13 31 105 46 Gross income. lNt'OMK FROM — Arc lighting. Total. Commer- cial or other private. Public. $78,735,500 522,091,800 : '$8,220,151 ,513,871,646 97 120 810,289 203,068 4,037,414 1,016,970 1,273,613 191,637 ISO, 354 5,578,012 118 1,604,099 10 04,340 181 1. 297,589 .5SS, 13S 787, 700 105,471 34,220 104,441 966,083 807,432 332, 947 26,563 45, 327 40, 940 1,320,483 710, 359 10, 3S2 300, 684 170,455 201,295 894,240 | 376,233 678,250 i 115.06S 928,062 'J 305,031 6,070,043 i 1.762,998 IS 145 1,855,714 1,44S,0S4 245, 78S 2,121,604 1,009,763 540, 859 44, 519 829, 072 501,271 860, 903 46, 326 604, 2S3 149,061 149, 564 6, 572 200, 106 39, 180 19, 268 76,963 509,375 112,086 72,780 9, 175 5, 214 24, 616 704, 352 218, 186 9, 008 107,535 83,633 40, 213 157, 457 34,874 119, 894 504, 633 275.791 $41,297,181 3,378,651 j 1.269.254 185,807 , 24,087 16,631,802 , 4,825,469 154, 407 40,495 i 143, 205 25, 484 8, 729, S39 1,477,230 171,179 54,493 670, 262 124,230 5 593 487 379 85 011 06 604 ■2 240 46 967 381 S24 14, 933 1,813,659 35 130 15 9,057,503 1.017.630 388, 219 179, 114 I 828, 189 1,957.608 711,483 483. 392 154, S06 035, 448 1,106,533 159,216 722, 809 3, 035, 180 388, 339 39, 238 45, 394 155, 216 4,81: 9.904 478. 390 25, 654 53,500 764, 799 71,613 46, 739 876 66, 285 14,952 27,478 456, 708 195, 396 260, 167 17,388 40, 113 16, 324 616,131 498, 173 6, 714 193, 149 86, 822 215, 082 218, 776 80, 194 185, 137 1,238,305 225, 4S0 208, 357 40, 733 116, 904 64,050 82, 960 4,332 153, 139 8S7, 930 9, 154 3,011,S10 35,653 15,380 998. 846 28, 939 70, 730 2,270.331 316, 720 S3, 4S6 19. 655 108, 340 cut lighting. Total. 832,728 173.701 159,027 92,411 j| 51,914 40,497 89,348 ' 19,396 69,952 35.73S , 10.96S 24,770 120.171 80.157 ! 40.014 62, 909 363, 541 28, 807 115, 384 20, 036 127, 889 15, 569 28, 450 42, 873 235. 652 13. 23s 87, 134 ISO, 209, 237, 2,230, 896, 154 137 138 3, 351 cial or other private. Public. All othe' sources 1,039,557 716, 341 72, 326 857,405 332, 452 418, S59 400, 735 445,550 515, 892 3,238.969 1,073,690 847,179 159, 407 1,092,239 532, 279 Sl.XJ/ 406,029 1,488.139 103, 660 7,882.479 90,335 j 102,557 1,709,405 j 97.665 | 352, 079 4, 862, 830 419, 605 74, 728 125,106 j 47S, 10S 1,309,393 340, 145 241, S30 111,052 323,344 136, 005 14,530 i 12,070 . 460 176,933 | 3,558 206,120 . 2.S99 226, 986 10, 055 1,172,206 867, 933 i 693,656 144,360 127, 925 137, 908. :, 196, 797 58, 190 28, 869 9, 796 9,817 1,035 154, 660 30, 082 2,001 96, 200 11,301 15, 942 21,220 403, S37 41,693 174,017 ; 41,875 686 259 70 325 761 205 321 151 402 917 379, 515 2, 904, 302 1,048,938 812,450 149, 413 1,002,846 528, 634 315, 592 37, 659 351,123 1, 296, 266 101,790 7,460,470 79, 393 99, 234 1.640,723 97, 8S0 335, 2S9 4, 706. 113 305. 211 72, 224 119, 615 462, 664 1,270,017 331.500 227.040 103, 461 313, 553 187,518 179, 190 8. 328 694, 315 653,666 40. 679 129, 60S || 125, 764 3. 844 420. 546 397, 907 22, 639 169,065 131,424 334, 607 24, 752 34,729 9,994 89, 393 3, 645 16,684 168 54,906 191,873 1.870 422,009 10,942 3, 323 OS, 682 283 16, 790 156, 717 54,454 2, 504 5. 491 15, 144 39, 376 8. 645 14, 790 7.591 9, 791 ,347 8, 850 402, 376 12, 412 S9, 942 639, S60 120, 935 6,000 51,000 324, 749 1,182 120 21, 192 S, 230 314 "6. 561 6,609 53, 011 172.440 40.S04 169, 353 5,644 96 29, 160 ! 5 038 1 134,023 198, 429 60, 715 . 127 91,220 I 427 3S 25, 333 156, 331 48,015 78 24, 390 50,113 63. 398 17, 442 100 3. 230 IS, 044 7.560 456 62. 245 86.588 . 3 12 43. 0SO 7,509 2, 940 1 14.0S1 . 2, 828 2.124 1.572 75, 992 123 16. 327 60 541 1 200 1 13,650 M.005 1. 128. 405 •Includes states having less than S stations, in order that the operations of individual stations may not be disclosed. These stations are distributed as follows: Delaware. 2; District of Columbia, 2. 112 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 69.-CHARACTER OF OWNERSHIP, SERVICE, CAPITALIZATION, AND COST OF 1 1 STATE OE TERRI- TORY. Num- ber of sta- tions. NUMBER OF STATIONS BY CHARACTER OF OWNERSHIP. NUMBER OF STATIONS BY CHARACTER OF SERVICE. STOCKS AND BONDS ISSUED. CAPITAL STOCK. 1 When installed. In 1902. Arc lighting. Incandescent lighting. Motor power. All 3ther. Total par value. Total. Indi- vid- ual. Cor- pora- tion. Mu- nici- pal. Indi- vid- ual. Cor- pora- tion. Com- mercial or ■ other pri- vate. Public. Com- mercial or other pri- vate. Public. Sta- tion- ary. Elec- tric rail- way. Author- ized. Issued. Divi- dends. 1 United States. 2,805 964 1, 828 13 756 2,049 1,667 1,810 2,752 1,889 975 157 152 8627,515.875 $435,178,372 «72,951,952 16,189,837 ? 16 13 34 j 105 46 35 21 24 18 264 118 10 131 50 50 15 50 27 97 120 68 25 80 26 43 5 50 60 11 228 13 145 8 33 243 6 16 22 35 130 15 41 27 33 35 124 13 4 2 5 17 23 4 2 11 5 7 137 51 6 53 24 17 2 12 6 10 65 43 10 34 9 19 1 11 7 4 63 7 6 48 3 18 28 1 5 9 12 56 1 14 4 15 9 ! 67 1 13 8 17 82 42 33 1 2 2 14 16 3 1 10 4 5 116 37 3 41 18 12 1 8 2 10 49 33 7 28 4 20 2 5 5 42 7 6 40 2 15 22 14 U 20 89 43 34 11 20 13 148 81 7 90 32 38 14 42 25 87 71 35 18 52 22 23 3 43 55 6 186 15 7 105 6 18 221 6 14 14 21 84 14 31 21 23 29 71 12 4 14 8 20 60 36 17 12 14 12 144 74 9 82 40 18 7 25 11 67 89 46 15 50 15 30 3 15 34 7 121 10 8 106 7 23 152 4 10 15 16 68 5 14 12 20 15 75 9 i 3 15 5 19 45 34 21 14 20 11 182 85 9 90 34 35 12 25 11 76 93 59 13 45 13 29 3 21 41 7 141 15 10 113 8 18 160 5 13 15 21 48 4 17 1-1 17 25 87 10 2 15 13 34 101 44 34 21 24 18 263 116 ' 10 131 50 50 15 50 27 93 117 68 25 79 21 43 5 50 60 11 224 19 13 142 8 33 236 6 15 21 34 130 13 40 26 33 33 121 13 4 8 2 15 48 38 26 13 21 7 183 71 7 105 33 22 11 42 24 80 76 48 17 51 8 33 1 43 51 4 167 12 7 92 3 26 166 5 13 16 22 74 12 36 17 23 22 78 6 4 6 6 7 64 17 10 2 4 5 80 45 4 30 23 13 7 19 5 48 32 15 13 41 10 10 1 18 22 1 91 5 3 56 3 6 91 3 5 5 8 68 7 13 9 7 6 27 1 3 2 1 7 2 2 1 8 1 1 2 4 2 1 41 1,597,600 1, 177, 000 979, 275 51,058,045 15,341,950 7,239,475 420, 500 810, 400 1,016,200 35, 889, 835 5, 910, 098 125, 500 7,405,650 1,497,350 3,912,100 6, 782, 200 4, 510, 410 8, 919, 634 21, 412, 506 8, 584, 570 8, 109, 500 429, 100 16,245,020 8, 358, 700 3,197,450 288, 000 6, 617, 400 58, 844, 336 445, 900 190, 300, 149 882, 600 91, 000 24,839,632 695, 000 7,037,300 78, 636, 619 3, 917, 500 2, 128, 150 875, 250 3,121,950 4, 785, 600 8, 394, 980 1, 862, 920 804, 800 3, 153, 000 626, 950 4,017,405 450, 766 3, 76S, 600 829, 500 822, 000 577, 100 58, 098, 700 10,956,200 6,645,000 243, 500 779,400 767, 500 26, 003, 050 3, 771, 650 156, 500 6, 255, 300 1, 350, 750 2, 521, 000 3,887,300 2, 823, 100 5.616,874 17, 277, 166 6,566,000 5, 930, 300 560, 900 10, 279, 120 6, 597, 000 2, 472, 450 158, 000 7, 720, 600 32, 452, 400 340, 000 112, 170, 500 717, 100 96, 000 21, 065, 566 605, 000 4,887,500 41, 959, 533 6, 332, 500 1,677,000 .784,500 1, 4S3, 600 • 3,782,700 5,221,000 2, 015, 000 833, 000 1, 940, 333 1,155,000 2, 384, 280 335, 000 3,275,000 796, 300 822, 000 564, 475 36, 897, 745 9, 760, 450 4, 154, 700 221, 500 645, 400 758, 200 20,789,535 3,368,015 125, 500 5, 074, 750 1, 048, 850 2,321,600 3,836,200 2, 243, 910 4, 813, 134 16,971,000 5, 841, 570 3,952,500 345, 100 9, 816, 720 6, 351, 700 2,150,450 158, 000 4, 130, 900 31,174,836 316, 900 104, 245, 475 554,200 61,000 19, 299, 799 495, 000 4, 370, 800 41, 147, 450 3, 132, 500 1,193,150 747, 750 1, 262, 150 3, 229, 100 4,440,980 1, 329, 920 652, 300 1, 780, 333 604, 650 2, 270, 755 314, 100 2, 368, 600 1,500 2,800 8,600 664, 721 55,226 197, 840 3 4 5 6 7 8 9 10 11 12 13 14 Colorado Connecticut Florida Georgia Idaho Illinois Indiana Indian Territory .. 19 11 127 66 1 4 77 1 5,040 23,325 579, 714 66, 649 2 37,418 22, 336 8,818 101, 800 41,890 118, 818 1, 225, 129 127, 833 78, 137 4,982 55, 700 68, 816 3,992 26 33 13 38 21 87 55 24 15 46 17 24 4 39 53 7 164 15 7 96 5 15 214 5 11 13 23 72 14 27 21 16 26 57 12 4 1 1 1 1 16 1 17 IS 1 1 18 6 2 1 1 3 13 1 3 23 1 35 6 19 20 71 Massachusetts 91 94 95 2G 27 28 29 30 SI New Hampshire . . . New Jersey New Mexico 4 9 9 141, 353 27, 080 8,000 682, 245 3,200 920 575, 123 6,000 16, 630 679, 808 178, 297 16, 805 14, 495 9,067 93, 060 32, 720 30, 117 4,190 26, 648 27, 932 60, 813 8,250 56, 100 16 32 33 34 North Carolina North Dakota 8 1 35 36 1 S3 2 1 37 38 39 40 Pennsylvania Rhode Island South Carolina South Dakota 2 2 2 2 8 14 46 1 10 6 10 6 63 1 4 7 1 4 4 3 Utah 45 46 47 Washington West Virginia 3 1 2 2 1 50 All other states'... Alaska and Hawaii . 51 4 1 3 4 t 2 2 4 3 3 795, 142 1,317.142 767, 142 55,700 'Includes states having less than 3 stations, in order that the operations of individual stations may not be disclosed. These stations are distributed as follows: Delaware, 2; District of Columbia, 2. GENERAL TABLES. CONSTRUCTION AND EQUIPMENT— PRIVATE STATIONS, BY STATES AND TERRITORIES: 1902. 113 CAPITAL STOCK — continued. BONDS. COST OF CONSTRUCTION AND EQUIPMENT — Common. i rivivm-il. Authorized. Outstanding. Interest. To date. During the year. Authorized. Issued. Dividends. Authorized. lulled. Dividends. $407,S07.934 8349, 080, 281 $5, 560, 341 $27,370,438 823,871,671 9629,490 8308, 117, 894 $2.54, 503, 923 $12,118,740 $482, 719, 879 $40, 050, 613 1 829, 500 822, 000 577, 100 54, 09S, 700 10,956,200 6, 635, 000 243, 500 767,400 767, 500 25, 962, 050 3,704,983 156, 500 5, 805, 300 1,350,750 2,516,000 1,887.300 2, 523, 100 4,556.874 17. 182, 166 6, 056, 000 5, 180, 300 560, 900 8, OOS, 095 6, 597, 000 1,972.450 158, 000 7,605,500 32, 142,400 340,000 102, 793, 500 662, 100 96,000 19, 640, 900 605. 000 3, 637, 500 41, 638, 5SS 6,125,000 1,527.000 731,500 1,481,550 3. 670, 700 3.221,000 2, 015. 000 826, 000 1,940,888 1, 155, 000 2. 325, 700 335, 000 S, 025, 000 796, 300 822, 000 664, 475 34,897,745 9, 760, 450 4, 144, 700 221,500 633, 400 758,200 20,757,535 3, 334, 6S2 125,500 4, 745, 600 1, 048, S50 2, 310, 600 1, 836, 200 2, 015, 960 4, 113. 134 16, 876, 000 6,332,820 3, 202, 500 345, 100 7, 6S5, 695 6, 351, 700 1, 847, 450 158, 000 4.015,900 31,104,8:16 316, 900 95, 330, 975 499, 200 61,000 IS, OOS. 466 495, 000 3,120,800 40,851,200 2, 925, 000 1,043,150 722,600 1,260,100 3,117.100 2.440.9S0 1,329,920 645,800 1, 7S0, S83 604, 650 2,222.175 311,100 2, 118, 600 1,500 2,800 8, 600 561,721 65, 226 197,840 S77, 500 355, 000 414,800 26,837,500 5, 901, 500 3, 352, 500 207,500 575, 000 288, 000 15, 936, 100 3, 150, 749 801,300 355, 000 414, 800 14, 160, 300 5,581,500 3, 084, 775 199, 000 165, 000 258, 000 15, 100, 300 2, 542, 083 36,216 18,900 20, 120 691,701 254,925 137, 451 10, 110 8,650 13, 300 738, 977 108, 578 798, 605 810, 341 972, 885 36,131,996 8, 650, 886 6, 448, 145 697, 004 901,376 778, 100 34,601,709 5, 198, 521 176, 870 7,863.126 1,827,170 3,428,466 5, S49, 003 4, 783, 150 7, 037, 647 28, 335, 006 8, 569, 481 8, 0S0, 703 595, 518 14, 834. 273 4, 708. 807 3,151,856 301, 785 6, 437, 760 56, 239, 037 369, S77 j 112,185,829 575, 059 313, 3S8 24,392,342 390. 308 5. 108. 613 40,433,074 5. 405, S77 2. 312.836 537, 521 3,240,716 5.294,470 7,512,281 2. 338, 721 823, 429 3.003,142 968. 983 4,253.016 467, 463 4.5S4.20S 92.410 284,896 109, 913 6, 210, 395 983, 658 407, 473 64,921 40, 607 19, 760 3, 074, 117 461,426 20, 699 1, 349, 958 186, 175 86, 297 149,705 555,350 202,991 8,343,437 581,378 712,044 56,016 803,485 734, 826 •}. 3 4 4, 000, 000 2, 000, 000 100, 000 5 fi 10, 000 10, 000 7 8 5,040 23, 325 579, 504 66, 649 12, 000 12,000 9 10 41,000 66, 667 32, 000 33, 333 210 11 12 13 37,418 22, 336 8, S18 1,800 31, 550 S3, SIS 1, 225, 129 , 123,921 83, 137 4, 982 60, 700 68,816 3. 992 450, 000 829, 150 3,022,000 573, 600 2, 118, 500 2, 946, 000 2,792,000 6,440,000 4, 453, 506 2,956,000 6, 169, 000 126, 000 6, 89S. 125 6, 058, 000 1,067,000 130, 000 3, 615, 000 31, 53S, 000 129, 000 101, 549, 374 367,100 30, 000 7.186,000 300, 000 2, 686, 500 40. S52. 767 1,785,000 952, 500 ISO, 000 1.869,000 1.90s. 500 4,500.000 885, 000 889, 500 1.529,667 22,300 1, 950, 240 136, 666 1,550,000 2, 330, 900 448, 500 1, 590, 500 2, 946, 000 2, 200, 500 4, 106, 500 4,441,506 2,743,000 4, 157, 000 S4.000 6, 428, 300 2,007,000 1,047,000 130, 000 2, 486, 500 27,669,500 129, 000 86,054,674 328, 400 30, 000 5,539,833 200, 000 2, 666, 500 37, 489, 169 785, 000 935.000 127.500 1.S59.800 1,556.500 S, 954, 000 533, 000 152. 500 1,372.667 22, 300 1, 716, 650 136. 666 1, 400, 000 117, 813 22, 440 72,380 145, 570 91, 239 1S7.607 247, 015 126, 079 198,465 1,980 323,539 111, 770 50, 300 7,800 118, 720 1. 200, 937 6,730 4. 195, 105 19, 521 1,800 266, 459 10. 000 159, 490 1, 736, 324 38, S50 53,662 5,240 98. 080 39,015 154.850 29, 629 5. 850 65, 77S 1, 338 S4.904 7,033 76,500 14 15 5,000 2, 000, 000 300, 000 1, 060, 000 95, 000 510,000 750, 000 5,000 2,000,000 227, 950 700, 000 •95, 000 508, 750 760, 000 lfi 100, 000 10, 340 35, 000 17 18 19 20 3,912 45, 000 21 22 23 2,181,025 2,131,025 5,000 24 25 600, 000 303, 000 169,247 26 ■ 125,260 27 140, 453 27.080 S,000 484,015 750 920 514, 623 6,000 16, 530 663, 395 163, S47 8, S05 12, 9S0 S, 950 93, 060 12. 720 30, 117 8,630 26, 64S 27, 982 48, 884 8. 250 56, 100 115, 000 10, 000 115, 000 10, 000 900 854,067 28 1,135,776 29 16, 726 30 9,377,000 55, 000 8, 914, 500 55, 000 198, 200 2, 450 4, 955, 859 35, 579 37, 810 1, 143, 939 S4, 520 350, S79 3, 057, 799 877. 3S4 221,065 106, 675 631, 8S5 746. 651 31 32 S3 1,424,666 1,291,333 60, 500 34 1,250.000 320, 950 207, 500 150, 000 50, 000 2,050 112,000 2, 000, 000 1,250,000 296,250 207,500 150, 000 25, 250 2,050 112,000 2, 000, 000 36 16.413 14, 450 13,000 1,515 117 37 38 39 40 41 4'i 20,000 292, 521 43 109, SG9 44 7,000 7,000 560 28, 5ss' 4f, 876, 106 46 93,291 47 5S. 580 48. 5S0 1,929 236. 215 42. 940 2S8. 525 48 49 250, 000 250, 000 50 1,310,000 760, 000 55,700 7, 142 7, 142 28.000 28. 000 950 822. 623 53. 434 51 30947—05 8 114 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 70.— ANALYSIS OF SUPPLIES, MATERIALS, AND FUE STATE OR TERRITORY. United States... Alabama . . Arizona . . . Arkansas . . California . Colorado .. 7 Connecticut . 8 Florida 9 Georgia 10 Idaho 11 , Illinois 12 Indiana 13 Indian Territory . 14 Iowa Kansas Kentucky . Louisiana Maine Maryland Massachusetts . Michigan Minnesota . Mississippi. Missouri.. . Montana . . Nebraska . . Nevada New Hampshire. New Jersey New Mexico 31 New York 32 I North Carolina . 33 , North Dakota . . 34 I Ohio 35 ! Oklahoma 36 Oregon Pennsylvania .. Khode Island... South Carolina.. South Dakota . . Tennessee Texas Utah Vermont Virginia Washington . West Virginia . . . Wisconsin Wyoming All other states '. Num ber of J Aggregate sta- cost, tions. 2,805 1*20,493,641 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 Alaska and Hawaii 16 13 34 105 46 35 21 24 18 264 IIS 10 131 50 .50 15 50 27 97 120 68 25 80 20 43 5 50 60 11 228 22 13 115 8 33 243 6 16 22 35 130 15 41 27 33 35 124 13 4 95, 952 116, 789 110, 084 1,323,325 505, 779 i 370,239 76, 761 BS, 708 36,591 1,385,712 492, 186 29, 355 429,205 189, 669 215, 169 188, 129 173, 186 268, 942 1, 424, 796 514,885 412, 779 88,729 632, 069 199, 526 136,933 13,720 149, 755 943, 239 46, 722 3, 842, 883 41, 828 61,404 1,016,815 53, 731 91, 170 2,228,405 302, 577 87, 161 62, 365 190, 868 621, 010 156,569 103, 343 51, 805 180, 579 88, 002 363, 497 40, 099 270, 696 128, 218 Num- ber. Cost. $390, 569 33 572 22 350 30 377 803 18, 909 363 5,039 425 8,143 10 236 49 1,204 839 436 434 233 295 90 113 1,928 193 125 2 724 86 109 1 241 1,272 58 8,268 11 62 1,885 2,570 494 20 19 82 321 821 216 1 302 186 128 7 437 12, 761 6,203 7,524 3,200 3,063 1,953 1,365 20, 436 2,399 1,831 24 11, 303 978 1,871 20 3,656 10, 315 689 122, 560 154 1,125 20,424 Num- ber. 572 $29, 202 1,120 57, 385 6,723 897 200 872 4,603 12,302 3,669 14 4,447 2,933 2,209 95 6,356 174 183 15 203 275 alio 5,351 1,425 17 972 208 13 240 TRANSFORMERS. Num- ber. $326, 407 5,563 545 392 350 1,081 750 140 2,157 4,300 637 13 2 107 293 37 133 37 42 25 489 439 22 205 108 212 40 59 62 358 107 339 19 47 6 165 647 4 967 9 24 611 19 135 726 188 42 20 462 62 62 17 32 133 111 22S 3,422 15, 295 5,201 6,387 1,198 2,087 2,489 15, 535 15, 753 868 6,924 4,948 6,805 2,133 2,800 2,081 27,852 4,079 2,721 1,306 17, 039 1,360 2,182 8,446 24, 439 600 402 400 22, 081 533 1,451 26, 614 8,564 3,106 332 1,423 11, 663 8,640 1,778 670 1,612 6,422 3,666 203 3,078 INCANDESCENT LAMPS. INCAN- DESCENT LAMP FIT TINGS, SOCKETS, ETC. Num- ber. Cost. ,399,571 i$l,426,224 30,955 j 15, 529 i 89, 203 236, 945 134,059 174, 387 14, 770 25, 940 3,270 884,737 229, 455 12, 800 113, 519 70, 841 98, 782 89,466 97, 935 27, 396 637, 226 255, 640 106, 716 32, 610 176, 738 69, 329 39,042 5,600 36, 469 422, 643 11, 850 2,249,754 13, 385 11,550 340, 912 11,900 26, 475 785,828 183, 133 10, 600 18, 561 58, 961 105, 390 48, 321 48, 931 7,270 26, 971 23,357 148,291 6,579 129, 650 SI 9 5,273 2, 856 7,234 38,690 21, 241 29, 086 3,157 4,359 655 143, 592 37, 460 2,080 21, 049 11,858 15, 641 17,699 16, 245 5,054 115,277 44, 464 18, 098 5,638 39, 524 11, 975 6,840 590 7,753 66, 636 2,176 363,566 2,415 2,270 59,414 2,481 4,785 139, 812 38,765 1,877 3,353 10,077 18, 448 9,191 8,795 1,316 5,347 4,311 25,452 1,182 21, 167 Cost. $154, 517 82, 156, 930 6,945 1,520 2,546 642 ,832 5,537 1,636 1,050 258 1,989 880 12, 934 7,470 152 3,487 8,337 1,137 175 1,787 3,156 6,779 11, 893 2,906 1,107 3,465 845 6S1 50 1,437 1,246 2,798 21,334 125 545 8,195 467 1,227 CARBONS FOR ARC LAMPS. Num- ber. $900, 788 256, 700 51, 630 80, 450 2, 833, 907 2, 024, 842 898, 740 52, 532 217, 940 97, 024 4,433,256 2, 616, 938 19, 550 793, 167 408,277 1, 494, 915 248, 476 274, 422 1, 622, 160 5, 783, 329 1,255,732 460, 328 180, 256 908, 385 526, 305 157, 859 34,000 1,054,039 5,629,560 21,500 17, 674, 164 101, 928 23, 550 5,988,070 70, 800 947, 946 19,542 15,238,687 2, 218, 100 87, 106 54, 733 1,099,300 2,093 335 559 534 4,855 346 5,058 610 222 Cost. 428,979 647, 963 409, 941 249,813 162, 597 160, 480 264, 541 1,294,384 12,608 1,014,000 245 8,100 3,437 869 1,528 35, 747 21, 507 14, 959 1,148 2, 455 1,451 55, 635 28, 777 513 11, 004 6,563 13, 630 15, 350 4,179 16, 608 62, 095 15, 401 9,169 2, 607 14, 573 7,201 3,113 444 9,624 47,804 490 165, 940 1,674 49S 59,041 1,713 10, 171 158, 630 17,503 1,397 1,126 11,210 13, 304 4,963 4,759 1,914 7,257 3,901 17,056 1,148 9,702 GLOBES FOR ARC LAMPS. Num- ber. $150, 509 1,642 325 1,213 19, 323 6,472 2, 555 1,120 861 1,113 23, 134 11, 850 301 7,965 2,964 4,339 4,502 7,112 3,496 26, 909 11, 374 4,008 1,519 15,240 1,752 1,261 132 4,393 27, 147 192 90, 940 678 277 28,049 612 1,184 945 4,192 16, 873 1,740 1,561 494 1,128 1,412 5,888 159 13, 300 126 Cost. 00 1,180 278 626 7,437 3,168 1,'225 248 , 699 2,163 1,184 1,467 2,253 1,602 2,025 9,203 3; 609 1,874 485 4,543 1,160 932 121 1,431 8,341 165 25, 785 216 139 8,630 233 752 20, 754 2,932 3,456 938 710 542 2, 256 137 8,362 28 i Includes states having less than 3 stations, in order that the operations of individual stations may not be disclosed. These stations are distributed as follows: Delaware, 2; District of Columbia, 2. GENERAL TABLES. PRIVATE STATIONS, BY STATES AND TERRITORIES: 1902. 115 ARC LAMP REPAIRS. Cost. $212,231 694 414 3S2 12,490 4,216 4,573 169 819 418 20,895 5,323 45 3,013 1,517 2,041 1,968 5,514 6,477 15,646 4,360 2,594 2,180 1,226 100 3,034 14,216 311 31,064 972 157 15,587 290 1,504 21,859 5,140 473 437 1,679 2,812 460 1,415 669 315 3,852 29 1,435 POLES OR OTHER SUPPORTS. Cost. 1319, 617 17 WIRE AND CABLE. Cost. ,081, 512 1,380 2,326 25, 163 6,418 5,105 866 1,964 1,380 10,758 4,546 445 6,493 1,080 1,420 3,054 8,197 7,290 21, 274 13, 370 2,514 744 5,630 2,173 1,872 410 4,032 18,031 595 27,483 876 779 6,554 35 1,321 68,078 15, 169' 739 700 1,381 10,481 6,879 2,187 1,678 6,740 1,860 6,006 612 1,017 932 MILL SUP- PLIES (OIL, WASTE, ETC.). ALL OTHER MATERIALS. $617, 911 4,249 2,708 5,242 38,986 13,246 16, 451 873 2,936 1,065 30,295 18,386 1,730 10,572 14, 101 6,323 7,963 7,293 8,494 84,554 9,519 6,926 8,637 25,186 1,410 1,758 670 7,062 23,704 3,807 450,067 311 712 40,823 2,796 1,327 88,675 28,049 2,133 2,154 4,273 25, 207 14, 017 3,068 769 3,705 766 11, 572 363 36, 447 2,545 POWER PUR- CHASED. Cost. 11,747,; 3,420 3,825 4,698 21, 361 15, 327 8,448 3,174 3,011 1,382 46, 552 18,150 1,503 16,888 7,537 6,415 6,516 5,712 37, 962 14, 808 9,901 4, 286 19, 138 2,778 4,368 170 3,401 57, 730 1,407 86, 932 1,780 1,188 32,788 1,743 3,738 71, 979 4,729 2,123 1,709 8,215 28,440 2,351 3,064 1,965 3,215 4,522 10,114 1,747 6,813 867 Freight paid, not included in other items. Cost. $2,007,193 4,987 2,810 5,160 71,798 25, 215 66, 012 1,699 4, 921 782 158,412 30, 152 S48 27, 800 17, 115 16, 863 10,123 28,734 64,415 20, 912 14, 951 4,576 107, 237 9,105 3,446 915 3,322 115,509 1,988 526,963 2,368 2,495 98, 881 1,673 4,164 141,907 22,873 1,709 1, 181 9,091 19,858 9,010 4,632 2,464 28, 618 3,691 11,540 4,839 21,014 49,824 10,844 23, 833 486, 125 76, 813 37, 659 10, 015 31,154 17,332 16, 689 9,227 420 433 26,830 2,100 99, 722 69,216 87,110 565 9,907 61,269 6,943 4,040 13,643 53, 426 6,720 428, 133 19, 168 2,241 179, 616 2,750 955 25, 111 33,530 24, 572 6,604 64,215 125 11,151 1,230 42,868 1,500 $939, 512 17,312 3,120 1,411 1,417 81, 256 3,990 284 8,370 840 84,167 34,927 $10, 189, 685 Total cost. 8,854 26,920 10,494 10, 639 2,215 11, 989 5,710 38,111 27,380 4,559 8,085 5,115 33, 622 3,510 2,287 5,346 267 115,769 5,163 2,414 64,886 2,101 928 44,269 3,761 38, 963 18,408 37, 641 134,843 1,070 3,036 4,613 1,000 7,441 8,566 757 1,686 2,013 Coal. Crude pe- troleum, Number of tons. 50, 382 86,465 53,013 544, 167 225, 221 166, 651 62, 919 34,207 14,906 753, 285 255,983 21, 085 282, 715 70, 333 134, 615 100, 121 77,932 167, 840 852,899 262, 536 224, 564 53, 487 355, 067 91, 977 67,534 " 2,260 80,627 496, 104 24, 359 1, 437, 903 22,483 47, 932 554,203 39, 666 56, 441 1,187,128 144,069 30, 448 31,987 101,125 319, 395 52,883 41,099 28, 318 48,564 50,212 244, 999 27, 147 110, 429 66, 971 Cost. $8, 749, 394 27, 004 3,312 23, 314 5,752 163, 637 41, 299 6,378 6,636 548 546,981 140, 656 8,412 170, 373 41,767 89,026 17, 969 18, 153 69, 745 203,456 108, 322 55,241 17, 801 186,230 27, 153 39,514 660 16,723 167, 930 9,127 585,211 4,916 17,865 343,721 16,842 300 627, 829 42, 483 16, 119 12,858 77, 035 104, 445 10, 100 8,711 11,358 9,450 32, 145 61, 753 16,510 36, 367 8,351 Cost. $700, 136 46, 478 24, 646 41, 716 28, 365 224,231 164,007 29, 255 10,570 3,353 747, 255 204, 900 18, 005 278, 737 68, 433 134,615 80,753 75, 100 166, 410 808,361 235, 932 175, 463 40, 475 345, 403 89, 044 66,975 1,060 75, 553 482,291 21, 671 1,428,056 13,284 44,154 525,750 39, 666 520 1,057,540 144,069 19, 112 27,012 99, 042 170, 691 40,375 38, 956 26,644 22, 125 42, 195 184,170 27,147 109, 829 66,937 50, 600 4 502, 153 4,891 574 1,200 Natural Artifi- cial gas. $220, 460 $20,135 1,667 3,473 45, 414 15,866 85 All other fuel. Cost. 519 4,762 Cost. $499, 560 1,991 1,233 26,725 ' 1,010 204 124, 365 128, 918 1,500 3,904 11, 219 11,297 9,545 990 2,125 28, 773 23,637 11, 553 1,983 3,648 3,080 3,878 200 3,502 2,832 1,430 44,450 26, 604 42,409 13, 012 9,554 2,933 559 1,200 5,074 11, 822 2,688 3,852 9,199 3,778 55, 921 11,336 3,475 2,083 24, 339 12,508 2,143 1,674 26, 439 216 57,224 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 40 41 42 43 44 45 46 47 48 49 50 34 116 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 71.-AVERAGE NUMBER OF EMPLOYEES AND TOTAL SALARIES STATE OR TERRITORY. Num- ber of sta- i tions. United Status 2,8 Alabama . . Arizona . . . Arkansas . . California . Colorado . . Connecticut . Florida Georgia Idaho Illinois Indiana Indian Territory . Iowa Kansas Kentucky Louisiana Maine Maryland Massachusetts . Michigan Minnesota . Mississippi. Missouri . . . Montana .. Nebraska . . Nevada New Hampshire . New Jersey New Mexico New York North Carolina . North Dakota... Ohio Oklahoma Oregon Pennsylvania .. Rhode Island... South Carolina . South Dakota... Tennessee Texas Utah Vermont ... Virginia Washington West Virginia . . . Wisconsin Wyoming All other states ' . Alaska and Hawaii. 10 13 31 105 46 35 21 21 IS 204 118 10 131 50 50 15 50 27 97 120 68 25 80 26 43' 5 50 GO 11 228 13 145 243 6 10 22 35 130 15 41 27 33 35 124 13 4 SALARIED OFFICIALS AND CLERKS, WAGE-EARNERS. Total. Number. 335 155 22 181 7 158 78 420 205 125 29 183 50 44 254 12 30 15 281 12 42 G67 36 165 68 70 43 61 42 111 13 31 Salaries. $5, 206, 199 26 27, 802 30, 545 22, 810 385, 769 141, 885 102, 972 11. 359 21, 200 19,340 444, 702 122,717 5,850 101,473 40, 216 55, 770 58,018 49, 564 51,612 448,221 148, 582 94, 378 18, 157 166, 408 71,832 37, 149 5,400 46, 580 263, 831 11,320 801, 844 18,864 10. 360 209, 940 12, 410 58,380 511, 580 70, 104 21,451 14, 918 41, 506 123, 467 56, 583 34, 49G 18,205 58, 365 18, 875 71,894 11, 950 32, 242 General officers Number. 1,416 Salaries. $1,465,471 7 4 78 40 1 40 12 10 23 26 24 112 13 13 53 9 13 2 38 51 192 63 4 5 180 4 3 1 8 8,925 6,000 5,247 122, 318 40, 429 39,400 915 4,700 2,580 78, 270 21, 168 900 22, 392 6,360 10. 070 24, 799 12, 216 14, 584 112, 815 40, 678 12, 050 7,350 64,725 14. 071 12, 831 1,500 17, 370 83, 016 1,600 261,465 Other officers, managers, super- intendents, etc. Number. Salaries 1,875 65, 399 4,040 19,400 118, 564 32, 680 4,780 1, 125 15,664 25,294 10, 320 18, 090 6,171 is, 680 5,550 11,410 3,080 17, 200 72s 12 13 12 115 43 26 11 19 11 117 82 4 65 27 6 34 21 119 59 45 6 32 19 19 1 18 48 7 180 13 9 103 12, 567 16, 750 12, 480 136, 201 60, 132 37,709 7,630 13, 380 13, 520 161, 700 73, 297 3,930 55, 004 22,988 36, 294 8,418 26, 569 17,082 179,053 57, 489 48, 304 5,860 32, 805 36, G45 17,470 3,300 19, 271 Clerks. Number. 78, 946 8,160 237. 106 9, 162 8, 860 97, 547 4,770 24, 180 233, 140 16, 550 13, 400 11,560 13, 880 61,373 32,955 10, 212 8,674 9, G25 53, 040 6, 180 5,117 $1,652,430 17 11 10 152 85 39 9 10 300 67 10 98 22 12 1 21 155 3 491 9 6 118 5 17 Salaries. 13, 439 6,310 7,795 5,083 127, 217 41,324 Total. Average number. 25, 863 2,814 3,120 3,210 204,732 28, 252 1,020 24, 077 10, 868 9,406 24, S01 10, 779 19, 946 126, 353 50, 415 34,024 4,947 68, 878 21, 116 6,848 600 9,936 101, 869 1, 560 303, 273 3,322 1,500 46, 994 3,600 14,800 159,870 21,174 3,274 2,233 11, 962 36, 800 13, 308 5, 591 3,060 11,678 3,700 10,444 20, 863 $13, 560, 771 103 5S 101 976 430 385 72 90 62 1,400 526 27 417 188 261 226 246 237 1,474 652 317 104 G31 110 156 11 216 801 33 4,427 56 36 1,026 39 136 2,327 234 89 54 191 561 170 131 100 390 10 148 Wages. 49, 287 52. 099 54,544 758, 678 339,083 216, 086 34, 721 39, 483 44, 409 871, 165 299, 220 16. 100 242, 523 108, 218 139,409 143,126 148,398 141, 834 1, 053, 344 361,702 231, 973 47,716 443, 802 143,266 94, 969 9,376 140, 753 548, 087 23, 420 3, 035, 971 26,458 22, 110 636,515 23, 249 103, 835 1,468,472 165, 990 39, 631 35, 678 99, 696 355, 339 119,21,8 83, 629 33, 854 119,825 58, 580 219, 669 34, 175 81,450 63, 767 Foremen. Average number. Wages. $910, 972 2,695 2,200 3,140 89, 286 32, 346 16, 507 3,170 3,280 7,870 60, 705 16, 400 450 11, 968 5,014 2,692 11, 601 3,720 39, 814 21, 195 9,040 4,910 17,165 18, 806 4, 150 1,095 12, 766 31, 075 2,220 196, 510 1,£ 33, 506 1,560 8,040 82, 790 12,201 3,220 3, 450 5,036 27, ISO s, 130 10,093 2, 8S0 11, 315 3,020 15, 305 7,200 4,860 ,400 'Includes states having less than 3 stations, in order that the operations of individual stations may not be disclosed. Delaware, 2; District of Columbia, 2. These stations are distributed as follows GENERAL TABLES. AND WAGES— PRIVATE STATIONS, BY STATES AND TERRITORIES: 1902. 117 V,', iGE-earners — continued. Inspectors. Engineers. Firemen. Dynamo and switchboard men. Linemen. Mecr anics. Lamp trimmers. All other wage- earners. Average number. Wages. Average number. Wages. Average number. Wages. Average number. 1,872 Wages. Average number. Wages. Average number. Wages. Average number. Wages. Average number. Wages. 546 J397, 9S3 3,743 82,721,127 2,951 19 $1,717,149 31,286,065 3,868 $2,510,269 1,009 $768, 094 2,318 $1,460,046 3,613 $1,788,406 1 2 1,086 19 12, 487 7,329 3 2, 298 29 14, 209 1 936 10 4,463 15 3,784 2 IS 19, 765 12 7,690 - 5,405 11 10, 770 9,240 4 3,120 2,056 4 3,149 6, 365 3 1 220 29 17,902 17 8. 061 10 0, 120 18 3 1,440 4 15 4 29 2-1, 248 94 85, 704 79 60,804 194 155, 130 198 151,278 33 25, 983 74 54, 755 192 111, 490 5 8 5, 880 58 59, SSI 59 44, 989 3S 32,202 78 58, 695 16 17, 196 38 29, 026 109 58, 868 6 4 4,420 47 41, 633 32 21, 273 30 21,941 50 36, 232 9 7,437 47 27, 761 149 38, 882 7 2 1,100 24 14,620 17 6, 839 1 235 13 5, 584 1 468 5 1,650 5 1, 055 8 1 1,000 19 11,310 23 7,117 8 3,966 19 7,872 1 600 5 1,745 9 2,593 9 1 ''00 8,370 t'..i, 141 = 3,099 29, 231 10 45 27, 741 377 24S, 272 235 129, 403 104 238 152, 507 45 179 106, 290 110 51, 875 11 15 10, 072 152 92, 203 90 42, 650 23 14, 281 81 48, 739 8 5,594 82 46,520 54 22,761 12 11 8,010 4 2,100 10 5,240 1 300 13 3 2,027 157 96, 476 112 50, 398 14 7, 776 73 39, 739 7 3,861 27 15, 491 37 14, 787 14 8 5, 200 55 35, 398 36 19, 231 9 5,014 42 24,010 10 5, 278 13 6,606 9 2,467 15 o 1,400 59 37,774 41 18,897 9 5,716 42 20, 074 6 4,500 23 12,437 74 34,075 16 9 7,270 27 22, US 24 13, 896 21 12, 18S 42 28, 235 10 8, 576 31 18, 377 58 29, 774 17 4 3.0S0 20 14, 560 21 11, 225 59 37, 307 65 31, 618 10 6,293 16 8,S87 47 23, 827 18 14 9,680 40 27.SS4 39 23,076 23 12, 155 42 27, 999 10 7,200 37 18, 080 28 12,040 19 71 51,183 199 181,735 159 110, 358 130 99, 861 247 173, 729 40 39, 142 145 93,407 447 264, 115 20 40 17, 234 126 S4, 502 92 45,500 . 81 45,096 113 66, 666 15 10, 077 62 33,229 96 38,203 21 10 8, 320 87 63,441 47 26,626 29 19, 160 72 46, 650 29 17,460 32 20, 486 32 20, 790 22 o 1,145 26 14, 134 29 10, 955 4 2,580 18 8,019 6 2,675 11 3, 298 ?R 39 31, 557 101 68, 501 114 59, 794 30 19, 740 121 84,501 52 38,289 60 38,294 117 55, 961 24 7 6,580 26 27, 307 9 7,789 37 34, 446 21 31, 432 3 2,141 10 9,993 18 4,772 25 4 2, 690 43 27, 457 22 12,434 16 9,790 44 25,069 5 2,640 5 3,010 12 7,729 26 1 1, 200 2 1,560 4 3,955 480 o 1,086 17, 448 <>7 1 600 25 20,427 17 10, 998 55 33, 098 41 27, 686 4 2 777 24 14, 953 34 28 31 19, 913 135 110,148 105 69, 271 56 33,925 185 123, 980 33 23,495 115 77, S2S 108 59, 052 29 11 9,059 6 3,800 8 5,851 457, 512 3 65 57, 454 451 370, 526 557 358, 140 413 302, 717 708 383 317, 936 616 417, 656 1 055 557, 520 31 17 9,021 10 3,729 9 4,430 9 4,023 5 1,516 17 11, 270 8 4,860 5 3,560 n 33 34 27 17,047 221 158,320 162 92, 869 53 33, 471 226 134, 597 34 24, 574 150 S7.465 116 54,666 11 8.0S0 8 4,380 9 5,305 5 2,180 2, 740 35 36 4 3,120 40 34, 335 20 13,665 20 14, 255 13 10,380 5 4,500 20 12, 800 53 39,851 471 322, 964 383 223,575 140 87, 945 522 330, 737 176 120, 627 267 167, 170 224 92, 813 37 5 4,530 24 19,446 18 13, 178 19 14, 929 35 24, 825 5 3,675 33 23, 593 84 49, 553 38 17 9,963 18 5,818 13 8,170 15 6,296 1 400 5 1,820 2,447 17 3,944 400 22 14, 732 9 4,936 5 3,480 9 5,333 1 900 3 1 40 S 6,837 35 19, 579 30 13,014 14 S, 080 26 12,314 11 7,440 17 8,201 47 19, 195 41 8 6, 821 162 108,485 89 47,466 25 15, 582 133 89, 877 4 3,060 29 20, 119 78 36,449 42 6 4, 542 9 8,641 6 3,820 41 25, 903 38 29, 520 4 3,100 12 9,105 45 26, 4S7 43 4 3,580 17 12,351 15 8,463 39 22, 592 2° 14,322 2 1, 325 10 5,472 13 5, 431 44 23 31 11,359 24, 741 14 23 4, 425 14,923 6 19 3,126 14,580 17 32 6, 412 26,338 1 1,398 1.0S0 6 11 2,240 7,606 8 24 2, 014 4S 3 2.7S7 13, 455 46 48' 106 11 11 29, 763 65.4S6 9,440 9, 452 17 72 21 8,289 37, 119 5,040 14, 307 1 36 8 10 360 20, 531 2,700 6,318 20 86 S 10,206 50, 311 6,185 5,157 4 2 1 15 2,148 1,057 960 9,861 5 41 20 2,424 21,886 1,440 9,220 8 49 2,376 7,914 1,150 16,907 ■17 49 9 5.36S 50 4 8,115 6 8,550 5 4, 6S0 8 5,100 13 9. 450 9 7,500 o 900 26 22,072 51 118 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 72.— ANALYSIS OF MISCELLANEOUS EXPENSES— PRIVATE STATIONS, BY STATES AND TERRITORIES: 1902. STATE OR TEEEITOEY. United States. Alabama Arizona Arkansas California Colorado Connecticut Florida Georgia, Idaho Illinois Indiana Indian Territory . . . Iowa Kansas Kentucky Louisiana Maine Maryland Massachusetts .Michigan Minnesota Mississippi Missouri Montana Nebraska Nevada New Hampshire New Jersey New Mexico New York North Carolina North Dakota Ohio Oklahoma Oregon Pennsylvania Rhode Island South Carolina South Dakota Tennessee Texas Utah Vermont Virginia Washington West Virginia Wisconsin Wyoming All other states ] Alaska and Hawaii Number of stations. 16 13 34 105 46 35 21 24 18 264 118 10 131 50 60 15 50 27 97 120 22 13 145 243 6 16 22 35 130 15 41 27 35 124 13 4 Total expenses. 811, 456, 037 41,036 22, 620 32, 506 669, OSS 290, 991 121, 385 12,4X0 17, 429 23, 140 800, 533 192, 412 6,216 143, 879 70, 310 179, 632 84, 063 101, 387 114, 847 1,272,372 214, 725 186, 596 26, 253 263, 927 122, 294 64, 068 3,391 96, 126 431,438 14, 009 2, 643, 571 12, 848 17,217 586, 764 9,255 69,604 1, 297, 557 217,313 24, 750 17, 170 89, 069 254, 992 118, 517 47, 119 18,593 81,480 26, 244 121, 389 18, 325 165, 137 44, 612 Rent of stations, supports, conduits, etc. 81, 001, 504 4,334 120 2S2 12,679 2,090 2,824 50 48 2,115 35, 767 1,541 33 4,982 251 121,205 3,314 500 28,039 5,745 2,520 331 3,904 10, 700 1,041 150 4,605 7, 655 1,080 652, 897 315 60 3,670 72 1,312 16, 008 20 230 1,875 45, 256 5,786 1,818 2,980 1,197 7,895 78 100 3,103 Rent of offices. $270,446 1,108 2,643 1,452 22, 955 12, 823 3,666 460 396 1,798 27,288 13S 6,585 1,951 2,160 1,186 3,432 15, 098 7,969 4,946 1,163 17, 376 5,470 2,015 150 2,905 15, 068 420 25, 539 400 780 12,095 396 1,505 29, 679 2, 536 664 426 1,714 6,953 4,196 2,237 760 2,392 1,242 2,967 260 Taxes. 82, 654, 885 6,970 6,344 6,350 124, 284 70, 765 26, 099 4,206 6,261 5,045 152, 076 55,425 1,115 29, 614 16, 997 17, 040 35, 355 18,402 26, 477 296,444 54, 580 40, 991 5,762 79,161 28, 996 16, 322 1,550 23, 621 121, 131 2,787 719, 669 3,112 4,157 99, 936 2,250 20, 080 294, 181 " 56, 675 8,018 4,073 26, 420 37, 607 18,882 8,392 2,873 14, 566 4,607 34, 515 3,439 11, 263 11, 946 Injuries and damages. 8246, 545 450 529 57 30, 583 952 3,424 250 31, 487 1,S 4,876 1,415 2,700 320 3,007 5,442 4,221 5,864 5,500 2,700 1,471 1,157 475 22, 257 365 59,344 10 12, 734 5,054 800 215 604 2,665 6,841 741 330 771 613 25, 513 8827,926 3,250 1,425 5,034 41, 866 22, 290 13, 655 2,421 1,608 1,793 64, 301 18, 208 1,605 15, 058 6,005 10, 161 7,244 8,774 6,044 91, 121 22, 706 14,255 3,061 17, 174 7,252 7,990 255 14,620 31, 289 999 154, 317 1,949 1,564 24, 409 1,528 9,914 84, 057 28,043 2,510 2,290 8,215 27, 835 701 4,961 1,846 5,411 3,099 14, 603 2,588 7,622 4,568 Ordinary re- pairs of buildings and machinery. 82, 480, 217 12, 680 6,773 7, 027 167, 007 56, 995 36, 909 3,807 4,313 5,541 90, 138 46,954 1,827 36, 508 23,081 10, 908 12, 512 30, 043 30, 260 509, 198 59, 125 62, 278 5,553 43, 852 36, 768 15, 487 706 28, 022 81,040 3,925 269,950 3,673 3,900 175, 565 2,120 10, 643 301, 152 63, 379 5,967 4,624 24,214 93, 924 2,246 7,554 5,409 15, 466 6,889 29, 156 6,560 18, 590 6,136 All other expenses. ., 974, 514 12, 244 4,786 12, 304 269, 684 125, 076 34, 808 1,536 4,803 6,598 399, 476 60, 788 1,498 46, 256 20, 610 15,458 25, 236 36, 661 43, 692 328,251 58,736 56, 106 10, 383 99, 760 31, 637 20,066 580 21, 878 152, 998 4,433 761, 855 3,389 6,756 258, 355 2,889 26, 150 567, 426 65, 860 7,146 5,757 25, 872 84, 133 41, 396 17,448 6,557 9,894 9,210 31, 640 5,400 102, 049 15, 499 1 Includes states having less than Delaware, 2; District of Columbia, 2. I stations, in order that the operations of individual stations may not be disclosed. These stations are distributed as follows: GENERAL TABLES. 119 Table 73.— ELECTRIC LINE CONSTRUCTION— PRIVATE STATIONS, BY STATES AND TERRITORIES: 1902. Num- ber of sta- tions. AGGREGATE, MILES. LIGHTING AND STATIONARY MOTOR SERVICE, MILES i ELECTRIC RAIL- WAY CAR SERVICE STATE OR TERRITORY. Total. Underground. Overhead. Submarine. OWNED BY LIGHTING COM- PANIES, MILES. Mains. Feeders. Mains. Feeders. Mains. Feeders. Mains. Feeders. Mains. Feeders. Mains. Feeders. United States 2,805 93, 352. 95 16, 452. 28 93, 273. 45 16, 332. 03 5,408.55 2, 262. 02 87, 833. 63 14,061.50 31.27 8.51 79.50 120.25 16 13 34 105 46 35 21 24 18 264 118 10 131 50 50 15 50 27 97 120 68 25 80 26 43 5 60 60 11 228 22 13 145 8 33 243 6 16 22 36 130 15 41 27 33 35 124 13 4 367. 50 99.25 367. 03 4,463.34 1,034.06 1,680.53 226. 00 292. 00 144. 25 5, 374. 80 3, 242. 62 117. 22 1,673.21 815. 25 775. 50 265.08 1, 186. 00 6, 827. 00 11,415.55 2, 180. 15 1, 191. 80 326.00 2,801.26 493. 19 1, 335. 75 24.00 1,255.50 5, 325. 90 96.50 11, 139. 17 231. 60 82.00 6, 444. 12 229. 00 824. 07 11, 382. 01 2,593.50 184. 15 192. 00 600. 95 1,186.38 476. 73 1, 141. 96 171.47 262. 91 350. 08 2,046.51 68.00 350.10 47.05 20.26 76.00 335. 57 317. 37 281. 81 15.75 7.00 63.50 876. 68 366. 65 13.00 509. 72 90.83 79.00 156. 73 467. 65 748. 04 962. 38 419. 03 336. 14 31.00 455. 27 143. 50 68.75 2.50 165. 50 678. 98 29.00 1, 932. 80 31.00 27.00 351. 57 22.00 614. 26 2, 949. 28 1,086.00 51.00 13.00 467. 25 123. 00 77.89 223. 18 136. 78 88.42 75.05 330. 06 26.75 61.34 367. 50 99.25 367.03 4, 457. 34 1,034.06 1, 680. 53 226. 00 292. 00 144. 25 5, 374. 80 3, 240. 62 117. 22 1,664.71 815. 25 771. 50 265. 08 1, 186. 00 5, 827. 00 11,415.55 2, 180. 15 1,191.80 326. 00 2,801.26 493. 19 1,335.75 24.00 1, 255. 50 5, 325. 90 96.50 11, 094. 17 231. 60 82.00 5, 444. 12 229. 00 824. 07 11,368.01 2,593.50 184. 15 192. 00 600. 95 1, 186. 38 476. 73 1, 141. 96 171. 47 262. 91 350. 08 2,046.51 68.00 350. 10 47.05 20.25 76.00 ' 335. 57 317. 37 281.81 15. 75 7.00 63.50 876. 68 366. 40 13.00 502. 72 90.83 79.00 126. 73 467. 65 748. 04 954. 38 419. 03 336. 14 31.00 455. 27 143. 50 68.75 2.50 135. 50 678. 98 29.00 1,932.80 31.00 27.00 351.57 22.00 614. 26 2, 924. 28 1, 086. 00 51.00 13.00 447. 25 123.00 77.89 223. 18 136. 78 88.42 75.05 330. 06 26. 76 61.34 2.00 365. 50 99. 25 367. 03 4,264.53 1, 034. 06 1, 668. 43 226. 00 292. 00 144. 25 5. 124. 61 3. 020. 62 117. 22 1,658.91 815. 25 770. 50 215. 58 1, 186. 00 5,827.00 9, 757. 55 2. 161. 63 1, 103. 30 326.00 2,700.54 493. 19 1,335.75 24.00 1, 252. 50 5, 286. 75 96.50 9, 769. 06 231. 60 82.00 5, 024. 87 229. 00 822. 07 10, 699. 51 2, 450. 50 184. 15 192. 00 570. 96 1, 186. 38 476. 73 1, 141. 96 171. 47 246. 76 349.70 2, 043. 67 68.00 158. 80 20.25 76.00 299. 17 317. 37 274. 31 15.75 7.00 63.50 810. 06 281.40 13.00 489. 32 90.83 79.00 89.73 467.65 743.04 936. 83 389. 31 246. 19 31.00 400. 07 143. 50 68.75 2.50 135.50 652. 17 29.00 1, 626. 78 31.00 27.00 332.85 22.00 614. 26 2,424.28 138.00 51.00 13.00 437.25 123.00 77.89 223. 18 136. 78 85.17 75.05 . 328.31 26.75 48.70 192.81 36.40 6.00 12.10 7.50 232. 09 220. 00 66.62 85.00 18.10 2.00 0.25 5.80 13.40 8.50 7.00 1.00 49.50 4.00 37.00 30.00 5.00 17.55 ' 29. 72 89.95 1,657.83 15.61 88.50 0.17 2.91 8.00 100. 72 55.20 ' 3.00 1.75 30 00 37.40 25.26 1.56 1, 325. 11 303. 12 2.90 45.00 Ohio 419. 25 16.92 1.80 2.00 668. 50 142. 00 500. 00 947. 00 14.00 25 00 1.00 1.00 30.00 10.00 1 20 00 Utah 15.26 3.25 0.90 0.38 0.06 2.78 0.50 1.25 190. 30 12.64 1.00 Alaska and Hawaii 4 111.00 7.90 111.00 7.90 111. 00 7.50 0.40 i Includes states having less than 3 stations, in order that the operations of individual stations may not be disclosed. These stations are distributed as follows: Delaware, 2; District of Columbia, 2. 120 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 74.— POWER AND GENERATING EQTJIPMENT- STATE OR TERRITORY. United States. Alabama . . Arizona . . . Arkansas - . California . Colorado... Connecticut . Florida Georgia Idaho Illinois Indiana Indian Territory . Iowa Kansas Kentucky Louisiana Maine Maryland Massachusetts - Michigan Minnesota . Mississippi. Missouri . . . Montana .. Nebraska . . Nevada New Hampshire . New Jersey New Mexico New York North Carolina . North Dakota . . Ohio Oklahoma Oregon Pennsylvania .. Rhode Island... South Carolina . South Dakota . . Tennessee Texas Utah Vermont — Virginia Washington . West Virginia . . . Wisconsin Wyoming All other states 1 . Alaska and Hawaii . Num- ber of sta- tions. 16 13 34 105 40 35 21 24 18 264 118 10 131 50 50 15 50 27 97 120 25 80 26 43 5 50 60 11 228 22 13 145 8 33 243 6 16 22 35 130 15 41 27 35 124 13 4 STEAM ENGINES. Total. Xum- Horse- ber. I power. 4,870 1,232,923 28 20 53 139 97 77 39 27 14 191 12 191 70 327 159 133 24 52 4 42 165 21 447 25 21 310 14 32 610 27 24 23 65 195 9 34 28 32 62 154 25 22 6,660 1,890 7,116 52, 565 24, 998 20, 140 4,221 3,853 1,480 95, 592 39, 501 1,475 30, 714 10, 746 19, 460 12, 187 11, 080 18, 425 108, 854 31, 076 19,074 4,775 36, 432 7,535 8,975 12, 65, 1, 184, 2, 2, 82, 2, 6, 157, 720 15, 650 9, 430 3,230 14, 380 30, 415 2, 050 7,196 3.1S7 4,963 8, 649 23,293 2,654 9,311 2,260 500 horsepower and under. Num- ber. 25 20 52 114 85 70 39 27 14 416 181 12 183 68 74 24 55 72 279 153 91 37 116 21 50 122 21 359 25 21 277 14 30 559 19 21 23 62 50 153 25 16 Horse- power. 715, 418 4,060 1,890 6,566 23, 315 13,298 13,240 4,221 3, 853 1,480 57, 702 31, 701 1,475 23, 114 9,246 10,410 3,737 9,780 12, 775 54, 374 26, 570 12, 924 4,775 18,282 3,185 6,725 250 7,490 24, 415 1,730 01, 306 2,740 2,870 46, 538 2,570 3,547 100, 470 6,800 3,430 3,230 10, 780 25,865 2,050 7,196 3,167 3,513 7,449 22,543 2,654 4,111 Till) Over 500 and under 1,000 horsepower. Num- ber. Horse- power. 184, 670 1,600 550 13,200 7,200 3,300 3,550 1,500 7,700 2,550 1,300 2, 650 21, 780 3,500 650 4,650 750 16,800 26, 550 13, 200 21, 300 4,250 COD 2,550 1,200 750 3,000 1,000 horse- power and over. Num- ber. Horse- power. 16, 050 4,500 27, 400 2,500 4,050 1,350 5,900 3,000 32,700 1,000 5,500 13, 600 4,350 1,500 4,200 24, 185 96, 960 23, 150 2,800 35, 950' 4,500 6,000 2,000 2,200 WATER W'HEELS. Total. Num- ber. 427, 254 2 130 42 31 4 78 14 1 236 Horse- power. 227 78, 483 12,750 6, 565 5,989 3,924 9, 505 600 2,399 974 12, 671 275 8,808 12, 915 5,125 1,000 24,000 1,820 1,470 15, 406 1,005 50 128,271 1,780 100 1,326 11, 118 6,703 1,925 10,415 845 439 1,104 18, 285 13, 075 1,041 17, 238 100 7,423 75 1,025 500 horsepower and under Num- ber. 1,112 164, 981 S 76 14 1 189 7 1 10 Horse- power. 227 12, 771 5,425 3,924 9, 505 6,471 275 5,973 12, 915 2,625 1,000 5,000 1,820 870 13, 406 1,005 50 29, 685 1,030 100 1,326 4,518 5,403 1,925 250 845 439 1,104 3,085 7,025 1,041 7,238 1,025 Over 500 and under 1,000 horsepower. Num- ber. Horse- power. 56, 520 15, 674 4,325 2,835 2,500 750 1,300 2,800 6,050 1,000 horse- power and Num- ber. 112 205, 753 Horse- power. 50, 138 3,000 2,300 5, 150 10, 165 12,400 10, 000 i Includes states having less than 3 stations, in order that the operations of individual stations may not be disclosed. These stations are distributed as follows: Delaware, 2; District of Columbia, 2. GENERAL TABLES. PRIVATE STATIONS, BY STATES AND TERRITORIES: 1902. 121 GAS ENGINES. AUXILIARY STEAM ENUINKS. DYNAMOS. BOOSTERS. ROTARY CONVERTERS. STORAGE BAT- TERY' CELLS IN* MAIN PLANTS. T otal. Horse- power. Direct current, constant voltage. Direct current, constant amperage. Alternating and polyphase current. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. 147 11,224 329 18, 619 10, 662 1,472,996 ! 3,405 418, 913 2,957 157, 76S 4,300 896, 315 184 17, 735 131 63, 683 5,981 16, 335 1 1 7 25 650 52 40 74 377 219 172 42 60 44 892 405 16 • 320 136 150 72 173 162 762 402 180 52 243 89 94 14 149 387 32 1,408 53 26 624 22 84 1,215 121 37 47 95 307 56 98 54 103 73 334 37 59 5, 123 2, 428 7,112 no, 3sr 29, 140 20, 279 4,231 8,114 3,628 110, 334 38, 225 1,460 28, 150 10, 207 18, 430 9,077 20, 22S 16, 860 114, 928 42, 133 19, 877 4,365 37, 150 28, 114 9,847 1,024 23, 729 60,361 1,321 245, 823 3,332 2,096 76, 276 2, 367 14, 609 155, 377 16, 147 16,820 3, 213 16,244 32, 157 18, 617 12, 918 3.7S9 17,705 8, 413 27, 779 2, 455 10,603 1 18 12 19 124 93 71 8 21 21 283 107 2 129 67 48 28 75 45 257 147 79 8 65 18 37 6 19 87 22 323 25 20 213 5 13 379 28 3 21 29 113 17 19 20 48 24 149 20 30 1,472 723 1,345 16, 433 6,147 6,649 672 829 818 38, 202 10, 099 80 11, 443 3,487 5,520 4,153 6,022 3,580 41, 076 13, 353 6,248 430 12, 318 2,595 2,057 92 3,023 18,900 697 60,404 771 1,631 37, 375 455 1,195 45, 353 6,845 385 1,032 4,939 8,475 2,160 2,015 819 5,635 1,845 11, 331 880 7,005 13 12 6 77 51 42 2 12 5 273 146 1 61 22 44 27 23 72 272 93 44 8 74 15 12 3 39 158 3 395 12 1 233 6 23 431 55 5 6 15 25 10 23 2 21 9 55 3 17 592 495 275 5,150 3,382 1,435 53 588 250 14, 033 8,264 60 2,614 1,114 2, 702 1,773 741 4,196 14, 709 4,523 1,950 293 4,273 925 600 130 1, 822 8,976 183 18,992 435 20 12,587 397 1,153 26,231 2,544 212 176 836 1,153 800 864 90 893 618 2,608 60 1,098 21 16 49 176 75 59 32 27 IS 336 152 13 130 57 58 17 75 45 233 162 57 36 104 56 45 5 91 142 7 690 16 5 178 11 48 405 38 29 20 51 169 28 56 32 34 40 130 14 12 3,059 1,210 5,492 88,798 19,611 12, 195 3,506 6,697 2,560 58, 099 19, 862 1,320 14, 093 5,606 10, 208 3,151 13, 465 9,084 59, 143 24, 257 11, 679 3,642 20, 559 24,594 7,190 802 18, 8S4 32,485 441 166,427 2,126 545 26, 314 1,515 12,261 83, 793 6, 75S 16, 223 2,005 10, 469 22, 529 15, 657 10,039 2.SS0 11,177 6,050 13, 840 1,515 2,500 5 83 6 618 44 15 9 1 1,012 400 378 8 8 10 6 763 134 93 1 125 456 4,000 5 9 406 6 1,133 348 12 50 4 7 9 10 1 6 11 50 242 742 8 11 348 130 10 o 425 106 3 495 269 84 11 5 400 6 1 115 25 2 1 50 25 14 3 45 1 6 200 563 1 1 202 90 3 8 1 10 80 85 40 560 124 757 517 180 ~ 3 12 17 211 984 102 41 8 5 2,907 1,866 580 3 584 20 10 5 3, 129 1,066 419 210 21 22 23 24 25 26 27 28 29 2 1 3 11 o 82 16' 5 989 100 4 3 174 800 296 666 1 6 50 431 7 6 424 436 2 1 800 400 128 35 26 840 13 2,005 34 1 2,331 4 35 4,638 65 44, 300 809 1,223 31 ! 1 4 20 350 13 755 46 7S1 5 2,230 310 2,372 34 l ■■» 16 1 1 6 12 20 1,369 25 : 100 150 413 1,015 5 15 2,600 4,402 "fi 16 1, 587 6 5 320 495 799 568 2,157 715 37 1 30 4 145 ■111 3 8 285 2,159 2 1,100 264 197 2 108 V 2 1,100 43 44 45 46 47 48 49 50 51 1 125 4 9 23 93 1 1 5 i 10 620 860 500 9 890 j 2 160 4 228 3 690 144 613 3 298 15 2.93S 6 530 9 2, 40S 1 300 122 CENTRAL ELECTRIC LIGHT AND POWER STATIONS.. Table 75.— SUBSTATION EQUIPMENT, TRANSFORMERS, METERS, OUTPUT Number of stations. SUBSTATION PLANTS. 9TATE OE TEEEITOEY. Total horse- power. Storage battery cells. Transformers. Rotary converters. Miscellaneous. Number. Horse- power. Number. Horse- power. Number. Horse- power. Number. Horse- power. 1 United States 2,805 574, 167 8,388 25, 284 1,765 418, 068 168 109, 646 135 21,269 16 13 34 105 40 35 21 24 18 264 118 10 131 50 50 15 60 97 120 68 25 '80 26 43 5 50 60 11 oog 13 145 s 33 243 6 16 22 35 130 15 41 27 33 35 124 13 4 3 4 5 6 California Colorado 152, 114 10, 696 2,796 950 2,333 504 57 6 139, 527 10, 496 1,133 12 1 3 4,858 200 1,133 19 5,396 7 140 530 s 9 10 1,340 27,786 2,450 1,735 500 10 91 2 1,340 15, 951 50 11 912 156 340 5,590 1,200 1,735 19 1 5,470 1,200 10 775 1" 1°. 14 7 480 1 20 15 lfi 17 IS 19 213 12,416 15, 121 8,746 132 866 160 166 213 5,200 600 620 1 oo 3 54 20 149 14, 521 4,920 25 7,067 ■>i 00 11 3,066 1 140 01 ■>4 5,877 1,600 310 1,067 8,723 8,113 476 1,955 17 6 4 4 36 67 2,435 1,600 310 1,067 8,723 6,679 6 1,200 4 287 'i OR 04 322 254 6 2,135 6 45 30 31 221,552 1,780 2,616 2,240 424 16 133, 249 1,780 74 80,884 1 59 5 1 79 34 2, 372 166 1,333 8 490 4 549 8,674 6,532 2,630 10, 442 97 158 18 31 6,542 19, 601 2,080 10,435 4 23 2,132 4,286 160 296 66 335 550 7 7 2,310 4 n 1,8, 664 3,246 5 15, 666 56 27 1 29 17, 564 3,113 5 14, 333 2 1,100 11 264 133 1 2 1,333 391 50 6 10 335 3 50 41 50 610 150 450 2 160 51 4 - 1 1 Includes states having less than 3 stations, in order that the operations of individual stations may not be disclosed. These stations are distributed as follows' Delaware, 2; District of Columbia, 2. GENERAL TABLES. 123 OF STATIONS— PRIVATE STATIONS, BY STATES AND TERRITORIES: 1902. TRANSFORMERS ON CIRCUITS FOR CONSUMERS. Number. 1,283 8,638 6,876 1, 92S 704 740 370 12, 473 6,363 340 4,073 1,496 4, 472 1,157 2,917 2,641 11, 087 4,570 2,838 1,419 8,040 907 1,118 2,860 9,331 128 17, 009 218 7,866 269 921 27, 824 2,477 697 582 1,898 7,967 947 2,247 798 756 1,805 3,915 139 649 Horsepower. / 516 820, 968 2,533 1,543 5,944 62, 797 12,999 10, 710 2,407 2,415 2,389 54,170 19,854 1,735 15, 432 5,772 13,188 4,558 10, 244 11, 615 50,638 26, 366 10,088 5,260 24, 278 6,127 6,428 450 15, 176 37, 921 542 186, 031 1,799 METERS ON CONSUMERS' CIRCUITS. 33, 615 2,033 5. 663 74,527 6; 023 5,453 2,201 9,328 19, 957 6,2Q0 11,623 2,647 5,234 6,724 14, 055 1,384 2,193 2, 362 1,430 1,360 2, 777 33, 308 14, 252 9,016 749 515 529 56, 312 13,053 215 13, 957 4,821 4,793 5,168 5,157 4,567 52, 992 21,560 10, 922 1,385 14, 587 4,773 4,596 68 5,451 20, 830 322 71, 932 721 960 25, 507 879 2,861 65, 568 6,041 619 1,374 5,925 13,128 5,987 4,285 628 2,842 1,787 10, 634 997 3,871 912 Mechanical. 1,430 1,360 2,777 9,016 749 515 529 53,584 13, 053 215 13, 957 4,820 4,793 5,lte 5,157 4,567 52, 137 21, 160 10, 922 1,385 14, 587 4,773 4,596 5,451 20, 830 322 70, 491 721 960 25,083 879 2,861 54,198 6,041 619 1,284 5,925 13,128 5,987 4,285 628 2, 842 1,787 10,384 997 3,871 Chemical. 912 2,728 855 400 1,441 OUTPUT OF STATIONS. Kilowatt hours. Total for year. Average per day. 2,311,146,676 90 10, 563, 705 3, 662, 045 8, 846, 537 150, 338, 307 60, 090, 854 25,894,277 5, 139, 190 6, 423, 103 4, 782, 359 133, 882, 667 56, 960, 283 1,196,411 30, 211, 126 11, 370, 617 24, 491, 499 14, 879, 851 21,417,570 21, 214, 530 121, 618, 318 57, 674, 733 29, 144, 817 6, 513, 523 49, 756, 499 35, 717, 446 10, 806, 500 1, 508, 910 27, 053, 673 77, 862, 361 2, 637, 810 695, 017, 187 5, 495, 386 4,540,130 101,536,499 2,413,272 16, 980, 730 230,070,709 23,321,460 16, 573, 550 3,807,008 21, 306, 107 46, 210, 310 32, 364, 317 18,605,800 4, 719, 726 18, 783, 847 9,718,772 27, 505, 713 3,883,285 16, 633, 347 3, 430, 600 29, 205 10, 033 24,378 412, 233 165, 514 71, 086 14, 571 17,751 18, 191 371,456 157, 393 3,389 83, 143 27, 174 67, 351 41, 106 59,083 58,731 335, 321 161,894 79,908 17, 997 137, 004 . 98,266 *^ 29, 751 4,134 74, 103 215, 315 7,390 1,909,259 15, 280 12, 442 284, 504 6,610 46, 722 666, 215 63, 894 45, 669 10, 529 58,904 127, 709 95, 425 51, 005 13, 848 51, 743 27, 544 76, 740 10,529 45, 570 Horsepower hours of current. Total for year. 3, 083, 212, 074 Average per day. 14, 069, 913 4, 882, 726 11,851,338 200,571,886 80, 284, 992 34, 531, 793 6, 852, 241 8,564,247 6,360,270 178,542,947 76,012,460 1,595,226 40,378,011 15, 159, 913 32,630,318 19,894,794 28, 345, 863 28,285,042 162, 193, 636 76, 925, 327 39, 242, 588 8,690,398 66, 363, 558 47, 620, 335 14, 437, 902 2,011,881 36, 073, 1& 103, 857, 370 3, 496, 837 927, 868, 745 7, 338, 964 5, 512, 711 135, 422, 716 3, 217, 695 22, 617, 488 306,717,868 31,094,358 22,105,591 5, 070, 998 28, 456, 491 61, 623, 175 43,295,166 24,902,470 6,290,638 24,938,467 12, 978, 758 36, 677, 658 5, 177, 365 22, 177, 796 9,195 4,567,588 8,566,231 38, 941 13, 378 32, 592 550, 013 221, 098 94, 827 '. 19,428 23,582 24, 262 496, 646 209, 871 4,519 110, 899 36,230 89, 803 16 54,959 78. 375 78,410 447, 206 221, 096 •106; 790 23,852 182, 751 131, 016 39, 747 5,545 98,849 297, 157 9,852 2,547,003 20. 376 15, 141 380,194 8,814 62,253 890,225 85,192 60, 896 14,039 78, 655 170, 274 127,414 67,905 18,466 68,968 36,780 97, 146 14,036 60, 760 12, 259 124 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 76. -ANALYSIS OF SERVICE-PRIVATE STATE OR TERRITORY. United Statu Alabama . . Arizona ... Arkansas . . California . Colorado .. 7 ; Connecticut . 8 ! Florida 9 i Georgia 10 Idaho 11 Illinois Indian Territory . Iowa Kansas Kentucky Louisiana Maine Maryland Massachusetts . Michigan Minnesota . Mississippi. Missouri . . . Montana . . Nebraska.. 12 Indiana . 13 14 15 lti 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 Nevada New Hampshire. New Jersey New Mexico New York North Carolina . North Dakota . . Ohio Oklahoma Oregon Pennsylvania . . i Khode Island... South Carolina . South Dakota . . Tennessee Texas Utah Vermont Virginia Washington . 47 West Virginia . Wisconsin Wyoming All other states 1 Alaska and Hawaii. . Num- ber of 'sta- tions. •1 16 13 34 105 46 35 21 24 18 264 118 10 131 50 50 15 50 27 97 120 68 25 80 26 43 5 50 60 11 228 22 13 145 243 6 16 22 35 130 15 41 27 33 35 124 13 4 ARC LIGHTING — NUMBER OF LAMPS IN SERVICE. Aggre- gate. 334, 903 1,779 295 1,321 15, 357 4,758 6,150 504 659 543 28, 314 11, 121 197 5,080 2,722 3,856 4,055 2, 062 5,264 27, 059 10, 474 6,766 585 11,447 1,605 2,239 78 2,879 15, 515 272 57, 305 508 306 26, 137 677 1,983 44, 183 5,106 1,006 626 2,691 4,519 1,468 1,449 752 2,010 1,216 6,702 259 3,044 Total. Commercial or other private. Open. In- closed. 41,622 126,558 108,082 152 81 57 72 1,554 1,200 42S 22 8 78 3,667 554 30 348 430 657 287 95 1,661 1,093 1,023 295 8 3,666 253 185 15 298 988 13 11, 375 1,857 55 387 6,503 37 6 72 50 428 10 141 34 457 672 30 359 677 105 944 7,996 1,434 2,182 154 92 274 15, 011 3,423 100 1,780 1,229 1,721 . 629 1,607 11, 308 5,716 3,927 88 6,096 821 1,115 16 816 4,717 168 15, 322 36 154 10,635 276 580 11,829 1,973 535 363 874 310 285 965 427 2,475 113 1,428 126 Public. Open. In- closed 58, 641 289 62 67 2,593 1,647 1,952 143 428 116 6,243 5,717 11 1,833 820 2,310 1,861 353 1,435 6,709 1,854 1,252 315 987 312 251 35 1,249 7,527 41 19,888 249 40 10, 059 275 927 18,032 2,882 114 131 829 790 515 693 224 487 356 1,992 46 1,141 15 732 71 238 3,214 477 185 131 75 1,427 56 1,119 243 390 501 7,949 1,881 1,292 174 12 616 2,283 50 10, 720 179 112 3,586 71 7,819 214 351 60 847 933 69 305 209 101 36,856 70 116 i Direct current. Commercial or other private. Open. In- closed. 67 56 45 1,183 1,200 426 22 8 78 3,563 546 30 325 416 304 287 95 1,661 1,027 764 3,344 250 136 926 9 |,051 1,553 55 385 6,334 37 5 72 50 310 3 141 33 425 671 30 265 96, 659 370 27 464 3.379 320 1,751 13 30 33 9, 375 1,045 637 174 1,333 232 180 7,360 3,037 2,977 2,508 298 132 50 952 50 4,177 22 145 7,818 237 117 8,396 1,323 291 10 395 4 7 721 121 1,703 60 817 Public. Open. In- closed. 22, 861 253 62 32 1,735 1,647 1,952 37 402 116 6,046 5,717 11 1,765 640 2,159 1,861 353 1,435 6,257 1,735 1,198 305 984 2S8 251 12 1,240 6,483 18 13, 324 249 ' 40 9,331 259 911 17,647 2,882 86 131 813 764 515 652 224 379 320 1,951 46 1,141 25 IX 73 368 25 22 11 2,246 793 5 341 111 108 56 477 555 4,811 586 23 3,807 104 106 2,284 20 7 52 56 30 151 755 21 112 Alternating current. Commercial or other private. °P en ' closed. 3,631 60,454 457 14 22 660 282 2 60 49 7 157 850 4 2,280 118 7 1X7 78 480 4,617 1,114 431 141 62 241 1,530 91 734 587 ,325 397 1,427 3,948 2,577 3,578 521 983 16 766 3,765 118 11, 145 11 9 2,814 3,134 650 535 72 954 1,973 874 294 278 244 291 737 53 111 Public. Open. In- closed. 2,681 35, 635 68 180 452 114 23 692 110 16 235 28 16 26, 108 696 71 202 3,196 404 1,116 160 109 64 1,147 51 778 132 282 130 508 6 3,136 1,295 835 152 38 217 628 12 359 1,433 27 6,913 75 6 1,302 51 82 5,504 214 262 43 815 900 69 253 153 71 243 808 49 4 All other. Commercial or other private. Open. In- closed 1,135 341 2 2110 62 304 2 1,111 120 Public. Open. In- closed. 102 299 600 145 i Includes states having less than 3 stations, in order that the operations of individual stations may not be disclosed. These stations are distributed as follows: Delaware, 2; District of Columbia, 2. GENERAL TABLES. STATIONS, BY STATES AND TERRITORIES: 1902. 125 126 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 77.— CONDENSED STATEMENT: INCOME AND EXPENSES— MUNICIPAL STATIONS, BY STATES AND TERRITORIES: 1902. STATE OR TERRITORY. United States Alabama Arkansas California Colorado Connecticut Delaware Florida Georgia Idaho Illinois Indiana Iowa Kansas Kentucky Louisiana Maine Maryland Massachusetts Michigan Minnesota Mississippi Missouri Montana Nebraska New Hampshire... New Jersey New York North Carolina North Dakota Ohio Oklahoma Oregon Pennsylvania Rhode Island South Carolina South Dakota Tennessee Texas Utah Vermont Virginia Washington West Virginia Wisconsin Num- ber of sta- tions. S15 Gross income. ., 965, 105 44,974 43, 039 128, 973 5, 526 45, 936 27,032 133, 133 131, 770 5,652 1,179,003 501,047 248, 074 62, 695 62,386 77, 391 14, 100 34,145 270, 301 758, 098 410, 705 121, 146 270, 545 16, 208 60,918 3, 250 42, 653 223, 037 95, 726 54, 484 701, 699 15, 927 21,320 429,364 8,777 48, 791 28, 754 84, 293 116, 990 2,870 52, 113 55, 826 148, 208 56, 739 121,487 i$6,836,856 INCOME FROM SALE OF CURRENT. Total. 44,974 41, 931 122,051 5,526 45, 936 26, 599 133, 133 128, 504 5, 652 1,177,679 486, 351 233,541 61, 385 62, 224 75,516 14,100 33, 945 264, 922 718, 694 410, 354 115, 319 261,528 16, 208 60, 918 3,250 42, 653 222, 750 95, 726 54,484 694, 728 13,761 21, 320 426, 353 8,769 47, 007 28,754 83,493 116, 990 2,870 46, 550 65, 826 147, 380 56, 739 120, 463 Arc light- ing. S3, 389, 245 13, 528 18, 977 33, 983 720 15,911 3,341 34, 062 54, 052 840 916, 930 254, 019 47, 172 44,630 40, 049 18, 942 9,600 27,309 96, 486 386,396 106, 406 32, 436 114, 860 4,000 20, 620 11, 200 119, 106 44, 421 17,225 339,026 3,408 3,776 264, 965 5 f 134 22, 763 11, 957 34,108 49,875 20 2,825 35,096 43, 609 51, 270 34,192 Incandes- cent lighting. All other electric service. 83, 359, 618 31, 266 22, 654 74,856 4,: 06 27, 481 23, 258 93, 695 74,452 4,812 260, 481 229, 416 184, 383 15, 866 20, 675 54, 561 4,500 6,566 164, 660 324, 638 301,278 81,224 143, 180 12, 148 39, 857 3,250 31,368 93, 753 51, 125 37,259 347,672 10,353 17,544 158, 841 3, 635 24, 244 16, 797 48, 985 61, 685 2,850 38, 405 20,249 99, 150 5,469 86, 271 887,993 ISO SOU 13, 212 2,916 1,986 889 1,500 2,013 70 3,776 7,660 2,670 1,659 3,488 60 441 85 •, 891 180 , 030 i Income ! from all other i sources. 8128, 249 400 5,430 5,320 481 4,621 1,108 6,922 14, 696 14, 533 1,310 162 1,875 200 5,379 39,404 351 5,827 9,017 287 2,166 3,011 8 1,784 5,563 1,024 Total. 55, 245, 987 34, 244 38, 753 90, 444 4,808 33, 698 25, 262 79, 206 99. 368 4,380 720, 826 358, 795 188, 789 49, 629 46, 874 64, 033 7,315 30, 821 262, 984 682, 573 335, 683 94, 884 212, 677 11,788 47, 923 3,033 25, 782 186, 992 73, 266 44,384 569, 843 10, 373 17, 153 305, 629 8,027 46, 071 22, 600 67, 813 84, 108 2,002 35, 637 42, 878 145, 468 36,513 92, 668 Salaries and wages. $1,879,722 9,960 13,405 32, 294 1,620 10, 705 8,019 27, 235 31, 490 2,970 288, 037 127,491 62, 823 19, 328 21,269 24,906 4,764 11,442 87, 271 218, 668 106, 905 29, 427 73, 987 3, 204 17, 072 600 9,221 66, 891 22, 674 14, 790 207, 536 4,320 5,540 115,363 2,330 14, 557 7,520 23, 839 30, 375 1,560 14, 520 16, 190 39, 987 17,882 29, 745 Cost of supplies, materials, and fuel. Rents, taxes, in- surance, and miscel- laneous. 82, 422, 291 17, 022 19, 802 42, 807 2,244 16, 985 11,380 40,615 52, 228 1,060 345, 641 179,964 95, 430 20, 384 22, 112 29, 989 1,341 13,581 105, 681 239, 299 175, 906 49,025 100, 655 6,174 23, 996 2,213 10, 603 84,686 37, 777 23, 668 252, 133 4,431 8,164 125,013 3,341 23,291 12,891 31,884 42, 025 153 4,129 17, 471 70,333 13,655 41,109 8439, 169 2, 000 3,026 7,491 644 2,383 1,948 4,636 4,500 68, 256 28, 125 16, 610 7,110 3,503 4,545 1,210 2,118 37,296 45, 357 22, 391 4,152 14,468 1,390 2,231 2,208 18,430 3,190 2,456 35, 003 1,122 1,449 32, 981 1,459 2,595 929 3,309 7,808 184 6,729 4,322 16, 098 2,616 10,891 Interest on bonds. 8504, 805 5,262 2,520 7,852 300 3,625 3,915 6,720 11, 150 350. 18, 892 23, 215 13, 926 2,807 4,593 3,680 32, 736 79,219 30,481 12, 280 23, 567 1,020 4,624 220 3,750 16,985 9,615 3,470 75, 171 500 2,000 32, 272 897 5,628 1,260 8,781 3,900 105 10,259 4,895 19, 050 2,360 10, 923 > Includes estimated income from public lighting. GENERAL TABLES. Table 78.— ANALYSIS OF INCOME— MUNICIPAL STATIONS, BY STATES AND TERRITORIES: 1902. 127 6TATE OK TERRITORY United State Alabama Arkansas , California Colorado Connecticut Delaware Florida Georgia Idaho Illinois Indiana Iowa Kansas Kentucky Louisiana Maine Maryland Massachusetts . . . Michigan Minnesota Mississippi Missouri Montana Nebraska New Hampshire . New Jersey New York North Carolina. . . North Dakota Ohio Oklahoma Oregon Pennsylvania Rhode Island South Carolina South Dakota Tennessee Texas Utah Vermont Virginia Washington West Virginia Wisconsin Num- ber of sta- tions. Gross income. $6,965,105 44, 974 48, 089 12S, 978 5, 526 45,936 27, 032 183, 133 181,770 5, 652 1,179,01)3 601, 047 24$, 074 62,695 62,386 77, 391 14, 100 34,145 270, 301 758,098 410, 705 121, 146 270, 545 16,20* 60, 918 3,250 42, 653 223, 037 95, 726 54, 484 701, 699 15, 927 21,320 429, 364 48, 2S, 754 84,293 116,990 2,870 52, 113 55, 826 148, 208 56, 7S9 121, 4S7 113,389,246 INCOME FROM- Arc lighting. Total. 13,528 18, 977 33, 983 720 15,911 3,341 34, 062 54,052 840 916, 930 254, 019 47, 172 44, 630 40,049 IS, 942 9,600 27, 309 96, 486 SS6, 396 106, 406 32, 486 114, 860 4,000 20, 620 11,200 119, 106 44, 421 17, 225 839,026 3,408 3, 776 264,965 5, 134 91 I 22,763 11, 957 34, 108 49, 875 20 2.S25 35, 096 43, 609 51, 270 34, 192 Commer- cial or other private. $240, 166 1,418 360 714 60 1,860 567 10, 740 5, 244 36, 761 14, 259 4,797 3,000 900 11, 179 29, 343 22, 228 3, 579 8, 025 2,500 4,490 425 4,840 6,424 1,435 29, 731 624 336 5,930 120 625 2,010 1,630 20 159 7S4 15,925 Public. '$3,149,079 12, 110 18, 617 33, 269 660 14, 051 2,774 23, 322 63, 144 S40 911, 686 217, 258 32,913 39,833 37,049 16, 170 9,600 26, 409 85, 307 357, 053 84, 17S 28,857 106, 835 1,500 16, 130 10, 776 114,266 37, 997 15, 790 309,295 2,7S4 3,440 259,035 5, 134 22, 643 l$3,359,618 Incandescent lighting. Total. 11,332 32 09S 48 245 2,666 34 312 27 684 51 270 30 74* 31, 266 22, 654 74, S56 4,806 27.4S1 23, 258 93, 695 74,452 4,812 260, 481 229, 416 184,383 15,866 20, 675 54, 561 4,500 6,566 164, 660 324, 6SS 301, 278 81,224 143, ISO 12, 148 39, 857 3,250 31,368 93,753 51, 125 37,259 347. 672 10,353 : 17.544 158,841 3,635 j 24.244 16,797 48,985 61. 685 2, 850 38,405 20,249 i 99,150 | 5,469 86, 271 Commer- cial or other private. $2,868,296 30, 640 21, 261 55, 135 4,296 26, 198 16. 888 87, T^o 68,614 Public. '$491,322 62S 1,393 19, 721 510 1,283 6, 370 6,130 5,838 4,800 12 188,388 | 72,093 219, 506 156, 145 13, 693 20, 615 45,809 9,910 28, 238 2, 173 60 S, 752 Motor service $70, 540 180 300 10, 720 2, 500 2,655 1,986 889 1,500 2,013 5, 146 135,557 277,911 4,500 j 1,420 I 70 29,103 ]| 3,776 46,727 'i 7,660 280,200 21,078 76,8i8 112, 570 ] 12,148 34, 846 1,750 IS, 76S 80,524 43, 353 j 33,644 j 331, 794 4, 346 30, 610 5,011 1,500 12,600 13,229 3,615 :, 570 :, SOS 60 441 Electric railway service. 20 1,391 ISO 9,998 | 360 14.498 3,046 80. 273 7S, 568 3,635 | 22, 705 1, 539 15, 121 40,300 49, 364 2,270 30,858 18, 212 92, 513 5,004 79, 40S $3,172 Elec- tric heat- ing. S5s 2, 492 1.676 8. 685 12.321 ; 5,430 , 580 ' I 8,047 : 4,373 2,037 6.637 465 6. S6S 461 4, 621 Charg- ing au- tomo- biles. Allother electric service. $97 20 414,126 All other sources. 5128,249 680 100 S,500 2,605 400 SS9 1,108 6,922 3,266 1,324 14, 696 14,533 1,310 162 1.875 200 5,379 39,404 351 5,827 9,017 2S7 6,971 2,166 3,011 8 1,784 800 5,563 1,024 i Includes estimated value from public lighting. 3 Value estimated according to prevailing rates. 128 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 79.— CHARACTER OF SERVICE, BONDS, COST OF CONSTRUCTION AND EQUIPMENT— MUNICIPAL STATIONS, BY STATES AND TERRITORIES: 1902. Num- ber of sta- tions. NUMBER OF STATIONS BY CHARACTER OP SERVICE. BONDS. COST OF CONSTRUCTION AND EQUIPMENT— STATE OR TERRITORY. Arc lighting. Incandescent lighting. Motor power. All other. Authorized. Outstanding. Interest. To date. Commer- cial or other private. Public. Commer- cial or other private. Public. Station- ary. Electric railway. year. L'ni;ed States — 815 353 712 732 602 118 2 9 912, 625, 482 811, 609, 488 $504, 805 $22,020,473 81,741,834 9 8 10 3 6 5 19 1 82 62 38 11 8 10 5 17 81 70 18 43 1 11 1 4 28 16 8 88 o 6 36 1 8 6 19 7 1 11 10 7 6 28 5 3 o 1 2 2 1 5 9 8 9 1 3 3 5 19 1 66 60 26 10 8 1 4 14 76 65 18 38 1 9 9 8 2 3 6 5 18 1 65 65 36 8 6 10 3 3 7 2 3 5 5 18 1 52 39 33 9 2 9 1 2 13 64 55 12 32 1 1 3 109, 000 51, 700 191,000 5,000 97, 500 97, 000 134, 500 241, 000 7,000 504, 365 766, 500 333, 860 64, 500 97, 000 47, 500 161,150 6,000 97, 500 97, 000 134, 500 227, 000 7,000 437, 365 743, 656 318, 960 64, 500 5,262 2,520 7,852 300 3,625 / 3, 915 6,720 11, 150 350 18, 892 23, 215 13, 926 2,807 110, 290 110, 120 415, 47S 14, 940 135, 332 83, 562 277, 421 351,202 6,930 3, 727, 566 1,507,989 691,108 196, 716 241, 686 207, 600 41, 700 120, 339 1,227,261 2, 989, 688 1, 155, 802 303, 959 845, 599 32, 000 153, 984 9,800 193. 465 812, 949 228, 877 103,455 1, 989, 055 30, 338 49,038 1, 146, 264 22, 919 130, 153 . 85, 983 362, 372 216, 021 9,499 352, 449 215, 918 533, 8X0 154. 466 425, 300 4,556 1,732 California 1 30, 571 1,515 Connecticut 1 1,082 2,300 1 37, 797 65,186 330 16 32 22 8 1 3 5 15 4 2 2 6 201, 148 3 142, 072 Iowa 45, 682 Kansas 5,187 27, 760 90, 900 90, 900 4,593 14.165 5,450 1 11 47 38 9 20 1 6 3 16 74 70 18 40 1 11 1 4 24 16 82 2 6 27 1 8 4 17 4 1 11 8 1 5 11 6 7 14 1 2 96,500 838, 500 2, 064, 600 645, 050 231, 000 598, 500 17, 000 83, 400 5,500 90, 000 520, 340 306, 500 64, 000 1, 738, 400 15, 000 32, 567 817, 500 20, 000 99, 300 35, 000 318, 500 97, 000 5,000 303,000 106, 000 389, 000 112,000 282, 500 96,600 809, 000 1,833,850 630, 050 231, 000 512, 950 17,000 81, 400 5,500 90, 000 519, 340 189, 000 64, 000 1, 573, 900 10, 000 32, 567 801, 600 20, 000 99, 300 35, 000 303, 500 85, 000 1,000 257,000 100,000 359, 500 48, 000 274, 500 3,680 32, 736 79, 249 30,481 12, 280 23, 567 1,020 4,624 220 3,750 16, 985 9,616 3,470 75, 171 500 2,000 32, 272 897 5,628 1;260 8,781 3,900 105 10, 259 4, 895 19,050 2,360 10, 923 390 119, 127 243, 484 1 156, 280 28, 015 Missouri 1 76, 564 2,050 11 1 4 22 12 5 64 2 6 25 12, 799 New Hampshire 251 2 6 8 4 43 o 1 14 2 23 15 8 84 o 2 33 1 8 6 17 7 1 6 1 5,882 82, 852 20, 442 15, 015 13 180, 434 1 6,011 2,432 4 42, 492 2 2 8 o 1 3 3 7 4 12 6 1 11 9 9,188 12, 340 9,707 1 Utah 860 3 ,s : 23 3 1 1 3 17,008 17,773 30, 329 2, 510 35, 951 Virginia 7 7 4 3 26 20 West "Virginia 13 30947—05- 130 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 80.— ANALYSIS OF SUPPLIES, MATERIALS. AND FUEL- STATE OR TERRITORY. United States. . Alabama Arkansas California ... Colorado Connecticut . 7 Delaware. Florida... Georgia. . . Idaho Illinois . . . Indiana . . . Iowa Kansas Kentucky . Louisiana . Maine Maryland Massachusetts. Michigan Minnesota 22 Mississippi. Missouri Montana Nebraska New Hampshire. New Jersey New York North Carolina . North Dakota . . Ohio Oklahoma Oregon Pennsylvania .. Rhode Island... South Carolina . South Dakota. Tennessee Texas Utah Vermont Virginia Washington . . . West Virginia . Wisconsin Num- ber of sta- tions. Aggregate cost. 17, 022 19, 802 42, 807 2, 244 16, 985 11, 380 40, 615 52, 228 1, 060 345, 641 179, 964 95, 430 20, 384 22,112 29, 989 1,341 13,581 105, 681 239, 299 175, 906 49, 025 100, 655 6,174 23, 996 2,213 10, 603 84,686 37, 777 23, 668 252, 133 4,431 8,164 125, 013 3,341 23,291 12, 891 31,884 42, 025 153 4,129 17, 471 70,333 13, 655 41, 109 Num- ber. Ill 43 50 221 1 25 2 103 54 163 9 182 5 133 53 30 409 Cost. $26, 425 Num- ber. 024 ,162 19 675 33 1,739 737 2,090 127 2,315 85 2,041 537 147 612 237 90 72 313 5 75 36 587 TRANSFORMERS. Cost. 6*97 50 Num- ber. 156 35 106 4,030 32 31 14 1 205 5 20 Cost. INCANDESCENT LAMPS. Num- ber. 471 121 521 400 1,706 3,000 3,891 996 225 6X7 721 1,279 3,431 2,683 525 723 300 206 152 1,754 906 6,449 1,716 256 870 835 600 40 1,527 150 548 1,450 1,575 9,273 240 1,055 760 3,215 9,450 50 30, 125 37, 180 32, 710 5,874 9,700 2,018 500 2,100 19, 791 10, 558 17, 783 3,000 6,660 100 700 9,425 11,949 2,335 49, 969 1,800 2,300 24,625 610 3,139 890 6,042 6,633 167 1,688 1,373 4,250 550 10, 875 Cost. $81, 025 INCAN- DESCENT LAMP FIT- TINGS, SOCKETS, ETC. Cost. CARBONS FOR ARC LAMPS. Num- ber. 12,719 12,529,666 2(13 334 1,590 44 190 127 842 1,679 13 6,297 6,751 6,150 1,113 1,476 607 150 342 3,413 10, 749 6,588 1,837 3,505 600 1,177 281 1,726 2,082 570 8,935 288 385 3,884 122 592 146 1,123 1,468 30 405 95 1,881 25 90 1,071 5 25 30 1,031 640 2,142 1,857 423 85 255 3,794 1,128 100 322 2 40 100 345 157 4,573 41 20 1,145 377 20 240 135 108 39 480 210 313 30, 900 70, 200 69, 507 2,640 60,500 3,000 271, 044 188, 890 800 2, 965, 547 910, 878 75, 272 68, 650 95, 600 19, 204 24, 000 95, 334 491,978 1, 932, 780 194,212 74, 602 413, 607 10, 000 31, 170 Cost. $150, 598 30, 000 482,472 55, 844 15, 150 1, 618, 690 4,000 3,836 1,364,512 10,000 97, 564 7,000 42, 100 247,225 10, 109 115, 062 93, 000 252, 333 80,454 4)3 1,147 1,484 1,987 40 34, 608 10, 043 1,103 2, 317 1,540 392 600 1,308 5,013 19, 365 3,119 1,083 4,140 125 602 GLOBES FOR ARC LAMPS. Num- ber. 6,239 964 340 16, 532 118 55 16, 097 109 1,096 181 1,605 3,474 4,260 1,641 210 174 432 55 441 782 100 8,156 4,217 871 575 96 810 1,654 11,868 1,719 1,525 2,132 20 430 216 2,671 883 471 4,771 60 14 4,251 30 434 150 1,318 594 235 413 129 Cost. $20, 420 208 57 134 200 20 251 319 50 3,372 1,456 307 248 242 434 72 143 733 3,640 708 732 15 116 35 977 268 172 1,750 21 5 1,733 10 208 49 456 184 113 324 31 236 GENERAL TABLES. MUNICIPAL STATIONS, BY STATES AND TERRITORIES: 1902. 131 ARC LAMP REPAIRS. POLES OR OTHER SUPPORTS. WIRE AND CABLE. MILL SUP- PLIES (OIL, WASTE, ETC.). ALL OTHER MATERIALS. POWER PUR- CHASED. FREIGHT PAID, NOT' NCLUDED IN OTHER ITEMS. FUEL. Total cost. Coal. 3rude pe- troleum. Natural gas. Artifi- cial gas. All other fuel. Cost. Cost. Cost. Cost, Cost. Cost. Number of tons. Cost. Cost. Cost. Cost. Cost. $32, 306 $26, 970 971, 535 $94, 886 $105, 648 $123, 566 $180, 851 $1,445,824 668, 460 $1,193,731 $21, 702 $33,809 $8,519 S1H8.063 1 350 130 275 2 118 35 1,353 377 1,414 168 777 14 290 1,027 1,609 5 245 70 2,063 1,421 1,109 1,007 1,608 134 269 693 1,071 2,037 57 13, 765 7,471 3,548 631 1,175 1,617 65 833 4,018 8,985 6, 220 1,986 4,603 480 1,239 306 541 3,048 27 137 136 2,049 2,021 245 1,899 192 11,861 13,281 18, 575 1,980 11,448 5,650 29, 474 24, 656 2,210 4,701 5,248 ' 6,613 1,825 4,908 •>. 11, 456 a 11,642 13, 667 4 1,200 3,046 3,550 1,980 11,448 5,650 5 3,600 6 117 13 1,620 4,472 7 • 29,474 18, 157 fi 2,599 900 12,480 4,265 9,062 5,483 6,499 9 10 9,398 1, 729 367 438 94 3,097 2, 226 577 201 244 640 65 75 3,221 3,406 911 1,308 722 7,535 6,054 2,191 662 968 290 169 550 4, 752 7,693 1,748 1,897 2,143 13, 027 8,568 4,946 1,195 1,384 1,941 160 1,029 4,513 12,154 4,775 1,639 5,965 915 2,128 27, 328 3,204 2,545 1,517 7,324 50 604 235, 791 97, 363 66, 684 8,390 11, 681 15, 641 111,974 47, 939 37, 570 3,549 8,599 1,188 227, 745 77, 962 65,647 6,917 10, 470 4,278 6,792 3 1,254 228 1,087 11 19, 170 12 13 2,160 1,473 14 1,211 7,500 15 3,863 16 17 436 1,001 3,090 8SS 301 1,104 25 39 8,261 56, 521 145,032 112,637 27, 739 72, 099 3,264 15, 064 3,176 13,018 51, 974 24,491 9,437 36, 987 1,400 5,623 8,259 54,712 124, 653 77, 115 20,434 66, 661 3,264 15,064 2 1,809 18, 655 35,522 4,305 5,438 18 19, 110 2,900 2,604 5,194 19 13, 934 29, 807 4,547 2,124 350 4,073 1 1,724 ?a 21 ■>-> 23 24 75 517 77 153 2, 823 137 718 11, 252 460 108 1,962 7 330 6 1,111 940 25 2,100 26 40 1,757 392 201 3,408 16 15 1,814 129 380 30 168 1,032 69 426 214 329 733 30 136 1,256 30 306 6 94 1,141 31 108 276 830 1 73 764 2,841 1.335 590 8, 961 170 180 5,356 95 1,108 641 1,907 2,197 31 323 885 426 697 1, 75S 713 3,164 1,087 1,360 10, 568 80 58 8,876 389 823 24 918 2,079 61 491 395 2,985 7,972 56,140 20, 792 18, 573 149, 901 3,207 6,717 74,016 1,538 14, 474 2,521 19, 701 4,080 7,972 66, 092 10.536 27 , 4, 698 4,698 160 23,320 48 10,256 5,025 460 28 3,594 OQ 2, 435 13. 548 30 78, 815 1,005 141,249 3,207 450 7. 742 31 32 470 15 6,621 509 2,115 6,185 721 11, 700 6,717 750 71 7,721 33 44,677 417 2.498 68,642 1,467 6,753 5, 124 20, 696 13,135 4,624 34 35 36 6,624 : 2,269 22,530 ! 11.357 500 37 400 1,834 1,478 18 18,335 4,237 3,722 39 40 65 201 218 372 263 15 196 7,011 51 279 70 3,310 105 10 1 208 1,152 ! 218 1,122 9,640 4.810 7,397 16,879 30 371 2,600 41 6 44, 392 10, 011 7,410 7,697 j 4, 313 1,930 5.630 4' 300 44 529 i 5,150 26, 643 5. 242 9,764 •1=i 132 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 81.— AVERAGE NUMBER OF EMPLOYEES AND TOTAL SALARIES STATE MR TERRITORY. Num- ber of sta- tions. SALARIED OFFICIALS AND CLERKS. WAGE-EARNERS. Total. General officers. Other officers, managers, super- intendents, etc. Clerks. Total. Foremen. Number, Salaries. Number. Salaries. Number Salaries Number Salaries. Average number. Wages. Average number Wages. 1 815 950 $457, 381 171 $36, 051 518 $356, 929 261 $64, 401 2,467 $1, 422, 341 57 $42, 766 ■2 9 8 10 2 3 6 5 19 1 82 62 38 11 8 10 2 5 17 81 70 18 43 1 11 1 4 28 16 8 88 2 6 36 1 8 6 19 7 1 11 10 7 6 28 6 6 16 3,835 4,544 9,818 6 6 7 3,835 4,544 6,592 18 12 33 3 10 15 34 67 3 359 172 89 26 31 32 6 21 91 290 127 34 97 3 26 1 12 97 40 14 275 5 5 140 2 31 9 47 39 1 19 27 42 28 44 6,125 8,861 22, 476 1,620 6,870 5,532 20, 550 20, 223 2,620 251, 792 93, 848 46, 707 14,938 16, 466 15, 825 3,932 9,610 64,242 163, 556 77, 630 18, 162 54, 680 1,728 11,420 600 7,486 54, 135 13, 604 8,680 154,286 3,300 2,580 91, 222 1,240 9,532 4,370 16, 358 26, 095 600 9,421 12,324 29, 987 17, 727 19, 481 3 Arkansas » 4 9 3,226 o 1,860 5 6 Connecticut 5 14 8 20 1 55 62 38 10 8 14 1 5 39 108 50 15 36 3 11 3,835 2,487 6,686 11,267 450 36, 245 33, 643 16, 116 4,390 4,793 9,081 832 1,832 23, 029 55,112 29, 275 11,265 19, 307 1,476 5,652 2 10 435 600 2 3 4 15 3,250 1,797 3,085 10, 390 1 1 4 5 1 14 11 18 3 2 5 150 90 3,600 877 450 3,319 2,272 3,236 180 499 1,222 7 Delaware 8 9 1 300 10 11 3 6 1 1,917 488 120 38 45 19 7 6 3 1 2 19 58 30 9 26 1 7 31, 009 30, 883 12, 760 4,210 4,294 2,179 832 1,560 17, 699 37, 817 24, 766 8,668 17, 826 900 4,012 12 3 1 1 1 1 10,180 1,630 720 720 600 900 1? 13 14 IS 6 6 5,680 17 IS 3 8 36 20 5 7 2 3 272 3,550 8,447 4,509 1,637 1,331 576 740 11 12 14 1,780 8,848 2 9 i 2 5 1,694 5,973 1,200 1,980 3,745 on ?l •50 1 3 960 150 oq 24 25 1 900 26 New Hampshire New Jersey 27 4 28 15 10 181 2 4 46 2 13 4 26 8 1 19. 20 14 2 20 1,735 12,756 9,070 6,110 53, 250 1,020 2,960 24,141 1,090 5,025 3,150 7,481 4,280 960 5,099 3,866 10, 000 155 10,264 1 175 1 . 16 12 6 73 1 4 24 1 7 3 14 4 1 7 6 8 1 15 300 10, 291 8,270 5,060 38,120 600 2,960 18, 070 840 4,040 2,250 6,720 2,280 960 4,240 2, 555 6,670 55 9,734 2 12 2 4 50 1 1,260 2,465 680 1,050 9,278 420 OS 1 960 29 1 120 SO North Dakota 31 Ohio 58 5, 852 1 420 32 Oklahoma 136 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table S4.— POWER AND GENERATING EQUIPMENT- STATE OR TERRITORY. Num- ber of sta- tions. STEAM ENGINES. WATER WHEELS. Total. 500 horsepower and under. Over 600 and under 1,000 horsepower. 1,000 horse- power and over. Total. 500 horsepower and under. Over 500 and under 1,000 horsepower. 1,000 horse- power and over. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. Num- ! Horse- ber. power. 1 United States ' xio 1,060 147, U1S 1,044 133,918 12 j 8,900 4 4,200 82 11,218 80 9,578 1 640 1 1,000 2 Alabama Arkansas 9 8 10 3 6 5 19 1 9 in 11 2 7 10 8 19 935 1,090 1,660 120 900 812 1,885 2,556 9 10 11 2 10 7 19 935 1,090 1,660 120 900 812 1,135 2,556 3 1 4 California j 3 450 3 450 5 Colorado ., Connecticut 6 7 Delaware 8 Florida 1 750 9 Georgia 2 132 2 132 1 in Idaho ii Illinois I S2 116 82 46 13 13 16 21, 085 12,404 5,876 1,478 1,880 1,380 106 81 46 13 13 16 12, 385 11,754 5,876 1,478 1,880 1,380 6 1 4,500 650 4 4,200 1? Indiana 62 38 11 8 10 2 5 17 81 7n 18 43 1 11 1 4 28 16 8 88 2 6 36 1 8 6 19 7 1 11 10 7 6 28 6 505 6 505 13 11 1 60 1 60 IS 16 17 | 2 375 2 375 IS 6 34 106 88 23 54 1 12 1 6 41 17 9 127 2 .5 59 1 12 6 22 11 96n 6,i3n 16, 331 8,823 2,885 6,866 25U 1,431 150 1,085 5,480 1,890 960 17, 636 362 236 7,580 100 1,260 630 3, 591 2,245 6 34 105 88 23 54 1 12 1 6 41 17 9 127 2 5 59 1 12 6 20 ro 960 6,130 15, 431 8,823 2,885 6,866 250 1,431 150 1,085 5,480 1,890 960 17, 630 362 236 7,580 100 1,260 630 2,091 1,645 , ! iq 1 2 19 7 125 3,170 915 2 18 7 125 2,170 915 ?n 1 900 i 1 1,000 ?i 99 'R 94 95 i 9fi New Hampshire 97 i 9H 5 2 514 140 5 2 514 140 oq in 4 350 4 350 2 2 285 2 2 77 285 37 38 39 2 1 1,600 600 3 180 3 180 1 16 ' 1 125 3,221 180 1 15 1 125 2,681 180 2 12 6 28 240 1,010 590 1,451 2,785 2 12 6 7 28 240 1,010 590 1, 451 2, 7x5 1 640 West Virginia 4 414 4 414 GENERAL TABLES. 137 MUNICIPAL STATIONS, BY STATES AND TERRITORIES: 1902. GAS ENGINES. AUXILIARY STEAM ENGINES. DYNAMOS. ■ Total. Direct current, constant voltage. Direct current, constant amperage. Alternating and polyphase current. BOOSTERS. ROTARY CONVERTERS. TERY CELLS IN MAIN PLANTS. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- p'ower. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. IS 957 36 835 1,822 151,984 418 23, 533 582 37, 703 S22 90, 688 9 176 1 134 900 20 1 14 13 23 3 10 15 14 30 1 222 143 72 21 20 19 4 9 69 202 133 32 88 4 17 1 8 73 28 10 203 9 112 3 15 11 29 26 1 22 24 10 13 ■44 873 902 1,973 94 520 700 2,068 2,101 90 24,142 12, 905 5,209 1,317 1,693 1,354 270 843 6,551 17, 084 8, 272 2,479 5,880 1,450 1,429 100 1,463 5, 184 2, 219 641 17, 304 220 358 7,342 125 1,130 687 3,510 2,840 47 2,420 1,342 632 950 3,211 4 2 7 1 4 10 4 5 153 70 66 30 80 360 330 240 4 4 5 155 300 180 6 7 11 4 5 7 18 1 75 70 24 9 8 10 1 4 37 88 40 18 42 2 7 1 7 is is 3 105 o 6 38 2 8 5 IS 11 1 16 s 4 4 30 565 592 1,727 64 400 340 1,363 1,546 90 7,723 8,532 2,126 677 1,033 992 110 580 5,252 10, 773 3,959 1,863 3,853 250 842 100 1,383 3,489 1,840 221 11, 705 220 319 3,397 50 815 512 2, SS7 2, 075 47 i 3 1 134 4 5 2 40 6 7 ' 3 7 375 315 8 1 100 1 15 9 10 1 5 50 355 3 44 44 20 41 9 4 8 3 2,239 1,387 2,735 530 260 322 160 103 53 7 3 8 1 14, 180 2,986 348 110 400 40 11 1 3 12 • 13 14 15 If. 1 200 17 5 31 73 17 5 32 263 1, 219 3,701 689 187 1,269 18 1 41 70 9 14 2 7 SO 2,610 3,624 429 758 1,200 477 19 2 3 144 105 6 6 223 119 2 52 20 21 9f> 4 20 1 2 23 24 3 110 25 i 20 1 23 6 80 761 234 1 27 1 1 6 12 17 4 7 22 934 145 420 1,559 900 20 ?8 ! ■19 30 ■1 9 76 4,040 4 104 ' 31 32 3 12 39 526 t 33 4 196 7 70 62 1 5 4 o 12 3,419 75 280 112 98 645 34 35 2 2 9 3 35 63 525 120 36 1 57 37 38 39 40 3 12 4 8 460 100 3 4 9 6 70 75 100 700 207 2, 342 41 3 1 22 10 807 432 250 2, 545 4'' 43 44 2 5(1 8 459 1 45 I 1 138 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 85.— SUBSTATION EQUIPMENT, TRANSFORMERS, METERS, OUTPUT STATE OR TERRITORY. Number of SUBSTATION PLANTS. Total horse- power. Storage battery cells. Transformers. Rotary converters. Miscellaneous. Number. Horse- power. Number. Horse- power. Number. Horse- power. Number. Horse- power. 1 United States 815 1,483 35 1,299 1 10 5 174 Alabama 2 9 ■ 8 a 4 10 2 3 6 5 19 1 82 62 38 11 8 10 2 5 17 81 70 18 43 1 11 1 4 28 16 8 88 2 6 36 1 8 6 19 7 1 11 10 7 6 28 341 7 341 ft Colorado fi Connecticut 7 8 Florida : 9 45 2 45 10 11 Illinois 50 2 50 1? 13 1 1 1 14 15 lfi 17 IS 19 Massachusetts 40 375 2 5 40 203 v>0 3 172 ?1 Minnesota 00 9S 179 4 169 1 10 °4 *>5 % 07 *>8 oq 40 3 40 SO SI Ohio 1 ss M S5 % S7 90 3 90 322 6 320 2 GENERAL TABLES. OF STATIONS— MUNICIPAL STATIONS, BY STATES AND TERRITORIES: 1902. 139 TRANSFORMERS ON CIRCUITS FOR CONSUMERS. Number. 28,070 I 180 233 842 60 50 53 477 730 48 2,567 3,218 586 191 287 222 115 1,197 3,125 1,123 628 1,365 115 200 35 283 1,027 353 84 ' 4,059 32 96 1,181 53 282 59 385 508 37 440 174 509 71 787 Horsepower. 455 470 3,380 84 470 238 2,022 1,814 200 8,182 9,382 2,146 595 9S0 818 15 273 5,376 9,821 4,256 2,086 3,789 240 1,127 75 5711 4,831 1,958 209 12,765 175 263 8,929 135 259 1,592 1,320 67 2,056 521 2,267 130 2,875 METERS ON CONSUMERS' CIRCUITS. Total. 11 916 23 151 81 1,640 909 , 18 3,524 5,705 3,077 268 416 383 3,977 7,712 5,606 564 1,509 150 1,150 39 654 1,857 625 524 6,001 117 34 1,306 111 413 477 193 050 27 766 144 2,833 32 1,969 Mechanical. 30 . 14 916 23 151 81 1,640 909 18 3,524 5,603 3,077 3,977 7,712 5,606 504 1,509 150 1,150 654 1,857 625 524 6,001 117 34 1,306 111 413 477 193 650 27 766 144 2,833 32 1,969 OUTPUT OF STATIONS. Kilowatt hours. Total for year. 195,904,439 1,053,002 1,119,460 2,389,735 86,230 843, 844 1,238,525 2, 926, 888 3,488,140 235, 790 27, 660, 979 18, 625, 210 6,295,299 1,955,901 3, 344, 115 2,594,410 570, 130 913, 595 4, 195, 074 22, 889, 897 11, 113, 815 3,312,403 7, 694, 232 718, 320 1, 509, 275 324, 120 877, 095 6, 752, 529 2,855,960 1,309,985 25, 900, 884 216, 080 550, 930 11, 023, 619 114, 975 1,853,213 448, 999 3, 166, 525 2, 678, 140 92, 746 3,768,260 2, 159, 517 938,415 1, 637, 133 2,461,045 Average per day. 547, 771 2,919 3,058 6,774 254 2,312 3,525 8,168 9,555 646 76, 727 53, 800 17, 250 5,601 9,162 6,834 1,562 2,503 9,449 63,363 31,248 9,302 21,625 1,968 4,135 2,403 18, 674 7,798 3,589 71, 799 592 1,482 31,051 315 5, 076 1,367 12,487 7,751 254 10,324 5,916 2,571 4,547 7,147 Horsepower hours of current. Total for year. 258,731,016 1,403,759 1, 406, 916 3, 186, 287 114, 973 1,125,369 1,651,366 3, 902, 392 4,651,936 314, 385 35, 955, 271 24, 941, 514 8,395,178 2, 574, 570 4,458,962 3, 327, 948 760,051 1,218,127 4,598.831 30, 525, 875 Average per day. 14,823,023 4,316,537 10, 332, 138 957, 760 2,011,880 438,000 1,169,703 8,907,505 3, 798, 377 1,746,525 34, 4a3, 949 28S, 107 711,185 14,678,191 153, 300 2, 470, 903 598, 422 4, 115, 711 3, 570, 853 123, 662 4,923,980 2, 879, 341 ■ 1,254,342 2, 1S2, 844 3,281,068 3,881 4,078 9,032 339 4,700 10,888 12,750 861 102, 463 71,799 20,984 7,468 12, 215 9,118 3,337 12, 599 84, 552 41, 656 12,403 28, 835 2,624 5,511 1,200 3,205 24, 892 10, 397 4,785 95,544 789 1,949 41, 372 420 . 6,768 1,823 I 37 16,647 | 38 10, 265 ' 39 338 '40 13, 764 41 3,428 6,062 9,529 140 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 86.— ANALYSIS OF SERVICE— MUNICIPAL STATE OR TERRITORY. Num- ber of sta- tions. ARC LIGHTING — NDMBER OP LASIPS IN SERVICE. Agere- gale. 50, 795 Total. Direct current. Alternating current. All other. Commercial or other private. Public. Commercial or other private. Public. Commercial or other private. Public. Commercial or other private. Public. °P CT - clo-sed. Open. In- closed. Open. In- closed. Open. In- closed. Open. In- closed. Open. In- closed Open. In- closed. Open. In- closed. 1 United States... 815 1,366 4,427 30, 602 14, 400 1,264 1,063 28, 639 6,590 102 3,351 1,949 7,798 13 14 12 •). 9 8 10 o 3 6 5 19 1 82 62 38 11 8 10 2 5 17 81 70 18 43 1 11 1 4 28 16 8 88 2 6 36 1 8 6 19 7 1 11 10 7 6 28 | 254 333 407 12 249 100 602 793 14 9, 901 4,204 849 776 742 223 192 497 1,731 7,238 1,777 450 1,697 43 369 1 1 114 2 29 4 8 28 14 12 16 63 254 303 11 134 217 369 161 73 96 87 86 259 406 14 1,427 1,151 348 199 194 152 1 6 3 63 218 224 11 134 217 313 ■ 69 22 2 2 17 1 8 36 79 88 51 94 6 4 a Arkansas 4 California 5 Colorado 1 114 2 20 7 i 6 Connecticut 8 7 12 16 56 87 7 Delaware 2 8 Florida 9 Georgia 146 260 14 329 525 50 120 159 10 Idaho 11 Indiana 20 219 24 4 50 5 93 652 283 99 50 26 8,361 2, 182 194 474 448 40 192 273 1,065 4,027 565 111 1,045 15 90 20 219 15 4 50 28 76 230 49 8,174 2,091 169 474 448 40 192 • 273 1,065 3,914 418 110 929 15 90 1,098 626 298 79 35 35 9 5 65 576 53 50 50 26 187 91 25 12 13 Iowa 14 15 Kentucky 16 Louisiana 117 17 Maine 18 Maryland 57 255 160 2 107 8 33 82 202 754 298 70 45 20 92 142 407 2,202 754 267 500 154 82 105 589 145 65 34 113 147 1 116 1.f 19 Massachusetts Michigan 27 254 150 94 8 33 97 165 146 5 11 20 17 79 1,203 495 108 210 30 1 10 13 328 999 256 159 290 20 fll 7 3 71 Mississippi 23 Missouri 24 Montana 25 Nebraska 50 75 104 26 New Hampshire 27 170 1,825 670 196 5,702 40 40 3,539 55 360 172 971 627 1 85 526 967 682 714 o 1 160 4 85 26 107 129 18 444 10 77 1,306 187 34 3,613 13 2,888 144 410 353 144 1,485 30 23 489 55 92 154 827 145 1 141 26 1 18 30 1,250 148 34 3,258 144 82 59 105 720 28 New York 2 106 129 56 39 328 294 34 765 30 23 266 29 North Carolina North Dakota Ohio SO 5 31 19 414 10 341 14 32, Oklahoma S3 Oregon 4 85 22 13 2,354 34 Pennsylvania Khode Island 223 55 1 132 115 137 55 534 35 36 South Carolina South Dakota Tennessee 2 10 3 4 17 18 37 10 1 8 9 579 266 107 462 1 18 16 10 266 34 432 1 91 22 712 8 37 S8 10 21 1 7 8 579 73 30 39 Texas 4d Utah ...: 41 Vermont 72 413 53 507 248 2 100 318 175 375 3 4 17 1 1 72 413 53 507 223 2 10 42 Virginia.. Washington 90 318 81 43 44 West Virginia Wisconsin 94 154 V, 14 77 14 40 37 25 221 — — — — . GENERAL TABLES. STATIONS, BY STATES AND TERRITORIES: 1902. 141 INCANDESCENT LIGHTING— NUMBER OP LAMPS IN SERVICE. Aggregate. 1,577, -151 S, 385 7,043 29, 491 S55 11,369 7,445 30,740 25, 503 1,033 123, 026 134,333 77,501 8, 745 11,385 15, 692 300 2,260 94,439 205,609 137,942 27, 205 55,509 2,825 22, 426 1,664 16, 160 59, 432 21,477 9,960 171, 687 3,500 3,411 54,023 1,500 10, 520 13,223 17, 377 17, 934 1,035 83,325 7,263 36,084 2,556 53,659 Total. Commercial or other private. 1, 494, 531 8,138 6,900 27, 279 905 10, 828 6,761 29,885 24, 027 1,023 115, 885 130, 998 74,313 8,523 11, 325 14, 360 2,100 90,000 188, 649 134,243 26, 642 53,006 2,825 21,227 1,524 15,440 55, 131 20, 724 9,644 166, 737 3,370 8,199 42,154 1,500 10, 260 18, 052 16,554 16, 260 963 81, 672 6,942 35,274 2.4S4 52,215 Public. 82,920 247 143 2,212 60 541 694 855 876 10 7, 741 3,335 3,188 222 60 300 160 4,439 16, 960 3,699 563 2,503 1,199 140 720 4,301 753 816 4,850 130 212 11,869 260 171 1,823 1, 674 1,653 321 810 72 1,444 16-candlepower. Commercial or other private. 1,370,786 7,938 6,845 25, 333 665 9,802 5,234 29,885 24, 123 1,023 107, 999 120, 780 66, 851 6,229 10, 370 13, 355 2,000 89, 968 167,164 124, 680 25, 264 60. 846 2,500 21, 027 1,524 16. 090 49, 973 19. 847 9,644 159, 689 3,070 2,063 36, 419 1,500 9,960 9,576 15,274 16, 160 878 27. 091 6,650 28,859 2,102 46, 036 60, 934 247 55 1,717 20 523 470 695 759 10 4,691 2,920 1,450 111 60 60 ,,689 16,056 2,345 325 1,097 100 3,816 502 816 4,474 130 152 10, 192 256 49 494 812 210 till', 15 1,107 32-candlepower. Commercial or other private. 30, 433 2(10 50 105 20 100 1,810 4,767 473 540 422 6,689 2,911 806 25 200 150 1,016 677 1,051 300 70 1,058 100 212 90 100 10 347 SO 2, 572 71 813 Public. 12, 925 30 114 24 18 121 46 2,119 237 1,483 10 393 300 110 1,207 614 1,116 174 199 140 620 275 30 363 60 1,055 All other candlepower. Commercial or other private. 1,841 220 1,426 8,408 2,695 1,821 415 583 4 25, 796 6,652 490 1,354 300 200 4,142 200 5,997 1,060 4,677 122 94 62 200 3,264 190 635 50 164 15 887 4,234 212 S.S43 311 5,366 Public. 58 381 6 MOTOR SERVICE. Stationary. Number. 1,962 100 iO 71 178 255 34 1,513 290 23S 210 221 622 4 1,235 800 399 61 "42' 1 Horse- power. 364 17 100 IS 246 42 232 29 144 94 10 15 169 137 10 2 440 404 103 30 21 59 34 184 464 150 17 141 4 25 180 299 187 Railway car. Number of cars served. 142 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table ST.— EQUIPMENT, OUTPUT, AND ARC AND INCANDESCENT LAMPS— PURELY ELECTRIC PRIVATE STATIONS, CLASSIFIED ACCORDING TO POPULATION OF PLACES IN WHICH LOCATED: 1902. Number of stations Steam engines: Number, total Horsepower, total 500 horsepower and under — Number Horsepower Over 500 but under 1,000 horsepower — Number Horsepower 1,000 horsepower and over — Number Horsepower Water wheels: Number Horsepower Gas engines: Number Horsepower Dynamos: Number, total Horsepower, total Direct current, constant voltage- Number Horsepower Direct current, constant amperage — Number Horsepow r er Alternating and polyphase current — Number Horsepower Output of stations, kilowatt hours, total for year — Arc lighting — number of lamps in service: Aggregate Commercial or other private, total Open Inclosed Public, total Open Inclosed Incandescent lighting— number of lamps in service Aggregate Commercial or other private, total 16 candlepower 32 candlepower All other candlepower Public, total , 16 candlepower 32 candlepower All other candlepower Total. 1,759 3,053 809,249 2,751 450, 019 160 112, 430 142 246, 800 896 336, 029 6,242 6,783 1, 009, 412 2,078 268, 756 1,841 101,973 2,864 638, 683 716,909,602 219, 409 107, 743 29. 871 77. 872 111, 666 70, 939 40,727 11,463,050 11, 195, 351 9, 261, 524 326, 882 1,606,945 , 267, 699 168, 664 32, 539 66, 496 POPULATION OF PLACES IN WHICH LOCATED. Under 5,000. 1,595 195, 529 1,593 193, 779 1 750 1 1,000 499 96, 291 66 3,459 2,843 248, 779 851 47, 480 443 19, 139 1,549 182, 160 301, 282, 016 28,766 8,590 2,443 6,147 20, 176 11,638 2, 383, 717 2, 306, 796 2,077,584 60, 709 168, 503 76, 921 38, 764 18, 897 19, 260 5,000 but under 25,000. 25,000 but under 100,000 577 115,469 5 3,650 4 5,500 220 139, 025 13 1,323 1,375 211, 855 411 37,873 405 17,765 559 156,217 610,449,392 30,806 13,469 3,053 10, 416 17, 337 10, 678 6,659 1,458,719 1, 420, 795 1,2S7,343 24, 321 109, 131 37, 924 26, 156 3,742 8,026 338 128,656 53 37, 440 14 20, 850 126 58, 060 959 182, 568 337 49,804 352 23, 793 270 108,971 225, 738, 099 40, 676 19, 949 3,064 16, 885 20, 727 12,271 8,456 1, 426, 314 1, 407, 699 1,300,888 40, 277 66, 534 18, 615 9,357 2,270 6,988 100,000 but under 500,000 304 166, 812 200 50, 662 56 i 41,050 51 42, 653 3 1,260 737 199, 416 265 67,579 307 21, 487 165 110, 350 284,544,168 55, 606 27, 924 3,820 24, 104 27, 682 18, 477 9,205 2, 357, 842 2,341,412 2, 028, 906 44, 602 267, 904 16, 430 11,358 2,160 2|912 500,000 and over. 239 202, 783 45 29, 540 75 144, 350 1 200 869 166, 794 214 66, 020 19, 789 321 80, 985 294, 895, 927 63,555 37, 811 17, 491 20, 320 25,744 17, 975 7,769 3, 836, 458 3, 718, 649 2, 566, 803 156, 973 994, 873 117, 809 83,029 5,470 , 29, 310 GENERAL TABLES. 143 Table 88.— EQUIPMENT, OUTPUT, AND ARC AND INCANDESCENT LAMPS— COMPOSITE PRIVATE STATIONS, CLASSIFIED ACCORDING TO POPULATION OF PLACES IN WHICH LOCATED: 1902. Number of stations , Steam engines: Number, total Horsepower, total "[ 500 horsepower and under — Number Horsepower Over 500 but under 1,000 horsepower- Number Horsepower 1,000 horsepower and over — Number Horsepower "Water wheels: Number Horsepower Gas engines: Number Horsepower Dynamos: Number, total Horsepower, total Direct current, constant voltage — Number Horsepower Direct current, constant amperage — Number Horsepower Alternating and polyphase current — Number Horsepower Output of stations, kilowatt hours, total for year Arc lighting — number of lamps in service: Aggregate Commercial or other private, total Open Inclosed Public, total Open Inclosed Incandescent lighting — number of lamps in service Aggregate Commercial or other private, total 16 candlepower 32 candlepower All other candlepower Public, total 16 candlepower 32 candlepower All other candlepower 1,817 423, 674 1,656 265, 399 106 72,240 . F .,"> 86, 035 412 91,225 64 4, 982 3,879 463, 584 1,327 150, 157 1,116 55, 795 1,436 257, 632 : , 237, 074 115, 494 60, 437 11,751 48, 686 55, 057 37, 143 17, 914 .,153,543 .,048,502 t, 628, 757 157, 364 262, 381 105,041 67, 178 14, 524 POPULATION OF PLACES IN WHICH LOCATED. Under 5,000. 698 768 87, Kin 763 84, 121 5 3,700 238 29, 181 37 2,517 1,299 100,214 186 7,427 668 70, 459 114, 692, 524 13, 647 4,166 990 3,176 9,481 4,833 4,648 1, 035, 108 1,008,868 923, 693 30, 052 55, 123 26, 240 13, 274 6,651 6,315 5,000 but under 25,000. 25,000 but under 100,000 671 149, 177 640 116, 742 19 13, 500 12 IX, 935 94 22, 959 18 1,535 1,421 157, 883 458 21, 111 543 98, 423 200, 467, 591 35, 479 14, 403 3,370 11,033 21,076 13,044 8,032 1, 429, 518 1, 397, 358 1,282,577 38, 745 76, 036 32, 160 21, 103 3,353 7,704 149 55,648 108 24,498 32 21,600 9 9,550 41 17, 347 7 580 491 71, 998 186 21, 322 196 11,669 109 39,007 , 973, 142 21,663 12, 125 2,110 10, 015 9,538 6,361 3,177 750, 916 734, 597 659, 406 14,328 60, 863 16, 319 11,064 762 4,493 100,000 but under 500,000, 156 85, 158 103 29, 658 24, 350 19 31,250 39 21,738 2 350 483 89,777 206 46, 816 194 11,928 31,033 132,093,818 29, 885 17, 089 2,463 14, 626 12, 796 11, 606 1,190 1,121,732 1, 098, 648 957, 884 73,408 67,356 23,084 14,517 3,741 4,826 500,000 and over. 73 45, 870 42 10,480 16 ',090 15 26, 300 185 43, 712 70 21,342 82 3,660 18, 710 58, 109, 999 14, 820 12,654 2,818 9,836 2,166 1,299 867 816, 269 809, 031 805, 197 831 3,003 7,238 7,220 17 1 144 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table S9.— EQUIPMENT, OUTPUT, AND ARC AND INCANDESCENT LAMPS— PURELY ELECTRIC MUNICIPAL STATIONS, CLASSIFIED ACCORDING TO POPULATION OF PLACES IN WHICH LOCATED: 1902. ! Total. Number of stations Steam engines: Number, total Horsepower, total 500 horsepower and under — Number Horsepower Over 500 but under 1,000 horsepower — Number Horsepower 1,000 horsepower and over — Number Horsepower Water wheels: Number Horsepower Gas engines: Number Horsepower Dynamos: Number, total Horsepower, total Direct current, constant voltage — Number Horsepower Direct current, constant amperage — Number '. Horsepower Alternating and polyphase current — Number Horsepower Output of stations, kilowatt hours, total for year . . . Arc lighting — number of lamps in service: Aggregate Commercial or other private, total Open Inclosed Public, total Open Inclosed Incandescent lighting — number of lamps in service Aggregate Commercial or other private, total 16 candlepovver 32 candlepower • All other candlepower Public, total 16 candlepower 32 candlepower All other candlepower 519 81. 890 504 69,390 11 8,300 4 4,200 154 9l» -,182 213 11,669 3,is ,487 49, 026 ',839,234 32, 998 3,682 872 2,810 29, 316 21, 462 7,854 785, 868 732, 929 686, 209 13, 464 33, 256 52, 939 40, 735 6,350 .5, 854 POPULATION OF PLACES IX WHICH LOCATED. Under 5,000. 325 36, 297 325 36, 297 -12 6,718 3 154 515 37,151 147 7,740 4,303 270 25, 108 i, 728, 978 8,678 1,313 349 964 7,365 3,835 3,530 431, 794 415, 341 383, 508 8,744 23,089 16,453 10, 073 4 22° 2, 158 5,000 but under 25,000. under 100,000. under 500,000 73 127 24,447 126 23, 797 1 650 17 2,830 269 25, 896 123 6,451 108 17,057 41,528,669 9,900 1,614 409 1,205 8,286 6,331 1,955 265, 676 253, 519 243, 332 3,020 7,167 12, 157 8,433 1,323 2,401 25,000 but 10 22 6,221 19 3,971 2,250 47 6,146 14 1,122 22 1,631 11 3,393 6, 783, 700 3,987 755 114 641 3,232 1,443 1,789 65, 578 62, 145 57, 645 1,500 3,000 3,433 2,197 86 1,150 100,000 but 31 5,745 30 4,845 1 900 2 25(1 72 5,714 6 144 60 3,702 1,868 9, 543, 807 4,544 4,544 3,985 559 21,620 1,924 1,724 200 19, 696 18,832 719 145 500,000 and over. 14 9,180 6 4,600 4 4,200 66 13, 275 55 11,400 1,600 15, 254, 080 5, 889 5,868 21 1,200 1,200 1,200 GENERAL TABLES. 145 Table 90.— EQUIPMENT, OUTPUT, AND ARC AND INCANDESCENT LAMPS— COMPOSITE MUNICIPAL STATIONS, CLASSIFIED ACCORDING TO POPULATION OF PLACES IN WHICH LOCATED: 1902. Total. POPULATION OF PLACES IN WHICH LOCATED. Under 5,000. 5,000 but under 25,000. 25,000 but under 100,000. . 100,000 but under 500,000. 500,000 and over. 435 541 65, 128 540 64,528 1 600 383 453 50, 683 453 50, 683 48 78 12, 335 77 11,735 1 600 3 6 1,490 6 1,490 1 Steam engines: 4 620 500 horsepower and under — 4 620 Over 600 but under 1,000 horsepower— N umber 1,000 horsepower and over — Water wheels: 21 2,420 15 803 853 63, 802 205 11,864 224 10, 276 424 41, 662 76,066,205 17,797 2,111 494 1,617 15,686 9,140 6,546 791, 583 761, 602 684, 577 16, 969 . 60,056 29, 981 20, 199 6, 575 3,207 19 2,165 14 703 680 49, 511 179 10, 289 133 5,387 368 33, 835 58, 789, 315 10, 933 1,359 384 975 9,574 5,102 4,472 663. 152 639; 288 675, 129 13, 990 50,169 23,864 15, 571 5,965 2,328 2 255 1 100 149 12, 933 23 1,455 72 3,771 54 7,707 14, 757, 390 5,801 752 no 642 5,049 3,037 2,012 125, 969 122,314 109,448 2,979 9,887 3,655 2,966 610 79 Gas engines: Dynamos: 19 1,085 3 120 15 905 1 60 2, 146, 200 813 5 273 Direct current, constant voltage — Direct current, constant amperage — 4 213 Alternating and polyphase current- 1 60 372, 300 Arc lighting — number of lamps in service: 250 813 751 62 1,262 250 250 Incandescent lighting— number of lamps in service: 1,200 1,262 462 1,200 1,200 800 30947—05- -10 146 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 91.— EQUIPMENT, OUTPUT, AND ARC AND INCANDESCENT LAMPS— PURELY ELECTRIC PRIVATE STATIONS, CLASSIFIED ACCORDING TO HORSEPOWER CAPACITY OF DYNAMOS: 1902. Number of stations Steam engines: Number, total Horsepower, total 500 horsepower and under— Number Horsepower Over 500 but under 1,000 horsepower — Number Horsepower 1,000 horsepower and over — Number Horsepower Water wheels: Number ■ Horsepower Gas engines: Number Horsepower Dynamos: Number, total Horsepower, total Direct current, constant voltage — Number Horsepower Direct current, constant amperage- Number Horsepower Alternating and polyphase current — Number Horsepower Output of stations, kilowatt hours, total for year Arc lighting— number of lamps in service: Aggregate ■. Commercial or other private, total Open Inclosed Public, total Open t Inclosed Incandescent lighting — number of lamps in service: Aggregate Commercial or other private, total 16 candlepower 32 candlepower All other candlepower Public, total 16 candlepower 32 candlepower All other candlepower HORSEPOWER CAPACITY OP DYNAMOS. Total. 1,759 3, 053 809, 249 2, 751 450, 019 160 112, 430 142 246, 800 896 336,029 83 6. -J.42 6,783 1,009,412 2,078 268, 756 1,841 101,973 2, 864 638, 683 , 716, 909, 602 219, 409 107, 743 29. 871 77. 872 111 , 666 70, 939 40, 727 11,463,050 11, 195, 351 9,261,524 326, 882 1,606,945 267, 699 168, 664 33, 539 Under 200. 200 but under 500. 500 but under 1,000. 1,000 but under 2,000. 2,000 but under 5,000. 5,000 and over. 1,026 445 121 78 56 33 1,038 99, 514 784 118, 144 315 70, 698 268 86, 427 283 113,410 365 321,056 1,037 98,864 783 117, 394 310 67, 198 245 66, 772 214 55, 325 162 44,466 1 650 1 750 4 2, 500 17 12, 155 55 38, 235 82 58, 140 1 1,000 6 7,500 14 19, 850 121 218,450 232 20, 557 201 31, 383 85 19, 620 127 37, 626 117 81,635 134 145, 208 60 2, 752 11 1,015 8 1,015 1 200 3 1,260 1,716 96, 575 1,474 129, 650 708 79, 754 702 113, 204 862 175, 233 1,321 414, 996 589 23, 985 354 22, 792 248' 22, 581 234 31,359 313 55, 471 340 112, 568 262 9,278 325 15, 253 193 9,398 226 13, 920 330 19,458 505 34, 666 865 63, 312 137,413,787 795 91, 605 161,358,269 267 47, 775 112, 069, 100 242 67, 925 148, 552, 179 219 100, 304 274, 633, 940 476 267, 762 882,882,327 16, 660 4,664 1,361 3,303 11,996 7,031 4,965 22, 096 8,044 2,031 6,013 14, 052 8,211 5,841 16, 146 6,845 1,801 5,044 9,301 5,676 3,625 26, 480 13,599 1,906 11, 693 12, 881 7,983 4,898 39, 048 19,821 4,272 15, 549 19, 227 9,346 9,881 98, 979 54, 770 18, 500 36,270 44, 209 32, 692 11, 517 1,259,022 1, 212, 655 1,109,193 30, 659 72, 803 46, 367 23, 098 13,849 9,420 1, 492, 466 1,451,744 1, 299, 741 36, 246 115, 757 40, 722 23, 600 6,247 10, 875 801, 130 779,914 689, 827 16, 089 74, 998 21,216 12, 309 1,942 6,965 1,001,977 985, 077 914, 564 27, 601 42, 912 16, 900 9,365 2, 523 5,012 1, 300, 055 1, 282, 659 1, 175, 678 35, 295 71, 686 17,396 14, 051 1,136 2,209 5, 608, 400 5, 183, 302 4, 072, 521 181,992 1, 228, 789 125, 098 86, 241 6,842 32, 015 GENERAL TABLES. 147 Table 92.— EQUIPMENT, OUTPUT, AND ARC AND INCANDESCENT LAMPS— COMPOSITE PRIVATE STATIONS, CLASSIFIED ACCORDING TO HORSEPOWER CAPACITY OF DYNAMOS: 1902. Number of stations Steam engines: Number, total Horsepower, total 600 horsepower and under — Number Horsepower Over 500 but under 1,000 horsepower- Number Horsepower 1,000 horsepower and over — Number Horsepower Water wheels: Number Horsepower Gas engines: Number Horsepower Dynamos: Number, total Horsepower, total Direct current, constant voltage — Number Horsepower Direct current, constant amperage — Number Horsepower Alternating and polyphase current — Number Horsepower Output of stations, kilowatt hours, total for year Arc lighting — number of lamps in service: Aggregate Commercial or other private, total Open Inclosed Public, total Open Inclosed Incandescent lighting — number of lamps in service Aggregate Commercial or other private, total 16 candlepower 32 candlepower All other candlepower Public, total 16 candlepower 32 candlepower All other candlepower 594, 1,046 1,817 423, 674 1, 656 265, 399 106 72, 240 55 86,035 412 91, 225 64 4,982 3,879 463, 584 1,327 150, 157 1,116 56, 795 1,436 257, 632 237, 074 115, 494 60, 437 11,751 48,686 55, 057 37, 143 17,914 ., 153, 543 ■, 048, 602 , 628, 757 157,364 262, 381 105, 041 67, 178 14, 624 23,339 HORSEPOWER CAPACITY OF DYNAMOS. Under 200. 654 62, 641 654 62,641 155 12, 231 1,522 1,040 56, 784 381 16, 668 188 6,472 471 33, 744 77,110,130 10, 429 2,930 929 2,001 7,499 4,301 3,198 675,234 655, 014 605, 240 20, 706 29, 068 20, 220 10, 575 5,549 4,096 200 but under 500. 2oo 472 470 74,399 17 1,780 896 75, 786 253 15, 856 227 10, 385 416 49, 545 103, 693, 130 17, 261 6,183 1, 509 4,674 11, 078 6,767 4,311 833, 543 816, 372 727, 068 25, 007 64, 297 17, 171 10, 902 1,642 4,627 500 but under 1,000. 1,000 but under 2,000. 227 48, 741 223 46, 391 4 2,350 40 , 001 507 55,229 159 16, 537 160 8,334 188 30, 358 64,896,748 13,361 6,421 1,407 I 5,014 6,940 4,647 2,293 556,876 548, 377 484,433 14,721 49,223 8,499 | 4.304 920 3,275 j 202 61, 160 179 41,960 16 10, 700 7 8, 500 • 31 7,406 514 61,826 155 33, 985 76, 634, 639 16, 768 7,791 1,290 6,501 8,977 4,919 4,058 664, 026 646, 024 584,421 17,839 43, 764 18, 002 13, 545 782 3,675 2,000 but under 5,000. 53, 050 44 11,465 36 24, 500 13 17, 085 37 16,666 1 20 293 74, 423 100 15,460 97 7,021 96 51, 942 66, 442, 134 13, 504 7,218 1,191 6,027 6,286 3,948 2,338 588,215 574, 636 548,035 9, 273 17, 328 13, 579 8,849 1,890 2,840 5,000 and over. 14 169 28,543 48 :,390 60, 450 66 35,338 629 139, 536 239 65,928 280 15,550 110 58,058 205, 460, 293 44,171 29, 894 5,425 24, 469 14,277 12, 561 1,716 1, 835, 649 808, 079 679, 560 69, 818 58,701 27, 570 19,003 3,741 4,826 148 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 93.— EQUIPMENT, OUTPUT, AND ARC AND INCANDESCENT LAMPS— PURELY ELECTRIC MUNICIPAL STATIONS, CLASSIFIED ACCORDING TO HORSEPOWER CAPACITY OF DYNAMOS: 1902. Number of stations Steam engines: Number, total Horsepower, total 500 horsepower and under — Number Horsepower Over 500 but under 1,000 horsepower — Number Horsepower 1,000 horsepower and over — Number Horsepower Water wheels: Number Horsepower Gas engines: Number Horsepower Dynamos: Number, total Horsepower, total Direct current, constant voltage — Number Horsepower Direct current, constant amperage — Number Horsepower Alternating and polyphase current — Number Horsepower Output of stations, kilowatt hours, total for year Arc lighting — number of lamps in service: Aggregate.. Commercial or other private, total Open Inclosed Public, total Open Incl osed Incandescent lighting— number of lamps in service: Aggregate Commercial or other private, total 16 candlepower 32 candlepower All other candlepower Public, total 16 candlepower 32 candlepower All other candlepower 519 81,890 504 69, 390 4 4,200 61 ,7US 3 154 969 88, 182 213 11,669 398 49, 026 i, 839, 234 32, 998 3, 682 872 2,810 29,316 21,462 7,854 785, 868 732, 929 686, 209 13,464 33, 256 52, 939 40, 735 6,350 5,854 HORSEPOWER CAPACITY OF DYNAMOS. Under 200. 283 28. 475 283 28, 475 200 but under 500. 446 26, S12 138 6,868 103 4,546 205 15, 398 39, 318, 261 8,809 773 273 500 8,036 5,055 2,981 298, 697 285, 397 260, 587 7, 555 17,255 13, 300 7,311 3,816 2,173 128 21, 140 12S 21,140 21 2,852 243 22.396 2,943 94 5,284 HI 14,169 27,101,557 8,276 996 201 795 7,280 4,636 2,644 226, 991 216,945 204, 129 2, 858 9, 958 10, 046 6, 712 1,559 1,775 500 but under 1,000. 46 11,270 46 11,270 2 1,640 119 13,222 20 1,144 43 1,910 56 10,168 20,540,374 4,077 1,330 284 1,046 2,747 1,841 906 163, 725 157, 038 151,144 1,851 4,043 6,687 5, 955 134 o'-is 1,000 but under 2,000. 38 10,330 32 5,930 6 4,400 5 430 71 11,084 7 379 42 2,947 22 7,758 15, 759, 082 4,545 583 114 * 469 3, 962 2,997 965 84,065 73, 125 70, 125 1,000 2,000 10, 940 8,791 841 1,308 2,000 but under 5,000. 17 4,075 15 2,575 2 1,500 35 7,443 2 60 30 5,900 3 1,483 5,807,880 2,829 2,492 337 12, 190 424 224 2i «) 11,766 11,766 5,000 and over. 7 6,600 3 2,400 4 4,200 55 7, 225 8 275 46 6,900 1 50 11, 312, 080 4,462 4,462 4,441 21 200 200 GENERAL TABLES. 149 Table 94.— EQUIPMENT, OUTPUT, AND ARC AND INCANDESCENT LAMPS— COMPOSITE MUNICIPAL STATIONS, CLASSIFIED ACCORDING TO HORSEPOWER CAPACITY OF DYNAMOS: 1902. Number of stations Steam engines: Number, total r Horsepower, total '...'.[ 600 horsepower and under— Number Horsepower Over BOO but under 1,000 horsepower- Number Horsepower Water wheels: Number Horsepower Gas engines: Number' Horsepower " Dynamos: Number, total Horsepower, total Direct current, constant voltage — Number Horsepower Direct current, constant amperage- Number Horsepower Alternating and polyphase current — Number Horsepower Output of stations, kilowatt hours, total for year . . . Arc lighting — number of lamps in service: Aggregate Commercial or other private, total Open Inclosed Public, total Open Inclosed Incandescent lighting — number of lamps in service Aggregate Commercial or other private, total 16 candlepower. . .' ■ 32 candlepower All other candlepower Public, total 16 candlepower 32 candlepower All other candlepower Total. 435 541 65, 128 540 64, 528 1 000 21 2,420 15 803 853 63,802 205 11, 864 224 10, 276 424 41, 662 1,065,205 IV, 797 2,111 494 1,617 15, 686 9,140 6,546 791, 583 761, 602 684, 577 16,969 60, 056 29, 981 20, 199 6,575 3,207 HORSEPOWER CAPACITY OF DYNAMOS. Under 200. 343 374 38, 277 374 .,277 11 1,143 14 678 559 34, 218 171 8,194 125 5,011 263 21, 013 (,137,072 10, 406 868 204 664 9,538 4,971 4,567 463, 124 443, 947 397,450 10, 669 35,828 19, 177 12, 505 4,238 2,434 200 but under 500. 80 151 22, 351 151 22, 351 500 but under 1,000. 10 1,277 1 125 251 22, 951 30 2,325 4,133 143 16,493 24,339,818 6,177 990 282 708 5,187 3,208 1,979 278, 674 268, 960 240, 837 5,775 22,348 9,714 7,084 1,857 773 7 2,100 7 2,100 17 2,073 2 145 10 612 5 1,316 2, 167, 735 5S3 5S3 16, 160, 15, 570 13,490 500 1,580 590 110 180 1,000 but under 2.000. 1 2,400 1,800 1 1100 26 4,560 2 1,200 11 520 13 2,840 1, 420, 580 631 253 8 245 378 378 33,625 33, 125 32, 800 25 300 "Jin 500 1 No dynamos of over 2,000 horsepower capacity reported for this class. 150 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 95.— NUMBER OF WAGE-EARNERS AT SPECIFIED DAILY RATES OF PAY, STATE OK TERRITORY. ALL CLASSES. FOREMEN AND INSPECTORS. Total. 1 Less SI .00 than to $1.00 51.24 1 SI .25 ! to i SI .49. ' SI. 50 to SI. 74. SI. 75 to $1.99. $2.00 to S2.24. 3,*671 S2.25 to S2.49. S2.50 ! to S2.74. 52.75 to S2.99 S3.00 to $3.24 53.25 t" S3. 49 $3.50 to S3.74 $3.75 and over. Median rate (dollars). Total. Less than $1.00 $1. 00 to $1.24 $1.25 to $1.49 $1.50 to $1.74 $1.75 to $1.99 1 United States... 16, 721 257 | 7S9 1,319 2,940 2,081 1,604 1,733 794 798 2S4 o 30 21 4 3 189 262 2. 00 to 2. 04 1,441 16 19 44 102 2 99 " 79 54 75 706 311 234 50 70 57 1,293 426 29 374 174 170 164 188 199 1,023 630 313 88 561 114 141 9 174 696 27 3,362 42 29 893 35 125 2,081 150 75 50 148 474 37 108 71 130 97 347 34 98 I 1 4 11 IS 17 1 21 3 29 17 9 22 "i 10 3 211 114 15 92 39 34 58 38 69 121 132 57 26 So 4 23 1 3 1 40 5 15 3 ■ i 1 270 31 31 8 22 39 8 104 47 44 2 71 2 37 6 7 11 102 9S 82 6 6 7 283 71 4 40 33 43 18 50 35 279 98 71 6 97 3 16 2 45 167 9 911 1 8 234 5 39 461 54 6 6 9 74 4 25 8 20 18 58 8 27 4 8 3 120 23 18 4 2 4 63 19 1 31 28 6 1 14 .19 HI 46 44 3 40 6 8 1 16 85 1 457 2 5 44 4 20 183 8 3 9 37 8 8 4 28 9 26 7 7 6 4 6 172 47 44 2 2 4 75 22 "i 12 5 15 38 19 42 225 43 43 6 4S 14 13 1 14 67 7 343 7 66 1 6 186 31 2 6 4 39 5 2 7 4 9 7 10 4 , 7 2 9 1 27 16 15 6 22 13 3 1. 50 to 1. 54 2. 75 to 2. 79 1.65 to 1.69 2. 50 to 2. 54 2. 50 to 2. 54 2. 00 to 2. 04 1.50 to 1.54 1.30 to 1.34 2. 85 to 2. 89 1.75 to 1.79 1.65 to 1.69 1.65 to 1.69 1. 60 to 1 . 64 1. 75 to 1.79 1.65 to 1.69 1.95 to 1.99 1.85 to 1.89 2. 00 to 2. 04 2. 10 to 2. 14 1. 70 to 1 . 74 2. 00 to 2. 04 1.50 to 1.54 2. 00 to 2. 04 3.00 to 3. 04 1.75 to 1.79 2. 60 to 2. 64 1.90 to 1.94 2. 00 to 2. 04 2. 50 to 2. 54 2. 00 to 2. 04 1. 25 to 1. 29 2. 00 to 2. 04 1. 76 to 1: 79 1.65 to 1.69 2. 15 to 2. 19 1. 85 to 1. 89 2. 00 to 2. 04 1.25 to 1.29 2. 00 to 2. 04 1. 50 to 1. 54 1. 85 to 1. 89 1.75 to 1.79 1.65 to 1.69 1.50 to 1.54 2. 30 to 2. 34 1.65 to 1.69 1. 65 to 1. 69 2. 50 to 2. 54 1.80 to 1.84 6 1 a 4 Arkansas California 11 5 4 3 7 24 11 11 4 S 12 15 1 144 (3 4 104 17 17 3 12 6 12 83 26 23 56 o 5 78 28 7 76 43 13 99 32 21 4 6 9 112 35 1 18 14 7 13 17 18 107 67 19 10 85 18 10 9 1 1 1 i; 7 1 1 2 1 8 Florida 1 9 Georgia 2 11 37 8 1 10 60 2 1 1 o 1 1(1 14 15 3 1 1 1 1 11 26 8 14 3 3 1 2 2 2 16 3 7 ' 12 106 32 1 45 10 37 3 4 4 7 36 8 11 27 2 1 1 1 1 10 3 32 9 1? 13 Indian Territory Iowa * 14 1 4 3 4 50 11 6 2 34 8 6 2 68 1 270 1 1 14 2 5 75 3 1 9 19 2 1 3 o 4 7 3 13 46 5 3 2 55 31 12 3 5 19 2 182 1 1 2 5 1 1 6 3 1 3 2 IS 1 2 1 1 20 7 4 1 1 3 1 lfi 1 17 IS 19 20 91 Massachusetts 5 2 1 41 4 3 7 4 3 6 8 14 4 3 5 1 1 2 4 1 4 1 r> n Mississippi 1 5 '>4 9 2 1 1 5 3 57 2 14 12 13 27 1 ?5 •>e, 2 4 17 1 10 39 132 5 1 7S 6 6 163 12 10 26 54 11 12 7 13 46 1 '•i w New Hampshire 2 4 17 7 1 9 2 53 14 36 91 1 412 6 2 251 14 445 23 11 6 40 117 10 36 17 6 29 124 2 12 41 122 421 3 5 107 5 345 14 2 5 13 36 6 8 7 21 37 18 10 1 47 1 10 60 14 •>q 68 2 245 2 1 1 11 2 5 so 31 2 2 8 8 3? North Carolina North Dakota Ohio S3 34 3ft 18 1 20 21 3 8 15 1 6 1 3 10 33 2 6 94 1 16 28 38 8 10 15 4 10 29 31 21 66 9 2 5 1 25 13 1 7 18 o i l l 12 3 1 64 2 11 144 16 3 4 14 39 3 15 3 16 3 19 6 14 3 1 10 3 36 2 2 1 18 3 1 4 37 38 Pennsylvania o 1 5 11 10 39 South Carolina South Dakota 4n ■11 1 1 5 3 1 i» 3 5 1 2 Utah 44 2 1 3 1 1 1 46 47 48 49 50 4 3 4 4 1 20 4 8 1 West Virginia 2 1 • o 2 4 1 2 1 1 All other states 9 11 1 5 1 GENERAL TABLES. WITH MEDIAN WAGES-PRIVATE STATIONS, BY STATES AND TERRITORIES: 1902. 151 FOREMEN AND INSPECTORS— continued. ENGINEERS. $2.00 to $2.24 $2.25 to $2.49 $2.50 to $2.74 $2.75 to $2.99 $3.00 to $3*.24 $3.25 to $3.49 $3.50 to $3.74 $3.75 and over. Median rate (dollars). Total. Less than $1.00. $1.00 to $1.24. 11.25 to $1.49. $1.50 to $1.74. $1.75 to $1.99. $2.00 to $2.24. $2.25 to $2.49. $2.50 to $2.74. $2.75 to $2.99. $3.00 to $3.24. $3.25 to $£.49 $3.50 to $3.74 $3.75 and over. Median rate (dollars). 223 137 202 93 191 123 85 107 2. 50 to 2. 54 3,604 34 152 365 657 354 724 286 382 160 203 97 58 126 2. 00 to 2. 04 1 1 2 1.75 to 1.79 3. 50 to 3. 54 3. 50 to 3. 54 3. 00 to 8. 04 3. 25 to 3. 29 3. 50 to 3. 54 1. 50 to 1. 54 2. 25 to 2. 29 3.25 to 3.29 2.10 to 2. 14 2. 00 to 2. 04 2. 50 to 2. 54 1.95 to 1.99 2. 25 to 2. 29 2. 50 to 2. 64 2. 60 to 2. 54 2. 50 to 2. 54 2. 25 to 2. 29 2. 00 to 2. 04 1.85 to 1.89 2. 50 to 2. 54 2. 00 to 2. 04 3. 00 to 3. 04 3. 50 to 3. 54 2. 50 to 2. 54 3. 25 to 3. 29 2. 50 to 2. 54 2. 40 to 2. 44 3. 25 to 3. 29 3. 00 to 3. 04 3. 26 to 3. 29 15 18 28 73 56 46 19 18 14 370 136 13 142 55 53 24 19 33 198 123 87 24 100 25 41 22 136 11 448 14 14 215 12 39 464 24 18 21 85 160 1 2 2 1 2 5 7 6 6 4 1 3 76 24 3 28 10 11 4 4 7 41 30 27 3 12 9 1 9 27 2 65 1 3 57 3 2 3 3 10 3 1 3 18 8 1 4 9 2 6 2 26 18 8 1 9 2 2 1 2 15 22 1 2 17 3 1 28 2 15 2 1 3 23 10 6 2 o 3 33 3 2 10 4 2 4 3 2 42 6 8 5 12 1 2 2 4 2 2 3 4 2. 30 to 2. 34 3. 00 to 3. 04 1. 65 to 1. 69 2. 65 to 2. 69 2. 80 to 2. 84 2. 45 to 2. 49 2. 00 to 2. 04 1. 65 to 1. 69 2. 60 to 2. 64 1. 80 to 1. 84 1.75 to 1.79 2. 00 to 2. 04! 1.65 to 1.69 1. 75 to 1. 79 1.65 to 1.69 2. 65 to 2. 69 2.25 to 2. 29 2. 00 to 2. 04 2. 50 to 2. 64 2. 00 to 2. 04 2. 00 to 2. 04 1. 65 to 1. 69 1. 95 to 1. 99 . 4. 00 to 4. 04 . 1.95 to 1.99 2. 40 to 2. 44 2. 10 to 2. 14 2. 20 to 2. 24 2. 50 to 2. 54 2. 30 to 2. 34 1. 25 to 1. 29 , 2. 25 to 2. 29 . 2. 00 to 2. 04 2. 25 to 2. 29 2. 30 to 2. 34 2. 00 to 2. 04 2. 00 to 2. 04 1.50 to 1.54 1.95 to 1.99. 1. 30 to 1. 34 1. 80 to L 84 ' 1 1 1 10 6 11 13 6 1 3 1 6 2 1 1 17 1 1 1 4 5 3 2 1 2 4 10 1 1 19 4 3 11 3 13 3 16 6 1 2 9 9 3 9 7 7 5 10 1 1 9 3 4 4 5 2 5 6 5 1 6 7 2 2 2 1 1 6 5 1 1 3 6 3 1 1 1 2 1 1 11 4 1 2 7 Q 6 6 1 1 2 8 2 1 in 15 10 7 4 7 1 23 3 27 8 51 20 2 35 6 7 84 40 4 31 13 17 1 1 3 6 25 15 8 19 51 25 13 8 2 3 3 5 3 9 12 1 4 1 13 1 1 1 li 13 1 4 2 6 5 2 1 14 2 6 1 1 3 1 3 5 1 2 5 11 o 1 2 1 1 1 3 1 6 2 1 1 22 4 3 1 2 6 58 1 1 1 1 1 1 2 .A— l 16 17 4 1 50 8 1 6 15 3 13 1 1 1 19 6 5 20 18 1 8 4 2 1 19 1 3 3 1 12 26 2 2 1 4 6 5 19 6 9 5 1 6 1 2 4 2 1 2 3 2 14 10 3 3 1 21 4 3 ■>n 1 5 2 1 OO °3 4 10 1 8 8 9 4 1 2 4 13 - I 24 - 1 3 6 1 1 1 37 1 07 4 7 3 9 3 15 1 3 1 23 1 18 4 24 3 12 5 62 6 20 1 2 40 7 1 1 1 20 20 39 1 1 5 2 12 2 5 1 44 1 6 . 31 '<% 5 3 2 4 1 14 1 3 1 20 6 2 1 10 3 30 31 19 9 29 24 26 26 4 83 1 1 49 5 6 77 2 2 6 4 42 26 1 13 33 34 35 36 37 20 1 4 29 1 1 1 6 1 4 1 1 4 11 4 10 1 1 5 8 2 1 2. 00 to 2. 04 3. 25 to 3. 29 2. 95 to 2. 99 2. 50 to 2. 54 3. 00 to 3. 04 2. 75 to 2. 79 4. 00 to 4. 04 2. 46 to 2. 49 2. 45 to 2. 49 2. 25 to 2. 29 2. 15 to 2. 19 2. 15 to 2. 19 3. 25 to 3. 29 2. 65 to 2. 69 2. 25 to 2. 29 3. 25 to 3. 29 2. 00 to 2. 04 3 3 25 1 1 42 14 7 1 1 11 1 1 30 3 1 7 1 1 15 5 2 78 7 2 4 2 10 10 139 7 2 2 4 18 14 8 2 8 1 . 1 6 . 1 . 2 4 6 1 9 2 1 2 6 19 2 1 6 5 10 11 4 1 9 21 3 6 1 1 2 1 1 1 4 5 5 1 2 1 9 3 9 4 1 1 1 2 2 3 1 2 1 1 1 5 41 42 43 44 45 2 1 1 1 1 15 24 30 46 103 10 11 1 9 2 9 15 3 2 15 30 1 2 3 2 12 6 3 4 11 25 3 1 2 3 11 6 9 1 1 1 2. 00 to 2. 04 1.50 to 1.54 2. 25 to 2. 29 1.65 to 1.69 1.70 to 1.74' 2.50t0 2:«' 2. 25 to 1. 29 3 1 1 3 2 3 3 2 1 2 6 1 1 1 3 2 1 1 2 ■16 1 2 1 6 2 ■18 1 1 1 1 .„..- 2 1 2 2 152 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 93.— NUMBER OF WAGE-EARNERS AT SPECIFIED DAILY RATES OF PAY, WITH i STATE OR TERRITORY. FIREMEN. ElYN'AMO ANE SWITCHBOARD MEN. Total. Less ;han 81.00 $1.00 to 81.24 $1.25 to $1.49 $1.50 to 81.74 81.75 to $1.99 lis $2.00 to $2.24 $2.25 to $2.49 $2.50 to $2.74 $2.75 to $2.99 $3.00 to $3.24 $3.25 to S3. 49 $3.50 to $3.74 $3.75 and over. Median rate (dollars). 1. 75 to 1. 79 Total. Less than $1.00 $1.00 to $1.24 $1.25 to $1.49 $1.50 to $1.74 $1.75 to $1.99 1 ii 4 : 5 ' t\ United States... 2,854 99 261 364 623 513 2S7 128 122 32 3 2 2 1,787 19 96 126 328 246 17 12 16 55 59 32 14 21 3 236 79 5 101 33 36 23 20 38 157 92 44 28 114 9 21 1 10 4 2 3 4 5 4 2 1 3 1.15 to 1.19 2. 00 to 2. 04 1.30tol.34 2. 25 to 2. 29 2.00 to 2. 04 2. 00 to 2. 04 1. 25 to 1. 29 1.00 to 1.04 2. 00 to 2. 04 1.60 to 1.64 1 . 45 to 1. 49 1.50 to 1.54 1.30 to 1.34 1.75 to 1.79 1.15 to 1.19 1.75 to 1.79 1. 65 to 1. 69 2. 00 to 2. 04 2. 00 to 2. 04 1. 50 to 1. 54 1.75 to 1.79 1.25 to .1.29 1.50 to 1.54 3. 00 to 3. 04 1. 75 to 1. 79 3 7 7 190 35 30 1 8 8 96 23 3 3 6 1 2 1 13 38 20 1 1 2 Ark*m.-^ 1 8 5 1 1 2 3 10 6 8 2 1 6 2 1 5 2 4 28 11 5 2 22 ~6 3 2 I 1 1 q 1 " 6 10 1 49 8 2 4fi 3 i 2 16 7 16 5 ii 10 7 ' 39 13 44 21 1 39 4 5 1 3 3 26 9 15 14 38 27 4 21 8 3 5 8 5 19 27 8 5 35 2 2 5 4 1 2 1 7 6 3 T> 1 Indian Territory 1-) 10 1 1 24 3 19 1 2 3 2 10 5 5 8 1 28 17 11 5 7 4 10 2 25 67 12 6 14 . 7 9 21 57 23 132 70 30 4 29 29 16 4 52 56 1 411 8 1 1 3 1 8 3 6 9 9 23 20 21 « 1 3 2 4 : 18 I 15 6 13 15 16 17 Louisiana 1 1 ' 1 2 8 1* 19 *'ll Massachusetts 16 6 24 2 1 3 9 1 1 2 2 12 1 *>1 3 1 2 8 5 3 6 11 99 Minnesota 9*{ 9,1 29 9 9 1 3 2 2 4 4 2 5 2 1 1 3 1 2 o-f New Hampshire W 103 6 556 8 7 159 8 20 377 18 20 8 32 90 3 9 4 13 1 85 3 29 47 4 20 4 43 2 26 1 153 1. 80 to 1. 84 1.85 to 1.89 2. 00 to 2. 04 2. 25 to 2. 29 1.00 to 1.04 2. 00 to 2. 04 1.50 to 1.54 1.50 to 1.54 1.75 to 1.79 1.75 to 1.79 2. 00 to 2. 04 Less than 1.00 1. 45 to 1. 49 1. 30 to 1. 34 1.65 to 1.69 1 4 5 1 16 11 16 10 1 3 2 30 31 2 4 8 4 30 54 112 22 2 13 3 32 1 49 3 32 North Carolina North Dakota 33 34 35 30 37 3* 39 40 41 42 43 44 45 46 47 4M 49 50 2 22 2 21 3 8 3 13 22 2 2 44 65 6 1 99 5 1 4 53 4 3 12 26 1 3 4 24 2 90 94 12 9 17 1 6 1 18 137 19 13 5 13 24 18 35 4 19 1 34 3 10 3 2 1 18 1 1 2 10 1 29 2 6 15 5 1 6 5 3 1 1 South Carolina South Dakota 14 1 6 5 6 4 11 1 5 7 11 1 1 15 31 1 1 1 2 2 7 6 3 5 7 9 5 13 2 1 11 10 7 1 2 1 12 14 22 18 67 7 21 3 1 2 1 5 1 4 12 2 2 4 1 9 8 4 3 7 30 2 3 1 1.50 to 1.54 1.20 to 1.24 2. 00 to 2. 04 1. 50 to 1. 54 1. 50 to 1. 54 2. 00 to 2. 04 2. 00 to 2. 04 3 5 5 2 5 6 1 1 2 West Virginia 6 3 13 2 2 1 7 12 6 All other states 1 2 2 3 1 GENERAL TABLES. MEDIAN WAGES-PRIVATE STATIONS, BY STATES AND TERRITORIES: 1902-Continued. 153 DYNAMO AND SWITCHBOARD MEN— Continued. LI N E.M EN , MECHANICS, AND L 82.50 to 82.74 AMP T 82.75 to 82.99 RIMME 83.00 to 83.24 RS. 83.25 to 83.49 41 82.00 to 82.24 82.25 to 12.49 82.50 to 82.74 82.75 to $2.99 83.00 to $3.24 83.25 to 83.49 20 83.50 to 83.74 1 83.75 and over. Median rate (dollars). Total. Less than 81.00 81.00 to 81.24 81.25 to S1.49 81.50 to 81.74 81.75 to 81.99 $2.00 to 82.24 82.25 to 82.49 83.50' 83.75 to and ■83.74; over. Median rate (dollars). 407 251 176 54 52 9 2. 00 to 2. 04 7,035 «) 261 420 1,230 965 1,804 643 845 359 320 40 18 2. 00 to 2. 04 1 2 7 1 2. 00 to 2. 04 2. 30 to 2. HI 1.65 to 1.69 2. 25 to 2. 29 2. 50 to 2. 54 2.00 to 2. 04 Less than 1.00 1.30 to 1.34 2. HO to 2. 84 2. 00 to 2. 04 1.75 to 1.79 38 15- 22 289 129 105 12 23 23 479 153 10 99 65 65 83 S7 429 178 133 22 233 33 53 1 70 333 6 1,702 10 9 402 13 37 959 73 21 12 54 161 16 31 26 43 29 124 8 42 1 1 1 7 11 15 3 3 4 48 39 40 2 2 2 127 29 1 6 10 23 3 24 2 83 31 29 1 64 2 1 1 46 14 2 1 ] 1.50 to 1.54 3. 00 to 3. 04 1.65 to 1.69 2. 50 to 2. 54 2. 50 to 2. 54 2. 00 to 2. 04 1.50 to 1.54 1.15 to 1.19 3. 00 to 3. 04 1. 75 to 1. 79 1.75 to 1.79 1.65 to 1.69 1. 60 to 1. 64 1.75 to 1.79 2. 00 to 2. 04 1.70 to 1.74 2. 00 to 2. 04 2. 00 to 2. 04 2. 15 to 2. 19 1.80 to 1.84 2. 00 to 2. 04 1. 50 to 1. 54 2. 00 to 2. 04 3. 00 to 3. 04 1.75 to 1.79 1. 30 to 1. 34 1.85 to 1.89 2. 00 to 2. 04 2. 50 to 2. 54 2. 00 to 2. 04 1. 50 to 1. 54 1. 75 to 1. 79 1.90 to 1.94 1. 65 to 1. 69 2. 00 to 2. 04 1. 90 to 1. 94 2. 00 to 2. 04 1. 25 to 1. 29 2. 50 to 2. 54 1.50 to 1.54 2. 00 to 2. 04 2. 30 to 2. 34 1. 90 to 1. 94 1. 65 to 1. 69 2. 45 to 2. 49 1.50 to 1.54 1. 65 to 1. 69 2. 65 to 2. 69 1. 75 to 1. 79 1 3 1 44 31 3 5 3 31 14 2 4 3 3 4 2 3 2 4 1 42 28 1 26 6 5 3 2 6 20 10 2 17 7 6 2 14 3 2 1 63 37 7 26 15 7 43 20 38 68 45 22 9 23 1 13 1 6 3 6 1 122 25 11 12 1 7 8 2 56 17 15 21 1 12 28 13 15 56 3 14 1 10 3 6 3 2 2 4 77 13 33 44 12 4 4 2 6 7 1 2 5 6 7 2 3 2 11 1 19 5 1 2 1 5 5 16 3 8 26 1 6 1 in 4 1 9 2 2 3 ...... 1 1 3 1 5 4 32 10 1 6 4 12 1 1 3 14 2 4 5 11 7 30 13 1.50 to 1.54 1. 50 to 1. 54 1.65 to 1.69 1.50 to 1.54 1. 80 to 1. 84 1. 50 to 1. 54 2. 10 to 2. 14 1.65 to 1.69 1.80 to 1.84 1.65 to 1.69 1.90 to 1.94 3. 00 to 3. 04 1. 95 to 1. 99 2.60 to 2. 64 1.75 to 1.79 2. 00 to 2. 04 3. 25 to 3. 29 2. 00 to 2. 04 1. 50 to 1. 54 21 14 4 6 2 59 17 23 1 1 10 26 10 40 109 25 28 2 3 1 16 1 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 3i 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 2 3 1 2 1 1 1 1 1 38 17 8 6 1 1 11 15 7 3 4 2 3 4 2 1 7 44 1 2 3 4 1 1 27 5 1 1 25 4 6 10 1 1 6 2 1 8 3 1 1 6 1 4 13 °7 ~b 7 29 7 2 2 2 4 7 1 4 1 11 2 1 2 1 1 6 1 2 16 2 2 7 1 6 1 20 4 1 13 2 1 32 15 47 18 54 17 98 3 637 8 28 185 7 32 2 170 1 44 82 1 8 1 56 1 1 1 1 1 147 88 1 28 14 2 3 42 1 27 3 1 62 187 2 1 115 3 1 229 14 3 308 3 2 43 1 152 2 5' 3 « 3 133 4 19 182 30 2 1 3 37 2 9 4 8 7 18 2 6 16 1 1 109 4 1 32 3 3 2 1.75 to 1.79 5 3 5 1 6 17 4 1 2 2 4 1 6 9 18 3 2.05 to 2.09 1.75 to 1.79 2. 00 to 2. 04 1. 65 to 1. 69 2. 00 to 2. 04 1.50 to 1.54 1. 65 to 1. 69 1.50 to 1.54 1.50 to 1.54 1.65 to 1.69 1. 95 to 1. 99 1.00 to 1.04 1. 60 to 1. 64 2. 45 to 2. 49 1.75 to 1.79 2 95 17 4 48 1 7 39 4 15 S 1 8 1 4 2 1 3 1 2 5 5 6 4 9 18 3 1 1 3 14 1 4 10 7 5 1 7 2 5 1 5 3 9 1 3 9 1 1 2 2 1 3 2 2 7 12 12 1 3 7 1 5 9 14 30 5 8 7 7 50 8 8 2 4 7 14 19 4 2 1 2 2 4 1 3 1 6 2 4 1 2 1 1 14 1 5 6 1 3 1 1 1 1 7 2 5 12 1 154 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 96.— NUMBER OF WAGE-EARNERS AT SPECIFIED DAILY RATES OF PAY, WITH 1 o 3 4 I 8 9 10 11 12 13 14 15 16 STATE OR TERRITORY. ALL CLASSES. FOREMEN AND INSPECTORS. Total. Less than SI. 00 81.00 $1.25 to | to 81.24 $1.49. $1.50 to $1.74. $1.75 to $1.99. $2.00 to 82.24. $2.25 to $2.49. $2.50 to $2.74. $2.75 to $2.99 $3.00 to $3.24 $3.25 to 83.49 $3.50 to $3.74 83.76 and oyer. Median rate (dollars). Total. Less than $1.00 $1.00 to 81.24 $1.2F to $1.49 $1.60 to $1.74 $1.75 to 81.99 5 United States... 2,157 105 201 294 440 233 418 203 166 29 34 25 2 7 1.75 to 1.79 74 1 1 4 7 10 11 30 1 6 15 28 42 2 310 142 75 24 30 19 6 19 84 254 118 43 86 3 26 1 12 88 32 14 249 5 5 120 2 30 9 40 31 1 18 26 31 24 35 1 1 5 1 2 2 1 1 3 1 1 3 10 1.20 to 1.24 2. 00 to 2. 04 2. 25 to 2. 29 2. 75 to 2. 79 1.60 tol.64 1. 30 to 1. 34 1. 60 to 1. 64 1.25 to 1.29 3. 25 to 3. 29 2. 10 to 2. 14 1.60 tol.64 1.50 tol.64 2. 00 to 2. 04 1.50 to 1.54 1. 65 to 1. 69 1.85 to 1.89 1. 75 to 1. 79 2. 10 to 2. 14 1.75 to 1.79 1. 95 to 1. 99 1.50 to 1.54 1.65 tol.69 1.50 to 1.54 1.60 tol.64 1.65 tol.69 1.70 to 1.74 1.80 to 1.84 1.00 to 1.04 ' 2. 00 to 2. 04 1. 65 to 1. 69 1.65 to 1.69 1.65 tol.69 2. 00 to 2. 04 2. 00 to 2. 04 1.00 to 1.01 1.45 to 1.49 1.65 tol.69 2. 00 to 2. 04 1.70 to 1.74 1.30 to 1.34 1.30 to 1.34 2. 50 to 2. 64 1.65 tol.69 i 1.45 to 1.49 Arkansas 2 1 1 1 2 5 7 1 2 Colorado 4 1 8 6 1 5 1 3 3 1 68 19 5 10 2 1 3 33 58 26 1 20 1 1 1 1 1 12 3 3 9 5 4 10 2 6 1 1 1 Idaho 1 9 1 1 1 6 1 27 6 13 3 6 1 26 37 18 8 4 1 1 2 26 14 10 16 23 36 23 5 7 4 5 4 62 17 7 21 2 3 1 3 31 3 28 36 6 1 4 3 4 5 7 42 16 1 5 1 5 78 2 4 1 1 3 33 3 6 1 7 1 3 16 2 1 1 2 1 Indiana Kansas 3 2 3 1 1 1 1 1 Kentucky 1 Louisiana 17 Maine IS Maryland 5 5 4 4 2 1 23 8 7 11 14 9 12 3 3 2 15 15 17 8 1 3 7 2 1 1 5 3 1 1 3 19 Massachusetts 2 12 1 3 5 ■m 3 1 1 1 1 21 Minnesota 22 Mississippi 23 Missouri 2 1 1 24 Montana 25 Nebraska 2 5 4 4 2 1 26 New Hampshire New Jersey 27 1 10 2 4 9 7 6 1 8 3 1 19 1 25 1 8 58 2 2 10 1 2K New York 2 29 North Carolina North Dakota Ohio 1 30 2 4 2 1 40 2 11 3 1 2 31 18 16 38 76 3 2 31 4 3 1 1 ?■■-> Oklahoma 33 Oregon 1 15 1 3 3 9 6 1 17- 1 1 5 34 Pennsylvania Rhode Island 3 6 1 1 1 35 36 South Carolina South Dakota 14 2 1 1 7 6 5 3 5 8 1 3 4 1 11 6 1 1 1 37 1 2 7 38 Tennessee 2 4 9 9 2 1 1 1 2 1 3 3 39 Texas 1 40 Utah 41 1 6 3 4 6 5 4 5 4 1 4 1 1 7 4 4 1 1 ' 3 2 1 4? Virginia 1 1 43 Washington West Virginia 19 2 44 2 3 3 6 9 1 45 1 1 GENERAL TABLES. MEDIAN RATE— MUNICIPAL STATIONS, BY STATES AND TERRITORIES: 1902. 155 FOREMEN AND INSPECTORS— eontii ued. ENGINEERS. $2.00 to $2.24 12 $2.25 $2.50 to to S2.49J2.74 $2.75 $3.00 to | to $2.99 $3.24 3 6 93.25 to $3.49 $3.50 • to $3.74 $3.75 and over. Median rate (dollars). Total. Less than $1.00. $1.00 to $1.24. $1.25 to $1.49. $1.50 to $1.74. $1.75 to SI. 99. $2.(10 to $2.24. $2.25 | S2.50 to ! to $2.49. $2.74. $2.75 to $2.99. $3.00 to $3.24. $3.25 to $3.49 $3.50 to $3.74 ?3.75 and over. Median rate (dollars). 12 17 3 3 2. 30 to 2. 34 805 8 59 104 168 M 168 *!.") 90 15 23 18 3 1.95 to 1.99 1 5 6 11 1 1 11 7 18 1 94 61 36 9 10 7 1 2 1 3 1 1 1.25 to 1.29 1.65 to 1.69 2. 25 to 2. 29 2. 75 to 2. 79 2. 45 to 2. 49 2. 00 to 2. 04 2. 50 to 2. 54 1.30 to 1.34 3. 25 to 3. 29 2. 00 to 2. 04 1.65 to 1.69 1.60 to 1.64 2. 00 to 2. 04 2. 00 to 2. 04 •> 1 1 1 1 1 3 - 2. 65 to 2. 69 1 1 3 2 1 5 1.95 to 1.99 1 R 4 1 9 1 2 1 1 3 2 5 1 7 1 2. 60 to 2. 51 8 3 q 1 7 10 1 1 4 3 1 2 1 2.45 to 2. 49 2. 10 to 2. 14 1 5 1 . 3 12 13 5 11 17 14 4 10 15 4 3 1 17 11 5 2 2 9 2 4 1 3 14 2 3 4 2 n 13 1 2. 00 to 2. 04 1.65 to 1.69 2. 50 to 2. 54 2. 00 to 2. 04 2 2 1 14 2 15 1 3 1.95 to 1.99 16 1 17 7" 24 86 69 14 35 1 7 2 2 8 19 19 1 6 3 5 10 1 2 8 6 16 4 1 1 1 2 1 1 4 2 2. 00 to 2. 04 18 1 2 1 2 2. 75 to 2. 79 2. 50 to 2. 54 3. 00 to 3. 04 2. 50 to 2. 54 2. 00 to 2. 04 2. 50 to 2. 54 1. 65 to 1. 69 2. 00 to 2. 04 2. 00 to 2. 04 1.65 to 1.69 1.80 to 1.84 1.75 to 1.79 19 1 2 1 1 1 1 1 3 11 2 1 5 8 5 1 6 24 8 4 7 6 1 4 1 2 1 ■'0 °1 2 QO 2 2 2 "3 "4 2 1 1 1 'R '6 4 31 10 7 119 2 2 38 1 8 6 13 8 1 6 1 11 2 1 7 1 2. 60 to 2. 64 2. 00 to 2. 04 1.30 to 1.34 2. 25 to 2. 29 1.65 to 1.69 2. 25 to 2. 29 2. 30 to 2. 34 1.90 to 1.94 2. 00 to 2. 04 1.50 to 1.54 1.60 to 1.64 2. 15 to 2. 19 1.80 to 1.84 '7 - 2. 60 to 2. 64 2 1 2 1 7 2 1R oq 3 31 1 4 1 1 4 2 9 3 1 2 30 1 1.25 to 1.29 2 12 11 5 4 31 1 S' 1 2. 00 to 2. 04 2. 25 to 2. 29 1 6 33 4 1 1 11 3 11 1 1 1 35 1.50 to 1.54 1 2 4 1 36 3 2 2 2 1 1 2 2 3V 1 1 2.00 to 2. 04 2. 00 to 2. 04 3 3 2 2 38 1 1 1 39 1.25 to 1.29 2. 30 to 2. 34 2. 50 to 2.54 2. 45 to 2. 49 2 9 3 7 15 1 o 2 3 1 1 1 3 2. 00 to 2. 04 1.50 to 1.54 1.95 to 1.99 1. 65 to 1. 69 1. 80 to 1. 84 1 2 2 2 I? 3 ! 43 1 1 1 2 1 4 1 2 2 2 44 i 45 ! 156 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 96.— NUMBER OF WAGE-EARNERS AT SPECIFIED DAILY RATES OF PAY, WITH STATE OR TERRITORY. FIREMEN. DYNAMO AND SWITCHBOARD MEN. Total. Less ;han 51.00 SI .00| to ! SI. 24 73 S1.25 to SI. 49. $1.50 to SI. 74. S1.75 to SI. 99. $2.00 to S2.24. 82.26 to $2.49. $2.50 to $2.74. $2.75 to $2.99 $3.00 to $3.24 $3.25 to $3.49 $3.50 to $3.74 $3.76 and over. Median rate (dollars). Total. Less than $1.00 $1.00 to $1.24 $1.25 to $1.49 $1.50 to $1.74 $1.75 to $1.99 1 United States... 4-W 51 10S 117 54 74 8 1 1.50 to 1.54 101 3 9 12 20 18 1 '"> _ i" 1. 00 to 1. 04 2. 00 to 2. 04 2. 00 to 2. 04 3 1 2 1 7 4 3 ! 1 ■=» fi 2 i 3 2 1.60 to 1.64 1.10 to 1.14 1.25 to 1.29 Less than 1.00 7 2 . 1 2 3 1 3 1 H 6 11 ! 7 3 Q 3 1 10 1 10 1 11 11 8 1 1 30 1.75 to 1.79 1.50 to 1.54 1.30 to 1.34 1.75 to 1.79 1.30 to 1.34 1.25 to 1.29 1 1° s 5 1 IS 11 Kansas ! 4 1 Kentucky ! 10 4 1 1 1 1 1 1f> 4 ; 2 1 lfi 1 17 1 IS 5 1 15 7 3 7 1 3 2 9 5 1. 75 to 1. 79 2. 00 to 2. 04 1.6ft to 1.69 1.50 to 1.54 1. 25 to 1. 29 1.30 to 1.34 1.50 to 1.54 1.46 to 1.49 IP Massachusetts Michigan 21 3M 2 9 16 3 3 4 22 1 12 10 3 2 4 *>1 30 17 24 1 8 4 3 3 6 4 2 s 6 | 7 1 1 •79 Mississippi ■ 9^ 1 1 *>4 Montana '>F> 1 1 | 3 1 1 1 2 1 2 1 % 97 4 24 9 4 56 1 2 23 1 3 1 6 1 5 1 17 1 1. 70 to 1. 74 1. 50 to 1. 54 1.00 to 1.04 2. 00 to 2. 04 1.50 to 1.54 1.50 to 1.54 1. 65 to 1. 69 1. 65 to 1. 69 9S 1 5 2 1 1 2 1 '•<-! North Carolina 1 so 1 6 3 7 SI 8 1 16 18 1 7 ^9 SS S4 Pennsylvania 1 1 5 1 o 6 7 1 1 ^ Si', South Carolina South Dakota 9 1 8 5 6 1 3 Less than 1.00 Less than 1.00 1. 30 to 1. 34 1.50 to 1.54 1 1 S^ 3 3 2 5 5 2 1 11 2 1 1 2 1 3 1 2 S9 -11 1 3 2 1 4° 6 3 2 9 4 '1 1 1 1 Less than 1.00 1.95 to 1.99 2. 15 to 2. 19 1.30 to 1.34 1 1 1 West Virginia Wisconsin 2 4 1 3 3 2 1 2 GENERAL TABLES. MEDIAN RATE— MUNICIPAL STATIONS, BY STATES AND TERRITORIES: 1902— Continued. 157 DYNAMO AND SWITCHBOARD MEN— Continued. LINEMEN, MECHANICS, AND LAMP TRIMMERS. $2.00 to $2.24 $2.25 to $2.49 13 $2.50 82.75 to 1 to $2.71 $2.99 $3.00 to $3.24 S3.25 to $3.49 $3.50 to $3.74 $3.75 and over. Median rate (dollars). Total. Less than $1.00. $1.00 to $1.24. $1.25 to $1.49. $1.60 to $1.74. $1.75 to $1.99. $2.00 to $2.24. $2.25 to $2.49. $2.50 $2.75 | $3.00 to lo ! to $2.74. ] $2.99. 143.24. $3.25 $3.60 to | to $5.49 $3.74 * 3 „l 5 !i Median rate o"er." (dollars). 16 ■1 9 4 1.75 to 1.79 691 1 1 7 42 59 66 128 72 14.8 105 55 9 4 2 1 2. 00 to 2. 04 1 1 1. 00 to 1. 04 2. 20 to 2. 24 2. 25 to 2. 29 ?, 1 2. 80 to 2. 84 2. 00 to 2. 04 1 2 3 5 1 1 1 2 2 4 5 2 2 1. 60 to 1. 64 6 1.00 to 1.04 1.60 to 1.64 7 11 1 3 4 4 4 i 1 1 1.75 to 1.79 1.15 to 1.19 8 9 1 1 2. 00 to 2. 04 2. 45 to 2. 49 1. 25 to 1. 29 10 5 1 2 118 52 13 9 8 5 4 7 33 96 18 9 21 1 9 1 1 9 3 5 2 3 15 2 2 11 4 6 12 1 19 7 60 15 1 3 1 1 2. 25 to 2. 29 1.60 to 1.64 1. 45 to 1. 49 2. 00 to 2. 04 1. 65 to 1. 69 1. 60 to 1. 64 1.85 to 1.89 1. 50 to 1. 54 2. 15 to 2. 19 2. 00 to 2. 04 1.75 to 1.79 1.05 to 1.09 2. 00 to 2. 04 1.50 to 1.54 1.75 to 1.79 11 1 12 13 1 2. 50 to 2. 54 1.30 to 1.34 2. 50 to 2. 54 1. 45 to 1. 49 6 1 14 3 2 4 1 1 1 4 2 4 14 4 15 1 1 16 17 2 1 1 1 i 1 7 4 6 5 1 3 3 3 18 2 1 9 34 4 18 1 o 1 2. 40 to 2. 44 1.75 to 1.79 9 2 1 1 1 6 7 1 2 1 4 19 2 ?0 21 99 1 2. 00 to 2. 04 6 1 10 23 24 1. 60 to i. 64 1. 65 to 1. 69 1 2 1 2 2 1 Vf, •>e, 4 26 11 2 71 2 7 1 2 1 1 2 10 2 1 1 1.70 to 1.74 2. 00 to 2. 04 Less than 1.00 2. 00 to 2. 04 1. 65 to 1. 69 2. 25 to 2. 29 07 1 1 1. 65 to 1. 69 2. 00 to 2. 04 2. 25 to 2. 29 1 12 ■?s 29 1 2 19 30 7 3 10 22 1 8 1 2 31 R? 33 5 2. 25 to 2. 29 47 1 11 2 11 13 1 3 4 1 13 1 4 21 2. 00 to 2. 04 1. 40 to 1. 44 Less than 1.00 1. 50 to 1. 54 1. 25 to 1. 29 2. 15 to 2. 19 34 35 1.30 to 1.34 8 1 1 3 36 1 37 o 1 2. 00 to 2. 04 1.50 to 1.54 1.70 to 1.74 1.30 to 1.34 1.65 to 1.69 2 4 2 2 8 3S 5 39 40 ' 4 8 22 11 7 3 2 1 1 2 1 1.30 to 1.34 1.30 to 1.34 2. 50 to 2. 54 1. 65 to 1. 69 1. 60 to 1. 64 41 2 1 49 5 16 43 2 1 2. 00 to 2. 04 1. 30 to 1. 34 1 1 1 2 9 2 44 1 1 45 158 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 97.— INCOME— CENTRAL ELECTRIC LIGHT AND POWER STATIONS OPERATED BY STREET RAILWAY COM- PANIES, BY STATES: 1902. Num- ber of com- panies. Gross income. COMMERCIAL OR PRIVATE LIGHTING. PUBLIC LIGHTING. MOTOR SERVICE. Electric railway service. Electric heating. Charging automo- biles. All other electric service. STATE. Total. Arc. Incan- descent. Total. Arc. Incan- descent. Amount. Mis- cella- neous. Amount. Amount. Amount. Amount. United States 118 W, 469, 726 34, 074, 684 8660, 279 S3, 414, 405 Jl, 417, 985 SI, 267, 384 $150, 601 $768, 040 86,630 877 $9 84,390 8197, 911 4 3 7 4 8 3 6 3 3 10 5 11 3 7 4 3 9 25 318, 660 110, 209 722, 728 161,070 291, 142 101,892 162, 549 98, 838 163,406 413, 782 155, 770 587,967 171, 561 359, 158 618, 385 105, 102 689, 572 1,237,935 257, 454 84, 657 421,024 118, 620 154, 945 67, 739 106, 490 46, 232 138, 514 243, 233 86, 919 374, 322 99, 128 261, 246 439, 358 67, 181 368, 540 739, 082 35, 055 9,441 112, 940 21,929 23, 586 7,978 9,595 7,670 3, 533 19, 969 6,104 45, 229 7,942 75, 248 95, 182 2,975 90, 394 85, 509 222, 399 75, 216 308, 084 96, 691 131, 359 59, 761 96, 895 38, 562 134, 981 223, 264 80, 815 329, 093 91,186 185, 998 344, 176 64, 206 278, 146 653, 573 32, 712 11, 900 173, 183 6, 458 75, 435 11,856 42, 090 43,547 10, 250 140, 998 32, 486 147, 225 33, 993 65, 954 44, 544 36, 253 217,277 291,824 30, 106 9,660 153, 503 6,458 71,515 10, 904 36, 987 37,441 9,920 97, 988 30, 989 143, 725 33, 201 62, 441 22, 948 36, 253 215, 334 258, 011 2,606 2,240 19, 680 26, 345 13, 652 119, 260 23, 038 40, 043 15, 141 9,340 8,982 2,240 28,172 36, 365 53, 382 22, 127 28, 400 76, 635 1,668 77, 166 186, 084 500 1,649 Florida Georgia 233 3,356 9,028 Illinois 395 9,203 3,920 952 5, 103 6,106 330 43, 010 1,497 3,500 792 3, 513 21, 596 20,719 7, 156 4,629 Mississippi 77 Missouri 12, 402 New York 1, 379 North Carolina Ohio 13, 038 South Carolina 16, 313 3, 558 1,795 56, 053 West Virginia 1,943 33,813 26, 589 16, 195 All other states l 4,440 9 301 1 Includes states having less than 3 companies, in order that the operations of individual companies may not be disclosed. These companies are distributed as follows: Arkansas, 2; California, 2; Colorado, 2; Connecticut, 2; Delaware, 1; Indiana, 2; Kansas, 1; Kentucky, 2; Louisiana, 1; Maryland, 1; Minnesota, 1; Mon- tana, 1; Nebraska, 1; New Hampshire, 1; New Jersey, 2; Oregon, 1; Tennessee, 2. Table 98.— ANALYSIS OF SERVICE— CENTRAL ELECTRIC LIGHT AND POWER STATIONS OPERATED BY STREET RAILWAY COMPANIES, BY STATES: 1902. ARC LIGHTING— NUMBER OF LAMPS IN SERVICE. Aggre- gate. Total. Direct current. Alternating current. All other. STATE. Commercial or private. Public. Commercial or private. Public. Commercial or private. Public. Commercial or private. Public. Open. In- closed. Open. In- closed. Open. In- closed. Open. In- closed. Open. In- closed. Open. In- closed. Open. In- closed. Open. 33, 863 2,582 13, 603 10, 868 6,810 2,413 6,459 10, 495 1,072 1 7,069 8 5,738 168 75 365 1,291 222 4,347 817 1,603 431 869 477 203 2,594 613 2,933 693 2,983 1,854 572 4,715 6,646 449 103 238 235 133 25 30 37 66 12 24 219 116 387 518 442 55 2,092 328 388 230 286 112 5 1,070 174 518 236 1,710 1,416 70 1,778 2,693 325 761 812 115 352 132 111 964 325 1,838 757 19 75 1,871 2,411 75 64 1,256 254 270 61 201 233 50 504 102 553 457 297 303 427 679 1,024 449 103 238 235 133 25 30 388 325 54 55 798 33 304 115 250 112 5 1,005 174 353 199 777 163 70 501 2,111 75 64 1,018 1,294 295 84 115 36 761 812 115 352 132 111 964 325 1,838 757 19 75 1,871 2,038 238 254. 40 30 8 230 31 201 233 50 504 102 553 259 197 182 427 588 1,024 37 55 12 24 219 116 65 90 37 933 1,263 1 75 198 100 121 387 350 1,277 582 91 168 365 i Includes states having less than 3 companies, in order that the operations of individual companies may not be disclosed. These companies are distributed as follows: Arkansas, 2; California, 2; Colorado, 2; Connecticut, 2: Delaware, 1; Indiana, 2; Kansas, 1; Kentucky, 2; Louisiana, 1; Maryland, 1; Minnesota, 1; Mon- tana, 1; Nebraska, 1; New Hampshire, 1; New Jersey, 2; Oregon, 1; Tennessee, 2. GENERAL TABLES. 159 Table 98.— ANALYSIS OF SERVICE— CENTRAL ELECTRIC LIGHT AND POWER STATIONS OPERATED BY STREET RAILWAY COMPANIES, BY STATES: 1902— Continued. United States Alabama Florida Georgia Illinois Iowa Maine Michigan Mississippi Missouri New York North Carolina Ohio South Carolina Virginia Washington West Virginia Wisconsin AH other sta tes Aggregate. 1,442,685 rid, 19, 138, 42, 62, 39, 43, 12, 66, 100, 31, 189, 24, 65, 93, 23, 180, 200, INCANDESCENT LIGHTING — NUMBER OF LAMPS IN SERVICE. Tota . Commercial or private. Public. 1,423,659 19,020 80, 045 659 19, 541 331 135, 604 1,374 42,426 61,924 300 39, 379 04 41, 169 2, 220 11, 890 997 66, 075 55 98, 812 1,749 31, 498 244 188, 065 1,643 24,117 108 64, 815 333 90, 483 2,764 23,294 179, 611 462 254, 911 5,663 16-candlepower. Commercial or private. 1,313,3 47,705 19, 408 132, 630 37,883 67, 610 38, 079 36, 677 11,290 45,000 86, 950 28, 132 186, 683 23, 517 52, 595 70, 667 20, 984 170, 305 247,288 Public. 13,065 05'.l 323 900 "60 2,130 997 50 CM 204 1,613 100 328 205 337 4,468 32-candlepower. Commercial or private. 2,203 127 1,470 226 1,830 300 1,134 100 75 2,257 423 682 600 2,224 10,828 1,647 3,646 1,825 Public. 90 125 625 All other. Commercial or private. 78, 759 , '.196 , 988 IKS Public. 4,842 Number of motors of all kinds 250 25 1,011 -■•••- 2,524 STATIONARY MOTOR SERVICE. 10, 049 137 2, 006 202 '549 129 136 295 87 336 105 513 689 1,960 587 28 87 1,495 Total ca- pacity in horse- power. 936 714 4,844 611 1,479 1,011 700 198 119 2,662 1,544 3,589 618 1,467 3,720 121 3,711 7,644 35,688 Num- ber of mechan- ical me- ters on consump- tion cir- cuits. 1.56,601 2,606 880 5,121 1,475 3,338 1,139 1,857 714 1,553 16,217 1,273 5,813 1,270 3,100 4,838 770 5,403 9,234 i Includes 82 chemical. APPENDICES Appendix A.— SCHEDULE Appendix B— INSTRUCTIONS TO SPECIAL AGENTS 30947—05 11 * (161) APPENDIX A. SCHEDULE. Nn me t-tf company , State city . General offices at T'xitrd States Census Office, Washington, D. (',, October ir,, 1902. By section 7 of the Act of Congress for the establishment of a permanent Census Office, passed March 0, 1902, the Director of the Census is required to prepare a report on electric light and power of the United States, and the fol- lowing schedule has been formulated for that purpose. Mr. Thomas Commerford Martin, of New York city, expert special agent, is in charge of the electric branch of this inquiry. The information returned on this schedule should cover the business year of the establishment most nearly conforming to the year ending June 30, 1902. All questions that require a fixed time, such as cash on hand, etc., should be of the date of the last day of the year covered by the report. William R. Merriaji, Director of the ( 'ensus Extract from Act of Congress, March 3, 1899: Section 22. * * * "And every president, treasurer, secretary, director, agent, or other officer of every corporation, and every establishment of produc- tive industry, whether conducted as a corporate body, limited liability com- pany, or by private individuals, from which answers to any of the schedules, inquiries, or statistical interrogatories provided for by this Act are herein required, who shall, if thereto requested by the Director, supervisor, enumera- tor, or special agent, willfully neglect or refuse to give true and complete answers to any inquiries authorized by this Act, or shall willfully give false information, shall be guilty of a misdemeanor, and upon conviction thereof shall be fined not exceeding ten thousand dollars, to which may be added imprisonment ior a period not exceeding one year." CERTIFICATE. This is to certify that the information contained in this schedule is complete and correct to the best of my knowledge and belief, and it covers the period from 190.., to 190... (Signature and official designation of the person furnishing the information.) (Signature of Special Agent.) 1. Date when this establishment commenced operations 2. Character of original organization, whether individual, corporation, munici- pal, or other form - .• 3. Date and character of subsequent changes in ownership' or organization.... 4. If a consolidated company, give names of constituent companies and dates of consolidation 5. If a reorganized company, give name of original company and date of reor- ganization 6. If a subsidiary or leased company, give name and address of controlling company or lessor and date such control began or date of lease 7. Character of service (answer yes or no): Arc lighting ; commercial or other private : streets and other public places Incandescent lighting ; commercial or other private ; streets and other public places Motor power •; stationary ; electric railway Other service (state kind) 8. If the corporation or firm is engaged in any business or industry other than that of central station work for electric light or power, state the character of such business or industry, and if conducted in the same or separate plants 9. Franchise conditions: State the franchise rights under which the company or firm operates, whether charter ; special act of the state legislature ; municipal ordinance ; or by otlTer authority (state kind) Exclusive or competitive franchise Terms of franchise, if limited as to time or perpetual; if limited, state number of years What free service, if any, is required as a condition of the franchise Compensation required for the franchise; form and amount, if any 10. CAPITAL STOCK, BONDS, AND DIVIDENDS. Number of: Total par bonds. value. Authorized capitalization — 1 _ Bonds Capital stock and bonds issued- Common stock Preferred stock. Bonds Dividends and interest, if any, paid during the year — Common stock, rate '....; amount &. Preferred stock, rate ; amounts. Bonds, rate ; amount ?. 11. COST OF PLANT. Cost during Cost to the year. | date. Land S. Buildings , Machinery, tools, and implements within stations Overhead electric service construction Underground, electric service construction Lamps, motors, meters, and transformers, wired foruse Supplies of every description on hand not enumerated . . . in the foregoing items. Miscellaneous '... Total . 12. EMPLOYEES, SALARIES, WAGES, ETC. CLASSES. Average num- ber employed during the year. Total amount paid in wages or salaries dur- ing the year. & Clerks 1 Total I (163) 164 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Xumber of employees at specified daily rates of pay. DAILY BATES OF PAY. Fore- ln " Engi- neers. Fire- men. Dynamo | and Line- switch- | men, hoard etc. men. ' Me- chan- ics. Lamp trim- mers. OTHER DAILY RATES OF PAY. Fore- men. In- spect- ors. Engi- neers. Fire- men. Dynamo and switch- board men. Line- men, etc. Me- chan- ics. Lamp trim- mers. ! »- JS PW I j ' • i 1 ^3.75 1 1 1 S4.00 ! ! i 1 1 i i 13. MISCELLANEOUS EXPENSES. Rent of stations and line wire supports, conduits, or underground privileges ■ Rent of offices Taxes . Injuries and damages. Insurance Ordinary repairs of buildings, machinery, etc Amount paid for interest, advertising, office supplies, law expen- ses, telegraph and telephone service, and all other sundries not reported elsewhere : Total. 14. SUPPLIES AND MATERIALS PURCHASED FOR USE DURING THE YEAR. Supplies: Meters . Motors Transformers Incandescent lamps Incandescent lamp fittings, soek- ete, etc Carbons for arc lamps Globes for arc lamps Hoods, etc., for arc lamps. Arc lamp repairs Poles or other supports . . . Wire and cable Unit of measure. All other supplies (not to include oil, waste, etc. ) ■ Quantities. Cost, not including freight. 14. SUPPLIES AND MATERIALS PURCHASED FOR USE DURING THE YEAR— Continued. Fuel: Coal. Crude petroleum Natural gas Artificial gas Other fuel (state kindl Water Mill supplies (oil, waste, etc.) . All other materials Rent of waterpower Total cost Unit of measure. Quantities. Cost, not including freight. Amount of freight, if any, paid on the above . 15. INCOME. SOURCE. Lighting: Commercial or private. Public Motor service Electric railway service . Electric heating Charging automobiles . . . All other sources Total income . Amount. Total income for preceding business year . APPENDIX. 165 16. POWER PLANT EQUIPMENT. GENERATING POWER PLANT. Steam, engines: 500 horsepower and under Over 500 horsepower and under 1,000 horsepower. 1,000 horsepower and under 2,000 horsepower 2,000 horsepower and over Water wheels: 500 horsepower and under Over 500 horsepower and under 1,000 horsepower. 1 ,000 horsepower and under 2,000 horsepower 2,000 horsepower and over , 3. Gas engines 4. Boilers 6. Auxiliary engines for use within plant as accesso- ries, etc. Number. Total capac- ity in horse- power. Power supplied by other establishments, if any, kind Horsepower ; name and address of establishment supplying the same 17. ELECTRIC GENERATING PLANT. Dynamos: Direct current, constant voltage. Direct current, constant amper- age Alternating and polyphase cur- rent: Number of phases Boosters. Rotaries. Number. Total capac- ity in horse- power. Voltage. 18. State the number of hours of operation per day, if day circuits are not operated 19. OUTPUT OF STATION. Kilowatt hour, average per day Kilowatt hour, total for year Horsepower of current, average per day . Horsepower of current, total for year — 20. LINE CONSTRUCTION. Lighting and stationary motor service: Underground Overhead... Submarine . Total . Electric railway car service owned by lighting com- pany, if any: Underground Overhead. Total . AGGREGATE LENGTH IN MILES. Mains. Feeders. 21. Storage batteries in main power plant: Number of cells...-. ; total capacity in horsepower. Total ampere hour capacity at 5-hour rate of discbarge 22. SUBSTATION PLANT. Storage battery cells . Total ampere hour capacity at 5-hour rate of discharge Transformers Rotary converters . Miscellaneous Total capacity in horse- power. 23. Transformers: Number in circuit for customers . in horsepower 24. ARC LIGHTING. .; total capacity Type of lamp. NUMBER IN SERVICE. Total. Public. Commer- cial or private. Alternating current Total Total income for the year from arc lighting: Commercial or private service Public service 25. INCANDESCENT LIGHTING. NUMBER IN SERVICE. Total. Public. Commer- cial or private. Capacity of lamp: Total income for the year from incandescent lighting: Commercial or private service $. Public service § . 26. Stationary motor service: Number of motors of all kinds. Total capacity in horsepower . . Income from motor service 27. Railway motor car service, prices of current to users: Price charged per kilowatt hour, indicated at station §. Price charged per car mile $. Price charged per car per day $. Additional price per car mile for trail cars 8- Total income for the year from motor car service %. Number of railway motor cars served $. 28. Other electric service, prices of current to users: Character of service Total income for the year derived from such service . 29. METERS ON CONSUMPTION CIRCUITS. Mechanical . Chemical ... All other Number. Proportion of service given by meter rates . APPENDIX B. INSTRUCTIONS TO SPECIAL AGENTS. Reports must he secured on. Special Schedule No. 2 (Form H-122) for all electric plants doing a public service business — that is, all plants, whether owned or operated by individuals, companies, cor- porations, or municipalities, established for the purpose of gener- ating electric current for sale, that were in existence during any portion of the year ending June 30, 1902. Isolated plants doing incidentally a central station business and deriving revenue from the sale of electric current must be reported. No report, however, is required for isolated plants operated for the exclusive benefit of the owner. Each agent will be furnished with a list giving the names and addresses of all central electric plants in the territory assigned him, which were in existence or building during the year ending June30, 1902. This list has been prepared from technical journals, electrical directories, etc., and, therefore, can not be accepted as complete. The agents must be constantly on the alert to discover other plants. They must make careful inquiry at each city and town they visit for electric plants located in that vicinity. If such plants are discovered and they are located in the territory assigned the agent, he should proceed to secure returns for them under the same conditions that reports are secured from other plants. In forwarding the reports for new plants, the agent must call attention to the fact that the name of the plant does not appear on the list furnished him. In some instances the companies named on the office list had not commenced the actual construction of the plant at the time the list was prepared. Such establishments are designated as "pro- posed." No returns are to be secured for establishments of this character, unless the plant has since been constructed, and where this is the only establishment located in a place, the agent will not be required to visit that place for the purpose of securing the report. The names of proposed establishments are given so as to enable the agent to have in his possession all of the obtainable information concerning electric plants located in his territory. The agent is required to visit the different cities and towns in the order in which they are named on the list, unless he finds that railroad connections and local conditions make a change necessary. In such cases, the conditions and character of the change must be given on the agent's daily report. In all cases where an annual report of the plant is printed, a copy of the latest report should be secured and forwarded with the schedule. Copies should also be returned of the latest reports of the directors or officers of the plant, or other printed matter that would add to the information contained in the schedule. In case an electric plant is owned by a company with an office in another locality, outside the territory of the agent, and it is im- possible to secure a complete report at the plant, the agent should complete the schedule as far as possible from the data obtainable, and forward it to the Census Office with a full statement of the facts, giving also the names and addresses of the persons from whom further information may be obtained. All entries in the schedule must be made clearly and neatly in ink. Amounts and values must be obtained from book accounts, if such accounts: are available. Each question is to be answered. If any question is found not applicable and no amounts are reported, write the word "None." An exact answer to each item enumerated in the several questions is what is required, ami is what should be given if it can be secured with a reasonable amount of labor. It is anticipated, however, that in a number of plants the accounts are not kept under just such a series of items as has been enumerated. If a general account is kept for two or more different services, the expenses should be equitably apportioned among such services. If the accounts cover two or more of the items enumerated for any of the inquiries, a similar proportion should be obtained for the reply to each. In all cases where the answers are estimated, the amounts must be preceded by the word " Estimate." The cover of the schedule must be left blank, as the name of the establishment is to be supplied after the receipt of the report at the Census Office. Central electric stations are sometimes operated in connection with other industries such as waterworks, gas works, manufactur- ing, mining, or street railways. In such cases a specific statement of the facts must be made in answer to Inquiry 8. If the system of accounts used by the company will permit of the preparation of a separate report for the electric light and power plant, a separate return should be obtained; but, if in such case the power plant is conducted in connection with a street railway, and the system of accounts will not permit of the preparation of separate returns, a report should be secured for the entire plant on the schedule for street railways (Form 8-120), and a report must also be secured on the schedule for electric light and power (Form 8-122)', answers being given to questions 1 to 9, inclusive, and 15 to 29, inclusive, or such of them as*are applicable to the plant reported. In cases where the electric plant is operated in connection with any business other than that of street railways and the system of accounts will not permit of the preparation of a separate return, careful estimate must be prepared for answer to all the questions contained in the schedule (Form 8-122); these estimates must, be prepared by, or submitted to and approved by, the person furnish- ing the information. The items of capital, employees, wages, cost of materials and supplies, miscellaneous expenses, and income, must pertain only to the electric, light and power station. In cases where two or more central power plants are owned by one individual, company, or corporation, and located in the same •city or town, separate reports should be secured for each plant if the systemsof accounts will permit of the preparation of separate returns. Otherwise, one schedule may be made to cover the operation of all the plants, but in such cases the number of separate plants included in the report should be stated in answer to Inquiry 4. Give, on page 1, the name, location, street and number, and post office address of the establishment, and obtain the signature and official designation of the person furnishing the information. The period covered by the report must be shown in the certificate. If the address of the general or business office is at a different place from that of the plant, give both. (167) 168 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Inquiby 1. — Date when this Establishment Commenced Operations. Give the date, if obtainable, when the original establishment commenced operations, which will not necessarily be the date when the present owners assumed control. Inquiries 2 to 6, Inclusive. These are intended to obtain information concerning the char- acter of the organization under which the company is operated, and the date and character of the changes in such organization. The answers given to each of these questions must be consistent. Inquiry 7. — Character op Service. By commercial service is meant the service to business houses, hotels, office buildings, etc. ; private service relates to residences. By public service is meant the service for all public uses, and for which the municipality or other government pays, such as the lighting of streets, parks, municipal buildings, etc. Lights in front of buildings or stores, when paid for by the owner or tenant, must be considered as "commercial or other private" service. The inquiries are to be answered by "Yes" or "No," Inquiry 9. — Franchise Conditions. For the purpose of this investigation the word "franchise" is understood to mean any legislative permit giving authority for the carrying of lines of wire over or under, along or across, the streets of the municipality, or any legislative or official permit necessary to the establishment of the company. If the company is organized under a general act of the legislature, the date of the passage of such act should be given. In such cases give also the date and character of the municipal ordinances or other privilege which may have been granted the company. The answer to the first, section of this inquiry will be "Yes" or "No." A competitive franchise is one that permits the granting of a franchise to another company to occupy the same territory for the same purpose. Describe the terms of the franchise in a. separate memorandum, which must be attached to the schedule. If free service is required as a condition of the franchise, it should be described and an esti- mate given of the amount that would be received for corresponding service, if paid for. Inquiry 10. — Capital Stock, Bonds, and Dividends. Account for the entire amount of common, preferred stock, and bonds, respectively, authorized, the amount of each issued up to the end of the year for which the report was made, giving the number of each class, the par value, and the full amount of divi- dends paid during the year. Inquiry 11. — Cost of Plant. The answer to this inquiry must show the total cost of the plant up to the end of the fiscal year for which the schedule is made, with a separate statement of the cost of additions and extensions during the year. The cost must include all expenses incident to the organization of the company and the establishment of the plant. If the accounts are not kept so as to show the cost of each item named under the inquiry, ascertain the total cost and appor- tion this among the several items according to the best judgment of the person furnishing the information. If the total or any of the items are estimated, they should be marked with the word "Estimate." Amounts paid, if any, for the franchise should be included under "miscellaneous." If land was donated, that fact should -be stated and the estimated value at the time of the dona- tion given. Inquiry 12. — Employees, Salaries, "Wages, etc. Account for all persons employed by the company, both in the management and in the operation of the plant. Give the number of officers who receive salaries (not the number of stockholders), and the gross amount of their salaries. Report separately the number and wages of dynamo men, linemen, and other classes of employees specified. The salaries and wages should include board or rent furnished as part compensation. The average number employed during the year is the number that would have continuous employment for the 12 months. There should be no difficulty in securing this information for the plant of ordinary size, but it may be that the large companies keep an itemized pay roll, the total only being carried forward from each week or month. In such cases it will be necessary to either add the pay roll of each week or month, for each class of employees, or com- pute the aggregate for each class, using a pay roll for a representa- tive week or month, as the base. Results obtained by the latter method will be accepted. Xumber of employees at specified daily rates of pay. — This inquiry is designed to ascertain the number of employees for each of the 8 classes enumerated that receive the daily rates of pay specified. If there are other daily rates, enumerate them and give the num- ber employed at each, also give the hour rates for overtime for each of the 8 classes. Inquiry 13. — Miscellaneous Expenses. All items of expense incident to the business for the year and not included in answer to Inquiries 12 and 14 must be reported here. Do not include any portion of the freight reported under Inquiry 14 as paid on materials and supplies. Expenses incident to. additions or extensions of the plant or line should not be in- cluded in answer to Inquiries 12, 13, or 14. The cost of such additions must be reported as cost of plant — Inquiry 11. Inquiry 14. — Supplies and Materials Purchased for use Dur- ing the Year. The actual cost of all materials and supplies must be reported. Give the cost, exclusive of freight charges, and then the total freight paid- If this is not practicable, give the cost including the freight charges, and state that such charges are included. In answering this inquiry report only the materials and supplies that were used for ordinary repairs or replacement during the year reported. Expenditures for additions to the plant, such as new machinery, additional lines on which new meters, motors, or transformers, or lamps are installed, should be included in answer to Inquiry 11 — Cost of Plant. Quantities should be given when possible, and the unit of measure stated, as "number," "pounds," ' ' tons, " " feet, "etc. Opposite "mill supplies "give the cost of oil, waste, and other supplies consumed in the running of machinery. If large quantities of fuel were purchased with a view of taking advantage of low prices, that fact must be stated in a footnote, and the total quantity and its value given; but in such case, the answer to the inquiry should be the quantity consumed during the year. Inquiry 15. — Income. The total amount of income indicated by the books of the com- pany for the entire year should be reported. Give separate amounts for the different sources indicated. Give also the total income for the preceding business year. Inquiry 16. —Power Plant Equipment. These are details that should in every instance be readily obtain- able. If the manager or superintendent does not know the capacity of his boilers, he will probably know that of his engine or of his dynamo, and all are closely related. The boiler capacity is almost invariably installed larger than the engine requires, and the engine has always a margin of more power than the dynamo calls for. Thus, a dynamo of 150 horsepower may be driven by an engine of 175 horsepower, and the engine may be supplied with steam from a boiler that can furnish £00 horsepower. "Auxiliary engines" will sometimes be found in small plants, but in the larger plants they or electric motors are in common use to drive pumps, etc., and the superintendent or manager can readily enumerate them. APPENDIX. 169 Inquiry 17. — Electric Generating Plant. Direct current constant voltage dynamos or generators are used chiefly for incandescent lighting and for motor service. Voltage means pressure or force. The requirement for this service is a cur- rent of low but constant pressure or force of current in one direction. The amperage of the current, or the quantity, is usually large and may be variable. Direct current constant amperage generators are used chiefly for arc lighting. The requirement for this service is usually a current of small but continued quantity in one direction. The voltage of the current from such machines is usually very high. Polyphase current or alternating current generators are used chiefly for long distance distribution. Alternating current flows alternately in opposite directions and is rapidly reversed. The current is sent over the primary lines at a very high voltage and is modified by passing through a "transformer," to.be reduced to a safe pressure before being applied to the practical work of oper- ating lamps, motors, or other devices. A transformer of some kind is almost always used with an alternating current. Polyphase alternating currents are now coming into use, and hence the machines which are not single phase alternating will be either two phase or three phase. If the current delivered to the cus- tomer from these machines is to be "direct current," it passes through "rotary converters," as well as through the "transform- ers." (See Inquiry 23.) Inquiry 18. — Hours op Operation. The object of this inquiry is to ascertain the number of hours each day that the station is in operation. If day circuits are oper- ated the presumption is that the station is in operation during the entire day of twenty-four hours. A great many of the small sta- tions are likely to be found, however, which are run only at night, for lighting purposes, and which have no "day load" of motors, street cars, etc., requiring current during daylight hours. Hence the plant stands idle except during the hours of lighting. Inquiry 19. — Output op Station. This is an inquiry in regard to which some plants may have no data, although in many of them it is a matter of careful scientific accounting. In every case the volts multiplied by the amperes will give the number of watts. A kilowatt is 1,000 watts. There are 746 watts in the old familiar horsepower, so that a kilowatt is roughly 1 J horsepower. Watt hours are the product of watts mul- tiplied by the number of hours during which the current is in use. Thus, a power house with a dynamo delivering current to the line of 1,000 amperes at 550 volts pressure is generating 550,000 watts, or 550 kilowatts. If these 550,000 watts are furnished on an aver- age twenty hours daily, we get 11,000,000 watt hours, or 11,000 kilo- watt hours. The total for the year can be arrived at from the daily total, and the horsepower of current can be figured from the kilo- wattage, or vice versa, by the simple calculation above given. Inquiry 20. — Line Construction. A main wire is one leading from the feeder wires, covering the area over which the service is distributed. A feeder wire is one leading from the generating plant to a point some distance from the station, where it is connected with the main wires. Its purpose is to supply the current to the main wires, drawn off by service wires, so there may be a number of feeder wires, one reaching beyond another. A service wire is one connecting the main wire with lamps, motors, or other devices to be operated. In the case of "electric railway car service" a few instances may be found where the lighting company supplying electric cur- rent for the operation of the railway owns some or all of the main and feeder wires. Generally, however, it will be found that these wires are owned by the railway company. In that event no account should be taken of them in giving data for the lighting company. Underground conduits are generally owned by the lighting com- panies. There are, however, a, few instances in which they are owned by an underground conduit company, or by the municipal- ity. In these cases the lighting company hires the use of ducts through which its mains and feeders are drawn. In such cases the amounts paid out for this accommodation by the lighting compa- nies form an important factor in determining the price to be charged for the service. It is required, therefore, that a complete statement be obtained from lighting companies paying rent for underground conduits, showing all the conditions and charges im- posed upon them by the owners of the conduits. If there is not sufficient space allowed in the schedule to state the facts fully and clearly, an extra sheet of paper may be used and pinned to the schedule. Inquiries 21 and 22. — Storage Batteries — Substation Plant. The object of these inquiries as to batteries is to ascertain the number of hours each day that the battery is available. An ampere is an electric unit of quantity. The volume of an electric current is always stated in amperes, so that an ampere hour is one ampere of current supplied for one hour. Storage batteries, which consist of sets of lead plates in a solution of sulphuric acid, are usually rated by their five-hour discharge of the current stored in them, and hence their output is spoken of in terms of ampere hour capacity at the five-hour rate of discharge, and also in terms of horsepower capacity. The current, like water from a tank, might all be drawn out in one hour, or its supply, taken off occasion- ally in smaller quantities, might be made to last for weeks; hence the desirability of the adoption of the five-hour rating as a standard period during which the battery is in service to return the available quantity of the current with which it was charged as a reservoir by the generating plant. Storage batteries are used in the main stations and frequently in substations. The part they play is as important as that of the gasometer in the gas industry. While some equip- ments are very large, others are quite small. The agent is desired to obtain a concise and clear statement as to the factors, economic and otherwise, involved in their use and operation. Governors and other machines used in connection with the generation or dis- tribution of the current should be reported under ' ' miscellaneous, ' ' Inquiry 22. In this inquiry "storage battery" means each "cell," and each station battery will usually contain a number of cells, say from 50 or 75 upward. Inquiry 23. — Transformers. A great deal of electric work in scattered communities is done with the aid of transformers, which are also to be found in some of the larger cities at the customer's end of the line, although as a general thing in large city plants it is the practice to furnish direct current to the consumer, in which case transformers are not . needed outside the station or substation. Where the lamps in a customer's house or store are fed with alternating current, the transformers are placed on an adjacent pole or in a cellar or other room where they are not free of access, as the primary voltage ia dangerous to life. The current is sent out at a high pressure from the central station to them, and is received by the primary coil in the transformer at, say, 1,000 or 2,000 volts. The secondary coil takes the small quantity high pressure current from the primary coil, and transforms it into large quantity low pressure current for use in the lamps, motors, etc. The coils and the iron core they surround are inclosed in water-tight metal boxes, and they pre- sent, roughly, a resemblance to mail boxes and fire alarm boxes. Inquiry 24. — Arc Lighting. Open arc electric lamps are usually employed in street lighting, and are those having the pair or two pairs of carbons inclosed in a single large globe. They are designed to burn a small number of hours (ten to fifteen) before having the carbon renewed. An inclosed arc lamp has two globes, a large or outer one inclosing a 170 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. small one in which the single pair of carbons is incased, and is designed to burn a large number of hours (one hundred to one hundred and fifty) before having the carbons renewed. Both kinds may be either of the direct current or of the alternating current type. For number of each type of lamp in service give the number connected or wired ready to render service, and not the number actually performing service at any one time. The statement should show how many lamps are in position to render service, and therefore to earn an income. Give total amount received for commercial or private service and public service, respectively. If the incandescent and arc lamps are connected on the same meter, and it'is found impossible to separate the income, the total income for both classes of service should be ascertained and a careful estimate made for the separate income, the income from the incandescent service being reported in answer to Inquiry 25. The total for both classes of service will be given in answer to Inquiry 15. This public service is the lighting of streets, parks, public buildings, and all other public places for the illumi- nation of which the municipality or other government is responsi- ble. Public lighting contracts are usually made for a term of years. The customary contract is based on what is known as a lighting schedule. Two principal schedules, which show the extremes, are designated by business men, respectively, as the " all-night-and- every-night schedule,' - estimated at 4,000 hours per year, and the "dark-of-moon, every night, one-hour-after-sunset-until-12-o'clock- midnight schedule," estimated at 1,200 hours per year. Between these extremes are numberless variations. The income received from public service, therefore, can be very easily ascertained. If this income for arc lighting and incandescent lighting is not shown separately, the separation should be estimated in the same manner as indicated for arc lighting and incandescent lighting. Inquiry 25. — Incandescent Lighting; The total number of the different varieties of incandescent lamps used for public and private service, respectively, should be re- ported. If the exact number can not be ascertained, a careful estimate will be accepted. Such lamps are almost invariably of the 16-candlepower type, although some 32-candlepower and others of larger illuminating power are in general use. Smaller candle- power lamps are also used for sign and decorative purposes. Inquiry 26. — Stationary Motor Service. This term is applied by central station men to electric motors that are permanently located at one point, as distinguished from electric railway motors on cars. Such stationary motors will in- clude an infinite variety of work, and in many cases the companies will have difficulty in reporting the number of motors on their circuits, or in giving the separate income from motors, especially where current is furnished through meters. But the inquiry must be pushed, and where exact figures can not be given from records, it is desirable that a close estimate be secured. These stationary motors will include every class of industrial work and many other varieties of application, such as fans, elevators, etc. It is a custom of many companies to make special rates for what they call " power" business, as distinct from that done in supplying current for lamps; and where this is the case, their records should show the data as to motor service and income. Inquiry 27. — Railway Motor Car Service. Several instances will be found in which an electric lighting company is supplying current to an electrir railway company. It is believed that usually the main and feeder wires for the current are owned by the latter; but sometimes they are owned by the former, in which case the lighting company should be credited with them (see Inquiry 20). If the street railway company is the owner, these wires will be included in the separate return for that company. The facts in the case can be ascertained by a simple question on the subject. In many instances the lighting and street railway properties are owned and operated by one company. Sometimes the lighting plant or the street railway system is operated under a lease. The separate lighting and street railway forms provide for such a contingency. The terms upon which electric light plants furnish current for cars are various, but it is believed that all- are provided for in the inquiry. It will be seen that one method is that of charging for the actual current used as shown by the meter. In this case the lighting company will have official records showdng the consump- tion. It would seem that in the "other instances of charges per car per day, or per car mile, a system of averages will prevail, and the special agent must endeavor to secure an intelligent report on this point. In all cases the amount of income must be secured from the books of the company, even if the other figures require estimating or are deduced from the other items. Inquiry 28. — Other Electric Service. The great bulk of the work done by an electric lighting company consists in furnishing current for light and power; but there are .. other uses, for some of which special prices are often made. These uses will include electro-chemical, electro-metallurgical, electro- plating, electric welding, electric heating, and other branches. This inquiry will develop many interesting local peculiarities of demand and supply, in regard to which the fullest information is sought. Inquiry 29. — Meters on Consumption Circuits. This inquiry has nothing to do with the meters installed at the central station, and applies solely to meters installed on the con- sumer's premises, just as gas meters are. For the purposes of this investigation, the meters have been divided into two broad, main classes; one mechanical, the other chemical. In the former, the current actuates, electro-mechanically, an escapement or train of gear wheels, and registration is effected. In the chemical class, a deposit of metal is usually effected in a- cell by the action of the current and the amount of current used is ascertained by measur- ing or weighing the metal deposited, month by month. These meters are also called ' ' electrolytic. " It is believed that most of the instruments found on consumers' premises will be of what is known as the "recording wattmeter" type. These should be counted as mechanical meters. Edison meters, so called, are of the chemical electrolytic type, but a great many Edison companies either do not use them or else use large numbers of the mechanical meters as well. MUNICIPAL PLANTS. Schedule No. 2 (Form 8-122) is prepared for plants owned by individuals, companies, or corporations. In applying this schedule to plants owned and operated by municipalities, certain changes will be necessary. These changes should be made by the agent, and additional information, when required, must be given on a separate sheet of paper and securely fastened to the schedule. It will often occur that the administration of a municipal plant is assigned to a public officer or officers performing other duties, or that a part or all of the labor of collecting and accounting is done in the office of some other department — waterworks, for example. In such a case this should be stated and a fair proportion of the salary of the officer and of the office expenses where this work is APPENDIX. 171 done should be entered on • the schedule and considered as the expense of the electric plant. Inquiry 11. — Cost of Plant. The installation of municipal plants is frequently attended by a preliminary cost for expert reports, engineering plans, specific a- tions, printing, advertising, holding a Special election, traveling inspection by a. special committee, etc., which would not, under ordinary circumstances, be included in the cost of the plant. Care must be taken in all cases of this character to attach a memorandum to the schedule giving the answers to the following questions: Preliminary cost of plant: Engineering plans, specifications and information $ Printing, advertising, and legislation Holding special election or additional cost of general election Inquiry 12. — Salaries, Wages, etc. If a general account is kept for two or more different services, such as water, streets, etc., the expenses for the electric plant should be equitably apportioned among such services. The fol- lowing plan is suggested to aid in arriving at an equitable appor- tionment of the salaries, v,ages, and miscellaneous expenses: For officers, clerks, and all employees, charge to each service such a part of the total amount paid as the time devoted to that service is a part of the whole time worked; for rent and all sundry office expenses, in proportion to the income of each service; for insur- ance, taxes, law, depreciation, interest on bonds or floating debt, and all contingent expenses, in proportion to the amount of invest- ment; for fuel, wa'er, and all other power expenses, in proportion to the horsepower utilized by each service. INDEX. Alabama. See States and territories. Alliance dynamo, Nollet and Van Malderen invention, 88. Alternating current, development of use of, 68, 96; definition of, 89. See also Current. Appendix, schedule, 163-165; instructions to special agents, 167-171. Arc lamps, income from, 30; per capita and income, 52; ownership of, 64; gen- eral statistics for, 75; open and inclosed types, 75, 98, 99; of private stations, 76, 124; of municipal stations, 76, 140; of stations according to population of place in which located, 76,142-145; of stations according to dynamo capacity, 76, 146-149; inven- tion and first use of, 87; Jablochkoff's lamp, 89; indoor use of, 90; Wallace's in- vention, 90; Weston's inventions, 90; use in street lighting, 92; late developments in, 97; number in service, by states and territories, 124, 140. Arc lighting, origin of industry, 4; measure- ment of current for, 80; Foucault's im- provement, 86, 87; sources of current for, 86, 87; modern period of, 87, 89; earliest exhibitions of, 87; American inventors, 89; earliest improvements in, 90; Brush system, 90; Thomson-Houston system, 92; attempt to unify with incandescent light- ing. 96. Arizona. See States and territories. Arkansas. See States and territories. Armature, Gramme's improvement, 89. Automobiles, income from charging, 39. Auxiliary steam engines, number and horse- power of, 65, 121. Batteries as sources of current, 86. See also Storage batteries. Bemis, Prof. E. W., quoted in reference to municipal ownership, 85. Bonds, capital stock and funded debt of pri- vate stations, 16, 18, 113; holdings of parent companies, 18; of municipal stations, 19, 128. Boosters, number and horsepower of, by states and territories, 121, 137. Boston Edison Company, 83. Brush, Charles F., arc lighting in series de- veloped by, 89, 90; indoor use of arc lamps by, 90; incandescent lamp perfected by, 92. California, stocks and bonds issued by, 18; regulation of franchises in, 83. See also States and territories. California Electric Light Company, lamps first used in central stations by, 90. Capital stock and funded debt. See Capital- ization. Capitalization, of private stations, 16, 112; overcapitalization, 16; return on invest- ment, 17; expenses provided for out of, 17; capital stock and funded debt, by states, 18, 112; holdings of parent companies, 18; bonds of municipal stations, 19, 128. Carbons, improvements in, 86, 87; auto- matic adjustment of, 87; Edison's experi- ments with, 92, 94. Central stations, scope and method of inves- tigation of, 3-5; classification of, according to population of place in which located, 5,9; classification of, according to dynamo ca- pacity, 5, 10; general totals for, 6; number beginning operations each year (1881- 1902), 7, 106; ownership of, 7, 106; rela- tion of leading items to population, by geographic divisions, 8, 9; distribution of, by states, 9, 106; concentration of, in cities, 10,11; character of service of, 11, 12; pio- neer work of, 12; gas plants compared with, 14; equipment of, 64-79; line con- struction of, 72; output of, 80, 81; date of establishment of, 86; first use of arc lamps in, 90; summary for, by states and terri- tories, 108; income and expenses of, 110; income of stations operated by street railway companies, 158; service of sta- tions operated by street railway compa- nies, 158. See also Private and Municipal stations. Charters, granting of, 82; returns for Illi- nois, 84. Cities, concentration of electric stations in, 10, 11; income from electric light industry in, 50, 51. Clerks, general statistics of salaries paid to, 56; salaries paid to, in private stations, 56, 116; salaries paid to, in municipal stations, 57, 132. Coal, cost of, for fuel, 54, 115, 131. Colorado. See States and territories. Composite municipal stations, income and expenses of, 25, 27; income of, accord- ing to population of place in which lo- cated, 43; income of, according to dynamo capacity, 46; equipment, output, arc and incandescent lamps of, 145, 149. Composite private stations, income and ex- penses of, 24, 26; income of, according to dynamo capacity, 33, 45; income of, ac- cording to population of place in which located, 36, 37, 42; equipment, output, arc and incandescent lamps of, 143, 147. Connecticut. See States and territories. Construction and equipment, cost of, for private stations, 19, 20, 112, 113; cost of, for municipal stations, 21 , 128. Cooley, Hon. T. M., quoted in reference to municipal ownership, 82. Cooper-Hewitt, Peter, mercury vapor lamp introduced by, 103. Crocker, reference to invention of motors by, 89. Crookes, reference to invention of incan- descent lamp by, 92. Current, electric, sources of supply, 3; dyna- mos classified accordingto character of, 68; loss of in transmission, 80; measurement of, 80; earnings from sale of, 81; batteries as source of, 86; dynamos as source of, 87; appliances for registration of, 100; modern uses of, 103. See also Alternating, Direct, and Magnetic currents. Curtis, reference to invention of motors by, 89. Cut-outs, development of, 101. Daft, reference to invention of motors by, 89. Davy, Sir Humphry, batterv employed by, 86. D'Arsonval, measuring instruments of, 101. Delaware. See States and territories. De Moleyns, incandescent lamp invented by, 92. Deleuil, Foucault's arc light exhibited by, 87. Direct current, definition of, 89. See also Current. District of Columbia. See States and terri- tories. Duboscq, first arc lamp made by, 87. Dynamo and switchboard men, average number and wages of, 57, 117, 133; rate of pay per day, 60-62, 152, 156 ; median rate of pay, 62. Dynamo capacity of stations, classification according to, 5, 10; income classified ac- cording to, 26, 27, 31-35, 43-47; steam engines, according to, 66, 146-149; water wheels, according to, 67, 146-149; arc lamps classified according to, 76, 146-149; incandescent lamps classified according to, 78, 146-149. Dynamos, the three classes of, defined, 68; general statistics of, in generating plants, 68,69; in private stations, 69, 121; inmunic- ipal stations, 70, 137; in stations classified according to population of place in which located, 70, 142-146; classification accord- ing to horsepower capacity, 70, 146-149; as sources of current, 87; Gramme's inven- tion, 87; Tesla's "oscillators," 88; Sie- mens and Wheatstone's discoveries, 88; the Alliance dynamo, 88; Wallace-Farmer invention, SO. Earnings. See Income. Edison, experiments in incandescent light- ing by, 92, 94; complete system of electric lighting developed by, 95; use of steam engine developed by, 95; his "Jumbos," 95; meters invented by, 100. Electric heating, income of private stations from, 39, 111. Electric light industry, origin of, 4, 86; re- cent discoveries, 4; statistics showing mag- nitude of, 6, 108,109; consolidation of , with other enterprises, 14, 15; comparison of, with gas, 14; overcapitalization in, 16; in- come from, 29, 108; supervision of board in Massachusetts, 84; American achieve- ments in, 89; Edison's complete system of lighting, 95. Electric railway motor service, income from, 39. Electric stations. See Private, Municipal, and Central stations. Engineers, average number and wages of, 57, 117, 133; rates of pay per day, 60, 61, 151, 155; median rates of pay, 62. Engines. See Steam and Gas engines. Equipment, cost of, for private stations, 19- 21, 113; cost of, for municipal stations, 21, 128; ownership of, 64; of power and gen- erating plants, 64-72, 120, 121; of stations, according to kind of power used, 67, 68; of substations, 70-72, 122, 138; service line equipment, 73-79; accordingto pop- ulation, 142-145; according to dynamo capacity, 146-149. (173) 174 INDEX. Expenses, general statistics of, 23; of sta- tions according to population of place in which located, 23-25; of stations according to dynamo capacity, 26, 27; general anal- ysis of, 52; cost of supplies and materials, 52; cost of power purchased, 53; cost of fuel, 54; miscellaneous items, 55; sum- mary of, by states and territories, 108, 109; of private stations, 110, US; of municipal stations, 120, 131. Faraday, Alliance dynamo used by, 8S; dis- covery of principle of magnetic electric current by, 88. Farmer, Prof. Moses G., invention of dynamo electric machine by, 88, 00. Feeders, general statistics for, 72, 73; owner- ship of, 72, 73; miles of, by states and territories, 119. Financial operations, capital stock and funded debt, 16-19; cost of construction and equipment, 19-21; general discussion, of income and expense, 21-28; income, 28-52; expenses, 52-55. See also Income and Expense. Firemen, average number and wages, 57; rate of pay per day, 60, 02, 152, 156; median rate of pay, 02. Fixtures, varieties of, 101. Florida. See States and territories. Foremen, average number and wages, 57; rateof pay perday, 60, 62, 150, 154; median rate of pay, 02. Foucault, arc light of, 86; reference to inven- tion of automatic carbons by, 87. Franchises, granting of, 82; effect of ten- dency toward combination, 82; municipal ownership of, 82; general statistics for, 83; duration of, 83; laws in various states regarding, 83; variety of, 83; returns for Illinois, 84. Fuel, cost of, 54; cost of, for private stations, 114; cost of, for municipal stations, 130. Funded debt. See Capitalization. Fuses, development of, 101. Gds, cost of, compared with electricity, 9, 14; combination of gas and electric interests, 15; cost of, for fuel, 54, 115, 131; super- vision of board in Massachusetts, 84. Gas and electric light commissioners, work of board of, in .Massachusetts, 84, 85. Gas engines, number and horsepower of, 121, 142-149. Gaulard-Gibbs system of alternating cur- rents, reference to, 96. Generating plants, classification of dynamos in, 68; general statistics for, 68; equipment of, 68-72, 120. ,SW' also Plants. Geographic divisions, relation of leading items to population by, 8. Georgia. See States and territories. Goode, Dr. \V. H., electric photographic work of, 87. Gramme, Z. T., dynamo electric machine in- vented by, 87; armature improved by, 89. Greener, improvements in carbons by, 87. Heating. See Electric heating. Hochhausen, W., reference to dynamos and lamps of, 92. Howell, John W., changes in incandescent lighting noted by, 94. Idaho. See States and territories. Illinois, stocks and bonds issued by, 18; charters and franchises in, 84. See also States and territories. Incandescent lamps, income from, 31; per capita and income, 52; ownership of, 64; general statistics for, 76; of private sta- tions, 77, 125; of municipal stations, 77, 141; of stations according to dynamo capacity, 78, 146-149; of stations according to popu- lation of place in which located, 78, 142- 145; invention of, 92; perfecting of, 94; fixtures for, 101; wiring for, 102; mercury vapor, 103; Xernst lamp, 103; number in service, by states and territories, 125, 141. Incandescent lighting, origin of industry, 4; measurement of current for, 80; Edison's wi irk in, 92, 04; attempts to unify with arc lighting, 96; series and multiple methods, 99; measuring instruments, 100. Inclosed arcs, introduction of, 08. Income, from sale of current, 6, 81, 108, 110, 120; basis of, 21; general statistics of, 22; miscellaneous sources of, 22; of stations according to population of places in which located, 23-25, 35-38, 41-43; of stations accordingto dynamo capacity, 26, 27, 31-35,' 43-46; general analysis of, 28; of private stations, 28, 110, 111; of municipal stations, 28,126,127; from lighting, 29-38,111,127; from sources other than lighting, 38-40, 111,127; average per kilowatt hour, 47; of stations according to kind of power used, 48-50; in leading cities, 50, 51 ; per capita, 51 ; of stations operated by street railway companies, 158. Indian Territory. See States and territories. Indiana, regulation of franchises in, 83. See also States and territories. Injuries and damages, expenses for, 55, 118, 134. Inspectors, average number and wages, 57; rateof pay perday, 60, 62, 150, 154; median rate of pay, 02. Insurance, expenses for, 55, 118, 134. Iowa, regulation of franchises in, 83. See also States and territories. Isolated plants. See Plants. Jablochkoff, invention of arc lamp by, 89. Johnson, E. H., system of wiring, 102. Kansas, regulation of franchises in, 83. See also States and territories. Kentucky. See States and territories. Kilowatt hour, definition of, 80; average earnings from sale of current per, 81. King, Starr lamp patented by, 93. La Cassagne, invention of regulator by, 87. Lamp globes, production of, 99. Lamp sockets, improvements in, 101. Lamp supports, varieties of, 99. Lamp trimmers, average number and wages, 57; rate of pay per day, 60, 62, 153, 157; median rate of pay, 62. 'Lamps, novel types of, 103. See also Arc and Incandescent. Lane-Fox, reference to invention of incan- descent lamp by, 92. Lighting. See Electric light industry. Lighting apparatus, classes of, 75. Line construction, general discussion of, 72; for private stations, 119; for municipal stations, 135. Linemen, average number and wages, 57; rate of pay per day, 60, 62, 153, 157 ; median rate of pay, 62. Louisiana. See States and territories. Magnetic electric current, discovery of prin- ciple of, 88. Maine, regulation of franchises in, 83. See also States and territories. Mains, general statistics for, 72, 73; owner- ship of, 72, 73; miles of, by states and ter- ritories, 119. Man, reference to invention of incandescent lamp by, 92. Marks, L. B., quoted on subject of inclosed arcs, 98. Maryland. See States and territories. Massachusetts, stocks and bonds issued by, 18; municipal ownership in, 82; work of board of gas and electric light commis- sioners in, 84, 85. See also States and ter- ritories. Maxim, reference to invention of incandes- cent lamp by, 92. Measurement of current, unit of, 80, 100; instruments for, 100. Mechanics, average number and wages, 57; rateof pay per day, 60, 62, 153, 157; median rate of pay, 62. Mercury vapor lamp, introduction of, 103. Meters, ownership of, 64; classification of, 74; in private stations, 74; in municipal sta- tions, 74; varieties of, 100; on consumers' circuits, by states and territories, 123, 139. Michigan. See States and territories. Minnesota. See States and territories. Mississippi. See States and territories. Missouri, regulation of franchises in, 83. See also States and territories. Monopolies, tendency toward, 4, 82. Montana. See States and territories. Motor service, rates for, 38; income from, 39, 111, 127; by states and territories, 125, 141. Motors, use of, 78; general statistics for, 79; in private stations, 79, 125; in municipal stations, 79, 141; development of electric, 89; reference to invention of polyphase, 89. Municipal ownership, recognition of theory in modern franchise practice, 82; work of board of gas and electric light commis- sioners in Massachusetts, 84, 85. Municipal stations, comparison with private stations, 6; number beginning operations each year (1881-1902) 7, 106; number of, in places of specified size, 10; distribu- tion of, according to dynamo capacity, 10; character of service, 11, 12, 75, 128, 140; places served exclusively by, 13; bonds of, 19, 128; cost of construction and equip- ment of, 21, 128, income of, 22, 25, 27, 29, 34, 35, 37, 38, 40, 42, 45, 46, 49, 126, 127; expenses of, 23, 25, 27, 126, 134; salaried officials and clerks of, 57, 132; wage-earn- ers of, 59, 132, 154-157; water wheels in, 66, 07, 136; dynamos in, 68, 70, 137; trans- formers in, 74, 139; meters in, 74, 139; arc lamps in, 75, 76, 144, 145, 148, 149; incan- descent lamps in, 77, 78, 144, 145, 148, 149; motors in, 79, 141; output of, 81, 139, 144, 145; summary for, by states and terri- tories, 108; cost of supplies, materials, and fuel of, 130; number of, 132; electric line construction, 135; power and generating equipment of,' 136, 144, 145, 148, 149; analysis of service of, 140; equipment of, according to population of place in which located, 144, 145. See. also Composite mu- nicipal stations. National Electric Light Association, refer- ence to, 30. Nebraska. See States and territories. Nernst, incandescent lamp invented by, 103. Nevada. See States and territories. New Hampshire. See States and territories. New Jersey, stocks and bonds issued by, 18. See also States and territories. New Mexico. See States and territories. New York, summary for electric stations in, 15; stocks and bonds issued by, 18. See also States and territories. Niagara Falls, rank of New York in hydraulic development due to, 67. Nollet, Alliance dynamo invented by, 88. North Carolina. See States and territories. North Dakota. See States and territories. Officials, salaried, general statistics for, 56; of private stations, 56; of municipal sta- tions, 57; number of, and salaries, by states and territories, 116, 132. Ohio, stocks and bonds issued by, -18; fran- chise regulation in, 83. See also States and territories. Oklahoma. See States'and territories. Open arcs, change from open to inclosed, 98. INDEX. 175 Oregon. See States and territories. Output, measurement of, 80; irregularity of demand for, 80; of private stations, by states and territories, 81, 123; of munici- pal stations, by states and territories, 81, 139; average amount of, 81; according to population, 142-145; by dynamo capacity, 146-149. Overcapitalization, of electric light indus- try, 16. Ownership, of stations, 7, 112; of equipment, 64; of mains and feeders, 72. Pennsylvania, stocks and bonds issued by, 18. See itlno States and territories. Petroleum, crude, cost of, for fuel, 54, 115, 131. Photography, use of electricity in, 8(1. Physical equipment. See Equipment. Plants, isolated, 3, 6; railway, 6; physical equipment of, 64-68, 120. rower, stations classified according to kind used, 48, 49, 67; stations operated by water- power, 49; cost of stations according to kind used, 50; cost of power purchased^ 53. Private stations, comparison with munici- pal stations, 6; number beginning opera- tions each year (1881-1902), 7, 106; num- ber of, in places of specified size, 10; dis- tribution of, according to dynamo capac- ity, 10; character of service, 11, 12, 75, 112, 124; capital stock and funded debt of, 16, 112; costofeonstruetionand equipment of, 19, 20, 112; expensesof, 23, 24, 26, 110, 118; income of,' 23, 24, 26, 28, 31, 32, 35, 36, 39-42, 44, 110, 111; classification ac- cording to kind of power used in, 48; sal- aried officials and clerks of, 56, 116; wage- earners of, 57-59, 116, 150-153; water wheels in, 66, 67, 120; dynamos in, 68, 69, 121; transformers in, 73, 74, 122; meters in, 74, 123; arc lamps in, 75, 76, 124, 142, 143, 146, 147; incandescent lamps in, 77, 125, 142, 143, 146, 147; motors of, 79,125; output of, 81,123, 142, 143, 146, 147; sum- mary for, by states and territories, 108; ownership of, 112; supplies, materials, and fuel for, 114; line construction of, 119; power and generating equipment of, 120, 142, 143, 146, 147; steam engines in, 120, 142, 143, 146, 147; substations in, 122. See also Composite private stations, and Substations. Purely electric municipal stations, income and expenses of , 25, 27; income of, accord- ing to dynamo capacity, 34, 45; income of, according to population of place in which located, 37, 42; equipment, output, arc and incandescent lamps of, 144, 148. Purely electric private stations, income and expenses of, 23, 26; income of, according to dynamo capacity, 32, 44; income of, according to population of place in which located, 35, 41; equipment, output, arc and incandescent lamps of, 142, 146. Eailway plants. Plants. Rent, expenses for, 55, 118, 134. Repairs, expenses for, 55, 118, 134. Rhode Island. See States and territories. Rotary converters, in substations, 72, 122; number and horsepower of, by states and territories, 121, 122, 137,138. Sawyer, reference to invention of incandes- cent lamp by, 92. Schedule, form of, 163-165. Serrin, reference to invention of automatic carbons by, 87. Service, stations classified according to char- acter of, 1,1, 12; character of, for private stations, 11, 12, 75, 112, 124; character of, for municipal stations, 11, 12, 75, 128, 140; places served exclusively by municipal stations, 13;, analysis of, for municipal stations, 140; of stations operated by street railway companies, 158. Service line equipment, 73-79. Siemens, discovery of dynamo electric prin- ciple by, SK. Signs, income from sale of electricity for, 40. South Carolina, regulation of franchises in, 83. See dlno States and territories. South Dakota. See States and territories. Special agents, instructions to, 167-171. Sprague, reference to invention of motors by, 89. Sprengel, mercury pump of, 94. Staite, E K. , arc lights first exhibited by, 87; reference to invention of automatic carbons bv, 87; improvement of carbons by, 87. Stanley, William, jr., development of alter- nating currents by, 96, 97. Starr, invention of incandescent lamp by, 92. States and territories, distribution of sta- tions by, 9,106; capital stock and funded debt by, 18, 112; income of private sta- tions by, 28, 111; income of municipal stations by, 29, 127; number of wage- earners at specified rates of pay by, 63, 152-157; output of stations by, 81, 122, 138; franchise regulations in, 83; general summary by, 108; condensed statement of income and expense by, 110, 126; character of ownership, service, capitaliza- tion, and cost of construction and equip- ment by, 112, 128; analysis of supplies, ma- terials, and fuel by, 114, 130; employees, salaries, and wages by, 116, 132; miscel- laneous expenses by, 118, 134; line con- struction by, 119, 135; power and generat- ing equipment by, 120, 136; substation equipmentl)y. 122, 138; analysis of service by, 124, 140, 158; income of stations operated bv street railway companies by, 158. Stationary motors. See Motors. Stations. See Central, Private, and Munici- pal stations. Steam engines, number and horsepower of, in power plants, 65; of stations according to population of place in which located, 66, 142-145; of stations according to dy- namo capacity, 66, 146-149; use of, devel- oped, 95; number and horsepower of, by states and territories, 120, 136. See also Auxiliary steam engines. Stieringer, Luther, improvement in fixtures by, 101. Stiliman, Prof. B. A., jr., electric photo- graphic work of, 87. Stocks, held by parent companies, 18. See also Capitalization. Storage batteries, in substations, 71; number and horsepower of, bv states and territo- ries, 121, 122, 137, 138. Street lighting, beginning of, 92. Street railway companies, analysis of service of stations operated by, 158; income of stations operated by, 158. Substations, equipment of, 70-72 \ 122, 138. Supplies and materials, cost of, 52-54, 114, 130. Swan, reference to invention of incandes- cent lamp by, 92. Taxes, expenses for, 55, 118, 134. Tennessee. See States and territories. Tesla, Nikola, oscillators devised by, 88; polyphase motor invented by, 89; vacuum tube lighting developed by, 104. Texas. See States and territories. Thiers, regulators invented by, 87. Thomson, Prof. Elihu, reference to inven- tion of motors by, 89; quoted on electric lighting, 92. Thomson-Houston system of electric light- ing, 92. Transformers, ownership of, 64; in private stations, 72, 73, 122; in municipal stations, 72, 74, 138; description of, 73; varieties of, 97. Tyndall, Professor, quoted on discoveries of Siemens and Wheatstone, 88. Unit of measurement of current, 80, 100. Utah. See States and territories. Vacuum tube lighting, 104. Van Malderen, Alliance dynamo invented by, 88. Vermont. See States and territories. Virginia. See States and territories. Volta, reference to, 86. AY age-earners, general statistics for, 57; by occupation, 57,' 58, 60-62, 116, 132, 150-157; per cent each class is of total, 58; in private stations, 58, 116; in municipal stations, 59, 132; daily rates of pay for, 59-62, 150-157; median rate of pay for, 62, 63, 150-157; average number and wages, bv states and territories, 116, 132, 150-157. AVages, by occupations, 57, 60-62, 116, 132, 150-157; median rate, 62, 63, 150-157; daily, by states and territories, 63, 116, 132,' 150-157. AVallace, AVilliam, inventions of, 90. AVashington, regulation of franchises in, 83. See also States and territories. AVater wheels, general statistics of, 66; in pri- vatestations, 66, 67, 120; in municipal sta- tions, 67, 136; of stations according to population of place in which located, 67, 142-145; of stations according to dynamo capacity, 67, 146-149; number and horse- pow er of, by states and territories, 120, 136. AVaterpower, statistics of stations operated by, 49. See ulxo AA'ater wheels. West Virginia. See States and territories. AVestinghouse, George, reference to use of alternating current system by, 96. AYeston, Edward, development of arc light- ing in series by, 89; inventions used in street lighting, 92; invention of incandes- cent lamp by, 92. AA'heatstone, discovery of principle of mag- netic electric current by, 88. AA T heeler, reference to invention of motors by, 89. AA r iring, methods of, 102. AVisconsin, regulation of franchises in, 83. See also States and territories. AVood, J. J., reference to dynamos and lamps of, 92. AVright, Thomas, automatic adjustment of carbons devised by, 87. AVyoming. See States and territories. o DEPARTMENT OF COMMERCE AND LABOR BUREAU OF THE CENSUS S. N. D. NORTH, DIRECTOR. SPECIAL REPORTS STREET AND ELECTRIC RAILWAYS 1902 PREPARED UNDER THE SUPERVISION OF W. M. STEUART CHIEF STATISTICIAN FOR MANUFACTURES WASHINGTON GOVERNMENT PRINTING OFFICE 190? CONTENTS. Page. Letter of transmittal „ xi PART 1. By Edward Dana Durand, Expert Special Agent. CHAPTER I. Scope and Method of Investigation. Definition of street and electric railways . 3 Period covered '. 3 Completeness of returns 3 Basis of classification of companies 4 Classification according to power used 4 Classification according to population 4 CHAPTER II. Comparison with Census op 1890. Difficulty of comparison 6 Comparative summary 6 Number of companies 7 Trackage and motive power 7 Cost of construction -8 X umber of employees 8 Number of cars - --- - -- - * Traffic 9 Traffic in relation to population - . . , - 9 Car mileage - - - 10 Receipts and expenditures - 10 Distribution of income -" 11 Capital stock and funded debt - 11 CHAPTER III. Traffic. I. Traffic of companies, classified according to power 12 Number of passengers -■ : 12 Density of traffic per mile of track 13 Car mileage 14 Density of passenger traffic per car mile - - r 14 Car hours - - - - - - 15 Accidents - - - 15 Traffic by states in relation to population 16 II. Traffic of companies, classified according to population 17 Number of passengers - - - - - - - 18 Relation of traffic to population as affected by size of cities 19 Density of traffic per mile of track - 20 Car mileage ' - 21 Passengers per car mile - 21 Mileage of freight, mail, express, and other miscellaneous cars 22 Detailed statistics of car mileage of Brooklyn Rapid Transit Company and Manhattan Railway Company 22 Car hours 22 Accidents 23 (iii) lv CONTENTS. Page. III. Traffic and trackage in selected urban centers >. 23 Relation of trackage to population 24 Relation of traffic to population 25 Passengers per mile of track 26 Passengers per car mile 26 IV. The urban street railway as a social factor 26 Distribution of urban population by street railways 26 Influence of electric railways on suburbs 28 Effect of street railways in concentrating business 29 Effect of street railways on land values and rente 30 Relation of street railways to the social life and recreations of the people 30 Street railway parks 30 V. Inadequacy of present street railway facilities in great cities 31 Inadequate speed and carrying capacity 31 Effects of inadequacy in transportation 32 Increase in demand for transportation more rapid than increase in population 33 Local concentration of traffic ; 33 Unequal distribution of traffic 33 Causes limiting speed and carrying capacity of surface railways 34 Elevated railways 35 Subways 36 VI. Street railway fares 39 Prevalence of the 5-cent fare 39 Reduced fares open to all classes of passengers 39 Reduced fares for particular classes of passengers ' 40 VII. Transfers 41 Prevalence of transfer system 41 Causes of the extension of transfer privileges 42 Difficulties in administration of transfer system 42 CHAPTER IV. Capitalization. Basis of statistics and method of presentation 44 Capitalization of companies, classified according to power 45 Capitalization per mile of track 46 Causes tending to increase capitalization 47 Reconstruction in relation to capitalization 47 Capitalization of companies, classified according to population 49 Capitalization of full-time electric surface railways without commercial lighting, classified according to population 49 Capitalization, by states 51 Capitalization of surface railway companies in urban centers of more than 100,000 inhabitants 52 CHAPTER V. Financial Operations. Companies that failed to report data regarding financial transactions 54 I. General income account . _' 54 Condensed income account for operating companies, classified according to power 54 Operating earnings and gross income 55 Distribution of income 55 Sinking and depreciation funds 56 Net income and dividends 57 Income account for lessor companies 57 Condensed income account for operating and lessor companies combined 58 Condensed income account for operating companies, classified according to population 58 Condensed income account for full-time electric surface railway companies, without commercial lighting, classified according to population 60 Combined income account for operating and lessor companies, classified according to population 61 Condensed income accounts, by states 62 Taxes in the several states , 65 Rentals of leased lines, by states 66 II. Analysis of operating earnings - 66 Operating earnings of companies, classified according to power _ _ gg Operating earnings of companies, classified according to population 67 Operating earnings, by states 69 CONTENTS. v Page. III. Analysis of operating expenses __ 70 Detailed analysis, by states 70 Operating expenses of companies, classified according to power 76 Operating expenses of companies, classified according to populatioa 77 Operating expenses of 17 selected companies in the largest cities 79 IV. Analysis of interest and dividends 79 Detailed analysis for all companies 79 Interest and dividends of companies, classified according to population 80 Dividends of leading individual companies 81 Dividends, by states _ 82 V. General results of operation 82 General results of operation of companies, classified according to power 82 Effect of change to electric traction on cost of operation 85 General results of operation of companies, classified according to population 85 Relation of operating ratio to density of traffic 87 Causes affecting the operating ratio ." 88 VI. Balance sheet _ 89 Detailed analysis for all companies s. 89 Cost of construction during the year 93 CHAPTER VI. Employees, Salaries, and Wages. Totals for the United States and for states 94 Employees, salaries, and wages of companies, classified according to power 94 Employees, salaries, and wages of companies, classified according to population 95 Relation of employees to trackage and traffic in the ten largest cities 96 Method of presenting wage statistics 97 Classified wages for all electric surface railways 97 Classified wages for electric surface railways in cities of more than 100,000 inhabitants 98 Classified wages for electric surface railways, by states 99 Classified wages for fast interurban railways ; 100 CHAPTER VII. Interurban Railways — Economic, Financial, and Social Features. I. General development and extent 101 Difficulties of definition and classification 101 Statistics of trackage outside the limits of incorporated cities and towns 101 Leading centers of interurban railway development 102 II. Traffic and earnings of interurban railways 103 Earnings per mile of track 104 Earnings per car mile 105 Operating expenses 105 Growth of traffic 105 Relation between earnings and population served by fast, long interurban railways 105 III. Characteristics and significance of interurban service 107 Traffic of selected interurban railways 108 Small units and frequent service 110 Frequency of stops - - 110 Cost of operation and fares lower than for steam railways ., 110 Comparative fares of steam and electric railways in Ohio _ '. 110 Operation in the streets of towns and cities 110 Other advantages of electric lines for interurban service Ill Nature and social advantages of passenger traffic Ill Nature of freight and express traffic '. 112 Influence of interurban railways on local retail business 112 Effect of electric interurban railways upon retail business in small towns 114 IV. Influence of interurban electric railways on steam railways 116 Replies of steam railways regarding the effect of electric railway competition 117 CHAPTER VIII. Consolidation of Street Railways. General tendency and its results 120 Methods of combination '. 121 Street railway consolidation in New York city 123 Street railway consolidation in Philadelphia 124 vi CONTENTS. CHAPTER IX. Franchises, Public Regulation, and Public Ownership. Page. I. Method of granting franchises 126 Authority of state and municipal governments . 126 Consent of voters or of abutting owners .---■ 127 Competitive bidding for franchises - 128 II. Duration of franchises 128 III. Regulation of street railway fares 130 IV. Compensation for franchise privileges - 131 Car licenses ._ _ -- 131 Pining and care of streets 132 Percentage of gross receipts 132 Other forms of payment . 132 V. General considerations regarding the regulation of fares and compensation - 132 Publicity of accounts - 133 Regulation of capitalization _ 133 Sliding scale systems _ 133 VI. Municipal ownership 135 VII. Condensed digest of state laws and local franchise regulations in leading states 136 California . 136 Colorado 137 Connecticut 137 ( Georgia 137 Illinois 137 Indiana ,138 Iowa ...- 139 Kentucky . ' 139 Louisiana 139 Maine - 140 Maryland 140 Massachusetts ■_ 140 Michigan 142 Minnesota 142 Missouri 143 New Jersey - - - 143 New York 143 Ohio - - - 144 Oregon 145 Pennsylvania .- - 146 Rhode Island '- 147 Virginia 147 Washington - ' , - 148 West Virginia. - 148 Wisconsin - 148 CHAPTER X. Street Railways in European Countries. I. United Kingdom 149 Comparison with the United States 149 Municipal ownership -- -- ., 150 Individual cities r 150 II. Germany 152 Comparison with the United States 152 Municipal ownership 153 Individual cities 153 III. France 154 IV. Austria 1 155 V. Hungary - 155 VI. Netherlands 156 VII. Belgium 156 VIII. Switzerland 156 IX. Italy 156 X . Spain 156 CONTENTS. vii PART II. By Thomas Commerford Martin, Expert Special Agent. CHAPTER I. History and Development of Electric Traction. CHAPTER II. Roadbed, Track, and Electric Construction. Page. I. Roadbed and track 172 Track statistics 172 Roadbed construction _ 173 Track construction on selected railways . 1 74 Bonding 177 II. Rails and conduits 178 Third-rail systems 1 79 Conduit systems _ 179 III. Electric line construction 181 Span wire construction _ 181 Side bracket construction 182 Center oole construction 182 Line supports 182 Feeder construction 183 Overhead trolley 183 IV. Bridges, tunnels, and crossings _ 186 Bridges 186 Tunnels 186 Steam railway crossings 188 CHAPTER III. Cars and Miscellaneous Equipment. I. Street railway cars - - 189 General statistics 189 Distribution of cars 189 Express, freight, and mail cars 189 Work and miscellaneous cars . .'. 190 Snowplows and sweepers 190 II. Passenger cars - 190 Early styles - - - ' 190 First electric cars ■: - 192 Modern electric cars - 193 III. Elevated railway cars and practice 196 IV. Motor and controller equipment 198 Early motors - — - — 1 98 Modern motors 199 Controllers 199 Number of motors per car - 200 Multiple unit system 200 V. The overhead trolley contact 203 VI. Brakes - - '---- 203 VII. Car fenders - 205 VIII. Car lighting - -' 206 IX. Car heating 207 X. Registration of fares , - 207 XI. Street railway passenger stations 208 XII. Car houses - 209 Statistical presentation - - - 209 Construction and equipment - 210 Lighting of buildings, shops, car houses, ways, etc - - 211 XII I. Telephone service 212 CHAPTER IV. Intervrban Railway Construction and Equipment. Third-rail traction 214 Passenger cars 215 Freight and express service 216 viii CONTENTS. CHAPTER V. Power Houses, Equipment, and Output. Page. I. Power plant and generating equipment 218 Location of power house 219 Construction of power houses 220 Equipment of power houses 220 Kingsbridge power plant 222 II. Substations 223 Manhattan (elevated) system 223 III. Power — consumption of, and cost 223 Power plant capacity 224 Car hours 226 Thermal efficiency 227 Street railways operating electric light and power plants 229 LIST OF TABLES. Table 1. — Comparative summary: 1902 and 1890 6 Table 2. — Comparative summary, by geographic divisions: 1902 and 1890 6 Table 3. — Comparative size of operating companies: 1902 and 1890 7 Table 4. — Comparative summary of track mileage, classified according to motive power: 1902 and 1890 8 Table 5. — Relation of traffic to population by geographic divisions: 1902 and 1890 9 Table 6. — Distribution of the gross income of operating companies to leading items of expenditure: 1902 and 1890 11 Table 7. — Traffic of companies, classified according to power: 1902 12 Table 8. — Accidents on street and electric railways: 1902 15 Table 9. — Accidents on railways, classified according to power: 1902 16 Table 10. — Relation of passenger traffic to total population and urban population (places of 4,000 inhabitants or over), by states and territories: 1902 17 Table 11. — Traffic of companies, classified according to population: 1902 18 Table 12. — Traffic of full-time electric surface railways, without commercial lighting, classified according to population: 1902 18 Table 13. — Relation of trackage and traffic to population in selected urban centers with population of from 25,000 to 100,000: 1902. 19 Table 14. — Relation of trackage and traffic to population in selected urban centers with population of less than 25,000: 1902 19 Table 15. — Relation of trackage and traffic to population in groups of urban centers: 1902 19 Table 16. — Distribution of full-time electric surface railway companies, without commercial lighting, in the various population groups, according to number of fare passengers carried per mile of track operated: 1902 20 Table 17. — Distribution of full-time electric surface railway companies, without commercial lighting, in the various population groups, according to number of fare passengers carried per passenger-car mile 22 Table 18. — Accidents on railways, classified according to population: 1902 23 Table 19. — Trackage and traffic in urban centers of 100,000 population and over: 1902 and 18S0 24 Table 20. — Capitalization of companies, classified according to power: 1902 45 Table 21. — Capitalization of companies, classified according to population: 1902 49 Table 22. — Capitalization of full-time electric surface railway companies, without commercial lighting, classified according to popu- lation : 1902 50 Table 23. — Distribution of full-time electric surface railway companies, without commercial lighting, in the several urban and interurban groups, according to capitalization per mile of track : 1902 50 Table 24. — Capitalization of surface railway companies in individual urban centers of 100,000 population and over: 1902 52 Table 25. — Condensed income account for operating companies, classified according to power: 1902 55 Table 26. — Percentage distribution of gross income of operating companies, classified according to power: 1902 56 Table 27. — Income account for nonoperating lessor companies: 1902 58 Table 28. — Condensed income account for operating and lessor companies combined: 1902 58 Table 29. — Percentage distribution of gross income for operating and lessor companies combined: 1902 58 Table 30. — Condensed income account for operating companies, classified according to population: 1902 59 Table 31. — Percentage distribution of gross income of operating companies, classified according to population: 1902 59 Table 32. — Condensed income account for full-time electric surface railway companies, without commercial lighting, classified according to population: 1902 60 Table 33. — Percentage distribution of gross income of full-time electric surface railway companies, without commercial lighting, classified according to population: 1902 61 Table 34. — Condensed income account for operating and lessor companies combined, classified according to population: 1902 61 Table 35. — Percentage distribution of gross income for operating and lessor companies combined, classified according to popula- tion : 1902 62 Table 36.— Gross income of operating companies, by states and territories: 1902 62 Table 37.— Condensed income account for operating companies, by states and territories: 1902 63 Table 38.— Analysis of deductions from income (taxes and fixed charges) of operating companies, by states and territories: 1902 . . 64 Table 39.— Income account for nonoperating lessor companies, by states: 1902 65 Table 40. — Condensed income account for operating and lessor companies combined, by states: 1902 65 Table 41. — Percentage of taxes to income, for street and interurban railways, in selected states: 1902 66 Table 42. — Operating earnings of companies, classified according to power: 1902 67 CONTENTS. ix Page. Table 43. — Percentage distribution, by sources, of operating earnings of companies, classified according to power: 1902 67 Table 44.— Operating earnings, by sources, of companies classified according to population : 1902 '. 68 Table 45. — Percentage distribution, by sources, of operating earnings of companies, classified according to population : 1902 68 Table 46. — Operating earnings, by sources, of full-time electric surface railway companies, without commercial lighting, classified according to population : 1902 68 Table 47. — Percentage distribution, by sources, of operating earnings of full-time electric surface railway companies, without com- mercial lighting, classified according to population: 1902 68 Table 48.— Analysis of gross earnings from operation, by states and territories: 1902 70 Table 49.— Analysis of operating expenses, by states and territories: 1902 72-75 Table 50.— Percentage distribution of operating expenses of operating companies : 1902 76 Table 51.— Operating expenses of companies, classified according to power: 1902 77 Table 52. — Percentage distribution of operating expenses of companies, classified according to power: 1902 77 Table 53. —Operating expenses of companies, classified according to population : 1902 78 Table 54. — Percentage distribution of operating expenses of companies, classified according to population: 1902 78 Table 55. — Operating expenses of full-time electric surface railway companies, without commercial lighting, classified according to population: 1902 78 Table 56. — Percentage distribution of operating expenses of full-time electric surface railway companies, without commercial lighting, classified according to population: 1902 78 Table 57. — Percentage distribution of operating expenses for 17 selected electric surface railway companies in the largest cities: 1902 79 Table 58. — Interest and dividends of operating and lessor companies combined: 1902 80 Table 59. — Interest and dividends of operating and lessor companies, classified according to population: 1902 80 Table 60. — General results of operation, all companies, classified according to power: 1902 82 Table 61. — Distribution of railway companies in the several groups, classified according to power, with respect to their operating ratio: 1902 84 Table 62 . — General results of operation of companies, classified according to population : 1902 : 86 Table 63. — General results of operation of full-time electric surface railway companies, without commercial lighting, classified according to population: 1902 * ^ 86 Table 64. — Distribution of railway companies in the several urban and interurban groups, according to their operating ratios: 1902. 87 Table 65. — Distribution of full-time electric surface railway companies, without commercial lighting, in the several urban and inter- urban groups, according to their operating ratios: 1902 87 Table 66. — Distribution of full-time electric surface railways, without commercial lighting, according to number of fare passengers carried per mile of track operated and according to operating ratio: 1902 88 Table 67. — Distribution of full-time electric surface railways, without commercial lighting, according to number of fare passengers carried per car mile and according to operating ratio: 1902 88 Table 68. — Balance sheet for operating and lessor companies, by states and territories: 1902 90, 91 Table 69. — Employees, salaries, and wages of companies, classified according to power: 1902 95 Table 70. — Employees, salaries, and wages of companies, classified according to population: 1902 95 Table 71. — Employees, salaries, and wages of full-time electric surface railway companies, without commercial lighting, classified according to population: 1902 96 Table 72. — Wage-earners and salaried employees of surface railways, in the ten largest cities: 1902 96 Table 73. — Distribution of wage-earners of all electric surface railway companies according to daily wages received: 1902 97 Table 74. — Median rates of wages and percentage of wage-earners receiving median rates, and rates above and below median rates, on electric surface railways: 1902 98 Table 75. — Distribution of wage-earners of electric surface railways in cities of 100,000 population and over, according to daily wages received : 1902 .' 99 Table 76. Median rates of wages and percentage of wage-earners receiving median rates, and rates above and below median rates, on electric surface railways in cities of 100,000 population and over: 1902 99 Table 77.— Distribution of wage-earners of fast, long interurban railways, according to daily wages received: 1902 100 Table 78.— General results of operation of 53 fast, long interurban railway companies: 1902 104 Table 79. Relation of trackage and operating earnings to population served in the case of selected fast, long interurban railways: 1902 - 106 Table 80.— Distribution of operating companies according to length of line: 1902 and 1890 121 Table 81.— Trackage, traffic, and financial statistics of tramways in the United Kingdom : 1902, 1901, and 1898 149 Table 82.— Traffic and financial statistics of tramways in leading cities of the United Kingdom: 1902 151 Table 83.— Trackage, traffic, and financial statistics of street railways in Germany and Prussia: 1901 152 Table 84.— Trackage, traffic, and financial statistics of street railways in the leading cities of Germany: 1901 153 Table 85.— Trackage, traffic, and financial statistics of street railways in France and in leading French cities: 1901 154 Table 86.— Single track mileage and percentage each class is of total: 1902 172 Table 87.— Power plant capacity, railway companies which do not sell current, classified according to population: 1902 224 Table 88.— Power plant capacity, railway companies which sell current, classified according to population: 1902 224 Table 89.— Power consumption, selected electric railways, by states: 1902 226 Table 90.— Income— electric light and power plants operated by street railway companies, by states: 1902 229 Table 91.— Detailed description of service — electric light and power plants operated by street railway companies, by states: 1902.. 230 x CONTENTS. GENERAL TABLES. Page. Table 92. — Average number of employees and total salaries and wages, operating companies, by states: 1902 232-235 Table 93. — Name, location, length of track, capital stock, and funded debt, by companies: 1902 236-275 Table 94. — Roadbed, track, and electric construction, by companies: 1902 - - 276-303 Table 95. — Cars and miscellaneous equipment, by companies: 1902 - - - 304-327 Table 96. — Power and generating plants, by companies: 1902 - 328-351 Table 97. — Passengers, car.mileage, car hours, maximum speed, accidents, etc., by companies: 1902 - - - 352-375 Table 98. — Wage-earners, at specified daily rates of pay and median rate, on electric surface railways, by states: 1902 376-383 Supplementary Table 1. — Bridges and tunnels owned by street railway companies 384-390 Supplementary Table 2. — Feeder conduit system, length in miles - 391 Supplementary Table 3. — Water wheels and gas engines - - 392, 393 Supplementary Table 4. — Alternating-current dynamos - 393-396 Supplementary Table 5. — Auxiliary electric equipment - 397-400 Supplementary Table 6. — Substation equipment - 401-403 APPENDICES. Appendix A. — Street railways . 407-411 Appendix B. — Instructions to special agents 413-421 LIST OF ILLUSTRATIONS. Map — Electric railways of Ohio 102 Map — Electric railways of Indiana _ 104 The "John Mason," original street car 160 A "bobtail" car still in use in 1902 at Decatur, Alabama 160 Typical entrances and exits, Boston subway 186 One of the passenger stations in the Boston subway , 186 Trolley mail and passenger car, Boston, Massachusetts 190 Interurban trolley express car in Michigan 190 Truck for heavy double-truck trolley car 192 Maximum traction truck 192 Heavy type cantilever truck for trolley car p 194 Type of snow plow 194 Primitive type of under-car trolley or conduit contact, Cleveland, Ohio 196 Interior of a semiconvertible car 196 Heaviest American street cars on streets of Chicago 198 Heavy car of Chicago City Railway system 1 . 198 Interurban passenger and express car, Wilkesbarre and Hazleton Railway 200 Interurban car in use on Union Traction system of Indiana 200 Interurban car on Cleveland, Elyria and Western Railway 202 Long type of open car in use at Buffalo, New York 202 Types of street railway car fenders - 206 A typical trolley park in Massachusetts 208 Exterior of first American trolley sleeping car 214 Interior view of first American trolley sleeping car -. 216 Typical interior modern trolley power house, Kingsbridge, New York city 222 Typical waterside street railway power house, Baltimore, Maryland ' 224 Manhattan Elevated Railway station and power substation, New York city 224 The rotary converters in a Manhattan Elevated Railway substation 226 The step-down transformers in a Manhattan Elevated Railway substation 226 Switchboard in a Manhattan Elevated Railway substation 228 LETTER OF TRANSMITTAL. DEPARTMENT OF COMMERCE AND LABOR, Bureau of the Census, Washington, D. O. , September 1, 190 If.. Sir: I have the honor to transmit herewith a report on the street and electric railways of the United States for the year ending June 30, 1902. This report has been prepared in the Bureau of the Census under the super- vision of Mr. W. M. Steuart, chief statistician for manufactures, in accordance with the provisions of section 7 of the act of Congress of March 6, 1902. The data were collected by the regular force of the office, the fieldwork being started on October 25, 1902. The results of the investigation were published on June 5, 1903, as Census Bulletin No. 3. Each railway com- pany was called upon by a representative of the office, and all made returns, with the exception of a few named in the report. The inquiries concerning the financial operations of street and electric railway companies were in conformity with a schedule devised by the Street Railway Accountants' Association of America. As a rule, the information called for in this schedule could be obtained from the books of the different companies, but in a few cases it was necessary to make estimates. The inquiries concerning the physical equipment of the roads were formulated after a conference with street railway officials and others familiar with the requirements of the industry. It is believed that they have resulted in securing information which is of particular interest. The statistics were tabulated, the results summarized, and the final tables prepared by the official clerical force. The text of the report has been prepared by Mr. T. Commerford Martin, of New York city, and Mr. E. Dana Durand, of the Bureau of Corporations of this Department, working in collaboration. Very respectfully, Hon. Victor H. Metcalf, Secretary of Commerce and Labor. (xi) STREET AND ELECTRIC RAILWAYS PART I (i) STREET AND ELECTRIC RAILWAYS. PART I. By Edward Dana Durand, Expert Special Agent. OHAPTEE I. SCOPE AND METHOD OF INVESTIGATION. Definition of street and electric, railways. — The sta- tistics in this report cover all electric railways in the United States irrespective of their length or location and all street railways irrespective of their motive power. In the corresponding investigation at the cen- sus of 1890 the term "street railways" was used as defining the scope of the statistics. At that time prac- tically all railways, except ordinary steam' railways, could bo correctly designated by this term, as they were confined mainly to urban districts and operated almost exclusively upon the public streets and roads. During the past few years there has been an extraordinary de- velopment of electric railways outside the limits of cities and villages, and a considerable proportion of these suburban and interurban lines are located on private rights of way and not on the public thoroughfares. Hence the more inclusive term •'street and electric rail- way's" has been adopted, as covering more adequately the scope of the present investigation. It includes all railways doing a public business except the ordinary steam lines, which report to the Interstate Commerce Commission. The statistics, in fact, cover the electric business of two steam railways which have either placed electric cars upon part of their tracks in connection with steam trains or have equipped certain tracks exclusively for electric traction. This practice has been most exten- sively adopted by the New York, New Haven and Hart- ford Railroad Company. The Pennsylvania Railroad also operates an electric system in New Jersey in con- nection with the West Jersey and Seashore Railroad. The recent movement of the New York Central and Hudson River Railroad and the Pennsylvania Railroad in determining upon the installation of electric traction for all passenger trains entering their New YorMer- niini, together with other electric installations now con- templated by steam railroads, may mark the approach of a time when all steam lines will have introduced electric traction in connection with steam, or in place of it, and when it will not be possible to distinguish clearly between electric and steam railways. At present the distinction is still a fairly clear one, although the meth- ods and service of some electric interurban lines already resemble those of the steam railways in many important respects. The present report also includes eleven inclined planes operated separately from other railway systems. These, which for the most part use cable traction, are found in a few cities and towns where steep bluffs exist, notably in Pittsburg. They differ materially in their methods of operation from ordinary street railways. Their traffic is insignificant in comparison with the total for all street and electric railways. Period covered. — The statistics, as a rule, cover the twelve months ending June 30, 1902, but in a consider- able number of instances the reports are for the calendar year 1901 and in a few instances for the calendar j r ear 1902 or for other periods of twelve months. Companies in operation during only part of the year are included, but not companies whose lines were under construction and not yet in operation. The number of companies reporting for only part of the year was 57 out of a total of SIT operating companies. This number includes a few companies which were actually in operation during the entire year but for which, on account of changes in ownership, only partial reports could be secured. These part-time railways, however, are in most in- stances much less important than a large proportion of those in operation throughout the entire census year, so that the inclusion of them does not materially affect the relations between the totals for the various items. Completeness of returns. — In most instances the rail- (3) STREET AND ELECTRIC RAILWAYS. way companies replied in full to the inquiries in the schedule submitted by the Bureau of the Census. The officials of every company were visited by the special agents of the Bureau, who undertook to secure uni- formity in the returns. In some instances the agents found it necessary to make estimates, in conjunction with the officials of the railways, for certain data of which accurate records had not been kept. Most com- panies, however, and particularly the important ones, kept such records as to permit precise replies. In a few instances only have figures not reported by the companies been supplied by office estimates. Those cases in which information is wholly omitted or in which it has been supplied by estimates made by the Bureau are indicated in connection with the detailed presentation of the statistics. In the appendix will be found a copy of the schedule employed in this investigation and of the instructions to special agents conducting the fieldwork. Basis of classification of companies. — The results of street railway operation differ so greatly under different conditions that it becomes necessary, in the presenta- tion of summaries, to group the companies in such a way as to bring together, so far as possible, those which operate under similar conditions. For this purpose two classifications have been made. The first is based chiefly on the kind of power used, one of the groups being further subdivided according to certain operating conditions. The second classification is based upon the distinction between urban and interurban railways, and the urban railways are further divided upon the basis of the population of the urban center served. These classified summaries are the more essential for the presentation of financial data regarding street railways, since these can not be published for individual com- panies, as is done with the items concerning physical equipment and traffic. Classification according to power used. — The first method of classification divides the companies into the following groups and subgroups: 1. Electric surface railways. a. Without commercial lighting. i. With commercial lighting. c. Part time. 2. Animal power railways. 3. Steam and electric elevated railways. 4. Cable railways, surface and inclined planes. 5. Steam surface railways. The companies reporting for only part of the year all operate electric surface lines. The separation of these companies from the other electric surface lines makes it possible to observe more precisely the results of operation under normal conditions. The separation of the first two subgroups of group 1 is based upon tne obvious fact that the running of a lighting plant in connection with an electric railway business must materially affect the operating results for the railway. Moreover, it is impossible in most of such cases to separate satisfactorily the capital invested or the current expenses for the lighting business from those for the street railway business, so that the returns must necessarily cover both branches. There is no sharp line of demarcation between subgroups a and 5, a large proportion of electric railway companies re- ceiving some income from the sale of light and power. The aim has been to include under subgroup 1 b only companies which operate distinctly commercial light or power plants. Most of these companies presented to the Bureau of the Census supplementary schedules regarding the equipment and operations of these aux- iliary plants, as far as it was possible to make a segre- gation, and these supplementary data are included in the present report. A company which sells, incident- ally, a small amount of current, especially if the current is delivered to the consumer directly at the dynamo, is placed in subgroup 1 a. A considerable number of street railway companies under 1 a and a few under 1 b, while operating primarily electric surface lines, have also some trackage operated by cable or animal power or some elevated trackage. Among leading instances of this class may be mentioned the Interurban Street Railway Company, of New York city, which operates a large number of horse cars, the passengers carried constituting a very large proportion of the total horse-car traffic of the United States. In Chicago and San Francisco extensive cable lines are operated by companies which are now primarily electric in their equipment, and the elevated systems in Brook- lyn and Boston are operated by the companies which run the surface lines of those cities. In all such instances it is impossible to divide the statistics of the company and apportion them between different kinds of traction. The amount of traffic carried by predomi- nantly electric surface railways on horse, cable, or ele- vated cars is, however, but a small fraction, probably not more than 2 or 3 per cent, of their aggregate traffic, so that the significance of the totals for the group is not materially affected. On the other hand, the statistics presented for elevated railways, while they do not cover the entire business of this description, doubtless show the typical results of operation. The number of companies operating cable railways predominantly (aside from inclined planes) is now only 3, and the number of exclusively steam street railways is only 3, so that the statistics of these two groups are less sig- nificant than those of the larger groups. Classification according to population . — The second method of classification divides street and interurban railway companies into the following groups: 1. Railways in urban centers of 500,000 population and over. 2. Railways in urban centers of 100,000, but under 500,000 population. 3. Railways in urban centers of 25,000, but under 100,000 population. SCOPE AND METHOD. 4. Railways in urban centers of less than 25,000 pop- ulation. 5. Fast, long interurban railways. 6. Miscellaneous interurban railways. Statistics grouped into the 6 classes above named are presented for all companies, whatever the power used, and also separately for those full-time companies which operate electric surface railways without lighting plants. This classification of companies according to popula- tion involves no little difficulty. In the first place the more important street railways are no longer confined, as they were formerly, to a single municipality. They extend into the suburbs and adjacent rural districts, and often to cities and towns at a considerable distance. In determining the area to be credited to a given urban center, the rule followed has been to include all the municipalities reached by the lines of the company, or companies, which serve the city that constitutes the leading component in that center. The statistics of minor railways serving any part of the area thus defined have been added to those of the more central systems, and the population of any additional localities reached by these minor companies. The population of strictly rural areas, through which primarily urban street rail- way systems pass, has necessarily been disregarded in discussing urban centers, since there is no way of ascer- taining what proportion of the inhabitants of such areas are actually within reach of street railway facilities. Pittsburg and the neighboring cities and towns fur- nish a striking illustration of the difficult}^ of ascer- taining the population served by a railway company. Of the 469.47 miles of track reported by the S Pitts- burg companies, 18S.19 miles lie entirely outside of the limits of any municipality. Nevertheless, the traffic is so largely carried on within city limits that these com- panies have been classed as urban rather than interur- ban. A somewhat similar condition exists in Buffalo, N. Y., and its vicinity, while the railways serving De- troit, Mich., Fall River, Mass., Canton and Akron, Ohio, and several other important cities are so largely interurban that their statistics have been excluded from the urban groups. Not only are certain predominantly urban companies thus engaged to some extent in inter- urban traffic, but all companies which are predominantly interurban in character likewise carry passengers wholly within city limits and, in many instances, the proportion of passengers thus carried is large. 1165—05 2 When, therefore, the attempt is made to compare the population of a given urban center with the number of passengers carried in that center, the result is only approximate, since it is impossible to distinguish be- tween the different classes of traffic carried by a single street railway company. Nevertheless, in most large cities the margin of error arising from these complica- tions is not very great. The totals for the four groups of cities adopted in this report show fairly well the true conditions of urban street railway operation, since all companies whose business is to a large extent inter- urban have been placed in the fifth and sixth groups. These considerations point clearly to the heterogene- ous character of many of the railways which are classed as interurban. A large part of the traffic of so-called interurban railways is really intraurban. As a general rule all companies which have more than half of their trackage outside of municipal limits have been consid- ered interurban in the present investigation. For the purpose of showing the operating results of the more tj^pical modern interurban railways, 55 companies have been selected, which may be fairly described by the term fast, long interurban lines. No company is in- cluded in this group which reported less than 15 miles of single track, or which had more than one-third of its trackage within municipal limits, or which operated cars at a maximum speed of less than 20 miles per hour. The distinction between such interurban railways and those in the miscellaneous group is necessarily more or less arbitrary. Several of the companies in the miscel- laneous group operated at least part of their trackage in such a way as to conform to the criteria indicated for fast, long interurban lines. This is notably the case with the Detroit United Railway Company, which yet carries the greater proportion of its passengers wholly within the limits of the city of Detroit, thus rendering the statistics of its total business quite incomparable with those of more strictly interurban lines. Group 6, the miscellaneous interurban class, includes on the one hand such cases as the Detroit United Railway Corn- pan j, and the Boston and Northern Street Railway Company which serves several of the large cities of eastern Massachusetts, and, on the other hand, many small railways connecting mere villages, or operated in connection with summer resorts. It thus represents such widely varying conditions that the totals are less significant than in the case of any of the other groups. OHAPTEE II. COMPARISON WITH CENSUS OF 1890. Difficulty of comparison. — Comparisons between the statistics of street railways for 1S90 and 1902 must be made with great caution. In 1890 only 706 out of the 789 street railways in the country made reports to the Census Office. The figures of trackage, cost of con- struction, number of cars, number of employees, and number of passengers for the remaining 83 companies were either obtained from outside sources or were esti- mated. The figures thus secured from sources other than certified returns constitute from 4.20 to 10.36 per cent of the totals for the respective items mentioned. The returns of earnings and expenditures and of car mileage were incomplete, even for many of the compa- nies which reported fully other statistics; but these items were not supplemented by estimates, so that the figures given as totals represent from 10 to 20 per cent less than the actual totals for all companies. The degree of error in the statistics of 1890 is more fully discussed in connection with the analysis of the data -on each subject. The returns for 1902 were much more nearly complete, as all but two companies covered by the sta- tistics furnished certified returns, and in most cases all inquiries in the schedule were answered. Comparative summary. — Table 1 contains a summary of the more comparable statistics for all street railways at the censuses of 1890 and 1902, together with the per- centages of increase. Table 2.— COMPARATIVE SUMMARY, BY Table 1.— Comparative summary: 1902 and 1890. 1902 1890 Percent- age of increase. Number of companies, operating and 987 16,651.68 22, 576. 99 $2, 167, 634, 077 140, 769 60, 290 4,774,211,904 2 212,217 57.5 789 5,783.47 8, 123. 02 $389, 357, 289 70, 764 32, 505 2, 023, 010, 202 249,047 68.4 25.1 187.9 177.9 Cost of construction and equipment. . 456.7 98.9 85.5 136.0 Fare passengers per mile of track Ratio of operating expenses to oper- ating earnings for companies re- 8 14. 8 iBy "length of line," as used throughout this report, is meant length of first main track or of roadbed. Bv " length of track " is meant total length of all trackage, including sidings. Thus, in the case of a double track road, " length of track" would be double "length of line." 2 Exclusive of trackage of two railways carrying freight only. a Decrease. The 1902 figures include, for cost of construction and. equipment, 967 out of 987 operating and lessor compa- nies, while of the 817 operating companies, 797 re- 1 ported the number of employees, 811 the number of fare passengers, and 799 eaimings and expenses. The figures for 1890, except as to ratio of expenses to earn- ings, cover all companies, though some of them are based partly on estimates. The contributions of the different sections of the country to the development of the street railway in- dustry are indicated in the following table: GEOGRAPHIC DIVISIONS: 1902 AND 1890. Year. Length of track, miles. LENGTH OP LINE, MILES. Number of passenger cars. Number of fare passengers carried. Total cost. Number of Total. Electric. Animal. Cahle. Steam. employees. United States . . . 1902 1890 22, 576. 99 8, 123. 02 16,651.58 5,783.47 16,230.62 914. 25 195. 21 4, 061. 94 113. 93 283. 22 111. 82 624. 06 60, 290 32, 505 14,774,211,904 2, 023, 010, 202 1 82, 167, 634, 077 389,357,289 1 140, 769 70, 764 14,453.97 177.9 10, 868. 11 187.9 15, 816. 37 1, 675. 3 s 3, 866. 73 2 95.2 2 169. 29 2 59. 8 2 412.24 2 78.7 27, 785 85.5 2,751,201,702 136.0 1,778,276,788 456. 7 70, 006 Percentage of increase 1902 1890 98.9 10, 164. 89 2,951.85 7, 702. 22 2, 063. 91 7, 579. 01 273. 22 66.02 1,658.51 5.50 47.27 51.69 84.94 31,319 14, 651 2, 618, 528, 979 1,141,187,460 1,088,932,237 199, 404, 200 75, 928 37, 412 7,213.01 244.4 1,670.15 611. 96 5, 638. 28 273.2 1, 195. 29 465. 93 7, 305. 79 2,674.0 1, 182. 04 83.58 ' 1, 592. 49 2 96.0 13. 25 307. 49 "■ 41. 77 2 88.4 2 33. 25 2 39. 1 16,668 113.8 4,290 1,702 1,477,341,519 129.6 297, 198, 541 101,647,174 889, 528, 037 446.1 162, 507, 689 16, 125, 671 38, 516 Percentage of increase 1902 1890 103.0 9,839 3.70 71.16 4,139 1, 058. 19 172.9 7,815.32 2, 753. 57 729. 36 156.5 5, 631. 59 1,867.93 1,098.46 1,314.3 5, 524. 28 384. 56 ' 2 294. 24 2 95.7 50.91 1, 229. 90 2 3.70 2 100. 56.40 129. 69 2 71. 16 2 100.0 2,588 152.1 18, 643 11,335 195,551,367 192.4 1,344,000,951 638,309,887 146,381,918 907.8 705,553,933 110,741,609 5,700 Percentage of increase 1902 1890 137.7 39,405 123.78 20, 314 5,061.75 183.8 1, 322. 45 968. 67 3, 763. 66 201.5 1,007.10 773. 05 234705 30.3 1,115.38 612. 62 5, 139. 72 1, 336. 5 959. 45 81.63 2 1, 178. 99 = 95.9 17.75 559. 83 2 73. 29 2 56.5 .90 2 123. 78 2 100. 29.00 131. 59 7,308 64.6 3,007 2,342 805, 691, 064 149.7 210, 103, 861 98, 005, 026 694, 812, 324 537.1 87,294,862 24, 602, 138 ' 19, 091 94.0 6,731 Percentage of increase 1902 1890 353. 78 36.5 1,604.18 836. 97 877. 82 1,076.4 985. 84 91.26 2 542. 08 2 96.8 47.28 306. 21 .90 2 102.59 2 78.0 31.13 112. 69 665 28.4 3,031 2,475 112, 098, 835 114.4 304, 379, 572 143, 860, 655 62, 692, 724 254.8 123, 345, 456 38, 483, 671 2,901 75.7 8,866 5, 069 Percen tage of increase 1902 1890 51.13 102. 56 767. 21 91.7 502. 76 82.1 894.58 980.2 2 258. 93 2 84.6 2 51.43 2 50.1 2 81.46 2 72. 4 556 22.5 160, 618, 917 111.6 84,861,785 220.5 3,797 74.9 Percentage of increase ' 1 Of the 987 companies, 967 reported the cost of construction and equipment; while of the 817 operating companies, 797 reported the number of employees and 811 the number of fare passengers carried. 2 Decrease. (6) COMPARISON WITH CENSUS OF 1890. Number of companies. — There were 789 operating and lessor companies in existence at the census of 1890 and 987 in 1902. Of the 706 companies which actually re- ported in 1890, 681 were in independent operation and only 25 were leased, 5 of the latter reporting their opera- tions separately. At the present time the method of combination by lease, which usually means virtually the absorption of the lessor company, hay been extensively adopted. Only 817 of the companies reporting in 1902 were operating companies. Moreover, in several cases, these include companies which were really, by owner- ship or lease, controlled by other companies, although they made distinct reports to the present census. The number of companies having actual independence of control is, therefore, even smaller than appears from the returns. For instance, 11 companies in the District of Columbia and the adjacent parts of Maryland made separate returns, although all are controlled by a single company. The small increase in the number of operating com- panies since 1890 is explained by the fact that railways formerly separate have been merged into systems, a process which is more f ully described in Part I, Chap- ter VIII. As a matter of fact, a considerable number of these merged railways, aside from those held under lease, still continue to maintain a separate corporate existence, being controlled by ownership of their stock, so that the aggregate number of actual street railway corporations -at present is considerably greater than appears from the statistics. Where, however, these merged companies have ceased to report operations separately they have not been counted. Although some railways in small towns, especially in Western states where they were constructed in connec- tion with temporary "booms," have ceased to operate since 1890, a much larger number of new street rail- ways have been constructed. It is impossible, however, to determine by the dates of the charters of the pres- ent companies the number of railways established since 1890, since in many cases the companies now in opera- tion are merely reorganizations or combinations of earlier companies. The combination of street railways has greatly increased the size of many operating railway companies. Moreover, many railways which have not undergone con- solidation have extended their tracks very materially since 1890. The difference in the importance of the average railway company at the two census periods may be seen from Table 3, which is based on the number of operating companies. Table 3. — Comparative size of operating companies : 1902 and 1890. } Length of track, miles Number of passenger cars Number of fare passengers carried. Number of employees AVEEAGE PEE OPERAT- ING COMPANY. 1902 27.63 74 5, 886, 821 177 18U0 10.56 42 2, 630, 702 92 1 The number of operating companies in 1890 was 769 and this number is used in all the computations. In 1902, 817 companies reported trackage and cars, 811 fare passengers, and 797 number of employees, and these numbers have been used respectively. These figures indicate that the average operating com- pany in 1902 was more than twice as important in both trackage and traffic as the average operating company in 1890. Tmckage and motive power. — As will be seen from Table 1 the increase in the length of line of street rail- ways in 1902, as compared with 1890, is 10,868.11 miles, or 187.9 per cent, and the increase in the length of track is 14,453.97 miles, or 177.9 per cent. By length of line is meant the length of the first main track exclusive of second track and sidings. The length of all track is a more valuable basis for comparison. Double tracks for cars operating in opposite directions cost nearly twice as much, and have nearly twice as great maximum traffic capacity, as a single track with short sidings for cars to pass. In some cities the track used by cars running in one direction occupies one street, while the correspond- ing track for cars in the opposite direction occupies a parallel street. This is particular ly true of Philadel- phia, because of its narrow streets. The length of line in such Case is double that which would be reported if the two tracks had been laid side by side in a single street, yet the traffic capacity is practically the same. The fact that the length of line has increased more rapidly than the length of track is due to the recent large extension of street railways in small towns and rural districts. Eailways so situated have usually only a single track, while the dense traffic of the large cities, to' which the street railways of 1890 were mostly confined, requires double tracks in most instances. In 1880 the length of line of street railways in the United States was 2,050.16 miles, or a little less than one- eighth as great as in 1902. Table 2 shows that the increase in trackage since 1890 has been largest, 244.4 per cent, in the North Atlantic states, notwithstanding the comparatively high devel- opment of street railways in the cities of that division in 1890. A great part of this increase is due to the 8 STREET AND ELECTRIC RAILWAYS. extensive construction of interurbau railways. The ratio of increase in trackage is least in the South Central states, where the railways are, for the most part, still confined to a few leading- cities. The most striking feature of the street railway devel- opment since 1890 has been the replacement of other methods of traction by electricity. The great majority of the companies which used other power in 1890 have since changed to electric power, while practically no new street railways have been constructed which use any other form of traction. Even since the time cov- ered by the present investigation this change has rapidly progressed. The elevated railways in New York city, which used steam up to 1902 and during a portion of that year, and a part of the trackage operated by ani- mal power in that city, have since been equipped for electric traction. The following table shows the number of miles of track in the United States in 1890 and 1902, grouped according to the character of the motive power. Ele- vated railways are not separately presented, as in later tables, since this distinction was not made in the statistics of track given by tbe census of 1890; their trackage is included with that operated by steam and electricity, respectively. Table 4. — Comparative summary of track mileage, classified according to motive power: 1902 and 1890. CHARACTER OF POWER. Miles of track, 1902. Miles of track, 1890. Percentage of increase. 22, 576. 99 8, 123. 02 177.9 Electric 121,907.69 259. 10 240. 69 169. 61 1,261.97 5, 661. 44 488.31 711. 30 1,636.0 2 95. 4 Cable Steam 2 50. 7 2 76.2 1 Includes 6.06 miles operated by compressed air. 2 Decrease. In 1890 the trackage operated by electric power was less than one-sixth of the total, while in 1902 it had increased to 97 per cent, the track mileage thus oper- ated increasing from 1.261.97 miles to 21,907.59 miles. In 1890 horses or mules were used to haul cars on more than two-thirds of the total track, but in 1902 while 67 companies still used animal power wholly or in part only on 1.1 per cent of the trackage was such power used. Tbe mileage operated by cable decreased 50.7 per cent and that operated by steam 76.2 per cent. It is understood that since the date of the census inquiry the small amount of trackage operated by com- pressed air has been equipped with electric power. It is not possible to make an exact comparison of the number of companies using each class of power in 1890 and 1902, as in the former year many companies did not submit individual reports. Of the 686 operating companies which did report in 1890 (counting 5 lessor companies which operated separately), 126 used electric power wholly or in part, 506 animal power, 55 cable power, and 74 steam power. Of the 817 operating- companies in 1902, 747 used electric power wholly or in part, 67 animal power, 26 cable power (including inclined planes), and 9 steam power. Cost of construction. — For reasons more fully set forth on page 47, tbe figures for cost of construction as returned by the street railway companies in 189C can not be considered as in any sense representing the actual amount of cash put into the physical proper- ties. This is even more the case in 1902. Aside from the fact that part of the cost in 1890 was based on census estimates onty, the cost of construction, as reported by the companies themselves at both censuses, represented, in many instances, merely the amount of cash or the amount of securities which had been paid for the purchase of a railway Or railways already long in operation. The purchase price in such a case is natu- rally based on earning capacity and not on the original cost of construction or the cost of duplication. The apparent percentage of increase in this item since 1890, 456.7 per cent, can therefore be considered as of only slight significance. Number of employees. — The reported number of salaried employees and wage-earners on street and electric railways (4.23 per cent of the number in 1890 being estimated or obtained from indirect sources) increased 98. 9 per cent during the interval between the two census investigations. The actual increase was probably somewhat greater since 20 companies, with a trackage of 417.03 miles, did not report this item in 1902. Moreover, at the census of 1890, report was made of the average number of employees for the time during which each street railway was in operation. Since at that time there were many roads which had only recently begun operation and which reported for less than an entire year, the total number of employees reported in 1890 was somewhat greater than the number which would have been necessary to conduct an equal amount of business if distributed throughout an entire year in every case. In the present investigation, as more fully explained in Twelfth Census, Volume VII, Man- ufactures, page lxi, the effort has been made to ascer- tain what would be the avei'age number of employees, on the assumption of twelve months of operation. The returns indicate that the number of employees at present bears a considerably smaller ratio to the number of passengers carried than was the case in 1890, and this is doubtless true, though the disparity is ex- aggerated by the statistics. Number of curs. — The necessary limit to the size of cars when horses were employed has been greatly extended by the introduction of electricity. The con- sequent increase in the average size of cars is presum- ably one cause of the fact that the total number of passenger cars was only 85.5 per cent greater in 1902 than in 1890, despite an increase of 136.0 per cent in the. number of passengers carried. The proportion of COMPARISON WITH CENSUS OF 1890. 9 passenger mileage (by which is meant the total distance covered by all passengers) to the number of cars owned has increased in still larger measure. In Part II, Chap- ter III, will be found detailed information regarding the development of cars and the size of the cars at present accepted as standards in the leading cities. Traffic — The number of fare passengers reported for street and electric railways rose from 2,028,010,202 in 1800 to 4,774,211,904 in 1902. In 1890, 5.13 per cent of the passengers were estimated or ascertained from unofficial sources, while the figures for 1902 cover 811 out of 817 operating companies. No separate return of transfer passengers was made in 1890 and, generally speaking, the statistics were based on the number of fare passengers although, in some instances, apparently, the total of fare and trans- fer passengers was reported and included in the United States total. As a matter of fact, the total number of transfer passengers in 1890 is known to have been comparatively small, while in 1002 the number of passengers carried on free transfers was no less than 1,062, 403, 302. Where, as in Philadelphia, a charge is made for a transfer, the passenger is counted as a fare passenger. The actual increase in the number of fare passengers was slightly greater than appears from the figures, since the statistics of ISOO, even those based on certi- fied returns, included estimates on the basis of twelve months of operation for those roads operating less than the entire year, while for part-time railways at the pres- ent census only the actual number of passengers car- ried is stated. At first glance it seems surprising that the average number of fare passengers carried per mile of single track should be considerably less in 1902 than in 1890, the figures being, respectively, 212,217 and 249,047. If, however, the number of" transfer passengers could be added to the number of fare passengers, the density of traffic per mile of track would probably appear some- what greater in 1902 than in 1890. It is well known that the traffic on the leading street railways in the more thickly populated parts of our great cities has become much more dense than ever before. The explanation of the decline in the average number of fare passengers per mile of track is found in the increased length of rides taken by passengers, both in the large cities and on interurban roads— an increase partly attributable to the greater use of transfers — and in the construc- tion of electric railways in small towns, suburban areas, and rural districts, where the number of passengers per mile of track is low. In 1890 the street railways were mainly confined to the large cities and to the more densely populated parts of those cities. Year by year urban railways, with the higher speed which elec- tric traction has made possible, have been able to ex- tend their tracks farther out and to offer longer jour- neys to their patrons. The average length of ride on the new interurban railways is also much greater than on railways within city limits. It is quite probable that, taking all street railways together, the passenger mileage, or number of passengers carried 1 mile, per mile of track operated, is larger to-day than it was in 1890, but statistics on this subject are wholly lacking. The increase of traffic in the different sections of the country, as may be seen from Table 2, does not cor- respond closely with the increase in trackage. In those sections where, on account of the development of interurban railways, the trackage has been extended most markedly, the number of passengers has naturally risen with less rapidity. Thus, in the North Atlantis section, which shows the greatest addition to trackage, the number of passengers carried increased only 129.5 per cent. The most remarkable augmentation of traffic is in the South Atlantic states, 102.4 per cent. In view of the small increase of track in the South Central states, the fact that 114.4 per cent more passengers were carried in 1902 than in 1890 is striking. Traffic in relation to population. — Table 5 shows for the country as a whole and its grand divisions the rela- tion between street railway traffic and population at the two census periods. Table 5.- ■Relation of traffic to population by geographic divisions: 1902 and 1890. Year. POPULATION. 1 Total num- ber of fare passengers carried. AVERAGE NUM- BER OF RIDES PER INHABIT- ANT. Total. Urban (in places of 4,000 and over). Total. Urban. United'States.. 1902 1S90 75, 994, 575 62,947,714 28, 372, 392 20, 745, 974 4,774,211,904 2,023,010,202 63 32 168 98 13, 046, 861 7, 626, 41S 2, 751, 201, 702 31 1902 1890 North Atlantic . . 21, 046, 695 17,406,969 13,613,736 10,071,957 2, 61S, 528, 979 1,141,187,460 124 66 192 113 3, 639, 726 10,443,480 8,857,922 3,541,779 2, 049, 520 1,554,190 1,477,341,519 297, 198, 541 101,647,174 58 28 11 79 145 65 South Atlantic . . 1902 1890 1,585,558 26, 333, 004 22,410,417 495, 330 9,343,213 6,744,936 195, 551, 367 1, 344, 000, 951 53S, 309, 887 17 51 24 80 144 80 North Central . . . 1902 1890 3, 922, 587 14, 080, 047 11, 170, 137 2, 598, 277 1, 896, 655 1, 339, 232 805, 691, 064 210,103,S61 9S, 005, 026 15 9 64 111 73 South Central . . . 1902 1890 2,909,910 4,091,349 3,102,269 557,423 1, 469.26S 1,035,659 112,098,S35 304,379,572 143, 860, 655 6 74 46 38 207 139 Western 1902 1890 Increase... 989, 0S0 433. 609 160, 518, 917 28 68 1 Population shown is that reported at the census of 1900. Taking the population as determined by the census of 1900 for comparison with the statistics of traffic for 1902. the average number of rides per inhabitant is 63, as compared with 82 in 1890. To correct the computa- tion for the present census in a rough manner, it may be assumed that during the one and one-half rears from 10 STREET AND ELECTRIC RAILWAYS. the date of the population census to the middle of the year covered by the statistics of street railways, the population increased at the same ratio as from 1890 to 1900. On this basis the population at the beginning of 1902 would have been somewhat more than 78,300,000, and the average number of rides per inhabitant would be about 61. These figures indicate the great increase in the importance of the street railway as a factor in the life of the people^ The table shows very wide dif- ferences between the sections of the country in the ratio of rides to total population, as might be expected from the great differences in the proportion of urban popu- lation. The South Atlantic states present the greatest percentage of increase in the number of rides per inhab- itant, but the patronage of street railways there is still less than one-fourth as great as in the North Atlantic states. Urban population and the number of street railway passengers are somewhat less closely related at present than in 1890, because of the recent extension of electric railways into rural districts. Nevertheless, more than nine-tenths of the passengers are probably still carried within urban areas, and comparison with urban popula- tion will give a much truer idea of the significance of street railway service to the people than comparison with the total population. On the basis of the population cen- sus of 1900, the number of street railway rides in 1902 was equal to 168 for every inhabitant of urban areas of 1,000 population and over, as compared with 98 in 1890. If the population of urban centers at the beginning of 1902 be roughly estimated, the average number of rides per urban inhabitant would be reduced to approximately 160 (calculating the increase in urban population for one and one-half years at the same ratio as from 1890 to 1900). Even thus it is seen that there has been a remarkable increase in the patronage'of street railways by urban dwellers. Among the causes of this increase may be mentioned the construction of railways in urban communities where they were formerly lacking; the growth in geographic area covered by the larger cities, necessitating more extensive resort to street railway transportation; and the improved character of the service. The ratio of passengers to urban population is now highest in the Western states, next in the North Atlantic states, and lowest in the South Central states. The increase in the number of rides per urban inhab- itant has been most marked in the South Atlantic states. A comparison of the street railway traffic with the population of individual urban centers of more than 100,000 inhabitants for the censuses of 1890 and 1902 is presented elsewhere (page 24). Car iniU'itgp. — The number of miles run by passen- ger cars on street and interurban railways in 1902 was 1,120,101,911. The report of passenger car mileage in 1890, 383,178,085 miles, did not cover the entire number of street railways in operation. The length of line of the railways for which the 1890 figures were reported was 1,375.81 miles out of a total of 5,783.17 miles. Most of the companies which failed to report car mileage, however, were those with light traffic. The number of passengers carried by companies report- ing car mileage in 1890 was 1,775,174,685, or 87.7 per cent of the entire number of passengers for all street railways. If it be assumed that the car mileage rep- resented the same proportion of the total car mileage for all street railways, the increase in car mileage from 1890 to 1902 would be about 155 per cent. Presumably, however, the car mileage reported in 1890 was a some- what smaller proportion of the total car mileage than the proportion which passengers carried by companies reporting car mileage was of the total number of pas- sengers, so that the actual increase in car mileage may have been slightly less. The average number of fare passengers per passen- ger car mile has decreased slightly. Those companies which reported in full both passengers and car mileage in 1890 carried on the average 4.63 passengers per car mile. The railways which did not report car mileage were, for the most part, newer lines with light traffic, and it is possible that if their returns had been secured they would have served to reduce the average num- ber of passengers per car mile for 1890 more nearly to the figure for 1902, which was 4.26. Since street cars are now of much larger size than in 1890, and are probably quite as crowded, the decrease in the number of passengers per car mile is doubtless due chiefly to the fact that the average ride is longer than formerly, and that the street railway service has been extended to areas where the density of the traffic is compara- tively low. Receipts and expenditures. — The total operating earn- ings for companies reporting earnings in 1890 were $90,617,211. On the assumption of a 5-cent fare, which is a trifle more than the average for companies which reported both passengers' and earnings, the passenger earnings ($89,711,829) would represent 1,794,236,580 passengers, or not quite nine-tenths of the number car- ried by all street, railways in that year. The operating earnings of all street railwa} r s in 1890 were probably, therefore, in the neighborhood of $100,000,000, as com- pared with $247,553,999 for the 799 operating companies which reported this item in 1902. The operating expenditures reported for 1890, repre- senting the same companies which reported operating earnings, amounted to $62,011,185, as compared with $142,312,597 in 1902. Of the reported earnings from operation in 1890, 99 per cent consisted of the receipts from passengers. In 1902, on the other hand, passenger earnings were only 94.5 per cent of the total receipts. There has been a great increase in the revenue derived by street railway companies from the sale of electric current, from freight, mail, and express service, and from advertising. A comparison of the ratio of operating expenses to receipts for the two census periods can be made with approximate accuracy, since the companies reporting COMPARISON WITH CENSUS OF 1890. 11 these items were fairly typical of the street railway business generally at both censuses. Such a compari- son shows an extremely interesting change. In 1890 the operating expenses reported were equal to 68.4 per cent of the operating receipts, while in 1902 the cor- responding proportion was only 57.5 per cent. The street railways which in 1890 operated exclusively by animal power, and which were at that time much the most important group, showed a ratio of operating expenses to earnings of 73.7 per cent. The great re- duction in the ratio of. expenses to earnings is not due to an increase in the number of passengers carried per mile of track or per car mile, but is chiefly attributable to the economy of operation which has resulted from the introduction of electric traction. The increase in the size of cars and other less important changes in methods have also contributed to lessen expenses. While current expenses have thus been materially reduced in proportion to the traffic, it must be remem- bered that the rixed charges of street railways have been augmented, for in large measure this economy of operation has been made possible only through larger, though not necessarily proportionately larger, invest- ment of capital. D-istrihution of income. — The following table shows the distribution of gross income of street railway com- panies to different purposes in 1890 and 1902. Since the financial statistics of both censuses, particularly those for 1890, omitted some of the companies, the ab- solute figures should not be compared, but the pro- portions ^hich the items bear in each case to the total represent fairly the financial operations of street rail- ways in general at the respective periods. Table 6. — Distribution of the gross income of operating companies to leading items of expenditure: 190J and 1890. AMOUNT. PERCENTAGE. 19021 1890 1902 1890 Gross income from all sources 8250, 504, 627 142,312,597 77,595,053 13,078,899 25, 518, 225 3S, OSS, 911 912,018 15, 882, 110 891,721,845 62, 011, 185 13, 978, 903 3,308,190 2, 561. 343 8, 086, 216 23,154 10, 180, 726 1,217,193 4,333,838 100.0 56.8 31.0 5.2 10.2 15.2 0.4 6.3 5.9 100.0 67.6 15.2 3.6 2.8 8.8 ( 2 ) 11.1 1.3 14,714,867 4.8 1 Not including IS companies with a trackage of 378.90 miles. 2 Less than one-tenth of 1 per cent. Aside from the relative decrease in operating ex- penses, already discussed, the more conspicuous changes since 1890, shown by this table, are the great increase in the proportion of total income devoted to taxes, to rentals of leased lines, and to interest on debt. The div- idends paid by operating companies were a smaller pro- portion of their income in 1902 than in 1890. In 1890 the amount paid as interest by such companies was only four-fifths as great as the amount paid in dividends, while in 1902 it was more than twice as great. A com- parison of the distribution of income, based on the re- turns of lessor as well as of operating companies, can not be made because no separate returns of lessor com- panies were made in 1890. Capital stock and funded debt. — The statistics of the capitalization of street railways in 1890 were not com- plete. The length of line for companies reporting both trackage and capitalization at that census was 4,542. 88 miles, or 78.5 per cent of the total mileage. The capital stock of these companies amounted to '$272,441,843 and their funded debt to $176,611,826. The returns for 1902, which are essentially complete, show capital stock of $1,315,572,960 and funded debt of $992,709,139. The length of line in 1902 being 16,651.58 miles, it will be observed that the capitalization has increased much faster than the mileage. The average total capital liabilities per mile of line in 1890 for companies reporting capitalization were $98,848. In 1902 the capital liabilities, not deducting that part of the capital stock and funded debt which is represented by investments in securities or nonrailway property, but excluding about 50 miles of line leased from steam railroads, amounted to $139,778 per mile of line. The comparison, based on length of line rather than on length of track, is necessarily imperfect, but the figures on the basis of trackage are not available in the census of 1890. Some of the reasons why an in- crease of capitalization per mile should be expected are mentioned in Part I, Chapter IV". It is evident that the track, the power plant, and the equipment of a modern electric railway must cost much more than the old-fashioned horse car track and its equipment. The increase in funded debt since 1890 has been more than in proportion to the increase in capital stock. Capital stock constituted 60.7 per cent of the total capital liabil- ity reported in 1890 and 57 per cent of the total in 1902. OHAPTEE III. TRAFFIC. I. TRAFFIC OF COMPANIES, CLASSIFIED ACCORDING TO POWER. From the standpoint of the public welfare the most important information regarding street and electric railways is that which has to do with their traffic. The details of traffic on each street and electric rail- way of the country are shown in Table 97, which also presents- the totals for each state. The operations of 813 out of 817 operating companies, representing all but 57.29 miles of the trackage, or about 99.8 per cent of the total, are included in .this table. Four companies failed to furnish information regarding traffic. As shown in footnotes, moreover, a number of other com- panies furnished incomplete returns, and therefore the figures for passengers carried and car mileage have been estimated when necessary, on the basis of other data in the returns or of unofficial information. Two of the 813 companies included in the table handle freight business only. The totals of the more important items for the United States as a whole are presented in Table 7, which also groups the statistics according to the kind of power and character of service, as explained in Chapter I. It will be remembered that a considerable number of com- panies classed as electric surface lines operate in part by animal or cable power or on elevated tracks. It should be noted also that the distinction between electric lines which operate lighting plants and those which do not operate them is of much less significance in connection with traffic statistics, as in this table, than in connection with those for finances. Table 7.— TRAFFIC OF COMPANIES, CLASSIFIED ACCORDING TO POWER: 1902. 1 Number of companies Fare passengers Transfer passengers Fare passengers per mile of track constructed Passenger-car miles Fare passengers per passenger car mile Mileage of freight, mail, express, and miscellaneous cars Total car miles Car miles per mile of track constructed Accidents: Persons killed Persons injured Total. - 813 4,774,211,904 1,062,403,392 3 212, 217 1,120,101,944 4.26 * 24, 328, 522 1,144,430,466 50, 820 1,217 47, 429 ELECTRIC, SURFACE. Without commercial lighting. 570 4, 062, 447, 908 994, 946, 863 216, 365 942,021,415 4.31 6 11,776,544 953, 797, 959 50, 737 1,059 42, 740 "With commercial lighting. 112 305, 833, 612 48, 099, 978 124, 304 84, 173, 113 3.63 869, 823 85, 042, 936 34, 565 Part time only. 57 37, 738, 491 2,327,853 46, 404 12, 810, 588 2.95 209, 460 13, 020, 048 15, 665 21 242 Animal. 52 33, 556, 832 11,978,789 214, 943 5, 648, 107 5.94 21,546 5, 669, 653 36, 316 6 18 Steam and electric, elevated. 5 315, 105, 775 1,381, 72, 226, « 11, 421, 83, 647'. 366: i:;7 315 .36 099 414 714 25 157 Cable, sur- face and inclined planes. 14 19,359,341 5, 049, 909 584, 698 3, 142, 756 6.16 1,400 3, 144, 156 94,961 1 71 Steam, surface. 169, 945 14,092 79, 650 2.13 28, 650 108, 300 8,980 1 Exclusive of reports for 4 companies which failed to furnish this information. 2 Includes 2 railways carrying freight only. 3 Exclusive of trackage of 2 railways carrying freight only. * Includes 15,201,575 car miles run by locomotives on Brooklyn Rapid Transit and Manhattan (elevated) railways. 5 Includes 3,983,738 car miles run by locomotives on Brooklyn Rapid Transit Railway. « Includes 11,217,837 car miles run by locomotives on Manhattan (elevated) Railway. Xiniihjf of passengers. — The entire number of fare passengers carried by the street and electric railways during the census year was 4,774,211,904. Of the companies reporting 57 were in operation less than the entire year. These companies, however, were of much less average importance than the full-time com- panies. Their trackage was only 4 per cent of the total for all companies, and the number of passengers carried by them, 37,738,491, was less than 1 per cent of the total number. (12) The relation between the number of passengers and the population of the country, both total and urban, has already been presented in connection with the compari- son between 1890 and 1902. The total number of free-transfer passengers carried in 1902 was 22.2 per cent as great as the number of fare passengers. E'ree-transfer passengers are not to be considered as constituting strictly an addition to the amount of street railway traffic. Of the 811 companies reporting, 408, or almost exactly one-half, grant free TRAFFIC. 13 transfers. The total number of transfer points reported is 4,455, an average of nearly 11 for each of the 408 companies. 1 In the few instances where a charge is made for transferring passengers they are counted as fare passengers. The street railways of the United States carried in 1902 more than seven times as many fare passengers as the steam railways, which transported 649,878,505 per- sons during the year ending June 30, 1902; but such a comparison moans little, since steam railway journeys average very much longer than those on street railways. The average distance traveled by passengers on steam railways is 30.3 miles.' 2 Though no similar figures can be given for street railways, as they do not — and most of them could not — keep records of the distances trav- eled by their passengers, it is probable that the total distance traveled by passengers on the street railways is less than the total distance traveled by those on steam railways. Another view of the relative importance of passenger traffic on the two classes of railways may be gained by comparing their receipts from passengers. The steam railways in 1902 received $392,963,248 from passengers; the street railways, $233,821,54S. Railways which used electric power primarily and which operated chiefly on the surface, carried 92.3 per cent of the fare passengers of all street and electric lines. Though a considerable amount of animal, cable, and elevated trackage is included in this group, it is safe to assume that seven-eighths of the traffic of all the railways covered by the investigation is carried on surface tracks operated by electricity. The electric lines which operate lighting plants in connection with their railway business, though they are one-fifth as numerous as those without lighting plants and operate more than one-eighth as much track, carried only one-thirteenth as many passengers in 1902. The reason for this condition lies in the fact that, as shown in Table 96, with a few exceptions, the electric railways which operate lighting plants are confined to small and medium-sized towns. The financial statistics show that of urban centers having more than 100,000 inhabitants, only Milwaukee, Toledo, and St. Joseph have railway companies which do a lighting business worthy of the name. There are economies in com bin- in c the two kinds of service in smaller towns which do not accrue in such large measure in great cities. In some cases, moreover, particularly in the larger cities, state or municipal law does not permit street railways to do a lighting business. Perhaps the most important reason why street railways in the largest cities do not operate lighting plants lies in the fact, that electricity was commercially applied to the production of light before it was applied to street railways. Lighting plants were already established in many cities before 1 For fuller discussion of the subject of transfers, see page 41. 2 Report of Interstate Commerce Commission on .statistics of Railways, 1902. the horse railways had begun to change to electric traction. Of the other kinds of street and interurban railways those operating exclusively by animal power carried in 1902 only about two-thirds of 1 per cent of the fare passengers. The 5 strictly elevated railways carried about 6.6 per cent of the total number. Of the pas- sengers on these elevated railways, the Manhattan Ele- vated Railway of New York carried about two-thirds. The 3 purely cable roads in San Francisco carried 15,562,352 passengers, and the 11 inclined-plane cable roads carried 3,796,989. Density of traffic per mile of track. — No other single factor in street railway business exercises such a pow- erful influence upon its profitableness as the density of traffic. The number of passengers carried by each street railway per mile of track operated is shown in Table 97. The figures for each individual company are based on the total length of track operated by it, including in a number of cases a certain amount of track belonging to other companies and operated jointly under trackage rights. From the standpoint of the individual railway this method gives a more correct basis for calculating the density of its traffic than a computation based on the trackage owned or leased by the company for its exclusive use, for the operating expenses include those incurred upon the tracks used under trackage rights, and the payment to other com- panies for such use is virtually equivalent to a fixed charge on part of the capital invested in the tracks so operated. The mileage basis used in computing the density of traffic for the United States and for the separate states and groups of companies is the mileage of track constructed, regardless of the question whether any part of such track is operated by more than one company. The number of passengers per mile of track for the country as a whole is 212,217. If only companies op- erating the entire year be considered, the number of passengers carried per mile of track is 218,616. This number is independent of the length of journeys, and of course does not represent the number of persons who actually pass over a given length of street railway track during the year. The average density of traffic on electric railways which furnish commercial lighting is less than three-fifths as great as on other electric rail- ways. This results naturally from the fact that the railways furnishing commercial lighting are mainly in the smaller towns of the country. The average den- sity for all full-time electric surface railways combined is 205,478 passengers per mile of track. The fact that roads operated exclusively by animal power show a still greater density of traffic is due to the influence of the four horse car lines in New York city, which car- ried more than 90 per cent of the total number of passengers reported by the 52 exclusively horse roads in the United States. The average number of fare pas- 14 STREET AND ELECTRIC RAILWAYS. sengers per mile of track owned on these four railways was 989,100. If, however, the mileage operated under trackage rights, which is largety owned by companies primarily electric, be included, the average number of fare passengers per mile of track was 693,923. The other 48 companies of this group, operating in very small towns that do not afford enough traffic to justify the installation of electricity, carried an average of only 24,523 passengers per mile. It is also primarily because the elevated railways are situated in very large cities that they show a much greater density of traffic than the average for other classes of railways, 1,381,437 passengers per mile of track. Elevated roads perhaps have a somewhat greater possible carrying capacity than surface roads because of their large cars, long trains, and high speed. It may be noted, however, that the number of passen- gers per mile of track on the Manhattan Elevated Rail- way in New York city, 1,837,625, only slightly exceeds that on the Third Avenue and Interurban surface sys- tems in that city, 1,612,630 and 1,434,088, respectively. But in making such comparisons it should be recalled that traffic on surface railways is probably somewhat more evenly distributed through the day than that on elevated railways, and also that the average ride on the elevated railways is considerably longer than on the surface lines in the same cities. The density of traffic on the ordinary cable railways and the inclined plane cables is also high as compared with that of electric railways as a group. The three ordinary cable railways, all in San Francisco, show an average density of 564,877 per mile, which is twice as great as the average density for electric railways in cities of from 100,000 to 500,000 inhabitants. On account of the heavy initial investment required, cable railways are profitable only where traffic is very dense, and they do not, therefore, extend into suburban districts as ■ electric lines do. The still higher density of traffic on inclined planes, 682,912 passengers per mile, is due to the fact that these lines are very short and that the passengers in most instances ride only a fraction of a mile. These inclined plane cables are built, in most cases, up the steep bluffs of river valleys, as, for in- stance, in Pittsburg. Car mileage. — Statistics of car mileage are unsatis- factory because of the difference in the size of cars and in the conditions under which they are operated. Car mileage on a fast interurban railway, which runs cars 50 or 60 feet in length with 150-horsepower motors at an average speed of 20 miles per hour, means quite a different thing from that on a horse railway operating cars 16 feet long at an average speed of 5 or 6 miles per hour. The use of "trailers " is also a source of con- fusion in some cases. On important street railwa} 7 lines in Chicago, Washington, and one or two other cities, from one to three trail cars are regularly attached to the power car, while on some other railways trailers are attached to cars during rush hours, either every day or occasionally. The practice of companies with regard to registration of car mileage where trailers are used is not uniform; sometimes the entire train is treated as the unit; sometimes the individual car. Thus one of the systems in Washington, D. C, uses the first basis for computing car mileage while the other system uses the second. In Chicago, where trailers are more exten- sively employed than in any other city, the mileage of each car in a train is counted. Where trailers are used the individual cars are usually comparatively small, and in some cases the entire train may carry few more pas- sengers than an ordinaiy large single car on other urban railways. However, the use of trailers is not sufficiently common to affect materially the totals for groups of companies. The car mileage on the elevated railways represents single cars, but includes that of steam locomotives. The total distance traversed by street and interurban railway cars, including steam locomotives on elevated roads, in 1902 was 1,144,430,466 miles, or more than 45,000 times the circumference of the earth. About 92 per cent of this mileage was upon railways operating wholly or chiefly by electric traction, and on the surface of the street. Further, the car mileage per mile of track constructed for the country, as a whole, was 50,820. In other words, each mile of track in the country was traversed by an average of 50,820 cars during the year, or 139 cars each day. There is a wide range in the number of car miles per mile of track upon different railways, as is seen in the statistics of compa- nies classified according to population. On elevated railways each mile of track was traversed on an average by 366,714 cars a year or 1,005 a day. On these railways, cars are usually run in trains of from 3 to 6 cars. The number of car miles per mile of track on the three ordinary cable railways was 103,676; on inclined planes it was 51,776. The distance traveled over all street and interurban railways by express, mail, freight, work, and miscel- laneous cars was 9,126,947 miles in 1902, or less than 0.8 per cent of the total car mileage. The mileage of such miscellaneous cars on elevated, cable, and horse railways is insignificant. The travel of steam locomotives on the elevated railways amounted to 15,201,575 miles. A considerable proportion of the express, mail, and freight traffic is handled on passen- ger cars, but reference to the statistics of street railway receipts shows that the income from these classes of traffic amounts to only about three-fourths of 1 per cent of the total income of street and interurban rail- ways. Density of passenger traffic per car mile. — The ratio of the number of fare passengers to the number of car miles run has a very important bearing upon the pros- perity of the street railway business. For the country as a whole the average number of fare passengers per TRAFFIC. 15 car mile in 1902 was 4,26, the cars running, therefore, on an average, nearly one-fourth of a mile for each fare collected. The figures for each company are given in Table 97. Differences in the size of cars and the length of rides on different railways and groups of railways render comparisons of the density of traffic per car mile misleading, unless the local conditions are thoroughly known. Whore passengers ride long distances the number of passengers per car mile is pro- portionately reduced, and thus a street railway whose cars are always crowded may yet be less profitable than another with apparently lighter traffic, but whose pas- sengers ride shorter distances. In the absence of information as to the average length of rides, it is impossible to determine in what propor- tion the capacity of the street railway cars of the country, considered as a whole, is occupied. There are times of the day on most railways, particularly in large cities, when the cars are greatly oyercrowded; but there are other times on man}' railways when the maintenance of a schedule considered satisfactory by the people means the operation of half-empty cars. Not infrequently a railway finds it advantageous to grant liberal transfer privileges, reduce fares, or extend the possible length of journey, in order that new traffic thus created may fill the cars which the regular patrons would in any event consider necessary to a satisfactoiy schedule. With slight qualifications it may be said that it costs no more to operate a car full than a car empty. When, however, increase of traffic thus secured involves a corresponding addition of cars to the schedule, the advantages to the railway company may disappear. Though cars on elevated railways are considerably larger than those on ordinal'}' surface lines, the average journe}' on the elevated is longer, so that the number ■of fare passengers per car mile is only a fraction greater ■on these railways than on the electric surface lines as a whole. Indeed, the number of fare passengers per car mile is less on the elevated railways than on the leading surface railways of the same cities. The Manhattan Elevated Railway, of New York, shows 4.78 fare pas- sengers per passenger car mile as compared with 6. 51 for the Interurban, and 6.59 for the Third Avenue line. Similarly, though, the cars operated by animal power are smaller than those operated by electricity, the aver- age ride on the horse car is so much shorter that the ratio of fare passengers to car mileage in New York city, where the greater part of the traffic is found, is higher on horse railways than on electric railways. Three of the 4 horsepower companies in New York city report more fare passengers per car mile than either of the 2 leading electric surface systems in Man- hattan borough. A large proportion of the passengers who pay fares on these horse railways are transferred, without charge, to the electric lines. The railways operating by animal power outside of New York, how- ever, have only 2.25 passengers per car mile, a figure which points to a very low rate of profit. The 3 ordinary cable railways report 5.09, 5.10, and 5.79 passengers, respectively, per car mile. The rides on the inclined-plane cable railways are so short that they all present a very high ratio, the average being 13.26 fare passengers per car mile. The Monongahela Incline Plane Company, of Pittsburg, shows even 69.15 fare passengers per mile run. Car hours. — Statistics for the number of hours during which street railway cars run are of significance, since in connection with the statistics of car mileage they show the average speed maintained. Moreover, the number of passengers per car hour is a datum which, to the street railway manager, should be scarcely second in interest to the number of passengers per car mile, since upon it largely depends the outlay for wages of motormen and conductors, as well as various other items of expense. Thus a railway which has fewer passengers per car mile than another may yet be more profitable, if each of its cars earns more fares within a given length of time. Unfortunately, however, less than half the street rail- ways of the country keep records of car hours. The total number of car hours reported in 1902 by the 390 companies which gave this information was 65,869,342. These companies carried 2,176,886,559 fare passengers; therefore, each car carried an average of 33.28 passen- gers per hour of operation. Most of the companies re- porting car hours are operated by electricity. The 4 elevated railways in Chicago have from 43.21 to 56.93 passengers per car hour; these figures, as might be ex- pected from the high speed of elevated trains, being considerably larger than for most surface railways in great cities. Accidents. — The following table shows the figures for accidents on street railways. The details for each company are shown in Table 97. Table 8. — Accidents on street and electric railways: 190S. 1 Total. Passengers Employees Other persons . Persons killed. 2 1,218 2«5 122 831 Persons injured. 47,429 26, 690 3,699 17, 040 1 Exclusive of 4 companies which failed to furnish information concerning accidents. s One company, with 1,323 accidents, failed to distinguish those killed from those injured, and they are all included in the second column. Three com- panies, with 23 persons killed and 1,983 injured, reported accidents to pas- sengers and employees under "other persons." One company, with 12 persons killed and 656 injured, reported " other persons" under passengers. The returns show 1,218 persons killed and 47,429 in- jured by accidents on street railwa}^s. It is believed that the total for persons killed is essentiallj' correct but the reports of persons injured are known to vary in their completeness as between different companies, 16 STREET AND ELECTRIC RAILWAYS. according to the degree of injury deemed sufficient to justify recording. Some companies stated to the agents of the Bureau of the Census that their return of accidents included only injuries of a really serious char- acter; while others asserted that it was impracticable for them to distinguish accurately between serious injuries and the many wholly unimportant accidents reported by conductors, and they, therefore, included all accidents in their report. In another place will be found statistics showing the large amount of damages collected from railway com- panies and the large legal expenses incurred in connec- tion with damage suits. It is asserted by the street railway companies that a large proportion of the claims made upon them for damages are altogether unwar- ranted or greatly exaggerated. It is noteworthy that 831, or 68 per cent of the per- sons killed by the street railways, were neither passen- gers nor employees. The number of passengers killed was 1 for every 18,015,894 fare passengers carried; while 1 passenger was injured for every 178,876 fare passengers carried. The number of street railway em- ployees killed was 122, or 1 out of 1,095 wage-earners employed (omitting officers and clerks). Injured em- ployees numbered 1 for every 36.1 wage-earners. Cor- responding proportions for steam railways in the year ending June 30, 1902, were 1 killed to 401, and 1 in- jured to 24 employed. The risk of accidental death to street railway employees is, therefore, apparently less than two-fifths as great as the risk to steam railway employees, and the risk of injury about two-thirds as great. The following table shows the number of accidents in relation to the number of car miles operated, for the various groups of street railways as classified according to power: Table 9. — Accidents onrailways, classified according to power: 1902} CLASS OF RAILWAYS. Electric, surface Animal Elevated Cable, surface and inclined planes. Steam, surface Persons killed. .1,185 6 25 1 Persons injured. 47, 180 18 157 74 Number of Number of car miles to each person killed. 887, 646 944, 942 3,345,897 3,144,156 car miles to each person in- jured. 22, 295 314, 981 532, 786 42,489 i Exclusive of reports for 4 companies which failed to furnish information regarding this item. The total number of accidents, particularly those of a fatal character, is so small on the animal power, ele- vated, and cable railways that comparisons based on the returns of a single year have little value for general conclusions. On the face of the statistics it appears that the elevated railways are much less dangerous than the surface lines. The number of car miles run for each person killed on the elevated lines is 3,345,897, as compared with 887,646 for electric surface railways. Persons other than passengers and employees are not likely to be killed or injured on elevated railways, while such persons are probably less likely to suffer accidents from horse cars than from other surface cars. The number of persons injured but not killed is, according to the returns, much greater in proportion to the car mileage on electric and cable railways than on animal power and elevated roads. Traffic ly states in relation to population. — The statis- tics of traffic by states, as presented in Table 97, re- quire no special comment. Comparisons among states are less significant than those among individual cities or groups of cities. It is interesting, however, to com- pare the amount of street railway traffic in the several states with their population, and more particularly with their urban population, in places of 4,000 inhabit- ants and over. These data, based on the population census of 1900, are presented in Table 10, which also shows the proportion of urban population to the total population for each state. Similar comparisons for the grand divisions of the country have already been presented in connection with the summary of statistics for 1890 and 1902. The most important factor in determining the extent of street railway traffic in the different states is obviously the presence or absence of cities, and particularly of large cities. Thus the relative rank of the states in the pro- portion of street railway rides to total inhabitants cor- responds quite closely with their rank as regards the proportion of urban to total population. The propor- tion of rides to the total population is greatest in the District of Columbia, where the whole population is urban, and is next greatest in Massachusetts, which ranks third among the states in respect to proportion of urban population, 86.9 per cent of all its inhabitants living in places of 4,000 inhabitants and over. In New York, which ranks fourth in the proportion of urban population, the number of rides per inhabitant is next to that for Massachusetts. There are 14 states in which more than 40 per cent of the population is urban; and all of these 14, except New Hampshire and Delaware, report more than 60 street railway rides per inhabitant. On the other hand, only 2 states that have an urban popu- lation less than 40 per cent of their total population, namely, Washington and Missouri, report more than 60 rides per inhabitant. There are 7 states and terri- tories which show less than 10 street railway rides per inhabitant, and in no one of these, except Kansas, does the proportion of urban to total population exceed 12 per cent. A comparison of the number of rides with the num- ber of urban inhabitants in the several states gives some idea of the comparative extent to which street railways are developed, and also of the extent to which they are patronized by those within reach of their service. The number of rides and the number of TRAFFIC. 17 urban inhabitants are somewhat less closely related items in such states as Michigan, Ohio, and Indiana, where interurban railways have been developed very extensively, than in states like New York and Penn- sylvania, where the great bulk of railway traffic is still confined to urban areas. Table 10.— EELATION OF PASSENGER TRAFFIC TO TOTAL POPULATION AND URBAN POPULATION (PLACES OF 4,000 INHABITANTS OR OVER), BY STATES AND TERRITORIES: 1902. 1 STATE OR TERRITORY. Num- ber of com- panies. Population, 1900. Total number of fare pas- sengers car- ried, 1902. Average number of rides per inhabitant. Urban popu- lation (places of 4,000 inhabi- tants and over) , 1900. Ratio of urban to total popu- lation, percentage. Average number of rides per urban in- habitant. 811 75,994,575 4,774,211,904 63 28, 372, 392 38.0 168 9 2 7 35 7 22 3 8 6 10 . 1 49 27 22 11 12 8 19 10 75 24 5 5 16 5 4 7 26 1 96 7 63 6 98 8 7 8 17 3 9 20 8 1? 1,828,697 122,931 1,311,564 1,485,053 539, 700 908,420 184, 735 278, 718 628, 542 2,216,331 161,772 4,821,550 2,516,462 2,231,853 1,470,495 2,147,174 1,381,625 694,466 1,188,044 2,805,346 2, 420, 982 1,751,394 1,551,270 3, 106, 665 243,329 1,066,300 411,588 1,8X3,669 195, 310 7,268,894 1,893,810 4,157,545 413,536 6, 302, 115 428, 556 1,340,316 2,020,616 3,048,710 276, 749 343, 641 1, 854, 184 518, 103 958, 800 2, 069, 042 22, 748, 871 797, 970 6, 880, 479 182,196,999 42, 371, 590 77, 447, 101 9, 956, 559 66, 162, 321 8,249,542 32,463,851 314, 340 463,190,986 66,255,767 38, 559, 589 6, 832, 064 56, 293, 852 55, 343, 843 25. 495. 164 99,989,552 461,745,615 113,916,992 73,236,612 3,101,015 211, 808, 737 6,858,502 22, 228, 325 11,304,908 188, 976, 899 73, 000 1,144,491,509 5,337,367 285,434,579 18,729,442 642,513,812 62. 279. 165 9,056,818 35, 697, 835 30,037,966 11,493,501 ..4,274,806 44, 275, 661 41,544,228 21,706,870 62,537,300 12 •6 5 123 79 85 54 237 16 15 2 96 26 17 6 26 40 37 84 165 47 42 2 68 28 21 27 100 37 157 3 69 45 102 145 7 18 10 42 12 24 80 23 30 182,448 13, 075 90, 396 726, 655 222, 184 595, 250 76, 508 278, 718 87,414 308, 687 10,003 2,460,143 770, 407 456, 479 282, 611 423, 646 347,276 251,685 572, 795 2,437,994 900, 556 542,251 82, 099 1,084,014 69,989 221,693 192, 240 1,272,259 11,841 5, 176, 414 152, 019 1,864,519 114, 134 3, 223, 337 392, 509 157,111 285,886 454, 926 81,480 72, 048 305, 229 188, 750 111, 039 714, 556 10.0 10.6 6.9 48.9 41.2 65.5 41.4 100.0 16.5 13.9 6.2 51.0 30.6 20.5 19.2 19.7 25.1 36.2 48.2 86.9 37.2 31.0 5.3 34.9 28.8 20.8 46.7 67.5 6.1 71.2 8.0 44.8 27.6 51.1 91.6 11.7 14.1 14 9 29 4 21.0 16.5 36.4 11.6 34.5 125 61 76 251 191 130 130 237 94 105 31 188 86 84 24 133 159 101 175 189 126 135 38 195 98 100 59 149 6 221 35 153 164 199 159 58 125 66 141 59 145 220 195 88 i Exclusive of reports for 6 companies, with a trackage of 80.14 miles, distributed as follows: Colorado, 4.08 miles; Connecticut, 1.36 miles; .Illinois, 21.49 miles; Kansas, 39 miles; South Dakota, 2 miles; and Virginia, 12.21 miles. States having one or two very large cities may be expected to show a higher proportion of rides to urban inhabitants than states which have an equally large per- centage of urban population scattered in smaller towns. Thus, in California, which has the highest proportion of rides to urban population (251), the cause is found in the fact that a large proportion of the street rail- way- trackage is in San Francisco, whose hilly streets compel general resort to this method of travel. New York, with her enormous metropolis, -ranks third in the ratio of passengers to urban population. The steep streets of the cities in Washington account in part for the high ratio of rides to urban inhabitants in that state. & The other states which show more than 150 rides per urban inhabitant are, in the order named: District of Columbia, Penns3'lvania, Missouri, West Virginia, Colorado, Massachusetts, Illinois, Maryland, Oregon, Louisiana, Khode Island, and Ohio. Only 5 states report fewer than 50 rides per urban inhabitant, and in none of these except Kansas is there a citjr of more than 25,000 population. The report of the total number of rides for Kansas is quite mislead- ing, since the passengers belonging to Kansas City, Kans. , and smaller adjacent towns are included in the returns of the Metropolitan Street Railwa}', of Kansas Citv, Missouri. II. TRAFFIC OF COMPANIES, CLASSIFIED ACCORDING TO POP- ULATION. Table 11 is a summary of the most important items relating to traffic for street and electric railways as classified on the second basis described in Chapter I, ac- cording to the population of the centers in which they lie, with the further distinction of '"fast, long," and " other" interurban railways. 18 STREET AND ELECTRIC RAILWAYS. Table 11.— TRAFFIC OF COMPANIES, CLASSIFIED ACCORDING TO POPULATION: 1902. 1 Number of companies Fare passengers ] Transfer passengers ! Fare passengers per mile of track constructed Passenger-car miles Fare passengers per passenger-car mile Mileage of freight, mail , express, and other miscellaneous cars Total car miles Car miles per mile of track constructed Accidents: Persons killed '. Persons injured Total. = 813 4,774,211,904 1,062,403,392 3 212, 217 1,120,101,944 4.26 1 24, 328, 522 1, 144, 430, 466 50, 820 1,217 47,429 URBAN CENTERS, POPULATION. Over 500,000. 66 2, 456, 542, 270 608, 062, 946 491,418 604,811,418 4.87 4 17,842,405 522, 653, 823 104, 554 491 18, 289 100,000 but under 500,000. . 47 994,327,853 276,401,373 279, 320 239, 940, 699 4.14 821, 948 240, 762, 647 67, 633 221 19, 518 125,000 but under 100,000. 85 433, 049, 842 67, 695, 795 150, 273 115,411,493 3.75 364, 333 115, 775, 826 40, 176 124 3,109 Under 25,000. 315 195, 219, 320 17, 255, 506 87, 711 63,571,907 3.07 617, 901 64, 189, 808 28, 840 INTERURBAN RAILWAYS. Fast, long. 55 113, 820, 795 12, 158, 763 40,199 45, 358, 873 2.51 1, 719, 402 47,078,275 16, 627 90 1,481 Other. 245' 581, 251, 824 80, 829, 009 96, 888 151,007,554 3.85 2, 962, 533 153, 970, 087 25, 568 202 4,400 1 Exclusive fit reports for 4 companies which failed to furnish this information. 2 Includes 2 railways carrying freight only. 3 Exclusive of trackage of 2 railways carrying freight only. 'Includes 15,201,575 car miles run by locomotives on Brooklyn Rapid Transit and Manhattan (elevated) railways. The data in Table 12 are for the same statistical in- quiries as in Table 11, but they apply only to full-time Table 12 electric surface railways not furnishing commercial lighting. TRAFFIC OF FULL-TIME ELECTRIC SURFACE RAILWAYS, WITHOUT COMMERCIAL LIGHTING, CLASSIFIED ACCORDING TO POPULATION: 1902. 1 Number of companies Fare passenger* Transfer passengers Fare passengers per mile of track constructed Passenger-car miles Fare passengers per passenger-car mile Mileage of freight, mail, express, and othermiscellaneous cars Total car miles Car miles per mile of track constructed Accidents: Persons killed Persons injured 4, 062. 994: >.m Ml 9:.:.; = 570 447, 908 946, 863 216, 365 021, 415 4.31 776, 544 797, 959 50, 737 1,059 42,740 URBAN CENTERS, POPULATION. INTERURBAN RAILWAYS. Over 500,000. 48 2, 107, 329, 902 594, 326, 985 146, 527 427,973,469 4.92 4 6, 419, 906 434, 393, 375 92, 045 460 18, 117 100,000 but under 500,000. 1)112, 251, 221.) 333,125 242, 536 277, 509 024, 584 4.10 821, 948 846, 532 67,921 200 16, 974 25,000 but under 100,000. 321, 58, 659, 513 195, 785 150, 739 238, 634 3.73 219, 872 458,506 40, 517 96 2,440 Under 25,000. 128 10 168 C02, 91)3 913, 058 95, 204 423, 259 3.26 312, 973 736, 232 29,417 57 4n:-i Fast, long. 42 162, 271 227, 851 38, 226 585, 153 2.39 369, 315 954, 468 16, 588 1,133 Other. 517. 71 132, o 135: 206 360, 134 040, 648 101, 593 776, 316 3.90 632, 530 408, 846 26, 471 178 3,623 1 Exclusive of reports for 2 companies which failed to furnish this information. 2 Includes 2 railways carrying freight only. Though the presence or absence of a lighting plant in connection with a street railway does not materially affect its traffic conditions, yet for the purpose of com- parison with the financial tables, the group of electric railways without commercial lighting only is included in Table 12. N'umher of passengers. — The first conspicuous fact which appears in Table 11 is that 2,456,542,270, or more than one-half of all fare passengers on street and interurban railways, were carried by companies in the few urban centers of more than 500,000 population. Urban railways in cities and towns of less than 100,000 population carried less than one-seventh of all fare passengers. It should be noted that a considerable proportion of the fare passengers of companies classed as interurban are carried wholly within the limits of urban communi- ties, and especially of communities of less than 100,000 population. Thus the whole urban traffic of several important cities, such as Detroit, Mich., Lawrence, Lowell, Worcester, Springfield, and Fall River, Mass., Hartford and New Haven, Conn., and Canton, Akron, and Youngstown, Ohio, is handled exclusively by com- panies classed, in accordance with the criteria men- tioned in Chapter I, as interurban. Even with the deductions indicated, however, the amount of interur- ban street railway traffic in its strict sense is very con- 3 Exclusive of trackage of 2 railways carrying freight only. 4 Includes 3, 983, 738 car miles run by locomotives on Brooklyn Rapid Transit Railway. siderable. The relative importance of the traffic on the fast, long interurban lines does not fully appear from the statistics of the number of fare passengers, since the average length of journey of passengers and the average fare paid by them on these railways are con- siderably greater than on urban railways. On the slower interurban lines included in the last column of Table 11, it is frequently the practice to collect sep- arate 5-cent fares for different stages of a journey, so that a single passenger may be reported two or more times; but this practice does not usually prevail on the faster interurban lines, where the business is conducted more in the manner of a steam railway. The use of free transfers is naturally more devel- oped in great cities having many interlacing street railway lines than in small towns, where cars often run over only a single route, or on interurban railways. The free transfers of elevated railways are not reported, even when they are allowed. In judging the extent to which the transfer system is developed in cities of different sizes, it is preferable to confine attention to full-time electric surface railways without commercial lighting. For such railways the proportion of free transfers to fare passengers for the largest urban centers, 28.2 per cent, is about the same as for those of the second group, 27.8 per cent. The corresponding proportions TRAFFIC. 19 of transfer to fare passengers on railways falling within the other groups are as follows: Urban centers of 25,000 to 100,000 inhabitants, 18.1 per cent; urban centers of less than 25,000 inhabitants, 8.5 per cent; fast, long interurban lines, 10.8 per cent; other inter- urban lines, 13.7 per cent. Eel at ion of traffic to population as affected by size of cities. — The influence of the size of cities served by street railways on the amount of their business can be meas- ured only by comparing the number of passengers within each of the urban groups in Table 11 with the aggregate population of the group. Such a compari- son, however, is difficult, since many railways, that are primarily urban in character extend into rural com- munities, though serving only an unknown fraction of the population of such communities, while roads that are essentially interurban in character also cany urban passengers. These complexities are so conspicuous in the case of the smaller cities and towns that it is impossi- ble to make a satisfactory comparison between traffic and population for the two groups of urban centers of less than 100,000 population as a whole. From these two groups, however, a considerable number, of typi- cal urban centers have been selected, in which the largest part of the street railway traffic lies within mu- nicipal limits. The names of the centers thus selected and the population and traffic in each are shown in Tables 13 and 14. Table 13. — Relation of trackage and traffic to population in selected urban centers tenth population of from 25,000 to 100,000: 1902. NAME OF CENTER. Total Montgomery, Ala Little Rock, Ark Sacramento, Cal Pueblo, Colo Meriden, Wallingford, Conn.. Augusta, Summerville, Ga Peoria, Averyville, North Peo- ria, Peoria Heights, 111 Quincv, 111 Rockfbrd, 111 Springfield, Ridgely, 111 Evansville, Howell, Ind Dubuque, Iowa Sioux City, Iowa; South Sioux City, Ne'br Topeka, Kans Lexington, Ky Bay City, West Bay City, Es- sexville, Mich Duluth, Minn.; Superior, Wis. Dayton, Ohio Springfield, Ohio Altoona, Gaysport, Juniata, Bellwood, Pa Williamsport, South Williams- port, Pa Dallas, Tex Galveston, Tex San Antonio, Tex Salt Lake City, Murray, Utah.. Richmond, \"a Spokane, Wash La Crosse, Onalaska, Wis Oshkosh, Neenah, Wis Popula- tion of center. 1, 258, 615 30, 346 38, 307 29, 282 28, 157 31,033 42, 686 60,340 36. 252 31, 051 35, 328 60,428 36, 297 34, 000 33, 608 26, 369 42, 386 84,060 85, 333 38. 253 46, 034 32, 085 42,638 37, 789 53, 321 56, 833 85, 050 36, 848 30, 263 34, 238 NUMBER OF PAS- SENGERS. Total. 135,842,312 1,849,395 3,841,415 3, 948, 791 4,065,162 2, 589, 737 2, 360, 674 6,750,000 2,127,623 1,989,080 3,532,013 3, 629, 534 2,391,855 4,138,944 2, 730, 287 2, 350, 682 9, 418, 517 14,667,094 3,784,338 4,759,279 2, 582, 297 6, 574, 773 2,851,603 5, 268, 627 10,631,591 16, 313, 560 5, 028, 388 1,706,728 1, 973, 843 Per unit of popula- tion. 107.9 60.9 100.3 134.9 144.4 83.6 55.3 111.9 58.7 64.1 100.0 60.1 65.9 121.7 81.2 89.1 46.9 112.0 171.9 98.9 103.4 80.5 154. 2 75.5 98.8 187.1 191.8 136.5 56.4 57.7 NUMBER OF MILES OF TRACK. Total. 951.93 20.00 20.70 23.50 36.25 19.50 31.02 41.25 17.38 23.00 23.83 30.50 20.85 43.00 28.63 15.13 23.30 73.84 52.88 28.13 27. 50 16.41 46.30 35.86 45.51 78.04 43.96 36.55 17.11 32.00 Per 1,000 of popula- tion. 0.76 0. 66 0.54 0.80 1.29 0.63 0.73 0.68 0.48 0.74 0.67 0.50 0.57 1.26 0.85 0.67 0.55 0.88 0.62 0.74 0.60 0. 51 1.09 0.95 0.85 1.37 0.52 0. 99 0.67 0.93 Table 14. — Relation of trackage and traffic to population in selected urban centers with population of less than 25,000: 1902. NAME OF CENTER. Total Fort Smith, Ark Riverside, Cal San Diego, Cal Santa Barbara, Cal New 7 London, Conn Stamford, Greenwich, Conn Pensacola, Fla Athens, Ga Alton, North Alton, Upper Alton, 111 Cairo, 111 Kankakee, Bradley, Bourbonnais, 111 Vincennes, Ind Burlington, Iowa Muscatine, Iowa : . . . Ottumwa, Iowa Atchison, Kans Wichita, Kans Shreveport, La Biddeford, Saco, Me Benton Harbor, St. Joseph, Mich . Marquette, Mich Menominee, Mich Vicksburg, Miss Springfield, Mo Great Falls, Mont Concord, N. H Laconia, N. H Long Branch, Deal, Allenhurst, Asbury Park, Bradley Beach, Neptune City, Belmar, N. J Perth Amboy, Metuchen, N. J Dunkirk, Fredonia, N. Y Kingston, N. Y Ogdensburg, N. Y : . . . Ashtabula, Ohio Lima, Ohio Tiffin, Ohio , Zanesville, Ohio Sayre, Athens, Pa.; Waverly, N. Y. Tarentum, New Kensington, Pa.. Greenville, S. C Austin, Tex Waco, Tex Ogden, Utah Burlington, Winooski, Vt Everett, Wash Ashland, Wis Janesville, Wis 718, 254 Popula- tion of center. 11,587 7,973 17, 700 6,587 17, 548 18, 417 17, 747 10, 245 17, 487 12, 566 15, 708 10, 249 23, 201 14, 073 18, 197 15, 722 24,671 16, 013 22, 267 11,717 10, 058 12,818 14, 834 23, 267 14, 930 19, 632 8,042 16, 148 19, 485 15, 743 24, 535 12, 633 12, 949 21,723 10, 989 23,538 9,481 10, 137 11,860 22, 258 20, 686 16,313 22, 423 7,838 13, 074 13, 185 NUMBER OF PAS- SENGERS. Total. 49,179,495 731,553 547, 051 2,220,000 814, 405 1, 320, 791 1,327,617 998, 290 356, 969 1,497,130 870, 838 714, 769 450, 000 1, 600, 000 865, 120 1,211,028 533, 867 1,460,000 1,450,000 728, 909 1,198,826 373, 672 529, 764 1,188,289 1,700,715 939, 436 1,510,856 436, 171 3, 737, 541 880, 128 681,770 2, 217, 334 478, 283 999, 857 1,375,979 482, 000 1,800,000 1,059,507 622,447 537, 603 1,213,703 1,605,525 861,910 1, 270, 136 971,650 503, 658 304, 398 Per unit of 03. 1 68.6 125.4 123.6 75.3 72.1 56.2 34.8 85.6 69.3 45.5 43.9 69.0 61.5 66.6 34.0 59.2 90.6 32.7 102.3 37.2 41.3 80.1 73.1 62.9 77.0 54.2 231.4 45.2 43.3 90. 4 37.9 77.2 63. 3 43.9 76.5 111.8 61.4 45.3 54.5 77.0 52.8 56.6 124.0 38.5 23.1 NUMBER OF MILES OFTRACK. Total. 485.95 8.93 9.52 16.60 8.50 8.51 12.69 9.00 6.53 12.25 9.67 12.78 8.00 14.50 8.60 10.00 9.00 IS. 50 8.80 8.15 10.50 7.00 6.71 8.75 19.10 11.90 12. 71 8.87 23.68 9.06 7.00 9.16 10.00 5.75 18.55 7.33 10.00 9.11 6.61 7.00 13.38 16.29 11.00 11.22 9.65 7.68 7.41 Per 1,000 of popu- lation. 0.68 0.77 1.19 0.94 1.29 0.48 0.69 0.51 0.64 0.70 0.77 0.81 0.78 0.62 0.61 0.55 0.57 0.75 0.55 0.37 0.90 0.70 0.52 0.59 0.82 0.80 0.65 1.10 1.47 0.46 0.44 0.37 0.79 0.44 0.85 0.67 0.42 0.96 0.65 0.59 0.60 0.79 0.67 0.50 1.23 0.59 0.56 The totals for the selected towns are shown in Table 15, which also presents a comparison of population and traffic for the two groups of urban centers of more than 100,000 population, the statistics including all the cities of each group. The details for individual cities of these two groups are given on page 24. Table 15. — Relation of trackage and traffic to population in groups of urban centers: 1902. Total population served. . Number of miles of track. Miles of track per 1,000 of population Number of passengers Number of rides per in- habitant All centers over 500,000 population. All centers of 100,000 but under 500,000 popu- lation. 10,274,470 4, 998. 89 .49 2,456,542,270 239.1 Twenty- nine select- ed centers of 25,000 but under 100,000 popu- lation. 5, 380, 647 3, 559. 82 .66 994, 327, 853 184.7 Forty-six selected centers of less than 25,000 popu- lation. ' 1, 258, 615 951.93 .76 135,842,312 71S.254 485. 95 .68 49,179,495 20 STREET AND ELECTRIC RAILWAYS. The totals of population and traffic for the four groups present a fairly correct view of the density of street railwa\ T traffic in its relation to the size of cities. The table also shows the relation of trackage to population. A discussion of the relation between population and traffic in the case of interurban railways will be found in Part I, Chapter VII. The proportion of street railway trackage to the pop- ulation is considerably less in cities of over 500,000 pop- ulation than in other cities. In the largest cities, with their closely built houses and tenements, the number of inhabitants tributary to a given trackage is greater than in smaller cities, even though street railways in the more thickly populated parts of these large cities may be run on almost every street. In the smallest cities. however, the total populated area is so restricted that a large proportion of the people find little occasion to use street railways at all, and so the proportion of trackage to population is not materially different from that in cities of from 100.OO0 to 500,000 inhabitants, though the population of smaller cities is much more scattered. Indeed, the trackage per 1,000 inhabitants in selected centers of less than 25,000 inhabitants is actually less than that reported for centers of from 25,000 to 100,000 inhabitants. As the size of the urban center diminishes the num- ber of street railway rides per inhabitant decreases rapidly. In cities of more than 500,000 inhabitants each person, on the average, rode 239 times during the year, while in the selected centers of less than 25,000 inhabitants each person rode, on the average, only 68 times during the year. In comparing passengers with population in the larger cities it should be borne in mind that the great numbers of transient visitors to such cities, who are not enumerated in the census of population, contribute materially to the street railway traffic. Due allowance for this fact having been made, it yet remains true that the permanent residents of such cities patronize the railways much more than the in- habitants of small towns. The reason for this fact is obvious. As cities increase in size a constantly greater proportion of the people, despite the crowding together, live far from their places of business and are forced to use the street railway daily. Dr/isiti/ of traffic jw mile of track. — In comparing the number of passengers per mile of track in urban centers of different sizes, as shown in Tables 11 and 12, it should be borne in mind that the average distance traveled by passengers is greater in the large cities than in those of smaller population. Despite this fact, the proportion of fare passengers carried to track mileage in- creases very rapidly as the size of urban centers increases. In urban centers of the first group the railways, as a whole, in 1902 carried 401,418 fare passengers per mile of track, while the full-time electric surface railways, without commercial lighting, as shown in Table 12, car- ried 41:6.527 fare passengers per mile. The traffic on such electric surface lines in urban centers of 100,000 to 500.000 population is only about three-fifths as dense; in centers of 25,000 to 100,000 inhabitants, about one- third as dense; and in still smaller urban centers, about one-fifth as dense, as on similar railways in the largest cities. The number of fare passengers per mile of track on fast, long interurban lines, without commercial lighting, operating the entire year, was 38,226, and on other in- terurban lines covered by Table 12, 101,593. On the fast, long interurban railways the average ride of pas- sengers, however, is decidedly longer than on urban railways. Averages for density of traffic might be vitiated by the undue influence of a few companies having extremely high or extremely low density of traffic. To guard against such errors Table 16 has been prepared, which shows the number of street railways within each popu- lation group reporting traffic of different degrees of density. Tablb 16. — Distribution of full-time electric surface railway compa- nies without commercial lighting, in the various population groups, according to number of fare passengers carried per mile of track operated: 1902. l PASSENGERS PER MILE OF TRACK. Total. NUMBER OF COMPANIES. Urban centers, population. Interurban railways. 500,000 and over. 100,000 to 500,000. 25,000 to 100,000. Under i Fast, 25,000. 1 long. Other. Total 568 48 38 68 168 42 204 Under 25,000 72 86 191 150 36 16 17 4 1 10 13 3 4 13 1 3 7 15 8 2 3 13 40 ,8 9 8 23 75 54 6 2 17 14 10 1 41 25,000 but under 50,000 . . . 50,000 but under 100,000 . . 100,000 but under 200,000.. 200,000 but under 300,000. . 300,000 but under 400,000. . 44 80 35 4 400,000 and over 4 1 Exclusive of reports for 2 companies carrying freight only and 2 companies which failed to furnish this information. The table includes only full-time companies operating primarily electric* surface railways, and not furnishing commercial lighting. The companies, of course, differ greatly in the amount of track operated. Thus there are in some of the large cities a considerable number of small railway lines, usually in the outskirts, the traffic of which is insignificant as compared with that of the one or more great systems which serve the larger part of the population. For this reason, while the average number of passengers per mile for all full-time electric surface railways without lighting plants in urban cen- ters of more than 500,000 population was 446,527, only 13 of the 48 such companies had more than 400,000 fare passengers per mile of track. These 13 companies, however, operated 2,486.69 miles of track, or 52.7 per cent of the mileage for the entire group. Only 4 of the 38 companies operating in urban cen- ters of from 100,000 to 500,000 inhabitants showed more than 400,000 fare passengers per mile, and these TRAFFIC. 21 4 companies reported only 347.84 miles of track, or less than 10 per cent of the total for the entire group. On the other hand, 15 companies, with 45.6 per cent of the entire trackage of the group, fall within the limits of 200,000 to 300,000 fare passengers per mile of track. The average number of fare passengers for all full- time electric surface railways without lighting plants, in cities of this group, 277,50!) per mile, thus corre- sponds fairly with the figures for a large proportion of the companies and the larger part of the trackage. In cities of from 25,000 to 100,000 population there are no electric surface railways with more than 400,000 fare passengers per mile, and only 10 with more than 200,000, while 40 out of the 68 companies carried be- tween 100,000 and 200,000 fare passengers per mile. Here again, then, the proportion for the larger number of companies corresponds broadly to the arithmetical average for the group as a whole, 150,739 passengers per mile. Only S of the 16S full-time electric surface companies in urban centers of less than 25,000 population reported more than 200,000 fare passengers per mile of track, while 75 of the companies carried between 50,000 and 100,000 passengers per mile of track. The average for the entire group, 95.204, is thus seen to correspond fairly with the ratio of passengers to trackage in the case of a large proportion of the companies in the group. Much the larger proportion of interurban rail- ways of both classes carried, in 1902, less than 100,000 passengers per mile of track, and a considerable number of companies in each of these groups reported less than 25,000 passengers per mile of track. Further information in regard to the relation of density of traffic to population may be gained from the statistics for individual urban centers presented in Tables 13, 14, and 19. Of the 8 centers of more than 500,000 population, 3 show more than 400,000 fare passengers per mile of track, and all but Baltimore show more than 300,000. Of the 24 urban centers of from 100,000 to 500,000 population, only 3 report less than 200,000 passengers per mile, and only 2 show more than 400,000. Of the 29 selected urban centers of from 25,000 to 100,000 population, 9 have less than 100.000 passengers per mile of track, and only 2 have more than 200. 00o. Of the 46 selected towns of less than 25.000 inhabitants, 27 show less than 100.000 passengers per mile of single track, and only •! report more than 150.000. Car mt'haflt'- — The figures showing the number of car miles run in urban centers of different sizes and on interurban railways (Tables 11 and 12), require no spe- cial comment, The relation of car mileage to trackage and to passengers carried is more significant, although comparisons between different population groups are rendered uncertain by the great difference in the size of cars. The proportion of car mileage to the length of track naturallv increases, like the proportion of pas- sengers to trackage, as the population of the area served increases. The number of car miles per mile of track for companies of all classes ranges from 28,840 in centers of less than 25,000 population to 104,554 in centers of more than 500,000 population. On interurban railways, particularly those of the fast, long class, larger cars are run than in cities, a fact which accounts, though of course onty in part, for the smaller number of car miles per mile of track. Passengers per car mile. — The average number of fare j)assengers per passenger-car mile on all street railways in urban centers of more than 500,000 inhab- itants was 58 per cent more than the average for urban centers of less than 25,000, the figures being 4.s7 and 3.07, respective! 3'. For full-time electric surface rail- ways, without commercial lighting, the largest urban centers show 4.92 fare passengers per passenger-car mile, and the smallest 3.26. Between the two extremes there is a steady gradation in the density of traffic per car mile. ' Naturally these proportions do not show such wide differences between the groups of urban centers as ap- pear in regard to density of traffic per mile of track, since the number of cars can be adjusted rather closely to the amount of patronage. It is probable that as between the largest cities and the smallest urban cen- ters there is as great a difference in the average size of cars as in the number of passengers per car mile. The effect of this difference in size, however, is almost beyond question f ully counteracted by the longer aver- age rides of passengers in great cities. The statistics of passengers per car mile, therefore, seem to indicate that the cars are more generally crowded in large cities than in smaller towns, a point which is borne out by common observation. The ratio of passengers to car mileage on fast, long interurban railways as a group can not prop- erly be compared with the similar ratios for urban lines. Table 17 shows, by population groups, the number of full-time electric surface railway companies, without commercial lighting plants, reporting specified numbers of fare passengers per passenger-car mile. "When the relative length of track operated by each company is taken into account, the figures confirm in a general way the conclusion, drawn from the averages in Table 12, that the number of passengers per car mile is greater in the large urban centers than in the small ones and greater on urban lines than on interurban lines. While only IS of the 48 companies in urban centers of more than 500.000 population report 4 or more passengers per car mile, these companies have 3,612.35 miles of track, or 77 per cent of the total mile- age for the group. A detailed examination of the other data in Table 17 will show that the average num- ber of passengers per car mile for all railways of this class, in the various other population groups, corre- sponds fairly well with the actual ratio reported by the greater number of companies in the respective groups. 1165— 0o 22 STREET AND ELECTRIC RAILWAYS. Table 17. — Distribution of full-time electric surface railway com- panies teithout commercial lighting, in the various population groups, according to number of fare passengers carried per passenger-car mile : 1902. l NUMBER OF COMPANIES. PASSENGERS PER CAR Total. Urban centers, population. Interurban railways. 500,000 and over. 100,000 but under 500,000. 25,000 but under 100,000. Under 25,000. Fast, long. Other. Total 568 48 38 68 168 42 4 83 146 174 98 41 14 8 2 4 10 14 6 5 5 2 1 21 9 5 4 1 6 16 11 5 4 18 18 21 6 1 24 58 47 20 11 4 4 45 74 36 2 1 Exclusive of reports for 2 companies carrying freight only, and 2 com- panies which failed to furnish this information. Mileage of freight, mail, express, and othe?' miscellane- ous cars. — For all classes of companies the greatest abso- lute mileage run by freight, mail, express, and other cars, including steam locomotives, as shown by Table 11, is found in urban centers of more than 500,000 popula- tion, the distance covered by such cars in these centers being 17,842,405 miles., or 3.4 per cent of the total of the car mileage for this group. Of this mileage 15,201,575 miles represent the distance traveled by steam locomotives on the elevated lines in New York and Brooklyn. The mileage of freight, mail, express, and other nonpassenger cars on street railways in urban centers of from 100,000 to 500,000 population and in urban centers of from 25,000 to 100,000 popula- tion is, in each case, less than 0.4 per cent of the total car mileage, and in centers of less than 25,000 inhabitants, less than 1 per cent. On fast, long inter- urban railways the mail, and still more, the freight and express traffic, are relatively much more important than on urban lines. The mileage run by other than passenger cars on such fast, long interurban i*ailways was 3.7 per cent of their total car mileage in 1902, and on the other group of interurban railways 1.9 per cent of the total. A single company, however, the Old Colony Railway, of Massachusetts, contributed 700,927 of freight, mail, express, and other car miles, or more than one-fourth of the total for the sixth group. Some idea of the complexity of the business of mod- ern large street railway systems may be gained from the following classified presentation of the statistics of car mileage of two of the leading companies of New York, the Brooklyn Rapid Transit Company and the Manhattan Elevated Railway Company, for the year ending June 30, 1902. The Brooklyn system reports a much greater variety of cars, for the reasons that it operates both surface and elevated lines and that it keeps its records in greater detail than the Manhattan Company. Detailed statistics of car mileage of Brooklyn Rapid Transit Company and Manhattan Railway Company. NUMBER OF CAR MILES. CLASS OF CARS. Brooklyn Rapid Transit. Manhattan (elevated) Railway. Passenger cars: 52, 684, 980 951, 549 44,631,618 440, 125 Total 53, 636, 529 45,071,743 Miscellaneous cars: 11, 785 163, 635 159, 662 21, 798 72, 165 2,533 12, 065 42, 626 67, 123 Mail Flat 141,851 6,788 Ash 23, 174 31,449 2,240 2,305 4,596 6,966 Other Total 669, 499 203, 262 Engines (elevated): 3, 386, 394 538, 728 58, 616 10,191,148 935, 792 90, 897 Total 3, 983, 738 11, 217, 837 58, 189, 766 56,492,842 A conspicuous feature of these statistics is the large amount of mileage of passenger cars and of locomotives in passenger service on the elevated lines from which no direct revenue is derived. Such "light" mileage occurs chiefly in the switching of cars, in running cars to the barns or terminals after their daj^s service is completed, and in taking the additional cars required during the rush hours to and from the part of the line where they are needed. The mileage of "light" cars is included in the passenger-car mileage in the general tables. The school cars mentioned are used for the in- struction of motormen. The ash cars carry away the ashes from locomotives and from power-plant boilers. Flat cars and working cars of other sorts are used in conveying coal and other operating supplies and in construction and repair work. Car hours. — The incompleteness of the returns of car hours makes it impossible to present an accurate com- parison of the different groups of urban centers as regards the number of fare passengers carried per cai-, hour operated. Some idea of the relative density of traffic as thus measured may be gained, however, from the statistics for selected companies. Of important surface railways in urban centers of more than 500,000 inhabitants only five keep records of car hours, three of these being in Chicago, one in Boston, and one in St. Louis. The number of passengers per car hour ranges from 26.99 for the Consolidated Traction Com- pany, of Chicago, 111., to 41.04 for the St. Louis Transit Company, of St. Louis, Mo. Fourteen of the leading railways in urban centers of from 100,000 to 500,000 TRAFFIC. 23 population present these statistics, and with them the number of passengers per car hour ranges, on the face of their returns, from 12.62 for the Louisville Railway Company, of Louisville, Ky., to 64.34 for the St. Joseph Railway, Light, Heat, and Power Company, of St. Joseph, Mo. The figures for the other reporting companies in this group vary between 24.94 and 45.97. Fifteen of the selected companies — Table 13— in centers of from 25,000 to 100,000 population, and twenty of the selected companies— Table 14— in centers of less than 25,000 population also reported car-hour figures. For all electric surface companies reporting car hours in the first two groups of urban centers and for the se- lected companies in the other two urban groups the average numbers of passengers per car hour were re- spectively as follows: In urban centers of more than 500,000 inhabitants, 39.96; in centers of 100,000 to 500,000 inhabitants, 31.35; in centers of from 25,000 to 100,000 inhabitants, 25.42; in centers of less than 25,000 inhabitants, 24.04. The ratio of fare passengers to car hours appears, therefore, to increase regularly with increasing population. Accidents. — The following table shows for all street railways, and separately for all full-time electric surface railways (including those with commercial lighting) classified according to population of the urban centers served, the number of persons killed and injured during the census year 1902, and the proportion which fatal ' accidents bear to car mileage: Table IS.— ACCIDENTS ON RAILWAYS, CLASSIFIED ACCORDING TO POPULATION: 1902. All street railways: Persons killed Persons injured Number of ear miles run to each person killed. . Electric surface full-time railways: Persons killed Persons injured Number or car miles run to each person killed . Total. U.217 47, 429 940, 370 1 1, 164 46, 938 892, 475 URBAN CENTERS, POPULATION. 500,000 and over. 491 18, 289 1, 064, 468 460 18, 117 944, 333 100,000 but under 500,000. 221 19, 518 1, 089, 424 220 19, 443 1,080,480 25,000 but under 100,000. 124 3,109 933, 676 119 3,054 Under 25,000. 632 721,234 187 611 695, 140 INTERURBAN RAIL- WAYS. Fast, long. Other. 90 1,481 523,092 85 1,414 516, 448 202 4,400 762, 228 193 4,299 782, 914 i This number does not include one fatal accident on a railway not reporting car mileage. See also notes to Table 8. While according to the returns more than twice as many persons were killed on street railways in urban centers of over 500,000 population as on those in centers of from 100,000 to 500,000 population, the number of injured reported was actually smaller. In the absence of detailed knowledge of local conditions, it is impos- sible to present any sufficient explanation of this wide discrepancy. It may be due in some measure to dif- ferences in the degree of completeness with which returns of injuries are made. Taking the average for all railways, 940,370 car miles were run to each person killed. The risk of fatal accident was apparently least in cities of from 100,000 to 500,000 population. That it was somewhat greater in the largest urban centers than in urban centers of from 100,000 to 500,000 population is perhaps due to the greater crowding of the streets. The fact that the pro- portion of fatal accidents to car mileage was in 1902 higher in cities of 25,000 to 100,000 than in the larger cities, and still higher in cities of less than 25,000 popu- lation, is not readily explicable. There remains a large element of doubt as to whether the figures reported for the single year are typical of general conditions. As might have been expected, the risk of fatal acci- dents was apparently considerably higher on fast, long interurban railways than elsewhere, one person being killed to each 523,092 car miles operated by such rail- ways. The high speed maintained by interurban cars, combined with the inadequate protection of crossings and the often imperfect signaling devices, serve to explain, at least in part, this high proportion of fatal accidents. III. TRAFFIC AND TRACKAGE IN SELECTED URBAN CENTERS. A more vivid picture of street railway conditions, and of the development which has taken place between the two census periods, can be obtained from the data for individual cities than can be gained from averages. Table 19 shows for 1S90 and 1902 the length of track, the number of passengers carried, and the car mileage of street railways in each urban center having in 1900 more than 100,000 population. It shows also the rela- tion of traffic to population at the two census periods and, for 1902 only, the ratio of passengers carried to trackage and to car mileage. 24 STREET AND ELECTRIC RAILWAYS. Table 19.— TRACKAGE AND TRAFFIC IN URBAN CENTERS OF 100,000 POPULATION AND OVER: 1902 AND 1890. URBAN CENTER. Albany, Trov, Rensselaer, N. Y .. Baltimore, Ellicott City, Md Boston, Cambridge, Chelsea, Ev- erett, Maiden, Newton, Somer- ville, Brookline, Waltham, Mass Buffalo, Niagara Falls, Lockport, North Tonawanda, N. Y Chicago, 111.; Hammond, Ind Cincinnati, Ohio; Newport, Cov- ington, Ky Cleveland, Ohio, and vicinity Columbus, Ohio, and vicinity Denver, Colo Indianapolis, Ind Jersey City, Elizabeth, Hoboken, Paterson, Passaic, Newark, Bay- onne, Orange, N. J Kansas City, Independence, Mo.; Kansas City, Argentine, Rose- dale, Kans Los Angeles, Pasadena, Santa Ana, Orange, Cal Louisville, Ky Memphis, Tenn Milwaukee, Whitefish Bay, Wau- watosa, Wis Minneapolis, St. Paul, Stillwater, Minn New Orleans, La New York, Yonkers, White Plains. Mt. Vernon, New Rochelle, Pel- ham, N. Y Oakland, Alameda, Berkeley, Hay ward, Emeryville, Cal Omaha, South Omaha, Dundee, Nebr.; Council Bluffs, Iowa Philadelphia, Pa Pittsburg, Allegheny, McKees- port, Bellevue, Sharpsburg, Mc- Kees Rocks, Carnegie, Wilkins- burg, Braddock, Homestead, Connellsville, Uniontown, Pa.. Providence, Pawtucket, R. I Rochester, Irondequoit, N. Y St. Joseph, Mo St. Louis, Mo.; East St. Louis, Granite, 111 San Francisco, San Mateo, Cal. . . Scranton, Dunmore, Olyphant, Jermyn, Carbondale, Pa Syracuse, Onondaga, Geddes, De Witt, N. Y Toledo, Ohio Washington, D. C POPULATION. 19021 216, 530 510, 288 421, 694 1,769,951 429, 137 405, 359 127, 022 133, 859 169,164 969, 736 237, 042 118, 746 204, 731 102, 981 301,701 378,923 287, 104 3,548,096 101, 872 155, 268 1, 293, 697 640, 380 268, 946 178, 333 102, 979 614, 328 344, 614 155,655 123, 776 135,271 279, 940 1890 207, 306 435, SS7 704, 768 302, 373 1,136,846 370, 850 264, 114 89, 479 106, 713 105, 436 666, 389 188, 573 60, 394 161,129 64,634 212, 557 309, 841 242,039 2, 564, 403 66, 595 169, 988 1, 046, 964 428,005 205, 923 148, 899 62,324 468, 087 298, 997 112, 385 99,409 85,505 231, 901 MILES OP TRACK. 1902 75.83 365. 12 451. 68 320.48 1,036.24 263. 57 237. 04 106. 43 149. 77 109. 86 463. 54 164.16 147. 13 71.88 251. 02 180. 31 1,299.10 122.80 105. 95 517. 53 469. 47 137. 05 95.86 35.15 396. 21 276. 50 68.16 97.78 139. 67 1S90 58.57 156. 55 72.27 390. 33 147. 80 158.88 34.75 130. 75 70.00 144.79 128. 00 46.00 158. 79 153. 14 775. 78 17.98 119.03 351. 12 113. 32 59.48 62.17 22. 88 169. 22 156.22 44.13 42.00 83.00 MILES OF TRACK PER 1,000 POPU- LATION. 1902 1S90 0.35 0.28 .72 .36 .49 .38 .76 .24 .58 .34 .61 .40 .58 .60 .84 .39 1.12 1.22 .65 .66 .48 .27 .76 .76 1.38 2.40 .72 .79 .70 .71 .48 .46 .66 .51 .63 .63 .37 .30 1.20 .27 .68 .70 .40 .34 .73 .26 .51 .29 .54 .42 .34 .44 .64 .36 .80 .52 .49 .27 .55 .44 .72 .49 .50 .36 FARE PASSENGERS CARRIED. 1902 26, 417, 076 96, 763, 878 228, 179, 308 74,136,881 410, 284, 094 86, 208, 384 81,370,202 26, 489, 927 31,085,443 30, 005, 026 148, 094, 623 57, 148, 083 30, 803, 086 34, 503, 388 16, 598, 823 63, 009, 957 53,184,273 943, 687, 316 17,247,022 21,418,791 331,304,685 168, 632, 339 45, 163, 704 20, 171, 260 8, 634, 278 129, 596, 027 117, 357, 877 8,331,663 14, 234, 508 20, 104, 076 63,829,752 1890 11, 197, 414 40, 659, 982 116, 646, 338 17, 244, 388 180, 326, 470 41, 440, 045 39, 164, 773 8, 202, 662 21, 535, 735 9, 863, 000 47, 039, 699 41,669,894 10,524,966 21, 281, 584 4, 300, 000 14, 512, 156 26, 357, 532 30, 510, 662 600,413,862 2, 807, 956 13, 613, 283 165, 117, 627 46, 299, 227 18,473,722 11,372,596 2, 014, 868 63, 299, 479 80, 619, 005 3, 023, 493 6,437,197 6,656,813 31,032,187 PASSENGERS PER INHAB- ITANT. 1902 1890 122 190 54 93 246 166 17G 232 57 159 201 201 208 232 177 112 148 92 202 94 153 70 241 221 259 168 161 174 132 66 156 68 166 185 85 126 266 234 169 42 138 256 80 158 263 168 113 83 108 90 76 38 211 340 135 270 54 27 115 149 228 65 66 134 PASSENGERS PER MILE OF TRACK. 348, 372 265, 019 505, 179 231, 331 395, 935 327, 080 343, 276 248, 895 207, 654 273, 120 314, 639 315,317 187, 641 234, 510 230, 924 251, 016 294, 960 726, 416 140, 448 202, 159 640, 165 359, 197 329, 542 210,424 242, 796 327, 089 424,441 108, 655 208,840 205, 605 467,001 1S90 191, 180 259, 725 428, 941 238, 611 461, 985 280, 379 246, 505 236,048 164, 709 140, 900 263, 395 291, 235 72, 691 166, 262 93, 478 149, 517 165, 990 199, 234 773, 949 156, 171 114, 368 470, 260 408, 571 310, 587 182, 927 88,062 374, 066 516, 061 100,783 145, 869 134, 686 373, 882 PASSENGER CAR MILES. 1902 7, 449, 410 23, 330, 292 17,290,756 102,366,407 23, 940, 175 18, 768, 516 5, 619, 476 6,458,908 6, 921, 490 15, 979, 864 9, 533, 269 9, 566, 844 3,653,631 9, 143, 023 12, 895, 343 17, 810, 169 180, 499, 639 5, 449, 713 6, 373, 697 61, 175, 495 34,311,111 8, 016, 662 5, 196, 819 2, 198, 630 31,014.097 20, 553, 252 3, 704, 195 5,517,484 15, 577, 212 1902 3.5 4.1 4.3 4.0 3.6 4.3 4.7 4.8 4.3 3.2 3.6 4.5 5.1 4.9 3.0 5.2 3.2 3.4 5.4 4.9 5.6 3.9 3.9 4.2 5.7 3.6 4.1 i Population shown for 1902 is that reported at the census of 1900. As most of the cities increased materially in popula- tion during the two years between the 1900 census of population and that of street railwa3 r s, the apparent increase in the proportion of trackage and traffic to population since 1890 is somewhat exaggerated. The method of selecting the areas which should be con- sidered as a single urban center in preparing this table has been described in Part I, Chapter I. Attention was there called to the fact that, because of the complica- tions arising where urban railways extend into rural districts, or where part of the strictly urban traffic is carried by railways that are primarily interurban, com- parisons between cities in respect to the proportions which trackage and traffic bear to population are not exact. Nevertheless, except with regard to two or three cities which have been omitted from the table, the data, especially those showing traffic, are^ not sufficiently af- fected by these complications to vitiate conclusions. Relation of traclvye to population. — In 1890 the development of street railway service, as shown by the amount of trackage constructed, varied widely in dif- ferent cities. In a few urban centers new electric S3 t s- tems had recently been installed and trackage had in- creased considerably, but in other cities the limits of the horse railway had not yet been escaped. During the interval between the two census periods most of the cities which had been more backward in street railway enterprise made a rapid advance, so that at present the proportion of trackage to population is more nearly uniform than it was in 1890. Some of the urban cen- ters, therefore, show a great increase in the length of track per 1,000 inhabitants since 1890, while others show little increase, and 8 of the 32 cities even show a a decrease, which, however, with a single exception, is slight. The extension of the leading railway system of Buf- falo, N. Y., to Lockport and Niagara Falls, N. Y, and other neighboring places, accounts in part for the con- spicuous increase in the ratio of trackage to population in that urban center. Similar suburban and interurban extensions also explain in large measure the marked addition to trackage in the great iron and steel center TRAFFIC. 25 of which Pittsburg, Pa., is the leading city, and in Oak- land, Cal., and vicinity. In two of the very largest cities, New York and Phila- delphia, the rate of increase in trackage since 1890 has been only about one-fifth greater than that in popula- tion. This is primarily because the tremendous demand for rapid transit in these cities had forced a greater development of street railways even in 1890 than was found in many of the less densely populated urban cen- ters. In Chicago, however, the proportion of trackage to inhabitants increased about 70 per cent during the interval between the two census periods. The only urban center which shows a conspicuous decline in the proportion of trackage to population since 1890 is that of Los Angeles, Cal., and the neighboring municipali- ties. In 1S90 there were no less than 2.1 miles of track for each 1,000 inhabitants in that center, a much greater proportion than was found in any other. This extreme development was doubtless attributable in part to the boom then prevailing in southern California. Street railways were built partly in the expectation that great cities would grow up throughout the section, and partly with the purpose of facilitating the sale of real estate. The street railways of this urban area carried three times as many passengers in 1902 as in 1890, but their trackage had increased by only one-seventh, while the population had nearly doubled. In comparing the different urban centers at the pres- ent time it may be observed that length of track is a less accurate measure of street railway development than the number of passengers carried or the car mile- age operated. The amount of track required to serve adequately the needs of the people depends largely on the density of population and the topographical condi- tions of the city. Thus, largely because of the dense population in New York city, the proportion of track- age to population there is lower than in any other urban area except Albany and Troy, N. Y., and St. Joseph, Mo. Philadelphia and Boston also show con- siderably less track per 1,000 inhabitants than most of the smaller cities. The population of Chicago is more scattered than that of the large cities just named, and it has, therefore, a larger proportion of trackage to population. The greatest length of street railway track per 1,000 of population is found in the western cities, Denver, Colo. , and Oakland and Los Angeles, Cal. This is explained by their scattered population and also by the fact that the companies operating there have a con- siderable suburban and interurban trackage, Relation oftixijfic to population.— -While many urban centers of more than 100,000 inhabitants show little increase, and some show an actual decrease, in the ratio of trackage to inhabitants since 1890, there is no center in which the proportion of street railway passengers to inhabitants has not increased, and there are few in which the increase has not been a large one. The slightness of the increase in the proportion of passengers to population in New York city is in part explained in another part of this report (see pages 31 to 38 passim). Up to the present time the railways of that city have not been able fully to meet the demand for transportation. In a few other cities in which street railway traffic was most fully developed in 1890 the increase in the proportion of passengers to inhabit- ants also has been slight. Denver, Colo., and Kansas City, Mo., are conspicuous instances. On the other hand, Baltimore, Philadelphia, Boston, Chicago, and Pittsburg- Allegheny, among urban centers of more than 500,000 population, show a very marked increase in the proportion of passengers to inhabitants. In 1890 a large part of the railway systems of Chicago, Pittsburg, and Philadelphia was still operated by horse- power. The subsequent increase in traffic is, therefore, partly due to the superior convenience of electric trac- tion. The number of rides per inhabitant in Pittsburg and vicinity was 108 in 1890 and 263 in 1902. Another illustration of the increase in traffic that has followed the introduction of electricity is seen in Baltimore, where in 1890, with a system confined almost entirely to horse cars, there were but 93 passengers per inhabit- ant, while in 1902, the system having become entirely electric, 190 rides per inhabitant were reported. Sev- eral smaller cities, which were almost wholly dependent on horse oars in 1890, also present very marked increases in the density of traffic. Altogether there are 12 out of the 32 centers in which the proportion of passengers to population .doubled between 1890 and 1902. Other conditions being equal, the extent to which the people of a city will patronize its street railways will depend largely on the size of the city. This is borne out by the figures in Table 19. The rank of the cities in 1902, as regards the ratio of passengers to in- habitants, bears a rough parallelism to their rank in population. Other factors, however, also influence the relative amount of street railway traffic, among which are the shape and general topographical features of the city, especially the presence or absence of hills; the density of population per unit of area; and the situa- tion of the business sections with reference to the resi- dence sections. The average wealth of the masses of the people and their habits and customs of life also affect their patronage of the street railways. Of the 8 urban centers of more than 500,000 popula- tion, 7 show little difference in the degree of street railway patronage, the range being only from 190 to 266 rides per inhabitant. The eighth of the urban centers of this class, showing only 150 rides per inhabitant, con- sists of the neighboring cities of northern New Jersey and differs from the others in material characteristics. San Francisco, though falling in the second group of urban centers, has by far the largest ratio of street railway rides to inhabitants. On the average, each inhabitant of that city took about one ride per day dur- ing 1902. The city abounds in steep hills, and the manu- 26 STREET AND ELECTRIC RAILWAYS. faeturing and commercial interests are mostly centralized within a small area, while the residence section is exten- sive and comparatively thinly populated. Among the centers of less than 500,000 population, Los Angeles, Cal. , Kansas City, Mo. , and Washington, D. C. , follow San Francisco in the ratio of passengers to inhab- itants. The patronage of street railways is least per inhabitant in the Scranton, Pa., center. The low ratio is probably due to the fact that the patronage comes largely from a mining population, with a low average of per capita wealth and with residences near the place of work. St. Joseph, Mo., Rochester, and Albanj^- Troy, X. Y., are also conspicuous for the small degree of street railway patronage. Passengers p< y r mile of track. — The column in Table 19 indicating the number of passengers carried per mile of track in the largest urban centers needs little com- ment. With seven exceptions the number of passengers car- ried per mile of track in these 32 urban centers has in- creased since 1890, and despite the fact that the average ride in practically all of the cities has doubtless length- ened materially during this period. The decline in the density of traffic per mile of track in Buffalo, Xew York city, Chicago, Pittsburg, St. Louis, San Francisco, and Oakland is attributable to the extension of railways into thinly populated parts of these cities and into sub- urban and rural districts where traffic is comparatively light. Beyond question in these, as in other cities, the traffic upon tracks which were already built in 1890 has increased since that time. If attention be confined to those cities in which the increase in trackage since 1890 has been relatively slight, a very great increase in the ratio of passengers to trackage appears in nearly every case. Thus, of the 12 urban centers named in Table 19, in which the length of track per 1,000 inhabitants did not increase more than one-fifth between 1890 and 1902, 4 — Los Angeles, Cal., Memphis, Tenn., Milwau- kee, Wis., and St. Joseph, Mo. — more than doubled the number of passengers per mile of track; 4 others — Indianapolis, Ind., Louisville, Ky., New Orleans, La., and Omaha, Nebr. — show an increase of more than 40 percent; and 3 others — Denver, Colo., Cleveland, Ohio, and Philadelphia, Pa. — show an increase of between 25 and 40 per cent. In New York city the number of passengers per mile is 726,416, and in Philadelphia, 640,165, while Boston, San Francisco, and Washington are the other cities which report more than 400,000 passengers per mile. The ratio is least in Los Angeles and Oakland, Cal., because of their extensive suburban lines, and in Scranton, Pennsylvania. A comparison of these statistics for individual cities in 1902 bears out in a general way the opinion that the larger the city the greater tends to be the number of passengers who will be carried per unit of track, but many other influences also enter in and often coun- teract that of population. Passengers per car mile. — Because of differences in the size of cars and in the average length of rides a bare comparison of the number of car miles operated in the different individual cities and of the number of passengers per car mile is much less instructive than the other comparisons thus far presented. It is impos- sible, from the statistics, to trace any connection be- tween the size of the city and the number of passengers carried per car mile. The highest ratio of passengers to car mileage is reported from the great urban center in northern New Jersey, of which Jersey City, Newark, and Paterson are the most important constituents; yet this center, as has been explained, was the only one of the eight centers having a population severally of 500,000 and over that showed a ratio of passengers per inhabitant below 190. Other cities showing more than five passengers per car mile are, in the order named, San Francisco, Providence, Philadelphia, New York, and Milwaukee. The lowest ratio of passengers per car mile, .that of New Orleans, was 3, while that of both Los Angeles and Oakland was 3.2. Statistics of the relation of passengers and trackage to population, for selected cities and towns of from 25,000 to 100,000 inhabitants and of less than 25,000 inhabitants, respectively, are to be found in Tables 13 and 14. IV. THE URBAN STREET RAILWAY AS A SOCIAL FACTOR. The enormous movement of human beings on the street railways shown by the statistics must evidently constitute a factor of great importance in the social and economic life of the people. The social service of the street railwaj^s in the largest cities is so much more fundamental in importance than in smaller towns that it deserves special consideration. It is chiefly to such cities that attention is now directed. The benefits which have resulted from the recent development of interurban and rural electric railways are more fully discussed in Part I, Chapter VII. Distribution of urban pop>ulation by street railways. — The chief function of the street railway in a great city is the distribution of the population over a wider area than it would otherwise be possible to occupy. Economic and social forces tend powerfully to draw multitudes of people into huge urban communities, and as the inhabitants increase in numbers, they must either crowd ever closer and closer together, to the detriment of health and comfort, or they must find some means by wh ich, without intolerable waste of time and strength, they may live farther from one another and from their places of business. The introduction of street railways in large cities, as well as the extension of their tracks and every improvement in respect to speed and com- fort, came in response to an imjjerative social need. The relation between such improvements in street railway service and the demand for them is, of course, a recip- TRAFFIC. 27 rocal one. Had not the enterprise of street railway managers offered the opportunity for the wider distri- bution of population, the people would not have realized fulry the unsatisfactory character of their housing con- ditions. As more fully shown hereafter, a constant increase in the density of population, even since the introduction of street railways, has taken place in certain of the older crowded quarters of our great urban centers which con- tinue to be used for residence purposes. But the fact is significant that a large majority of urban inhabitants have escaped the necessity of living in these crowded quarters. The occupied area of cities has extended steadily and rapidly. It is not true that the street rail- way has been the sole cause of this extension. To some extent it has been due to the establishment of manufac- turing and commercial enterprises in the outlying parts of cities. The street railway, however, has been prob- ably the most important single influence in dispersing urban population. The greater part of the bread- winners in the outlying sections of our largest cities are people who must rely upon street railways as a means of going to and from their places of daily em- ployment. The influence of the street railway in the distribution of urban population is often concretely illustrated by the manner in which the residence sections have fol- lowed the lines of the railwa}*s. In many cases the boundaries of the built-up area of a city, instead of being fairly uniform, consist of long fingers or tentacles reaching out from the more solid center, each owing its growth to a radiating street railway. A few illustrations of the manner in which the outer areas of cities have increased in population during the decade from 1890 to 1900 will serve to indicate the influence of the street railwaj^, particularly since the greatest development of street railway service has taken place during this decade. In the following discussion, where comparative statistics for the population of city wards or other areas are given, the area covered is the same in 1900 as in 1890, account having been taken of changes in boundaries. The population of Manhattan borough of New York city grew from 1,441, "216 in 1890 to 1,850,093 in 1900, an increase of 408,877. Of this increase, 231,556, or considerably more than one-half, took place in the Twelfth ward alone, the population of that ward having practically doubled during the decade. This ward comprises that part of Manhattan Island lying north of Eighty-sixth street, which is approximately 7 miles from the' southern extremity of the city. The great majority of the breadwinners of this ward do business elsewhere and make daily use of the street railways. The population of Bronx borough, which lies northeast of the Harlem and even more distant from the business center of the city than the thickly settled part of the Twelfth ward, increased from '88,908 in 1890 to 200,507 in 1900. Without surface and elevated railways but a small fraction of this great addition to the population above the Harlem would have been possible. The man- ner in which the street railways have affected the growth of this borough may be understood by observ- ing how the dwellings have followed the lines of the elevated railway and the Third avenue surface system. The borough of Brooklyn, a large part of whose breadwinners find their employment either in Manhat- tan or in parts of Brooklyn which are reached from the residential sections only by street railways, shows a much more rapid growth in population than Manhat- tan. During the decade between the last two censuses the inhabitants increased from 838,547 to 1,166,582, or about 39 per cent, as compared with about 28 per cent for Manhattan borough. Much the greater part of this addition to the population of Brooklyn has taken place in the outlying wards. Thus the extensive wards numbered 8, 18, 22, 24, and 26, in 1890, together with the still more distant wards known at that date as Flat- bush, New Utrecht, Gravesend, and Flatlands, advanced in population from 234,929 in 1890 to 455,264 in 1900, the increase amounting to more than two-thirds of the total increase of the population of Brooklyn. While the population of these outlying wards nearly doubled during the decade, that of the remaining 21 wards in- creased only 18 per cent. The. transportation facilities of even the most distant residential sections of Brook- tyn are almost wholly confined to the electric surface and elevated railways. The borough of Queens shows an even more remark- able increase of population than Brooklyn, the inhabit- ants numbering 87,050 in 1890 and 152,999 in 1900 and the increase has been largely in the more distant and thinly populated wards, which are largely occupied by people doing business far from their homes. Thus the ward known as Jamaica shows an increase from 14,441 to 30,761, and Newtown an increase from 17.549 to 40,903. The transportation facilities of these sections are, in part, furnished by steam railways, but it is be- lieved that the electric surface and elevated lines carry the greater proportion of the traffic. There has been a marked increase in the street railway facilities of these wards in recent years. Indeed, a detailed exami- nation of the maps of both Brooklyn and Queens bor- oughs shows distinctly that the extension of population has largely been determined by the location of such railways. The city of Boston, with the immediately adjacent cities of Somerville, Cambridge, and Chelsea, and the town of Brookline, furnish another conspicuous illus- tration of the influence of electric railways in distribu- ting population. Of the seven wards lying nearest to the business center of Boston, five showed a de- crease in population from 1890 to 1900; although in the Sixth and Eighth wards, which are largely occupied by the poorest immigrant classes, there was an 28 STREET AND ELECTRIC RAILWAYS. increase from 31,473 to 40,085. The Eleventh and Seventeenth wards, which lie next to these central wards, added only moderately to their population, and the same is true of the three wards across the Charles river in Charlestown. On the other hand, the Eighteenth, Twentieth, Twenty -first, Twenty-second, Twenty-third, Twentj r -fourth, and Twenty-fifth wards, which are farthest from the center of the city toward the southwest, increased in population from 149,978 in 1*90 to 243,373 in 1900. The increase of 93,395 inhabitants in these outlying wards was nearly five- sixths of the total increase for the city of Boston. The Twenty-fourth ward, whose nearest boundary is several miles from the business center of the city, increased in population from 29,638 to 61,676. During the interval between the two censuses, moreover, the population of Cambridge, Somerville, Chelsea, and Brookline increased from 150,192 to 207,536, or much more rapidly than that of the older parts of Boston. A very considerable proportion of the breadwinners, both of the outlying wards of Boston and of the adjacent cities mentioned, are employed in the business district of Boston and depend for transportation upon the electric railways. The change in the distribution of the population of Philadelphia since 1890 has been no less remarkable. Almost all of the wards in the heart of the city show a decrease in population, while several of the large out- hung wards to the west and north of the business center have added greatly to the number of their inhabitants. Thus Ward 34, which lies west of the Schuylkill and comprises a part of what is known as West Philadel- phia, increased from 23,721 in 1890 to 43,706 in 1900. Wards 28, 37, and 38 (which constituted one ward in 1890) situated to the northwest of the business center, increased from 46,390 to 99,480, and the adjoining Ward 33 increased from 33,171 to 65,372. At their nearest boundary these last-mentioned wards are nearly 3 miles from the city hall, and they extend to a distance of more than 4 miles from that point. Chicago also shows the influence of railways in scat- tering population. It is scarcely necessary, however, to present additional statistics to illustrate this move- ment in the largest cities. But even cities of the sec- ond class have experienced a similar tendency toward the pushing of their population into the outlying dis- tricts. Thus the inhabitants of that part of the city of Cleveland which was included within city limits in 1 1890 increased from 261,353 in that year to 356,923 in 1900. Of this gain of 95,570, more than two-thirds took place in the wards IS to 27, inclusive, the popu- lation of which increased from 83,349 to 148,857. These wards lie in a double row along the eastern and south- eastern boundary of the city. They are at no point less than 2£ miles from the business center of Cleve- land, and they extend to a distance of about 6 miles from that center. Street railways not only help to prevent excessive crowding of urban population, but in most cities they even aid a large fraction of the people in continuing the practice, so characteristically American, of living in independent houses instead of in tenements. This is true even in such large cities as Philadelphia, Chicago, and Boston, a thing which would be obviously impos- sible if the occupied territory were as contracted as it would have to be in the absence of the railways. The social advantages of the individual dwelling house need no emphasis. The street railway likewise aids in such a spreading of the population of many of our medium-sized cities — such, for instance, as Buffalo, Detroit, and Cleveland — as to permit a large propor- tion of the dwellings to be detached structures with open yards, which add greatly to the health and pleasure of the people. In still smaller towns the street railway becomes less essential as a means of dispersing population. As might be expected, the proportion of railway rides to inhab- itants is much less in such places than in great cities. Even here, however, the same function of the electric railway manifests itself to some extent as one of the influences that makes possible houses with large yards and placed in the most pleasant situations. The demand for street railway service in such towns varies greatly with local topographical conditions. Sometimes these conditions, or other causes, dictate that industrial estab- lishments shall be situated at some distance from the most desirable residence sites. Sometimes a town is shut into a narrow valley, or confined along the borders of a river, so that the expansion of population must be chiefly in one direction. In either of these cases, more demand for street railway transportation will be found than in a compact town of equal population. For these and other reasons, it is impossible to generalize with regard to the extent of the patronage which street railways may expect in places of small size. Many of the rail- ways which serve towns of this sort find it necessary to seek interurban business as well. Influence of electric railways on suburbs. — The electric railway has given a powerful impetus to suburban life in the vicinity of our large municipalities. Prior to its advent the suburban dweller was confined to the steam railway as a means of transportation. Suburbs were, of necessity, situated chiefly along the lines of the great through railways, since it would not usually prove profitable to construct a local steam line prima- rily for suburban traffic. The electric railway has not by any means wholly superseded the steam road as a means of transportation for suburban residents, but a large proportion of the suburbs which were formerly accessible only by steam roads are now served also by electric lines, while many new suburbs have been created by the extension of electric railways. The possible area for suburban life has thus been increased and the way opened to many favorable sites which were TRAFFIC. 29 previously inaccessible. The relative advantages of the street railway and the steam railway for suburban traffie differ in different cases. On account of having its own right of way, the steam railway can run its trains faster within the limits of the closely built area of the city than can most electric railways, which traverse the public streets. Even outside of the closely built area, the speed of the steam train is at present greater than that of most suburban electric cars. The electric railway has counter advantages. Its cars run much more frequently (which may more than offset any advantage of the steam railway in regard to speed); it is free from smoke, and, more important still, it can usually carry the suburban passenger more nearly to the precise point which he desires to reach. The steam railway has at most but a few stations within the city limits, and its nearest station is often a consider- able distance from the business center of the city. The census of 1900 shows a very marked increase in the suburban population in the vicinity of our great cities since 1890. To be sure, the growth of suburbs has in most instances been no faster than that within the limits of the city. In considering this fact, how- ever, it should be noted that the limits of several of our great cities are so extensive that a considerable number of the inhabitants in their outskirts are living under an approach toward suburban conditions. Since a large fraction of the addition to the population of such cities is in these outlying districts, it is not proper to judge of the relative importance of the growth of suburbs by comparing the population of the villages outside the city limits with the total population inside. Urban centers differ materially from one another in the degree to which the growth of their suburbs has been aided by the electric railway. On account of the great geographic areas within the limits of New York city and Chicago it is probable that the larger part of the passenger traffic between these cities and the sub- urban villages outside their boundaries is at present carried by steam railways. Electric suburban service is about to be introduced on the leading steam railways entering New York city, and new exclusively electric lines for fast suburban service have been recently built or are planned in both Chicago and New York. Boston illustrates more clearly the influence of the electric railway. Several of Boston's residential suburbs, the people of which patronize the trolley railway much more than the steam lines, show marked increases in population since 1890. Thus the population of New- ton rose from 21,379 in that year to 33,587 in 1900; that of Hyde Park from 10,193 to 13,214; that of Medford from 11,079 to 18,214; and that of Arlington from 5,(529 to 8,603. The population of several other residential suburbs increased in similar proportions. Philadelphia is another city whose suburbs are served largely by electric railways, and their population has considerably increased since 1890. The population of St. Louis county, Mo., which adjoins the city of St. Louis, in- creased from 36,307 in 1890 to 50,040 in 1900; that of Milwaukee county, Wis., outside the city of Milwaukee, from 28,500 to 44,702; and that of comparable areas of Cuyahoga county, Ohio, outside the city of Cleveland (the city limits having been extended during the decade), from 34,522 to 57,352. The traffic of the suburbs of all three of these cities is, in considerable measure, carried by electric railways. Effect of street railways in concentrating business. — The presence of a rapid and cheap means of passenger transportation permits the manufacturing establish- ments, and still more the commercial establishments of a city to be located in a manner which will be most convenient and economical for themselves and their patrons. With regard to retail and wholesale trade, and to office business, there is a great economic advan- tage in concentration in specialized centers. The same is true in varj'ing degree of many classes of manufac- turing concerns. It is often advantageous to have those of the same character near together, or even to have the entire manufacturing business of a city con- centrated in one district. Without effective methods of transporting passengers, such concentration could not have been accomplished to the same extent. A conspicuous illustration of the advantages of local concentration in business is found in the retail sections of our great cities. B3 7 means of the street railway, customers from all parts of the city are able to come to a common center where they find huge stocks, wide variety, and effective competition, all of which would have been largely lacking had they been compelled to patronize small local concerns within walking distance from their homes. The large scale on which retail business in cities is now conducted, with its resultant economies, would not have been possible in any such degree without the opportunity of bringing widely separated customers to a single shopping section. The department store could never have attained its present importance except through the aid of the street railway. There are no satisfactory statistics regarding the degree to which the business of cities has become con- centrated in narrow areas. Mr. B. J. Arnold, in his report on the Chicago Transportation Problem, pre- sented to the city council toward the end of 1902, estimated the daily movement of people into the central section of Chicago, by means of the surface street rail- ways alone, at about 225,000. He assumed that 20 per cent of the total surface railway traffic was carried by cross town lines which did not reach the business center, but that only 25 per cent of the trunk-line traffic con- sisted of short rides, the remainder representing travel to and from the business center. A still larger pro- portion of the traffic On the elevated railways, which carry more than a fourth of the city's passengers, was to and from the same center, which has an area of scarcely more than a sq uare mile. It has been estimated 30 STREET AND ELECTRIC RAILWAYS. that the day population of Manhattan Island below Canal street is about half a million greater than the night population, and a large proportion of this enor- mous number of persons is brought thither by street railways. Effect of street railways on land values and rents. — Closely connected with the influence of the street rail- way in spreading out the residential sections and con- centrating the business sections of cities is its influence upon the values of land and upon rents. Every exten- sion of a railway line into new territory increases the selling and rental value of the real estate in the vicinity. In numerous cases real estate syndicates have built rail- ways for the purpose of rendering their lands accessible to the people and increasing their price. This was con- spicuously true during the "booms" in the Western states. While the street railwaj r is thus a creator of land values in certain sections, it sometimes helps to destroy them in other sections by making it possible for the population and business to move elsewhere. Broadly speaking, the railways tend to distribute and equalize land values in the residential parts of cities and to pre- vent the excessive rents in certain sections which would follow from overcrowding. On the other hand, the street l'ailway tends to increase land values in those sections of a city which become specialized as centers of industry and trade. Relation of street railways to the social life and recreations of the people. — The street railway has done much to increase the opportunities of city dwellers for enjoyment and improvement. To a large proportion of the city population it is the usual conveyance employed in making social calls and carrying on other forms of social intercourse. The distances which must be covered for these purposes in large cities are so great that social intercourse would be very much restricted with- out cheap and rapid transit. Again, the street railway enables thousands to attend theaters, music and lecture halls, and other places of entertainment and instruction, who would otherwise either be excluded altogether, or be compelled to confine their patronage to establish- ments of a neighborhood character which could not offer such attractions as are now readily accessible. More important is the social service rendered by street railways in carrying the people from^he crowded parts of cities to places of outdoor recreation and amusement. The public parks of our municipalities find their usefulness immensely enhanced by the cheap and easy means of access afforded by street railways. The large country parks which have recently been opened at some distance from the closely built areas of Boston, New York, and several other great cities, depend almost wholly on this means of transportation for their patronage. In this connection it may be sug- gested that the restriction of urban land values which is so largely due to the influence of street railways, has made it possible for cities to set aside parks even within their more closely populated areas. Bathing beaches, race tracks, ball grounds, and private amusement and recreation parks of all sorts owe their accessibility in no small measure to the electric railway. A very consid- erable proportion of the people of our large cities obtain numerous outings in the evenings or on holidays and Sundays, which would be impossible without the aid of this form of transportation. While the forms of recreation thus obtained are not always of a high character, they are in general far more beneficial than none at all, or than those which would be available in the crowded city. In this way, as in many others, the electric railway is an important factor in improving the health and increasing the happiness of city people. The street railwaj^s of smaller towns likewise render an important service in furthering the social life and the recreations of the people. Indeed it is probable that a larger proportion of the traffic of railways in such places may be considered pleasure travel than in the great cities. Street railway parks. — An interesting development in the street railway business, which has taken place almost wholly since the introduction of electricity, is the estab- lishment of parks and resorts by the street railways themselves. A very large proportion of street railwaj' companies now operate, either directly or indirectly, amusement and recreation places of some sort. The companies which reported to the Bureau of the Census that they maintained such enterprises numbered 2S9, and some of these have two or more parks. Table 97 indicates, for each company, the number of parks operated. An attempt was made, in connection with the present investigation, to obtain a statement of the number of persons visiting these street railway resorts during the census year. It was found, however, that many of the companies were unable to make even the roughest estimate on this point, while others submitted estimates that were obviously very far from correct, and the data were, accordingly, omitted from the report. It is much more common for street railway companies to maintain parks in the medium-sized and smaller cities and towns than in the great cities, where places of recre- ation are amply supplied by public authorities or In- independent private enterprise. Of urban centers of 500,000 or more inhabitants the only ones in which im- portant parks are operated by urban railway companies are Philadelphia, Pittsburg, and Baltimore. The Pitts- burg Railways Company reports 2,113,340 visitors to its parks during the census year. The centers of from 100,000 to 500,000 population in which street railwav parks of importance exist are Washington, D. C. ; Minneapolis-St. Paul, Minn., where the company has 4 parks, with an estimate of 1,000,000 visitors during the year 1902; Kansas City and St. Joseph, Mo.; New Orleans, La. (965,000 visitors); Indianapolis, Ind. ; Co- lumbus, Ohio (455,000 visitors); and New Haven, Conn. TRAFFIC. 31 (600,000 visitors). The interurban railways radiating from some of the other large cities also operate parks. Among other companies whose parks are an important feature may be mentioned the Connecticut Railway and Lighting Company of Bridgeport and surrounding towns, which estimates that 800,000 persons visited its 3 parks in 1902; the People's Railway Company of Wil- mington, Del., with 750,000 visitors; the United Trac- tion Company of Reading, Pa., with 1,103,000 visitors; the Boston and Northern Railway Company, with 4 parks and 800,000 visitors; the Old Colony Railway Company of Massachusetts, with 600,000 visitors; the Butte (Mont.) Electric Railway, with 350,000 visitors; the Portland (Me.) Railroad Company, with 750,000 vis- itors; and the Seattle Electric Company, with 4 parks and 750,000 visitors. In the case of some of the still smaller railways the traffic connected with the parks constitutes a very large proportion of the total business. The Bridgeton and Millville (N. J.) Railway estimates the visitors to its park at 350,000, while the total number of fare passen- gers for the year was 1,698,227. In judging of the im- portance of the traffic connected with the park in this, as in other cases, it should be remembered that proba- bly most of the visitors to the park pa} T two fares. The railway at Muskegon, Mich., reports 250,000 park visitors, and total fare passengers, 1,655,762. The Kingston (N. Y.) Consolidated Railway estimates 500,000 visitors to its park, and total fare passengers, 2,217,334. The Youngstown (Ohio) Park and Falls Railway had 366,000 park visitors, its fare passengers numbering 1,241,016. Youngstown, however, has other more important railways. The Holyoke (Mass.) Street Railway Compan}' reports 1,280,000 park visitors and 6,336,300 fare passengers. In practically all cases street railway resorts are lo- cated at some distance from the closely built parts of cities and towns. One of the chief attractions to the patrons is the long, swift ride in the open car with the cooling breeze created by the motion. In a consider- able number of instances the railways charge a second fare for the outer part of the trip to the resort. Thus the large park operated by the Union Traction Com- pany of Philadelphia is about 13 miles from the city liall, and a fare of 5 cents is collected in addition to the city fare. The grounds are often of considerable size and present the attractions of woodland, sea, lake, or river, but since these natural features are not sufficient to create the traffic upon which the railway company depends for the profitableness of its resort, except pos- sibly on Sundays and holidays, forms of amusement suitable for evening are usually provided. Some com- panies have invested large sums in fitting up their parks -with theaters, merry-go-rounds, switchback railways, and similar attractions. Decorative and brilliant electric illumination is usually a prominent feature. Many street railway companies incur heavy expense in the operation of such resorts and parks. Admission to the grounds is almost always free, and while there is ordinarily a charge for some of the amusements, the statistics show that the total direct receipts from parks seldom material^ exceed the running expenses and usually leave a deficit. The company expects its profit in the increase of transportation business. Some street railwa}' men assert that even from this standpoint the maintenance of a park or resort is often an unprofit- able enterprise. Local conditions vary widely, and a place of recreation which would pay well in one city would prove a failure in another. Among the difficul- ties mentioned are the facts that the traffic created is largely confined to a few months of the year and to pleasant days, that it is so heavy during certain hours in the season as usually to necessitate a double track, that empty cars must be accumulated to take people home at the close of the day or evening, and that it is often difficult to combine successfully in one individual the qualities of an efficient railway officer and director of recreation grounds. V. INADEQUACY OF PRESENT STREET RAILWAY FACILITIES IX GREAT CITIES. Inadequate speed and carrying capacity. — Remark- able as have been the strides in methods of trans- portation, and important as are the social benefits which they confer, it is generally recognized that the railway service of our greatest cities is still inadequate. Indeed it maj T be doubted whether, as compared with the needs of the people, the facilities in such cities at present are any more adequate than they have been in the past. The city of New York naturally presents the most striking evidence of insufficient transportation, both on account of its enormous population and on ac- count of the physical limitations upon the distribution of its population. The long and narrow Manhattan Island is cut off from the broad areas to the east and west by wide rivers, the facilities for crossing which have hitherto been hopelessly inadequate, so that the expansion of the population in these directions has been seriously hindered. More relief for that city will be secured by the construction of bridges and tunnels than by any improvement of railway service alone. Leaving aside the question of fares in their relation to the use which the people make of the street railways, the inadequacy of street railway service consists chiefly in the insufficient speed of transit and the insufficient number of cars. These conditions are so familiar that they scarcely need to be illustrated. Notwithstanding the immense saving in time effected by the street railways as compared with walking, the total number of hours which are still spent by the peo- ple of a metropolis in monotonous travel represents a great social waste. It is quite probable that the aver- age citizen of such cities as New York, Philadelphia, 32 STREET AND ELECTRIC RAILWAYS. Boston, or Chicago, who takes the railway to and from his place of business regularly, spends not less than an hour every day on the cars, while thousands upon thousands spend two hours or more daily in this way. The uncertainty as to the length of time required to make a journey, due to the frequent blocking of traffic, is a further source of annoyance and loss. Naturally, the consumption of time in travel is usually more seri- ous for those who live in the suburbs than for those in the city itself. The time required for the suburban end of the journey, however, is generally less than for that in the city proper, where the speed of cars is greatly restricted. An illustration of the extent to which railway cars in large cities are habitually overcrowded at certain times of the day was given in connection with the proposal recently made by one of the elevated lines in New York to put on several additional trains during the afternoon hours in order to relieve congestion. The press in estimating the relief which would be afforded assumed that each train, according to the customary prac- tice, would be able to carry 700, when, as a matter of fact, each train would seat about 300 persons. A count of the actual passengers on the surface cars pass- ing north and south at the corner of Madison avenue and Fifty-ninth street in New York on December 29, 1902, showed the following conditions during rush hours: From 7 to 9 a. m. about 3,000 seated passengers passed to the south, with about 1,700 standing. From 6 to 7 p. m. about 4,300 seated passengers were carried to the north, with more than 3,200 standing. At sev- eral other points on surface lines during the same hours the overcrowding of cars was nearly as great. 1 In several of our cities surface railways may be said to have accomplished practically all that is possible toward meeting the need for ample and rapid transpor- tation. All, or nearly all, the streets in the business centers of these cities are already occupied by tracks, and, as shown hereafter, the number of cars run over the tracks in those centers has reached the limit of safety. The introduction of electricity made possible some in- crease in speed, and thus not merely saved time but in- creased the number of cars which could be run over a given track, at the same time permitting the use of larger cars. The great increase in the number of passengers on the surface railways in our largest cities immediately after the substitution of electricity for animal power showed the importance of the relief afforded. But the demand for more and longer rides outran the progress of the surface railways. Difficulties more fully set forth below have made the increase of speed much less than would otherwise have been possible. The average schedule speed of electric surface cars in Chicago has been estimated at 8.22 miles per hour, which is only 2J 1 Report of F. H. Shepard, transportation expert of the New York state board of railroad commissioners, Street Railway Journal, January 31, 1903. miles per hour faster than the schedule time with horse- power. 2 In the more crowded streets in all great cities the speed is much less than the average, so that to take the car for a short trip may consume more time than to walk. Even the addition of elevated railways to surface systems has failed to meet fully the needs of transportation in our greatest cities. Effect* of inadequacy in transportation. — Some of the results of this inadequacy of urban railways are famil- iar. Rather than ride in slow and overcrowded cars, thousands of people walk even considerable distances to their business and on social errands. The growth of suburbs has been far less rapid than would have been the case with proper transit facilities. Although, as pointed out above, there has been a marked absolute increase in the number of suburban dwellers since 1890, the proportion of people who do business in the city and have their homes in the suburbs is still small, and great numbers, who would prefer to reside there, are unable to do so under present transportation conditions. Strictly suburban life is still almost wholly confined to the well-to-do. Nor do the street railways accomplish all that could be desired in distributing population within the city itself. In several of our great cities are found over- populated quarters occupied by the poorer working classes, composed largely of the foreign born and their immediate descendants. • Most of these people do not use the street railways to any considerable extent, but live within walking distance of their places of employment. Of course, inadequacy of transportation is not the sole cause of overcrowding in such sections; other important influences contribute to it. In other cases city dwellers, although they live in quarters where there is no marked crowding, j'et find their health and comfort impaired by the proximity of the smoky, dirty, noisy factories in which thej' must find their employment. The inadequacy of transportation agencies is one of the most important causes of these unsatisfactory adjust- ments of population. Doubtless to some extent the failure of certain classes to use the railways is due to poverty, and patronage would increase if fares were reduced; though, even under present conditions, the lower rent in outlying districts would often offset the cost of street car journeys. But the poor can not spare the time for railway rides. The time required to reach a less crowded section of the city is quite a different mat- ter to the working man or woman who toils ten, eleven, or twelve hours every day at a regular occupation, from what it is to the business man or clerk who is employed from six to nine hours only. The lower East Side of New York city is the most conspicuous illustration of a section tenanted by people who do not, to any important extent, patronize street railways. In the Seventh, Tenth, Eleventh, Thirteenth, 2 Report of B. J. Arnold on the Chicago Transportation Problem, 1902, page 49. TRAFFIC. 33 and Seventeenth wards (all below Fourteenth street and east of the Bowery), a population of 455,173 is huddled into an area of 979 acres (exclusive of parks and ceme- teries). About one-fourth of the population of Man- hattan Island thus occupies less than one-twelfth of its habitable area. Despite all the improvements in trans- portation the population in these wards has continued to grow, the increase from 1890 to 1900 being 34.1 per cent. While the density of population in the upper wards of Manhattan ranges from 90 to 180 per acre, these five wards have from 381 to 678 inhabitants per acre. Much the greater part of the people in this excessively crowded section find their employment in the immediate vicinity. One other illustration may be taken from Philadel- phia, a city which is subject to no such physical limita- tions upon its extension as New York, but which still has an overcrowded section. The Second, Third, and Fourth wards of the city, lying south of Market street, near the Delaware river, have a combined area about one-fifth as great as that of the Thirty-third ward, and less than one-fifth of that of the Twenty-eighth, Thirty-seventh, and Thirty-eighth wards jointly. The total population, however, of the Second, Third, and Fourth wards in 1900 was 82,461, or about one-fourth greater than that of the Thirty-third ward and only about one-sixth less than that of the three other wards mentioned. Furthermore, these three overcrowded wards increased their population 14.7 per cent between 1890 and 1900. Several conditions which confront the street railways in cities of the first rank contribute to make the prob- lem of furnishing adequate transportation an infinitely more difficult one than is encountered in smaller places. These conditions are not only to a large extent incapa- ble' of removal, but they grow more serious from year to year. They point to the necessity of comprehensive and far-seeing plans for the reorganization of methods of transportation. Increase in demand for transportation more rapid than increase in population. — The comparative statistics of street railway traffic for urban centers of different sizes heretofore presented (page 19) show clearly that the number of street railway rides tends to increase faster than population. This tendency is even stronger than the traffic statistics indicate, since in the largest cities the actual traffic, for reasons already indicated, does not equal the needs of the people. As a matter of fact, the relationship between street railway rides and population revealed in these figures is a necessary one. For in the first place it is evident that, as the city grows in population and area, a constantly larger proportion of its citizens must, or at any rate should, reside so far from their places of employment as to require means of transportation. Moreover, as the city grows, the distance which must be covered by the average passen- ger increases. Still another cause of this relationship is found in the fact that as the population of a city in- creases its individual citizen widens his social and economic circle and needs to be put into connection with more people; hence he more frequently requires transportation. Local concentration of traffic. — The modern tendency toward greater local concentration of the business of a city, while itself a product, to a considerable extent, of improved methods of passenger transportation, consti- tutes in another sense a cause of the unsatisfactory condition of the street railway service. This concen- tration not only tends to increase the total number of persons needing transportation, but it draws so man}' railway lines and cars to a common center that the traffic there becomes congested by its very magni- tude. One has only to stand for an hour at such a point as the corner of Madison and State streets in Chicago, the street railway terminus at City Hall in New York, or the Park street station in the Boston subway, to appreciate how greatly the enormous magnitude of the traffic interferes with rapid handling of it. Unequal distribution of traffic. — Perhaps the most important source of difficulty in urban transportation lies in the fact that the traffic is very unequally dis- tributed throughout the day. A large proportion of the passengers consist of people going to their places of employment in the morning and returning at night. The flow of shoppers toward the retail centers is better distributed through the day, but the return tide of shoppers is at its height during the very hours when employees are seeking their homes. This inequalit} r of traffic, though striking, is perhaps not so great as is sometimes supposed. A careful esti- mate made by the Metropolitan (Interurban) Street Rail- way Company (now the New York Cit} T Street Railway Company, a surface line) for all its lines on December 17 1902, put the number of passengers carried during the five busiest hours, from 7 a. m. to 10 a. m. and from 5 p. m. to 7 p. m., at about 35 per cent of the total number carried during the twenty-four hours — practi- cally the entire traffic of the company being carried during eighteen hours. The Union Railway Company and the Southern Boulevard Railway Company, whose lines are in the less densely populated Bronx borough, estimated that about 40 per cent of their passengers were carried during these same five hour's. 1 In every city T there are certain points at which the distribution of traffic is much more unequal than is true of the street railway system as a whole, and at these points congestion of movement is likely to occur during the rush hours. This fact may be illustrated by further data regarding passengers on the north and south surface lines at Fifty-ninth street and Madison avenue in New York city. On December 29, 1902, about 4,700 passengers were carried on the southbound surface cars at that point during the hour from 7 to 8 1 Wheatly, "The Passenger Traffic Problem of Greater New York," Street Railway Journal, January 10, 1903. 34 STREET AND ELECTRIC RAILWAYS. a. m. , while at the same time less than 600 were car- ried north. From 9 to 10 a. m., on the other hand, only about 1,300 passengers were carried south and about 500 north, the total traffic in both directions being barely one-third as great as during the earlier hour. From 2 to 3 p. m. about 1,400 passengers rode toward the south and about 1,250 toward the north. From 6 to 7 p. m. only about 500 passengers were carried south, while nearly 7,600 passed toward the north, the total. traffic being thus more than three times as great during this hour as from 2 to 3 o'clock. 1 Street railway companies, of course, adjust the move- ment of cars, in some measure, to this great variation in the traffic. Since ordinarily it is impossible to allow cars to collect in the business center of a city, the oper- ation of additional cars for the accommodation of the traffic during the rush hours means that many partly empty cars must be run in the opposite direction at about the same time. This is often the case even where the cars running in the direction of greatest travel are seriously overcrowded. The total number of cars in operation m both directions during the rush hours is usually, moreover, materially greater than the number employed at other hours. In the particular instance just mentioned, the num- ber of cars passing Fifty -ninth street and Madison ave- nue toward the south from 7 to 9 a. m. was about four-fifths greater than the number moving in that direction from 9 to 11 a. m. The count of the passen- gers showed that while the cars south bound from 7 to 9 a. m. were greatly overcrowded, the cars north bound from 8 to 10 a. m. had less than one-third of the seat- ing capacity occupied. The seating capacity of the cars running in both directions from 8 to 9 a. m. was about 4,500, while during several hours in the middle of the day the seating capacity of cars moving in both directions was only from 3,000 to 3,500 per hour. From 6 to 7 p. m. , on the other hand, the cars passing both wa3's had a seating capacity of 6,100. Just before and during this rush hour, the south bound cars had only about two-tifths of their seats occupied, while from 6 to 7 p. m. barely half of the north bound passengers could find seats. The number of cars passing Madison avenue and Fifty-ninth street in the evening hours was smaller even than in the middle of the day, and yet a large part of the seating capacity of those south bound was unoccupied. A comparison with similar counts at other points on the Metropolitan Railway sys- tem shows that the degree of inequality in the total num- ber of cars moved which exists at Madison avenue and Fifty-ninth street is by no means exceptional. The traffic in a cit} r like Brooklyn, which is chiefly a place of residence, is even more irregular. In this city the state board of railroad commissioners found in 1903 that the leading surface system was operating an average of 545 Report of F. H. Shepard, Street Railway Journal, January 31, 1903. cars per hour during nonrush hours, while during the busy period of morning and evening it expected to run about 1,200 cars per hour. 2 This irregularity in the distribution of traffic on street railways tends in two ways to hinder the provisidn of prompt and adequate service. In the first place, there are important instances in which, even though the rail- waj T companies might be willing to run a sufficient number of cars, they would be prevented from doing so by the physical limitations of their tracks. This- point is more fully treated below. In the second place, it costs more to handle a given number of passengers irregularly distributed than would be the case if they were evenly distributed through the day. Railway companies are, therefore, naturally in- disposed to incur the expense which would be entailed by furnishing sufficient cars to seat all passengers dur- ing the busy hours. Even under present conditions, when cars are so greatly overcrowded, the inequality in the distribution of cars is a source of complaint among" street railway managers. They are constantly lament- ing over the "peaks in the load line." A larger power- plant and more cars are necessary to maintain the present schedules than would be required if the number of cars could be evenly distributed throughout the day. Fixed charges per unit of traffic are accordingly in- creased. Even the current expenses in the running of cars are somewhat augmented by the unequal distribu- tion of traffic. Despite the most complicated adjust- ments of the trips of conductors and motormen to secure an even distribution of their work, most street, railway companies in large cities are either forced to pay a certain number of their car-service employees full-time wages for operating cars only part of the day or they must find men who are willing to work and draw pa,y for a part of the day and who usually must be paid at higher hourly rates than the full-time employees. The so-called " tripper " problem constantly confronts- the manager of an urban railway. Causes limiting speed and carrying capacity of surface railways. — Four facts connected with surface railway transportation put very rigid limits upon the speed and carrying capacity of electric surface cars in cities, namely, the frequency of the necessary stops, the dan- ger to pedestrians in crowded streets, the interference of cars with one another, and the blocking of the tracks by other vehicles. The first two limitations are obvi- ous. The danger of accident is indicated ^by the statis- tics elsewhere presented. The number of persons, other than passengers, who are killed or injured by street cars is very considerable. The last two limitations require more extended consideration. The number of cars which can be run over a given railway route, as a whole, depends upon the number which can pass the point where the greatest interference is encountered and where the speed is least. To increase 2 Street Railway Journal, Vol. XXIT, 1903, page 1039. TRAFFIC. 35 the speed over other parts of the route will not enable more cars to be operated. At many points where im- portant railway lines cross one another in the business centers of cities, the extreme limit of the number of cars which can be safely operated has already been reached. An investigation made at the instance of the Mer- chants' Association of New York in 1903 showed that the number of ears which passed the intersection of the Broadway and Twenty-third street lines was no less than 573 per hour. At Broadway, Sixth avenue, and Thirty-fourth street (Herald square), where two north and south lines and one cross town line intersect, the number of cars per hour was 464. Several other points showed as great congestion of traffic. 1 The crowding of surface cars at the New York end of the first East River bridge is likewise enormous. Here the difficulty is enhanced by the fact that the several car routes ter- minate at the bridge. Unlike the cars from Brooklyn, which pass around closed loops, the Manhattan cars run up to stub ends, and considerable delay is caused by the necessity of changing gates, fender, and controller handle to the other end of the car. The traffic in the business center of Chicago is also hampered by the necessity, under present arrange- ments, of running many cars to stub terminals. The use of the cable system, with the difficulty at railway crossings due to the necessity of dropping the cable, tends still further to limit the number of cars which can pass over the tracks in the heart of Chicago. According to a recent report it is impossible to increase the number of cars on most of the lines which run into the business center, and very little improvement in service can be made without radical changes in methods. 2 At the corner of Eighth and Market streets in Phila- delphia, where a single track crosses a double track, 315 cars pass between 5 and C> o'clock every afternoon. 3 It is evident that even if there were no other vehi- cles besides cars it would be difficult to operate many more cars than now pass such points as have been de- scribed, but the situation is made much worse by other classes of vehicles. Interference from this source is inevitable in the business quarters of cities, particularly where, as too often happens, the streets are absurdly narrow and suited only to the primitive conditions under which they were laid out. A conflict of interests exists between the commerce and trade of the great city (which require the most speedy and convenient handling of merchandise) and the patrons of the street railways. It has frequently been asserted, not merely by street railway men, but by public authorities and citizens' organizations as well, that at present the owners and drivers of vehicles do not sufficiently regard the rights 1 Report of F. H. Shepanl, Street Railway Journal, January 31, 1903. -Report of B. J. Arnold to the Chicago city council. 'Wheatly, "The Philadelphia Rapid Transit System,' Street Railway Journal, April 4, 1903. of the street railway and its passengers. Truckmen prefer to drive on the railway tracks because of the smooth surface afforded the wheels, and they do not always turn out as promptly as the}' could. Moreover drays are often backed up to the curb and left standing for some time in such a way as to make it impossible for street cars to pass; in many such cases it would be possible for the dray to avoid interference by standing lengthwise of the street. Again there are frequent blockades of vehicles, in part unavoidable with the enormous traffic, in part due to the lack of stringent and well-enforced "rules of the road/' How easily vehicle traffic ma}' interfere with the movement of street cars may be judged from a count taken by the Metropolitan Street Railway of New York on December 27, 1902. During the hour from 11 a. m. to 12 m. 1,910 vehicles, not including cars, crossed the tracks of the company at the junction of Broadway and Twenty-third street. From 3 to 4 p. m. 1,250 vehicles crossed the tracks at Canal street and West Broadway, while during the same hour at each of three points on lower Broadway more than 1,000 vehicles crossed. 4 The New York State Board of Railroad Commissioners in 1903, after investigating the complaints regarding the inadequate service on the surface railways of Manhattan, asserted that ' ' the very first and largest measure of im- mediate relief that can be obtained is that which could be derived from the regulation of independent vehicles in the streets. " The board further expressed the belief that with adequate regulation of vehicles and with the removal of the obstructions due to the building of the subway, 25 per cent more cars could be operated, even during rush hours. In accordance with these recom- mendations certain new regulations have recently been adopted by the city authorities. Elevated railways. — In view of the conditions which have been described, it is possible that a wholly sat- isfactory solution of the problem of transportation in great and rapidly growing cities may never be attained. What is wanted, eliminating the question of fares, is simply more cars and higher speed, but while there has been a steady progress in both of these directions, seri- ous physical and financial difficulties stand in the way of adequately meeting the requirements. It long ago became apparent that in the largest cities the surface railways must be supplemented either by elevated or by underground lines, which would' both increase the number of available tracks where the traffic was most dense, and greatly add to the speed of travel, thus sav- ing time and lengthening possible journeys. The first elevated urban railway in the world was chartered in New York as far back as 1867. It was the Greenwich street and Ninth avenue line. Before 18S0, the system in Manhattan had attained almost its present form, in which four trunk lines run lengthwise of the narrow island. The relief afforded by these elevated 4 Wheatly, Street Railway Journal, January 17, 1903. 36 STREET AND ELECTRIC RAILWAYS. lines was enormous. During the eighties an extensive elevated system was also built in Brooklyn. The extension of the population northward, which the elevated lines of Manhattan had quickly aided, devel- oped a traffic which soon overtaxed their capacity. The laying of a third track over part of their structures increased somewhat the possible number of trains, and also permitted the operation of express trains which, by making very few stops, especially during the middle part of the trip, could carry passengers from the foot of the island to Harlem or the Bronx in about half an hour. These express trains were introduced almost solely to meet the heavier traffic at rush hours. But elevated lines suffer even more than the surface lines from the unequal distribution of traffic. The greater proportion of their passengers are persons going to their business in the morning and returning home at night. The longest train which the steam engines, formerly used in NewYork, could haul was five cars. It became impossible to increase further the number of trains at rush times; indeed, blockades at the terminals, which are quite inadequate in platform space and in number of switch tracks, were of frequent occurrence. In 1902 the vice-president of the Manhattan Railway Company stated that during the rush period 81 trains per hour, going north alone, passed the junction of the Sixth and Ninth avenue lines at Fifty-third street, a number which could not with safety be exceeded, since about half of the trains are compelled to cross tracks at this junction. 1 For these reasons, tens of thousands of long-distance passengers in New York, who would have preferred to take the elevated trains, were compelled by the over- crowding to patronize the slower surface cars. It is a remarkable fact that the number of passengers carried on the Manhattan Elevated Railway actually decreased considerably for several years. In the year ending September 30, 1901, the passengers numbered 191,152,316, nearly the same as in 1890, and more than 28,000,000 less than in 1893. The traffic on the Brook- lyn elevated lines decreased still more, falling from 100,181,372 passengers (including transfer passengers), in 1S93 to 02,587,361 in 1901. This decrease in elevated traffic is doubtless attributable chiefly to the improve- ment of the surface railways, which offered advantages to short-distance passengers in the greater number of their lines and the frequency of stops. The installation of electricity on the elevated lines of New York and Brooklyn during the years 1901 to 1903 has materially increased their carrying capacity, by making it possible to operate trains of six cars and to maintain a somewhat higher average speed. As a re- sult the passenger traffic has risen rapidly, the number of passengers carried by the Manhattan Railway reach- ing 255,065.390 in the year ending September 30, 1903, an increase of more than 30 per cent over 1901. But 1 Wheatly, Street Railway Journal, January 10, 1903. the present elevated lines of Manhattan have now almost reached the limit of improvement, and they do not begin to meet the demand for rapid long-distance transportation. The capacity of the Brooklyn ele- vated i-ailways has heretofore been limited chiefly by the concentration at a single bridge terminal. It is now proposed, however, to make use of the new Wil- liamsburg bridge for elevated trains, and this will greatly relieve the congestion. Beginning in 1892, four elevated railwa}' systems, radiating from the business center, were constructed in Chicago. While the traffic of these lines is much lighter than in New York, the single loop around the business center, which is used by all of them jointly for all trains, has virtually reached the limit of its capacity. It is, of course, possible to increase considerably the number of elevated lines in any city, even in New York, and thereby to relieve the congestion of traffic. The construction of additional tracks in the crowded busi- ness centers toward which trains converge would alone add greatly to the carrying capacity. But serious ob- jections lie against elevated railways in the more im- portant streets. The pillars interfere with traffic on the surface; the structures are usually ugly and shut out the light from the street and buildings below; and the noise of the trains is a very great annoyance. As a result, the value of real estate on certain streets occupied by elevated railways, particularly in the resi- dential sections, has either been diminished or has in- creased less rapidly than elsewhere, and the companies have been compelled to pay large sums for damages to property. For these reasons the attitude of the peo- ple and of municipal authorities is usually one of strong opposition to the erection of additional elevated struc- tures in the business centers or on the more important residential streets. It is doubtful whether any new elevated lines would be tolerated on Manhattan Island. Nevertheless, subway railways, which are the onty alternative to elevated lines for rapid urban transporta- tion, are much more expensive, and it is probable that a considerable extension of elevated railways in the suburbs of several of the leading cities of this country will be seen. Where the city is not contracted in area by geographic peculiarities it may prove socially and financially profitable to devote a few of the streets to these structures despite their disadvantages. The pres- ent tendency, as shown in existing or contemplated systems in Boston, Philadelphia, and Chicago, is toward the combination of elevated with subway construction for rapid transit railways. The fact that the elevated and subway lines in New York have come under the control of a single companjr may mean ultimately some passage of trains from elevated tracks to subway. Suhoays. — Subways in connection with urban passen- ger transportation may serve two quite different pur- poses. They may be used to carry through the more densely crowded business center of the city the cars TRAFFIC. 37 which elsewhere operate on the surface, or they may be used in any part of the city for the operation of cars and trains at higher rates of speed than would be possi- ble on the surface. These two classes may be conven- iently designated by the terms subways for surface cars and rapid transit subways. The two functions may in some cases be combined in a single subway. Subways for surface cars are naturally comparatively short. If rapid transit is sought, either the subway must be greatly extended or it must connect outside of the business center with elevated lines. European cities preceded those of our own country in the construction of subways. London's underground steam railroads date back many years. The first under- ground electric line was opened in Budapest about 1896. Within the past few years high-speed electric subway railways have been constructed in London, Berlin, and Paris, and very extensive additions to these lines are in process of construction or are planned. Aside from a few short and insignificant tunnels for surface cars, such as those under the Chicago river, the first subway for urban transportation in the United States was that constructed by the city of Boston, opened for operation in 1897. The narrowness and crookedness of most streets in the business center of Boston, and the concentration of traffic in Washington and Tremont streets, rendered the operation of surface cars utterly unsatisfactory. The present subway, most of which lies under Tremont street, has a total length of about 1-i miles. It accommodates both surface cars and high-speed electric trains, the latter emerging from the subway onto an elevated structure. For that part of its length in which the surface cars operate there are four tracks, two for each class of traffic. The subway is leased to the Boston Elevated Railway Company, which operates both the elevated and the surface sys- tems of the city. The center of the elevated system is a large loop, of which the subway constitutes one side, inclosing the chief business section. From the loop radiate two lines, one toward the southwest, extending into Roxbury, and the other across the Charles river into Charlestown. The total length of the elevated and subway lines is about S miles of double track. Passen- gers coming from more distant points are given trans- fers to the elevated trains at the terminals, while, in the subway itself, passengers may transfer freely from sur- face cars to the elevated train, or from the elevated train to surface cars in cases where the cars arc going in the same general direction. At present no surface cars run entirely through the subway. Those entering from one direction pass around a loop at Park street and return, while those from other directions pass around a loop at Scollay square. The short distance between these two loops is traversed only by elevated cars, but passen- gers, by a double transfer, can pass from the surface lines at one end of the subway to those at the other. 1165—05 1 Great as has been the relief afforded by the Boston subwaj- and elevated system, the situation is still far from satisfactory. The subway is so short as to neces- sitate sharp curves, and these diminish speed to such an extent that the subway accommodates with difficulty the cars which are already turned into it. To relieve the situation the city has planned to construct two prac- tically parallel subways through the business center of Boston. One of these, under Washington street, will be used for the elevated trains, and the other, under Devonshire street, will be for surface cars. It is proposed when the AYashington street subway is completed to withdraw the elevated trains from the Tremont street subway and devote it wholly to surface cars, part of which, at least, will then pass through its entire length instead of going around loops. A tunnel for gtreet cars has just been completed under the bay to East Boston. When these plans are completed, the chief direction in which further development can be made will be in lengthening the present elevated lines and constructing one or more additional radiating lines for fast service, either on elevated structures or in sub- ways. Definite plans of this nature are already under consideration. Much more ambitious is the purpose of the New York Rapid Transit Subway, which will soon be ready for operation. The purpose here is to accommodate ex- clusively long-distance traffic. The tracks are kept underground for about three-fourths of their length, but for several miles in the northern part of Manhattan Island thej r are on a viaduct. The present subway ex- tends from the city hall, where it terminates in a large loop, north on Center street and Fourth avenue to Forty- second street, thence west to Broadwa}' and north on Broadway. At One hundred and fourth street the sub- way divides, one branch crossing Central park and run- ning northeast to Bronx park, while the other, or direct line, continues north to Kingsbridge. The total length of the present subway is '20. SI miles. The subway be- low One hundred and fourth street has four tracks. On two of these, " accommodation " trains will be oper- ated, stopping at intervals of from one-fourth to one- half mile, and maintaining an average speed of about 15 miles per hour. Over the other tracks will run express trains, making fewer stops and with much higher speed. The branches above One hundred and fourth street have two tracks. The upper parts of both branches reach into territory now rather sparsely built, which gives opportunity for considerable expansion of population. 1 It has been estimated by experts that by the time the new subway is opened the long-distance travel on Man- hattan Island will full}' equal the capacity of both sub- way and elevated lines, and that the congestion of traffic 1 Report of the Board of Rapid Transit Railroad Commissioners, 1900-1901. 38 STREET AND ELECTRIC RAILWAYS. will be as great after the subway is opened as it was before its construction was begun in 1900. The maximum capacity of the subway is estimated at 30 express trains and 50 local trains per hour in one direction, with a total seating capacity of 28,000 or a possible capacity when crowded of about 43,000 persons per hour. The elevated trains at present carry more than three times that number in one direction during rush hours. Never- theless, a great relief will be afforded to the overcrowded elevated lines and to the thousands of long-distance passengers who now take the surface cars. The decrease in the amount of such traffic on the surface lines, by increasing the available space in the cars, will, it is believed, lead many people to ride short distances who now prefer to walk. Already plans are on foot for the construction of additional north and south subways in Manhattan Island, and it is evident that with the con- stant increase in population, only rapid progress in this direction will keep pace with the growing need for transportation. Further relief for the population of Greater New York will result from the tunnels and bridges which are under construction, or planned, across the North and East rivers. These improvements are of a charac- ter so strictly bound up with the peculiar local geo- graphic conditions that they throw less light upon the general problem of urban transportation than do the subways in Manhattan itself. Tt may be noted, how- ever, that one prominent feature in the improvements which are to be effected in connection with these bridges and tunnels will probably be the additional use of ele- vated and subway tracks in the crowded parts of Man- hattan and Brooklyn, both for the accommodation of surface cars and for the operation of fast trains. In Philadelphia a comprehensive plan for securing rapid transit and for relieving the congestion of surface traffic is now in process of execution. The plan in- volves a subway about two miles long running under Market street, the leading business thoroughfare. The subway will pass around the city hall in a small loop. In addition, a larger loop, beginning at about the same place, will be constructed around the principal business center. This latter loop will have for its longer sides Arch street, two blocks to the north of Market street, and Walnut street, two blocks to the south. The sub- way west of the city hall will have four tracks, two for surface cars and two for trains which are to pass upon elevated structures at the termini of the subway. For the rest of its length the subway will have two tracks only. The elevated lines to be opened first will consist of a short spur along the river front south from the eastern foot of Market street, and a much longer line west on Market street to Sixty-third street, about li miles from the city hall. Several other elevated railways are planned, branching to the north and south, at three different points on the central stem. Plans for the improvement of transportation condi- tions in other cities by means of elevated railways and subways have not yet reached such an advanced stage of development. In Pittsburg it has been proposed to construct an elevated railway in the business center of the city, subway construction being practically out of the question on account of the physical conditions. In Chicago, among other measures for the relief of the transportation situation, such as the construction of additional loops on the present elevated railways in the center of the city, plans are on foot for the construc- tion of an elaborate system of subways, running in both directions under several of the streets in the business center, for the use of the surface cars. An important point in connection with elevated and subway railways has to do with the relations between them and the surface lines. In Brooklyn, Boston, and Philadelphia, single companies control both systems, while in Manhattan and Chicago the elevated and sur- face lines are controlled by different companies; the Manhattan subwa}^ and elevated lines, however, being controlled by one company. It is evident that the most satisfactory service to the people will be rendered where transfer from one system to the other is easy and free. A normal arrangement would be one of radiating ele- vated or subway trunk lines, with interlacing and par- allel surface lines, by which the passenger could more precisely reach his destination. Satisfactory suburban and interurban service can be secured only in connection with elevated or subway lines in the densety populated parts of the great cities. There seems no reason why the suburban and interurban cars should not be run directly onto the rapid transit lines in the city, as the cars could be so constructed that they could be connected with the regular elevated or subway trains. Something of this sort already exists in Brooklyn where, at the ends of some of the elevated structures, the trains descend to the surface and con- tinue into the suburbs. It will probably not be long before the interurban railways radiating from such cities as Cleveland, Detroit, and Cincinnati will take the in- itiative in the provision of some method b}^ which their cars can reach the centers of these cities at high speed. The chief difficulty which stands in the way of a rapid development of subway systems for fast long-distance urban transportation is the heavy cost of construction. The cost varies greatly with local conditions. In New York, where an immense amount of rock excavation has been necessary, the present subway and tracks, ex- clusive of power house and equipment, and of damages- to abutting property, will cost the city about$36, 500,000, or about $1,750,000 per mile of line. From the stand- point of profits, moreover, both elevated and subway railways intended for fast traffic are confronted by the facts that most of their passengers ride long distances; that a majority must be carried to a single business cen- TRAFFIC. 39 ter; and that a very large proportion of the traffic is dur- ing the few rush hours. As population, aided by the facilities offered, extends farther from the center of the city, these peculiarities will become more marked. Nev- ertheless there is every reason to believe that, either through private or public enterprise, additional sub- ways will gradually be constructed in New York and other cities. It is conceivable that, as subways and elevated railways become more adequate to handle the entire long-distance traffic, while short-distance traffic becomes the chief business of the surface lines, some difference in fares between the two may be estab- lished, presumably by a reduction in the present fares of the surface railways. VI. STREET RAILWAY TARES. Prevalence of the 5 -cent fare. — The rate of fare on about two-thirds of the urban street railways in the United States is 5 cents for any distance covered by a single car. The journey is often extended by means of transfers to other cars, a practice which will be fully discussed in the succeeding section. The prac- tice, very common in Europe, of grading fares accord- ing to distance, does not exist in any proper sense in American cities. In some cases the restrictions on transfers are such that certain journeys within the city limits can be accomplished only by paying two fares. Naturally this is usually the case where- different parts of a dity are served by distinct companies. The most conspicuous illustration is in Chicago, where the rail- way systems of the south, west, and north sides are oper- ated as independent units. The one-city one-fare prin- ciple is being strongly urged for Chicago. Consolida- tion of street railways has already virtually brought this about in most cities. American street railway mana- gers very generally maintain that the uniform fare is more advantageous to the public than fares graded ac- cording to distance. Their strongest argument is that the graduation of fares would tend to restrict the ex- pansion of the residential area of cities. They sometimes claim that this effect would be the more certain because to reduce fares for short distances to, say, 2 or 3 cents would make it necessary to raise the charge for longer distances above 5 cents. This necessity might, indeed, arise in cases where the present 5-cent fare brings only a low return to the railway companies, although the re- duction in earnings through a lower fare would be at least partly offset by increased traffic. It is of interest to observe that in several German cities, where graded fares formerly prevailed, the uniform charge for all distances, at least within city limits, has lately been substituted. The 5-cent fare likewise prevails on a majority of interurban lines, which either are so short that a fare of 5 cents will cover a ride over their entire length, or else collect this amount at different stages of longer journeys. The longer and faster interurban railways in most cases, however, collect single fares for the en- tire distance traveled by the passenger, issuing tickets in somewhat the same way as do the steam railways. For the street railways of the country as a whole the average fare during the census year, obtained by dividing the receipts from passengers by the number of fare passengers carried, was 4.94 cents. On urban railways in cities of more than 500,000 inhabitants the average fare was 4.82 cents; in urban centers of from 100,000 to 500,000 inhabitants it was 4.93 cents; in those of 25,000 to 100,000 inhabitants, 4.78 cents; and in those of less than 25,000 inhabitants, 4.83 cents. The fact that the average fare on urban railways of each group is thus somewhat less than 5 cents per pas- senger is due to the existence on certain railwaj^s of lower rates open to all passengers; to special rates on other railways for certain classes of passengers, partic- ularly for children and workmen; and to some extent to the counting of transfer passengers as full-fare pas- sengers in cases where an extra charge less than the full fare is made for a transfer. This latter practice prevails, for example, in Philadelphia. Reduced fares open to all classes of passengers. — The returns made to the Bureau of the Census show that more than one-third of all the operating street railways in the United States offer fares of less than 5 cents to all of their patrons under certain conditions. In almost all such cases the cash fare for a single trip is 5 cents, but tickets for a number of trips are sold at reduced rates. Sometimes these tickets are good only during the busy hours of the morning and evening. The re- ports in the present investigation do not, in some cases, indicate whether the reduced fares are so restricted or not. More than 200 railway companies offer tickets at a price of approximately 4 cents each. By far 1 the most common practice among such railways is to sell 6 tickets for 25 cents. Sometimes a further reduction is made if a larger number of tickets is bought, 25 tickets being frequently sold for $1, and sometimes 26 or even more. On some railways the reduced fare is granted only to those who buy tickets to the value of $1. It is quite common for such companies to sell 24 or 25 tickets for $1. This is the custom, for instance, on the lines of the Connecticut Railway and Lighting Company, and on the systems at Springfield, 111., Des Moines, Iowa, Muskegon, Mich., Syracuse, N. Y. , Chattanooga, Tenn., Seattle, Wash., and a considerable number of smaller places. Occasionally, the purchase of a still larger num- ber of tickets is required in order that the reduced fare may be obtained. Thus the Torrington and Winchester Railway in Connecticut sells 75 tickets for $3, and the companies at Atchison, Ivans., and Cumberland, Md., with one or two others, sell 100 for $4. Two railways, in Olean, N. Y., and Bradford, Pa., require the passen- to STREET AND ELECTRIC RAILWAYS. ger to buy 200 tickets in order to get a 4-cent fare, while the Altoona and Logan Valley Electric Railway Company of Altoona, Pa., offers 500 tickets for §20. It is evident that a great majority of passengers will not take advantage of reduced fares if they are required to buy more than a dollar's worth of tickets at a time. The approximately 4-cent fare in the various forms mentioned is found for the most part in cities and towns of medium or small size. In no urban center of more than 500,000 inhabitants are tickets sold to all classes of passengers at reduced rates. The largest cities in which, at the time of the census, 6 tickets were sold for 25 cents were Washington, D. C, Detroit, Mich., Milwaukee, Wis., Dayton, Ohio, Indianapolis, Ind., Reading, Pa., "Worcester, Mass., Utica, N. Y., Wilmington, Del., and Richmond, Va. In Detroit, however, these tickets are good only during the "rush hours" of morning and evening, and the same may be true in some of the other cities named. Subsequent to the date of the census, the two railway companies in Cleveland, Ohio, reduced fares to the same basis, but they later restored the straight 5-cent fare. The sale of tickets to patrons generally at reduced rates is quite rare among the street railways of New England, although a few of them grant lower rates to passengers who buy a dollar's worth of tickets. In the smaller cities and towns of New York, a considerable number of railways sell 6 tickets for 25 cents. This is the practice, for example, in Binghamton, Oswego, Rome, and Schenectady. On several railways in this state 24 or 25 tickets are offered for $1. Pennsylvania has even more railways which sell 6 tickets for 25 cents than New York. Among the more important Pennsyl- vania railways offering this rate are the Chester Trac- tion Company, of Chester and vicinity; the Conestoga Traction Company, of Lancaster and vicinity; the Leb- anon Valley Traction Company, of Lebanon and vicin- ity; the Schuylkill Valley Traction Company, of Nor- ristown and vicinity; the Wilkesbarre and Wyoming Valley Traction Company; the Warren Street Rail- way Company; and the United Traction Company, of Reading. Altogether, there are more than forty street railways in this state which have approximately a 4-cent fare. In the Middle Western states of Ohio, Michigan, In- diana, Illinois, and Wisconsin, the reduced fare, usually in the form of 6 tickets for 25 cents, is more common than elsewhere, and may almost be said to be the pre- vailing rate, except in two or three of the largest cities and on interurban railways. Practically all urban street railways in Indiana and Wisconsin sell 6 tickets for 25 cents, and the same is true of more than twenty- five of the street railways of Ohio. A fare at least as low as 4| cents is available for all passengers in every city of more than 25,000 inhabitants in Ohio, except Youngstown, Toledo, and Cincinnati. A fare of ap- proximately 4 cents appears also in about a dozen places in Iowa, the largest of which is Des Moines. Similar rates are also found occasionally in the Western and Southern states. Fares even lower than 4 cents exist in a few cities and towns. The most familiar instance is Detroit, Mich., where, on part of the system now operated by the Detroit United Railways Company, 8 tickets for 25 cents are sold, in accordance with the terms of the franchise under which these lines were constructed. The new Central Market Street Railway in Columbus, Ohio, sells 8 tickets for 25 cents, while the older street railways in this city offer 7 tickets for 25 cents. The rate of 7 tickets for 25 cents also prevails in Salem and Delaware, Ohio, while in two or three other towns of the state where 6 tickets are sold for 25 cents, 27 may be bought for $1. A rate of 7 tickets for 25 cents is also made on the Pittsburg, McKeesport, and Greensburg Railway, of Pennsylvania, while in Kansas one of the minor companies offers 28 tickets for $1 and another 30. In addition to railways which thus practically fix their fares at 4 cents or less, there are a number which grant slight reductions from the 5-cent fare. The rate of 11 tickets for 50 cents exists in Pueblo, Colo., on two interurban railways of Maine, and in several other places. In Mobile, Ala. ; Santa Barbara, Cal. ; Colorado Springs, Colo. ; Auburn, N. Y. ; Lincoln, Nebr. ; Toledo, Ohio; Spokane and Tacoma, Wash.; and a number of other places, the railways sell 22 tickets for $1. The leading companies of northern New Jersey offer 21 tickets for $1, while on a number of railways of minor importance in various parts of the country, from 105 to 110 tickets are sold for $5. Reduced fares for particular classes of passengers. — Sometimes street railway companies carry young chil- dren in company with their parents for half -fare. In Baltimore, Md., for example, the fare for children is 3 cents. It is probably more common, however, to charge full fare for children above a certain age and carry others free. A more important practice is that of granting reduced fares to school children. In such cases the most common rate is 2$ cents, though some- times 3 or 4 cents is charged. In New England, it is almost universal for street railways to carry school children at reduced rates. Outside of New England, the practice is frequently found in smaller cities and towns, and in a few instances, in large cities also. Among the important cities which offer a fare of 2-£ cents to school children are Boston, St. Louis, San Francisco, and Denver. Street railway companies pre- sumably act on the theory that, by thus reducing the fares of school children, they will secure a considerable amount of traffic from those who would otherwise walk. The practice of granting special rates to working people is comparatively rare in the United States. The returns to the Bureau of the Census do not indicate, in some cases, whether such special rates reported are lim- ited in any way, and in other cases they do not show pre- TRAFFIC. . 41 cisely the restrictions imposed; but usually there is no restriction except as to the time of day at which the journey is taken. In general, it may be said that the reduced fare for working-men is confined to the hours from about 6 to 8 in the morning and from about 5 to 7 in the evening. Naturally any person who rides at that time may usually avail himself of the reduced fare. The special rate is sometimes confined to particular routes or distances. The practice is more common in New England than elsewhere. About sixteen of the street railway companies of Massachusetts reported reduced 'fares for workingmen, the most common rate being 2£ cents, although several railways reported 3 or 4 cents. The most important company which makes special rates for workingmen is the Boston and North- ern Railway Company, which serves many cities and towns in eastern Massachusetts. Among other instances of reduced fares for working people may be mentioned the practice of certain rail- ways in the mining districts of Pennsylvania. For exam- ple, two companies centering at Shamokin, and several others elsewhere, sell 30 working-men's tickets for §1. The Detroit and Port Huron Shore Line and the Sagi- naw Valley Traction Company sell S tickets for 25 cents to workingmen, while the railways of Zanesville, Ohio, and Clinton and Dubuque, Iowa, make a 21-eent rate. When the elevated railways were first opened in New York they charged a 10-centfare, but were required by law to carry passengers for 5 cents during the rush hours morning and evening. It is rarely if ever true that workingmen taking advan- tage of such special rates are confined to particular cars. One frequently hears the suggestion, on behalf of the more well-to-do patrons of American street railways, that a class distinction in cars and fares should be made systematically, as is frequently done in European cities. It is complained that the presence of laborers in a crowded car is often distasteful to many of the passen- gers, and that, in some cases, their working clothes soil those of the other passengers. Aside from the general objection that such a plan would be contrary to Ameri- can ideas of equality, street railway officers are very generally opposed to it from a business standpoint. Presumably it would mean a loss in revenue in many cases, since the distinction probably would have to be made bv lowering the fares of second-class passengers rather than by raising those of first-class passengers. It is also argued that the attempt to enforce any such distinction would be virtually impossible in those cities where traffic is heavy, and where to wait for a car of the desired class would be most annoying. In all proba- bility, the cars or compartments with reduced fares would be largely patronized by all classes of people, and would be greatly overcrowded, while the first-class cars and compartments would run partly empty. 1 > The Report of the Massachusetts Railroad Commissioners for 1903 contains an interesting discussion ot the subject. VII. TRANSFERS. Prevalence of transfer system. — The fact that transfers were issued to more than one-fifth of the fare passen- gers on street railways in 1902 indicates the great im- portance of this practice in connection with the social service of street railways. As already pointed out, the proportion of passengers who transfer is highest in the large cities, where the railway lines are complex and where the distances to be covered are great. An ex- amination of the detailed statistics for individual com- panies shows that there is scarcely an important surface railway in a city of more than 100,000 inhabitants which does not grant transfers on an extensive scale. The proportion of transfer -to fare passengers, however, varies greatly among these railways. In the case of the Pittsburg Railways Company, which has 70 transfer points, only 11.4 per cent as many transfer as fare pas- sengers are carried; and in Louisville, Ky., the pro- portion is still lower, 7. 5 per cent. On the other hand, the great railway system of Boston, with only 38 trans- fer points, grants transfers to 51.7 per cent of its fare passengers. The construction of the elevated system in Boston, connecting by free transfer with many of the surface lines, has greatly increased the number of trans- fers granted. The Interurban Street Railway Com- pany in New York has no less than 318 transfer points, and its transfer passengers are equal to about 40 per cent of its fare passengers. The Brooklyn Rapid Transit Company has a still larger number of transfer points, but the proportion of fare passengers who take transfers is much smaller — 20 per cent. The Chicago Union Traction Company has 300 transfer points, and the proportion of transfer to fare passengers is 41 per cent. The differences in the relative number of transfer stations and in the proportion of transfer passengers are due less to differences in the liberality with which transfers are granted than to differences in the geo- graphic characteristics of cities, in the location of railway lines, and in the arrangement of continuous trips. Generally speaking, in most of our large cities, transfers are granted in such a way that a passenger can go from any point to any other point within the city limits, reached by the cars of the same company, unless the trip involves a return to approximately the starting point. Sometimes transfers are granted only on cash fares, not upon other transfers. While transfers are given without charge in the great majority of instances there are a few exceptions, par- ticularly where the transfers are between lines of sepa- rate companies. An arrangement of the latter type existed until recently between the Manhattan Railway's elevated lines and the Third Avenue Railroad Com- pany's surface lines in New York, 3 cents being charged for a transfer ticket. The only important company 42 STREET AND ELECTRIC RAILWAYS. which requires payment for a large proportion of all transfers is the Union Traction Company of Phila- delphia. An "exchange ticket r on its lines costs 8 cents, or 3 cents in addition to the single-trip. fare. But the ticket is of indefinite duration and good at many different points, so that it can be held by the pas- senger until he has occasion to take a ride for which the transfer will serve. The company claims that the system has practically resulted in reducing the fares for a considerable portion of its patrons to a 4-cent basis, and that it is preferred by them to the granting of free transfers limited as to time and place. A considerable number of free transfer points also exist in Philadelphia. Causes of the extension of transfer privileges. — The granting of transfers is largely a recent development. The consolidation of the street railways in most cities into one or two companies has offered opportunity for the extension of the system to a degree pre- viously impossible. The transfer has served to in- crease greatly the possible length of ride which can be taken for a single fare, and to lengthen materially the average ride of all passengers. Moreover, the use of transfers makes it possible, without adding to the aggregate number ef car miles operated, to increase the frequency of service between the more widely sep- arated parts of a city. It might be possible for a rail- way company to cover the trip from a point on one line to a point on another line by a continuous car. In fact, in some European cities, complicated routes are ar- ranged so that a person can go from any part of the city to almost any other part without change of cars. To carry out such an arrangement to its full extent, however, means that the cars which cover a given trip between widely separated points must run on a very infrequent schedule unless they run largely empty. By breaking the possible journeys into separate units connected by means of transfers, it becomes possible to operate on each unit of track the number of cars which the amount of its traffic demands, and often also to collect into a single car passengers transferred from several different lines. The extension of the transfer system is partly the result of a direct popular demand. This demand, in the opinion of various street railway managers, would have expressed itself in a movement for lower fares had it not been met by greater liberality in regard to trans- fers. In several cities transfers are now made compul- sory by law. Thus the present street railway law of the state of New York provides that any company, which has obtained its franchise since the law was passed, must, for a single fare, carry passengers between any two points within the limits of a single city which can be reached by its lines. When the control of the Third Avenue Railroad and its subsidiary lines was secured by the Metropolitan (Interurban) Street Railway Company, it was at first held by the latter company that the two railway systems were distinct, and that transfers between them were not obligatory under the law, but the courts have taken the oppo- site position in a recent case. The same decision, how- ever, upheld the railway company in its refusal to issue transfers at certain points, on the ground that the congestion of traffic there renders the transfer of pas- sengers dangerous to life and limb. In Chicago the city council, under its authority to regulate the charges of railway companies, has passed an ordinance requiring every street railway to grant a free transfer from a car on which a cash fare has been paid to the cars of any other of its lines with which it con- nects. Transfers are good only if used within one hour. The supreme court of Illinois has held that the power to regulate fares includes the power to require the issue of transfers, or, in other words, the power to regulate the fare charged for trips over more than one line of the same company. It has also held that trans- fers must be granted between the lines of the Chicago Union Traction Company and those of the Chicago Con- solidated Traction Company, since the former corpora- tion controls the latter. 1 As a rule street railway companies themselves have been liberal in their policy regarding transfers, and have made most of the extensions of the transfer privilege on their own initiative, in the belief that traf- fic and profits would be increased thereby. The head of one of the largest street railway systems in the country has stated that, in his opinion, nothing since the adop- tion of electric traction has done more to increase the receipts of his company than the giving of transfers. Other highly favorable opinions regarding the financial results of the system have frequently been expressed by prominent street railway managers. It is reasoned that for many people the extent to which street cars are patronized depends largely on the convenience of the service; that street car riding is, in some measure, a matter of habit which can be cultivated; and that, as a result of the longer possible rides under the transfer system, thousands of people live in the outskirts of the city or in the suburbs who would otherwise seek homes within walking distance of their places of business. Difficulties in administration of transfer system. — The use of transfers involves certain administrative difficulties which are not fully appreciated by patrons of street railways. The railwa}^ company can not rea- sonably be asked to issue a stop-over ticket which will allow the passenger an indefinite amount of time at the transfer point. Still less can it be expected to grant transfers in such a way that the passenger can return to his starting point without paying an additional fare. In most cities there are railway lines so situated that an unlimited grant of transfers would make this possible, particularly if transfers be issued upon transfers. For this reason companies sometimes decline to permit 1 Chicago Union Traction Company vs. City of Chicago, 65 North- western Reporter, pages 451 and 470, October 25, 1902. TRAFFIC. 43 transfers at certain points where they would be of material convenience to many people. Other com- panies, however, prefer to incur the comparatively small loss due to the failure of a few passengers to pay fares for what are practically return trips, rather than to displease the public by withholding transfers which can reasonably be demanded. An effective enforcement of the time limit on transfers would do away with many of the abuses of the system, but such enforce- ment is often found to involve considerable difficulty, and the railways naturally desire to avoid altercations between conductors and passengers as to the validity of transfers. A further difficult}'- arises from the fact that passen- gers occasionally take transfers which they do not need and give them to other persons, who either use them themselves or sell them at a reduced price. Still more serious is the fraud sometimes practiced by conductors, by which they turn in transfers obtained from passen- gers, or from other conductors, in collusion in place of cash fares which have actually been paid. Much differ- ence of opinion exists among street railway managers as to whether there is more opportunity for this practice when transfers are registered or when they are not reg- istered. Notwithstanding all these difficulties, street railway officers quite generally favor the transfer system, and believe that their losses through its abuse are small in the aggregate as compared with its advantages to them- selves and to the people. An act passed -by the legislature of the state of Rhode Island in 1902 contains provisions which represent in a general way the ideas of railway men as to what con- stitutes a fair system of transfers. It requires every street railway company to issue a transfer to any cash- fare passenger in such a way as to enable him to reach any point in the city or town which can be reached by a second car, but which could not be reached by the first. The passenger must demand the transfer ticket at the time he pays his cash fare, and must continue his journey on the first car which passes the point of intersection. No company is required to issue a transfer which will enable a passenger "to return toward the point where he first took passage by a line running parallel with or in substantially the same general direction as the one to which he is transferred." Transfer tickets are not transferable, and any person who gives a transfer to another except to a conductor, or any person who offers to a conductor a transfer ticket which was not issued to himself, is subject to a fine. 1 1 Public Laws of Rhode Island, 1902, chapter 965. OHAPTEE IT. CAPITALIZATION. Basis of statistics and method of 'presentation. — Table 93 shows for each company, both operating and lessor, the amount of authorized capital stock, whether com- mon or preferred, the amount issued and outstanding, and the dividends declared thereon; the amount of authorized and outstanding funded debt, with the rate of interest thereon; and the combined total of the capital stock and funded debt outstanding. A further column shows the capitalization per mile of track owned bjr each company, based on the net capital liabilities, as described more fully hereafter. The statistics of 7 companies operating 134.98 miles of track are not given. In the case of most of these companies the electric rail- way system is part of an ordinary steam railway system, and the capital properly assignable to the former can not be segregated from the general capitalization of the company as a whole. The capitalization of 52. 97 miles of track leased from steam railways by electric compa- nies is also omitted for the same reason. Many companies have promissory notes for consider- able amounts outstanding. The schedule, however, did not distinguish between notes of this sort and other floating obligations, such as accounts payable, audited vouchers, etc., and for this reason it is impossible to ascertain for companies individually, or for all com- panies combined, the amount of floating debt which can be strictly designated by the term "bills and notes pay- able." In many instances such floating debt has been incurred, not for the purpose of construction and equip- ment, but merely as an incident to current operations. There are, however, a considerable number of compa- nies, particularly in Massachusetts, which have borrowed large sums on promissory notes, to be used for con- struction or equipment, and these properly constitute a part of their capital liabilities. It is possible that the prevalence of this practice in Massachusetts is connected with the strict regulation by the state law of the amount of capital stock and funded debt of street railways. For companies having large floating debts of this char- acter, the items in Table 93, showing the total capital stock and funded debt, and the net capital liabilities per mile of track, are, in a sense, misleading. In the case of various companies in Massachusetts, footnotes have been appended to the table calling attention to the fact that a large amount of floating debt is outstanding. To the extent that these floating debts are properly to be (44) considered capital liabilities, the total capital liabilities of street railway companies in the United States are understated. The amount so involved is, however, small as compared with the aggregate amount of capital stock and funded debt for the entire country. A disturbing element in calculating the amount of capital liabilities per mile of track is found in the fact that many street railway companies own property other than the railway itself. Frequently one company owns securities of another street railway company. In the numerous cases in which an operating company owns the entire stock issue of a subsidiary company, the Census Bureau has usually dispensed with a report from the latter, and has treated the cost of its securi- ties to the operating company as part of the cost of construction of the system of that company. In cases in which the securities owned are those of another com- pany which reported to the Census Bureau, there is, of course, a duplication. Ordinarily the holding company has issued its own securities to an amount sufficient to cover the cost of the securities held, and expects to apply the dividends and interest which it obtains from the securities purchased to the payment of dividends and interest on its own issues based thereon. Even when securities are purchased by the use of a surplus, the transfer of part of the securities of one company into the treasury of another may be considered as, in a sense, reducing the aggregate amount of capitalization for the two combined. The holding company now de- rives (or at least hopes to derive) part of the income which its surplus should earn from the return on the securities owned, and need not demand so large a profit from the railway which it operates. For this reason the value of the securities of a reporting street railway which are owned by another reporting company should be deducted in determining the net capitalization based on the railway property of the holding company. Again, it is very common for street railway compa- nies to operate plants for the production of light and power for sale. The majority of such companies, how- ever, declare that they are unable to distinguish at all accurately between the investment in the street railway branch and the investment in the light and power branch of the business. Accordingly, no attempt has been made in the returns of capitalization for individual com- panies or in the totals to segregate the value of light CAPITALIZATION. 45 and power plants. The fact that a company operates such a plant is indicated in a footnote in connection with the column showing the total capital liabilities, although, in the many cases where a company sells a small quantity of light or power without an appreciable extra invest- ment of capita], no note is made of the fact. It is obviously improper to compare the capitalization per mile of track of street railways having light and power plants with that of other street railways. However, the figure of capitalization per mile of track for the United States as a whole, and the corresponding figures for most of the individual states and for groups of cities, are not largely affected by the presence of light and power plants. It is probable that the extra investment in such plants by the street and interurban railway com- panies of the country as a whole does not exceed 5 per cent of their total investment of capital. This opinion is strengthened by the fact that the total revenue of rail- way companies from sale of light and power is only 3.1 per cent of their operating earnings. Footnotes to Table 93 call attention to the instances in which street railway companies have permanent in- vestments aside from those in light and power plants and in their own railways. The amount of such in- vestments has been stated wherever the company gave its consent, and that amount has been deducted in the calculation of the net capital liabilities based on the railway property. The figures in the last column of Table 93, showing the amount of net capital liabilities per mile of track, are obtained, with respect to most in- dividual companies and with respect to all state and na- tional totals, by dividing the amount of trackage owned (not the amount operated) into the net capitalization, as ascertained by deducting from the sum of the capital stock and funded debt outstanding the value of securi- ties of other reporting railways held and the value of other outside investments, the value being in each case that at which these securities or investments are carried in the balance sheets of the holding companies, desig- nated as "other permanent investments," in the Census. schedule. 1 Much the larger part of the "other per- manent investments" reported b} r all the companies combined represents the stocks and bonds of other re- porting railways. In many instances where street railways have been combined, either through stock ownership or through lease, the controlling company makes capital expendi- tures upon the lines of the subsidiary companies. The capitalization of the operating company may, therefore, appear exceedingly large in proportion to the trackage which it directly owns, being based in part on track- age of the subsidiary companies. On the other hand, the capitalization of the latter does not represent in such cases the total investment upon their lines. One of the most conspicuous illustrations of this situation is found in the Third Avenue system in New York. The Third Avenue Railroad Company itself has capital stock and funded debt outstanding to the amount of $55,995,800. while it owns outright only 27.24 miles of track. But the company owns $10,455,290 of the securities of its eight subsidiary companies, and, more- over, has advanced to them $11,383,476 for construc- tion work. The capital stock and bonds of several of these companies are' much less in amount than their cost of construction. The system as a whole has 230.73 miles of track, and the net capital liabilities are $269,142 per mile. In cases of this sort the parent and subsidi- ary companies have been treated as one sjstem in com- puting the ratio of capital liabilities to the trackage, and any duplication of capital stock or funded debt due to the ownership of securities of one company by an- other has, as in other cases, been eliminated. Capitalization of conijxinies, classified according to power. — Table 20 is a summary of the statistics of cap- italization for all street and electric railways and also for these railways classified according to power. 1 Strictly speaking, the net capitalization should be computed by deducting the par value of the securities of other street railways held, but this figure was not called for in the schedule. Table 20.— CAPITALIZATION OF COMPANIES, CLASSIFIED ACCORDING TO POWER: 1902. 1 Number of companies Track mileage Capital stock outstanding, amount Preferred Common Per mile of track Funded deht outstanding, amount 3 Per mile of track Total capital liabilities - Investments in securities and nonrailway property Net capital liabilities Per mile of track Total. 81, 315 1-JT 1,187 •2, 30S 152 2, 155 980 !,389.04 572, 960 930, 179 642, 7S1 58, 760 709, 139 44, 339 282, 099 513, 997 768, 102 96, 287 ELECTRIC, SURFACE. Without com- mercial light- ing. 724 18, 662. 29 SI, 072, 946, 092 91, 077, 179 981,868,913 57,493 787, 783, 775 42, 213 1,860,729,867 141, 665, 458 1, 71», 064, 409 92, 114 With com- mercial lighting. Part time. 2, 464 $116, 777, 21. 644. 95, 132. 47 102, 753 41 219, 5S1. 9, 267 210,263 S5 $20 1 19 58 S31.17 751, 900 500, 000 251,900 24,967 260, 994 23,173 012, S94 927, 200 OSS, 694 47, 025 Animal. 54 15S. 12 , 469, 114 469, 114 34, 5SS 647, 923 29, 395 117, 037 107, 723 009, 314 63, 302 Steam and electric, ele- vated. S95. 13. SI, 76. 171, 171 6 228. 10 531, 600 708, 100 S23. 500 418,815 125, 050 333, 735 656, 650 92, 390 564, 260 752, 145 Cable, sur- face and inclined planes. 14 33.11 000,500 000,500 120, 825 028, 200 61,256 028. 700 453, 676 575, 024 168, 379 Steam, surface. 3 12.06 S95, 900 95,900 7,952 110, 000 9,121 205, 900 205,' 900 17,073 i Exclusive of reports for 7 companies, having 134.98 miles of track, which failed to furnish this information, and exclusive of 52.97 miles of track leased ^^SM^ffihe case of 7 companies which have not yet issued funding bonds. 46 STREET AND ELECTRIC RAILWAYS. The total authorized capital stock and funded debt of street and electric railways of the United States in 1902 was $2,870,629,316. Of this amount, §2,308,282,099, or SO. 4 per cent had been issued and was outstanding at the end of the fiscal years covered by the various reports. This is exclusive of floating debt except in the case of 7 companies which have not yet issued intended funding bonds. Of the total outstanding capitalization, $532,- 813,318 represents the securities of lessor companies, $332,603,890 of this sum being stock and $200,209,428 bonds. The total outstanding capital liabilities of companies operating primarily electric surface railways, including part-time roads, amounted to $2,120,273,812, or 91.9 per cent of the total outstanding capital liabilities for all street and electric railways. Most of the remaining capitalization is represented by elevated railways. Of the total capital liabilities outstanding, capital stock constitutes 57 per cent and funded debt 43 per cent. The proportions which the two classes of secu- rities bear to one another differ only slightly as be- tween electric, animal power, and elevated railways. The great majority of the railway companies have funded debts, and in many individual instances, the amount of funded debt considerably exceeds the amount of capital stock. The United Railways and Electric Company, of Baltimore, Md., for instance, has $15,073,306 of stock and $51,381,694 of bonds; the Metropolitan Street Railway Company, of Kansas City, has $5,636,800 of stock and $16,038,400 of bonds. The amount of preferred stock outstanding is a little less than one tenth of the total amount of capital stock. Only 85 companies have preferred stock. Nearby all of these companies also have bonds. None of the animal power or cable railways has issued preferred stock. The total amount of investments of street railway companies, in securities and nonrailway property, aside from the investments in the railways which they own and in electric light and power plants, as carried in the balance sheets of the companies, is $152,513,997. Nearly all of these outside investments are held by com- panies operating primarily electric surface railways. Deducting the value of these investments, there re- mains, as the net capitalization represented by the rail- way and electric property of street railway companies, $2,155,768,102. Capitalization per mile of trad'. — The combined total capital stock and funded debt -of all street and electric railway companies is equal to $103,099 per mile of track owned by them. When the value of "other permanent investments" is deducted the net capital liabilities per mile of track are §96,287. The net capi- talization of those companies which ouerate primarily electric surface railways and which do no commercial lighting amounts to $92,114 per mile of track. From one standpoint this sum exaggerates slightly the capi- talization of electric surface railways proper. For among the companies included are two, Brooklyn and Boston, which have a considerable mileage of elevated track, and several which have cable trackage in addition to their electric lines. Elevated railways and cable railways cost much more to build than the ordinary overhead trolley surface lines. The average capitalization of the exclusively elevated railways in 1902 was $752,145 per mile of track and that of cable railways, including inclined planes, $168,379. Even the exclusive^ animal power railways show an exceed- ingty laige capitalization per mile of track. An exami- nation of the returns of separate companies, however, shows that $8,960,000, or nearly nine-tenths of the total capital liabilities of these animal power railwa} r companies, have been issued by four companies in New York city, which own only 30.82 miles of track. On the average these four companies are capitalized at $288,556 per mile. The average capitalization of the remaining 50 animal railwa} r companies in the United States is about $8,000 per mile of track. The figures of capitalization per mile of track just given appear at first glance very large. They greatly exceed the capitalization per mile of the steam rail- ways of the country. The Interstate Commerce Com- mission itself computes the relation of capitalization to trackage for such railways only on the basis of the length of line — that is, of first main track — nor does it make deduction of the amount of securities of other reporting railways held by the companies. The report of the Interstate Commerce Commission does not show the actual length of all railway tracks in the country. It does show the number of miles of track operated, including second tracks, sidings, switches, etc. This figure (274,195 miles in 1902) is several thousand miles greater than the mileage constructed, by reason of dupli- cation, in the statistics of track operated under trackage rights. On the basis of track operated the total capi- tal liabilities of steam railways in 1902 ($12,134,182,964) were equal to about $45,000 per mile of track. But in order to render the figures comparable with those for street railways it is necessai'y to deduct the large amount ($2,208,518,793) of stocks. and bonds of reporting railways which are held by other railway companies. With this deduction the net capitalization of steam railways would be about $36,000 per mile of track. 1 The enormous increase in the capitalization of street railways per mile of track since 1890 has already been pointed out (page 11). It is not within the scope of this report to enter into a detailed discussion of the question whether or to what extent the street and electric rail- way companies of the United States may be overcapi- talized. To do so would involve a consideration of unofficial estimates of cost of construction, which vaiy greatly in individual instances. It may be of value, however, to present a few general considerations regard- ing capitalization, which may aid in the interpretation 1 See Statistics of Railways in the United States, 1902, pages 15, 17, and 54. CAPITALIZATION. 47 of the statistics just presented. The subject of the re- lation between capitalization and actual investment in the street railways is a very important one from the standpoint of the general public. Upon it hinges largely the question of the reasonableness of street railway fares and the question of taxation. Informa- tion regarding the amount of current expense neces- sary to carry a passenger can readily be secured. For the United States as a whole, the margin between op- erating expenses and fares averages a little more than 2 cents per passenger, while in the case of several im- portant railways the margin is fully 2i cents per pas- senger. (See page 86.) Though from this margin must be deducted an amount to cover the depreciation of property and taxes, much the greater part consti- tutes a net return to capital. The amount of dividends and interest actually going to stockholders and bond- holders, taking the street railways of the country as a whole, represents less than the current rate of interest on an amount equal to the face value of their outstanding securities. Few companies pay a high rate of dividend. If the capitalization of the street railwaA'S of the coun- try represented real value, dollar for dollar, earnings might appear to be not too great, but too small. The question of the reasonableness of profits thus becomes primaril}" one as to that of capitalization. It is quite impossible to obtain accurate information as to the actual amount of money which has been spent in the construction and equipment of street railways in general or of most individual street railways. The item, "cost of construction," as carried on the books and balance sheets of street railway companies gives, in most cases, no idea whatever of the cash investment. The intervention of construction companies composed of the promoters of the railway has in many cases rendered the book value of properties misleading, and other similar reasons might be given. The most important difficulty, however, is that the greatest railway systems now existing have been built up by combination and recombination. The cost which a company enters upon its books when it buys another system is the amount of cash or securities which it has paid for the going concern. This amount is based upon the earning capacity, largely, if not wholly, irre- spective of original cost. The records of cost of the absorbed companies are no longer accessible, and even if they were would probably not show correctly the actual investments. Estimates of engineers regarding the cost of construction hold good only for the condi- tions of the given time and place, and may be very far from correct as applied to the great majority of exist- ing railways. Cawes tending to increase capitalization.— There are many causes which have tended to increase the capitali- zation of street railways during recent years. The cost of the roadbed of street railways is greater than is ordinarily supposed and has increased very materially under change from horse traction to electric traction. Steam railways must incur large expense for grad- ing, for making cuts and fills, for bridging streams, and tunneling mountains. Street railways, in most instances, are built on streets and roads already graded; they largely make use of public bridges and seldom have need of tunnels. Even in the case of urban rail- ways, however, the foundation and roadbed, aside from the rails, involve much expense, particularly in the large cities, where the construction is often immensely superior to that in small towns. The heavier cars w.hich have come into use have necessitated the most careful and expensive methods in the preparation of the foundations for tracks. In cities street railways are required, ordinarily, to pave the streets between their tracks and for a short distance on either side. The expense thus incurred is often greater than the cost of the rails themselves and greater than the cost of grading for steam railways under ordinary circum- stances. The recent estimate of Mr. B. J. Arnold, regarding the cost of duplicating the Chicago street railway system, places the expense of paving at from $t>,808 to $18,400 per mile of track, according to the character of pavement used. 1 Of course railways in small towns and many of the lighter interurban rail- ways, particularly of those which are laid in or at the side of the country roads, have been subject to much less expense for grading, foundations, and paving than the best railways in the great cities. On the other hand, the highest type of electric interurban railway, operating on a private right of way, has a roadbed nearly if not quite as perfect and as expensive as that of steam railways in the same section of the country. In the days of horse railways, the rails used were light in weight, often less than 40 pounds per yard. Nowadays the more important street railways in the cities, as well as the best fast interurban lines, are using rails of from 80 to 120 pounds weight per yard. These rails arc heavier than those emplo3 r ed on a large pro- portion of the steam railway trackage. All the special work which accompanies the track has similarly in- creased in weight and in cost. To the cost of the track must be added that of overhead electric construction, an element of expense wholly lacking in the case of horse and steam railways. Underground trolley and cable construction are much more expensive still. The rolling stock of the modern electric railway costs far more than that of the old horse railway; the cars are larger, heavier, more comfortable, and more elegant; the motors cost far more than the horses which formerly hauled the cars; and the modern power house is a new and important source of capital expenditure. Reconstruction in relation to capitalization. — One of 19. 1 See Report on Chicago Transportation Problem, 1902, page 2. The cost of macadamizing is put at S3, 450 per mile. 48 STREET AND ELECTRIC RAILWAYS. the most important points to be borne in mind, in con- sidering capitalization of street railways, is the cost involved in the reconstruction which has been necessi- tated by progress in methods. It is a fact sometimes overlooked that the tracks and equipment of the old-fash- ioned horse railways had practically to be thrown away when cable or electric traction was introduced, and that, in most cases, the expense of the new system was almost as great as it would have been had there been no previous railway whatever. The capitalization of the different kinds of street railways in 1890 can not be seg- regated accurately, but it is probable that the horse lines were represented by securities to the amount of fully $250,000, 000, much the greater part of which was based on property that has since become valueless. The cable railways which existed in 1890 have to a great extent been changed to electric operation, this being true even of two or three important cable lines com- pleted since 1890. A considerable fraction of the large investment in cable railways has been destroyed by the change. The power houses, cables, and grips have been virtually thrown on the scrap heap; the subways in which the cables ran, the cost of which was very great, have been wholly abandoned in many instances; while in other instances the expense of reconstructing them for the use of the underground electric trolley, which has been done extensively in New York and Washington, is much greater than is ordinarily sup- posed. Mr. B. J. Arnold, in his report to the Chicago city council, declared that it would cost nearly as much to convert the cable lines of that city to the underground trolley system as to construct the latter at first hand. The expense, as indicated in the report, would depend largely upon- the size of rails and the strength of con- duit yokes used under the cable system. If, as in Chi- cago, heavier construction should be necessary to bear the strain of modern cars and speeds, the old work would be of little value. 1 So, too, the change from steampower to electricity, particularly on the elevated railways of New York and Brooklyn, involved a great waste of capital. Finally, many street railway companies have, even within the short time since electric traction was intro- duced, largely reconstructed their plants and equipment. The earlier motors, notwithstanding their high cost, proved insufficient in power and unsatisfactory in other ways. They have for the most part been replaced, and, in many instances, even these new motors have again been replaced. The small cars, unsuited to high speed, have given way to larger ones. The foundations of the roadbed and the tracks have had to be reconstructed and strengthened in many cases to meet the require- ments of larger cars and increased speed. Even more conspicuous, perhaps, have been the replacements of the engines and dynamos in the power houses. 'Report on the Chicago Transportation Problem, 1902, page 158. Changes of this sort result in greater economy of operation, and are usually profitable to the railway com- panjr even when the interest on the new investment is taken into account; but they have of necessity greatly increased the aggregate expenditure for construction and equipment. The railways, as they stand, have cost much more than they would cost if constructed de novo at the present time. It is not true, however, that all street railways have been thus compelled to abandon or reconstruct proper- ties representing large investments of capital. Most of the fast interurban railways have been built since the methods of construction and equipment were highly developed and have required as yet little reconstruction. Many railways in the smaller towns and cities, as well as a considerable part of the trackage even in large municipalities, date likewise from a recent period. In fact, as appears from Table 21, the capitalization of many of these newer railways is very much less per mile than .that of older systems in large cities. No opinion is here expressed as to whether the present capitalization of street railways generally, or of any particular railwaj r , corresponds to the total amount of money which has been actually invested in its present and past properties taken together. Attention is merely called to the fact that, taking the country as a whole, the aggregate waste of capital involved in the progress of street railway methods has been great. That waste must particularly be borne in mind in consider- ing the capitalization of many individual companies. The question at once occurs, however, to what extent property which has become valueless should continue to be represented by securities and to earn interest or dividends. It is commonplace in accounting that a certain amount should be charged annually against earnings, to cover, not merely depreciation arising from ordinary wear and tear, but also the probable deprecia- tion arising from progress in methods.- Street railway companies ought, of course, to be permitted to charge fares high enough to provide for such a reasonable depreciation allowance. Under proper accounting the net capitalization represented by depreciating property is thus gradually reduced, and the amount required from earnings for dividends and interest is correspondingly lessened. Doubtless, in many cases, street railways have in the past earned profits high enough to enable them, to make such depreciation allowances if they had seen fit to do so. Their policy, however, almost with- out exception, has been to pay out the greater part of net income in dividends, although a surplus is often invested in the construction of extensions to old lines. Had correct accounting methods been pursued, the capitalization of many horse railways would have been completely written off by the time electric traction had rendered the plants valueless. During the years since electrioity was introduced, CAPITALIZATION. 49 changes in methods on many railway systems have been so rapid, and capital has been expended so fast, that it would have been impossible to make a depreciation allowance sufficient to write off the waste capital with- in the period of time during which it existed, without practically excluding the possibility of interest and dividends. Moreover, sufficient experience had not been accumulated, at least during the earlier years of electric traction, to enable accountants to determine what would be a reasonable allowance for depreciation. In instances where property is being replaced so rapidly it seems reasonable that the capitalization should be temporarily increased beyond the sum which would be necessary to construct the improved railway system from the beginning. But it seems equally reasonable that such capitalization, in excess of the cost of repro- ducing the properties, should thereafter be reduced as rapidly as possible by the accumulation of a depre- ciation fund. There is little probability that such sudden and great changes in methods will be necessary in the future as in the immediate past, and it will be possible hereafter to estimate depreciation better and to provide for it. Permanently to demand inter- est and dividends on securities issued for properties no longer in existence is unjustifiable. Capitalization of companies, classified according to population. — Table 21 shows the statistics of capital- ization of street and electric railways in urban centers, classified according to population, together with the two groups of interurban railways. Table 21.— CAPITALIZATION OF COMPANIES, CLASSIFIED ACCORDING TO POPULATION: 1902. 1 Number of companies Track mileage Capital stock outstanding, amount Preferred Common ' Per mile of track Funded debt outstanding, amount Per mile of track Total capital liabilities Investments in securities and nonrailway property. Net capital liabilities Per mile of track Total. 22, 389. 04 $1,315,572,960 127, 930, 179 1,187,642,781 58, 760 992,709,139 44, 339 2, 308, 282, 099 152, 613, 997 2, 155, 768, 102 96, 287 URBAN CENTERS, POPULATION. 500,000 and over. 142 4,981.50 $678, 097, 721 66, 870, 006 611,227,715 136, 123 488, 648, 145 98, 093 1, 166, 745, 866 124,803,819 1,041,942,047 209,162 100,000 but under 500,000. 57 3, 531. 02 $236, 338, 265 20, 650, 000 215,688,265 66, 932 167,314,210 47, 384 403, 652, 475 4,556,993 399, 095, 482 113, 026 25,000 but under 100,000. 102 2, 907. 13 $111,533,632 18,276,137 93, 257, 495 38, 366 77,858,913 26, 782 189, 392, 545 5,671,304 183,721,241 63, 197 Under 25,000. . 321 2, 240. 24 $50,086,219 2, 004, 581 48,081,638 22, 358 39,341,284 17, 561 89, 427, 503 3, 301, 516 86, 125, 987 38,445 INTERURBAN RAILWAYS. Fast, long. 60 2, 766. 23 $78, 673, 375 6,932,475 71, 740, 900 28, 441 68,615,080 24,805 147,288,455 2, 416, 934 144,871,521 52, 371 Other. 5, 962. 92 $160, 843, 748 13. 196, 980 147, 646, 768 26, 974 150, 931, 507 25. 312 311,775,255 11, 763, 431 300,011,824 50. 313 i Exclusive of reports for 7 companies, having 134.98 miles of track, which failed to furnish this information, and exclusive of 52.97 miles of track leased from steam railway companies. This table shows that of the total capital liabilities outstanding, which amount to $2,308,282,099, a trifle more than one-half has been issued by the railways in cities of more than 500,000 population, and an additional one-sixth by railways in urban centers of from 100,000 to 500,000 inhabitants. The capital liabilities of the fast, long interurban railways amount to $147,288,455. The proportions of the total capitalization represented by capital stock and funded debt do not greatly differ as among the four groups of urban centers, the bonds in each group being approximately three-fourths as great in amount as the stocks. On both classes of interurban railways the bonds are equal to about nine-tenths of the capital stock. In recent years street railway companies have become more and more disposed toward the issue of bonds. (See comparison with 1890, page 11.) Inter- urban railways, which are mostly of recent origin, reflect this tendency in their large proportion of bonds to stock. The investments of companies in securities and prop- erty outside of the street railway plants themselves and lighting plants are most conspicuous in the largest cities. This is explained by the fact that in the pro- cess of combination among railways in these great centers the securities of certain companies have become in large amounts the property of other companies. Capital /'sat ion of full-time electric surface railways without commercial lighting, classified according to pop- ulation. — Table 22 presents similar classified statistics of capitalization for those street railway companies which operate primarily electric surface railways, with- out commercial lighting, and which operated throughout the census year. 1 1 Companies operating only part of the year are excluded merely in order that the table may represent the same companies for which statistics of operation and income are elsewhere presented. Obvi- ously, the fact that a railway has been only recently constructed and has not operated a full year does not' ordinarily affect its capitalization. 50 STREET AND ELECTRIC RAILWAYS. Table 22.— CAPITALIZATION OF FULL-TIME ELECTRIC SURFACE RAILWAY COMPANIES, WITHOUT COMMERCIAL LIGHTING, CLASSIFIED ACCORDING TO POPULATION: 1902. 1 Total. Number of companies Track mileage Capital stock outstanding, amount Preferred Common Per mile of track Funded debt outstanding, amount Per mile of track Total capital liabilities Investments in securities and nonrailway property. Net capital liabilities Per mile of track 724 18, 662. 29 81, 072, 946, 092 91, 077, 179 981, 868, 913 67, 493 787, 783, 775 42, 213 1,860,729,867 141, 665, 458 1,719,064,409 92, 114 TJKBAN CENTERS, POPULATION. 500,000 and over. 122 4, 701. 99 $576,716,121 53, 161, 906 523, 554, 215 122, 654 407, 295, 222 86, 622 984,011,343 124, 603, 706 859, 407, 637 182, 775 100,000 but under 500,000. 48 3, 222. 74 $203, 688, 065 14, 350, 000 189, 338, 065 63, 203 144, 608, 710 44, 871 348, 296, 775 3, 132, 821 345, 163, 954 107, 103 25,000 but under 100,000. 85 2,159.26 $74, 375, 407 9, 726, 237 64, 649, 170 34, 445 44, 719, 913 20, 711 119, 095, 320 2, 672, 870 116, 422, 450 53,918 Under 25,000. 172 1, 359. 51 $27, 238, 266 934, 581 26, 303. 685 20, 036 19, 430, 843 14, 293 46, 669, 109 780, 169 45, 888, 940 33,754 INTERURBAN RAILWAYS. Fast, long. 46 2,162.62 $61, 210, 375 4,832,475 56, 377, 900 28, 304 51,717,580 23, 914 112, 927, 955 2, 219, 093 110, 708, 862 51,192 Other. 251 5, 056. 17 $129, 717, 868 8, 071, 980 121, 645, 878 25, 655 120, 011, 507 23, 736 249, 729, 365 8, 256, 799 241, 472, 566 47,758 1 Exclusive of reports for 7 companies, having 134.1 steam railway companies. ; miles of track, which failed to furnish this information, and exclusive of 52.97 miles of track leased from The most significant fact brought to light by this table is that the capitalization of full-time electric sur- face railways without commercial fighting is very much greater in proportion to their trackage in large urban centers than in small ones. The average net capital liabilities of such street railwa3 r s in centers of more than 500,000 population is no less than $182,775 per mile of track, or about five times as great as the net capitalization per mile of track of the steam railways of the United States. (See page 46.) For centers of 100,000 to 500,000 inhabitants the capitalization of rail- ways of this class is $107,103 per mile; for centers of 25,000 to 100,000 inhabitants it is $53,918 per mile; and s for those of less than 25,000 population, $33,754. The average capitalization of fast, long interurban railways is $51,192 per mile of track, and that of other inter- urban railways $17,758. These averages include widely varying ratios of cap- italization to trackage as among the different compa- nies in each population group. Table 23 shows the number of companies in each group whose net capital liabilities fall within the limits specified. Table 23. — Distribution of full-time electric surf ace railway companies, vnthout commercial lighting, in the several urban and interurban groups, according to capitalization per mile of track: "1902. 1 S'UMBER OF COMPANIES. NET CAPITAL LIABILITIES To- tal. Urban centers, population. Interurban railways. 500, 000 and over. 100,000 but under 500,000. 25,000 but under 100,000. Under 25, 000. Fast, long. Other. Total 566 48 37 69 169 40 203 196 184 87 35 35 10 10 9 5 8 9 6 2 6 8 4 2 2 7 5 18 1 1 1 13 26 16 5 6 1 2 80 60 20 5 2 1 4 22 9 3 2 92 $25,000 but under $50,000 $60,000 but -lnder $75,000 $76,000 but under $100,000. . $100,000 but under $150,000 . . . $150,000 but under 8200,000 ... $200,000 but under $300,000 . . . 66 26 11 5 2 1 1 i Exclusive of reports for 6 companies which failed to furnish this information. This table includes only primarily electric surface railways, without commercial lighting, operating the entire year. Lessor companies are omitted except where, as in several important cases, their capitalization and trackage are combined with those of operating companies. While only 12 of the 18 companies in urban centers of more than 500,000 inhabitants show a net capitalization exceeding $200,000 per mile of track, these 12 companies have 2,246.17 miles of track, or more than half of the total for all operating companies in the group. Six other companies in this group report more than $150,000 per mile of track. In urban centers of 100,000 to 500,000 inhabitants only 3 com- panies report more than $150,000 per mile of track. Half the companies in cities of this size have between $100,000 and $150,000 of net capital liabilities per mile of track, and these companies own much fhore than half of the total trackage of operating companies. In urban centers of 25,000 to 100,000 population, only 14 out of 69 companies have a net capitalization exceeding $75,000 per mile of track. The largest group of companies in cities of this size comprises those reporting from $25,000 to $50,000 per mile. Of the 169 companies in the smallest urban centers, only 29 have more than $50,000 of net capital liabilities per mile of track, and nearty half report less than $25,000. More than half of the fast, long interurban railways fall within the group having from $25,000 to $50,000 of net capitalization per mile of track. Very few of the many "other" interurban companies report more than $75,000 per mile of track, and 92 of them report less than $25,000 per mile. While there is thus no uniformity in the relation of capitalization to trackage in cities of a given group, the classified statistics of Table 23 show that the aver- ages for the groups presented in Table 22 give a roughly correct idea of the capitalization of a large proportion of the trackage in the several population groups. The enormous disproportion between the capitaliza- tion of street railways in urban centers of different population is attributable, at least in part, to differences CAPITALIZATION. 51 in cost of construction. It may be noted in the first instance that in cities of more than 500,000 population several important companies which operate predomi- nantly electric surface railways operate also in part more expensive forms of trackage. Thus, such companies in Brooklyn and Boston have nearly 00 miles of elevated structure; while in Chicago and San Francisco they operate more than 90 miles of cable railway. In New York city there are about 180 miles of track with underground electric conduit. Each of these kinds of construction costs necessarily very much more than the overhead trolley construction. However, the total trackage of these three classes owned by primarily electric surface companies in cities of more than 500,000 population is only about one-thirteenth of their track- age. Even if a liberal allowance of additional capital- ization be made for the more expensive systems, the securities remaining as strictly attributable to the overhead trolley surface railway trackage (including therewith 82.08 miles of horsepower railway in New York and Chicago) in cities of the first group would probably still be approximately $175,000 per mile of single track. Various causes have tended to make the cost of ordi- nary overhead trolley railways higher in centers of more than 500,000 population than elsewhere. The traffic is much heavier per mile of track than in smaller places, and the road must, therefore, be equipped with more cars; the expense for power houses and for car barns is much greater per unit of track than in cities where the traffic is less dense; the track, being subjected to more severe strain than elsewhere, is in general more expensively constructed, with deeper and stronger foundations and heavier rails; and the cost of paving is likewise greater. Perhaps the most important factor tending to increase the amount of capital expended in street railway con- struction in the great centers of population is the fact that there, more than anywhere else, public demand has compelled speedy adoption of improvements in methods, resulting in extensive reconstruction and replacement. It was mostly in the larger cities that horse railways were developed and abandoned. It was chiefly there, too, that cable traction superseded horse traction, only to be itself soon displaced in most instances by electricity. Changes in methods of opera- tion in these cities have had, in many cases, to be accomplished without the interruption of traffic, thus increasing the cost of reconstruction. As the expense of constructing street railways has been greater in centers of more than 500,000 popula- tion than in those of any other class, so, doubtless, rail- ways in centers of from 100,000 to 500,000 inhabitants have cost more than those in the centers of the next smaller size, and the latter in turn more than railways in the smallest urban centers. Whether these varia- tions in cost are sufficient to explain altogether the wide differences in the ratio of capitalization to track- age is a question that can not be fully discussed in this report. It may be observed, however, that the temp- tation to overcapitalize is stronger in the great cities, for the margin of earnings over operating expenses is greater in such cities than elsewhere. In smaller cities, or on interurban railways, the profits of the business are frequently scarcely enough to pay interest on the bare cost of construction. Under such circumstances the issue of securities beyond that cost would find its motive almost solely in the hope of future increase in earning capacity. Capitalization, hy states. — Statistics showing for each state the amount of capital stock and funded debt au- thorized and issued, and the relation of the net capitali- zation of street and interurban railways to their track- age, will be found in Table 93. The capitalization per mile of track shows wide differences between states. Careful analysis will furnish a partial explanation of these differences. The ratio of capitalization to track- age would naturally be greatest in those states where the largest proportion of the trackage is situated in great cities. Moreover, in some states there is a much larger proportion of the expensive elevated, cable, and conduit trolley railway than in others. Comparisons are often made between the capitaliza- tion of street railways in Massachusetts and in other states. In Massachusetts the issue of securities by street railway companies is closely regulated by law and by the State Railway Commission. 1 The net amount of capital stock and funded debt of the street railways of that state, according to the present investigation, amounted to only $39,067 per mile of track. Many of the Massachusetts companies have promissory notes outstanding in considerable sums, which have been issued to cover construction expenses. Even if the total float- ing debt of the Massachusetts railway companies be added to their stock and bonds, however, the net cap- ital liabilities amount to only $45,600 per mile of track. This figure may be compared with $96,287 per mile of track, the average of the United States for all classes of companies combined. The only states which show a capitalization per mile of track lower than Massachusetts are Arizona, Arkansas, Idaho, Maine, New Hampshire, New Mexico, Vermont, and Texas. In none of these states is there a large amount of street railway track- age, and in most of them there are no cities of con- siderable size. On the other hand, the average capital- ization of street railways per mile of track in the state of New York is §177,532; in Maryland, $156,142; in Missouri, $152,206; in New Jersey, $148,155; in Illi- nois, $135,507; and in Pennsylvania, $103,267. In connection with the low capitalization figures for Massachusetts railways, it should be noted that the railways of that state are in a considerable measure 1 For further description of the practice in this state see Chapter IX, Part I. 52 STREET AND ELECTRIC RAILWAYS. interurban in character. Most of these interurban railway companies reported less than $20,000 of capi- tal per mile of track. Their trackage has been built, for the most part, on the public highways and at a com- paratively low cost,- a cost much less than that of the fast, long interurban lines more recently built, particu- larly in the middle Western states, and much less than that of railways in large cities. In the case of every state where the street railways have an average net capitalization of more than $100,000 per mile of track, a larger proportion of the trackage lies within the limits of great cities than is the case in Massa- chusetts. In Illinois and New York a large amount of elevated, cable, and conduit trolley trackage is included in the average, while Massachusetts railways are, with the exception of 16 miles of elevated track in Boston and 25.4:3 miles operated on the third-rail system, purely of overhead electric trolley construction. It is highly probable, however, that the street railways of Massachusetts are more conservatively -capitalized than those of most other states. The figures from which the average for that commonwealth is drawn include the excellent Boston system and other very satisfactory systems in the medium-sized cities of the state. Capitalization of surf ace railway companies in urban centers of more than 100,000 inhabitants. — Table 24 shows the net capital liabilities of surface street rail- ways in each urban center of more than 100,000 popula- tion, together with the relation between capitalization and length of track. The table includes all companies operating surface railways predominantly, whether by electric, cable, or animal power. The five strictly elevated railways have been excluded. As an aid to the interpretation of the relation between capital liabil- ities and trackage, the length of each class of trackage in each city is indicated. The statistics of Milwaukee, Wis., St. Joseph, Mo., and Toledo, Ohio, are not exactly comparable with those of other cities, since in these three cases the railway companies also operate lighting plants. Table 24.— CAPITALIZATION OF SURFACE RAILWAY COMPANIES IN INDIVIDUAL URBAN CENTERS OF 100,000 POPULATION AND OVER: 1902. NAME OF CENTER. Albany, N. Y Baltimore, Md Boston, Mass Buffalo, N. Y Chicago, 111 Cincinnati, Ohio Cleveland, Ohio Columbus, Ohio Denver, Colo Indianapolis, lnd... Jersey City, N. J Kansas City, Kans. . Los Angeles, Cal Louisville, Ky Memphis, Tenn Milwaukee, Wis Minneapolis, Minn . New Orleans, La . . . New York, N. Y . . . . Oakland, Cal Omaha, Nebr Philadelphia, Pa . . . Pittsburg, Pa Providence, R. I — Rochester, N. Y St. Joseph, Mo St. Louis, Mo San Francisco, Cal. . Scranton, Pa Syracuse, N. Y Toledo, Ohio Washington, D. C... Popula- tion. 216, '510, 927, 421, ,769, 429, 405, 127, 13:-:. 169. 969, 237, 118, 20-1, 102, 301, 37s. 2X7, 1,551, 101, 155, ,293, 640, 268, 178, 102. 014, 344, 155, 123, 135, 279, TRACK MILEAGE, 75. 305. 451. 320. 925. 203. 237. 100. 149. 109. 463. 181. 164. 147. 71. 145. 251. 180. .,181. 122. 105. 517. 469. 137. 95. 35. BOO. 276. 76. 6.S. 97. 139. 74. 365. 1451. 320. 826. 261. 237. 106. 149. 109. 462. 148. 154. 147. 71. 145. 251. 180. •1,051. 121. 105. 517. 461. 137. 35.15 396.21 177. 53 76.68 68.16 97.78 =139.67 6.76 1.50 109. 64 1.00 5. 65 Cable, sur- face and inclined planes. 91.70 0.61 1.40 33.00 4.85 :.78 Steam, surface. ' 17. 42 Net capital liabilities. $9,150,762 66, 455, 000 43,972,299 2 25,920,923 = 99,951,396 27,583,430 26, 916, 724 11,605,000 no, 837, 000 14, 742, 260 102, 156, 242 21, 659, 200 12,849,500 12, 433, 372 4, 410, 000 618,830,000 28, 898, 000 22, 157, 000 306, 768, 678 10, 760, 215 9, 500, 237 85,436,344 86,931,900 9,025,000 9, 584, 887 6 9,100,000 78, 705, 928 38, 982, 225 8,187,410 8, 351, 083 '21,574,504 26,036,750 Net capital liabilities per mile of track. $120, 675 182,009. 97, 353 87, 076 109, 537 104, 653 113, 554 109, 039 75, 377 134, 191 220, 383 119, 506 78, 274 84, 506 61,352 129,416 115, 122 122, 8S3 259, 542 87, 624 89, 667 165, 0S5 185, 170 65, 852 99,988 258,891 198,647 140, 985 106, 774 122, 522 220, 643 186, 416 i Includes 16.02 miles of elevated track. "Not including capitalization of 22.80 miles leased from a steam railway company. = Not including capitalization of 12.79 miles leased from a steam railway company. _ *Not including capitalization of Denver, Lakewood, and Golden Railroad Company, having ( 6 This company has a lighting plant, the capitalization based on which is included. « Including 67.02 miles of elevated track and 178.89 miles of conduit trolley track. 'Elevated track. = Including 85.08 miles of conduit trolley track. miles of single track. The table shows a certain rough parallelism between population and the amount of net capital liabilities per mile of track, though there are several conspicuous exceptions. The heaviest net capitalization is found in Greater New York, where each mile of street railway is represented on the average by S25'J.54:2 of securities. It will be observed that a considerable amount of the trackage* of the Brooklyn Rapid Transit Company, which is included in the table, is elevated, and that some of the other New York companies have much under- ground trolley track. The net capitalization of the Interurban Street Railroad Company in New York, combined with that of the subsidiary companies which it directly operates (excluding the Third avenue lines CAPITALIZATION. 53 and several others which the Interurban controls in other ways), represents an average of $494,399 per mile of track owned by these companies, the highest average reported for any important surface railway system. This system comprises 198.74 miles of track, of which 131.13 miles is operated by conduit trolley. Nearly all the rest of the trackage, however, is operated by animal power. The capitalization of this system may be contrasted with that of the railways of the city of Washington, two-thirds of whose trackage is of the underground conduit type, which are capitalized at $186,416 per mile. It must be noted, however, that the lighter traffic of the Washington railways permits a smaller investment per mile in equipment than is required for the denser traffic of the Interurban rail- way; and again, that the Interurban company has con- verted to electric traction a larger amount of cable trackage than ever existed in Washington. Other causes, already mentioned, which tend to increase the cost of construction of street railwaj^s in the greatest cities, apply with special force to New York. Several cities, however, in which only overhead trol- ley construction prevails, report a very high ratio of net capitalization to trackage. The l'ailways in the great urban center in northern New Jersey are capitalized at $220,383 per mile; those of St. Louis, at $198,647; those of Pittsburg, at $185,170; those of Baltimore, at$182,009 ; and those of Philadelphia, at $165, 0S5. These figures contrast strikingly with the capitalization of the rail- ways of Boston and the adjoining municipalities, which amounts to only $97,353 per mile of track. The capi- talization of the Boston lines is indeed less in propor- tion to the trackage than that of railways in most smaller cities of more than 100,000 population. This urban center is fifth in point of size in the United States, and its leading railway system is quite equal in its physical characteristics to that in any of the other cities just named; moreover, the system includes 16 miles of ele- vated track. It carries more passenger's per mile of track than the railways in any of the other five centers 1165—05 5 mentioned except Philadelphia. The trackage is almost altogether located within strictly urban areas. There has perhaps, however, been less reconstruction and waste of capital in Boston than in some of the other leading cities, especially in New York. Notwithstanding the fact that there is a considerable amount of costty cable trackage in Chicago, the ratio of the net capitalization of surface street railways in that city to their trackage is less than that of most cities of more than 200,000 population, amounting to §109,537 per mile of track. The most extensive surface system in Chicago, however, the Union Traction Company, has net capital liabilities, including that of lessor lines, of $268,577 per mile. The comparatively low average for the city is partly accounted for by the fact that the Chi- cago City Railway Company, with 222.5 miles of track, has kept its capitalization at the relatively conservative figure of $18,000,000, or $80,899 per mile. Moreover, there are several Chicago companies which operate in the thinly settled parts of the city and its suburbs, where the cost of construction is much less than in the heart of the city. The amount of net capital liabilities per mile of track in most of the cities of from 100,000 to 500,000 popula- tion is between $100,000 and $150,000. The only cities of this size which show a capitalization of less than $100,000 per mile are Buffalo, N. Y. ; Denver, Colo.; Los Angeles and Oakland, Cal., the companies in all of which cities operate a large amount of interurban and suburban trackage; and also Louisville, Ky.; Omaha, Nebr. ; Memphis, Tenn. ; Providence, R. I. ; and Roch- ester, N. Y. The lowest ratio of net capitalization to trackage is reported for Memphis, but the railways of that city were in the hands of a receiver at the time of the census investigation and part of their securities had been wiped out of existence. The street railways of San Francisco, Cal, which have about one-third of their trackage operated by cable, are capitalized at $140,985 per mile of track. OHAPTEE V. FINANCIAL OPERATIONS. Of the 817 operating street and interurban railway companies 18 failed to furnish information regarding their financial transactions. These 18 companies oper- ated 378.9 miles of track, about 1.7 per cent of the total mileage. The names of these companies are shown be- low, together with their mileage and the number of pas- sengers carried by them. Companies that failed to report data regarding financial transactions. STATE. Name of company. Miles of single track. Fare pas- sengers. Total 378. 90 44,280,436 Phoenix Railway Company Boulder Railway and Utility Company New York, New Haven and Hartford Rail- road Company, New Canaan Branch. New York, New Haven and Hartford Rail- road Company, Berlin system. South Chicago City Railway Company Galesburg Electric Motor and Power Com- pany. Hammond, Whiting and East Chicago Company. Kansas City-Leaven worth Electric Rail- way Company. Ne w York, New Haven and Hartford Rail- road Company, Nantasket Branch. "West Jersey and Seashore Railroad Com- pany. Wellston and Jackson Belt Railway Com- pany. New York, New Haven and Hartford Rail- road Company, Providence, Warren and Bristol Branch. Rapid Citv Street Railway Company South Side Railway and Development Company. Arizona Colorado Connecticut... Connecticut... Illinois Illinois Indiana ---. Kansas Massachusetts. New Jersey — 12.00 . 4.08 8.63 25.89 38.42 17.00 24.90 39.00 39.33 19.03 10.50 31.50 2.00 12.85 12.21 18.75 25.21 37.60 750, 000 0) 204,900 1,645,008 4, 532, 047 1, 750, 000 1, 956, 616 C 1 ) 1,039,810 5,206,304 928, 925 Rhode Island.. South Dakota . Virginia Virginia Virginia Virginia Virginia 4,520,894 1,248,059 f 1 ) 6, 795, 946 Richmond Passenger and PowerCompany. Virginia Passenger and Power Company.. 9,517,614 4, 184, 313 a Not reported. In the case of the four branches of the New York, New Haven and Hartford Railroad and the branch of the West Jersey and Seashore Railroad (Pennsylvania, system) which are operated by electricity, as well as in the case of the Wellston and Jackson Belt Railway, which is controlled by the Hocking Valley Railroad Company, it was impossible to distinguish the financial operations from those of the controlling steam lines with any clearness. The five Virginia companies, three of which were taken over by the Virginia Passenger and Power Company during the census (54) year, were unable to furnish data on account of recent changes in ownership. In considering the financial statistics it is essential to distinguish between operating and lessor companies. A complete view of the results requires separate ac- counts for these classes of companies, together with combined accounts for the two classes jointly. Finan- cial statistics for 158 of the 170 lessor companies were obtained directly from the lessor companies or from the operating companies controlling them, or from other sources. The statistics for a considerable num- ber of the lessor companies were computed from the rentals reported as paid by the operating companies, and from information obtained from street railway journals and similar sources. These figures are in a few instances approximate only. The inquiries in the census schedule regarding the financial transactions of operating companies followed closely the standard form of accounting prescribed by the Street Railway Accountants' Association of Amer- ica. The majority of the railway companies, including nearly all the more important ones, now keep their accounts in accordance with these forms. In those cases in which companies did not follow the standard form, the agents of the Bureau of the Census, in confer- ence with the officials of the respective companies, rearranged the items of receipts and expenditures and the balance sheet entries, as shown by the books of the companies, in such a way as to conform to the require- ments of the schedule. The financial statistics in gen- eral represent, therefore, precise bookkeeping records and are in no sense estimates. I. GENERAL INCOME ACCOUNT. Condensed income account for operating companies, classified according to power. — Table 25 gives a con- densed income account for all operating street and interurban railway companies in the United States, and also for the several classes of such railways, as based upon power used. FINANCIAL OPERATIONS. 55 Table 25 — CONDENSED INCOME ACCOUNT FOR OPERATING COMPANIES, CLASSIFIED ACCORDING TO POWER: 1902. 1 Number of companies Gross income Operating earnings Operating expenses Net earnings Income from other sources Gross income less operating expenses Deductions from income, total Taxes Interest, total On funded debt On other debt Rental of leased lines Miscellaneous deductions Net income Dividends Surplus Total. 799 $250, 504, 627 247, 553, 999 1 12, 312, 597 105,241,102 2, 9. 7 0,628 108, 192, 030 77,595,053 13, 078, 899 38,085,911 35, 223, 284 2,862,627 25, 518, 225 912,018 30, 596, 977 15,882,110 14,714,867 ELECTRIC, SURFACE. Without commercial lighting. 556 $206,261,288 204, 076, 037 118,236,568 85, 839, 469 2, 185, 251 88,024,720 65,775,778 10,831,931 29,084,550 26, 669, 877 2, 414, 673 25,371,536 487,761 22, 248, 942 12, 193, 247 10, 055, 695 With com- mercial light' 112 $22, 418, 065 22, 088, 656 12,834,941 9, 253, 715 329, 409 9, 583, 124 6, 007, 847 733, 575 4,849,800 4,619,145 230, 655 47,413 377, 059 3, 575, 277 813,091 2,762,186 Part time. 57 $2,475,365 2, 476, 365 1,439,174 1,036,191 1,036,191 560, 012 50, 739 508, 070 435, 975 72, 095 583 6i0 476, 179 46, 500 429, 679 Animal. 52 $1, 477, 294 1,475,901 1,077,736 398, 165 1,393 399, 558 362,018 71,303 227,589 164, 947 62, 642 63, 101 25 37, 540 68, 877 2 31,337 Steam and electric ele- vated. $16, 831, 892 16, 397, 867 8, 151, 926 8, 245, 941 434,025 8, 679, 966 4,720,135 1,343,547 3,294,543 3,227,427 67, 116 35, 592 46, 453 3, 959, 831 2, 594, 195 1,365,636 Cable, sur- face, and inclined planes. 14 81,024,873 1,024,323 552, 812 471, 511 550 472, 061 162, 104 47,245 114, 759 105,913 8,846 100 309,957 166, 200 143, 757 Steam, surface. $16,850 15, 860 19,440 2 3,590 2 3,590 7,159 559 6,600 ,600 210,749 1 Exclusive of reports for 18 companies which failed to furnish this information. It will be understood by anyone acquainted with book- keeping methods that an income account does not pur- port to show the actual cash receipts and disbursements during the 3 r ear. It presents instead the receipts and expenditures properly assignable to the year's opera- tions. Thus the items of taxes, interest, and rentals represent the amount of sucli obligations accrued dur- ing the year, whether wholly paid within that time or not. Similarly the item of dividends represents divi- dends declared during the year, no matter when paid. Money spent on capital account, moneys borrowed and repaid, and all bookkeeping duplications or transfeis are omitted. Op 3, 875, 007 1,975 1, 967, 540 230 19, 300 51, 995 31, 892 22, 140 1,064 6,630 1,574 28,574 ] , 586, 217 5, 719, 589 1, 066, 636 ,902,431 720 7,335 12, 487 1,891 1,715 71, 778 983 12,504 333, 213 975 3,310 109 10, 401 284,907 1,000 26, 410 1 Exclusive of reports for 18 companies which failed to furnish this information. 2 Includes states and territories having less than 3 companies, in order that the operations of individual companies may not be disclosed These «,„«,„:«, are distributed as follows: Arizona, 1; District of Columbia, 2 (8 reports); Idaho, 1; New Mexico, 1. uuwuMsa. inese companies FINANCIAL OPERATIONS. 65 The income account of nonoperating lessor companies, I account for operating and lessor companies considered by states is shown in Table 39, and the combined income | as one system, by states, in Table 40. Table 39.— INCOME ACCOUNT FOR NONOPERATING LESSOR COMPANIES, BY STATES: 1902. 1 Num- ber of com- pa- nies. INCOME. EXPENDITURES. Net in- come of compa- nies re- porting net in- come. Deficit of com- panies report- ing deficit. Net in- come for state. Divi- dends. Total. Rental. Miscel- lane- ous. Aggre- gate. Taxes. - Interest. Mainte- nance of organi- zation, and mis- cellane- ous. STATE. Total. On funded debt. On floating debt and real estate mort- gages. Sur- plus. United States. 168 826,138,899 $26,116,8S4 $22, 015 $8,779,294 8287,486 IS, 052 $8,376,559 43, 704 1, 323, 507 695, 67S 37, 125 1,160,560 1,908,060 55, 425 1,497,969 1,654,531 S8.355.677 820,882 8115, 299 S17.359.S37 $232 $17,359,605 $17,157,061 $202, 544 Connecticut •1 S IS 6 4 •23 4 Sli 5 113,546 3, 76S, 762 1, ilSC, 774 SO, 875 1,586,217 6, 703, 608 1,059,814 9, 60S, 918 2,240,385 113,546 3, 758, 762 1,986,774 80, S75 1,586,217 5, 697, 399 1,059,814 9, 593, 112 2,240,385 6, 209 15, SOU 77,363 1,323.507 705, 967 37,125 1,165,747 1, 937, S01 55, 425 1,821,203 1,655,156 36, 500 1,323,507 682, 427 37,125 1,160,560 1,908,060 55, 425 1,497,542 1,654,531 7, 204 15, 607 36,183 2, 435, 255 1,280,989 43, 750 420, 470 3, 765, 807 1,004,389 7,787,765 585, 229 182 50 36, 183 2,435,255 1,280,807 43, 750 420, 470 3,765,807 1,004,389 7, 787,715 5S5, 229 44, 000 2, 435, 255 1,272,395 2 7,817 Massachusetts . . S45 13, 251 9,444 8,412 43, 750 5,is7 29,741 369, 220 3, 747, 209 988, 956 7, 529, 069 770, 957 51,250 18,598 15,433 Pennsylvania .. Another states 3 268, 404 135 427 54,830 490 258, 646 -'185, 728 1 Exclusive of reports for 12 companies which failed to furnish this information. 2 Deficit. 3 Includes states having less than 3 companies, in order that the operations of individual companies may not be disclosed. These companies are distributed as follows: Colorado, 1; Maine, 1; Maryland. 2: Missouri, 1. Table iO.— CONDENSED INCOME ACCOUNT FOR OPERATING AND LESSOR COMPANIES COMBINED, BY STATES: 1902. 1 Connecticut Illinois Massachusetts... New Hampshire- New Jersey New Vork Ohio Pennsylvania ... All other states 3 . Num- ber of com- pa- nies. Operat- ing earn- Operat- ing ex- penses. Net earn- ings from opera- tion. 2.) $4, 56 2-1. 119 66 IS I 0S9 $2 965 14 570 16 131 477 4, 606 33, 693 9, 211 15, 641il0, 773, 60S SI, 103,211 403, 667 47S.849 324, 112 677, 724 132,480 624, S13 812, 560 610, 481 061, 754 , 213, 903 125, 2S2 , 813, 36c ., 637, 8Si , 455, 21;: , 694, 398 , 547, 0S1 Income from all other sources. S71, 864, 15, Gross in come less operating expenses DEDt'CTIONS FROM INCOME (TAXES AND FIXED CHARGES). Aggre- gate. Taxes. 6S6 SI, 582, 167 SI, 097, 636 292 10,926,046 5,901,691, S40 7,229,743 3,S47,046 125. 282 92, 337 446 3,852,811 3,205,270 3S3 27,210,265 15, 771, 167 158 7,467,371, 8, 126, 655 322 14, 74S, 720 5, 787, 10S 006 S, 620. 087 7,479,926 l $261,445 1.488,350 1,610,341 431 1 912 3, 42S, 461 601, 14'J 1,844,880 1,157,008 Interest. SS01 , 284] 4.361.337 2, 219, 926 S4.515 2, 733, 971 12, 241, 187 2, 613, 009 3, 554, 135 6, 319, 139 On funded debt. On other debt. Miscel- lane- ous. S76S.60S S32.676 S34,90' 4,110,070 251,267 51,995 Net in- come. Divi- dends. Surplus. 1,753,669 76, 675 2, 636, 943 11,436,803 2, 350, 69: 3. 368, 0S2 5, 941, 435 466, 257 1 16,779 7.S40' 97, 02S 39, 3S7 S04.384 101.519 162, 316 12, 504 186,053 3SS.093 377. 704 3. 779 S4S4,531' $275,06: 5,024,355 4,745,965 3, 382, 697 3, 1S2, 455, 32, 945 8. 250, 647, 5411 447, 640 ll,439,09s!6,SSO,864 4,340,716 2,633,554 S.961,612S,150,8S0 1.140,1611.336,123 $209, 469 27S, 390 200, 242 24,695 199,901 4,558,234 1, 707, 162 810, 732 3 195, 962 'Exclusive of reports for 12 lessor companies which failed to furnish this information. s Includes states having less than 3 lessor companies, in order, that the operations of individual companies may not he disclosed, distributed as follows: Colorado, 1; Maine, 1; Maryland, 2; Missouri, 1. a Deficit. The companies are Wide differences appear. among the states in the pro- portions which the various items of the income account bear to one another. From Table 37 it will be seen that the operating earn- ings of the companies in the state of New York — 1(59,315,606— constitute no less than 24 per cent of the total for the United States, which amounts to £247, 553, WO. The operating earnings of the companies in Pennsylvania are somewhat more than one-half as great as those of the New York companies. Illinois is third, with about one-tenth of the street railway earn- ings of the country, while Massachusetts, which shows a remarkable development of interurban traffic, follows close after Illinois. Of the total net earnings from operation— $105,241. 402— New York companies show $25,637,882, or 24.4 per cent. The fact that the street railway companies of New York and Illinois together have more than live-sixths of the "income from other sources" than operation is explained by the large extent to which companies in Chicago and New York city hold the securities of other companies. Ta.vtn in the several states. — The statistics for states showing the proportion which the contributions of street railway companies to the public treasury bear to their gross income and to their income less operating expenses throw some, though on the whole but little, light upon the policy prevailing under state laws and local ordinances concerning the taxation of this busi- ness and the requirement of compensation for special privileges. Quite as important a cause of the wide variations that appear among the states in this respect is found in the differences in the expense of government and in the general rate and methods of taxation in the communities where the railways are located. The pro- 6G STREET AND ELECTRIC RAILWAYS. portion of taxes to gross income, and even to gross income less operating expenses, is in general lowest in those states where the greatest proportion of railwa}'s are in small towns; notably in various states of the West and South, which are lacking in large urban com- munities. In a number of these states the taxes paid were less than 2. 5 per cent of the gross income of the companies. Table 41 shows the ratio of taxes to gross income, and to income less operating expenses, in the more important states. It will be seen that Michigan, Ohio, and Indiana are the only states in the table in which the taxes were less than 5 per cent of the gross income. The lower ratio of taxes in these states is probably due in part to the large proportion of interurban railways, the taxation upon which is as yet less heavy than that upon street railways in cities. Table 41. — Percentage of taxes to income, for street and interurban railways, in selected states: 1902. PERCENTAGE TAXES TO- OF STATE. Gross in- come. Gross in- come less operating expenses. 5.0 6.0 5.9 4.9 6.1 6.9 8.2 6.8 3.5 6.0 5.3 5.6 3.6 6.1 6.1 10.8 16 5 13.6 11.6 12 9 17.4 15.6 22.3 8.0 13.9 11.2 12.6 8.1 12.5 14.4 Payments to public authorities are heavier in Mary- land than in any other state, being 8.2 per cent of gross income and 1-5.6 per cent of gross income less operating expenses. This fact is clue to the policy of the city of Baltimore in requiring a large franchise payment annually from her railways. Louisiana and Massa- chusetts come next with taxes amounting to nearly 7 per cent of gross income. The high proportion in Massachusetts is not attributable to the requirement of special franchise payments to local governments, but rather to the methods of assessing corporate property in general in that commonwealth, and to the commuta- tion of the ordinary requirements regarding mainte- nance and care of the street surface into cash payments to the local authorities. In Chapter IX will be found agdigest of information regarding the special payments for franchise privileges required from street railways in various cities and towns. Rentals of leased lives, by states.— The widest differ- ence appears among the states as regards the amount of rental paid for leased lines. In only 12 states are there anj r lessor companies. The rentals paid in 3 states alone, Pennsylvania, Illinois, and New York, amount to about three-fourths of the total rentals for the United States. The rentals paid by operating com- panies in Pennsylvania amount to no less than $8,902,431, or 29 per cent of the gross income of the companies. The rentals paid in Penns3dvania are equal to nearly three times the amount paid by all the operating companies of that state as interest and dividends on their own securities. In Philadelphia almost all the railway trackage has come under the control of a single operating company, which itself owns no track, but which holds and operates the system under a complicated series of leases and sub- leases. Five-sixths of the entire net operating earning* of this company go to pay the rentals on the bonds and stocks of its 38 lessor companies. A similar con- dition of affairs exists in Pittsburg. A large propor- tion of the surface railway trackage of New York city is likewise controlled under lease, and the rentals paid by operating companies in the state as a whole are equal to nearly one-tenth of their gross income. In Illinois rentals are equal to 15 per cent of the gross income of the railway companies. The Union Traction- Companj^ of Chicago, the most important company in that city, holds its trackage altogether under lease. The most important railway system of St. Louis i& likewise leased by one company to another, and the rental of leased lines in Missouri is equal to more than one-fifth of the gross income of the street railway com- panies of the state. Detailed comment on the figures of interest, net in- come, dividends, and surplus in the several states would be superfluous. Attention may^ however, be called again to the fact that profits in the street railway busi- ness do not by any means necessarily depend upon a high proportionate net income. Thus the street rail- way business in a state in which the proportion of net income is relatively small may yet be highly profitable business, even as disclosed in the income account. Payments to capital in the form of interest and rentals, which are deducted when computing net income, are quite as real a return as those which take the form of dividends. The combined income account for operat- ing and lessor companies, Table 40, gives a very differ- ent view of the profitableness of street railway operation in some of the states from that which appears in the income account of operating railways alone. II. ANALYSIS OF OPERATING EARNINGS. Operating earnings of companies, classified according to power. — Table 42 shows, for all companies and for the various groups distinguished according to the char- acter of power used, the amount of operating earnings from the different sources. FINANCIAL OPERATIONS. Table 42.— OPERATING EARNINGS OF COMPANIES, CLASSIFIED ACCORDING TO POWER: 1902. 1 67 Total. ELECTRIC, SURFACE. Animal. Steam and electric elevated. Cable, sur- face, and inclined planes. Without commercial lighting. With commercial lighting. Part time. Steam, surface. Number of companies 799 $247, 553, 999 233, 821, 548 303, 608 1,038,097 432, 080 401, 672 7, 703, 574 3,853,420 556 $204, 076, 037 197, 989, 040 261,588 780, 444 390, 256 377, 439 1, 196, 025 3,081,245 112 $22, 088, 656 15, 084, 584 38, 949 182, 076 20, 623 17, 560 6,445,542 299,322 57 $2,475,365 2,344,571 3,005 21, 788 2,081 5,419 62, 007 36,494 52 $1,475,901 1,449,228 66 10, 242 1,005 280 5 $16, 397, 867 16,001,1X6 14 $1,024,323 945, 160 3 $15, 850 7,779 35,854 17 824 7,693 17, 948 150 150 From sale of electric current for light and From miscellaneous sources 15, 080 378, 733 42, 468 78 1 Exclusive of reports for 18 companies which failed to furnish this information. Table 43 shows the percentage which each item bears to the total earnings of the group. Table 43.— PERCENTAGE DISTRIBUTION, BY SOURCES, OF OPERATING EARNINGS OF COMPANIES, CLASSIFIED ACCORDING TO POWER: 1902. Operating earnings From passengers From chartered cars From freight From mail From express From sale of electric current for light and power From miscellaneous sources Total. 100.0 94.4 0.1 0.4 0.2 0.2 3.1 1.6 ELECTRIC, SURFACE. Without commer- cial lighting. 100.0 97.0 0.1 0.4 0.2 0.2 0.0 1.5 With com- mercial lighting. 100.0 68.3 0.2 0.8 0.1 0.1 29.2 1.3 100.0 94.7 0.1 0.9 0.1 0.2 2.5 1.5 Animal. 100.0 98.2 t 1 ) 0.7 0.1 (') 1.0 Steam and electric elevated. 100.0 97.6 Cable, sur- face, and inclined planes. P) 3.5 I 0.1 'i"i' Steam, surface. 100.0 49.1 48.6 0.9 0.9 0.5 1 Less than one-tenth of 1 per cent. It will be seen that including the small amount from chartered cars 94.5 per cent of the earnings of all companies were derived from passenger traffic. Of the other sources of earnings the sale of electric cur- rent for light and power was the most important. Of the receipts from this last source 83.7 per cent were earned by that group of electric railways which operate fairly distinct and important light and power plants in addition to their railway business. They derived 29.2 per cent of their operating earnings from the sale of light and power. It is scarcely possible to draw a sharp distinction between companies which operate commercial lighting plants and those which do not. The small sales of current reported by companies which are not regarded by the Bureau of the Census as operating separate light and power plants are, in considerable measure, made to other railway companies or to electric light companies, which take the current directly at the dynamo and distribute it. Railway companies differ to some extent in regard to the distinction which they make between freight and express business, and the amounts of these items, there- fore, can not be considered as based upon exact defini- tions. Elevated railways reported only a small amount of income from mail service and none from freight and express. The freight earnings of the group of cable railways are confined to the inclined plane roads, which derive about one-sixth of their revenue from this source. The item of miscellaneous earnings covers receipts from a considerable variety of sources. In the case of some companies it includes a certain amount of revenue which, strictly speaking, should be treated as miscel- laneous income rather than as earnings, since it is derived from sources not directly connected with the railway or* with the accompanying light and power business, but which was not distinguished in the re- turns from earnings proper. The most important source of miscellaneous earnings was street car adver- tising, and, particularly in the case of elevated rail- ways, advertising in stations. This revenue belongs properly enough to earnings. Some companies derive a small amount of earnings from parks and other pleas- ure resorts which they operate. In the majority of instances, however, these establishments are run at a loss, so far as their direct operations are concerned, the company making its profit from the increase in traffic. The sums received by certain railway companies for permitting the cars of other companies to run over their tracks are likewise properly included under the head of miscellaneous earnings. Ojwrating earnings of eomjxtnie,% classified according to population. — Tables -i-4 and -±5 show the amount and percentage distribution of the various items of operat- ing earnings of all street and inter urban railway com- panies, classified according to the population of the urban centers served, with the further distinction of the two classes of interurban railwavs. 68 STREET AND ELECTRIC RAILWAYS. Table 44.— OPERATING EARNINGS, BY SOURCES, OF COMPANIES, CLASSIFIED ACCORDING TO POPULATION: 1902. 1 Number of companies Operating earnings From passengers From chartered cars , From freight From mail From express From sale of electric current for light and power From miscellaneous sources URBAN CENTERS, POPULATION. Total. 500,000 and over. 799 3247,553,999 233,821,548 303, 608 1,038,097 432,080 401,672 7,703,574 3, S53, 420 8120,837, 118, 195, 70, 34. 217, 53, 425 1,839 100,000 but under 500,000. 47 Sol, 008, 983 49,014,651 65, 305 141,574 76, 081 7,191 1,011,031 693, 150 25,000 but under 100,000. $22,723,795 19, 928, 711 23, 656 158, 499 23, 251 4,946 2,236,787 352, 945 Under 25,000. $11 312 879, 327 241,431 12,239 81,323 18, 335 12, 023 2, 259, 694 254, 282 INTERURBAN RAILWAYS. Fast, long. 53 $10,161,736 8,994,849 37, 987 300, 685 29, 126 171, 111 397, 217 230, 761 Other. 28 : 239 938, 151 446, 120 93, 435 321,680 67, 510 153, 208 372, 920 483, 278 1 Exclusive of reports for 18 companies which failed to furnish this information. Table 45.— PERCENTAGE DISTRIBUTION, BY SOURCES, OF OPERATING EARNINGS OF COMPANIES, CLASSIFIED ACCORDING TO POPULATION: 1902. Operating earnings From passengers From chartered cars From freight From mail From express From sale of electric current for light and power From miscellaneous sources Total. 100.0 94.4 0.1 0.4 0.2 0.2 3.1 1.6 URBAN CENTERS, POPULATION. 500,000 and over. 100.0 97.8 0.1 0) 0.2 0)' 0.4 1.5 100,000 but under 500,000. 100.0 96.1 0.1 0.3 0.1 2.0 1.4 25,000 but under 100,000. 100.0 87.7 0.1 0.7 0.1 0) 9.8 1.6 Under 25,000. 100.0 77.8 0.1 0.7 0.2 0.1 19.0 2.1 INTERURBAN RAIL- WAYS. Fast, long. 100.0 88.5 0.4 2.9 0.3 1.7 3.9 2.3 Other, 100.0 92.0 0.3 1.0 0.2 0.5 4.4 1.6 1 Less than one-tenth of 1 per cent. The corresponding statistics for full-time electric surface railways not furnishing commercial lighting are presented in Tables 46 and 47. Table 46.— OPERATING EARNINGS, BY SOURCES, OF FULL-TIME ELECTRIC SURFACE RAILWAY COMPANIES, WITHOUT COMMERCIAL LIGHTING, CLASSIFIED ACCORDING TO POPULATION: 1902. 1 Total. URBAN CENTERS, POPULATION. INTERURBAN RAILWAY'S. 500,000 and over. 100,000 but under 500,000. 25,000 but under 100,000. Under 25,000. Fast, long. Other. 556 $204, 076, 037 197, 989, 040 261,588 780, 444 390, 256 377, 439 1,196,025 3,081,245 47 $102, 896, 131 100, 708, 508 70, 986 10, 904 199, 829 52, 369 425, 925 1,427,610 1 38 $45, 589, 368 44,544,520 57,210 128, 234 72, 981 7,191 148,374 630,858 66 $15,356,895 14,801,254 13,466 88, 172 17, 841 3,584 151,407 281, 171 165 $6,377,469 6, 034, 681 7,571 36, 192 14, 172 10, 006 138,156 136,691 40 $7,640,642 6, 968, 044 34, 044 241,082 25, 303 160, 604 17, 173 194, 392 200 $26,215,532 24,932,033 78, 311 275,860 60, 130 143, 685 314,990 410, 523 N 1 Exclusive of reports for 16 companies which failed to furnish this information Table 47.— PERCENTAGE DISTRIBUTION, BY SOURCES, OF OPERATING EARNINGS OF FULL-TIME ELECTRIC SURFACE RAILWAY COMPANIES, WITHOUT COMMERCIAL LIGHTING, TION: 1902. CLASSIFIED ACCORDING TO POPULA- Operatihg earnings From passengers From chartered cars From freight, mail, and express From sale of electric current for light and power From miscellaneous sources Total. 100.0 97.0 0.1 0.8 o. r, 1.5 URBAN CENTERS, POPULATION. 500, 000 and over. 100.0 97.9 0.1 0.2 0.4 1.4 100, 000 but under 500, 000. 100.0 97.7 0.1 0.5 0.3 1.4 25, 000 but under 100, 000. 100.0 96.4 0.1 0.7 1.0 1.8 Under 25, 000. 100.0 94.6 0.1 1.0 2.2 2.1 INTERURBAN RAILWAYS. Fast, long. ioo.o 91.2 0.4 5.6 0.2 2. t; Other. 100.0 95.1 0.3 1.8 1.2 1.6 FINANCIAL OPERATIONS. 69 The proportion which passenger earnings bear to the total earnings depends primarily on the amount of in- come from light and power, and it is therefore quite different, in some of the population groups, when elec- tric surface companies without lighting plants are con- sidered alone, from that which appears for all classes of companies combined, including those selling light and power in a commercial way. For all companies the proportion of passenger earnings to total earnings is greatest in the centers of more than 500,000 population, and, decreasing with population, becomes smallest in those of less than 25,000 inhabitants. The receipts from chartered cars in all classes of urban centers are exceedingly small. The item of earnings from chartered cars is of somewhat greater significance on interurban railways, constituting four- tenths of 1 per cent of the total earnings of fast, long interurban railways and three-tenths of 1 per cent of the earnings of other interurban lines. It is not un- common for pleasure parties to avail themselves of the convenience and comfort of chartered interurban cars for long journeys into the countiy or for visits to neigh- boring towns and cities. The earnings of urban street railways from freight, mail, and express service are insignificant as compared with their passenger earnings. The distinction between freight and express traffic as made by street and elec- tric railways is not a very precise one, and these two items in the tables should therefore be considered jointly. The earnings from these two sources are relatively greater in small cities than in the larger cities. The freight and express business of the interurban rail- ways of both classes is much more important than that of urban railways. The total revenue of fast, long interurbam railways from freight, mail, and express traffic amounted to $500,922, or 4. 9 per cent of the gross earnings of all interurban companies of this class. There are striking differences among the various urban groups in regard to the proportion of earnings derived from the sale of electric light and power. If companies of all classes, including those furnishing commercial lighting, be considered together, it will be found that whereas only two-fifths of 1 per cent of the earnings of companies in urban centers of more than 500,000 inhabitants were derived from light and power, the corresponding proportion in cities under 25,000 inhabitants was 19 per cent. For reasons elsewhere sug- gested (page 13) it is much more common to find rail- way business combined with light and power business in small and medium-sized cities than in large ones. Several interurban railway companies of both classes also operated lighting plants and derived a considerable amount of earnings from them. When attention is confined to those electric surface railway companies which are not regarded by the Bureau of the Census as doing a commercial lighting business, it appears that the earnings from the incidental sale of electric current were also greater among companies in urban centers of less than 100,000 inhabitants than among companies in the larger cities. The various population groups do not show a wide divergence as . regards the proportion which the earn- ings of railway companies from miscellaneous sources bear to the total earnings. On the face of the returns the proportion of receipts from such sources was dis- tinctly greater in urban centers of less than 25,000 in- habitants than in the larger centers. This is probably attributable, at least in part, to the failure of compa- nies in these towns to distinguish strictly between mis- cellaneous earnings, which are properly assignable to street railway operation, and miscellaneous income, which is derived from property entirely distinct from the street railway business. The miscellaneous receipts are made up of such a wide variety of items that it is impossible, in the absence of the exact figures for each item, to derive any significant comparisons from the totals for groups. One would, perhaps, expect the re- ceipts from advertising to be comparatively larger in great cities than in those of smaller population, and this opinion seems to be confirmed by such incomplete data regarding the earnings from advertising as appear in the original schedules. Operating earnings, by states. — Table 48 presents the sources of operating earnings, by states and territories. The proportions of the earnings from different sources in a given state depend in considerable measure upon the size of the cities in which its street railway compa- nies operate and upon the presence or absence of interurban railways. Thus the earnings from freight, mail, and express service combined are relatively much larger in Ohio and Michigan than elsewhere, because the interurban railways in those states have developed this class of traffic to a considerable degree. The com- panies of Maryland derived a greater proportion of their revenue from carrying mail than the companies of any other state, although this item was also consider- able in Illinois, Missouri, and Massachusetts. Receipts from the sale of electric current for light and power constituted a larger proportion of total earnings in sev- eral of the Southern and Western states, where the total business of the companies is comparatively small, than in the leading Northern states. A considerable income was, however, derived from the sale of light and power by the street and interurban railways of Connecticut, Ohio, Illinois, Iowa, and Wisconsin. 1165—05- 70 STREET AND ELECTRIC RAILWAYS. Table 4 S.— ANALYSIS OF GROSS EARNINGS FROM OPERATION, BY STATES AND TERRITORIES: 1902. 1 STATE OR TERRITORY. United States . Alabama Arkansas California Colorado Connecticut Delaware . Florida . . . Georgia . . . Illinois Indiana... Iowa Kansas Kentucky. Louisiana . Maine Maryland Massachusetts . Michigan Minnesota Mississippi Missouri Montana Nebraska New Hampshire . New Jersey New York North Carolina. Ohio Oregon Pennsylvania . . Rhode Island . . South Carolina. Tennessee Texas Utah "Vermont . Virginia . Washington West Virginia Wisconsin All other states and territories 2 . Hawaii and Porto Rico Number of com- panies. Total. 8247, 553, 999 1, 497, 351 371, 560 9,967,288 2,227,286 4,284,089 500,412 529, 743 2, 375, 224 24,164,965 3, 813, 076 2, 384, 421 370, 481 2, 932, 901 2, 910, 244 1,542,508 4, 898, 627 23, 617, 570 6, 494, 691 3, 727, 648 258, 654 10,691,220 492, 023 1, 148, 994 604, 131 8, 137, 477 59, 315, 606 437, 259 16, 587, 693 1,042,895 30, 319, 211 2,964,260 597, 577 1,866,835 1, 547, 846 561,328 249, 228 1,553,478 2, 642, 906 1,102,171 3, 902, 059 3,021,063 515, 913 10, 422, 536 382, 452 1, 107, 494 579, 546 7, 989, 544 57, 347, 930 247, 812 15, 293, 916 969,231 29, 537, 284 2,874,255 401, 553 1,759,680 1, 501, 188 647, 875 216,013 1, 103, 732 1, 813, 156 958, 805 3, 155, 168 2,876,433 485, 258 5,652 21, 585 63, 418 75 37, 450 507 24,407 1,963 61 2,250 1,197 2,036 3,233 100 11,489 9,429 mil 7,379 50, 544 1,182 5,364 197,324 8,367 211, 842 17, 287 35, 663 43, 835 16, 579 1,239 3,000 23,351 12, 791 63, 501 6,160 41, 071 365 2,698 4,050 4,822 65, 077 35, 171 2,904 61,377 1,769 1,504 4,836 555 800 2,201 1,617 755 765 .,796 ,392 34 120 96 64, 213 1,500 57, 679 163 28,477 536 719 1,768 172, 036 43,284 35, 073 10, 625 15, 459 471, 509 163, 657 602, 619 33, 522 138, 602 25, 687 171, 562 86, 901 20, 859 1,571 387, 031 641, 800 126, 117 690,284 52,485 26,454 38,154 15,344 2,685 8,608 100, 607 1, 116, 135 15,848 349, 016 19,281 493, 501 16, 215 6,318 14, 111 19, 275 9,885 5,895 45,903 19,333 10,234 43, 771 72,953 3,875 1 Exclusive of reports for 18 companies which failed to furnish this information. 2 Includes states and territories having less than 3 companies, in order that the operations of individual companies may not be disclosed. These companies are distributed as follows: Arizona, 1; District of Columbia, 2 (8 reports); Idaho, 1: New Mexico, 1. III. ANALYSIS OF OPERATING EXPENSES. Detailed analysis, by states. — Table 49 presents for the United States and for each state an analysis of the operating expenses of street railways under six main divisions and thirty-nine subdivisions. The classifica- tion of expenses is that adopted by the American Street Eailway Accountants' Association. In the appendix to this report will be found a detailed list of the different items of expenditure which, according to the rules of that association, are to be included in each of the divi- sions and subdivisions. This classification applies less satisfactorily to animal power, elevated, and steam railways than to electric and cable railways, and less satisfactorily to electric railways having commercial lighting plants than to those without them. Neverthe- less, electric railway companies without commercial lighting plants do such a large proportion of the total business for all classes of companies that the totals of the table, which include all operating com- panies, may be regarded as showing in a fairly accu- rate manner the distribution of expenses of this class of companies. 72 STATE OR TERRITORY. United States . Alabama Arkansas California Colorado Connecticut. Delaware . Florida... Georgia . . . Illinois Indiana... Iowa Kansas Kentucky. Louisiana . Maine Maryland Massachusetts . Michigan Minnesota Mississippi Missouri Montana Nebraska New Hampshire . New Jersey New York North Carolina. Ohio Oregon Pennsylvania . . Rhode Island . . South Carolina. Tennessee Texas Utah Vermont . Virginia . Washington West Virginia Wisconsin All other states and territories 2 43 Hawaii and Porto Rico. STREET AND ELECTRIC RAILWAYS. Table 49.— ANALYSIS OF OPERATING Num- ber of com- panies. Aggregate. $142,312,597 878, 291 216,433 5,402,245 1, 300, 606 2, 773, 608 360, 590 339, 375 1, 232, 320 14, 103, 211 2, 219, 791 1, 460, 993 257, 248 1,560,270 1, 758, 989 1,127,660 2, 312, 323 16, 403, 667 3, 655, 328 1, 719, 687 192, 056 6, 071, 971 365, 073 655, 729 478,849 4, 324, 112 33,677,724 322,344 9, 132, 480 653, 912 15, 624, 813 1,892,477 398, 662 1, 079, 237 993, 600 356, 879 201,179 1, 009, 356 1, 576, 018 652, 862 1,995,024 1,575,605 MAINTENANCE. 330, 350 Ways and structures. Total. $12, 118, 296 71,473 18, 959 530, 602 187, 192 328, 495 11, 657 20, 708 50, 864 1, 052, 973 194, 751 159,559 24, 751 235, 169 162, 924 144, 860 120, 257 1,513,832 324,077 92, 707 16, 467 413,488 39, 107 121, 848 35, 199 270, 285 2,404,843 29, 097 787, 224 69, 923 1,553,534 282, 185 23, 956 96, 734 111, 110 54, 609 26, 183 94, 060 186,485 48, 946 137,461 69, 742 20, 799 Track and roadway. Electric, cable, etc. lines. $8, 158, 631 57,864 16, 214 292, 041 119, 560 239,290 7,036 15, 714 26, 726 697, 579 133,433 121,850 17, 406 170, 487 100, 511 96, 232 76, 886 991,972 224, 484 73, 745 10, 763 205, 575 33, 873 81,432 24, 990 184, 007 1,461,861 16, 805 572, 541 51, 680 1, 206, 082 220, 484 14, 089 71,996 84, 057 45, 578 20, 100 57, 431 143, 561 35, 151 93, 234 44, 311 15, 597 11,218 1,589 219, 005 60, 747 72, 957 4,317 3,689 19, 730 274, 732 49, 938 29, 989 6,108 47, 904 55, 444 21,287 36, 751 382, 098 75, 081 10, 268 5,175 180, 607 2,509 39, 274 7,798 592, 247 9,524 178, 817 12,007 263, 968 50, 907 4,894 15,984 20,890 7,249 3,254 25, 036 29, 097 10, 988 34, 692 17,825 2,126 Buildings and fix- tures. $1,000,483 2,391 1,156 19, 556 6,885 16, 248 304 1,305 4,408 80, 662 11, 380 7,720 1,237 16, 778 6,969 27, 341 6,620 139, 762 24, 512 8,694 529 27, 306 2,725 1,142 2,411 22, 690 350, 735 2,768 35, 866 6,236 83, 484 10, 794 4,973 8,754 6,163 1,782 2,829 11, 593 13, 827 2,807 9,535 7,606 Equipment. 3,076 Total. $16, 676, 532 114, 402 19,405 621, 653 128, 618 289, 765 26, 270 101,608 1,999,348 305. 976 156, 305 29, 231 145, 385 244, 121 157, 745 284, 097 1, 895, 793 424,800 221,043 14, 857 767, 517 28, 317 63, 765 48,540 576, 440 3,771,757 28, 215 863, 348 86, 486 2, 037, 248 214, 981 35, 435 126, 352 110, 395 41, LS7 20, 705 98, 804 135, 767 48, 669 165, 173 191, 929 27, 677 Steam plant. $1, 353, 789 Electric, cable, etc., plant. 4,828 3,432 49, 956 14, 412 16, 798 2,196 6,373 3,474 148, 157 38, 552 16, 421 1,838 15, 916 40, 409 6,203 12, 641 170, 050 24,409 5,932 2,013 82,497 328 4,760 842 81, 694 179, 600 3,219 77, 249 5,218 265, 447 27, 501 3,302 2,620 5,489 1,569 304 9,666 16, 979 3,889 35,111 12. 495 1, 556 6,604 5,845 249 86, 183 8,442 5,933 3,175 696 2,370 278, 072 22,490 8,137 2,919 3,713 22, 765 7,263 7,884 43, 656 31, 425 3,575 1,358 17, 121 212 8,041 188 22, 525 75, 690 1,772 31, 120 7,177 58, 374 11, 820 1,626 2,561 935 866 '10,280 12, 639 823 11,947 2,075 $7,659,428 330 60, 243 9,873 291,809 59, 333 125, 372 9,994 10, 595 42, 696 1, 021, 645 102, 543 62, 785 19, 905 84,647 101, 327 77, 336 129, 560 964, 128 165, 231 81,492 7,525 357, 791 14, 522 26, 685 21, 380 236, 151 1, 681, 432 14, 084 372, 540 42, 225 927, 969 93, 842 16, 083 71. 416 59,880 14,041 7,916 42, 950 59, 272 24. 417 60, 991 85, 802 13, 434 i Exclusive of reports for 18 companies which failed to furnish this information. 2 Includes states and territories having less than 3 companies, in order that the operations of individual companies may not be disclosed. These companies ar« distributed as follows: Arizona, 1; District of Columbia, 2 (8 reports); Idaho, 1; New Mexico, 1. FINANCIAL OPERATIONS. EXPENSES, BY STATES AND TERRITORIES: 1902. 1 73 maintenance— continued. TRANSPORTATION. Equipment — Continued. Operation of power plant. Operation of cars. Electric, cable, etc., equipment of cars. Miscel- laneous. Miscellane- ous shop expenses. Total. Wages. Fuel. Water. Lubricants and waste. Miscellane- ous supplies and expenses. Hired power. Total. Superin- tendence of transporta- tion. Wages of con- ductors. $5, 325, 125 8668, 875 $842, 711 J23, 062, 328 $4,599,487 $12,827,322 $634, 026 $500, 967 $629, 008 $3, 871, 518 $62, 454, 679 $2, 598, 935 $24,070,921 1 36, 762 3,436 3,288 114, 063 23,074 07, 084 4,140 3,233 1,479 14, 453 300, 598 20, 273 105, 877 2 5,290 105 456 55, 129 15,317 26,814 2,183 2,075 162 8,648 87, 830 2, 551 21,905 3 157, 048 21, 461 15, 196 878, 716 186, 522 428, 453 4,388 14, 152 20, 451 224, 750 2, 762, 258 73, 240 1,181,880 4 39, 552 1,875 6,004 240, 298 73, 144 136, 386 3,509 3,820 1,925 21,514 531, 548 16, 032 224,862 6 114,756 5,754 21,162 438, 707 102, 549 260, 027 8,000 9,855 8,211 50, 065 1,114,410 30, 914 442, 579 6 IS, 916 1,319 4,480 84,804 15, 384 61,600 1,627 3,297 310 2,686 134,871 1,680 60,080 7 7,804 200 602 65, 281 14, 798 41,571 47, 652 175 •1,505 1,151 102, 453 400, 180 6,286 9,451 39, 399 8 40,386 2,805 9,877 176, 835 113,619 8,086 7,628 3,784 2,147 158,480 9 388,439 59, 430 103, 605 2, 353, 311 476, 336 1,306,304 49, 239 37, 869 80,584 402, 979 5, 825, 552 89, 704 2,444,620' 10 115, 675 2,234 24, 482 363, 879 106, 523 223, 900 3,312 12, 100 7,441 10, 603 847, 307 27, 146 332, 116 11 47,020 8,581 13, 361 293, 226 74, 084 187, 345 4,432 8,362 5,436 13, 667 513, 727 13, 192 177, 629 12 3,022 585 962 44, 452 16, 790 46, 165 24, 986 100,244 591 1,569 516 102, 482 653,671 5,080 58, 187 27, 020 13 32, 570 1,492 7,047 184, 764 4,902 6,760 13, 547 13, 146 99, 084 14 66, 198 3,414 10, 008 295, 083 76, 026 172, 626 511 20, 607 23,313 2,000 831,936 10, 610 346, 139 15 56,429 1,960 8,554 200, 531 52, 744 84,798 27,501 4,347 6,278 24, 863 377, 503 18, 059 141,941 16 132, 124 73 1,815 461, 108 89,296 268, 550 9,847 5,303 2,203 85, 909 1,017,517 25,448 443, 261 17 672, 204 28,057 17, 698 2,573,845 469, 865 1, 522, 155 63, 347 47, 979 43, 435 427, 064 7,444,107 640, 791 2, 660, 947 18 168, 807 13,027 21, 901 660,257 175, 669 393, 744 1,527 20, 472 14, 073 54, 772 1,576,731 56, 533 592,063 19 125, 793 1,850 2,401 263, 689 48, 638 69, 792 2,023 2,541 7,005 133, 790 784,491 21,488 299, 127 20 3,111 661 189 61, 945 14,073 39, 643 2,441 2,659 1,511 1,618 40,765 1,395 15, 229 21 240, 660 10, 763 58, 695 970, 997 242, 381 643, 115 47, 332 26,959 7,560 3,650 2, 713, 951 80,849 1,109,345 22 11,349 710 1,196 58, 983 12, 053 19,282 1,363 797 1,098 24, 390 140, 188 600 57,842 23 24, 164 18, 572 115 122, 058 29, 639 21, 144 86, 296 3,690 2,533 264, 686 162, 911 1,875 119,273 67, 679 °<1 1,308 6,250 134,413 38, 348 1,349 1,611 1,584 70, 377 7,549 25 238, 141 19, 463 28,466 753,759 112, 188" 301, 284 17,312 14, 309 17,218 291, 448 1,907,598 56, 302 745, 342 26 1, 147, 418 381, 005 306, 612 6, 266, 237 659, 583 3, 012, 882 259, 145 85,333 263, 683 985,711 15, 420, 303 721, 152 5, 528, 938 27 7,939 701 500 78, 996 16, 959 48, 399 1,588 2,964 700 8,386 79; 180 4,288 29,088 28 294, 688 19, 491 68, 260 1,616,321 413, 639 963,623 33, 839 46, 376 31,463 127, 381 4,211,137 113, 153 1, 663, 807 29 30, 400 1,413 53 108,877 29,980 25,022 12 3,430 1,242 49,191 293, 011 9,405 126, 473 30 707, 628 39, 570 38, 260 2,056,849 679, 052 1, 060, 602 29, 197 60,838 16, 872 310, 288 7,267,220 281,830 3,071,514 31 58, 220 4,655 18, 943 296, 212 48, 397 170, 237 15,203 4,165 6,021 52, 189 792,790 31,513 304, 091 32 7,351 6,640 433 65. 636 7,619 32, 019 280 1,027 429 14,262 135,242 16, 906 37, 931 33 38, 133 1,229 10,393 163,842 21, 759 72,189 8,315 4,081 1,878 60, 620 409, 102 25, 700 164, 145 34 35, 788 1,459 5,117 177, 436 30, 359 63,843 1,133 3,375 3,450 75, 276 376, 369 16, 338 129, 006 35 23, 467 708 467 59,881 2,679 5,407 188 402 44 51, 161 162, 998 7,100 65, 506 36 9,312 1,579 728 41,449 3,989 10, 005 711 219 26, 526 90, 641 6,210 33,683 32, 971 1,250 1,687 243, 083 49, 806 144, 727 6,721 7,180 3,473 31,176 319, 064 17, 734 114,522 38 37, 102 6,386 3,389 274, 662 48, 888 141,364 3,374 3,589 9,491 67, 956 515,418 9,980 222, 103 39 15, 783 2,279 1,478 97, 029 36,655 47,276 2,572 3,055 1, 139 . 6,032 278, 868 6,582 110, 890 10 46, 120 8,394 2,610 390, 939 72,092 261,830 2,527 7,290 14,884 32, 316 716, 787 34,856 269, 268 41 73,013 1,448 17, 096 284,746 42, 228 143,250 2,205 4,809 3,545 88, 709 747, 278 21,947 286, 237 42 9,385 1,586 1,386 55, 327 10,617 37, 829 1,013 1,097 571 4,200 110,797 3,969 35, 238 " 74 STREET AND ELECTRIC RAILWAYS. Table 49.— ANALYSIS OF OPEEATING- STATE OR TERRITORY. United States Alabama Arkansas California Colorado Connecticut Delaware Florida Georgia Illinois Indiana Iowa Kansas Kentucky Louisiana Maine Maryland Massachusetts Michigan Minnesota Mississippi Missouri Montana Nebraska New Hampshire New Jersey New York North Carolina Ohio Oregon Pennsylvania Rhode Island South Carolina Tennessee Texas Utah Vermont Virginia Washington West Virginia Wisconsin All other states and territories Hawaii and Porto Rico transportation— continued. Operation of cars — Continued. Wages of motormen. $24, 662, 872 112, 639 44,175 1,187,715 231,261 442,425 60, 080 37,851 170, 243 2,094,870 364, 174 230, 912 53,381 288, 499 351,266 142, 135 446, 404 2, 711, 885 631,592 294, 234 17,351 1, 100, 274 51, 886 119,695 67, 630 753, 769 5,796,023 29, 762 1,761,552 126, 626 3, 080, 059 300, 305 38,277 176, 851 182, 270 75,059 34, 109 114,326 222,087 118, 573 310,462 290, 185 , 257 Wages of other car service employees. 82, 595, 652 7,439 1,188 103, 147 3,888 32, 096 4,934 1,656 17, 304 302,081 9, 725 16,505 2,843 28,914 18, 886 10, 593 17, 980 372, 823 68, 555 29, 231 61, 838 150 11,597 3,645 108, 906 1, 001, 318 6,619 136, 863 7,456 76,240 21,438 .4,956 6,223 10,047 5,049 16,749 10, 368 4,037 4,437 47, 928 1,222 Wages of car house employees. $3, 214, 605 32,738 14,687 81,333 16, 624 57,614 3,973 11,081 24, 162 353, 302 56, 123 45, 349 4,413 23,244 63, 990 16, 968 32,000 419, 198 117, 433 75,107. 3,727 183, 694 5,980 5,134 7,197 95, 787 619, 944 3,023 281, 003 9,383 290, 284 68, 672 11,154 11,954 18, 744 5,705 6,106 15, 594 24, 308 7,034 45, 474 45, 365 3,887 Car service supplies. $1, 905, 155 8,268 1,700 66, 925 12, 332 16, 067 1,450 2,418 5,320 147, 441 21,357 12, 502 5,324 72, 591 9,569 4,463 31, 231 55, 799 41, 790 26, 870 1,185 60, 425 15, 456 4,955 2,736 69,409 873, 777 4,396 82, 773 6,991 145, 273 22, 770 2,722 13,340 6,604 2,129 1,812 15, 184 3,434 4,011 11,600 10, 756 2,079 Miscellane ous car service ex- penses. SI, 924,599 8,293 982 30,826 15,079 29,186 1,332 8,549 263, 683 18, 884 9,673 1,686 74, 510 20, 017 27, 594 13, 845 289, 900 45, 196 21,401 758 71,066 2,263 168 963 48, 562 556, 546 600 87, 762 1,695 97, 860 11, 456 20, 903 6,288 6,073 4,790 2,158 22, 739 15, 849 23, 790 27, 492 33, 300 826 Cleaning and sand- ing track. $730, 981 5,071 639 36, 585 9,672 28, 604 361 2,430 6,671 102, 580 13,572 3,284 2,062 7, 352 11, 459 2,290 3,679 95, 241 10, 418 12, 915 1,120 43, 461 5,342 527 180 12, 759 72, 320 1,004 71,511 4,045 103,546 16,027 2,365 4,464 7,249 1,907 230 1,906 2,429 2,422 10, 517 10, 765 4,319 Removal of snow and ice. $750, 959 601 1,798 34, 925 1,431 27, 271 4,210 4,681 673 1,290 13, 460 3,669 197, 523 13, 151 4,118 2,999 669 1,462 5,332 16, 762 250, 285 400 12,713 937 120, 614 16, 518 28 137 mi 2,284 310 4,860 1,529 2,681 795 MISCELLANEOUS. Total. $25, 812, 009 124, 105 33, 555 609, 016 208, 680 419, 887 94, 178 62, 139 218, 135 2,819,259 408, 474 259, 804 50, 053 313, 510 221, 128 197, 793 422, 437 2, 933, 327 657, 699 327, 960 49, 362 1,179,639 76, 738 83, 372 95, 299 804,551 6, 632, 892 57, 135 1,553,649 87, 588 2, 707, 610 306, 309 68, 416 237, 734 218,290 38,204 22,201 204, 951 311,290 106, 707 307, 023 281, 910 95, 366 Salaries of general officers. $2, 993, 123 Salaries of clerks. 24, 701 9,099 105,628 38, 813 127, 904 6,400 18, 398 46, 222 237, 995 93, 060 47, 738 16. 590 44, 832 53, 567 22, 998 40, 909 266, 635 125,835 43, 234 12, 959 136, 140 11,150 17, 007 9,088 107, 036 428,451 14,275 269, 697 20, 733 223, 299 25, 777 17, 260 32,075 56, 623 9,900 6,046 42, 152 50, 775 26, 284 53. 591 52, 247 8,959 $2, 237, 723 8, 922 5,502 94, 947 30, 189 44,372 5,181 11,752 22, 677 164, 765 46,184 24, 734 3,630 15, 914 23, 927 20, 896 61, 654 248, 465 78, 296 85, 021 7,175 7,728 4,978 64,824 539, 651 7, 424 150, 200 14, 910 220, 163 15,356 4,609 14, 673 15,914 2,440 1,967 15, 676 35, 095 18,173 25, 847 37, 256 14, 098 FINANCIAL OPERATIONS. EXPENSES, BY STATES AND TERRITORIES: 1902— Continued. 75 miscellaneous— continued. Printing and sta- tionery. Miscellane- ous office expenses. $496, 381 1120 12, 053 3,682 7,615 1,616 1,356 6,128 28, 933 8,913 7,765 1,593 8,838 4,407 4,642 11,096 111,795 21, 597 6,429 1,187 16, 517 413 4,587 4,466 38,335 54, 275 1,742 36, 343 4,089 1,861 $666, 997 4,850 510 25, 143 5,394 10, 139 1,137 1,867 2,751 45,934 11, 134 4,952 340 9,041 5,027 4,015 8,006 71,325 29, 188 4,971 2,014 12, 829 1,286 461 6,928 19, 379 137, 94-1 2,935 36, 743 6,023 146,883 4,867 2,584 3,180 5,770 1,455 446 9,352 1,623 5,735 5,873 344 Storeroom expenses. $229, 237 3,040 (U7 21, 763 5,645 2,922 150 6S1 1,957 23, 435 9,624 3,081 20, 036 3,846 110 10,882 6,258 10, 188 14, 786 25 128 12, 650 37, 015 560 15, 785 1,718 1,738 1,585 2,948 3,275 5,158 4,354 903 Stable expenses. Advertis- ing and attractions. $1,430,000 32, 956 3,419 9,235 1,012 3,597 95, 424 7,716 5,750 4,511 4,088 13,882 4,776 14, 694 34,459 5,823 4,644 1,181 24, 704 120 1,205 3,637 22, 585 1,008,873 510 24,334 2,888 41, 238 532 1,872 6,631 8,724 1,630 2,704 525 268 450 9,132 8,713 54,142 Miscellane- ous general expenses. $1,122,816 11, 078 669 35, 547 32,959 47,336 12,412 8,025 28,297 28, 645 31, 887 40, 183 3,454 14,344 13, 109 45, 130 2,216 92, 324 56, 524 6,195 2, 567 50, 227 39, 150 16,288 15, 660 111,378 13, 133 68, 975 2,310 191, 976 783 11, 122 4,010 14, 927 981 3,629 24, 531 32, 957 1,715 6,359 9,904 3,018 $2, 061, 821 10,966 5,636 26, 578 20, 952 28,454 3,863 8,499 9,548 226, 542 51,013 35, 388 2,490 84, 324 26,096 32, 128 45, 401 203, 366 92, 871 66,710 3,461 97, 304 6,707 9,109 8, 527 23, 378 325, 300 2,809 201, 350 5,571 248, 862 12,200 9,228 18, 849 12,452 3,326 3,275 17, 577 26, 665 14,482 19, 330 22, 334 8,225 Damages. Legal ex- penses in con- nection with damages. $7, 529, 946 31,054 2,976 130, 769 36, 340 46, 856 16, 772 3,514 62, 080 913, 117 59, 839 7,340 60,759 38,270 25, 629 164, 913 664,562 121,038 106, 669 12, 609 568, 369 3,456 30, 040 12, 113 318, 119 2,173,259 5,059 340, 695 10, 381 165, 357 12, 478 58, 203 62, 481 7,454 387 23, 676 28,004 99, 605 82, 979 1,570 Other legal expenses. $1,865,599 6,266 387 52, 707 8,557 3,700 1,680 5,660 275, 468 13, 283 8,821 5,269 9,691 200 1,376 11,344 195, 160 16, 733 18, 227 2,615 61, 415 100 2,500 2,588 45, 352 831, 019 949 102, 110 3,840 115, 915 450 1,020 10, 165 13,260 3,121 100 4,380 15, 062 1,060 9,933 5,127 1,453 $1,017,854 14, 045 5,102 30, 327 253 1,682 7, 336 173,202 14, 962 9,495 590 13, 507 13, 137 880 5,499 53, 609 27,596 8,750 1,447 37, 218 2,500 2,400 419 232, 655 2,472 65,468 5,201 128, 745 21, 313 399 12, 421 7,248 1,000 445 17, 004 18, 410 6,294 14,826 18, 455 1, 983 Rent of land and buildings. $608, 344 3,473 202 2,100 5,240 4,002 4,567 55, 228 8,668 6,925 858 3,355 931 8,662 451 139, 111 16, 920 4,265 2,023 5,454 2,442 7,665 12, 958 120,749 400 50, 946 1,810 23, 555 32, 955 642 60, 501 3,350 746 5,672 5,815 1,342 2,338 1, 924 624 Rent of track and terminals. $1,471,293 355 3,299 5,283 34,035 3,495 463, 528 31, 606 6,005 100 6,600 820 5,596 200 366,935 17,663 7,617 36 30,488 205, 935 687 92, 899 5,073 156, 225 1,111 16,647 1,389 7,666 $2,080,875 7,572 3,006 51,481 12,388 46,453 7,672 3,670 13, 820 87, 043 20,585 20, 469 3,288 18, 181 23,309 21,065 55,944 474,699 41,357 20,682 2,759 72,038 2,214 8,335 18,448 53,938 426,388 4,180 108, 104 5,759 264, 404 26, 597 4,852 10, 572 9,304 4,208 1,923 22,083 21, 479 11, 350 49,411 19, 845 3,186 Wages, sup- plies, and ex- penses inci- dental to electric serv- ice not else- where in- cluded. $2, 188, 753 153, 650 1,555 4,270 182, 344 62, 524 284,698 52, 768 99,404 78, 372 6,279 27, 771 3,797 49,228 6,907 42, 763 11,764 29, 797 8,660 26,379 21, 740 2,487 11, 479 181, 692 49, 721 100, 801 8,027 2,352 79,977 45, 473 152, 396 72,643 277, 641 20,384 76 STREET AND ELECTRIC RAILWAYS. Table 50 shows, for all companies, the percentage ■which each subdivision of operating- expenses bears to the total operating expenses. Table 50. — Percentage distribution of operating expenses of operat- ing companies: 1902. ITEM OF EXPENSE. Percent- age of total op- erating expenses. ITEM OF EXPENSE. Percent- age of total op- erating expenses. 100.0 Car service supplies Miscellaneous carserv- 1.3 Maintenance of ways and S.5 5.7 2.1 0.7 11.7 0.9 0.6 5.4 3.7 0.5 0.6 16.2 3.2 9.0 0.5 0.4 0.4 2.7 43.9 1.8 IS. 9 17.3 l.a 2.3 Cleaning and sanding Track and roadway Electric, cable, etc.* lines. Buildings and fixtures. . . Maintenance of equipment, total Removal of snow and Miscellaneous, total Salaries of general offi- 18.1 2.1 Electric, cable, etc., plant Printing and stationery. Miscellaneous office ex- 0.3 Electric, cable, etc., equipment of cars 0.5 Storeroom expenses 0.2 Miscellaneous shop ex- 1.0 Advertising and attrac- Operation of power plant, total 0. S Miscellaneous general 1.4 Damages 5.3 Water Legal expenses in con- nection with damages. Other legal expenses Rent of land and build- ings Lubricants and waste Miscellaneous supplies 1.3 0.7 0.4 Operation of cars, total Superintendenceof trans- Rent of track and termi- 1.0 Insurance 1.5 Wages of conductors "Wages of motormen Wages of other car serv- Wages, supplies, and expen- ses incidental to electric service not elsewhere in- 1.6 Wages of car house em- It will be seen that almost exactly one-fifth of the total operating expenses were devoted to the mainte- nance of ways and equipment, while the opeiation of the power plant, of which cost of fuel is the most im- portant item, required one-sixth of the total expendi- ture. A considerable number of street railways hire their electric current, either from other street railways, or, more often, from electric light companies, while, in a few instances, steam power is similarly hired. The aggregate expenditure for hired power in 1902 was about one-sixth of the expenditure of all companies for power. By far the most important class of expendi- tures is that designated as for "operation of cars," which amounted to 43.9 per cent of the total. The wages of conductors and motormen constituted more than one- third of the entire cost of street railway operation. The item "superintendence of transportation " can not, in the case of some railways, be accurately separated from the item "salaries of general officers and clerks," but these instances are not of sufficient importance to affect materially the totals for the country. A considerable part of the expenditure under the head "advertising and attractions" consists of the cost of maintaining parks and other places of amusement. The revenue derived by street railwa}' companies from such enterprises has been deducted and the item, therefore, represents only net expenditure. The most important of the miscellaneous expenses is that for damages, mostly in personal-injury cases. No less than $7,529,946 was paid by street railway companies for damages in 1902, while the legal expenses connected with claims and suits for damages raised the total ex- pense to $9,395,545, which was one-fifteenth of the total operating expenses of all street railway compa- nies. The companies verj T generally complain that the public and the courts treat them unfairly in the matter of claims and suits for damages. They allege that there is too general a readiness to blame the railways for injuries which are due wholly or largely to the carelessness of the injured person, and that juries are prone to assess damages at an unreasonable figure. The item "wages, supplies, and expenses incident to electric service " was not reported in a uniform manner by all companies. It is intended to represent the ex- pense peculiar to the production and distribution of electric current for light and power, as distinguished from expenses of the railway business proper. Some companies which sell light and power undertake to dis- tinguish that part of their fuel and other power plant expenses, which is attributable to the lighting and power service, from that which is properly attributable to the railway operation. Other companies do not make such a segregation, but place under the last subdivision in the account only such expenses as are connected strictly with the distribution of current for light and power, excluding those due to its generation. Operating expenses of companies, classified according to power. — Tables 51 and 52 present for the groups of railway companies, classified according to power used, the amount and percentage, respectively, of operating expenses falling under the six main divisions. In con- sidering these statistics, it should be remembered that the ratio of operating expenses to operating earnings differs materially in the various groups of railways. FINANCIAL OPERATIONS. 77 Table 51.— OPERATING EXPENSES OF COMPANIES, CLASSIFIED ACCORDING TO POWER: 1902. 1 Number of companies Operating expenses, total Maintenance of ways and structures Maintenance of equipment Operation of power plant Operation of cars Miscellaneous Wages, supplies, and expenses incidental to elec trie service, not elsewhere included Total. 799 8142,312,597 12, 118, 296 16, 6^6, 532 23, 062, 328 62, 454, 679 25, 812, 009 2, 188, 753 ELECTRIC, SURFACE. Without commercial lighting. 556 $118, 236, 568 10, 290, 505 14,443,364 18, 199, 604 53,398,930 21,846,383 57, 782 With commercial lighting. 112 $12,834,941 1,035,566 1,115,583 2, 487, 822 4, 060, 636 2,018,893 2, 110', 441 57 SI, 439, 174 107, 028 143, 375 325, 991 634, 287 307, 963 20, 530 62 81,077,736 50, 723 68, 366 432, 978 525, 669 Steam itnd electric elevated. 5 88, 151, 926 667, 689 848, 272 1,937,877 3, 750, 119 1,047,969 Cable, sur- face and inclined planes. 14 $552,812 62, 570 53, 740 108, 609 265, 749 62, 144 Steam, surface. $19, 440 4, 215 3,832 2, 425 5, 980 2,988 'Exclusive of reports for 18 companies which failed to furnish this information. Table 52.— PERCENTAGE DISTRIBUTION OF OPERATING EXPENSES OF COMPANIES, CLASSIFIED ACCORDING TO POWER: 1902. Operating expenses, total Maintenance of ways and structures Maintenance of equipment Operation of power plant Operation of cars Miscellaneous Wages, supplies, and expenses incidental to electric service, not elsewhere included Total. 100.0 8.5 11.7 16.2 43.9 18.2 1.5 ELECTRIC, SURFACE. Without commercial lighting. 100.0 8.7 12.2 15.4 45.2 18. 5 0) With commercial lighting. I 100.0 8.1 8.7 19.4 31.7 15.7 16.4 Part time. 100.0 7.4 10.0 22. 7 37.1 21.4 1.4 Animal. 100.0 4.7 0.3 40.2 48.8 Steam and electric elevated. Cable, sur- face and inclined planes. 100.0 7.0 10.4 23.8 46. 12.8 100.0 11.3 9.7 19.7 48.1 11.2 Steam, surface. 100.0 21.7 19.7 12.5 30.7 15.4 1 Less than one-tenth of 1 per cent. Animal power railways show the lowest proportion of expenditure for maintenance of ways and structures. This is due in part to the relatively simple construction and equipment of such lines and the low degree of wear and tear on them; in part, perhaps, to the disposition to let such properties, which are becoming anachro- nisms, run down rather than to maintain them. The expense for the operation of power plant is naturally greater among electric railways which have commercial lighting plants than among those which do not, since the cost of producing current constitutes a greater proportion of the total operating expense in the lighting business than in the railway business. The large proportion of the expenditure of elevated rail- roads for operation of "power plant" is partly ex- plained by the fact that the Manhattan Elevated Rail- way was largely operated by steampower during the census year, the fuel consumption of the locomotives being far greater proportionately than that of power- house engines. The company has since changed its motive power, and the report of the company for the year following that of the census inquiry shows a remarkable decrease in operating expenses per car mile and in the ratio of expenses to earnings. Animal power railways present no item for power plant ex- penses, the stable expenses being included under the "miscellaneous" group, which is thus made relatively very much greater for such railways than for other classes. The statistics of the three ordinary cable railways in San Francisco present a decidedly different distribution of expenses from that of the inclined planes which are combined with them in the foregoing tables. For the ordinary cable railways the proportions of the various classes of expense to the total operating expenses were: Maintenance of ways and structures, 11.25 per cent; maintenance of equipment, 11.15 per cent; operation of power plant, 13.13 per cent; operation of cars, 54.94 per cent; and miscellaneous expenses, 9.53 per cent. Operating expenses of comjxmies, classified according to popidation. — Tables 53 and 54 show the amount and percentage of the six main classes of operating expenses for all railway companies in the various urban and interurban groups. Similar statistics for full-time electric surface railway companies not furnishing com- mercial lighting are presented in Tables 55 and 56. 78 STREET AND ELECTRIC RAILWAYS. Table 53.— OPERATING EXPENSES OF COMPANIES, CLASSIFIED ACCORDING TO POPULATION: 1902. 1 Number of companies Operating expenses, total Maintenance of wavs and structures Maintenance of equipment Operation of power plant Operation of cars Miscellaneous Wages, supplies, and expenses incidental to electric service not elsewhere included Total. 799 $142, 312, 597 12, 118, 296 16, 676, 532 23, 062, 328 62, 454, 679 25, 812, 009 2, 188, 753 URBAN CENTERS, POPULATION. 500,000 and over. 65 $67, 300, 048 5, 126, 079 8, 599, 760 9, 641, 891 31,099,653 12,832,665 100,000 but under 500,000. 25,000 but under 100,000. 47 $27, 308, 769 2, 520, 809 2, 886, 438 3,863,120 13,087, 521 4, 668, 998 281,883 $13, 480, 577 1, 362, 758 1, 390, 604 2, 176, 316 5, 516, 299 2, 344, 988 689, 612 Under 25,000. 312 $8,088,172 710, 918 796, 703 1,984,154 2, 744, 297 1, 294, 532 557, 568 INTERURBAN RAILWAYS. Fast, long. 53 $6, 076, 983 541, 414 753, 184 1, 339, 441 2, 064, 552 1,242,492 135, 900 Other. 239 $20, 058, 048 1, 856, 318 2, 249, 843 4,057,406 7, 942, 357 3,428,334 523, 790 1 Exclusive of reports for 18 companies which failed to furnish this information. Table 54 .—PERCENTAGE DISTRIBUTION OF OPERATING EXPENSES OF COMPANIES, CLASSIFIED ACCORDING TO POPULATION: 1902. Operating expenses, total Maintenance of ways and structures Maintenance of equipment .' Operation of power plant Operation of cars Miscellaneous Wages, supplies, and expenses incidental to electric service not elsewhere included Total. 100.0 8.5 11.7 16.2 43.9 18.2 1.5 URBAN CENTERS, POPULATION. 500,000 and over. 100.0 7.6 12. S 14.3 46.2 19.1 100,000 but under 500,000. 25,000 but under 100,000. 100.0 9.2 10.6 14.2 47.9 17.1 1.0 100.0 10.1 10.3 16.2 40.9 17.4 6.1 Under 25,000. 100.0 24.5 33.9 16.0 6.9 INTERURBAN RAILWAYS. Fast, long. 100.0 8.9 12.4 22.0 34.0 20.5 2.2 Other. 100.0 9.3 11.2 20.2 39.6 17.1 2.6 Table 55.— OPERATING EXPENSES OF FULL-TIME ELECTRIC SURFACE RAILWAY COMPANIES, WITHOUT COMMER- CIAL LIGHTING, CLASSIFIED ACCORDING TO POPULATION: 1902. 1 Number of companies Operating expenses, total Maintenance of ways and structures Maintenance of equipment Operation of power plant Operation of cars Miscellaneous expenses Wages, supplies, and expenditures incidental to electric service, not elsewhere included .'.. Total. 556 $118,236;568 10, 290, 505 14, 443, 364 18, 199, 604 53, 398. 930 21,846,383 57, 782 URBAN CENTERS, POPULATION. 500,000 and over. 100,000 but under 500,000. 47 $58, 089, 586 4, 506, 096 7, 686, 901 7, 665, 085 26, 936, 798 11, 294, 706 $24, 684, 272 2, 306, 248 2,648,411 3, 457, 884 11, 963, 891 4, 307, 838 25,000 but under 100,000 66 $9, 366, 539 1,016,903 1,019,386 1,519,183 4,153,625 1, 657, 442 Under 25,000. 165 $4, 388, 638 437, 370 476, 065 996,542 1,798,273 680, 388 INTERURBAN RAILWAYS. Fast, long. 40 $4, 579, 621 422, 570 607, 826 1,034,890 1, 556, 444 957,891 Other. 200 $17, 127, 912 1, 601, 318 2,004,775 3, 526, 020 6, 989, 899 2, 948, 118 57, 782 1 Exclusive of reports for 16 companies which failed to furnish this information. Table 56.— PERCENTAGE DISTRIBUTION OF OPERATING EXPENSES OF FULL-TIME ELECTRIC SURFACE RAILWAY COMPANIES, WITHOUT COMMERCIAL LIGHTING, CLASSIFIED ACCORDING TO POPULATION: 1902. Operating expenses, total Maintenance of ways and structures Maintenance of equipment Operation of power plant Operation of cars Wages, supplie^'and expenditures incidental to electric service, not elsewhere included Total. 100.0 8.7 12.2 15.4 45.2 18.6 (») URBAN CENTERS, POPULATION. 500,000 and over. 100,000 but under 600,000. 100.0 7.8 13.2 13.2 46.4 19.4 25,000 but under 100,000. 100.0 9.3 10.7 14.0 48.5 17.5 100.0 10.9 10.9 16.2 44.3 17.7 Under 25,000. 100.0 10.0 10.8 22.7 41.0 15.5 INTERURBAN RAILWAYS. Fast, long. 100.0 9.2 13.3 22.6 84.0 20.9 Other. 100.0 9.4 11.7 20.6 40.8 17.2 0.3 1 Less than one-tenth of 1 per cent. FINANCIAL OPERATIONS. 79 Tables 55 and 56, applying to a more homogeneous class of railways, are more significant than Tables 53 and 54, and the following discussion is accordingly confined to them. These tables reveal considerable differences among the population groups in the dis- tribution of operating expenses. The expense of main- taining ways and structures is relatively least in urban centers of more than 500,000 inhabitants, as might be expected from the small proportion of trackage in such centers to the total amount of traffic. For the same reason, on the other hand, the largest cities, in which, presumably, cars see more and harder service than in small towns, show a greater proportion of expenditure for maintenance of equipment than appears in any other group except the fast, long interurban railways, on which, by reason of the high speed main- tained, cars are subjected to severe wear and tear. In the case of full-time electric surface railways with- out lighting plants there is a progressive increase in the proportion of expenses for the operation of power plant as we descend the scale of population of urban centers served. Other things being equal, the greater the density of traffic and the larger the scale on which the power plant is constructed, the lower will be the cost of power per unit of traffic. The fact that the proportion of expenses for power plant in the case of all classes of companies combined, is higher in the urban centers of the first group than in those of the second is due to the presence of elevated railways in the largest cities. That the expense for the operation of cars, which consists chiefly of wages, is a smaller proportion of the total in urban centers of less than 100,000 inhabitants than in larger urban centers is due chiefly to the lower rates of wages paid in the smaller towns. The higher pro- portion of miscellaneous expenses in urban centers of more than 500,000 inhabitants as compared with the other urban groups is chiefly attributable to the heavier damage expenses in such cities. Operating expenses of 17 selected companies in the largest cities. — Since peculiar interest attaches to the operations of street railways in large cities, Table 57 has been pre- pared, which shows by percentages the distribution of operating expenses in detail for a group of 17 selected companies, situated in 10 of the largest urban centers in the United States. The companies included in the table are as follows: Boston Elevated Railway Com- pany; Cleveland Electric Railway Company; Cleveland City Railway Company; Interurban Street Railway Company and Third Avenue Railroad Company, of New York; Brooklyn Rapid Transit Company; United Railways and Electric Company, of Baltimore; St. Louis Transit Company; Union Traction Company, of Phila- delphia; Chicago City Railway Company; Chicago Union Traction Company; International Railway Com- pany and Crosstown Street Railway Company, of Buf- falo; Cincinnati Traction Company; United Railroads of San Francisco; Jersey City, Hoboken and Paterson Street Railway Company; and North Jersey Street Rail- way Company, of Jersey City, Newark, and vicinity. The aggregate operating expenses of these 17 companies were $56,809,980, or about two-fifths of the total for the United States. Table 57. — Percentage distribution of operating expenses for 17 selected electric surface railway companies in the largest cities: 1902. Percentage of total operating expenses assignable to: Maintenance of ways and structures, total 8. 1 Track and roadway 5.2 Electric, cable, etc., lines 2. 2 Buildings and fixtures 0. 7 Maintenance of equipment, total 12.8 Steam plant 0. 9 Electric, cable, etc., plant 0.8 Cars 6.2 Electric, cable, etc., equipment of cars 3. 8 Miscellaneous equipment 0.5 Miscellaneous shop equipment 0. 6 Operation of power plant, total 12.7 Power plant wages 2. 7 Fuel for power 7.2 Water for power 0,5 Lubricants and waste for power plant 0. 2 Miscellaneous supplies and expenses of power plant 0. 3 Hired power 1. 8 Operation of cars, total 47.3 Superintendence of transportation 2. 4 Wages of conductors 18. 8 Wages of motormen 18. 6 Wages of other car-service employees 2.1 Wages of car-house employees 2. 2 Car service supplies 0. 9 Miscellaneous car-service expenses 1. 3 Cleaning and sanding track 0. 4 Removal of snow and ice 1 0.6 Miscellaneous expenses, total 19. 1 Salaries of general officers _ 1.1 Salaries of clerks 1. 4 Printing and stationery 0.3 Miscellaneous office expenses 0. 4 Storeroom expenses 0. 2 Stable expenses 1.4 Advertising and attractions 0. 1 Miscellaneous general expenses 1. 3 Damages 7.8 Legal expense in connection with damages 2.3 Other legal expenses 0.7 Rent of land and buildings 0. 3 Rent of track and terminals 0. 6 Insurance 1.2 A comparison of the distribution of expenses for these companies with that for all companies reveals a number of points of difference which are significant. IV. ANALYSIS OF INTEREST AND DIVIDENDS. Detailed analysis for all companies. — Table 93 shows for each street railway company the rate and amount of dividends declared during the census year upon its common or preferred stock or both, and the rate of interest on its funded debt. The table also shows the total dividends by states. The amount of interest accrued is shown by states in Tables 38 and 39. The data for the United States are summarized in Table "58, both operating and lessor companies being included. 80 STREET AND ELECTRIC RAILWAYS. Table 58. — lute st and dividends of operating and combined: 190,'!} r companies Number of companies Funded debt, total amount 2 Interest accrued on funded debt Ratio of interest to funded debt, percentage Preferred stock, amount Number of companies having preferred stock Number of companies declaring dividends on preferred stock. Dividends declared on preferred stock Ratio of dividends to total preferred stock, percentage Amount of preferred stock on which dividends were declared. Ratio of dividend-bearing preferred stock to total preferred stock, percentage Ratio of dividends to dividend-bearing preferred stock, per- centage Common stock, amount Number of companies declaring dividends on common stock. Dividends declared on common stock Ratio of dividends to total common stock, percentage Amount of common stock on which dividends were declared. Ratio of dividend-bearing common stock to total common stock, percentage Ratio of dividends to dividend-bearing common stock, per- centage Both classes of stock, amount Total number of companies declaring dividends Total dividends declared Ratio of total dividends to total capital stock, percentage Total amount of stock on which dividends were declared Ratio of dividend-bearing stock to total capital stock, per- centage Ratio of total dividends to total dividend-bearing stock, per- centage 957 $992, 709, 139 $43,578,961 4.5 $127, 930, 179 85 40 84,301,284 3.47 $83, 869, 055 67.7 5.1 Si, 187, 642, 781 258 828,737,887 2.46 $560,326,121 47.9 5.1 SI, 315, 572, 960 286 $33, 039, 171 2.6 $644, 195, 176 5.1 1 Exclusive of 30 companies which failed to furnish this information and which issued $17,325,000 bonds, $4,000,000 preferred stock, and $18,937,745 com- mon stock. 2 The amount of funded debt, interest on which was charged to the income account, is not reported, but is equal to nearly the total amount. The amount of interest accrued on funded debt and charged to the income account during the census year was $43,578,961, which was equal to a rate of 4.5 per cent on the outstanding funded debt. An examination of the rates of interest for individual companies, stated in Table 93, shows that by far the most common rate is 5 per cent. Many of the more recent bond issues, however, and especially those of the largest companies, have been placed at 4. 5 per cent, or even at 4 per cent. A large number of companies still have bonds bearing 6 per cent interest, and a few 7 per cent, most of these bonds having been issued at a comparatively early period. The average ratio of interest accrued to the total funded debt, as shown in Table 58, is slightly lower than it would have been had not a few companies in bankruptcy failed to charge interest in the income account, and had not several other companies, very recently completed, charged interest for the census year to the cost of construction rather than to income. As shown elsewhere, however, the amount of interest accrued on funded debt somewhat exceeds the amount actually paid. (See page 56.) For all street and inter urban railways the ratio of total dividends declared to total capital stock is decidedly low — only 2.6 per cent in 1902. Less than one-third of the companies declared any dividends whatever during the census year, and these paid dividends on a little less than one-half of the total outstanding stocks. Even of companies having preferred stock, less than half were able to pay dividends at all, and they paid on about two-thirds of the total amount of such stock for all companies. In judging the significance of these figures, however, the possibility that the companies as a whole may be overcapitalized must be borne in mind. The dividends of operating street and interurban railway companies represent a smaller percentage of their capitalization than the dividends of lessor compa- nies. The dividends declared by operating companies, which amounted to $15,882,110 in 1902, were equal to 2.1 per cent of the total stock of such' companies ($761,705,842) and to 4.6 percent of their stock that paid dividends ($348,796,456). For lessor companies the dividends average 3.2 per cent of the total capital stock ($530,929,373) and 5.8 per cent of the dividend- bearing stock ($295,398,872). This difference between operating and lessor companies is due to the fact that a considerable part of the most profitable railway track- age, lying in large cities, is held under lease, and that the rentals, which constitute the dividends of the lessor companies, are usually, and naturally enough, fixed so as to absorb nearly the full earning capacity of the leased system at the time when it is taken over by the operating company. When, therefore, as often hap- pens, the operating company has little or no property except what it leases, the additional securities which it may issue must rest chiefly on the anticipation of future increase in earnings, and as a large proportion of the street railway leases have been effected very recently, comparatively little net profit is left at present in such cases for the operating companies. Interest and dividends of companies, classified accord- ing to population. — Table 59 shows in condensed form the interest accrued and dividends declared by street and interurban railway companies in the various urban and interurban groups. The statistics are for both op- erating and lessor companies considered as one system. Table 59.— INTEREST AND DIVIDENDS OF OPERATING AND LESSOR COMPANIES, CLASSIFIED ACCORDING TO POPULATION: 1902. 1 Number of companies. Interest accrued. . Ratio of interest to funded debt, percentage Number of companies having preferred stock Number of companies declaring dividendson preferred stock. Number of companies declaring dividends on common stock . Total number of companies declaring dividends Total dividends declared Ratio of dividends to capital stock, percentage Amount oi stock on which dividends were declared Ratio of dividend bearing stock to total stock, percentage Ratio of dividends to dividend-bearing stock, percentage Total. i '.- $43, 578, 961 4.5 85 40 258 286 $33,039,171 $644, 195, 176 49.8 5.1 URBAN CENTERS, POPULATION. 500,000 and over. 138 $21,460,962 4.4 11 7 Ml 82 $20, 958, 959 3.1 $370, 763, 110 54.9 5.7 100,000 but under 500,000. 25,000 but under 100,000 56 $8, 366, 503 5.0 9 7 27 31 $7,344,007 3.1 $168,513,240 71.4 4.4 99 $3, 598, 997 4.6 17 9 37 45 $1, 650, 123 1.5 $35, 137, 910 32.6 4.7 1 Exclusive of reports for 30 companies which failed to furnish this information Under 25,000. 314 $1, 732, 822 4.5 16 3 37 40 $311,575 0.6 $6,536,410 13.4 4.8 INTERURBAN RAILWAYS. Fast, long. 60 $2,598,438 3.8 11 7 8 14 $315,224 0.4 $9,401,975 12.0 3.4 Other. 82. f53. 290 821, 239 4.3 21 7 69 74 469,283 1.7 842,531 36.9 4.6 FINANCIAL OPERATIONS. 81 The rate of interest is highest in urban centers of from 100,000 to 500,000 population, and does not differ ma- terially among the other three urban groups. The fact that the average rate of interest on funded debt of in- terurban railways of both classes is lower than on urban railways is due in part to the modern origin of inter- urban companies, most of them having been organized since the fall in the prevailing rate of interest on securities generally. But it is also due in part to the fact that several new companies in this group charged interest during the census year to cost of construction and equipment. As might be expected, street railways in cities of more than 100,000 population declared dividends on a much larger proportion of their stock, and showed a higher ratio of dividends to total capital stock, than those in smaller cities or than interurban lines. The average ratio of dividends to total capital stock was 3.1 per cent in each of the first two groups; but as a larger proportion of stock declared dividends in urban centers of the second group than in those of the first, the aver- age rate of dividends on stock that bore dividends was lower in the second group of cities. In none of the other four groups did the ratio of div- idends to total capital stock rise even to 2 per cent, and in none of them, except the "other" interurban group, did more than one-third of the capital stock bear dividends. The ratio of dividends to the capital stock that bore dividends was lowest in the case of the fast, long interurban lines, and highest in the case of com- panies in urban centers of the first group. The differ- ences in these ratios may not, and probably do not, correctly represent the differences in actual profitable- ness of the several classes of railways, since the street railway' companies in smaller towns and the interurban railways are probably somewhat more conservatively capitalized than those in the largest urban centers. In the case of many of the newer companies the absence of dividends is due to their policy of putting surplus earn- ings into improvements and extensions. It is true, however, beyond question, that in the smaller towns and rural districts a large number of railways have been established which must look to the future for any possible dividends on their stock. Dividends of leading individual companies.— An ex- amination of the statistics of dividends for individual companies in Tabic 93 reveals the widest differences even among railways operating under roughly similar conditions of traffic. These differences arc partly due to the variations in the absolute earning capacity of the companies, but they are also partly due to other factors, such as the varying proportion of total capital repre- sented by funded debt, the varying proportion of the income of operating companies going as rental to lessor companies, and the varying proportion between capi- talization and actual cash investment. Many companies the large cities, and oven some of the most impor- in tant ones, declare no dividends, but usually an expla- nation of that fact may be found in some of the circumstances just mentioned. Thus the United Rail- ways and Electric Company, of Baltimore, Md., which paid no dividends in 1902, has a funded debt of three and one-third times the amount of its stock. The Brooklyn Rapid Transit Company, of New York, which paid no dividends, not only has a funded debt consider- ably greater than its stock, but, in addition, paid 10 per cent from its earnings on $12,000,000 of the stock of a lessor company, a fact which is significant because, as previously suggested, the capitalization of an operating company which holds most of its trackage under lease is often based chiefly on expectation of future earnings. Indeed in several instances — e. g. , the Interurban Street Railway Company of New York, and the Pittsburg Rail- ways Company, of Pittsburg, Pa. — the operating com- panies have a very small amount of capital stock as compared with the lessor companies which they control. Among other important companies which declared no dividends in 1902 may be mentioned the Third Avenue Railroad Company, of New York, which has a funded debt nearly three times as great as its stock; the Chicago Union Traction Company, of Chicago, 111. , and the Union Traction Company, of Philadelphia, Pa., both of which have exceedingly heavy rental payments; and the lead- ing operating companies in St. Louis, Mo., Milwaukee, Wis., and Indianapolis, Ind., which also have heavy fixed charges. Of the $15,882,110 of dividends declared by all oper- ating companies, $11,667,726, or 73.5 per cent, was paid by 22 large companies, each of which declared dividends of $200,000 or more. The rates of dividends of these 22 companies were as follows: The United Railroads of San Francisco, Cal., declared 2.25 per cent on its one class of stock. The Capital Traction Company, of Washington, D. C, the South Side Elevated Railway Company, of Chicago, 111., the Detroit United Rail- ways Company, of Detroit, Mich., the Louisville Rail- way Company, of Louisville, Ky., the Twin City Rapid Transit Company, of St. Paul and Minneapolis, Minn., the Manhattan Railway Company, of New York city, the Omaha Street Railway Company, of Omaha, Nebr., and the Cleveland Electric Railway Company, of Cleveland, Ohio, each declared dividends of 4 per cent on its com- mon stock. Of these companies, the Twin City Rapid Transit Company and the Louisville Railway Company also reported preferred stock, the former declaring a dividend of 7 per cent and the latter 5 per cent on such stock. The Wilkesbarre and Wyoming Valley Railway Company, of Wilkesbarre, Pa., declared 4.25 per cent, and the International Railway Company, of Buffalo, N. Y., 4.8 per cent on the single class of stock issued. The rate of dividends was 5 per cent in the case of the Old Colony Railway Company, of eastemMassachusetts, the Metropolitan Street Railway Company, of Kansas City, Mo., the United Traction Company, of Albany 82 STREET AND ELECTRIC RAILWAYS. and Troy, N. Y. , and the Cleveland City Railway Com- pany, of Cleveland, Ohio, none of which reported pre- ferred stock. The Boston and Northern Street Railway Company, of eastern Massachusetts, and the Boston Elevated Railway Company, of Boston, each declared 6 per cent; the Union Street Railway Company, of Providence, R. 1., 8 per cent; the Chicago City Railway Company, of Chicago, 9 per cent; and the Coney Island and Brooklyn Railroad Company, 16 per cent, all of these companies having a single class of stock only. The Metropolitan West Side Elevated Railway Company, of Chicago, declared 3 per cent, and the Milwaukee Electric Railway and Light Company, of Milwaukee, 6 per cent on their preferred stock, but paid nothing on their common stock. Dividends, by states. — An examination of the statistics in Table 93 will show wide differences in the ratio of dividends to capital stock among the states. . One of the conspicuous features of the table is the relatively high average rate paid by Massachusetts companies, as compared with those in other leading states. The dividends on common stock in Massachusetts aver- aged 5 per cent for operating and lessor companies to- gether, and while only 27 out of 75 operating companies declared dividends, these comprised most of the large companies. The one company in this state which had preferred stock, a lessor company, declared an 8 per cent dividend. In New York state, on the other hand, only 9 of the 96 operating companies declared dividends on common stock, and the average rate on the common stocks of operating and lessor companies combined was only 2.5 per cent. The amount of preferred stock in the state was small and the average rate of dividends on such stock very low. In Pennsylvania only 18 of the 98 operating companies declared dividends on their common stock; and the average rate of dividends for operating and lessor companies was 3.8 per cent on common stock and 4.8 per cent on preferred stock, which was about one-tenth as much in amount as the common. In nine states and territories, most important among which are Indiana and Tennessee, no companies declared dividends on common stock. The only states in which the average rate of dividends on common stock exceeded 2 per cent are Colorado, District of Columbia, Florida, Illinois, Kentucky, Massachusetts, Minnesota, Nebraska, New York, Ohio, Pennsjdvania, and Rhode Island. V. GENERAL RESULTS OF OPERATION. In many respects the most interesting information relating to the street railway industry is that which shows the relation of traffic, receipts, and expenditures. Statistics of this character may be regarded as present- ing the general results of street railway operation. General results of operation of companies, classified according to power. — Table 60 presents, for all street railways of the United States and for groups of com- panies classified according to the power used, the per- centage which operating expenses bear to operating earnings, or "operating ratio;" the amount of oper- ating earnings per mile of track and per car mile, re- spectively; the total operating expenses per car mile, together with the expenses per car mile for power plant and for operation of cars; the amount of operat- ing expenses per fare passenger; the amount of passen- ger earnings per fare passenger; and the net earnings per mile of track. Table 60.— GENERAL RESULTS OF OPERATION, ALL COMPANIES, CLASSIFIED ACCORDING TO POWER: 1902. 1 Number of companies Ratio of operating expenses to earnings, percentage. Operating earnings per mile of track constructed — Operating earnings per car mile Operating expenses per car mile, total Power plan t Operation of cars Operating expenses per fare passenger Passenger earnings per fare passenger Net earnings per mile of track Total. 799 57.49 811, 152 0. 2187 0.12S7 0. 0204 0. 0552 0. 0301 0. 0494 4,741 ELECTRIC, SURFACE. Without commer- cial light- ing. 556 57.94 $11,045 0. 2168 0. 1256 0.0193 0. 0567 0. 0294 0.0493 4,646 With commer- cial light- ing. 112 58.11 $8,978 0. 2597 0. 1509 0. 0293 0. 0478 0. 0420 0. 0493 3,761 Part time only. 57 58.14 $2, 978 0. 1901 0. 1105 0. 0250 0. 0410 0. 0381 0. 0621 1,247 52 73.02 $9, 454 0. 2603 0. 1901 0. 0764 0. 0321 0. 0432 2, 550 Steam and electric elevated. 5 49.71 $71,889 0. 1960 0. 0975 0. 0232 0. 0448 0. 0259 0. 0508 36,151 Cable, sur- face, and inclined planes. 14 53.97 $30, 937 0. 3258 0. 1758 0. 0345 0.0845 0. 0285 0. 0488 14,241 Steam, surface. 3 122. 65 81, 314 0.1464 0. 1795 0. 0224 0. 0552 0. 1144 0. 0458 2 298 1 Exclusive of reports for 18 companies which failed to furnish this information. "- Deficit. Attention should be called at the outset to the fact that several of the items in this table for electric rail- way companies operating commercial lighting plants can not properly be compared with similar items in the other columns, since the total operating expenses and earnings, including those for the lighting business, enter into the computation. A fairly correct idea of the earnings of such companies from the railway busi- ness alone may be obtained from the income account by omitting therefrom the income from the sale of cur- rent for light and power, although the resulting figures are not quite comparable with those of electric railway companies which do not operate commercial lighting plants, since they also derive a small incidental revenue from the sale of current. With the deduction indi- cated, companies with commercial lighting plants had FINANCIAL OPERATIONS. 83 operating earnings of $6,358 per mile of track and 18.39 cents per car mile. Instead, therefore, of having earnings greater per car mile than companies without commercial lighting plants, as the crude figures might imply, they really had railway earnings considerably less per car mile, as might be expected in view of the fact that most of these companies are in the smaller towns. For purposes of rough calculation and com- parison it may be assumed that the operating expenses of companies having lighting plants are divided between the railway business and the lighting business in the same proportion in which the earnings are divided. On this assumption the "railway" operating expenses of such companies would be 10.69 cents per car mile and 2.97 cents per passenger. The expense per car mile would thus appear somewhat less than for companies without lighting plants, and such a showing may be accounted for, at least in part, by the fact that the companies with lighting plants, operating in the small towns, have smaller cars and pay lower wages than do companies of the other group. Their operating ex- penses per passenger, on the other hand, are apparently somewhat greater for the companies with lighting plants. There is, of course, no one standard by which to judge the success of railway operations. Street railway men themselves, in considering the question, are perhaps most likely to base their conclusions on the percentage which operating expenses .bear to operating earnings — the operating ratio, as it is called. Generally speak- ing, a low ratio of expenses to earnings is regarded as an indication of good management. This, however, is not always the case. It is quite conceivable that a company would be able to earn a higher return on its investment by increasing the amount of its traffic, through a lessening of fares or otherwise, even though the percentage of operating expenses to earnings should be slightly raised as a result. Again, a low ratio of operating expenses to earnings may mean merely that the fares are higher or the service less satisfactory than elsewhere, rather than that the company is pecul- iarly economical in its operating methods. Conversely, where fares are low the ratio of operating expenses to earnings may be high, while the cost of operation per ear mile or per passenger is exceptionally low. Given cars of similar size and character and given similar general conditions of operation, the truest test of the success of railway operations is in the amount of expenses per car mile operated and per passenger car- ried. Finally, it may be noted that a low ratio of operating expenses to operating earnings is often made possible only by heavy capital investment. Indeed, it is sometimes the case that costly improvements, which materially lessen the expenses of transportation, are not strictly profitable from the standpoint of the investor. As appears from Table 60, the operating expenses of all street and interurban railway companies in the census year 1902 amounted to 57.5 per cent of their operating earnings. The gross earnings, including those from sale of current and other sources, were equal to $11,152 per mile of track, and to 21.87 cents per mile run by cars of all classes. The passenger earnings per passenger car mile, not shown in the table, averaged 21.14 cents. The average fare, ob- tained by dividing the passenger earnings by the num- ber of fare passengers, was 1.94 cents, and th,e total operating expenses per fare passenger — which slightly exceed the expenses properly chargeable to passenger traffic — were 3.01 cents. The average net earnings per mile of track for all companies were $4,741. The ratio of operating expenses to operating earnings is much lower on the street and electric railways of the country as a whole than on the steam railways, which spent 64.7 per cent of their earnings for operation in the year ending June 30, 1902, and in the previous year 64. 9 per cent. ' It is possible that the comparison thus made is not altogether a just one, since 41.4 per cent of their expenses was incurred by steam railways in 1902 for the maintenance of ways and structures, while street and interurban railway companies assigned to maintenance of ways and structures only 8.5 per cent of their operating expenses. 2 Beyond question it costs relatively less to maintain a street railway than a steam railway, since the former has much less track to keep up in proportion to the amount of its earnings. More- over, the speed of electric Gars is less than that of steam trains, and the wear and tear, as well as the injury to property from accident, is therefore less on electric than on steam railways. Again, the roadbed and equip- ment of most of the electric railways are comparatively new, and they may therefore require less repair and renewal at present than will be necessary later on. 3 However this may be, it is probable that, with all possible allowances for the difference in conditions and policy with respect to expenditures for mainte- nance, the proportion of operating expenses to earnings would still be found lower on street and electric rail- ways than on steam railways. Such a difference might be attributable to relatively higher charges for trans- portation on the electric lines. On the other hand, it is to be remembered that a relatively low operating ratio might be secured at the expense of a relatively heavy capital investment. Now the amount of capital liabilities is decidedly greater in proportion to the operating earnings in the case of street railways than in the case of steam railways. In the absence, how- ever, of definite knowledge as to the actual cash invest- ment in either class of railways, it is impossible to 1 Report of Interstate Commerce Commission on Statistics of Rail- ways, 1902, page 91. 2 Ibid., page 81. s For a discussion of the subject of allowances for depreciation and renewal, see page 57. 84 STREET AND ELECTRIC RAILWAYS. decide to what extent the lower ratio of operating expenses to earnings on electric lines may actually be due to the heavier investment of capital. For the purpose of further considering the ratio of expenses to earnings for the different classes of rail- ways, the averages shown in Table 60 have been sup- plemented by the following table, showing the number of companies which have operating ratios falling within specified limits. In studying this table the differences in the importance of the individual companies should be borne in mind. Table 61. — Distribution of railway companies in the several groups, classified according to power, with respect to their operating ratio: 1902? NOMBER OF COMPANIES. 1 Total. Electric surface. OPERATINO, EX- PENSES TO EARN- INGS. With- out com- mer- cial light- ing. With com- mer- cial light- ing. Part time. Ani- mal. Steam and elec- tric ele- vated. sur- face, and in- clined planes. Steam, surface. Total 799 656 112 67 52 6 14 3 73 169 216 121 92 128 43 120 159 90 64 80 12 29 33 18 13 7 9 7 14 3 7 17 3 7 7 8 6 21 1 3 1 5 3 2 1 1 50 but under 60 60 but under 70 70 but under 80 80 but under 90 90 and over 1 2 1 Exclusive of reports for 18 companies which failed to furnish this informa- tion. Electric surface railways without commercial light- ing plants, the most important class, show an average operating ratio of 57. 9 per cent. It is seen in Table 61 that 43 of the 556 companies of this class devote less than 50 per cent of their earnings to operating expenses, while on the other hand 80 such companies devote more than 90 per cent of their earnings to expenses. The largest group is that of companies that have an operat- ing ratio of between 60 and 70 per cent, but they operate much less track than companies with a ratio of from 50 to 60 per cent. That a considerable degree of economy is secured by combining light and power plants with railways in towns of smaller population may probably be deduced from the fact that the average operating ratio for com- panies having commercial lighting plants — 58.1 per cent — was practically the same as that for electric com- panies without such plants, in spite of the fact that the former are for the most part situated in towns of mod- erate size where the railway traffic is comparatively small. The operating ratio for companies with lighting plants is indeed considerably lower than that for those without such plants in cities of corresponding size, for it will be noted that much more than half of the business of companies of this group is done in places of less than 100,000 inhabitants; and, as appears in Table Ho. the operating ratio for full-time companies without lighting plants in towns of less than 25,000 inhabitants is 68.8 per cent, and in urban centers of from 25,000 to 100,000 inhabitants 61 per cent. The lowest operating ratio, 49.7 per cent, was that of elevated railways. As only one of the five com- panies had an operating ratio below 50 per cent, while three reported ratios between 50 and 60 per cent, and the fifth reported a ratio between 60 and 70 per cent, the great inequality in the relative importance of the com- panies is quite evident. The explanation of the low average operating ratio for elevated railways is to be found in the fact that the operating earnings per passenger were slightly higher than for electric surface railways without lighting plants, while the operating expenses per car mile were about 20 per cent lower. It is, however, impossible to draw from these statistics any satisfactory conclusion regard- ing the conditions of operation on elevated railways at the present time, because a large part of the traffic of the most important company during the census year was handled by steam power, while since that time steam has been replaced by electricity. The fact that in 1902 the power plant expenses of elevated railways were 2.3 cents per car mile, as compared with only 1.9 cents for electric surface railways without lighting plants, was undoubtedly due chiefly to the higher cost of steam traction, though it was probably also due in some meas- ure to the larger cars and higher speed on elevated railways. On the other hand, large cars and high speed tend to reduce the expenses of running cars, par- ticularly the important item of wages of motormen, or engineers, and gatemen. The practice of running cars in trains also reduces wages of motormen or engineers per car mile, and this saving is not wholly offset by the expenses of maintaining ticket sellers and ticket "choppers" at the stations. Some idea of the financial advantage of electric trac- tion on elevated railways as compared with steam traction may be gained from a comparison of the annual reports of the Manhattan Elevated Railway Company for the two years ending September 30, 1901 and 1903, respectively. In 1901, when steam was used almost exclusively, the operating ratio was 55.4 per cent; in 1903, when electric power was almost the sole means of traction, the ratio was only 42.9 per cent. The operating expense of this company per passenger was 2.72 cents in 1901 and only 2.12 cents in 1903. The operation of 6-car trains instead of 5-car trains, which was made possible by electricity, contributed materially to this reduction in operating expenses. Cable and inclined plane railways likewise show a con- spicuously low operating ratio. Five of the 14 compa- nies reported a ratio below 50 per cent, and 8 reported a ratio below 60 per cent. The 3 ordinary cable railways show an average operating ratio of 54.7 per cent. The fact that these ordinary cable railways are all in a large city and have very dense traffic makes their results more favorable than would be the case if the condition!. FINANCIAL OPERATIONS. 85 under which they operate were similar to those of the average electric railway. Under similar conditions of traffic electric traction is cheaper than cable traction in the matter of current expenses, to say nothing of the fact that the capital investment per mile in an overhead trolley electric railway is much less than in a cable system. In 1890, when the number of cable railways was considerably greater than at the present time, the operating expenses of such companies, as they were reported for the Eleventh Census, were 65.7 per cent of their operating earnings. The high earnings and high expenses per car mile for the inclined planes are explained by their short tracks, dense traffic, and rela- tively large capital investment per mile of track. Animal power railways, as might be expected, pre- sent a much less favorable operating ratio, 73.0 per cent, than most other classes shown. Of the 52 com- panies of this class, 21 report operating expenses exceeding 90 per cent of operating earnings. On the other hand, 10 companies show operating ratios under 60 per cent. The explanation of the high average ratio is found partly in the fact that the average earn- ings per passenger are lower for animal power railways than for those of any other class, but the explanation lies chiefly in the heavy expense of operation, which amounts to no less than 19 cents per car mile. While the group of animal power railways includes a large number of companies in small towns, where the traffic is very light, the greater part of the earnings and expenses fall to the four companies in New York city, which have very dense traffic; and the averages for the group as a whole are therefore largely determined by the figures for these four companies. When it is remem- bered that the horse cars are much smaller than the electric cars, the enormous reduction in expenses which has resulted from the introduction of electricity may be appreciated by comparing the operating expenses per car mile for animal power roads with those for electric railways without lighting plants, 12.56 cents. Effect of change to electric traction on cost of opera- tion. — Interesting conclusions might be drawn from the detailed statistics of leading railway systems, showing the reduction in operating expenses which followed the introduction of electric power. Comparable figures are, however, very difficult to obtain because of changes in the ownership of railways and because of the extension of the old lines. Consolidation of formerly independent lines very often accompanied the change of power, and where this has been the case it is not only hard to obtain comparable statistics, but it is also impossible to distinguish economies due to change of power from those due to consolidation. The "electrification" of the street railway lines of Philadelphia took place about 1894, much the greater part of the trackage before that time having been operated by animal power. In 1893 the operating expenses of all the lines of the city, $5,322,734, were 1165—05 7 63.1 per cent of the operating earnings. In 1895 the ratio fell to 59.7 per cent; in 1896 to 52.5 per cent; and in 1898 to 41 per cent. In the last-named year the expenses were only $4,608,163, or more than 10 per cent less than in 1893, while earnings had increased one-third. Combination also contributed to the econ- omy in Philadelphia. 1 Another example of the economy of electric traction may be taken from the West End Street Railway Com- pany of Boston, now controlled by the Boston Elevated Railway Company. In the year ending September 30, 1889, this company was just beginning to install elec- tric traction. Its earnings were $5,204,512; its operat- ing expenses, exclusive of taxes and rentals, $4,098,533, the operating ratio being 78.7 per cent. The conver- sion to electric traction had largely been accomplished by the end of 1894, nearly three-fourths of the track being then operated exclusively by electricity. For that year the operating earnings were $6,823,879; the expenses $4,805,605; the operating ratio 70.4 per cent. The marked increase in traffic indicated by the figures of earnings was in considerable measure attributable to improvement in the service, as there had been com- paratively little addition to the trackage of the company. 2 The Third Avenue Railroad Company of New York had precisely the same length of track (directly oper- ated) ten years ago that it has to-day. In the year end- ing June 30, 1892, its main line was operated by animal power, although it had two shorter branches with cable traction. In that year the earnings were $1,741,072; the operating expenses $1,184,804; the operating ratio 68 per cent. The traffic was very dense, and there were probably fewer long-distance passengers in 1902. Under cable traction, which was introduced in 1894, the expenses were materially reduced in proportion to the traffic. Apparently a still further reduc- tion has been accomplished by the recent change to electricity. It is impossible to speak with certainty, because the financial difficulties of the Third Avenue Railroad and its transfer to the Metropolitan Street Railway Company have made satisfactory comparison of the cost of operation in recent years impracticable. According to the report of the company for the year ending June 30, 1901, the operating expenses for a greatly increased traffic were less than in 1892, and the operating ratio was only 49.6 per cent. In 1902 there were heavy expenditures for maintenance and for dam- ages, but the operating ratio rose only to 61.3 per cent, which was still decidedly lower than the ratio under horse traction. 3 General results of operation of companies classified according to population. — The results of the operations ^Compiled from Street Kail way Investor's Guide. 2 Compiled from Reports of Massachusetts Railroad Commission- ers, 1889 and 1894. 3 Compiled from the Reports of the New York Railroad Com- missioners, 1892, 1899, 1902. 86 STREET AND ELECTRIC RAILWAYS. of street railways classified according to population of urban centers served, and of the two classes of interur- ban railways, are summarized in Table 62, which includes the same items as were presented in the corre- sponding table for companies classified according to power. More instructive is Table 63, which presents similar data for full-time electric surface railways with- out commercial lighting plants. The following dis- cussion is based chiefly upon the data presented in Table 62. Table 62.— GENERAL RESULTS OF OPERATION OF COMPANIES, CLASSIFIED ACCORDING TO POPULATION: 1902. 1 Number of companies Ratio of operating expenses to earnings, percentage Operating earnings per mile of track constructed . . . Operating earnings per car mile Operating expenses per car mile, total Power plant. .' Operation of cars Operating expenses per fare passenger Passenger earnings per fare passenger Net earnings per mile of track Total. 57.49 $11, 152 0.2187 0. 1257 0. 0204 0. 0552 0. 0301 0. 0494 4,741 URBAN CENTERS, POPULATION. 500, 000 and over. 65 55.69 $24, 360 0. 2318 0. 1291 0. 0185 0. 0597 0. 0274 0. 0482 10, 793 100, 000 but under 500, 000. 47 53.54 S14, 329 0.2119 0. 1134 0. 0160 0. 0544 0.0275 0. 0493 6,658 25,000 but under 100, 000. 59.31 88,009 0. 2036 0. 1207 0. 0195 0. 0494 0.0323 0. 0478 3,259 Under 25, 000. 312 68.09 $5, 440 0. 1891 0. 1287 0. 0316 0. 0437 0. 0422 0.0483 1,736 INTERURBAN RAIL- WAYS. Fast, long. 53 59.80 S3, 673 0. 2197 0. 1314 0. 0289 0.0446 0. 0547 0. 0809 1,477 Other. 239 64.83 85,253 0. 2075 0.1S45 0. 0272 0.0533 0.0355 0. 0504 1,847 1 Exclusive of reports for 18 companies which failed to furnish this information. Table 63.— GENERAL RESULTS OF OPERATION OF FULL-TIME ELECTRIC SURFACE RAILWAY COMPANIES, WITHOUT COMMERCIAL LIGHTING, CLASSIFIED ACCORDING TO POPULATION: 1902. 1 Number of companies Ratio of operating expenses to earnings, percentage . Operating earnings per mile of track constructed Operating earnings per car mile Operating expenses per ear mile, total Power plant Operation of cars Operating expenses per fare passenger Passenger earnings per fare passenger Net earnings per mile of track Total. 656 57.94 811, 045 0. 2168 0. 1256 0. 0193 0.0567 0. 0294 0.0493 4,646 URBAN CENTERS, POPULATION. 500,000 and over. 47 56.45 821, 982 0. 2376 0. 1342 0. 0177 0. 0622 0. 0276 0. 0479 9,572 100,000 but under 500,000. 54.14 $14, 021 0.2064 0.1118 0. 0157 0. 0542 0. 0274 0. 0494 6,429 25,000 but under 100,000. 66 60.99 $7,348 0. 1865 0. 1138 0. 0185 0. 0504 0. 0307 0.0485 2,866 Under 25,000. 165 68.81 84,872 0. 1662 0. 1144 0. 0260 0. 0469 0. 0351 0.0483 1,519 INTERURBAN RAIL- WAYS. Fast, long. 40 59.94 S3, 533 0. 2115 0. 1267 0.0286 0.0431 0. 0555 0.0845 1,415 Other. 200 65.33 $6,261 0. 2008 U 1312 0. 0270 0. 0535 0. 0342 0.0498 1,824 1 Exclusive of reports for 16 companies which failed to furnish this information. The great advantage which the street railways in the large cities have over those in smaller towns is con- spicuous in the above tables. The amount of earnings per mile of track for electric surface lines having no lighting plants, which in urban centers of more than 500,000 inhabitants is §21,982, decreases steadily with decreasing population of the centers served, an average of only §4,872 per mile of track being shown for com- panies in centers of less than 25,000 inhabitants. The amount of net earnings per mile of ti - ack decreases even more sharply, being $9,572 for electric railways without lighting plants in urban centers of the first group and only §1,519 in centers of smallest population. The differences among the groups in the ratio of op- erating expenses to operating earnings are also marked. In urban centers of more than 500,000 inhabitants rail- ways of all classes combined spent for operation only 55.7 per cent of their operating earnings, and the elec- tric surface railways not furnishing commercial light- ing in such centers show a ratio of expenses to earn- ings only slightly higher. In urban centers of from 100,000 to 500,000 inhabitants the operating ratio is even lower than in the largest cities. On the other hand, in places of from 25,000 to 100,000 inhabitants the operating expenses amounted to 59.3 per cent of operating earnings for all companies combined, and to 60.99 per cent for electric surface companies without commercial lighting plants. In centers of less than 25,000 inhabitants the corresponding operating ratios are 68.1 per cent and 68.8 per cent, respectively. The fast, long interurban railways present quite favorable operating results. The other group of interurban rail- ways on the other hand, including many railways that closely resemble the railways in the smallest towns, spent 64.8 per cent of their earnings for operation. The differences among the various population groups as regards the ratio of operating expenses to earnings are further indicated in Tables 64 and 65, which show for all railways, and for electric surface railways with- out commercial lighting plants, respectively, the num- ber of companies falling within stated limits of operat- ing ratios. FINANCIAL OPERATIONS. 87 Table 64. — Distribution of railway companies in the sereml urban and inierurban groups, according to their operating ratios: 1902. l NUMBER OF COMPANIES. PERCENT AG E OF OPER- ATING EXPENSES TO Total. Urban centers, population. Interurban railways. INGS. 500,000 and over. 100,000 but under 500,000. 25,000 but under 100,000. Under 25,000. Fast, long. Other. Total 799 (in 47 83 312 53 239 73 169 216 121 92 12S 9 16 14 12 5 9 10 23 6 5 3 8 28 31 12 1 3 16 48 84 49 47 68 8 16 17 7 2 4 22 50 but under 60 60 but under 70 70 but under SO 80 but under 90 39 64 36 37 41 1 Exclusive of reports for 18 companies which failed to furnish this information. Table 65. — Distribution of full-time electric surface railway compa- nies, without commercial lighting, in the several urban and interurban groups, according to their operating ratios: 1902} NUMBER OF COMPANIES. PERCENTAGE OF OPER- ATING EXPENSES TO OPERATING EARN- INGS. Total. Urban centers, population. Interurban railways. 500,000 and over. 100,000 but under 500,000. 25,000 but under 100,000. Under 25,000. Fast, long. Other. Total 556 47 38 66 165 40 200 43 120 159 90 64 80 5 9 11 10 4 8 6 21 6 3 2 4 20 27 11 1 3 6 27 48 27 27 30 6 11 12 6 2 3 16 50 but under 60 60 but under 70 70 but under SO 80 but under 90 32 55 33 30 34 1 Exclusive of reports for 16 companies which failed to furnish this information. It will be observed from Table 65 that in urban centers of more than 500,000 inhabitants only 5 out of the 47 electric surface railways without commercial lighting- plants had operating ratios under 50 per cent. Four of these 5 companies, however, operate great railway sys- tems, and the 5 companies together control an aggregate trackage of 1,289.02 miles, which is 27.5 per cent of the total of 4,680.96 miles reported for all electric surface railways in centers of this size. Of the 9 companies in urban centers of more than 500,000 inhabitants that show an operating ratio of from , 50 to 60 per cent, 3 have more than 300 miles of track each, and 2 others operate large systems. The total trackage of the 14 companies that show operating ratios under 60 per cent is 2,641.45 miles, or 56.4 per cent of the total trackage for centers having more than 500,000 inhabitants. On the other hand, most of the 22 electric railway compa- nies in the largest centers that show an operating ratio over 70" per cent are small concerns in the outskirts and suburbs. The average operating ratio for the group thus represents pretty closely the conditions for the more important street railway systems of the great centers. In urban centers of from 100,000 to 500, (»00 inhabit- ants -21 of the 38 electric surface railway companies not furnishing commercial lighting reported operating ex- penses between 50 and 60 per cent of earnings, and 6 companies, with 630.17 miles of track out of a total of 3,251.54 miles for the group, reported a ratio under 50 per cent. Only 5 companies in centers of this size had an operating ratio of 70 per cent or higher. This ap- parently more favorable distribution of companies in centers of the second rank, as compared with the largest centers, is largely explained by the fact that consolida- tion has gone so far in the second group that very few small railways, such as exist in some of the centers of the first group, now remain in operation. In centers of from 25,000 to 100,000 inhabitants only a small proportion of the electric railway companies have an operating ratio of less than 50 per cent, while the largest group is that of companies whose expenses are between 60 and 70 per cent of their operating earnings. Still less favorable were the conditions shown for the smallest centers, where only one-fifth of the electric railway companies reported an operating ratio under 60 per cent. The largest single group in such centers was that of companies with from 60 to 70 per cent; but more than half of the whole number of companies reported a ratio of 70 per cent or higher, and 30 out of the 165 companies spent more than 90 per cent of their earnings for operation. The distribution of fast, long interurban railway com- panies without commercial lighting plants shows a rather wide variation in the proportion of expenses to earnings. Twenty-three of the 40 companies have an operating ratio between 50 and 70 per cent. Of the other interurban railways, almost exactly one-half had an operating ratio of 70 per cent or higher, though the largest single group of companies reported from 60 to 70 per cent. Relation of operating ratio to density of traffic. — Table 66 classifies full-time electric surface railway companies without commercial lighting according to the number of fare passengers per mile of track and the ratio of operating expenses to operating receipts. The fast, long interurban railways are omitted from the table because the number of fare passengers on such railways can not properly be compared with those on other classes of electric railways. The table, how- ever, includes those interurban railways that have been classed under the head of "other" in this report. 88 STREET AND ELECTRIC RAILWAYS. Table 66. — Distribution of full-time electric surface railways, without commercial lighting, according to number of fare passengers carried per mile of track operated and according to operating ratio: 1902} NUMBER OF COMPANIES REPORTING OPERATING RATIO. NUMBER OF PARE PAS- SENGERS CARRIED PER MILE OF TRACK OPER- ATED. Total. Under 50 per cent. 50 per cent but un- der 60 per cent. 60 per cent but un- der 70 per cent. 70 per cent but un- der 80 per cent. 80 per cent but un- der 90 per cent. 90 per cent and over. Total 514 35 109 147 84 62 77 TJnder 25,000 54 72 177 145 34 15 17 5 2 6 9 5 4 4 3 8 30 45 11 7 5 7 14 63 52 11 4 6 12 10 32 23 6 6 14 33 8 21 24 23 8 1 25,000 but under 50,000 .. 50,000 but under 100,000 . 100,000 but undei-200,000. 200,000 but under 300,000. 300,000 but under 400,000. 400,000 and over 1 1 1 Exclusive of reports for 2 railways carrying freight only, for 16 which failed to furnish this information, and for 40 fast, long interurbans. In judging these statistics the fact that companies differ materially in importance must be borne in mind. The table shows clearly that an increase in the density of traffic per mile of track is usually accompanied by a reduction of the ratio of operating expenses to earn- ings. This is due chiefly to the fact that heavy traffic per mile of track is usually accompanied by heavy traffic and earnings per car mile. Proceeding from the group showing the least number of passengers per mile of track to the group showing the greatest number, the num- ber of companies having low operating ratios increases. Nearly two-fifths of the 54 companies reporting less than 25,000 passengers per mile of track showed a ratio of expenses to earnings of 90 per cent or higher, while only 5 had an operating ratio of less than 50 per cent. On the other hand, among the 15 companies reporting between 300,000 and 400,000 passengers per mile of track, there is none with an operating ratio exceeding 70 per cent, and only 4 have a ratio of 60 per cent or more. Similarh', of the 17 companies having more than 400,000 passengers per mile of track, 4 had an operating ratio of less than 50 per cent and 9 a ratio of less than 60 per cent, while only 2 showed a ratio of 70 per cent or higher. Table 67 classifies full-time electric surface railways without commercial lighting plants, other than fast, long interurban lines, according to the number of pas- sengers per car mile and the ratio of operating expenses to operating earnings. The close connection between a high number of pas- sengers per car mile and a low operating ratio appears clearly from this table. Of the 198 companies report- ing less than 3 passengers per car mile, 88 show an operating ratio of 80 per cent or more, and only 30 had a ratio less than 60 per cent. On the other hand, of the 92 companies with from 4 to 5 passengers per car mile, only 8 present an operating ratio of 80 per cent or higher, and 35 reported a ratio under 60 per cent. Of the 60 companies with 5 or more passen- gers per car mile, only 16 had an operating ratio of 70 per cent or more, while more than one-half show a ratio under 60 per cent, and one-sixth of them show a ratio less than 50 per cent. Table 67. — Distribution of full-time electric surface railways, without commercial lighting, according to number of fare passengers carried per car mile and according to operating ratio: 1902. } NUMBER OF COMPANIES REPORTING OPERATING RATIO. NUMBER OF FARE PAS- SENGERS CARRIED PER CAR MILE. Total. Under 50 per cent. 50 per cent but under 60 per cent. 60 per cent but under 70 per cent. 70 per cent but under 80 per cent. 80 per cent but under 90 per cent. 90 per cent and over. Total 514 35 110 146 84 62 77 64 134 164 92 38 14 8 4 4 6 12 6 2 2 4 18 43 23 18 2 2 8 40 54 32 6 4 2 10 22 29 17 3 1 2 8 27 19 4 2 2 30 23 14 4 3 3 1 Exclusive of reports for 2 railways carrying freight only; for 16 which failed to furnish this information, and for 40 fast, long interurbans. Causes affecting the operating ratio. — The causes which contribute to keep the operating ratio of street railways in large cities lower than in the smaller towns may be clearly discerned by a consideration of the other items in Tables 62 and 63. The difference is not due to higher fares in the great cities. It appears that the average fare collected per passenger on electric surface railways without lighting plants does not differ very materially as among the four urban groups, ranging from 4.79 cents to 4.94 cents. It is, however, largely the fact that the average passenger earnings per passenger are highest in urban centers of the second group, which makes the operating ratio for the com- panies of this group slightly lower than for those in the largest centers. It is also clear that the low ratio of operating ex- penses in the first two groups of urban centers is not due to the low cost of operating cars. In fact, the average cost of operation per car mile for railways without lighting plants, 13.42 cents, is about one- seventh higher in centers of more than 500,000 inhabitants than in any of the other classes of urban centers; while the other three groups of urban centers differ very little among themselves in the amount of operating expenses per car mile. It is probable that the cars in the great cities average somewhat larger than those elsewhere, but they can scarcely exceed in size the cars in centers of from 100,000 to 500,000 inhabitants by as great a proportion as the expenses per car mile exceed those in the second group of centers. One reason, perhaps the chief reason, why it costs more to operate cars in the largest cities than elsewhere FINANCIAL OPERATIONS. 89 is found in the higher rates of wages. It is possible, too, that on account of the obstructions to traffic the average rate of speed of surface cars is less in large cities than elsewhere, so that a larger amount of wages must be paid to conductors and motormen for cover- ing a given distance, even if time wages were not higher. The expense of "operating cars," which con- sists chiefly of the wages of conductors and motormen, amounts to 6.2 cents per car mile on electric surface railways without lighting plants in the largest centers as against 4. 7 cents in centers of the smallest size. One might reasonably expect, however, that the large scale on which the street railway business is conducted in great cities would result in material economies with re- gard to the power plant; and as a matter of fact, as shown by Table 63, the power plant expenses per car mile in the greatest centers, though they slightly exceed those in centers of the second group, are less than in centers of from 25,000 to 100,000 inhabitants, and de- cidedly less than in the smallest centers. Other causes having been excluded, the reason why ■the operating ratio is lower in the largest cities than elsewhere is necessarily found to lie in the great den- sity of traffic per car mile. It will be recalled that the average number of passengers carried per car mile on electric surface railways without commercial lighting plants, in centers of more than 500,000 inhabitants, was 4.92 in 1902, while in the smallest centers it was only 3.26. The table at present under consideration shows that the operating earnings of electric surface com- panies without lighting plants amount to 23.76 cents ■ per car mile in centers of more than 500,000 inhabit- ants, as compared with 20.64 cents in centers of the second group, and with only 16.62 cents in places of less than 25,000 inhabitants. Notwithstanding the fact that in all probability the rides taken by passengers in the greatest cities average longer than elsewhere, the cars in such cities are so much larger and so much better filled that they earn more for each mile traveled than in any of the other urban groups. The passengers who stand are those who make the greatest profit for the railway company. The figures which show the average operating expenses per fare passenger on electric surface railways without lighting plants indicate the effects of these differences in the density of traffic and in the amount of earnings per car mile. They range from 2.76 cents for the largest centers to 3.51 cents for the smallest. A frac- tion of the operating expenses represents the cost of other branches of service besides passenger traffic, but in the case of electric surface companies without light- ing plants this fraction is so small as to be negligible. The fact that the operating expenses of fast, long interurban railways, despite the decidedly larger size of their cars, are not materially greater per car mile than in those of the last three urban groups is attribu- table partly to the high rate of speed maintained, which reduces the outlay for conductors and motormen. The power plant expenses of such railways, on the other hand, as might be expected, are heavier per car mile than for any class of urban railways. The compara- tively unfavorable operating results of other inter- urban lines are shown primarily in their high oper- ating expenses per car mile. These companies also have low earnings per mile of track; but against this must be set the fact that the cost of construction and equipment per mile for many of these railways is much less than in the case of the railways in large cities. The finances of fast, long interurban railways are dis- cussed in greater detail in Part I, Chapter VII. VI. BALANCE SHEET. Detailed analysis for all companies. — Table 68 pre- sents for the United States and for each state a summary of the balance sheets of both operating and lessor street railway companies. Besides the 18 companies men- tioned on page 54, as reporting no financial statistics, it was found impossible to obtain balance sheets for the Denver, Lakewood and Golden Railroad Company, which has 6 miles of track, and for one lessor company, the Pittsburg and Charleroi Street Railway Company, which has 4. 6 miles of track. Moreover, the data for the balance sheets of a number of other lessor com- panies had to be drawn from the reports of the con- trolling operating companies, from various financial reports and other sources, it being impossible to obtain returns directly from the companies, as some of them have virtually ceased to keep financial accounts. 90 STREET AND ELECTRIC RAILWAYS. Table 68.— BALANCE SHEET FOE OPERATING STATE OB TERRITORY. United States. Alabama Arkansas California . . . Colorado Connecticut . Delaware . Florida . . - Georgia... Illinois . . . Indiana . . Iowa Kansas Kentucky . Louisiana - Maine Maryland Massachusetts . Michigan Minnesota Mississippi Missouri Montana Nebraska New Hampshire . New Jersey New York North Carolina. Ohio Oregon Pennsylvania . . Rhode Island... South Carolina - Tennessee Texas — Utah Vermont . Virginia. Num- ber of com- panies. Washington West Virginia Wisconsin All other states and ter- ritories. 3 Hawaii and Porto Eico, 9«7 35 7 25 3 6 10 56 20 22 11 12 8 211 12 92 24 5 5 17 5 4 13 29 119 7 66 6 195 7 7 Total. $2, 545, 132, 305 15,451,927 2,501,330 82, 602, 550 16, 820, 646 45,645,833 5,289,910 3, 822, 637 27, 056, 898 284,953,125 43,454,495 19, 977, 660 3, 318, 649 25,239,786 24, 084, 087 12, 476, 227 69, 710, 668 121, 627, 650 66,227,886 40,016,285 1,444,119 149, 060, 520 3, 748, 096 8, 807, 086 4,435,194 132, 029, 283 643,014,844 4, 430, 976 181, 414, 088 6, 563, 793 314, 258, 464 24, 4S8, 395 6, 689, 625 18, 142, 307 16,465,080 6,224,674 3, 203, 339 19, 773, 297 20, 043, 826 10, 005, 352 31, 334, 728 29, 277, 080 3,502,875 Cost of con- struction and equipment. 2 $2, 167, 634, 077 13, 999, 633 2,207,346 74, 624, 168 16,174,735 42, 482, 731 5, 104, 476 3,710,728 26, 157, 673 225,507,387 39, 420, 184 18,035,123 3,089,321 22,850,276 14, 282, 507 11,176,556 68, 711, 891 109, 782, 044 55, 582, 232 39,273,860 1, 268, 084 117, 628, 659 3, 228, 532 8, 599, 242 4, 118, 457 126, 589, 270 521, 942, 957 2, 408, 661 169,058,687 6, 235, 570 246, 118, 011 23,871,751 4, 523, 752 16,931,576 15,755,440 4, 314, 156 2, 850, 460 15, 414, 124 18, 574, 439 9,039,281 29,359,238 27,630,859 Other per- manent investments. $152, 513, 997 2,181,593 949, 116 40, 486 1,805,168 210, 062 2, 121, 530 134, 800 40, 237, 103 10, 435 47, 704 40,928 559, 960 30,000 212,011 2,068,542 114, 196 24,379,270 36,751,267 639, 690 1,147,336 31,568,967 1,730,000 582, 016 140,000 1,682,600 3,284,535 191, 793 244, 819 708, 756 Cash on hand. $28, 021, 853 78, 370 27, 268 1, 186, 782 149, 637 300, 733 71,386 47, 861 196, 523 1, 819, 913 371,275 243, 518 14, 622 333, 415 ' 243, 853 86,503 187, 137 3, 302, 901 330, 675 477, 935 11, 196 1, 053, 495 46, 521 100, 961 177, 579 439, 114 11, 859, 612 24,076 1, 705, 688 89, 601 1, 307, 980 38,443 8, 244 64, 557 231, 886 145, 123 20, 477 236, 557 406, 694 106, 805 225, 314 251, 623 332, 314 102, 950 Bills and ac- counts receivable. $22,448,700 $10, 610, 928 94, 304 6,106 515, 963 39, 298 72, 907 40, 860 32, 994 212, 437 1, 123, 128 107,448 226, 522 2,942 43, 307 97, 891 69, 716 22, 735 1,387,588 531, 320 4,862 5,928 299, 330 37, 782 9,175 108, 629 278, 001 8, 815, 728 89, 318 2,320,577 , 454, 432 147, 373 58, 631 491,804 31,141 10, 506 598, 200 234, 894 6,976 333, 118 477, 149 64, 868 Supplies. 38, 101 11, 149 832, 641 115, 097 191, 509 47, 361 23, 453 142, 571 899, 638 170, 915 80, 498 14, 379 139, 698 103, 969 55, 567 131, 666 1,451,677 174,632 101, 286 2,390 445, 988 22, 589 19, 209 6,636 338, 461 2, 116, 654 36, 408 664, 396 89,341 1,061,225 160, 607 45, 693 62,046 65, 784 50,795 6,041 30, 732 274,026 4,529 338, 740 42, 831 31,950 Sundries. Profit and loss deficit for com- panies report ing deficit. $152, 617, 703 278, 765 208, 975 3, 632, 077 ■ 121, 850 371,430 7,977 7,601 212, 894 12,432,930 3,241,044 1, 214, 397 190, 206 1, 810, 241 9, 329, 908 209, 555 522, 807 5, 085, 058 7, 416, 002 147, 242 40,540 4,743,535 347, 107 76,654 20, 163 2, 549, 375 58, 140, 377 1,198,720 6,291,536 118, 864 29, 899, 316 1,589 316, 961 9,187 240, 029 32, 000 292, 989 151, 552 361,980 601,492 367, 214 375, 564 778, 161 $11,285,047 13, 638 5,751 9,967 104, 993 17,850 2, 933, 026 133, 194 129, 898 7,179 21,921 25, 959 318,370 104, 432 406, 371 124,483 11, 100 1,785 510, 243 65, 665 1,845 3,730 954, 154 3, 388, 249 34, 103 225, 868 21, 737 848,523 26S, 632 6,244 1,122 22, 866 57,597 2,450 2,348 499, 054 11,039 Net deficit for states showing deficit. $1,123,330 i Exclusive of reports for 20 companies which failed to furnish this information. aSessS^^ distributed as follows: Arizona, 1; District of Columbia, 2 (8 reports); Idaho, 826, 030 6,655 139, 683 , 1; New Mexico, 1. These companies are FINANCIAL OPERATIONS. AND LESSOR COMPANIES, BY STATES AND TERRITORIES: 1902. 1 91 LIABILITIES. Cost of con- struction dur- ing the year. 2 Total. Capital stock. Funded debt. Bills and ac- counts payable. Interest due. Dividends due. Sundries. Profit and loss surplus for companies re- porting sur- plus. Net surplus for states showing sur- plus. $2, 545, 182, 305 $1, 266, 883, 289 8974, 112, 422 $101, 704, 634 $14,497,670 $2, 543, 823 $133, 399, 308 $51,991,159 $41, 829, 442 $126, 682, 473 1 15, 461 , 927 2, 501, 330 82, 602, 550 16,820,646 45, 645, 833 6,289,910 8, 822, 637 27, 056, 898 284, 953, 125 43, 454, 495 19, 977, 660 3,318,649 25, 239, 786 24, 084, 087 12,476,227 69, 710, 668 121, 627, 650 66,227,886 40,016,285 1,444,119 149,060,520 3, 748, 096 8,807,086 4,435,194 132, 029, 283 643, 014, 844 4,430,976 181, 414, 088 6, 563, 793 314,258,454 24, 488, 395 6, 689, 525 18, 142, 307 16,465,080 6, 224, 674 3,203,339 19,773,297 20, 043, 826 10, 005, 362 31,334,728 29,277,080 7, 696, 900 885,300 46,022,099 7,362,804 25,211,640 2, 264, 990 1,949,400 12, 957, 600 158,713,616 16, 635, 028 10, 541, 200 2, 162, 000 11, 330, 900 12, 484, 900 5, 053, 055 16,036,006 59, 378, 602 29,033,100 23, 280, 000. 626, 500 68,234,100 2,045,613 6,012,125 2,333,200 69,333,440 276, 209, 172 1, 995, 625 108, 638, 650 2, 788, 550 183,429,124 16,375,000 2,589.400 8,160,400 9, 150, 900 3, 110, 000 1,835,100 7,277,000 10,636,400 4. 273, 600 15, 178, 600 17,651,650 6, 678, 500 1, 058, 000 SO, 529, 500 8,295,560 17,433,500 2, 424, 000 1,531,000 13,081,500 97,885,267 21, 550, 760 6, 770, 33S 1, 115, 000 12,204,300 10, 010, 000 6, 155, 000 52,359,194 37, 966,942 32,696,800 13,226,000 644, 000 71,474,816 1, 275, 000 2,395,000 1,556,000 57,490,750 252,929,373 1,880,500 60, 942, 000 2, 737, 000 75,563,700 6,221,200 3,336,000 8, 686, 400 3, 952, 900 2, 800, 000 931,600 11,019,314 7, 747, 813 5, 308, 400 13, 058, 350 9,291,150 599, 152 180, 426 1, 650, 635 418, 881 1, 984, 704 623,953 84, 309 163, 931 8, 766, 905 3, 091, 924 1, 338, 918 37, 332 284, 044 291, 257 746,799 251, 557 16,241,821 2, 838, 408 122, 908 134, 628 5, 760, 149 984 127, 436 275, 582 2, 994, 778 23, 423, 952 392, 630 6,441,750 214, 452 11,876,058 1,265,385 445, 384 908, 620 2, 958, 926 251,279 66, 201 889,005 845, 156 262,527 1,100,953 1,450,936 133, 272 82, 590 538, 108 239, 493 128, 330 10, 920 112, 412 54,943 2,084,693 102,640 73, 101 1,416 294,275 289,200 60, 967 533, 628 251,987 539, 992 229, 928 8,212 948, 259 134,750 2,000 48, 343 242, 025 1, 934, 206 138,848 298,491 30, 408 16, 693 127, 368 15, 094, 975 1, 664, 308 62, 956 2,377 168, 027 269,547 80, 499 339, 084 6,066,355 113, 384 67, 639 8,070 1,868,298 124, 556 21,000 174, 207 976, 468 69,296,706 84, 202 2, 349, 156 142, 536 30,802,698 6,492 213,538 88, 991 10, 347 293, 760 102, 990 1,811,049 365,060 589, 168 35, 639 128,223 671, 566 2,106,996 401, 820 1, 189, 536 524 880, 990 634, 980 379, 907 191, 199 2, 384, 207 973, 968 2, 789, 610 22,709 568,277 167, 193 192, 320 92, 109 820, 006 17,039,206 17,289 2,416,889 654,365 10,382,206 559, 461 75, 466 266, 276 294, S43 63, 395 34,854 209,641 555, 3S5 135, 772 1, 132, 934 359, 371 280, 122 102, 990 1, 805, 298 355,093 484, 175 17, 789 128,223 671, 566 1, 329, 616 82, 272 2, 164, 805 402, 023 1,333,893 1,045,456 97,467 673,406 13, 670, 690 1,891,946 1,578,741 35, 933 371, 058 490,546 1,181,015 1, 492, 101 12,821,331 1,750,484 1,044,300 311,417 2,167,875 65,320 211,689 226,423 9,437,053 36,278,382 253,248 11,962,321 330, 939 11,093,181 1,675,228 308,214 1,173,083 588,397 168,355 72, 392 605,059 3, 299, 615 734, 039 1,826,050 437,210 2 3 116, 953 4 5 6 7 600 8 9 300, 673 8,015 1,616 10 268, 626 1,059,638 11 12 13 77,250 114, 203 859, 069 609, 021 61, 537 86, 767 1, 977, 836 849,485 2, 778, 510 20, 924 58, 034 101,628 190,475 88,379 14 15 16 17 337, 736 132,234 300, 200 18 19 20 21 206,621 22 •^3 59,205 24 4,096 .409, 014 3, 798, 284 60, 730 460, 290 26, 890 2,019,582 60,857 29, 737 31, 620 90, 873 ?S 4,827 318, 151 •>fi 13,650,957 27 ■>8 175, 353 2,191,021 632, 62S 9,533,683 290,829 69, 222 265,154 294,043 63,395 11.9S8 152,044 555, 385 133, 322 1, 130, 586 29 30 185,086 31 m 33 34 6,291 35 36 23, 313 118,043 121, 355 12, 301 204, 298 233,271 1,650 18,069 310,621 242,225 137, 717 12, 752 5S9, 926 183, 279 37 38 TO in 69, 667 107, 423 41 n 3,502,875 2, 021, 340 1,163,800 55,276 20,146 2,899 109, 083 130, 331 119, 292 310 43 92 STREET AND ELECTRIC RAILWAYS. The methods of street railway companies in prepar- ing their balance sheets are not uniform, and, although every effort has been made by the Bureau of the Census to bring the items to a comparable basis, it has been impossible in some cases to do so. ' Moreover, certain headings on both sides of the balance sheet represent such a variety of items that the national and state totals for these headings do not give a precise idea of the financial situation of street railways. The total assets and liabilities, as shown in the table, have been obtained by adding all assets and liabilities reported by individual companies without setting off the profit-and-loss surplus of some of the companies against the profit-and-loss deficit of others. The aggre- gate surplus reported by 463 companies was §51,991,159, and the aggregate deficit reported by 225 companies was $11,285,047, while 279 companies reported neither surplus nor deficit. The latter are largely lessor com- panies which have no current transactions, their income being directly disbursed to their stockholders and bond- holders by the operating companies. The net surplus for the United States, obtained by deducting the deficits from the gross surplus, was $40,706,112. If the deficits were similarly deducted from total assets and liabilities they would be reduced to $2,533,847,258. The table also shows for each state the net surplus or deficit obtained by combining the figures for companies show- ing a surplus with those for companies showing a deficit. More than five-sixths of the reported assets of the street railway companies are placed under the head "cost of construction and equipment." It should be distinctly understood that this figure gives no indication of the actual cash which has been invested in tracks, appliances, and equipment. The Bureau of the Census undertook to secure an itemized statement of cost of construction from each company in accordance with the form prescribed by the American Street Railway Accountants' Association. Many companies furnished satisfactory returns, but many others were entirely unable to do so. The most important of the consider- ations that make the figures of cost in the balance sheet unsatisfactory is that a large proportion of the railway mileage, particularly of that which has had the highest valuation placed upon it, has changed hands during recent years, usually through the process of consolida- tion, but sometimes through reorganization after bank- ruptcy or otherwise. Where this has occurred, the new company has, naturally enough, treated as the " cost of construction and equipment" the amount which it has actually paid in cash or securities for the assets of the old company or companies, as "going" concerns — an amount which may be much more or much less than their original cost or the cost of duplicating them to-day. The new companies would seldom be able, even if they desired, to ascertain from the records of the old com- panies the amounts originally invested, either by items or as a whole. Another reason for inability to present itemized construction accounts is found in the common practice of letting contracts for the entire construction and equipment of railways at a lump sum. Such con- tracts are sometimes given to a construction company which is composed largely or wholly of the same men who are promoting the street railway company itself. The item " other permanent investments " is vari- ously interpreted by individual companies in making up their balance sheets. Some of them are disposed to put the value of their franchises under this head. The Bureau of the Census has sought to secure uniformity in the classification presented in this report, and has included under "other permanent investments" only the value of investments outside of street railways and lighting plants directly owned by the reporting com- panies which amounted to $152,513,997. The most important form of such investments consists of the stocks and bonds of other street railway companies, which were usually wholly or partly controlled by the companies holding such securities, but which still main- tained an independent existence and made an independ- ent report to the Bureau of the Census. To the extent that securities of reporting railway companies are held by other reporting companies there is a duplication of both assets and liabilities. In cases where an operating company has completely taken over the business of a subsidiary company, which made no separate return to the Bureau of the Census, the value of the securities held has been treated as part of the cost of construction of the parent company. The cost of electric lighting plants and of parks or other real estate used in direct connection with the street railway business is also included with "cost of construction and equipment." On the other hand, investments in other forms of real estate, in water plants, ice plants, or other industrial enterprises, or in securities of any sort, are covered by the second head of the balance sheet. In some cases the cost of such outside properties is so closely inter- woven with the cost of street railways that the segre- gation is based on estimates rather than on precise bookkeeping accounts. Some companies reported their own stocks and bonds held in the treasury as an asset, but in making up the table such securities have uni- formly been treated as though not issued and have been omitted from both sides of the balance sheet. The sundry assets, 1152,617,703, includes a variety of items. In a number of cases companies reported the value of franchises — corresponding practically to the difference between their reported cost of construction and other permanent investments on the one hand and the amount of stocks and bonds issued, on the other — as a separate item, and this has been included here rather than under ' ' cost of construction " or " other permanent investments." It must not be supposed, however, that the total .value of all street railway franchises, as distinct from their cash cost, is shown under "sundry assets." Advances made by controlling companies to their sub- FINANCIAL OPERATIONS. 93 sidiary companies for improvements on their lines or other purposes are also placed under this head. It is probable, however, that a part of the item "bills and accounts receivable " also represents advances of this sort that have not been specifically indicated as such bv the companies. The balance sheet totals involve duplica- tion to the extent of such advances from one company to another; the expenditures made out of them appear, usually as "cost of construction and equipment,." among the assets of the subsidiary companies, and the obligations to the controlling companies appear among their liabilities. The. items "capital stock" $1,266,883,289, and "funded debt" $974,112,422, in the balance sheet are somewhat smaller than the amounts of securities re- ported as issued in Table 93, which were $1,315,572,960 and $992,709,139, respectively. Some of the operat- ing companies which reported capital stock and funded debt did not present balance sheets. Again the capi- tal stock of some other companies was not paid up in full, only the amount paid being treated as a liability in the balance sheet. If the par value of such stock were taken, it would be necessary to offset the part not paid in by an item "sundry assets" on the assets side, representing, presumably, real or anticipated fran- chise value. The practice of issuing stock without full payment is most conspicuous in Pennsylvania, where the total par value of stocks issued by operating and lessor street railway companies was reported at $211,728,495, while the amount appearing in the bal- ance sheet as paid in was $183,429,124, a difference of $28,299,371. In Philadelphia many of the lessor com- panies have had only a fraction of their stock paid in. Treasury stocks and bonds are excluded from liabilities as from assets. The item "bills and accounts payable" is a large one, $101,704,634. A considerable number of companies, particularly in Massachusetts, seem to have adopted the policy of carrying permanently a heavy floating debt, the proceeds of which have been used in construction and equipment. In other cases new companies that have not yet completed their entire road, or that have only recently done so, are indebted to the contractors for nearly or quite the full cost of construction and have as yet floated no securities. There are a few cases also in which controlling companies not reporting to the Bureau of the Census have made advances to the com- panies which they control and which did report. The amount of "interest due" represents in part that which has accrued but is not yet payable; in part that which is payable but for which coupons have not yet been presented ; but it apparently represents chiefly interest which the companies have been unable to pay. Under "sundry liabilities," which aggregated $133,399,308, the most important single item consists of the obligations of the subsidiary companies to con- trolling companies. Cost of construction during the year. — An additional column on the same page with the balance sheet shows the cost of new construction and equipment charged to the capital account during the census year, as reported by street railway companies. It does not include the cost of railways under construction but not yet in operation. It has been sought also to omit expend- itures which merely represented the purchase of old companies by new ones. The complications in the construction accounts of new railway companies, par- ticularly where settlements have not yet been made with contractors, are such that the figures for cost during the year can not be altogether correct. Thej' serve, however, to give a rough idea of the rapidity with which new construction and improvement are taking place. The total cost of construction during the year amounted to $126,682,473, or about 6 per cent of the aggregate cost of construction and equipment, as stated in the balance sheet at the end of the year. CHAPTER VI. EMPLOYEES, SALARIES, AND WAGES. Totals for the United States and for states. — Table 92 shows for the United States as a whole and for each of the states the average number of salaried officials and clerks and of wage-earners of different classes, employed by street and electric railways during the census year 1902, together with the total amount of salaries and wages paid to each class. The table includes the figures for 797 of the 817 operating companies. The nonoperating lessor companies have no wage- earners; and, while they maintain a formal organization and have certain officers, these, in most cases, receive no compensation. The 20 companies that failed to re- port statistics of employees and wages include the 18 companies mentioned on page 54 as making no financial returns. In addition to these the Los Angeles Traction Company, with 26 miles of track and 5,040,154 passen- gers, and the Punxsutawney (Pa.) Street Railway Com- pany, with 12.13 miles of track and 988,555 passengers, failed to report employees and wages. The total track- age of the companies not covered by the statistics on this subject was 417.03 miles. In accordance with the practice adopted by the Bureau of the Census for the investigation of manufactures, 1 the average number of employees as stated in Table 92 is computed, not on the basis of the actual time the street railways were in operation, but on the assump- tion of continuous operation for all companies through- out the year. Thus a company operating six months and employing 30 men during that time is credited with 15 men employed for twelve months. The aim is to show the equivalent of the actual work done during the census year, or, in other words, the number of employ- ees which would be necessary to perform that work if all of them worked the full year. The average time of operation of the 57 companies which operated less than the full year was about six and two-thirds months. The number of employees of such companies, as calculated according to the method 1 See Twelfth Census, Vol. VII, pagecvi. (94) described, was only 2,066. If the full number had been counted, regardless of the length of their employ- ment, it would not have increased the total number of employees of all companies combined, or the number of most of the classes of employees, by 2 per cent. In some other cases companies operated part of their trackage during only a fraction of the year; but, all things considered, the average number of employees for all railways, as calculated on the basis of an assumed full year of operation, is not materially less than the number actually employed at any given time during the year. Table 92 shows that the average number of salaried officials and clerks employed by the street railways of the United States in 1902 was 7,128 and the average number of wage-earners of all classes 133,641, a total of 140,769 employees. The salaries paid amounted to $7,439,716 and the wages to $80,770,449, a total of $88,210,165 for salaries and wages. The wages alone, exclusive of salaries, were 56.8 per cent of the total operating expenses of the street railway companies. By far the most important groups of employees are conductors and motormen. These two classes, which are approximately equal in number and in wages re- ceived, together constitute about three-fifths of the total number of wage-earners, and their aggregate wages are equal to more than one-third of the operating expenses of street railway companies. Road and track men and mechanics are the next most important classes of employees. Employees, salaries, and wages of companies classi- fied according to poiver. — Table 69 shows for all com- panies combined and for the various groups of com- panies classified according to power, the number and compensation of salaried officials and clerks; the num- ber and wages of all wage-earners and of conductors and motormen, respectively; and the relation of certain of these statistics to the length of track, to car mileage, and to the number of fare passengers carried. EMPLOYEES, SALARIES, AND WAGES. 95 Table 69.— EMPLOYEES, SALARIES, AND WAGES OF COMPANIES, CLASSIFIED ACCORDING: TO POWER: 1902. 1 Number of companies Salaried officials and clerks: Average number Per mile of track Per 100,000 car miles run during the year Per 100,000 fare passengers earned during the year. Salaries Wage-earners: Average number Per mile of track Per 100,000 car miles run during the year Per 100,000 fare passengers carried during the year. Wages Per mile of track Per 100,000 car miles run during the year Per 100,000 fare passengers carried during the year. Conductors: Average number Wages Motormen: Average number Wages Total. 737 7,128 0. 322 0.631 0.151 87, 439, 716 133, 641 6.031 11. 830 2 829 $80,770',449 83,645 87, 150 81,710 40, 141 824,025,204 40, 003 824, 617, 155 ELECTRIC, SURFACE. Without com mercial lighting. 554 5,617 0.305 0.698 0.140 85,950,926 111,044 6.022 11. 826 2.768 $67, 904, 546 $3,683 $7,232 $1, 692 34, 222 $20,981,435 34,458 $21,288,717 With com- mercial lighting. 112 990 0.402 1.164 0.324 $998, 460 12, 498 5.080 14.696 4.087 $6,741,201 $2, 740 87,927 $2, 201 3,090 $1,545,874 3,235 $1,680,086 Part time. 57 184 0.221 1.413 0.488 8121,124 1,882 2.264 14. 455 4.987 $698, 667 8841 $5, 366 $1,851 548 8198, 109 590 $213,814 Animal. 52 44 0.282 0.776 0.131 827, 927 992 6.354 17. 497 2.956 $576,285 83,691 $10, 164 $1, 717 297 $164,894 Steam and electric ele- vated. Cable, sur- face, and inclined planes. 5 14 250 39 1.096 1.178 0. 299 1.240 0.079 0.201 $298,137 $40,622 6,768 441 29. 671 13. 319 8.091 14. 026 2.148 2.278 $4, 512, 338 $330, 795 $19, 782 $9, 991 85,394 $10, 521 $1, 432 81, 709 1,823 159 81,015,888 $118,044 1,228 140 $1,137,951 $105, 629 Steam, sur- face. 4 0.332 3.693 2.354 $2, 520 16 1.327 14. 774 9.415 $6,617 $549 $6,110 $3,894 4 $2,655 1 Exclusive of reports for 20 companies which failed to furnish this information. Very significant differences in these relations appear among the different classes of companies, although the differences are probably due not so much to diversity in the methods of traction as to variation in the density of traffic among the several classes. For all classes of railways combined the number of salaried employees was 0.322 per mile of track, 0.631 per 100,000 car miles run during the year, and 0.151 per 100,000 fare passen- gers carried during the year. The number of wage- earners was 6.031 per mile of track, 11.830 per 100,000 car miles, 'and 2.829 per 100,000 fare passengers. These figures exceed slightly the averages for the most important class of companies, full-time electric surface railways without commercial lighting. The annual wages paid by all companies were $3,645 per mile of single track, $7,150 per 100,000 car miles, and $1,710 per 100,000 fare passengers. As might be ex- pected, the companies furnishing commercial lighting, part of whose employees are engaged in the lighting branch of the business, show relatively more salaried employees, wage-earners, and wages, in proportion to the car mileage and passengers, than companies without commercial lighting. The large n umber of wage-earners in proportion to car mileage shown for animal power railways is chiefly due to the slow speed of the cars. Elevated railwaj's, with their extremely dense traffic, naturally show a much larger proportion of employees per mile of track than other classes of railways; but, on the other hand, the density of traffic and the high speed of elevated railways resulted in their showing a relatively small number of employees and a relatively small amount of salaries and wages in proportion to car mileage and to fare passengers carried. The number of wage-earners per 100,000 fare passengers for the cable roads was less than for any other group except the elevated roads. The inclined plane roads had 2.107, and the ordinary cable roads 2.320 wage-earners per 100,000 fare passengers. Employees, salaries, and wages of companies classi- fied according to population. — Table 70 presents for all railways classified according to population the same data as are presented in Table 69. The corresponding figures for full-time electric surface railways without commercial lighting are shown in Table 71. Table 70.— EMPLOYEES, SALARIES, AND WAGES OF COMPANIES, CLASSIFIED ACCORDING TO POPULATION: 1902. 1 Number of companies Salaried officials and clerks: Average number Per mile of track Per 100,000 aar miles run during the year Per 100,000 fare passengers carried during the year . Salaries Wage-earners: Average number Per mile of track Per 100,000 car miles run during the year Per 100,000 fare passengers carried during the year . Wages Per mile of track Per 100,000 car miles run during the year Per 100,000 fare passengers earned during the year . Conductors: Average number Wages Motormen: Average number Wages URBAN CENTERS, POPULATION INTERCRBAN RAIL- ' WAYS. 500,000 and over. 100,000 but under 500,000. 26,000 but under 100,000. Under 25,000. Fast, long. Other. 797 65 46 S3 312 53 238 7,128 0.322 0.631 0.151 439, 716 2,549 0.514 0.489 0.104 82, 720, 425 1,211 0.343 0.507 0.122 81,465,045 703 0.24S 0.630 0.169 $829, 372 S3S 0.384 1.334 0.438 $686,253 482 0.174 1.042 0.434 $477, 601 1,345 0.229 0.904 0.239 $1,261,020 133, 641 6.031 11.830 2. 829 770, 449 $3,645 $7, 150 $1, 710 61, 699 12.438 11. 837 2.516 $39, 181, 336 $7, 899 $7, 517 $1, 598 27, 604 7.811 11. 558 2.790 817, 201, 939 $4,86S $7, 203 $1, 739 13,46S 4.742 12. 053 3. 229 $7, 626, 882 $2,688 $6,831 $1,830 7,279 3.333 11. 586 3. 802 $3,727,549 $1, 707 $5,933 $1, 947 5,764 2.084 12. 461 5.186 $3,155,616 $1,141 $6, 822 $2,839 17,837 3.035 11.988 3.167 $9, 877, 127 $1, 680 $6,638 $1,754 40, 141 025,204 18,897 811,860,269 8,645 $5,244,932 4,083 $2,247,928 1,849 $911, 899 1,351 $735, 181 5,316 $3,024,995 40,003 617, 165 17,867 $11,813,620 8,786 $5,384,432 4,242 $2,358,346 2,360 $1,186,679 1,424 8788,645 5,324 $3,085,433 1 Exclusive of reports for 20 companies which failed to furnish this information. 96 STREET AND ELECTRIC RAILWAYS. Table 71.— EMPLOYEES, SALARIES, AND WAGES OF FULL-TIME ELECTRIC SURFACE RAILWAY COMPANIES, WITHOUT COMMERCIAL LIGHTING, CLASSIFIED ACCORDING TO POPULATION: 1902. 1 Number of companies Salaried officials and clerks: Average number Per mile of track Per 100,000 car miles run during the year Per 100,000 fare passengers carried during the year Salaries Wage-earners: Average number Per mile of track Per 100,000 car miles run during the year Per 100,000 fare passengers carried during the year Wages . Per mile of track Per 100,000 car miles run during the year Per 100,000 fare passengers carried during the year Conductors: Average number Wages v Motormen: Average number Wages Total. $5 $21 554 5,617 0.305 0.598 O.H0 950, 926 111,044 6.022 11. 826 2.768 ,904,546 S3, 683 $7,232 $1, 692 34, 222 1,981,435 34, 458 288, 717 UKBAN CENTEKS, POPULATION. 600,000 and 100,000 but 25,000, but over. under600,000. under 100,000 47 2,259 0.483 0. 522 0.107 $2, 390, 778 53, 957 11. 527 12. 461 2.566 $34, 094, 449 $7, 284 $7,874 $1, 621 16, 765 $10, 670, 686 16, 338 $10,509,465 37 1,026 0.318 0.469 0.114 $1, 293, 521 24, 649 7.642 11. 260 2.747 $15, 325, 583 $4,751 $7, 001 $1, 708 7,847 $4, 745, 919 8,060 $4, 903, 873 457 0.219 0.555 0.150 $537, 295 8,709 4.167 10. 577 2. 852 $5, 256, 287 $2, 515 $6, 384 $1, 721 2,821 $1,697,605 2,959 $1, 790, 580 Under 25,000. 165 438 0.335 1.141 0.351 $340, 658 4,008 3.062 10. 445 3. 210 S, 163, 300 $1,653 $5, 637 $1,733 1,165 $619, 268 1,421 $764, 662 INTERURBAN RAILWAYS. Fast, long. Other. 40 356 0.165 0.985 0.432 $371, 944 4,329 2.002 11. 980 5.249 $2, 432, 636 $1, 125 $6, 732 $2, 949 $552, 534 1,049 $583, 345 199 1,081 0.217 0. 830 0.216 ,016,730 15, 392 3.096 11. 819 3.082 I, 632, 391 $1,737 $6, 628 $1, 729 4,626 :, 695, 42» 4,631 :, 736, 792. 1 Exclusive of reports for 18 companies which failed to furnish this information. It appears from Table 71 that the number of wage- earners per mile of track, on railways of the more typical class, is greatest in urban centers of the first group, and that the number decreases rapidly with de- creasing population of urban centers. An even greater decrease is shown in wages per mile of track. The ex- planation is found obviously in the declining density of traffic with decreasing population. The ratio of wage- earners and wages to car miles run during the year also decreases with population, though in a much less marked degree. In explanation of the fact that the number of employees per 100,000 car miles is greater in large cities than in smaller towns, it may be said that certain classes of men, such as starters, switchmen, transfermen at junction points, and the like are not required in the smaller towns. In some small towns a single person serves both as conductor and motorman. On the other hand, the density of traffic per car mile increases, broadly speaking, with population, and we find accordingly that the ratio of the number of em- ployees to the number of fare passengers carried during the year decreases with increasing population. How- ever, on account of the general tendency of the rate of wages to increase with population, there is less differ- ence in the ratio of w T ages to passengers among the four urban groups than in the ratio of wage-earners to pas- sengers. The ratio of wage-earners to passengers car- ried is larger in the group of fast, long interurban rail- ways than in any of the urban groups, because of the long distance traveled by passengers. delation of employees to trackage and trajjlc in the ten. largest cities. — Table 72 shows the number of salaried employees and the number of wage-earners on the sur- face railways, including electric, animal, and cable lines, 1 in the ten largest cities of the United States, together with the relation between these numbers and the traffic. It should be noted that, in some cases, the area and population of the cities as covered by this table do not correspond exactly with the area and population of the " urban centers," of which these cities are the chief part. 1 The Brooklyn and Boston companies which operate elevated as well as surface tracks are included in the table. Table 72.— WAGE-EARNERS AND SALARIED EMPLOYEES OF SURFACE RAILWAYS, IN THE TEN LARGEST CITIES: 1902. New York, N. Y Chicago, 111. 1 Philadelphia, Pa St. Louis, Mo Boston, Mass Baltimore, Md Cleveland, Ohio Buffalo, N. Y San Francisco, Cal Pittsburg-Allegheny, Pa Number of miles of track. 1,103.45 886.86 517. 53 360. 89 406. 13 365. 12 237.04 320. 48 276.50 410. 01 Total car mileage. 136. 74. 61. 29, 45. 23| 18, 17, 20, 33, 179, 817 011,090 521, 375 602, 974 999, 999 876, 837 768, 615 486, 012 620, 581 067, 964 Number of fare passen. gers.. 718, 305, 331, 122, 222. 90, 81, 74, 117, 161, 278, 032 905, 617 304,685 063, 877 484, 811 763, 878 370, 202 136, 881 357,877 436, 822 SALARIED OFFICIALS AND CLERKS. 268 138 450 139 95 105 In- 155 Per mile of track. 0.556 0.319 0.499 0.382 1.108 0.381 0.401 0.328 0.369 0.378 Per 100,000 car miles per year. 0.461 0.382 0.419 0.466 0.978 0.582 0.506 0.600 0.495 0.469 Per 100,000 fare pas- sengers per year. 0.085 0.093 0.078 0.113 0.202 0.144 0.117 0.142 0.087 0.096 WAGE-EARNERS. Per mile of track. 18. 693 8.373 13. 487 6.756 16. 667 7.565 8.876 7.049 10. 694 9.795 ' Per 100,000 car miles per year. 15.147 10.034 11.346 8.236 14. 716 11.568 11.210 12. 919 14. 340 12. 145 Per 100,000 fare pas- sengers per year. 2.872: 2.428 2.107 1.997 3.042 2.854 2.586 S.047 2.520' 2.486 1 One company failed to furnish this information. EMPLOYEES, SALARIES, AND .WAGES. 97 Marked differences appear among the cities in the ratio of wage-earners to track mileage. This ratio is particularly affected by the density of traffic, being high where the number of car miles operated per mile of track is great. Much less marked are the differences in the ratio of the number of wage-earners to the num- ber of car miles run during the year. The highest ratio appears in New York, where there were 15.147 wage-earners per 100,000 car miles. Boston and San Francisco show nearly as large a proportion. The lowest ratio of wage-earners to car mileage is found in St. Louis and Chicago. As regards the relation of the number of employees to the number of fare passengers carried during the year, Buffalo and Boston present the highest ratio, both cities having more than 3 wage- earners per 100,000 passengers carried annually. The lowest ratio of wage- earners to fare passengers carried appears in St. Louis and Philadelphia. Method of presenting wage statistics. — In the inves- tigation *of the wages of street railway employees the same methods have been followed that were adopted in the special investigation on employees and wages in manufacturing industries published by the Bureau of the Census in 1903. 1 The number of wage-earners 1 For fuller description of these methods see Twelfth Census Re- port on Employees and Wages, 1903, pages xxiv-xxviii. whose wages fall within specified limits has been ascer- tained and presented. As more fully shown in the Report on Manufactures (Vol. VII, page ccxv), great caution must be exer- cised in making calculations of the annual average earnings of wage-earners from the statistics of aggre- gate wages and average number employed. This cau- tion applies with full force to the statistics presented in this report. The number and complexity of the other necessary inquiries in the street railway schedule precluded the use of such exhaustive methods of secur- ing wage returns as were employed in the special in- vestigation on employees and wages in the manufactur- ing industries. The companies were, therefore, asked to compute directly the number of wage-earners in the different classes receiving stated rates of pay, and the special agents of the Bureau of the Census consulted pay rolls only incidentally and by way of verification. Classified wages for all electric surface railways. — Table 73 shows for all wage-earners on electric surface railways, and for the leading classes separately, the number receiving stated rates of daily wages within 25-cent limits. It shows also the percentage which the number falling within each wage group bears to the total number of wage-earners of the class, together with cumulative percentages. Table 73.— DISTRIBUTION OF WAGE-EARNERS OF ALL ELECTRIC SURFACE RAILWAY COMPANIES ACCORDING • TO DAILY WAGES RECEIVED: 1902. [Each cumulative percentage shows the proportion of the total number receiving a wage as great as, or greater than, the lowest rate of the given wage group.] KATE PER DAY (DOLLARS). Total . . less than 1.00 1.00 to 1.24... 1.25 to 1.49... 1.50 to 1.74... 1.75 to 1.99... 2.00 to 2.24... 2.25 to 2.49.... 2.50 to 2.74... 2.75 to 2.99... 8.00 and over ALL CLASSES. Percentage. Of total. 0.7 2.9 4.7 IB. 3 10. 41.8 11.0 3.4 1.1 2.1 Cumula- tive. 100.0 99.3 96.4 91.7 75.4 59.4 17.6 6.6 3.2 2.1 CONDUCTORS. Number. 1,046 8,983 5,426 17, 059 3,124 192 17 73 Percentage. Of total. 100.0 0.2 2.8 3.3 12.0 17.0 53.5 9.8 0.6 0.1 0.2 Cumula- tive. 100.0 99.8 97.0 93.7 81.2 64.2 10.7 0.9 0.3 0.2 MOTORMEN. Number. 32,412 23 884 1,123 3,374 5,481 16, 665 4,325 291 239 Percentage. Of total. 0.1 2.7 3.5 10.4 16.9 51.4 13.4 0.9 0.7 Cumula- tive. 100.0 99.9 97.2 93.7 83.3 66.4 15.0 1.6 0.7 0.7 ROAD AND TRACK MEN. Number. 9,926 473 477 1,368 4,505 1,280 1,229 384 162 8 40 Percentage. Of total. 4.7 4.8 13.8 45.4 12.9 12.4 3.9 1.6 0.1 0.4 Cumula- tive. 100.0 95.3 90.5 76.7 31.3 18.4 6.0 2.1 0.6 0.4 ENGINEERS. RATE PER DAY (DOLLARS). Number. Total.. Less than 1.00 1.00 to 1.24... 1.25 to 1.49.... 1.50 to 1.74.... 1.75 to 1.99.... 2.00 to 2.24.... 2.25 to 2.49.... 2.50 to 2.74. . . . 2.75 to 2.99.... 8.00 and over . 1,534 5 39 104 89 295 187 274 115 423 Percentage. Of total. 100.0 0.2 0.3 2.5 6.8 6.8 19.2 12.2 17.9 7.6 27.6 Cumula- tive. 100.0 99.8 99.6 97.0 90.2 84.4 65.2 53.0 35.1 27.6 Number. 16 76 135 469 637 770 171 48 1 21 Percentage. Of total. 100.0 0.7 3.2 5.8 20. 27.2 82.8 7.8 2.1 0.9 Cumula- tive. 100.0 99.3 96.1 90.3 70.3 43.1 10.3 3.0 0.9 0.9 MECHANICS. Number. 6,753 21 S3 195 ' 896 1,062 1,707 1,017 936 427 409 Percentage. Of total. 0.3 1.2 2.9 13.3 15.7 26.3 15.1 13.9 6.3 6.0 Cumula- tive. 100.0 99.7 98.5 95.6 82.3 66.6 41.3 26.2 12.3 6.0 ALL OTHER CLASSES. Number. 10,036 70 295 562 2,100 1,223 1,953 1,213 1,359 470 791 Percentage. Of total. 0.7 2.9 5.6 20.9 12.2 19.5 12.1 13.6 4.7 7.9 Cumula- tive. 100.0 99.8 96.4 90.8 69.9 67.7 38.2 26.1 12.6 7.9 ^ess than one-tenth of 1 per cent. 98 STREET AND ELECTRIC RAILWAYS. The statistics of classified wage-earners presented in this and the following tables are confined to electric surface railways (including those with and without com- mercial lighting), because the occupations for other classes of railways differ so much in character as to render comparison misleading. Even of the electric surface railway companies, 54 failed to report in full regarding classified wages of their employees and have been omitted from the classified figures. The most important of the omissions are the Chicago City Rail- way Company, the United Railways and Electric Com- pany of Baltimore, the Boston Elevated Railway Company, the St, Louis Transit Company, the Cleve- land Electric Railway Company, the Columbus Rail- way Company, and the Union Railroad Company of Providence. In the above table the heading "all other classes" includes foremen; inspectors; starters; watchmen; switchmen; hostlers, stablemen, etc. ; linemen; dynamo and switchboard men; electricians; and lamp trimmers. The schedule did not call for classified wages of a few other minor groups of wage-earners, and they accord- ingly do not appear in the table. The total number of wage-earners covered by Table 73 is 94,874, which is 71 per cent of the average num- ber of wage-earners for all street and electric railways and 75.6 per cent of the average number of wage-earners on all electric surface railways. The cumulative percentages in the table indicate the proportion of the total number of wage-earners of the different occupations who receive not less than the lowest rate defining the given wage group. Thus for all wage- earners combined the cumulative percentage opposite the group of §1.75 to $1.99 per clay indicates that 75.4 per cent of the total number receive $1.75 or more per day. The "percentage of total" opposite the same wage group indicates that 16 per cent of all wage- earners received between $1.75 and $1.99, thus leaving 59.4 per cent who receive more than $1.99, which is the cumulative percentage for the next higher wage group. Table 74 shows, for the same wage-earners who are covered by Table 73, the median groups of wages for different occupations, the percentage of the total num- ber within each occupation who receive wage rates fall- ing within the median group, and the percentages above and below the median i - ates. By a median rate of wages is meant the rate of the employee who stands halfway between the lowest paid and the highest paid employee in the class under con- sideration; in other words, an absolutely precise median would be a rate such that equal numbers of employees receive wages respectively higher and lower than the rate named. For the purpose of permitting the medians to be calculated closely, the schedule called for a classification of wage-earners by their precise daily rates of pay. In tabulation, however, the emploj r ees have necessarily been grouped according to certain limits, and the median in each case accord- ingly appears not as a single rate, but as a group, with upper and lower limits 5 cents apart. It follows that the median group itself covers a considerable number of employees and that the number above and below the median group can not, in any case, be exactly equal. Table 74. — Median rates of wages and percentage of wage-earners receiving median rates, and rates above and below median rates, on electric surface railways : 1903. Median rate (dollars). PERCENTAGE OF WAGE- EAKNERS RECEIVING — CLASS. Median rate. Above median rate. Below median rate. 2. 00 to 2. 04 2. 00 to 2. 04 2. 00 to 2. 04 1. 60 to 1. 54 2. 50 to 2. 54 1. 80 to 1. 84 2. 00 to 2. 04 2. 00 to 2. 04 32.7 40.6 39.2 40.4 13.6 3.2 23.2 16.9 26.7 23.6 27.2 36.3 3S.4 47.6 43.4 40.8 35 8 33 6 23 3 49.2 33.4 42,3 Tables 73 and 74 show that there is not a wide varia- tion in the wages of most employees on electric surface railways. Of all wage-earners on such railways, 32.7 per cent received between $2 and $2.04 per day, which is the median group, while 68.8 per cent received between $1.75 and $2.49 daily. The rate of $2 per day is more common than any other and is probably the precise median for all classes combined. There is less variation in the wages of conductors and motormen than in the wages of all wage-earners combined. The median group for each of these classes is $2 to $2.04, and about two-fifths of each class are included in that group. More than four-fifths of all the conductors and five-sixths of all motormen received $1.75 or more per day, while less than 2 per cent of either class received $2.50 or more per day. The median group for road and track men, who are practically all unskilled laborers, is $1.50 to $1.54, and more than two-fifths of all such employees fall within that wage group. The engineers are the best paid wage-earners, while the mechanics present the widest range of wages. Classified wages for electric surface railways in cities of more than 100,000 inhabitants. — Tables 75 and 76 present in the same manner as in the preceding tables the classified wage statistics of wage-earners on electric surface railways in cities of more than 100,000 inhabi- tants. It will be recalled that the statistics for impor- tant companies in Chicago, Baltimore, Boston, St. Louis, Providence, Cleveland, and Columbus are omit- ted, but it is not probable that this omission seriously affects the distribution of the wage-earners throughout the scale. EMPLOYEES, SALARIES, AND WAGES. 99 Table 75.— DISTRIBUTION OF WAGE-EARNERS OP ELECTRIC SURFACE RAILWAYS IN CITIES OF 100,000 POPULATION AND OVER, ACCORDING TO DAILY WAGES RECEIVED: 1902. [Each cumulative percentage shows the proportion of the total number receiving a wage as great as, or greater than, the lowest rate of the given wage group.] ALL CLASSES. CONDUCTORS. MOTORMEN. ROAD AND TRACK MEN. RATE PER DAY (DOLLARS). Number. Percentage. Number. Percentage. Number. Percentage. Number. Percentage. Of total. Cumula- tive. Of total. Cumula- tive. Of total. Cumula- tive. Of total. Cumula- tive. Total 56, 899 100.0 20,376 100.0 20, 063 100.0 4,694 100.0 60 241 1,118 6,466 7, 772 27, 813 8,668 2,162 775 1,345 0.1 0.4 2.0 11.4 13.8 49.3 15.4 3.8 1.4 2.4 100.0 99.9 99.5 97.5 86.1 72.3 23.0 7.6 3.8 2.4 14 82 270 2,288 676 872 333 137 6 16 0.3 1.8 5.8 48.7 14.4 18.6 7.1 2.9 0.1 0.3 100.1 1.00 to 1.24 25 265 1,676 2,840 12, 653 2,771 126 0.1 1.3 8.2 14.0 62.1 13.6 0.6 100.0 99.9 98.6 90.4 76.4 14.3 0.7 0.1 0.1 15 263 810 2,595 12, 002 3,979 216 0.1 1.3 4.1 12.9 59.8 19.8 1.1 100.0 99.9 98.6 94.5 81.6 21.8 2.0 0.9 0.9 99.1 1.25 to 1.49 97.6 1.50 to 1.74 92.1 1.75 to 1.99 43.4 2.00 to 2.24 29.0 2.25 to 2.49 10.4 2.50 to 2.74 3.3 2.75 to 2.99 . . . 0.4 21 0.1 183 0.9 0.3 ENGINEERS. FIREMEN. MECHANICS. ALL OTHER CLASSES. RATE PER DAY (DOLLARS). Number. Percentage. Number. Percentage. Number. Percentage. Number. Percentage. Of total. Cumula- tive. Of total. Cumula- tive. Of total. Cumula- tive. Of total. Cumula tive. 435 100.0 1,161 100.0 4,241 100.0 5,429 100.0 3 55 96 453 601 828 702 764 369 370 0.1 1.3 2.3 10.7 14.2 19.5 16.5 18.0 8.7 8.7 100.0 99.9 98.6 96.3 85.6 71.4 51.9 35.4 17.4 8.7 33 60 214 1,114 709 926 688 815 363 507 0.6 1.1 3.9 20.5 13.1 17.1 12.7 15.0 6.7 9.3 100.0 1.00 to 1.24 4 10 99 346 490 157 42 1 12 0.4 0.9 8.5 29.8 42.2 13.5 3.6 0.1 1.0 100.0 99.6 98.7 90.2 60.4 18.2 4.7 1.1 1.0 99.4 1.26 to 1.49 98.3 1.50 to 1.74 15 5 42 38 63 86 236 3.4 1.1 9.7 8.7 14.6 8.3 54.3 100.0 96.6 95.5 85.8 77.1 62.6 54.3 94.4 1.76 to 1.99 73.9 2.00 to 2.24 60.8 2.25 to 2.49 43.7 2.50 to 2.74 31.0 2.75 to 2.99 16.0 9.3 Table 76. — Median rates of wages and percentage of wage-earners re- ceiving median rates, and rates above and below median rates, on elec- tric surface railways in cities of 100,000 population and over; 1902. All classes Conductors Motormen Road and track men Engineers Firemen Mechanics All other classes Median rate (dollars). 2. 00 to 2. 04 2. 00 to 2. 04 2. 00 to 2. 04 1. 50 to 1. 54 3. 00 to 3. 04 2. 00 to 2. 04 2. 25 to 2. 29 2. 00 to 2. 04 PERCENTAGE OF WAGE- EARNERS RECEIVING — Median rate. 34.2 41.2 39.7 43.5 15.6 40.6 16.0 14.2 Above median rate. 38.1 35.2 41.9 48.6 38.7 19. 8 35.9 46.6 Below median rate. 27.7 23.6 18.4 7.9 45.7 39.6 48.1 39.2 A comparison of the figures in these tables with those for the employees of all electric surface railways com- bined shows, as might be expected, that there was a somewhat higher range of wages in the large cities. The difference would be still greater and more striking if the wages of employees in the cities of 100,000 and more inhabitants were compared directly with the wages in smaller places. It must be borne in mind that the statistics in Tables 73 and 74 are themselves very greatly influenced by the statistics for wage-earners in cities of more than 100,000 inhabitants. The median rates for all wage-earners combined, and severally for conductors, motormen, road and track men, and miscel- laneous employees, are the same for the largest cities as for the United States as a whole, though in every case a larger proportion of the wage-earners received more than the median rate in the great cities than in the entire country. For engineers, firemen, and mechan- ics the median was higher in cities of more than 100,000 inhabitants than for the country as a whole. Classified wages for electric surface railways, hy states. — Table 98 shows by states, for electric surface railways, the number of wage-earners of all occupations, and separately those of each important occupation, whose daity wages fall within stated 25-cent limits, together with the 5-cent group within which the me- dian wage falls in each case. The statistics for Illinois, Maryland, Massachusetts, Missouri, and Ehode Island are seriously affected by the omission of important companies. The highest wages were found in Montana, where the median for all classes of wage-earners on electric surface railways was $3.50 to $3.54. The only other states in which the median for all wage-earners combined ex- ceeded $2.10 per day are California, Colorado, Oregon, and Rhode Island. In eleven of the states named in the table the median group for all employees was $2 to $2.04, and these states include several of the most im- 100 STREET AND ELECTRIC RAILWAYS. portant. The median for all wage-earners was below $1.50 in Alabama, Arkansas, Georgia, North Carolina, and Tennessee. The median rate of wages for conductors, which cor- responded closely with that for motormen, was $2 to $ 2. 04 in several of the leading states. Only in Califor- nia, Colorado, Illinois, Michigan, Montana, Oregon, and Rhode Island was the median above this figure. In five Southern states the median for conductors was be- low §1.50 per day. For road and track men several states have a median of $1.50 to $1.54. Of the states in which the wages of road and track men were compar- atively high, the most important are California, Colo- rado, Massachusetts, Minnesota, Montana, New York, Oregon, Utah, Washington, and Wisconsin. The median for this class of wage-earners was less than $1 per day in four Southern states, where negro labor is Largely emplo.yed. Classified wages for fast interurban railways. — The following table presents classified wage statistics for leading classes of employees on fast, long interurban railways, by states: Table 77.— DISTRIBUTION OF WAGE-EARNERS OF FAST, LONG INTERURBAN RAILWAYS, ACCORDING TO DAILY WAGES RECEIVED: 1902. Total. Less than $1.00. $1.00 to $1.24. $1.25 to $1.49. $1.50 to $1.74. 81.75 to $1.99. $2.00 to $2.24. $2.25 to $2.49. $2.50 to $2.74. $2.75 to 82.99. $3.00 and over. Median rate (dollars). 6,836 8 61 666 1,567 1,354 2,491 370 178 43 108 1.90 to 1.94 1,849 1,931 1,131 190 208 535 992 6,836 16 16 3 59 97 428 1 8 19 54 666 239 227 686 5 92 128 290 1,567 467 490 77 13 63 94 150 1,354 990 1,007 10 48 39 161 236 2,491 77 93 19 20 3 66 92 370 1 1 1 12 2.00 to 2.04 2.00 to 2.04 2 52 5 39 2 16 46 108 1.50 to 1.54 2.50 to 2.54 1 4 11 51 1.75 to 1.79 7 1 8 31 93 178 9 19 43 2.00 to 2.04 1.85 to 1.89 All classes by states: 1.90 to 1.94 446 901 1,933 671 2,358 527 1,849 56 162 31 170 128 119 59 60 267 365 139 667 69 239 56 248 159 140 581 170 467 212 165 1,184 128 707 95 990 17 27 115 42 129 40 77 25 18 27 27 70 11 6 1 10 4 15 7 1 14 7 30 21 26 10 2.00 to 2.04 2 6 4 6 1.76 to 1.79 2.10 to 2.14 1.75 to 1.79 35 6 16 1.90 to 1.94 1.80 to 1.84 Conductors by states: 2.00 to 2.04 139 197 583 136 683 111 25 12 34 43 25 115 10 7 89 5 63 233 70 95 74 518 30 255 18 2.00 to 2.04 1.95 to 1.99 17 18 34 8 2.10 to 2.14 1.80 to 1.84 ]6 29 5 1 1.90 to 1.94 1.80 to 1.84 It will be seen that the median wage for all employees of the fast, long interurban railways is $1.90 to $1.94, or somewhat less than the median for all classes of rail- ways combined. The median rate for conductors and motormen on such interurban railways, however, is $2.00 to $2.04, the same as in cities of more than 100,000 inhabitants; and the general distribution of wage rates for these two classes of employees is nearly the same as in the cities of more than 100,000 inhabit- ants. The work of conductors and motormen on fast, long interurban railways is somewhat different in char- acter from that of similar classes of employees in cities. On account of the high speed maintained by their cars their positions are, in some respects, more difficult and responsible. Signals' and telephone dispatches direct- ing the movements of cars must be carefully attended to. On the other hand, the freedom from crowded streets relieves the motorman, and to a less extent the conductor, on the fast interurban cars from some of the continuous strain that is felt by the city employee. Many of the employees of interurban railways live in small towns and have the benefit of the fact that the cost of living is less than in the cities. Perhaps it maybe concluded that the advantages of the employees of interurban railways, as compared with those on rail- ways in the largest cities, are about offset by the disad- vantages, as is indicated by the comparative wages. OHAPTEE VII. INTERURBAN RAILWAYS-ECONOMIC, FINANCIAL, AND SOCIAL FEATURES. I. GENERAL DEVELOPMENT AND EXTENT. Difficulties of definition and classification. — The con- ditions of business of the typical modern interurban railway differ so greatly from those of the ordinary street railway as to require special discussion. This subject has a peculiar interest because of the fact that the interurban business is of recent development, most of the faster and longer lines having been con- structed within the past five years. The changes now taking place are so rapid that the census statistics cov- ering the year ending June 30, 1902, will soon be out of date. Many new interurban railways were indeed under construction during the census year. As already indicated (see page 5), many of the rail- ways combine urban with interurban ' characteristics and traffic in such a way as to make attempts to classify them unsatisfactory. Such railways in their returns made no distinction between their strictly urban busi- ness and their interurban and suburban business, and in every case they have necessarily been treated as a unit and classed either as urban or interurban. In making this classification, therefore, it has been neces- sary to adopt more or less arbitrary rules. It will be recalled that the general rule followed in this respect has been to consider as interurban any railway which has more than one-half of its trackage outside the limits of incorporated municipalities; and to consider as a " fast, long" interurban any railway more than 15 mile's in length, which has two-thirds or more of its trackage outside the limits of municipalities and which operates cars at a maximum speed of 20 miles or more per hour. On the basis of these rules, various companies have been classed as interurban the urban traffic of which might perhaps be found, if the information were at hand, to exceed somewhat their interurban traffic. The railways classed as "other" interurban railways are, however, much more heterogeneous in character than the "fast, long" interurbans, though even among the latter there are several which have a considerable amount of strictly urban traffic. On account of its extensive urban traffic the Detroit United Railways Company, which operates some of the most progressive interurban lines, has been classed necessarily with the miscellaneous group rather than with the group of typical fast interurban railways. ( 1165—05 8 It would be interesting, if possible, to distinguish more specific classes among the interurban railways. For instance, a distinction might be drawn between interurban lines proper and suburban lines, between companies which do a considerable proportion of their business within the limits of cities and those which do only a small proportion within such limits; and be- tween lines which depend largely upon seasonal traffic and those which have traffic fairly well distributed throughout the year. The different railways grade into one another so imperceptibly in these respects, however, that, in the absence of more detailed infor- mation regarding the nature of the business of each company, such classification has been deemed imprac- ticable, and it has been found necessary to group to- gether all interurban railways except those of the special class of fast, long lines above defined." Statistics of trackage outside the limits of incorporated cities and towns. — Because of the necessary imperfec- tion of the classification of interurban lines adopted in the tables and general discussion, it is worth while, in order to get another view regarding the development of interurban railways, to consider the statistics of Table 94, which shows the amount of trackage lying outside the limits of incorporated cities and towns. This distinction is also an imperfect one, for the reasons that the limits of an incorporated place are often not identical with the limits of the area of dense population, and that there are many essentially urban communities, especially in New England, which are not incorporated. In order to avoid the second of these difficulties, some of the railway companies, in reporting their statistics of trackage, adopted more or less arbi- trary limits to distinguish urban from rural districts in unincorporated places. In Massachusetts, however, where so many essentially urban communities are not politically separated from the unincorporated towns in which they lie, a large proportion of the companies were unable to make a satisfactor}^ classification of their trackage, and the statistics of urban and nonurban trackage for the entire state have therefore been omitted in making up the totals for the country. Despite these qualifications, however, the statistics of trackage tying outside the limits of incorporated places or other essentially urban communities, as shown in Table 94, undoubtedly show fairly well the amount of track which is extraurban, and thus throw an interest- (101) 102 STREET AND ELECTRIC RAILWAYS. ing light on the extent to which suburban and inter- urban railways have been developed. Out of a total trackage of 20,063.82 miles exclusive of Massachusetts, 6,855.58 miles, or 34 per cent, were reported as lying outside municipal limits or the limits of urban com- munities as determined by certain companies. This item obviouslj- has no direct relation to that of the total trackage of those railway companies which the Bureau of the Census has classed as interurban, although it so happens that the two are nearly the same. An approximate indication as to the relative extent of interurban railways in the several states may also be gained from the figures for trackage without munic- ipal limits in Table 94. . For the reason just indicated, the returns from the New England states are less exact than those from the other parts of the country. The states which have the largest amount of electric railway mileage outside of municipal limits are Con- necticut, with 338.83 miles, or about three-fifths of the total trackage in this state; 1 Indiana, with 278. 34 miles, or 43 per cent of the total trackage; Maine, with approximately 200 miles, or about three-fifths of the total; Massachusetts, with probably two-thirds of the total of 2,525.65 miles extraurban (exact figures not available); Michigan, with 558.62 miles, or 54.6 per cent; New Hampshire, with 85.99 miles, or 51.3 per cent; Ohio, with 1,278.55 miles, or 54.3 percent; Penn- sylvania, with 1,113.54 miles, or 44.9 per cent; and Virginia, with 197.89 miles, or 55.1 per cent. New York and Illinois have also large absolute amounts of electric railway trackage outside of municipal limits, but their urban railways are so extensive that the pro- portion of the total trackage which lies outside of municipal limits is comparatively small. Leading centers of interurban railway development. — The conditions which favor the development of inter- urban railways may be considered from the standpoint of amount of traffic and from that of cost of service. From the standpoint of traffic the favoring conditions are (1) a comparatively dense population, arising from many and populous towns and villages; (2) connection with a large city, which attracts travel from the smaller towns and rural districts, and from which also summer traffic may be carried to resorts and rural districts; (3) general material prosperity and intelligence. From the standpoint of cost the important consideration is that the territory to be served shall be comparatively level, and otherwise free from physical obstacles to econom- ical construction and operation. It will be found by detailed study of the existing interurban railways that in sections where they are most conspicuously developed several or all of these conditions are present. In proportion to its area, Massachusetts has much more electric railway mileage than any other state. 'The Connecticut figures, however, are not exact, as several companies failed to make the distinction. The 2,525.65 miles of electric road in that state repre- sent on an average about one-third of a mile of track for each square mile of area. Except for the Boston system, nearly all the railway companies in this state are classed as interurban, according to the rules adopted by the Bureau of the Census; although several of those which are so classed, because more than half of their trackage lies in essentially rural districts, probably carry more than half of their passengers within urban communities. The cities of Massachusetts lie so near together that it was a natural process for the street railways already existing in them to reach out and become united, and then to extend to the many pros- perous villages in the vicinity. The agricultural pop- ulation of Massachusetts, however, is comparatively sparse and has not contributed materially to the patron- age of the electric railways. It is now possible to trav- erse the whole length and breadth of this state on trolley cars or to go from any important town to almost any other in this way. The cars operated on the interurban lines in Massachusetts are for the most part similar in size, motive power, and speed to those used in the cities. Table 97 shows that a large majority of the interurban companies of the state reported a maximum speed out- side municipal limits of not more than 15 miles per hour. There is, however, an increasing tendency in Massachusetts, as elsewhere, toward the adoption of improved methods of interurban service, and several companies now operate cars which attain a maximum speed of from 25 to 35 miles per hour. What is true of the interurban railways in Massa- chusetts is largely true also of those in Connecticut and Rhode Island, and of those in the more densely popu- lated parts of New Hampshire and Maine, particularly along the coast where summer traffic is an important element. Pennsylvania is another state in which there has been extensive interurban development, but in which many railways show no sharp distinction between urban and interurban business. The rich agricultural and manufacturing regions in the east and southeast, the anthracite mining regions in the northeast, and the densely populated valleys of the western part of the state are the chief centers of interurban railway devel- opment. A few of the lines in Pennsjdvania are equipped for heavy traffic at high speed. In New York interurban electric railways are found chiefly in the upper Hudson valley, in the Mohawk valley, and in the vicinity of Buffalo. High-speed electric cars now op- erate from Hudson to Albany, and from Albany north through Saratoga and Glens Falls to Warrensburg, a total distance of nearly 150 miles. Plans are on foot, which will probably soon be realized, to connect the existing interurban lines running out from the large cities in the middle of this state into a chain reaching from Albany to Buffalo. The Central states, Ohio, Michigan, Indiana, and Illinois, possess the most extensive and efficient high- INTERURBAN RAILWAYS— ECONOMIC, FINANCIAL, AND SOCIAL FEATURES. 103 speed interurban railways in the country, and illustrate most clearly the future possibilities of this method of transportation. Here coexist all the circumstances already mentioned which contribute to favor the development of such railways. In these states a clear distinction usually appears between urban and inter- urban lines, and, as a rule, the two classes of railways are controlled by different corporations. The fast inter- urban railways of these states are tending more and more to compete with steam railways for passenger traffic, even for rides of considerable length. The electric lines have been and are still being constructed with a view to ultimate combination into extensive systems. While the links have usually been built only where the local business itself was expected to prove profitable, the possibilities of through service have always been kept in mind. Already, in several places, the meeting of such shorter electric lines has made it possible to take long journeys by electric cars, in some cases without the necessity of change. Combination of detached lines into systems is being found, as was the case with steam railways, to bring many advantages to the public in the way of through oars and well-adjusted schedules, as well as to the owners in the way of econom- ical operation. By the courtesy of the Street Railway Journal, a map showing the electric railways of Ohio — as completed, under construction, and projected — is here presented. The southern shore of Lake Erie is skirted by elec-' trie lines from the northeast corner of Ohio to Toledo, and a line which was under construction during the census year now connects Toledo with Detroit. The system from Cleveland to Toledo, which is now con- trolled by the consolidated Lake Shore Electric Rail- way Company, has 155 miles of main track. From Cleveland several other important electric railways radiate to the southeast, south, and southwest for dis- tances of 50 miles or more, and it is expected that these lines will soon be extended to Pittsburg and Columbus. A group of four connecting trolley roads reaches from Toledo, through Findlay, Lima, Dayton, and Hamilton, to Cincinnati. The two longest links of this chain are controlled by a single syndicate, and it is probably only a question of time when the others will fall into the same hands. Another important group of railways controlled by a single syndicate extends from Columbus to Springfield and Dayton, and is expected soon to reach Cincinnati, and, bv connections with other roads, Toledo also. A steam railway between Wheeling, W. Va. , and Zanesville, Ohio, is now being equipped for electric operation, and when this is completed a chain of electric railways will extend from Wheeling, W. Va., through Columbus and Dayton, to Indianapolis, a distance of about 365 miles. The rail way s radiati ng from Detroit are likewise exten- sive and highly efficient in organization and operation. One line reaches west to Jackson, another northwest to Flint, and a third extends northeast to Port Huron, skirting Lake St. Clair. Each of these lines is more than 75 miles long, and with their interlacing branches they make an elaborate system. Another railway west from Jackson was opened in 1903, and this connects at Battle Creek with a line reaching nearly across the state. Probably within a short time connections will be made with Grand Rapids and with the two systems which extend from there to Lake Michigan. Indiana rivals Ohio in the extent of its interurban railways. The map herewith presented, also prepared by the Street Railway Journal, shows the lines that were open, under construction, and projected at the close of 1903. It will be seen that no less than nine interurban lines radiate from Indianapolis, and that three others are under construction. Some of these lines run 75 miles or more. Perhaps the most extensive interurban rail- way sj^stem in the country is that of the Union Traction Company, which extends northeast from Indianapolis to Muncie and Marion and north to Kokomo and Logans- port. Additional lines connecting the present systems by direct routes with Chicago, Toledo, Cincinnati, and St. Louis are projected. Several important electric railways also radiate from Chicago. One of these, the Aurora, Elgin and Chicago, which uses the third-rail system, is conspicuous for its heavy construction and its high speeds. Considerable progress has also been made in the construction of fast, long electric railways in eastern Wisconsin, in parts of Iowa, in eastern Missouri in the vicinity of St. Louis, in the neighborhood of Los Angeles, Cal., and elsewhere. II. TRAFFIC AND EARNINGS OF INTERURBAN RAILWAYS. Because of differences in the length of journeys on the longer interurban railways, there is much less sig- nificance in the statistics of the number of passengers carried and the relation of that number to trackage and car mileage than in the case of urban railways. Few, if any, interurban railways have as yet adopted the practice of steam railways in recording the distances traveled by passengers. The results of operation of fast, long interurban lines can, therefore, be satisfactorily studied only through financial data. Financial statis- tics can not be presented for companies by name. How- ever, averages or totals for states or for the country as a whole, such as have been presented in the tables of Part I, Chapter V, correspond so little with the actual conditions on many individual railways that it has been considered desirable to present certain financial data for specific companies, omitting the names and other means of identification. Table 78 includes 53 of the fast, long interurban lines that reported financial data. The companies with commercial lighting, and those in oper- ation only part of the census year, are distinguished 104 STREET AND ELECTEIC RAILWAYS. from the other companies. It should be noted that two or three companies of the larger group did not have all of their trackage in operation during the whole of the census year, but inasmuch as the companies themselves were in operation during the entire year, they have been included in the group of full-time lines. The table shows, per mile of track, the total operating earn- ings, earnings from strictly railway business (i. e., from passengers, chartered cars, freight, mail, and express), passenger earnings, and combined freight, mail, and express earnings, all of these ratios being based on the total trackage operated, including that under trackage rights. Earnings from the sale of current for light and power, or from miscellaneous sources, do not appear as a separate item, but are equal to the differ- ence between the first column and the second. The table presents likewise the total railway earnings per mile run by cars of all classes, and the total passenger earnings per passenger-car mile. It is impracticable to present the statistics of earnings from freight, mail, and express business per mile operated by cars devoted exclusively to this business, because of the character of the reports on this point, and because of the frequent practice of handling such traffic in passenger cars. Finally, the table indicates the total amount of opera- ting expenses per car mile for all classes of cars, and the ratio of total operating expenses to total operating earnings. Table 7S.— GENERAL RESULTS OF OPERATION OE 53 EAST, LONG INTERURBAN RAILWAY COMPANIES: 1902. EARNINGS PER MILE OF TRACK. Per- EARNINGS PER MILE OF TRACK. Per- Rail- way earn- Pas- senger Oper- cent- age of oper- Rail- Pas- senger Oper- cent- From railwa; • opera- From railway opera- age of oper- tion proper. ings ating ex- ating ex- tion proper. earn- ings- ating ex- ating ex- CLASS. 1 Total i ings proper per car mile. per pas- senger car mile. penses per car mile. penses to op- erat- ing earn- CLASS. Total. ings proper per car mile. per pas- senger car mile. penses per car mile. Total. From pas- sen- From freight, mail, and Total. From- pas- sen- From freight, mail, and penses to op- erat- ing earn- gers. express. ings. gers. express. ings. Full-time railways Full-time railways without com- without commer- mercial lighting: cial lighting — Average for all Continued. companies... 83,308 53,217 53,032 S155 50. 201 $0,197 80. 124 59.9 Average for all Individual companies .. $5,903 85,815 So, 700 S4H 50.275 SO. 275 80. 186 66.5 companies... 4, 153 4,060 3,968 92 .159 . 155 .069 42.4 Individual 3,566 3,542 3,537 5 .165 .165 .095 57.2 . companies .. 6,603 6,681 6, 352 229 .249 .243 .127 61.3 4,148 4,138 4,037 101 .205 .207 .125 61.2 4,125 4,089 3,513 676 .289 .280 .138 47.4 3,091 3,091 2,848 243 .237 .235 .146 61.7 5,649 5,460 5,408 52 .208 .207 .121 56.4 5,582 5,541 5, 393 148 .203 .202 .147 72.1 1,625 1,508 1,504 4 .133 .133 .168 116.7 5,754 5,680 5,580 100 .220 .220 .119 53.5 2,221 2,131 1,739 392 .280 .229 .198 OS. 1 1,589 1,480 1,480 .084 .084 .092 103.1 1,937 1,900 1,790 110 .238 .224 .145 60.0 3 052 2,895 3,936 2 892 3 .182 .185 .133 69.3 1,968 1,937 1,937 .120 .120 .091 74.7 g',955 3,764 172 .189 .181 .094 49.5 3,054 3,030 2,575 455 .223 .197 .125 55.7 Full-time railways 3,495 3,434 3,151 283 .197 .193 .098 48.5 with commercial 2,069 2,069 1,870 199 .166 .179 .121 73.2 lighting: 3,412 3,410 3,149 261 .235 .236 .179 76.3 Average for all 2,664 2,379 2,354 25 .193 .209 .137 63.5 companies... 5, 815 4, 572 4,416 156 .206 .203 .153 58.4 2, 265 2,264 1,959 305 .273 .262 .202 74.0 Individual » 3,815 3,730 3,711 19 .202 .201 .176 85.0 companies. . . 6,060 5,176 5,142 34 .189 .188 .128 55.5 2,371 2,367 2,294 73 .242 .234 .127 52.3 4,752 3,673 2,778 895 .242 .201 .246 74.1 676 5,405 658 3,363 658 3,357 •.144 .113 .144 .113 .127 .109 85.5 60.0 9,900 5,463 6,828 4,689 6,753 4,681 75 108 .259 .178 .261 .180 .261 .100 69.6 6 48.3 5,384 5,324 5,250 74 .192 .196 .100 51.7 3,827 2,692 2,681 11 .257 .256 .197 64.1 2,872 3,258 2,872 3,207 2,872 3,037 .180 .207 .180 .206 .080 .120 44.4 56.9 Part-time railways: Average for all 170 1,842 1,826 1,183 643 .267 .173 .181 66.9 companies... 2,016 1,936 1,864 72 . 212 .218 .137 61.9 4,624 4,373 4,111 262 .243 .228 .144 56.0 Individual 1,357 3,498 1,367 3.498 1,367 3,261 .403 .424 .268 0) 66.5 56.1 companies... 4,032 2,084 3,881 2,024 3,838 1,989 43 35 .214 .203 .217 .199 .139 .116 62.6 237 55.3 2, 275 2. 265 2,152 113 .141 .142 .080 56.8 1,207 1,204 1,157 47 .190 .210 .111 68.4 1,743 1,743 1,697 46 .190 .185 .201 105.7 914 912 902 10 .295 .292 .286 96.7 3,799 3,754 3,677 77 .233 .229 .092 39.1 1,931 1,921 1,767 164 .160 .161 .101 63.1 1,383 2,409 2,854 1,358 2,351 2,827 892 2,199 2,814 466 152 .239 .208 .148 61.0 935 735 735 .235 .236 .197 66.0 . 176 174 .118 65.3 1,257 1,204 1,204 .281 .281 .097 33 2 13 !l71 '.199 .132 76.3 2,731 2,557 2,365 192 .265 .245 .195 68.7 i Car mileage not reported. Earnings per mile of track. — Confining attention to full-time companies without commercial lighting plants, the average earnings from all sources per mile of track for all companies are $3,308, of which §3,033 is de- rived from passengers and $185 from freight, mail, and express. Of the 40 companies in this class 1> earn less than §3,"00 per mile of track. At least 6 of these, however, did not have all their trackage in operation throughout the whole census year. Nine companies earned from §2,000 to §3,000 per mile of track; 11, the largest group, from $3,000 to §4,000; 4 from $4,000 to |5,000; and 7 more than §5,<>00 per mile. While some of the companies with high earnings per mile of track derived a considerable part of their revenue from passengers carried within the limits of cities, others that earned $4,000 or more per mile derived much the greater part of their earnings from strictly interurban business. Nearly all of the earnings of the first group of rail- ways shown in the table are from strictly railway business. The 5 companies that operate lighting plants, the second group in the table, have a consider- able revenue from that branch of the business, but their railway earnings proper are larger per mile of ELECTRIC RAILWAYS OF INDIANA. INTERURBAN RAILWAYS— ECONOMIC, FINANCIAL, AND SOCIAL FEATURES. 105 track than those of most of the companies without lighting plants. Two or three of the 5 companies do an important urban as well as interurban business. The earnings per mile of track of companies operating dur- ' ing only part of the year vary greatly because of the difference in the length of time that they were operated. The freight, mail, and express business of the inter- urban railways shows such widely differing stages of development that an average for all companies is not significant. Eight of the 53 companies shown in the table have earnings from these sources equal to more . than one-tenth of their earnings from passengers, and of these 8 companies 3 have freight, mail, and ex- press earnings equal to more than one-third of their revenue from passengers. All of the 4 companies in Michigan operating the entire year do an important freight and express business, and the same is true of the interurban lines of the Detroit United Railway Company, which is not included in the table. Among other companies whose freight and express business is important may be mentioned the Indianapolis and East- ern Railway Company r the Eastern Ohio Traction Com- pany (Cleveland to Garrettsville, etc.), the Cleveland, Painesville and Eastern Railroad Company, the Dayton, Springfield and Urbana Electric Railway Company^ the Toledo and Western Railway Company (Toledo to Adrian, Mich.), the Mahoning Valley Railway Com- pany (Youngstown, Ohio, to Newcastle, Pa.), the Los Angeles Pacific Railroad Company, the Erie Traction Company (Erie to Cambridge Springs, Pa.), and the Albany and Hudson Railwa3 r and Power Company. Earnings per car mile. — The ratio of earnings to car mileage on interurban railways is much more nearly uniform than the ratio of earnings to trackage. More- over, this figure furnishes a basis for comparison of the financial operations of part-time and full-time roads which the ratio of earnings to trackage did not permit. The total railway earnings of the three groups of inter- urban companies in Table 78 are equal to 2Q.6 cents per car mile and the passenger earnings are equal to 20.3 cents per car mile. No great difference appears in these ratios as among the three groups of companies. Of the 52 companies for which car mileage was reported, 6 have railway earnings of less than 15 cents per car mile, 16 have earnings of from 15 to 20 cents, 19 from 20 to 25 cents, 10 from 25 to 30 cents, and 1 more than 40 cents per car mile. Operating expenses. — The operating expenses per car mile for full-time interurban railways without commer- cial lighting average 12.4 cents, and those for companies operating only part of the year, most of which do not furnish commercial lighting, 13.7 cents. Some of the companies report remarkably low ratios of operating expenses, 10 showing less than 10 cents per car mile. Only 9 of the full-time companies without commercial lighting have operating expenses exceeding 15 cents per car mile, and several of these cases are easily ex- plained by temporary or exceptional causes. The total operating expenses of companies which do an extensive lighting business are naturally relatively high per car mile. The average ratio of operating expenses to operating earnings for the 53 fast, long interurban railwaj^s in Table 78 is 59.8 per cent. For full-time companies without commercial lighting the ratio of expenses to earnings is 59.9 per cent. Much the greater propor- tion of the companies have operating ratios between 50 and 70 per cent, but 8 report a ratio of less than 50 per cent and 13 a ratio exceeding 70 per cent. The finan- cial results of interurban railway business must be con- sidered on the whole very satisfactory. Growth of traffic. — Several interurban companies, in response to the request of the Bureau of the Census for additional information, presented statistical comparisons showing the growth of their earnings. None of the companies has been in operation more than a few years, but in several instances a marked increase of earnings has taken place within that time. Thus the Eastern Ohio Traction Company states that its passenger earn- ings were 24 per cent greater in 1902 than in 1901. The Detroit, Ypsilanti, Ann Arbor and Jackson Railway in 1901 had, with the same trackage, about 20 per cent more passenger earnings in 1901 than in 1898. Much more remarkable has been the growth of freight traffic on some of the lines. The report of the railway last mentioned shows that freight earnings are increasing by from 20 to 30 per cent each year. The Schenectady Railway (Schenectady to Albany, N. Y.), during the twelve months from July 1, 1902, to June 30, 1903, earned about three and one-half times as much from freight and express as during the six months imme- diately preceding. Relation between earnings and population served by fast, long interurban railways. — Much interest attaches to the question of the relation between the amount of earnings on interurban railways and the population served. Only rough approximations can be made on this subject. Conditions peculiar to each railway make it impossible to draw from its experiences definite con- clusions that can be regarded as typical. The greatest difficulty is found in determining the extent of the population which is to be considered as tributary to a given railway. For example, where an interurban railway connects a group of small towns with a large city, the resident population of the small towns usually furnishes much more traffic in the aggregate than the resident popu- lation of the city, although the inhabitants of the city may greatly outnumber those of all the other towns. The latter contributes some traffic, but it would be obviously improper to combine the population of the large city with that of the small towns in calculating the per capita traffic. Where two large cities are con- nected by an electric railway, which also serves inter- 106 STREET AND ELECTRIC RAILWAYS. mediate towns, the traffic furnished by the cities is likely to be somewhat greater than where only a single city is served. The amount of traffic will depend largely upon the distance between the two cities and the comparative speed and charges of the electric and steam service. But even where two cities are con- nected in this manner it would likewise be improper to count the population of the cities in the same way as that of the smaller towns in determining the relation of traffic to population. In other cases interurban railways con- nect only towns of medium or small size. There is ordinarily less to attract travel on such a railway, and the ratio between earnings and population served may be expected to be lower than the ratio in the case of railways connecting with large cities. It is quite impossible from the available statistics of population to determine the number of the inhabitants of rural communities who can be considered as tributary to an interurban railway. Ordinarily the township, which is the unit for reporting the population, is of such large area that only a small portion of its inhabit- ants have access to a railway running through it. In some cases, to be sure, interurban lines draw a consid- erable proportion of their traffic from the farming class. Usually, however, much the greater part of the traffic is furnished by the inhabitants of towns. Table 79 shows the relation between operating earn- ings and population for 16 selected fast, long interurban railways. The population is that of the census of 1900, while the operating earnings are for the census year 1902. The population taken as a basis in each case includes onl\ T incorporated places, and does not include large cities serving as termini, which are for convenience designated as "city termini." Of the railways under consideration 8 are in Ohio, 5 in Michigan, and 1 each in Indiana, Illinois, and Missouri. Table 79. — Relation of trackage and operating earnings to population served in the case of selected fast, long interurban railways: 1902. Popula- Popula- tion of in- tion of in- corporated Annual corporated Annual places, not operating places, not operating NUMBER OF including earnings NUMBER OF including earning? COMPANY. city ter- per in- COMPANY. city ter- per in- mini, per habitant mini, per habitant mile of served. mile of served. track track operated. operated. 493 259 3.58 278 494 570 86.61 J 11. 80 6.39 14. 20 2 7.74 6.13 9 816 181 350 557 1,009 1,618 2,044 $4.29 10 9.66 11 6.89 12 9.66 13 3.98 14 3.49 7 15 2.89 270 3.96 16 696 1.73 1 Freight earnings more than one-seventh of total. 2 Operates a lighting plant. The first 10 railways referred to in the table all con- nect towns of small or medium size with a single large city, Dayton, Ohio, with a population of 85,333, being the smallest " city terminus " in the group. Number 1 serves 8 towns of between 1,000 and 20,000 inhabit- ants, with a total population of nearly 40,000. The largest town served has also another important inter- urban railway connection. Number 2 serves 5 small towns and 1 of about 20,000 inhabitants, situated at one end of the line. The total population of these towns is between 30,000 and 40,000. Number 3 connects 1 large town and 4 towns of less than 3,000 inhabitants each with a city, the total population of the 5 towns being about 35,000. Number 4 connects 4 small towns with a large city, the aggregate population of these towns being less than 8,000. Presumably, a considerable amount of traffic is in this last case furnished by rural communities, while some may possibly come from beyond the termi- nus of the railway. Number 5 has as one of its termini a town of more than 15,000 people, and serves 4 inter- mediate places of smaller size, the total population of these 5 towns being between 25, 000 and 30, 000. Number 6 serves 3 towns of considerable size and 5 smaller towns, their combined population being more than 50,000. The town population directly served by number 7 is very small, and it probably carries a considerable number of passengers to a connection with the steam railroad at its terminus. Number 8 connects 3 small towns with a large city. Number 9 serves 1 city of more than 30,000 people and 2 or 3 smaller towns, the total population served being more than 40,000; the larger town men- tioned has also electric railway connections in other directions. Number 10 serves less than 10,000 people directly, these being mostly confined to the town at its terminus. Presumably, a considerable amount of traffic is due to steam railroad connections. Numbers 11 and 12 each connect 2 large cities at con- siderable distances from one another. Probably, how- ever, much the greater part of the traffic is furnished by the intermediate towns, which, in the one case have an aggregate population of more than 40,000 and in the other case of more than 60,000. Numbers 13, 14, and 15 do not reach large cities, but in each case have as their termini medium-sized towns with population ranging from 10,000 to 45,000. They are all lines of considerable length and serve 2 or more minor towns in addition to their termini. Number 16 connects 4 towns of between '5,000 and 25,000 popula- tion, and also serves several smaller places. It will be observed that, as might be expected, the ratio of traffic to population is lower in the case of the last 4 railways than in most of the other cases. The "city terminus" has a strong tendency to attract travel on the part of the inhabitants of the neighboring smaller towns. Most of the railways covered by Table 79 are highly prosperous. More than half of them report a ratio of operating expenses to earnings below 60 per cent, and only 3 have a ratio exceeding 75 per cent. INTERURBAN RAILWAYS— ECONOMIC, FINANCIAL, AND SOCIAL FEATURES. 107 III. CHARACTERISTICS AND SIGNIFICANCE OF INTERURBAN SERVICE. In discussing the broader questions regarding the social and economic significance of interurban railway traffic, it is difficult to avoid entrance into the domain of prophecy. Some of the electric railways have already made such progress in methods that certain prophets look forward to the complete superseding of steam traction by electric traction. However this may be, it is evident that, even if the electric railways confine themselves to the methods already widely prevalent, they are bound to become a social and economic factor of enormous importance. Remarkable benefits have already been realized from the existing interurban lines, and the extension of such railways to a large proportion of our more prosperous communities seems but a mat- ter of a short time. As a means of studying more specifically the nature of the traffic of modern fast interurban railways, the Bureau of the Census addressed a special schedule of inquiries to a number of typical lines, most, but not all, of which are of the class designated as fast, long lines. Below is presented a tabulation, for individual com- panies, of the replies received, so far as they relate to traffic. Several of the railways enumerated are thor- oughly typical modern interurban railways. The blank? represent in most cases inability or failure of the com pany to furnish the desired information. 108 STREET AND ELECTRIC RAILWAYS. Traffic of selected [Prepared from replies to a New York . Pennsylvania . Ohio. Name of railway. Michigan Indiana . Illinois . . Iowa Schenectady Railway Company Lehigh Traction Company Wilkesbarre »nd Hazel ton Railroad Company Youngstown-Sharon Railway and Light Company '. Stark Electric Railroad Company Western Ohio Railway Company Cincinnati, Dayton and Toledo Traction Company Columbus, Buckeye Lake and Newark Traction Company Eastern Ohio Traction Company '. Dayton and Xenia Transit Company Detroit, Ypsilanti, Ann Arbor and Jackson Railway Detroit, Monroe and Toledo Railway Company (Toledo and .Monroe). Indianapolis, Columbus and Southern Railroad Company (In- dianapolis, Greenwood and Franklin). Richmond Street and Interurban Railway Company Indianapolis and Eastern Railway Company ! Peoria and Pekin Terminal Railway Company Chicago and Joliet Electric Railway Company Waterloo and Cedar Falls Rapid Transit Company Length of track (miles) 36.12 20.09 28.00 42.25 26.97 77.97 78.35 43.50 90.00 50.12 29.92 19.00 38.50 18.04 8.68 62.89 40.00 AVERAGE SPEED OF CARS IN MILES PER HOUR. Entire trip. 15 to 16 12 30 16 to 20 23 20 20 16 20 21 IS 18 to 24 20 15 20 12 to 20 Outside of town limits. 20 Frequency of pas- senger cars on main lines. 30 minutes. 1 hour 30 minutes and 1 hour. 1 hour Estimated average distance traveled by each passenger, in miles. 1 hour 30 minutes. 1 hour 1 hour 45 minutes. 30 minutes and 1 hour. 1 hour . 1 hour . 1 hour 1 hour 20 to 30 minutes . . 30 minutes and 1 hour. 1 hour Estimated average fare per mile (cents). 2.25 0. 8-1. 04 1.4 2 1.33 1.4 1.5 1.5 i Included in preceding. * Summer resort increases travel 50 per cent during the season. INTERURBAN RAILWAYS— ECONOMIC, FINANCIAL, AND SOCIAL FEATURES. 109 interurlxm railways. special schedule of inquiries.] ESTIMATED PROPORTION OF PAS- SENGERS WHO ARE CARRIED — Percentage of to- tal steam and electric traffic carried by elec- tric lines. Effect on local business of steam railways. Proportion of earn- ings from freight, mail, and express to total reve- nue, approx- imate (per- centage). Character of freight and express carried. Remarks regarding freight and express. Wholly within towns (per- centage). Between towns (per- centage). Between town and country (per- centage). 75 v Few. 25 Nearly all. 97.5 75 Nearly all. 94.5 66 2 85 0) Few. 2.5 15 95 99 Decreased 80 per cent; fares unchanged. Practically all taken away; trains taken off. Reduced greatly; trains taken off. 4.5 1 Groceries and provisions, small farm products, dry goods. Will handle greater part of high-class goods ultimately. 1 SO to 90 3 10 Is creating much new business; expects much express. 4 75 to 90 Local business reduced, but long-distance travel created. 5 0.5 80 5 5 15 Much greater part Fruits, produce, groceries.. Mostly merchandise in packages. 98 per cent is between towns . . . Express handled by separate company; heavy freight not sought. 6 Little effect 7 90 6 25 8 General Groceries, beer, fruits, mer- chandise. Farm produce, groceries, dry goods, light merchan- dise. Handles cars from steam roads . q 95... in 15 75 10 65. 9 8 11 1? 3 40 77 40 20 20 98 n 14 IS 5 20 30 90 70 60 5 10 10 80 Handled by steam locomotives. 16 60, of through business. 95 Produce, groceries, milk, beer. General; rapidly growing.. 17 25 Interchange with steam roads; uses steam in part. 18 110 STREET AND ELECTRIC RAILWAYS. The electric interurban railways possess, in contrast with steam railroads, several peculiar characteristics which directly affect their methods of operation, and these in turn determine the amount and character of their traffic. Small units and frequent service. — The greatest dif- ference between the electric and the steam railway lies in the fact that the former operates cars each of which has its own motors, supplied with energy from a single distant source, while the cars of the latter are moved by a separate locomotive which generates its own power. The economy of large scale power production is secured by the electric railway through the construc- tion of a central station. It is, therefore, practically as cheap to run electric cars separately as to run them in trains. On the other hand, the cost of operating a steam railway is greatly reduced by increasing the size of engines and the length of trains. Steam operation, therefore, tends to infrequent service, while electric operation lends itself to frequent service. The preceding tabular presentation of replies shows that in the Middle West, where the interurban railways usually connect rather small and quite widely separated towns with one another or with larger cities, the pas- senger cars run, as a rule, once each hour, though sometimes more frequently. The steam trains which actually stop at these minor towns number ordinarily not more than four or five each way per day. The very smallest country villages on the steam roads often have still less frequent train service. Where, as in the more densely populated parts of Massachusetts, the urban communities connected by electric lines are larger and nearer together, the frequency of the elec- tric service is often much greater than that in the Mid- dle West, and such frequency of service means great convenience and saving of time to patrons. Frequency of stops. — The fact that single units of comparatively light weight are operated upon electric railways permits stops to be made much more quickly than with heavy steam trains, and likewise permits a much more rapid acceleration after the start. Acceler- ation is also favored by the nature of electric power and motors. It is, therefore, possible for interurban cars to make comparatively frequent stops while main- taining a high average speed. This fact also tends greatly to increase patronage. Cost of operation and fares lower than for steam rail- ways. — For reasons which need not be taken up here electric traction is cheaper for short distances and light traffic than steam traction. Interurban electric rail- ways have, therefore, found it possible to charge fares materially below those of the steam railways, and as a result have not merely taken away traffic from the lat- ter, but have developed traffic which otherwise would not have existed at all. The relation between low fares and low operating expenses is reciprocal. Low operat- ing costs make low fares possible, and on the other hand the reduction of charges stimulates traffic and thereby reduces operating costs and still more fixed charges per passenger. The replies of interurban railways above presented indicate, in some cases by rather rough estimates, the average rate of fare per mile on typical interurban lines. Most of these lines approximate the steam railways closely in the quality and speed of their local service. The fare is usually from li to 2 cents per mile, li cents representing a rough average. Frequently some reduc- tion is made for return trips. In most sections of the country the local fares of steam railways for one-way tickets are about 3 cents per mile. On many electric railways, which connect closely neighboring cities and towns and which have dense traffic, the charges per mile are materially less than those above indicated. This is true, for instance, in Massachusetts. A prominent steam railway company, operating in several states, submitted to the Bureau of the Census a detailed list of all towns connected both by its lines and by electric railways, with the respective rates of fare in each case. The fares of the steam road for one-way tickets were from one and one-half to five times as much as those of the parallel electric roads. Broadly speaking, the steam railway fares averaged about double those of the electric lines. The following is a specific comparison of some of the rates of fare on steam and fast electric railways in Ohio: Comparative fares of steam and electric railways in Ohio. DISTANCE (MILES). FARE, ONEWAY. FAKE, BOUND TRIP. Steam. Elec- tric. Steam. Elec- tric. Steam. Elec- tric. 57 38 23 35 49 33 21 45 36 21 37 49 37 18 $1.15 1.00 .70 1.05 1.50 1.00 .65 to. 70 .60 .35 .55 .85 .60 .30 82.07 1.80 .83 • 1.89 2.70 1.80 1.17 SI. 10 65 Massillon to Uhrichsville 1.00 1 45 1 00 Newcastle, Pa., to Youngs- .60 Operation in the streets of towns and cities. — By running upon the public streets when they enter a city or town, and by making frequent stops within munici- pal limits, electric railways become usually much more accessible to passengers than steam railroads, which, as a rule, have only a single station in a town, and that, perhaps, at some distance from its business center. The electric railway is also able to create in addition to its interurban traffic a considerable amount of new traffic within the limits of towns. On the other hand the elec- tric car suffers a considerable disadvantage in the eyes of through passengers, because of the necessity of re- ducing its speed while passing through municipalities. This matter is less serious in the small towns, but in the larger cities the speed of cars is so much reduced, and the distances to be covered at a slow pace are so great, that the duration of the journey of many inter- INTERURBAN RAILWAYS— ECONOMIC, FINANCIAL, AND SOCIAL FEATURES. Ill urban passengers is materially augmented. Ultimately many interurban railways will probably secure entrance into cities on private rights of way, or on elevated or underground tracks, but the heavy expense involved will delay the adoption of this policy. Other advantages of electric lines for interurban serv- ice. — Other peculiarities of interurban railway service, although they arc of less importance, may be men- tioned. One of these is the fact that the electric car can surmount grades and pass curves more readily than a steam train. This enables electric railways often to take shorter routes than the steam roads, and sometimes to reach villages or rich rural sections not considered accessible by the steam railways. Again electric rail- ways, being capable of earning a profit from purely local business, are often built to connect towns directly, where it was formerly possible to travel from one to the other only by a roundabout journey and a change of cars. The freedom from smoke is a material advan- tage of electric over steam railways. This advantage is particularly appreciated in the summer, when it per- mits the electric lines to operate open or semicon- vertible cars, giving the patrons the pleasure of a fast open-air ride. Nature and social advantages of passenger traffic. — The importance of the advantages possessed by elec- tric railways for local traffic is sufficiently shown by the extent of their business and by the financial results, which have already been discussed. The interurban railways have greatly increased the aggregate amount of travel in those sections where they exist, the number of passengers carried by the electric lines being usually materially greater than the number formerly carried between the same points by the steam railways. Sev- eral of the replies received by the Bureau of the Census from interurban railway companies emphasize this point. The president of the Detroit, Ypsilanti, Ann Arbor and Jackson Railway Company said: "The increased travel is new business developed by the electric road from the population that very sel- dom travel by steam. " The representatives of an im- portant company in Ohio said they were informed that, before the electric railway was built between two par- ticular cities of medium size, the steam railroad did a business between them of about $2,000 per month. The electric railway now does three times that amqunt of business with a very much lower rate of fare, while the steam railroad seems to be handling about the same volume of business as before. Several of the officers of steam railways who reported to the Bureau of the Census regarding electric competition also dwelt upon the large new traffic created by the electric lines. (See page 117.) A part of this new passenger traffic represents the patronage of farmers and their families. To the agri- cultural population as such the steam railways offer no special conveniences. The farmer must go to town to take the train. If he lives on an electric railway, the car may stop at his very door. As appears from the tabulation on page 109, most of the interurban com- panies which reported on rural patronage estimated that from 5 to 20 per cent of their traffic was from the rural population. That the proportion is not larger is due chiefly to the fact that farm dwellings are so widely scattered. A system of interurban railways connecting all the towns and villages in a given section would be conveniently accessible to only a fraction of the agri- cultural community. The importance of the service of the electric railway to such of the rural population as come within its reach can scarcely be overestimated. The farmer and the members of his family can go to the neighboring vil- lage at the time most convenient to them, and far more quickly, cheaply, and comfortably than by team. In many cases they even become accustomed to make fre- quent trips to larger cities at a greater distance. The contact with town and city life which is thus made possi- ble contributes greatly to the breadth of view, culture, and happiness of the farm family. The accessibility to markets and shops improves the table and dress and increases the comforts of the home. The social life, the amusements, and the varied interests of the town are made accessible to the country dweller as never before. The children are enabled readily to avail them- selves of the superior school facilities of the town. In fact, the electric railway has doubtless contributed ma- terially toward the advancement of the modern move- ment for the consolidation of rural schools. Even more important has been the new traffic created by the trolley railway from among the inhabitants of small and medium-sized towns. The greater part of the traffic of most interurban railways either moves between such towns or between them and larger cities. The increased accessibility of the cities to village dwell- ers is one of the most important services of interurban railways. Many of the interurban lines of the miscel- laneous group connect smaller towns only, but it has been found by experience that those lines which reach large cities are the most profitable. In such cities the shopper finds greater variety and often lower prices than at his home town. There the pleasure seeker finds opportunities for enjoyment vastly superior to those in the small towns. Some interurban electric railways have adopted the practice of running special theater cars. The convenience of the electric service has greatly increased the amount of travel for purposes purely of pleasure and of social intercourse. From the social standpoint it is probably safe to say that these railways have proved a greater benefit to the women of the com- munities they serve than to the men. The trolley railway widens the circle of acquaintanceship. Not infrequently special cars are chartered by parties for picnics or for some other social object. Interurban 112 STREET AND ELECTRIC RAILWAYS. railways likewise offer facilities for travel, both from the small towns and from the large cities, to outing places and other pleasure resorts, such resorts being maintained in a number of instances at the expense of the interurban companies themselves. The influence of electric railways in fostering sub- urban life has already been pointed out in another con- nection. (See page 28.) It is worthy of note here that some of the longer interurban railways are seeking to develop a form of long-distance suburban traffic — that is, the traffic of persons who go every day to their business in the city and live in the small town. One method adopted to further this object is that of the operation of ' ' limited " cars on a fast schedule on sev- eral railways. Thus there is a "limited" service be- tween Cleveland and Painesville, which permits busi- ness men to live in the smaller town and yet to reach their offices in the city, 25 miles away, within an hour. Three "limited" cars are also run each way daily be- tween Toledo and Cleveland. Nature of freight and express traffic. — The method of conducting freight and express business on interurban railways is discussed in Part II, Chapter IV. The nature of this traffic varies considerably on different railways, as may be seen from the statements, tabulated on page 109, regarding the leading articles carried by several important lines. Generally speaking the traffic consists of light weight commodities. The significance of the electric railway as a factor in the transportation of commodities lies chiefly in two directions. In the first place it carries considerable quantities of goods between town and country. This transportation business it has largely created, for it either carries goods which were not carried at all before, or else it carries goods previously transported by wagon rather than by steam railway. The farmers who live within a reasonable distance of the electric line can send their milk, butter, provisions, vegetables, and fruits to market far more promptly and easily than before. In this way the nature of farm industry has been materially affected in some communities where the freight business of the electric railways has been highly developed. Moreover, the farmer can get gro- ceries, meats, dry goods, and other light articles from the town much more easily than before the advent of the railway. In the second place, the electric railway furnishes much more frequent and prompt service be- tween small towns, and between these towns and large cities, than is furnished by the steam railways. This is the case not only as compared with the light freight traffic on steam lines but even as compared with their express traffic. People living in the small towns served by electric railways can now obtain packages of merchandise from the cities more cheaply and promptly than ever before. Local merchants are already making extensive use of the interurban lines to obtain smaller consignments of merchandise. The electric railways have in most instances not yet attempted to carry heavy freight. They usually do no carload business and have no arrangements for exchang- ing freight with the steam ^railways. It has been held by the New York courts that a steam railway, as a com- mon carrier, is bound to exchange freight with electric lines and to furnish the same facilities for doing so that it furnishes to steam railways. Many representa- tives of the interurban roads express the opinion that the business of handling express and light freight may be greatly developed, but that there is little to be gained by entering the field of general freight traffic. The cases where electric lines have undertaken a gen- eral freight business are usually explained by excep- tional local conditions. Influence of interurban railways on local retail busi- ness. — At this point the question arises as to the eco- nomic effect of electric interurban railways upon the business of small 'towns. The class most likely to be affected in its economic interests is that of the local merchants. It scarcely seems probable that the location of manufacturing industries can be materially affected by interurban railways. These railways doubtless tend in some measure to increase local population in cases where the town is near enough to a great city, or to a small industrial center undesirable for residence pur- poses, to draw as residents people who are engaged in business elsewhere. For example, part of the recent increase in population in Elyria, Ohio, consists of those employed in the new steel and other industries at Lorain, a few miles distant. The small town may also draw some permanent residents from the agricultural sec- tions, who, because of the improved methods of trans- portation, can reach their farms easily. Increased population, of course, benefits retail trade and local economic interests generally. On the other hand, the railway may tend to take away some of the former patronage of retail merchants, not merely because of the convenience with which customers can go to the larger cities to buy goods, but also because of the con- venience with which goods ordered by mail can be delivered. The competition is likely to be felt most keenly by merchants who handle the most valuable and least perishable classes of commodities. But even if there were a net economic injury to the local mer- chants, the economic advantage to the buyers of goods would probably more than offset the injury, and, from the broad social standpoint, may properly be considered as more important. In order to ascertain the opinions of merchants them- selves regarding the effects of electric railways, the Bureau of the Census addressed schedules of inquiry to prominent dealers in numerous towns that are connected with larger cities by fast and efficient interurban roads. INTERURBAN RAILWAYS— ECONOMIC, FINANCIAL, AND SOCIAL FEATURES. 113 These schedules were sent chiefly to dealers in dry goods, clothing, and general merchandise. A consid- erable number of replies were secured, mostly from towns of between 3,000 sxnd 20,000 inhabitants. The gist of these replies is presented in the statement below, which distinguishes the towns of less than 5,000 inhabitants from those of larger size. Four of the most important questions contained in the schedule were as follows: Have you observed any decline in your trade because people of the town take advantage of the electric railway to go to the larger city to buy goods? Have you observed an increased patronage from farmers and their families as a result of the development of the electric railway? What is the general feeling among merchants and business men in your town as to the advantage or disadvantage to them from the construction of interurban electric railways? Has the interurban railway facilitated your business in any other way, as by enabling you to get goods from the city more promptly, to go to the city to make wholesale purchases, or otherwise? The answers to these questions are presented in the last four columns of the statement, the last column con- taining in addition certain other general remarks of a pertinent character which accompanied the answers. 114 STREET AND ELECTRIC RAILWAYS. Effect of electric interurban railways [Replies of local merchants to a A.— TOWNS OF LESS LARGE CITIES WITH WHICH CONNECTED. Name of town reporting. Popula- tion. Approxi- mate dis- tance from city (miles). Merchants' class of busi- ness. Philadelphia and Allentown, Pa Erie, Pa Cleveland, Ohio Cleveland, Ohio Cleveland and Akron, Ohio Cleveland and Akron, Ohio Toledo, Ohio Toledo, Ohio Dayton, Ohio Dayton, Ohio Cincinnati, Ohio Youngstown, Ohio, and Newcastle, Pa Detroit, Mich Los Angeles, Cal Indianapolis, Ind Quakertown, Pa Cambridge Springs, Pa Chagrin Falls, Ohio. . . Oberlin, Ohio Kent, Ohio Ravenna, Ohio Perrysburg, Ohio Perrysburg, Ohio Franklin, Ohio Miamisburg, Ohio Harrison, Ohio Hubbard, Ohio Marine City, Mich Santa Monica, Cal Greenfield, Ind 3,014 1,495 1,586 4,082 4,541 4,003 1,766 1,766 2,724 3,941 1,760 1,230 3,829 3,057 4,489 40-15 25 20 30 30-10 35-15 10 10 15 15 20 8-15 40 15 20 General merchandise . . . General merchandise . . . Dry goods Clothing General merchandise , . . Dry goods Dry goods and clothing . Groceries and provisions General merchandise . . . Dry goods General merchandise . . . General merchandise . . . Dry goods and carpets. . . Dry goods General merchandise . . . B.— TOWNS OF MORE Albany and Troy, N. Y Albany and Troy, N. Y Cleveland, Ohio Cleveland, Akron, and Canton, Ohio Toledo, Ohio Toledo, Ohio Dayton, Ohio Dayton, Ohio Dayton, Ohio Youngstown, Ohio Detroit, Mich Detroit, Micb Detroit, Mich Detroit, Mich Grand Rapids, Mich St. Louis, Mo St. Louis, Mo Fort Wayne, Ind Chicago, 111 Chicago, 111 Glens Falls, N. Y Cohoes, N. Y Elyria, Ohio Massillon, Ohio Bowling Green, Ohio Adrian, Mich Xenia, Ohio Greenville, Ohio Troy, Ohio Warren, Ohio Jackson, Mich Flint, Mich Mt. Clemens, Mich . . Ypsilanti, Mich Holland, Mich Belleville, 111 East St. Louis, 111 — Peru, Ind Evanston, 111 Joliet.Ill 12, 613 23, 910 8,791 11, 944 5,067 9,654 8,696 5, 501 5,881 8,529 25, 180 13,103 6,576 7,378 7,790 17, 484 29, 655 8,463 19, 259 29, 353 45-40 10-5 25 50-20-10 25 30 1ft 35 20 15 70 CO 20 35 25 15 Dry goods Dry goods Dry goods Dry goods Dry goods and clothing Dry goods General merchandise . . General merchandise . . Dry goods Dry goods Dry goods General merchandise . . Dry goods Dry goods Furniture Dry goods Dry goods General merchandise . . General merchandise . . Dry goods INTERURBAN RAILWAYS— ECONOMIC, FINANCIAL, AND SOCIAL FEATURES. 115 upon retail business in small towns. special schedule of inquiries.] THAN 5,000 POPULATION. Effect of railways on sales to people in town. Decrease , No effect Many go to city No effect Our trade increased No injury No injury No injury Decrease Checks increase Decrease No inj ury No injury Takes away certain classes of trade. Decline in clothing Effect on sales to farmers and people from smaller villages. Some increase Increase, especially in bad weather. No effect Increase Increase in rainy weather. . Increase Little effect No effect No effect Decrease No effect Increase Increase No effect Increase General opinion of merchants as to effect of railways. Harmful. No harm No reply Merchants about evenly divided. Majority think beneficial Beneficial Beneficial Beneficial No reply Harmful Harmful Beneficial All think beneficial . Great benefit Very beneficial. Remarks. Trade about 6 per cent less in 1903 than in 1902. Smallest towns suffer ' Bleeding us and feeding cities " . Sales increased about 40 per cent since 1896 Can get goods more promptly Increased facilities for going to market and transporting merchandise. Convenience in getting goods at short notice "Big city will swallow" If 20 miles away from city would be all right Better class of trade goes exclusively to large town Increase of population using interurban cars to go to work.. Increase of trade about 18 per cent in four years ". Sales rapidly increasing; country prospering; aid in getting of goods. Easier to get goods; carry less stock THAN 5,000 POPULATION. Increase No decrease No decrease No decrease No decrease Little decrease . . Marked decrease No decrease Little change No decrease No decrease No decrease Decrease Checks increase . Some decrease... No decrease Decrease No decrease Decrease Decrease Decided increase No effect Increase Increase, especially in bad weather. Increase No reply Decreased; take cars to Day- ton. Increase Increase None Increase Increase None None None Increase Increase Marked increase No farm trade Increase Great advantage Somewhat injurious. Indifferent Beneficial Formerly opposed, now favor . No reply No reply Beneficial No fear No reply Beneficial Beneficial Disadvantage ... Great detriment. Varying Beneficial No reply Very beneficial.. Injurious Beneficial Sales have increased over 50 per cent in five years . Social benefits generally . Town of this size can hold its own . Cash stores suffer most Our own town is county seat; will draw business . Small towns also benefit. Concentrates business in cities . Concentrates business in cities - This is a growing town Reduced fare to city injurious . Sales increased 15 per cent since road was completed. 116 STREET AXD ELECTRIC RAILWAYS. A marked diversity of opinion appears among these I replies. Doubtless the differences are partly due to ■ the "'personal equation," but in part they must repre- sent differences in actual conditions. Whether the effect of the opening- of an electric railway between a town and a large city will be beneficial or injurious to the town merchants depends upon the size of the town. upon its distance from the city, upon the comparative excellence of the shops, upon the character of the rural population surrounding the town and the extent to which that population is served by the railway, and upon other similar causes. Of the merchants in towns of less than 5,000 inhab- itants, 5 express in one form or another the opinion that the interurban railway has been detrimental to their interests, S hold that they have been benefited, 2 are indefinite, and 2 do not reply. In most cases the per- sons who reply think that the general opinion of mer- chants agrees with their own. Five merchants in the 20 towns of more than 5,000 inhabitants declare that they have suffered injury from the electric railway. One of these towns, Evanston, however, is essentially a suburb. The merchants of Ypsilanti and Mt. Clemens are particularly emphatic. These towns lie 20 miles or more from Detroit, but they have highly efficient electric service. They are in a rich agricultui'al region, and one might expect some increase in trade from farmers who patronize the elec- tric railway, but such increase is denied in these reports. A majority of the merchants of this group, however, assert that the local retailers have derived a benefit. Several of the replies, however, come from towns of con- siderable size, situated at some distance from any large citjr. The new railways naturally bring trade to such towns from the smaller villages. Several of the dealers of this group, especially in the larger and more distant towns, emphasize that point strongly. Numerous deal- ers in towns of less than 5,000 inhabitants, as well as in the larger towns, report an increase in their country trade as the effect of the trolley lines, three referring particularly to the advantage in this respect during inclement weather. Several merchants also speak of the advantage which the railway has conferred in en- abling them conveniently to go to the city to make wholesale purchases, and also in enabling them, through the express and freight service, to get goods delivered more promptly, thus avoiding the necessity of keeping large stocks or of disappointing customers. Some of the replies from merchants are very sug- gestive. One from Massillon, Ohio, says: Complaints are occasionally heard from merchants and dealers in small places and country towns that the interurban lines would carry their trade to the larger places, but I think in most cases they have been more than compensated by the extra number of people coming in and going out all the time and, as a rule, are very well satisfied after the lines are established. The old idea of carrying off trade and scaring the horses is dying out, and we predict that before long the electric lines wili be carrying the bulk of the farmers' produce to market. The following is from a large concern in Jackson, Michigan. We anticipate that trading centers, both large and small, will be considerably benefited by the extension of electric car service. If we lose by customers going to the larger city in some instances, we gain by an increased number coming from smaller places to us, and smaller towns will benefit by the ease with which farmers can get to them. In opposition to the opinions of these two merchants as to the benefit derived from the electric railway by the smallest towns should be noted two or three replies from towns which have experienced a benefit, in which the opinion is expressed that retail trade in smaller towns has suffered. Had more numerous replies been secured from towns of less than 2,000 inhabitants, it is possible that the proportion of unfavorable opinions would have been larger. There can be little doubt that more people than for- merly go from the small towns reached by electric rail- ways to the cities to buy certain classes of goods. In some, and possibly a majority of instances, this loss to the local merchant is more than offset by the increased population of the town and by the increased patronage from the farming classes. That the merchants in the large cities served by interurban railways have profited to some extent is beyond question. The Bureau of the Census, in fact, received replies to its schedule of in- quiries from a number of merchants in such towns as Akron, Dayton, and Syracuse, which asserted that trade had been materially increased by the interurban lines. The electric railway not merely creates new passenger traffic but it creates at the same time a new demand for goods and augments the total retail trade of the sec- tions served. IV. INFLUENCE OF INTERURBAN ELECTRIC RAILWAYS ON STEAM RAILWAYS. The frequent service, convenient stops, and low fares of interurban electric railways have, in many instances, seriously affected the local traffic of steam railways connecting the same towns, this being specifically asserted in many of the replies from interurban rail- ways presented on page 109. It is probable that the increase in the average length of journeys on steam railways, as revealed by the official statistics, is in part attributable to the relative decline of local traffic through electric competition. During the five or six years prior to 1897 the average length of passenger rides on the steam railways had not increased by more than 5 per cent. On the other hand, the average ride increased from 25.04 miles in 1897 to 30.3 miles in 1902, or 21 per cent. 1 'Statistics of the Railways of the United States, 1902, page 64. INTERURBAN RAILWAYS— ECONOMIC, FINANCIAL, AND SOCIAL FEATURES. 117 There is considerable difference of opinion as to whether, in general, electric railway competition up to the present time has been injurious to the interests of the steam railways. In order to ascertain the views of railroad officials themselves on this subject, inquiries were addressed to the traffic officers of the leading rail- roads in the Northern and Eastern states. Replies were received from 14 of these companies, namely: The Balti- more and Ohio; Boston and Albany; Boston and Maine; Chicago, Cincinnati, and Louisville; Erie; Flint and Pere Marquette; Lake Erie and Western; Lake Shore and Michigan Southern; Lehigh Valley; New York, Chicago and St. Louis; New York, New Haven and Hartford; Pennsylvania; Toledo, St. Louis and Western; and the Wabash. The substance of these replies is presented in the tabular statement below, the names of the individual companies being omitted. The first 7 companies in the table are situated, in whole or in part, in the seaboard states, while the last 7 are situated in the North Central states. The most impor- tant questions in the schedule were as follows, the questions corresponding in order to the columns in the statement: To what extent, if at all, has the local passenger traffic of your company been reduced by the competition of these lines? To what extent, if at all, has long-distance traffic on your rail- road been created by the conveniences offered by electric railways for reaching the steam road? Has your company, as the result of electric railway competition, (a) Reduced fares? (6) Increased or decreased the number of trains? (c) Otherwise changed or improved its local service? Do you anticipate Such further extension or improvement of interurban lines as to render them more serious competitors for either local or long-distance passenger traffic? Replies of steam railroads regarding the effect of electric railway competition. Num- ber. EFFECT OF ELECTRIC LINES IN DECREASING TRAFFIC BETWEEN COMPETING POINTS. Effect on long-distance traffic. EFFECT ON PRACTICE OF STEAM LINES. Fares. Number of trains. Ultimate and general effect on steam lines. 1 For distances of 15 miles or less; proportion lost varies. Reduced on one branch. Reduced in a few cases. Increased by 11 Do not anticipate greater competition; can not tell. Will become more serious competitors in long- distance travel. No reply. Will cut into business up to 50 miles. Trains and stops re- duced; better serv- ice for longer rides. Decreased to mini- mum. 10 miles or less, decrease 90 per cent; 10 to 50 miles, 50 to 75 per cent. Decreased for distances to 25 miles. by lowering fares. No reply. No reply. Cross lines serve as feeders. Reduced slightly . . . No immediate change anticipated. Serious where lines are parallel, at least on local business. Practically all business done by electric line. 1 11 Will finally increase it Will take away more business by extension. 13 14 Increased at one or two points. suburbs. 1 Electric railway built before steam road. Of the 14 replies in the table, one states that increase in local steam railway traffic between points served by the electric railways has been checked, while all the rest say that local traffic has been reduced, in most cases very sharplj T . The distance within which electric com- petition is at present effective naturally varies with the efficiency of the electric service. Statistics showing the effect of interurban competi- tion have been published in various railroad and other periodicals. Thus, one journal states that on the Lake Shore and Michigan Southern Railroad the number of local passengers carried between Cleveland and Oberlin and intermediate points fell from 203,014 in 1895 to 91,761 in 1902, and the number carried between Cleve- land and Painesville fell from 199,292 to 28,708. On the New York, Chicago and St. Louis Railroad the pas- sengers between Cleveland and Lorain fell from 42.526 in 1895 to 9,795 in 1902. ' Some of the representatives of interurban railways 1 Railroad Gazette, January 22, 1904. assert that whatever loss the steam railways . suffer in local traffic is offset by the gain in long-distance traffic induced by the electric lines. The fact is pointed out that much of the passenger traffic on the electric rail- ways is new traffic. It is suggested that the habit of traveling is being developed among people who formerly seldom traveled at all, and that this fact, combined with the fact that steam railways have been made more accessible through connection with electric lines, leads to the conclusion that steam railway systems will ulti- mately be benefited, if they are not already deriving benefit. An official of a prominent eastern steam road recently asserted that the electric roads take away about 65 per cent of the local business, but in a year or two new through business, more profitable than that lost, comes to the steam railway through the aid of its com- petitor. Three of the officials of steam railways, reply- ing to questions of the Bureau of the Census, take some- what the same position. One says. "I myself do not view competition as being detrimental to the interests 1165—05- 118 STREET AND ELECTRIC RAILWAYS. of this company. Am of the opinion that interurban lines, as a whole, will finally work out to the good of the public and induce long-distance travel by people who have heretofore been indifferent to things that were not purely local." This official, however, does not claim that the benefit mentioned has been as yet definitely experienced. A majority of the replies from officers of the steam lines, however, den3 T that there has been an increase in long-distance travel as a result of the electric railways, and several assert that they expect still more serious injury in the future from the increase in the number and length of electric lines and the improvement of their facilities. The consensus of opinion seems to be distinctly hostile to the electric railways. Doubtless the time has been too short to enable steam railway officials to reach final conclusions on this subject, and it is perhaps natural that they should at first be more suspicious and hostile than the ultimate effects of elec- tric competition would justify. The policy of steam railways with regard to meeting electric competition varies greatly and is much affected by the local conditions. Five of the 14 replies above tabulated state that local fares have been reduced, at least in some cases, but 6 assert definitely that this has not been done. Another company says that because of the other advantages possessed by electric railways the loss of business can not be overcome by lowering the fares on the steam railways. This appears to be the general view of steam railway men. 1 Two of the com- panies report that they have been forced to reduce the number of local trains on account of inability to com- pete with electric lines. One company, on the other hand, apparently as a competitive measure, has in- creased to some extent its local train service. As an illustration of a policy which is probably pur- sued by a considerable number of companies, the fol- lowing more extended quotation from the reply of a prominent traffic official may be given: It has been the policy of this company not to meet trolley com- petition by a reduction in rates, for the reason that this action on one division of our system would create jealousy on the part of people living in other suburban territory, and is likely to result in similar reductions on all branches in suburban districts. Our experience has taught us that the electric railway, in being able to take the passenger from his house direct to his office at a nominal rate, eventually gets enough of the steam line's traffic to eat up all its profit and it can not be covered by any reduction in rates. We have therefore followed the method employed by [cer- tain other lines], viz, to take off stops at near-by points most affected by trolley competition, thus giving patrons' at stations farther away from the terminal quicker and better service, and wait for the overflow travel served by the trolley. lines in the out- lying districts, which seeks the railroads in bad weather and even- tually increases to some extent its aggregate of business. The open trolley cars in warm weather are particularly attract- ive to the suburbanite, as is shown by a comparison of the earnings of our * * * branch during the month of Augustas, compared 1 See, e. g., editorial in Railroad Gazette, January 22, 190-1. with November, aggregating about $5,590 in the former and $11,700 in the latter. The suggestion in this letter that the reduction of certain kinds of suburban service on the steam railways permits improvements in other parts of the service, is one which has been brought out at various times by other representatives of the steam railways. Some few have gone so far as to hold that the benefit resulting from the reduction of the local service was greater than the injury suffered. A writer in a prominent railway journal has even claimed that suburban service is usu- ally unprofitable to the steam railways and that it inter- feres very seriously with their through traffic. 3 Evi- dently what would hold true of some railways would not hold true of others. Some companies have derived a large part of their revenue from local- passenger traffic, and have built branches primarily to accommo- date such traffic. It is probably a fair conclusion from experience that a main line may gain traffic by being paralleled by an electric railway, but that a branch line is almost sure to lose. Two or three of the important steam railways which have been most affected by electric competition have sought to meet it by themselves introducing electric service between certain points. As far back as 1895, the New York, New Haven and Hartford Railroad Company equipped its Nantasket Beach system with electricity, and later three other branch lines were so equipped. The most important of these branches is that between Providence and Fall River. The fare between these points was reduced from 50 to 20 cents, and the frequency of service greatly increased. More recently, the Boston and Maine Railroad has built an electric line for heavy service between Concord and Manchester, N. H., and it also controls an electric sys- tem in Maine. The Pennsylvania Company has an electric system along the seashore in southern New Jersey. The Long Island Railroad has a .stretch of track along the seashore which it has equipped with overhead trolley wires. Local electric cars and steam trains covering longer journeys operate over the same track. Such a combination has at the present stage of development many advantages, but the conditions of traffic are not always adapted to it. In several instances electric traction has been applied to entire railways which were formerly operated by steam, or has been combined with steam traction on new lines. In most such cases, freight traffic is hauled by steam locomotives. Among railways of this type are the Cincinnati, Ceorgetown and Portsmouth, the new line between Bellaire and Zanesville, Ohio, the Peoria and Pekin Terminal Railway, and the Waterloo and Cedar Falls Railway (Iowa). In two or three instances, steam railways have per- mitted separate companies to equip a part of their tracks 2 Quoted in Street Railway Journal, August 23, 1902; compare Railroad Gazette, January 22, 1904. INTERUEBAN RAILWAYS— ECONOMIC, FINANCIAL, AND SOCIAL FEATURES. 119 with electricity for the handling of local traffic. Such an arrangement exists on the line of the Northern Pacific Railway between Everett and Snohomish, Wash- ington. It is very probable that steam railways will, to an increasing extent, equip existing tracks with electricit}^ for the hauling of a part or all of their traffic, or will build new electric lines at least for suburban passenger service. While the main purpose of the New York Central and Pennsylvania railways in introducing elec- tric traction at their New York termini is to promote safety in the tunnels, they will gain also in the greater attractiveness, frequency, and cheapness of the subur- ban service which they furnish. In the case of the New York Central, at least, suburban trains will be operated to their destination by electricity. Two serious diffi- culties are, however, encountered by steam railways in attempting to use electricity for suburban trains. In the first place, it is hard to carry the electric current through the complicated switch tracks in the terminal yards. In the second place, if trains are run often enough to compete with those of the purely electric railways, they are likely to interfere with through pas- senger and freight trains. Indeed, the suburban service of a large city, whether conducted by steam or elec- tricity, can be made thoroughly satisfactory only where it uses its own tracks, completely separated from the tracks devoted to through traffic. This last consideration also bears on the question of the general future development of electric railways. It is not likely that interurban electric lines of the present type, even though they may be extended into long systems, can handle satisfactorily and on a large scale both local and through passenger and freight business. Even if single tracks be replaced by double tracks there is apt to be great interference between these different classes of traffic as soon as the aggregate business becomes heavy. The advantage of the local service of the interurban lines consists in its frequency and its numerous stops. Local cars are very likely, therefore, to get in the way of fast through trains; while on the other hand the slower through freight trains will tend to impede the local passenger cars. It has been suggested that freight trains might be broken up into separate units. This would largely do away with the necessity of switching, which is one of the chief causes of the delay in handling steam railway freight, and would thus increase the speed of through freight service. But to do this would so greath' multiply the number of moving units on lines with an extensive business that a single track could not possibly accom- modate all the traffic in one direction. These same considerations also cast doubt upon the possibility of so revolutionizing the working of the more important of the present steam railwaj-s, by the partial or complete introduction of electric power, as to enable them to perform both their present functions and the added functions of the interurban lines. Where- ever traffic is very dense two distinct railway systems seem desirable — one for local traffic, both passenger and freight, and the other for through traffic. Both of these systems may ultimately be operated by electricity. Both kinds of railways in a given section may finally fall under the same ownership. Cooperation between them would afford many conveniences and economies. But the public will gain if these two conflicting kinds of traffic are handled on separate tracks. Where, how- ever, the aggregate traffic is comparatively light, much would doubtless be gained if the present steam railways, following the example of the interurban railways, would increase the frequency and convenience of their local freight and passenger service by the use of single cars operated by electricity on their existing tracks. CHAPTER Till. CONSOLIDATION OF STREET RAILWAYS. General tendency and its results. — One of the most important factors in street railway progress has been ■ the combination of formerly independent railways into great systems. Fifteen or twenty years ago most of our large cities were served by several separate animal- power railways. Many of the old companies operated one line only, occupying either a single street or a few streets connecting with one another, and furnishing transportation to a single section of the city. There was usually no competition between these independent companies in the matter of fares. In many instances, indeed, the opportunity for competition was slight, the areas served by the different companies overlapping but little; yet in some cases, as in New York, parallel lines existed which, to a limited extent, competed for traffic by improvements in service. The introduction of mechanical traction, especially of electric traction, developed a much stronger tendency toward consolidation than existed before. One motive for combination was doubtless a desire to eliminate com- petition, for the cheapening of the cost of operation by the new method tended to increase the number of com- peting lines. By combination also unnecessary dupli- cation of trackage was avoided. Even more important was the desire to reduce operating expenses. So long as each car had possessed its independent source of power, as was the case with animal traction, there was, after the sj r stem had reached a limited size, little saving in cost through doing business on a larger scale. Cable or electric power could be much more economically furnished by power plants of great capacity, capable of operating several railway lines. By consolidation, moreover, it was possible to locate the power houses in such a way as to reduce the amount of electrical or cable equipment necessary for the distribution of power, and also to save in the expense of bringing coal to the plant. A further advantage from operation under unified con- trol was found in such instances as frequently arise in the business centers of cities, where a single track is used for cars of several different lines. If these lines were operated by separate companies it became neces- sarv, with electric traction, either to maintain several overhead wires or to enter into complicated agreements for the assignment of the cost of power from a single wire. If operated by a consolidated company the power furnished by a single set of wires would serve, without (120) elaborate calculations, for the operation of all the lines. Other minor economies of a like character secured by combination do not call for discussion. The greatest advantage of consolidation was one which accrued both to the users of the service and to the street railways themselves. The establishment of a unified system made it possible to carry passengers more nearty where they wanted to go and to carry them longer distances. In many cases these advantages were secured by modifying and extending the routes covered by single cars; in other cases transfers to connecting lines were given. 1 So long as connecting lines were operated by different companies, the use of transfers involved complication and difficulty and was rarely known. The lengthening of the possible trips, which increased the attractiveness of the street railway, so augmented the traffic that it proved decidedly profitable to the companies. So great were these various advantages from com- bination found to be, that in almost every great city of the United States all, or nearly all, of the formerly independent companies have been gradually brought together into one system during the past ten or fifteen years. This has been true in Brooklyn, Baltimore, Boston, Philadelphia, Buffalo, Cincinnati, Pittsburg, Cleveland (since the census 3'ear), Detroit, St. Louis, in the urban center consisting of Jersey City, Newark, Paterson, and smaller towns, in Minneapolis and St. Paul, in New Orleans, Louisville, Milwaukee, Denver, Omaha, and in several other large cities. In several of these cities one or more minor lines, mostly of a suburban character, are still outside the con- solidation. In Manhattan and Bronx boroughs of Greater New York a single company now operates the surface railways, while another company controls all the elevated railways as well as the subway system. The greater part of the street railway traffic of San Francisco is carried by a single company recently consolidated, although several independent companies of some importance still exist. Combination has been effected to a considerable extent in Chicago, but that city still has two extensive systems of surface railways and several minor systems, as well as four elevated rail- ways which are independent of the surface railways and 'See discussion of transfers, page 41. CONSOLIDATION OF STREET RAILWAYS. 121 of one another. These various lines, however, largely serve separate sections of the city. In Washington two important companies are still in independent existence. Elsewhere has been pointed out the increase in the average importance of the individual railway companies in operation in 1902 as compared with 1890, an increase due largely to the process of consolidation. This in- crease in the importance of companies is still further brought out by the following table, which, for 1890 and 1902, classifies the operating companies according to the number of miles of line operated (first main track, not all tracks), and also indicates the total length of line owned by companies falling within the various groups. The figures for 1890 include only the com- panies for which precise returns of trackage were made. Table 80. — Distribution of operating companies according to length of line: 190J and 1890. 1902 1890 LENGTH OP LINE (MILES ' ' Xumber I of com- ! pauies. Length of line, miles. Number of com- panies. Length of line, miles. Total 817 16, 651. 58 691 15,119.53 394 1,957.16 3, 148. 91 1,S7S.54 1,197.83 1,117.05 892. 86 785. 22 532. 46 515. 30 277. 12 4, 349. 10 557 99 16 7 4 2 2 1 1 2, 304. 49 10 but under 20 219 1,353.42 400.39 76 30 but under 40 1 34 25 251. 74 178. 04 50 but under 60 1 16 101. 57 60 but under 70 70 but under 80 80 but under 90 12 7 6 i 3 130. 33 76.48 84. 42 100 and over 25 2 238.65 » Exclusive of 663.94 miles, estimated, in 1890. It will be seen that in 1890 more than three-fourths of all the companies had less than 10 miles of line each, and the total line of such companies was more than two- fifths of the total for the United States. In 1902, on the other hand, less than one-half of the companies were of this small size and their total length was only about one-eighth of that for the country. In 1890 there were only 8 companies with more than 50 miles of line, while in 1902 there were 69 companies of this size. In 1890 only 2 companies had more than 100 miles of line and their length was less than one-twentieth of the total. In 1902, 25 railwa3 r s were more than 100 miles long and their aggregate line was considerably more than one-fourth of the total for the United States. Jletkock of combination.— -The three leading methods of consolidation in the street railway business have been: (1) Merger. The properties of the former compa- nies are bought outright, for cash or for shares of the new corporation, and the old corporations go out of existence. (2) Lease. The controlling company takes over the entire operation of the system of the lessor, often for nine hundred and ninety-nine years, and agrees to pay a definite rental to the lessor company, the latter con- tinuing at least nominally in existence. (3) Stock ownership. Purchase of all, or of a con- trolling interest in, the stocks of companies, which continue in existence and maj T even continue to main- tain nominally independent operation. In several cities, two or even all three of the above- mentioned methods of combination have been employed, more or less indiscriminately, in bringing together a single street railway system. In others, one method of combination has been followed exclusively or has pre- dominated. State laws or municipal charters and fran- chises have sometimes been the determining factor as to the form of combination used. Probably the greater number of the street railway consolidations have been effected through merger. This was the form of combination emplojredin most medium- sized cities. It was also the form followed, in whole or in part, by the West End Street' Railway Company of Boston (which is itself now, however, leased to the Bos- ton Elevated Railway Company), the Detroit United Railway Company, the New Orleans Railways Company, the United Railways and Electric Company of Balti- more, and others. Consolidation by means of leases 1 is particularly common in New York and Pennsylvania, the laws of the latter state rendering other forms of consolidation less practicable. The operating company or lessee regu- larly assumes the indebtedness of the lessor company, and guarantees a fixed dividend on its stock, except in cases where stockholders receive no return from any source. It is quite a common arrangement that the rate of dividend guaranteed shall increase year by year from the date of the lease, till, after six, eight, or ten years, a maximum is reached which remains the basis of future payment. In a few instances the lessor com- panies continue, at least temporarily, to be operated separately, but usually they are as coinpleteby united with the controlling company under one management as if they had been merged with it. The lease is sometimes used where its object is not primarily that of consolidation. Thus, the St. Louis Transit Company, in 1899, acquired by lease the United Railways Company, which had already secured control of all the street railways of the city except two or three suburban lines. So, too, the Cincinnati Traction Com- pany recently leased the lines of the Cincinnati Street Railway Company without increasing the number of companies in the combination. The purpose in such cases may lie to facilitate a change in the control of the business; or the lease may be merely a device by which, without an}' real change in ownership, a large part of the net earnings of the system may be given the appear- 1 See further on this subject, pages 54, 58, 60, 85, and 80. Table 39 shows the number of nonoperating lessor companies in each state and their financial transactions. 122 STREET AND ELECTRIC RAILWAYS. ance of being necessary to meet fixed charges, since the operating company always treats its rentals as such. The third method of combination, by stock owner- ship, while found less frequently than either of the others, is being adopted apparently as the favorite method to accomplish the greatest consolidations. Like the lease, it offers the advantage that the original com- panies maintain their corporate existence, upon which the validity of franchises and privileges sometimes de- pends. It has the further advantage that a company may be brought into combination merely by the pur- chase of a majority of its stock without the purchase of its entire property. For this reason this form of combination is sometimes made a preliminary step toward a later combination by merger or lease. Companies which are already operating railways quite frequently buy a majority or the whole of the stocks of other companies in order to secure control. In such case the subsidiary company may keep up nominally independent operation, but in reality its operations are merged with those of the controlling company to what- ever degree the latter desires, for the purpose of effect- ing economies or for other objects. Thus the Metro- politan Street Railway Company in New York (itself leased to the Interurban Street Railway Company) has for a number of years held a controlling interest in the stocks of three other railways, which it practically op- erated directly, although separate reports of their business were made. The latest development in methods of consolidation is the securities company, a corporation which merely holds the stocks of operating street railways and does not itself own any tracks or conduct any operations, but receives its income from the dividends of the corpora- tions whose stocks it holds. This method has been employed, for example, in recent great street railway combinations in New York, Brooklyn, Pittsburg, Buf- falo, Minneapolis and St. Paul 4 and San Francisco. In some cases a holding company of this type leaves all of its subsidiary companies in separate operation, though, of course, their independence is only nominal. In sev- eral cities the holding company has placed the entire operation of the plants which it controls in the hands of a single one of the subsidiary companies. Thus the Philadelphia Company, of Pittsburg, which, besides holding practically all the street railways of that city and vicinity by stock ownership or lease, also controls gas, electric light, and other properties in the same way, has handed over the operation of its street railway system to the Pittsburg Railways Company, specially chartered for that purpose. A similar arrangement exists between the International Traction Company of Buffalo, a holding company, and the International Rail- way Company, which operates its lines. The consolida- tion in San Francisco took the same form. An interesting recent development is that of bring- ing together under common ownership street railway lines widely separated from one another. Compara- tively little of the advantage of combination between connecting or competing lines is secured in such case. There may be some slight economy in doing away with unnecessary superior officers, and methods of operation may be improved by reason of the superior capacity and experience of the officers of the central company. The chief object in the formation of such companies, however, is to furnish a convenient form of investment to capitalists. Instead of individually buying the se- curities of railway companies situated, perhaps, in dis- tant sections of the country, with whose operations the}' could have little familiarity, investors form a holding company, with officers whose duty it is to rep- resent their interests and watch the management of all the different railways. Holding companies of this type have been developed to a greater extent in Philadelphia than anywhere else. The Interstate Railways Company, which succeeded the United Power and Transportation Company in 1902, controls about 15 street railway systems in Pennsylva- nia, New Jersey, and Delaware, together with 2 elec- tric light companies. It has also acquired the stock and franchises of numerous new railway companies. Some of the lines controlled are more or less closely connected, and others may be brought into connection later, but the primary purpose has been, apparently, not so much to make a single great system as to pro- vide a convenient form of investment. The American Railways Company of Philadelphia controls 8 or 9 widely separated street railways and lighting plants in Ohio, Illinois, New Jersey, and Pennsylvania, and also a minority interest in the stock of the Chicago Union Traction Company. The Railways Company General controls stocks of 7 railway lines, and lighting plants in New York, Pennsylvania, and Michigan. The United Gas Improvement Company, of Philadel- phia, has recently extended its investments into the street railway field. This company operates the Phila- delphia Gas Works and controls, in one way or another, the gas and electric light properties in more than thirty cities of the United States. One of its subsidiary cor- porations is the Connecticut Railway and Lighting Com- pany, which in 1900 secured control of street railways serving a dozen different towns and cities in Connecti- cut, including about 160 miles of track, or more than one-fourth of the entire trackage of the state. The Connecticut Railway and Lighting Company also oper- ates water, gas, and electric light plants. The United Gas Improvement Company in 1902 secured control of almost the entire street railway system of Rhode Island. Its relation to its subordinate companies in that state is peculiarly complicated. A corporation known as the United Traction and Electric Company, chartered in New Jersey, owns the stocks of the three leading street railway companies of Rhode Island. These companies, however, are leased to the Rhode Island Company, an CONSOLIDATION OF STREET RAILWAYS. 123 operating corporation created in 1902 by special act of the Rhode Island legislature, which has agreed to pay a rental sufficient to provide the United Traction and Elec- tric Company with interest on its bonds and 5 per cent dividends on its stock. This rental is guaranteed hy the United Gas Improvement Company, which is the promoter of the entire combination. Finally, the stock of the Rhode Island Company is owned by the Rhode Island Securities Company, a New Jersey corporation, through which the United Gas Improvement Company exercises its control. The street railway trackage in this combination amounts to about 270 miles. The Rhode Island Securities Company is also acquiring gas and' electric light properties in this same territory. In 1903 a consolidation of nearly the entire gas, street railwa}', and electric light business of northern New Jersey was effected under the name of the Public Service Corporation, and this company is said to be affiliated with the United Gas Improvement Company. Centralized ownership of street railwa}' properties has also been brought about in a number of instances without the intervention of formally organized com- panies. The veiy wide reaching street railway invest- ments of the so-called Whitney-Elkins-Widener syndi- cate is the most important instance. A number of banking firms in eastern cities control, in the interest of their clients, several railway and lighting plants in scattered localities. A combination of somewhat unusual form is that known as the Massachusetts Electric Companies, formed in 1899. This is not an incorporated company, but a voluntary association managed by a number of trustees, who hold title to the stocks of street railways and electric light plants, and who have issued trust certificates, com- mon and preferred, to the amount of about $35,000,000. This association has bought up the securities of thirty or forty companies originally separate and has consoli- dated most of them into three operating companies — the Boston and Northern Street Railway Company, the Old Colony Street Railway Company, and the Hyde Park Electric Light Company. The street railways con- trolled have more than 850 miles of track, including nearty all the lines in eastern Massachusetts outside of the city of Boston. This combination has aimed to establish a unified system of transportation out of the formerly disconnected lines. It has been able through combination to realize important economies, as well as to give advantages to the public. The Boston Sub- urban Electric Companies is a less important combina- tion of the same character. Street railway consolidation in Xeio York city. — The recent history of the surface railways of New York city illustrates strikingly the strength of the tendency to- ward consolidation, and likewise furnishes examples of all the different methods of combination which have been described. In 1S90 the surface railwaj r business of the present borough of Manhattan was in the hands of about fifteen independent operating companies, no one of which controlled more than 30 miles of track, out of a total length of about 210 miles. Consolidation had begun even before this time, but had not gone far. The Broadway and Seventh Avenue Railway had leased the newly established cable system of the Broadway Surface Railway, and also the South Ferry Railway, so that it had a continuous line on Broadway and Seventh avenue, forming a great central stem to which branch lines could be attached with advantage. The Twenty- third Street Railway had, as far back as 1876, leased the Bleecker Street and Fulton Ferry line. Half a dozen of the great longitudinal avenues of the city, however, were still occupied by as many independent street rail- way lines. The first important step toward general consolidation was taken in 1891 by the organization of the Metropoli- tan Traction Company, which was a stockholding cor- poration only. Within two years it had secured a con- trolling interest in the stocks of more than one-half of the surface railway companies. In 1893 the Metropoli- tan Street Railway Company was organized as an oper- ating company, subordinate to the traction company. This companjr took over the Houston, West Street and Pavonia Ferry line and the Broadwa} r Surface and South Ferry lines. In the following two years the new cable railways of the Metropolitan Crosstown, the Lexington Avenue and Pavonia Ferry, and the Columbus and Ninth Avenue companies were also absorbed in the Metropolitan Street Railway Company. Meantime, the latter company leased the older lines of the Broad- way and Seventh Avenue, the Forty-second Street and Grand Street Ferr} T , the Central Park, North and East River, the Bleecker Street and Fulton Ferry, the Twenty-third Street, the Ninth Avenue, and the Sixth Avenue companies, whose stocks were said to be largely owned by the traction company. By 1895 the system controlled by the Metropolitan Traction Company included 132 miles of track out of an entire trackage of surface railways in Manhattan borough of 2S6 miles. It owned all the important longitudinal railways except those on Second, Third, Fourth, and Eighth avenues. The progress of consolidation for some years after lS9i was less rapid. In 189(3 the street railway lines of the New York and Harlem Railroad Company (Fourth and Madison avenues), and the Eighth Avenue line, and in 1S98 the Second Avenue Railway, were leased to the Metropolitan Street Railway Company. Several new railways were constructed during these years, separate charters being taken out for the pur- pose of securing the franchises. The stocks of the corporations operating - these new lines — the Twenty- eighth and Twenty-ninth Streets Crosstown, the Thirty- fourth Street, the Thirty -fourth Street Ferry and Eleventh Avenue, and the Fulton Street Railway com- panies — were all held by the Metropolitan Traction Company. In 1S97 the traction company bought control 124 STREET AND ELECTRIC RAILWAYS. of the Central Crosstown Railroad Company, to which the Christopher and Tenth Street line had previously been leased. Four of these last-mentioned companies have continued to operate separately. In 1898 the Metropolitan Traction Company, having fulfilled its object of securing control by stock purchase, was dis- solved, and the securities held by it became the prop- erty of the operating company, the Metropolitan Street Railway Company. At the beginning of 1900 this company found only one important competitor still in existence, the Third Avenue Railroad Company. As far back as 1895 the Third Avenue Company had begun to realize that to maintain its position it must secure branch and connect- ing lines. It accordingly bought a controlling interest in the extensive Forty-second Street, Manhattanville and St. Nicholas Avenue Railway in the upper west side of the city. In 1897 it similarly obtained control of the Dry Dock, East Broadway and Battery Company, with an extensive system of horse lines in the lower part of the island. In the next year the Third Avenue Rail- road bought a majority of the stock of the Union Rail- way Company, which had grown up b}^ the gradual consolidation of a dozen or more companies and which operated 50 miles of track in Bronx borough and the adjacent parts of , Westchester county. In 1899 the Third Avenue Company bought up the Tarrytown, White Plains and Mamaroneck Railway and the Yonk- ers Railroad, which added a large amount of track to its system in Westchester county. At the beginning of 1900 the Third Avenue Railroad Company controlled more than 200 miles of track, or nearly as much as that of the Metropolitan Street Rail- way system. Considerably less than half of this track- age, however, was in Manhattan borough, while nearly all that of the Metropolitan system was included within that borough. With the adoption of underground elec- tric traction the Third Avenue system seemed likely to become a very serious competitor of the older combi- nation. The officers of the Metropolitan Street Rail- way Company took advantage of' a heavy fall in the stocks of the Third Avenue Company, due to difficulty in meeting the wasteful expense connected with its installation of electric traction, to buy in open market a controlling interest in the stock of its rival. Soon thereafter the Metropolitan took over the Third Avenue Company by lease, but for the time being it has main- tained the separate operation of the lines of that company and of those of each of its subsidiary corporations, pay- ing them the amount of their net earnings as a rental. In 1902 a still further combination was effected. The Interurban Street Railway Company 1 had been formed in 1901 to construct new trolley lines in the borough of Bronx and in Westchester county, for which it held extensive franchise rights'. This company now leased 1 The name of this company has since been changed to New York City Street Railway Company. the entire Metropolitan Street Railway system, assum- ing all the indebtedness and agreeing to pay a rental of 7 per cent on the $52,000,000 of stock. At the same time the Metropolitan Securities Company was formed, under the business-corporation law of New York. This holding company owns all of the shares of the Interurban Street Railway Company, and thus has ultimate control of the entire surface railway sj^stem of Manhattan and Bronx boroughs and the adjacent terri- tory. For a long time to come by far the greater part of the profits of the street railways in this combination will be devoted to rental payments on the immense amount of stock and bonds of the various lessor and sublessor companies. No form of combination has yet been effected between the elevated railways and the surface lines of Manhat- tan borough; although several years ago the Third Avenue Railroad entered into an operating agreement with the Manhattan Railway (elevated) by which, on payment of 3 cents in addition to the regular fare, a passenger on either system could transfer to the other. It is significant, however, that in 1903 the elevated railway company was merged with the company which constructed the new underground transit system, the Interborough Rapid Transit Company. The elevated system itself is the result of a consolidation of three companies. The process of consolidation in Brooklyn has paral- leled that of Manhattan. By merger, lease, and owner- ship of securities, both the elevated and the surface lines have been brought together under the Brooklyn Rapid Transit Company, which controls at present more than 500 miles of track. The process of consolidation in Greater New York has been contemporaneous with great changes and improvements in methods of operation. It is there- fore impossible to judge from statistics the degree to which consolidation has increased traffic or reduced operating expenses. That it has done much in both directions is beyond question. The changes in the routing of cars and the extension of the transfer privi- lege have materially increased the attractiveness of the service. Street railway consolidation in Philadelphia* — The process of street railway combination in Philadelphia be- gan earlier and was completed earlier than in New York. During the period from 1857 to 1874 about 40 separate companies were given charters in Philadelphia. In 1876 there were in existence 17 separate companies, operating altogether 289 miles of track. It appears that from 1859 on the companies had largely acted in harmony so far as the fixing of fares and the like were concerned, through an organization known as " The Board of Presi- dents of City Passenger Railway Companies.'' In 1879 and 1880 the process of combination began by the lease 2 Based largely on the monograph, The Street Railways of Phila- delphia, by F. W. Spiers, published by Johns Hopkins University. CONSOLIDATION OF STREET RAILWAYS. 125 of two or three extensive lines to the Union Passenger Railway Company. In the next year three other roads were brought together into the People's Passenger Railway Company. These two systems carried about two-fifths of the entire number of passengers in the city. In 1883 the Philadelphia Traction Company was formed by men who have since extended their street railway interests into many cities of the United States. This company never owned any track, but gradually extended its control by means of leases. The Union system, already described, was the first to be leased to the Philadelphia Traction Company. In 1887 an act was passed by the state legislature for the purpose of facilitating the combination of street railways, which provided special powers for what were legally known as " traction companies." The People's Traction Com- pany, which was soon organized under this act, leased the People's Passenger Railway Company, as well as a number of other formerly independent railways. The Philadelphia Traction Company continued to absorb additional lines. The movement was favored by the change from horse to electric power. By 1895 practi- cally all the street railways of the city had been brought together into four systems. The Philadelphia Traction Company controlled 203 miles of track; the Electric Traction Company, 130 miles; the People's Traction Company, 73 miles; and the Hestonville, Mantua and Fairmount Passenger Railway Company, 24 miles. The time had now arrived for complete consolidation. The new Union Traction Company, under sanction of the act already mentioned, took over all of the stock of the Electric Traction Company and the People's Trac- tion Compan} 7 , issuing in exchange therefor trust cer- tificates bearing 4 per cent interest. It also took over by lease the Philadelphia Traction Company, and, in 1898, the Hestonville, Mantua and Fairmount Passen- ger Railway Company. The lines of the Electric Trac- tion Company and the People's Traction Company were also leased to the Union Traction Company, thus giving a double form of control. In 1901, by special act of the state legislature and by ordinance of the Philadelphia city council, a large num- ber of interrelated franchises were granted to a new syndicate, which proceeded under them to organize various companies to construct surface, elevated, and underground railways. It was the intention that these new lines should constitute a competing system. In 1902, however, the Philadelphia Rapid Transit Com- pany was organized, which acquired all of the stock and franchises of the new companies, and also took over by lease the entire existing system of the Union Traction Company, agreeing to pay therefor a rental on the par value of its $30,000,000 of stock (of which only $10,500,000 was paid in). This rental was 3 per cent at the beginning, and is to increase by 1 per cent every two years until 6 per cent is reached. The Phila- delphia Rapid Transit Company has also secured control of the Doylestown and Willowgrove Railway Company, operating in the suburbs of Philadelphia, and it is quite possible that further consolidation with suburban com- panies may take place in the future. The complexit3 r of the process of consolidation in Philadelphia may be seen from the list, on page 264, of companies united under the Union Traction Company. Thirt} -nine companies altogether are enumerated in this list, and their relations to one another are shown by the degree of indentation. The form of combina- tion universally employed is the lease, though in many cases it is supplemented by ownership of part or all of the shares of the lessor company by the controlling company. The table shows, for example, that the Philadelphia and Darby Railroad Company was leased to the Philadelphia City Passenger, Railwa}^ Company. The latter was subsequently leased to the West Phila- delphia Passenger Railway Company, which became later a lessor to the Philadelphia Traction Company. The last-named cornpan} T was leased to the Union Trac- tion Company, which, as already stated, is now a lessor to the Philadelphia Rapid Transit Company, thus mak- ing six stages in the process. CHAPTEE IX. FRANCHISES, PUBLIC REGULATION, AND PUBLIC OWNERSHIP. During recent years widespread and active interest has been manifested in the relations between street railway companies and the local governments repre- senting the interests of the people. Two peculiarities of urban railways bring this relation into special promi- nence and justify reasonable public regulation. The first is the fact that the railway in urban communities usually occupies public streets and ways. The second is the tendency of the street railway business toward monopoly, a tendency which has been abundantly dem- onstrated by experience. With the growth of popula- tion a constant^ increasing proportion of the people in the cities are forced to patronize the railways, and the need of protection against the possible abuse of monopoly power correspondingly increases. The actual regulations in force with regard to the operation of street railways differ widely among the different states. Indeed, they vary almost as widely among different companies in the same state or even in the same city. For the purpose of ascertaining more full}" the provisions of state and local legislation with respect to street railways, the Bureau of the Census in- cluded in its general schedule addressed to the street railway companies several questions regarding their franchises. It also addressed inquiries to the mayors of a large number of municipalities, including one or more in every state and all the largest cities. Much valuable information was received in response to these inquiries, especially from the mayors. Copies of city charters and of franchise ordinances were furnished in many instances. It was impracticable to attempt to learn in detail the provisions of every local franchise, as many consolidated companies are operating under a score or more of separate grants with widely varying terms. In the detailed presentation by states in the latter part of this chapter the aim has been to set forth the present policy of leading states and cities, as shown in existing statutes and in recently granted franchises, while only more general statements are made in relation to earlier franchises which are still in force. In this presentation only questions bearing upon the funda- mental relations between the street railway companies and the governing authorities or the people are taken up. The most important subjects covered are the methods of granting franchises and their duration, the regulation of fares, and the requirements regarding (126) compensation for franchise privileges. No attempt is made to present the less essential features of the law regarding the organization, management, and powers of street railway companies, or the details of local ordi- nances regarding car schedules, methods of construc- tion, safet}^ regulations, and the like. I. METHOD OP GRANTING FRANCHISES. Authority of state and municipal governments. — Street railway companies, like other corporations, de- rive their charters, which give them the right to exist and which regulate in a general way their internal gov- ernment, from the state, either through general or special statute. The privilege of occupying a specific street or highway usually requires further authoriza- tion, and it is this authorization which is designated by the term " franchise" in the more limited sense. In some state constitutions the legislature is expressly prohibited from granting the use of the streets and high- ways without the consent of the local governing au- thorities, while in nearly all other states the practice of the legislature is to give the local governments con- trol in this respect. This control involves ordinarily the right of the local authorities to impose such con- ditions as they may see fit at the time the franchise is granted. In the detailed presentation of street rail- way law in section VII only deviations from this rule are mentioned. So far as recent practice is concerned, such deviations are mostly confined to the New England states, where a large proportion of the street railway companies have been chartered by special acts of the legislature. Many of these charters have given to companies the use of the streets with no provision for interference by the local authorities further than was necessary to regu- late the details of construction and make them conform to the grade and surface of the streets. This policy has been particularly common in Connecticut and Rhode Island. In Massachusetts the railroad commission must approve all grants of franchises by local authorities; moreover, where a street railway is designed to serve several towns or cities, those towns which favor a fran- chise may appeal to the state board of railroad commis- sioners if any one of the local governments withholds its consent. This latter proviso was inserted in the law FRANCHISES, PUBLIC REGULATION, AND PUBLIC OWNERSHIP. 127 on the recommendation of a special committee on the relations between cities and towns and street railways^ which reported to the Massachusetts legislature in 1898. * In New York, Connecticut, Rhode Island, Maine, New Hampshire, and one or two other states the state rail- road commission has also some control over the con- struction of street railways, but this control is of a less thorough character than in Massachusetts. It is quite common for the state, by general or special statute, and sometimes by its constitution, to regulate the procedure which must be followed by the local governments in granting franchises to street railway companies. Often these regulations apply to other classes of public utilities also. The corruption which has often characterized the action of municipal authori- ties in bestowing franchises has been one of the motives for the adoption of safeguards concerning procedure. In many cases a larger proportion of the city council, or other local governing body, is required to pass a franchise ordinance than to pass ordinances on most other subjects. Provisions of this character are so common that, with a few exceptions, they have been omitted in the detailed statement in another part of this chapter. One of the most stringent regulations concerning the procedure in granting franchises is found in the New York city charter. Not only is the vote of three-fourths of all the members elected to the city council required, but the grant must also be approved by the board of estimate and apportionment, a small body chiefly composed of executive officials, which has the main control over the city's finances. This board is directed particularly to inquire into the value of the privileges conferred and the adequacy of the compensation offered for them. A precisely simi- lar method is prescribed in the charter of the city of Baltimore. In most states the law does not distinguish between ordinary urban street railways and interurban electric lines, either as to the methods of securing privileges or as to the general regulation of business. In those states where interurban railways are most highly de- veloped, however, they have either been placed under the same laws as steam railways or under special laws more akin to those governing steam railways. Consent of voters or of abutting owners. — The move- ment in favor of "direct legislation" has led to the requirement, in various states and cities, that franchises shall be submitted to popular vote, either in all cases, or on petition of a certain proportion of the voters. Such use of the referendum is most common in the Western states. In Colorado, South Dakota, and 1 Report of the special committee appointed to investigate the relations between cities and towns and street railway companies, 1898. This report presents, among other valuable matters, a sum- mary of the legislation regarding street railways in the various states and of the franchise provisions in the leading cities. It is frequently referred to in the following discussion, being cited, for convenience, as "Massachusetts Report." Utah, for example, all municipal ordinances are sub- ject to the referendum on petition, or the optional referendum, as it is commonly called. The same requirement is found in the San Francisco charter, and in the charters of various other cities. In Nebraska and Arizona all public franchises in cities must be sub- mitted to popular vote; in Montana and Colorado to the vote of the taxpaying electors. In Iowa one-fifth of the voters in any city may require any franchise to be submitted to popular vote. The optional referendum with reference to franchises exists in incorporated towns in Indiana, in Parkersburg, W. Va., by its new charter, and in various other places. In Detroit a local ordinance provides that proposed franchises shall be submitted to popular vote, but such vote is purely advisory, not binding. Provisions for popular vote on franchise grants are for the most part of recent origin, and there is comparatively little experience as to their practical working. The fear has sometimes been expressed that the people will be unduly hostile to the corporations, and will ignorantly deprive themselves of needed facilities by refusing franchises altogether, or by insisting upon impossible conditions. Somewhat similar to the requirement of a popular vote for the grant of street railway franchises is the provision in a number of states that the consent of the owners of abutting property shall be secured. Usually the provision is that the owners of more than half of the frontage must give their consent. This is true, for example, of all cities in Colorado, Missouri, Nebraska, New Jersey, and Ohio, and of cities of more than 40,000 inhabitants in Kansas. The same requirement existed in Illinois prior to 1899. In Louisiana one-half in number of the owners of abutting property and the own- ers of one-half in value of the property must consent to the construction of the railway. In New York the owners of one-half in value of the property must con- sent, but there is a proviso that if the necessary consent can not be obtained appeal may be taken to the courts, which shall decide whether there is public necessity for the railway. This proviso was enacted in recognition of the fact that the rights of the people, as a whole, are paramount to those of the property owners upon the streets directly concerned. In some cases, moreover, the owners of property, particularly if the streets were peculiarly desirable or necessary for the con- struction of a general railway line, or of a con- necting link in a system, might take unfair advantage of their position to demand excessive compensation from the railway company as a condition of their consent. This does not imply that any compensation whatever would necessarily be excessive, for it is en- tirely proper that a railway company should compen- sate property owners for actual damage to their prop- ert} r or decrease in its value, and provisions of this sort are almost universally found in state laws or in local 128 STREET AND ELECTRIC RAILWAYS. ordinances and franchises. In Massachusetts the rights of owners of abutting property are protected by provi- sions for appeal to the state railroad commission. Competitive bidding for franchises. — During recent years it has become quite common, with a view to obtain more favorable terms, to offer franchises at public competition. This requirement often applies to other classes of public utilities as well as to street railways. In California, Nevada, Kentucky, and Vir- ginia the general state laws require competitive bid- ding, but contain no provision specifying the character of the bids, which apparently might, at the discretion of the local authorities, be either in the form of lump sums or of annual payments. In New York and Louisiana the bids must be on the basis of a percentage of the gross annual earnings. In Ohio the franchise must be granted to the bidder offering the lowest rates of fare. A similar method is required by the individ- ual charters of certain cities, and in a few others it has been adopted voluntarily by local authorities. The city ordinarily reserves the right to reject all bids. In Vir- ginia the local authorities may, if for any reason they deem it to be for the interests of the people, grant the franchise to some other than the highest bidder, but they must give their reasons for the grant in the fran- chise ordinance. In most states there has been as yet comparatively little experience with the 1 working of the method of competitive bidding for public franchises. The method has, however, been employed long enough in Cali- fornia, New York, and Ohio to afford a fair basis for a judgment as to its success. In two or three instances there has been active competition for street railway franchises in New York city, but for one reason or another the franchise grants made as a result of high bids have been set aside or the railways authorized have never been built. 1 In one case the bids for a cer- tain extension were run up until seventy times the total gross receipts of the proposed new line were offered in payment for the franchise. This absurd procedure, which was obviously not in good faith, was stopped by an injunction. Finally the franchise was sold for 100 per cent of the gross receipts, but the road has not yet been constructed. In fact the highest compensation which has actually been paid to the city treasury as the result of competitive bids for street railway franchises is 8 per cent of the gross receipts. 2 It is probable that competition had something to do with enabling the city of Columbus to obtain unusually low fares as a condi- tion precedent to the extension of the franchise of the leading railway in that city. Generally speaking, however, there has been little or no competition for franchises, and the local govern- 'SeeG. Myers, in "Municipal Affairs," March, 1900, page 150 ff. 2 For the Metropolitan Crosstown Railway. See Report of the Comptroller of the City of New York, 1902; Myers, loc. cit, page 162. ments have obtained no more favorable terms thanwere prescribed as a minimum by state or local legislation. The reason is obvious. The proposed franchise is al- most invariably petitioned for in the first instance by a duly organized corporation, which asks the right to occupy specifically named streets and which has care- fully considered, in advance, construction plans and probable financial results. Even when a considerable period of time is allowed for others to investigate the proposed plan and to estimate the value of the fran- chise, these possible competitors are at a great disad- vantage as compared with the original promoters. It often happens that there are few people in a city who are familiar with the street railway business and at the same time in command of the necessary capital: Effect- ive competition is still less likely when the proposed railway is in the nature of an extension or outlying line, the success of which will depend almost wholly upon cooperation with existing lines. The process of consolidation among street railways has gone so far in most large cities that there is only one important system in existence with which a new railway can be connected. The method of competitive bids is apt to prove of greater value when applied to renewals of the franchises of existing railwaj^ systems. It has already been so applied in a few instances, and under existing laws will a PPb r to many such renewals in the future. Of course the old corporation has a great advantage in the com- petition for a renewal of the franchises; but the value of the privilege is so much better appreciated and so much more easily measured than in the case of a new railway that other capitalists will often stand ready to offer such competition as will at least compel the present owners to make important concessions to the people. The best results, however, are secured where the sys- tem of competitive bids is supplemented by careful bargaining on the part of the local authorities. This method is provided for in the charter of New York cit3^. If the board of estimate and apportionment re- ceives no satisfactory bid for a franchise, it becomes its duty to seek better terms by negotiation. In two or three cases the efforts of the board have resulted in securing a compensation for street railway franchises considerably in excess of that originally offered. 3 The New York system in this respect has been copied by Baltimore. II. DURATION OF FRANCHISES. State constitutions or laws usually, though by no means always, limit the duration of corporate charters of all classes. Such limitations, however, are ordi- narily of a formal character, and unless some action to the contrary is taken by the state legislature at the 'Myers, loc. cit., page 155. FRANCHISES, PUBLIC REGULATION, AND PUBLIC OWNERSHIP. 129 time of expiration, a charter can usually be renewed by a simple procedure on the part of the stockholders of the corporation. Nevertheless, the limitation on the duration of the charter offers to the state the possibility of imposing new restrictions if it so desires. Most states, including those which limit the duration of corporate charters, provide in their constitutions that the legislature shall have the right to repeal or amend any general or special incorporation law if passed subsequent to the adoption of the constitution. This provision has been inserted in view of the judicial doctrine announced in the famous Dartmouth College case that, in the absence of such provision, an act con- ferring privileges upon a private corporation constitutes a contract on the part of the state. It is probably safe jto say that nearly all important street railway com- panies in the United States hold charters which are either limited in duration or subject to amendment or repeal by the state legislature. In case of such amend- ment or repeal, however, the courts are disposed to require that regard be given to vested property rights, and the legislature is subject to limitations in those states whose constitutions prohibit special and local legislation, and in which, accordingly, changes must apply to an entire class. 1 Limitations on the duration of local franchises are another matter. State constitutions or laws seldom reserve to the state or local authorities the right to terminate a franchise, or to revise its provisions during the prescribed term, nor have the local authorities in granting franchises ordinarily reserved this right. The most important exception to the statement just made is found in Massachusetts. For a long time it has been the policy in that commonwealth to grant street railway and other franchises for an indefinite term, subject to revocation either by the state or by the local governments. The Massachusetts committee on street railways of 1898, whose report has already been referred to, characterized this system as utterly illogical in principle; but asserted that, because of the conservatism of the governing authorities in the state, it had not resulted, as might have been expected, in hindering the development of public service corpo- rations. The committee found, on the contrary, that the street railway companies preferred this plan to one by which their franchises would be terminated after a period of years. The law was, however, amended on the recommendation of the committee, so as to require the approval of the railroad commission for the revoca- tion of a "location." Man}- street railway franchises, particularly those of early date, are perpetual, and there is no state or local provision under which they can be revoked or amended. Where, however, a corporation whose charter is sub- ject to revocation or amendment holds such an unlim- 1 Central Trust Company r. Citizens Street Railway Company, 62 Fed. Rep., 1. ited franchise, the state legislature can virtually annul it, or change the terms of the franchise, through its control over corporate existence. Even if both the charter and the franchise of a public service company are unlimited in duration, the state may, subject per- haps to certain self-imposed limitations, exercise, di- rectly or through local governments, its right of eminent domain to purchase the property for public use. The payment in such a case would ordinarily include not merely the tangible value but the full franchise value. Several state constitutions contain clauses providing that the public authorities shall always reserve the right of eminent domain over the property and fran- chises of corporations. Such provisions, however, merely declare a generally recognized principle. A constitutional amendment in Colorado, adopted in 1902, confers upon municipalities the right of eminent do- main over "public utilities," and similar provisions are found in the statutes of a few states. Franchises which are perpetual, and not subject to modification by the local authorities, are still permitted by the state laws of New York (except as regards cer- tain cities), New Jersey, Pennsylvania, Missouri, In- diana, all of the New England states, and a few others. Many of the most important franchises in the largest cities of the country are perpetual, and can not be modified by the local governments. In a majority of states the present policy is to limit the duration of street railway franchises by state law. The limit of life js ninety-nine years in Louisiana (the law applying only to parishes), fifty years in Arizona, Idaho, and second- class cities of New York, and by special act (the con- stitutionality of which is in litigation) in Cincinnati, Ohio; thirty j*ears in Michigan, Virginia, Alabama, and Florida; twenty-five years in Ohio, Iowa (in cities under special charters), San Francisco, Cal., St. Paul, Minn., and Portland, Oreg. ; twenty } T ears in Illinois, Kentucky, Nevada, South Dakota, and Montana; and ten years in Wyoming. There is apparently a tendency to shorten the duration of franchises, the more recent enactments usually prescribing the shorter periods. In many cases cities have limited the life of franchises where no state restriction existed, or have fixed terms shorter than those prescribed by state law. One modification of the limited franchise is that which contains in the original instrument provision for re- newal with revised terms. By the charter of New York city and that of Baltimore, the original grant of a fran- chise, which is limited to twenty-five years, may provide for renewal for a further period not to exceed twenty- five years, with a readjustment of the conditions of the contract, to be made by bargaining or by appraisal. In Cincinnati the fifty-year franchise, passed under authority of the act above mentioned, permits the city to change the fares after twenty years and again fifteen years later, but at no other times. Such an arrange- ment increases the security of the street railway com- 130 STREET AND ELECTRIC RAILWAYS. pany and renders it more willing to introduce the best and most expensive construction and equipment. Ordinarily, the local authorities are permitted to renew franchises at their expiration by the same pro- cedure as is required for original grants. Usually the laws limiting the term of- franchises con- tain no provision regarding the disposition of the tan- gible property of the holder of the franchise at its ex- piration. Most franchises for street railways also have no provision on this subject, except the requirement that at the expiration of the franchise the company shall remove its tracks from the streets. In practice, such an arrangement has less of a tendency to check improvements than might be expected. Before the expiration of the old franchise the local authorities very frequently make new grants to existing compa- nies, and the compensation demanded for these grants has not, as a rule, been excessive. Corporations have often anticipated such liberal treatment and have made improvements in their property even near the close of the term of the franchise. In some cases, where changes in methods of traction, consolidations, or extensions of existing railway lines have been desired, the local gov- ernments have granted new franchises long before the expiration of the old ones. By the laws of a few states the extension or renewal of franchises is not permitted until within a short time before the expiration of the existing grant. This restriction is designed to prevent corruption, but it would seem the part of wisdom' to modify it in such a way as, under careful restrictions, to permit new grants when necessary to take advantage of improved methods or to secure needed extensions. The difficulties growing out of limited franchises have led to the adoption in several recent statutes of provisions for compensating the holders for the value of their tangible property at the expiration of the fran- chise term. Such an arrangement seems the more de- sirable in cases where local governments are by law pro- hibited from granting renewals of franchises directly to the existing companies, and are either required to take over the property or to dispose of the franchises by competitive bids. In Indianapolis, Ind. , Baltimore, Md., Portland, Oreg., and elsewhere, municipal char- ters, or other state laws, provide that if the city takes possession of a street railway at the end of its franchise it must pa3 T the appraised valuation of the tangible property, but must pay nothing for the franchise itself. By general law in Virginia and by the Greater New York charter it is provided that the-original franchise must specifically state whether, at its expiration, the city shall pay for the tangible property or shall receive it without compensation. In San Francisco, on the other hand, the city charter requires that the property of all corporations to which franchises shall hereafter be given shall revert to the city without compensation at the end of the prescribed period. In Indianapolis, Ind., and Portland, Oreg., where competitive bidding for the renewal of franchises is required, it is spe- cifically provided that, if the grant is made to another person or corporation, the new grantee must buy the tangible property of the former holder at its appraised valuation. The same requirement is probably intended in the Virginia law and in the Baltimore charter, by which competitive bidding is also required. An ar- rangement of this sort has the great merit that it largely removes the discouragement to improvements which is otherwise characteristic of limited franchises. III. REGULATION OF STREET RAILWAY FARES. In a considerable number of states the legislature has enacted laws limiting the fares of street railways throughout the state or in individual cities. With few exceptions the maximum fare thus fixed is 5 cents. Thus, in New York no railway built after 1884 may charge more than 5 cents for a ride over its lines within the boundaries of any municipality, a provision which is held to require the issue of transfers on its lines wherever they are necessary to reach the desired des- tination. In nearly all local franchises limitations are imposed in advance upon the fares. Usually neither the state nor the local government reserves the right to change these limitations during the term of a franchise. This is so generally true that in the detailed presenta- tion by states only departures from this rule are noted. In a large majority of cases the maximum fare provided in local franchises is 5 cents, and it has not been deemed necessary to mention the limitations unless lower fares are prescribed. Several states, by constitution or. statute, have re- served to themselves the right to regulate street railway fares at any time. This is true in New York as regards all railways built since 1884. Moreover, it is generally held that unless the state clearly waives or limits this power, the general authority to regulate common carriers and their charges gives the state this power over street railways in any case. The general municipal corpora- tions act of Illinois confers the power to regulate hack- men, truckmen, and "all others pursuing like occupa- tions." This has been held by the supreme court of Illinois to permit cities to fix street railway fares, and Chicago and several other cities have accordingly done so. (See page 42.) Provisions of somewhat similar character are found in the special or general municipal laws of various other states, but they have not usually been interpreted as applying to the street railways. The cities of Nebraska and the cities of more than 100,000 inhabitants in Missouri, by the general laws of these states, and the city of San Francisco by its munic- ipal charter, have the right to regulate railway fares at any time. All these cities, however, with the excep- FRANCHISES, PUBLIC REGULATION, AND PUBLIC OWNERSHIP. 131 tion of San Francisco, where such waiver is expressly prohibited, could probabty waive the right at the time that the franchise is granted. In Massachusetts the city council or board of select- men of a town may petition the state board of railroad commissioners to revise the fares of any company, but it may not reduce them below the average fare charged by other companies in the state operating under similar conditions. With the aid of the reserve power of the legislature in this state it is possible that, at some future time, fares may be reduced either generally or in individual cities; but as yet there have been no im- portant instances of the exercise of this authority. In Part I, Chapter III, will be found a summary of the facts with regard to street railway fares in the United States. In many, if not in most instances where a fare of less than 5 cents is found, it has been secured by the action of the local governments, usually being demanded as a condition precedent to the grant of franchises, renewals, or additional privileges. In some instances, however, companies have voluntarily reduced their fares, and often they hare, on their own initiative, granted or increased transfer privileges. The situation regarding fares in Columbus and Cleve- land, Ohio, and Detroit, Mich., more fully described on pages 142 and 145, illustrates particularly the activity of local governments in seeking to reduce fares. IV. COMPENSATION FOR FRANCHISE PRIVILEGES. The growing recognition of the value of the privi- leges conferred upon street railway companies, partic- ularly in the larger cities, is manifested in the many recent laws and franchises which require special pay- ments to the local governments. Payments which are distinctly designed as a compensation for the peculiar privileges bestowed are in principle sharply differen- tiated from ordinary taxes upon the property or bus- iness of street railways, which seek merely to obtain from them a contribution equivalent to that demanded from other forms of property and business. Taxes in the strict sense are imposed by virtue of sovereign power and are independent of the terms of charters and franchises; while, generally speaking, payments for franchise privileges rest upon contract with the corpor- ations. It may readily happen, however, that the ordi- nary taxes on street railways in some cities represent a relatively heavier burden than the taxes and the fran- chise payments combined in other cities. It is not the purpose of this report to enter fully into the complex subject of general taxation as applied to street railway corporations. In view of the interest which attaches to the methods of taxing such corpora- tions in Massachusetts and New York, however, a brief description of them is given elsewhere (pages 141 and 144). In Part I, Chapter V, will be found general sta- tistics showing the contributions of railways to the state and local governments, but these statistics do not distinguish between taxes proper and special franchise payments. A considerable difference of opinion prevails as to whether a local government more truly promotes the public welfare by obtaining from street railway cor- porations, in return for franchise privileges, low rates of fare for railway patrons or larger cash payments into the city treasury which will reduce the burden of gen- eral taxation. The same question arises in fixing the charges of a public utility of any class which is operated by a municipality directly. The opinion seems to be gaining ground, as is seen in various laws and fran- chises of recent date, that the social benefits which accrue from low fares on street railways are so great that the public interest is better served by seeking reductions in charges than by seeking high financial compensation. As a matter of fact, in most of the important cases where special franchise payments of significant amount are required from street railways, the fare charged is 5 cents, while in the cities where lower fares are found, compensation for franchises is seldom paid to the public treasury. The authority of the state or local government with regard to special franchise payments rests on essen- tially the same principles as the authority with regard to fares, and is more fully discussed below. However, the power is not usually reserved, either by state law or by the terms of franchises, to change the requirements concerning compensation during the life of the grant. Car licenses. — The statement just made does not al- ways hold true with regard to license fees, the local authorities being sometimes empowered to collect such fees at rates which they may prescribe from time to time. License fees are usually a fixed amount per car, sometimes per pole or per mile of track. The theory is that the license fee, like that, for example, on hack- men, hucksters, and those pursuing similar occupations, is intended for regulation rather than for revenue. 1 Presumably the courts would not uphold a municipality in an attempt to impose an exceedingly heavy fee. In- deed, the state law or the local franchise ordinance often limits the amount of the license fee. License fees of one kind or another are collected from street railway companies in a large number of cities. They are particularly common in the Southern states, where licenses are commonly employed as a method of taxing all kinds of occupations. In New York, Chicago, and Philadelphia the car licenses are §50 yearly and in St. Louis $25. In most other important Northern cities the fees are lower. In Cincinnati, at least formerly, and in one or two other places the license is based, not on the number of cars, but on the total length of the cars used, the idea being that a large 1 See, for example, the Xew Jersey law referred to on page 143. 132 STREET AND ELECTRIC RAILWAYS. car should properly pay more than a small one. In some cases car licenses are based on the total number of cars owned, in others on the average number in use daily during the year. The latter method would seem to be preferable, especialh T where a different type of car is used for summer travel, since such cars lie idle for a good portion of the year. An objection to car licenses lies in the possibilit}' that the} 7 ma} 7 reduce the number of cars operated, to the disadvantage of the patrons of the railway. In a few states it is common for local governments to charge an annual license fee on the poles of trolley railways. This practice exists, for example, in several cities of Pennsylvania. Paving and care of streets. — It is an almost universal practice to require street railway companies to bear the expense of paving or surfacing the space between their tracks in a manner corresponding to the rest of the street or highway. Usually the company must also pave a certain space outside of its tracks, ranging from 9 inches to 2 feet. Where such requirements exist, the railways are generalty obliged also to maintain the pavements in repair. In many instances, moreover, the railway company is compelled to clean the street space occupied, to remove snow and ice from it, and sometimes to sprinkle it. All of this work is often done by the local authorities, the expense being collected from the corporations. Provisions regarding the paving and care of the street surface occupied are so common and so nearly uniform that they are not ordinarily men- tioned in the detailed presentation in section vn of this chapter. The most important deviations from the ordinary practice in relation to the paving and care of streets are found in Massachusetts and Philadelphia. The Massa- chusetts statute of 1898 abolished all former require- ments in this respect, and substituted for them an annual tax on gross receipts, payable to the local authorities. In Philadelphia the street railway companies are obliged to pave and maintain, though not to clean, the entire surface of the streets which they occupy. The com- panies have spent several millions of dollars in paving, and the interest charges on these investments, together with the cost of maintenance of the pavements, repre- sent virtually a larger compensation for franchise privileges than is required in most other American cities. Occasionally small towns require street railway com- panies to furnish free street lights, and it is quite com- mon to require free transportation for policemen or other classes of municipal employees. Percentage of gross receipts. — The most common form of special compensation for franchise privileges, aside from car licenses and paving requirements, is the per- centage of gross receipts. Apart from those cases in which the law provides for the sale of franchises to the bidder offering the largest percentage of gross receipts, there are many others in which street railway com- panies are obliged by state law, or by local franchise ordinances, to make such payments. Thus in New York city, by state law, all surface railways built after 1884 must pay at least 3 per cent of their gross receipts to the chy during the first five years of their franchises, and at least 5 per cent thereafter. The rate of 5 per cent is found also in Kichmond, Va., Providence, R. I., Newark, N. J., and one or two other cities. In Cin- cinnati, Ohio, the company pays 6 per cent of its gross receipts into the city treasury, and in Baltimore, Md., no less than 9 per cent, the rate in this city having been originally 20 per cent. In Buffalo the leading company pa3 r s 3 per cent. In St. Louis, Mo., varying percent- ages are required by different franchises and the total revenue derived \>y the city is considerable. In most other cities and towns which have adopted this method the percentages actually received in addition to the ordinarj 7 taxes are less than 3 per cent, but in some places recent charters or ordinances require larger payments for franchises hereafter granted. Other forms of payment. — Quite frequently, either as the outcome of competitive bidding or of bargaining with a single corporation, cities have obtained lump payments as compensation for new franchises or addi- tional privileges. In other cases, railway companies have been compelled to pay fixed annual sums pre- scribed in advance in the franchises. Occasionally a provision is found for an annual pay- ment based on profits rather than on gross business. Thus, in the state of Massachusetts and in the city of Philadelphia, railway companies are required to pay a certain proportion of the excess of their dividends if the latter exceed a fixed rate. In Des Moines, Iowa, a percentage of net earnings is demanded, and inTopeka, Kans. , one- tenth of the excess of net earnings over 10 per cent on the investment. In none of these cases is any important revenue derived by the local governments. The mayor of Des Moines states that the railway claims never to have had any net earnings. In fact, as' has been often the experience of states in levying taxes based on net earnings or dividends, this method, which is the most just in principle, is very hard to apply satisfac- torily in practice, because of the difficulty of correctly ascertaining the net earnings. Payments based on dividends, particularly if they aim only at the excess of dividends above a certain rate, are unsatisfactory unless the issue of bonds and of stocks be properly regulated. V. GENERAL CONSIDERATIONS REGARDING THE REGULATION OF FARES AND COMPENSATION. The foregoing shows in street railway legislation of recent date a growing feeling manifested that it is essential to the protection of the public interests that local governing authorities should retain some control FRANCHISES, PUBLIC REGULATION, AND PUBLIC OWNERSHIP. 133 over the fares of street railways, or over their financial obligations to the public treasury, which is capable of exercise either continuously or at frequently recurring intervals. It is argued that increase in population, or improvements in methods, may render a fare or com- pensation which is reasonable to-day unreasonable in the future, and that the conditions may change even within a comparatively short time. It is admitted that companies often find it necessary, through extensions of their lines or otherwise, to increase constantly the quan- tity and quality of the service which they offer to the passenger; but it is maintained that, even so, it may happen that the profits of the business, under prevailing terms, become excessive. It would seem, however, that, if the authority to regulate the fares and the payments of street rail- ways is to be thus retained, the practice should be guarded by certain well-defined rules which will pro- tect the interests of the railway companies as well as those of the people. Not only is the street railway company justly entitled to legitimate return on its investment, but in the long run the city will deprive itself of the best service unless it permits such a reason- able return. Such rules need to be applied both where continuous or recurrent regulation is attempted, and where new franchises or extensions of old franchises are granted. As already suggested, provision for com- petitive bidding in granting franchises can not always be relied upon to secure reasonable terms. The city must be prepared to bargain with the street railway company, and to do this satisfactorily its officers must possess proper knowledge and must properly recognize the rights of both parties. Publicity of accounts. — It has been repeatedly urged that a fundamental prerequisite to the intelligent and just regulation of street railways, whatever be the pro- cedure by which such regulation is attempted, is an accurate knowledge of the financial conditions of the business, both as to cost and value of property and as to operating expenses. The legislature of Ohio recently enacted a statute of great significance in this connection. It requires uniform methods of accounting and public- ity of accounts, both on the part of local governments of all grades and on the part of local public service corporations. 1 The recent charters of San Francisco, Cal. , and of Portland, Oreg. , likewise demand complete publicity of the financial affairs of corporations holding municipal franchises, and some measure of publicity with regard to such corporations is demanded in a few other less important instances. Regulation of capitalization. — Closely allied with publicity is the regulation of the issue of capital stock and bonds by public service companies. A consider- able proportion of the income derived from the charges of street railways must always go to interest and divi- 1 Lb.wb of Ohio, 1902, page 511. 1165—05 10 dends, and the public has a right to demand that these returns should be based on a reasonable capitalization. While this result can be secured in some measure through publicity in construction and equipment ac- counts, the actual limitation of stocks and bonds is sim- pler and more effective. The legislation of Massachu- setts on this subject has attracted much attention. . In that state, no securities may be issued by a street railway company (or by steam railways), except on the approval of the board of railroad commissioners. Only such amounts may be issued as the board may declare reasonably requisite for the specific purposes set forth in the application of the company, and these purposes must be stated in detail in the resolution of the commissioners authorizing the issue. A further provision declares that, when new stocks are issued by an existing company, they must be offered to the pres- ent stockholders, not at their par value, but " at not less than the market value thereof at the time of the increase," as determined by the railroad commissioners, "taking into account previous sales of stock of the corporation and other pertinent conditions. " 2 In other words, the state undertakes to provide that the corpo- ration shall get as much monej r for its shares as they may be expected to be worth on the market, and to guard against the distribution of stock dividends. When a consolidation of street railways is made, the same painstaking care is used to prevent the issue of securities in excess of the actual value of the property. Similar provisions are found in Massachusetts with regard to other classes of public service corporations. In Rhode Island, also, the issue of stocks and bonds by street railway companies is subject to the control of the railroad commission. In most states and cities, how- ever, no attempt has been made to restrict the capital- ization of street railways. Sliding scale systems. — Sliding scale devices of various sorts are sometimes introduced into street railway laws and franchises for the purpose of securing an auto- matic adjustment of fares, or more commonly, of com- pensation for franchises, so that the people shall share in the advantages of an increase in earnings or a re- duction in operating expenses. A greater degree of stability is thus assured to the corporations than they would possess if the public authorities reserved the unrestricted right to revise fares or franchise compen- sation at any time. A rough form of the sliding scale which is quite often found, requires the fares to be reduced, or the compen- sation to the local government to be increased, by pre- scribed amounts, at certain intervals of time. This is based on the assumption that gross earnings and net profits will increase with the lapse of time. The re- quirement regarding franchise payments in the new San Francisco charter is a prominent illustration. 3 Acts of Massachusetts, 1894, chapters 462, 472. 134 STREET AND ELECTRIC RAILWAYS. Another form of sliding scale is based on the contin- gency of an increase in the gross receipts of the rail- way, either as a whole or per mile of track. Thus, by the franchise of the Columbus Railway Company, fares must be reduced materially when the gross receipts reach $1,750,000 annually. By state law in Wiscon- sin, and by some of the franchises in New York city and elsewhere, the percentage payable to the city increases as the gross receipts increase. In other countries more elaborate regulations of this sort are found than in the United States. For example, by the franchise of the Montreal Street Railway Company, granted in 1892 for thirty years, the company is required to pay to the city annually 4 per cent of its gross earnings up to $1,000,000; 6 per cent on earnings in excess of $1,000,000 but less than $1,500,000; 8 per cent on earnings from $1,500,000 to 12,000,000; 10 per cent on earnings from $2,000,000 to $2,500,000; 12 per cent on earnings from $2,500,000 to $3,000,000; and 15 per cent on all earnings over $3,000,000. Toronto has a very similar arrangement. 1 The arrange- ment in these cities, by which the higher rate is applied only to the excess above the specified amount of earnings, serves to remove the strong incentive which might otherwise exist to keep down earnings, at least for a time. The assumption underlying a sliding scale of this sort, that, as the gross receipts of a railway system increase, the rate of profit on capital invested increases corre- spondingly, is not always a correct one. Even an in- crease in gross earnings per mile of track may result from a corresponding increase of investment in improving trackage or equipment. It would seem that, if a sliding scale regulation of charges or franchise compensation on the basis of gross earnings is to be attempted, a proper adjustment should be made whenever the railwa}^ company extends its lines or otherwise increases its investments materially. It requires no argument to show that the theoretically ideal basis for the determination of just fares or fran- chise compensation is the net profits of the business rather than the gross earnings. If the actual profits could be correctly ascertained, a sliding scale based upon them would furnish the simplest and most satis- factory method of adjusting fares and payments to the city. Any other method of automatic adjustment must be largely arbitrary and is bound to work some injustice either to the people or to the corporations. As far as can be ascertained there is no instance in the United States where a franchise provides for a reduction of street railway fares as profits increase. The most familiar example of such a sliding scale in Europe is found in the franchise of a leading London gas company, which is required to reduce the price charged as the rate of profit increases, with the result Massachusetts Report, pages 134 and 135. that the people share with the corporation in the gain due to added consumption or reduced operating costs. In a few cases in this country a sliding scale based on net profits or dividends has been adopted to determine the compensation ' to be paid to local authorities for franchise privileges. The most conspicuous illustration is the Massachu- setts act of 1898, by which any street railway company which has from the beginning of its corporate existence paid in the aggregate dividends equal to 6 per cent on its capital stock, and which is now paying more than 8 per cent, is required to pay a tax, which should more properly be called a franchise payment, equal in amount to the excess of the dividends above that rate. In other words, when the profits exceed 8 per cent the excess must be equally divided with the municipality. In view of the careful restrictions upon capitalization in Massachusetts it is quite possible that this arrangement may ultimately result in considerable revenue to the local governments, though it has so far brought little or nothing. It was urged by the special committee on whose recommendation this law was enacted that the provision for a division of the excess of profits be- tween the corporations and the government was "not subject to the criticism, which appears to be sound, that a limitation of dividends hampers enterprise and improvement. Where a corporation is not limited in the amount of dividend it may earn, but is simply required to pay over a sum equal to the excess of divi- dends actually paid, over a fixed and reasonable per- centage on its capital stock, it will be constantly spurred to render such service that its profits will increase. Being a public service corporation, owned and operated for private profit, it seems just, and in accordance with sound principles, that when the private ownership has received a reasonable return upon its investment, the public should share, through a form of special taxation, in the increment of profit, provided it can do so without the danger of offering an inducement to those in control of the property to stint or conceal their profits. " 2 Foreign municipalities have often adopted sliding scales based on net profits for determining the compen- sation to be paid by street railways for franchise priv- ileges. In Berlin the leading company, besides paying 8 per cent of its gross earnings to the city, divides evenly with it whatever net profits exceed 12 per cent on the capital stock which was outstanding at the time the franchise was granted and 6 per cent on shares thereafter issued. A more complicated arrangement is found in Hamburg. The street railway company pays about 10 per cent of its gross receipts to the city in lieu of charges for paving, cleaning streets, and the like. In addition it pays to the city 25 per cent of its profits above 6 per cent on its capital stock, if the dividend rate is between 6 and 7i per cent; 30 per cent of the excess 2 Massachusetts Report, page 38. FRANCHISES, PUBLIC REGULATION, AND PUBLIC OWNERSHIP. 135 above 6 per cent if the dividend is between 7± and 8 per cent, and so on until if the dividend exceeds 10£ per cent, the city receives 50 per cent of the profits above 6 per cent. In foreign cities where such provisions exist the capitalization of the corporations is carefully regulated. 1 VI. MUNICIPAL OWNERSHIP. Legislation permitting municipalities to own and op- erate street railways has recently been enacted in a number of states. As yet, however, there is no in- stance in the United States of municipal operation of a street railway. The leading instances of municipal ownership and private operation are the subways in Boston and New York. It was only, however, after private capital had declined to make the necessary in- vestment that the city of New York undertook the financial responsibility for its present subway. The contract between the city and the Interborough Rapid Transit Company (successor to the Rapid Transit Sub- way Construction Company) required the latter to build the subway and the tracks therein at a cost to the city of $35,000,000, aside from certain expenses for terminals and from the payments for damages to pri- vate property. The company then received a lease of the property for fifty years, with the privilege of re- newal under modified terms for twenty-five years longer. The lessee was required to equip the system with electric apparatus, cars, etc., and to pay interest on the bonds issued by the city, and, subject to certain limitations, 1 per cent on such bonds annually as a sink- ing fund. It is expected that the city will ultimately own the subway free of debt, and it will probably then be in a position to lease it at much more favorable terms. The lease of the Boston subway is for twenty years only. The disposition of the majority of the people, both in New York and Boston, appears to be in favor of municipal ownership of subways hereafter constructed, with operation by private companies under lease. The Massachusetts committee on the relations be- tween cities and towns and street railway companies expressed itself strongly in favor of municipal owner- ship, but it was still more strongly opposed to munic- ipal operation. "The essential point to which the committee desires to call attention is the distinction here drawn between the ownership of the pavement, and Consequent full control of the street, and the run- ning of the vehicle." The committee thought it would be desirable to provide in all future franchises for a reversion of the tracks to the public authorities. It also considered it feasible to take over the property of existing companies under the right of eminent domain, if authorized by statute. The assumption of owner- ship of the tracks bjr the local government was not 1 Massachusetts Keport, pages 162 to 183. itself, however, to terminate the right of the street railway company to continue operation under lease. The proposal of the committee has never been carried out in actual legislation in Massachusetts. 2 The principle that the city should at least own, if not operate, its public utilities was adopted by the special commission which framed the present charter of New York city. That law provides that hereafter every franchise for the use of the streets for railway or other purposes must be limited in duration, and that at its expiration the property in the streets shall revert to the city, which is not permitted to dispose of it, but must either operate or lease it. A similar provision is found in the San Francisco charter. In that city all the existing street railway franchises are limited, so that municipal ownership on a large scale seems likely to become an accomplished fact. The San Francisco charter, indeed, specifically declares that it is the pur- pose of the city ultimately to own all its public utilities, and provides in detail the procedure by which this may be accomplished. There is, however, no specific provision for taking the property of existing corpora- tions by eminent domain, although the city by threat- ening the construction of competing plants might bring pressure to bear to compel the sale of the exist- ing properties at a moderate price. At a recent elec- tion in San Francisco a majority of the voters favored the acquisition of a certain railway, but the two-thirds vote required to authorize the issue of bonds was not secured. Many other laws authorize municipal ownership and operation of street railways, either in general, or under certain limited conditions. Thus by statute it is often optional for a local government, at the expiration of a franchise, to take over the property. In some, though not in all, laws of this sort, the municipality may op- erate a railway so acquired. In a number of states the local authorities are empowered to construct or pur- chase railways, and also, as a rule, other public utili- ties, and to operate them. For example, this is true generally, or in the case of certain classes of cities, in Illinois, Indiana, California, Oregon, Minnesota, Colo- rado, and Washington. In Colorado a recently adopted constitutional amendment gives cities specifically the power of eminent domain over existing "public utili- ties.'' In some instances where municipal ownership is authorized, a popular vote is required by the statute to secure permission for actual construction, acquisition, or operation. In Illinois an important additional pro- vision is that the fares under municipal operation must be high enough to pay operating expenses, interest, and sinking fund charges on bonds issued for the purpose of acquisition. Systematic methods of keeping accounts are also required by the law of Illinois, the purpose being to make the people acquainted with the cost of operating the railway, and thus give them the power ° Massachusetts Report, pages 30 to 32. 136 STREET AND ELECTRIC RAILWAYS. to prevent the public utility from becoming- a public burden. The people of Chicago, by a large majority, have voted in favor of acquiring the street railways in that city, and active steps toward accomplishing this object are being taken. Municipal operation of street railways has become very common in Great Britain and in Germany and is rap- idly extending in both these countries. (See pages 150 and 153.) It is probably too soon to express judgment regarding the success of the policy abroad, nor would success there be conclusive evidence of the wisdom of municipal operation in the United States. The street railway service in England and Germany is undoubtedly inferior to that in American cities, but there has been an enormous improvement in the past few years, during which time electricity has been rapidly superseding horse and steam traction. It can not at once be con- cluded that the inferiority of European railways is due wholly or largely to municipal ownership or even to the strict limitations upon private corporations operat- ing street railways. Probably, however, the limita- tions put upon private corporations have tended to hamper development much more than municipal owner- ship has. Even where there is no important public regulation, private enterprise in European countries is often far behind that in the United States, especially as regards technical methods. The density of urban popu- lation, particularly on the Continent, where large tene- ment houses are almost universal in cities, makes street railway transportation less important than in American cities. To be sure, the crowding together is itself in some measure due to the lack of satisfactory street railway facilities, but other more important his- torical causes have contributed to it. VII. CONDENSED DIGEST OF STATE LAWS AND LOCAL FRAN- CHISE REGULATIONS IN LEADING STATES. California. — Under a recent general state law all local franchises must be sold to the highest bidder, appar- ently cash payment being intended, though probably the city could provide for annual payments or percent- ages. The law requires that sealed bids must first be made, but it permits the highest bids to be raised by an additional oral bid, with an advance of not less than 10 per cent, and so on. 1 Special provisions regarding franchises are also found in the individual charters of certain cities, particularly in those charters which have been prepared and adopted locally, as permitted by the California constitution. Thus the San Francisco charter of 1899 " requires the sale of any street railway fran- chise to the bidder offering the highest percentage of California Statutes and Amendments to Codes, 1901, page 265; 1903, page 90. 1 Ibid., 1899, page 242 ft. the gross receipts. By this charter also 1 5 per cent of the voters of the city may, by petition, require the submission of the franchise ordinance to popular vote. 3 The general state law limits the duration of charters of all classes of corporations, and that of franchises of street railways, to fifty years. A large majority of the franchises reported to the Bureau of the Census run for fifty years, but several are for twentjr-five 3-ears and a few for other periods. The San Francisco char- ter declares that no future street railway franchise shall be granted for more than twenty-five years, and that at the expiration of the franchise the plant must become the property of the city, which may lease but not sell it. A general law of the state limits street railway fares in cities of the first class (over 100,000 population) to 5 cents. 4 The new San Francisco charter provides that the local government shall have the power, under fran- chises hereafter granted, at all times to regulate rates of fare. 3 The general state law, in addition to the above pro- vision for the sale of franchises, requires that every street railway shall, after five years of operation, pay 2 per cent of its gross receipts to the local govern- ment. 5 Many of the earlier franchises in existence, however, require no special payment. The San Fran- cisco charter provides that the minimum payment to the city on franchises hereafter granted shall be 3 per cent of the gross receipts during the first five years, 1 per cent during the next ten years, and 5 per cent dur- ing the last ten years of the grant. 3 Oakland appar- ently receives no annual compensation, but the city recently sold a franchise for $500 in cash. The mayor of Los Angeles reported that the city had received about $125,000 from street railways during the census year. The state law also requires all street railways to pay car license fees and limits the fee which may be imposed by local authorities to $50 in San Francisco and $25 elsewhere. The San Francisco charter, besides the above-men- tioned provision that street railways established under future franchises shall become the property of the city at the expiration of twenty-five years, further declares that it is the purpose and intention of the people of the city that its ' ' public utilities " shall be gradually acquired and ultimately owned. To this end the city supervisors must, from time to time, obtain estimates of the actual cost of different classes of enterprises. The super- visors shall then enter into negotiations for permanent acquisition, by original construction, condemnation, or purchase, of such public utilities as they may think most important, but they must first consider offers for the sale to the city of plants already existing. Moreover, 15 per cent of the voters of the city, if at 3 San Francisco Charter, article 2, chapter 2. 4 Civil Code, section 501. 6 Statutes of 1901 and 1903, above cited. FRANCHISES, PUBLIC REGULATION, AND PUBLIC OWNERSHIP. 137 any time they desire any given public utility to be owned by the municipality, may, by petition, require the super- visors to submit to a general vote of the people a plan for accomplishing the desired object. The adoption of such a measure requires only a majority vote, unless the plan involves a bond issue, in which case approving votes must be cast by two-thirds of those voting. 1 A vote was recently taken in San Francisco on a pro- posal to acquire one of the street railway lines, and a majority of the voters were recorded in favor of the proposal; but as the plan involved a bond issue, and less than two-thirds of the votes were cast in favor of it, the proposal was not carried. Colorado. — The general state law requires the written consent of the owners of more than one-half of the frontage on the street concerned before a street railway can be constructed. An amendment to the state con- stitution (1902) provides that in Denver, or in any other city adopting the prpvisions of the amendment, fran- chises of all sorts shall be granted only by a vote of the taxpaying electors. 2 Several of the earlier franchises granted in Denver are unlimited, but other franchises in this city, and all those elsewhere in the state, are limited to periods of from twenty -five to ninety-nine years. The laws of Colorado contain no provisions regu- lating fares or special compensation for franchises, and no important provisions on these subjects appear in local franchise ordinances. The above-mentioned constitutional amendment of 1902 provides that in Denver, or in any city adopting the provisions thereof, the local government may con- struct or acquire street railways or other public utili- ties, and may exercise the right of eminent domain for the acquisition of existing properties. The issue of bonds for this purpose requires a majority vote of the taxpaying electors. Connecticut. — In Connecticut, somewhat exception- ally, all street railways receive from the state legislature not only their corporate charters, but also, by special act in each case, their rights to occupy the streets. Ordi- narily the local authorities have no control over the mat- ter, except with regard to the details of adjustment of the tracks to the street grade and other matters of this sort, and even as to these details the railway company may appeal from the decision of the local authorities to the state board of railroad commissioners. The general statute relating to street railways gives the local gov- ernments no authority to regulate fares or impose other conditions. 3 The legislature has made it a practice, in chartering individual street railway companies, to grant them per- petual rights, but under the state constitution corporate 1 San Francisco Charter, article 12. 2 Mills's Annotated Code, 1891, section 4, page 403; Session Laws of Colorado, 1901, chapter 46. 3 General Statutes of Connecticut, 1902, chapter 217. charters are subject to amendment or repeal by the leg- islature. There is in the state law no general provision as to fares and the special acts for individual railways ordi- narily contain no unusual restrictions in this respect. In Bridgeport, New Haven, and Hartford, the only cities in Connecticut from which reports on this point were received, there is no special compensation to the city for street railway franchises, and the general laws of the state contain no provision on this subject. Georgia. — The legislature of Georgia has provided a general incorporation law for street railways, but the state also grants special charters. 'Under the general law, the consent of the local authorities is required for the lajung of tracks in the street. 4 The general state law limits the life of street railway charters to thirty years, but the reports of the compa- nies show that the local franchises vary widely in dura- tion. Two franchises, including that of the company in Savannah, are perpetaal; two run for twenty years only; while several range from fifty years, or longer periods, up to ninety-nine years. The general street railway law contains no provision as to fares, and the prevailing rate is 5 cents. There are no general provisions of law with regard to compensation for franchise privileges. In Atlanta, however, the consolidated railway is required, by the terms of a city ordinance of 1902, to pay to the city 1 per cent of its gross earnings during the first three years, 2 per cent during the next twenty years, and 3 per cent thereafter till the expiration of the various franchises. These percentage payments are in lieu of license taxes, but the company pays the ordinary prop- erty taxes. A cash payment of $50,000 was also made to the city at the time of the consolidation. 5 Savannah, in addition to the property tax, requires the payment of a fee of §25 per year on each car and of $100 on each mile of track. These payments, however, do not indi- cate any policy of securing special compensation for franchise privileges. They are merely part of a general licensing policy which is applied to all classes of busi- ness in most of the Southern states. Illinois. — The constitution of 1870 prohibits the legislature from granting the right to use the streets of a city to a street railway company without local approval. The general state law before 1899 provided that local authorities could grant franchises to street railways only upon petition of the owners of one-half of the frontage on the streets concerned. By legislation in 1899 this provision was omitted as regards surface railways, though apparently it is still in force as regards elevated railways.' Corporate charters of all classes are limited to ninety- 4 Code of Georgia, section 2, page 180. 5 Commercial and Financial Chronicle, Vol. 74, page 377. "Myers's Authorized Statutes, 1898, chapter 66 and section 321; Laws of Illinois, 1899, page 331. 138 STREET AND ELECTRIC RAILWAYS. nine years and may be amended or repealed by the legislature. The state law of 1874 limited franchise grants to twenty years, though some earlier grants were for longer periods and some were even perpetual. In 1897 the limit was extended to fifty years, and it was also provided that cities might grant extensions of existing franchises for the same period of time. No franchises were granted or extended in Chicago under these laws because of opposition from the citizens. In 1899 the act of 1897 was repealed and the twenty- year limit was again imposed. 1 A large majority of the existing franchises in Illinois are limited to twenty years, but a considerable number exist with limits of twenty -five, thirty-five, forty, and fifty years. The date of the expiration of the more important street railway franchises in Chicago has been a matter of much dispute and litigation. These grants were originally made by the city government in 1858, 1859, and 1861, and were limited to twenty-five years. In 1865 the state legislature passed an act extending the corporate charters of the railway companies holding these franchises so as to make their total duration ninety-nine years. This act sought also to extend the local franchises for a corresponding period of time, but the right of the legislature to do so was later disputed by the city authorities. When the question arose in 1883, at the expiration of the period fixed in the ordi- nances of 1858, its settlement was postponed by agree- ment, and the city passed a new ordinance extending all the existing franchises for twenty years. This exten- sion expired July 30, 1903, but the companies claimed rights for important parts of their trackage under the ninety-nine-year act of 1865. This contention was up- held by the Federal circuit court in May, 1904, despite the argument that the act of 1865 related to horse rail- ways only, and appeal from this decision is now pending. Meanwhile, however, various franchises granted after 1865 have expired and the city is moving to oust the companies from the trackage covered. There have been many negotiations between the companies and the city with reference to an extension of the franchises, but no agreement has yet been reached as to terms, and apparently a large majority of the people are deter- mined not to permit such an extension under any con- ditions, but to insist on municipal ownership, if not also municipal operation. A general provision of the municipal corporations law of Illinois authorizes cities to license and regulate hackmen, draymen, and "all others pursuing like occu- pations." This provision has been interpreted by the state supreme court as empowering the cities to regulate fares on street railways, and under it Chicago has fixed the maximum fare within the city limits at 5 cents, re- quiring that transfers be given to passengers who have 1 See Myers's Authorized Statutes, 1898, chapter 66; Laws of Illi- nois, 1897, page 282; Laws of 1899, page 331. paid cash fares at any connecting point on the lines of any single company. 2 In Peoria the street railway is required to sell 12 tickets for 50 cents or 100 for $4, and in Rockf ord and Springfield 25 tickets must be sold for $1, but elsewhere in the state there has been little attempt to reduce fares below 5 cents. Under the general provision mentioned above, author- izing cities to license those engaged in local transporta- tion, Chicago and Peoria both require street railways to pay a license fee of $50 per car. No other special com- pensation is at present obtained from the street railways in either of these cities, nor, so far as has been ascer- tained, in any other Illinois city. In 1903 the state legislature passed a law which may be adopted by any city on popular vote. If adopted the city may construct street railways and acquire them by purchase, but without the exercise of the power of eminent domain over existing lines. A majority vote of the people is required for the authorization of each acquisition, and before the city can itself operate a rail- way the approving vote of three-fifths of the electors voting on the question must be secured. The issue of bonds or other obligations also requires a separate pop- ular vote. The charges under public operation must be high enough to provide operating expenses, interest, and sinking fund for bonds issued. The bonds may be issued as a general obligation of the city, or they may be secured by mortgage of the street railway property only. 3 No city owning a railway may lease it for a period of five years or longer without having given opportunity for a protesting petition, which, if signed by a specified proportion of the electors, makes neces- sary the submission of the matter to popular vote. In April, 1904, the people of Chicago, by a large ma- jority, adopted this law, and by a separate vote of 120,744 to 50,893 favored the acquisition of all the street railway lines in the city. In view of the complications and litigation regarding the expiration of the franchises of the existing lines it will presumably be some time before the acquisition can be accomplished, and it is possible that a compromise may be effected by which private operation, or even private ownership, may be continued. Indiana. — In cities having boards of public works this body must act in connection with the city council in granting franchises. In incorporated towns 40 per cent of the voters may by petition require any proposed franchise grant to be submitted to popular vote. 4 The duration of corporate charters of street railway companies under the state law is unlimited, and that of franchises granted by local authorities is not limited by statute; but, with few exceptions, the franchises re- ported to the Bureau of the Census are limited. The most common period is fifty years, but many have a 2 See Part I, Chapter III, page 43. 3 Laws of Illinois, 1903, page 285. i Laws of Indiana, 1899, page 131. FRANCHISES, PUBLIC REGULATION, AND PUBLIC OWNERSHIP. 139 shorter duration. A recent state law authorized In- dianapolis to extend the charter of the street railway company in that city for not more than thirty -four years. At the end of that period the city may purchase the lines at an appraised valuation, or may open the franchise to competition for an extension of not more than thirty years. In the latter case the successful bid- der, if it is not the existing company, is required to buy the lines of that company at an appraised valuation. l The general street railway law authorizes the com- panies to fix fares, but this does not preclude the local government from regulating fares by the terms of fran- chise grants. In various instances local authorities by the terms of franchises have required 6 tickets to be sold for 25 cents. Several years ago a state law 2 was passed establishing a 3-cent fare in Indianapolis, and this was held constitutional by the supreme court of the state under the general power of the legislature to regu- late common carriers. 3 But the Federal district court declared that, under the clause of the state constitution forbidding special legislation, the general street rail- way law, which authorized the corporations to fix fares, could not be amended except by a statute which should apply to all companies/ The later law above men- tioned, which authorized an extension of the franchise in Indianapolis, required 6 tickets to be sold for 25 cents, or 25 for $1. There is no general state provision on the subject of compensation to cities for franchise privileges. The extended franchise of the Indianapolis Street Railway Company, granted in 1899, required it to pay to the city $30,000 yearly up to 1925 and $50,000 yearly there- after. In Evansville the local franchise requires the company to pay 2 per cent of its gross receipts for the first twelve and one-half years and a gradually increas- ing percentage thereafter up to 4 per cent for the last twelve and one-half years of the fifty-year grant. The payment to the city during the census year was $3,485. In Fort Wayne the company is required by its franchise to pay 2 per cent of its gross receipts and $1 annually on each pole. The receipts are about $8,000 per year. In Terre Haute the company recently paid $78,000 for a fourteen-year extension of its franchise. Several of the classes of cities distinguished by the state laws of Indiana are authorized to purchase, erect, and operate street railwa} T s, but no details as to pro- cedure or other matters appear in these statutes, and there is no instance of municipal ownership. 5 Iowa. — By a general state law of Iowa a popular vote may, on petition of citizens, be required for the grant- ing of a franchise that involves the use of a city's 'Laws of Indiana, 1899, chapters 150 and 180. 2 Laws of 1897, chapter 132. 'Indianapolis vs. Navin, 151 Ind., 139. 'Central Trust Company «. Citizens' Street Railway Company, 82 Fed. Rep., 1. 5 Burns's Annotated Indiana Statutes, 1901, sections 3830, 3963, 4117. streets by a public service corporation. Interurban railways have the same power that is granted to steam railway corporations for condemning land, but the use of the public highways requires the consent of the county authorities." The present statute limits grants of franchises, by cities under special charter, to twenty-five j'ears, but no such limitation appears in the general municipal cor- porations law. 7 The majority of the franchises in the state are for twenty -five years, but several are for fif t} r years, two or three are for other periods of time, and four or five are perpetual. The state laws are silent on the subject of fares, but the franchises granted in a number of cities and towns require tickets to be sold at a reduced price, usually 6 for 25 cents. The general laws of Iowa have no provision on the subject of special compensation to cities for franchises. In Des Moines the railway pays 5 per cent of its gross earnings from mail, express, and freight traffic, and is also supposed to pay a certain percentage of its entire net earnings in lieu of other taxes. The company has always denied that it had any net earnings, and has paid the ordinary property tax only. In Sioux City there is a car lioense fee of $25. In Davenport and Dubuque no special payments are required from street railways. Kentucky. — By the Kentucky constitution, which dates from 1891 (section 164), local franchises of all sorts must be sold to the " highest and best bidder." The present state constitution also limits the duration of local franchises to twenty years. Several railways, however, hold part or all of their lines under earlier grants, some of which are perpetual and others for periods ranging from thirty to ninety-nine years. The state laws do not regulate fares, but the local franchise ordinances in some of the smaller cities re- quire tickets to be sold at a price somewhat less than 5 cents each. The mayors of Lexington, Covington, and Frankfort reported that no annual payments as compensation for franchises are received, and the same seems to be true in most, if not all other cities of Kentucky; but in Frankfort a franchise was recently sold, apparently for a cash payment. Louisiana. — Recent state laws in Louisiana, applying to New Orleans and to all parishes, provide that street railway franchises may be granted only to the bidder offering the highest percentage of the gross receipts. The general state law regarding franchises in parishes further requires a petition of a majority in number and amount of the abutting property holders. 8 As most cities have special charters, they do not make uniform 6 Code of Iowa, sections 779 and 956. 'Code, sections 767 and 955. 8 Laws of Louisiana, 1896, chapter 45, section 87; 1902, chap- ter 188. 140 STREET AND ELECTRIC RAILWAYS. requirements as to franchises; nor is the subject covered by the general municipal corporations law of 1898. All corporate charters are limited by the constitu- tion to ninety-nine years, and the recent law mentioned above establishes the same maximum limit for local franchises in parishes; nearly all existing franchises in cities, however, are for shorter periods. Most of the franchises of the consolidated street railway system in New Orleans expire between 1950 and 1960. The state laws contain no general provisions as to fares, and the prevailing rate on all lines is 5 cents. Few, if any, franchises have ever been granted under the recent laws requiring competition. In New Orleans the street railways make no special franchise payments. Maine. — Some railways in Maine are incorporated under a general state law, but others have obtained their charters by special act. Under the general law (as well as ordinarily under special acts) the consent of the local authorities is required for the use of the streets, but appeal may be taken by a railway from the action of the local authorities to the supreme judicial court, and the approval of the state railroad commissioners is also necessary. 1 There is no general restriction on the duration of franchise grants. Most of those reported are per- petual, but several are limited to from twenty to fifty years. The general law is silent as to fares, and no unusual provisions appear in special acts or franchises. On the subject of special compensation to cities the general state law has no requirement. Augusta and Portland reported that they received no special com- pensation under the franchises granted by them. Maryland. — There is no uniform municipal law or street railway law in Maryland. The companies in Bal- timore have been incorporated by special statutes, but their right to use the streets has been granted by local authorities. By the new Baltimore charter 2 the grant- ing of a franchise requires not only favorable action by the city council, but also the approval of the board of estimates, a body composed of 5 officials and having general control of the city finances. This board is di- rected by the law to inquire diligently as to the money value of the franchise; and while the law provides that future franchises shall be first offered at competitive bidding, the board is supposed to supplement this method, when necessary, by careful bargaining. The greater proportion of the existing street railway franchises in Baltimore and elsewhere in Maryland are perpetual, but under the constitution the charters of the companies may be amended or repealed by the legislature. The present charter of the city of Balti- more (section 9) limits future franchises to twenty-five years, but the grant may provide in advance for exten- 1 Revised Statutes, 1903, chapter 53; Massachusetts Report, page 96. 3 Laws of Maryland, 1898, chapter 123, section 37. sions not exceeding' in the aggregate twenty -five years, at a fair revaluation. At the expiration of the grant the city may renew it, in accordance with the original procedure for an equal period of the city may take over the plant, either without compensation or at a val- uation to be fixed by appraisal (without allowance for value of franchise), as may have been provided in the original ordinance. The only instance in Maryland in which a city fare of less than 5 cents for adult passengers has been reported is in Cumberland, where 6 tickets must be sold for 25 cents. Baltimore is quite exceptional in having from the first introduction of street railways insisted upon a large payment to the city for the privilege of using the streets, the city ordinances making the first extensive grants, which date from about 1860, requiring the companies to pay 20 per cent of their gross receipts to the city. Subsequent!} 7 the payment was reduced by state law to 9 per cent, which is at present required from all the railways in the city. The companies also pay a low car license fee. 3 These special payments — the percent- age tax and the license fees — amounted in the census year to $324,398. The Baltimore charter (section 9) permits the city, at the expiration of the franchise of any public service corporation, to become the owner of the plant and either to operate or lease it. Massachusetts. — The state of Massachusetts is pecul- iar and interesting in its policy with regard to public service corporations generally. The present state law regarding street railways, 1 which was adopted in 1898, after a careful investigation by a special commission, headed by Charles Francis Adams, jr., conforms in general to the earlier policy, but it contains some important modifications. Many street railways obtain their charters by special law, although a general incor- poration law has been in existence for some time. By the act of 1898, as was ordinarily true before, the con- sent of the local governing authorities is required for the use of the streets, and they may impose such restrictions at the time of the grant as they see fit. The law, however, provides that, on appeal by the owners of more than one-half in value of the abutting property, or by ten owners of such property, the action of the local authorities in granting a franchise is sub- ject to revision by the state board of railroad commis- sioners, and a later law has required that all "locations" of street railways shall be approved by that board. 6 Where a railway seeks to operate in several towns or cities, part of which have granted a location, appeal may be taken to the railroad commissioners from the refusal of another city or town. In granting to any company the right to extend its railway lines the local 3 See Massachusetts Report, pages ' 4 Acts of 1898, chapter 578. 5 Acts of 1902, chapter 399. I and 114. FRANCHISES, PUBLIC REGULATION, AND PUBLIC OWNERSHIP. 141 authorities are prohibited from imposing restrictions or obligations not contained in the original franchise. All state charters in Massachusetts are perpetual, but are subject to repeal or amendment by the legislature. The state law also permits the local authorities to make perpetual franchise grants, and, without exception, the existing franchises reported are perpetual. The state has, however, reserved to the local authorities the right to revoke the "location 1 ' at any time; but under the law of 1898 the board of railroad commissioners must approve such revocation if the company opposes it. The franchises for elevated lines in Boston are not, how- ever, subject to revocation. The general policy in Massachusetts has been to reserve to the public authorities a continuous control over street railway companies, this control being enforceable by the right to revoke the charter or the franchise. Under the law of 1898 the local govern- ments can not directly change any important provision in a street railway franchise, but thej r may petition the board of railroad commissioners, which, after a due hearing, may regulate fares. Fares shall not, however, without the consent of the company, be reduced below the average rate charged by other companies for similar service under substantially similar conditions. This last provision would seem in considerable measure to destroy the effectiveness of the regulation of fares. It would be impossible to lower the fares of any railway at all, however excessive they might be, if all companies simi- larly situated happened to charge equally excessive fares. As yet there has been no important instance of the exercise of this power to regulate fares. The fare for ordinary passengers is almost universally 5 cents. A Massachusetts law which is very important in its bearing upon charges requires that all issues of stocks and bonds by steam and street railway corporations shall be approved by the board of railroad commission- ers, and that they shall not exceed in par value the necessary cost of construction, stock dividends and other methods of stock watering being prohibited. This law has been carried out with considerable vigor, and as a result the street railways are much more conserva- tively capitalized than those of most other states. 1 As far as can be ascertained, the earlier franchises and laws in Massachusetts did not ordinarily require special compensation to the local governments for the use of the streets by railway companies, nor have requirements additional to those imposed by general law been inserted in more recent franchises. Massa- chusetts has for a long time, however, taxed corpora- tions of all classes more effectively than most states. The general tax on street railway companies is based on the value of the track and franchise in excess of the value of machinery, buildings, and other locally assessed 1 Acts of Massachusetts, 1894, chapter 462. property. This "corporate excess" value is deter- mined by-the state tax commissioner, and is ordinarily based on the market value of the company's securities. The tax rate on the value thus ascertained is equal to the average rate upon other forms of property in the state as a whole. The tax collected, which is in lieu of all taxes upon the shareholders in the street railway companies, is divided among the local governments throughout the state in proportion to the street railway mileage lying within their limits. This arrangement results in giving to cities and towns within which lie the less profitable street railways an amount greater than they would be able to obtain if they collected a tax directly from the local companies. In addition to this general tax, the law of 1898 pro- vided a form of special franchise taxation which is quite unusual in this country. Any company that shall have paid dividends since the date of its organization aver- aging 6 per cent yearly on its capital stock, and that now pays more than 8 per cent on such stock, is required to contribute to the state annually a sum equal to the ex- cess of its dividends above that rate; in other words, to divide its excess profits evenly with the public. The same provision appears in the Boston Elevated Kailway charter of 1897. 2 The receipts from the special fran- chise tax are also to be divided among the localities in proportion to the street railway mileage lying within their limits. As yet no companies in the state pay more than 8 per cent on their capital stock, but several have attained that rate, and the Boston Elevated and several other leading companies already pay 6 per cent. In view of the careful restriction of capitalization, it is probable that as railway profits increase considerable sums may ultimately be received from some of the rail- ways under this provision. Still another tax in Massachusetts is peculiar in its purpose. In most states the street railways are re- quired to pave the space covered by their tracks and to keep it in repair, sweep it, and remove the snow. In lieu of this requirement Massachusetts has provided a tax on the gross earnings of street railway companies, as recommended by the special commission of 1898. This varies by gradual steps from 1 per cent for rail- ways whose earnings per mile of track are $4,000 or less to 3 per cent for those whose earnings per mile are §38,000 or more. On petition of the company or the local government these payments are subject, at three- year intervals, to revision by the railroad commission- ers so as to correspond to the actual average cost of caring for the street surface occupied. The various taxes and other payments made by the street railway companies of Massachusetts to the public authorities in 1902 were equal to nearly 7 per cent of their gross receipts — a larger proportion than in most other states. Probably about one-fifth of the amount 2 Acts of 1897, chapter 500. 142 STREET AND ELECTRIC RAILWAYS. paid represents the commutation of the requirement to pave and care for the street surface occupied. The state laws of Massachusetts do not authorize municipal ownership of street railways. The subway in Boston, 1 however, was constructed and is owned by the city. It is leased to the Boston Elevated Railway Company for twenty years at a rental equal to 4£ per cent on the city's investment. The railway company has sought to secure the right to construct and own other subways, but the city has insisted on retaining its control and has defeated the proposed legislation. It is expected that the city will accordingly construct the other proposed subways and lease them. Michigan. — In the cities of Michigan a vote of two- thirds of all the aldermen is required to grant a fran- chise. 2 In one or two cases in Detroit an unofficial vote of the people has been taken on franchise ques- tions. Such a vote, according to a letter from the mayor's secretary, "was supposed to have a moral effect upon the aldermen." In fact, a recent ordinance of the city requires that future franchises shall be sub- mitted to popular vote, if demanded by 18 members of the city council or by 5 per cent of the voters; but such a vote is purely advisory. For interurban railways the consent of two-thirds of the owners of property abutting on the roadbed is required, 3 but there is no such provision for urban railways. Corporate charters of street railway companies under the general state law are limited to thirty years, and the charter may be amended or repealed by the legislature. 4 There is no state restriction on the duration of local franchise grants, but most of the franchises are for the period of thirty years. Several companies, however, report part or all of their franchises as having a shorter duration. In Detroit the policy in recent years has been to grant franchises for track extensions only until the date of expiration of the franchise for the main system. As to the question of fares the state law merely pro- vides that there shall be no revocation during the term of its franchise of rights once granted a street railway. 6 About 40 miles of track were constructed by the Detroit Street Railway Company under a franchise granted about 1896 which required that 8 tickets be sold for 25 cents. The older company for a time met the compe- tition of this new railway by a 3-cent fare. Finally a combination of the two companies was effected and the fare on the older lines was raised again to 5 cents (except at rush hours, when tickets sold at the rate of 6 for 25 cents may be used). The city attempted to fix the fares on all lines at 3 cents, but its right to do so 1 For description of this subway, see page 37. 2 Compiled Laws of Michigan, section 3111. 3 Public Acts of 1901, chapter 238. 4 Compiled Laws, section 6436. 6 Ibid., section 6447. was denied by the courts. In several of the smaller cities of Michigan the local franchise ordinances require tickets to be sold at a reduced rate, usually 6 for 25 cents. In the absence of any state provision in regard to special compensation to cities, the requirements depend wholly on local franchise ordinances. No special paj-- ment for franchise privileges, aside from ordinary taxes, is required in Grand Rapids or Saginaw. In Detroit the lines of the Detroit Street Railway Company were not only not required to pay any special taxes on earnings, but they were not even required to pave and maintain the surface between the tracks. Several of the other franchises in Detroit require the payment of from 1 to 2£ per cent of the gross receipts, the leading lines paj r - ing 2 per cent. The total amount received by the city of Detroit from this source in 1902 was $30,823. In 1899 a law was passed authorizing Detroit to con- struct or acquire and to operate street railways, but this act was held invalid by reason of the clause in the constitution prohibiting the state or its subdivisions from taking part in works of internal improvement. A movement is now on foot to secure an amendment to the constitution which shall permit municipal ownership of street railways. 6 Minnesota. — In the legislation of Minnesota the only provision of importance as to the method of granting franchises is in the new charter of St. Paul, adopted in 1900, which requires a three-fourths vote of each body of the city council. All corporate charters are limited to fifty years, but with provision for renewal; they may be amended or repealed by the legislature. The general state laws do not limit the duration of local franchises, but the new St. Paul charter restricts the duration of street railway franchises to twenty -five years. Several of the earlier franchises in St. Paul and Minneapolis are perpetual, and most of the others throughout the state are for fifty years. The general laws of Minnesota contain nojDrovisions as to fares or as to special compensation for franchises. The new charter of St. Paul requires railways hereafter authorized to pay at least 5 per cent of the gross re- ceipts to the city; but nothing is received by the city at present, the existing lines operating under old franchises. As far back as 1893 the Minnesota legislature enacted a law permitting any city or village at the expiration of five years from the time of granting a franchise to any public service corporation, or at the expiration of any five-year period thereafter, to buy out the plant at an appraised valuation. The approving vote of two- thirds of the electors voting thereon is required to authorize such a purchase. 7 No action has yet been taken by any city under this law. 6 Proceedings of Detroit Conference of National Municipal League, 1903, page 136. 7 Statutes of Minnesota, 1894, section 2592. FRANCHISES, PUBLIC REGULATION, AND PUBLIC OWNERSHIP. 143 Missouri. — The state constitution of Missouri pro- hibits the legislature from granting the right to use the streets of a city without the consent of the local authorities. 1 A law of 1899 requires, before the grant- ing of a franchise, a petition of the owners of more than half of the frontage on streets which are to be occupied by the street railway; 2 this provision formerly existed only for certain classes of cities. A genei'al law also permits the local authorities in cities of more than 100,000 inhabitants to require competitive bidding for franchises, but this method has not heretofore been pursued, at least in St. Louis or St. Joseph. 3 There is no state provision on the subject of duration of corporate charters or franchises. The actual fran- chises reported vary greatly in duration, even within the city of St. Louis. The most common period is fifty years, but several franchises are for twenty years onty; none are perpetual. Cities of more than 100,000 inhabitants, designated by Missouri laws as first-class cities, are given the con- tinuous right to regulate fares on railways now built or hereafter to be built. 4 Other classes of cities are not given this power. In St. Joseph the street railway is required to sell 100 tickets for $4. The law for cities of the first class permits them to impose, at the time of granting the franchise, taxes on passengers, cars, or gross receipts. Other classes of cities are granted authority to levy license fees on cars. 6 Various requirements of percentage payments exist in St. Louis franchises. According to the report of the mayor, the ordinary tax receipts from street railway property were supplemented, in the census year, by $105,858 from special percentage taxes, and by $24,750 from car license fees, at $25 per car. New Jersey.— The general law of New Jersey pro- vides that no company may be permitted to construct street railways without the consent of the local authori- ties and of the owners of one-half of the street frontage affected. 6 The state law contains no restriction on the subject of duration of franchises. Seventeen companies report that all of their franchises are perpetual, and several others report that a part of their franchises are per- petual. Some companies, however, have franchises limited to periods varying from thirty-five to ninety- nine years. The state laws do not regulate fares, and the prevail- ing limit fixed by local franchises is 5 cents. By a state law any city of over 100,000 inhabitants may impose license taxes on street railways for the pur- pose of regulation, but not for the purpose of taxation or for the purpose of preventing the use of the fran- chise. This law, however, does not hinder a city from 'Article xii, section 20. 2 Laws of Missouri, 1899, page 105. 3 Revised Statutes, 1899, section 5438. 4 Ibid., 1899, section 5439. 6 Ibid., 1899, sections 5438, 5508, 5857, and 5978. 6 General Statutes of New Jersey, 1895, pages 3231 and 3247 making such requirements as it sees fit when it first grants the franchise. In Newark the street railway companies are required to pay 5 per cent of their gross receipts and a license fee of 110 per car. The receipts from street railways, aside from ordinary taxes, were 186,797 in the census year. In Paterson there is a special payment of 2£ per cent of the gross receipts, which amounted to $14,636 in the census year. New York. — A constitutional amendment in New York, passed in 1875, provides that no surface or ele- vated railway may be constructed in the public streets without the consent of the local authorities and of the owners of one-half, in value, of the abutting property. If such consent be refused, an appeal may be taken to the courts, which are required to investigate through three commissioners the public necessity of the railway. 7 By statute the consent of the owners of two-thirds, in value, of the abutting property is required for construct- ing a railway in an unincorporated town. 8 By other laws, originally enacted in 1884 and applying only to New York city, but since extended to all cities of over 50,000 inhabitants, street railway franchises must be sold, by competitive bidding, to the corporation offer- ing the highest percentage of gross receipts. 9 By the New York city charter 10 it is further provided that no franchise grant of any sort shall be made except on terms deemed satisfactory by the board of estimate and apportionment, a small body composed mainly of exec- utive officers, which has the chief control over the finances. The board is directed to make careful in- quiry as to the value of the proposed privileges, and is supposed thus to supplement competition by careful bargaining. A vote of three-fourths of. the members of the board of aldermen is also required. In cities of the second class, with from 50,000 to 250,000 inhabit- ants, the approval of a similar board of estimate and apportionment must be given subsequent to the auction sale. Under the street railway law there is no general re- striction on the duration of charters or franchises, but charters may be amended or repealed at any time by the legislature. By the New York city charter no franchise for any public utility shall be for a longer period than twenty-five years, but it may contain a pro- vision for renewal, for not to exceed twenty-five years, ' upon a fair revaluation (section 73). In cities of the second class — from 50,000 to 250,000 inhabitants — fran- chises are limited to fifty years (section 19). The more important franchises in most of the cities of the state, including New York city, are perpetual, having been granted before the passage of restrictive laws. Seventy companies report that all of their franchises are per- petual, and others report that part of their franchises ' See Constitution of 1895, article iii, section 18. 8 Railroad Law of New York, section 91. 'Railroad Law, section 93; charter of second-class cities, Laws of 1898, chapter 182, section 19. 10 Laws of 1901, chapter 466, section 74. 144 STREET AND ELECTRIC RAILWAYS. are perpetual. There are, however, a considerable number of limited franchises, usually ranging in dura- tion from fifty to ninety-nine years, with a few of nine hundred and ninety-nine years' duration. A general law, enacted in 1884 and applying to all railways constructed after the passage of the act, limits fares to 5 cents for any distance which can be reached by the cars of a single company within the limits of a single city or village. This is held to require practi- cally unlimited transfer privileges over the lines oper- ated by a single company, including the lines which it holds under lease. * The right of the state legislature to revise fares on street railways constructed after 1884 is expressly reserved by the law. Local franchise ordi- nances in several small towns have required tickets to be sold at reduced rates, usually 6 for 25 cents, but Syracuse is the only large city in which a fare lower than 5 cents is required. The law of 1884, which con- tained the provision for competitive bidding on fran- chise grants, also provided that in any city of more than 1,200,000 inhabitants, all surface railways there- after constructed should pay to the city a minimum of 3 per cent of their gross receipts during the first five years and 5 per cent thereafter. Moreover, the gen- eral railroad law provides that other cities and villages may, in granting franchises, require an annual percentage payment, not to exceed 3 per cent of the gross receipts. 2 In New York city a few railway franchises dating back of 1884 require small annual payments to the city, but many of the most important lines are free from such requirements. In the franchises granted since 1884 the minimum percentage required by law has sel- dom been exceeded through competitive bids, though there are a few instances in which the percentage secured in this way is from one-fourth of 1 per cent to 1 per cent above the statutory minimum, and one in which it is 3 per cent above that minimum. The board of estimate and apportionment has of late favored the pol- icy of demanding a percentage increasing from time to time. Thus the franchises for two extensions on Man- hattan Island, granted in 1899, required the payment of 4 per cent of the gross receipts during the first five years, 6 per cent during the next five years, 8 per cent during the next five years, and 10 per cent during the remaining ten years of the grant. 3 New York city also levies a license fee, usually of $50, on cars; but some companies are exempt or have lower rates by the terms of their franchises. The total payments by street rail- way companies to New York city, aside from ordinary taxes, amounted to §422,177 in 1902." In Rochester the street railway Company pays 1 per cent of its gross receipts to the city, the revenue from this source, together with a small car license fee, being 1 Railroad Law, section 101 ; see also page 42. '* Ibid., section 95, as amended. 3 Mver.-?, in Municipal Affairs, March, 1900, pages 155 and 157. * Annual Report of Comptroller of New York, 1902. about $30,000 a year. In Buffalo the leading company at present paj r s 3 per cent of the gross receipts. For- merly one of the leading companies was subject to no such requirement, but it combined with another company which under the plan of competitive bidding bad agreed to pay 13f per cent of its receipts to the city. A com- promise was made with the city by which 3 per cent should be paid on the receipts of the consolidated sys- tem. The total payments to the city from this source in the census year were $85, 851. 5 In Utica, Bingham- ton, and Albany no special payment of any importance is made to the city by the street railway companies. An important state law of 1899 6 requires that the value of " special franchises," including therewith as a single unit the tangible property so far as it occupies public streets and places, shall be assessed to its full amount by the state board of tax commissioners. The assessment is then reported to the local authorities, and the ordinary tax is collected on this basis. Under this law the assessment of street railway companies, particu- larly in New York city, has been greatly increased. The constitutionality of the law has been upheld by the New York courts. The charter of New York city (sections 71 and 73) declares that the rights of the city in its streets and public places are inalienable. Every franchise for a public service enterprise may provide that at its expira- tion the plant shall become the property of the city, either without payment or at an appraised valuation, which shall not include any allowance for the value of the franchise itself. The city may then either operate the plant directly or lease it for not more than twenty years, after competitive bidding. The new subway in New York city is owned by the city and leased to an operating company under conditions more fully set forth on page 135. Ohio. — By a general state law of Ohio franchises for street railways may be granted only with the consent of the owners of more than one-half of the frontage of the streets to be occupied. Moreover, franchises must be sold by public competitive bidding to the corporation offering to make the lowest fares. 7 The general law (with an exception for a limited class of cities) restricts the duration of local franchises to twenty-five years, without special provision regarding renewal. 7 Of the 63 companies reporting on this sub- ject, 41 have all of their franchises limited to twenty- five years, and several others hold part of their system under franchises so limited. A few franchises, dating from an earlier time, are perpetual, and a few others are restricted to other periods of time than the present statutory limit. 5 Letter from Mayor; see also Massachusetts Report, page 115. 6 Laws of 1899, chapter 712. 'Revised Statutes of Ohio, sections 2501 and 2502; repeated in New General Municipal Code, Laws of Ohio, special session, 1902. pages 31 and 32. ' FRANCHISES, PUBLIC REGULATION, AND PUBLIC OWNERSHIP. 145 In 1896 a special act was passed which permitted existing companies in any city to consolidate, and which authorized the city governments in such cases to extend the franchises for fifty years. The terms with regard to fares which should be imposed by the city at the time of such extension were to remain unchanged for twenty years, At the end of the twenty-year period, and again fifteen years latei, the city was to have the right to alter the rates of fare. The railway companies of Cincinnati, in whose interest principally the law was passed, consolidated and received an extension of their franchises for fifty years. The act was repealed in 1898, and it has recently been declared unconstitutional by the superior court of Cincinnati. The case is still pending, however, before the state supreme court. ' The franchise of the Peoples Railway Company of Cleve- land, granted in 1902, but held invalid by the courts, authorized the city to take possession of the railway at any time on payment of 10 per cent more than the actual structural value. The provision that franchises shall be granted in even 7 case to the corporation offering the lowest fares, together with the general feeling of the people in Ohio on this subject, has resulted in the introduction of important limitations in the matter of fares in a number of recent franchise grants. In Columbus the franchise of the Columbus Railway Companj', which, in 1901, was extended for twenty-five years, requires that 7 tickets shall be sold for 25 cents, until such time as the gross receipts of the company may 'reach $1,750,000, when 8 tickets must be sold for 25 cents. The new Central Market Street Railway in the same city is required to sell 7 tickets for 25 cents, and also to pay 2 per cent of its gross receipts to the city. In both cases universal transfers on both cash fares and tickets are required for the lines of the single company, while for a 5-cent fare the passenger must be given a transfer to the lines of the other company. 2 In many of the smaller cities of the state local franchise ordinances have required the companies to sell 6, and in a few cases 7, tickets for 25 cents. The subject of street railway fares has been a matter of much agitation in Cleveland during recent years. In 1902 a franchise was granted to the Peoples Railway Company to construct certain lines on which a 3-cent fare was to be charged. This franchise covered part of a much more extended system which had been planned by the city, and which was to be restricted to the same fare throughout. This franchise was, however, held invalid by the courts because of technical errors. In September, 1903, another franchise was granted to the Peoples Railway Company, also subject to the require- ment of a 3-cent fare, but construction has not yet 1 See street railway section of Commercial and Financial Chron- icle, November 14, 1903, page 1918. 2 Annual Report of City Clerk of Columbus, 1901, pages 22, 23, 43, and 44. begun. The city authorities of Cleveland had pre- viously sought to compel the two existing companies to reduce their fare to 3 cents, but in 1904, after protracted litigation, the United States Supreme Court held that the city could not modify the terms of the original grants. Pending the final decision of the court, the two companies consolidated and voluntarily began to sell 6 tickets for 25 cents and to give universal trans- fers. In 1904, however, the consolidated company raised the price of tickets to 11 for 50 cents, and re- stricted the transfer privilege somewhat. Various pro- posals for a zone system of charges have been made, but no agreement could be reached between the city and the company. The subject of fares is therefore still an unsettled one in Cleveland. In Cincinnati the exten- sion franchise of 1896, now under litigation, permitted a 5-cent fare for the first twenty years. The general law in Ohio authorizes municipalities to levy car license fees, and a recent enactment permits them to agree with any street railway company now paying such fees to substitute therefor a percentage of gross receipts. 3 In Cleveland a car license fee of $10 is imposed, but there is no other requirement of com- pensation at present. As indicated by the franchise in Columbus, above mentioned, it is feasible under the state law to require a percentage of gross receipts at the time of granting the franchise, notwithstanding the fact that the form of competition provided by law has to do with rates of fare. In Cincinnati the new fran- chise of 1896 required the railway company to pay 6 per cent of its gross receipts to the city, and the revenue derived from this source is about §200,000 a year. No special payment aside from ordinary taxes is received from the street railway companies in Springfield, Can- ton, Toledo, or other cities from which reports were received. Oregon. — There is no general law in Oregon regard- ing the method of granting local franchises. The new charter of Portland, prepared by a local board and adopted hy popular vote in 1902, provides that any ordinance granting a franchise or leasing public prop- erty for a period of five years or more must, on petition of 15 per cent of the voters, be submitted to popular vote. 4 The state laws do not place any general restriction on the duration of franchises. All of the franchises re- ported to the Bureau of the Census are limited, the most common period being thirty years. The new Portland charter (sections 95 and 96) restricts all future franchise grants to twenty-five years. At the expiration of this time the city may elect to take over the property at an appraised valuation, which shall not include the value of the franchise itself, or it may renew the grant to the same corporation or transfer it to any other company 3 Laws of Ohio, 1902, page 502. * Charter of Portland, section 108. 146 STREET AND ELECTRIC RAILWAYS. offering better terms. If the grant is to a new company che grantee must purchase the plant at an appraised valuation. No general provisions regarding fares appear in the state laws of Oregon. The two companies in Portland are allowed, by their franchise ordinances, to charge 5 cents. Neither the general laws nor the new charter of Port- land contain provisions regarding special compensation for street railway or other franchises. The Portland charter, however, declares that the value of franchises is to be assessed for the general property tax, and it requires all franchise holders to make detailed reports of their business to the city authoiuties. Shortly be- fore the adoption of the new charter in Portland the city council extended the franchises of the two princi- pal street railway companies for a period of thirty years. In addition to the various requirements regard- ing the paving of streets and the construction and main- tenance of bridges, the city provided that the Portland Railway Company should pay $1,000 yearly for the first five years, and that the rate of compensation should in- crease gradually until it becomes $5,000 yearly for the last five years of the grant. In the case of the City and Suburban Kailway Company the rate of compensation was fixed at $3,000 yearly for the first five years, and the rate is to increase up to $12,000 yearly for the last five years. The new Portland charter, as above indicated, per- mits the city to take over a street railway or other public utility at the expiration of its franchise. To do so, however, requires the approval of a popular vote. The question whether the city shall acquire the plant must be submitted to vote, if demanded by petition of 15 per cent of the electors. If the city takes over the property it may either operate it directly or lease it for not more than twenty -five years, or it may at any later time sell the property and franchise to the highest bidder (sections 95 and 96). Pennsylvania. — The state law contains no provisions regarding the method of granting franchises beyond a requirement that the consent of the local authorities shall be obtained before a street railway is constructed in the public streets or highways. The usual practice of city councils, as reported by the mayors of leading cities, is merely to pass an ordinance on the subject in the same manner as they pass other ordinances. The state law imposes no restriction as to the duration of charters or franchises, but the constitution gives the legislature the right to amend or repeal the charters of all corporations. Of the 98 companies reporting, 75 have perpetual franchises for all their lines and several others have perpetual franchises for part of their lines. Of the other companies reporting, 9 have franchises for nine hundred and ninety-nine years and only 3 report limits as short as fifty years. All franchises in Phila- delphia are perpetual, even those most recently granted. The state laws do not regulate fares. In most local franchises the restrictions on fares present no peculiar features, although in a considerable number of the smaller cities and towns the local franchise grants have required tickets to be sold, usually at the rate of 6 for 25 cents. The recent franchises for elevated, subway, and surface lines in Philadelphia, which in respect to fares closely resemble those for the many earlier lines, merely provide that the fare for a continuous ride shall not exceed 5 cents within the city limits, no provisions regarding transfers being inserted. : As to special compensation the state law merely pro- vides that cities of the second and third classes may levy license fees on street cars, and that companies in Philadelphia must pay a license fee of $50 per car, which may not be increased by the city authorities in case of companies already chartered at the time the statute was passed. 2 The state itself levies somewhat heavy taxes on the stocks and bonds of street railways and on their gross receipts. In Philadelphia, by virtue of the terms of the various franchise grants rather than by general law, most, if not all, street railway com- panies are required to pay a tax of 5 per cent upon all dividends in excess of 6 per cent. This provision, for example, is found in the important new franchises granted in 1901. As there is no restriction upon capi- talization, this requirement is easily obviated by stock dividends, etc., and hence does not result in much reve- nue. The car license fees are, however, a somewhat important source of income to the city, amounting to about $100,000 in the census year. When, about 1892, the street railway companies of Philadelphia desired to change from animal power to electric traction, the citjr seized the opportunity to re- quire them to pave the entire street surface in the streets occupied and to maintain the pavement in the future. The same provisions were inserted in the new franchises of surface lines granted in 1901. This requirement con- stitutes virtually a greater compensation to the city than the percentages on gross receipts required in most cities where the street railway company paves only the space between its tracks. The Philadelphia railways have expended several millions of dollars in paving streets, and their annual expenses for maintenance are quite large. The total payments of the Union Traction Company, of Philadelphia, to the state and local authorities, including the expense of maintaining the pavements, have averaged about 7 per cent of its gross receipts during the past three fiscal years. The direct payments for new paving have been made largely out of capital, and the interest on such expenditure is not included in computing this 7 per cent. 3 Car licenses or pole licenses of moderate amount x In regard to transfers on existing lines in Philadelphia, see page 42. 2 Public Laws of Pennsylvania, 1868, chapter 849; 1901, chapter 20, article 19, section 3; 1901, chapter 224. 3 See Massachusetts Report, pages 128 and 129. FRANCHISES, PUBLIC REGULATION, AND PUBLIC OWNERSHIP. 147 are required in a few other cities of Pennsylvania, but aside from these there is little or no payment to the local authorities in addition to the ordinary taxes. Thus there are no special payments, aside from such licenses, in Allentown, Easton, Erie, Pittsburg, Read- ing, and Scranton. In Harrisburg the street railway company is required to pay 3 per cent of its gross receipts, the revenue to the city from this source being about $2,900 yearly. Rliode Island. — By the state constitution of Rhode Island 1 street railway charters can be granted only by special acts of the state legislature. In some cases the legislature has also granted the right to use streets, without action of the local authorities; but in other instances — as, for example, in the charter of the Rhode Island Suburban Railway Company — the consent of the local governments has been required, and local self- governing bodies have been permitted to impose reason- able rules and regulations. 2 ' The general state laws are entirely silent as to the duration of franchises. According to the reports of the companies, 6 of the 8 have perpetual franchises. The Union Railroad Company, which includes a large proportion of the total trackage in the state, was in 1892 granted by the state legislature a twenty-year ex- tension of its franchises, with exclusive authority to operate in Providence. The franchise of the railway company in Woonsocket has been limited by the city council to twenty years. The Rhode Island legislature in 1898 passed a very peculiar statute. It applies only to those street railway companies which may indicate their written consent thereto, but in case of consent it becomes binding as be- tween the state and such assenting company, and its terms are not subject to amendment or repeal without the con- sent of the company. The law imposes a tax for state purposes of 1 per cent upon the gross earnings of assent- ing companies whose dividends do not exceed 8 per cent on the par value of their capital stock. If the dividends exceed 8 per cent an additional amount equal to such excess also goes to the state as a tax. The issue of capital stock requires the approval of the state rail- road commissioner. Companies accepting this act are to have their existing franchises and rights guaranteed in perpetuity regardless of the limits prescribed in their present charters or franchises. Cities and towns are specifically denied the authority to require the removal of the tracks of these assenting companies except for police reasons, and in such cases a substitute location must be provided. The companies assenting, however, are bound to continue to make any payment which they are now making to the local governments, even after the expiration of the existing franchise, unless a new agreement shall be made increasing the obligations of 'Article IX of Amendments, section 1. 2 Acts and Resolves of Rhode Island, May, 1899, page 30. the railway. This last provision seems quite valueless, since no additional requirement could apparently be exacted by the local authorities except as a condition for the granting of additional privileges. 3 The law of Rhode Island regarding the issue of trans- fers is summarized on page 43. There is no general law regarding fares, and the special laws and franchises contain no unusual provisions on this subject. The state law regarding the Union Railroad Company requires it at present to pay 5 per cent of its gross re- ceipts — only the receipts within the city itself — to Provi- dence.' This payment in the census t year amounted to $66,195. In Woonsocket the local franchise requires the payment of 3 per cent of the gross receipts, and the city received $1,631 from this source in the census year.* Virginia. — The new constitution of Virginia (1902, section 125). and a statute since passed in accordance therewith, require all future grants of municipal fran- chises to be made by competitive bidding. The franchise must be awarded to the highest responsible bidder, unless, in the opinion of the majority of the members elected to the city council, the public interests will be better served by awarding it to some other bidder, in which case the reason for doing so must be stated in the body of the ordinance. The city may reject all bids. 5 By the new constitution and statute 6 the duration of future franchises, as well as of leases of public property, is restricted to thirty years. The law requires that every franchise shall provide in advance that at the expiration of the thirty-year period the plant shall become the property of the city, either without com- pensation or on payment of the appraised valuation exclusive of any allowance for the franchise. A con- siderable number of earlier street railway franchises in Virginia are perpetual, but the greater number are limited to periods ranging from thirty to fifty-six years. There is no state law on the subject of fares. In Richmond, Norfolk, Danville, and most of the other cities, however, the local franchises require the street railwa}'s to sell 6 tickets for 25 cents. The new constitu- tion of the state declares that "the right of the com- monwealth, through such instrumentalities as it may select, to fix and regulate the charges of public service corporations shall never be surrendered or abridged " (section 164). Aside from the requirement of competitive bidding on franchise grants, the state law makes no provision for special compensation to cities. As in other South- ern states, however, the local governments are author- ized to levy license taxes. In Richmond there are no car licenses, but the franchise of the leading railway system requires 5 per cent of the gross receipts to be s Public Laws of Rhode Island, 1898, chapter 580. 4 Massachusetts Report, page 130. 5 Acts of Assembly, estra session, 1902-3, pages 426, 427. 6 Ibid., page 425. 148 STREET AND ELECTRIC RAILWAYS. paid to the city. 1 The revenue from this source in the census year was §28,121. In Norfolk the franchise of the leading company, dating from 1SSS, restricted the license taxes on cars for ten years to certain rates, but left the license system thereafter to the discretion of the city. The city now levies on all companies a license tax of 4 per cent of their gross earnings, the revenue from this source in the census vear amounting to §12,671. Washington. — The state law of Washington merely provides that at least 5 members of a city council must vote for a local franchise. The low-fixed number is perhaps explained by the fact that several of the city councils have only 7 members. The practice in Seattle, apparently adopted on the initiative of the cit}- merely, is to sell street railway franchises by competitive bid- ding to the person or corporation offering to pay the city the highest percentage of the gross receipts. The state law limits the charters of corporations to fifty years, and they may be amended or repealed by the legislature. There is no general restriction on the duration of local franchise grants. One perpetual franchise is reported, but most of the franchises are limited to from twenty-five to fifty years. The general laws of Washington do not regulate fares, but by local franchises they are ordinarily limited to 5 cents. In Seattle, by the local ordinances, street railways are required to pay 2 per cent of their gross receipts to the city, this minimum being fixed when the fran- chise is opened to competition. The revenue from this source is approximately $20,000 yearly. Spokane and Olympia require no special payment of any importance. By an act of 1899 municipalities are authorized to construct, purchase, or obtain by condemnation street railways or other public service enterprises, but no detailed provision is made as to the method of acquir- ing such public ownership. 2 West Virginia. — There is no general law in West Virginia regarding street railway franchises. Each city is governed by a separate charter. The new char- ter of Parkersburg requires future franchise grants to be submitted to referendum vote, if demanded by one- fifth of the qualified voters. It further provides that franchises shall be sold to the person or corporation offering the highest compensation to the city, or the lowest fares. 3 Corporate charters of all classes are limited to fifty 1 See Massachusetts Report, page 132. 2 Laws of Washington, 1899, chapter 128. 5 Acts of West Virginia, 1903, chapter 66, section 84. years, but there is no general law restricting the dura- tion of local franchises. The new charter of Parkersburg limits all franchises to thirty years. It further declares that no grant for an extension of a street railway hereafter constructed shall be made for a period exceeding the duration of the origi- nal franchise. At the expiration of the franchise, the grantee may be required to sell the property to the city at its appraised valuation independent of its earn- ing capacity. Several of the franchises reported from West Virginia are perpetual, while others are limited to from twenty to fifty years. The Parkersburg charter provides that no future franchise shall be granted without an annual payment to the city, but it contains no further details as to amount or basis of payment. The franchise recently given by Wheeling for a period of fifty years to the City flailway Company requires the payment of $300 per mile of line for the first twenty years, and $1,000 per mile for the last thirty years of the grant. This fran- chise also provides that the street railway shall be operated exclusively by union labor. Wisconsin. — The general state laws of Wisconsin do not contain any provisions regarding the manner of granting franchises. Though the state law contains no restriction on the duration of local franchises, most of those reported are for shorter periods than fifty years, several are for exactly fifty years, and only one is perpetual. The state law contains no provision regarding fares. In Milwaukee the companies are required by the terms of their franchises to sell 6 tickets for 25 cents or 25 tickets for $1, and similar provisions are found in the franchises granted by several other cities. The general state law regarding street railway com- panies provides that the local authorities may prescribe the payment of license fees. Neither Milwaukee nor La Crosse, however, requires such payment. The law further provides that in lieu of taxes on property, street railway companies shall pay to the local authori- ties 2 per cent of their gross receipts if the receipts are less than $500,000 per year, and 4 per cent if they are more than $500,000.* This constitutes, a lighter tax than street railway companies in many other states pay on their property. In La Crosse the company is re- quired by the local franchise to pay 3 per cent of its gross receipts even though they are less than $500,000, but in Milwaukee nothing is paid beyond the 4 per cent provided in the state law. 4 Laws of Wisconsin, 1899, chapter 354, amending earlier statutes which imposed taxes at other rates. OHAPTEE X. STREET RAILWAYS IN EUROPEAN COUNTRIES. UNITED KINGDOM.' Comparison with the United States. — The statistics of street railways, or tramways, as they are called in Great Britain, which are published annually, cover practically only urban lines. In addition to these, there are a few interurban electric railways, built under what is known as the light-railways act, the returns for which are included with those of steam railways. Table 81 shows for the years 1902, 1901, and 1898 the leading statistics of the tramways of the United King- dom. The figures include only the surface railways. Table 81. — Trackage, traffic, and financial statistics of tramways in the United Kingdom: 1902, 1901, and 189S. [House of Commons Papers, "Returns of Street and RoadTramways,"1902,page 2.] 1902 1901 1898 Length of line (first main track), 1 1, 484 8153,597,772 1,394,452,983 » 939, 658 832,504,770 823, 446, 179 72.1 7,752 24, 120 388 $31, 465, 889 80. 0226 145, 127, 423 9.61 80. 224 $0. 162 1,305 8130,417,445 1,198,226,758 918, 181 829,009,508 822,021,784 75.9 7,184 34,422 527 1,064 880, 262, 547 858, 485, 542 806, 847 822,191,853 Operating expenses and taxes ltni in of operating expenses and taxes to gross earnings.percentage. 817,071,171 76.9 5,335 38,777 Number of steam locomotives 689 Operating expenses per car mile 1 Additional trackage of double tracked railways, exclusive of sidings and switches, 852.7 miles. 3 Includes expenditure for construction on lines not yet in operation. * Passengers per mile of track, exclusive of sidings and switches, 596,762. The table indicates that the development is much less marked in the United Kingdom than in the United States. The total length of track in the United King- dom in 1902 was 2,336.7 miles, exclusive of sidings and switches, or presumably about 2,400 miles if these be included. This is approximately one-ninth of the mile- age in the United States. The number of fare passen- gers carried by the British tramways during 1902 was 1,394,452,983, as compared with more than 4,774,211,904 in the United States. To the British statistics, how- ever, should properly be added the number of passen- 1 House of Commons Papers, ways," 1902. ' Returns of Street and Road Tram- 1165—05- -11 gers carried on the four underground railways in London and on the elevated railway in Liverpool. These ag- gregated 192,377,288 in 1902, making a grand total of 1,586,830,271, or one-third of the number in the United States. The passengers carried by the omnibuses in London, where surface railways are not permitted in the central portion of the city, number nearly 300,000,000 per year. In judging of the relative importance of street railway traffic in the two countries the number of urban inhab- itants must be taken into account. The total population of the United Kingdom in 1901 was 41,607,552, and the average number of rides on the tramways, underground, and elevated railways was 38 per capita, as compared with 63 in the United States. But the population liv- ing in urban communities of more than 3,000 inhabitants in England and Wales and in urban communities of more than 2,000 inhabitants in Scotland and Ireland numbered 29,144,726, the proportion of urban to total population being much greater than in the United States. The number of street railway rides per urban inhabitant is thus 54, as compared with 168 rides per inhabitant of urban communities of more than 4,000. population in the United States. It may be roughly estimated from the statistics of population in incorporated places of from 2,500 to 4,000 inhabitants, that if urban com- munities of 3,000 to 4,000 were included in the compu- tation of the American ratio it would be reduced to about 160 rides per inhabitant. Such a comparison is necessarily imperfect in many respects, but it gives some idea of the relative development of street railways in the two countries. The street railwa}' business in the United Kingdom, however, has grown with enormous rapidity during recent years. In 1890 the number of passengers car- ried on the tramways proper was 526,369,328, the traffic in 1902 thus being more than two and one-half times as great as in 1890. During the four years from 1898 to 1902 the length of line (first main track) of the tram- ways in the United Kingdom increased about 40 per cent, and the number of passengers on the tramways increased more than 60 per cent. This development has been coincident with a rapid substitution of electric for animal and steam traction, the extent of change be- ing indicated only in part by the figures of the table showing the decrease in the number of horses and of (149) 150 STREET AND ELECTRIC RAILWAYS. steam locomotives. In 1902, 871 of the 1,484 miles of line were operated exclusively by electricity; 384 miles by animal power; 156 miles by steam; 25 miles by cable; 10 miles by gas motors; and 38 miles by more than one kind of power. The wide difference between the conditions of street railway operation in Great Britain and in the United States is sharply indicated by the comparison of the car mileage with the number of passengers. The average number of passengers per car mile on the British tramways in 1902 was 9.61, while the corre- sponding ratio in the United States was only 4. 26. This difference probably is not due to greater crowding of cars in the British cities, nor probably is it due in any considerable measure to the use of larger cars, although many of the British cars are double decked. The chief reason for the difference in the number of passengers per car mile is the fact that the distances traveled by passengers in the United Kingdom average much less than in the United States. Because of this difference in the length of journeys it is scarcely proper to compare street railway fares in the two countries. The receipts from passengers in the United Kingdom in 1902 represent an average fare of 2.26 cents. In practically all English cities street rail- way fares are graded according to the distance traveled. It is unjust to compare either the minimum or the maximum fare in such r a case with the uniform fare, regardless of distance, prevailing in American cities. Probably the lowest scale of fares in Great Britain is found in Glasgow. I n that city the lowest rate of fare is 1 cent (i penny), the average length of the permissible trips at that charge being reported as 0.58 mile. For 2 cents one may ride an average of 2.29 miles; for 4 cents, an average distance of 4.6 miles; for 6 cents, an average of 6.84 miles. The maximum fare is 7 cents. The average fare for all rides in Glasgow in 1902 was about 1.8 cents. 1 The average gross receipts per car mile for the British tramways, 22.4 cents, are almost exactly the same as the receipts per car mile in the United States. This fact, in conjunction with the fact that the average fare per passenger is so much lower in the United Kingdom than in this country, is another indication of the rela- tive shortness of the rides in the United Kingdom. The ratio of operating expenses to operating receipts for the tramways of the United Kingdom in 1902 was 72.1 per cent. The British statistics include taxes with operating expenses. If taxes be so included in the sta- tistics for the United States, the ratio of operating ex- penses to operating earnings becomes 62.8 per cent. Municipal ownership. — All of the street railways in Great Britain, up to a few years ago, were operated by 1 See paper of Robert Donald, Street Railway Journal, January 3, 1903. private corporations, most of which had been organized under an act of 1870, which limited the duration of franchises for the use of the streets to twenty -one years. This act permitted the cities at the expiration of the grants to take over the railways on payment of their appraised value, exclusive of any allowance for the franchise. The shortness of the franchise term doubt- less served to hamper the development of the business, as very few of the companies with limited franchises were willing to introduce electric traction, although electricity had already proved its advantages in the United States. Some of the municipalities, however, granted extensions of franchises on condition of install- ing electric traction. Many of these early franchises have expired during recent years, and in most cases the cities have acquired the plants and have adopted the policy of direct municipal operation. The cities doing so, in most instances, undertook at once a thorough renovation of the sj^stem and the introduction of electric power. In 1902, of the tramway systems in the United King- dom 118 with 885.5 miles of track were owned by the local authorities, as compared with 115 tramways hav- ing 598. 5 miles of track owned by private corporations. A few of the publicly owned railways are now operated by private companies under lease, but much the greater number of them are operated by the local authorities directly. The London county council operates part of the lines which it owns and leases others, while there is a considerable amount of trackage in London that is owned by private corporations. The leading system in Manchester is owned and operated by a private corpo- ration, but the city operates the other line. In Birm- ingham the city owns most of the track, but leases it to a company. Nearly all of the remaining cities of more than 200,000 inhabitants in England and Scotland oper- ate their own railways. There are about 15 private companies, including those which hold municipal plants under lease, whose annual earnings exceed £25,000 each, while about 25 municipal plants report earnings exceeding that sum. It is scarcely feasible to pronounce a final judgment as to the success of municipal ownership in Great Brit- ain. Because of the restrictions placed upon private corporations which prevent them from adopting im- proved methods, a comparison of the results of public and private operation in any general way is mis- leading. Individual cities. — Table 82 presents the traffic and financial statistics of tramways in the leading cities of the United Kingdom for 1902. The population of the cities is indicated, but in some instances the railways serve also suburban towns, so that the comparison be- tween the population and the trackage and traffic is not altogether exact. STREET RAILWAYS IN EUROPEAN COUNTRIES. J51 Table 82.— TRAFFIC AND FINANCIAL STATISTICS OF TRAMWAYS IN LEADING CITIES OF THE UNITED KINGDOM: 1902. [Compiled from Returns of Street and Road Tramways, House of Commons Papers, 1902.] Birmingham * . Bradford Bristol Leeds Leicester Liverpool 2 ... Manchester.. Manchester.. Newcastle . . . Nottingham . Salford Sheffield .... Glasgow Edinburgh .. Edinburgh . Dublin Belfast London* ... By whom oper- ated. Company main- ly underlease. City Company City City City Company City Citv City Citv Citv City Company under Company Company Company County council . Company under lease. Threecompanies Popula- tion, 1901. Length of line (miles). 522, 182 279, 809 328, 842 428, 953 211, 574 684, 947 543,969 214, 803 239, 753 220, 956 380, 717 735, 906 316,479 290, 638 349, 180 , 581, 375 27.2 39.6 28.2 37.9 12.1 66.9 27.6 55. 7 16.9 13.4 20.9 27.8 63.5 23.6 5.0 47.5 33.2 24.4 61.5 23.5 Power used. Electric and animal . Electric Animal Electric and animal . Animal Electric Animal Electric Animal Animal and electric . Animal Electric and animal . Electric Electric and animal . Animal . Electric . Animal . Animal . Animal . Animal . Number of passengers carried. 23, 054, 36, 714, 48, 167, 10,465, 106, 024, 3 46,674, 23, 590, 12, 544, 16,167, 23, 099, 49, 176, 163,678, 35, 150, 7, 127, 383 46,307,402 27, 174, 714 119, 880, 559 160, 209, 597 31, 649, 199 Num- ber of rides per in- habit- ant. SI! 112 112 49 155 I 129 { 67 106 129 222 159 78 Car mile- age. , 746, 202 141,176 462, 039 726,043 911, 414 604, 533 483, 250 831,126 155,837 400, 923 481, 084 791,993 615,021 590, 913 439, 929 748, 638 962, 910 371, 866 662, 465 3,092,809 Passen- gers per car mile. 10.0 10.8 6.7 10.2 11.5 9.1 6.2 12.9 10.9 11.5 9.3 13.0 13.0 9.8 16.2 6.9 9.2 11.6 9.6 10.2 Gross. $1, 248, 997 475, 652 1,041,270 1,091,527 224, 769 2, 418, 641 1,930,443 452, 346 275, 984 383, 436 444, 311 924, 966 2, 990, 041 807, 289 70, 297 1, 206, 751 648,573 2,248,970 3,782,312 617, 539 81, 202, 167 467,476 861, 117 1,074,372 219, 061 2, 388, 089 1, 892, 850 445, 864 275, 984 377,767 431, 362 923,623 2,982,318 788, 144 68,944 1, 151, 832 630, 187 2, 137, 995 3, 674, 407 599, 139 Operating expenses and taxes. $939, 458 272, 612 698, 752 696, 639 190, 682 1, 620, 520 1,385,867 307, 908 170, 050 200,422 432, 369 600, 779 1, 426, 600 548,498 67,240 665, 216 552, 679 1, 993, 430 '3,737,078 578, 500 Ratio of expenses to earn- ings (per- centage). 75.2 67.3 67.1 63.8 84.8 67.0 71.8 68.1 61.6 52.3 97.3 65.0 47.7 67.9 95.7 55.1 85.2 93.7 1 Exclusive of two or three suburban lines. 2 Exclusive of elevated railway, which carried 10,466,726 passengers in 1902. 8 Includes some omnibus traffic. 'Exclusive of omnibus lines and of 4 underground railways, the latter carrying 181,910,562 passengers in 1902. 6 Includes rental paid to county council; total item of rental, including offices and buildings owned by private persons, 8472,352. This table emphasizes the wide difference between the amount of trackage in British cities and in cities of cor- responding population in the United States. A rough estimate of the track mileage may be obtained by adding from 60 to 75 per cent to the figures showing length of line. The greatest proportion of trackage to popula- tion is found in Dublin, where some suburban lines are included, and in Manchester, Liverpool, Bradford, and Glasgow. The greater number of the large cities in the United Kingdom (aside from London) have between 0.05 and 0.15 miles of line per thousand inhabitants, while, for the leading American cities, the correspond- ing figures range from about 0.20 to 0.60. The number of passengers carried is also decidedly less in proportion to the population served in the United Kingdom than in this country. For most of the cities covered by the table the range is between 75 and 160 rides per capita yearly, as compared with from 200 to 265 in American cities of similar size. The traffic is most highly developed in Glasgow, where the average number of rides per inhabitant is 222 yearly. In comparing the various tramway enterprises from the standpoint of the ratio of operating expenses to operating earnings, it should be noted that the sums paid by certain private corporations as rental for tracks leased from the municipalities are included with other operating expenses. Thus the North Metropolitan Tramway Company pays for the lines which it leases from the London county council a rental so great, that the net earnings of the company are less than 2 per cent of its gross receipts. The differences in the power used likewise affect the financial results materially. Generally speaking, those cities which have introduced electric traction on an extensive scale seem to show favorable operating results. In Glasgow, which was the first city in Great Britain to undertake municipal operation of street railways, the ratio of operating ex- penses, which include a considerable amount for taxes, to operating earnings is 47.7 per cent. It is impossible here to enter into the merits of the discussion which has been waged as to the correctness of the accounting methods in connection with municipal street railway operation in this or other British cities. The question as to the financial success of public operation in Great Britain is a disputed one, both in that country and in our own. It is difficult to escape the conclusion, how- ever, that many of the municipal railways are operated efficiently and economically. The streets in central London are for the most part so narrow and crowded that the operation of surface cars upon fixed tracks would be practically impossible. The more flexible movements of the omnibus give it an advantage, and the tramways are confined to the outly- ing parts of the city. The limitations on the duration of franchises, together with the uncertainty as to the effect of the competition of new underground railways, have* prevented the introduction of electric traction on the London surface tramways. The four underground railways in London furnish a more important means of transportation than the surface tramways, the average ride being much longer on the underground roads. The two steam subways have been in operation for many years, while the two electric subways have only recently been opened. The latter have proven a great success, and plans are on foot for the conversion of the steam underground roads to electric, as well as for the 152 STREET AND ELECTRIC RAILWAYS. construction of extensive new electric lines. The Cen- tral London Railway, one of the new electric under- ground roads, popularly known as the "Tuppenny tube " because of its uniform fare of 2 pence, carried 45,305,110 passengers in 1902. The elevated railway in Liverpool is also operated by electricity. It carried 10,466,726 passengers in 1902. II. GERMANY. 1 Comparison with United States. — Table 83 shows for the Kingdom of Prussia, and for the German Empire as a whole, the leading statistics of street railway opera- tion for the year 1901 . The statistics, which are secured through a private association, omit about 5 per cent of the trackage operated by companies which make no reports. Table 83. — Trackage, traffic, and financial statistics of street railways in Germany and Prussia: 1901. [Returns of Union of German Street and Light Railway Administrations in Zeitschrift fur Kleinbahnen, February, 1903.] Length of line (first main track), miles 1 -.. Capital investment 2 Capital per mile of line Number of passengers Car mileage Passengers per car mile Gross earnings Operating expenses, excluding taxes Ratio of expenses to earnings, percentage . Gross earnings per car mile Operating expenses per car mile Passenger earnings per passenger Germany. 1,867 1, 191, »217, 6J17 457, 000 171,429 5.49 535, 800 850, 000 60.4 80. 136 80. 082 80. 024 Prussia. 1,316 $115, 046, 154 877, 786 799, 950, 000 U40,359,006 5.70 4 818,752,258 6 811,424,000 60.9 80. 134 $0. 081 $0. 022 1 According- to government returns for March 31, 1902, 2,030 milesin Germany and 1,479 miles in Prussia, respectively. 2 Based on government returns covering 1,479 miles. 3 On 1,815 miles only. •On 1,283 miles only. 5 On 1,815 miles only, the expenses for about 4 per cent of which are esti- mated. 6 On 1,283 miles only, the expenses for about 4 per cent of which are esti- mated. The length of line (first main track) in the German Empire was 1,867 miles in 1901, or about one-ninth the length of line in the United States. The government figures for March 31, 1902, however, report 2,030 miles of line. Since the street railways of Germany are chiefly confined to cities of considerable size, a very large proportion of the lines are double tracked. It is probable that the trackage in Germany is between one- sixth and one-seventh as large as that in , the United States. The number of passengers carried by the German ' street railways in 1901 was 1,191,457,000, or about one- fourth as many as in the United States. The popula- tion of Germany in 1900 was 56,367,178, the average number of street railway rides per inhabitant being 21. A somewhat larger proportion of the German people live in cities than is the case in this country. In 1896 the population living in urban communities of more than 2,000 inhabitants was 49.9 per cent of the entire 1 Statistics from Zeitschrift f iir Kleinbahnen, February, 1903. population. If to the urban population in places of more than 4,000 inhabitants in the United States be added the population of incorporated places of from 2,500 to 4,000 inhabitants we have a total equal to 39.8 per cent of the aggregate population. It is probable that the inhabitants of German urban communities of 2,000 inhabitants and over, as a whole, take on an aver- age about one-fourth as many rides as the inhabitants of urban communities of the same size in the United States. Such comparisons are, however, necessarily very unsatisfactory, because of the difference in method of computing urban population and in its distribution among places of different size, as well as because of differences in the density of population within urban boundaries, and other reasons. The number of passengers per mile of track is con- siderably greater in Germany than in the United States and the number of passengers per car mile (5.49) is also greater. The average size of the German cars is less than that of the American cars, and it is believed that the majority of them are not double decked. The large number of passengers per car mile probably means, therefore, that the average length of ride is much less in Germany than in this countr} r . For this reason the fares on the German street railways, which average 2.4 cents per passenger, cau not properly be compared closely with American fares. The financial results of the operation of the German street railways are very favorable. The operating expenses per car mile are much less than in the United States, a fact largely due to the low level of wages. The capitalization of the German street railways is also much less per mile than in the United States. The street railway business has been very rapidly developed in German y during the past few years, as the result of the introduction of electric traction. Prior to that time the trackage had been almost wholly confined to a few large cities. Development was doubtless hin- dered in some measure by the limitations on the duration of the franchises, but the leading German cities wisely showed a disposition to extend grants on condition of the substitution of electric for animal power. At the end of 1901 only 3 per cent of the entire trackage of street railways was operated by animal power exclu- sively. About 6 per cent of the trackage was still operated by steam, although on some of this track elec- tricity was also used in part. The rapid development of railways has been materially fostered by the manu- facturing companies in the electric business, as well as by two or three large investment companies, whose chief object has been the establishment of street rail- ways in various towns. The General Local Street Railway Company, for example, owns 125 miles of track in 11 different places. Siemens & Halske and Schuckert & Company, manufacturing electric concerns which have been combined recently, own several different STREET RAILWAYS IN EUROPEAN COUNTRIES. 153 street railways. Such manufacturing companies are also largely interested in the stock of street railway companies which they do not own entirely. Municipal ownership. — During the past few years there has been a marked tendency toward municipal ownership of street railways in Germany. The length of lines owned by municipalities was 315 miles in March, 1902, an increase of nearly one-fourth above the amount so owned in March, 1901. The municipalities which own street railways operate them directly in most cases, though in a few instances they are leased. The total number of municipal plants in 1902 was 31, and the most important cities in which they existed were Co- logne, Diisseldorf, Munich, Frankfort, Mannheim, Aix la Chapelle, Miilhausen, and Halle. The city of Berlin owns one of the less important systems, about 11 miles in length. The large city of Nuremberg has also re- cently bought one line from a private company, and the same is true of Dresden, but the leading systems in both these cities are still under private ownership. Very few of the street railway systems covered by the above table do an interurban business of any importance, although the electric lines reach fairly well the immediate suburbs of the great cities. Germany has a considerable number of light steam railways and some of these are now beginning to install electric trac- tion, about 6 per cent of the "light railways" (Klein- bahnen) now using electric motors in whole or in part. These light railways, unlike American interurban lines, are not intended primarily for passenger traffic. They serve largely for the local transportation of agricultural products. The total length of line for railways of this class was 1,153 miles in l"902. Individual cities. — Table 84 shows, for the most im- portant cities of Germany, the detailed statistics of street railways. Table 84.— TRACKAGE, TRAFFIC, AND FINANCIAL STATISTICS OF STREET RAILWAYS IN THE LEADING CITIES OF GERMANY: 1901. [Compiled from Zeitsehrift fur Kleinbahnen, February, L903.] CITY. Popula- tion served. 1 Length of line (miles). Length of track (miles). Length of track per 1,000 popula- tion (miles). Number of passengers carried. Number of rides per inhabit- ant. Car mileage. Passen- gers per car mile. Gross earnings. Operating expenses, excluding taxes. Ratio of expenses to operat- ing earn- ings (per- centage). Passen- ger earn- ings per passen- ger (cents). Capital invested. 2, 528, 000 423, 000 214, 000 261,000 867, 000 286, 000 455, 000 288,000 600, 000 372, 000 217.8 26.9 40.3 16.2 92.0 99.3 63.1 26.8 29.5 34.7 435.5 63.7 66.6 31.4 174.8 181.2 131.8 53.4 67.6 66.5 0.172 .161 .311 .120 .202 .634 .290 .185 .135 .179 329, 982, 096 31,878,646 21, 476, 768 17, 752, 740 108, 325, 360 26, 404, 834 65, 093, 043 50, 422, 465 52, 690, 256 30, 970, 673 130.5 75.4 100.4 68.0 124.9 92.3 143.1 175.1 105.2 83.3 50,840,000 5, 072, 000 3, 517, 000 3, 343, 000 20, 590, 000 5, 427, 300 12, 969, 000 7, 426, 000 7, 348, 000 4, 146, 000 6.6 6.3 6.1 5.3 5.3 4.9 5.0 6.8 7.2 7.5 $7,813,300 703, 385 615,270 396, 985 2, 857, 430 869, 176 1,432,046 1,090,515 1,153,110 782, 934 85, 073, 685 436, 300 405, 720 208, 725 1, 774, 290 667, 630 886, 550 676, 775 732, 802 491,531 64.9 61.9 78.7 52.6 62.1 65.3 61.9 62.1 63.6 62.8 2.3 2.1 2.2 2.2 2.6 2.6 2.2 2.1 2.2 2.5 $29,916,458 3, 136, 316 1, 499, 400 Hamburg and Altona . Hanover and Linden. . 13, 118, 322 9, 947, 296 8,098,931 2, 310, 590 2, 517, 661 2,500,601. 1 As stated in Zeitsehrift fiir Kleinbahnen, includes total area served. The German cities, almost without exception, show a much smaller proportion of track to population than the American cities. In Berlin, for example, the length of track per thousand of population is 0.172 mile, as compared with 0.37 in New York. The Hanover and Diisseldorf systems include a large amount of interur- ban trackage and can not properly be compared with those in other cities. The lower ratio of trackage to population served is, in considerable measure, attribu- table to the fact that the German cities are very closely built, a large proportion of the people living in large tenement houses. This condition has, indeed, been caused in part by the inadequacy of transportation facilities, but it is due partly to other causes of an historical character. There is a comparative absence of suburbs and of thinly settled outlying districts within the limits of the leading cities. The number of passengers carried per mile of track is very large in most of these cities, exceeding the num- ber in cities of corresponding population in the United States. The number of rides per inhabitant, on the other hand, is, in most instances, considerably smaller than in American cities of the same size. The greatest patronage of street railways is found in the wealthy city of Frankfort, where an average of 175 rides is taken yearly by each inhabitant. The number of passengers per car mile is considerably larger in most German cities than in cities of corresponding size in the United States, chiefly because of the fact that the average ride is materially shorter than in this country. The capital invested per mile of track is much less than the net capital liabilities per mile of track in the large cities of America. In Berlin, for instance, the capital per mile of track is $68,695, as compared with $259,542 for the surface railways of New York city. The German city governments exercise the closest supervision over the issue of securities by railway companies as well as over fares and conditions of service. The average rate of fare in the German cities covered by Table 84 ranges from 2.1 cents to 2.6 cents. To some extent, the German street railways still follow the practice of charging fares according to distance, but the tendency is distinctly toward the substitution of a uniform fare, at least within the limits of the leading municipality served. Thus in Berlin the uniform fare within the city limits is 10 pfennigs, or 2.38 cents. 154 STREET AND ELECTRIC RAILWAYS. Even where the system of charging according to distance exists in Germany, it often happens that much the greater proportion of the rides taken are for distances represented by the lowest rate of fare. Thus, on the railway system which serves Hamburg and the adjacent city of Altona, the minimum fare is 10 pfennigs. This covers any two of the established zones, the zones vary- ing in length from about 0. 6 mile in the central part of the citv to 1.9 miles in the outskirts. For each two ad- ditional zones, an extra charge of 5 pfennigs is made, the maximum fare being 30 pfennigs, or a little over 7 cents. In 1900, 70.8 per cent of the passengers on this railway paid the 10-pfennig fare only, and 26 per cent paid 15 pfennigs, while only a little more than 3 per cent of the passengers paid hig'her fares. 1 In Chapter IX reference has been made to certain interesting provisions of the street railway franchises in Berlin and Hamburg. Somewhat similar require- ments as to compensation to the local authorities for the privileges conferred exist in various other German cities. HI. FRANCE. Table 85 presents a summary of the available statis- tics for French street railways in 1901, and also shows the statistics for the department of the Seine, which includes Paris, and for several of the leading cities of the country. The French official statistics recognize three groups of tramways. The first group, officially designated as "tramways for passengers and freight," comprises 1,872 miles of line and is not included in the table. The 1 Vellguth, "The Street Railway Company of Hamburg,'' Street Railway Journal, January 4, 1902. railways of this group are mostly operated by steam and correspond roughly to American narrow gauge steam railways. Railways of the second group are officially designated as "tramways for passengers, baggage, and express," and are similar to American interurban lines. The total length of first main track of this class of railways is only 156.5 miles. The greater part of their business is the carrying of passengers. Somewhat more than half of these companies use steam power, and most of the remainder use electric power with the overhead trolley. The group of street railways proper, "tram- ways for passengers only," is mostly confined to the large cities and their immediate suburbs. The total length of line for both groups is 1,173.3 miles, or about one-fourteenth of the mileage in the United States. The population of France is about half that of the United States, and the ratio of urban to rural population is roughly the same as in the United States. Nearly one- fourth of the total length of line in France lies in the department of the Seine. The French street railways. report a cost per mile of road of $97,000, which is much less than the capitaliza- tion of American railways. Moreover, it should be remembered that the greater part of the trackage in France is located in the larger cities where the cost is higher than in small towns. The total receipts of the French tramways are $16,963,000, or about one-fifteenth of the receipts of American street and electric railways. The receipts of the Paris companies are greater than those of all the other companies combined, notwithstanding the fact that the omnibuses in Paris carry nearly as many passengers as the tramways. The receipts per mile of line for France as a whole, 114,460, are slightly less than in the United States, where they average $15,103. Table 85.— TRACKAGE, TRAFFIC, AND FINANCIAL STATISTICS OF STREET RAILWAYS IN FRANCE AND IN LEADING FRENCH CITIES; 1901. [Stalistique des Chemins de fer Franeais, Documents Divers, 1901.] Popula- tion, 1901. Length of line (first main track) construct- ed, miles. Length of line oper- ated, miles. Cost of con- struction. Cost per mile of line. Gross re- ceipts. 1 Expenses. 1 Ratio of ex- penses to receipts (percent- age). Gross re- ceipts per mile of line con- structed. France . 38,961,945 $114,218,000 $97, 000 816,963,000 $13, 812, 000 81.4 814,460 Tramways for passengers and baggage. Tramways for passengers only Department of the Seine Other departments Marseille and vicinity". . Lyon and vicinity 2 Bordeaux and vicinitv 2 . Lille St. Etienne 3, 669, 930 35, 292, 015 491, 161 459, 099 257, 638 210, 696 146, 559 156. B 1,016.8 285.1 731.7 53.4 80.1 62.1 42.2 24.2 157.8 ,122.3 380.7 741.6 71.4 87. 6 52.8 55.3 24.2 795, 000 16, 168, 000 8, 230, 000 7,939,000 1,053,000 1,376,000 872, 000 475, 000 269, 000 681,000 13,131,000 7, 218, 000 5,913,000 866, 000 1, 010, 000 637, 000 347, 000 205, 000 85.7 81.2 87.7 74.5 82.2 73.4 78.1 73.1 76.2 5,080 15,900 28, 870 10,850 19, 720 17, 180 14, 040 11, 260 11, 160 iThe reports do not distinguish between operating earnings and expenses and other receipts and expenses. 2 Population of city named only. The ratio of expenses to receipts on French tram- ways for passengers only is 81.2 per cent, apparently a much higher ratio than in the United States. The re- ports do not show clearly what is covered by the term "expenses," and it is quite probable that they include taxes, and perhaps interest on bonds as well; in which case comparison of the ratio mentioned with that of operating expenses to operating earnings on American railways would be wholly misleading. In the depart- ment of the Seine, the ratio of expenses to receipts is STREET RAILWAYS IN EUROPEAN COUNTRIES. 155 larger still, and the companies in that department com- plain that their business is scarcely profitable. This is probably due largely to the fact that most of the traffic in the densely populated center of Paris is car- ried by omnibuses, the street car lines being in the main confined to the outlying districts. Moreover, up to 1901, fully half of the street car lines in Paris were still operated by horsepower, while on most of the others the expensive accumulator system was employed. Paris, indeed, shows probably a greater variety of methods of traction than any other city in the world. The underground trolley is used on a small amount of track; compressed air, ordinary steam locomotives, and locomotives operating with superheated steam without fire are also employed. The more important tramways of Paris belong to the same company which operates the omnibuses. Many new street railway lines were constructed in anticipation of the Exposition of 1900. The subway system of Paris, which is owned by the city, but operated by a private company, is not included in the statistics of tramways. The first line running nearly straight from one end of the city to the other, following the line of the Champs Elys^es, was opened in 1899. Other lines are being rapidly constructed. This system is operated by electricity on the multiple- unit plan. It has proved highly profitable, and has cut deeply into the receipts of the tramways. Eecent statistics of the number of passengers carried in Paris are not available. In 1899, the surface tram- ways in that city carried 173,866,684 passengers. (This figure does not include one company of minor impor- tance.) The number of passengers carried by the omni- bus lines was 137,004,054, while the electric subway, which was in operation only part of the year, car- ried 15,887,873 passengers, making a grand total of 326,758,611. 1 The population of Paris proper in 1901 was 2,714,068. The traffic of the tramways and omni- buses is therefore much less in proportion to popula- tion in Paris than in the leading cities of the United States. It should be added, however, that in Paris, as in many other continental cities, there is an immense number of cabs with fares which are but a small frac- tion of those charged in American cities. A considera- ble share of the traffic which would here patronize the street cars is carried in cabs in Europe. The development of street railways in the other lead- ing cities of France is also very much inferior to that in cities of corresponding size in the United States. Most of the tramways outside of Paris, however, are now operated by electricity and very rapid development is taking place. According to L'Industrie filectrique, there were in France, at the beginning of 1903, 1,995 kilometers of line operated by electricity, and 3,004 1 Annuaire de la Ville de Paris, 1900, page 447. electric motor cars, as compared with 487.5 kilometers of line and 759 motor cars in 1899. These figures pre- sumably include the trackage of the tramways for passengers and freight which are not covered by the preceding tables. 2 IV. AUSTRIA. The following statement presents statistics relating to the street railway business in Austria for the year 1900: Length of line (first main track), miles: Total 231.5 Electric 158. 2 Cable .6 Horse / 72. 7 Receipts, total ' $2, 137, 066 Expenditures, total $1, 518, 977 Ratio of expenditures to receipts, percentage 71. 1 Passengers 74, 268, 082 Car mileage 11, 180, 386 Passengers per car mile i 6. 64 1 Items included are not indicated. The most extensive electric system is in Vienna and its environs, which had 37 miles of electric road in 1900, with additional lines under construction. The number of passengers carried in 1900 was 29,382,521, the re- ceipts, $823,410, and the expenses $644,854. As in the case of the statistics for the country as a whole, it is not clear what is included in the item "expendi- tures," but they apparently include taxes. Vienna has a population of about 1,20^), 000. Altogether there are 22 electric railways in Austria, practically all doing an exclusively urban business as distinguished from an interurban business. Private ownership prevails. V. HTJNGAET. 1 The following statement shows for 1900 statistics of the Hungarian street railways, which are practically all electric linos operated by private companies: Length of line, miles 156. 5 Number of passenger cars 908 Passengers carried 77, 860, 372 Passengers per mile of line 497, 510 Capital invested 816,451,181 Receipts S3, 063, 493 Expenditures' SI, 808, 953 Ratio of expenditures to receipts, percentage 59 1 Items included are not indicated. Budapest, the capital of Hungary, stands very high among European cities in its street railway enterprise. The total number of passengers carried by the railways in this city in 1900 was 69,875,654. There were 68 miles of line, practically all electric. The leading com- pany has a system 37 miles in length, in which it has invested$7,475,000; the receipts in 1900 were $1,748,000; 2 Street Railway Journal, November 21, 1903. 3 Statistik der Electrischen Eisenbahnen, Drahtseilbahnen, und Tramways mit Pferdebetrieb, 1900. 4 Ungarisches Statistisches Jahrbuch, 1900, page 217. 156 STREET AND ELECTRIC RAILWAYS. expenditures, £876,000, showing a ratio of operating expenses to receipts of only 50.1 per cent. Budapest was the first city in the world to use the underground trolley system, her first lines dating from 1889. There is also a subway railroad in this city. VI. NETHERLANDS. 1 In addition to the strictly urban railways in the Neth- erlands there are numerous steam tramways connecting towns, similar to those in France and Italy. Their sta- tistics are not separable from those of the animal power and electric roads in the cities. The chief business of these interurban lines is the carrying of passengers. The total length of line of all street railways and tramways in 1901 was 983.2 miles; the number of pas- sengers, 65,932,000; and the gross receipts $2,S39,700. Private ownership of street railways prevails in the Netherlands. In Amsterdam there were, in 1899, 21 miles of street railway, partly operated by horses; in 1901 there were 1,122 horse cars and 1,135 electric cars. In Rotterdam there were, in 1899, 73 miles of tramways, but this trackage apparently includes some of an interurban character. In The Hague there were, in 1899, 21 miles, including steam, animal, and electric traction. VII. BELGIUM. 8 In 1901 tramways were found in onty 5 Belgian cities, and in only 2 of these, Liege and Verviers, were they operated by electric traction. All the lines are operated by private companies. In Brussels steam traction is used to some extent. The following statement shows for 1900 the length of line and number of passengers carried in the 1 cities making reports: CITY. Length of line (miles). Passengers. 9.50 18.00 .62 7.50 10, 154, 000 7, 792, 000 383, 000 2, 492, 000 VIII. SWITZERLAND. 3 The statistics of Swiss street railways do not include the various cable and rack and pinion railways found in the mountains. 1 Statistiek van het Yervoer op de Spoorwegen en Tramwegen; 1901; Jaarcijfers voor het Koninkrijk der Nederlanden, 1900, page 219. 2 Annuaire Statistique de la Beige, 1901, page 385. 3 Statistiscb.es Jahrbuch der Schweiz, 1901, page 120. The following statement shows the chief statistics of the Swiss railways for 1899: Length of line (first main track) , miles 109. 7 Passengers carried 43. 151. 680 Car mileage 13,646,182 Passengers per car mile 3. 16 Receipts.... $1,069,041 Expenditures > 8811, 383 Ratio of expenditures to receipts, percentage 75. 9 Capital invested $4,669,789 i Items included are not indicated. In 1899 electric traction was emploj'ed on 23 of the 27 systems reporting, and horses were employed on 5 of the s} 7 stems. The most extensive street railway system is found in Geneva, which has about 13 miles of line, with 6,811,316 passengers in 1899. In Basel there are 7.4 miles of street railway line, and the number of passengers was 7,471,920 in the same year. IX. ITALY. 4 The only available statistics regarding Italian street railways covei those operated by mechanical traction, but not those operated by animal power of which a number exist. They include a considerable number of - interurban tramways, operated by steam, which do primarily a passenger business, but also some freight business. The first of these interurban tramways was established in 1878. They are operated for the most part on the public highways. The total length of line (first main track) of the street railways and interurban tramways operated by mechan- ical traction in 1900 was 1,930 miles, of which 105 miles only were operated by electricity, practically all the rest being operated by steam. In Home and its imme- diate environs there were 30 miles. In the city limits of Milan there were 53 miles, of which 34 were oper- ated by electricity. The street railways of Italy are ordinarily owned by private companies, but those in Milan are owned by the city and leased, on very favor- ableterms, to an operating company. X. SPAIN. 6 In Spain, as in Italy, there are a considerable num- ber of so-called tramways (tranvia) which operate between cities and towns, and use chiefly steam as the motive power. Street railways proper are found in a number of cities and operate chiefly by animal traction, though electric traction is found in Madrid, Valencia, and two other cities. The total length of the street railways and tramways in 1900 was 347 miles, of which 23 miles were in Madrid. •Annuario Statistico Italiano, 1900. 6 Estadistica de las Obras Publicas, 1901, page 375. STREET AND ELECTRIC RAILWAYS PART II (157) STREET AND ELECTRIC RAILWAYS. PART II. By Thomas Commerford Martin, Expert Special Agent. CHAPTER I. HISTORY AND DEVELOPMENT OF ELECTRIC TRACTION. The early technical history of street railways in America has little direct connection with the problems of traction as they exist at the present time, for, while there are some technical features which are evolution- ary and reveal descent from a long line of methods and principles, the sudden change of motive power from horses and mules to electric motors, with but a brief intervening period of cable development, has brought about an entirely new set of conditions. It follows that while the earlier ante-electric history might be studied for its own sake, it embodies very little of per- tinent interest and instruction in the study of the modern street railway systems of the United States. In connection with the text which follows it is deemed proper to say that a great many authorities have neces- sarily been consulted, although, from 1877 Onward, the facts lie very largely within the personal observation of the writer of this report. Among the books quoted are Wright's American Street Railways. Fairchild's Street Railways, Dawson's Electric Railways and Tram- ways, Martin and Wetzler's Electric Motor and its Applications, Crosby and Bell's The Electric Railway, Bell's Power Distribution for Electric Railroads, Pratt and Alden's Street Railway Roadbed, Clark's Tram- ways, Rider's Electric Traction, Gotshall's Electric Railway Economics. In addition to these may be men- tioned, for their value in regard to technical data, Herrick's Practical Electric Railway Handbook, Fos- ter's Electrical Engineer's Pocketbook, and Dawson's Electric Traction Pocketbook. These have been sup- plemented by numerous governmental reports, which bear more or less directly on the subject, such as that of Capt. Eugene Griffin, United States Engineers, United States Senate Miscellaneous Document No. 84, Fiftieth Congress, first session, which is believed to be the first governmental report dealing with the subject in this country. These documents have also been sup- plemented by citations from the columns of the elec- trical and technical press, particularly the files of the Street Railway Journal, Annual American Street Rail- way Investments, issued by that journal, as well as the transactions of the American Street Railways Associa- tion and kindred national and state societies. In the third decade of the last century a lumbering omnibus car, called the "John Mason," of which an early engraving is here presented, was drawn by horses over strap rails laid on stone ties through Fourth avenue, New York city. This constituted the first passenger street railway ever constructed. Some twenty years later the Sixth Avenue Railroad of New York city was built, and its moderate success gave great encouragement to further development. Between 1850 and 1855 half a dozen roads were constructed; 30 in the next five years; over 80 between 1860 and 1870; and at the time of the census of 1890 there were 769 street railways in operation in the leading cities of the country. The cable system, which the present statistics show to be almost, obsolete in this country, was introduced in August, 1873, but enjoyed barely a quarter of a century of useful application. For a time it promised to be the dominating factor in the field wherever the traffic was dense enough to recoup the enormous outlay on con- struction and the heavy cost of operation, leaving to the horse and the mule, or an occasional dummy steam locomotive, all the other lines where passenger traffic was light. The main ideas of the cable system were suggested at an early date by E. S. Gardiner, of Philadelphia, but the real beginning of this stage of street railway trac- tion dated from the work in San Francisco of Andrew S. Hallidie and his coworkers, Asa E. Hoyey, William Eppelsheimer, and Henry Root. It may be noted in passing that the essential principles of the cable system (159) 160 STREET AND ELECTRIC RAILWAYS. involved a cable traveling in a slotted tube operated by distant driving machinery, and a cable grip, by means of which the car attached itself to the motive cable. Upon this plan and its variations, more than one thou- sand patents were issued in the United States up to 1890-91, when the superiority of electricity as a motive power had been demonstrated so thoroughly that no new cable system of any kind for any purpose has since been proposed, or is likely to be seriously considered. An immense amount of ingenuity was displayed in the development and perfection of cable systems, and they served the public admirably in many ways, giving facili- ties never previously enjoyed and suggesting what might be done in the future to afford the dense popu- lation of modern cities greater freedom of movement. Moreover, the success of the cable was largely responsi- ble for the welcome which capitalists and engineers gave to the first crude trials of electric traction. It is an interesting problem to explain why the value of electricitjr as a motive power was so slowly recognized. The earliest efforts to apply the electric motor to loco- motive purposes antedated the beginning of the cable and synchronized with the earliest attempts to utilize steampower, but it was not until fifty years after both of these methods of traction had been put into use that the electric street car or the electric locomotive could be pronounced a definite success. There is but one expla- nation sufficient to account for the long period of failure and disaster attending the introduction of electric trac- tion — namely, the want of an adequate supply of cheap current with the appropriate methods for its distribu- tion and delivery to the governed vehicle. In some of the earliest attempts the electric vehicle was self con- tained. In other words, the motor was attached in various ways to the revolving axle and derived its sup- ply of current from primary batteries carried on the vehicle itself. Thus, for example, in the pioneer work done by Thomas Davenport, a blacksmith, of Brandon, Vt., this method was illustrated in his working model. Davenport not only patented electro-magnetic power as a governing principle, but in the autumn of 1835 set up a small, circular railwaj' in Springfield, Mass., over which he drove an electro-magnetic engine. Prof. Moses G. Farmer, a distinguished American inventor and investigator, in 1847 constructed and ex- hibited in public an electro-magnetic locomotive draw- ing a little car that carried passengers, back to back, on a track a foot and a half wide. For this he used 48- pint cup cells of Grove nitric acid battery; and the mere statement of this fact will suggest even to the un- initiated the costliness and clumsiness of such methods. In 1850-51 Mr. Thomas Hall, of Boston, exhibited a small working motor on a track 40 feet long, at the Charitable Mechanics Fair in Boston, and while this was a mere toy, and used but a couple of cells of bat- tery, it sufficed to illustrate the principles of a motor or locomotive with a single trail car. About this time (1847) an interesting demonstration was also made with a small working model, of one of the features which has been most instrumental in the success of modern electric methods, that of the utilization of the track as part of the return circuit for the current. Doctor Colton, once a famous dentist in New York city, and noted for his early application of laughing gas in that work, was associated with a Mr. Lilly in the con- struction and operation of a small model locomotive which ran around a circular track. The rails were insulated from each other, each connecting with one pole of the battery. The current from the battery was taken up by the wheels, whence it passed to the mag- nets, upon whose alternating attraction and repulsion motion depended; then it returned to the other rail, connected to the other pole of the battery, and thus completed the circuit necessary for the flow of the current. In like manner, in the vast machinery of the electric systems enumerated in this report, the current passes from the power house to circuits of one polarity, through the trolley pole to the motor or electro-mag- netic propelling system, thence through the wheels to the track, which completes the circuit by being con- nected to the other pole or side of the dynamo at the power house. The principles are obviously identical, but it took more than a quai'ter of a century to develop the proper method of application in all its details. The most serious and sustained attempt in the early period to operate a self -sustained vehicle or car — which would correspond with the storage battery cars, a few of which are enumerated in this report — was that due to Prof. C. G. Page, of the Smithsonian Institution. About 1850 Professor Page devoted considerable time and attention to the development of electric engines or motors, in which the reciprocating action of a system of magnets and solenoids or armatures was applied by crank shafts to driving a fly wheel, to which rotary motion was thus imparted. This reciprocal motion, as in steam engines, was one of the prevailing features of the early electric motor work in this country and in Europe; but it was not long before its general inap- plicability was realized and it was abandoned for the simpler and more direct rotation of the armature before or between the poles of electro-magnets. On April 29, 1857, with an electric locomotive on which he had installed a large reciprocating motor developing over 16 horsepower, Professor Page made a trial trip along the track of the Washington and Bal- timore Railroad, starting from Washington. In order to obtain current for energization, the motor was equipped with 100 cells of Grove nitric acid battery, each having as one element a platinum plate 11 inches square dipped in the acid. Bladensburg, a distance of about 5i miles, was reached in thirty-nine minutes, and a maximum speed of 19 miles an hour was attained; the entire trip to and from Bladensburg occupied one hour and fifty-eight minutes. But many disasters happened THE JOHN MASON" ORIGINAL STREET CAR. A BOBTAIL" CAR STILL IN USE IN 1902 AT DECATUR. ALABAMA. HISTORY AND DEVELOPMENT OF ELECTRIC TRACTION. 161 to the batteries. Some of the cells cracked wide open, and jolts due to inequalities of track threw the batteries out of working order. These experiments must have been extremely costly, and no little discouragement among people in general attended this failure; but Professor Page was not daunted, and for some years continued his work on electric motors, displaying great ingenuity, but not able, apparently, to give up the reciprocating principle. Another inventor of the early period, whose work should not be overlooked, was Henry Pinkus, who ap- pears to have proposed and provisionally patented, as far back as 1840, the idea of a railway whose motors should pick up their current from the rails. To his work many later inventors were referred by the Patent Office. He, as well as a great many others for several years thereafter, had to endure failure because the dj'namo had not as yet been invented. The invention of the dynamo replaced the primary battery as the source of current for the electric railway, and a basis of operation was reached by which the cost would com- pare favorably with that of vehicles propelled along tracks by the direct application of steam. The invention of the dynamo was the great and suffi- cient reason for the upgrowth of the modern industries which depend upon a large consumption of electric current. This fact is brought out by the figures of the census of 1900 in regard to electrical manufactures, where it is shown that of apparatus valued at least at $100,000,000, more than 75 per cent belongs in classes that were unavailable to the public in the days of the primary battery, and that still would be altogether inaccessible if the sources of current supply were little cells with metallic elements dipped in acid solution, yielding current in small volume and at feeble pressure. Following promptly upon the commercial exploita- tion of the early magneto-electric and dynamo-electric generators came a sharp renewal of the efforts to perfect the electric railway. These efforts were made on both sides of the Atlantic, the work which attracted the most attention being, perhaps, that of Dr. Werner Siemens at Berlin in 1867 and, about ten years later, of Siemens and Halske. In the meantime efforts were being made in the United States, and in 1879 Mr. Stephen D. Field elab- orated plans for an electric railway substantially the same as that soon afterward put in experimental operation by him at Stockbridge, Mass. At this stage of the develop- ment of electric railways the problem again arose with regard to the transmission of current from the source of energy to the traveling motor. Instead of using one rail as the receiving part of the circuit to the motor, and the other rail as the return part of the circuit, the idea was conceived of employing a third rail to receive the cur- rent, leaving the two outside rails for the return. This third rail was sometimes placed between the two traction rails for" contact purposes, sometimes outside them on the same level or raised on short posts, and in some cases, as in mines, was placed above the car or locomotive in the manner of an inverted letter T so that the current could be taken off by some form of traveling contact. The demonstrations with the third-rail method were certainly successful, although the various parts of the apparatus would be regarded at the present time as very crude and cumbersome. It was something, how- ever, that a start had been made and that stimulus had been given to the imaginative powers of American in- ventors, and it was not long before new electric rail- way inventions and projects were appearing all over the country. Some of the work which at this time attracted notice was that of Mr. Thomas A. Edison, who made various interesting experiments in electric railways, which he demonstrated upon a little road built at Menlo Park, N. J. There, during the period from 1880 to 1882, Mr. Edison developed a series of electric railway motors and locomotives which were actually employed in carrying many thousand people and a considerable amount of freight. The records show, that according to a contract made between Mr. Edison and Mr. Henry Villard, in 1881, the former was to build not less than 2£ miles of electric railwa} r at Menlo Park, equipped with three cars and two locomotives, one locomotive for freight and one for passengers, the latter having a capac- ity of 60 miles an hour. The capacity of the freight engine was to be the hauling of 10 tons net of freight at a cost for power per ton mile less than that of the ordi- nary steam locomotive. If the experiments were suc- cessful Mr. Villard was to pay the actual outlay and to negotiate for the installation of at least 50 miles of elec- tric road in the wheat regions of the northwest. Accord- ing to Mr. Edison, Mr. Villard paid out nearly $40,000 on account of the work, and there is reason to believe that the work would have gone further had not the Northern Pacific Eailroad, with which Mr. Villard's for- tunes were then associated, gone into the hands of a receiver. In Mr. Edison's experiments the electric loco- motives were built along the usual lines of the steam locomotives, and equipped with cowcatcher, headlight, cab, etc. The motive power was at first applied from the motors to the axle by means of friction pulleys, but this method was found to be unsatisfactory, and in later efforts belts were employed. The armature shafts were belted to a large pulley and countershaft, another belt driving from a small pullej' on the countershaft to a larger pulley on the car axle. In operation, the pul- leys slipped a great deal before the locomotive actually started, and this led to the introduction of resistance boxes, which were placed upon the locomotive in series with the armature. The locomotive was started with three resistance boxes in circuit, consuming in heat part of the current. After normal speed had been attained, the operator could plug or switch the various boxes out of the circuit, and in this way gradually increase the speed. As a further step, Mr. Edison, finding that 162 STREET AND ELECTRIC RAILWAYS. the resistance boxes were in the way, had some copper wire wound on one of the legs of the motor field mag- net. In this way the resistance was put where it occu- pied the least room, and where it served also as an additional field coil in starting the motor. Various other developments and improvements were gradually introduced until the cessation of the work in 1882; but throughout the whole period current was fed to the motor through the track, and was supplied to the road by underground feeder cables from the dynamo room of the laboratory. In order to insulate the track from the ground, the rails were insulated from the ties by giving them two coats of japan varnish, baking them in the oven and placing them on pads of tar impregnated muslin laid on the ties. The ends of the rails were electroplated and not japanned, so as to afford good contact surface for the fish plates, and for the copper bonds, which were added to increase the electric con- tinuity of the track circuit. Early in 1883 the electric railway interests of Messrs. Field and Edison were brought together into the hands of one company. Soon after, at the Chicago Railway Exposition of that year, an elective railway was put in operation by Messrs. Field, C. O. Mailloux, F. B. Rae, and others, which still employed, however, the third- rail method. A circular track nearly a third of a mile in length, 3-foot gauge, ran along the gallery of the building and the locomotive, named "The Judge" after Chief Justice Field, hauled a car along this track. Dur- ing the month of June, over 26,000 passengers were carried. Similar work was done with "The Judge" at the Louisville Exposition of the following fall. In this locomotive the motor was placed crosswise on the frame so that its armature was parallel with the sills. The armature shaft had connected with it a projecting shaft which transmitted motion by means of bevel gear- ing to a countershaft carrying two pulleys. These pul- leys transmitted power by means of belts to the pulleys on the axles of the drivers. It will be observed that in this experiment, as in Edison's, the motor was placed above the floor of the car and not underneath it. An average speed of 8 miles an hour was made and a max- imum speed of 12. The locomotive included original devices for controlling the current depending upon the resistance of a suitable rheostat to be cut in and out of the main circuit. The locomotive was 12 feet long and 5 feet wide and weighed about 3 tons. Current was picked up from the service or feed rail between the two outside rails by means of a traveling "vise," in the jaws of which were insei'ted bundles of phosphor-bronze wire so arranged, obliquety downward and inward, that which- ever way the car moved, forward or backward, a good clean contact would be made on each side of the rail. Another of the workers in the early eighties was Mr. Leo Daft, an Englishman, who was one of the first to make a commercial business of the construction of motors and of their operation from central power sta- tions for the purpose of driving machinery in such cities as New York and Boston. After some trials of a Daft locomotive on the grounds of his company's works at Greenville, N. J., a line was constructed on the Saratoga and Mount McGregor railroad in November, 1883. This railroad was about 12 miles long with sharp curves and steep grades, and over it the locomo- tive "Ampere" ran, hauling a regular passenger car. As in many other instances, the motor in this case was placed above the platform of the locomotive. At each end of the armature shaft was keyed a pulley from which belts ran to large pulleys mounted on the countershaft, situated midway between the driving wheels; from the countershaft ran another set of belts to the driving wheels. The reduction of speed from the armature pulleys to the drivers was in the ratio of 8 to 1. On this road also a central rail was used to feed current to the motor, the current being picked up by small phosphor-bronze contact wheels, spring mounted to secure flexibility. During 1884 Mr. Daft built and equipped a small road on one of the long piers at Coney Island, New York's famous seaside resort, which carried 38,000 passengers in one season. In this the system of current supply was also by means of the track. A little later another Daft road was installed at the Mechanics' Institute Fair in Boston, carrying 4,000 or 5,000 pas- sengers weekly for a month. The motor " Volta" used in Boston was then taken to the New Orleans Exposi- tion and operated on a line about one-fifth of a mile in length, between the United States Government build- ing and the main building. This line also carried sev- eral thousand passengers. In 1885 Mr. Daft equipped for the Baltimore Union Passenger Railway Company a line running out through the villages of Hampden, Mt. Vernon, and Woodberry, a distance of about 2 miles, and reaching an elevation of about 150 feet above the city of Baltimore. For this branch two locomotives were built, the motors being placed low down on the floor of the car, and motion from the armature shaft to the car wheels being obtained by internal gears. At each end of the arma- ture shaft a 3-inch phosphor-bronze gear was keyed, and these meshed with large gears 27 inches in diame- ter fastened to the axle of the driving wheels, the ratio of peripheral speed of armature and drivers being as 3.27 to 1. The track was equipped with a third rail to supply current, placed midway between the outer rails, which served as the return circuit. Part of the system was also equipped with an overhead trolley service. This suburban road continued in operation for some time, until it became part of a general network of elec- tric railways equipped with more modern apparatus. Mr. Daft, about this time, also equipped several other street railways in different parts of the country employ- ing as a rule two overhead trolley wires, with two trolley contacts, so as to do away not only with the third rail as a means of current supply, but to obviate any use of HISTORY AND DEVELOPMENT OF ELECTRIC TRACTION. 163 the track as a part of the circuit. The system of double overhead trolley, which will be referred to later, has continued in vogue in one or two places down to the present time. Throughout this period Mr. Daft was also engaged in a series of experiments on the New York elevated railroads, to which work allusion will be made elsewhere. One of the men to whom the street railways owe much in their technical development was the late Charles J. Van Depoele, a Belgian, whose father was master me- chanic for the East Flanders Railway S3 r stem. Van Depoele's trade was that of a cabinetmaker, but he devoted all his leisure time to electrical experiments. In the summer of 1869 young Van Depoele emigrated to this country and began in Detroit the manufacture of art furniture. With the income derived from his growing business he was able to indulge his taste for electricity, and soon made some of the earliest success- ful arc lights and dynamos for illuminating purposes. His greatest hobby, however, was the propulsion of street cars by electricity, upon which he had been work- ing as far back as 1882. In the winter of 1882-83 Mr. Van Depoele bad a short experimental line running in Chicago, and during the same year he operated a car at the Industrial Exposition in that city, taking current by means of an overhead wire. He was encouraged by the results obtained in this way, and in the fall of 1885 made a contract with the directors of the Toronto (Canada) Annual Exhibition to run, single track, a train of three cars and a motor car from the street railway ter- minus to the exposition, a distance of 1 mile. On this system, which was operated successfullj- and carried an average of 10,000 passengers per day, a speed of 30 miles an hour was attained. The track was used as the return circuit, and on top of the car was placed one of the first illustrations of the "underrunning" trolley now commonly employed. The contact wheel was car- ried by a pivoted beam, the latter being provided with a spring on one end pressing the wheel at the other end up against the underside of the overhead wire. A flex- ible cable connected this contact wheel with the switches, rheostat, and motor on the motor car. The illustra- tions of this old road show in crude form the modern central overhead wire, underrunning trolley and trolley poles, side bracket poles for suspending the wires, and the insulated track return. It might be said that this was not a street railway in the strict sense of the term, although it ran through the streets. Mr. Van Depoele's next step was the equip- ment of a regular street railway at South Bend, Indi, where no fewer than five separate cars were operated at one time, something which had never before been attempted or even supposed possible. This road de- rived its current from a generating plant driven by waterpower. The equipment of the road consisted of open and closed four-wheeled cars. On each of the closed cars was placed a 5-horsepower motor, while a large open car was equipped with a 10-horsepower motor. The motors were placed under the cars between the wheels, and the axles were connected by means of sprockets and link belt. This innovation had been found to be desirable, as the motor was in the way when above the car platform, and the distance between the armature shaft and the driven axle was too great. Moreover, the motor, when above the platform, occu- pied space needed for passengers. According to Mr. Van Depoele's own account of this road, a variation was attempted in the trolley contact. The copper trol- ley wire one-quarter inch in diameter was suspended above the track by means of cross wires fastened to poles placed near the curb. From the underside of this copper wire hung a tiny car fastened to a flexible cable, which passed to the inside of the motor car, and was there fixed in connection with the switches, motor, etc. This car or trolley on the wire traveled with the car on the track and made a perfect contact. This de- vice, and modifications of it, were seen on other Van Depoele roads, but were soon abandoned for the under- running contact. On some Van Depoele roads, how- ever, a form of overrunning trolley wheel was tried, which traveled along the upper surface of the trolley wire and was held in position by means of a heavy bal- ance weight. In 1885 Mr. Van Depoele contracted with the president of the New Orleans Exposition for a road nearly a mile long, with a carrying capacity of about 200 people, to be operated on the grounds. This was equipped with a motor car and two large open cars. The motor in this case was placed in the center of the floor of the car, the two middle seats being removed for the purpose. This line was equipped with contact wheel, upward-pressure trolleys, the wheel making contact on the underside of the overhead wire, as at Toronto. The experiment at New Orleans, La., was followed by several contracts for roads at Minneapolis, Minn., Detroit, Mich., Appleton, Wis., and Montgomery, Ala. The road at the last-named place was equipped with 12 cars and began operation in 1886. Considerable discussion arose as to the scope of Van Depoele's work and the importance of his inventions, not a little of which related to the underrunning trolley contact, one of the features which renders the modern systems commercially practicable. It was alleged that Van Depoele had simply carried out or modified ideas and suggestions already in existence. It was asserted, for example, that in systems of electric train signaling, some kind of a trail contact device or trolley had been employed to get current or signals from an overhead conductor to the instrument on the car, and that when it came to the operation of street railways, the difference in method was unimportant. In reply to this contention it was pointed out that many able inventors, when first confronted by the prob- lem of overhead contact, did not avail themselves of what had been suggested or developed in the electric 164 STREET AND ELECTRIC RAILWAYS. railway signaling- art, but started out on the new and independent line of overrunning trolleys. So far as Mr. Van Depoele's work is concerned, it may be stated here as part of the historical record that the courts sus- tained his claims, and that in a well-known decision Judge Townsend of the United States circuit court said: Ko one can read this record without being impressed by the fact that Van Depoele was more than a skilled mechanic in the art of electrical railway propulsion. The Patent Office has raised a pre- sumption in his favor as an inventor by the grant of numerous pat- ents to him. Some thirty have been introduced by complainant, several of which cover highly meritorious inventions which have largely contributed to the successful practical operation of the trol- ley roads throughout the country. In fact, the construction cov- ered by his earlier patent for an overhead underrunning trolley shows that he appreciated the problems involved in varying lines and curves, and to a limited extent by said device ingeniously pro- vided for their solution. The inventors in the art of electrical propulsion, signals, or tele- graphs, had failed to provide for an operative contact device at the distance from the car required for the operation of the underrun- ning trolley road except by unwieldy and impracticable structures on the roof of the car. They had failed to adequately provide for considerable variations from practically straight lines of travel. In their later attempts to do so, they had constructed or adopted con- trivances which departed from the earlier devices now claimed to show lack of patentable novelty, and thereby furnished strong proof that the changes made by Van Depoele were not obvious ones. Defendant's expert is forced to admit that the advantages of an underrunning trolley were not obvious and that the earlier constructors must have been in doubt as to the efficiency of such a system, and that the prior underrunning overhead devices would have led a person away from rather than toward an upwardly pressed hinged conductor. In these circumstances the new use of old principles does not fall within the rule of a double use. I have been unable, therefore, to adopt the view of counsel for defendant, that the art of conducting electricity from a conductor to a trans- lating device on a moving vehicle was sufficient to enable the skilled mechanic to construct the device of said first patent. In respect of the underlying fundamental object and result of the paper patents for signaling devices and the Van Depoele device, the transfer was to a branch of industry but remotely allied to the other, and the effect of such transfer has been to supersede other methods of doing the same work. That no great confidence was entertained in the early eighties as to the feasibility of the overhead contact method of obtaining current for an electric car is to be inferred from the expensive installation made in Cleve- land in 1884 by Messrs. Edward M. Bentley and Walter H. Knight, and put in operation by them in August on the tracks of the East Cleveland Horse Eailway Com- pany. Two miles of the road were equipped with a little underground conduit placed between the rails and running the entire length of the road. In this conduit was placed the feeding conductor, and the high voltage current for the Brush series wound motor was picked up from it by means of a " plow," which passed through the slot in the conduit, and by sliding contact on the conductor maintained connection with the sources of power. A photograph of the first car equipped to travel over this track is here shown. It was an old horse car equipped with a small arc lighting dynamo driven as a motor. Two other cars, with similar motor equipment, but with variations in gearing were also tried; the last being furnished with spur gearing. The body of the gears was built up of paper, like a paper car wheel, in order to deaden the noise. In the third car, also, the motor was carried by a separate truck, its shaft lying longitudinally of the car, and geared with a parallel countershaft which drove the two axles by bevel gearing. This line, which was in man}" respects a forerunner of the conduit systems since suc- cessfully operated in our largest cities appears to have worked very well, not only in ordinary weather, but through the unusually deep snow of the winter of 1884-S5. As a matter of fact this seems to be the first regular electric street car equipment installed in Amer- ica, operating for fare like the old horse cars. The same Bentley-Knight system was laid down on Fulton street, New York city, with the contact conduit at one side instead of in the center between the rails, but for some reason this road never went into opera- tion and was afterwards torn up. Another Bentley- Knight line was later constructed in Boston and remained in operation for some time, but was finally superseded by trolley methods, although apparently it can not be said that the relinquishment of the effort was due to any inherent fault of the underground con- duit method. The time simply was not ripe for this development, nor had the prejudice against overhead wires in cities yet become so strong as to prevent the 'overhead network appearing even where an under- ground system had already shown itself sufficient to the exigencies of the case. The further important develop- ments of the conduit system will be treated later in a discussion of this branch of the art. At about the same time some work was being done in Kansas City, Mo., by Mr. John C. Henry, a tele- graph operator of considerable ingenuity. It appears that a line had been projected to run from Kansas City to the county seat, Independence, some 10 miles away, and Mr. Henry built his little road with tbe idea of demonstrating the advantages of electric traction to the owners of the proposed Independence line. A number of new features were introduced, the credit for which was claimed by Mr. Henry, and which certainly be- longed to the elementary stages of the practical art. Thus the plan was proposed of suspending the working conductor over the track by means of span wires sup- ported at the side of the road, thus leaving the underside of the conductor free for easy access by the travel- ing contact. As a matter of fact Mr. Henry used double overhead wires, supported both by brackets and by span wire construction, the wire being No. -1 gauge of hard drawn copper. Mr. Henry was of the opinion that the use of the word "trolley," as applied to over- head wire roads, originated on his little Westport line. His first traveling contact was a little 4-wheel carriage HISTORY AND DEVELOPMENT OF ELECTRIC TRACTION. 165 which gripped to and ran along the underside of the wire. It was attached to a flexible cable, which com- pleted the circuit to the motor, and the device was trollied or hauled along by the motor car underneath. At first it was called a "troller," but the name was soon changed to "trolley" by the employees and the public. This was long before trolley roads became popularly known as such. The motor employed by Mr. Henry was a small Van Depoele dynamo or generator, which developed about 5 horsepower. It was mounted in an iron frame with variable speed changing gears, was supported at one end on the car axle, and was engaged with gearing thereon. The front platform was lowered, permitting the com- mutator end of the motor to project thereon and to be spring supported. This motor was series wound; in other words, the field magnets were in series with the armature. It was regulated by the use of resistance. This road was visited and studied b} r a great many peo- ple, including Mr. Van Depoele and others interested in the development of the art. In the fall of 1SS5 Mr. Henry secured heavier machinery and moved from the TVestport road to some steam railway tracks owned by the Fort Scott and Gulf Railway Company, where he experimented with high speeds, with the hauling of freight cars, and with grades and snow. In the winter of 1S85-86 Mr. Henry arranged to equip the East Street Railwajr in Kansas City, which had a mile of track com- pleted and upon which four motor cars were placed. Each car had a single 25-horsepower motor attached to one of the axles, the motor projecting through the car, its working parts all being in view of the motorman. The motor was connected to the car axle by planetary gear and the armature ran constantly. The ear was operated by the aid of two vertical levers — one to con- nect or disconnect the motor from the car and the other to apply friction wheel brakes. In these motors the fields were so constructed that their resistance could be varied and the motors be regulated without separate resistance boxes, and the road was arranged to operate at a pressure of 500 volts. In 1SS7 Mr. Henry con- tracted to build several roads in southern California, all the machinery for which was built in a crude way in Kansas City. The performance was remarkable in view of the remoteness of the inventor from all the facilities necessary for good scientific work. Coincident with the work being done at Kansas City by Mr. Henry was that attempted even farther west by Prof. Sidney H. Short, then in the physics department of the University of Denver. As early as the month of February, 1S85, a company was organized, under the name of the Denver Electric and Cable Railway Com- pany, to build and operate an electric railway in the streets of that city. An experimental track 300 or 400 feet in length was laid in a circle on the university grounds, and a small car called the "Joseph Henry" carried a great many hundreds of people over it. This 1165—05 12 work attracted attention and led to more ambitious efforts which, however, were not successful. Mr. Short's work was interesting from its demonstration of the fact that some principles, successful in other depart- ments of electricity, could not be applied to the street railway. There are, broadly speaking, two circuit sys- tems of operating electric devices, namely, the series and the parallel or multiple. In the series system, upon which telegraphic instruments have been largely operated and upon which all the early arc lighting development took place, the current passes successively through every motor mechanism on the circuit, these mechanisms being disposed along it like beads on a necklace, and each device receiving sufficient current to energize it. In arc lighting the circuits extend over large territories, with lamps sparsely scattered here and there, and the series principle is well adapted to it, sup- plying current at high pressure sufficient to overcome the resistance of the long, thin line wire, and giving each lamp the needed electric motive force and quan- tity of current. But in street railway work where the device, instead of needing a small quantity of current, requires several horsepower, and where the high vol- tage would be brought into dangerous proximity to the passengers and vehicles, the difficulty of using the series system would seem insurmountable. For this reason ultimately, if not at first, nearly all inventors whose names have been mentioned constructed their systems to operate upon the parallel or multiple plan, under which the incandescent lamp had already been success- fully operated. In the parallel plan the current receiving devices, such as lamps or motors, are not strung along in series but are arranged similarly to the rungs of a ladder, each device being on one step of the ladder, so that as current flows from the generator at a moderately low pressure into the system, represented by the two uprights of the ladder, each step receives only the "divided" current that it needs and for which it has been designed. Applying the kindred analogy of two large water pipes from a reservoir with smaller pipes crossing between 'them, it will be under- stood at a glance that from the supply of water circulat- ing in the system, each smaller pipe will allow to flow through it only the quantity of water which its capac- ity permits it to receive, and no more. It will also be readily understood that any working device, such as a tap or paddle, in any one of the smaller pipes, might easily be cut off or cease to operate, without in any wise interfering with any of the other devices of the same kind in any of the other pipes. Not only is an even greater flexibility of current utilization obtained by this method, but all the current in the system can be set flowing at a predetermined low measure, within, the limits of safety. On the other hand, in the series sys- tem, in spite of all that might be done to the contrarv, the failure of one device to operate would be extremely likelv to cut off either the entire svstem or p.ll the line 166 STREET AND ELECTRIC RAILWAYS. on the other side of it. Moreover, every addition to the length of the system and the number of devices put on it would require an increase in the pressure or poten- tiality, in order that the required amount of current might be delivered to the device farthest awa} T as well as to the one nearest the point of current suppl}'. Professor Short, however, in those early days, was of the opinion that the greatest economy in electric railway work, as in arc lighting, could be obtained by the use of a constant series current of small amount, and for several years, with great ingenuity and perse- verance, he endeavored to work out a system of this kind. Various forms of conduit were used to hold the conductor for current supply under the cars, and great improvement was made in this respect. In the first form, for example, a sliding bar contact was carried under the car which traveled in the conduit, and as this bar passed through split contacts in the conduit the current was led into the car. But the broad series plan was destined to failure, whether in the conduit or in the overhead trolley form, although some of the later methods of conduit construction were suggested by these experiments; and the road soon went out of exist- ence. Professor Short was not discouraged, however, but continued for some time after to experiment with the series system until, at last, the success of the parallel system induced him to devote his energy entirely to that method of operation as well as to efforts to im- prove other features of the work, such as motor con- struction and suspension. Professor Short is entitled to the credit of using motors which were series wound, i. e., had the field coils and armature in series, as in present practice, while he was also early in his recog- nition of the superiority of spur gearing with double reduction of speed for the motors employed. It is interesting to study the lives of men who have worked along these same lines and to note how near some men have come to success, finally abandoning their efforts altogether, or having their work remain neg- lected and unknown for years. A typical instance of this kind is that of Mr. George F. Green, of Kalamazoo, Mich., a jobbing machinist, who, as earl}- as 1856, built some small electric motors and a circular track, upon which he operated a small car by connecting a station- ary battery to the rails, so that the current would pass from the rails up through the car to the motor and then into the other rail and back to the battery; but, like everybody else, he soon discovered that primary bat- teries were not good for such work. Although he did not abandon his electric railwaj^ ideas, he does not ap- pear to have put them again into execution until 1875, some twenty years later, when he contrived to interest some one in the construction of an electric railway with a track 200 feet long. This attracted a gnat deal of attention locally, and was described in the Kalamazoo newspapers. This road depended upon batteries for current. It could carry about 100 pounds of freight or one passenger. The car had a switch or circuit con- troller, which in one position opened the circuit to stop the car, and in another reversed the circuit, while at the end. of the line the switch struck against a stationary ringer which reversed it, causing the car to run back again, the reversing lever being operated by hand. Mr. Green stated that it was his intention to use a dynamo instead of the battery to furnish the current, because it was more economical; but for various reasons, such as lack of funds or of urgency, he did not secure it. It was several years before he secured the patent that gave him the desired status. By this time, however (1891), numerous trolley systems had come into operation all over the country, and Mr. Green's patents were super- seded. While he would appear to be entitled to con- siderable credit for his early ingenuity, no trace is discoverable of benefit derived by the art as a whole from any of his suggestions or improvements. In the same class with Green should perhaps be in- cluded Dr. Wellington Adams, of St. Louis, Mo., a man whose name was at one time quite conspicuous in the controversies over the development of the electric railway, and who has at least some claim to the discov- ery of one or two of the fundamental principles of the art, although litigation did not result in his favor. As early as 1879 Doctor Adams, then connected with the medical college at Denver, Colo., constructed a small model of an electric railway which was used to demon- strate a lecture on electricity delivered at Colorado Springs. From that time on, and during the period of his residence in St. Louis, Doctor Adams was active in the prosecution of his ideas on electric railways, and a lecture of his on the "Evolution of the Electric Kail- way,' 1 in its commercial and scientific aspects, delivered before the Engineers' Club, of St. Louis, as early as 1884, reveals a remarkable grasp of important princi- ples. Discussing the plans which had been tried of mounting an electric motor on a car and connecting it by means of a leather or chain belt, or by a train of cogs, with the car axle, he pointed out that it was de- sired to dispense as much as possible with intermediate gears and to connect the motor directly with the axle. Doctor Adams was also an early advocate of the inde- pendent car with its motor equipment, seen in the trol- ley car of to-day as distinguished from the locomotive type, in which one vehicle containing all the motive power hauled a train of unequipped cars or trailers, and he set himself to work to devise a practical method of applying the power on each car. He decided that the armature of the electric motor must run at a high speed and that its power must be transmitted to the wheels of the car by means of a positive gearing. He illustrated his idea by two types. In one type the motor was actually built into each driving wheel, the wheel being formed of two separate electro-magnetic sys- tems, the field and the armature, both capable of re- volving. In this way, obviously, all gearing was dis- HISTORY AND DEVELOPMENT OF ELECTRIC TRACTION. 167 pensed with and the driving power was distributed to each wheel and delivered directly at the point of traction. In another type, which was shown in oper- ation and which conforms more nearly to modern prac- tice, Doctor Adams took the field from the structure of the wheel and built it solidly around the axle between the wheels, the armature, as before, being mounted on the axle and inclosed by the field of the motor in such a way that the revolutions of the armature would result directly without any intervening gears in the revolutions of the car axle and wheels. This mechanism was flexibly suspended by springs from the sills of the car, but not otherwise connected with it; and although such a system would naturally constitute a gearless motor, the power in the electric truck shown by Doctor Adams was trans- mitted through an epicycloidal train of friction gearing at each end of the armature. As all the parts were in line and moved together, the field being rigidly attached to and forming a part of the car axle box, a motor sys- tem with little wear and tear or liability to get out of order resulted. Besides this the electric motor sus- pended from the sill of the car gave protective flexibility against the inequalities of track, sudden breakings, etc. This early experimental work of Doctor Adams con- stituted in later years a large share of his claim to recognition, but he also attracted attention by a scheme for a high-speed electric railway, to be constructed be- tween Chicago, 111., and St. Louis, Mo., for use at the time of the Columbian Exposition in 1893. At that time Doctor Adams advanced several ingenious ideas, and proposed boldly to utilize train speeds and high pres- sures of current, which are to-da}^ in 1903, still the sub- ject of investigation. The most notable work along this line is that being done in Germany, where, on the Zossen Military Railroad, near Berlin, the German Govern- ment and a syndicate of manufacturers, aided by some of the best technical talent in the Empire, have been experimenting with cars and locomotives, and have actually succeeded in attaining a velocity of over 130 miles an hour, in some cases applying directly to the vehicle and to its motors an alternating current at the unprecedented pressure, for tractive purposes, of 13,500 volts. The difference between this work in Germany, which promises to be fruitful of valuable results, and that of Doctor Adams is that, while apparently large sums of money were raised for the Chicago-St. Louis line, it never materialized so far as the public was con- cerned, and remains a curious chapter of failure point- ing in the right direction. Without in any way belittling the splendid work done by Van Depoele and the other pioneers whose efforts have been reviewed briefly, it must be admitted that the modern era in street railway work dates as much from the equipment of the street railway system at Richmond, Va., by Frank J. Sprague, as from any other landmark in the history of this industrial development. Mr. Sprague, who was a lieutenant in the United States Navy, from which the electrical ranks have drawn some of their most notable recruits, turned his atten- tion to electricity while quite young, and was one of the fathers of the modern power motor. Encouraged by the cooperation of Mr. Edward H. Johnson, then at the head of the Edison lighting system, Mr. Sprague was able to perfect his motor, and to introduce it in a large way, for those days, upon the low-tension incan- descent lighting circuits of the Edison company scat- tered throughout the country. Mr. Sprague and his associates, however, not satisfied with this field, exten- sive as it promised to become, soon turned their eyes in the direction of electric street railways, which, in 1887, were quite short and had but a few cars. A contract was signed for the equipment of the Union Passenger Railway at Richmond, upon which no fewer than 40 cars were to be placed, 30 of which were to be in use at the same time. This contract called for as many electric cars as were then in service in this country, and the grades in Richmond were such as were generally believed to be beyond the climbing capacity of any electric vehicle. There were 29 curves on the road, 5 of them less than 30 feet radius, and the track was a 27-pound rail loosely jointed, laid in Virginia clay, and some of the grades reached 12 per cent. The contract called for the complete equipment of this road in ninety days. After considerable experimental work, with troubles and disasters of every description, the road was opened for regular service about February 1, 1888. Among the genei'al characteristics of the system was a small overhead trolley wire, with which the under- running trolley made contact reenforced b}- a main conductor, supplied with current by feeder circuits from the central power house. The track constituted the return circuit, the rails being bonded together and connected with a continuous conductor, which was also connected with ground plates and with the water and gas systems of the city. The working potential of the line was 450 volts and the motors operated on the par- allel or multiple arc system. The two" motors under each car had single reduction gears — that is, one gear was placed on the axle and the other on the armature shaft, and the motors were flexibly suspended. These motors had also fixed brushes, and were operated by the motorman through rheostatic series parallel con- trollers, with sectionalizeu field coils at each end bf the car. Very soon the single gears had to be aban- doned for double reduction gears, although a reversion to the single reduction gear soon took place. The motor armatures were double ended, having a commu- tator at each end cross connected, so that but one top brush on each commutator was used. Although most of the motors were built in one of the best electric shops of the country, they were so inadequate for the 168 STREET AND ELECTRIC RAILWAYS. heavy work demanded of them that every one of them had to have its field magnets and armatures rewound, and its commutators changed. At that time it was generally believed that an ordi- nary 16-foot car could easily be operated by a couple of motors of from ~\ to 10 horsepower each, and even one motor was considered equal to a task which had previously been discharged by a team of mules or horses. It did not take very long for the managers of the new electric roads to learn that while motors of 1 or 2 horsepower might be sufficient to keep the car moving, much greater power was needed to start up the car from a state of rest, especially with a heavy load of passengers, and from that time on the capacity of the motors was increased. A great amount of atten- ' tion was also given to their insulation — a necessary precaution, as the motors were then run entirely open and exposed to dust, mud, and weather. There was also a great deal of trouble with the brushes on the motors, and before carbon blocks were adopted finally for this purpose brushes built of copper and even of solid bars of bronze were tried. The first flat brushes used on the Sprague motors were solid or of laminated copper, which wore through quickly, bent over, and formed an arc around the commutator. Oblique and tilting forms of brushes were also put in use, but the resultant wear upon the commutators was very great, necessitating endless repairs. Moreover, many difficul- ties developed in connection with the overhead system, and Mr. Sprague states that probably not less than fifty modifications of trolley wheels and poles were used before what is now known as the "universal move- ment " type was adopted. The same was true of over- head construction at curves, and at the switches or turn- outs where the trolley wheels had to leave one line of motion and take up another. In spite of all the difficulties, the Richmond road con- tinued operation and attracted wide attention in the street railway world and in financial circles. At that time the question of equipping the West End Railroad of Boston, one of the largest systems in the country, with cable, was being considered; one of the arguments for its adoption was that with the cable a large number of cars could be kept in motion at once, which, in the opinion of street railway managers, was not yet possible with electricity. The president of the Boston system, with some of his officers, visited the Richmond road, and was shown no fewer than 22 motormen starting up their cars one after the other as rapidly as headway could be obtained. This experiment was conclusive, and settled the fate of the Boston cable project. But successful results were attained only by ceaseless effort and unremitting experiment. In winter the wires would become so coated with sleet that the trolley wheel could not make contact with the incased wire. This trouble has since been met by sleet cutting devices; but at that time it was nothing unusual to put a man on top of a car with a broom or stick to pound the trolley wire and free it of ice, or even to hold up the trolley wheel in contact, acting as a human trolley pole. Another diffi- culty was experienced with thunderstorms. At Rich- mond the long overhead circuit, entirely unprotected by lightning arresters and with numerous ground con- nections through the motors and lamp circuits, provoked constant discharge. The line was frequently struck, the discharge often passing through the incandescent lamps and shattering the carbon filaments. After a time the engineers learned, as a safety precaution, to turn on the lights during a thunderstorm. During such storms, also, the discharge would sometimes go to ground through the motor fields, burning them out, and sometimes through the controllers. Choke coils to fend off the lightning were soon installed on the cars, and various kinds of lightning arresters were devised, but such discharges long remained a serious impediment to trolley work. It is, of course, quite beyond the scope and aim of this report to give credit to each inventor for his specific contribution. The intention is simply to give a short continuous record of the stages by which the street railway system has reached its present development. But the separate steps of success and achievement have become associated with the names of certain individuals, and in some instances the decisions of the courts have reenforced or determined the weight of public opinion. This was true in the case of Van Depoele in his perfec- tion of the underrunning trolley, so was it also in the case of Sprague in his contribution to motor suspension. A decision of Chief Justice Shipman in the United States circuit court of appeals in the second circuit is here quoted because it presents succinctly the state of the art and describes Mr. Sprague's service. It is a decision which has been quoted by other judges in liti- gation on kindred issues. Justice Shipman said: As soon as the use of an electric motor for the propulsion of cars upon a street railway was thought to be attainable divers methods were invented which were intended to enable the motor to act efficiently, economically, and certainly upon the car axle. At first the motor was supported by or on the car body and afterwards it was upheld upon a separate platform. The state of the art upon the subject is so fully stated by Judge Sanborn in Adams Electric Railway Company rx. Lindell Railway Company (77 Fed. Rep., 432, 40 TJ. S. App., 482) that it need not be restated here. Sprague hung the motor under the car body directly upon the axle of one of the pairs of wheels by an extension or solid bearing attached directly to the motor. He used a magnet having a yoke and pole pieces, and by sleeving one end upon the axle he caused the arma- ture, which was carried between the poles of the magnet, to be held with firmness and the armature shaft to be held in alignment with the car axle. The opposite end of the motor was upheld by springs extending to a crossbar on the truck frame. He also relieved the weight upon the axle by a spring support from the truck of the vehicle. The motor was thus hung below the car, one end being centered upon the axle and the other end being flexibly attached by springs to the truck frame. The effect of the mode of construc- tion is explained in the specification as follows: "The armature being carried rigidly by the field magnet, these two parts must HISTORY AND DEVELOPMENT OF ELECTRIC TRACTION. 169 always maintain precisely the same relative position under every vertical or lateral movement of tin- wheels or of the car body; and as the field magnet, which carries the armature is itself centered hy the axle of the wheels to which the armature shaft is geared, the engaging gears also must always maintain precisely the same rela- tive position. At the same time the connection of the entire motor with the truck is through springs, so that its position is not affected by the movements of the truck on its springs." The simplicity and comparative lightness of the general plan upon which this motor was constructed and the adaptability of the means to the required result made the motor successful, and other preexisting methods of construction disappeared to a great extent. Any history of modern street ear development must inelude the development of elevated railways, which, occupying main lines of thoroughfare, with tracks elevated above the street surface, so as not to interfere with ordinary vehicular traffic, transport a large num- ber of those who travel daily from one part of an urban center to another. Such roads have been peculiarly, though not exclusively, an American development and are restricted in this country to a few of the largest cities, such as New York, Brooklyn, Chicago. Boston, and Kansas City, in most of which they have already become tin integral part of the surface street car sys- tems, operating under the same management and pro- viding for exchange of traffic. This subject will be dealt with in another part of the report, but it is proper here to note that some of the earliest work of such men as Daft, Sprague, and Field in the application of elec- tric motors to short haul passenger transportation was done on the elevated roads of New York, where many important lessons were learned. The use of steam on the elevated roads continued for many years without complaint, and the service rendered to the various com- munities was remarkable for its efficiency, safety, and regularity. But whether from the increased amount of travel, necessitating more frequent trains, or from the inconvenience and discomfort due to dust, ashes, escap- ing steam and gas. dropping oil, and the like, or from the inability of steam locomotives of the necessary medium size to haul heavier trains at higher speeds over the structures, the fact remains that by 1885 a plan had been formed for equipping sections of the Ninth Avenue and the Second Avenue Elevated rail- roads in New York city with electricity. Air. Daft equipped the Ninth Avenue line from Four- teenth street up to Fifty-third street, a distance of i> miles including a heavy grade. A third rail was laid between the two traction rails as a conductor to deliver current to the motors, and the outer rails were made the "return." The electric locomotive built to haul the train of cars had driving wheels 4S inches in diam- eter, and was equipped with a motor of 75 horsepower, having a normal speed of IS miles per hour and a maxi- mum of 40 miles. The complete motor weighed 9 tons. and was 14 feet 6 inches in length, with a normal width across the standard gauge track of 4 feet 81 iuches. This motor was supported at the rear on a shaft resting in bearings. Its front end was supported by a long screw which passed through a threaded eye. This screw was turned by a hand wheel. The armature shaft carried a friction wheel it inches in diameter, bearing upon a larger friction wheel 3 feet in diameter, geared to the axle of the main driving wheels. Thus, by turn- ing the large screw, the upper friction wheel could be pressed against the lower to any desired degree, and in this manner power was transmitted by friction from the armature to the drivers, the amount of friction being regulated at will according to the load. Mr. Daft thus obviated the necessity of belts and pulleys, sprockets, link belts, etc. By means of the screw, also, the motors could be raised to clear the driving wheels, so that the armature could be taken out and inspected or repaired with convenience. This locomotive was provided with electric brakes, consisting of large electro-magnets, which, being energized by current from the track, were attracted by the wheels, and pressed against them like an ordinary brake. The terminals of the compound winding of the motors were brought to a regulator or controller, convenient to the hand of the motorman in front of the locomotive, and by the motion of a lever across the terminals, the resistance of the field magnets could be altered, producing corresponding changes of speed. The current was picked up from the central third rail by a bronze contact wheel 15 inches in diam- eter. The motor proved too light for its work, and was afterwards reconstructed. But neither then nor now does it appear that the locomotive principle was found best adapted to street electric traction, however well it may have been adapted to steam traction. Meantime, Mr. Stephen D. Field, as representative of the Edison-Field interests, began work on the Thirty- fourth street spur track of the Second Avenue Ele- vated l'oad, introducing an electric locomotive which, outwardly at least, resembled nearly all of the elec- tric locomotives which have later come into actual service. But in the Field locomotive the motor was mounted upon the rear truck, and was con- nected to the driving wheels in a manner exactly like that employed in the ordinary steam locomotive. In other words, the motor shaft was directly connected with the drivers by means of a crank and side bar. Another of the features of this machine, which was series wound, was that it was regulated by means of a liquid rheostat or resistance placed in the cab. This rheostat consisted of a trough divided into two com- partments filled with acidulated water. A metal plate on either side of these troughs acted as a terminal for the feeding circuit which was led in by two copper cables. The speed of the motors was regulated by the insertion or withdrawal from the troughs of two slabs of slate suspended over the troughs and operated by a long lever, thus varying the resistance from almost nothing up to any desired degree. Mr. Field had other ingenious devices for reversing, for shifting the brushes 170 STEEET AND ELECTRIC RAILWAYS. to prevent sparking at the commutator, etc. This loco- motive had a total weight of over 13 tons, and hauled a passenger car which was regularly hauled by a 13-ton steam locomotive. It also handled easily one of the regular large elevated coaches up grade at S miles an hour, and was often operated under a potentiality as high as 1,100 volts. In contrast to Daft and Field, Sprague advocated the abolition of the locomotive and the installation of one or more motors under each car. His arguments appear to have been final and conclusive. The locomotives have disappeared and motor cars have taken their place. Mr. Sprague made his experiments on the Thirty-fourth street branch of the Third Avenue Elevated, placing two motors on the car trucks. The motors being thus grouped in parallel on a constant potential circuit, and driving from opposite ends of the motor shaft, a very intense rotary effort or torque was secured in starting, by having an intense magnetic field and raising the armature potentiality gradually. A system of braking was tried which consisted in converting the energy of the train into current, delivered back to the line from the motor, which thus temporarily became a dynamo without reversal of contacts. The current was taken up from a central rail by three contact conductors, two of which were bronze wheels working on pivoted arms under compression springs. Special switches were pro- vided for handling the motors, breaking the main cir- cuit, reversing the armature circuit, cutting the armature partially from the line, and closing it upon a local regu- lating apparatus. A potentiality of about 550 volts was used, current being obtained from 5 Edison incandescent lighting dynamos placed in series, the circuit being led on Western Union telegraph poles to the track from a power plant almost a mile away. A number of other interesting features were included in these experiments, but evidently the time was not ripe for the change in New York. It was not until fifteen years later that electricity was finally adopted as the motive power of the New York elevated system, although meanwhile it had been adopted with success on the elevated systems of Chicago, Brooklyn, and Boston. The demonstration made at the World's Fair in Chicago in 1893 was suffi- cient warrant for resorting to electricity on those roads. An elevated structure known as the Intramural Railway made an almost complete circuit of the grounds, being nearly 3 miles in length, comprising 14,800 feet of dou- ble track and 1,900 feet of single track. Over this road were run 15 trains, each consisting of 3 open trail cars and a motor car. Each car was mounted on double trucks and was 5n feet in length. The trailers when loaded weighed 22 tons and the motor car 30 tons. Each motor car was equipped with i motors — one on each axle. The motors were single reduction, so geared as to work at a maximum speed of 35 miles an hour, and were capable of an output of about 135 horsepower, thus civing each motor car something over 500 horse- power. The current was picked up from the track by means of a third rail placed outside the traction rails, with a sliding contact on the motor car. Current was furnished from a special power plant, with a generator of 2,000 horsepower, a capacity theretofore unknown in connection with street railway operation. This road remained in operation throughout the fair, and is re- ported to have carried with success and safety no fewer than 125.000 persons in a single day. After this no question remained as to the practicability of operating- extensive elevated lines with electricity. The record of experiments would not be complete without a reference to storage batteries, which at first gave great promise, but which, from various causes, have since been almost entirely abandoned. All of the earlier experimental work with electric traction de- pended upon primaiy batteries as a source of current. The vehicle in some of the larger types, as, for example, that of Professor Page, at Washington, carried its own battery and was thus self-contained. There are so many obvious advantages in a self-contained vehicle that no wonder need be entertained at the persistence with which these earlier attempts were renewed, when the storage battery came to the aid of experimenters. A battery car does not require a cumbrous system of over- head wires more or less disfiguring to the street, nor does it require a third rail, or a complicated system of conduit construction as in the case of cars with under- ground contacts reached through a slot in the track. Neither do such cars require an elaborate system of mains and feeders for bringing the current to the track from the power house, nor for effecting the return cir- cuit. Moreover, in case the power house is for any reason tempo rarity thrown out of service, each car with its storage battery is equipped with enough current to maintain its schedule, whereas with trolley or conduit cars all the cars out on the road are instantly stopped the moment the current is cut off, and are compelled to stand still until the current can be thrown on again. These and other considerations led to interesting ex- perimental work as earty as 1880 and 1883, both abroad and in this country. Storage battery cars were put in service in New York city, Philadelphia, Washington, and elsewhere. The most ambitious work of this character was done in New York city in 1887 and 1888 with the system of Mr. E. Julien, of Belgium, as a re- sult of which 10 or 12 cars were in operation for a con- siderable time on the Fourth Avenue road. The ideas of Mr. Julien were considerably modified by Mr. C. O. Mailloux and excellent results were obtained, while other encouraging experiments were made in Philadel- phia under the direction of Mr. Anthony Reckenzaun, of Vienna. Simple as the storage battery idea is in conception, it proved to have a great many difficulties in its application. Some of these arose in connection with the early types of storage batteries, which were found quite inadequate to withstand the strain of street HISTORY AND DEVELOPMENT OF ELECTRIC TRACTION. 171 railway work. Batteries broke down very rapidly under the heavy discharge of current necessary at intervals and proved liable to short circuit from jolts and concussion on the tracks. The weight of the bat- teries also proved a considerable drawback, the cells first used weighing not less than 100 to 125 pounds per horsepower hour of energy stored, which limited the radius of the car very seriously. Lighter cells giving an output of 1 horsepower per hour with 50 to 75 pounds of battery were found to be too fragile for such work. Another difficulty which proved insurmount- able was the annoyance to passengers from sulphuric acid gas escaping from the colls. Moreover, the acid scattered by the jolting of the car corroded and' weak- ened its structural material. Another difficulty arose in the handling of the relays of batteries at the power plant, and various ingenious devices and contrivances were employed by which the exhausted batteries, when they came in, could be quickly exchanged for batteries freshly charged. To obviate the necessity of any such mechanism the batteries were sometimes left on the cars all the time, but this, of course, necessitated the doubling of the rolling stock. For several years ex- periments with the storage battery continued with varying success. But although a few such cars were in operation as late as 1902, as shown by the statistics, the last of those in New York city were withdrawn from the streets in 1903 while this report was in press. CHAPTER II. ROADBED, TRACK, AND ELECTRIC CONSTRUCTION. I. ROADBED AND TRACK. With regard to the statistics of track and roadbed it may be pointed out that at the census of 1890 the rail- ways that used motive power other than steam were confined almost exclusively to urban districts, and were properly classed as "street railways, 11 but since then the application of electricity has enabled these roads to extend their lines greatly in rural districts, and a con- siderable proportion of the trackage is now outside the limits of cities, towns, or villages. That the use of electric power has been the principal factor in the development of these railways during the past twelve years is shown by Table 4, page 8, which presents for the years 1902 and 1890, the number of miles of single track in the United States, classified according to the motive power used. The increase in the length of track is confined en- tirely to the railways operated by electricity. The mileage operated by this power increased from 1,261.97 miles in 1890 to 21,901.53 miles in 1902, while a decided decrease is shown in the trackage for each of the other classes of power. Single track roads are characteristic of rural districts, and the fact that the percentage of increase in length of line is greater than in length of track is due principally to the great development of interurban single track lines since 1890. In some cities, as, for instance, in Philadelphia, owing to the narrow- ness of the streets, the railways are sometimes single track, going out on one thoroughfare and returning on an adjacent one. Track statistics— -The 22,589.47 miles of track re- ported for 1902 consisted of 16,651.58 miles of first main track, 5,030.36 miles of second main track, and 907.53 miles of sidings and turn-outs. The further segre- gation of this trackage according to power used, owner- ship, and location for the United States and for each state and company is shown in Table 94. Table 86 pre- sents the totals for the United States, and shows the mileage of each of the different classes of track and the percentage which each class is of the total. (172) Table 86. -Single trad- mileage and percentage each class is of total: 1902. CLAfeS OF TRACK. Total . First main track Second main track Sidings and turn-outs . Overhead trolley — Other electric power . Compressed air Animal Cable Steam Trackage owned Trackage leased Operated under trackage rights Constructed and opened for operation during the year On private right of way owned by company On private right of way not owned by company Located within city limits Located outside city limits Equipped with cast welded joints Single track mileage. 16,651.58 5,030.36 907. 53 l 21, 302. 57 611.44 6.06 259. 10 240. 69 169. 61 19, 038. 33 3,551.14 660. 92 1,549.73 3,424.96 377.11 3 13, 208. 24 3 6, 855. 58 1, 642. 68 Percent- age of total. 100.0 73.7 22.3 4.0 94.3 2.7 ( 2 ) 1.1 1.1 0.8 84.3 15.7 2.5 6.9 15. 2 1.7 65.8 34.2 7.3 1 Includes 12.48 miles of track duplicated in reports of different companies. 2 Less than one-tenth of 1 per cent. 3 Exclusive of the mileage of Massachusetts. Of the total mileage, 21,914.01 miles, or 97 per cent, were operated by electric power, and 416.36 miles, or 1.9 per cent, by other mechanical traction, while only 259.10 miles, or 1.1 per cent, were operated by animal power, as compared with 69.7 per cent in 1890. Even this heavy preponderance of electric traction has been increased during the preparation of the present report. Of the total trackage in use by all companies, 84.3 per cent was owned by the operating companies and 15.7 per cent was operated under lease. The mileage of track constructed and opened for operation during the year covered by this report was 1,549.73 miles, or 6.9 per cent of the total; but this does not cover all of the track under construction. A number of miles of electric track were in various stages of completion, but it was impracticable to fix upon any stage of the work at which the trackage could be enumerated other "than that of actual completion. The statistics concerning track located on private right of way refer particularly to rural electric rail- ways. Many of these, after the manner of steam railways, have bought or ha,ve had surrendered to them a separate roadbed, either adjoining or independent of ROADBED, TRACK, AND ELECTRIC CONSTRUCTION. 173 the highway. It appears from the reports that 3,424.96 miles of single track were on private right of way owned by the company. Occasionally the railway is built on a private right of way not owned by the company, an example of which would be a toll bridge owned by a bridge company, to whom payment for the privilege of using it was made. There were 377.11 miles of track on right of way of this character. Many of the new interurban electric roads run right across the country, making little use of highwa3's, to which street railways have previously clung so tenaciously. The inquiries concerning the location of track — whether within or without city limits, were made with the intention of ascertaining the relative length of track operated in urban and rural districts, respectively. In a number of cases it was impossible to determine ex- actly the trackage that should be assigned to these two subdivisions. In some instances the track was within, or passed through, thickly settled communities that were not organized as cities or towns, and therefore had no corporate limits, and it was difficult to obtain the length that should be considered as within the urban district. In the New England states densely populated communities are often legally part of the town gov- ernment, which also includes rural districts. Many companies in Massachusetts reported that it was imprac- ticable to make the distinction, and accordingly the Package for that state has not been included in this classification. For the United States, exclusive of Massachusetts, 13,208.24 miles of trackage, or 65.8 per cent of the total, were reported as within urban limits and 6,855.58 miles, or 34.2 per cent, as outside of such limits. The increase in the trackage is due not only to the building of new lines, but largely to the extension of the lines of established companies. This is illustrated by Table 80, in which the operating companies report- ing in 1902 and 1890 are grouped according to length of line operated. The average length of line per operating company for all companies was 20.38 miles in 1902, as compared with 7.41 miles in 1S90. Thus the average operating company in 1902 controlled almost three times the ■lenoth of line that was controlled by the average com- pany in 1890. In 1890, of the companies reporting, only 8 operated more than 50 miles of line, while in 1902 the number of such companies had increased to 69. Of the total number of companies reported for 1S90, 91.9 per cent operated less than 20 miles of line each, and their combined length of line amounted to 71.5 per cent of the total in the United States; in 1902 corresponding percentages were 75 and 30. 7, respectively. Thus, while there are still a large number of companies that operate less than 20 miles of line, the proportion of the total length of line operated by them is not half so great as in 1890. Roadhed construction. — It is needless to say that one of the most important features of a street railway is its track, and this importance may be brought out more emphatically by regarding the matter from different points of view. A good track is necessary to the smooth and economical operation of cars; it is of im- portance as bearing on the comfort of the passengers, and the track in its relation to the roadbed and to the thoroughfare through which it runs must be considered from its effect on the convenience of foot passengers and the durability of vehicles using the road. Of the roadbed it may suffice to say that it is good practice to have a good ballast — for instance, clean, broken stone and sharp, clean gravel or furnace slag — at least a foot deep under the ties, with the space between the ties filled up evenly to the top, with proper provision for drainage connection with the sewers. In exposed track coarse, large stones placed edgewise at the bottom of the ballast are common, in order to provide for draining or sewerage; filling in the interspaces with the gravel or other ballast, thoroughly rolled or tamped down; and upon this bed are placed the ties which carry the rails. It has some- times been the practice to set the rails or track construction upon a bed of concrete, or upon long con- crete beams or stringers under the rails. In Buffalo the concrete bed has been laid entirely across the track, while in Kansas City, St. Louis, Philadelphia, and other cities the stringer construction is used. The difficulty which has to be considered in connec- tion with the use of concrete for this purpose has been that of track renewal, since, where the rail lies in con- crete or where there are steel ties or cross girders thus embedded, the entire concrete portion must be renewed when the rails wear out and new rails are substituted. Some of the most extensive construction within the last few years in Chicago and Xew York city has been with wooden ties on a broken stone ballast. Thus it might almost be said that as a general thing recent work has developed the somewhat anomalous condition of using the more substantial concrete construction on the smaller roads where traffic is not heavy, and the lighter, more elastic wooden construction on roads with dense and ponderous traffic. In this connection it may be interesting to note the practice of the Rochester Railway Company. Rochester, N. Y., as reported by the chief engineer, Mr. Le Grand Brown. In addition to track constructed by the ordi- nary method this company laid considerable concrete beam and steel tie construction. For ties the company used old 4^-inch girder rails cut into 1^-foot lengths, which were inverted and fastened with bolts and clips to the main rail. These steel ties Avere bedded in con- crete, and under the rails were placed concrete beams 12 inches in depth and 14 inches in width. "Where the ties were located, a trench 4-j- inches below the tie and about 12 inches in width was tilled with concrete. The remainder of the pavement between and beside the rails 174 STREET AND ELECTRIC RAILWAYS. was a 6-inch concrete base, while under the whole was a 4-inch layer of stone chips. Drain tile was laid parallel with the track and connected with the sewers. The pave- ment was laid upon a cushion of sand 1 inch in depth; and where the street pavement was of brick or asphalt, the concrete was carried slightly above the base of the rail. From 1897 onward this construction was carried out with 6, 7, and 9 inch rails in asphalt, brick, and Medina stone pavements. The track was raised and blocked to grade and line before concreting, little trouble being experienced in keeping it in place during the work, and care was taken to have the concrete well tamped under the base of the rails and around the ties. With regard to the rail itself there is considerable difference in the practice of street railway companies, to which allusion will be made later. So far as known the first street rail laid was that on Fourth avenue in New York city. This was of the flat type, being noth- ing more than a single bar of iron with a groove formed in the upper surface, into which fitted the flange of the revolving wheel. This type of rail, with a weight rang- ing from 30 to 80 pounds per yard, although modified in many respects, was adhered to for a long time. Such a rail was more particularly adapted to light traffic, but even then was found to need vertical stiffening and lon- gitudinal support. In America a small lip or flange was added to the underside to prevent the rail from slipping off the stringer, while in England a second flange was added, and the web was increased in depth. This feature reached such a development in some cases that the rails had a total depth of 2f inches; the longi- tudinal stringers were abandoned, the rail being sup- ported on cast iron chairs placed at intervals of 3 feet. As most of these rails, however, were used with wooden stringers, fastenings were used, consisting usually of spikes, staples, or lag screws passing through the rails. The rails were joined at the ends by rail joints, which were at first plain flat bars of iron, 3 or 4 inches wide and 8 or 10 inches long, let into the stringers and giv- ing but a weak support to the loose rail ends. The next step from this flat or tram rail was to the T or Vignole rail, identical in most respects with the rail now used exclusively on the steam railways of the United States. As will be noted from the returns in this report, the T rail has found extensive use among the street and interurban railways, though it is obvious that the con- ditions on street railways differ materially from those on steam railways. The main considerations which have led to its adoption or use, as compared with the girder rails, are that it is without the tram and groove of girder rails; it does not invite street traffic; it is generally easier to lay ; it is cheaper, the price per ton being less than for the girder rails; and, finalty, owing to its symmetrical section, a lighter rail can be used under similar conditions than would be the case if the girder type was resorted to. These remarks apply more particularly to roads in cities and their suburbs, since on the interurban railroads, which will be dis- cussed separately, the T rail, with an average weight of 70 pounds, is almost universally used. Track construction on selected railways. — Perhaps the best way to summarize present methods of track con- struction in standard American practice, as embodied in this report, will be to consider the practice prevail- ing in some of the leading cities and street railway systems of the country. The United Railways and Electric Company of Bal- timore uses for construction in paved streets 9-inch grooved rails, laid on Georgia pine ties, 6 inches by 8 inches by 8 feet, spaced 2 feet between centers, the ties being tamped up with 3 inches of gravel and no other ballast or concrete being used. The standard distance between track centers is 10 feet, although this is reduced when necessary in narrow streets. The rails are in 60-foot lengths, and are laid with broken or alternating joints. No tie plates are used, but tie rods are placed ever\ T 6 feet. Angle bar joints have been used recently, which on girder and grooved rails are 22 inches long, with 8 bolts, and all are between ties. The company also has some exposed 60-pound T rail, spiked to hewn chestnut ties 6 inches thick, with a face of from 6 to 12 inches, 8 feet long, placed 2 feet be- tween centers. The ballast, 4 inches deep, is filled in between the ties to the base of the rail, sloping off to the roadbed 18 inches outside of the ends of the ties. The rails are 30 feet long and are laid with broken joints and no tie plates. The standard bond to secure electrical continuity between the abutting sections of rail is a tinned No. copper bond wire, fastened to the rail with channel pins, though some of the heavy bond- ing is done with No. 0000 wire, while the standard bonding on exposed T rail on suburban lines is No. tinned copper wire, fastened with channel pins. The rail used in paved streets by the Boston Elevated Railway Company is in the nature of a compromise between a girder and a grooved rail. It has a groove with a lip one-half inch lower than the head of the rail, and is of a form which will not retain dirt, but offers considerable inducement to vehicles. For track con- struction where the entire street is laid on a concrete base, the ties, which are 6 inches by 8 inches by 6£ feet, are bedded for their entire length in concrete, which is carried down to the bottom of the ties and thoroughly tamped under the base of the rail. Where the pave- ment is not laid on concrete, the ties are bedded and tamped in gravel, which is brought up to the top of the ties, granite blocks being used for paving between the rails. On reservations, and where tracks are filled in with loam within 8 inches of the top of the rail, the ties are placed 2 feet 6 inches between centers. Tie plates are omitted where the paving is brick or asphalt on a concrete base; but where the paving is granite, a cast iron tie plate about 1£ inches in thick- ROADBED, TRACK, AND ELECTRIC CONSTRUCTION. 175 ness is used, so that the height to the top of the rail is about 10 inches. The track construction is securely bonded to the rest of the street by the fact that the tie is bedded in the concrete. The joints are angle bar, with 12 bolts. The form of construction used in out- lying streets, where a reservation has been made along- side the roadwaj r so that there is no paving, is to lay a 1- inch T rail mounted on a 1-inch tie plate. The object of so deep a T rail is to secure 8 inches of loam over the ties for raising grass. Most of the recent bonding has been with protected rail bonds. In Buffalo the company lays a 94-pound girder rail in paved streets, with a rather narrow groove, whose lip is five-eighths of an inch below the head of the rail. Two forms of track construction are employed, both of which depend mainly on concrete to support the rails. Where granite block paving is permitted for the full width of double track, the track is supported on a solid bed of concrete extending about 8 inches below the base of the rail, and is held to gauge and partially sup- ported by the ties placed every 5 feet. Every alter- nate tie is of metal, the others being of wood. In places where asphalt paving is laid in the "devil strip" the concrete beam form of construction is employed. A wedge-shaped beam of concrete, 18 inches wide at the top and 8 inches deep, is laid under each rail, ties are placed every 5 feet, and concrete is tamped under every other tie at the time the concrete stringers are laid. The remaining ties support the track during construc- tion while the concrete is being laid, and are laid on tamped stone, the paving between the rails being sup- ported in this case simply on a sand foundation, except where it is above the ties. For suburban or outlying streets a 9-inch girder rail has been extensively em- ployed for paved streets, but in macadam and dirt roads a 6-inch T rail, weighing 72 pounds per yard, is used, and if the track is exposed A. S. C. E. standard T rail is laid. The spacing of ties, which are white oak 6 inches by 9 inches by 8 feet, on suburban work is 2 feet between centers, and they are laid on broken stone ballast 8 inches deep. There are no tie plates, but rail braces are used on the outside of each rail and on curves. Bondingis unnecessary onthe electrically welded track used in Buffalo, which has over 100 miles of such track, as the conductivity of the joint is high and the percent- age of breakages is low. On suburban work, rail bonds of the protected type applied with a screw compressor are used. As the introduction of a successful electric- ally welded track practically assures to a rail a length of life limited only by the wear of the head, some cal- culations have been made at Buffalo as to the probable wear of rails. On some track which ordinarily has cars on two-minute headway but which, during the Pan- American Exposition had cars on a thirty-second head- way, the wear was found to be one-eighth inch in four years. The welding process, as carried on at Buffalo, begun in 1899, was notable as being the first applica- tion on a large scale of a successful method of welding rail joints electrically. The joint plates are welded to the web of the rail by means of bosses on the plates, which limit the area of the welding to the area of the bosses, and so insure a high temperature at the point of welding, one boss being directly at the joint between the rails, another at each end of the joint plate. The center bosses are welded first and those at the ends after- ward. In the welding five work cars are employed. One of these is the welding car proper, which carries the welding clamps and the welding transformers. The second car carries a rotary converter, which receives direct current from the trolley wires and supplies alter- nating current to the welding transformer. The third car has a motor driven booster for raising the trolley voltage whenever the drop is so great that there is danger that the weld may not be successful. The fourth is a sand blast car, which cleans the rails before weld- ing. The fifth carries a motor with emery wheels for grinding off any inequalities in the joint after it is completed. The number of breakages in the electrically welded track in Buffalo has been a very small fraction of 1 per cent. The Chicago City Railway Company on the last track that it laid employed a 9-inch girder rail weighing 95 pounds to the yard, with wide tread for vehicle wheels, laid on white oak ties 6 inches by 6 inches by '8 feet, resting on sand, the track being held to gauge by malleable cast-iron tie plates with braces. No tie-rods were used, and the joints were cast welded. As to bonding, a good cast welded joint was used, and a copper supplementary wire was also run, as required by a city ordinance. It has been approximately esti- mated that a piece of girder rail track of this com- pany was worn out after the passage of 3,000,000 cars; that is, the head was so worn that the car wheel flanges touched the tread of the rail. The wheel flanges used on this road are unusually shallow, being but five- eighths of an inch. The rail now used by the Cleveland Electric Railway Compan} T is similar to that used in Boston, except in streets like the boulevards, where the tracks run along grass plats. The track is laid on ties that are placed 2 feet between centers except that three are placed under each joint, these being staggered. Three inches of con- crete is placed under the ties. Two kinds of joints have been used — the cast welded and the twelve bolt 36-inch angle bar. On a boulevard line recently con- structed 80-pound A. S. C. E. standard rails in 30-foot lengths were used, the bonds used being single or dou- ble No. 0000 protected leaf bonds, 10 or 12 inches long, placed under the fish plates. Some 90-pound girder rails which have cast welded joints have been used nine years under a three-minute service. The Denver City Tramway Company was one of the first to employ successfully the T rail in paved streets 176 STREET AND ELECTRIC RAILWAYS. where the traffic is heavy, and was the first to use what is commonly known as the Shanghai or high T rail. Its standard rail for "downtown" service is a 72-pound 6-inch rail, in 00 or 62 foot lengths, laid on Texas heart pine ties, 6 inches by S inches by 6 feet, 21 inches from center to center, in gravel ballast, which surrounds the ties and extends S inches below them, except in paved streets, where concrete is used between the ties. Dur- ing the last four or live years the plan has been adopted of treating all rails with one or more coats of asphaltic paint, which has retarded corrosion and electrolysis, as the local soil is impregnated with alkali and mineral salts. For outlying unpaved streets, standard A. S. C. E. 65-pound T rail, in 60-foot lengths, is used. The rails are butted tightly together, and are always laid in cool weather, since they last longer when little longitudinal expansion is allowed. As to the life of ties, it is re- ported that in Denver, good Texas heart pine ties last from seven to twelve years; white oak ties have been in use for fifteen years and are still good; red and black oak ties are good for from six to eight years; and native pine and spruce will last from four to seven years. The Detroit United Railway Company lays narrow grooved rails in paved streets, the last laid being 90- pound rails. Some of the first experiments in the United States with tracks supported by concrete string- ers instead of ties were made in Detroit. Ths first construction of this kind was laid on concrete stringers only 6 inches thick, but as these were not strong enough to support the rail, the present construction uses con- crete stringers 12 inches thick by 18 inches wide. The concrete stringer is brought up around the web of the rail high enough to permit brick paving to be laid with only a thin cushion between the paving bricks and the concrete. The upper part of the stringer is continuous with the concrete foundation of the asphalt or brick paving, and no trouble is now experienced from lack of sufficient support. For holding the track to gauge, a wooden tie is now placed every 30 inches, whereas for- merl} 7 a metal tie was placed every 10 feet. The pres- ent construction, therefore, with its closety spaced ties, is regarded as a partial abandonment of the plan of de- pending entirely on concrete stringers for track con- struction. The Indianapolis Traction and Terminal Company has two standards of track construction in paved streets, one employing 93-pound girder rails for streets where only city cars will pass, the other a special 91-pound rail, which is a high T rail with a wide head, designed to be easily paved to and yet permit the passage of inter- urban cars with deep wheel flanges, of which there are now a large number entering Indianapolis over the city tracks. The standard rail for this service is 7 inches high, and has a head 2f inches wide to reduce the amount of overhang of the wide tread interurban car wheels. For outlying unpaved streets 70-pound A. S. C. E. stand- ard 5-foot rail is laid. The standard tie is 6 inches by 8 inches by 7 feet white oak, laid 2 feet 2 inches between centers and ballasted with gravel concrete, which ex- tends 6 inches under the tie, surrounds it, and is brought to within •W inches of the top of the rail. Some track, has also been laid on ties spaced 10 feet between cen- ters, with a concrete beam, 20 inches wide and 9 inches deep, under the rail, and extending to within 5£ inches of the top of the rail. The standard bonds are the protected, 10 inches long, placed under the fish plates, and No. 0000, 28-inch wire cable bond, placed over the fish plates. The bonds are applied with a screw com- pressor. The track is cross bonded every 500 feet be- tween the rails of one track, while at every 1,000 feet there is a cross bond connecting the four rails of the double track. The Milwaukee Electric Railway and Light Company succeeded some time ago in securing the approval by the city authorities of T rail construction for paved streets. A special new design of T rail, which is 7 inches high, with a head no less than 3 inches in width, has been adopted as the standard, so that, in the future, interurban cars using the city tracks may be equipped with wheels having treads and flanges more nearly approaching the standard steam railroad wheel tread. With a rail having the head 3 inches wide, a car wheel with a tread 3£ inches wide could be used without hav- ing the wheel seriously overhanging the rail and bear- ing on the pavement. In asphalt or brick pavement, track is laid on ties 6 inches by S inches by 6i feet, placed every 2 feet with 6 inches of concrete tamped under each. As this rail has a very broad base, tie rods, which are liable to cause a weak spot in the paving, are not needed. The joints, rectangular in form, are cast welded. In asphalt streets, granite toothing blocks are laid alongside of each rail, for while the city pays for the original laying of the pavement, the company pays for the maintenance of the pavement between its tracks and 12 inches outside its .tracks. Granite toothing blocks extend out 12 inches, or to the limit of the dis- tance that the company must maintain paving. On unpaved suburban roads 75-pound A. S. C. E. standard T rail is laid. The Twin City Rapid Transit Company, of Minne- apolis and St. Paul, was one of the first to lay a T rail in streets paved with asphalt, w T here girder rail had been the rule before. The rail used is 8-inch T, weigh- ing 79 pounds to the yard. The base of the rail rests directly on a concrete beam 22 to 21 inches wide and 12 inches thick under the rail. Around and above the base of the rail is placed 3 inches of natural cement if the paving is of brick, and less if the paving is of gran- ite. A cast welded joint of somewhat unusual shape, 16 inches long and weighing 190 pounds, extends out from thfe head of the rail so as to make a substitute for paving at that point. A flange way on the inner side of the joint gives the effect of a grooved rail at the joint. The object is to facilitate paving around the ROADBED, TRACK, AND ELECTRIC CONSTRUCTION. 177 joint and to provide against a weak point in the paving. The rails are in 60-foot lengths. The spaces between and around the paving blocks are filled with Portland cement grout, and fourteen days are allowed for the concrete to set thoroughly before any traffic is per- mitted. In less substantially paved streets, ties 6 inches by 8 inches by 8 feet, spaced 2 feet between centers, are used. A 6-inch concrete base of natural cement is placed between the ties and around their ends, and on this a sand cushion is spread. The brick or stone pav- ing is set and grouted with Portland cement. For suburban construction a 5-inch 80-pound A. S. C. E. standard T rail is used, with ties 6 inches by 8 inches by 8 feet, spaced 2£ feet between centers. The Philadelphia Rapid Transit Company uses for its standard track construction in streets having heavy traffic a grooved rail which weighs no less than 137 pounds to the yard, but where the traffic is lighter a sec- tion weighing 93 pounds is found sufficient. The latter style is also in use for suburban service where the streets are paved, while for unpaved suburban streets A. S. C. E. standard 90-pound T rail is used. In paved streets track is now being laid on concrete stringer construction, with chairs spaced 5 feet apart and a steel tie used in connection at every second chair, or every 10 feet, provision being made on these chairs for the adjustment of the gauge. A concrete stringer 17 inches wide extends 15 inches under the base of the rail. The foundation of the paving between the tracks is a bed of concrete 6 inches thick. All rails are laid with broken joints. A zinc joint used by the company consists of rolled steel joint plates surround- ing the rail web and base, between which and the rail a filling of zinc is poured. Track construction hitherto has been laid on ties 5 inches by 9 inches by 8 feet, spaced 2 feet between centers. Where zinc joints are used no bonds are necessary, but on other track a pro- tected form of bond, about No. 0000 wire, is used. The Pittsburg Railways Company uses a 90-pound girder rail, in 60-foot lengths, laid on ties, resting on a foundation of broken stone. This foundation is in two layers, the upper layer being in 12-inch and the lower layer in 3-inch cubes, and extends to a depth of 21 inches below the top of the rail. Ties are 6 inches by 8 inches b} r 8 feet. Concrete is used around the rails to fill in the space between the head and base, the rails being laid directly on the ties and tie rods used. Cast welded rail joints are now being laid, the ties spaced 2 feet between centers. For suburban service 80-pound T rail and 78-pound girder section have been used. The standard rail of the United Railroads of San Francisco for basalt block pavement is a 109-pound 9-inch girder, with ties placed 4 feet between centers. For streets paved with bitumen on a concrete founda- tion a 7-inch girder rail weighing 100 pounds to the yard is used, though for suburban service a 70-pound rail is the standard. The track is laid on ties 6 inches bv 8 inches by 8 feet, with 3 inches of ballast under the ties except where concrete is used, when 4 inches of ballast is required. The St. Louis Transit Company uses a concrete beam under each rail, with a concrete stringer 8 by 18 inches. To hold the track to gauge, a tie rod is placed every 6 feet, clamped to the base of the rails to prevent all tilt- ing. The foundation of the pavement, the bottom of which is flush with the base of the rail, is a bed of con- crete 6 inches thick, on top of which the asphalt is placed. The standard rail for city use is a 9-inch grooved rail, either 100 or 98^ pound section, while for suburban service the company uses a 95-pound 9-inch girder rail, and in dirt streets ties are laid to support the track. Bonding. — It will have been noticed that frequent ref- erence has been made to the subject of "bonds," which constitute so important a part of the system and circuit structure in electric railway work that it would be im- proper to pass them over without some explanatory comment. It is well understood that the current deliv- ered to a trolley system reaches the car motor by means of feeder and contact wires, and that the circuit back to the power house is completed through the wheels and the track itself. If there were no such circuit comple- tion, current would not flow, and it is therefore an essen- tial and fundamental condition that both the feeding circuit and the return circuit should be maintained in- tact at all times with the least possible resistance to the flow of the current and also with the least opportunity for the current to leak away. The danger of leakage is particularly great, since the rails generally lie in earth, liable at all times to be more or less damp, and being ad- jacent to great masses of metal in the shape of gas pipes or water pipes, etc., which would furnish a better path than the rails for the current. Such pipes are liable to be attacked by a disease known as "electrolysis," which means, in this case, the corrosion or eating away of the iron or lead by the current. It will be seen that with the traction rails broken at joints every 30 or 60 feet, some auxiliary device is nec- essary in order to make them continuous as a circuit. As even the most exact butting or overlapping of joints was found to develop abnormal electrical resistance, this condition was dealt with in the early stages of the art, and the problem was attacked in various ways. At the time of the street railway census of 1890 one method in vogue was to use the rails of the track exclusively, riv- eting to the rails around each joint a No. 6 galvanized iron bond. Another method was that of laying an aux- iliary copper wire of the same size as the overhead trol- ley wire down the center of the track-, on top of the cross ties, and connecting it with a wire of small size riveted to the center of each rail. As to the first method, it was soon found that galvanized iron bonds disappeared under the exposure to action in the earth, and the rails were rebonded with copper bonds riveted to each rail. 178 STREET AND ELECTRIC RAILWAYS. It \v;ts then discovered that these bonds were too small and that there was considerable loss of potential power because they deteriorated and broke off, so that it was again necessary to go over the lines and rebond them Avith heavier material. In the same way, owing to improve- ments in the method of bonding at the joints and the rapid adoption of heavier rails giving more conductivity in the return circuit, it was found unnecessary to incur the initial expense of auxiliary copper ground wire, and so the use of this was also given up. From that time on there has been a remarkable improvement in the mat- ter of bonding the tracks, and a large variety of bonds have been put into service, usually of solid or stranded copper, but including some of a plastic nature. Among those favorably known and largely in use is the protected type, in which the copper bond, owing to its liability to be stolen, particularly on suburban roads, is protected or concealed and goes in the space back of the fish plate, against the web of the rail. The rails themselves, if their connection was unbroken, could, of course, carry the current of the return circuit with- out trouble, but as there are from 176 to 352 joints in a mile of track, at any one of which the circuit is liable to break, it is evident that bonds can hardly be used too liberally, while there is even warrant for supplementing the return system with return feeders, which may be carried 'either underground or on the poles supporting the overhead wires. Some railways have supplemented their track return by inserting into the return circuit a quantity of their old rails which have been scrapped and which can thus be utilized again to advantage. By methods of this kind the street railway companies have not only done much to lessen the annoying disturbance of adjacent telephone circuits experienced in the early days of the trolley, but have obviated quite successfully the electrolytic action on iron and lead pipes in the ground, caused by the current escaping from inadequate return circuits. No small amount of litigation and some very extensive and costly experiments have at- tended this work and development. The extent to which current can leak from a track may be inferred from the estimate that in ordinary double track the surface ex- posed for leakage is sometimes as great as 50,000 square feet per mile of route. Despite the many bonding devices, a good many en- gineers give their preference to a track which is prac- tically jointless. To secure this result two principal methods have been in use. One of them is electrical, and consists in welding the rail joints and plates to- gether in some such method as that described on page 175 in connection with the track of the Buffalo street railway system. Another method often used consists in casting a sleeve of iron around the ends of the rail joints at the side and bottom. The sleeve is made of cast iron, of special chemical composition, which has been "run" at a much higher heat than is employed in making ordinary castings. The metal is poured in from one side and comes in contact with the web of the rail at its greatest heat. It brings the thin part of the rail to a white heat and tremendous pressure is exerted on the molten cast iron, which is squeezed into the interstices of the steel rail, becoming such an integral part of it that if a joint of this kind is sawn through it is impos- sible to sa} r where the web of the rail ends and the cast joint begins. These joints are usually about 14 inches long and weigh from 70 to 140 pounds per joint, de- pending upon the size and weight of the rail that is welded. A very good mechanical joint is thus effected, and the electrical continuity of the circuit is high. A third method which has recently come into vogue con- sists in using a welding mixture known as "thermit," which is made of powdered aluminum and iron oxide. The combination of aluminum with oxygen evolves an immense amount of heat, and this reaction has recently been brought under control. A welding portion of the mixture is poured into a small crucible at the joint with a thimbleful of ignition mixture added, and the whole is ignited. The reaction is immediate, and the molten thermit flowing into the mold around the rail makes the joint. It may be here noted relative to the details given of track bonding, that according to the statistics in Table 94, 1,642.68 miles have been constructed with cast welded joints. This method constituted only a small proportion of the entire mileage, leaving practically all the rest of the track rendered conducting and continu- ous by means of electrically welded joints or by the very generally used copper rail bonds. The cast welded track is found in a number of states, but particularly in California, with 110.62 miles; Illinois, with 292.68 miles; Minnesota, with 89.57 miles; Missouri, with 376.07 miles, practically all in St. Louis; New York, with 222.82 miles, virtually all in Buffalo and Greater New York; Ohio, with 129.85 miles; and Wisconsin, with 141.25 miles, all of which is in Milwaukee. It will be gathered from these figures, therefore, that cast welding is still limited to a few of the larger cities and urban systems. II. RAILS AND CONDUITS. In Table 94 detailed statistics are given regarding the weight of rails per yard, the style of rail, and the method of rendering the track a perfect return circuit by means of cast welded joints. Considerable discussion of rail will be noted in the preceding section of text. With regard to the style of rail employed there is no uniform practice. Of the 817 operating companies, 367 used T rails exclusively and 390 reported the use of T rails in connection with girder, groove, or full groove rails. The range in the weight of the rail as- shown by the returns is also quite remarkable — from the 15-pound T rail of the little Paso Robles, Cal., animal power sys- tem to the 135-pound girder rail used on the Unioa ROADBED, TRACK, AND ELECTRIC CONSTRUCTION. 179 Traction system in Philadelphia. A number of roads have rails of very heavy section, as, for example, 128- pound on the road of the United Railways and Electric Company of Baltimore; 120-pound on several roads in Louisiana; and 113-pound, 110-pound, and 109-pound on various roads. As might be expected, the T rail is a common form in interurban work associated also with lighter weights of 60-pound or 70-pound, but it is also to be found in urban limits. In Vermont all the rail reported is of T type and none of it exceeds 60 pounds in weight. In Texas also nearly all the companies report the use of the T rail, although in Houston, girder rail up to 96 pounds per yard is in use. A good deal of T rail of light weight is also reported from Cali- fornia, Colorado, Connecticut, Georgia, Illinois, Indi- ana, Iowa, Kentucky, and Wisconsin. Girder rail, on the other hand, is reported very generally, as will be seen from the table, in Illinois, Maryland, Massachu- setts, Missouri, New Jersey, New York, Ohio, Pennsyl- vania, and Virginia. Third-rail systems. — The number of companies oper- ating by the third-rail system were so few at the time of the report, that it was not deemed necessar}' to make a separate section of the schedule for this information. Eleven companies in five different states, with a total of 34:2.11 miles of track, reported this form of construc- tion. There is no third-rail construction within city limits on the streets, but there is considerable of it on the elevated roads of New York, Chicago, Boston, and Brooklyn. The Northwestern Elevated, South Side Elevated, Metropolitan West Side Elevated, and Lake Street Elevated, all in Chicago, 111., report the third rail, with a total of 107.96 miles of third -rail track. In New York state, the Manhattan Railway Company, at the time of the report, was operating 40 miles in New York city by the third-rail system, but since that time and during the compilation of the report the whole of its 117 miles has been converted to third rail. The Brooklyn Rapid Transit Company reported 50. -40 miles of track operated by third rail. The New York, New Haven and Hartford Railroad reported not less than 25.43 miles in Massachusetts, this being all on the sur- face and constituting an important electrical adjunct to the steam locomotive service of the company in certain limited districts. The Boston Elevated reported 16.02 miles of track with third rail. Besides this use of the third rail within city limits the report shows, even in 1902, a considerable amount of third rail on the surface for interurban purposes, similar to that quoted in Massa- chusetts for the New York, New Haven and Hartford system, which had 25. 89 miles of this type of track in Connecticut on its Berlin section. At the time of the report California had no third-rail interurban road, although some was then under construction and has since gone into operation. In Michigan the Grand Rapids, Grand Haven and Muskegon road reported 36.63 milesof third rail. In New York state the Albany and Hudson Railway and Power Company reported 39.7m miles between the two cities named. This road runs through several communities of good size, where the third rail is safeguarded and has not been found any hindrance to general movement of vehicles or pedes- trians. The trolley is used, however, in the terminal cities. Conduit systems. — In connection with the treatment of roadbed and track must be considered the subject of conduit railways, since the modern conduit in electric systems, as in the preceding cable systems, constitutes practically a part of the structure. The earlier cable work in the United States was put in with a deep con- duit or tube between the two rails. The conduit at San Francisco was 32 inches in depth, and that of the Chicago City Railway 36 inches. Such construction was expensive, not only on account of the excavation required, but because of the interference of the conduit with other subsurface structures. In constructing the conduit in natural soil it was necessary either to cut a formidable trench with pick and shovel or else to blast out the bed, and, on the other hand, if the line were built upon made ground,' concrete foundation piers and sometimes even piles were necessary. In cable railways a grip extending down between two slot rails seizes a traveling cable, and the car is thus drawn forward, although it has no power of going backward. Many objections were urged against the system on the score that the slot caught the narrow tired wheels of passing vehicles, and that the conduit space constituted an ad- ditional gutter which it was difficult to cleanse; but the conduits were gradually made shallower, methods of removing mud and water were perfected, and the cable system had reached a high stage of development when electric traction became commercially feasible. Having in mind the objections urged against the slot and conduit, much ingenuity was bestowed by electrical inventors on the development of electrical methods which would dispense with any such openings, but which would still bring the current to the car by means of conductors buried in the ground, in order to avoid the erection of overhead wires. These closed conduit systems have depended broadly either upon a third-rail conductor, or upon exposed knobs or contact buttons in the street bed, with which the moving car could make contact by means of a long " skate " or shoe. The sec- tion of conductor immediately adjacent to the car, elec- trified at the time the car passes it, becomes dead as soon as the car passes on to the next block or succes- sion of contact devices. The connections are made by section switches, closed and opened by magnets carried on the car; auxiliary circuits, closed by the car itself as it proceeds; mechanically, or in a variety of other ways. This contact material has consisted sometimes merely of iron filings within the road contact plate. Sometimes the contact devices have consisted of plungers making contact through mercury cups at the switch box. The 180 STREET AND ELECTRIC RAILWAYS. only contact system of this general character now in operation in the United States is that which has been installed by the Westinghouse Electrical Manufacturing Company in the United States Navy proving grounds at Indian Head, Va., on the Potomac. This line is about 3 miles in length, is operated in part by an over- head trolley; but, as the track crosses the firing line, where the overhead wires are liable to damage by pro- jectiles, some other system was necessary, and the con- tact system has been adopted. Each car is operated with two steel contact shoes, and these shoes project downward from the bottom of the car by springs, ener- gized by storage batteries on the car, make contact with successive pairs of pins set along the track. The switch boxes and contact pins are made as a complete unit, and the contact pins, where the boxes are installed upon the track, stand up 1£ inches above the running rail. As the car runs along the track the shoes ' ' cut in " and "cut out" the pins so that only the portion of track over which the car stands is alive. On the whole, therefore, it will be understood that surface contact street railway methods with closed con- duits are not in vogue, and that where the overhead system is not allowed the open conduit method is the only one left permitting the use of electricity in large cities. The one other plan of bringing the current to the street car is that which is known as the third rail; but the inapplicability of this needs no discussion, the third rail being available only upon underground roads, elevated roads, and cross country lines with a more or less uninterrupted right of way. According to the re- turns presented in this report, of the 21,914.01 miles of single track operated by electric power, 97.2 per cent obtains current by means of an overhead wire. De- ducting the mileage operated by third-rail and storage- battery systems, this leaves 1.2 per cent for the open conduit. But it is a superficial indication of the rela- tive importance of the conduit, as it is only to be found in a few cities of dense population and extremely heavy traffic, such as New York and Washington. In both these cities the open conduit electric method has not only been applied of late years to lines of thoroughfare previously unoccupied, but has replaced entirely the cable conduit in leading streets, the most conspicuous example being Broadway, New York city. One of the serious limitations of the open conduit method is its heavy cost of construction as compared with the overhead method. Detailed figures presented by Mr. A. N. Connett as to the Metropolitan Railway Company, of Washington, D. O, give a total construc- tion cost of not less than $50,000 per mile of track, and the data given by Mr. W. C. Gotshall as to the total cost per mile of single track on the Second Avenue Rail- way, of New York city, showed a cost of about $58,000. Even this is far from the extreme cost reached on some lines. The real cost depends in very large part upon the amount of underground piping to be disturbed. As there is a strong family likeness to-day among the various open conduit systems, a description of the Washington system may be taken as giving a typical view of intelligent work, although this system is not the latest in construction. The conduit, formed entirely of Portland cement concrete and resting on a concrete paved base, extends the entire width of the roadbed and 2 feet outside the outer rails. The conduit yokes go down 31 inches from the grade or surface, and the inside depth of the tube is 25 inches. At intervals of 13. 5 feet manholes are provided for access to the under- ground work, and every 400 feet there are hatches by which the conductor rails, 27 feet long, can be inserted or removed. The conductor rails, along which the con- tact plow makes rubbing contact as it travels, are car- ried on porcelain insulators 4 inches in diameter and 7. 5 inches deep over all, which are held by an iron cap and which support a bolt to which the conductor rail parts are attached like the lower horizontal member of the letter L. The conductor rails are of mild steel weighing 23. 5 pounds to the yard — a weight which gives abundant conductivity for the current required to operate all the cars on the system at any one time — and are bonded together with copper bonds. It will, of course, be understood that the traction rails on the surface of the street are no part whatever of the electric conducting system, as the}' would be in an overhead trolley road. The slot rail of the track, weighing 67 pounds to the yard, is the same as that used on cable roads, except that a little more care is taken to provide for drainage of water from the edge of the slot. Careful provision for drainage is made within the conduit through man- holes connecting with the sewer pipes about every 400 feet. It is not to be understood that this system is general, as each conduit road has peculiarities of its own, and the same road will show modifications in conduit struc- ture on different sections. The Lenox avenue conduit structure in New York city, which is one of the best known of the pioneer systems, began by carrying its insulators and contact rails on pedestals standing up from the base of the conduit, but these were early abandoned, and on the road as now operated the insu- lators and contact carriers are inverted and supported from the conduit roof, somewhat as in Washington. One of the governing conditions has been the retaining or replacing of the old cable conduit, the new electric conduit methods being modified in the former case, as upon the Third avenue line in New York city. Upon the newer sections of the Third avenue line the conduit yokes were placed 5 feet apart, and built up of three pieces riveted together, namely, a steel I-beam weigh- ing 105 pounds, and two cast-iron side pieces weighing 122 pounds each. These yokes are planted in a 4-inch bed of concrete, and the conduit between the yokes is of solid concrete. The slot rail, weighing 66 pounds to the yard, is laid in 30-foot lengths, while the track rail of ROADBED, TRACK, AND ELECTRIC CONSTRUCTION. 181 the girder type, 9 inches high and weighing 107 pounds to the yard, is laid in 60-foot lengths. The steel con- ductor rail, weighing 21 pounds to the yard, is carried on inverted insulators hung from inside the slot rails. This construction, however, is not to be regarded as standard — a word which would apply better to the practice adopted in 1897 in New York, and which has been followed in the construction of the conduit system at Brussels, London, and other foreign cities, although in several of the European cities conduit is laid under one of the rails instead of -between them. Another point of difference relates to the plow rather than the conduit; thus the contact shoes used in Brussels, instead of being pressed outward horizontally, as in the New York and Washington plows, are swung out vertically in the arc of a circle, the arc being 135 degrees. Another variation in this detail occurs in Vienna and Budapest, where the plows are hinged from above and swung around in an arc of about 45 degrees. A further point of difference which is interesting to notice is that the rubbing surface of the contact device is on top of the contact rail instead of on the face or side, as in other, conduit systems. The old method was to build up the conduit from the bottom of the trench. The new method of conduit con- struction, as distinguished from the old, is to build down- ward from the slot and track, which are first aligned with the conduit yokes, the cement being then packed iround a movable mold. A few words of description as to the present method, followed in New York and Europe, are given below. A trench is first constructed of exactly the dimensions which will be taken by the completed conduit, so that t ae quantity of earth removed is a minimum. The yokes are placed about 5 feet apart in niches, which are care- fully cut in the trench at exactly the points required. After this has been done, wooden timbers are placed across the trench to support the slot rails, at such a height that the slot rails, when placed on them, will rest on the yokes, and will be in their proper future positions. On these timbers are mounted cast-iron '■ mps, of just the right shape to fit and hold the base o? the slot rails. The rails themselves are then set in 1 ese clamps, and joined at the top by means of a T-shaped clamp, which embraces the heads of the rails and fits into a mortise in the lower clamp. In this way the proper position of the rails is secured, and it is only necessary to align and level them by adjusting the posi- tion of the wooden timbers. In other words the track is aligned by means of the slot rails, which is the end desired, and the rest of the structure is made to con- form to it. The yokes are next attached to the slot rails by means of four bolts for each yoke. The brace rods are then put in place connecting the yokes with the web of the slot rails. The only work now remain- ing to be done is to build up the conduit proper. Exposed, as the conductors in an open conduit are, to 1165-05 13 all the vicissitudes of weather, it is natural to expect that they would be liable to frequent interruption on account of the burning out of sections by short circuit- ing, which easily happens when moisture is present. On the whole, however, the operation has proved ex- tremely satisfactory, and the conduit and track con- ditions have been far less susceptible to trouble than was expected. In fact a more sensitive and weak part of the system has been the contact plow. It is not only subject to considerable wear, but may become jammed in the slot, especially if a car should happen to get into collision with other vehicles. The applicability of the method, as well as the practical verdict upon it, is to be found in the fact that not only has it superseded the cable in New York, but it has also replaced the storage battery, and is being installed on several of the branch lines where horses are still in use, so that ultimately the whole of the city below One hundred and thirty fifth street will depend upon the open conduit for it* surface street railway transportation. III. ELECTRIC LINE CONSTRUCTION. The importance of overhead trolley construction to» the operation of electric railwaj^s may be deduced from the fact that of the 21,901.53 miles of track operated by electric power embraced in this report, 21,290.09 miles received the current for the cars by means of overhead wires. From the details of electric line con- struction, shown in Table 91. it will be seen that of the total, 15,857.26 miles, 10,220.07 miles, or 64.5 per cent is span wire; 5,223.08 miles, or 32.9 per cent, side bracket; and 414.11 miles, or 2.6 per cent, center pole. It also appears from the returns that wooden poles have been used for 80.3 per cent of this mileage and steel or iron poles for 19.6 per cent. In addition to this, 15.92 miles of line have wires supported by ele- vated railway structures and by buildings or bridges. The same table shows for each railway the number of poles to the mile, the average being about 52, ranging from 40 up to 75, depending upon the local conditions and requirements. The extreme figures are 30 poles to the mile, reported for the Salem Electric Railway Com- pany, of Salem, Ohio, and 85 reported by the Duluth- Superior Traction Company, of Duluth, Minnesota. Sjmv) wire construction. — Table 94 shows that the span wire construction reported — 10,220.07 miles, or very nearly half of the overhead trolley construction — was very largely in the cities. Thus in California, with a total of 339.82 miles, 98.66 miles was reported by the United Railroads of San Francisco; 55.82 by the Los Angeles Railway ; and 66.43 by the Oakland Transit Consolidated Railwa}\ These three companies consti- tute a very large proportion of those of the same char- acter within the state. In Colorado, out of the 140.16 miles, 82.02 miles was reported by the Denver City 182 STREET AND ELECTRIC RAILWAYS. Tramway. The state of Illinois reported a total of 799.06 miles of span wire. Of this mileage nearly half was reported in the city of Chicago. In Indiana, out of 357. SO miles, 127.40 miles was reported by the Union Traction Company of Indiana, and 36.39 miles by the Indianapolis Street Railway. In Massachusetts, with a total of 712. So miles, a group of three roads in and around Boston — the Old Colony, the Boston and Northern, and the Boston Elevated — reported 415.50 miles. In Ohio this style of construction appears to be generally dis- tributed, but out of the 908.56 miles, 115.41 miles were reported by the Cincinnati Traction, 69.31 miles by the Cleveland Electric Railway, and 47.87 miles by the Cleveland City Railway. In Pennsylvania, with a total of 1,532.83 miles, the Union Traction Company, of Philadelphia, reported 308.86 miles, and the Pittsburg Railways Company, 232.09 miles. It will be gathered from the foregoing figures, therefore, that the span wire construction is to be credited with a larger track mileage than would appear on a superficial reading of the figures. In other words, there was a total mileage reported of overhead trolley construction of 21,290.09 miles, but there was only 5,223.08 of side bracket and 414.11 of center pole. These two items made a total of 5,637.19 miles, which would leave a total of 15,652.90 miles of overhead construction to be accounted for, whereas the mileage of span wire reported was, as already noted, only 10,220.07 miles. Allowing that all the center pole construction covered two tracks, and that part of the side bracket also had long brackets, ena- bling two tracks to be served, it would still appear that half of the span wire construction was employed to cover double tracks. This applies to the construction in many cities, as, for example, Chicago, 111.; Indian- apolis, Ind. (almost entirely); Minneapolis and St. Paul, Minn. ; Omaha, Nebr. ; Brooklyn, N. Y ; and Cincinnati, Ohio. Side bracket construction. — The side bracket construc- tion counts, of course, for every mile of track over which it extends, and in some cases, as has already been noted, covers the two tracks, the detailed statistics be- ing, however, difficult to extract where all the methods of overhead construction were employed. Side bracket construction is obviously an adequate and satisfactory method for suburban and cross country lines where but one track has to be served, and hence, as might be ex- pected, a large amount of this mileage, namely, 5,223.08 miles, is to be found in states and along roads where the single track is more prevalent. The state of Maine is notable for the large amount of side bracket construc- tion which it contains. With a total of 328.55 miles of overhead construction, there was not less than 240.16 miles of the side bracket type. Massachusetts also had a very large proportion of side bracket construction, even in such crowded centers as Boston and vicinity. The Boston and Northern system reported 182.53 miles, and the Old Colony Street Railway 228.69 miles. Out of the 75 roads or systems reporting for the state, 16 reported only the side bracket form of con- struction. In New York state the side bracket form of construction was not so conspicuous, only 453.04 miles being reported, and of this 82.63 belonged in one system, that of the Hudson Valley Railway, while Roch- ester and its suburbs presented another large group of the same style. The Rochester and Sodus, Bay Railway had no span wire, but 34.86 miles of side bracket and 4.44 of center pole. The state of Ohio, as might be ex- pected, with its interurban groups, had a large amount of side bracket construction, namely, 936.35 miles, which was very widely distributed. As previously noted, Pennsylvania had proportionately little side bracket construction, although several of its roads were exten- sive suburban systems. The state of Vermont, in the New England group, is noteworthy for its large pro- portion of side bracket, as will be seen from the table. Center pole construction. — The center pole line con- struction for the whole country, 414.11 miles, should normally represent exactly twice that amount of track served, since the invariable purpose of such construc- tion is to serve two tracks with one line of poles, by running a line of poles down the middle of a wide thor- oughfare between the two tracks. Very often this center pole is masked by shrubbery, and one of the earliest and best instances was the line put in at the beginning of the trolley regime by the Washington road running out to Eckington and the Soldiers' Home. This center pole construction is widely distributed throughout the country, as will be seen from an inspec- tion of the table. Several states possessed 20 or 30 miles of such construction, while Maryland had 40.14 miles, and New York 32.41 miles — the latter being so widely distributed that only one road had more than 6 miles of it. It will be observed that few of the inter- urban systems report any considerable amount of this style of construction. The interurban s3 T stem most conspicuous for its center pole construction was the Grand Rapids, Holland and Lake Michigan, which reported 24 miles. The Twin City Rapid Transit sys- tem of Minneapolis and St. Paul is conspicuous for reporting 60.50 miles of center pole construction, which represents 121 miles of single track, and would account for nearl}' one-half of the entire 251.02 miles of that system. In California the most notable instance was that of the Los Angeles Pacific Railway, an interurban system, which reported 20.65 miles of center pole, accounting for more than 40 miles out of the total of 87.48 miles of track. Line supports. — Table 94 shows in detail, in terms of mileage, the statistics with regard to the use of steel or iron poles and wooden poles. It will be seen that 12,728.76 miles of track were reported as equipped with wooden poles and 3,112.58 miles with steel or iron poles, making a total of 15,841.34 miles, which apparently would represent the actual mileage of the streets and ROADBED, TRACK, AND ELECTRIC CONSTRUCTION. 183 other thoroughfares occupied by the overhead construc- tion. This mileage, however, has no definite reference to the miles of track, as such, whether single or double, as a mile of overhead construction might obviously be inclusive of both conditions and methods. The metallic pole, although its use is quite widely distributed, is not found in some states. Illinois reported 264.35 miles; Massachusetts, 294.01 miles; New York, 485.28 miles; Ohio, 302.41 miles; and Pennsylvania, 540.20. A study of the figures will show that the metal pole was used chiefly within city limits; thus, companies in Chicago, 111., Detroit, Mich., Minneapolis and St. Paul, Minn., and Philadelphia and Pittsburg, Pa., reported nearly all of the metal poles shown for the states in which these cities are situated; and companies in St. Louis, Mo., Boston and Springfield, Mass., Cincinnati, Cleve- land, and Columbus, Ohio, and New York city, N. Y., reported a large proportion of the metal poles of the states in which they are located. There is an aesthetic advantage in the use of metal poles, as compared with wooden poles, aside from their more sightly appear- ance, in that, on the average, fewer of them are re- quired per mile of electrical construction. The number of metal poles per mile is usually from 40 to 50, though in some cases, as in dertain places in Ohio, 60 or more poles per mile were reported. With regard to the use of wooden poles, it may be noted that of the 12,72S.76 miles equipped with such poles 1,724.64 miles, or 14 per cent, was reported for Massachusetts; 1,554.79 miles, or 12 per cent, was re- ported for Ohio; 1,452.19 miles, or 11 per cent, for Pennsylvania; and 1,047.20 miles, or 8 per cent, for New York state; these four states together, therefore, reported 45 per cent of the total for the country. Feeder construction. — A large proportion of the feeder wire mileage was carried overhead and on the poles referred to above, and very little of it — 2,411.07 miles out of 24,734-29 miles, barely 10 per cent — was under- ground. The use of the overhead method for feeder wire was so general that the exceptions alone deserve study, and these are presented in Table 94, which shows that the underground feeder wire mileage oc- cupied 589.3 miles of street within city limits, in connection with some 27 of these railway systems, though these systems in some cases represent two or more cities. The largest amount of such underground feeder wire construction was found in three states, which together accounted for about 78 per cent of the whole, namely: Pennsylvania, with 204. S miles of street and 1,685.8 miles of duct; New York state, with 145. S miles of street and 3,317.1 miles of duct; and Wisconsin, with 110. S miles of street and 674 miles of duct. In these three states the feeder conduit work was limited almost entirely to the three cities of New York, Phila- delphia, and Milwaukee. Further details of feeder construction are furnished in supplementary Table 2, which shows the statistics for the different kinds of conduit used. In this connection it maj' be stated that the cable most commonly used was copper strand, heavily insulated, and sheathed with lead, the copper conductor being further protected in some instances, as in New York, by special paper insulation. The largest proportion of feeder conduit was con- structed of terra cotta and vitrified clay. The 336.6 miles of street occupied and 3,905.1 miles of duct, used by this kind of conduit, amounted to more than half of the whole conduit feeder mileage. Iron pipe conduit occupied 156 miles of street, with 1,981.4 miles of duct. Terra cotta and vitrified clay conduits were used exclu- sively in Wisconsin, while in New York and Penn- sylvania iron pipe was also used, as well as a cer- tain amount of wooden duct. New York reported the greater part of the 13.5 miles of street with concrete construction. As to wooden duct, out of 83.2 miles of street occupied by 565.1 miles of duct, 76.2 miles of street, and 542.5 miles of duct were reported from Philadelphia, Pennsylvania. While it is urged by many who are interested in the aesthetic improvement of urban centers that the over- head network of a trolley road is ugly and an eyesore, it can not be denied that in this branch of the work a most marked and rapid improvement has been seen, both with respect to the appearance of the line and in regard to its stability. The early construction left much to be desired, and the materials used were alto- gether too light and cheap for the conditions imposed upon them, while a great many details now making for trimness and permanence had not been worked out. One of the greatest drawbacks was found in the fact that for some years it was considered necessary to put upon the poles, not only the small conductors with which the trolley wheel makes contact and the necessary sup- ports, but also all the mains and feeders delivering cur- rent to the lines as a whole. In fact this practice still prevails to a considerable extent in regard to feeders, as may be inferred from the fact that of the 24,754.29 miles of feeder wire 22,343.22 miles, or 90.3 per cent, was overhead. At the time of the report conduits for feeders were em- ployed by only 27 companies, but the tendency to remove the heavy cables and conductors from the poles is be- coming very marked, and in the next few years, espe- cially within city limits, a very large proportion may be expected to be taken down and put out of sight. The fact that underground construction is still limited to a few cities is shown by the fact that Washington, Chicago, New York, Boston, Philadelphia and Milwau- kee contained 6,136.3 miles of duct, or 93.7 per cent of the total in the United States. Overhead trolley. — The construction of overhead sys- tems has been greatly simplified since the time of the report on street railways for the census of 1890 by the general adoption of the single overhead trolley system, by means of which the track is used as a part 184 STREET AND ELECTRIC RAILWAYS. of the return circuit to the power house, one overhead wire bringing the current to the motor. The double overhead trolley, which was often used before 1890, was soon found to introduce a great man}^ serious com- plications. Not onty do the two wires necessitate addi- tional overhead structure and wiring to support them, but the cars must carry two trolleys. When the car has to pass switches and frogs, changing the direction of the overhead contact, a vast amount of complication ensues. In short, the difficulties and objections have been such that in 1902 only 7 companies reported the use of the double overhead trolley system, the total mileage of track thus operated being only 234.15. Nearly all of this was reported from Cincinnati, and all of it would be gladly discontinued by the companies but for purely local convenience or for the require- ments of old ordinances and franchises insisting upon the maintenance of this method. The nature of pole line adopted for overhead con- struction depends a great deal upon the width of the thoroughfare, the extent to which the district is built up, the style and quality of surrounding buildings, and the restrictions imposed by the public authorities. As has already been noted, a very large proportion of the construction is of the "span" type, which consists in setting poles along the street at regular distances in pairs, exactly opposite to each other, and then span- ning the roadbed by means of a span wire. This is repeated at each of the poles, and the service wire, with which the trolley wheel makes contact, is attached to the span wire and carried along underneath by insulators. The span wire is necessarily strong and, as a general thing, consists of galvanized iron and steel stranded wire, an ordinary size being five-sixteenths of an inch. If the street is unusually wide, the size of the wire across the roadway and the two tracks may run as high as three-eighths of an inch, while on the other hand, quarter-inch wire will be used for a single track span. A large number of detail parts are necessary to insure solid and substantial suspension, and to prevent the possibility of breakdown, which would not only inflict injury on persons and property, but interrupt the operation of the road. To quote specific examples, at Indianapolis, Ind.', the size of the span wire varies from three-eighths of an inch to five-eighths of an inch, according to the width of the street and the strain imposed, and the trolley wire held up is No. 00 round wire, a strain insulator being placed in the span wire next to each pole. In St. Louis in the latest construction of span wire a 7-strand double gal- vanized steel wire five-sixteenths of an inch thick is used. The trolley or service, wires are insulated by a joint strain insulator at the pole and by a trolley wire hanger with wooden insulation, a bolt in which a cone shaped piece of wood furnishes the insulation. The ear for holding the trolley wire is 15 inches long and is clinched or hammered in order to hold up the wire, no solder being used. In Milwaukee, Wis., a notable change from the ordinary line work has been the abandonment of insulated trolley wire hangers, those employed being entirely of metal. Insulation is secured by strain insu- lators in the span wire itself, of which there are two in series between the pole and the trolley wire. The trolley wire hanger is of the usual appearance, except for the omission of the insulating bolt, and being purely mechan- ical in its function and not requiring insulating quali- ties, it can be made very substantial. Another feature of the Milwaukee construction is that known as ''fig- ure 8 " trolley contact wire, the wire in cross section resembling that numeral, allowing the ear of the insu- lator to clip the upper part more firmly. In Philadel- phia, Pa., the practice differs from that of both St. Louis, Mo., and Milwaukee, Wis., in the fact that a round top bell trolley wire insulator is used with soldered ears 15 inches long and weighing 14 pounds. The Twin City Rapid Transit Company of Minneapolis and St. Paul, Minn., uses a trolley wire hanger of its own manufacture, in which the insulation is secured by a structure of wood supported in the metal from the bracket or span wire, in each end of which the trolley wire clips are supported. In addition to carrying the span wire, which in turn carries the contact conductor, the poles, as has already been noted, have to support feeder cables, which are necessarily of considerable weight, usually being of copper, though aluminum is sometimes used. More- over, the feeder cables carrying large quantities of current require extra large and heavy insulators, for which glass or porcelain is generally used, though sometimes a compound of mica and shellac, rubber, or asbestos is used. The feeder cable runs parallel to the track, and is tapped at frequent intervals in order to supply current to the different sections of the trolley system. These taps are made from the top of the pole across the span and connected to the trolley wire at numerous points. Sometimes these feeder taps are used as a span wire. Nor are these wires and circuits all that go to make up the web-like network of wires which are seen aboA-e a trolley track, and more particularly above a double track covered by the span wire system. At corners and curves a large number of auxiliary span wires and brace and guy wires have to be introduced, all adding to the apparent complication of the system. In many places, moreover, local ordinances still require that guard wires shall be used above the trollej' network to prevent broken telephone, electric light, or other wires from falling across the trolley system. Where these are added the result is usually very disagreeable to the eye. Street railway managers are decidedly averse to this addition to the wire structure, claiming that the guard wires rarely serve a useful purpose, and are more often the cause than the cure of the evils they are designed to obviate. A feature of span wire con- ROADBED, TRACK, AND ELECTRIC CONSTRUCTION. 185 struction which is not uncommon in Europe, but which is hardly known in the United States, is that of carry- ing the wires across the street without poles, from building to building, attaching the span to rosettes of metal firmly embedded in the fronts of the houses. This method is frequently permitted by the authorities, and the entire absence of poles gives a much clearer vista to the thoroughfare along which the trolley sys- tem is in operation. Next in importance to the span wire construction is that which is carried out by means of side brackets. The purpose of the side bracket or side arm construc- tion is to decrease the cost of line construction as well as to lessen the number of poles along the street, it being feasible to extend the side arm from the pole to such a length as to carry the circuits for a double track system. The side arm projection from the pole is braced from below, and is also often supported from above, to insure rigidity. The methods of suspending the trolley service wires are much the same as with span suspension, the chief difference being, perhaps, in the insertion of insulating materials between the arm and the iron sleeve by which the insulator is carried. Another variation in overhead construction is the use of the center pole, which is virtually a duplication of the side bracket pole, the arms being extended out on both sides of the pole, the pole being planted in the middle of the street or avenue, midway between the two tracks. AVith the center pole construction a greatly im- proved appearance of thoroughfares is often obtained. The center pole is also often utilized for lighting pur- poses, especially where the city ordinances require that a certain amount of lighting shall be furnished free by the trolley company in part return for its franchise; and some extremely pretty effects are often obtained, especially where the poles are of ornamental character. The center pole construction, however, is not favored, as it forms an obstruction to traffic, being in the center of the street. Wooden poles constitute a very large proportion of the supports employed in overhead line construction. The greatest variety exists with regard to the nature of the woods used and the treatment adopted in preparing poles for use and in setting them. The wood favored depends very often upon the proximity to the forest where the poles are cut, but the kinds in most general use are chestnut, cedar, or Georgia hard pine. Chest- nut poles are preferably of second growth, and are used up to a length of 45 feet. Cedar poles do not possess the elastic or tensile strength found in hard pine or chestnut, and are not favored in lengths over 45 to 50 feet on account of their liability to succumb to the strain of storms and the weight of conductors. In a general way the poles used are trim and straight, with a departure from the center line of not more than 4 or 5 per cent, and they are often trimmed and made hex- agonal or octagonal in shape, as well as painted in some standard color adopted by the system. On the suburban lines of the United Eailways of San Francisco the standard type of pole is 30 feet long, 12 inches at the base, and 8 inches at the top, the material being redwood, which, of course, is hardly obtainable in other parts of the Union. On one of the systems in Brockton, Mass., most of the poles are of chestnut 30 feet in length, with 7-inch tops, set 5.5 feet in the ground, and carrying arms of Georgia pine, which are equipped with four locust pins to hold up the insulators and wires. On the Schenectady, N. Y., system, where the city overhead work is all span construction, 35 and 40 foot chestnut poles are used, set 100 feet apart. On the Ballston, N. Y., branch, the center-pole double- bracket construction is used, with 35-foot octagonal pine poles embedded in concrete. The extent to which wooden poles have been used in this country is undoubtedly due in a large measure to the ease with which such poles can be obtained. In Europe, where wood is scarcer, the metal pole is much more gen- erally used. It may be questioned, however, whether the use of iron and steel poles in this country would not make a much better numerical showing than it does were it not for the enormous extent of suburban and rural lines, of which wooden poles are so conspicuous a feature. The iron and steel poles in -use are tubular and are built up in sections to a height of as much as 50 feet. Of the sections, generally, three or four are used to a pole, with a cap and base, which in some cases are ornamen- tal. Occasionally a metal pole is seen which is "built up," i. e., composed of several iron or steel channels joined together. Another variety of the metal pole is one that is made in one length and is seamless, consti- tuting a solid drawn steel tube, although these are sometimes built up of two parts shrunk together. A standard American iron trolley pole with a length of 30 feet, built up in three 9-foot sections, weighs a little over 500 pounds. Some of the poles, however, are much heavier than this, and a standard pole of an all over length of 30 feet also weighs almost 800 pounds. The size and weight and ability to resist strain depends, in fact, very much upon the policy of liberality adopted by the compan} r building the system. Where the pole is of the usual sectional type the various sections are sweated or welded together, and care is taken that the longitudinal seams in each consecutive piece are 120 degrees apart in order to increase the strength and dis- tribute the strain, which with ordinary poles will'reach almost 500 pounds, since in winter the poles frequently have to carry not merely the weight of the wires but an additional burden of ice and snow or sleet. To take a few typical illustrations of current Ameri- can practice, the Boston Elevated Company employs for straight work a three-section tubular pole weighing 186 STREET AND ELECTRIC RAILWAYS. from 700 to 800 pounds with tapering sections 6. 5 inches, 5.5 inches, and 4.5 inches in diameter. Even heavier poles than this are used where a greater weight of over- head structure has to be held up, these poles weighing as much as 1,050 pounds, while on curves the tubular poles reach a weight of not less than 1,450 to 1,500 pounds. In Indianapolis, Ind. , the poles are in three sections, weighing 600 pounds for straight line work and 1,400 pounds at curves. In Milwaukee, Wis., the poles used for straight line work are 28 feet long, built up of two sections of tubular steel, 8 inches and 7 inches, respectively, in diameter, and set in concrete. In St. Louis, Mo., the standard poles for straight line con- struction are in 28-foot and 30-foot lengths, with a weight of 545 and 650 pounds, while on curves 1,025-pound poles are used. IV. BRIDGES, TUNNELS, AND CROSSINGS. Bridges. — Supplementary Table 1 gives the statistics with regard to the number and length of the different classes of bridges. These data include only structures owned by the railway companies, and no statistics as to the number or length of structures employed by the street railway companies under lease or franchise or other condition of that character are shown. A total of 2,721 bridges with a total length of 461,109 feet, or more than 87 miles, is reported for the United States. Of these bridges, 1,024, with a length of 156,061 feet, were of iron and steel; 574, with a length of 57,152 feet, were wooden; 931, aggregating 242,458 feet in length, were wooden trestles or trestle bridges; and 192, with a length of 5,438 feet, were of masonry. It will be seen from these figures that wooden bridges and trestles predominate, but that the work is of a varied character and that already a large proportion consists of iron and steel. Some features of this work vie with that of the same character done on steam railroads. An interesting example of bridge construction is found on the line of the Conneaut and Erie Traction Compam^'s railway completed since the figures of this report were taken and therefore not embraced in the above totals. This road, which renders possible a con- tinuous electric railway trip from Detroit, Mich., to Westfield, N. Y., traverses such rocky and irregular country that considerable cutting, filling, and trestle work was necessary. One of the most serious difficul- ties was that encountered near Conneaut, where it was found necessary to build a steel viaduct. One remarkable instance of trestles built for trolley work and of wooden construction is the bridge owned and operated by the San Francisco, Oakland and San Jose Railway Company. As the statistics embraced in the table indicates, the street railways around San Francisco and Oakland have long stretches of wooden bridges and wooden trestles, probably rendered neces- sary by the.shallowness of San Francisco bay and other local conditions. In addition to these is the double track trolley pier which has a total length of 16,400 feet, with 14,423 feet of tangent track on the pier, and a height of rail above high water of 7 feet 9 inches. Regular 4-car trains ph T over this trestle. The over- head construction is of the regular trolley type with cross suspension wires. Another example, the New Jersey and Hudson River Railway and Ferry Company, in New Jersey, embraces in its line a variety of interesting illustrations of the amount of work that a street or interurban railway may have to do in this category. An extension of this sj r s- tem, made in 1900, although less than 3 miles in length, includes a steel viaduct 1,150 feet long, with a 70-foot plate girder span over the Northern Railroad of New Jersey; a double trestle 580 feet long with 70-foot plate girder draw over the Overpeck creek; and a steel via- duct with a 500-foot plate girder span over the West Shore Railroad. The foundation of the long steel via- duct had to be laid in a marsh, and it is interesting to note that while the company found that the estimates for a wooden trestle were lower than for the steel, the latter was more desirable, not only on account of its dura- bility, but in order to avoid the danger of destruction by fire, the marsh and meadow grasses often catching fire in the fall in such a manner as to jeopardize any construction of wood. Another important and interesting example of such work is the swing draw across the Hackensack river, giving entrance to the town of that name. As this is one of the largest drawbridges in the country, if not indeed the largest, employed for electric railway work exclusively, it deserves note. The approaches to the draw are over trestles at each end, the western trestle being 915 feet in length and consisting of 61 bents of 15 feet each, while the eastern trestle is 285 feet in length and consists of 19 bents of 15 feet each. The swing or draw of the bridge is 160 feet in length, and is equipped with electric motors and trains of gearing so that it can be opened and closed in one and one-half minutes. The bridge is designed to carry a full load of 30-ton cars on each track. In general, no figures with regard to elevated rail- roads and inclined planes are included in this table, although it might be claimed that these were wholly of a trestle character or in the nature of a viaduct. Elevated railroads, however, have been considered and treated sui generis, though some figures with regard to bridges employed by the Brooklyn Rapid Transit system in connection with its surface track have been included in the table. Tunnels. — Supplementary Table 1 includes also data with regard to tunnels employed in connection with street railway work. There were 27 of these, with an aggregate length of 19,803 feet. Up to the present time street and interurban railway work has been almost entirely free from tunnel construction. On grades TYPICAL ENTRANCES AND EXITS, BOSTON SUBWAY. ONE OF THE PASSENGER STATIONS IN THE BOSTON SUBWAY. ROADBED, TRACK, AND ELECTRIC CONSTRUCTION. 187 where the heavier nature of steam railway traffic would have required tunneling, the lighter character of street railway rolling stock and the conditions under which the smaller number of passengers has to be carried have usu- ally enabled the street railway systems to avoid tunnel- ing. A large proportion of the track also is laid in cities and villages where tunnels are rarely needed. Interur- ban roads, however, sometimes operate under physical conditions closely resembling those that have governed steam railway practice, and a considerable development in the matter of tunneling may therefore be expected to attend the extension of interurban construction and the change in the character of electric railway service. Of the total length of tunnels, 19,803 feet, reported for the country, a length of 16,285 feet, or 82.2 per cent, was reported from three cities, Boston, Chicago, and New York. In Chicago, where, on account of the extremely level character of the country, one would perhaps scarcely expect to find a tunnel, there are five tunnels, with a total length of 5,971 v feet under the Chi- cago river. They were built years ago to avoid the delay that would be a necessary incident of the traffic if the cars were compelled to wait for the opening and closing of drawbridges. The Park avenue tunnel, in New York city, accounts for 1,800 feet of the tunneling reported in the table. This tunnel, which runs from a little south of Thirty-fourth street, through Fourth and Park avenues, to Forty-second street, is to all intents and purposes a steam railway tunnel, and for most purposes may best be regarded as forming a part of the system by which the New York Central and Hudson River Railroad penetrates to the heart of the city. Indeed, the street railway to which this tunnel belongs was formerly un- der Vanderbilt ownership, and was one of the traction lines out of which grew the New York Central system. The tunnel therefore represents steam railway practice rather than a practice made necessary by actual street railway conditions. The greatest length of tunneling shown for any one company, city, or state is that reported by the Boston Elevated Railway Company, Boston, Mass. The tunnel used by this company in its subway serv- ice is 8,554 feet long, and it represents one of the most interesting and important developments of recent years in street railway work, marking perhaps a transitional stage in street railway operation. It lessens the con- gestion of traffic on the streets, while at the same time it obviates the need of resorting to a deep underground railway, like that now under construction in New York city. Indeed, it seems to have served its purpose ad- mirably in almost every respect. This tunnel system was laid out and carried through by what is known as the Boston Transit Commission, a body still pursuing further useful work of the same kind. After a preparatory period of several years the subway became available to the public in 1897. In a general way, the subway may be said to traverse the city from north to south, with a westward spur under the Boston Common and the Public Garden, the north- ern limit being the Union Station and the southern limit being in the vicinity of Tremont street on Boyls- ton street. The street railway lines enter the heart of Boston from the north, west, and south, the east being water front. A majority of passengers leave the cars before or upon reaching the termini of the lines on the edge of the business section, but a large number find it necessary to continue their journey across and through the city to other districts or suburbs, and the subway meets their need for quick transit. Since the tunnel went into operation the original plan of the commission, that the subway should be used only for cars of street railway types, in single or two-car trains passing from the surface tracks, has been modified to permit the run- ning of elevated railway trains through the subway from the elevated tracks of the Boston Elevated Rail- way Company. The original contract for the use of the subway made between the commission and the West End Street Rail- way Company provided for the payment to the city of a fixed annual rental equal to 4£ per cent on the cost of the subwa}-, payable quarterly, and for a further con- tingent payment to be determined as follows: All cars of a body length of 25 feet or less were to be reckoned as paying to the city a rate of 5 cents per car per one- way trip, longer cars to be rated proportionately ; and if the amount so computed should in any regular three- month period exceed one fourth of the rental payment mentioned above, the West End Company was to pay such excess, in addition to the fixed quarterly payment. During the quarter ending March 31, 1902, the company ran 1,038,097 one-way trips through the subwa3 T , esti- mated on the basis just explained. The cost of the subway to September 30, 1902, is set down as slightly over $4,000,000. A rough calculation shows, therefore, that the excess on contingent payment for the quarter must have been more than $2,000, the fixed payment being taken as about $49,000. The rental is based on a twenty-year lease. Two types of construction were adopted for different sections of the subway. One consists of steel I beams, embedded in concrete, supporting a roof constructed of transverse steel beams or girders with brick or concrete arches between them. The standard height of this construction is 14 feet clear, above the top of the rails, the width of two tracks being 24 feet and of four tracks, 48 feet. The four-track subway has a line of steel posts along the center. The top of the rail is about 17 feet below the surface of the street and the station platform about 16 feet. The second form of con- struction consists of masonry side walls and a masonry roof. This form was adopted where the tunnel could be placed at a sufficient depth below the surface to make possible adequate provision for strength and sta- bility by masonry construction, and where digging for sewers would not be likely to injure it. Elaborate pro- 188 STREET AND ELECTRIC RAILWAYS. vision was made for drainage, ventilation, and illumi- nation, the light being furnished by arc and incandescent lamps. It was early decided that the two easterly tracks of the four-track subway should be for north bound cars and should have island platforms between them and that the westerly tracks should be for south bound cars, and should also have island platforms between them. The platforms have been built as near the surface of the street as practicable in order that the stairways might be as short as possible. The subway is enteied by handsome little stations at the street level, giving independent access to each track. At the Pub- lic Garden, by exception, one enters the subway on the street level, the cars entering and leaving the tunnel through an open avenue which leads, by a general slope 318 feet long, from the surface of the ground to the subway portal, which is inclosed by an iron fence with granite walls and concrete masonry. Steam railway crossings. — The subject of bridge and tunnel construction is allied in some degree with that of safety provisions for steam railway crossings. The schedule of inquiry embodied a request for information as to the number of such crossings protected and of such crossings unprotected. From the statistics shown in Table 94 it appears that there were 4,481 steam rail- way crossings encountered along the tracks of street railway systems. Of these, 2,514, or 56 per cent, were protected, and 1,967, or 44 per cent, were unprotected. The protection referred to varies in character; in some instances it includes the depressing or raising of the tracks. Where a crossing is made by an overhead track, the street railway company naturally employs a bridge or viaduct, and such construction would be included in the returns already discussed. On the other hand, where the street railway depresses its tracks, the steam railway, of course, crosses over the street railway on its own bridge. These matters are generally a subject of adjustment between the different interests, although in many cases the dispute over right of way has been attended by litigation and even by physical conflict and the tearing up of tracks. Cross ings are also said to be protected when provision is made for giving warning b\ r a flagman or an alarm bell, but provision of this nature has but too often bsen found inadequate. Serious accidents and fatal collisions, due to the failure of such protection, are fresh within the memory of the public. Within recent years, work of a costly and elaborate character has been undertaken in such cities as Chicago and New York to obviate the need of having the street railwaj^ and the steam rail- way lines cross at grade. The New York Central and Hudson River Railroad Company, whose lines lead immediately into Manhattan Island, were crossed on the level by street railways at numerous points, until the completion of the viaduct and of the sunken way which now extends for miles out into Westchester county. The reform in this direction of late years has been quite considerable in all large American cities, and has been prosecuted at an enormous expense, so that, of the steam railwa3' crossings now reported as unprotected, a large proportion are to be found in rural districts. Strictly speaking, they seem to be most numerous along the fast interurban roads which necessarily cross main lines of steam railway in outlying regions with such inf requency as not to necessitate any elaborate measures of precau- tion, but permitting both the steam railway company and the interurban street railway company to depend upon the intelligence of the motorman and conductor, governed bj r the rigid rules laid down for their guidance as to behavior at such intersecting points. The general practice with all street railways is to cut the overhead circuit at the railroad, so as to avoid any obstruction there, and to carry the street railway cars across by their momentum. The American Street Railway Asso- ciation has in recent years endeavored to establish a national code of standard rules for the men employed. The development of interurban signaling may be gathered from the fact that for the year 1902-3 the special committee on this subject presented a section of about 2,000 words containing suggested rules, whereas before that time no special rules had been suggested, except a few on the subject of semaphores and color signals. While these rules do not necessarily or even largely relate to steam railway crossings, they do embody a variety of careful and explicit instructions, the observance of which should in every case be sufficient to prevent any accident. As a general thing, the methods of signaling advocated and formulated by the associa- tion committee follow closely the methods employed on the steam railways, and the rules, as reported, have proved satisfactory to the state railroad commissioners to whom they have been submitted. CHAPTER III. CARS AND MISCELLANEOUS EQUIPMENT. STREET RAILWAY OARS. General statistics. — The statistics of cars and miscel- laneous equipment connected with cars are to be found in Table 95. There were 66,784 cars of all classes reported to the Bureau of the Census, or almost exactly 3 cars per mile of track. Of this number, 60,290 were passenger cars and 6,494 were cars used for express, company work, or other purposes. Of the passenger cars, 32,658 were closed and '24, '259 open, the latter style being reported very generally by all the companies, both North and South. One hundred and five companies reported 3,134 combination closed and open cars, of which 1,203, or 38.4 per cent, were used by 22 com- panies in California alone, the state in which the com- bination car had its beginning. Subsequent portions of this chapter deal with the evolution and typical features of this type of car, which bids fair to become a prevalent, if not a preponderant, style in the near future. Combination passenger and express cars were reported by 99 companies, the number used being 239. Cars used for more than one service have been enumer- ated but once. Cars carrying express, mail, etc., in addition to passengers have been classified as primarily passenger cars, the other service being more or less incidental to the regular functions of the car. The use of special express, freight, and mail cars was reported by 205 companies. The largest number of these cars was shown by an interurban freight line, the St. Louis and Belleville (111.) Electric Railway Company, operating in the vicinity of St. Louis, which, with 213 cars and 2 electric locomotives, reported 209 cars for express, freight, and mail purposes. These cars, how- ever, were without electric equipment, so that this road could hardly be taken as typical of the manner in which a freight service has been built up in connection with a regular passenger system. The 1,727 snowplows re- ported do not include snowplow attachments of a remov- able character, but are cars regularly and exclusively used for clearing the track. This is true also of 793 sweeper cars, while cars employed as both sweepers and snowplows are counted but once in the class in which the larger part of their work would place them. Out of 66,784 cars of all classes reported, 50,699 cars were provided with electric equipment. The roads operated entirely, oi; in part, by electricity reported a total of 65,949 ears of all classes, the number provided with electric equipment being 76.9 per cent of the total. Distrihution of ears. — The largest number of cars of all classes was reported by the state of New York, with 14,040, or slightly more than 20 per cent of the total. Of this number, a little more than one-half was reported by three systems: The Interurban, of New York city, 3,063; Brooklyn Rapid Transit, (surface and elevated), 3,504, exclusive of 121 steam locomotives; and the Man- hattan (elevated), 1,331, exclusive of 292 steam locomo- tives. The figures of the Interurban, in New York city, should include additional cars of the other systems operating under the same management, which are re- ported separately. The total number of cars reported in the state of Massachusetts was S,310, of which 3,612 were owned by the Boston Elevated Railway Company. This is the largest number reported by a single company, and includes cars operated on surface, elevated, and underground tracks. Illinois* is third, with 7,788, of which about two-thirds were reported from Chicago. The other important states are as follows: Pennsylvania, 7,05S cars, of which 3,283 were returned by the Union Traction Company, of Philadelphia, and 1,252 by the Pittsburg Railways Company, of Pittsburg; Ohio, 4,395 cars, the largest number. 1,105, being reported by the Cincinnati Traction Company; Missouri. 2.4S4 cars, of which about half were to be found in and around St. Louis, the St. Louis Transit system alone reporting 1,179; New Jersey, 2,165 cars, largely engaged in New York suburban business on the New Jersey side of the Hudson river; California, 2,056 cars, of which 1,005 were reported by the United Railroads of San Francisco; Michigan, 1,757 cars, of which 920, or more than one- half, were the property of the Detroit United Railway Company; Indiana, 1,146 cars, a large proportion of which were in service in and around Indianapolis; and Minnesota, 1,083 cars, nearly all being operated on the Minneapolis-St. Paul sj^stem. , Express, freight, and mail cars. — Two hundred and five companies reported a total of 1,114 cars devoted (189) 190 STREET AND ELECTRIC RAILWAYS. solely to express, freight, or mail business. The largest number reported by any one company was that of the Belleville (111. ) system, which, as al ready noted, is a freight road rather than a street railway within the common acceptation of the term, and which had one or two elec- tric locomotives to haul its ordinary freight cars. The freight and express business is largety confined to inter- urban roads, but mail street cars are emploj^ed in a number of cities. The states showing the largest num- ber of cars of this class are New York with 181 and Massachusetts with 94. Work and miscellaneous cars. — The distribution of work and miscellaneous cars does not call for much com- ment, as practically every independent street railway system requires such an equipment for its ordinary maintenance and operation, and the larger the system the greater, necessarily, will be the number of such cars. The number of these cars owned by any road depends upon the amount of repair work done, the length of track covered, and the amount of construction work per- formed by the company's own force and equipment. The states showing the largest number of cars in this class are New York with 452 and Pennsylvania with 285. Snowplows and sweepers. — For the United States, as a whole, 1,727 snowplows were reported. Out of the number thus given, 740, or nearly one-half, were re- ported for the state of Massachusetts, and of these 534 were owned by the three systems of Boston and its suburbs. New York state reported 241, of which 70 were owned by the two leading systems in New York city and Brooklyn. Sweepers, reported separately in the table, are sometimes employed for the same pur- pose as snowplows. The snowplow is equipped with a share, usually so adjusted that it is free to conform to the unevenness of the rails, and is often provided with an indicator showing the exact height of the share from the rail. The plow pushes the snow by sheer force to the side. The sweeper, on the other hand, is equipped with rotary brooms or brushes, the brooms being set at an angle to the shaft and also at an angle to the car track, so that they throw the snow clear of the rails rather than ahead. The brooms can usuallj- be raised or lowered by levers, and some of them are double-enders — that is, with a broom or sweeper at each end of the car. Both snowplows and sweepers are necessarily heavily motored and are ordinarily run over the tracks at high speed. While sometimes used for snow removal, the sweeper is commonly employed for street cleaning purposes, and in some cases has sprinklers attached, so that the street can be sprinkled ahead of the sweeper brooms, or after it, as desired. There were 793 sweepers reported for the United States, of which New York state reported 188 and Pennsylvania 155. It is obvious that an additional burden is thrown upon roads situated in the snow belt, which are com- pelled throughout the winter months to operate con- stantly one or both of these forms of apparatus for keeping the tracks clear. In like manner third-rail roads in the more northerly latitudes often have rail trouble to contend with, in addition to keeping their tracks clear of snow, especially if such roads are on the surface. This trouble is due to the necessity of keeping the head of the third rail clear of ice and sleet, which forms a partial insulation and prevents the delivery of current to the contact shoes. This difficulty has been met generally, not by separate cars for clearing away the ice or sleet, but by placing sleet cutters or grinders under the sills of the traveling cars, so as to clear the way for the shoes just behind. It is of course easy to equip the plow or sweeper on such roads with these additional devices for keeping the whole track clear. No figures were obtained separately as to the expense of snow removal, but in a long and hard winter the addi- tion to operating expenses due to this cause is quite marked. The report of the railroad commissioners for New York state for 1902 includes some very interesting figures on the subject. The Metropolitan Street Rail- way Company, of New York city, reported for that year, the winter of which was a moderate one, an expend- iture of $43,826 for the removal of ice and snow. The Brooklyn Heights system reported $44,014 for this pur- pose, in addition to $13,449 for cleaning and sand- ing the track. The Rochester Electric S3 r stem reported for the same two items, $10,3S8; the Buffalo Street Railways, $6,691; and the International Railway Corn- pan}-, operating in the Niagara region, reported for the removal of ice and snow alone, $15,656. The Hudson Valley, operating through the northern portion of the state, reported $3,392 for the removal of ice and snow and cleaning track. At Schenectady the outlay reported by the company was $3,394 for removal of snow and ice and $2,554 for cleaning and sanding track. Such figures as these indicate the heavy expense incurred in dealing with the weather conditions in the Northern states. II. PASSENGER CARS. Early styles. — Few classes of street railway equip- ment have undergone greater changes than have cars and trucks. The very first cars used were nothing but stagecoach bodies running on tracks, and for many years, in street railway as in steam railway coaches, could be traced the signs of their origin in the curves of the old stagecoach body. There was soon manifested a tendency, however, to give to street cars a square or box-like form corre- sponding to that of the steam railway cars about the middle of the last century. The pattern of the old uni- versal 16-foot horse car, similar in design to that of the stagecoach, persisted, however, up to the time when cable traction was introduced, and even to-day some of the old-fashioned "bobtail" cars still exist. These TROLLEY MAIL AND PASSENGER CAR, BOSTON, MASSACHUSETTS. INTERURBAN TROLLEY EXPRESS CAR IN MICHIGAN CARS AND MISCELLANEOUS EQUIPMENT. 191 early cars were of very light construction, the body being entirely of wood, lightly veneered, the wheels of iron, :md the cars themselves almost as spring-loss as a country buckboard. An example of this form of en- is shown opposite page 160, the cut being made from a photograph secured by one of the special agents of the Bureau of the Census while collecting data for this re- port in Alabama. The cable, however, compelled street car builders and street railway managers to face the new problems of weights and strains, and one of the first results was the abandonment of the bobtail car, and the construction of vehicles of larger carrying capacity. Mr. John Stephenson, the famous American street car builder, has stated that in 1S82. out of 438 roads then in operation, 279 were equipped with small bobtail cars and only 149 had large cars requiring a conductor as well as a driver. At that time two-thirds of the orders on his books were for the small cars. He stated that one of the main reasons for their use had been that three of the small cars could be used successfully when two large cars had proved a failure, the three giving a somewhat quicker schedule. Another reason was that the short bobtail car avoided strain on the horses. Two horses seldom start together, but in the case of a bobtail ear one horse could easily do the work with better footing on the track. The objection to bobtail cars that pas- sengers found difficulty in pushing their way to the front of the car to deposit fares in the box iinder the eye of the driver was, he thought, overcome by the device, then new, known as a " fare conveyer." This consisted of metal tubes passing around the interior of the car, and sloping from the rear down to the front in such a manner that a coin deposited in the tube, acted upon by gravity, would roll down into the fare box. Such conditions were, of course, improved by the introduction of the conductor on the horse lines, and largely disappeared when the cable car was introduced. The labor of animals under the old horse car system was very severe, and their lifetime in the service was brief. The most severe strain was in the frequent stopping and starting of cars, during which the horses wrenched themselves, slipped and fell, and were com- pelled every few hundred yards to pull a heavy load from its dead rest. In New York city full cars often made a dozen starts from dead rest within the distance of two city blocks. It was estimated at this time that this strain resulted in shortening the life and utilit} T of horses in the service on the average from three to five years. An element of risk and uncertainty in connection with the use of the horses was found in their liability to disease, which sometimes took an epidemic form, completely paralyzing large railway systems. The daily travel of a street car horse averaged only 10 miles with single cars and 15 with double cars. With one day in seven given to the horses for rest, a large number of relays were required, and hence huge stables became necessary. Many of these had to be placed in parts of the city where real estate was expensive. At the same time the presence of such an establishment tended to reduce the value of property in the vicinity on account of odors and other unsanitary conditions. In hot summer months large numbers of car horses died on the streets in harness, and at all times a large veteri- nary staff was maintained to keep the stock in condition for its duties. Moreover, the stables needed a large force of hostlers, shoers, and stablemen, as well as elaborate arrangements for the supply of feed and the removal of refuse. It is not surprising that street railway managers were somewhat eager to break away from these conditions, but as late as 1890 there were nearly 15,000 horses engaged in hauling street cars in New York city alone. Allowing an average of 40 square feet to each horse, or a stall 9 by 4£ feet, these 15,000 horses occupied some 600,000 square feet of stall space in the stables. They were required to haul some 2,400 cars, an average of not less than 7 horses to each car, the number based on cars in actual use being somewhat larger. As already noted, one of the first changes in the style of the street car was the adoption of the box form, with vertical and horizontal lines instead of the curves of the old stagecoach or the omnibus. The lower part of the sides of the omnibus were made concave in order to provide space for the large wheels, but the small wheels of the street cars could be put entirely under the body, so that the concave form was no longer necessary. When the cable came in, requiring a car that would withstand the different strains and the heavier loads, the science of car building had to be studied again. Some idea of the changes necessary may be gained from the fact that even in one of the old-fashioned 16-foot cars as man}' as 1,300 pieces of wood were re- quired. In the cable car, not only were heavier timbers needed for structural body work, but resort was made to iron and steel as a substitute for wood where a gain in strength would follow their employment. The adop- tion of electricity again made changes necessary in the car-building art, due to the fact that cars now carried their own self-propelling mechanism. In America neither the horse nor the cable developed for permanent use cars known as double-deckers, those in which the pas- sengers may ride on the roof as well as within the car. In England the double deck car is almost universal. The outside seats permit of smoking, and are attractive for observation purposes. Women as well as men use them freety. In Paris, which is. one of the very few cities on the continent of Europe where double deck cars are used, a lower fare is charged for outside seats. Possibly for climatic reasons the double deck car and the omnibus with outside seats have never been popu- lar in the United States. There are, however, some sections of the country, such as the South and California, 192 STREET AND ELECTRIC RAILWAYS. where they could be easily adopted if the public desired. Some of the horse and automobile stages in New York have had outside seats, but the street cars have always been single deckers. Double deck cars have been tried in Washington, Pittsburg, Boston, and some other eastern cities, and also in Oakland and San Diego, Cal. It is obvious that in making provision for the upper deck the style and type of the construction must be greatly modified. In dealing with American practice it will be understood that single deckers are always referred to. Before proceeding to the subject of electric street cars, it may be pointed out that the cable system intro- duced the trailer, a type of car which was previously unknown. With horses one car was all that the team could pull, but with cables, so long as the gripping mechanism under the grip car was strong enough to hold, and so long as there was power enough applied to the traveling cable in the conduit by the power plant, there was no reason why a train of cars could not be hauled. In this way the cable system developed both the grip car and the trail car. Toward the close of the cable era it was not an uncommon thing to see a grip car hauling three or four trailers, constituting a regular train like those running on steam railway tracks. The grip car constituted the locomotive, but being without the f acuity of reversing its motion and direction in case of emergency, it could not stop its heavy train quickly, and serious collisions and accidents took place. As with horse cars, the first cable cars, whether grip or trailer, were closed. The open cars for summer use came later. A further modification was found in the combination car, a part of which is open and the other part closed. A later improvement was the addition of what has become known as the vestibule, an inclo- sure occupying the front and rear platforms and afford- ing shelter and protection to the drivers. One other fact to be noted in cable car development was the use of 8-wheel as well as the 4-wheel cars. The use of double the number of wheels and trucks made the car much more comfortable. But the running gear of a 4-wheel horse or trail car could hardly be regarded as a truck in the sense in which that term is applied to the appliances upon which the body of the mechanically propelled cars is mounted. The self-contained motor truck may be said to have come into use with the advent of electric traction. First electric cars. — The earlier forms of electric car bodies and trucks adopted in the United States must be regarded as no less experimental than were the motors and other features of electric traction upon which the success of the art depended two decades ago. Hardly a car existed at that time built specifically for electrical work, an old horse car, or possibly a cable car, being usually put into shape to receive the electrical apparatus. There was no agreement as to whether the motor should be put under the car or on the front platform, or in the middle of the floor of the car itself, and the arrange- ments for the overhead trolley connections were equally indefinite. Nevertheless, it was out of the early and confused attempts at construction that the present forms appeared. Along with the improvements in the forms of motors and methods of motor gearing, as well as in the over- head appliances, went experiments and improvements in the car bodies and car trucks. In the beginning there was the primitive single truck, and 5 or 7 ton cars, and now there are the long double-truck cars, equipped with 4 motors each, and weighing 20 tons. For some time the single motor trucks with 16-foot, 18-fpot, and 20-foot cars persisted, but double-truck cars, from 30 to 40 feet in length, were later generally adopted as a standard in cities of any considerable size. The separa- tion of trucks from the car body also brought into existence a new class of manufacturers, devoting their energies particularly to truck construction. The truck itself began to take on the girder form; some of the manufacturers built a special type of pressed steel frame, and others introduced cantalever principle. It was soon found that the horizontal and vertical stresses in an electric car were very different in ratio and intensity from those experienced in a steam loco- motive. The locomotive hauls a heavy load, its own propulsion being merely incidental, while the electric car has to propel itself with a heavy load on board, and only occasionally does it have a light trailer attached. Hence, the locomotive has been given a high degree of lateral as well as vertical stiffness. According to Mr. Edgar Peckham, whose name is closely identified with the subject, riveted cantalever truck frames were fur- nished to the Brooklyn City Railway, of Brooklyn, N. Y., in 1892, for use under 20-foot, closed cars having an over all length of 28 feet. These were the first elec- tric cars built of that length, and it was questioned whether a single truck with a 7-foot wheel base could support such a car body. As the result of the trial with the cantalever truck at that time, over 1,200 were sup- plied to the road in 1893, 1894, and 1895. These re- mained in use for several years afterwards without loosening their rivets, and thus demonstrated the ability of the cantalever truck to carry its load successfully under severe conditions. The other general type of truck is that known as the Brill solid or wrought forge frame, which embodies the application of an opposite principle. This has also en- joyed a large amount of patronage from street railway companies. At the present time the practice is still more or less divergent in this respect, some makers forging the side frames of the truck and welding the whole together into one piece, while others adhere to the bridge-and-truss plan and build up what may be called an assembled truck. The disposition of springs under the truck to support the weight of the car varies greatly among different builders, but the results aimed at are CARS AND MISCELLANEOUS EQUIPMENT. 193 the same in every case, namely, smooth running; rigidity of frame that will withstand the stress tending to throw the axles out of alignment when the car is rounding curves; ability to resist longitudinal strains due to inci- dental changes in the contour of track; and the reduction of the uncushioned weight on the wheels. Miiler/i electric cars. — In the construction of modern street car bodies the larger proportion of the material consists of lumber, certain woods being favored and generally used. In the beginning a great many differ- ent kinds of wood were used, some cars being elabo- rately decorated, but at the present time plain trim is the rule, even in parlor and private cars. The kinds of wood in use for structural purposes, such as bot- toms, platforms, sides, and ends, are white oak, white ash, yellow pine, poplar, white. pine, rock elm, and hickory, or woods which answer to these general names; while for finishing purposes cherry, maple, and white ash or poplar, white oak, bird's-eye maple, red birch, and mahogany are employed. The oak, ash, and hard pine come chiefly from the southern states of Tennes- see, Kentucky, Mississippi, Alabama, Georgia, and Florida; the birch, cherry, and hard maple from more northern states and Canada, and the mahogany from Central America and Mexico. Glass is also an important material in street car build- ing, consisting usually of window glass and plate glass styles, but including also some opalescent glass and col- ored glass for ornamentation and for signals. Plate glass has come into very general use of late } r ears, not only because it is stronger than ordinal window glass, but because it adds very much to the appearance of the car and to its attractiveness. The upholstering of cars varies greatly. At one time street cars were usually upholstered with woolen mate- rial, but this practice is not now so general, objections being raised to it on sanitary grounds. The backs and seats are now of plain wood, rattan, leather and its va- rious substitutes, or light carpet, which can be readily removed. The curtains are made of various mate- rials, some being prepared especially for the pur- pose, but not differing greatly from those employed on steam railroads. Wooden sliding blinds or shutters, once popular, are not now in use to any extent. In early days of street railroading it was not unusual in winter to find the floors covered with straw for pur- poses of warmth, a practice which, however, has long been abandoned on account of the introduction of vari- ous artificial methods of car heating. The floors are now often covered with frames of wooden slats, which can be easily removed for cleaning purposes. The car builder or street railway company to-day usually pur- chases a great many of these materials in the open market already made up. This is also true to a large extent of the various metal parts, of iron, steel, brass, etc., needed for the car trimmings and finishings. Such details as car lighting, heating, etc., are dis- cussed in other sections of this report. Descriptions follow as to typical city cars. Special attention is also given elsewhere to interurban roads. The standard closed car in Baltimore measures 28 feet in length over end panels and 38 feet over crown pieces, has a width of 7 feci 10 inches, and weighs without passengers or motor <21,7tJ0 pounds. It is fitted with portable vesti- bules, and the end door is set slightly to the side nearest the step, so as to make entrance easy. The platforms are 5 feet long. The seats are arranged longitudi- nally, a practice generally followed with closed cars in cities, although a great many have cross benches. The standard open car in Baltimore is 38 feet 9 inches over crown pieces and has 12 benches running across the car. It is fitted with a 9-inch running board on each side, with folding steps of iron, the height of the running board from the head of the rail being 18^ inches. Complaint has been made frequently of the height of the running board or step, but it is unavoidable because of the space required under the car for the larger and heavier motors now in use. An engraving is here shown of a large open car of the standard type employed in Buffalo, New York. 1 The standard closed car in Boston has a 25-foot body with platforms about 4 feet long, the step being 16 inches from the rail. The weight,of these cars complete is 2-4,660 pounds. They are mounted on maximum traction trucks or center-swivel double trucks. The standard summer car is a 12-bench open car of about the same length, on double trucks. Some 9-bench open cars on single trucks are also in use. In Chicago, 111., a type of semiconvertible car has been introduced which is one of the heaviest and long- est known. This car is 48 feet 2 inches in length and weighs 48,000 pounds. Each platform is 6 feet 5 inches long. The width of the car body is 8 feet 8 inches, which provides for a center aisle between the cross seats. The height of the step from the rail is 16 inches, and from the step to the platform, 12 inches. The window sash lowers into the space between the car sheathing and the inner wall, and a low window sill provides a large window space which adds to the comfort of the car in the summer. The opening at each end of the car has sliding doors, and is the full width of the aisle when both doors are open, the doors, however, being independent of each other, so that only one need be opened at a time. At transfer points and termini both doors can be opened and the car quickly emptied by allowing the passengers to leave two abreast. In Milwaukee, Wis., a standard car adopted some seven years ago is still in use, the only change in its original style being that four motors are now employed instead of two. The car is of the semiconvertible type, with cross benches, accommodating 44 passengers. It rests on center-swivel trucks equipped with 4 motors and 33-inch wheels, and has one step between the rail 194 STREET AND ELECTRIC RAILWAYS. and the platform and a rise from the platform to the car. In this last respect the car was an innovation, scarcely a car of this t3^pe and size having previously been known which possessed so low a platform and in which only one step was needed between the platform and the ground. The latest type of city car built in Milwaukee upon these lines is 41 feet long over the bumpers. Double side sills allow the sash to be low- ered between them, and the window sills are made a little lower than usual, so that the car is practically an open one when the windows are lowered in summer. Owing to the narrowness of the bridges that the cars have to cross, protective wire netting is placed at each window opening in summer. The combination type of car, half of which is closed and half open, is said to have had its origin on the Pacific coast, where it is still in use. The earlier types of com- bination cars on the United Railroads of San Francisco had longitudinal seats in the open section, facing out- ward, a feature which is quite unusual except in ob- servation cars, such as may be found along what are called scenic routes. Such cars are found, for ex- ample, in the Niagara gorge, with seats facing toward the water. The newer cars in San Francisco have cross seats in the open parts, with center aisles, the closed part, occupying the middle of the car, having side seats, and being entered from either end. The motorman or brakeman is stationed in the center aisle of the front open portion. The newer cars are 39| feet over all, have a seating capacity of 44, and weigh 33,500 pounds. In St. Louis, Mo., the semiconvertible car was first tried on a large scale, and almost all the street railway lines were equipped with this type. The latest cars ordered for St. Louis, to handle the World's Fair traf- fic, are of the semiconvertible type, suitable for use the year round. They are 44 feet 8 inches over all, with a body 33 feet 4 inches, mounted on center-swivel short- wheel-base trucks, carrying two motors on each truck. They are box shaped, without curves, being 9 feet in width both at the sill and at the belt rail. Channel ,rons serve as side sills and form the principal part of the car bottom. The platforms are of unequal size, :he cars not being double-ehders in the ordinary sense of the word. The front platform, 3£ feet long, is for the motorman, and for entrance and exit to the car, but aot for passengers. The rear platform is 7 feet long and in three divisions, separated by hand rails. The division next to the door is intended to be kept clear for the entrance and exit of passengers, and the other two are for passengers, the hand rail furnishing a support to those standing on the platform, very much as the car straps do to those standing up inside the car. There is an opening in the railing- at one point providing a standing place for the conductor. This is a modifica- tion of what is known as the Detroit platform referred to under the description of the Detroit cars. The seat- ing capacity of these cars is 50 passengers. Another feature in St. Louis has been the introduction of a sum- mer car which is practically without a roof. It has sim- ply an awning as a protection against the weather, but this awning is usually kept rolled up so as to offer no obstruction to the free circulation of air. This car seats 96 persons, and in the warm, sultry evenings en- joys a large and grateful patronage. In Philadelphia, Pa. , the car last adopted as a standard is of the semiconvertible type, 38 feet over all, with 28-foot body, seating 40 passengers, and weighing, with- out load, 32,000 pounds. The body is so low that only one 13-inch step is needed to reach the platform, with an 8-inch rise from the platform to the car floor. Phila- delphia adhered for a long time to the ordinary closed t3 T pe of car with longitudinal seats, but the last 600 cars have been built with cross seats. In Pittsburg, Pa. , there are three types of cars in use, a single-truck open car, a single-truck closed car, and a double-truck closed car. The companj^ uses trailers to some extent, with open cars, but is unable to use double- truck open cars on account of the narrowness of the streets. The latest double-truck closed cars are 42 feet 8 inches over all, with 30-foot bodies not less than 8 feet 6 inches wide at the sills, with straight sides and equipped with side seats. The single-truck closed cars have an over all length of 30 feet, being equipped with side seats and are somewhat narrower than the double-truck cars. The single-truck open cars are 24 feet 3 inches over all, 7 feet 10 inches wide, and fitted with 22 cross benches. In Indianapolis, Ind., because of the heavy summer traffic, the open car is used to such an extent that it is a question whether it will ever be superseded by the semiconvertible type. ' A large number of these open cars are on single trucks, are 34 feet 5 inches in length over all, and have 12 benches seating 60 persons. The standard double-truck semiconvertible car employed on the system has a length over all of 45 feet and a body length of 32 feet, with a 6-foot rear platform. The front platform is occupied by a motorman's cab, which is so arranged that passengers can enter and leave the car by the front platform without interfering with the motorman. Part of the car seats are cross benches and part are longitudinal, and the seating capacity is 52 passengers. The car body is entirely straight in its lines, and the paneling is of sheet steel instead of wood which is the usual material. In Detroit, Mich. , a number of the open cars on sin- gle trucks have remained in use, but the later type is semiconvertible, with a center aisle and cross seats, the length of the car over all being 41 feet and the seating capacity 43 passengers. The front platform is 5 feet 6 inches, with a passenger entrance and a separate com- partment, for the motorman, provided with a hot air heater. The rear platform is 6 feet 6 inches long, with provision for considerable standing room. It is what has become known as the Detroit type, the passenger CARS AND MISCELLANEOUS EQUIPMENT. 195 entrance being divided from the rear part of the plat- form, which limits the standing passengers by means of an iron or brass rail carried completely across the plat- form. This type of platform is in use in other cities, although sometimes modified, as in the St. Louis cars already mentioned. The city of Denver, Colo., has a car which is quite different from that usually found either on the Pacific slope or in the East. It is 41 feet 6 inches over all, with a width of 8 feet 2 inches at the belt rail. It has no rear platform, as platforms are usually constructed, but has a platform or landing at the middle of the car, the entrance being at the side between two compartments. The front compartment is a closed one for nonsmokers, equipped with cross benches, and can be converted into an open ear in summer by lowering the windows. The rear compartment is for more general use and has an open compartment for smokers. The side entrance and exit has the advantage that it can be more easily watched by the conductor, and that it can not be blocked by stand- ing passengers, as can the platform. The seating capac- ity of the car is 48 passengers. There are two steps from the ground to the car, and it can be entered from the motorman's vestibule as well as from the side. It is well adapted to the variable climate of Denver. A good illustration of the latest car construction in the South is to be seen at Atlanta, Ga., in the semicon- vertible car of the Georgia Railway and Electric Com- pany. On this car the lower side panels serve as sill plates, which, besides stiffening the side and giving longitudinal strength, provide a guard against injury to the car from collision with vehicles. It has straight sides, but the guard rail, and the division of the upper and lower panels give it a curved appearance, which is more gi'aceful than that of the vertical box form. The sills are unusually low, bringing the top of the window sills onty 24 inches above the bottom of the car. The windows are protected by three bar outer guards ex- tending from corner post to corner post. The windows are stored in wood pockets in the manner often used in this type of car, and can be raised either full length or only part way. The car has a 4-wheel single truck base, and is 30 feet 8 inches long over crown pieces, and 7 feet 10^- inches wide over the sills. The accompanying view of the interior of a semicon- vertible car corresponds in general to the descriptions which have been given of cars of this type. There are, of course, numerous variations, embodying the ideas of manufacturers or street railway managers. From the data which has been given, a general idea may be formed of the practice in the large cities of the United States with regard to the leading features of car construction. It will be seen that the semi- convertible car, adapting itself to city use for both summer and winter, during all weathers, has come into general use, although closed box cars with longitudinal seats for winter and open cars with cross benches for summer, are still the standard in New York city, Boston, Baltimore, Pittsburg, Cleveland, and Buffalo. Even in cities like New Orleans and Kansas City, where the milder climate might be expected to make open cars more popular, the semiconvertible car has been introduced. As a matter of fact, it has been the practice in New Orleans to use closed cars throughout the year, the severe thunderstorms which break over the city so frequently and so unexpectedly during the summer months preventing the abandonment of this type even during the warmest weather. The semiconvertible car is in favor with the managers of street railways because it avoids investment in a double set of car bodies and the necessity of changing from summer to winter equipment, and it is also in favor with the public. Although it is not so open as the open type of car, it is a better protection in case of bad weather, and the speed of the car insures an ade- quate circulation of air. Again, with an ordinary open car with running board along the side, the passengers can not quickly discover a vacant seat or change easily from one bench to another. It is, in fact, almost impos- sible for a woman to do this except while the car is standing still. But with the semiconvertible car and its center aisle, a change can be easil3 r and safely made from one bench to another. Furthermore, exit and entrance at the end of the car, directly under the eye of the conductor, can be made with more safety. It would appear, moreover, that passengers as a general thing prefer cross benches, giving a view outside, rather than the longitudinal benches which face inward. The semi- convertible cars, however, do not appear to be equal to the strain of abnormal traffic, such as comes upon roads at holidajr seasons, particularly in the summer time, and for this reason many of the roads retain open cars for such traffic because they can be packed to a much greater degree. The length of cars has been greatly increased, but limits in this respect are found in the difficulty of rounding curves of short radius, where the streets are narrow, and the interference with other vehicular traffic. It is probable that a car which has a length over all of more than 4S feet has reached the reasonable limits for city service, for with the increase of length goes an enormous increase in weight. Some eight or ten years ago the average dead weight per passenger with single truck electric motor cars averaged about 600 pounds. It has now reached 800. pounds on many of the semi- convertible and closed cars, and in the newer long cars of the Chicago City Railway Company the weight is over 900 pounds. The American street railway manager or car builder has very little to learn from European methods. In England the double-deck car is largely in use and very few single-deck cars are to be seen. The same is true of Paris, where the inside seats are reserved for first- class passengers at a higher rate of fare than is charge (1 196 STREET AND ELECTRIC RAILWAYS. the second-class passengers outside. The standard car for city service in Germany, Austria, Belgium, and in fact throughout nearly all of Europe, except in the city of Paris, is a single deck, single truck car, restricted in width and in over all dimensions, because of narrow streets and sharp curves, but with comparatively long platforms, to accord with the law which permits a cer- tain limited number of passengers to stand on both platforms. Double-truck cars with single decks are being intro- duced into certain cities with wide streets, as Berlin and Budapest. Open cars are used very little in any part of Europe, except in Italy, because of the uncer- tainty and dampness of the climate, the outside seats of the double deck cars, and the platform " places'' of the single deck cars taking the place of the open car. The European practice of restricting the inside load of the car to the number of passengers who can be seated, is in part responsible for the large platform in the rear, already mentioned. Some of the platforms are 6 feet long, allowing standing room for 9 persons. Until quite recentty the great majority of European cars have been of the 4- wheel tj'pe, IS or 20 feet long in the body, with a seating capacity for 24 people, the shortness of the car giving the platforms an appearance of dispro- portion and clumsiness. In Germany the panels are sometimes made of sheet iron, but wood is largely in use. The lumber is to a considerable extent imported from America. The interior finish is, as a rule, not equal to that of the American street railway cars. Although Europe has its own car shops, and is now building more street railway cars than heretofore, there has been for half a century a steady demand from Europe, and other parts of the world, for American street cars and street railway trucks. III. ELEVATED RAILWAY OARS AND PRACTICE. While the cars of all the elevated railway systems in the country are included in Table 95, it is not easy to determine the exact number that should be considered as exclusively designed and employed for elevated service. In Boston and Brooklyn, for example, elevated and surface railways are so connected as to make it dif- ficult to segregate the figures accurately, as many of the cars are run on both surface and elevated tracks. In Brooklyn the situation is complicated by the fact that the Long Island Railroad connects with the Brooklyn Rapid Transit system soon after entering the city, so that a great many of the steam railway cars, operating over regular sections of road, become to all intents and purposes elevated cars, which can be handled either by steam or electricity. None of the statistics of the Long Island system, however, have been included in this report. This interdependence of the surface and ele- vated systems lessens the number of elevated cars proper. The Boston Elevated system, ivhich reported a total of 3,612 cars, had, apparently, but a year later, only 156 elevated motor cars, the total number being very much the same as that for the census year 1902. On the other hand in the following year the Brooklyn Rapid Transit system, with practically the same number, of cars as the Boston Elevated system, and with almost exactly the same number of cars as in 1902, reported 7S1 of the distinctly elevated type. The details are clearer when one comes to the statistics of the New York sys- tem, where the Manhattan Elevated reported a total of 1,290 passenger cars. In Illinois the city of Chicago comprises several elevated systems operating under separate managements, or at least under distinctive des- ignations, and these reported as follows: Metropolitan West Side Elevated, 361 cars; South Side Elevated, 212; North western Elevated, 203; and Lake Street Elevated, 141, making a total of 917 cars, of which all but 15 were passenger cars. The figures for the four great elevated systems of New York, Chicago, Boston, and Brooklyn would, therefore, appear to have, with fair approxima- tion, a total of 3,144 cars of the specifically elevated type proper, but, as already pointed out, this would not by any means include the* cars actual^ plying over ele- vated tracks. The cars of the elevated street railwaj-s proper are necessarily different in many respects from those pro- vided for surface traction, and this is true, although the methods of operation may be practical^ the same. There is obviously no necessity of emplojdng an under- running trolley conduit system with electric traction on an elevated structure, and the choice is left between the overhead trolley and the third rail. For standard ele- vated railwa}^ work in the United States the third rail has been universally adopted, although it may still be considered an open question whether in the long run resort may not be made in some instances to the over- head wire. The winter experience in such cities as Chicago and New York, when traffic has been interrupted by the formation of sleet on the third rail and the occa- sional accidents from third-rail contact and short cir- cuits, have indicated some of the difficulties attending this method of operation. The Manhattan Elevated road, operated by electricity, may be taken as an example of elevated railway opera- tion and the cars of this system studied in detail. The company had at the end of 1902, 1,268 closed cars and 22 open cars, and was then adding more open cars for summer use. The practice of the Manhattan Company has been to operate these cars in 6-car trains, employ- ing the multiple unit system. The motor cars have a length of body over the end plates of 47 feet 1 inch, and an extra width over the eaves of 8 feet 9. 5 inches with a height of car from the top of the rail to the top of the dome of 12 feet 10. 5 inches. The cars are electrically lighted and heated and have longitudinal benches with central cross benches. The motorman's II' IU I II . I HIUM - •■'■.---: ■■,-(--..-- /■- PRIMITIVE TYPE OF UNDER-CAR TROLLEY UR CONDUIT CONTACT, CLEVELAND, OHIO. INTERIOR OF A ' ' SEM ICON VERTIBLE " CAR. CARS AND MISCELLANEOUS EQUIPMENT. 197 cab was designed by the company's engineer. When used as a cab it is cut off from the rest of the car by means of a glass door, and a roomy, box-like inclosure is thus formed in which the motorman can sit undis- turbed and secure an unobstructed view of the track in front of him. When the compartment is not needed for motive purposes the motorman's seat is turned down, the door is folded back so as to protect the controlling apparatus, and a compartment is provided with seats for two passengers. A compartment is placed at both ends of the car so that either end can be occupied by the motorman. The cars are built of wood, the underframe consist- ing of long-leaf yellow pine and white oak. Iron rods are used for strengthening the frame, and the roof of the car is supported by five principal car lines made up of 1.5-inch wrought iron bars, forged to the shape of the roof, and sandwiched between two white ash car lines bolted together. The motor and platform are supported by rolled open-hearth steel Irbeams and channel beams. The trucks are of the swing bolster type with a 6-foot wheel base, the frame being rectan- gular and built up of angle iron. The bolsters are open- hearth steel plates and the pedestals for the journal boxes are of cast steel, with equalizing bars of steel 1 by 6 inches in section. The journal boxes are of malleable iron with brasses of phosphor-bronze lined with babbitt. The weight of a motor car with equip- ment complete is 51,800 pounds and the motor trucks complete with gears, but without motors, weigh 10,100 pounds. Each motor complete with gears weighs 4,420 pounds. The trailer trucks weigh 7,000 pounds each. Each motor car is equipped with two motors of 125 horsepo*- 3r, both of which are mounted on the same truck, and all the motors of the train are manipulated together by means of the multiple unit control system, which is discussed on page 200 of the following section. The cars are lighted by 25 lamps of 16 candlepower each, set in the sides and ceiling, with 5 additional lamps at each end of the car for headlight, markers, and cab lights. The cars are heated electrically, the heaters being in three circuits. Each heater has exactly similar coils and each circuit takes approximately 8 amperes of current, so that in very cold weather 24 amperes of current can be used to heat each car. The three cir- cuits are numbered, and during the winter signals are posted at the terminals of the road under the direction of the superintendent telling the conductors what heat- ing switches to throw in. These switches of the break- lever order are mounted in a sheet-iron box at one end of the car, the lighting switches being similarly mounted at the other end. The cars are equipped with the automatic air brake and the engineer's valve oper- ated by a separate motor compressor under each car, \which cuts in and compresses whenever the pressure 1165—05 U in the main reservoir drops below a predetermined amount. Open cars have been introduced on the Manhattan system since electricity was adopted, the annoyance from smoke and ashes making their employment im- possible so long as steam was used. The}- are 47 feet 1 inch in length and 8 feet 6 inches wide over the side sills. All the seats, with the exception of the end one, have reversible backs, and all the doors of the car at the side are opened at once by a lever operating from the end platform. In this manner a more expeditious loading and somewhat quicker emptying of the cars is obtained, as contrasted with the slower results due to the use of one door only at each end of the car, or as compared even with the cars on the Brooklyn Bridge, where there are large doors also at the center of the car. The total weight of the open car is 29,400 pounds. The question of fire on elevated street railway cars has always been a serious one, owing to the great diffi- culty experienced by passengers in leaving the cars in case of accident, and the difficulty in reaching the tracks with fire extinguishing apparatus. Serious ef- forts have recently been made to improve the fireproof s qualities of the cars. On the Manhattan Elevated the bottoms of the cars have been covered with asbestos sheeting, and asbestos cloth tape 3 inches wide has been wrapped about the cables. The motor ends of the car have been incased in sheet iron and covered with asbes- tos. The New England Insurance Exchange and other insurance bodies have shown a tendency to insist that wires shall be incased in metal tubes in all electric cars, thus making the wiring uniform in method with house wiring. The Manhattan Elevated Company has adopted a type of car fuse which produces little noise or smoke. It consists of thin copper r-ibbon with a hole drilled in the center. All the copper that is burned away in case the fuse "blows" is practically vaporized. The good results obtained are due to the large radiating surface in comparison with the small amount of metal in the fuse. The frequent and disastrous fires occurring recently in the underground railroad of Paris, due to short cir- cuit on the cars and the subsequent creation of a large volume of suffocating smoke, have further directed attention to the importance of thoroughly fireproof and insulated cars on underground roads, of which the sys- tem in New York city, with the possible exception of the Boston subway, is the first example in America. The first cars adopted for the Rapid Transit Under- ground in New York city consist largely of wood, and every effort has been made to insure their fireproof qualities. The first floor is of maple, as that wood is slow to burn and does not carry flame; this rests on the sills. On top is a layer of one-eighth inch fine felting asbestos protection and then another floor of maple. All the timbers and the sides are covered one-fourth of an inch with asbestos board before any of the sheathing 198 STREET AND ELECTRIC RAILWAYS. below the floor is laid. There are four sheets of quar- ter-inch steel above the motors, and the motor wires and control wires are all carried in asbestos conduits. On each cable are layers of asbestos insulation, and the sides of the cars from the floors to the windows are covered with copper sheets. The lighting and heating circuits are carried in asbestos conduits, and all the wooden frame is painted with fireproof paint. An all-steel car has also been developed by the company and has proved so satisfactory that it is stated all fu- ture cars put in the subway will be of this type. Although slightly heavier, they have the advantage of absolute noncombustibilitv. IV. MOTOR AND CONTROLLER EQUIPMENT. Of the 65,949 street railway cars of all kinds reported by roads operating entirely or in part by electric power, 50,699, or 76.9 per cent, were provided with electrical equipment. The leading states reporting cars with this class of equipment were: New York, 10,222; Massa- chusetts, 7,801; Pennsylvania, 6,450; Illinois, 3,315; and Ohio, 3,188. The variations in the proportion of the total number of cars reported in each state as provided with electrical equipment is due to the use on some roads of trailers, which have no equipment of their own. Early motors. — At the time that motors began to be employed in street railway operation, much still re- mained to be done to perfect the motor itself. The idea of magnetic permeability and the measurements connected with it were very imperfectly grasped. Proper lamination of the armature cores to prevent heating was little understood or practiced, ventilation of the motor had not been solved, and iron or steel castings of the proper magnetic permeability were not obtainable. The matter of gearing required much thought and experiment. By improvements in design cind con- struction, it was found possible to lessen the speed at which the armature of the motor ran, thus doin^ away with the necessity for one set of gearing between the armature and the car axle. One commutator on the motor was found to give trouble enough without resort- ing to the use of two, and it was found desirable to discard all methods of gearing except spur gearing, which could be inclosed in a gear case. In many of the earlier motor constructions other methods of driving were tried, including friction pulleys, ropes and belt- ing, worm gearing, connecting rods, bevel gearing, and sprocket chains, but these have all been abandoned and spur gearing is now in general use. The first machines of the prevalent modern type were those which were built ironclad, or so incased as to protect them from moisture and dirt, with single reduc- tion spur gearing construction. These machines were generally from 20 to 25 horsepower. They were dif- ferent from the motors used for other purposes, and from the early generating dynamos which were some- times forced into service as motors on street railways. In some of the first attempts to operate street railways on the ''series" system a form of arc light dynamo was employed, and in some of the first attempts to operate on what is known as the "multiple " or "parallel " sys- tem low-voltage dynamos used for incandescent light- ing were tried. In neither case was the machine prop- erly adapted to such work. The early employment of the double reduction gearing between the armature and the car axle was necessitated largely by this use of electric lighting dynamos with their bipolar form of field construction. With the introduction of the multi- polar machine came a reduction in armature speed, which made it possible to dispense with one set of gears. Among the early problems in connection with the equipment of cars with electric motors was the proper location of the motor in the car. It was shifted from the floor of the car to the front platform and then back to the car, and was finally placed underneath the car. Many earlier cars had the motor hung under the car body with one end suspended by springs and the other hung on the car axle. This was but a temporary stage in which the old horse cars were remodeled to meet the needs of electric traction. The car axle in such cases was lengthened to make room for the motor, and the floor of the car was strengthened to carry the addi- tional weight imposed upon it. A serious objection to this plan, however, was found in the difficulty of get- ting at the motor for inspection and repairs. It is the modern practice to attach the motor to the truck rather than to the car body and to treat the car body as one unit and the motor and truck as another. This not only permits the attachment and detachment of open and closed car bodies, but it makes the mount- ing, inspection, and repair operations much easier, be- sides adding to the comfort of the car. The prevailing method at present is to mount the wheels and axles in a frame carrying two crossbars for the suspension of the motors, and heavy springs which receive the weight of the car body and deaden the jolt or oscillation. For some years electric cars of moderate length were equipped with one truck for the whole car> carrying the two motors, and such trucks with the motors geared to them are still in very general use on medium- sized or short cars. But, as the car body has grown in length, one truck has proved insufficient to support the car and carry the motor equipment. The standard prac- tice now is to use two trucks well separated from each other. For high-speed work and sometimes for city service, as will be described later, four motors per car are used, one geared to each axle. Where two motors per car are used, both are sometimes placed on one truck, though the practice differs. In some cities max- HEAVIEST AMERICAN STREET CARS. ON STREETS OF CHiCAGC HEAVY CAR OF CHICAGO CITY RAILWAY SYSTEM. CARS AND MISCELLANEOUS EQUIPMENT. 199 imum traction trucks are used to keep the car body low. These trucks are so designed that one axle of the 4-wheel truck is equipped with larger wheels than the other. This axle carries nearly one-half of the weight of the car and has a single reduction motor geared to it. The other axle has no motor geared to it, and carries only weight enough to keep the wheels securely on the track. Modem motors. — The motors in general use at the present time for street railway work are of the 4-pole, series-wound, ironclad type. One of the best known, which may be taken as a typical example, has a weight of 1,455 pounds for a rated capacity of 25 horsepower, with a weight of 715 pounds upon the axles to which it is attached. The advances shown in the construction of this machine may be inferred from the fact that a corresponding motor of the same capacity formerly weighed 2,395 pounds, while one of 15 horsepower weighed 1,735 pounds. It is completely incased, so as to be protected against dust and moisture. It is light enough to be lowered into the repair pit in the car barn, and the armature is so short that it can be taken up through the floor of the car by means of a trapdoor. It is hung from the truck in two ways. In the method known as "nose suspension" one end of the motor rests on the axle through its bearings and the other is hung by a crossbar and springs from the truck. In the other, or side bar suspension, there is a side frame resting on springs, carrying the motor by two lugs, one on either side, so placed that the motor is sus- pended in line with its center of gravity. The arma- ture of this 4-pole machine is made both in the drum form and in the Gramme ring type. Two of the poles are used in connection with two field coils, the other two poles being arranged in a manner known as ' ' con- sequent." The two field coils are wound on forms and wrapped with waterproof and fireproof material. All the bearings are lined with Babbitt metal and are freely lubricated. The speed reduction is 4.7S between the armature shaft and the car axle — that is, nearly five to one. On these motors, as on all other street railway motors, carbon brushes are used to bear upon the com- mutator of the armature, and connections between the commutator bars and the armature coils are made by short pieces of flexible cable, joined to the bars by solid cups, so constructed that breakage by vibrations or jolting is avoided. Controlhr*. — In order that the action of the motor may be governed and varied, the coil terminals of the motor are brought out by cables to a "controller," or j series of spring contacts, pressed against metal surfaces grouped on a vertical cylinder. These surfaces are so arranged and shaped that rotation of the cylinder pro- duces the required combination for operating the two or more motors singly or together, by which the speed of the car is raised or lowered, and for reversing the direc- tion of the car. As these controllers are on the platforms and exposed more or less to the weather, as well as to possible contact with passengers, the mechanism is in- closed in stout metallic casing, which can be easily re- moved for purposes of inspection. The top of the con- troller case consists of a brass cover, out of which pro- jects the spindle of the cylinder, which connects with the controller handle. A second handle operates a second and smaller cylinder switch, used for reversing. There is a dial plate on the face of the controller which shows the position of the two cylinders. The controller in general use is known as the "series parallel" type from the fact that the various degrees of speed and the amount of current consumed are regu- lated by connecting the motors in series and in parallel,, in combination with the resistance which is carried under the car. This resistance consists either of a series of cast-iron girds or of sheet- iron ribbons, gen- erally insulated with mica, the ends of which are brought out to the controllers at either end of the car. In the actual operation of the car the electric cur- rent passes from the trolley pole to the resistance,. which is arranged so that it may be cut in or out, and thence to the motors, arranged either in series or in multiple, and thence to the wheels and the track, if the track, as is usually the case, constitutes the return cir- cuit. If this is not the case, and double overhead wires are used, the current returns through a second trolley pole to the return circuit wire. With the con- troller handle in the first position, as indicated on the dial, the current passes through the resistance, losing in heat a certain portion of the normal pressure or line voltage of 550 volts. With pressure thus reduced the current reaches the motors, which are connected in series — that is, in tandem — and each gets half of the current and starts up slowly. The motorman, moving his lever across the face of the controller dial, cuts out the resistance by a new adjustment of the contacts of the controller. The motors are left in series, taking be- tween them the full pressure of 550 volts. Each is thus getting 275 volts and moving at an appreciably faster rate of speed. At the next step the resistance is again cut in, but the motors, instead of being in tandem on the circuit, are now grouped in multiple or parallel. They both receive the same portion of current from the line and the same voltage, say, 400 volts. Under this voltage the armatures of the motors again revolve faster than before, with an increase in the speed of the car. The last or final position is "full speed ahead," the re- sistance being entirely cut out and the motors being left in parallel to receive full current and pressure from the line. The number of sections of a controller vary with the grouping of the motors and the division of the re- sistance. The contacts within the controller are con- nected with small electro-magnetic coils of wire, which serve as blow-outs for any sparking that occurs when 200 STREET AND ELECTRIC RAILWAYS. the circuit connections are brought into new groupings. Other safety devices employed are the fuse and the circuit breaker. The fuse is a short piece of wire of German silver or flat copper of such size and capacity that it will readily be melted by a current strong enough to damage the motor, and the fuse, having a predetermined melting or fusing point, blows as soon as the current reaches the danger point. The melting of the fuse opens the cir- cuit and cuts the current off from the motor. Some- times the blowing of the fuse has been accompanied by tire, due to the creation of a heavy spark or arc at the points where the fuse metal is attached, but fuse boxes have been secured which are as nearly fireproof as pos- sible, and the fuses themselves are inclosed in cartridge- like cases so as to stifle both fire and noise. The fuse box is usually placed under the car. In place of or sometimes in addition to the fuse the cars are protected by what are known as circuit break- ers, which perform practically the same function. The circuit breaker is a form of switch controlled by an electro-magnet and is usually placed under the roof of the car platform, where it is readily accessible. It is set to operate automatically at a higher current value than the fuse for the reason that the circuit breaker acts instantaneously, whereas there is an appreciable time required to heat and deflagrate the fuse. The circuit breaker opens the instant the current has reached the point at which it would become dangerous to the motor, and is especially serviceable in protecting the motor against sudden and heavy charges of current, while its use protects the motors against currents of lesser degree which would do them injury if allowed to continue for any length of time. Number of motors per car. — It has thus far been assumed that two motors were sufficient to propel a street car. On interurban roads, however, and to some extent on elevated roads, a car with four motors has come into use, and the number of such cars is increas- ing. A number of comparative tests with 4-motor and 2-motor cars were made in 1901 by the Boston Elevated Railway. From the results obtained it did not consider the 4-motor as desirable as the 2-motor cars, all the conditions of service being taken into account. The company equipped one of its standard 25-foot box cars with four motors, which were so con- nected that each pair was brought in multiple to the controller. A car and truck were similarly equipped with two motors of the same kind. It was found that the 4-motor car took considerably more energy than the 2-motor car to cover the same distance. In one run the energy consumed, as measured by wattmeter in each car, was about 50 per cent greater, although the weight of the 4-motor car was only about 18 per cent greater than that of the 2-motor car. These tests were repeated, with the same motorman handling both cars instead of different men, so as to obtain the same personal equation. The same general results were obtained. The 4-motor car could run at higher speed and carry more load than the 2-motor car. This would mean quicker running time if the tracks were cleared of the slower moving cars. But in view of the great number of cars operated, and the fact that the companj r was making as fast time as was safe or allowable, except in some places in the suburbs, the technical officials of the road concluded that the greater speed and carrying power of the 4-motor car would be pur- chased at too high a cost. In one thing the 4-motor cars excelled, and that was in the traction. The entire weight of the car was avail- able for adhesion and the drawbar pull was the maxi- mum that could be obtained on any given rail. Traction on the 2-motor car, however, was improved by the use of maximum-traction trucks, in which a large propor- tion of the weight of the car is carried on the motor axles and very little on the trailer axles, and also by hanging the motors outside the axles instead of between them. This increased the percentage in weight availa- ble for traction from 66 to 74 per cent, and reduced to some extent the advantages of 4-motor trucks. An alternative to the use of large, long, and heavy 4-motor cars is to join the cars in trains. This practice is more feasible on an elevated road than on the surface, although there are some instances of the multiple train unit method on the surface lines. Multiple unit system. — The advantage claimed for the operation of cars in trains of three and four cars, as in the Chicago cable system, rather than singty, is that when the headway is short there is an opportunitj' to operate more cars on a given length of track without interference. If a four-car train were cut up into four individual units, each traveling within the one minute headway, which prevails frequently for four-car trains, it would mean that the separate individual cars must be operated four to the minute, or at fifteen seconds head- way. This is practically what is done on Broadway, New York city, with the electric cars, and at times the headway is even shorter than that. The success in the crowded city streets of Chicago of the four-car train has probably been due to the fact that, as a general thing, the streets in Chicago are unusually wide and straight, so that the other vehicular traffic is not so fre- quently congested. Whether trains take longer to load and unload than single cars is a disputed question. Following the example of the cable railways, the ele- vated railroads of Chicago introduced the multiple unit plan of electric railway operation. This plan involved a different form of controlling equipment from that in use on single cars, so as to make it possible for a train of several cars to operate as a unit. The number of cars in the train might be varied throughout the day, accord- ing to the requirements of the traffic, and yet it was necessary to provide for the same speed, and the same quickness of stopping and starting for the largest train CARS AND MISCELLANEOUS EQUIPMENT. 201 as for the single car. In the spring of 1898 the South Side Elevated Railroad Company, of Chicago, was equipped for regular service with the first electric mul- tiple unit train ever run, carrying out the ideas and in- ventions of Mr. Frank J. Sprague. Multiple unit trains of from two to six cars had been experimented with previously at Schenectady, N. Y., and- a five-car train had also been tried on the tracks of the Metropolitan Elevated Railroad in Chicago. Since that time the sys- tem has been adopted in one form or another on the elevated railroads of New York city, of Brooktyn, and of Boston. Many, hundred multiple unit motor cars and "train-line" cars are now in daily use on these sys- tems. A requirement of the multiple unit system is an equipment which will allow the cars to be run in single units from either end of the car, or in any com- bination from two cars upwards, without regard to the sequence of cars, and with control at will from either end of any car in the combination. This system must be distinguished from the distributed motor control, in which the motors of each car would be handled by the controller of that car without any regard to uniformity and simultaneity of action. While a train could be com- posed of such motor cars there could be no assurance that the motors would work in harmony. The multiple unit idea involves the contrary principle of distributed motors under a train, subject to a common control, so that all the motors can be controlled simultaneously from a distance, and thus the united action of more motors than could possibly be concentrated on a single car can be secured, with resulting increase, of traction and a scientific distribution of various strains. These motor oars, as well as the other cars without motors of their own, if provided with controlling "train lines," can be made up for a train in any combination, without regard to the number of cars or their order. Cars when thus collected into a train can be easily manipulated or controlled from one or more points in the train, usually the head of the train, by the moving of the master switch. To illustrate the working of the multiple unit system one type of equipment of the Manhattan elevated line in New York city may be considered. The controller con- sists of two parts: First, a number of electrically oper- ated switches, or contactors, on each car, which constitute the series parallel controller for the motors and vary the starting resistance in the circuit; second, two master controllers on each motor car, one located at either end of the oar, either of which serves to control the contactors on that oar and all others in the same train. A cable connected to the master controller and to the contactors runs the entire length of the train, and with suitable couplers makes necessary connections between the cars. The current does not pass through the master controller, nor, usually, through the train cable, these parts carrying only the currents which operate the con- tactors. Each motor car collects its own motor current from the third rail and controls this current in its own contactors. The movement of any master controller sends current to the contactors, since these are wired in parallel to the train cable, thus causing simultaneous movements of all contactors in the train. The action of the motor controllers, or contactors, of all cars at the same time with the movement of the master con- troller handle insures similar resistance connections and motor combinations on all the cars. The operator knows by the position of the master controller handle the exact position of the contactors on all of the cars and the rate of movement of the contactors. Consequently, the amount of current taken by all of the motors is under his immediate control, just as it is with ordinary hand operated controllers. The motorman is able at will in an emergency to utilize immediately the full power of the motors in either direction. In case the supply of power to the train is momen- tarily interrupted for any reason, the contactors all open the motor circuits, but the motor and resistance connections are instantly reset upon the restoration of power, provided the master controller position is un- changed. If the train breaks in two, the current is automatically and instantly cut off from the motors on that part of the train which is not under the control of the motorman, while his ability to control the front part of the train is not affected. When the master controller is thrown off, both line and ground connections are cut off from the operat- ing coils of the contactors, and none of the train wires, or any of the wires in the train line cable are "alive." To reverse the motors, the master controller is pro- vided with a separate reversing handle, and a mechan- ical interlocking device prevents this reversing handle from being thrown unless the main handle is in the "off" position. A movement of this reverse handle either forward or back makes connections which throw an electrically operated reverse switch either "for- ward" or "reverse." This main reversing switch is electrically interlocked, so that it can not be thrown when power is "on." The operating circuit is so ar- ranged that, unless the reverse switch on any car is thrown in the direction indicated by the master con- troller reverse handle in use, it will be impossible to operate the contactors so as to get any current in the motors on that particular car. A cut-out switch is pro- vided on each car, so that in an emergency all of the contactors on that car may be disconnected from the control circuit. The control operating current at 550- volt line potential is about 2.5 amperes per car for an equipment of two 125-horsepower motors, and the total weight of the control apparatus for this equipment is approximately 2,200 pounds. The master controller is similar to the ordinary street car controller in method of operation and appearance, although of considerably smaller dimensions. Separate handles for power and reverse are provided. All cur- 202 STREET AND ELECTRIC RAILWAYS. rent for the operation of the several motor controllers passes through the single master controller in use, which takes current directly from the line. A mag- netic blow-out is provided, similar to that used on standard street car controllers. An automatic open- circuiting device is provided in the master controller, whereby, in case the motorman releases the master- controller handle in any "on" position, the control circuit to the motor controllers is instantl} 7 opened on auxiliary contacts. This result is obtained by mount- ing the operating mechanism for the auxiliary safet}' device loosely on the main shaft and providing it with a spring, which, when released, is returned to the " off " position without necessitating the movement of the en- tire cylinder or handle; thus the device is entirely sep- arate and distinct in its action from the main cylinder. The motor controller for each car consists of 13 elec- trically operated switches, called contactors, and an electrically operated reversing switch, which reverses the armature leads of the motors. Each contactor con- sists of a movable arm, carrying a finger, which makes contact with a fixed terminal finger, and a coil supplied with current from the master controller for moving the arm. The contactor is so designed that the motor circuit is closed only when current is flowing through the coil. Gravity, combined with spring action of the finger, causes the contactor to open as soon as the master controller circuit is interrupted. The contactor has an efficient and powerful magnetic blow-out. The different contactors are practically identical, and the few parts which are subject to burning and wear are so constructed as to be readily replaced. The general design of the motor reversing switch or reverser is somewhat similar to the ordinary cylindrical reversing switch, with the addition of the electro-mag- nets which turn it to either the forward or the reverse position. The operating coils are similar to the ones used on the contactors. The coupling between the cars consists of sockets and a short "jumper" cable, with a plug at either end. The sockets on. the car contain a number of insulated metallic contacts, which are the terminals of the wires in the train line. This socket is shaped to receive the plug on the end of the cable. The plug contains the necessary insulated contacts to make the required con- nections, and is so shaped that it can be inserted into the socket in only one way, thus insuring the same series of connections each time two cars are coupled together. The couplers are provided with spring catches, which maintain contact under normal conditions, but permit them to be released immediately in case the train breaks in two. A special cable made up of different colored, individual, insulated wires is used whenever possible to make control circuit connections between the various pieces of apparatus, a similar cable being used for the connection between the coupler plugs. An important differentiation in some respects from the apparatus thus described has been installed on the Brooklyn Rapid Transit Company's elevated system. The supply of current through the third rail, and that supplied through the connections of the low-voltage control circuits are the only sources of power which have to be considered in train operation. In this apparatus compressed air is used in connection with a set of storage batteries. Only seven battery wires are required for the train line or cable, so that the- cable carries a pressure of only 14 volts. This dis- penses with high -voltage wires on the train cars and high-voltage coupling everywhere on the system. The master controller and the air-brake operating valve are mounted on the inside end panel of the motorman's cab. The master controller handle is fitted with a spring return which makes it a "dead man's handle," it being so constructed that should the motorman re- move his hand at any time from the controller handle, the brakes are at once applied automatically unless the reversing handle has first been turned to the center posi- tion. By similar mechanism, if the brakes are applied while the current is still on, the current is automatically cut off. This is accomplished when setting the brakes by means of a connection between the spring return handle and the air brake system, while the release of brakes is effected by a connection between the air brake system and a small air cylinder, the piston of which opens the storage battery circuit. To insure uninterrupted service from the storage bat- tery used in operating the electro-pneumatic switch, there are two sets of batteries of seven cells each, which, like every other part of the system, except the master controller and the battery switches, are carried beneath the car floor. The controller itself comprises 13 unit switches, arranged radially in the turret, and protected by a sliding cylindrical case. These individual switches are operated by pneumatic pistons controlled by electro- pneumatic valves, operating against a spring pressure of 70 pounds, so that a very decided motion is given to the circuit breaker. The 13 switches have a common magnetic blow-out coil, located at their center, of which the spider arms of the individual switches constitute the pole piece. The danger of the welding or sticking of the contact surfaces is avoided by the pressure of air against a spring. Moreover, the switch finger levers are made flexible, so that when drawn up by pneumatic pressure and released by spring pressure they produce a slight rubbing movement of the contact surface and help to prevent any possible welding. The reverse switch is of the usual type, with copper contacts oper- ated by two air cylinders controlled by electro-pneumatic valves running from the reverse cylinder of the master controller. This reverse switch is placed as near the motor truck as possible to reduce the length of the wire, and beside it is the limit switch governing the speed. The total weight of the complete apparatus, inclusive of the battery, is over 1,700 pounds. All NTERURBAN CAR ON CLEVELAND, ELYR1A AND WESTERN RAILWAY. LONG TYPE OF OPEN CAR, IN USE AT BUFFALO, NEW YORK. CARS AND MISCELLANEOUS EQUIPMENT. 203 the circuits are run in electro-bestos conduits. The system has been constructed with the idea of securing absolute and instantaneous control, with the minimum liability to collision, fire, or other casualty. The vital importance of the car controllers justifies the immense amount of money and energy which has been expended in devising the modern systems. Brief reference to larger motors will be made in the chapter on interurban railway equipment. V. THE OVERHEAD TROLLEY CONTACT. The devices for conducting the current from over- head wires into the cars are details which could not at any stage of the development be considered independ- ently, but had to be developed in relation to the meth- ods of suspending overhead wires and of employing the overhead frogs and switches along which the contacting device has to travel. Some of the earlier trolley devices traveled along the top of the wire, but this was soon found to be an inconvenient and inexpedient method. The overhead devices for making a side contact were also found impracticable, as, for example, those used on the electric road at Offenbach, Germany, where a split tube was employed, at the side of the road, the contact device sliding along inside the tube. Instances of the early style of overrunning trolley in this country and Canada were due to Mr. Van Depoele, and one or two of them were in use until recent 3 r ears; for example, at St. Catherines, Canada, where one form employed was exactly like the underrunning trolley, but had a heavy weight attached to a cord to steady it in position on the wire. Such overrunning contact devices were connected with the cars by flexible cords, and when cars passed the cords were exchanged or one of them was lifted from the wire by the car conductor by means of a long wooden fork, kept on the car for that purpose. As soon as resort was had to the trolley wheel pressing upward under the wire (the underrun- ning contact), it became necessary to employ a pole extending upward from the car roof to hold the wheel firmly in position, and in this manner, through a variety of forms of pole, base, and swiveling mechanism, was evolved the modern trolley seen on top of all such cars in the United States. The trolley pole now used is of tubular steel. The trolley wheels are usually of fairly hard copper. The pressure of the trolley wheel against the contact wire is from 16 to 20 pounds, depending upon the style of the wheel; and the wheel itself, which is from 4$- to 6 inches in diameter, weighs from 3 to ±$ pounds. The average life of the lighter wheel is 5,000 to 8,000 miles, the wheel caking up the wear rather than the wire; but the 6-inch wheels have been known to endure for from 12,000 to 15,000 miles. Pre- cautions are now taken to prevent the pole swinging around and doing damage to the overhead construction when the trolley wheel by accident leaves the wire. For this purpose devices known as trolley retrievers and trolley catchers are employed. The retriever is so constructed that it pulls the trolley pole down clear of all the wires as soon as the wheel leaves the trolley wire. It is usual to have a rope, attached to the trolley pole, by means of which the conductor or motorman can adjust the trolley pole from time to time as may be required. VI. BRAKES. The statistics regarding the extent to which different kinds of brakes have been installell on street railway cars, included in Table 95, show that 63,690 cars, or 95.4 per cent of the aggregate number, were reported as equipped with hand brakes, and 7,905, or 11.8 per cent, with air brakes, including those in which the air pumps are driven by electric motors, and 5,148, or 7.7 per cent, with other varieties of mechanical brakes. It is of course evident from these figures that many cars are provided with brakes of more than one kind. The detailed statistics show a very general distribu- tion of hand braked cars. In New York state, for example, all but 5 of the 96 companies reported that they had at least some cars equipped with hand brakes. Out of a total of 14,040 cars reported for the state 13,805 were equipped with hand brakes. The same conditions prevailed in Pennsylvania where 6,972 out of 7,058 cars had hand brakes; in Massachusetts where 8,274 out of 8,310; in Illinois where 5,790 out of 7,778; and in California where 2,016 out of 2,056 cars were reported with hand brakes. The air braked cars were more generally distributed than might perhaps be expected, cars of this character being reported from all the states except Arizona, Arkansas, District of Columbia, Idaho, Kansas, Mis- sissippi, Nebraska, New Mexico, and South Dakota. The great majority of these cars, however, were reported from a few of the principal states — 1,529 from Illinois, 1,207 from Massachusetts, 2,070 from New York, 445 from Ohio, and 1,064 from Pennsylvania. Of the number in these states, again the majority were reported by the larger city systems, as, -for example, New York city, Brooklyn, Chicago, Boston, and Philadelphia. The Metropolitan or Interurban system in New York city reported every one of its cars as hand braked, so that the large figures in that area are in reality those of the Manhattan Elevated, with 1,331 cars. In all of the earlier cars the brake applied to the wheels was invariably that operated by a hand lever. The brake handle was connected by a chain and a system of levers with brake "shoes" on the wheels, the handle usually moving 25 inches for a quarter-inch movement of the shoes, so that with 2 inches slack in the chain the handle would have to make nearly two revolutions, in addition to the revolutions required for taking up the slack, before the shoe was brought against the face 204 STREET AND ELECTRIC RAILWAYS. of the wheel. This brake had the advantage of putting- little strain upon the driver and the horses, but owing to its rather slow operation it resulted in "flatting" the wheels, which was a source of great annoyance to the company and discomfort to the passengers. Some brakes, called track brakes, are operated by being pressed against the rail. The introduction of what are generally known as mechanical brakes has lessened the amount of "skidding" and the wear and tear of the wheels, and has give'n the driver a more instant control of his car. Indeed, it would probably be impossible to operate the heavy cars of modern type without the powerful mechanical brakes which are now employed. It is estimated that with modern braking methods brake shoes should last about 5,000 ear miles, and the usual chilled iron wheels 35,000 car miles, without renewal. An average brake shoe of 21 pounds is allowed to remain in use until the block has had a wear of some 10 or 12 pounds. These are average figures, the actual figures varying greatly in practice. The power from the power brake handle is conveyed to the shoe by a variety of forms of rigging. In one form of momentum fric- tion brake the brake staff, instead of directly trans- mitting the power necessary to pull the brake shoe up against the wheels, is connected through the brake chain to the drum sleeve of one of the axles. This drum is not keyed to the axle and does not turn with it except when a stop is to be made. When it is desired to stop the car the edge of the drum, which is in the form of a disk, is pressed by a series of levers against a corresponding disk on the inside of the car wheel, a leather washer being placed between the two disks in order to take up the wear. The friction due to the pressure of the drum against the car wheel causes the drum to revolve, thus winding up the chain and setting the brake. As is shown by the statistics a large number of modern street cars is equipped with air brakes or electric and magnetic brakes. In the city railways in the Eastern states, where short cars have been largely retained on account of narrow and crooked streets, hand brakes are common, while with long or high-speed cars air or other power brakes are almost universal. The supply of air is usually produced by independent motor compressors carried on the individual cars, but in a few cases central compressor plants driven by steam or by electric motors have been installed. Where this is done the car res- ervoir carries a reserve storage supply of air at 300 pounds pressure and a working supply at from 20 to 50 pounds pressure, the amount depending mainly upon the weight and speed of the car. An average of 500 stops may be made on one charge. Where the compressor is carried 'on the car, it is usu- allv driven by an independent motor provided with an automatic switch, which is so acted upon by the air pressure in the reservoir that it throws the motor in and out of operation as the pressure in the reservoir falls and rises. In another type the compressor pump is geared to one of the car axles in such a way that the revolutions of the axle of the moving car supply power to work the pumps. When the reservoir is fully charged the gearing is released and the pump stops acting. In one system of electro-magnetic braking a circular electro-magnetic brake shoe is rendered magnetic by the current from the motors in such a way that it is drawn powerfully against the face of a disk on the car axle. This brake serves for emergency stops as well as for all service stops, but up to the present time it has not been widely used. Another sj^stem of electro- magnetic braking includes a double or split track shoe of novel construction, combined with a powerful electro- magnet. The magnet, when energized by a current from the car motor, acting temporality as a generator, brakes the car by being strongly attracted to the rails over which the car is passing. Lever connections may also be established between the electro-magnetic brake shoe system and the wheel brake shoes, so that when the track shoes are set the magnetic brakes are also set against the wheels, the effect being so adjusted and graduated that no greater brake pressure can be applied to the wheels than they can withstand without skidding. The Pittsburg Railways Company has adopted mag- netic brakes for open and closed cars, while the United Railroads of San Francisco on combination cars, which operate on the steep grades of that city, employ straight air, wheel, and track brakes. The subject of brakes has been considered carefully by the authorities in various states and communities, with the object of lessening the number of accidents which might be avoided if the cars were under better control. The board of railroad commissioners of the state of New York in 1899 authorized a public com- petitive test of brakes for surface cars. The commis- sion issued a notice of the test to owners of brakes for surface cars, in response to which 26 applications were received, all of which, with one exception, were accepted by the commission. Elaborate methods of testing were devised, and on each car 14 average speed records were taken — 3 at 8 miles per hour, 3 at 12 miles, 3 at 15 miles, 3 at 16 miles, and 2 at 16 miles with sand. It had been the intention to carry the tests to higher speeds, but these did not prove feasi- ble with the motor equipment used. The record of the tests made by the commission constituted an elaborate report. On the basis of the tests the board decided that except in special cases, where the liability to accident is very remote, the ordinary single chain and spindle hand brakes then and still generally used should be replaced by some one of the mechanical or power brakes which were submitted and tested. The board did not recommend any particular brake for any class of serv- ice, but left the selection to the judgment of the railroad officials themselves, reserving the right to exercise fully CARS AND MISCELLANEOUS EQUIPMENT. 205 its power under the law to require of the companies the use of sufficient and safe equipment for the public service. The tests related not only to the average length of track covered before the stop was effected by each brake at the different rates of speed, and to the skid- ding of wheels, but also to the reliability and sim- plicity of the system, the liability of the brakes to act when they should not do so, the ease with which the brake could be operated by an ordinary motorman, and the cost of equipment and maintenance. First in the order of worth was an electric brake. This brake, operated by the trolley current, consisted of a series of magnets with armatures at varying distances, mounted loosely on the same rod, and placed in such a way that the attraction of the armature nearest to the core car- ried with it the armature next in distance from the core to a point of greater magnetization, and so on, each armature acting upon the next and thus creating a long and powerful pull. The rod upon which these arma- tures were arranged formed part of the ordinary brake rod, and the brake could be applied to the ordinary spindle hand brake. The movement of the brake handle set the electric brake in operation, but this could be done without interference from the electrical portion of the brake, so that in case of failure or interruption of current the brake could be set by hand. The hand brake being naturally under test at all times when the electric brake was in use, its working condition was in- sured in case of some failure of current from the trolley line. The device took but 5 amperes of current. With the cars under test this brake made a stop, for all speeds, in an average distance of 58.83 feet. At ]6 miles an hour on ordinary track the cars stopped in 72.33 feet in 9.35 seconds, and at a speed of 16 miles an hour with sanded track in 73. OS feet and in S.92 seconds. The brake which ran closest to this in the tests was the momentum friction brake, the friction device being placed on one of the axles of the car. This brake showed stops at all speeds in an average distance of 66. 71 feet. It can not be said, however, that any great weight has been attached to these tests. Aside from or in addition to the brakes there are other parts of the operating construction which are in universal use. One of these is the gong operated by the pressure of the motorman's foot, and sounding its warning insistently in crowded streets. Another device upon or within the car itself is the safety gate, with which motor cars in some cities have been equipped, as, for example, at Minneapolis and St. Paul, Minn. This gate being under the control of the motorman, is opened promptly when the car comes to a standstill and is closed just before the power is applied for starting. On many open cars are bars which are let down at the same time that the side step is thrown back on either side of the car, so that the car can not be freely entered or left on the side next to the other track. In some closed cars it is the custom to place bars or rails or netting at the open windows to prevent accidents to passengers who might protrude elbows or heads from the apertures at dangerous places, or attempt to use the windows as a means of entrance or exit. VII. CAR FENDERS. A conspicuous feature of cable and electric railway work has been the car fender, the use of which has been required by ordinance in a great many cities, but the adoption of which is by no means universally fa- vored among street railway managers. The purpose of the fender placed at the front of the car, or immediately in front of the wheels, is to push aside or catch up and hold in safety persons who might otherwise be run over. A variety of such car fenders have been intro- duced, some of them exhibiting great ingenuity. Some- times the fender is held up on the front of the car and can be released by the motorman in case of an emer- gency, but this is regarded as open to the objection that when the occasion for its use arises the motorman may not have sufficient presence of mind to do what is required of him, and the car may run over the person before the fender can be lowered. A common type is that which is carried in front of the car a few inches above the track, and which, if desired, can be folded up or carried around to the other end of the car for the return trip. Such fenders have more or less the form of a net, being constructed usualty of light slats of metal, with a stout outside rim. It is objected that many of these life guards are just as apt to cause accidents as to prevent them, projecting, as they do, several feet in front of the car. This objec- tion is sometimes met by arranging the fender so that it collapses when not in use, and is drawn back under the car, whence it is released in case of danger. Few or none of these more elaborate devices are in practical use. The results of experience would seem to show that in most cases where the speed of the car is slightly reduced the fender will pick up without harm or injury persons who, without the fender, would have gone under the car. Even when the car is still under rapid head- way, the injury from the fender is not apt to be as great as the injury from a car without such equipment. On Broadway, in New York city, the cars are equipped with fenders carried under the platform, which are technically known as wheel guards. The objection to the projecting fender in such thoroughfares is that because of the density of traffic their general use would add seriously to the obstruction of the streets. Pedes- trians and carriages now crossing freely between cars without fenders would, if the fenders were in use, often find passage difficult or impossible. There are four or five types of fenders in general use in the United States. One of these as used on cars 206 STREET AND ELECTRIC RAILWAYS. whose sills are of medium height above the track, is of curved form, and when not in use is held up against the rear dashboard. The upper crossbar of the fender can be adjusted on low cars to a position 15 to 17 inches above the track, and when dropped its front rests di- rectly on the surface of the street, so that no object can pass under it. Sometimes it has at each side a rubber covered spring to prevent a body from being thrown to one side. In cross country and interurban cars this type of fender is made large enough and strong enough to pick up a horse and carry it until the car comes to a stop. In all these fenders there is a cushion against the dashboard, made of strips of strong spring metal, which prevents the object struck from coming into contact with any hard surface on the front of the car. These fenders are dropped by a pedal on the platform, operated by the motorman's foot. Another type of fender in use in some large cities is composed also of metal slats. The platform of the fender stands at an angle of 45 degrees, with a rubber hose 4 inches in diameter stretching across the lower end, which is usually about 3 inches from the ground. When a person is struck by the fender, the platform, which swings on a pivot, falls back and brings the outer end with its rubber tube about 20 inches above the ground, while the rear end, nearer the car, is 6 to 8 inches lower. Thus a basket or pocket is formed which carries the person safely until the car can be stopped. The back guard is made of a steel spring placed several inches lower. If the car is going at great speed the body will strike against the guard, but can not be thrown out again onto the track. This fender is always in position and requires no action on the part of the motorman. One type of nonrigid car fender in use to some extent, based upon the principle of receding action, has several plates or detached portions like shutters across its farther end to conform to uneven surfaces, and offset the effects of the oscillation of the car. The receptacle back of these plates is composed of metal network. When in use, the projection of the fender beyond the car is slight; when not in use, it can be pushed underneath the car. Another form of auto- matic car fender has two automatic release devices in addition to the ordinary foot drop in common use. One of these automatic devices consists of a front trip bar, which is forced back on coming into contact with obstructions. The transmission through lever and cranks of the motion caused by the impact operates the foot pawl of the fender. When this trip bar might prove inconvenient, as in the case of the track being covered ^vith snow, it can be turned aside against the fender and the other automatic device employed in its place. This second automatic device is operated by the impact of the body falling against the fender cradle or netting. The contact with the fender pulls forward rocker arms attached to levers which operate the foot pawl. The complete fender is attached to a car by iron bolts connected with the outside sills of the car platform. It folds up compactly without interference with the car couplings or headlight, and can be used on various styles of cars. The front of the fender is made of rubber tubing, with a steel cable passing through it. According to Table 98, of the 66,784 cars reported, 60,290 were passenger cars, of which 43,273, or about two-thirds, were equipped with fenders. The state of New York, with a total of 14,040 cars, reported 7,123 equipped with fenders. The small proportion equipped with this device is due to the fact that cars of the ele- vated systems are operated in trains and need no fend- ers. In Massachusetts 7,021 cars out of 8,310 were re- ported with fender equipment. In Illinois 3,214 cars out of 7,778, and in Pennsylvania 5,693 out of 7,058 are equipped with such a device. VIII. CAR LIGHTING. Of the total number of cars reported 62,369, or 93.4 per cent, were lighted in some manner. Out of this number 55,703 were lighted by electricity and 6,666, including all horse cars, were lighted by oil or gas. The detailed figures for states and companies are shown in Table 95. A number of states report all or nearly all of their cars lighted by electricity. Among these states are Connecticut, Iowa, Massachusetts, Minnesota, New Jersey, Ohio, Pennsylvania, Rhode Island, Virginia, and Wisconsin. Cars lighted by electricity are found ex- clusively on roads using electricity as a motive power, the supply of current thus being rendered easy and cheap. The change in the manner of lighting cars therefore closely followed the change in motive power. The unsatisfactory oil lamp was in the beginning the only method of car lighting. This lamp was superseded on some of the cable lines by compressed gas, the illu- minant commonly employed on steam railways. With the introduction of electric traction it was found to be an easy matter to light the cars by taking the current from the same circuit as that which supplied the motors. The light is still somewhat flickering from the occa- sional variations of voltage, interruptions of the trolley contact, or jolting at the switches, when for an instant or two the current is lost. This has sometimes been prevented by the installation of storage batteries on the cars which could be fed from the line, but this practice has been given up as the advantages did not compen- sate for the expense and trouble. The lights usually installed are 16 candlepower in multiples of 5. The use of the lamps in groups or mul- tiples of 5 is due to the fact that the average voltage or current pressure of the line is about 550 volts, and as the ordinary incandescent lamp takes about 110 volts a group of 5 of them will absorb the trolley line voltage TYPES OF STREET RAILWAY CAR FENDERS. CARS AND MISCELLANEOUS EQUIPMENT. 207 without the necessity of employing extra resistance. The 5 lights are arranged in series across the motor cir- cuit and are provided with a fuse and cut-off switch. At first ordinary incandescent lamps were used, but as jolting broke the filaments it is now the practice to "anchor" the filament by a small hook sealed into the lower larger end of the glass bulb. In some instances the lights are not merely distributed within the car, but out on the platforms, and the headlights are also usu- ally electric. The electric headlight usually consists of a large incandescent lamp aided by a powerful reflector. A variation of this light consists in the utilization of what is known as the " inclosed" arc light, including an inner globe immediately around the arc. This is asso- ciated either with a rheostat or with a small cluster of incandescent lamps, so that either or both can be em- ployed in accordance with the amount of light required. The car has to be specially wired for such purposes. In the early stages of development the circuits were simply run with ordinary insulated wire held down with staples, cleats, or molding. Even the main circuits from the trolley line to the motors were carried through without much protection, but it is now a general pracr tice to inclose all these circuits in conduit, usually of iron pipe. IX. CAR HEATING. It appears from Table 95 that in 1902, 30,159 cars, or about one-half of the total number of cars in the United States, had provisions for heating. Of this number 19,02] or 63.1 per cent were heated by electrical appa- ratus, while 11,138 or 36.9 per cent were heated by stoves, hot water, or other means. Electrical heating is necessarily limited to street railway systems and cars electrically equipped, the heat being derived from the circuits supplying current to the motors. It will be noticed, however, that some companies using electricity as the motive power still employ stoves for heating. In northern climates in the old-fashioned horse cars, the coal stove was long used in winter. The car was so arranged that a stove could be introduced in the mid- dle of one of the seats, with a pipe running up through the roof. The stove occupied space which would other- wise have been available for seating; it did not success- fully heat the car, and fires frequently broke out. Gas and oil stove's on a somewhat similar plan were also tried, and indirect methods of steam and hot water heating have been extensively experimented with, espe- cially on interurban lines. The objections to this lat- ter plan, however, have been the loss of time involved in refilling the steam and water reservoirs and the large incidental waste. Hot water heaters have been largely used on long interurban cars. The usual method of heating cars electrically is to place the heaters— composed of coils of resistance wire in various forms and grouping— beneath the seats at regular intervals, the fronts of the radiators being pro- tected )rv grating and the switches being so arranged that the car conductor can throw in some or all of the heaters, as required. The circulation of air through the resistance coils in which the passage of current is engendering heat is so rapid that while the flow of warm air from the top of the heater is large in volume the air itself is not hot enough to heat unduly the front casing of the seat. In a test of an electric heater an overload of 25 per cent of current was put through it, the casing being entirely covered with damp clothes, such as passengers might wear. The current was left on for a half hour, and at the end of this time there was not the slightest indica- tion of burning or discoloration of fabrics. It has been shown by tests that with an ordinary consumption of current of 3,160 watts a car with 4 doors and 16 win- dows, containing a little more than 1,000 cubic feet, traveling in an outside temperature of 28 degrees Fah- renheit, can maintain a temperature of 54 degrees Fahrenheit. Assuming that this degree of heat and consumption of current were maintained throughout the day of eighteen hours, and that the current cost the company about 1 cent per kilowatt hour, a cost for heating such a car would be slightly over 50 cents per day. The actual cost, however, would probably aver- age well below this figure. REGISTRATION OF FARES. The collection and registration of car fares has always been an important problem with the street railway companies, the one great aim, of course, being to secure payment from all passengers and to prevent the diver- sion of revenue from the 'tills of the company to the pockets of dishonest conductors. The task becomes a relatively easy one where a ticket system is employed, requiring the passenger to buy one ticket for a contin- uous ride, and to deposit that ticket with the conductor or in some appropriate receptacle. This is the plan that has been followed for many years on the Manhattan Elevated system in New York city. Each passenger is required to deposit a ticket in the box at the entrance to the platform, under the charge of the regular cus- todian. This method has been varied in some of the elevated stations by the introduction of a registering turnstile; but where the volume of traffic is great, as it is at so many elevated stations during rush hours, turn- stiles would not be tolerated, and even at the smaller stations they do not appear to have proved entirely successful. In Europe it is the common practice to issue tickets, not only for elevated and subway railways, but also for the regular street car and omnibus lines. In America it is thought that the travel on street cars is too much of a "come and go" character to permit the use of a 208 STREET AND ELECTRIC RAILWAYS. ticket system, and hence the collection and registration of fares usually depends wholly upon the conductor. In the early days of the bobtail car the driver was also conductor and made change as well as managed his horses, the fares being deposited under his eye in a small lock box adjacent to the front platform — the box being so placed as to be seen by the passengers. This method still obtains in a few places, but its many inconveniences caused it to give place to the old portable bell punch, which enabled companies to settle with their conductors upon the basis of the showing made by the punch rather than upon the basis of the conductors' report of the number of fares collected. It soon became evident, however, that in a crowded car a conductor is likely to miss some fares, either from the unwillingness of the passengers to pay, or from the inability or unwilling- ness of the conductor to make collections. Although the conductor carried a punch, it did not follow that he would use it every time a 5-cent fare was collected, nor was it absolutely certain that he would ring up the fares on the company's bell punch instead of on a sub- stitute one provided by himself. To remedy these difficulties, companies soon began to use the stationary clock register or counting machine, which is placed in a conspicuous part of the car where every passenger can see it, and upon which fares collected are sup- posed to be duly " rung up." The fare register system has now become universal throughout the country. Many modifications and improvements have been made to adapt the register more perfectly to varying condi- tions of service and to the varying practice in different places in the matter of collecting fares and issuing transfers. To obviate the disadvantages of the single register system, which, of course, would count only one class of collection, namely, so many 5-cent cash fares, the double register came into vogue, allowing other combinations of accounting, and consisting virtually of two single registers in one case. When it is considered that the street railways are carrying at least 6,000,000,000 passengers a year, all of whose fares have to be brought to book by means of the register, it will be seen that the accounting and mechanical problems involved are of no mean nature. To show to what extent ingenuity in this direction has been carried in the -way of making a street car register perform various functions, such as the registering, in- dicating, and printing a statement of collections— in other words, performing the full duty of a cash register and something more — the developments up to date de- serve note. Eegisters now on the market and largely employed by street railway companies make a distinct registration of each fare collected, the different kinds of fares being registered separately. They also keep a printed record of the collections of each conductor and of the total number of all fares, irrespective of class, as well as the number of fares in each class for each half trip. They further print the number of registrations, the trip number, the date of the day and month, the direction in which the car is going, the name of the conductor, and a duplicate or triplicate summary record of the day's business, irrespective of the number of conductors who operate it. When not in service the register may be locked, and can not be operated until the conductor's badge number is printed upon the statement inclosed in the register. This device, then, without exceeding a practicable limit of size, acts as an adding machine, a cash register, a time clock, and a printing press, all ap- plied to the task of insuring for the company the fullest collection of its revenues. Few companies, to be sure, use or greatly need registers that have been brought to any such degree of complexity of mechanism, but the instrument none the less illustrates in an interesting way the attention and inventiveness that have been ap- plied to every branch of the street railway business. XL STREET RAILWAY PASSENGER STATIONS. The statistics for street railway passenger stations re- fer to the separate buildings, or public shelters, at which passengers wait to take cars, pay fares, or secure trans- fers. They do not include stopping points, or open-air stations along the line where passengers board the cars. There are 2,076 street railway stations reported. A large number of these were reported by elevated rail- ways, by railways formerly operated by steam, and by fast long interurban railways. Until within the last few years it has been the universal practice to permit passengers to board or leave a car at any street corner, in contrast with the steam railway practice of running trains between fixed points more or less widely apart. A number of street railways have long furnished wait- ing rooms at their termini, however, or at important intersecting points, and elevated and underground roads have been operated on the station plan. In order to secure a speedier schedule, several street railways have adopted the practice of putting up signs on poles at points several blocks apart where the cars would stop, the points being located with reference to traffic de- mands. These points have very rarely had shelters connected with them. Within the last year, however, the growth of interurban roads has necessitated the construction and maintenance of a large number of passenger stations, and these stations have either been connected with freight and baggage rooms or with sub- stations that contain apparatus for furnishing current to the track. The further differentiation of interurban roads from ordinary street railway lines within cities led to the establishment of interurban waiting rooms, both inside and outside of city limits. The final step has been the construction of union terminal stations for street rail- way traffic. While this report has been in preparation, CARS AND MISCELLANEOUS EQUIPMENT. 209 an extensive and costly terminal station has been erected at Indianapolis, Ind., for the use of nine interurban lines. At Milwaukee, Wis. , the street railway company has erected a substantial steel frame structure to be used as an interurban terminal station and general wait- ing room, office building, and storehouse for reserve cars. At Detroit, Mich., there is a common waiting room for all interurban lines, and at Muncie, Ind., an important interurban center, a terminal building has been built for the same purpose. At Cleveland, Ohio, one of the most important interurban centers of the country, a large station has been erected on the public square in the heart of the city, where waiting sheds have been in use for some time. The building is 62 feet long and 13 feet wide, the roof extending beyond the walls 12 feet at the ends and 4 feet on the sides. It is of brick, with stone copings, the framework of structural steel, and the roof of tile. The ticket office and check rooms are so located as to divide the interior into two rooms, the smaller being a smoking room and the larger a passenger room. Doors at the ends open to stone steps leading to the basement, where are toilet rooms for men and women. Its cost was about $10,000, each of the five interurban companies that use the build- ing paying one-seventh of the cost and the city com- pany two-sevenths. While all stations are not as well located as the station in Cleveland, many of them are convenient of access. The station at Indianapolis is lo- cated one block from the street railway center, and that in Milwaukee but one block from the principal street in the city. The agreement with the authorities provided that the Cleveland station should be erected in accord- ance with plans approved by the city, without any ex- pense whatsoever to the municipality for construction and maintenance and to become the propertj' of the city as soon as completed. The railways are given the right to use this station without any assurance as to length of occupancy. The interurban roads which are to use the station have no trackage in Cleveland, but run their cars into the city over the tracks of the Cleveland Elec- tric Railway Company. The agreement provides that nothing but tickets may be sold in the station. Admirable types of passenger and substations may be found on many of the interurban roads. In the vicin- ity of Cincinnati, Ohio, for example, two very attractive substations are located on the Suburban Railway. The one at Forestville, Ohio, is of stone and buff pressed brick with stone trimmings and ornamental tile roof, two stories high in the center with a one-story wing at each end. The upper floor of the central part is ar- ranged with a suite of five rooms for the attendant of the substation, while the lower floor is occupied by the alternating current transformers and rotary converters. Each of the wings is, 25 feet in length, one being a pas- senger waiting room, and the other an express office. On many of the interurban roads the stations resemble in general appearance and design the way stations on steam railway lines. A number of the stations referred to in the report are those connected with the parks and pleasure grounds operated in connection with street railways, or reached by them. A good example is found at Fairmount Park, Philadelphia, where the facilities of this kind are of an extensive character. The illustration presented herewith shows a pleasure ground station at the terminus of the Worcester and Southbridge (Mass.) Railway Company. XII. CAR HOUSES. Statistical presentation. — The street railways of the country were required to report the number of car houses used by them, and the statistical results of the inquiry are given in Table 95. It appears from the table that 1,634 car houses were reported for the United States. These are widely distributed, but the states reporting the largest number are as follows: Massachu- setts, 236; New York, 177; Pennsylvania, 173; Ohio, 138; Illinois, 96; New Jersey, 64; Michigan and Mis- souri, each 56; Connecticut, 55; California, 51; and Indiana, 50. It will be noted that Massachusetts is far in the lead as to the number of car houses. Of the total number reported for that state, 115 are reported for the Old Colony Street Railway, the Boston and Northern Street Railway, and the Boston Elevated Railway. As these three companies report a total of 5,937 cars of all kinds, the car houses would seem to have an average capacity of 52 cars per car barn. In New York state there were 14,040 cars accommo- dated in 177 barns, giving an average of 79 per car barn. This average, however, is brought up by the influence of such unusual figures as those of the Inter- urban (or Metropolitan) Street Railway Company of New York city, which accommodates 3,063 cars in 15 barns, an average of slightly over 204 cars per barn. This statement of itself gives an idea of the large amount of valuable property required in the heart of a great city merely for car storage, inspection, and repairs. The state of Pennsylvania, with an aggregate of 7,058 cars and 173 barns, had an average of 41 cars per barn. Ohio, with 138 car barns and 4,395 cars of all kinds, had an average of about 32 cars per barn. Illinois, with an aggregate of 7,778 cars and 96 barns, had an average of 81 cars per barn ; but these figures again are brought up by the totals for the two leading systems in Chicago, the Chicago City Railway and the Chicago Union Traction Company, which, with 22 barns, accommodated 4,818 cars, or 219 cars per barn. Taking the country as a whole, it appears that with a total of 817 operating and 170 lessor companies, or a total of 987 companies, the average is not quite two car barns per company. These figures are worthy of 210 STREET AND ELECTRIC RAILWAYS. detailed study from various standpoints, although they do not clearly show the burdens imposed upon the com- panies in making provision for sheltering their cars. Where a company has a large 1 number of cars intended for winter use only, and a proportionately large num- ber of open cars available only for summer use, it stands to reason that the car barn provision must be very much larger for the same aggregate of traffic than where a combination type of car is made to do duty the year around. Combination cars used throughout the year may be used up more quickly, though even this is not proved; but obviously less thought and money need be spent on the question of storing the cars when not in service. Construction and equipment. — Great improvement has been made in recent years in the construction of car houses, which, until the advent of the trolley, were known as "car barns." In spite of the great attention given to fireproof construction of these buildings, the frequency of fires in such places has led insurance companies to increase the rates quite generally on such properties, and to be extremely careful in their inspec- tion and rating. This in turn has led to further im- provements, so that to-day many of the latest car houses compare favorably in fireproof quality with any other structures. If not properly built and properly looked after, a car house may become a dangerous risk, on account of the inflammable material usually gathered within its walls in the shape of cars, largely composed of wood, and large quantities of repair materials, paint, oil, varnish, etc. A very little indifference on the part of tired or careless men around the repair pits or stoves in a car house may result in a serious conflagra- tion. Modern practice, therefore, in general requires that car houses shall be subdivided more or less so as to isolate and segregate a fire that may break out. Those of the most approved construction are one story in height, built of brick or stone, or both, with walls not less than 12 inches thick. Where there are two stories the lower one has walls 16 inches thick. The ground area of a separate section should not exceed 10,000 square feet. The fire walls throughout are built of brick, are without openings, and extend 3 feet above the roof. A heavy mill roof of 3-inch plank, covered with gravel, slate, or tin, is probably better than an iron truss roof with composite ironwork. Floors throughout are of brick, concrete, cinders, or dirt where the building is of one story, and a heavy mill construction is used for everything above the first floor where the building is of more than one story. The repair pits are of brick, with brick or concrete floors, each one extending under one track onh T , with steps of iron or other noncombustible material. These pits are located as near the rear end of the car house as possible, and are confined to one section of the house. The tracks in such a building run "clear" without a break, and the transfer tables are so arranged as not to interfere with the smooth and quick running of cars within the building. Inside protection is furnished by liberal standpipe water service, under heavy pressure, and provision is made for cutting off all power wiring from a point outside the house, leaving the trolley lines " dead " several feet from the front. There is also a liberal provision of fire pails and chemical extin- guishers, as well as of fire hose. Oils, paints, and lamps are stored in a separate building, which is fire- proof and ventilated. Few car houses answer to all these requirements, but there is a steady tendency to eliminate in every case the bad features and to adopt those which have been outlined above as standard, in compliance with the general requirements of the under- writers, as every deviation involves a higher insurance rate. The variations in the details of car house construction are almost as numerous as the car houses themselves, and it would indeed be difficult to mention any two that are exactly alike. Some of the most interesting recent work is that connected with interurban roads, where the car house is also associated with other details of the system, and where special attention has, therefore, to be given to the insurance and to other features that are not considered in the building of a mere car shed. Thus in Newark, Ohio, there is a large car house operated in connection with the interurban system, which includes Columbus, Newark, and Zanesville roads, and the Newark and Granville and other prop- erties. This car house not only provides repair shops for the system, but it also receives current from the distant generating plant and serves as a substation for the rotary converters and alternating current trans- formers. The building is of brick, with sandstone trimmings, and is divided by a brick fire wall into two main parts, with an annex at one side containing offices, boiler room, lounging room for the men, and the sub- station. Each half of the main building is 60 feet from wall to wall, and contains working pits, machine room, repair shops, etc. There are 10 tracks with a capacity more than sufficient to accommodate all the cars on the system. The roof is built of steel trusses, covered with corrugated iron on purlines. The Schenectady Railway Company has a very com- plete system of car houses and repair shops. It may be noted, by way of explanation, that the great amount of mechanical equipment required by many of the roads for the purpose of repairs has often led to the building of extensive and elaborate machine shops. Thus, for example, one of the buildings belonging to the Schenectady system, which was formerly used for the two purposes of a car house and repair shop, has been converted into a car house, while a new building has been put up for repair shop purposes exclusively. This new building is in three sections, with outside measurements of 201 by 210 feet. The first section contains an armature room, machine shop, and black- CARS AND MISCELLANEOUS EQUIPMENT. 211 smith shop, and adjoining the blacksmith shop an erect- ing room, with 300 feet of car pits. The middle section of the building has two floors, the front of the second floor being used for offices and the remainder for store- rooms. The first floor of this section has a steam road switch running through it, and a teaming entrance in front provided with platform scales. In the rear is a large store yard for special work, rails, ties, and other heavy materials. The third section, which has three tracks, is divided in the middle from side to side, the front part being a machine shop and the rear a carpen- ter shop. Some idea of the equipment that goes into a modern street railway machine shop may be derived from the fact that in addition to the equipment already possessed, the company in equipping this building pur- chased two 15-ton hand operated cranes, a motor flat car equipped with an electrically driven crane of 5 tons capacity, a power rail bender, and a number of shapers, planers, boring mills, etc. The Schenectady company has also a well-equipped emergency house, with tower wagons which are provided with hose crossings, tools, and wire. This house is arranged after the manner of a fire engine house, and is connected with the fire department alarm system of Schenectady. The wagons respond to calls in all districts covered by its lighting and railway system. Another interesting and up-to-date car house equip- ment is that of the Aurora, Elgin and Chicago Rail- way, an inter urban system completed since the close of the census of 1902. The car house and repair shops of this road conform very closely to the standard, which has been explained in detail. The car house built in 1902 is in three sections, with two single tracks in each outside section for car storage, and in the middle sec- tion three tracks, two of which have repair pits beneath them. The floor between the tracks is much lower than usual, giving the men a space of from 20 to 24 inches in which to get at the sides of the trucks without lying down, as is necessary where the floor is built level with the rails. The repair pits are 4 feet 8 inches deep, giv- ing plenty of room for work underneath the car. Across the central portion of the car house and span- ning these three tracks is a 10-ton electric crane, which travels the entire length of the repair shop. This would be an abnormally heavy crane for a car house and shop of this capacity but for the fact that the inter- urban rolling stock of the system is very heavy, the cars being each equipped with four 125-horsepower motors. The width spanned by the crane is 40 feet. Each of the repair tracks accommodates one car. Though' this building is spoken of as a car house, and answers that definition in almost every respect, it may be noted that the company follows in general the prac- tice of steam railways of storing cars in the yards instead of in the house. There are yards in the front and rear of this car house and repair shop, and both yards join a main line of the track, the yard being thus a loop-off of the main line. Lighting of hull dings, shops, car houses, ways, etc. — In connection with the information furnished as to car houses, the street railway companies were asked to give statistics as to the lighting of their buildings, it being conjectured that in the aggregate a large amount of electric lighting would be shown. The companies naturally avail themselves of their own current, because they generate it in such quantities that the fraction added for lighting purposes would increase but imper- ceptibly the general cost of current production. Some car houses are illuminated by special low-voltage light- ing dynamos, but most of them employ 500-volt current from the trolley wires. In these cases it is good prac- tice to have the wires supported not less than 1 inch away from the walls of the building, ceiling, or floor, and to protect them carefully against accident or mechanical injury. In examining the mechanism on the underside of the cars, portable lights are often found necessary, especially in the car pits, but in every case where prac- ticable preference is given to fixed lights. This is true also where gas is employed, all fixtures being rigid and the flames being kept at a considerable distance from any adjacent woodwork. According to the returns of the companies reporting electric lights employed in their buildings, shops, car houses, etc., 5,282 arc lamps and 235,955 incandescent lamps were in use for this pur- pose. The amount of lighting was usually about pro- portionate to the magnitude of the system reporting and to the number of the miles of track and cars owned. As will be seen from Table 95, New York reported 901 arc and 40,346 incandescent lamps; Massachusetts, 594 arc and 34,212 incandescent; Illinois, 369 arc and 22,388 incandescent; Ohio, 470 arc and 17,207 incandescent; Pennsylvania, 631 arc and 13,110 incandescent; New Jersey, 191 arc and 11,782 incandescent; Michigan, 107 arc and 10,406 incandescent; Indiana, 95 arc and 5,843 in- candescent; and Missouri, 39 arc andll, 325 incandescent. Some of the systems reporting have for their own use a larger amount of lighting than is furnished by many a good sized central station lighting plant for general urban purposes. The Boston Elevated Rail- way, for instance, reported 353 arc and 19,096 incan- descent lamps; the Manhattan (Elevated) Railway, 200 arc and S,000 incandescent; the Brooklyn Rapid Transit system, 150 arc and 9,000 incandescent; the Interurban (Metropolitan) Street Railway system, of New York city, 150 arc and 5,000 incandescent; and the Cleveland (Ohio) Electric Railway Company, 100 arc and 2,960 incandescent. In St. Louis, Mo. , very few arc lamps were employed in car houses, shops, etc., but nearly 10,000 incandescent lamps were in use. In the same manner the Detroit United Railway Company did not report any arc lamps, but it had 1,800 incandescent lamps. On the other hand, the Pittsburg Railways 212 STREET AND ELECTRIC RAILWAYS. Company reported 220 arc and only 1,000 incandescent lamps. As a general rule, the roads in Philadelphia reported few of either kind of lamp. In Chicago, also, relatively little electric lighting was reported in spite of the extent of the electric systems there, the largest amount being reported by the Chicago Union Traction Company, with 100 arc and 1,500 incandescent lamps, and the Chicago City Railway, with 70 arc and 2,700 incandescent lamps. The Metropolitan West Side Elevated Railway of Chicago employed no arc lamps, but had 6,000 incandescent lamps in service. It is per- haps a fair inference that a large part of the lighting was for station purposes. The Rhode Island Suburban Railway Company, of Rhode Island, and the Union Railroad of Providence together reported 110 arc and 4,660 incandescent lamps. XIII. TELEPHONE SERVICE. Two hundred and fifty-seven street railwaj 7 companies reported exclusive telephone service, employed chiefly for car dispatching purposes. The} r used 5,868 miles of line. This does not include rented circuits or instru- ments or other apparatus leased from telephone com- panies. Detailed statistics with regard to the mileage of telephone lines will be found in Table 95. A con- siderable proportion of the mileage is found in the serv- ice of companies doing an interurban and rural district railway traffic. For example, the extensive system of the Union Traction Company of Indiana has 222 miles of telephone lines. In Massachusetts the Boston and Northern Street Railwaj 7 Company reported 182 miles; the North Jersey Street Railway Company in New Jersey, which covers a large section of the state, re- ported 150 miles of telephone line; the Detroit United Railways Company of Michigan operated 150 miles; and in New York state the Hudson Valley Railway Company reported 137 miles. As already noted the telephone is principally em- ployed for car dispatching, especially on the interurban and suburban lines. On some of the longer and faster roads the automatic block signal system is in use; but the telephone has been found to lend itself to interur- ban railway work, on even the more important network of lines. The overhead line construction is particu- larly well adapted to the system, especially where cen- ter poles are used, as the telephone wires are thus brought near to the cars. But even with side poles there is little difficulty in making the connection, the only additional requirement being a longer cord between the telephone pole and the telephone. The telephone can be employed either by locating the tele- phone box or instruments within the car itself, or by attaching the box, under lock and key, to one of the poles along the route. An alternative method requires the car conductor to carry with him a portable tele- phone set, which he can plug in at any given poiat along the line where connections have been provided. One method of using the system is to run two par' allel telephone wires along the road with which the telephone is connected hy means of double hooks, one above the other, or by a double-pronged hook intro duced between the two telephone wires. The object oi the two wires is to provide a metallic or two-wire cir- cuit, which insures better service by cutting out the in- duction which would result from a one-line wire with ground return. This plan has been followed on the St, Louis, St. Charles and Western Railway, where two telephone wires are carried, one above the other, on ib sulators attached directly to the line pole, thus render ing the use of cross arms unnecessary. This telephone circuit runs the entire length of the road, with perma nent connections to the line wires at the fixed telephone instruments in the offices or stations of the road. Thei'c are no telephone stations or connection boxes along the track of the route, but the telephone set is installed within the car. The telephone is used only when the car is stationary, and the connection with the line wires 1 is effected by an ordinary fishing pole with telephone cord running along it. Two hooks are fastened to the extremity of this pole, the distance between them being a little less than that between the telephone line wires at their point of support. The upper hook has a spiral spring which allows considerable adjustment between it and the lower hook to insure good contact for both of them. The upper hook being caught into position, the weight of the pole causes the lower hook to rest securely in touch with the other wire. The telephone system is largely used in connection with single track roads, especially at turn-outs. The practice in train dispatching on the interurban lines around Detroit illustrates the method. All the electric interurban railwaj-s radiating from Detroit operate under dispatchers' orders given by telephone. The methods used by the three different managements which operate these lines are very similar, and differ only in detail. In each case telephones are located in cabins or booths at sidings along the line, and no telephone instru- ments are carried on the cars. The orders are all re- ceived orally, and no written record is kept. The Detroit United Railway system operates all its inter- urban lines, except the Wyandotte division, from one dispatcher's office located at Royal Oak junction, 14 miles from Detroit, from which point the dispatcher has telephonic communication with the whole united interurban system. Orders are received at the tele- phone booths by the conductors and are repeated to the dispatcher. The motorman must be within hearing to hear the order repeated. The telephone lines are mainly of iron wire. Those outside the city are run on brackets with " pony " insu- lators. To prevent inductive disturbances they are transposed every 10 poles, and in the case of high- CARS AND MISCELLANEOUS EQUIPMENT. 2)3 tension alternating current lines, are transposed every 5 poles. The standard telephone equipment for the booths consists of a telephone instrument with an 1,800- ohm ringer, and a 5-bar magneto-generator which will ring through 60,000 ohms resistance. The instruments in each booth are connected with the line through a double-pole, single-throw switch. This switch is open when the telephone is not in use, in order that the line may not be rendered inefficient by having a large num- ber of instruments bridged across it, thus increasing unnecessarily the resistance of the circuit. At the dis- patcher's office there are switchboards in duplicate for the dispatcher, so that in case anything goes wrong with one board the other can be immediately switched in. There are four lines entering the dispatcher's office; connection with any one of these is established by simply throwing an operator's switch. The circuits are so arranged that communication can be had with many points on the system from two directions, and double- pole switches are placed at frequent intervals. In case a line is short circuited or grounded at a certain point, the switches on both sides of the trouble can be opened, and the work of dispatching can then be carried on without interruption. Within the city of Detroit tele- phone lines are frequently suspended from the electric railway span wires by means of porcelain insulators. This keeps the telephone wire in the middle of the street where it is free from interference by the trees. One of the most interesting telephone systems recently put into operation in street railway service is that of the Manhattan Railway division of the Interborough Rapid Transit Company, of New York city. The exchange is located at Ninety-ninth street and Third avenue, in oper- ating rooms built for the purpose above the car shops of the company. The main operating room contains the switchboard, the distributing frame, fuse rack, relay and coil racks, and the wire chief's desk. The board is 1165—05 15 of the " central energy" type with all the battery con centrated at the main office. The greatest distance f ronu the central office to the instruments is about 8.5 miles,, There are positions for 6 operators at the switch- board, each position being equipped with 15 pairs oi intercommunicating plug circuits, consisting of double supervisory signals and combination ringing and listen- ing cams. There is a testing section on the board, including a voltmeter and cord circuits for making ordinary line tests. At the present time about 300 lines are in use, but the board as equipped would allow the operation of about 600 lines. The board is operated in the usua' way with signal lamps, with additional bell signals foi night service. The wire chief's desk is placed well in front of the switchboard and is so arranged that the attendant in charge can act both as monitor and as wire chief. Telephones are located in each passenger sta- tion and switch tower along the elevated tracks of the Manhattan Railway, as well as in all the offices, the power house, substations, and car shops. Two styles of telephones are in use in the system One of these is a wall type, which is employed in al the car shops, switch towers, inspection sheds, etc The other style is a desk telephone, which is at the elbow of the ticket seller in his booth, and puts every station in direct touch with headquarters. All the out- side wiring, connecting the exchange with the instru- ments, consists of lead covered cable, containing from 5 to 120 pairs of line. These cables are carried ly a galvanized wire fastened to the elevated railroad struc- ture with iron brackets or hangers. The force required for the system consists of the telephone engineer, 8 operators, and 5 repairmen. The operators work in 3 shifts, with 5 operators at the board in the busiest time of the day. CHAPTER IT. INTERURBAN RAILWAY CONSTRUCTION AND EQUIPMENT. In the Eastern states, until recently, the interurban roads have been usually an extension of some city sys- tem, owned and operated by it, and presenting few, if any, differences in the rolling stock and equipment within the cit}' and outside. On the other hand, from the beginning of interurban railway construction in such states as Ohio, Indiana, and Michigan, as well as in those states farther west, cross country roads have often been planned and constructed to parallel and com- pete with steam railways, or to supply transportation to sections which the steam railways had not found it profitable to reach. It thus appears that, while many of the eastern interurban systems, which have now grown into networks of considerable magnitude, pre- sent close analogies to the street railway systems, of which they still remain a part; not a few of the western roads are to all intents and purposes steam railways, with the substitution of the self-contained electric car for the steam locomotive. Where the interurban road is an outgrowth of the street railway system the tracks and roadbed are usually of the character to be found in semicity dis- tricts. In some instances, as, for example, in the case of the road between Albany and Schenectady, N. Y., a distance of about 18 miles, the construction of the road has helped the building in rural regions of road- wa} T s of a superior construction, such as would prob- ably not have been found there but for the trolley. In the Central West at least 75 per cent of the inter- urban roads are located on private rights of way, which usually follow the line of the public highway. The private right of way is from 30 to 40 feet wide for single track roads, on which a standard roadbed is laid with 70 to 80 pound rails and with No. 0000 copper bonds at each joint in the rail. As a general thing the electric roads have been less careful than the steam roads to avoid grades and curves. The engineers have often relied upon the high-tractive ability of the elec- tric motor car. as compared with the locomotive, for work on steep grades. The bridge construction along such roads, however, is very often of a superior char- acter, consisting of steel girder construction and com- paring favorably with steam railway practices. In the case of single track interurban roads, bracket construction is generally used for the overhead wires, with poles about 35 feet high, set from 90 to 100 feet apart. The bracket arm has flexible suspension for the (214) entire length of the trolley wire. Two trolley wires are usually employed as a means of avoiding overhead frogs at turn-outs, which makes possible the maintenance of high speed and avoids interruption of the service in case of the breaking of one of the wires. The trolley poles also carry the high-tension lines transmitting the alternating current, which is lowered in pressure and converted into direct current at the frequent substa- tions, for use on the service wires and cars. Copper wire is largely in use for this current and for the direct current feeders, but already about 20 per cent of such circuits are composed of aluminum wire, which is being experimented with. The three high-tension wires con- stituting the three sides of the three-phase circuits running from the generator at the power plant to the transformer at the substation are usually carried at the tops of the poles in the form of an equilateral triangle, with the wires 8 inches apart. In this way pressures as high as 40,000 volts are successfully sustained. The circuits are carried on glass or porcelain insulators, and are protected by lightning arresters against storms which might otherwise do damage to line and cars. Third-rail traction. — A considerable number of in- terurban roads have adopted the third- rail system. One of the most noteworthy of these, technically, is that extending from Albany to Hudson, N. Y. , which has been in operation for two or three years, and which has an unprotected third rail. A notable system with protected third rail is that extending from Wilkesbarre to Hazelton, Pa. The con- tact rail, which is the main feature of the system, so far as this section of the report is concerned, is protected from sleet and snow by means of a hood, made of 2 by 6 inch pine plank held directly over the rail, supported by oak posts spaced every 8 feet. Both guard and rail are carried by unglazed vitrified clay insulators, spaced every 10 feet on the ties. Owing to the protection over the third rail the contact shoes or plows are in the form of a tongue or thick plate extending outward horizontally from the car truck, so pivoted and ratcheted that its ad- justment to the rail can be changed readily. There is also a switch governing the connections between the third-rail shoe and the overhead trolley, which is em- ployed for use within city limits. This railway is 26.2 miles in length and the journey by steam road between these two cities has hitherto occupied two hours. At the same average speed the Wilkesbarre and Hazelton INTERURBAN RAILWAY CONSTRUCTION AND EQUIPMENT. 215 road can carry passengers in seventy minutes or less between the same points. The speed ordinances gov- erning the movement of the cars in the streets of the respective cities leave only forty minutes out of sixty or seventy in which to cover the distance over the pri- vate right of way. There is a difference of 1,200 feet in the altitude of the terminal points and the right of way, 60 feet wide, is so laid out that throughout the entire line there is not a grade exceeding 3 per cent and only one curve of 18°. The grade thus established necessitated some heavy fills and deep rock cuts and a tunnel 2,600 feet long through the Penobscot mountain. Another interesting third-rail system is that of the Jackson and Battle Creek Traction Company, connect- ing the cities of Jackson and Battle Creek, in Michigan, about 45 miles apart. This road is single track and built on private right of way. It has a third-rail con- tact, with the contact rail outside the track rails. The head of the contact rail is 6 inches above the track rails, and is supported on reconstructed granite insulators without iron top or base, placed every 10 feet. At road and farm crossings the third rail is broken and the cir- cuit is continued under the track with lead covered and paper insulated cables. At these points the third rail is provided with oak inclines or tips. A third-rail system has been built on the Pacific coast between San Francisco and San Eafael, a distance of 13.69 miles, by the North Shore Railroad Company, which had previously operated by steam. For the third or contact rail, which is placed outside the regular track, 60-pound rails are used over about half of the line in 30-foot lengths, and 56-pound rails over the rest. The ends of the rail at crossings are tipped or fitted with an approach block in the usual manner. The rail is mounted on block insulators fastened to the ends of every fifth tie, so as to give the insulators 10 feet be- tween centers. Wooden insulators have been used for this purpose, and this cheaper construction appears to have been justified by the successful operation of the road in all kinds of weather, although this region is free from snow and sleet. The material used for the insu- lator is California redwood covered with a coat of asphaltic paint. The top of the contact rail is 6 inches above the top of the running rail, and the center of the rail is 27 inches outside of the gauge line of track. Where the roadbed will permit, the contact rails are supported on beams 4 by 6 inches laid across two ties, and fastened to the latter by wooden treenails. Where an earth support is used, the contact rails are supported independently of the track by means of strips 2 by 6 inches and 3 inches long treenailed to the tops of stout posts driven into the ground to such a depth as to give the correct elevation to the contact rail. In the yards at Sausalito and San Rafael the contact rail has been equipped with a guard or hood, the device em- ployed being similar to that used on the Wilkesbarre and Hazelton road. At station platforms the contact rail is still more carefully guarded. At crossings, sta- tions, and other exposed points warning signs have been placed. The total mileage of electrically operated track on this system is 13.69 miles. Paxxrnger cars. — The rolling stock of interurban roads is very often quite similar to that employed on urban systems, but important modifications have in many cases been made to meet local requirements. A fast schedule is a desirable feature of strictly interurban service, and this is determined by the character of the rolling stock and roadbed. Yet the maximum speed becomes important only when the length of the run be- tween stops exceeds 1 or 2 miles. In the usual mixed city and interurban service stops will vary from ten to the mile in the city to one in 5 miles or even less in the interurban portion. They average four stops per mile in the city, two in the suburbs, and one to one and one-half in every 2 miles of rural track. Hence the power to secure proper acceleration is of considerable importance in maintaining a fast schedule, and attention is given to this point in the motor equipment of the car. All the interurban cars are of the double-truck type, and a great many of them are equipped with four mo- tors, one on each axle. If the grade exceeds 5 per cent and the rate of acceleration exceeds 1.75 miles per hour per second, four motors per car are found essential to a reliable service. Even where other conditions would permit the use of two motors the dimensions re- quired for the necessary horsepower may be such as to exceed the allowable space, in which case four motors of smaller build but of the same capacity are used. A 6-foot wheel base has been generally adopted for bogie trucks, which, with a 6^-inch axle and a 12-inch bolster, leaves little space for the motor. The wheel diameter is limited in many cases to 33 inches by the required height of the car body. There is a tendency to the use of longer wheel bases, owing to the high speed at which the interurban roads have lately been operating. The average length of the standard interurban car to- day is about 50 feet, with a total weight, when equipped, of 25 tons, and with four motors of 50 horsepower, one upon each axle of the double trucks. The air brakes are usually motor driven, but one or two of the lines em- ploy storage air. Many of the cars provide both bag- gage and passenger accommodations, the baggage com- partment being used also as a smoking compartment. All of them are lighted with electricity. Man}' are heated by hot water, this proving more economical and efficient than direct electrical heating under the condi- tions involved. In Michigan some of the cars are over 60 feet in length, with high-backed upholstered seats, M. 0. B. trucks, and steel tired wheels. Some of the cars on the Columbus. Delaware and Marion (Ohio) Railway Company's line are 66.3 feet over all, being at least 5 feet longer than any other interurban cars built, so far as known. On the same line there are also some handsome 50-foot cars divided into two compartments, 216 STREET AND ELECTRIC RAILWAYS. with a seating capacity of 52 passengers. The cost of the car, finished in solid niahogan}^ with extra bronze trimmings and elaborate electroliers, was about §11,000. A number of the cars on interurban roads are of the semiconvertible type already referred to in another chapter, while open cars are also in use to some extent. On high-speed roads the ordinary type of open car with outer running board has obvious objections. Those built for the Northern Texas Traction Company have a center aisle with end entrances. One of the most interesting developments in the roll- ing stock of these interurban lines has been the con- struction and equipment of two sleeping cars for use on the Ohio and Indiana long interurban lines. The car is similar in outward appearance to an ordinary parlor or sleeping car, and is mounted on two trucks, each of which is arranged to carry two 150-horsepower motors, giving a total of four motors of 600-horsepower capacity for the car. The interior arrangement is different from that of the ordinary sleeping car. The upper berth is folded up during the day, and the lower berth consists of two revolving chairs, which are swung to- gether at night, the cushions for the berth being obtained from the bottoms and backs of the chairs. The car has a second or false floor built on top of the regular floor, and the partitions all slide down between the double floors in the daytime, working on the same principle as a roller top desk. The berths are 27 inches wide, which leaves 15 inches between the sides of the berth and the partitions of the compartment. The coach is fitted with the regular motorman's cab, controller apparatus, headlight, cowcatcher, etc. Freight and express service. — For a long time it has been the practice to carry mail matter on street cars. This began with the granting of free transportation to mail carriers with their baggage, and has developed grad- ually into a service which comprises completely equipped mail cars in which letters and newspapers can be sorted and disposed of. It is a frequent practice to furnish street cars with boxes into which mail matter can be dropped along the route traversed by the car, the mail being collected from the car at the points most conven- ient to the general post office. The handling of baggage and freight on street railway lines had a slower development, and is still in its experi- mental stage. In New York city an express transporta- tion company operates in connection with the Metropol- itan Street Eailway Company and utilizes several ex- press street cars, which run between designated points at certain hours of the day solely for the purpose of transferring express, baggage, and packages in bulk. Some of the street railway companies have gone more thoroughly into the heavy freight business, and have provided themselves with rolling stock and freight houses. But the most extensive development of freight and express business has taken place on the interurban lines. An illustration of this development is found in the case of the various interurban lines entering Toledo, Ohio, over the tracks of the Toledo Railways and Light Company, with which thejr have traffic arrangements. The freight cars of these lines run alongside a regular freight house, with a large un- loading platform. Six cars can be accommodated at the same time, and there is ample space for drays to load and unload. Freight cars are run at such hours of the day and night as interfere least with the regular schedule of passenger cars. The freight depot is owned by the city company, each interurban company paying a certain rental. The schedules of the several roads using this terminal are so arranged that the freight cars do not reach the station at the same time, and the work is equalized throughout the day. The Lake Shore Elec- tric Railway operates three freight runs or three cars a day each way. It sends out a special meat car every day from Toledo. The Toledo and Monroe and the To- ledo and Maumee Valley railways have each two cars each way. The Toledo and Western Railway has two runs out of the station each day. It brings a special milk car into the city every morning. Milk is handled by all the roads named at a straight rate of 1£ cents a gallon for any distance, and milk tickets are sold by the general officers and agents of each compan}^. Special carload lots are handled at special rates, the Toledo sta- tion agent being authorized to give carload rates over any of the roads. The minimum charge for any article is 25 cents. The freight station is managed by a com- mittee composed of the general managers of the compa- nies interested; but the business of each road is conducted separately. Many of the cars on these roads are ordinary freight cars with brake equipment, etc., similar to that on steam railways. A great many of the interurban cars, how- ever, have freight or baggage compartments in the passenger cars. The Steubenville Traction and Light Company handles all its freight in combination cars. The rates are not so high as the express rates, but slightly in advance of the steam railroad freight charges. Out of a total car length over the bumpers of 40 feet 8 inches, the baggage section occupies 11 feet 6 inches, giving space for a large quantity of miscellaneous freight and express. Many of these roads have developed a regular system of accounting for freight and express service, the sys- tem being similar to that followed by the express com- panies of this country. The Dayton and Troy (Ohio) Electric Railway has its own wagons for express serv- ice in the larger stations, but in smaller places it pays 20 per cent of the charges for delivery to the parcel delivery wagons. It has through billing arrangements with the Southern Ohio Express Company, which oper- ates on the Southern Ohio Traction Company's cars, its express rates being considerably under those of the old express companies. INTERURBAN RAILWAY CONSTRUCTION AND EQUIPMENT. 217 This company has 55-foot freight cars, which make two round trips every day between Piqua and Dayton. The company issues a freight classification, identical with the regular railroad classification, upon which rates are based. Through billing of freight has been arranged for between the lines of several of the traction compa- nies which enter Dayton by a division of the charges and a sharing of the expense. The Mahoning Valley (Ohio and Pennsylvania) Rail- way Company operates two closed cars, built especially for freight and express service. There are 3 men on each car — the conductor, the motorman, and a laborer. Freight depots have been located in each city and vil- lage through which the line operates, although not all were constructed for this purpose. At Mies, Ohio, a depot has been built especially for freight business in connection with the company's power house; atGirard, Struthers, Lowellville, Ohio, and Newcastle, Pa., the company has buildings of its own; at Youngstown, Ohio, and at Edenburg, Pa. , there are freight rooms in connection with the stations. The company does not use combination cars. It is the policy of the manage- ment to keep the passenger traffic entirely distinct from the freight business. The package freight business of the Cincinnati, Dayton and Toledo Traction Company, formerlj" the Southern Ohio Traction Company, is conducted by the Southern Express Company. When the Southern Ohio properties were first consolidated the express business was placed in the hands of the Wells-Fargo Express Company under a contract similar to those in force on steam roads. The net returns to the traction company were not satisfactory, however, and the company de- cided to conduct the business itself. The Southern Ohio Express Company is a distinct organization, incor- porated with a nominal capital stock of $2,500. The traction companj" furnishes the cars, crews, and power and receives 10 cents per car mile for the mileage of the freight cars. The express company operates two 35-foot freight cars between Cincinnati and Dayton, making two trips each way per day. At the beginning it purchased 30 first-class wagqns and teams, sending out numerous solicitors and establishing stations in the leading towns in the territory it intended to occupy. Delivery wagons are maintained in all the leading towns, and in Cincinnati and Dayton the wagons have regular routes, making four trips per day to over 1,500 leading business houses. The company uses the traction com- pany's passenger and terminal stations in Cincinnati, Hamilton, Middletown, Franklin, Miamisburg, and Dayton, paying half the expenses of the maintenance of the station and the salaries of its own agents. The operating expenses of the express company amount to about 75 per cent of the gross receipts. For a time the net loss was large, but for the year 1902-3 it was estimated that the net profits would be about $10,000. OHAPTEE Y POWER HOUSES, EQUIPMENT, AND OUTPUT. 1. POWER PLANT AND GENERATING EQUIPMENT. The data relating to- power plant and electric gener- ating equipment of street railway companies are shown in Table 96. The use of electricity or other mechanical motive power was reported by 764 companies, which returned a statement of 805 power houses, not including substations and companies that purchased their motive power. As steam was reported by 540 companies as the pri- mary motive power for generating their electric current, it would appear that these companies in some instances embrace a number of subsidiary companies, thus fur- nishing current for their whole network from plants of a sufficient capacity to care for the necessities of more than one road. The 2,336 steam engines, which are classified in the table according to horsepower capacity, had an average of 556 horsepower per engine. The 1,589 engines, with a capacity of 500 horsepower or under, had a total capacity of 421,051 horsepower, an average of 265 horsepower per engine. The 430 engines having a capacity of more than 500 but less than 1,000 horsepower had a total capacity of 297,257 horsepower, an average of 691 horsepower per engine. The 317 en- gines of 1,000 horsepower and over had a total capacity of 579,825 horsepower, an average of 1,829 horsepower per engine. There were 37 companies that reported the direct use of waterpower in their own plants for current genera- tion and that did not sell any such power in the form of hydraulic service or electric current. These companies used 159 water wheels or turbines, with a total of 49,153 horsepower, an average of slightly over 300 horsepower per wheel. There were 129 water wheels of 500 horse- power or under; 12 of more than 500 but less than 1,000 horsepower; and 18 of 1,000 but less than 2,000 horse- power. Of the total horsepower thus reported, 34,215, or 69.6 per cent, was reported by 16 companies in the states of California, Georgia, Maine, Minnesota, and New York. The largest plant of this nature was shown for the Twin City Rapid Transit Company, of Minne- apolis, Minn., which reported the use of 12 water wheels, 10 of which were of 1,000 horsepower each. It should be borne in mind, however, that other than that included in the table, waterpower is extensively used (218) for the operation of street railway companies. A nota- ble case is that found at Niagara Falls, which may be taken as typical, and which not only generates current directly for the local street railway network at the Falls, but which also transmits an immense amount of power some 20 miles to Buffalo, where it is manipulated and employed on a large scale for the propulsion of the cars of the Buffalo systems, as well as the cars of the inter- urban system between the two points. Detailed statis- tics of water wheels will be found in Supplementary Table 3, which also presents the details for the gas engines employed in the main generating plants. It appears that 15 gas engines, of a total of 1,925 horse- power, were employed. Three of these, with a total of 1,000 horsepower, were located in the state of Penn- sylvania, and 5, of a total of 400 horsepower, in Illinois. These two states alone account for nearly 75 per cent of the capacity reported. The power plant statistics in Table 96 include also 301 auxiliary steam engines, of a total capacity of 10,074 horsepower, which were used by 84 companies for miscellaneous purposes, such as driving pumps, etc. The power plants referred to in Table 96 reported a total of 3,853 boilers, with an indicated capacity of 893,205 horsepower, the average capacitjr per boiler being 232 horsepower. In a general way the approved practice is to have a boiler capacity larger than the engine capacity and an engine capacit} 7 larger than the generator capacity, thus providing a liberal factor or percentage of safetj 7 over unavoidable losses. The figures in Table 96 would indicate an apparent depar- ture from this practice, but the departure is more appar- ent than real. As a matter of fact, the boiler capacity would usually be found quite adequate for the work it is required to do. Many power houses have dynamo and engine capacity in duplicate or in reserve to pro- vide against a possible breakdown of any unit, or for changing the load from one set of apparatus to another, according to the demands at different hours of the day, although the same boilers remain in active service all the time. The statistics for the number and horsepower of dynamos driven by steam engines, gas engines, and water wheels, respectively, are given in Table 96. The table shows a total of 3,302 dynamos of all kinds, with a total capacity of 1,204,238 horsepower; in round num- POWER HOUSES, EQUIPMENT, AND OUTPUT. 219 bers, about 900,000 kilowatts. The 2,861 dynamos of the direct current type had a total capacity of 972,314 horse- power, and the ill alternating current dynamos a total capacity of 231,924 horsepower. It appears, therefore, that the direct current apparatus furnished nearly 81 per cent of the total capacity. Of the direct current dynamos, 2,324 had a capacity of 500 horsepower or less, with a total of 422,924 horsepower; 328, more than 500 but less than 1,000 horsepower capacity, with a total of 218,934 horsepower; and 209 had a capacity of 1,000 horsepower and over, with a total capacity of 330,456 horsepower. The use of small machines evi- dently predominates, as more than three-fourths of all the machinery was rated at 500 horsepower or under, and the capacity of such dynamos was 43.5 per cent of the total for direct current. Supplementary Table 4, which supplements Table 96, in regard to the distribu- tion of alternating current dynamos, shows that this form of dynamo was employed by 163 companies. Of this number 128 reported that they also generated current for sale for light and power, thus indicating the use of these generators on a wide range of service, quite aside from and additional to that in the street railway field. The 441 alternating current dynamos had a total capacity of 231,924 horsepower, an average of 526 horsepower per dynamo. Three hundred and twenty-nine of these machines were of 500 horsepower or under, with a total capacity of 61,935 horsepower; 54 were of more than 500 but less than 1,000 horsepower, with a total of 36,418 horsepower; and 58 were of 1,000 horsepower and over, with a total capacity of 133,571 horsepower. It appears, therefore, that the alternating current dynamo reversed the conditions in regard to direct current, and that the 58 dynamos of the larger size, or only 13 per cent of the total number, have 57.6 per cent of the total capacity. Location of power house. — The electric railway power house and its equipment and the methods adopted for delivering current to the line, are among the most im- portant subjects embraced within this report. Although the conditions of operation and the nature of the appa- ratus employed have changed in a most radical and revolutionary way since the first trolley car went into successful operation, certain fundamental principles still, and will probably always, apply to the location of the power plant itself, although it is by no means sure that the substations will remain as they are, either as to location or as to equipment, or even as a continuing necessity. The considerations governing the location of the central power house are primarily those connected with the supply of fuel or juxtaposition to the waterpower by which the generators are to be driven, and next to these considerations may be said to come the supply of water for the boilers and the disposal of ashes. Hence, in a great many places, it has been found desirable to place the power plant near the railroad tracks over which its coal supply must be transported. In towns of smaller size and on interurban roads the governing consideration is not centralization, but is to be looked for rather in convenience of access to the coal or water supply. The location of the power house has, more- over, been rendered of less vital importance than formerly by the general adoption of the plan of having substations, a practice which naturally makes for flex- ibility. The substation itself is the outgrowth of the widespread use of alternating current machinery instead of direct current generation. The well-established limits to the economic distribu- tion of direct current at the ordinary voltages for street railway work — say, between 450 and 550 volts at the motors — do not exceed 10 miles, although longer dis- tances have been covered. A great many electric rail- way systems far exceed such a length either in total mileage of track within a limited area or in the continu- ous stretch of a line in some given direction; but if the power plant be direct current, and be located midway of the line of road 16 to 20 miles long, it is advantageously disposed with regard to its work, and can feed current economically to cars even at the two termini. When, however, roads are from 50 to 100 miles in length, the substation becomes a necessity, if the current is to be distributed from one central power house. The high- pressure alternating current has been found in practice, during the past ten years, to be equally desirable for current distribution in cities where every inch of trac- tion is well within the limit at which direct current could be furnished economically to the cars from a cen- tral power house. The principal reason for this is that the use of the alternating current enables the power houses to be centralized and reduced in number. In- deed many engineers believe that with alternating cur- rent motors on the cars substations will disappear, or at least will be so modified as to their functions that the location of the power house may have to be determined upon other grounds and arguments than have hereto- fore applied. If this belief is well founded, the prac- tice of using substations will have proved a short lived one. But it may be pointed out that the literature of the industry ten years ago is virtually bare of refer- ence to alternating current supplied to substations. For a time, and even at the period in the art under dis- cussion, boosters for maintaining voltage at remote points on the system offered a temporary solution of the difficulties encountered in direct current supply. The recent advent of alternating current, however, has so changed the outlook and the conditions that the un- economical booster is no longer considered as a serious factor. In the earlier days the question of determining the best location of the station might be governed by the fact that, in order to attain cheap fuel or a cheap water supply, the gain in this direction might be offset by the increased investment in feeder construction. Here again resort to the alternating current has modi- fied the principles which governed within the decade. 220 STREET AND ELECTRIC RAILWAYS. A few figures compiled by Mr. A. B. Herrick, bear- ing upon these points, may be cited as of general interest: Take, for example, a 15-mile stretch of road with cars uniformly placed, requiring 20 amperes per mile average and 40 amperes per mile maximum, and assume 20 per cent drop in voltage on 7 J miles of road. With the station centrally located the copper will cost about 820,000. If the station is 2 miles from the center of distri- bution the installation cost for copper will be increased 86,700. Property in the central location would, therefore, be worth this much more to the railway company, as better distribution could be obtained from a station on that site. Where the coal can be delivered directly from the cars to the coal bins of the station the cost for handling is at the lowest. Where there is any rehandling the price depends upon the distance traversed. To load and move 1 ton 1 mile or less costs about 25 cents per ton; 1£ miles, 30 cents; 2 miles, 32 cents. These figures are taken from average prices paid for hauling over a variety of roads. A station with the capacity mentioned above would require, on an average, about 11 tons of coal per day. If hauled 1 mile this would cost per year, with shrinkage in coal weight due to moving, about 81,000, or 6 per cent on an investment of 816,666. The value of condensation in a street railway plant of the size cited above can be roughly estimated at 18 per cent saving in coal. At 82.80 per ton this would be 82,023 per year, or 6 per cent on an investment of 833,700. This station would take about 700,000 cubic feet of water per annum for boiler use. If the water had to be bought at, say, ?1 per 1,000 cubic feet a site would be worth 811,600 more where free water could be obtained. Construction of power houses. — The electric railway power houses enumerated in this report are almost universally built of brick with stone trimmings, and are usually of a most substantial character. They are sometimes quite ornate in appearance. Of late steel framework has been largely resorted to in their con- struction. It is a common and advantageous plan to divide the building into two main portions, one occupied by the boilers, the other by the engine or dynamo. In some cases the power plant is associated with the car barns and even with the general offices of the company. In some plants the building, instead of being laid out on one floor at the street level, is two or three stories in height, with the various steam and electrical depart- ments imposed one upon another. The determining consideration in this matter of height is usually the cost of real estate. The building requirements laid down by insurance companies for rating risks on electric light and power stations indicate, in detail, what would be generally regarded as the best present day practice in such con- struction. The regulations and restrictions embod}^ the following features: Walls: Brick or stone, at least 8 inches in thickness for a one- story station, and 4 inches to be added for each additional story; or iron, to extend at least 3 feet above roof. Height: One story, without space below. Area: Not over 5,000 square feet of ground between standard fire walls. Roof: Metal, with metal trusses and supports. Floor: Brick, cement, stone, or earth. Wooden plat- forms may be used about machines. Cornice: Brick, stone, or metal. Eaves: Xot less than 15 feet from ground. Finish: No combustible finish or finish leaving concealed spaces. Division walls, if any, to be of brick or stone, with standard fire doors or shutters. Partitions about offices, storerooms, or elsewhere to be of noncombustible material. Boiler, except in standard station, to be outside or cut off by standard fire wall, with standard fire doors and shutters. Roof of boiler house to have proper ventila- tor. Stack: Brick, or if iron, to be outside and on brick founda- tion. Wire tower, if any, to be brick or stone, with same kind of roof as station proper. Stairs, if any, to be properly inclosed when deemed necessary. Elevators, if any, to be in brick tower, or with self-closing hatches. Heating to be by steam, hot water, or hot air by blower system; piping for same to be free frorn woodwork and supported by iron hangers. Stoves may be used in office only. Lighting to be by gas, with brackets so arranged as not to allow flame to come in contact with woodwork; or by electricity, with wiring in accordance with rules. Occupancy to be only for legitimate uses of the station itself. Exposure: Must be unexposed to other hazards within 50 feet; or, if exposed, to have approved fire walls on exposed sides. Equipment of power houses. — At the beginning of the ten-year period which closed with the year of the special investigation, steam generating plants were usually equipped with sectional tubular boilers similar to those in most modern plants, and many other features of con- struction and equipment were not greatly dissimilar to those of to-day. The great power plant of 1902 differs most strikingly from the older plant in its more general use of automatic machinery of all kinds for bringing coal to the boiler fronts, for stoking the fuel upon the grates, and for disposing of ashes. The generating plants in 1892 usually consisted of a number of small units leather-belted directly to the steam engines, some- times even with the intervention of countershafting. Direct connected engines and d}^namos were rare. Most of the engines at that time, therefore, were of high speed, and the dynamos or electric generators were of the bipolar type. The engines were frequently simple in type, and even when compounded were often run noncondensing. The bipolar generators, though wound for the higher voltages — e. g., 500 volts — even then becoming the standard on street railways, were of the general type designed for electric lighting, and were not particularly well adapted for the purposes intended. The water wheels now in use in electric railway power houses do not differ greatly from those of 1892, ex- cept that it has been found necessary to adapt them to generating plants of the long-distance power-trans- mission type. In 1892, however, the heads under which the water wheels operated were far less efficient than those of 1902, and the requirements were in every respect less exacting, the units, moreover, being much smaller. In the modern plant much care and thought are given to the classifications and specifications applying to the equipment, especially the huge generators and steam engines, or turbines. The engine and genera- tor specifications, for example, must be in harmony so far as capacity, speed, and regulation are concerned. It is the general practice of manufacturers of generat- ing dynamos to give their machinery a nominal rating, which allows for 25 per cent, 50 per cent, or even 75 per cent overload for certain periods of time ranging POWER HOUSES, EQUIPMENT, AND OUTPUT. 221 from ten minutes up to two hours or longer. The engine built to drive direct or continuous current gen- erated in this class of work is designed for rapid changes of speed and output, for certain changes in the load and for close regulation. What would be considered ideal regulation in a direct current plant, however, would hardly be satisfactory with alternating current genera- tors. There is no great difficulty in running two or more direct current generators together on the same circuit, and in dividing the load so that each does its share of work; but in running alternating current gen- erators, particularly at slow or medium speeds, the problem is different, and calls for other conditions of design. The engineering societies of the country, such as the American Institute of Electrical Engineers, and the American Society of Mechanical Engineers, have for- mulated general rules bearing upon these points, and established certain standards for direct connected gen- erating sets of machinery. As to the general practice throughout the country at the time of this report, some interesting variations in practice may be noted. Direct current generators are still retained in a few of the larger cities, such as Boston, Mass., where the Boston Elevated Bailway Company, operating both sur- face and elevated lines, has continued to use direct cur- rent and has erected a number of small stations instead of concentrating its power in one or two large ones. Thus the company reported 8 power plants in 1902. It is interesting to note that while the original power plant of this system had a few years ago 36 small generators, each one of only 50-kilowatt capacity, the company now has 5 generators, each of 2,700-kilowatt capacity. About 20 per cent of the capacity of the company's stations is used for supplying the elevated lines and 80 per cent for the surface lines. In Chicago, 111., also, the street railway companies were still supplying their lines from direct current power plants, some of the apparatus be- longing to the earlier stages of the art, with simple engines and rope driven generators, but the new work contemplated brings the engineering in the street rail- way field in that city up to date. In Cleveland, Ohio, Indianapolis, Ind., and to a large extent Milwaukee, Wis., direct current generation continues to be the standard usage. In Minneapolis and St. Paul, Minn., the Twin City Rapid Transit Company has had the advantage of a waterpower of about 7,500-kilowatt capacity, but the growth of business has necessitated the addition of a steam plant whose ultimate capacity will be 21,000 kilowatts. The system is alternating current, 3-phase, the waterpower plant being about midway between the two cities, and the station voltage is 3.150-volts 3-phase, at which pressure current is transmitted to the substa- tion in Minneapolis. In transmission to St. Paul the voltage is raised to 13,000. At both points the current is, of course, ''stepped down" and converted in the usual way for use on the cars, the substations having storage batteries. At Philadelphia, Pa. , the three prim cipal power houses have been direct current, but a change is being made to 3-phase alternating. The same is true of Pittsburg, where the Pittsburg Railways Company has heretofore operated no fewer than eight direct-current stations. In San Francisco the United Railroads have had five direct current power plants in operation, but have been making a change to alter- nating current for generating and transmission. St. Louis affords, probably, the most important example in this country of direct current street railway power plants, with its enlarged station at Park and Vande- venter avenues, having an output of 30,000 amperes. The alternating current has now, however, penetrated into this territory for use in the outlying part of the company's system. It will be seen from the foregoing facts that the direct current plant is still regarded as modern, eco- nomical, and efficient, and is largely in use, though not what the French would call the "dernier cri." In August, 1903, at the time when the compilation of the statistics in this volume was approaching its con. elusion, alternating current stations for supplying a large proportion of the load were in use or under con- struction in New York, Kansas City, Baltimore, and San Francisco. Combination direct and alternating current plants, where the direct current is used to sup- ply what may be termed the inner circle, while the outlying regions are operated with the aid of the trans- formed and converted alternating current, were in use in Brooklyn, Denver, Milwaukee, Philadelphia, Pitts- burg, and St. Louis. The large use of waterpower at Minneapolis and St. Paul in connection with alternat- ing current has already been noted. In Buffalo the power plants for street railway work consisted largely of substations for that part of the current generated at Niagara and transmitted by 3-phase lines, partly over- head and partly underground. It has been stated by many authorities that there is considerable difference between the lay-out, or plan, of a large alternating current station, in which nearly all the power for supplying the system is concentrated, and the plan of smaller direct current plants. This is due partly to size and partly to the fact that the con- centration of an immense amount of generating appa- ratus under one roof makes interruption of service much more possible and serious than where a number of scattered stations feeding into the common network are in operation. The plan of isolating one section of a station from another is now being very thoroughly carried out in large plants. For example, in the large alternating current stations special provision is made for the isola- tion from each other of high-tension bus-bars in brick and stone insulating cells, and for the segregation of the. generators into individual groups, so that trouble 222 STREET AND ELECTRIC RAILWAYS. tvith one group can not affect the others. As interrup- tions are also to be feared from the steam piping and boiler room, the prevalent practice of connecting large generators, engines, and boilers, in parallel perma- nently, on the same bus-bars and steam pipe lines, has been abandoned in the best modern power houses. It is evident that, with the introduction of units of 5,000 kilo- watts and upward, the permanent united operation of the entire station is not necessary, as it is with the smaller units. A study of the latest designs shows that in sta- tions with such heavy units, each unit with its boilers becomes a section of the station by itself; capable of being operated in parallel with other units, but only through the medium of steam piping and electrical con- nections, which can be quickly cut apart. In steam piping, companies now use quick-acting electrically- operated valves, thus avoiding the danger heretofore always present in the older systems, due to the fact that essential valves could not always be reached in case of accident. Another feature which has required careful attention on account of mining strikes, has been the storing of coal. It is most essential that there should be adequate storage room for emergency supplies, and, moreover, engineers have been obliged to devote a great deal of thought to the design of a plant whose coal supply may have to be received by rail instead of by water. Very recently the steam turbine, which is now to be found in several plants, has, also, claimed consideration. Where companies introduce a steam turbine, radical changes from the usual design are necessary, as the boiler room must be larger, in proportion to the gener- ator room, than in an engine driven plant. The general plan of the few large steam turbine street railway power houses that have been designed is to place boilers on both sides of the generator room. One notable excep- tion to the rule is the plant of the Commonwealth Elec- tric Company, in Chicago, where the boilers are placed only on one side of the generator room, and are all on the ground floor. Although the plant is operated for lighting and for stationary motors, and not for street railways, the principle here followed is approved for both fields of work. Kin (/abridge power plant. — The latest and one of the best illustrations of street railway power house con- struction and equipment is the Kingsbridge power plant, built for the Third avenue division of the Metropolitan Street Railway (Interurban) Company of New York. This plant was built before the statistics in this volume were compiled, but it was not equipped and operated until somewhat later. The interior of the plant is shown in the accompanying illustration. The plant has sixteen 3,000-kilowatt units located in two rows of eight each, in an engine room parallel to the boiler house, which contains two tiers of boilers. The entire structure is 320 feet long and 244 feet wide. The engines are arranged in the usual way on each side of a center aisle, and the boilers are in batteries facing each other on each side of the fire room. This plant has also a wide transverse aisle running crosswise of the house, which, with the longitudinal passageways, virtu- ally separates the plant into four sections. Justinside of the boiler wall in this transverse passage are placed four large barometric condensers, each serving one-quarter of the plant, and any three of them capable of serving the whole plant. Each quarter of the boiler house has an independent smokestack; but the flues leading to the four stacks are so connected that the gases from one-quarter may be forced to any other, enabling one stack to relay another if, for any purpose, this should be necessary. Econo- mizers are placed in the flues, and the 200-foot stacks, yielding sufficient natural draft for ordinary service, are reinforced by supplementary mechanical draft, by which the effective height of the stacks may be increased to about 400 feet when desired. It will be seen, there- fore, that each quarter of the boiler plant is provided with its own stack, economizers, and mechanical draft. Moreover, each quarter is so connected to four of the engines driving 3-phase alternators as to serve prima- rily one-quarter of the engine room, which, in turn, is connected by suitable exhaust to a condenser large enough for four units. The station may, therefore, be considered as consisting of four independent plants, so connected that they may operate as one entire system, or may be sundered into divisions of two or four as operating conditions may require. In general design, spacing, and operating character- istics, this station is so laid out that while there is ample room for all required purposes there is no space wasted, the result being that the station covers just 1.11 square feet per horsepower of generating apparatus. The auxiliaries of the station are, in the main, steam driven, the auxiliary exhaust being utilized to heat the feed water prior to its discharge to the economizers. Ample oil circulating systems are provided, with filtra- tion; and the usual complements of service for coal handling, cold storage, ash handling, etc., are amply provided. The building is of a very substantial character, and rests upon a substructure of some 18,000 piles, capped with 6-foot monolithic slabs of concrete. The steel framing is somewhat more substantial than is usual in structures of this class, and the building throughout is of a high character. Architecturally, it is of pleasing appearance, plainly, but very substantially finished. The plant as a whole probably represents the highest type of design and construction within the class to which it belongs, particularly in respect to the propor- tions introduced into the general design, the sufficiency covered in the details, and the care and fidelity with which the construction has been uniformly sustained in keeping with the intent of the design. Among its interesting features, not usually found in power plants, POWER HOUSES, EQUIPMENT, AND OUTPUT. 223 are the methods provided for handling the engines from a single point on the upper platform, the large central condensing plant, and the relation of the condensing plant to the grouped main units. Another accompanying illustration is an exterior view of the Pratt street power plant, which supplies current to the Baltimore trolley system. The notable feature in connection with this building is its location at the water's edge, permitting the receipt of fuel direct from ship or barge by a most elaborate and effective system of conveyance. II. SUBSTATIONS. The function of the substation is to distribute the current which the main power plant generates. The growth of the system of generating polyphase, alter- nating current at one central point, haw made substations necessary in different parts of the territory, which receive on "step-down" or receiving transformers this current transmitted over single wires or cables at high pressure. The current passes from these transformers as alternating current of low pressure and is received by rotary converters, a species of the composite double- wound dynamo, at the collector rings, and delivered at the commutator on the other side as direct or continu- ous current at the normal pressure or voltage used on street railway' motors, namely, 500 to 550 volts. This direct current either goes out to the section of the line fed by the substation or is stored up in storage batteries located at the substation. According to the data given in Supplementary Table 6, the substation equipment of the 105 companies included in the report embraced 926 transformers of 221,459 horsepower, exclusive of 14 for which the horsepower was not reported; 358 rotary converters of an'aggregate capacity of 186,688 horsepower, exclusive of 8 for which horsepower was not reported; 20,960 storage battery cells of a reported horsepower of 39,249, the capacity of 1,080 cells not being reported; and 40' miscellaneous machines of 6,235 horsepower, exclusive of 3 for which the horsepower was not reported. A very large proportion of this equipment is to be found in New York city, where the largest substations are those in connection with the plants of the Inter- urban or Metropolitan Street Railway system and the Manhattan Elevated Railway. Manhattan (elevated) system. — -The main power station of the Manhattan system is located on the East river between Seventy-fourth and Seventy -fifth streets, while the seven substations for delivering the current received from it are located in different parts of the city. Illus- trations of some of the substations on this system are here presented. The Manhattan elevated substations are generally 50 feet wide by 100 feet long, and have four floors above the basement, the two upper being reserved for storage batteries. The lower floor contains the rotary con- verters set on concrete foundations. The second floor, in the form of a gallery, contains the substation switch- board and the alternating current transformers, famil- iarly known as the "statics." Between the galleries a 25-ton crane traverses the space over the converters, the gallery being served by 5-ton cranes. The build- ings are of steel construction so designed that the inner columns will carry the heavy loads, thus permitting a symmetrical spread of the large foundations required. The floors are of concrete construction. The battery • rooms are paved with vitrified brick laid in asphaltum. All the buildings are provided with electric elevators. The Manhattan Elevated, while possessing its due proportion of transformers and rotary converters in substations, reported only a small number of storage batteries. The system depends almost entirely upon live current as distinguished from that which is stored up. In this particular there is opportunity for differ- ence of practice between electric railway operations and electric lighting. It would be impossible for a com- pany doing a commercial lighting and stationary motor business to depend upon live current, the supply of which must be renewed incessantly by the generators without any reserve or precautionary measures against breakdown or sudden stoppage. Hence, the storage battery is a vital and essential part of the electric light- ing system. In transportation, however, the storage battery is not indispensable and the Manhattan Elevated Company has preferred to rely entirely upon live current. in. POWER — CONSUMPTION OF, AND COST. In a preceding section of this chapter attention has been given to the general statistics of power plant equipment. It is only with regard to electric railways that information as to power production and consump- tion in the operation of street car lines has been broadly available, or is of value in a technical sense. There are, however, many aspects under which the question of power is of interest to the public, aside from the modus operandi, or the manner in which transportation is facilitated, or the degree to which the form of trac- tion affects the relative congestion of thoroughfares by cars. For example, according to the statistics which were carefully compiled for several years by the Metropol- itan Street Railway Company, of New York, at a time when it had the three systems of animal power, cable, and electric railway, in full parallel operation, it was shown that the benefits to the company were at least equal to those derived by the community at large. During the year 1900 these motive powers were all in use on the best streets for the same kind of traffic, and with a traffic density on the cable and electric lines not greatly differing. Reasons were thus furnished in 224 STREET AND ELECTRIC RAILWAYS. a practically conclusive manner for the abolition of the cable service, and its entire supersession by electricity. It was also shown that animal power traction is almost universally found uneconomical. It appears from the figures, which were compiled by the Metropolitan Street Railway for its own information, that the percentage of operating expenses to gross earnings in 1900 were 40.5 per cent for electric, 51 per cent for cable, and 73.6 per cent for animal power lines. The profit per car mile was 19.38 cents for electric, 17.10 cents for cable, and 6.82 cents for animal power lines. The superior econ- omy of the electric systems, however, is not fully expressed by these figures. The car-mile unit is dif- ferent in each case. The old horse car would seat only 16 to 20 passengers, and the cable car about 28; while nearly all the electric cars, at the time of the analysis, would seat from 30 to 50. The cost per passenger car- ried was 2.02 cents for the electric cars, 2.55 cents for the cable cars, and 3.67 cents for the horse cars. A slight modification of the natural conclusion from these figures must be made, owing to the fact that the cable cars had the advantage of a somewhat denser traffic, while the horse cars were under a disadvantage in hav- ing a less average density of travel to deal with than either the cable or electric. These figures were last published in 1901, by which year the system of the Metropolitan company had been so generally electrified that there was no longer any particular object in going to the expense of making an elaborate study of the comparative results. The advan- tages of electricity, as well as the greater flexibility of the system, had by that time been demonstrated beyond all doubt. The great main artery of travel — Broad- way — had been converted from cable to electricity, so that its figures during the year reported were wholly in the electrical class. It was shown during 1901 that mechanically, the Metropolitan electrical system was operated . 09 of a cent per car mile cheaper than in the previous year. This reduction appeared entirely in the cost of fuel and labor, both being due to the em- ployment of larger generating units in the new power house which the company has put into operation. Power plant capacity. — Before taking up the question of the consumption of current per car mile, etc. , it is interesting to study the statistics for power plant capacity which are given in Tables 87 and 88 for companies without and with commercial lighting, respectively, that use steam exclusively to drive their generating dynamos. Table 87. -POWER PLANT CAPACITY, RAILWAY COMPANIES WHICH DO NOT SELL CURRENT, CLASSIFIED ACCORDING TO POPULATION: 1902. Number of street railways using steam exclusively Number of cars Generator capacity in horsepower Engine capacity in horsepower Boiler capacity in horsepower Generator capacity per car, in horsepower Total. 221 16, V71 366, 301 394, 967 298, 394 21.8 URBAN CENTERS, POPULATION. 500,000 and over. 15 6,989 112, 832 122, 630 84,975 18.8 100,000 but under 500,000. 12 3,778 64, 048 66, 283 49, 707 17.0 25,000 but under 100,000. 26 2,256 42,075 47, 765 34, 275 18.7 Under 25,000. 50 836 19, 133 20, 048 17, 597 22.9 INTEF.rjF.BAN RAILWAYS. Fast, long. 31 1,167 56, 030 62, 630 47, 413 48.0 Other. 2,745 72,183 75, 611 64, 427 26.3 Table 88.— POWER PLANT CAPACITY, RAILWAY COMPANIES WHICH SELL CURRENT, CLASSIFIED ACCORDING TO POPULATION: 1902. Number of street railways using steam exclusively Number of cars Generator capacity in horsepower Engine capacity in horsepower Boiler capacity in horsepower Generator capacity per car, in horsepower Total. 185 15, 522 378, 046 402, 270 279, 660 24.4 URBAN CENTERS, POPULATION. 500,000 and over. 3,714 51, 031 57, 800 31,020 13.7 100,000 but under 500,000. 13 3,573 82, 233 86, 165 57, 465 23.0 25,000 but under 100,000. 23 1,896 49, 610 57, 805 38, 385 26.2 Under 25,000. 84 1,622 62, 857 60,830 65, 071 INTERURBAN RAILWAYS. Fast, long. 13 566 23, 152 24, 655 17, 340 40.9 Other. 49 4,151 109,163 116, 115 80, 379 26.8 It will be seen from Table 87 that 221 street railway systems whose current was employed exclusively in street car operation, with 16,771 cars in operation, had a generating dynamo capacity of 366,301 horsepower, an average per car of 21.8 horsepower. In cities above 25, 0( h.i population the generating capacity per car varied very little, being 18.8 horsepower per car for the larger cities over 500,000 population; 17 horsepower per car in cities between 100,000 and 500,000; and 18.7 in cities of between 25,000 and 100,000. In a group of 50 sys- tems in communities with a population under 25,000, and with only 836 cars, the generating capacity rose to 22.9 horsepower, indicating the relatively greater inef- ficiency which necessarily attends the operation of a very small system, as compared with a larger one. It is not to be understood, however, that all this provision TYPICAL WATER SIDE STREET RAILWAY POWER HOUSE, BALTIMORE, MARYLAND. MANHATTAN ELEVATED RAILWAY STATION AND POWER SUBSTATION, NEW YORK CITY. POWER HOUSES, EQUIPMENT, AND OUTPUT. 225 per car was necessarily called upon at one and the same time, or was required all of the time, although there may be busy hours of heavy load when all the machinery is called upon to take its share of duty. It is impor- tant to point out in this connection that the interurban lines, of which 31 are specifically considered, have pro- vision per car much greater than in the cities. The fast, long interurban lines, with 1,167 cars, had a total generating capacity of 56,030 horsepower, an average per car of IS horsepower. This is very nearly three times as much as the provision made in urban centers of between 100,000 and 500,000 population. There are two chief reasons for the great difference. One is the heavier weight of the modern interurban car, as well as the large amount of bulky freight and express business now carried by them; and the second is the fact that, as a large proportion of the interurban plants are of recent construction, the power stations would almost invariably be equipped with a generating capacity considerably beyond the immediate require- ments of the road. While it is comparatively easy to add to the rolling stock at need, it is a much more dif- ficult and costly performance to enlarge a power plant, and add new engines, boilers, and dynamos. No attempt has been made in preparing Table 88 to distinguish the proportions of current going to the various services. The 185 electric railways included in the table reported 15,522 cars and a total generating capacity of 378,046 horsepower — an average of 24.4 horsepower per car. This average is only 2.6 horse- power greater than the average shown in Table 87 for the companies that do not sell current. It might, on a priori grounds, be suggested that companies selling current could operate more regularly and more nearly at the point of maximum efficiency, and that therefore the generating capacity per car required from their plants would not be increased by an amount propor- tionate to the increase of business done. Thus, it might be possible for some companies to sell current from a plant having no greater capacity than would be necessary for the operation of its cars during rush hours. But it can hardly be said that the statistics in Tables 87 and S8 either confirm or weaken such an inference. The slight difference shown for the two classes of companies in the country as a whole would seem to be confirmatory; and the fact that an actually lower average is shown for the three companies with lighting plants in cities of 500,000 and over would seem to add even greater plausibility to the inference. But against this has to be set the fact that in cities of fewer than 25,000 inhabitants, where a large majority of the companies with lighting plants operate, these companies show an average generating capacity nearly 70 per cent greater than is shown for the other class of companies. So many other forces are operative in determining the figures in the two tables that it would probably be unwise to attempt any generalized conclu- sion from them as to the relative efficiency of the two classes of street railway electric plants. In the case of interurban railways, again, the com- panies selling current report a lower generating capacity per car than do the companies that sell no current. It would probably be an utterly unsafe inference to con- clude that the difference in favor of the companies that sell current is due to the possibility of working under conditions of superior efficiency. Date of construction and conditions of operation have evidently exerted a pre- ponderating influence. Table 89 deals with the current consumption of a group of 307 selected electric railways, and does not include any roads that buy or sell power, so that the figures are as free as possible from complica- tions of that character, although, incidentally , they include a certain but small amount of car mileage due to freight, mail, express, and other services. These roads reported a power consumption of 1,048,799,599 kilowatt hours; operated a total of 491,023,555 car miles, and carried 1,936,860,800 passen- gers. This gives a power consumption per car mile of 2.14 kilowatt hours, and a traffic of 4 passengers to the car mile run. This is a very fair average of traffic on such power consumption, although, as will be seen, the table shows somjs very wide variations, not alto- gether explicable on the surface. Thus, for instance, Maryland reported one of the largest consumptions of power per car mile, 7.68 kilowatt hours. This is not due probably to the density of the traffic, 7.3 passengers per car mile, for power consumption does not increase proportionately with increase of traffic, but is due rather, as is the high traffic figure itself, to the very small car mileage. Vermont, whose figures for power consumption per car mile are the highest in the table, 8.67 kilowatt hours, has a mileage of only 145,591 car miles and difficult operating conditions, because of the hilly nature of the country and the long and severe winters. The state of Alabama, with only 0.68 kilo- watt hours per car mile, has the smallest power con- sumption of all' the states, but West Virginia shows better operating results with a power consumption of 0.72 kilowatt hours per car mile, 3,167,015 car miles run, and a traffic of 3.9 passengers to the mile. To take a single large system for illustration, the Union Traction Company, of Philadelphia, whose system is entirely electric, reported a total of 325,801,963 passen- gers carried, a car mileage of 59,721,423 miles, and a power consumption of 104,222,363 kilowatt hours. These figures give 5.5 passengers per car mile, and a power consumption of about 1.75 kilowatt hours per car mile. This is a fairly typical figure for a road with heavy and dense traffic and with cars of good size operated over tracks in normal condition. 226 STREET AND ELECTRIC RAILWAYS. Table 89.— POWER CONSUMPTION, SELECTED ELECTRIC RAILWAYS, BY STATES: 1902. STATE OR TERRITORY. United States.. Alabama Arizona Arkansas California Colorado Connecticut Delaware District of Columbia Florida Idaho Illinois Indiana Iowa Kansas Kentucky Louisiana Maine Maryland Massachusetts Michigan Minnesota Missouri Montana Nebraska New Hampshire New Jersey New York Ohio Oregon Pennsylvania Rhode Island Tennessee Texas Utah Vermont Virginia West Virginia Wisconsin Number of rail- ways. Kilowatt hours. 1,048,799,599 216,445 459, 900 630, 810 25,242,199 11,600,000 37,334,257 7, 730, 899 21, 333, 645 492, 750 219, 500 76, 309, 232 44,774,563 12,157,823 1,872,048 18,414,198 24, 737, 875 13,051,470 864, 783 126,316,167 70,473,835 3, 374, 391 99, 918, 577 1, 669, 510 10, 333, 150 1,868,373 11,253,793 54, 518, 421 141,903,196 438, 000 173,727,592 32, 165, 675 4,012,810 7,744,794 556,625 1,262,170 4, 351, 318 2,287,015 3,181,790 CAR MILEAGE. Total. 491,023,555 316, 095 255, 500 225, 437 16, 384, 206 6, 393, 755 12, 216, 040 3, 006, 798 11,920,796 385,988 164,250 34,383,702 17,826,239 6,529,398 1, 362, 307 13, 434, 959 17, 024, 959 4,862,065 112, 648 67,867,134 26, 554, 412 2, 258, 884 33, 867, 907 807, 380 5, 007, 074 1, 120, 067 6, 242, 055 21,371,491 68, 057, 788 140, 416 85, 103, 240 9,955,144 3,765,321 4,257,582 292, 100 145,591 1,830,490 3,167,015 2, 407, 322 Passenger. 487, 217, 352 313, 380 255, 500 224, 857 16, 295, 572 6,393,755 11,851,028 2, 969, 238 11,870,385 385, 988 164, 250 34, 310, 602 17, 686, 739 6,409,032 1,362,307 13,409,024 17,024,959 4, 782, 977 66, 740 67,597,249 26, 010, 537 2, 258, 884 33, 553, 346 766, 500 5, 007, 074 1, 119, 799 6,226,031 21,056,843 67, 360, 472 140, 416 84, 720, 559 9,832,162 3, 765, 321 4, 204, 344 292, 000 132, 393 1, 822, 752 3, 167. 015 2,407,322 Freight, mail, ex- press, and other. 3,806,203 2,715 580 :,C34 365, 012 37, 560 50,411 73, 100 139, 500 120, 366 25, 935 79,088 45, 908 269,885 543, 875 314,561 40, 880 268 16, 024 314, 648 697, 316 382, 681 122, 982 53,238 100 13, 198 7,738 Passengers carried. 1,936,860,800 780, 200 750, 000 332, 367 52,654,040 30, 910, 210 44,228,633 9, 956, 559 46,085,925 998,290 314, 340 107,962,880 57, 056, 001 21,366,872 4, 335, 697 50, 826, 055 50, 678, 573 19, 346, 697 487, 756 311,918,174 95,717,676 9, 178, 517 135,704,075 4, 731, 000 18,540,000 3,272,735 23,036,234 72, 467, 958 232, 958, 540 300, 000 422, 890, 265 52,004,623 16, 898, 823 13,856,859 861, 910 472, 667 5,000,368 12, 501, 879 5,477,402 Power per car mile in kilowatt hours, 0.6* 1.80 2.80 1.54 1.81 3.06 2.57 1.79 1.2S 1.34 2.22 2.51 1.86 1.37 1.37 1.45 2.68 7.68 1.86 2.65 1.49 2.95 2.07 2.06 1.67 1.80 2.55 2.09 3.12 2.04 3.23 1.07 1.82 1.91 8.67 2.38 0.72 1.32 per passen- ger car mile. 4.0 2.5 2.9 1.5 3.2 4.8 3.7 3.4 3.9 2.6 1.9 3.1 3.2 3.3 3.2 3.0 4.0 7.3 4.6 3.7 4.1 4.0 6.2 3.7 2.9 3.7 3.4 3.5 2.1 5.0 5.3 4.5 3.3 3.0 3.6 2.7 3.9 2.3 In the computations as to the consumption per car mile no allowance has been made for car lighting and car heating. Of 62,369 lighted cars, 55,703 were lighted by electricity. In the aggregate the consumption of power for this purpose would be very considerable; but it is obvious that no exact figures can be obtained, as the lighting varies materially with the season of the year, the state of the weather, the number of cars on the road, etc. This is also true of electric heating. Out of 30,159 cars heated, 19,021 had electric heaters. It was pointed out in the discussion of car heating that in winter weather to maintain a temperature of 54° in an ordinary car 3,160 watts would be required, and that this might be kept up for several hours. The power consumption for car heating undoubtedly is large. To the extent, therefore, that current is em- ployed in car heating and car lighting, the current charged against car propulsion would be lessened. As a matter of fact, car lighting and car heating are as much a part of car operation as the act of propelling it along the track. But it would be obviously unfair to take the power consumption per car mile or per car hour in a city where little lighting and heating of cars was necessary and compare it with the consumption re- quired in a city with long winters and short days. Car hours. — In Table 97 statistics of car mileage are given for all roads. In addition, 390 companies report the number of car hours of operation. The car hour is a relatively new unit, having been adopted as a standard unit of comparison in 1901, after being under discussion for some time by the American Street Bail- way Accountants' Association. It makes but little dif- ference what unit is used as a basis of comparison so long as the purpose is simply to show whether the earn- ings or the expenses are proportionately above or below those of a similar period on the same system; but to make a comparison with another system which has a different speed schedule, length of day operation, size of cars, and different physical conditions of operation, it is essential that the unit should be a comparable one, and the principal fact which companies wish to compare is cost of operation. The car-mile unit is to a certain extent a measure of speed, but increase of speed would not materially affect the cost of operation. Another disturbing element in the use of the car mile as the unit is the trailer. When trailer cars are used regularly and to any considerable extent their car mileage is estimated separately. But, as has been pointed out, it is cheaper to operate one 40-foot motor car than a 20-foot motor car and a 20-foot trailer THE ROTARY CONVERTERS IN A MANHATTAN ELEVATED RAILWAY SUBSTATION. THE STEP-DOWN TRANSFORMERS IN A MANHATTAN ELEVATED RAILWAY SUBSTATION. POWER HOUSES, EQUIPMENT, AND OUTPUT. 227 hitched together. If two roads are compared, the one using 40-foot motor cars and the other a motor and a trailer of the same combined length, and if they be operated at the same speed, headway, etc., the first would show a cost, say, of 12 cents per car mile. The other one, on account of the double mileage indicated, would show, allowing for the fact that but one con- ductor would be needed, a little more than one-half of 12 cents per car mile for the two cars. Again the car mile does not take into account questions of grades. A car going uphill takes a great deal of power, while a car going downhill should take none, and might even become a source of current return to the line. As all grades and loads affect speed, mileage could not be a fixed standard without some sort of adjustment. In the earlier stages of the introduction of the car- hour unit it was contended that the cost of ascertaining the number of motor car hours would be such as to hinder its adoption or use on a large system. Accord- ing to street railway accountants, car hours are more easily determined than car mileage, and that the cost of ascertaining the facts is less, especially in cities where a large number of cars are run without reference to schedule time, but are operated wherever and whenever deemed necessary. Experience has shown that the re- ports of mileage made b}^ trainmen are only approxi- mately correct, but it is evident that the record of the time of starting a car and returning it to the barn can be accurately kept and verified. This seems to be the best and most accurate unit yet suggested. The argu- ments in favor of the car hour, as compared with the car mile, summed up briefly are as follows: (1) The absence of the element of speed, which from the standpoint of cost is destructive of correct compari- son on the car-mile basis. (2) Conductors' and motormen's wages, the principal item of expense, are paid by the car hour and not by the car mile. (3) Operating expenses are more directly affected by the length of time of operation than by the mileage made. Perhaps the value of the car-mile and car-hour records can best be illustrated from a concrete example, such as that afforded by the Camden and Suburban Kailway Company, of Camden, N. J. For the past four or five years that company has used the car-hour unit in connection with the car mile, and all its statis- tics are worked out on both bases. It will be noted, for example, that in Table 97 the company reported 319,066 car hours, a total of 2,501,430 car miles, carry- ing a total of S, 217,072 passengers. The output of power reported by the system was 3,734,315 kilowatt hours. The company has found the car-hour unit of value because it is the only basis upon which the labor factor can be calculated. On the other hand, the car- mile unit is after all the only practicable one for closely figuring out wear of parts and depreciation of rolling stock. An illustration of the value of using both units is furnished by the company in a comparison between one of the city lines and one of the suburban lines. The city line had receipts for the year 1902-3 of 21.46 cents per car mile, and $1.24 per car hour. The sub- urban line had receipts of 14.69 cents per car mile and $1.90 per car hour. In other words, the suburban line had receipts which were 32 per cent less per car mile, and 53 per cent more per car hour than the city line. If, therefore, the car-mile basis alone had been taken, the suburban line would probably be viewed as un- profitable compared with the usual standard of receipts per car mile, whereas the car-hour basis was sufficient to show that the line was operated at a good margin of profit. The value of the car-hour unit may be again illus- trated from the Camden and Suburban system, whose Moorestown line formerly terminated at Merchantville. When the line was extended 5 miles farther, to Moores- town, the question arose as to whether this extension would pay. An additional fare of 5 cents was charged over the extension. The added service required an addition of 1,360 car hours a month. An investigation showed that 80 per cent of the traffic to and from Moorestown was through traffic, and that the 5,000 population was carried on an average 120 times per capita per year. This made the additional receipts per month about $5,000. Taking this sum and dividing it by the 1,360 extra car hours per month, the receipts for the extension were shown to be $3.60 per car hour, a proof to the company and to the community of the value of the extension. The unit has proven of further value in analyzing expenses, for example, in the separation of labor cost and the isolation of w r hat may be called the "lay-over" expenses. For example, a short or a long lay-over would not affect the wear and tear of a car, or the power cost or consumption of kilowatt hours, but it would enter into the labor cost indirectly, which, upon lines operating at different speeds, can best be figured on the car-hour basis. Tables 53 and 54, which present analyses of operating expenses of railways classified according to population of urban centers served, give statistics that must be considered in connection with the subject of power. The cost of operation of power plants in cities of over 500,000 population amounted to $9,641,891, or 14.3 per cent of the total operating expenses. In cities between 100,000 and 500,000 population the ratio was almost exactly the same, or 14.2 per cent; in cities from 100,000 down to 25,000 population, it was 16.2 per cent; in cities under 25,000 population, 24.5 per cent. In the separate groups of interurban lines, the ratio of power plant cost to total operating expenses was 22 per cent on the fast long lines, and 20.2 on the other. Thermal effi'ci>'nci/. — Upon the general subject of power station economies in the matter of output and 228 STREET AND ELECTRIC RAILWAYS. co>t per kilowatt hour unit, many facts and opinions might be offered which would aid in interpreting the statistics of the subject as given in this volume. It will perhaps be sufficient to give here the substance of a paper on power station economy presented before the American Institute of Electrical Engineers, by Prof. W. E. Goldsborough and Mr. P. E. Fansler, which embodied the results of careful tests made during the year 1902 in regard to the expense incurred in main- taining the power stations of the Union Traction Com- pany of Indiana. The plant then comprised eight 400- horsepower water tube boilers; three engines, each with a maximum capacity of 2,000 horsepower; and three 1,000-kilowatt 3-phase generators directly con- nected with each engine. The results of the tests of the thermal efficiency of the plant are as follows: The effi- ciency of the furnace and boiler was 79.6 per cent — i. e., 79.6 per cent of the whole heat in the coal was deliv- ered in the steam by the boilers to the engines. The average thermal efficiency of conversion between the boilers and engine cylinders is 9.11 per cent; i. e.,9.11 per cent of all the heat delivered in the form of steam by the boilers was converted into work in the cylinders of the main engines. This value of 9.11 per cent cred- ited against the engines includes the steam used in the auxiliaries. If the assumption is followed out that 15 per cent of the steam delivered by the boilers was con- sumed by the auxiliaries, the thermal efficiency of the engines would be 10.7 per cent. The average total thermal efficiency of the plant was 7.25 per cent from the coal pile to the engine cylinders, and the total aver- age thermal efficiency of the plant from the coal pile to the switchboard; i. e., the ratio per cent of the energy delivered by the generators to the total heat in the coal was 6.39 per cent. Although it is frequently stated that < he thermal effi- ciency of the steam engine at a maximum is about 25 per cent, it is impossible that any engine of this class working under these conditions should convert more than 12 per cent of the heat of the coal into work. This record of a thermal efficiency of 6.39 per cent up to and including the switchboard showed high economy as compared with those shown by some other stations of a similar character. Thus the total thermal effi- ciency of the Harrison Street station of the Chicago Edison Company, with large direct connected recipro- cating engines has been estimated to be 4.5 per cent, while that of the generating station of the former Blue Island (Chicago) Storage Battery Eoad was found to be 5.5 per cent. Indiana block coal was used, delivered at a cost of $1.35 per ton. On this basis the cost of de- veloping one kilowatt hour was .28 of a cent. This kilo- watt-hour unit of cost may be taken as the fundamental basis for estimating the efficiency of any station; figures of this cost in various stations vary between 0.246 and 1.016 cents. Professor Goldsborough, in the report to which reference has been made, said that the station tested by him delivered to the line 6.23 per cent of the total energy of the coal, but that only 3.65 per cent of the total energy got to the cars. The efficiency of transmission as between the station and the cars was, therefore, only 50 per cent. In the discussion follow- ing the report, Mr. M. H. Gerry said that if every loss between the electrical input at the cars, and the car axle were included, the total efficiency of the plant would certainly be reduced 25 to 30 per cent more — to about 2 per cent. Professor Goldsborough admitted that this was a fair estimate, but he pointed out that power was developed so cheaply that this final waste became a small factor, one passenger per car nearly paying the whole cost of power used by a car from Indianapolis to Muncie, although the fare was only 1 cent a mile. Mr. Gerry contended that the plant was not an example of high efficiency or even of average effi- ciency. Professor Goldsborough replied that the plant had a very high financial efficiency, which he considered to be better than a high power efficiency. To reduce the transmission losses would be to increase the capital charge, and such an increase might more than balance the present high cost for coal. If a low -class generating station, low-class transformers, low-class rotaries, and cheap batteries were put in, the cars would not get the required per cent of power of the total energy gener- ated. The station had the highest class of generating machinery, and should it become necessary to increase its earning capacity all that would have to be done would be to increase the copper in the lines. The reg- ular voltage was 18,000, but in extending its system to Logansport the company had used 32,000 volts. Mr. H. G. Stott, of the Manhattan Elevated system, said that the ultimate object in any power plant was to de- liver a kilowatt hour to the receiving apparatus at a minimum cost, and that there is no other object in a power plant. If the coal is expensive, an extremely efficient and expensive plant must be put in; but if coal is very cheap, one can afford to sacrifice a good deal of thermal efficiency in order to reduce the cost charges of the plant. In the end, however, one must consider the problem as a whole; that is, the cost of the kilowatt hour delivered at the receiving apparatus. The total cost of the delivery of power is the real test. In the New York Manhattan plant he said the cost of coal was 70 per cent of the total operating expenses up to the track of the elevated road, and consequently an ex- tremely efficient distributing system and power plant were required. He thought that any comparison of efficiencies was unfair when calculated merely on the ratio of indicated horsepower to kilowatt-hour output. With regard to the efficiency of transmission and its relation to the consumption of current, it may be re- peated that this varies greatly and depends upon a num- ber of factors, especially those connected with the length and condition of the line, the pressure employed, the number of substations, the amount of transformation, POWER HOUSES, EQUIPMENT, AND OUTPUT. 229 etc. These questions are more complicated, and per- haps more interesting in the case of the longer interur- ban roads, and the results of some recent tests on the efficiency of transmission on one of the large interurban railway systems in the Middle West are therefore given here pertinently. The system referred to com- prised about 100 miles of track built for the most part over private right of way, and was supplied with cur- rent from a single power plant at a line pressure of 26,000 volts. As the maximum distance from the sta- tion to the farthest point at which current was delivered was 60 miles, it is clear that the station was not exactly midway of the track. Current was generated by 3-phase alternating dynamos. The output measured at the generator terminals at 2,300 volts for the period of six weeks covered by the test was 970,000 kilowatt hours. This current was raised to the pressure of 26,000 volts made by step-up transformers, received by step-down transformers at five substations, and delivered to the line for the motors as direct current at a pressure of 500 to 550 volts. The output of the rotaries to the operation line during this period was 803,000 kilowatt hours, showing a loss in the transmission system of about 17 per cent. This included the loss in the step-up transformers, the transmission circuits, the substations step-down transformers, and the rotary converters. The loss in the apparatus was estimated at about 121,000 kilowatt hours, or 11.9 per cent, and the loss in the transmission line was put down at 46,000 kilowatt hours, or 5.1 per cent. The load on the power plant and the line was steadied by means of a storage battery and a carefully adjusted "booster" at the farthest substation. These figures may be taken to represent a high trans- mission efficiency. STREET RAILWAYS OPERATING ELECTRIC LIGHT AND POWER PLANTS. As already explained, a number of street railway companies generate electricitj^ for sale to other roads or for light, power, or other purposes. If, in such cases, the system of accounts used by the company permitted the preparation of separate and complete reports for the street railway plant and the electric light and power plant, respectively, separate reports were obtained. If the system of accounts did not permit of such separation, one report was secured for the entire plant. Where possible, the companies were required to give separately the amount of revenue derived from the sale of electric current for light or power, and the character of such service. Tables 90 and 91 present these statistics for the 118 companies reporting. Table 90.— INCOME— ELECTRIC LIGHT AND POWER PLANTS OPERATED BY STREET RAILWAY COMPANIES, BY STATES: 1902. Num- ber of com- panies. Aggre- gate. COMMERCIAL OE PRIVATE LIGHTING. PUBLIC LIGHTING. MOTOR SERVICE. Electric railway service. Electric heating. Charging automo- biles. All other electric service. STATE. Total. Arc. Incan- descent. Total. Arc. Incan- descent. Amount. Mis- cella- neous. • Amount. Amount. Amount. Amount. United States 118 $6,469,726 $4,074,684 $660, 279 S3, 414, 405 $1,417,985 $1, 267, 384 $150, 601 $768,040 $6, 630 $77 $9 $4,390 $197,911 4 3 7 4 8 3 6 3 3 10 5 11 3 7 4 3 9 25 318, 660 110, 209 722, 728 161, 070 291, 142 101, 892 162, 549 98, 838 163, 406 413, 782 155, 770 587,967 171,561 359, 153 618, 385 105, 102 689, 572 1, 237, 935 257, 454 84, 657 421, 024 118, 620 154, 945 67, 739 106, 490 46, 232 138, 614 243, 233 86, 919 374, 322 99, 128 261, 246 439, 358 67, 181 368, 540 739, 082 35, 055 9,441 112, 940 21, 929 23,586 7,978 9,595 7,670 3,533 19, 969 6,104 45, 229 7,942 75,248 95, 182 2,975 90, 394 85, 509 222, 399 75, 216 308, 084 96, 691 131,359 59, 761 96, 895 38, 562 134, 981 223, 264 80, 815 329, 093 91, 186 185, 998 344, 176 64, 206 278, 146 653, 573 32, 712 11, 900 173,183 6,458 75, 435 11,856 42, 090 43, 547 10, 250 140, 998 32,486 147,225 33, 993 65, 954 44,544 36, 253 217, 277 291,824 30, 106 9,660 153, 503 6,458 71, 515 10, 904 36. 987 37,441 9, 920 ■ 97. 988 30. 989 143, 726 33, 201 62,441 22,948 36, 253 215, 334 258, 011 2,606 2,240 19, 680 26, 345 500 1,649 13, 652 119, 260 23, 038 40, 043 15, 141 9, 340 8,982 2,240 28, 172 36, 365 53, 382 22, 127 28, 400 76, 635 1,668 77, 166 186,084 233 3,356 9,028 395 9,203 3,920 952 5,103 6,106 330 43, 010 1,497 3,500 792 3,513 21,596 20,719 r9 . ■ 7, 156 4,629 77 12,402 1,379 North Carolina 13,038 South Carolina 16, 313 3,558 1,795 56, 053 1,943 33, 813 26,589 All other .states 1 4,440 9 301 16, 195 1 Includes states having less than 3 companies in order that the operations of individual companies may not be disclosed. These companies are distributed as follows- Arkansas 2; California, 2; Colorado, 2; Connecticut, 2; Delaware, 1; Indiana, 2; Kansas, 1; Kentucky, 2; Louisiana, 1; Maryland, 1; Minnesota, 1; Montana i- Nebraska, i; New Hampshire, 1; New Jersey, 2; Oregon, 1; Tennessee, 2. 1165—05- -16 230 STREET AND ELECTRIC RAILWAYS. Table 91.— DETAILED DESCRIPTION OF SERVICE— ELECTRIC LIGHT AND POWER PLANTS OPERATED BY STREET RAILWAY COMPANIES, BY STATES: 1902. United States Alabama Florida Georgia Illinois Iowa Maine Michigan Mississippi Missouri New York North Carolina Ohio South Carolina Virginia Washington, West Virginia Wisconsin All other states i ... ARC LIGHTING — NUMBER OF LAMPS IN SERVICE. Aggre- gate. S3, 863 1,291 222 4,347 817 1,603 431 sO'.i 477 203 2,594 613 2,933 693 2,983 1,854 572 4,715 6,646 Total. Commercial or private. Open. 449 103 238 235 133 25 30 219 116 387 618 In- closed. 13, 603 442 55 2,092 328 Ss.S 230 286 112 5 1,070 174 61S 230 1,710 1,416 70 1,778 2,693 Public. Open. 10,868 325 "761 812 115 352 132 111 964 325 757 19 75 1,871 2,411 In- closed. 6,810 75 64 1,256 254 270 61 201 233 50 504 102 553 457 297 303 427 679 1,024 Direct current. Commercial or private. Open. 2,413 449 103 23S 235 133 25 30 219 116 3*7 350 In- closed. 6,459 1,294 295 84 115 36 65 1,277 582 Public. Open. 10,495 812 115 352 132 111 964 325 757 19 75 1,871 2,038 In- closed. Alternating current. Commercial or private. Open. 238 254 40 30 198 100 121 In- closed. 54 55 798 33 304 115 250 112 5 1,005 174 353 199 777 153 70 501 2,111 Public. Open. In- closed. 5,738 75 64 1,018 230 31 201 233 50 504 102 553 259 197 182 427 All other. Commercial or private. Open. In- closed. Public. Open. United States Alabama Florida Georgia Illinois Iowa Maine Michigan Mississippi Missouri New York North Carolina Ohio South Carolina Virginia Washington West Virginia Wisconsin All other states INCANDESCENT LIGHTING — NUMBER OF LAMPS IN SERVICE. Aggregate. 50,704 19,872 136, 978 42,426 62,284 89, 443 43, 389 12,887 66, 130 100, 561 31, 742 189, 708 24, 225 65, 148 93, 247 23,294 180,073 260,674 Total. Commercial or private. 1,423,659 50, 045 19,541 135, 604 42,426 61, 924 39, 379 41, 169 11, 890 66, 075 98,812 31, 498 188,065 24, 117 64, 815 90,483 23, 294 179, 611 254,911 Public. 19,026 659 331 1,374 3i.il 64 2,220 997 55 1,749 244 1,643 108 333 2,764 462 5,663 16-candlepower. Commercial or private. 1,313,3 47, 705 19,408 132, 630 37,883 57, 610 38, 079 36, 577 11, 290 45,000 86, 950 28,132 186, 683 23, 517 52, 595 70, 667 20, 984 170, 305 247,288 Public. Commercial or private. 13,065 t'.'.'.i 323. 900 60 2,130 997 50 691 204 1,613 100 328 205 337 4,468 82-candlepower. 31, 597 2,203 127 1,470 226 1,830 300 1,134 100 75 2, 257 423 6S2 600 2; 224 10, 828 1,647 3,646 1,826 Public. 125 625 All other. Commercial or private. 137 6 1,504 4,317 2,484 1,000 3,458 500 21, 000 9,605 2,943 700 8,988 663 5,660 5,798 Public. 250 25 1,011 ""io STATIONAEY MOTOE SERVICE. Number of motors of all kinds. 10, 049 648 137 2,066 202 549 129 136 295 87 336 105 513 689 1,960 587 28 87 1,495 Total ca- pacity in horse- power. 35, 688 714 4,844 611 1,479 1,011 700 198 119 2,662 1,544 3,589 618 1,467 3,720 121 3,711 7,644 Num- ber of mechan- ical me- ters on consump- tion cir- cuits. 2 56, 601 2,606 880 5,121 1,475 3,338 1,139 1,857 714 1,553 2 6, 217 1,273 5,813 1,270 3,100 4,838 770 5,403 9,234 1 Includes states having less than 3 companies in order that the operations of individual companies may not be disclosed. These companies are distributed as follows: Arkansas, 2; California, 2; Colorado, 2; Connecticut, 2; Delaware, 1; Indiana, 2; Kansas, 1; Kentucky, 2; Louisiana, 1; Maryland, 1; Minnesota, 1; Montana, 1; Nebraska, 1; New Hampshire, 1; New Jersey, 2; Oregon, 1; Tennessee, 2. 2 Includes 82 chemical. GENERAL TABLES (231) 232 STREET AND ELECTRIC RAILWAYS. Table 92.— AVERAGE NUMBER OF EMPLOYEES AND TOTAL SALARIES [This table does not include reports for 20 companies 40 41 42 United States Alabama Arkansas California , Colorado Connecticut Delaware Florida Georgia Illinois Indiana Iowa Kansas Kentucky Louisiana Maine Maryland Massachusetts Michigan Minnesota Mississippi Missouri , Montana Nebraska New Hampshire New Jersey New York North Carolina Ohio Oregon Pennsylvania Rhode Island South Carolina Tennessee Texas Utah Vermont Virginia Washington West Virginia Wisconsin All other stares 1 Hawaii and Porto Rico Num- ber of compa nies. SALARIED OFFICIALS AND CLERKS. Total. Average number. 7,128 57 23 255 74 1S5 15 37 72 535 170 87 30 59 62 65 156 896 256 88 21 272 14 22 25 276 1,221 42 563 35 771 37 40 46 173 96 Salaries. $7,439,716 65, 245 18, 250 309,822 87,737 221, 561 11,581 39, 981 101, 911 669, 518 181,167 88, 229 25, 184 73, 259 86, 723 57, 218 126, 742 912, 549 262, 802 110, 755 17, 699 340, 013 20, 825 26, 610 20,588 251, 795 1,127,405 28, 767 541,576 44, 207 799, 725 44, 456 31,212 64, 872 92, 603 15, 600 13, 733 78 3^3 109, 143 46, 277 146, 346 127, 647 25, 179 General officers. Average number. 12 20 97 52 29 17 25 20 20 14 131 63 9 11 33 5 10 188 15 131 10 152 10 13 16 Salaries. $2, 990, 745 24, 701 9,099 103, 628 38, 813 127, 904 6,400 18, 398 46, 222 237, 995 93, 060 47, 738 16, 590 44, 832 53, 567 22, 998 40, 909 266, 635 125, 835 43,234 12, 959 136, 140 11, 150 17, 007 428, 451 14,275 269, 697 20, 733 222,921 ' 25,777 17, 260 32, 075 56, 623 9,900 6,046 42, 152 50, 775 26,284 53, 591 52, 247 Other officers, man- agers, superintend- ents, etc. Average number. 1,327 13 5 11 6 11 10 236 49 15 1 86 1 1 5 50 136 5 91 1S3 4 12 11 13 3 6 18 Salaries. $1, 819, 166 21, 940 3,642 99, 811 18,456 33, 345 2,460 9,831 35,070 " 152,173 35, 000 14, 623 4,730 11,099 8,649 14, 064 13, 499 273, 777 58, 094 29, 995 300 103, 116 1,600 1,875 5,924 57, 763 203, 610 6,625 118,452 10, 965 297, 497 3,324 9,386 18, 054 16, 154 3,260 5,720 17, 706 19, 580 6,820 32,443 38,734 5,800 Clerks. Average number. 4,321 33 9 146 44 101 4 17 34 350 91 23 36 34 132 529 154 64 9 11 12 178 22 341 17 436 23 15 4 6 41 56 23 115 52 Salaries. 82, 629, 805 18, 604 5,509 106, 383 30, 468 60, 312 2,721 11, 752 20, 619 279, 350 53, 107 25,868 3,864 17,328 24, 507 20, 156 72, 334 372, 137 78, 873 37, 526 4,440 100, 757 8,075 7, 728 5,576 86, 996 495, 344 7,867 153, 427 12, 509 279, 307 15, 355 4,566 14, 743 19, 826 2,440 1,967 18, 526 38, 788 13, 173 60, 312 36, 666 10, 420 i Includes states having less than 3 companies, in order that the operations of individual companies may not be disclosed. These companies are distributed as follows: Arizona, 1; District of Columbia, 2 (8 reports); Idaho, 1; New Mexico, 1. GENERAL TABLES. 233 AND "WAGES, OPERATING COMPANIES, BY STATES: 1902. which failed to furnish this information.] "WAGE-EARNERS. Total. Average number. 133, 641 921 225 5,187 979 2,536 236 374 1,971 11,057 2,448 1,516 275 1,331 1,646 969 13, 998 3,192 1,609 137 6,186 178 527 357 33, 192 376 9,451 490 16, 721 1,609 372 1,205 929 285 165 900 1,250 621 2,042 1,455 381 Wages $80, 770, 449 481, 045 112, 665 3, 588, 889 734,519 1,462,800 166, 104 162, 781 755, 355 7,267,270 1, 289, 718 799, 671 143,623 678, 670 1,081,875 526, 062 1,418,219 8, 980, 513 2, 003, 174 979, 044 72, 178 3,432,170 1-72, 643 360, 958 203, 823 2, 370, 078 19, 800, 755 129, 286 5, 475, 397 394, 056 9, 286, 237 1,099,423 147, 979 533,878 503,475 197, 032 97, 823 423, 319 898, 737 352, 003 1,300,421 896, 781 177,620 Foremen. Average number. 1,782 18 2 118 12 15 120 70 30 5 25 22 4 31 195 58 42 56 5 9 4 71 205 10 155 12 168 29 16 24 22 3 7 30 44 13 61 7 Wages. SI, 518, 400 16,044 1,621 114,934 12,870 38,262 2,820 6,206 9,871 105, 138 47, 160 25, 578 3,648 18,138 22,138 3,562 21,601 186, 795 45, 791 35, 218 1,865 43,365 6,235 7,562 3,505 63, 230 179, 159 7,292 124, 191 14,480 146, 974 27, 005 12, 395 19, 986 18,436 3,120 4,920 17,548 46,303 9,890 39, 318 5,236 6,540 Inspectors. Average number. 1,095 20 114 61 7 2 13 2 2 85 316 2 117 1 94 15 4 20 3 2 1 5 14 2 6 3 Wages. $852, 629 15,215 25,975 7,479 10,654 913 4,097 12, 923 28,520 10, 271 10, 700 1, 942 20,249 14, 310 90, 266 34, 229 6,400 1,105 1,560 1,601 68, 270 261,588 1,200 80, 507 900 75,386 12, 770 2,920 12,333 2,700 1,200 641 3,185 14, 760 1,200 2,980 2,700 1,500 Conductors. Average number. 40, 141 20S 55 1,769 296 780 82 100 493 3,538 637 377 57 286 525 258 1,005 4,084 895 476 28 1,767 CO 172 123 1,237 9,661 94 2,910 152 5,059 424 113 385 231 90 55 269 349 195 406 451 78 Wages. $24, 025, 204 105,877 21, 905 1,141,482 224,862 442,679 60,080 39,399 158,480 2,444,620 332,116 177, 629 27,020 99, 084 346, 139 141, 941 443, 261 2, 660, 947 692, 063 299, 127 15, 229 1,109,345 57, S42 119,273 67, 679 745, 342 5,528,938 29,088 1,663,807 126, 473 3,066,195 304, 091 37,931 164,145 129,006 65,506 33, 683 114, 522 222, 103 110,890 269,268 286,237 35,238 Motormen. Average number. 40,003 217 85 1,776 302 778 512 2,738 674 443 102 557 638 259 933 4,001 951 482 32 1,740 55 187 123 1,218 9,204 95 3,019 155 5,479 419 113 349 103 56 247 358 204 477 447 116 Wages. $24, 617, 155 112, 639 44, 175 1,147,317 231,261 442,425 60, 080 37,851 170, 243 2,094,870 364, 174 230, 912 53,381 288, 499 351,266 142, 135 446, 404 2,711,885 631, E92 294, 234 17,351 1, 100, 274 51,886 119,695 67, 630 753, 769 5, 796, 023 29, 762 1,761,552 126, 626 3,074,740 300, 305 38, 277 176,851 182, 270 75,059 34, 109 114, 326 222,087 118, 573 310,462 290,185 58,257 Starters. Average number. 32 192 50 8 1 20 1 5 90 262 3 50 Wages. $721, 031 1,707 22, 720 2,801 1,426 6,298 33,273 2,660 3,720 10,220 6,180 3,660 20,160 140,436 35,577 6,220 480 18,375 7S0 2,051 69,710 208,182 1,620 35,425 41,984 5,017 455 2,400 2,712 1,920 2,530 2,520 15,404 Watchmen. Average number. 5 14 18 13 29 130 146 20 5 12 Wages. $497, 103 2,190 480 16, 673 1,104 15,146 639 3,421 1,396 21, 919 5,970 3,699 2,452 10, 285 10,934 7,536 12,549 72,231 14,745 1,643 639 12,901 1,148 2,664 5, 822 21,240 98, 872 2,053 22,547 5,465 12, 462 2,100 4,200 3, 872 1,170 2,107 3,060 2,580 1,990 6,023 5,649 1,210 | 43 234 STREET AND ELECTRIC RAILWAYS. Table 92.— AVERAGE NUMBER OF EMPLOYEES AND TOTAL SALARIES United States. Alabama Arkansas California . . . Colorado Connecticut . Delaware . Florida . . . Georgia... Illinois . . . Indiana... Iowa Kansas Kentucky . Louisiana.. Maine Maryland Massachusetts . Michigan Minnesota Mississippi Missouri Montana Nebraska New Hampshire. New Jersey New York North Carolina . Ohio Oregon Pennsylvania .. Rhode Island... South Carolina . Tennessee Texas Utah Vermont . Virginia . . Washington West Virginia .. Wisconsin All other states . Hawaii and Porto Eico. wage-eaenebs — continued. Switchmen. Average number. 1 162 10 12 10 591 2 44 Wages. $728,975 33,278 2,400 6,079 1,278 606 62,457 546 3,285 2,759 450 98,153 4,415 5,760 18,890 393,921 363 19,051 39,646 8,830 365 2,206 365 18, 972 250 Eoad and track men. Average number. 11,474 63 19 399 130 325 17 34 384 603 326 201 46 165 344 63 19 301 19 21 36 243 2,778 60 928 52 1,521 211 35 141 131 47 19 71 121 62 77 76 a Wages. $5,511,425 22, 726 8,548 261, 250 72, 128 145, 569 5,575 8,301 100,512 346,333 134, 931 91,124 19,434 78,309 42,810 66, 704 96,749 462, 163 167, 454 40,340 5,708 159, 606 17, 296 9,048 18, 099 108, 360 1,411,386 14, 799 407, 765 34,156 677, 117 118, 439 9,386 47, 232 65,077 26,338 8,874 21,355 86, 362 27, 722 39, 465 86, 875 17,219 Hostlers, stablemen, etc. Average number. 1,345 1 3 107 47 15 2 11 12 11 105 546 2 43 1 Wages. $813,425 7,840 2,310 60,442 1,620 5,810 468 1,054 59, 912 25, 346 7,874 575 6,022 7,020 19, 069 5,940 69, 724 4,404 4,560 18, 629 3,452 600 1,695 27, 034 356, 287 280 21, 207 600 77, 558 1,615 468 3,291 3,516 630 1,652 1,213 3,780 1,800 3,263 4,865 14, 111 Linemen. Average number. 2,288 21 59 4 26 23 25 47 239 25 193 11 241 26 12 22 Wages. $1,553,478 14, 217 2,541 45, 008 35,143 61,342 3,325 11, 174 42, 475 71, 274 41, 070 38,300 2,340 18, 392 19,303 14, 533 24, 919 168, 390 37, 981 11, 514 4,432 32, 242 3,619 2,844 5,649 44,015 320,269 8,929 132, 583 8,443 145, 061 20, 078 5,836 12, 214 13, 832 8,000 1,688 16,641 58,885 9,094 29,515 11, 368 2,608 GENERAL TABLES. AND WAGES, OPERATING COMPANIES, BY STATES: 1902— Continued. 235 wage- earners— continued. Engineers. Dynamo and switch- board men. Electricians. Firemen. Mechanics. Lamp trimmers. Other employees. Average number. Wages. Average number. Wages. Average number. Wages. Average number. Wages. Average number. Wages. Average number. Wages. Average number. Wages. 1,751 SI, 527, 793 1,167 $761, 304 1,150 $901, 624 2,694 $1, 735, 647 9,197 $6, 312, 119 338 $197,254 16, 137 $8, 495, 983 1 12 12 56 21 57 8 11 23 104 54 44 12 20 23 32 28 196 59 15 7 59 3 4 10 37 209 19 168 9 244 16 7 16 16 2 4 36 26 28 31 14 10, 960 0,930 64,673 24, 024 51, 621 7,740 9,857 20, 785 92,442 36, 362 32, 957 9,400 16, 041 26, 340 23, 862 23, 606 181,589 52, 190 13,145 6,190 51, 119 4,927 3,225 9,035 31,294 192,207 14,050 146, 168 9,364 188, 610 16, 271 6,660 13,573 14, 270 1,620 2,849 26, 791 26, 896 20,608 25,293 12, 350 9 2 48 10 15 4,790 1,682 38, 433 9,988 10, 400 1 900 16 16 101 37 54 10 10 30 191 52 67 10 32 25 29 40 242 67 24 10 112 4 17 6 67 678 19 231 16 351 27 8 19 18 2 2 29 49 23 37 16 8,210 6,233 74, 333 30, 737 38, 038 6,861 5,278 13, 156 124,463 27, 631 36, 182 5,852 17,039 16, 780 15, 900 26,531 153, 939 41,636 10,258 5,633 73, 824 4,407 11,190 3,735 86, 367 426, 410 6,268 141,326 11,420 218, 184 18, 410 4,214 6,988 10, 699 1,116 1,140 12, 962 35,880 13, 414 21, 713 11,290 56 14 437 37 163 10 17 33 732 219 121 10 98 97 39 262 1,532 273 98 5 271 8 52 19 423 1,660 8 664 43 1,228 87 10 67 51 17 3 31 73 19 108 112 39, 886 12, 069 354, 352 28, 601 105,406 8,006 7,912 19,535 498, 597 122,286 78, 901 6,680 67, 544 79,533 19, 993 169, 248 1,020,518 165,002 67,595 3,148 224, 502 9,932 34, 220 12, 447 245, 448 1,263,288 2,791 441,032 36,874 775, 201 55,285 6,690 33, 227 34, 892 10,698 1,806 15, 539 63,744 11, 358 84,656 74, 678 10 1 17 4 15 4,566 500 14,382 3,120 9,210 249 5 166 68 106 10 63 302 2,348 224 90 13 26 205 58 198 1,772 238 219 15 687 6 48 3 134 5,912- 20 650 24 647 293 31 79 58 11 7 159 88 35 681 199 114, 995 1,964 135, 852 42, 743 55, 046 5,075 22,185 165, 047 1, 118, 681 109, 167 37, 489 5,799 12,401 111, 687 31,889 111, 321 859, 667 110, 174 159, 674 5,453 539, 501 7,437 34; 477 976 76, 808 2, 860, 942 5,511 323,031 14,349 504,238 185,944 11, 607 32, 703 26,690 5,655 3,554 51,485 6S, 928 14, 094 413,064 99, 680 2 3 54 6 18 1 1 9 67 9 21 4 13 4 46 10 80 23 17 2 19 1 3 4 25 320 3 79 2 213 15 3 47,885 6,439 13,144 912 551 6,906 47,711 7,660 15, 330 3,780 7,752 3,240 33,528 6,840 54,317 18, 624 10,812 2,100 14,715 854 2,920 3,169 21,477 291,034 1,800 65,225 2,280 144,622 11,077 3,250 4 5 6 7 5 24 183 27 5 1 2 31 3 12 65 69 14 2 24 3 1 8,098 10,659 109, 655 18,987 2,820 720 1,120 21,016 1,200 8,640 49,493 43,270 10,884 913 16,912 2,708 900 3 28 14 6 13 1 7 1 1 1,557 15, 409 7,405 3,391 6,456 600 4,290 420 550 8 9 10 11 12 13 14 15 16 17 18 7 6 4 4 2 4,027 3,660 1,932 2,280 900 19 20 21 22 23 1 18 45 7 48 2 1 730 10, 900 30, 036 2,640 26, 369 1,186 493 '5 41 302 2 110 2 49 2 7 3 1 27,924 182,213 840 73,611 1,440 36,701 1,824 4,112 1,095 600 26 27 28 29 30 31 4 6 2,378 3,275 33 8 5,903 16 1 10 20 4 14 20 800 7,537 19,270 8,860 9,767 13,633 17 13 25 6 38 11 6,529 20, 560 2,880 24,928 7,759 14 11 4 34 7,081 7,600 2,100 17,821 38 39 40 41 7 7,717 1 1,320 5 2,895 27 17,133 7 1,916 28 10, 706 43 236 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL STATE AND LOCATION. UNITED STATES. ALABAMA. Total for state . Anniston, Oxford Birmingbam.Bessemer.PrattCity Decatur, New Decatur I . Gadsden, Alabama City, Attalla.. Huntsville, Dallas ." Mobile and vicinity Montgomery Selma Tuscaloosa ARIZONA. Total for territory , Phoenix. Tucson . . ARKANSAS. Total for state . Eureka Springs Fort Smith Port Smith, Van Buren. Hot Springs . Little Rock. . Pine Bluff ... Texarkana . . CALIFORNIA. Total for state . . Kern . Bakersfield, Fresno do Grass Valley, Nevada City Los Angeles do Los Angeles, Pasadena, South Pasadena. Los Angeles, Santa, Monica, Re- dondo and vicinity. Los Angeles, Santa Ana, Orange. Los Angeles Marysville, Yuba City Monrovia Monterey Oakland, Alameda, Berkeley, Hayward, Emeryville. Ontario Pasadena Paso Robles Petaluma Pomona Redlands Riverside Sacramento San Bernardino, Colton San Diego San Francisco do do San Francisco, San Mateo San Jose, Willow Glen San Jose, Santa Clara Santa Barbara Santa Cruz ....do , Santa Rosa Stockton Name of company. PERIOD COVERED BY REPORT. From- Anniston Electric and Gas Co Birmingham Railway, Light and Power Co Decatur Street Rwy. Co AlabamaCity, Gadsden and Attalla Rwy.Co Huntsville Railway, Light and Power Co. Mobile Light and R. R. Co Montgomery Street Rwy. Co , Selma Street and Suburban Rwy. Co Tuscaloosa Belt Rwy. Co , Phoenix Rwy. Co Tucson Street Rwy. Co . Citizens Electric Co Fort Smith Traction, Light and Power Co. Fort Smith and Van Buren Light and Tran- sit Co. Hot Springs Street R. R. Co Little Rock Traction and Electric Co Citizens Light and Transit Co Texarkana Rwy. Co Bakersfield and Kern Electric Rwy. Co Fresno City, Belmont and YosemiteR.R. Co Fresno R. R. Co Nevada County Traction Co , Los Angeles Electric Incline Rwy Los Angeles Rwy. Co Los Angeles and Pasadena Rwy. Co Los Angeles Pacific R. R. Co Pacific Electric Rwy. Co. (of Arizona) Los Angeles Traction Co Marysville and Yuba City Street R. R. Co. . Monrovia Street Rwy. Co Monterey and Pacific Grove Street Rwy. Co. Oakland Transit Consolidated Rwy. Co Ontario and San Antonio Heights Rwy. Co. Pasadena and Mt. Lowe Rwy. Co Paso Robles Street Car Co Petaluma Street Rwy. Co Pomona Street Rwy. Co Redlands Street Rwy. Co Riverside and Arlington Rwy. Co Sacramento Electric, Gas and Rwy. Co San Bernardino Valley Traction Co San Diego Electric Rwy. Co Geary Street, Park and Ocean R. R. Co California Street Cable R. R. Co Presidio and Ferries R. R. Co United Railroads of San Francisco San Jose R. R. Co San Jose and Santa Clara R. R. Co Santa Barbara Consolidated Rwy. Co Santa Cruz Electric Rwy. Co East Santa Cruz Street R. R. Co Santa Rosa Street Rwy. Co. 1 ' Stockton Electric R. R. Co Dec. July Jan. Aug. July Sept. Aug. July July 1,1901 1. 1901 1. 1902 1,1901 1,1901 1,1901 1, 1901 1,1901 1,1901 To— Nov. June Dec. July June Aug. July June June 30, 1902 30, 1902 31, 1902 31,1902 30, 1902 31,1902 31, 1902 30, 1902 30, 1902 Jan. Jan. 1, 1902 1,1902 Apr. 1, 1902 July 1,1901 July 1,1901 Jan. 1, 1902 July 1,1901 Feb. 11,1902 Julv 1,1901 Feb. Jan. Jan. Oct. Jan. Jan. Jan. 21,1901 1,1901 1,1901 1, 1901 1,1902 1, 1901 1, 1901 July 1,1901 Jan. Sept. May Jan. July Jan. June Jan. Aug. Dec. July July Jan. Feb. Mar. Jan. July July Jan. July Jan. Jan. Dec. July Jan. Jan. Jan. 1, 1901 1. 1901 1,1901 1. 1902 1,1901 1,1902 1, 1901 1, 1901 1,1901 1, 1901 1, 1901 1,1901 1,1902 1, 1901 1,1902 1,1902 1, 1901 1,1901 24, 1901 1. 1901 1. 1902 1, 1902 1, 1901 1. 1901 1. 1902 1, 1902 1, 1901 Dec. 31,1902 Dec. 31,1902 Dec. 31,1902 June 30, 1902 June 30, 1902 Sept. 30, 1902 June 30, 1902 Nov. 30,1902 June 30, 1902 Feb. 20,1902 Dec. 31,1901 Dec. 31,1901 Sept. 30, 1902 Dec. 31,1902 Dec. 31,1901 Dec. 31,1901 June 30, 1902 Dec. 31,1901 Aug. 31,1902 Apr. 30,1902 Dec. 31,1902 June 30,1902 Dec. 31,1902 May Dec. July Nov. June June Dec. Jan. Feb. Dec. June June Jan. June Dec. Dec. Nov. June Dec. Dec. Dec. 31, 1902 31. 1901 31,1902 30,1902 30. 1902 30. 1902 31,1902 31,1902 28. 1903 31, 1902 30, 1902 30, 1902 23, 1902 30, 1902 31, 1902 31, 1902 30, 1902 30, 1902 31, 1902 31, 1902 31, 1901 LENGTH, SINGLE- TRACK MILES. 122,576.99 =23,134.44 10.00 110. 00 3.03 6.70 4.62 37.60 20.00 5.87 7.00 Oper- ated. 12.00 5.10 l»51.33 3.17 7.57 1.36 9.28 20.70 7.75 M 2. 66 829. 10 2.15 2.50 2.90 5.10 .14 94.82 31.86 87.48 11.34 26.00 4.23 1.50 4.15 122.80 8.00 I'.. 64 2.60 1.81 2.56 7.27 9.62 23.60 7.62 16.60 7.68 10.86 9.01 248.95 15.16 18.12 8.50 5. 67 2.85 7.33 11.98 204. 72 10.00 110.00 3.03 6. 70 4.62 37.60 20.00 5.87 7.00 12.00 5.10 3.17 7.57 1.36 9.28 20.70 7.75 "2.66 839. 95 2.15 2.50 2. 90 5.10 .14 99.71 33.74 87.48 11.68 29.00 4.23 1.50 4.15 122. 80 8.00 6. 61 2.50 1.81 2. 56 7.27 9.52 23.50 7.62 16.60 8.42 10.86 9.01 248. 95 15.16 18.12 8.50 5.67 2.85 7.33 11.98 CAPITAL STOCK. Total par value. Authorized. $1,529,199,589 $1,315,572,960 7,736,900 136, 000 4, 500, 000 100, 000 100, 000 150, 000 2, 250, 000 350,000 126, 000 25,900 Issued. '100,000 50, 000 27, 500 200, 000 33, 000 100, 000 500, 000 200, 000 "4,800 51,392,434 250,000 2, 500, 000 200, 000 100, 000 60, 000 5, 000, 000 1,000,000 2, 500, 000 200,000 500, 000 50, 000 "8,000 180, 000 6,900,000 250, 000 600, 000 "8,000 60, 000 150, 000 200, 000 2, 500, 000 600, 000 500, 000 1,000,000 1, 000, 000 1,000,000 22, 150, 000 "235,934 500, 000 250, 000 500, 000 "27,000 "23,500 500, 000 7, 696, 900 136, 000 4, 600, 000 100, 000 60,000 150,000 2, 250, 000 350,000 125, 000 25, 900 127, 800 » 100, 000 27, 800 885, 300 27,500 200, 000 33, 000 100, 000 500,000 20,000 "4,800 46,022,099 45, 000 31,225 20, 550 100, 000 60, 000 5, 000, 000 1,000,000 1,500,000 200, 000 500,000 20,000 "8,000 90,000 6,900,000 250, 000 600, 000 "8,000 50, 000 150,000 81, 200 1,852,500 500,000 500,000 1,000,000 1, 000, 000 1, 000, 000 21, 857, 990 "235,934 500, 000 250, 000 600, 000 "27,000 "23,500 161, 200 1 Includes 4.20 miles lying outside of the United States. (See Maine and Texas.) * Exclusive of 15.95 miles shown in "owned and leased." Table 94, of which 11.48 miles is track duplicated in reports of different companies, and 4.47 miles is owned but not operated; but including 4.20 miles lying outside of the United States. 3 Capital reported for 980 companies only, and represents 22,389.04 miles of track owned by streetrrailway companies. * Exclusive of 3152,513,997, investments other than street railways and electric-light plants owned. 6 Exclusive of $949,116, investments other than street railways and electric-light plants owned. « Includes electric-light plant and other investments. 'Exclusive of $944,195, investments other than street railways and electric-light plants owned. 8 lncludes electric-light plant. •Not reported; obtained from street-railway journals and directories. GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902. 237 capital stock — continued. FUNDED DEBT. Total capital stock and funded debt outstanding. Capital iabilities per mile of single track owned. Common. Preferred. Amount authorized. Amount out- standing. Rates of inter- est, per cent. Par value. Dividends. Par value. Dividends. Authorized. Issued. Rate per cent. Amount. Authorized. Issued. Rate per cent. Amount. fcH OJ a 81,355,920,056 $1, 187, 642, 781 $28,737,887 $173,279,533 8127, 930, 179 $4,301,284 $1,341,429,727 $992, 709, 139 3 $2, 308, 282, 099 * $96, 287 0, 386, 900 6, 846, 900 1,350,000 1,350,000 81, 000 8,694,000 6, 678, 500 14,375,400 6 65,584 130, 000 3, 150, 000 100, 000 100, 000 150, 000 2, 250, 000 350, 000 125, 000 25, 900 150,000 136, 000 3, 150, 000 100, 000 60, 000 150,000 2, 250, 000 350, 000 125, 000 25, 900 127, 800 159,000 5, 400, 000 129, 500 4,500,000 5 5 265, 500 "9,000,000 100, 000 8 132, 000 o 300, 000 » 3, 647, 000 650, 000 145, 000 135,900 188, 950 26, 550 ' 73, 235 33, 003 19. 701 64,935 97, 253 32, 500 24. 702 19, 414 11,050 1 1,350,000 1,350,000 6 81,000 2 3 100, 000 150, 000 2,250,000 300,000 125, 000 110, 000 120, 000 72, 000 150, 000 1,397,000 300,000 20,000 110,000 61, 150 6 6 5,6 6 6 6 4 b 6 7 8 9 100, 000 50,000 1,065,300 100, 000 27, 800 885, 300 » 100, 000 20,000 1, 438, 000 ' 50, 000 11, 150 1,058,000 5 7 150,000 38, 950 1, 943, 300 12,600 7,637 "36,251 1 2 27,500 200,000 33,000 100,000 500,000 200,000 4,800 51,392.434 27, 500 200,000 33,000 100, 000 600, 000 20,000 4,800 46, 022, 099 55, 000 200, 000 33, 000 250, 000 750, 000 150, 000 55, 000 160, 000 33,000 200,000 610, 000 6 6 5 6 6 82, 500 • 360, 000 66,000 12 300, 000 1=1,110,000 8 20,000 4,800 76,561,699 26, 025 47,556 48, 529 32, 328 53, 623 2,581 1,805 15 90,166 1 1. 3 4 5 6 7 653, 412 47, 367, 000 30,539,500 250,000 2, 500, 000 200,000 100,000 60,000 5,000,000 1,000,000 2, 500, 000 200,000 500,000 50, 000 8,000 180, 000 6, 900, 000 250, 000 600, 000 8,000 45, 000 31,225 20, 650 100, 000 60,000 5,000,000 1,000,000 1,500,000 200, 000 500,000 20,000 8,000 90,000 6, 900, 000 250, 000 600, 000 8,000 250, 000 100, 000 5 145,000 31,225 20, 550 200, 000 69,500 9, 520, 000 2, 000, 000 12 3,000,000 260, 000 1,000,000 20,000 8,000 90, 000 iUl.333,000 8 250,000 1,041,000 8,000 10, 000 50,000 "254,000 181, 200 8 3,952,500 685, 000 500,000 121,671,000 121,900,000 121,150,000 1234,94S, 990 235, 934 750, 000 410, 000 540, 000 27, 000 23, 500 276,200 67,442 12,490 7,086 39,216 496,429 100,401 62, 775 34,294 22,928 38,462 4,728 5,333 21,687 92,288 31,250 156, 777 3,200 5, 525 19, 531 34,938 19, 034 "152,328 89, S95 30, 120 217, 578 174, 954 127, 636 140, 386 15, 563 41, 391 48,235 95,238 9,474 3,206 23,055 1 ? 3 2 1,500 1,200 100, 000 12,000 5,000,000 1,000,000 1, 500, 000 200,000 500,000 100, 000 9,500 4, 520, 000 1, 000, 000 1, 500, 000 60,000 500, 000 5 6 5 5 5 5 5, 6 4 5 fi 7 8 9 10 11 12 3j 3,300 13 6,500,000 4, 433, 000 5,6 14 15 600, 000 441, 000 4 16 17 "10,000 "10,000 IS 50, 000 150, 000 200,000 2, 500, 000 500, 000 500,000 1,000,000 1,000,000 1, 000, 000 22, 150, 000 235, 934 500,000 250, 000 500, 000 27,000 23, 500 500.000 60,000 150, 000 81,200 1, 852, 500 500,000 600, 000 1,000,000 1,000,000 1,000,000 21, 857, 990 235, 934 600, 000 250, 000 500,000 27, 000 23,500 161, 200 19 150, 000 200, 000 2,600,000 250,000 104,000 100, 000 2, 100, 000 185, 000 5,6 4,5 5,6 5 ?0 . ?1 U 6,104 00 ?3 •14 3} 8 28 2; 35,000 80,000 24, 000 496, 808 1,000,000 1,000,000 250,000 25,450,000 671,000 900, 000 150, 000 13,091,000 5 5 6 5,6 ?5 ::::; i i "6 i i 27 '..1 ' ! •is 29 i 250, 000 250, 000 280, 000 250, 000 160, 000 40, 000 6 5 6 30 i SI i i i 32 i ; 3.1 1 1 34 3* 5,500 i .: i 115, 000 ±15,666 6 35 i" Exclusive of 1 16 miles lying outside of state. Total owned and operated by companies in state, 52.49 miles. 11 Exclusive of $40,486, investments other than street railways and electric-light plants owned. "Includes investments other than street railways. is Includes 1.16 miles in Texas. 1* Cash investment. ., , , A . . . , . . . , M Exclusive of $1,805,168, investments other than street railways and electnc-ligbt plants owned. " Exclusive of $372,792, investments other than street railways and electric-light plants owned. ^Including Central Street Rwy. Co. and Union Street Rwy. Co. 238 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL 10 n 12 13 14 15 15a 15b 16 17 18 19 20 21 22 23 STATE AND LOCATION. COLORADO. Total for state . . . Boulder Colorado Springs, Cripple Creek, Victor. Colorado Springs, Colorado City, Manitou. Denver ....do Durango, Animas . Grand Junction . . . Pueblo CONNECTICUT. Total for state . Branford Bridgeport, Waterbury, Nauga- tuck, Greenwich, Derby, South Norwalk, Norwalk, Westport, Southington. Bristol, Plainville, Southington . Danbury, Bethel Greenwich Enfield, East Windsor Hartford, Farmington, Unionville Hartford, Glastonbury, Windsor. South Windsor, West Hartford Wethers field. Hartford, Manchester, Rockville Hartford, New Britain, Bristol, Plainville. Meriden, Southington Meriden, Wallingford Middletown, Portland New Haven New Haven, East Haven, Ham- den, North Haven. New London Norwich, New London, Mont- ville, Waterford. Norwich, Sprague Putnam, Thompson, Killingly . . Stamford, Greenwich Stamford, New Canaan Suffield j.... Torrington, Winchester . DELAWARE. Total for state . Wilmington, Newcastle, Dela- ware City. Wilmington and vicinity do DISTRICT OF COLUMBIA. Total for district Washington . do do do ....do ....do ....do ....do Name of company. Boulder Railway and Utility Co Colorado Springs and Cripple Creek Dis- trict Rwy. Co. 3 Colorado Springs Rapid Transit Rwy. Co.. Manitou Electric Railway and Casino Co. (lessor). Denver, Lakewood and Golden R. R. Co. 3 . . Denver City Tramway Co Durango Railway and Realty Co Grand Junction Street Car Svstem (munic- ipal). Pueblo Traction and Lighting Co Branford Lighting and Water Co Connecticut Railway and Lighting Co . Bristol and Plainville Tramway Co Danbury and Bethel Street Rwy. Co Greenwich Tramway Co Hartford and Springfield S/reet Rwy. Co. Farmington Street Rwy. Co Hartford Street Rwy. Co East Hartford and Glastonbury Street Rwy. Co. (lessor). Hartford, Manchester and Rockville Tram- way Co. South Manchester Light, Power and Tramway Co. (lessor). New York, New Haven and Hartford R.R. Co. (Berlin System). Meriden, Southington and Compounce Tramway Co. Meriden Electric R. R. Co Middletown Street Rwy. Co Manufacturers R. R. Co Fairhaven and Westville R. R. Co Winchester Avenue R. R. Co. (lessor) . West Shore Rwy. Co. (lessor) New London Street Rwy. Co Montville Street Rwy. Co Norwich Street Rwy. Co Peoples Tramway Co Stamford Street R.R. Co New York, New Haven and Hartford R. R. Co. (New Canaan Branch). Suffield Street Rwy. Co Torrington and Winchester Street Rwy. Co. Wilmington and New Castle Electric Rwy. Co. Peoples Rwy. Co Wilmington City Rwy. Co. .including Front and Union Streets Passenger Rwy. Co. Anacostia and Potomac River R. R. Co . Brightwood Rwy. Co Capital Traction Co City and Suburban Railway of Washington Columbia Rwy. Co Georgetown and Tennallytown Rwy. Co - Metropolitan R. R. Co Washington and Great Falls Electric Rwy. Co. PERIOD COVERED BY REPORT. June July Jan. May July Jan. Aug. June 1, 1901 1, 1901 1, 1901 1,1901 1, 1901 1,1901 1, 1901 1, 1901 July 1, 1901 July July 1, 1901 1, 1901 July 1,1901 July 1,1901 Aug. 14,1901 July 1, 1901 July 1,1901 July 1, 1901 July July July July July July July July July July July July July July July July July Feb. July 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1,1901 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1,1901 1,1902 1,1901 OCt. 1, 1900 June 1, 1901 Jan. 1, 1902 Jan. Jan. Jan. Jan. Jan. Jan. Jan. Jan. 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 To— 31, 1902 30, 1902 May June Dec. Apr. June Dec. July May June 30, 1902 30, 1902 30, 1902 31,1901 31, 1902 31, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30,1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30,1902 June 30, 1902 June 30,1902 June 30, 1902 Sept. 30, 1901 Mav 31, 1902 Dec. 31, 1902 Dec. 31, 1901 Dec. 31, 1901 Dec. 31, 1901 Dec. 31, 1901 Dec. 31, 1901 Dec. 31, 1901 Dec. 31, 1901 Dec. 31, 1901 i Capital reported for 8 companies only, representing 228.53 miles of track owned. (See note 5.) s Exclusive of 8210,062, Investments other than street railways and electric-light plants owned. 3 Primarily a steam railroad. * Includes investments other than street railways. «> Capitalization included in that of steam railroad. 6 Cash investment. ' Includes electric-light plant and other investments. « Capital reported for 25 companies only, representing 543.97 miles of track owned. (See note 5.) • Exclusive of $2,121,530, investments other than street railways and electric-light plants owned. LENGTH, SINGLE- TRACK MILES. Owned. 4.08 11.78 27.46 1.55 6.00 143. 77 2.39 1.25 36.25 6.51 159.28 7.92 11.73 5.76 13.47 10.80 77.47 10.20 17.34 .79 25.89 12.34 19.60 9.93 1.36 71.23 19.95 4.49 8.51 10.67 17.65 16.44 12.69 8.63 4.91 13.03 13.46 31.38 40.78 "146.17 18.10 11.69 "40.69 i«31.80 14.72 8.32 22.67 "13.98 Oper- ated. 234. 53 4. OS 11.76 6.00 143. 77 2.39 1.25 36.25 693. 43 6.51 159.28 7.92 11.73 5.76 13.47 14.60 93.92 18.13 25.89 14.39 19.50 9.93 1.36 95.67 8.51 13.51 17.65 16.44 12. 69 4.91 13.03 89.66 31.38 40.78 "152.87 22.90 11.69 "41.36 "32.62 14.72 8.32 23.08 "13.98 CAPITAL STOCK. Total par value. Authorized. '88, 185; 904 250, 000 660, 000 500, 000 125,000 ( 5 ) 5, 000, 000 250, 000 6 904 1, 500, 000 8 31,932,000 500, 000 15,000,000 1, 000, 000 323, 000 600, 000 500, 000 189, 000 2,000,000 600, 000 100, 000 ( 6 ) 500, 000 1,000,000 200,000 20, 000 5, 000, 000 1,000,000 200, 000 500, 000 300, 000 600, 000 400,000 200, 000 ( 6 ) 300, 000 1,000,000 2,270,000 250, 000 1, 500, 000 520, 000 17,704,000 2,000,000 204, 000 12,000,000 1,750,000 400, 000 200, 000 1,000,000 150, 000 Issued. '87,562,804 200, 000 560, 000 500, 000 125, 000 6, 000, 000 176, 900 «904 1,000,000 •25,211,640 300,000 15,000,000 50, 000 320, 000 125, 000 400, 000 189, 000 1,000,000 300, 000 10, 000 ( 5 ) 200, 000 1,000,000 135,000 20,000 3, 790, 400 800, 000 80, 000 250, 000 250, 000 250,000 400,000 92, 240 ( 6 ) 50, 000 200,000 2,264,990 244, 990 1, 500, 000 520,000 17,543,550 2, 000, 000 108, 500 12, 000, 000 1, 750, 000 400, 000 200, 000 998, 250 GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 239 capital stock— coutinued. FUNDED DEBT. Total capital stock and funded debt outstanding. Capital liabilities per mile of single track owned. Common. Preferred. Amount authorized. Amount out- standing. Rates of inter- est, per cent. Par value. Dividends. Par value.- Dividends. Authorized. Issued. Rate per cent. Amount. Authorized. Issued. Rate per cent. Amount. CD .a $7,961,904 $7, 338, S04 $181, 250 $224,000 $224, 000 $13, 065, 000 $8,395,560 1 $15, 958, 364 2 $68, 911 250, 000 336,000 500, 000 125,000 200, 000 336, 000 500, 000 125, 000 200,000 840, 000 500,000 25, 000 ( 5 ) 10,000,000 100, 000 833,560 500, 000 25, 000 5, 837, 000 5 5 6 6 300,000 1,393,560 n, 000, 000 U60.000 73, 529 118, 299 36, 417 96, 774 1 224,000 224, 000 ? 3 1 1,250 3a 4 5,000,000 250, 000 904 1,500,000 27,832,000 5, 000, 000 176,900 904 1,000,000 21,166,590 3 150, 000 5,6 10, 837, 000 "176,900 904 '2,100,000 842,645,140 75, 377 74, 017 723 57,931 » 74, 496 5 r, 7 3 30,000 275,062 1, 500, 000 24,801,000 1,100,000 17,433,500 5 8 4, 100, 000 4,045,060 500, 000 11, 000, 000 1,000,000 323, 000 600, 000 500, 000 189,000 2, 000, 000 300, 000 11, 000, 000 50, 000 320, 000 125,000 400, 000 189,000 1, 000, 000 400,000 15, 000, 000 200, 000 200, 000 400, 000 600, 000 300,000 9,350,000 67, 500 200, 000 150, 000 400, 000 5 4i,5,6 5 5 5 5 '600,000 '24,350,000 117,500 520,000 275, 000 800, 000 189,000 3, 500, 000 200, 000 500, 000 10,000 1065,093 152, 875 14, 836 44, 331 47, 743 59, 391 "14,583 45, 179 19,608 28,835 12,658 1 4, 000, 000 4,000,000 2 6 8 3,000 9,600 3 4 5 R 7 6 60, 000 3,000,000 200, 000 300,000 2, 500, 000 200, 000 200, 000 4 5 5 8 8ft 500, 000 100, 000 300, 000 10, 000 9 9ft ( 5 ) 200, 000 600, 000 200, 000 13, 000 1, 133, 000 500, 000 30, 000 150, 000 350, 000 350, 000 600,000 75, 000 ( 6 ) 150,000 150, 000 2,424,000 ( 5 ) 175, 000 500, 000 150, 000 13,000 1, 133, 000 500, 000 30,000 140,000 250, 000 350, 000 600, 000 75, 000 ( 5 ) 10 500, 000 1, 000, 000 200, 000 20, 000 5, 000, 000 1,000,000 200, 000 500, 000 300, 000 600, 000 400, 000 100,000 200, 000 1,000,000 135, 000 20, 000 3, 790, 400 800, 000 80, 000 250, 000 250, 000 250, 000 400, 000 47, 190 3 6,000 5 5 5 5 5 5 5 5 5 5 5 5 375,000 1,500,000 285, 000 33,000 4, 923, 400 1, 300, 000 110,000 390,000 500,000 600, 000 1,000,000 167, 240 30,389 76, 923 28,701 24, 265 i 2 45, 187 65,163 24, 499 45,828 46, 860 33,994 60,827 13, 179 11 V?. 13 14 3 5 5 5 6 4i 113,712 40, 000 4,000 12,500 15, 000 11, 250 15 15a 15h lfi 17 IS 19 100, 000 45, 050 20 21 300, 000 1,000,000 2,270,000 50,000 200, 000 2, 264, 990 50, 000 350, 000 4, 688, 990 10,183 26, 861 54, 772 ??, 150, 000 2, 424, 000 5 ''3 9,331 250, 000 1,500,000 520, 000 17,704,000 244,990 1,500,000 520, 000 17, 543, 550 6 "9,331 300,000 1,524,000 600, 000 10, 550, 000 300, 000 1,524,000 600, 000 9,280,000 5 5 4 544,990 3,024,000 1, 120, 000 26, 823, 550 40, 520 96, 367 27,464 165, 608 1 2 3 602, 827 2,000,000 204, 000 12, 000, 000 1, 750, 000 400, 000 200, 000 1,000,000 150,000 2, 000, 000 108, 500 12, 000, 000 1, 750, 000 400, 000 200, 000 998, 250 86, 800 3, 000, 000 350, 000 1, 500, 000 1, 750, 000 1, 000, 000 100, 000 2, 350, 000 500, 000 2, 250, 000 350, 000 1, 080, 000 1,750,000 1,000,000 100, 000 2, 350, 000 400, 000 5 6 4 5 5,6 6 5,6 6 4, 250, 000 458, 500 13,080,000 3,500,000 1,400,000 300,000 3, 348, 250 486,800 234,807 39,222 321, 455 110, 063 95, 109 36, 058 147, 695 34,821 1 2 4 480, 000 3 4 6 24,000 5 fi 9ft 98,827 7 8 io Exclusive of $176,243, investments other than street railways and electric-light plants owned, ii Exclusive of $31,500, investments other than street railways. 12 Exclusive of $1,704,734, investments other than street railways. "Stock not all issued at time dividend was declared. ..,.,.*.*.* "Exclusive of 19.40 miles lying outside of district, but including 8.60 miles in district owned by outside companies. Total owned by companies m the district, 161.97 miles; total operated, 168.67 miles. 16 Includes 3.65 miles in Maryland. i« Includes 9.53 miles in Maryland. "Includes 6.22 miles in Maryland. 240 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL 10 10a 10b lOe lOd lOe 11 11a 12 13 14 15 16 17 18 19 19a 20 21 23 23: i 24 25 26 27 28 29 30 31 STATE AND LOCATION. Name of company. FLORIDA. Total for state . . Fort Meade Jacksonville Key West Palatka Pensacola Tampa, West Tampa, Port Tam- pa, Fort Brook. GEORGIA. Total for state Athens Atlanta, Decatur, College Park. Augusta Augusta, Summerville . Columbus Covington, Oxford Macon and vicinity Rome Savannah and vicinity. Valdosta Washington IDAHO. Total for state . ILLINOIS. Total for state . . Alton, North Alton Aurora, Yorkville, Batavia, gin, Carpentersville. Bloomington, Normal Buffalo, Mechanicsburg. Cairo do Centralia, Central City.. Champaign, Urbana El- Chicago . do ... do... do... do... do... do... do... do... .do. .do. .do. .do. .do. .do. .do. .do. .do. Chicago; Hammond (Ind. ) Chicago, Evanston, Waukegan Chicago Chicago, Joliet . . . Chicago, Lemont. Chicago Danville, Germantown Danville, Westville Decatur East St. Louis East St. Louis, Belleville East St. Louis, Belleville, Ed- wardsville, Collinsville. East St. Louis; St. Louis (Mo.). . . Fort Meade Street Rwy. Co Jacksonville Electric Co " Key West Electric Co Palatka and Heights Street Rwy. Co... Pensacola Electric Terminal Rwy. Co . Tampa Electric Co * Athens Electric Rwy. Co Georgia Railway and Electric Co North Augusta Electric and Improvement Co.* Augusta Railway and Electric Co Columbus R. R. Co Covington and Oxford Street Rwy. Co Macon Railway and Light Co City Electric Rwy. Co Savannah Electric Co Valdosta Street Rwy. Co Washington Street Rwy. Co Boise Rapid Transit Co. Alton Railway, Gas and Electric Co Elgin, Aurora and Southern Traction Co. . . Bloomington and Normal Railway, Elec- tric and Heating Co. Mechanicsburg and Buffalo Street Rwy. Co. Cairo Electric Rwy. Co Egypt Electric Co Centralia and Central City Street Rwy. Co . Urbana and Champaign Railway, Gas and Electric Co. Chicago City Rwy. Co Chicago Union Traction Co Chicago Passenger Rwy. Co. (lessor) Chicago West Division R>y. Co. (lessor). North Chicago City Rwy. Co. (lessor) North Chicago Street R. R. Co. (lessor) .. West Chicago Street R. R. Co. (lessor) Chicago Consolidated Traction Co Chicago and North Shore Street Rwy. Co. (lessor). Calumet Electric Street Rwy. Co Chicago Electric Traction Co Chicago General Rwy. Co Chicago General Electric Rwy. Co Suburban R. R. Co Northwestern Elevated R. R. Co South Side Elevated R. R. Co Metropolitan West Side Elevated Rwy. Co. Union Consolidated Elevated Rwy. Co. (lessor). South Chicago City Rwy. Co Chicago and Milwaukee Electric Rwy. Co. Lake Street Elevated R. R. Co. (includes Chicago and Harlem R.R.). Chicago and Joliet Electric Rwy. Co Chicago and Des Plaines Valley Electric Rwy. Co. (lessor). Northern Electric Rwy. Co Danville Street Railway and Light Co Danville, Paxton and Northern R. R. Co . . Decatur Traction and Electric Co East St. Louis Rwy. Co St. Louis and Belleville Electric Rwy. Co.. East St. Louis and Suburban Rwy. Co St.LouisandEastSt.LouisElectricRwy.Co. July 1,1901 PERIOD COVERED BY REPORT. Jan. Mar. Julv Feb. July Jan. 1, 1902 1, 1902 1, 1901 1, 1901 1, 1901 1, 1902 Jan. July Nov. Jan. Feb. Jan. Jan. Jan. Jan. Jan. 1,1901 1,1901 1,1901 1, 1902 15, 1901 1, 1902 1,1901 1,1902 1,1902 1,1902 July 1,1901 July 1,1901 July 1,1901 June 1,1902 Mar. July July Jan. May Jan. Julv Julv July July July July Jan. Jan. May July July July July July July July July Apr. July July July July July Jan. Jan. Jan. July July July 1, 1901 1,1901 1. 1901 1. 1902 1, 1901 1,1901 1, 1901 1,1901 1, 1901 1,1901 1, 1901 1, 1901 1,1901 1, 1901 1,1901 1, 1901 1,1901 1, 1901 1,1901 1,1901 1,1901 1, 1901 1, 1901 1,1901 1, 1901 1, 1901 1,1901 1,1901 1, 1901 1,1901 1,1902 1,1902 1,1901 1,1901 1,1901 Dec. 31, 1902 Dec. 31, 1902 June 30, 1902 Jan. 31, 1902 June 30, 1902 Dec. 31, 1902 Dec. 31,1901 June 30,1902 oct. Dec. Feb. Dec. Dec. Dec. Dec. Dec. 31, 1902 31, 1902 14, 1902 31, 1902 31. 1901 31. 1902 31, 1902 31, 1902 June 30,1902 June 30, 1902 June 30,1902 Nov. Feb. 28 June 30 June 30 Dec. 31, Apr. 30, Dec. June June June June June June Dec. Dec. Apr. June June June June June June June June Mar. 31 June 30 June 30 June 30 June 30 June 30, Dec. 31' June 30 Dec. 31 June 30 June 30 June 1902 1902 1902 1902 1902 1902 1901 1902 1902 1902 1902 1902 1902 1901 1901 1902 1902 1902 1902 1902 1902 1902 19112 1902 1902 1902 1902 19112 1902 1902 1901 1902 1902 1902 1902 1902 June 30, 1902 LENGTH, SINGLE- TRACK MILES. Owned. 61.75 1.25 18.15 3.74 3. 50 9.00 26.11 6.53 150.00 31.02 17.00 2.25 30.07 6.28 53.05 2.08 1. 50 3.50 51,659.35 12.25 62.96 21.00 3. 70 5.67 4.00 3.42 9. (10 33.61 96.36 46.96 47.12 81.10 166. 24 14.92 °79.32 28.50 21.14 1.60 i»43.59 29. 57 21.08 38.42 43.00 20.97 38.92 23.97 4.00 12.60 13.60 13.50 19.95 21.49 63.60 12 2. 12 Oper- ated. 61.75 1.25 18.15 3.74 3.50 9.00 26.11 6.53 153. 00 31.02 17.00 2.25 30.67 6.28 63.05 2.08 1.50 .50 H.713.39 12. 25 62.96 21.00 3.70 5.67 4.00 3.42 9. 00 222. 50 305. 32 »80.94 26.88 25.74 1.50 1043. 59 30.37 23.06 41.34 38.42 44.50 26.49 4.00 12. 50 14.00 13.50 19.95 21.49 58.22 1=2.12 CAPITAL STOCK. Total par value. Authorized. $1, 94"9, 400 6,000 1, 000, 000 300, 000 10, 000 133, 400 600, 000 13, 029, 000 100, 000 6, 800, 000 1,000,000 250, 000 20, 000 1, 200, 000 100, 000 3,500,000 60, 000 9,000 200, 000 200, 000 205, 518, 173 300, 000 2, 000, 000 300, 000 12, 000 75, 000 40, 000 10, 000 200, 000 18, 000, 000 32, 000, 000 2,000,000 1,250,000 500, 000 10,000,000 20,000,000 15, 000, 000 650, 000 600, 000 250, 000 10,000,000 5,000,000 1,250,000 30, 000, 000 10,323,800 16, 500, 000 1, 000, 000 "2,000,000 1, 000, 000 10, 000, 000 2, 300, 000 1,100,000 60, 000 700, 000 250, 000 250, 000 1, 500, 000 750, 000 2,975,000 600, 000 Issued. SI, 949, 400 6,000 1,000,000 300, 000 10, 000 133, 400 500, 000 12, 957, 600 75, 000 6, 800, 000 1,000,000 250, 000 13, 600 1, 200, 000 60, 000 3, 600, 000 60, 000 9,000 55,300 55, 300 160,527,416 300, 000 2, 000, 000 250, 000 12, 000 52, 400 40,000 8,260 200, 000 18, 000, 000 32, 000, 000 1,340,300 1, 260, 000 500, 000 7, 920, 000 13,189,000 16, 000, 000 650, 000 500,000 260, 000 500,000 8,000 1, 250, 000 10,000,000 10, 323, 800 16, 208, 100 1, 000, 000 "1,603,800 1,000,000 10, 000, 000 2, 800, 000 1, 100, 000 50,000 700,000 250, 000 250, 000 1,500,000 750,000 2,975,000 500, 000 1 Includes electric-light plant. . . 2 Includes 5 miles in state owned by outside companies. Total owned by companies in state, 300.38 miles; total operated, 303.38 miles. 3 Includes electric-light plant and other investments. 4 See South Carolina. 6 Exclusive of 6.85 miles lving outside of state, but including 31 miles in state owned by outside companies. Total owned by companies in state, 1,635.20 miles, including 12.79 miles leased from steam railroad (see note 10) ; total operated, 1,689.24 miles. "Exclusive of $40,237,103, investments other than street railways and electric-light plants owned. GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 241 CAPITAL STOCK- -continued. FUNDED DEBT. Total capital stock and funded debt outstanding. Capital labilities per mile of single track owned. Common. Preferred, Amount authorized. Amount out- standing. Rates of inter- est, per cent. Par value. Dividends. Par value. Dividends. Authorized. Issued. Eate per cent. Amount. Authorized. Issued. Bate per cent. Amount. a S3 $1,749,400 $1, 749, 400 $40, 720 $200,000 $200, 000 $2,304,000 $1, 531, 000 1 $3, 480, 400 $56,363 6,000 800, 000 300,000 10, 000 133, 400 600, 000 9, 929, 000 6,000 800, 000 300, 000 10, 000 133,400 500, 000 9, 857, 600 12 720 6,000 1,700,000 i 500, 000 10, 000 387, 400 1 877, 000 3 26,039,100 4,800 93,664 133, 690 2,857 43,044 33, 689 86, 687 1 200, 000 200, 000 1,250,000 300, 000 700, 000 200, 000 5 5 2 3 4 254, 000 500, 000 17,700,000 254, 000 377, 000 13, 081, 500 5,6 6 6 8 40, 000 952 fi 3, 100, 000 3, 100, 000 $33, 000 100,000 5,000,000 1,000,000 250, 000 20, 000 900,000 100, 000 2, 500, 000 50,000 9,000 200,000 75, 000 5, 000, 000 1,000,000 250, 000 13, 600 900, 000 60, 000 2,500,000 50, 000 9,000 55, 300 400, 000 11,000,000 1,000,000 700, 000 200, 000 7, 850, 000 1, 000, 000 680, 000 6 5 5 5,6 1275,000 214,650,000 l 2, 000, 000 1930,000 13, 600 =1,951,500 U60,000 16,000,000 50,000 9,000 55,300 42,113 97, 667 64,475 54,706 6,044 63, 629 25,478 113, 101 24,038 6,000 15,800 1 1,800,000 1,800,000 2 3 4 7 952 5 300, 000 300, 000 6 18, 000 1,000,000 100, 000 3, 500, 000 751,500 100, 000 2,500,000 5 5 4,5,6 fi 7 1, 000, 000 1,000,000 IS 15, 000 8 9 10 200, 000 159, 518, 173 65, 300 134, 819, 316 55, 300 260, 085, 683 15, 800 "135,507 1 4, 484, 722 46, 000, 000 25, 708, 100 261,243 134, 616, 667 99, 558, 267 300, 000 2,000,000 300, 000 12,000 75,000 40,000 10, 000 200,000 18, 000, 000 20, 000, 000 2,000,000 1, 260, 000 500,000 10,000,000 20,000,000 15,000,000 650, 000 500, 000 260,000 10, 000, 000 5, 000, 000 1,250,000 5, 000, 000 10, 323, 800 7,500,000 1, 000, 000 2, 000, 000 1,000,000 10, 000, 000 2, 300. 000 1,100,000 50, 000 700, 000 250, 000 250, 000 1, 500, 000 750, 000 2,976,000 500,000 300, 000 2,000,000 250, 000 12, 000 52,400 40, 000 8,260 200, 000 18,000,000 20, 000, 000 1,340,300 1, 250, 000 500, 000 7, 920, 000 13,189,000 15,000,000 650, 000 600, 000 250, 000 600, 000 8,000 1, 250, 000 5, 000, 000 10, 323, 800 7,600,000 1,000,000 1,603,800 1,000,000 10, 000, 000 2,300,000 1, 100, 000 50, 000 700, 000 250, 000 260, 000 1,500,000 750, 000 2,975,000 500, 000 300, 000 2, 000, 000 300,000 300, 000 2, 000, 000 250, 000 5 5 5 600, 000 14,000,000 500, 000 12,000 7°, 600 s 40, 000 12, 260 '400,000 '18,000,000 '32,000,000 3,046,300 5, 320, 000 3, 500, 000 12,720,000 25,370,000 26, 770, 000 1, 325, 000 3, 500, 000 250,000 2,227,500 8,000 2, 500, 000 28, 387, 000 '11,073,800 27, 516, 100 1, 407, 000 3,166,800 2,000,000 15, 728, 050 4,300,000 2, 100, 000 100, 000 31,370,000 359, 000 461, 850 3,000,000 1, 500, 000 ' 5, 875, 000 1,000,000 48, 980 63, 532 23, 810 3,243 13,862 10,000 3,585 44,444 SO, 899 I 268, 577 161, 032 88,807 44,125 8,772 105, 369 5,333 81, 169 959, 993 525, 323 706,265 3, 702, 632 82, 426 46, 512 750, 026 110, 483 87, 610 25,000 109, 600 26, 593 34,211 150, 376 69, 800 109,608 471, 698 1 •? 3 4J 515 4 75, 000 26,200 6 5 fi 4,000 200, 000 4,000 200,000 5 5 7 2 9 4,000 1,620,000 8 9 12, 000, 000 12, 000, 000 10 5 35 30 12 6 67, 015 437,500 150, 000 950, 40J 791, 340 2, 000, 000 5, 000, 000 3, 000, 000 4, 800, 000 812,181,000 11,944,000 675, 000 3,000,000 1, 706, 000 4, 070, 000 3, 000, 000 4, 800, 000 8 12, 181, 000 11, 770, 000 675, 000 3,000,000 5 5 5 5 5 4;,5,6 G 5 10a 10b 10c lOd inp 11 6 39, 000 lla 1? 13 10,500,000 1,727,500 5,6 14 15 3,000,000 30, 000, 000 1, 500, 000 15,000,000 1,000,000 "5,050,000 1,500,000 7, 121, 000 2, 000, 000 1, 000, 000 50, 000 700, 000 250, 000 250, 000 1, 600, 000 750, 000 3, 000, 000 500, 000 1, 250, 000 18,387,000 760, 000 11, 308, 000 407,000 "1,563,000 1,000,000 5, 728, 050 2,000,000 1,000,000 50, 000 670, 000 109, 000 211, 850 1, 500, 000 750, 000 2, 900, 000 500, 000 5 4,5 4i 4 5 5 5 5 5,6 5 6 5 5 5 5 5 5 5 lfi 25, 000, 000 5,000,000 17 4 412, 952 IS 9,000,000 S, 708, 100 3 261, 243 19 19a 20 21 22 23 23a 24 25 26 27 28 29 30 1 31 'Includes investments other than street railways. s Includes $1,500,000, bonds of West Chicago Street R. R. Tunnel Co. "Includes .60 mile in Indiana. 10 Includes 12.79 miles leased from steam railroad. "Not reported; obtained from street-railway journals and directories. "Owned by bridge company; entire trackage is on bridge and includes .85 mile in Missouri. 242 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL STATE AND LOCATION. ILLINOIS— Continued. East St. Louis, Venice, Madison, Granite. Freeport Galesburg , Harvard; Walworth (Wis. ) Jacksonville Kankakee Kankakee, Bradley Lincoln Marion, Carterville, Spillertown Murphysboro Ottawa Peoria , do Peoria, Pekin Quincy Rockford do Springfield, Ridgely Streator INDIANA Total for state . . Brownstown . Columbus Evansville, Howell Fort Wayne Fort Wayne, Huntington Hammond , East Chicago, Whiting Indianapolis Indianapolis, Broad Ripple. Indianapolis, Shelbyville. . . Indianapolis, Greenfield Indianapolis, Anderson, Muncie, Marion, Alexandria, Elwood. Indianapolis, Greenwood, Frank- lin. Jeff ersonville, Port Fulton Kokomo Lafayette, West Lafayette, Sol- diers Home. Logansport do Madison, West Madison Michigan City New Albany do Richmond, Milton, Cambridge City. South Bend, Mishawaka, Elk- hart, Goshen. Terre Haute, Brazil Vincennes Wabash, Peru Washington IOWA. Total for state - Boone . Burlington Cedar Rapids, Marion Centerville Clinton Council Bluffs, East Omaha. Davenport; Rock Island, Mo- line (111.). Des Moines Des Moines, Colfax Dubuque Fort Dodge Fort Madison Independence Name of company. Granite City and St. Louis Rwy. Co Freeport Electric Co Galesburg Electric Motor and Power Co. . . Chicago, Harvard and Geneva Lake Rwy. Co Jacksonville Rwy. Co Kan kakee Electric Rwy. Co North Kankakee Electric Light and Rwy. Co Lincoln Street Car Co Coal Belt Electric Rwy. Co Murphysboro Street Rwy. Co Ottawa Railway, Light and Power Co Peoria and Prospect Heights Rwy. Co Central Rwy. Co Peoria and Pekin Terminal Rwy. Co Quincy Horse Railway and Carrying Co . . . Rockford Railway, Light and Power Co ... Rockford and Belvidere Electric Rwy. Co. Springfield Consolidated Rwy. Co Peoples Light and Rwy. Co Brownstown and Ewing Street Rwy. Co... John S. Crump Electric Street Railway and Light Plant. Evansville Electric Rwy. Co Fort Wayne Traction Co Fort Wayne and Southwestern Traction Co. Hammond, Whiting and East Chicago Electric Rwy. Co. Indianapolis Street Rwy. Co Broad Ripple Traction Co Indianapolis, Shelbyville and Southeast- ern Traction Co. Indianapolis and Eastern Rwy. Co Union Traction Co. of Indiana Indianapolis, Greenwood and Franklin R.R. Co. Jeffersonville City Rwy. Co Kokomo Railway and Light Co Lafayette Street Rwy. Co Logansport Rwy. Co Logansport, Rochester and Northern Trac- tion Co. Madison Light and Rwy. Co Lake Cities Electric Rwy. Co Highland R. R. Co New Albany Street R. R. Co Richmond Street and Interurban Rwy. Co. Indiana Rwy. Co Terre Haute Electric Co Vincennes Citizens Street Rwy. Co. Wabash River Traction Co Washington Street Rwy. Co Boone Electric Street Railway and Light Co. (including Boone Suburban Rwy.). Burlington Railway and Light Co Cedar Rapids and Marion City Rwy. Co Peoples Street Rwy. Co State Electric Co Omaha and Council Bluffs Railway and Bridge Co. Tri-City Rwy. Co Des Moines City Rwy. Co Interurban Rwy. Co Union Electric Co Fort Dodge Light and Power Co Fort Madison Street Rwy. Co Independence and Rush Park Street Rwy. Co. PEBIOD COVERED BY BEPOBT. June 1, 1902 Sept. July July Jan. July July Julv Sept. July Jan. Dec. Apr. July Jan. Jan. May Jan. 1, 1901 1, 1901 1,1901 1, 1901 1, 1901 1, 1901 1,1902 1, 1901 1. 1901 1,1902 1. 1900 1,1901 1,1901 1,1901 1,1901 1. 1902 1. 1901 Aug. 27, 1901 Julv July Nov. Jan. Jan. Apr. Jan. July Oct. July July 1, 1901 1, 1901 1, 1901 1,1901 1,1902 1,1901 1. 1901 1,1901 1. 1902 1, 1901 1, 1901 July 1,1901 July Jan. Feb. Apr. July Nov. Jan. July July July 1. 1901 1. 1902 1. 1901 1. 1902 1, 1902 1,1900 1, 1902 1, 1901 1,1901 1, 1901 Jan. 1, 1902 July Jan. Aug. Dec. 1. 1901 1. 1902 1, 1901 1, 1901 Jan. 1, 1901 Jan. Jan. July Jan. July 1, 1901 1, 1901 1. 1901 1. 1902 1, 1901 Oct. 1,1901 Jan. Jan. July July June Jan. 1, 1902 1, 1902 1, 1901 1, 1901 1, 1901 1, 1901 To- Dee. 1, 1902 Aug. 31, 1902 June SO, 1902 June 30, 1902 Dec. 31, 1901 June 30, 1902 June 30, 1902 Nov. 1,1902 June 30, 1902 June 30, 1902 Dec. 31, 1902 Nov. 30, 1901 Mar. 31, 1902 June 30, 1902 Dee. 31, 1901 Dec. 31,1901 June 30, 1902 Dec. 31,1901 June 30, 1902 June 30, 1902 June 30, 1902 Oct. 31,1902 Dec. 31,1901 June 30, 1902 Mar. 31,1902 Dee. 31,1901 June 30, 1902 Dec. 31,1902 June 30,1902 June 30, 1902 June 30,1902 June 30, 1902 Dec. 31,1902 Jan. 31,1902 July 31,1902 Dec. 31,1902 Oct. 31,1901 Dec. 31,1902 June 30, 1902 June 30, 1902 June 30, 1902 Dec. 31,1902 June 30, 1902 Dec. 31,1902 July 31,1902 Nov. 30,1902 Dec. 31,1901 Dec. 31,1901 Dec. 31,1901 June 30,1902 Dec. 31,1902 June 30, 1902 Sept. 30, 1902 Dec; 31,1902 Dec. 31,1902 June 30, 1902 June 30, 1902 May 31,1902 Dec. 31,1901 1 Cash investment. 2Not reported; obtained from street railway journals and directories. a Includes electric-light plant. * Includes 5.60 miles in Wisconsin. 'Includes 9.97 miles in state owned by outside companies. Total owned by companies in state, 646.6 "Includes investments other than street railways. ' Floating debt; stock and bonds not yet issued.. LENGTH, SINGLE- TKACK MILES. Owned. 13.25 7.50 17.00 *11.12 5.19 8.45 4.33 7.05 17.30 1.55 8.50 6.25 35.00 8.68 17.38 23.00 13.53 23.83 5.60 6 656. 63 1.00 4.40 30.50 32.00 109. 86 7.20 27.55 18.04 142. 92 1.79 10.75 14.66 6.16 6.00 4.00 2. 06 2. 00 6.11 30.50 48.75 38.09 8.00 19.85 3.95 »341.35 C.50 14.50 13.79 1.62 8.62 "32.40 12 50. 40 63.37 24.16 20.85 1.50 4.00 3.40 Oper- ated. 13.25 7.50 17.00 * 11. 12' 5.19 8.45 4.33 7.05 17.30 1.55 8.50 6.50 35.00 14.18 17.38 23.00 14.78 23.83 5.50 '679.47 1.00 4.40 30.50 32.00 26.62 24.90 109. 86 7.20 30.05 28.24 150. 06 1.79 10.75 14.66 6.16 6.00 4.00 2. 06 2. 00 6.11 30.50 48.75 38.09 8.00 19.85 3.95 » 350. 00 C.50 14.50 13.79 1.62 8.52 "33.40 12 50. 40 63.37 31.81 20.85 1.50 4.00 3.40 CAPITAL STOCK. Total par value. Authorized, $600, 000 121,456 2 210,000 150,000 75, 000 60, 000 100, 000 ■40,000 300, 000 19,250 150, 000 100, 000 750, 000 466, 667 600, 000 350, 000 200, 000 750, 000 150, 000 19, 474, 710 5,000 144,820 600, 000 2, 000, 000 1, 000, 000 =300,000 5, 000, 000 100, 000 600, 000 400,000 5, 000, 000 285, 000 50, 000 56,000 450,000 100,000 75, 000 100, 000 25,000 300, 000 600, 000 1,000,000 1,000,000 15, 050 350, 000 l 18, 840 11, 039, 700 200, 000 600,000 400, 000 12, 000 500, 000 1,500,000 1, 200, 000 1,305,000 608, 700 1,000,000 125, 000 100, 000 26,000 Issued. $500,000 121,456 2210,000 150,000 33,450 50, 000 32, 600 140,000 300, 000 19,250 150,000 100, 000 750, 000 400,000 600, 000 350,000 200,000 750, 000 150, 000 16, 935, 028 3,460 144,820 600, 000 2, 000, 000 4, 995, 500 100, 000 600, 000 400, 000 4,632,475 16, 000 66, 000 300, 050 100, 000 75,000 83,333 24, 500 400, 000 1,000,000 1,000,000 15,050 20, 000 118,840 10,541,200 95,000 600, 000 316, 000 12, 000 500, 000 1, 600, 000 1, 200, 000 1, 305, 000 508, 700 1, 000, 000 126,000 100,000 25,000 miles; total operated, 669.50 miles. GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 243 capital stock— continued. FUNDED DEBT. Total capital stock and funded debt outstanding. Capital liabilities per mile of single track owned. Common. Preferred. Amount authorized. Amount out- standing. Rates of inter- est, per cent. Par value. Dividends. Par value. Dividends. Authorized. Issued. Rate per cent. Amount. Authorized. Issued. Rate per cent. Amount. 3 8500,000 21,456 210, 000 160, 000 75, 000 60, 000 100, 000 40, 000 300, 000 9,250 160, 000 100, 000 750, 000 466, 667 600, 000 850, 000 200, 000 750, 000 150, 000 17,301,377 $500, 000 21,456 210, 000 150, 000 33, 450 60,000 32, 600 40,000 300, 000 9,250 160, 000 100, 000 750, 000 400,000 600,000 350,000 200, 000 750, 000 150, 000 15, 245, 887 \ $500, 000 $350, 000 5 8850, 000 21,456 "320,000 275, 000 78, 450 50, 000 57, 600 40, 000 525, 000 9,250 a 300, 000 100, 000 1,290,000 3 842,667 1,122,000 650, 000 400, 000 1,480,000 150, 000 40,077,505 $64,151 2,861 18, 824 24, 730 15, 116 5,917 13, 303 5,674 30, 347 5,968 35, 294 16, 000 36,857 97, 081 64,557 28, 261 29,564 62, 107 27, 273 61, 976 3? "VK 2 125, 000 125, 000 75, 000 2110,000 125, 000 45, 000 5 6 V S5 36 V 25,000 25, 000 7 38 39 300, 000 225, 000 5 40 ■11 150, 000 150, 000 5 49 43 750, 000 466, 667 550, 000 300, 000 200, 000 750, 000 150, 000 25, 602, 637 540, 000 442, 667 522, 000 300, 000 200,000 730, 000 5 I 5,6 5 4,6 44 45 2 812, 000 46 47 48 49 SO 82,173,333 81, 689, 141 $33,974 23, 142, 477 5,000 44, 820 600, 000 1, 000, 000 1,000,000 300, 000 5, 000, 000 100, 000 600, 000 400, 000 4,000,000 285,000 50,000 56, 000 410, 000 100, 000 3,460 44, 820 600, 000 1, 000, 000 3,460 44, 820 "1,687,000 3, 276, 000 1,100,000 400, 000 14, 742, 260 500, 000 1,100,000 850, 000 9, 604, 475 334, 080 16,000 6 126, 000 525, 050 225,000 111,994 »75,0O0 "108,333 73, 500 95, 643 400, 000 1, 900, 000 "2, 400, 000 65. 050 295, 000 18, 840 17,311,533 3,460 10, 186 55, 311 102,375 41,322 16,064 134, 191 69, 444 39, 927 47, 118 67, 202 17,583 8,939 11,721 35,815 36, 526 18, 666 18,760 52,589 36, 750 15,654 13,115 38, 974 63,009 8,131 14, 861 4,770 10 45,641 1 ? 1,200,000 1,500,000 2,000,000 2100,000 10,000,000 400, 000 500, 000 450, 000 6, 000, 000 300, 000 25,000 70, 000 225, 000 275, 000 '111,994 125, 000 100, 000 75,000 '95,643 1,087,000 1,276,000 '1,100,000 = 100,000 9, 746, 760 400, 000 500, 000 450, 000 4, 972, 000 8184,080 4 4 5 4,5 5 5 5 5,6 6 5 6 5 5 6 5 1 1,000,000 1,000,000 4 5 300, 000 4,995,500 100, 000 600, 000 400, 000 4,000,000 150,000 16, 000 56, 000 260, 050 100,000 6 8 9 in 1, 000, 000 632,475 5 31, 624 n l' 13 70, 000 225, 000 125,000 '111,994 14 40, 000 40, 000 6 2,350 15 16 17 75,000 66, 667 25,000 200,000 600, 000 1,000,000 1,000,000 15, 050 850,000 18, 840 10, 089, 700 75,000 66, 667 24,500 18 33, 833 16,666 25, 000 49, 000 '95,643 19 90 100, 000 21 400, 000 1, 000, 000 1,000,000 15, 050 20, 000 18,840 9,591,200 •n 1, 000, 000 1,500,000 100, 000 350, 000 900, 000 1,400,000 50,000 275,000 5 5 6 5 ■>3 •>4 ?5 'V. 77 107,660 950, 000 950.000 10, 000 10,030,000 6, 770, 333 200,000 600,000 400, 000 12,000 500,000 1, 600, 000 1,200,000 1, 055, 000 608,700 500,000 125,000 100,000 25,000 96,000 600,000 316,000 12, 000 600,000 1,600,000 1,200,000 1, 055, 000 608, 700 500, 000 125, 000 100, 000 26,000 125, 000 750, 000 250, 000 75,000 625,000 165,000 6 5 5 " 170, 000 3 1, 225, 000 481, 000 12, 000 656, 000 2, 150, 000 2,000,000 3,023,000 983, 700 13 1, 000, 000 3 200, 000 117,000 25,000 26,154 84,483 34, 880 7,407 76, 995 66,358 39,683 47,704 40, 716 47, 962 133, 333 29, 250 7,353 1 1 ? 4i 20 14, 220 2,400 3 4 225,000 750, 000 2, 000, 000 3, 000, 000 475, 000 156,000 650,000 800, 000 1,718,000 475, 000 6 5,6 5,6 5,6 5 5 1 6 10,000 72, 000 6 7 260,000 250, 000 S 9 500, 000 600, 000 in 75,000 26,000 75, 000 17,000 6 5 n 24 2,500 n 13 » Exclusive of 36 90 miles lying outside of state. Total owned by companies in state, 378.25 miles; total operated, 386.90 miles. "Exclusive of $47,704, investments other than street railways and electric-light plants owned. « Includes 4.40 miles in Nebraska. "Includes 31.00 miles in Illinois. "Includes electric-light plant and other investments. 244 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OE TRACK, CAPITAL STATE AND LOCATION. IOWA— Continued. Keokuk Marshalltown Mason City, Clear Lake Muscatine Ottumwa Red Oak Sioux City; South Sioux C'itv (Nebr.). Tama, Toledo Waterloo, Cedar Falls . KANSAS. Total for state . . . Arkansas City . Atchison Fort Scott Hutchinson lola, Laharpe Junction City, Fort Riley. Leavenworth Pittsburg, Frontenac Strong, Cottonwood Falls. Topeka Wichita Winfleld Name of company. Keokuk Electric Railway and Power Co. . Marshalltown Light, Power and Rwy. Co. Mason City and Clear Lake Traction Co . . Citizens Railway and Light Co Ottumwa Traction and Light Co Red Oak Street Rwy. Co Sioux City Traction Co Tama and Toledo Electric Railway and Light Co. Waterloo and Cedar Falls Rapid Transit Co. KENTUCKY. Total for state . Bowling Green Covington, Newport; Cincinnati (Ohio). Frankfort Henderson Lexington Lexington, Georgetown . Louisville Louisville, Anchorage . . . Louisville; New Albany (Ind.). Maysville Owensboro Paducah LOUISIANA. Total for state Baton Rouge . Lake Charles . New Orleans - do do do New Orleans, Gretna . Shreveport MAINE. Total for state . Augusta, Winthrop, Gardiner . Bangor, Brewer Bangor, Corinth, Glenburn Bangor, Orono, Old Town . . Bangor, Hampden 6 | Biddefonl, Sam, Old Orchard... 7 ! Calais. Milltown; St. Stephens | (X. B., Canada). Arkansas City Street Rwy. Co Atchison Railway, Light and Power Co . .' . . Fort Scott Consolidated Supply Co. — Street Railway Department. Hutchinson Street Rwy. Co Iola Electric R. R. Co Electric Railway and Ice Co Kansas City-Leavenworth R. R. Co. 5 Pittsburg R. R. Co The Consolidated Street Rwy. Co Topeka Rwy. Co Wichita Railroad and Light Co Union Street Rwy. Co Bowling Green Rwy. Co Cincinnati, Newport and Covington Rwy. Co. (South Covington and Cincinnati Street Rwy. Co.). Frankfort and Suburban Rwy. Co Henderson Street Rwy. Co Lexington Rwy. Co Georgetown and Lexington Traction Co. . . Louisville Rwy. Co Louisville, Anchorage and Pewee Valley Electric Rwy. Co. Kentucky and Indiana Bridge and R. R. Co . Maysville Street Railroad and Transfer Co. Owensboro City R. R. Co Paducah City Rwy. Co Baton Rouge Electric and Gas Co Lake Charles Street Rwy. Co St. Charles Street R.R. Co Orleans R. R. Co New Orleans Rwys. Co. 12 New Orleans and Carrollton Railroad, Light and Power Co. la Algiers, McDonoghville and Gretna R. R. Co Shreveport Belt Rwy. Co. (Shreveport Traction Co.) . Augusta, Winthrop and Gardiner Rwy. Co. Public Works Co. — Street Railway and Lighting Department. Penobscot Central Rwy. Co Bangor, Orono and Old Town Rwy. Co Bangor, Hampden and Winterport Rwy. Co. Biddeford and Saco R. R. Co Calais Street Rwy. Co PERIOD COVERED BY REPORT. From — Jan. July Aug. July Oct. 1,1902 1,1901 1, 1901 1, 1901 1, 1901 May 27,1901 June 1,1901 Feb. 1,1901 Jan. 1, 1901 July 1, 1901 July 1, 1901 July 1, 1901 Jan. 1, 1902 Dec. 27, 1901 July 1, 1901 July July July July July 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 Sept. 16,1901 Jan. 1, 1901 July July May June Jan. Dec. 1, 1901 1, 1901 1, 1901 1,1902 1, 1901 1, 1901 July 1, 1901 July 1,1901 Jan. 1, 1902 July 1,1901 July July July July July July July July 1901 1901 1901 1901 1901 1901 1,1901 1, 1901 July 1, 1901 July 1, 1901 July 1,1901 July 1,1901 July 1,1901 July July 1,1901 1, 1901 Dec. 31,1902 June 30, 1902 July 31,1902 June 30, 1902 Sept. 30, 1902 May 26,1902 May 31,1902 Jan. 31,1902 Dec. 31,1901 June 30,1902 June 30,1902 June 30,1902 Dec. 31,1902 Dec. 26,1902 June 30,1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 Sept. 15, 1902 Dec. 31,1901 June 30, 1902 June 30, 1902 Apr. 30,1902 July 17,1902 Dec. 31,1901 Nov. 30,1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, June 30, June 30, June 30, June 30, June 30, June 30, June 30, 1902 1902 1902 1902 1902 1902 1902 1902 June 30,1902 June 30,1902 June 30,1902 June 30,1902 June 30,1902 June 30,1902 June 30,1902 LENGTH, SINGLE- TRACK MILES. Owned. 0. 50 3.60 17.34 8.60 10.00 1.20 z 43. 00 3.00 5.50 9. 00 9. 00 7.83 8.25 4.60 39.00 11.75 2.05 28.63 18.50 6.25 4.00 "50.00 7.26 5.50 15.13 12.08 142. 00 14.10 "5.13 4.25 8.50 16.00 198. 52 3.75 2.11 18.57 11.21 115. 00 35.63 3.55 8.80 " 328. 50 13.11 10.80 27.31 16.70 5.40 8.15 "7.10 Oper- ated. 6.50 3.60 17.34 8.60 10.00 1.20 2 43. 00 3.00 4196.81 5. 50 9.00 9.00 7.83 8.' 25 4.50 39.00 11.75 2.05 28.63 18.50 6.25 '296.76 4.00 '56.00 7. 26 5.50 15.13 13.08 142. 00 18.60 "6.04 4.25 8.50 16.00 3.75 2.11 18.57 11.53 115. 00 35.53 3.55 13.11 10.80 27.59 16.70 7.02 8.15 "7.10 CAPITAL STOCK. Total par value. Authorized. $400, 000 334, 000 200, 000 200, 000 500, 000 50, 000 1, 200, 000 80, 000 600, 000 6, 027, 000 100, 000 100, 000 75,000 100, 000 150, 000 50,000 3,750,000 125, 000 10, 000 1,250,000 300, 000 H7.000 12,355,000 20, 000 4, 500, 000 10, 000 50, 000 S00, 000 250, 000 6, 000, 000 350, 000 75, 000 50, 000 50, 000 200, 000 12,569,700 50, 000 50, 000 1,000,000 234, 700 7, 500, 000 3, 500, 000 35, 000 200, 000 6,444,300 150,000 600, 000 250, 000 125, 000 500,000 100,000 100,000 Issued . $400, 000 167, 000 200,000 200, 000 500, 000 7,500 1, 100, 000 80, 000 600, 000 5, 912, 000 50, 000 100, 000 75, 000 45, 000 150, 000 40, 000 3,750,000 125, 000 10, 000 1,250,000 300, 000 617,000 20, 000 3,500,000 5,000 50, 000 800, 000 250, 000 6,000,000 350, 000 75, 000 30, 900 50, 000 200, 000 12,484,900 50, 000 11,900 953, 300 234, 700 7, oOO, 000 3, 500, 000 35, 000 200, 000 5, 053, 055 1 Includes electric-light plant. - Includes 1.50 miles in Nebraska. s Includes investments other than street railways. * Includes 45.55 miles in state owned bv outside companies. Total owned and operated by companies in state, 150.26 miles, s This company failed to make a report; the information given was obtained from street-railway journals and directories. 6 Cash investment. ' Exclusive of 6.47 miles lying outside of state, but including 6.87 miles in state owned by outside companies. Total owned by companies in state, total operated, 296.36 miles. 8 Includes electric-light plants and other investments. 9 Includes 6 miles in Ohio. 120, 000 648, 989 250, 000 125, 000 60, 000 50, 000 I 100,000 183.95 miles'. GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 245 capital stock— continued. FUNDED DEBT. Total capital stock and funded debt outstanding. Capital labilities per mile of single track owned. Common. Preferred. Amount authorized. Amount out- standing. Rates . of inter- est, per cent. Par value. Dividends. Par value. Dividends. Authorized. Issued. Rate per cent. Amount. Authorized. Issued. Rate per cent. Amount. 3 3 •A $400, 000 334, 000 200, 000 200, 000 300, 000 50, 000 1,200,000 80,000 600, 000 6, 027, 000 $400, 000 167, 000 200, 000 200, 000 300, 000 7,500 1,100,000 80,000 600,000 5, 912, 000 $250, 000 100, 000 100, 000 135, 000 300, 000 $250, 000 93, 333 91, 000 135, 000 300, 000 5 6 fi 5 5 i $650, 000 i 260, 333 291, 000 335, 000 i 800, 000 7,500 s 1, 850, 000 1 100, 000 975, 000 i 7, 027, 000 $100, 000 72, 315 16, 782 38,953 80, 000 6,250 43,023 33, 333 24, 375 46, 766 14 2 . $3, 340 IS 16 17 $200, 000 $200, 000 5 $10, 000 18 19 750,000 20, 000 700, 000 3,375,000 750,000 20, 000 375, 000 1,115,000 6 6 5,6 ?0 4 3,200 n ??. 4,000 100, 000 100,000 75, 000 100, 000 150, 000 50,000 3, 750, 000 126,000 10,000 1, 250, 000 300, 000 17, 000 9, 855, 000 50, 000 100, 000 75, 000 45, 000 150, 000 40, 000 3, 750, 000 125, 000 10, 000 1, 250, 000 300, 000 17, 000 8, 830, 900 50,000 150, 000 125, 000 45, 000 300, 000 80,000 3, 750, 000 1250, 000 10, 000 1, 700, 000 1550,000 17,000 8 23,535,200 9,091 16, 667 13,889 5,747 36,364 17, 778 96,154 21,277 4,878 59, 378 29, 730 2,720 82,885 i 4 4,000 50,000 60,000 100, 000 150, 000 40, 000 2,000,000 126, 000 50,000 50,000 6 5 2 3 4 150, 000 40, 000 6 5 5 6 7 125, 000 5 8 9 600,000 250, 000 450, 000 250, 000 4i 5 1(1 11 12 246, 000 2, 500, 000 2,500,000 125,000 14, 930, 000 12, 204, 300 20, 000 4,500,000 10, 000 50,000 800, 000 250,000 3,500,000 350,000 75,000 60,000 50, 000 200, 000 7, 469, 700 20,000 3,500,000 5,000 50,000 800, 000 250, 000 3, 500, 000 350, 000 75, 000 30,900 50, 000 200, 000 7, 384, 900 20, 000 4, 000, 000 30, 000 60,000 1, 500, 000 250, 000 8,000,000 500, 000 50, 000 20, 000 100, 000 400,000 10, 929, 000 20, 000 3, 600, 000 30,000 60, 000 875, 000 200, 000 6, 349, 300 500, 000 50, 000 20, 000 100, 000 400,000 10, 010, 000 5 5,6 6 6 5,6 5 4i,5,6 5 4 6 6 6 40, 000 7, 100, 000 35,000 110, 000 1 1, 675, 000 450, 000 3 12, 349, 300 850, 000 125, 000 50, 900 150, 000 i 600, 000 » 22, 494, 900 10, 000 142, 000 4,821 20, 000 110, 707 37,252 86, 967 60,284 24, 366 11, 976 17,647 37,500 113, 313 1 3 10 90,000 ?, 3 4 2 16, 000 5 6 4 140, 000 2, 500, 000 2, 500, 000 5 125, 000 7 8 9 10 11 12 107, 198 5,100,000 5, 100, 000 255,000 50,000 50,000 1, 000, 000 234, 700 5,000,000 900, 000 35, 000 200,000 6, 444, 300 50,000 11, 900 953, 300 234,700 6, 000, 000 900, 000 35, 000 200,000 5, 053, 055 45,000 41,000 5 i 91, 000 11, 900 1, 253, 300 634, 700 14, 02O, 000 6, 249, 000 35,000 200, 000 11,208,055 24,267 5,640 67,491 56, 619 121, 913 175, 880 9,859 1 ?. 6 57, 198 600, 000 400, 000 6,600,000 3, 284, 000 300, 000 400,000 6, 520, 000 2, 749, 000 4 6 4,5,6 5,6 3 4 1 60,000 2,500,000 2, 600, 000 2, 500, 000 2,600,000 5 5 125, 000 130, 000 5 6 7 22,727 , 8 67, S29 7,213,000 6, 155, 000 1° 32, 116 150, 000 600, 000 250, 000 125, 000 500, 000 100,000 100, 000 120, 000 548, 989 250, 000 125,000 60, 000 50, 000 100, 000 2 2,400 250, 000 600, 000 250, 000 125,000 40, 000 150, 000 100, 000 250, 000 596, 000 250, 000 126, 000 40, 000 150, 000 100, 000 4,6 5 5 6 5 4 5 3 370,000 11,144,989 500, 000 250,000 100,000 200, 000 200, 000 28,223 "79,601 18, 308 14, 970 18, 5B 24,540 28,169 1 2 R 4 5 fi 7 ,-, "Dividend on $3,000,000 only. '. n jsk isThis'is a* combined report of the New Orleans City Railroad Company for 9 months, and the New Orleans Railways Company for 3 months. "This is a combined report of the New Orleans and Carrollton Railroad Company for 6 months, and the New Orleans and Carrollton Railroad, Light i P °^4 ExXsive y of°3 r 05 miles lying outside of state. Total owned by companies in state, 331.55 miles; total operated, 333.45 miles, w Exclusive of $559,960, investments other than street railways and electric-light plants owned. « Exclusive of $285,300, investments other than street railways and electric-light plants owned. " Includes 3.05 miles in New Brunswick, Canada. 1165—05- -17 246 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL 9 10 11 12 13 14 15 16 16a 17 18 19 3a 3b 4 5 6 7 8 9 10 4a 6 5b 5c 5d 5e 5f 6 STATE AND LOCATION. MAINE— Continued. Fairfield, Benton Fryeburg Kennebunkport Lewiston, Bath, Brunswick . Norway, South Paris Portland Portsmouth (N. H. ), Kittery, York. Rockland, Thomaston, Camden, Rockport. Sanford, Kennebunk Cape Porpoise Skowhegan, Norridgewock Skowhegan, Madison. Waterville, Fairfield . MARYLAND. Total for state Baltimore, Emory Grove, Brook- lyn, Ellicott City. Cumberland Frederick, Middletown, Myers- ville. Chevy Chase, Kensington . Frostburg and vicinity Hagerstown, Williamsport, Funks- town. Washington (D. C), Takoma Washington (D. C), Glen Echo.. Washington (D.C.), Halpin.Rock- ville. Washington (D. C), Woodside, Forest Glen. MASSACHUSETTS. Total for state . Amesbury; Hampton (N. H.) . Amherst, Sunderland Attleboro, North Attleboro, Wrentham; Pawtucket (R. I.). Boston, Arlington, Concord, New- ton, Waltham, Watertown, Woburn. Boston, Brockton, Quincy, Taun- ton, Fall River; Providence (R.I.). Boston, Andover, Chelsea, Ever- ett, Gloucester, Haverhill, Law- rence, Lynn, Maiden, Marble- head, Peabody, Reading, Salem, Woburn; Nashua (N. H.). Boston, Cambridge, Chelsea, Everett, Maiden, Medford, Newton, Somerville, Brook- line, Watertown. Name of company. .Co. Street Benton and Fairfield Rwy Fryeburg Horse R. R. Co Atlantic Shore Line Rwy. Co Lewiston, Brunswick and Bath Rwy. Co. Norway and Paris Street Rwy. Co Portland R. R. Co.' Portsmouth, Kittery and York Street Rwy. Co. Rockland, Thomaston and Camden Street Rwy. Co. Sanford and Cape Porpoise Rwy. Co Mousam River R. R. Co. (lessor) Skowhegan and Norridgewock Railway and Power Co. Somerset Traction Co Waterville and Fairfield Railway and Light Co. United Railways and Electric Co . Cumberland Electric Rwy. Co Frederick and Middletown Rwy. Co. Frederick City Suburban Rwy .Co. ( lessor) . Myersville and Catoctin Rwy. Co. (lessor) . Kensington Rwy. Co Cumberland and WesternportElectricRwy. Co. Hagerstown Rwy. Co Baltimore and Washington Transit Co. Washington and Glen Echo R. R. Co . . Washington and Rockville Rwy. Co . . . Washington, Woodside and Forest Glen Railway and Power Co. Amesbury and Hampton Street Rwy. Co. See Exeter, Hampton and Amesbury Rwy. Co. of Exeter, N. H. Amherst and Sunderland Street Rwy. Co . . Interstate Consolidated Street Rwy. Co Lexington and Boston Street Rwy. Co Concord and Boston Street Rwy. Co. (lessor). Old Colony Street Rwy. Co Newport and Fall River Street Rwy. Co. (lessor). Boston and Northern Street Rwy. Co East Middlesex Street Rwy. Co. (lessor) .. Boston and Chel6ea R. R. Co. (lessor) Winnisimmet R. R. Co. (lessor) Boston and Revere Electric Street Rwy. Co. (lessor). Gloucester and Rockport Street Rwy. Co. (lessor). Nashua Street Rwy. Co. (lessor) Boston Elevated Rwy. Co West End Street Rwy. Co. (lessor) Oct. 1, 1901 PERIOD COVERED BY REPORT. From- July 1,1901 July 1,1901 July 1, 1901 July 1,1901 July 1, 1901 July 1, 1901 July 1,1901 July 1, 1901 July July July July July 1, 1901 1, 1901 1,1901 1, 1901 1, 1901 Jan. 1, 1901 July July 1901 1901 July 1, 1901 July 1, 1901 Sept. 13, 1902 Apr. 24, 1902 Jan. 1, 1901 Jan. Jan. Jan. 1, 1902 1, 1901 1, 1901 Jan. 1, 1901 Oct. Jan. 1,1901 1,1901 Oct. 1,1901 Sept. 30, 1901 Oct. 1, 1901 July 1, 1901 Oct. 1, 1901 Oct. 1, 1901 Oct. 1,1901 Oct. 1, 1901 Oct. 1,1901 Oct. 1,1901 July 1, 1901 Oct. 1, 1901 June 30,1902 June 30,1902 June 30,1902 June 30,1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 Dec. 31, 1901 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 Jan. 3, 1903 June 30, 1902 Dec. 31, 1901 Dec. 31,1902 Dec. 31,1901 Dec. 31,1901 Dec. 31,1901 Sept. 30, 1902 Dec. 31,1901 Sept. 30,1902 Oct. 19,1901 Sept. 30,1902 June 30,1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30,1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 June 30,1902 Sept. 30,1902 Sept. 30, 1902 LENGTH, SINGLE- TRACK MILES. Owned. 4.37 3.00 1.58 66.18 2.14 89.63 15.70 21.64 21.92 3.47 5.85 12.68 4.82 365.12 7.07 8.76 .SI 5.11 2.53 S.72 13.70 '2.00 "10.40 10.90 "2,507.58 14.87 13 27. 64 2.43 359.53 15 19. 73 383.20 19.39 4.15 2.19 3.S5 1.57 "15. 52 " 20. 58 374.69 Oper- ated. 4.37 3.00 1.58 56.18 2.14 89.63 15.70 21.64 25.39 * "b. 85 12. 68 4.82 365. 12 7.07 14.68 2. 53 8.72 13.70 '2.00 8 11. 69 10.90 2.72 "2,578.42 14.87 18 27. 64 1«440.38 17 404. 94 CAPITAL STOCK. Total par value. Authorized. $20, 000 6,000 500, 000 638,300 25, 000 2,000,000 230,000 300,000 250, 000 200, 000 50,000 200,000 200, 000 39, 855, 000 38, 000, 000 100, 000 100, 000 5,000 50,000 25, 000 1,000,000 200, 000 100, 000 200,000 60,000 25,000 70,115,000 93,000 380,000 50,000 5,781,000 750,000 6,523,000 300, 000 300,000 75,000 60,000 80, 000 325,000 20,000,000 16,400,000 $20, 000 5,175 30, 000 627, 100 25, 000 1,999,591 221, 400 250, 000 249,000 91,800 50, 000 30,000 200, 000 16,036,006 15,073,306 100, 000 43, 600 4,200 22, 000 18, 000 200, 000 200, 000 100, 000 200, 000 50,000 25,000 59,378,602 93, 000 380, 000 525,000 50,000 5,777,700 760,000 6,143,000 297, 700 121,000 60,000 60,000 30, 000 300,000 12,883,310 15,485 000 Co. i Includes Portland and Yarmouth Elec. Rwy. Co., Portland and Cape Elizabeth Elec. Rwy. Co., and Westhrook, Windham and Naples Elec. Rwy. 2 Includes investments other than street railways. s Includes electric-light plant. < Exclusive of $268,550, investments other than street railways and electric-light plants owned. 6 Exclusive of 1.80 miles lying outside of state, but including 19.40 miles in state owned by outside companies. Total owned by companies in state, 437.84 miles; total operated, 439.03 miles. . • Exclusive of $30,000, investments other than street railways and electric-light plants owned. ' Includes .50 mile in District of Columbia. 8 Includes 1.30 miles in District of Columbia. s> Exclusive of 41.26 miles lying outside of state, but including 23.19 miles in state owned by outside companies. Total owned by companies in state, 2,525.65 miles; total operated, 2,596.49 miles. GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 247 capital stock— continued. FUNDED DEBT. Total capital stock and funded debt outstanding. Capital liabilities per mile of single track owned. Common. Preferred. Amount authorized. Amount out- standing. Rates of inter- est, per cent. Par value. Dividends. Par value. Dividends. Authorized. Issued, Rate per cent. Amount. Authorized. Issued. Rate per cent. Amount. $20, 000 6,000 600, 000 638, 300 25, 000 2,000,000 230,000 300,000 250,000 200,000 50,000 200,000 200,000 25,855,000 $20,000 5,175 P0, 000 627, 100 25,000 1,999,691 221, 400 250,000 249,000 91,800 50,000 30,000 200,000 15,962,700 $20, 000 5,175 30, 000 1,627,100 43, 000 2 3,949,591 421, 400 3 1, 050, 000 495, 000 156, 800 100, 000 2105,000 '440,000 68,395,200 $4,577 1,725 18, 987 28,962 20. 093 44,066 26,841 * 36, 111 22, 582 45, 187 17. 094 8,281 91, 286 • 156, 142 R 9 10 $1,000,000 18,000 3,000,000 200,000 800, 000 250,000 65,000 50,000 75,000 240,000 53,480,000 ... $1,000,000 18,000 1,960,000 200, 000 800,000 246,000 65,000 50,000 75,000 240,000 52, 359, 194 5 5 31 to 5 6 4to6 5 6 6 5 5,6 11 12 li, 3 21 $59, 898 5,531 13 14 In If: 16a 17 18 19 4,420 $14,000,000 $73,306 24,000,000 100,000 100, 000 5,000 50,000 25,000 1,000,000 200, 000 100,000 200,000 50,000 25,000 63,715,000 15,000,000 100,000 43,500 4,200 22, 000 18, 000 200, 000 200, 000 100, 000 200,000 50, 000 25,000 52, 978, 602 14,000,000 73, 306 52,000,000 75,000 70,000 51,381,694 75,000 70,000 4,41,5,6 5 5 66,455,000 175,000 113, 500 4,200 57, 000 30, 500 400, 000 > 400, 000 150,000 450,000 95,000 65,000 i»97,345,544 182,009 • 20, 509 12, 957 5,185 11,165 12,055 45, 872 29, 197 75,000 43,269 8,716 23, 897 ii 39, 067 1 4 4,000 2 3 10 420 3a 35, 000 15, 000 250, 000 200, 000 500, 000 250, 000 45,000 40,000 40,823,000 35, 000 12, 500 200, 000 200, 000 50, 000 250, 000 45,000 40,000 37,966,942 5 6 5 6 5 6 5 6 fit! 4 5 6 7 8 9 10 2,670,455 6,400,000 6,400,000 $512,000 93,000 380,000 525,000 50,000 5,781,000 750, 000 6,523,000 300, 000 300,000 75,000 60,000 ' 30, 000 325,000 20,000,000 10,000,000 93,000 380,000 525, 000 50,000 5, 777, 700 750,000 6,143,000 297, 700 121,000 50,000 50,000 30, 000 300,000 12, 383, 310 9,085,000 4 "2,020 51, 500 150,000 350,000 51,500 150, 000 350,000 5 4 4J 144, 500 "630,000 875, 000 50,000 10,446,700 31,293,500 14,587,500 517,700 121,000 50,000 84,000 30,000 460,000 12,383,310 30,151,000 9,718 19, 175 28,428 20, 576 29,057 65, 560 38,068 26, 699 29, 157 22,831 21, 818 19,108 28, 995 ii 591, 414 80, 491 1 2 3i "15,063 3 3fl 5 6 6 10 6 6 5 6 5 6 7 288, 885 12 39,210 12 367,380 29,770 7,260 3,000 2,600 1,800 15,000 "600,000 636,950 5, 950, 000 650,000 9,939,500 220,000 4,669,000 543,500 8,444,500 220,000 41,5,6 5,6 5,6 4,5 4 4a 5 5b So 50, 000 34,000 5 Sri fip 150,000 150, 000 4 fif 6 6, 400, 000 6, 400, 000 8 512, 000 14,666,000 14,666,000 4,41,5 6a i°Capital reported for 92 companies only, representing 2,486.32 miles of track owned. (See note 3, page46.) In addition to capital stock and funded debt these companies have bills payable amounting to $16,241,821; total of capital liabilities and bills payable, $113,375,354, or $45,600 per mile of track owned. (See note 14; note 1. page 248; and note 2, page 250.) , ii Exclusive of $212,011, investments other than street railways and electric-light plants owned. 12 Part of capital stock issued during the year reported. 13 Includes 6.01 miles in Rhode Island. "This company has also a large floating debt, is Includes 19.73 miles in Rhode Island. m Includes 15.52 miles in New Hampshire. " Includes 16.02 miles elevated. 248 6b 7 10 11 12 13 14 15 16 17 19 20 21 22 23 24 25 25a 26 27 28 32 33 34 30 37 37a 40 41 42 43 44 44a 45 40 IK 49 50 51 62 53 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TEACK, CAPITAL STATE AND LOCATION. MASSACHUSETTS— Continued. Woburn, Billerica Braintree,W r eymoutb,Hinghain, Hull, Cohasset. Canton, Stoughton Cheshire, Adams, North Adams, Williamstown. Concord, Maynard, Hudson Conwav, Deerfield Cottage City Dedham, Medfield , Deerfield , Greenfield Rehoboth, Swansea, Seekonk Fall River, Westport, New Bed- ford, Dartmouth Fitchburg, Leominster, Lunen- burg. Framingham , Gardner, Westminster, Fitchburg Greenfield, Montague , Haverhill Haverhill, Groveland, George- town. Haverhill, Merrimac, Amesbury, Salisbury, Newburyport. Holyoke, Chicopee, Northamp- ton, South Hadlev. Lawrence, Andover, North Read- ing, Reading. Lawrence, Methuen Lawrence, Middleton, Danvers, Peabody, Salem. Mansfield, Foxboro, Wrentharn, Walpole, Norwood. Marlboro, Hudson, Framingham Marlboro, Westboro, North Graf- ton. Medfield. Medway, Franklin M idd leboro, Rochester, Wareham MiUord, Franklin, Wrentham Miliord, Uxbridge, South Fra- mingham, Medway, Belling- ham. Natick, Wellesley, Needham, Wayland, Framingham. Needham, Natick, Framingham New Bedford, Fairhaven, Dart- mouth. Mattapoisett, Marion, Wareham Newburyport, Amesbury, Merri- mac, Newbury. Newburyport, Byfield, Ipswich, Georgetown. Newton do Newton, Needham, Watertown . Name of company. Somerville Horse R. R. Co. (lessor) Lowell and Boston Street Rwv. Co New York, New Haven and Hartford R. R. Co. (Nantasket System). 2 Blue Hill Street Rwv. Co Hoosac Valley Street Rwy. Co Concord, Maynard and Hudson Street Rwy. Co. Conway Electric Street Rwy. Co Cottage City and Edgartown Traction Co . . Norfolk Western Street Rwy. Co Greenfield and Deerfield Street Rwy. Co... Providence and Fall River Street Rwv. Co. Dartmouth and Westport Street Rwy." Co . . Fitchburg and Leominster Street Rwy. Co. Framingham Union Street Rwy. Co Gardner, Westminster and Fitchburg Street Rwy. Co. Greenfield and Turners Falls Street Rwy. Co. Haverhill and Southern New Hampshire Street Rwy. Co.. Haverhill, Georgetown and Danvers Street Rwy. Co. Haverhill and Amesbury Street Rwy. Co.. Holyoke Street Rwy. Co. Mt. Tom R. R. Co. (lessor) Lawrence and Reading Street Rwy. Co Lawrence and Methuen Street Rwy. Co Middleton and Danvers Street Rwy. Co Norfolk and Bristol Street Rwy. Co Marlboro Street Rwy. Co Framingham, Southboro and Marlboro Street Rwy. Co. (lessor). Marlboro and Westboro Street Rwy. Co Medfield and Medway Street Rwy. Co Middleboro, Wareham and Buzzards Bay Street Rwy. Co, Milford, Attleboro and W r oonsocket Street Rwy. Co. Milford and Uxbridge Street Rwy. Co. (including Milford, Holliston and Fra- mingham Street Rwy. Co.). Natick and Cochituate Street Rwy. Co South Middlesex Street Rwy. Co Natick and Needham Street Rwy. (lessor). Union Street Rwy. Co Co. New Bedford and Onset Street Rwy. Co. Citizens Electric Street Rwy. Co Newton, Waltham, Watertown.. Northampton, Easthampton, Wil- liamsburg. Northampton, Hatfield, Hadley, Amherst. North Andover Norton, Attleboro, Mansfield, Easton, Taunton. Orange, Athol Pittsfield, Lanesboro, Cheshire, Dalton. Plymouth Plymouth, Kingston, Pembroke, Whitman. Sharon, Norwood Shelburnc, Coleraine. Georgetown, Rowley and Ipswich Street Rwy. Co. Commonwealth Avenue Street Rwy. Co ... Wellesley and Boston Street Rwy. Co Newton and Boston Street Rwy. Co Newtonvilleand Watertown Street Rwy. Co. (lessor). Newton Street Rwy. Co Northampton Street Rwy. Co Northampton and Amherst Street Rwy. Co. Haverhill and Andover Street Rwy. Co Norton and Taunton Street Rwy. Co Athol and Orange Street Rwy. Co. Pittsfield Electric Street Rwy. Co . Southbridge, Sturbridge Plymouth and Sandwich Street Rwy. Co .. Brockton and Plymouth Street Rwy. Co . . . Norwood, Canton and Sharon Street Rwy. Co. Shelburne Fallsand Coleraine Street Rwv. Co. Southbridge and Sturbridge Street Rwy. Co. PERIOD COVERED BY REPORT. From- Oct. Oct. July Oct. Oct. Oct. Oct. June 17. Oct. 1 Dec. Oct. Oct. Oct. Oct, Oct. Oct, July Oct. Oct. Oct. Oct. Oct. Aug. 21 Oct. 1 Nov. 15, Oct. 1 Oct. 1 Oct. Oct. Oct. Oct. Oct. Oct. 1 Oct. Oct. Oct. Oct. Oct. Oct. Oct. Oct. Oct. Oct. Oct. Oct. 1 Julv Oct. Oct. Oct. Oct. Oct. Oct. Oct. Oct. 1901 1901 1901 1901 1901 1901 1901 1902 1901 1901 1901 1901 1901 1901 1901 1901 1902 1901 1901 1901 1901 1901 1902 1901 1901 1901 1901 1901 1901 1901 1901 1S01 1601 1901 1901 1901 1901 1901 1901 1901 1901 1902 1901 1901 1901 1901 1901 1901 1901 1901 To— Sept. 30, 1902 Sept. 30, 1902 June 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 10, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30,1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30,1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30,1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30,1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30,1902 Sept. 30, 1902 Sept. 30, 1902 Sept. Sept. 0, 1902 0, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 LENGTH, SINGLE- TRACK MILES, Owned. 9.64 39.33 11.30 18.70 13.07 0. 35 5. 47 9.45 7.90 12.63 9.84 31.68 6.84 16.05 15.07 6.06 6.02 28.46 42.70 1.00 11.98 6.46 13.80 8.11 7. 69 11.25 22.22 30.52 36.00 13.85 5.82 21.86 23.08 18.18 13.37 4.90 9.79 °4.66 15.76 26.26 1.80 29.83 7.32 21.18 6.36 23.80 6.15 7.01 8.01 Oper- ated. 9.78 39.33 11.30 18.70 13.42 6.35 5.47 9.45 7.90 12.53 19.98 31.68 6.98 16.05 15.07 6.06 6.54 29.51 43.70 12.90 6.69 24.28 21.05 15.80 11.25 29.74 30.71 36.02 18.80 19.67 30.64 21.86 23.65 18.79 13.92 8.66 15.22 19.36 26.26 1.80 30.24 7.32 21.18 6.36 23.80 6.15 7.01 8.01 CAPITAL STOCK. Total par value. Authorized. $153, 000 90,000 ( s ) 150, 000 200,000 175, 000 100, 000 60,000 100, 000 100, 000 165, 000 150, 000 600, 000 60, 000 185, 000 130, 000 60, 000 60, 000 150, 000 700, 000 100,000 222, 000 70, 000 32, 000 200, 000 80,000 80, 000 100, 000 150,000 315, 000 353, 500 100,000 100,000 50,000 500, 000 240, 000 180, 000 292, 000 115, 000 200, 000 100, 000 315,000 300, 000 80,000 297,000 74, 600 200, 000 60, 000 295, 000 125, 000 60,000 60,000 $163, 000 90,000 ( 3 ) 150, 000 200, 000 175, 000 35, 950 60, 000 100, 000 61, 700 165,000 150,000 350, 000 30, 000 185, 000 115,500 30, 000 60, 000 150, 000 700, 000 100, 000 222, 000 35, 000 32, 000 200, 000 80, 000 80, 000 160, 000 100, 000 150, 000 315, 000 352, 000 100, 000 100, 000 50, 000 600, 000 500, 000 240, 000 180, 000 292, 000 116,000 200, 000 50, 000 315, 000 300, 000 80, 000 297,000 74, 500 200, 000 36,800 295, 000 62, 500 50,000 60,000 1 This company has also a large floating debt. 2 Primarily a steam road. Operates an electric road during summer season only. 3 Capitalization included in that of steam road. * Formerly the Norfolk and Southern; reorganized on this date. Report for earlier operations not available. GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 249 capital stock— continued. Common. Par value. Authorized. $153,000 90, 000 150, 000 200, 000 175,000 100, 000 60, 000 100, 000 100,000 165,000 150,000 500, 000 60,000 185,000 130,000 60, 000 60,000 150, 000 700, 000 100, 000 222, 000 70, 000 32,000 200, 000 80,000 80, 000 100, 000 150, 000 315, 000 353, 500 100,000 100,000 50,000 600,000 500,000 240, 000 180, 000 292, 000 116,000 200, 000 100,000 315, 000 300, 000 80, 000 297, 000 74, 500 200, 000 60, 000 295, 000 125, 000 50, 000 60, 000 Issued. $153, 000 90, 000 150,000 200, 000 175, 000 35, 950 60, 000 100, 000 61,700 165, 000 150, 000 350, 000 30, 000 185, 000 115,500 30, 000 60, 000 150, 000 700, 000 100, 000 222, 000 35, 000 32, 000 200, 000 80, 000 80, 000 100, 000 150, 000 315, 000 352, 000 100, 000 50, 000 600, 000 500,000 240, 000 180, 000 292, 000 115,000 200, 000 60, 000 315, 000 300, 000 180, 000 80, 000 297, 000 74, 500 200, 000 36, 800 295, 000 62, 500 50, 000 60, 000 Dividends. Rate per cent. Amount. S9, 180 7ft 6 Preferred. Par value. Authorized. 12, 000 21,000 1,500 4,(120 56,000 6,000 5 10, 000 ' 15, 120 2,000 48, 000 16, 800 13,140 9,200 18, 900 24, 000 6,960 '7,800 Issued. Dividends. per cent. 'Dividends not declared on full amount of stock shown. • Part leased to Boston Elevated. ' Dividends declared on $130,000 only. FUNDED DEBT. Amount authorized. Amount. $90, 000 100,000 165,000 Amount out- standing. 165, 000 90, 000 300, 000 47, 000 150, 000 100,000 35, 000 ' 490,000 335, 000 80, 000 60, 000 160,000 100, 000 150, 000 250,000 215, 000 100,000 50, 000 280,000 210, 000 180, 000 75, 000 'ibo'wo 250, 000 225, 000 160,000 296, 000 60, 000 65, 000 270, 000 50, 000 60,000 ( 3 ) 100, 000 165, 000 100, 000 165, 000 90, 000 47, 000 160,000 88, 000 35, 000 490,000 335, 000 67, 000 60,000 100, 000 150, 000 250, 000 215, 000 100, 000 50, 000 400, 000 2S0, 000 210, 000 ISO, 000 75, 000 200, 000 250,000 225,000 296, 000 60, 000 65, 000 270, 000 50, 000 60,000 Rates of inter- est, per cent. 4J,5 5 5 4J,6 4J,5 Total capital stock and funded debt outstanding. $153, 000 1 180, 000 1150,000 1 300, 000 340, 000 1 35, 950 60,000 200,000 1 61, 700 330, 000 240, 000 l 650, 000 1 77, 000 335,000 203, 500 1 30, 000 95,000 640, 000 ■1,035,000 100, 000 1 222, 000 1 35, 000 132,000 > 200, 000 U47.000 140, 000 320, 000 200, 000 1 300, 000 565,000 1567,000 1 100, 000 '200,000 100,000 11,000,000 780, 000 450, 000 360,000 367, 000 115, 000 UOO.OOO i 50, 000 1565,000 1 525, 000 340,000 180,000 593,000 134,500 255, 000 136,800 1565,000 162,500 100, 000 120, 000 Capital liabilities per mile of single track owned. $19, 054 18, 672 13, 274 16, 043 26,014 5,661 10, 969 21,164 7,810 26,337 24, 390 20, 518 11,257 20,872 13, 504 4,950 15, 781 22,488 24,239 100,000 18,531 5,418 2,319 9,601 18, 126 18,205 23,088 17, 778 13,501 18, 512 15, 750 5,319 14,440 17, 182 32, 852 35,682 19,497 19, 802 27, 450 23,469 40,858 10, 730 35,850 19,992 44, 444 19,879 18,374 12, 040 5,786 23, 739 10,163 14, 265 14, 981 6b 7 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 25a 26 27 28 29 31 32 33 34 35 36 37 ' 37a 40 41 42 43 44 44a 45 46 47 250 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL 57 58 59 60 61 62 64 65 66 67 69 70 71 72 72a 72b 73 74a 75 4 5 « T 8 9 10 11 12 13 14 15 16 17 18 19 21 22 23 24 STATE AND LOCATION. MASSACHUSETTS— Continued. South Hadley, Granb;- Springfield, Chicopee, Long- meadow. Palmer, Ware, South Monson Stoughton, Randolph Taunton, Lakeville, Middleboro Taunton, Attleboro Templeton, Gardner, Athol, Phil- lipston. Tisbury Upton Wakefield . Ware, West Brookfield, New Braintree, Hardwiek. Warren, Brookfield, Spencer Webster, Dudley Westfield, West Springfield. Whitinsville, Linwood Worcester and vicinity Worcester Grafton. Worcester, Oxford Southbridge. Millbury, Sutron, Charlton, Worcester, Webster MICHIGAN. Total for state . . . Adrian Bay City, West Bay City Benton Harbor, St. Joseph . Detroit, Flint, Pontiac, Wyan- dotte, and vicinity. Detroit, Mt. Clemens, St. Clair, Port Huron. Detroit, Ypsilanti, Ann Arbor, Jackson. Fscanaba Grand Rapids Grand Rapids, Grand Haven, Muskegon. GrandRapids, Holland, Saugatuck Houghton, Hancock, Red Jacket Ironwood; Hurley (Wis.) Ishpeming, Negaunee Jackson, Grass Lake Kalamazoo, Galesburg, Augusta, Battle Creek. Lansing Manistee Marquette Menominee Monroe, Erie; Toledo (Ohio). Muskegon Northville, Plymouth, Wayne.. Owosso, Corunna Saginaw, Bay City, and vicinity MINNESOTA. Total for state . Duluth Duluth; Superior (Wis.) Minneapolis, St. Paul, Stillwater. St. Cloud, Sauk Rapids Winona Name of company. Hampshire Street Rwy. Co . Springfield Street Rwy. Co . Springfield and Eastern Street Rwy. Co. . . Stoughton and Randolph Street Rwy. Co . East Taunton Street Rwy. Co Bristol County Street Rwy. Co Templeton Street Rwy. Co Phillipston Street Rwy. Co. (lessor) Marthas Vineyard Street Rwy. Co Upton Street Rwy. Co Reading, Wakefield and Lynnfield Street Rwy. Co. Hampshire and Worcester Street Rwy. Co. , Warren, Brookfield and Spencer Street Rwy. Co. Webster and Dudley Street Rwy. Co Woronoco Street Rwy. Co Linwood Street Rwy. Co Worcester Consolidated Street Rwy. Co Worcester and Shrewsbury Street Rwy. Co. (lessor). North End Street Rwy. Co. (lessor) Worcester and Blackstone Valley Street Rwy. Co. Worcester and Southbridge Street Rwy. Co. Worcester, Rochdale and Charlton Depot Street Rwy. Co. (lessor). Worcester and Webster Street Rwy. Co Adrian Street Rwy. Co Bay Cities Consolidated Street Rwy. Co Benton Harbor and St. Joseph Electric Railway and Light Co. Detroit United Rwy. Co Detroit and Port Huron Shore Line Rwy. Co- Detroit, Ypsilanti, Ann Arbor and Jack- son Rwy. Escanaba Electric Street Rwy. Co Grand Rapids Rwy. Co Grand Rapids, Grand Haven and Muske- gon Rwy. Co. Grand Rapids, Holland and Lake Michi- gan Rapid Rwy. Co. Houghton County Street Rwy. Co Twin City General Electric Co Negaunee and Ishpeming Street Railway and Electric Co. Jackson and Suburban Traction Co Michigan Traction Co Lansing City Electric Rwy. Co Manistee, Filer City and Eastlake Rwy. Co . Marquette City and Presque Isle Rwy. Co. Menominee Electric Light, Railway and Power Co. Toledo and Monroe Rwy. Co. (including Monroe Traction Co.). Muskegon Traction and Lighting Co Detroit, Plymouth and Northville Rwy. Co. Owosso and Corunna Electric Co Saginaw Valley Traction Co Interstate Traction Co Duluth-Superior Traction Co . . . Twin City Rapid Transit Co Benton Power and Traction Co . Winona Railway and Light Co.. PERIOD COVEEED BY REPORT. July 12,1902 Oct. 1, 1901 Oct. Oct. Oct. Oct, Oct. Oct. Oct. Jan. Aug. 1, 1901 1,1901 1, 1901 1, 1901 1,1901 1,1901 1. 1901 1. 1902 1, 1902 Oct. 1,1901 Oct. 1, 1901 Oct. Oct. Oct. Oct. Oct. Oct. Oct. July July Oct. 1, 1901 1, 1901 1, 1901 1, 1901 1,1901 1, 1901 1,1901 21,1902 21, 1902 1,1901 Jan. Aug. Sept. Jan. July Jan. Jan. Jan. Feb. 1,1901 1,1901 1, 1901 1,1902 1. 1901 1,1902 1. 1902 1, 1902 1, 1902 Jan. 1, 1902 Jan. Jan. Mar. Jan. July Jan. Apr. Jan. May 1,1902 1,1902 31,1901 1, 1901 1,1901 1,1901 1,1902 1,1901 1,1901 Dec. 1, 1901 Mar. Jan. Jan. Feb. 1, 1902 1,1901 1, 1902 1,1901 Sept. Jan. Jan. Jan. July 1,1901 1, 1901 1,1901 1,1902 1, 1901 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 June 23, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30,1902 Sept. 30, 1902 Sept. 30,1902 Sept. 30, 1902 Sept. 30,1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Sept. 30, 1902 Dec. 31,1901 July 31,1902 Aug. 31,1902 Dec. 31,1902 June 30, 1902 Dec. 31,1902 Oct. Dec. Dec. 31, 1902 31,1902 31, 1902 Dec. 31,1902 Nov. 30,1902 Dec. 31,1902 Mar. 30,1902 Dec. 31,1901 June 30, 1902 Dec. 31,1901 Dec. 31,1902 Dec. 31,1901 Apr. 30,1902 Nov. 30,1902 Dec. 31,1902 Dec. 31,1901 Dec. 31,1902 Jan. 31,1902 Aug. 31,1902 Dec. 31,1901 Dec. 31,1901 Dee. 31,1902 June 30, 1902 LENGTH, SINGLE- TRACK MILES. Owned. 4.57 92.03 30.46 7.76 10.70 16.67 10.98 7.41 1.10 2.C6 3.03 12.12 20.10 6.09 12.25 .66 126. 39 .46 5.13 16.36 20.05 1.62 15.53 '1, 048. 26 4.06 23. 30 10. 50 381. 30 107. 37 91.42 7.61 55. 86 45.88 22.16 »4.60 4.69 20.66 43.80 7.90 15.00 7.00 6.71 " 21. 92 15.20 17.00 4.32 35.55 " 316. 27 3.14 » 70. 70 261. 02 8.66 4.65 Oper- ated. 4.57 92.03 30.46 8.25 11.42 17.36 18.39 1.10 2.66 4.11 20.10 6.09 12.25 1.90 132. 47 17.49 26.05 H, 083. 11 4.06 23.30 10.50 381. 30 132. 37 91.42 7.61 55.86 52.63 22.16 »4.60 4.69 20.66 43.80 7.90 15.00 7.00 6.71 11 21. 92 15.20 17.00 4.32 38.65 » 316. 27 3.14 is 70. 70 251.02 8.66 4. 65 CAPITAL STOCK. Total par value. Authorized. $100, 000 1, 958, 400 370, 000 110, 000 200, 000 50,000 18,600 150, 000 20,000 60,000 75, 000 220, 000 50, 000 250, 000 12, 000 ;, 345, 000 20, 000 110,000 60, 000 40, 000 150,000 30,120,000 40,000 1,000,000 145, 000 12,500,000 2,000,000 2, 600, 000 60, 000 4, 000, 000 1,200,000 1,000,000 1,250,000 400,000 125,000 300, 000 500, 000 100,000 150, 000 200,000 110,000 "450,000 600,000 150, 000 150, 000 1,100,000 50,000 5,000,000 20,000,000 i 2 50,000 200,000 1 $67, 200 1,958,400 370, 000 110, 000 200, 000 60, 000 18,600 16,742 20,000 60, 000 75,000 150, 000 50,000 200, 000 12, 000 1,550,000 20, 000 110, 000 60, 000 500, 000 40, 000 150, 000 29,033,100 40, 000 950, 000 144, 000 12,500,000 2,000,000 2, 600, 000 50, 000 3,500,000 1, 200, 000 1, 000, 000 950, 000 400, 000 125, 000 140, 000 500, 000 100,000 150,000 123, 100 110, 000 12 450,000 600,000 150,000 150, 000 1, 100, 000 25,300,000 23,280,000 20, 000 5, 000, 000 18,010,000 12 50,000 200, 000 i Not issued, but money paid in. 2 This company has also a large floating debt. 3 Bills payable and receiver's certificates. « Dividends declared on $150,000 only. 6 Exclusive of 4.74 miles lying outside of state, but including 30.19 miles in state owned by outside companies. Total owned by companies in state, 1,022.81 miles; total operated, 1,067.66 miles. .,,».,.,_., o Exclusive of $2,068,542, investments other than street railways and electric-light plants owned. 1 1ncludes electric-light plant GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 251 CAPITAL STOCK- -continued. FUNDED DEBT. Total capital stock and funded debt outstanding. Capital iabilities per mile of single track owned. Common. Preferred. Amount authorized. Amount out- standing. Rates of inter- est, per cent. Par value. Dividends. Par value. Dividends. Authorized. Issued. Rate per cent. Amount. Authorized. Issued. Rate per cent. Amount. $100,000 1,958,400 370, 000 $67, 200 1, 958, 400 370, 000 $67, 200 = 2,058,400 700, 000 217,442 155, 000 2 400,000 2 50,000 218,600 6, 742 2 20,000 2 60,000 2135,000 =275.000 2 80,000 275, 000 12, 000 24,753,000 20,000 185,000 2 60,000 =500,000 40,000 2 300,000 61, 629, 900 $14, 705 22,367 22,981 28,021 14,486 23, 995 4,554 2,510 6,129 7,519 19,802 11, 139 13, 682 57 8 $156, 672 . $100, 000 330, 000 $100, 000 330,000 3217,442 45,000 200,000 4 5 5 5 58 59 60 110, 000 200, 000 50,000 18, 600 160,000 20, 000 60,000 75, 000 220, 000 50,000 250, 000 12,000 4, 345, 000 20,000 110, 000 60,000 500,000 40, 000 150, 000 26, 875, 000 110, 000 200,000 50,000 18, 600 6,742 20, 000 60,000 75, 000 150, 000 60, 000 200,000 12, 000 3,550,000 20, 000 110, 000 60, 000 500, 000 40, 000 150, 000 26, 588, 100 5 2 6,500 4,000 46,000 200, 000 61 62 63 ! 63a 150,000 64 65 66 60, 000 125, 000 30, 000 60,000 125,000 30, 000 75,000 5 5 5 5 67 i 68 1 13,136 69 6 4 9,000 76, 000 22,449 j 70 18,182 71 5 5 3» 177, 500 1,000 4,125 1, 203, 000 1,203,000 44,5,6 37,606 '72 43,478 72a 75, 000 75,000 5 36,062 3,667 24, 938 7?h 73 74 24,691 74a . 150, 000 43, 018, 000 150, 000 32, 596, 800 5 19,317 j 75 519, 500 $3, 245, 000 $2,445,000 $92, 500 «58, 233 40,000 1, 000, 000 100, 000 12, 500, 000 1,900,000 2, 600, 000 50,000 2, 000, 000 1, 200, 000 1,000,000 750,000 400,000 125,000 300,000 500, 000 100,000 150, 000 200,000 110, 000 250,000 600,000 150,000 150,000 700, 000 20,800,000 40, 000 950, 000 100, 000 12, 500, 000 1, 900, 000 2, 600, 000 50,000 2,000,000 1, 200, 000 1,000,000 750, 000 400, 000 125, 000 140, 000 500, 000 100,000 150,000 123, 100 110, 000 250, 000 600, 000 150, 000 150, 000 700, 000 18,780,000 25, 000 670, 000 200, 000 25, 000, 000 2,500,000 2, 600, 000 25, 000 431, 000 200,000 17, 380, 000 2, 465, 000 2, 600, 000 5 6 5 44 6,6 5,6 65,000 1,381,000 7345,000 829,880,000 4,465,000 5, 200, 000 850,000 6,000,000 2,450,000 2, 400, 000 1,575,000 '549,000 '125,000 440,000 1,300,000 200, 000 420,000 160, 400 1° 134, 500 900, 000 "1,200,000 300, 000 ' 270, 000 ' 1, S20, 000 '36,506,000 16,010 59, 270 32,857 78, 363 41,585 56,880 6,570 107,411 53,400 34,783 71, 074 119, 348 26,652 21,297 29,680 25, 316 2S, 000 22,914 20, 045 41,058 "72,368 17,647 62,500 51, 195 107, 952 1 2 45, 000 46,000 3 4 500, 000 4 100, 000 100,000 6i 5,500 S 6 2,000,000 1, 500, 000 6 75,000 3,500,000 1,500,000 2, 050, 000 750, 000 200,000 2, 500, 000 1,250,000 1,400,000 625,000 149, 000 5 5 5 5 5 8 9 10 500,000 200,000 6 12,000 11 12 4 6 5,000 9,000 13 400,000 800, 000 300, 000 800,000 100, 000 270, 000 37,300 24, 600 1=450,000 600, 000 150, 000 120, 000 720, 000 13, 226, 000 6 5,6 5 5,6 6,7 5 5 5 5 5 5 14 15 100,000 270, 000 75,000 58, 000 12 600, 000 600, 000 160, 000 120, 000 850, 000 14,768,000 16 17 18 5 6,500 19 200, 000 200, 000 ?0 1 21 1 99, 23 400, 000 4, 500, 000 400, 000 4, 500, 000 270, 000 24 600, 400 50, 000 3, 500, 000 17, 000, 000 50,000 200, 000 20, 000 3, 500, 000 16, 010, 000 50, 000 200, 000 60, 000 2, 500, 000 12, 000, 000 !« 18, 000 200, 000 20, 000 2, 100, 000 10, 888, 000 12 18, 000 200, 000 6 5 5,6,7 5 5 40, 000 7, 100, 000 28, 898, 000 68, 000 ? 400, 000 12, 739 100, 424 115, 122 7,852 86, 022 1 1, 500, 000 3, 000, 000 1,500,000 3, 000, 000 4 7 60, 000 210, 000 2 4 600, 400 3 4 1 5 » Includes investments other than street railways. 9 Includes 2.24 miles in Wisconsin. 10 Includes electric-light plant and other investments. " Includes 2.50 miles 111 Ohio. . . 12 Not reported; obtained from street-railway journals and directories is Exclusive of 8100 000, investments other than street railways and electric-light plants owned. " Exclusive of 21.90 miles lying outside of state. Total owned and operated by companies in state, 338.17 miles. 16 Includes 21.90 miles in Wisconsin. 252 STREET AND ELECTRIC RAILWAYS. Table 93. —NAME, LOCATION, LENGTH OF TRACK, CAPITAL 7 8 9 9n 10 11 14 15 16 3b 3c 3d 3e 3f 4 5 STATE AND LOCATION. MISSISSIPPI. Total for state Greenville. Jackson . . . Meridian - Natchez . . Vicksburg MISSOURI. Total for state . . . Cape Girardeau Carrollton Clinton Hannibal Joplin, Carthage, Webb City; Galena (Kans.). Kansas City, Independence; Kan- sas City, Argentine, Rosedale (Kans.). Nevada St. Joseph St. Louis and vicinity ....do do : St. Louis, Kirkwood, Webster Grove. St. Louis, Kirkwood, Clayton St. Louis, Wellston, Bridgeton, Pattonville. Sedalia Springfield do Name of company. Greenville Light and Car Co Jackson Electric Railway, Light and Power Co. Meridian Light and Rwy. Co Natchez Electric Street Railway and Power Co. Vicksburg Railroad, Power and Manufac- turing Co. PERIOD COVERED BY REPORT. From- Jan. July 1,1902 1, 1901 Mar. 1,1902 Jan. 29,1902 July 1,1901 Citizens Street Rwy. Co Carrollton Electric Rwy. Co Clinton Street Rwy. Co Hannibal Railway and Electric Co . . . Southwest Missouri Electric Rwy. Co . Metropolitan Street Rwy. Co MONTANA. Total for state — Anaconda Bozeman Butte, Walkerville . . . Great Falls Helena, East Helena . NEBRASKA. Total for state Lincoln, Havelock, Normal. Nebraska City Omaha, South Omaha Omaha, Dundee NEW HAMPSHIRE. Total for state Concord Berry, Chester Exeter, Hampton, Dover, Ports- mouth, Plaistow; Haverhill, Amesbury (Mass.). Keene, Marlboro . Laconia Missouri Water, Light and Traction Co St. Joseph Railwav, Light, Heat and Power Co. St. Louis Transit Co United Railways Co. of St. Louis (lessor) . St. Louis and Suburban Rwy. Co St. Louis and Meramec River R. R. Co St. Louis and Kirkwood R. R. Co. (includ- ing Brentwood, Clayton and St. Louis R.R.Co.). St. Louis, St. Charles and Western R. R. Co. . Railway and Electric Co. of Sedalia . Kickapoo Transit Co Springfield Traction Co Anaconda Copper Mining Co. (railway de- partment). Bozeman Street Rwy. Co Butte Electric Rwy. Co Great Falls Street Rwy. Co Helena Power and Light Co Lincoln Traction Co Nebraska City Street Rwy. Co. Omaha Street Rwy. Co Metropolitan Cable Rwy. Co . . Concord Street Rwy. Co Chester and Derry Railroad Association ... Exeter, Hampton and Amesbury Street Rwy. Co. Amesbury and Hampton Street Rwy. Co. (lessor). Dover, Somersworth and Rochester Street Rwv. Co. (lessor). Haverhill and Plaistow Street Rwy. Co. (lessor). Haverhill, Plaistow and Newton Street Rwv. Co. (lessor). Portsmouth and Exeter Street Rwy. Co. (lessor). Seabrook and Hampton Beach Street Rwy. Co. (lessor). Keene Electric Rwy. Co Laconia Street Rwy. Co Oct. June July July Sept. 1,1901 1, 1901 1,1901 1, 1901 1, 1901 June 1, 1901 Oct. Jan. July July Jan. Jan. 1,1901 1, 1902 1,1901 1,1901 1, 1901 1, 1901 Jan. 1, 1901 Jan. 1, 1902 June July July 1, 1901 1,1901 1, 1901 July 1, 1901 Jan. July Jan. July 1, 1901 1,1901 1,1901 1,1901 July 1, 1901 Jan. 1,1901 Dec. 1, 1900 Dec. 1, 1901 July July July Oct. July July May July July July July 1,1901 1,1901 1, 1901 1, 1901 1. 1901 1. 1902 8, 1902 1,1901 1, 1901 1,1901 1, 1901 To- Dee. 31,1902 June 30, 1902 Feb. 28,1903 June 30,1902 ', 1902 Sept. 30,1902 May 31,1902 June 30,1902 June 30, 1902 Aug. 31,1902 May 31,1902 Sept. 30, 1902 Dec. 31,1902 June 30, 1902 June 30, 1902 Dec. 31,1901 Dec. 31,1901 Dec. 31,1901 Dec. 31,1902 May 31,1902 June 30, 1902 June 30,1902 June 30, 1902 Dec. 31,1901 June 30, 1902 Dec. 31,1901 June 30, 1902 June 30, 1902 Dec. 31,1901 Nov. 30,1901 Sept. 30, 1902 June 30, 1902 June 30,1902 June 30, 1902 Sept. 30, 1902 June 30, 1902 Sept. 30, i902 June 30, 1902 June 30, 1902 June 30,1902 June 30, 1902 June 30, 1902 LENGTH, SINGLE- TRACK MILES. Owned. 1.00 5. 31 5.71 4.50 ,75 3 713.68 1.75 1.88 1.35 4.25 6 36.61 • 181. 24 4.12 35.15 360. 89 36.82 28.19 6. 06 2. SO 16.30 6.75 2.50 24.96 11.90 17.10 '"119.56 37.00 3.11 72.00 1.55 12.71 7.85 1221.61 8.75 18.20 2.76 8.47 12.24 5.80 6.52 8.87 Oper- ated. 1.00 5.34 5.71 4.50 8.75 3 720. 78 1.75 1.88 1.35 4.25 5 36. 61 "181.24 4.12 35.15 36.82 35.29 24.97 16.00 6. 06 2.80 16.30 63.21 6.75 2.50 24.96 11.90 17.10 '0119.58 37.00 3.11 72.00 1.65 11 174. 45 12.71 7.85 •- 77. 83 6.62 S.S7 CAPITAL STOCK. Total par value. Authorized. $1,075,000 25,000 250, 000 400, 000 100, 000 300, 000 90, 592, 000 20, 000 10, 000 10, 000 100, 000 800, 000 8, 500, 000 100, 000 6,000,000 25, 000, 000 45, 000, 000 2, 500, 000 1, 000, 000 282, 000 250, 000 20, 000 400, 000 175, 613 20, 000 1,000,000 200, 000 "700,000 6, 135, 000 1, 065, 000 50, 000 6,000,000 20,000 150, 50, 275, 100, 300, 30, 150, 150, 50, 140, 100, Issued. 626, 500 25, 000 250, 000 176,500 75,000 , 334, 100 20, 000 10, 000 10, 000 100, 000 800, 000 5, 636, 800 100, 000 6, 000, 000 17,264,300 33, 341, 000 2, 500, 000 1,000,000 282, 000 600, 000 250, 000 20, 000 ■ 400, 000 175, 613 20, 000 1, 000, 000 150, 000 "700,000 6, 012, 125 979,425 17,500 5, 000, 000 15,200 2, 333, 200 100, 000 50, 000 275, 000 100, 000 300, 000 30, 000 150, 000 150, 000 60, 000 120,000 100, 000 i Includes electric-light plant and other investments. 2 Includes electric-light plant. 3 Exclusive of 45.55 miles lying outside of state, but including .85 mile in state owned by outside companies. Total owned by companies in state, 758.38 miles; total operated, 765.48 miles. ' . i Exclusive of 824.379,270, investments other than street railways and electnc-lignt plants owned. " Includes 2.31 miles in Kansas. "Includes 43.24 miles in Kansas. GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 253 capital stock— continued. FUNDED DEBT. Total capital stock and funded debt outstanding. Capital liabilities per mile of single track owned. Common. Preferred. Amount authorized. Amount out- standing. Rates of inter- est, per cent. Par value. Dividends. Par value. Dividends. Authorized. Issued. Rate per cent. Amount. Authorized. Issued. Rate per cent. Amount. a $1,075,000 $626, 500 $700, 000 $644, 000 l $1, 270, 500 $50,217 26, 000 > 250, 000 400, 000 100, 000 300,000 68,692,000 25, 000 250, 000 176, 500 75, 000 100, 000 50, 354, 400 25, 000 250, 000 225, 000 25, 000 250, 000 171, 000 6 5 5 '50,000 i 500, 000 2 347,500 75, 000 2 298,000 139,808,916 50, 000 93, 633 60, 858 16, 667 34, 057 U52.206 1 •?. 1 3 i 4 ' 200, 000 77, 840, 000 198, 000 71, 474, 816 5 5 $313, 337 $21,900,000 $17, 979, 700 $769, 287 20,000 10, 000 10, 000 100, 000 800, 000 8, 500, 000 100, 000 4, 200, 000 25, 000, 000 25, 000, 000 2, 500, 000 1, 000, 000 282, 000 600,000 150, 000 20,000 400, 000 2, 095, 613 20, 000 10, 000 10, 000 100, 000 800, 000 5, 636, 800 100, 000 4,200,000 17,264,300 17,261,300 2,500,000 1,000,000 282, 000 600, 000 150, 000 20, 000 400, 000 2, 045, 613 20, 000 40, 000 10, 000 146, 000 1, 600, 000 '21,675,200 2 175, 000 2 9, 100, 000 22, 590, 300 75, 321, 000 '4,800,000 2, 000, 000 282, 000 '1,049,416 2250,000 20, 000 730, 000 3, 320, 613 11,429 21, 277 7,407 34,353 43,704 119, 594 42,476 258, 890 Y 223, 475 130, 364 70, 947 11, 294 65,588 41,254 7,143 44,786 52,533 1 30, 000 30, 000 6 ? 3 100, 000 800, 000 17, 880, 000 100, 000 3, 600, 000 6,000,000 45,000,000 2, 500, 000 1,000,000 46, 000 800, 000 16, 038, 400 75, 000 3, 100, 000 5,326,000 41, 980, 000 2, 300, 000 1, 000, 000 5 6 4,5,6 6 5 5 4,5,6 5,6 6 4 4 5 32, 000 281, 337 5 6 7 1,800,000 1, 800, 000 8 9 20, 000, 000 16, 079, 700 5 769, 287 Qa 10 11 1? 600, 000 449, 416 5 1* 100,000 100,000 14 l=i 330, 000 1, 275, 000 330, 000 1, 275, 000 5 lli 175, 613 20,000 1,000,000 200, 000 700, 000 5, 435, 000 175, 613 20, 000 1,000,000 150, 000 700,000 5,312,225 175, 613 20, 000 1,700, 000 300, 000 1, 125, 000 8,407,125 26, 017 8,000 68,109 25, 210 65, 789 73, 967 1 2 700, 000 150, 000 9 425,000 2,750,000 700, P00 150, 000 "425,000 2, 395, 000 5 7 5,6 t 4 5 200, 000 700, 000 699, 900 30, 800 365, 000 50,000 5, 000, 000 20, 000 2,353,200 279, 525 17, 500 5,000,000 15, 200 2, 283, 200 700, 000 699, 900 6 30, 800 250, 000 45, 000 5 1,024,425 17, 500 7,350,000 15, 200 3, 889, 200 27.6S7 5,627 102,083 9,806 23, 198 1 2 4 200, 000 2, 500, 000 2,360,000 5 4 3 8,250 50,000 50, 000 1,596,000 1, 556, 000 100, 000 50, 000 275, 000 100, 000 300,000 30, 000 150, 000 150, 000 50,000 140, 000 100, 000 50, 000 50, 000 275, 000 100, 000 300, 000 30, 000 150, 000 150, 000 50,000 120, 000 100, 000 50, 000 50, 000 150, 000 60, 000 225, 000 100, 000 300, 000 30, 000 145,000 145, 000 50, 000 60, 000 91, 000 116, 000 50, 000 225,000 100, 000 300, 000 30, 000 145, 000 145,000 45, 000 60, 000 90,000 5 5 5 5 5 -5 5 5 5 5 5 216, 000 100, 000 500, 000 200, 000 600, 000 60, 000 295, 000 295, 000 95,000 180, 000 190, 000 16, 994 12, 739 23, 137 22, 857 32, 967 21, 739 34, 829 24, 101 16, 379 27, 607 21,421 2 3 8,250 Sh 3c 3d If 5 ' Includes investments other than street railways. 8 Exclusive of $17 261 300, stock of lessor company held by operating company, which has also other outside investments. 9 Estimated apportionment of total, which covers electric-light plant also. ..,,„,.., '"Includes 5 90 miles in state owned by outside companies. Total owned and operated by companies in state, 113.66 miles. " Exclusive of 11.47 miles lying outside of state, but including 18.27 miles in state owned by outside companies. Total owned and operated by companies in state, 167.65 miles. 12 Includes 11.47 miles in Massachusetts. 254 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL STATE AND LOCATION. 6 5a 9 10 10a 10b 11 12 13 13a 14 15 16 17 18 19 20 21 23 24 25 1 2 2: i 2b 2c NEW HAMPSHIRE— Continued. Manchester, Goffstown, Goffs Falls, Massabesic, Nashua. Nashua Portsmouth, Rye Beach, North- ampton. Portsmouth NEW JERSEY. Total for state Atlantic City, Longport Bridgeton, Millville Brigantine Camden, Gloucester, Woodbury. Camden, Haddonfleld, Moores- towrr. Cape May Elizabeth, Plainfleld, Rahway . Hackensack, Englewood Jersey City, Hoboken, Paterson, Passaic and vicinity. Jersey City, Newark, Bayonne, Elizabeth, Orange, Montclair, Passaic and vicinity. Matawan, Keyport Long Branch, Eatontown, Red Bank. Long Branch, Asbury Park, Bel- mar. Millville, Vineland Mt. Holly New Brunswick, South Amboy, Somerville, Raritan. Ocean City Orange arid vicinity Orange, South Orange Perth Amboy, Metuchen Point Pleasant Beach Name of company. Manchester Street Rwy. Co Nashua Street Rwy. Co. leased to Boston and Northern. (See Massachusetts.) Portsmouth Electric Rwy. (owned and operated by Boston and Maine R. R.). Portsmouth, Kittery and York Street Rwy. Co. (See Maine.) - West Jersey and Seashore R. R. Co Bridgeton and Millville Traction Co Brigantine Transportation Co Camden, Gloucester and Woodbury Rwy. Co. (owned by South Jersey Gas, Elec- tric and Traction Co.). Camden and Suburban Rwy. Co PERIOD COVERED BY REPORT. From- July 1,1901 July 1,1901 Camden Horse R. R. Co. (lessor) Cape May, Delaware Bav and Sewells Point R. R. Co. Elizabeth, Plainfleld and Central Jersey Rwy. Co. New Jersey and Hudson River Railway and Perry Co. Jersey City, Hoboken and Paterson Street Rwy. Co. North Jersey Street Rwy. Co Consolidated Traction Co. (lessor) Rapid Transit Street Rwy. Co. (lessor) . Jersey Central Traction Co Monmouth County Electric Co Atlantic Coast Electric R. R. Co . Seashore Electric Rwy. Co. (lessor) . Millville Traction Co Mt. Holly Street Rwy. Co Middlesex and Somerset Traction Co . Rutherford, Carlstadt, Has- brouck Heights. Trenton Trenton , Bordentown , Burlington Trenton, Princeton West Orange . NEW MEXICO. Total for territory . Albuquerque NEW YORK. Total for state . Albany, Rensselaer, Hudson . Albany, Troy, Rensselaer Albany.Troy.Cohoes, Glens Falls, Caldwell, Warrensburg. Albia, Averill Park Amsterdam Auburn Auburn, Skaneateles Ballston Spa, Middle Grove Ocean City Electric R. R. Co Orange and Passaic Valley Rwy. Co South Orange and Maplewood Traction Co Raritan Traction Co Point Pleasant Traction, Electric Light and Power Co. Newark and Hackensack Traction Co Trenton Street Rwy. Co. (including Mercer County Traction Co.). Camden and Trenton Rwy. Co Trenton, Lawrenceville and Princeton R. R. Co. Orange Mountain Traction Co Albuquerque Street R. R. Co. Albany and Hudson Railway and Power Co. United Traction Co Waterford and Cohoes R. R. Co. (lessor) . , Troy and Cohoes R. R. Co. (lessor) Lansingburg and Cohoes R. R. Co. (lessor) . Hudson Valley Rwy. Co Troy and New England Rwy. Co Amsterdam Street R. R. Co Auburn City Rwy. Co Auburn Interurban Electric R. R. Co . Ballston Terminal R. R. Co Jan. 1, 1901 July 1, 1901 Jan. 1,1901 Jan. 1, 1901 Apr. 1, 1901 Jan. 1, 1901 Jan. 1, 1902 To— June 30,1902 June 30,1902 Jan. Jan. Jan. 1,1901 1,1901 1, 1901 Jan. 1, 1901 Jan. Jan. Jan. Apr. 1,1901 1,1901 1, 1902 1,1901 Oct. 1, 1901 July Aug. Nov. Jan. Apr. Oct. Jan. July Jan. Jan. Jan. July 1, 1901 1,1901 1, 1901 1, 1901 1, 1901 1,1901 1,1901 1. 1901 1. 1902 1. 1901 1. 1902 1, 1901 1, 1901 Oct. 1, 1901 Jan. 1, 1901 July July July July July July July July July July July 1, 1901 1, 1901 1, 1901 1,1901 1, 1901 1, 1901 1,1901 1,1901 1, 1901 1,1901 1, 1901 Dec. 31,1901 June 30, 1902 Dee. 31,1901 Dec. 31,1901 Mar. 31,1902 Dec. 31,1901 Dec. 31,1902 Dee. 31,1901 Dec. 31,1901 Dec. 31,1901 Dec. 31,1901 Dec. 31,1901 Dec. 31,1901 June 30,1902 Mar. 31,1902 Sept. 30,1902 June 30, 1902 July 31,1902 Oct. 31,1902 Dec. 31,1901 Mar. 31,1902 Sept. 80, 1902 Dec. 31,1901 June 30, 1902 Dec. 31,1902 Dec. 31,1901 Dec. 31,1902 Dec. 31,1901 June 30, 1902 Sept. 30, 1902 Dec. 31,1901 June 30, 1902 June 30, 1902 June 30, 1902 June 30,1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30,1902 June 30, 1902 LENGTH, SINGLE- TRACK MILES. Owned. 19.28 1 865. 66 19.03 35.00 7.75 21.77 30.11 12.43 60.00 15.60 139. 27 45.61 190. 00 12.07 3.12 10.16 17.95 5.73 13.34 1.22 50.00 7.50 9. 89 6.40 9.06 2.28 14.87 43.60 29.50 10.02 " 2,797.90 42.44 66.76 2.21 5.71 1.15 110. 73 10.00 6.73 12.01 7.11 15.00 Oper- ated. 19.28 1 872. 96 19.03 35.00 7.75 24.78 67.81 12.43 61.50 15.60 140. 56 247. 58 3.12 10.16 13.34 1.22 50.00 5.40 9.06 2.28 14.87 43.60 31.00 10.02 1.40 11 2,889.10 CAPITAL STOCK. Total par value. Authorized. $520,500 387, 700 ', 645, 250 600, 000 306, 260 600, 000 2,000,000 250, 000 150, 000 3,000,000 1,750,000 20, 000, 000 15,000,000 15,000,000 504, 000 100, 000 500, 000 1,500,000 200, 000 400, 000 10, 000 1,500,000 100, 000 1,000,000 200, 000 1, 000, 000 275, 000 700,000 1,000,000 1,750,000 200, 000 150, 000 "25,000 "25,000 300,451,805 i Includes 4.38 miles in state owned by outside companies. Total owned by companies in state, 861.28 miles: total onerated 868 58 miles "Capital reported for 29 companies only, representing 842.25 miles of track owned. (See note 4.) """="< ">«" operaiea, stw.os miles. 8 Exclusive of 5880,908, investments other than street railways and electric-light plants owned. ' 4 Capitalization included in that of steam railroad. 6 Includes electric-light plant. 6 Includes investments other than street railways. 7 Exclusive of $100,000, investments other than street railways. 8 Exclusive of 8339,758, investments other than street railways. 2, 250, 000 5, 000, 000 25,000 50,000 15, 000 3, 000, 000 350,000 1,000,000 300, 000 250, 000 1,500,000 Issued, $520, 500 387, 700 68, 173, 440 200, 000 306, 250 600, 000 2, 000, 000 250, 000 150, 000 3,000,000 1, 450, 000 20,000,000 15, 000, 000 15,000,000 504, 000 50, 000 325, 000 1,600,000 200, 000 175, 000 9,790 1,500,000 100, 000 1,000,000 200, 000 740, 000 250, 000 700, 000 1, 000, 000 1,750,000 113, 400 100, 000 10 25, 000 276, 205, 672 2,250,000 4, 999, 950 25,000 50, 000 15, 000 2, 722, 400 180, 000 1,000,000 300, 000 250, 000 S00, 000 GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 255 capital stock — continued. Common. Preferred. Par value. Authorized. 8520, 500 68,220,250 500,000 131,250 600,000 250, 000 150,000 3,000,000 1,000,000 20, 000, 000 15, 000, 000 15, 000, 000 604,000 100, 000 500,000 1,500,000 200,000 400,000 10,000 1,500,000 100, 000 1,000,000 200,000 500,000 275,000 700,000 1, 000, 000 1,750,000 200, 000 150,000 25, 000 294,396,805 2,250,000 5,000,000 25, 000 50, 000 15,000 3,000,000 350,000 1, 000, 000 300,000 250, 000 1, 500, 000 Issued. 8520,500 387,700 67,178,440 200, 000 131, 250 600,000 2,000,000 250,000 150,000 3, 000, 000 1, 000, 000 20,000,000 15,000,000 15,000, 504, 50, 325. 1,600,000 i,000 .,000 1,790 1, 500, 000 200,1 175,1 100. 1,000; 200. 370, 250, 700, 1,000, 1,750, 113, Dividends. Rate per cent. 2 Hi 100, 000 25, 000 25, 000 270, 374, 935 2,250,000 4, 999, 950 25,000 50, 000 15, 000 2, 722, 400 180, 000 1,000,000 300, 000 250, 000 300, 000 Amount. $425,140 16,000 300, 000 59, 220 10, 000 39,920 6,826,754 249, 991 3,500 1,050 Par value. Authorized. 81,425,000 175,000 750,000 500,000 Issued. $995, 000 175,000 450,000 Dividends. per cent. 370,000 6,055,000 5, 830, 737 $22,600 FUNDED DEBT. Amount authorized. $260, 000 75,072,750 500, 000 64, 750 3,000,000 500, 000 150, 000 2,500,000 1,500,000 20, 000, 000 15,000,000 21, 658, 000 500, 000 75, 000 500,000 1, 350, 000 200,000 400, 000 Amount out- standing. $250, 000 57,490,750 ( 4 ) 350, 000 64,750 1, 500, 000 75, 000 1,000,000 200,000 600,000 2,000,000 1,750,000 100, 000 408, 114, 173 2, 250, 000 6, 350, 800 4, 000, 000 191, 000 1, 250, 000 300, 000 150, 000 1,450,000 867,000 500,000 150, 000 1, 500, 000 1,100,000 16,844,000 6,500,000 21,658,000 500, 000 60, 000 325, 000 1, 350, 000 200,000 196, 000 Rates of inter- est, per cent. 1,000,000 75, 000 640, 000 85,000 500, 000 2,000,000 886,000 100,000 50,000 252, 929, 373 2,250,000 4,241,300 2, 141, 500 183, 800 1, 000, 000 300, 000 150, 000 385,000 5 5 6 5 6 5,6 4 5, 6 5 5 4 5, 6 6 5 5 5,6 5 5 Total capital stock and funded debt outstanding. 4; 5 5,6 5,6 5,6 5 6 5 5 Capital liabilities per mile of single track owned. $770, 500 2 125, 664, 190 $22,275 » 148, 155 550,000 '371,000 600, 000 «2,867,000 750,000 300, 000 4, 500, 000 2,550,000 36,844,000 21,500,000 36,658,000 1,004,000 100, 000 650, 000 2,850,000 400,000 371,000 9,790 «2,500,000 175, 000 1, 640, 000 200, 000 740,000 5 335,000 1,200,000 3,000,000 2, 636, 000 213, 400 25,000 25,000 529,135,045 H,500,000 9, 241, 250 25, 000 50, 000 15, 000 4, 863, 900 363,800 62,000,000 600, 000 6 400,000 685, 000 15,714 47, 871 27,561 24,909 24,135 75,000 '157,051 264, 551 32, 051 63, 976 "144,847 69,808 27, 811 8,025 50, 000 23,333 165, 824 37,637 81, 678 146, 930 80,699 68, 807 89,356 21, 297 107, 143 11,905 11,905 "177,532 106, 032 '3135,721 11, 312 8,757 13, 043 36, 380 "349,040 49,958 56, 269 45,667 5 5a 10a 10b 11 12 13 13a 14 15 16 17 18 19 20 21 22 23 24 25 1 2 2a 2b 2c « Exclusive of $250,000, investments other than street railways. 10 Cash investment. n nt«iMp of state but including 3 miles in state owned by outside companies. Total owned by companies in state, ^mu^^££^%£2^™&™T»*Y (r, no ^ w f V nd S2? 18 ' page ffl)1 total operated ' 2 ' 90LU miles - ^Exclusive of 836 751,267, investments other than street railways and electric-light plants owned. 13 Exclusive of 8180 488, investments other than street railways. "C^Stiorpartly 'balanced by open accounts in connection with further construction. 2,809.91 miles, 256 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL 9 10 11 12 13 14 15 16 17 18 19 20 21 21a 21b 22 23 23a 24 27 28 29 3U 31 32 33 34 36 36 39 4U 41 41a 41b 41e 41 f 41g 41h 41i 41k 411 42 42a 43 44 45 49 60 51 52 STATE AND LOCATION". Name of company. NEW YORK— Continued. Binghamton, Union, Lestershire Buffalo, Niagara Falls, Lockport, North Tonawanda. Buffalo, West Seneca Buffalo, Depew Buffalo, Hamburg Canandaigua Catskill Cohoes Cortland, Homer, McGrawvilie - Corning, Painted Post Dunkirk, Fredonia Dunkirk Elmira, Elmira Heights, Horse- heads. Binghamton Rwy. Co . . . International Rwy. Co. 1 . Far Roekaway Fishkill on the Hudson, Fishkill, Matteawan. Fonda, Johnstown, Gloversville. Fulton Geneva, Waterloo, Seneca Falls. Gloversville, Johnstown Hoosick Falls; Bennington ( Vt.) . Hornellsville Hornellsville, Canisteo Huntington Ithaca Jamestown Kingston Lewiston, Youngstown . Lima, Honeoye Falls, Meridian. Middletown, Goshen Mineola, Hempstead, Freeport.. Newburg, Walden Newpaltz, Highland New York (Manhattan ) .do. .do. .do. .do. .do. .do. .do. .do. .do. .do. .do. .do. .do. .do. .do. New Y'ork Bronx j. do (Manhattan and .do. ....do ....do New York, ....do Yonkers . Crosstown Street Rwy. Co. 4 Buffalo and Depew Rwy. Co Buffalo, Hamburg and Aurora Rwy. Co Ontario Light and Traction Co Catskill Electric Rwy. Co .• Cohoes City Rwy. Co Cortland County Traction Co Corning and Painted Post Street Rwy. Co. . Dunkirk and Fredonia R. R. Co Dunkirk and Point Gratiot Traction Co Elmira Water, Light and R. R. Co West Water Street R. R. Co. (lessor) . West Side R. R. Co. (lessor) Ocean Electric Rwy. Co Citizens Street Rwy. Co PERIOD COVERED BY REPORT. From — Fishkill Electric Rwy. Co. (lessor) Fonda, Johnstown and Gloversville R. R. Co. Lake Ontario and Riverside R. R. Co Geneva, Waterloo, Seneca Falls and Cayuga Lake Traction Co. Mountain Lake Electric R. R. Co Bennington and Hoosick Valley Rwy. Co. . Hornellsville Electric Rwy. Co Hornellsville and Canisteo Rwy. Co Huntington R. R. Co Ithaca Street Rwy. Co. (including Cayuga Lake Electric Rwy. Co.). Jamestown Street Rwy. Co Kingston Consolidated R. R. Co Lewiston and Youngstown Frontier Rwy. Co. Lima-Honeoye Electric Light and R. R. Co. Middletown-Goshen Electric Rwy. Co New York and Long Island Traction Co . . . Orange County Traction Co New Paltz and Poughkeepsie Traction Co. . Interurban Street R. R. Co. (Metropolitan Street Rwy. Co.)» Metropolitan Street Rwy. Co. (lessor) Bleecker Street and Fulton Ferry R. R. Co. (lessor). Broadway and Seventh Avenue Rwy. Co. (lessor). Central Park and North and East River Rwv. Co. (lessor). Eighth Avenue R. R. Co. (lessor) Forty-second Street and Grand Street Ferry Rwy. Co. (lessor). New York and Harlem (city line) R. R. Co. (lessor). Ninth Avenue R. R. Co. (lessor) Second Avenue R. R. Co. f lessor; Sixth Avenue R. R. Co. (lessor) Twenty-third Street R. R. Co. (lessor) Central Crosstown R. R. Co. 17 Christopher and Tenth Street R. E. Co (lessor). Fulton Street R. R. Co." Thirty-fourth Street Crosstown Rwy. Co. 17 . Twenty-eighth and Twenty-ninth Street Crosstown R. R. Co. 17 Third Avenue R. R. Co. 10 Forty-second Street, Manhattanville and St.'Nicholas Avenue Rwy. Co. 21 Dry Dock, East Broadway and Battery R. R Co. 21 Kingsbridge Rwy. Co. 21 Southern Boulevard R. R. Co.'- 1 Yonkers R. R. Co. 21 Union Rwy. Co.'- 1 July July July July Sept. July July July July July July July July 1, 1901 1, 1901 1, 1901 1. 1901 9. 1902 1,1901 1, 1901 1, 1901 1,1901 1, 1901 1,1901 1, 1901 1, 1901 July 1, 1901 July 1, 1901 July 1,1901 July 1,1901 July 1, 1901 July 1, 1901 Julv 1, 1901 July 1, 1901 July July July July July July 1, 1901 1,1901 1,1901 1, 1901 1,1901 1, 1901 July 1,1901 July 1, 1901 July 1, 1901 July 1, 1901 July 1. 1901 May 16,1902 July 1,1901 July 1, 1901 July 1,1901 Apr. July July July Julv Julv 1, 1902 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 July 1, 1901 July July July July July July July Julv July 1, 1901 1,1901 1, 1901 1,1901 1,1901 1, 1901 1,1901 1, 1901 1, 1901 July 1,1901 July 1,1901 July 1, 1901 July July July July 1, 1901 1,1901 1,1901 1,1901 LENGTH, SINGLE- TRACK MILES. June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 Mar. 8, 1903 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30 1902 June 30 1902 June 30, 1902 June 30 1902 June 30 1902 June 30 1902 June 30 1902 June 30 1902 June 30 1902 June 30 1902 June 30 1902 June 30 1902 June 30 1902 June 30 1902 June 30 1902 June 30 1902 June 30 1902 June 30 1902 June 30 1902 June 30 1902 June 30 1902 June 30 1902 June 30 1902 June 30 1902 June 30 1902 June 30 1902 June 30 1902 June 30 1902 June 30 1902 June 30 1902 June 3C 1902 June 3( 1902 June 30 1902 Owned. 36.76 2222.71 97.77 14.71 13.75 3.00 2.90 6.35 10.04 6.90 3. 75 3.25 14.17 3.75 9.32 1.01 2.95 4.05 19.01 1.04 17.75 4.50 "16.52 5.07 4.33 3.19 7.68 20.78 9.16 8.70 5.16 12.84 9.00 16.49 9.27 1.59 47.92 10.66 15.12 19.56 18.75 7.64 19.63 15.77 25.92 12.03 4.15 4.15 3.92 1.05 .97 6.73 25.66 14.97 6.25 7.00 28.77 71.10 Oper- ated. 36.76 2225.82 97.77 14.71 13.75 3.00 ■2. 90 6.35 10.04 5.90 3.75 3.25 27.24 1.04 7. 00 1.04 17.75 4.50 "16.52 5.07 6.33 3.19 7.08 20.78 9.16 8.70 5.16 12.84 9.00 16.49 9.27 200. 83 14.00 1.89 5.60 7.61 30.79 20.43 6.25 7.00 31.27 71.10 CAPITAL STOCK. Total par value. Authorized. 81, 150, 000 10, 120, 500 3,000,000 350, 000 ( 5 ) 100, 000 400, 000 50, 000 370, 000 100, 000 150, 000 25, 000 224,000 25, 000 300,000 50,000 75, 000 50,000 400, 000 15, 000 450, 000 60,000 200, 000 50,000 50,000 30,000 325,000 250,000 400,000 150, 000 100, 000 100, 000 125, 000 325, 000 100, 000 20, 000, 000 52, 000, 000 900, 000 2,100,000 1, 800, 000 1, 000, COD 750,000 10, 000, 000 800, 000 2,600,000 2,000,000 600, 000 600,000 650,000 500, 000 1,000,000 1,500,000 16,000,000 2,500,000 1,200,000 1, 000, 000 250, 000 1,000,000 2, 000, 000 Issued. i This is a combined report of 6 constituent companies separately for 7 months consolidated companv is controlled by the International Traction Company of New 2 Includes 22.80 miles leased from steam railroads and bridge company. 3 Exclusive of 8361,577, investments other than street railways. t Controlled by the International Traction Company of New Jersey. 5 In hands of receiver. o Includes electric-light plant. . - Exclusive of 889,775, investments other than street railways and electric-light plants owned. s Stock dividend. « Includes investments other than street railways. io Dividends declared on 850,000 only. " Includes 8.25 miles in Vermont. and the International Railway Company (consolidation) for 5 Jersey. 8731, 860 10, 120, 500 2, 860, 000 350, 000 ( 5 ) 100, 000 60, 000 50, 000 370, 000 100, 000 136, 410 25,000 224,000 25,000 105,000 35,000 75, 000 50, 000 390, 210 15, 000 449, 500 60,000 200, 000 50,000 50,000 30,000 325, 000 100, 000 400, 000 134,000 100, 000 100,000 125,000 325,000 100,000 5,880,000 51,996,600 900, 000 2,100,000 1,800,000 1,000,000 748, 000 10, 000, 000 800,000 1,862,000 2, 000, 000 600, 000 600,000 650,000 500,000 1,000,000 1, 500, 000 15, 995, 800 2,500,000 1,200,000 8,600 250,000 1,000,000 2,000,000 months The GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 257 capital stock — continued. Common. Par value. Authorized. $1,160,000 10, 120, 600 , 000, 000 S50, 000 100, 000 400, 000 50, 000 170, 000 100, 000 160, 000 26, 000 224, 000 25, 000 300, 000 50, 000 75, 000 50, 000 400, 000 15,000 S50, 000 80, 000 170, 000 60, 000 50, 000 30, 000 325, 000 250, 000 400,000 150, 000 100, 000 100, 000 125, 000 150,000 100, 000 20,000,000 52, 000, 000 900, 000 2, 100, 000 1, 800, 000 1,000,000 750,000 10, 000, 000 800, 000 2, 500, 000 2, 000, 000 000, 000 000,000 050, 000 600,000 1,000,000 1,500,000 16,000,000 2, 500, 000 1,200,000 1,000,000 250, 000 1,000,000 2, 000, 000 Issued. $731,800 10, 120, 500 2, 860, 350, 10(1, m, 6(i, 170, 100, 136, 25, 224, 25, 000 105, 000 35, 000 75, 000 60, 000 390, 210 15, 000 360, 000 60, 000 170, 000 60, 000 50,000 30, 000 325, 000 100, 000 400, 000 134, 000 000 000 000 000 000 000 500 000 ', 000 i, 000 >. 000 ,000 800, ,862, !, 000, 000, 0(H), 650, 600, ,000, ,500, ., 995, ,500, Dividends. Rate per Amount. $14, 014 491,230 8 12, 310 1,200 ; 8,600 250, 000 1,000,000 2, 000, 000 210, 000 162, 000 160, 000 134, 640 400, 000 64,000 167, 580 140, 000 108, 000 60, 000 62, 000 Preferred. Par value. Authorized. $200, 000 30,000 Issued. $200, 000 Dividends. Rate per Amount. 99, 500 30, 000 FUNDED DEP7'. Amount authorized. 52,500,000 16, 371, 500 3,000,000 350, 000 400, 000 200, 000 400, 000 86,000 180, 000 100, 000 61,000 55, 000 660, 000 355, 000 20, 000 75, 000 50, 000 1, 950, 000 15, 000 600, 000 100, 000 250, 000 70, 000 80, 000 30, 000 325, 000 300, 000 700, 000 150, 000 60, 000 400, 000 425. 000 100, 000 ,750,000 700, 000 600, 000 200, 000 000, 000 250, 000 8, 900, 000 400,000 250, 000 210, 000 500, 000 ,000,000 ., 500, 000 i,000,000 I, SOO, 000 :, 200, 000 250, 000 1,000,000 2, 000, 000 Amount out standing. $1,267,000 10, 328, 000 2, 974, 000 350, 000 307, 500 185, 000 54, 000 85, 000 180, 000 100, 000 61,000 55, 000 060, 000 355, 000 20, 000 75, 000 50, 000 600, 000 15,000 434, 000 65, 200 182, 000 70, 000 80,000 26, 000 325, 000 300, 000 700, 000 134, 000 60, 275, 425, 100, 21, 750, 700, 9, 650, 1, 200, 1,000, 236, 6, 410, 000 400, 250, 210, 500, 1,000, 1,500, 40, 000, 2, 700, 2, 050, 250, 000 1,000,000 2, 000, 000 Rates of inter- est, per cent. 5, 4, 5, 6 4i, 5, 6 5 5 4 4 5 6 6 5, 7 6 5 4 5 '&,6 6 4 4 5 5 4,5 4,5 5 Total capital stock and funded debt outstanding. $1,998,800 20,448,500 5,834, 700 307: «285'. 114. 135 «550 200 »197 80 25 460 65 150 100 090 12.5 3S2 120 130 56: °650; 400, 1,100, 268 ; °160 375 126: 750; 200, 73, 746. 1, 600; 11, 750, 3,000 2,000, 984: 10, 000, 800 8,272: 2, OOO; 1,000. '■'550 860 1,000 2,000. 3,000, 55, 995, 95,200 3,250 500 2,000. 4,000. Capita] liabilities per mile of single track owned. $54, 376 3100,480 59, 671 47, 587 22, 364 95, 000 39, 310 21, 260 '45,839 33, 898 52, 643 24, 615 62,385 6,667 49, 356 52, 885 60,847 24, 691 52, 089 28,846 49, 775 27, 822 23,123 23, 669 1=25,404 17,555 13 74, 870 19, 249 120, 087 30, 805 31, 008 29, 206 13,889 45,482 21, 575 204, 819 1*202, 372 952, 3S1 2, 061, 856 445, 765 al l,671,82c ^ 202, 650 M 217, 101 22 1,376 2? 71, 429 =2 69, 517 22 56, 259 11 12 13 14 15 16 17 IS 19 20 21 21a 21b 22 23 23a ,24 38 39 40 41 41a 41b 41c 41d 41e 41f 41g 41h 411 41k 411 42 42a 43 44 45 46 47 4S 49 .50 51 52 '2 Exclusive of $20,000, investments other than street railways. "Exclusive of $75,000, investments other than street railways and electric-light plants owned. h Report covers the operations of the Metropolitan Street Railway Company for 9 months and the Interurban Street Railroad Company for 3 months. Capital stock is that of Interurban Street Railroad Company. is For 12 months, including period before and after lease was effected. : $22,775,712, investments other than street railways. i» Exclusive of $2: . "Controlled bv Metropolitan Street Railway Company is Exclusive of'$6t>,700, investments other than street railways. k on the S subsidiary companies, numbers ""This company is leased to Metropolitan Street Railway Company but is operated independently. ^'Exclusive of $10 465 290, stocks of other companies. This company has advanced $11,3S3,476 for construction wor. 47 to 54 'inclusive The total capital liabilities of the 9 companies are $269,142 per mile of track owned. si Stock owned by Third Avenue Railroad Company; leased with it to Metropolitan street Railway Company but operated independently, a See note 20. 258 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL 53 54 56 57 .ss 5Sn 69 59a 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 81 82 82a 83 84 85 86 87 91 92 93 96 96 STATE AND LOCATION. B is NEW YORK— Continued. New York, Mamaroneck, White Plains, Scarsdale. New York, Mt. Vernon, New Rochelle, Pelham. New York (Manhattan and Bronx). New York (Bronx) do New York (Brooklyn) do ....do -..-do .do. New York (Queens ) do New York (Richmond ) — do Niagara Falls Northport, East Northport . Ogdensburg Olean; Bradford (Pa.) Olean, Portville, Bolivar... Oneida Oneonta, Cooperstown Ossining Oswego Peekskill, Cortland, Yorktown. Penn Yan, Milo, Jerusalem Plattsburg Port Chester, Larchmont. Port Jervis Poughkeepsie, Wappingers Falls. Rochester, Irondequoit do do Rochester, Ontario, Sodus. Charlotte , Rome Schenectady, Rotterdam, Albany Sea Cliff..: South Beach, Midland Beach Syracuse, Onondaga, Geddes, De Witt. do Syracuse, Fayetteyille, Manlius.. Syracuse, Baldwinsville Utica, Rome, Little Falls Watertown, Brownville Watkins, Montour Falls, Horse- heads. West Seneca, Garden ville, Ebenc- zer. West Seneca, Hamburg Williamsville NORTH CAROLINA. Total for state . Asheyille Asheville, Biltmore Asbeville and vicinity . Charlotte and vicinity . Raleigh Wilmington, Wrightsville . Winston-Salem Name of company. Tarrytown, White Plainsand Mamaroneck Rwy. Co. 1 Westchester Electric R. R. Co. 1 Manhattan Rwy. Co. (elevated) Pelham Park R. R. Co City Island R. R. Co Brooklyn Rapid Transit Co.* Brooklyn City R. R. Co. (lessor) Coney Island and Brooklyn R. R. Co Brooklyn City and Newtown R. R. Co. (lessor). Van Brunt Street and Erie Basin R. R. Co . New York and Queens County Rwy. Co New York and North Shore Rwy. Co Staten Island Midland R. R. Co Staten Island Electric R. R. Co Niagara Gorge R. R. Co Northport Traction Co Ogdensburg Street Rwy. Co Olean, Rock City and Bradford R. R. Co .. Olean Street Rwy. Co Oneida Rwy. Co Oneonta, Cooperstown and Richfield Springs Rwy. Co. Westchester Traction Co Oswego Traction Co Peekskill Lighting and R. R. Co Penn Yan, Keuka Park and Branchport Rwy. Co. Plattsburg Traction Co New York and Stamford Rwy. Co Port Jervis Electric Light, Power, Gas and R. R. Co. Poughkeepsie City and Wappingers Falls Electric Rwy. Co. Rochester Rwy. Co Rochester Electric Rwy. Co. (lessor) Rochester and Suburban Rwy. Co Rochester and Sodus Bay Rwy. Co Irondequoit Park R. R. Co. (lessor) Rochester, Charlotte and Manitou R. R. Co. Rome City Street Rwy. Co Schenectady Rwv. Co Sea Cliff Incline Cable Rwy. Co Southfleld Beach R. R. Co Syracuse Rapid Transit Rwy. Co East Side Traction Co. (lessor) Syracuse and Suburban R. R. Co Syracuse, Lakeside and Baldwinsville Rwy. Co. Utica and Mohawk Valley Rwy. Co. 1 " Black River Traction Co Elmira and Seneca Lake Rwy. Co Buffalo,. Gardenville and Ebenezer Rwy. Co. Hamburg Rwy. Co Buffalo and Williamsville Electric Rwy. Co. Asheville Electric Co Asheville Street R. R. Co Asheville and Craggy Mountain Rwy. Co . . Charlotte Electric Railway, Light and Power Co. Raleigh Electric Co Consolidated Railways, Light andPowerCo. Fries Manufacturing and Power Co PERIOD COVERED BY REPORT. July 1, 1901 July 1,1901 July 1, 1901 July July July July July July July July July July July July Apr. July July July July July 1, 1901 1, 1901 1,1901 1,1901 1,1901 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1. 1901 1,1901 1. 1902 1, 1901 1, 1901 1, 1901 1, 1901 1,1901 July 1,1901 July 1, 1901 July 1, 1901 July 1, 1901 July 1,1901 Aug. 1, 1901 July 1, 1901 July 1, 1901 July July July July July July July July July 1, 1901 1,1901 1, 1901 1,1901 1,1901 1,1901 1, 1901 1, 1901 1,1901 Aug. 10,1901 July 1, 1901 July 1, 1901 July 1,1901 July 1, 1901 July July July 1,1901 1,1901 1, 1901 July 1,1901 July July 1, 1901 1, 1901 July 1,1901 July 1, 1901 July 1, 1901 Jan. 1, 1902 May 1, 1901 July 1, 1901 Dec. 1, 1901 June 30, 1902 June 30,1902 June 30 June June 30. June June 30. June 30, June 30, June June June June June June June June June June June June June June 30, June 30, June June 30. June 30, June 30, June l June June June June June June June June June June June June 30 June 30 June June 30, June June 30 June 30 June 30, June 30, 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 June 30, 1902 June 30,1902 June 30, 1902 Dec. 31,1902 Apr. 30,1902 June 30, 1902 Nov. 30,1902 LENGTH, SINGLE- TRACK MILES. O-ned. Oggv 18.69 31.05 117. 14 1.50 2.00 6319. 42 204.92 26.38 21.92 2.50 74. 47 24.00 27.54 31.02 14.40 2.74 10.00 11 16. 55 13.25 1.50 30.00 2.66 11.15 10.36 9.25 6.50 16.38 5.10 17.33 16.30 38.14 5.60 7.75 6.06 36.12 .18 4.00 69.61 8.55 14.31 23.03 is 76. 20 10.47 16.41 4.67 10. 33 4.54 1 »46. 32 5.87 7.64 3.24 11.29 10 50 4.65 9.13 18.69 38.22 117. 14 1.50 2.00 526. 71 3.00 74.47 24.80 27.64 31.02 15.40 2.74 10.00 "18.86 13.25 1.50 30.00 2.66 11.15 10.36 9.25 6.50 16.53 5.10 17.33 "11. 13 47.54 7.75 6.06 42.78 .18 4.00 68.16 14.31 23.03 1 »76.20 10.47 16.41 10.33 4.64 5.87 8. 08 15.24 11.29 4.50 4.65 9. 13 CAPITAL STOCK. Total par value. Authorized. $300, 000 500,000 48, 000, 000 50, 000 50, 000 "47,717,305 12, 000, 000 2, 000, 000 2, 000, 000 200, 000 5, 000, 000 600, 000 1,000,000 1,250,000 1, 000, 000 50, 000 150, 000 210,000 300, 000 15, 000 1,600,000 300, 000 300, 000 500, 000 100, 000 100, 000 500,000 350, 000 750, 000 5, 000, 000 200, 000 420, 000 1, 750, 000 100, 000 100, 000 150,000 600,000 10, 000 250, 000 4,000,000 300, 000 400, 000 600, 000 3,100,000 105,000 300,000 200,000 75, 000 750, 000 500,000 250,000 600, 000 75,000 500,000 700, 000 $300, 000 500, 000 47, 999, 700 50, 000 50,000 «47, 717, 305 12, 000, 000 2,000,000 1, 923, 400 200, 000 3, 100, 000 600, 000 1,000,000 1, 250, 000 1, 000, 000 34, 000 150, 000 210, 000 300, 000 15,000 750, 000 300, 000 300, 000 350, 000 94, 000 100, 000 500,000 350, 000 750, 000 5, 000, 000 200, 000 420, 000 1,750,000 100,000 97, 500 150, 000 600, 000 9,500 250, 000 4, 000, 000 800, 000 400,000 500,000 461,237 105,000 300, 000 39, 300 200,000 75,000 511,700 266, 325 24,200 60, 000 58,800 400, 000 674, 600 Stock owned by Third Avenue Railroad Company; leased with it to Metropolitan Street Railway Company but operated independently. 2 See note 20, page 55. 3 Exclusive of $40,023, investments other than street railways. * Includes the statistics for the following companies, which are controlled by ownership of stock: Brooklyn Heights; Nassau; Sea Beach; Brooklyn Union Elevated; Prospect Park and Coney Island; New York and Coney Island; New York and Brooklyn Bridge; Brooklyn, Queens County and Suburban; and Coney Island and Gravesend. 5 Includes 67.02 miles of elevated track. "Includes $2,717,305, outstanding shares of controlled companies. 7 Exclusive of $1,000,000, investments other than street railways. s Includes investments other than street railways. Exclusive of $260,000, investments other than street railways. "Exclusive of 5903,875, investments other than street railways. 11 Includes 6.76 miles in Pennsylvania. GENERAL TABLES, STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 259 capital stock— continued. FUNDED DEBT. Total capital stock and funded debt outstanding. Capital liabilities per mile of single track owned. Common. Preferred. Amount authorized. Amount out- standing. Rates of inter- est, per cent. Par value. Dividends. Par value. Dividends. Authorized. Issued. Rate per cent. Amount. Authorized. Issued. Rate per cent. Amount. s 3 S5 $300,000 500, 000 48,000,000 60, 000 50, 000 47, 717, 305 12,000,000 2,000,000 2,000,000 200, 000 5,000,000 600, 000 1,000,000 1, 250, 000 1,000,000 50,000 150, 000 210,000 300,000 15, 000 1, 500, 000 300,000 200,000 600, 000 100,000 100, 000 500,000 350, 000 750,000 2, 500, 000 200,000 70,000 1, 000, 000 100,000 100,000 150,000 600,000 10,000 250,000 2, 750, 000 300,000 400,000 500,000 2,500,000 105,000 300,000 40, 000 200,000 75,000 2,825,000 4 $300, 000 500,000 47,999,700 50,000 50,000 47, 717, 305 12, 000, 000 2,000,000 1, 923, 400 200, 000 3, 100, 000 600, 000 1, 000, 000 1,250,000 1,000,000 34, 000 150,000 210, 000 300,000 15,000 750, 000 300,000 200, 000 350,000 94,000 100,000 600, 000 350,000 760,000 2,500,000 200, 000 70,000 1, 000, 000 100,000 97,500 150,000 600,000 9,500 250,000 2, 750, 000 300,000 400, 000 500,000 85, 000 105, 000 300,000 39, 300 200,000 75, 000 1,657,660 $300,000 500,000 51, 818, 000 50,000 27,873 150, 000, 000 6,925,000 2,000,000 2, 000, 000 75,000 4,200,000 600, 000 1, 000, 000 2,000,000 1,000,000 $300, 000 500, 000 39,545,000 50, 000 27, 873 52,524,000 6,925,000 2, 000, 000 2, 000, 000 65,000 3, 000, 000 600,000 1, 000, 000 2,000,000 1,000,000 5 5 4,5,6 6 6 *,5 4J,5,6 4,5 6 5 4,5,6 5 5 5 5 $600,000 1,000,000 87, 544, 700 100,000 77, 873 100, 241, 305 18,925,000 4,000,000 »3, 923, 400 265,000 6, 100, 000 1, 200, 000 2, 000, 000 3,250,000 2, 000, 000 34, 000 300, 000 410, 000 578, 500 25,000 1,500,000 438,000 588,000 12850,000 194,000 180, 000 565,000 "550,000 1,154,000 9, 555, 950 8200,000 420,000 1, 760, 000 100,000 178, 750 273,500 121,650,000 11, 500 271,000 8 7,836,000 550,000 827,000 81,000,000 2,611,237 160,000 600,000 61,300 400,000 75,000 3, 876, 125 2$32, 103 232,206 747, 351 839, 985 38,936 313, 823 92,353 U13,723 178, 987 106,000 81, 912 50, 000 72, 622 » 96, 389 i»76, 120 12, 409 30,000 24, 773 43,660 16, 667 50,000 164,662 52,735 82,046 20,973 , 27,692 52,808 107,843 66, 590 "108,075 22,396 25,767 1644,048 17,857 23,065 45,132 45,681 63,889 67,750 131, 454 64, 327 57,792 43,422 41, 726 15,282 36,563 13,126 38,722 16,520 2070,260 53 54 4 $1,920,000 55 56 57 51 10 16 1,200,000 320, 000 5,1a 59 59ft 4 8,000 60 61 IV? 63 fi4 fin fifi 150, 000 200, 000 2*5, 000 10,000 1,500,000 150,000 300, 000 750,000 100,000 100, 000 500, 000 450, 000 500, 000 5,457,000 150, 000 200. 000 278, 500 10, 000 750, 000 138,000 288, 000 600, 000 100, 000 80,000 365,000 200,000 404,000 4,555,950 6 5 5 4 5 5 3,5 5 5 6 5 5 5 5,6 fi7 fil 69 70 71 7? $100,000 $100,000 73 74 75 7fi 77 71 79 2,500,000 2,600,000 2i $54,110 10 8 16,000 inn 350,000 760, 000 350,000 760,000 450,000 SI 8? 5 5,000 R?a 82,000 200,000 2, 000, 000 2,000 150, 000 4, 750, 000 260,000 433,000 650,000 4,850,000 55,000 300,000 25,000 300,000 81,250 123,500 1,050,000 2,000 21,000 3,836,000 250, 000 427,000 500,000 2,150,000 55,000 300,000 22,000 200,000 5 5 a 4 5 5 5 5,6 5 44,5 5 5 6 5 13 14 85 Rfi .17 1,260,000 1,250,000 11 11n 89 90 600,000 376,237 91 q? 93 94 95 % 450,000 337,965 2, 825, 000 1,880,500 750,000 300,000 250,000 500,000 75,000 350,000 600,000 511, 700 78, 360 24,200 60,000 58,800 350,000 574, 600 750, 000 100,000 600,000 500, 000 75,000 400, 000 500, 000 496,000 100,000 26,000 350,000 58,500 400,000 450,000 5 6 6 5 5 6 5 "1,007,700 366, 325 8 50,200 12410,000 13117,300 12 800,000 1 121,124,600 171,670 47,948 15,494 36, 315 27,600 172,043 21118, 690 1 200,000 187, 965 ? 3 4 5 160, 000 100, 000 50,000 100,000 6 7 12 Includes electric-light plant and other investments, is Includes electric-light plant. " Exclusive of $161,000, investments other than street railways, is Exclusive of 9.06 miles leased to an operating company. i« Exclusive of $70,000, investments other than street railways. . i' This is a combined report of 6 constituent companies separately for 5 months and the Utica and Mohawk Valley Railway Company (consolidation) for 7 months. is Includes 13.62 miles leased from steam railroad. i» Includes .25 mile leased from city. k> Exclusive c " " 2i Exclusive ( 25 mile leased trom city. ., , . , ■ of $639,690, investments other than street railways and electric-light plants owned. : of $40,957, investments other than street railways and electnc-light plants owned. 260 STREET AND ELECTRIC RAILWAYS. Table 93-— NAME, LOCATION, LENGTH OF TRACK, CAPITAL 10 li 13 14 15 17 18 19 20 20a 22 23 24 25 26 27 2S 28a 29 30 31 32 33 34 35 36 37 38 40 41 42 43 It 45 46 47 48 49 50 51 52 53 54 55 56 57 58 STATE AND LOCATION. OHIO. Total for state . Ashtabula Ashtabula, Conneaut, Jefferson . Bucyrus, Gallon, Crestline, Mans- field. Cambridge Canton, Alliance, Sebring Canton, Massillon, Akron Chillicothe Cincinnati and vicinity . Cincinnati Cincinnati, Glendale Cincinnati, Hamilton, Dayton . Cincinnati; Lawreneeburg(Ind.). Cleveland and vicinity do Cleveland, Berea, Elyria, Ober- lin, Lorain, Wellington. Cleveland, Chagrin Falls, Char- don, Garrettsville. Cleveland, Painesville, Fairport Cleveland, Kent, Ravenna, Ak- ron, Barberton. Columbus and vicinity Columbus, London, Springfield. Columbus, Newark. Davton ...'.do ....do Dayton, Alexandria, Eaton ... Dayton, Arcanum, Greenville. Dayton, Springfield, Urbana .. Dayton, Troy, Piqua . Dayton, Xenia Defiance Delaware Dcnnison. Uhrichsville East Liverpool, Wellsville Lancaster Lima Lima, Wapakoneta, Celina, Sid- ney, Piqua. Lorain, Elvria Mansfield, Shelby Name of company. PERIOD COVERED BY REPORT. From- To— Ashtabula Rapid Transit Co Pennsylvania and Ohio Rwy. Co. Ohio Central Traction Co Consolidated Co Stark Electric R. R. Co. 4 Canton-Akron Rwy. Co Chillicothe Electric Railroad, Light and Power Co. Cincinnati Traction Co Cincinnati Street Rwy Co. (lessor) Price Hill Incline Plane R. R. Co Mill Creek Valley Street R. R. Co Cincinnati, Dayton and Toledo Traction Co. Cincinnati, Lawrenceburg and Aurora Electric Street R. R. Co. Cleveland Electric Rwy. Co Cleveland City Rwy. Co Cleveland, Elyria and Western Rwy. Co... Eastern Ohio Traction Co Jan. 1, 1902 Jan. 1, 1902 July 1, 1901 July 1, 1901 Jan. 1,1902 June 1,1902 July 1,1901 Jan. Jan. Nov. July June 1, 1902 1, 1902 1,1901 1, 1901 1, 1901 Cleveland, Painesville and EasternR.R. Co. Northern Ohio Traction Co Columbus Rwy. Co Columbus, London and Springfield Rwy. Co Columbus, Grove City and Southwest- ern Rwy. Co. (lessor). Columbus, Buckeye Lake and Newark Traction Co. City Rwy. Co Peoples Rwy. Co Oakwood Street Rwy. Co Dayton and Western Traction Co Dayton and Northern Traction Co Dayton, Springfield and Urbana Electric Rwy. Co." Springfield and Western Traction Co. (lessor). Dayton and Troy Electric Rwy. Co Miami Valley Rwy. Co. ( lessor) Dayton and Xenia Transit Co Peoples Gas and Electric Co Delaware Electric Street Rwy. Co United Electric Co East Liverpool Rwy. Co Lancaster Traction Co Lima Electric Railway and Light Co Western Ohio Rwv. Co Marion Mt. Vernon Newark, Granville New Philadelphia, Canal Dover, Uhrichsville. Pomeroy, Middleport, Racine... Portsmouth Salem Springfield Springfield. Xenia Steubenville Steubenville, Toronto Tiffin Tiffin, Bascom, Fostoria Toledo Toledo, Bowling Green, Findlay Toledo, Fostoria, Findlay Toledo, Dennison; Morenci, Adrian (Mich.). Toledo, Fremont, Sandusky, Norwalk, Lorain, Cleveland." Toledo, Maumee, Perrysburg, Waterville. Wellston, Jackson Lorain Street Rwy. Co Mansfield Electric Railway, Light and Power Co. Marion Street Rwy. Co Mt. Vernon Electric Rwy. Co Newark and Granville Street Rw r y. Co Tuscarawas Traction Co Ohio River Electric Railway and Power Co. Portsmouth Street Railroad and Light Co. . Salem Electric Rwy. Co Springfield Rwy. Co Springfield and Xenia Traction Co Steubenville and Pleasant Heights Trac- tion Co. Steubenville Traction and Light Co Electric Railway and Power Co Tiffin, Fostoria and Eastern Electric Rwy. Co. Toledo Railways and Light Co Toledo, Bowling Green and Southern Trac- tion Co. Toledo, Fostoria and Findlay Rwy. Co Toledo and Western Rwy. Co Lake Shore Electric Rwy. Co Toledo and Maumee Valley Rwy. Co. Wellston and Jackson Belt Rwy. Co. 13 Jan. 1,1901 Jan. 1, 1901 Jan. 1, 1901 Jan. 1, 1901 Jan. 1,1901 Jan. 1, 1902 Jan. 1, 1901 Jan. 1, 1901 Jan. 1,1902 Jan. 1,1902 Mar. 1, 1902 Jan. July Jan. Jan. Oct. July 1, 1901 1,1901 1, 1901 1, 1901 1, 1901 1, 1901 July 1,1901 Jan. Jan. July June June Jan. Jan. Jan. Jan. Mar. Jan. Jan. Apr. Feb. Jan. Jan. July Jan. July July July May Jan. Jan. May Jan. May Nov. July 1,1902 1, 1902 1, 1901 1, 1901 1. 1901 1. 1902 1, 1902 1,1902 1,1902 15, 1902 1,1901 1, 1902 1. 1901 1. 1902 1, 1902 1, 1902 1, 1901 1,1902 1, 1901 1. 1901 1. 1902 1, 1902 1, 1902 1,1901 1, 1901 1, 1901 1, 1901 1, 1901 1,1901 Nov. 1,1901 Jan. July 1, 1901 1,1901 Dec. 31,1902 Dec. 31,1902 June 30, 1902 June 30,1902 Dec. 31,1902 Dec. 31,1902 June 30, 1902 Dec. 31,1902 Dec. 31,1902 Oct. 31,1902 June 30, 1902 May 31,1902 Dec. 31,1901 Dec. 31,1901 Dec. 31,1901 Dec. 31,1901 Dec. 31,1901 Dec. 31,1902 Dec. 31,1901 Dec. 31,1901 Dec. 31,1902 Dec. 31,1902 Nov. 30,1902 Dec. 31,1901 June 30, 1902 Dec. 31,1901 Dec. 31,1901 Sept. 30, 1902 June 30, 1902 June 30, 1902 Dec. Dec. June May Mar. Dec, Dec. Dec. Dec. Jan. 31, 1902 31, 1902 30, 1902 31, 1902 31,1902 31, 1902 31, 1902 31. 1902 31,1902 14. 1903 Dec. 31,1901 Dec. 31,1902 Mar. 31,1902 Jan. 31,1903 Dec. 31,1902 Dec. 31,1902 June 30, 1902 Dec. 31,1902 June 30, 1902 June 30, 1902 Nov. 30,1902 Dec. 31,1902 Dec. Dec. Apr. Dec. Apr. Oct. June Oct. Dec. June 31, 1902 31. 1901 30. 1902 31,1901 30, 1902 31, 1902 30, 1902 31, 1902 31. 1901 30. 1902 LENGTH, SINGLE- TRACK MILES. Owned. ■2,338.50 '2,454.83 Oper- ated. 5.75 27. 75 17.02 2.00 26.97 50.17 5.11 212. 96 .61 32.50 78.35 839.25 137. 34 = 99.70 68.00 90.00 43.26 96.85 106. 43 58.60 14.00 43.50 24.28 20.70 7.90 22. 25 40.05 48.63 5.44 28.00 14.70 50.12 4.53 7.50 2.03 14.71 3.81 18.55 77.97 11.67 21.00 4.28 5.10 13.89 13.43 13.02 6.50 2.65 28.13 18.08 12.78 7.33 17.00 97.78 40.37 16.28 12 66. 59 160.43 20. 22 10.60 5.75 27.75 17.02 2.00 26.97 50.17 5.11 212. 96 .61 36.50 78.85 8 39.25 143. 32 94.58 76.50 101. 00 43.26 110. 25 106. 43 72.60 45.06 26. 55 22.70 7.90 28.25 44.91 65.60 46.70 53.01 4.53 7.50 2.03 14.71 3.81 20.55 80.57 11.67 21.00 4.28 5.10 13.89 13.43 13.02 5.50 2.65 28.13 18.68 3.08 12.78 7.33 17.00 97.78 52.37 17.28 1=70. 59 183. 41 28.00 10.50 CAPITAL STOCK. Total par value. Authorized. $120,507,200 150, 000 700, 000 225, 000 500,000 1,000,000 1, 600, 000 100, 000 2, 000, 000 20,000,000 75, 000 2, 200, 000 5, 000, 000 750, 000 13, 000, 000 8,000,000 2, 000, 000 2, 000, 000 3, 500, 000 7,000,000 1,500,000 250, 000 1, 500, 000 2, 100, 000 1, 100, 000 19, 000 800, 000 450, 000 1, 500, 000 250, 000 1, 000, 000 300, 000 800, 000 100, 000 50,000 28, 200 300,000 100, 000 400,000 3,000,000 750,000 400, 000 100, 000 400, 000 300, 000 250, 000 300, 000 125, 000 100, 000 1,000,000 500, 000 150, 000 400, 000 50, 000 175, 000 12, 000, 000 1, 500, 000 1,500,000 1, 800, 000 400, 000 500, 000 Issued. 8108, 893, 650 i Exclusive of 63.48 miles lying outside of state, but including 48.55 miles in state owned by outside companies. Total owned by companies in state, total operated, 2.469.76. = Exclusive of 81,147,336, investments other than street railways aud electric-light plants owned. 3 Includes electric-light plant. 4 Covers operations of Stark Electric Railroad Company and Alliance Electric Railroad Company for the year reported. 5 Includes electric-light plant and other investments. 6 Includes investments other than street railways. 150. 000 680, 000 225, 000 300,000 850, 000 1, 600, 000 100, 000 2, 000, 000 18, 011, 450 75, 000 1, 800, 000 3, 000, 000 750, 000 13, 000, 000 7, 600, 000 " 1, 500, 000 2, 500, 000 1,556,000 3, 500, 000 6, 000, 000 1, 500, 000 250, 000 1, 500, 000 2, 090, 600 1,100,000 19, 000 800, 000 450, 000 759, 500 250, 000 1, 000, 000 300, 000 800, 000 100, 000 50, 000 28, 200 300, 000 100, 000 400, 000 2, 063, 000 750,000 400,000 50, 000 75, 000 300, 000 244, 000 300, 000 125,000 100,000 1,000,000 500, 000 150, 000 400, 000 60, 000 175, 000 12, 000, 000 660, 000 450, 000 1, 500, 000 6,000,000 400, 000 255,000 2,353.43 miles: GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 261 capital stock— continued. Common. Par value. Authorized, 8110,657,200 150, 000 700,000 •225, 000 500, 000 1,000,000 1,000,000 100, 000 2,000,000 20,000,000 75, 000 1,100,000 5, 000, 000 750, 000 13,000,000 8, 000, 000 2. 000, 000 2, 000, 000 2,500,000 3,500,000 1,500,000 250, 000 1.000,000 1,500,000 1,100,000 19,000 400,000 450,000 ' 1,500,000 J 250,000 500,000 300,000 ' 650,000 100,000 60,000 i 28,200 [ 300,000 100,000 400,000 3, 000, 000 750,000 400,000 100,000 400,000 300,000 , 250,000 300,000 125,000 100,000 1,000,000 500,000 150,000 400. 000 50,000 175,000 12, 000, 000 1,500,000 1,500,000 1, $00. 000 4.500,000 400,000 500,000 Issued. $99, 643, 650 150, 6S0, 225, 850, 1,000, 100, 2,000, 18,011, 75, 800, 3, 000, 750, 000 13,000, 7,600, 1,500, 2, 600, 000 1,556, 2, 500, 3,000, 1,500, 250, 1,000,000 1,490, 1,100, 19, 400, 450, 759. 250,000 Dividends. Rate per cent. Amount. . $2, 289, 554 500, 300, 650, 100, 50. 28 300 100 400 .063. 000 000 000 000 000 200 000 ' 000 000 000 750. 000 400, 000 50,000 75,000 SOO.OOO I 244,000 300,000 125, 000 100,000 1,000,000 500,000 150,000 400, 000 50, 000 175,000 12,000,000 660,000 450,000 1,500,000 4, 500, 000 400,000 255. 000 5 51, 5 J 100, 000 979, 356 Preferred. Par value. Authorized. $9, 850, 000 600,000 1,100,000 520,000 880, 000 ' '42,000 Issued. S9, 250, 000 600,000 1,000,000 Dividends. Rate per Amount. 5344,000 18,000 ' 37, 500 89, 436 55, 000 950 9,000 15,000 2Ji 12,500 3Ji 9,600 1,850 1,000,000 1,000,000 5 50,000 3,600,000 3,000,000 5 150,000 500, 000 600, 000 400,000 500, 000 600, 000 400,000 500, 000 500,000 150,000 2,000 15,000 "5,612 7,500 36,000 FUNDED DEBT. Amount authorized. $73,648,500 75, 000 700,000 150,000 500, 000 1,000,000 1,673,000 75, 000 724, 500 5,000,000 750, 000 4, 350, 000 2, 026, 000 1,500,000 2, 500, 000 2, 000, 000 3,000,000 7,000,000 1,500,000 250, 000 1,500,000 65, 000 500, 000 450, 000 750,000 250,000 800,000 10,000 15,000 1.500,000 1,500,000 435,000 100,000 400,000 ;, 000, 000 750,000 400,000 30,000 250,000 200,000 315,000 83,000 50,000 650,000 500,000 50,000 2S0, 000 Amount out- standing. 75,000 680,000 750, 000 1, 673, 000 75, 000 3, 500, 000 750, 000 4,350,000 2, 026, 000 1, 375, 000 2,186,000 1,402,000 3, 000, 000 5, 605, 000 1,500,000 210, 000 1,125,000 65,000 450, 000 450,000 750, 000 155,000 800,000 7,000 435,000 68,000 400, 000 2,063,000 550,000 400,000 24,000 190,000 200,000 315,000 83,000 50,000 600,000 500,000 38,000 2S0, 000 175,000 | 12,000,000 ! 1,500,000 : 1,500.000 1.250.000 | 6,000,000 400,000 300,000 175,000 9. S75, 000 1,036,500 450,000 1,250,000 4,000,000 400,000 300,000 i Dividends not declared on full amount of stock shown. • Includes 9 miles in Indiana. ^Includes 5.12 miles leased to Cleveland Electric Railway Company. 10 This company also leases the Urbana, Bellefontaine and Northern, with 21.7a miles under construction. " Dividends declared on a part of the stock for 9 months only. " Includes 30.19 miles in Michigan. 13 Leased to and operated by a steam railroad. Rates of inter- est, per cent. 5 5 5,6 5 5,6 5,6 5 4,5 5 5 5,6 I 5 I 5,6 5 6 5 5,6 5 6 6 5,6 5 5 Total capital stock and funded debt outstanding. Capital liabilities per mile of single track owned. $170,135,650 , =871,805 225, 000 1, 360, 000 225, 000 = 300,000 1, 600, 000 3, 273, 000 5 175, 000 6 2,000,000 39, 130 49,009 13, 220 150,000 59, 325 65,238 34,247 18,735,950 } 97 ' 3 ' 75, 000 I 122,951 1,800,000 | 55,385 6,500,000 J 82,961 1,500,000 2,958,000 ; 68,377 5 6, 500, 000 i 67,114 11,605,000 3,000,000 460, 000 2, 155, 600 1,550,000 19,000 800,000 5 900,000 "1,509,500 88, 781 74, 879 2,405 35,955 22, 472 31,041 1,000,000 300,000 1,600,000 3107,000 50,000 3 28, 200 735,000 168,000 800,000 4,126,000 1,300,000 3800,000 "50,000 99,000 490,000 444,000 615,000 3 20S.OOO 160,000 1,600,000 1,000,000 188,000 680,000 '< 50,000 j 350,000 5 21.875,000 •> 1,696, 500 900,000 I 2,750,000 i 10,000,000 j 800, 000 555,000 . 35, 714 20, 408 31, 923 23, 620 6,667 13, 892 49, 966 44, 094 43, 127 52,918 47, 23-5 37, 81S 56, S04 56, 879 .So, 310 61, 039 38,217 12 617,350,000 , 126,329 I 13 9,626,000 ' 96,550 ! 14 "2,875,000 42,279 ' 15 6 4, 686,000 I 52,067 ■ 16 109, 039 19 51,195 , 20 32,857 | 20a 2,625,000 60,345 ; 21 405,000 74,449 27a 2S 28a 29 30 31 111, 397 37 38,095 38 11.682 39 19, 412 40 35. 277 41 33.000 I 42 53. 208 49 6, S21 50 20,588 ■ 51 223,717 l 52 42.024 ' 53 55.2S3 54 41,297 : 55 62,332 i 56 39,565 57 52,857 : 5S 1165—05- -18 262 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL 60 61 62 63 la lb lc Id le If lg lb. li Ik 2 2a 3 10 11 12 13 14 14a lib 14c 14d 14e 15 16 17 18 19 20 STATE AND LOCATION. OHIO— Continued. Worthington, Clintonville. Youngstown Youngstown; Sharon, Newcastle (Pa.). Youngstown, Warren, Niles, Lowellsville. Zanesville , OREGON. Total for state . . Astoria Portland Portland and vicinity. Portland, Sellwood Salem Union PENNSYLVANIA. Total for state Allentown. South Bethlehem, Easton, Bethlehem, Catasauqua, Emaus, Slatington. Allentown, Emaus, Quakertown, Lansdale, North Wales, Phila- delphia. Name of company. PERIOD COVERED BY REPORT. From- Wortbington, Clintonville and Columbus June 1,1901 Street Kivy. Co. Youngstown Park and FallsStreetRwy.Co. May 1,1901 Youngstown-Sharon Railway and Light Co. Jan. 1,1902 Mahoning Valley Rwy. Co.. Zanesville Electric Rwy. Co. July 1, 1901 July 1,1901 Astoria Electric Co ' ; Mar. Portland Rwy. Co July City and Suburban Rwy. Co ; Sept. Portland City and Oregon Rwy. Co ! July Salem Light, Power and Traction Co July Union Street and Suburban Rwy. Co Jan. Lehigh Valley Traction Co. Allentown, Kutztown. Altoona Bangor, East Bangor Beaver Falls, New Brighton, i Rochester, Freedom, Monaca, Beaver. Beaver Falls, New Brighton Beaver Falls, Patterson Heights. . Bloomsburg, West Berwick Bradford, Custer City, Lewis Run. Butler, Lyndora Carlisle, Mt. Holly Springs Carlisle, Mechanicsburg Chester, Media, Philadelphia Allentown and Slatington Street Rwy. Co. (lessor). Bethlehem and Nazareth Passenger Rwy. Co. (lessor). Coplay, Egypt and Ironton Street Rwy. Co. (lessor). Easton Consolidated Electric Co. ( lessor) . . Easton Transit Co. { lessor) 8 Easton and Bethlehem Transit Co. (lessor). Pennsylvania Motor Co. (lessor) Freemansburg Street Rwy. Co. (lessor) 8 . Northampton Central Street Rwy. Co. (lessor). 8 Easton, Palmer and Bethlehem Street Rwv. Co. (lessor) .» Slate Belt'Electnc Street Rwy. Co.(lessor). Philadelphia and Lehigh Valley Traction Co. Quakertown Traction Co. (lessor) Allentown and Kutztown Traction Co. (now Allentown and Reading). Altoona and Logan Valley Electric Rwy. Co. Bangor and East Bangor Street Rwy. Co... Beaver Valley Traction Co 1, 1901 1, 1901 1,1901 1,1901 1,1901 1,1901 July 1,1901 July July July Julv July July July July July 1, 1901 1,1901 1,1901 1,1901 1, 1901 1,1901 1,1901 1,1901 1,1901 July 1, 1901 Chester, Swarthmore, Darby . Chester, Tinicum Connellsville Doylestown, Newtown, home, Bristol. Lang- Riverview Electric Street Rwy. Co Patterson Heights Street Rwy. Co Columbia and Montour Electric Rwy. Co. . Bradford Electric Street Rwy. Co Butler Passenger Rwy. Co Carlisle and Mt. Holly Rwy. Co Cumberland Valley Traction Co Chester Traction Co Chester, Darby, and Philadelphia Rwy. Co. (lessor). Chester and Media Electric Rwy. Co. (lessor). Chester and Delaware Street Rwy. Co. (lessor). Chester Street Rwy. Co. (lessor) Union Rwy. Co. (lessor) Media, Middletown, Aston and Chester Electric Rwy. Co., (including Philadel- phia, Morton and Swarthmore Street Passenger Rwy. Co.). Philadelphia and Chester Rwy. Co Connellsville Suburban Street Rwy. Co... Newtown Electric Street Rwy. Co July July 1,1901 1,1901 Oct. 1,1901 July 1,1901 July 1, 1901 Oct. ' 15, 1901 July 1,1901 Aug. Nov. July July June July July July July 12, 1901 1, 1901 1, 1901 1,1901 20, 1901 1, 1901 1, 1901 1,1901 1, 1901 Dovlestown and vicinity... Doylestown, Willow Grove. Newtown, Langhorne and Bristol Trol- ley Street Rwy. Co. (lessor). Doylestown and Easton Street Rwy. Co . . . Doylestown and Willow Grove Rwy. Co... July 1, 1901 July 1,1901 July 1, 1901 July 1,1901 July 1,1901 July 1, 1901 July 1,1901 July 1, 1901 July 1,1901 May 29,1902 July 1,1901 May 31,1902 Apr. 30,1902 Dec. 31,1902 June 30, 1902 June 30,1902 Feb. 28,1902 June 30, 1902 Aug. 31,1902 June 30, 1902 June 30,1902 Dec. 31,1901 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30,1902 June 30, 1902 June 30, 1902 June Oct. June June June June June June June 30, 1902 31,1902 30, 1902 30, 1902 19,1902 30, 1902 30, 1902 30, 1902 30, 1902 June 30, 1902 June 30,1902 June 30, 1902 June 30,1902 June 30,1902 June 30,1902 June 30, 1902 June 30, 1902 June 30,1902 June 30, 1902 June 30, 1902 i Includes 24.29 miles in Pennsylvania. 2 Includes electric-light plant. .,*.„„*.,. .= ,. 3 Exclusive of 7.38 miles lying outside of state, but including 31.05 miles instate owned by outside companies, total operated, 2,518.40 miles. .„,„„.., * Capital reported for 195 companies only, representing 2,4,6.31 miles of track owned. '- Exclusive of 831 568,967, investments other than street railways and electric-light plants owned. LENGTH, SINGLE- TRACK MILES. Owned. 5.12 6.13 142.25 53.53 10.00 136. 67 4.10 28.03 65.50 24.59 11.95 2.50 Oper- ated. 6.13 142.25 53.53 10.00 140. 48 4.10 30.19 65.50 25.99 11.95 2.75 32,504.58 32,542.07 June 30, 1902 June 30, 1902 June 30, 1902 June 30. 1902 June 30,1902 June 30, 1902 June 30, 1902 June 30,1902 June 30, 1902 June 30,1902 June 30,1902 54.49 6148.81 10.84 22.00 19.00 2.75 22.50 3.63 .45 16.25 11.47 7.25 6.30 20.00 6.94 5.28 2.78 6.92 10.15 18.95 22.00 27.50 2.75 22.50 .45 16.25 11.47 7.25 6.80 20.00 32.07 CAPITAL STOCK. Total par value. Authorized. 8.72 2.50 18.70 9.19 8.72 2.50 27.89 6.00 13.38 6.00 13.38 340,000 200, 000 920, 000 2, 500, 000 300, 000 4, 050, 000 100,000 800, 000 2, 500, 000 500, 000 130, 000 20, 000 235,711,100 3, 000, 000 240, 000 150, 000 150, 000 450, 000 300, 000 125, 000 120, 000 150, 000 72, 000 200, 000 360, 000 1,500,000 300, 000 250, 000 40, 000 1,000,000 75, 000 6,000 375,000 130, 000 50, 000 100,000 550, 000 500, 000 125, 000 100,000 100, 000 150,000 200,000 750,000 350, 000 25,000 300, 000 200,000 825,000 500,000 Issued. 531,900 200, 000 920, 000 2,500,000 300, 000 2, 788, 550 100, 000 800, 000 ,238,550 500,000 130, 000 20, 000 211, 728, 4^5 2, 654, 080 240, 000 150, 000 60, 000 450, 000 300, 000 125, 000 120, 000 150, 000 72, 000 360, 000 1,500,000 300, 000 250, 000 40, COO 1,000,000 75,000 6,000 200, 000 130,000 50, 000 100,000 446,400 500,000 100, 000 100, 000 50,000 150, 000 100, 000 322.800 350,000 25,000 300, 000 118,000 85,500 500,000 Total owned by companies in state, 2,480.91 miles, GENERAL TABLES, STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 263 capital stock — continued. FUNDED DEBT. Total capital stock and funded debt outstanding. Capital labilities Common. Preferred. Amount authorized. Amount out- standing. Rates of inter- est, per cent. Par value. Dividends. Par value. Dividends. of single track Authorized. Issued. Rate per cent. Amount. Authorized. Issued. Eate per cent. Amount. | $40,000 200, 000 920, 000 2, 500, 000 SOO, 000 3,850,000 531,900 200,000 920, 000 2, 500, 000 SOO, 000 2,5SS,550 $12, 000 200, 000 920,000 2,500,000 300, 000 6, 130, 000 $12, 000 194,000 920,000 2, 500, 000 250,000 2, 737, 000 6,6 5 5 5 | 4 $43, 900 394,000 1 5.8, 574 j 59 6 512,000 04.274 60 1,840,000 43.550 ! 61 5,000,000 550,000 2 5,525,550 93, 406 55,000 40, 430 62 63 49, 04S $200,000 $200,000 $5,000 100,000 700,000 2, 500, 000 400,000 130,000 20,000 211,76S,900 100,000 700, 000 1,238,550 400,000 130,000 20,000 191,291,115 100,000 1, 660, 000 2,485,550 1, 000, 000 = 260,000 20,000 ■1287,292,195 24, 390 59, 222 37,947 40,667 21,757 8,000 5103,267 1 100,000 100, 000 5 5,000 2,500.000 3,000,000 500, 000 130, 000 860, 000 1,247,000 500,000 130, 000 5,6 4,6 6 5 2 4 49.04S 3 100, 000 100, 000 4 5 6 7, 17S, 485 23,942,200 20, 437, 3S0 977, 395 90,221,600 75,563,700 2, 500, 000 240,000 150,000 150,000 460,000 SOO, 000 125, 000 120, 000 150. 000 72.000 100,000 SCO, 000 1,500,000 2,477,400 240,000 150,000 60, 000 450, 000 300, 000 125, 000 120,000 150,000 72,000 100,000 360, 000 1, 500, 000 am onn 5 5 84.5S1 12,000 7,500 500, 000 176, 6S0 10,600 3,000,000 500,000 150,000 150,000 1,300,000 450,000 60,000 60,000 125,000 3, 000, 000 500,000 150,000 150,000 880,000 300,000 60,000 60,000 30,000 4 4 5 5 5 5 6 6 5 5, 654, 080 740,000 300,000 210, 000 1,330,000 : 600,000 | 185,000 180,000 180,000 ' 72,000 400,000 720,000 1 la j lb 1c 6 27,000 ■ - 60, 941 1(1 le 1 :....::::i;::.:v":::: .:': If ! i ir lh 1 li 100.000 100,000 200,000 200, 000 360,000 1,932,000 300,000 195, 000 470,500 40,000 896,000 75,000 5 5 5 5 5 5 5 5,6 li s; n,700 Ik 2,500,000 300, 000 3,432,000 1' 8 46,891 1 2 1 1C, 600,000 ! 55,351 2a 250 j 000 250,000 500,000 415,350 40,000 40,000 1,000,000 ! 1,000,000 250, 000 500,000 40,000 1,000,000 75.000 445,000 | 20,227 3 10 | 41,530 ' ! i 88-5, 850 46, 624 1 SO, 000 i 29.091 5 i l.S96,000 84.267 6 i 150,000 41,322 7 0.000 375.000 130,000 11.700 •">ti.0m 8 198,972 5 i! 398. 97' 1 ' "4..W 9 ISO, 000 50,000 100,000 500,000 500,000 125,000 100,000 100,000 150, 000 200, 000 750,000 350,000 25,000 SOO, 000 200,000 S25.000 500.000 130, 000 50,000 100,000 402, 900 500,000 100,000 100,000 50,000 150. 000 100. 000 822. SOO S50.000 25, 000 SOO. 000 US, 000 85, 50 A 500. 000 127,500 5 i °s~. son 22, 450 10 1 50,000 ■tio.ooo 6. 897 11 100, 000 300, 000 250. 000 125, 000 100,000 100,000 277, 500 250,000 125,000 100,000 31 746 T> 50,000 ; 43.600 5 5 5 723,900 Sii. 195 13 4 6 6 20,000 e ooo 750,000 225,000 200,000 50,000 150,000 300,000 14 6,000 5 nm 14b "45,990 14C 10 ; 15,000 14d 200, 000 600,000 200,000 i 5 14e- 322.S00 ; 17,034 i 15 | 1 ! 620.000 ! 71.101 1 16 ' 350,000 175,000 300,000 200.000 852. 000 500, 000 270,000 i 5 175.000 1 5 10200,000 : 80,000 '. 17 300.000 5 600.000 . S-'.OSfi ! 18 1 1 112,700 SO, 000 500,000 5 j ' ; •2o0, 700 -2-\ 103 ISa 165.500 1 27.583 19 4 1,000,000 I 74.738 20 '•Includes 4.SS miles in New Jersey. • Exclusive of $1,502 4S5. investments other than street railways. sThis company's stocks are owned by the Easton Consolidated Electric Company. 'Exclusive of $1,593,396. investments other than street railways. "Includes investments other than street railways. 11 Exclusive of $200,108, investments other than street railways. 264 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL 21 22 23 24 25 26 27 28 29 30 30b 31 31a 32 33 34 35 35a 35b 35e 35d 36 37 y,s 39 40 41 43 44 45 46 47 48a 48b 4Sc 48.1 48h 49 50 51 52 52a, 53 53a 53b 53c 53d 53e 53f 53g 53h STATE AND LOCATION. PENNSYLVANIA— Continued. Dubois Easton, Nazareth Erie Erie, Cambridge Springs . . Erie, Northeast Franklin Gettysburg Hanover, McSherrystown. Hazel ton, Freeland, McAdoo ... Harrisburg, Middletown, Rock- ville. ....do .do. Harrisburg, Mechanicsburg, and vicinity. ....do Johnstown Johnstown, Windber Kittanning, Manorville, Ford City. Lancaster, Columbia, Marietta, Strasburg. do do .do. .do. Lebanon and vicinity Lewistown, Reedsville Lock Haven, Mill Hall Lykens, Williamstown, Tower City. McKeesport Mahanoy City, Ashland, Girard- ville, Shenandoah. Mauch Chunk, Lehighton Meadville, Vallonia.. Milton, Watsontown . Montoursville, Williamsport Newcastle Newcastle, Edenburg Norristown, Bridgeport, Phila- delphia. do .do. .do. .do. .do. .do. .do. .do. Norristown, Lansdale Nanticoke Oil Citv, Rouseville, Siverly . Oil City ....do Philadelphia ....do ....do .do. .do. .do. .do. .do. .do. .do. Name of company. Dubois Traction Co Easton and Nazareth Street Rwr. Co Erie Electric Motor Co '. Erie Traction Co Erie Rapid Transit Street Ewy. Co Franklin Electric Street Rwy. Co Gettysburg Transit Co Hanover and McSherrystown Street Rwy. Co. Lehigh Traction Co Harrisburg Traction Co . : Harrisburg City Passenger Rwy. Co. (lessor). Middletown, Highspire and Steelton Street Rwy. Co. (lessor). Harrisburg and Mechanicsburg Electric Rwy. Co. "White Hill and Mechanicsburg Passen- ger Rwy. Co. (lessor). Cambria Incline Plane Co Johnstown Passenger Rwy. Co Kittanning and Ford City Street Rwy. Co. . Conestoga Traction Co Lancaster and Columbia Rwy. Co. (lessor). Lancaster, Mechanicsburg and New Hol- land Rwy. Co. (lessor). Lancaster, Petersburg and Manheim Rwy. Co. (lessor). Lancaster, Willow Street, Lampeter and Strasburg Rwy. Co. (lessor). Lebanon Valley Street Rwy. Co Lewistown and Reedsville Electric Rwy. Co Susquehanna Traction Co ". Lykens and Williams Valley Street Rwy. Co. Highland Grove Traction Co Schuylkill Traction Co Mauch Chunk, Lehighton and Slatington Street Rwy. Co. Meadville Traction Co Lewisburg, Milton and Watsontown Pas- senger Rwy. Co. Montoursville Passenger Rwy. Co New Castle Traction Co New Castle and Lowell Rwy. Co Schuylkill Valley Traction Co Montgomery County Passenger Rwy. Co. (lessor). Norristown Passenger Rwy. Co. (lessor) . . . Citizens Passenger Rwy. Co. (lessor) Conshohocken Rwy. Co. (lessor) Collegeville Electric Street Rwy. Co. (lessor). Roxboro, Chestnut Hill and Norristown Rwy. Co. (lessor). Wissahickon Electric Passenger Rwy. Co. (lessor). Trappe and Limerick Electric Street Rwy. Co. (lessor). Lansdale and Norristown ElectricRwy. Co. Peoples Street Rwy. Co Citizens Traction Co Oil City Street Rwy. Co Oil City Station Rwy. Co. (lessor) Union Traction Co Philadelphia Traction Co. ( lessor) West Philadelphia Passenger Rwy. Co. (lessor). Philadelphia City Passenger Rwy. Co. (lessor). Philadelphia and Darby Rwy. Co. (lessor). Union Passenger Rwy. Co. (lessor) Continental Passenger Rwy. Co. (lessor). SeventeenthandNineteenthStreets Passenger Rwy. Co. (lessor). Kessler Street Connecting Passenger Rwy. Co. (lessor). Philadelphia and Grays Ferry Passen- ger Rwy. Co. (lessor). 1 Onlv 8600,000 of stock had been issued at time dividend was declared. 2 Dividends not declared on full amount of stock shown. ■3 Exclusive of 830,000, investments other than street railways. PERIOD COVERED BY REPORT. From- July July Jan. July Sept. July July July 1. 1901 1,1901 1. 1902 1, 1901 1, 1901 1, 1901 1,1901 1, 1901 July 1, 1901 July 1, 1901 July 1, 1901 July 1,1901 July 1, 1901 July 1, 1901 Oct. 1,1901 July 1,1901 July 1,1901 July 1, 1901 July July 1,1901 1,1901 July 1,1901 July 1,1901 July 1, 1901 July 1,1901 July 1,1901 July 1, 1901 July July 1, 1901 1, 1901 July 1, 1901 Nov. 1,1901 July 1,1901 July 1, 1901 July 1, 1901 Feb. 14,1902 July 1, 1901 July 1,1901 July 1,1901 July 1, 1901 July 1, 1901 July 1,1901 July July July Sept. Julv July July July July July July July July July July July July July 1, 1901 1,1901 1, 1901 11, 1902 1, 1901 1,1901 1, 1901 1,1901 1, 1901 1,1901 1,1901 1, 1901 1, 1901 1,1901 1,1901 1,1901 1,1901 1,1901 To— June 30 June 30. Dec. 31. June 30. June 30, June June 30. June : June ; June : June 30 June June 30. June 30, Sept. 30 June 30 June 30 June 30 June 30 June 30 June 30 June 30 June 30 June 30 June June 30. June 30 June 30 June 30. Oct. 31 June 30, June June 30; June June 30: June i June ; June : June i June 30: June 30. June 30. June 30 Dec. 31 June June 30 June 30. June June June June 30 June 30. June 30 June June 30 June June 30 June 36, 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 LENGTH, SINGLE- TRACK MILES. Owned. 1.34 10.00 28.00 28.00 13.00 3.74 9.50 3.73 20.09 32.00 5.00 12.00 7.94 7.30 .34 31.30 5.25 9.16 20.62 S.OO 11.50 23.00 6.25 5.35 10.74 1.02 28.00 11.00 9.88 5.00 19.20 12.49 1.44 10.46 4.20 5.07 .94 17.76 3.44 8.00 10.28 6.00 13.42 4.58 3.52 73.50 11.91 9.67 .16 11.15 Oper- ated. 1.34 10. CO 28.00 28.00 16.00 3.74 9.50 3.73 20.09 49.00 CAPITAL STOCK. .34 31.30 5.25 83.81 23.00 6.25 5.35 10.74 3.02 28.00 11.00 9.88 5.00 19.20 12.49 51.31 13.28 6.00 13.42 8.10 475. 46 Total par value. Authorized. $17, 500 250, 000 ,1, 250, 000 500, 000 500, 000 60, 000 100, 000 30, 000 1,000,000 2, 000, 000 125,000 100, 000 225,000 70, 000 50, 000 2,000,000 50, 000 4, 000, 000 50,000 300, 000 175, 000 225, 000 500, 000 150, 000 300, 000 200, 000 50, 000 2, 000, 000 350, 000 150, 000 75, 000 500, 000 550, 000 1, 000, 000 150, 000 75, 000 80, 000 250,000 7,000 450, 000 250, 000 250, 000 300, 000 100, 000 150, 000 90, 000 90, 000 30, 000, 000 30, 000, 900 750,000 1, 000, 000 200, 000 1, 500, 000 1, 000, 000 500,000 5,000 1,000,000 Issued. 817, 500 250,000 1,250,000 500, 000 500, 000 60,000 100, 000 30, 000 1, 000, 000 2, 000, 000 125, 000 100, 000 144, 500 70, 000 50, 000 1,993,950 50, 000 4, 000, 000 37, 500 300, 000 175, 000 225, 000 500, 000 150, 000 200, 000 188, 500 23, 000 2, 000, 000 600, 000 350, Q00 150, 000 75, 000 500, 000 650, 000 600, 000 150, 000 75, 000 79, 520 145, 900 2,500 248, 400 239, 050 200, 000 300, 000 100, 000 150,000 90,000 31,745 30, 000, 000 20,000,000 750, 000 1,000,000 200,000 1,500,000 1,000,000 500, 000 5,000 618,550 GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 265 capital stock— continued. Common. Par value. Authorized. $17, 500 250, 000 1,250,000 500, 000 500, 000 60,000 100,000 30, 000 1,000,000 2, 000, 000 125, O0U 100, 000 225, 000 70, 000 50,000 2,000,000 50, 000 3,200,000 50, 000 300,000 175, 000 225, 000 500, 000 150, 000 300,000 200, 000 50, 000 1, 500, 000 600,000 350, 000 150, 000 75, 000 500,000 550, 000 1,000,000 150,000 6fi, 700 SO, 000 250,000 7,000 450, 000 250, 000 250,000 300, 000 100, 000 150, 000 90,000 90, 000 30,000,000 30,000,000 750, 000 1,000,000 200, 000 1,500,000 1, 000, 000 500,000 5,000 1,000,000 Issued. $17, 500 250, 000 1,250,000 600, 000 500, 000 60, 000 100, 000 30, 000 1,000,000 2,000,000 125, 000 100, 000 144, 500 70, 000 50,000 1,993,950 50,000 37, 500 300, 000 175, 000 225, 000 500, 000 150, 000 200, 000 188, 500 23., 000 1,500,000 600, 000 350, 000 150,000 75, 000 500, 000 550, 000 500, 000 I 150,000 66, 700 79, 520 145. 900 2,500 248,400 239,050 i 200, 000 300, 000 100,000 150, 000 90, 000 81,745 30,000,000 20, 000, 000 750, 000 1,000,000 200, 000 1,500,000 1, 000, 000 500,000 5,000 618, 550 Dividends. Rate per cent. Amount. $100,000 15, 000 10, 000 1 18, 000 7,500 24, 000 1,750 1,125 8 11, 000 Preferred. Par value. Authorized. 3,548 1,985 " 46, 624 4,303 1, 600. 000 150, 000 150, 000 S.000 285,000 120, 000 15,000 300 49.4S4 Issued. Dividends. Rate per $800, 000 500, 000 ,300 $800,000 8,300 5A, FUNDED DEBT. Amount authorized. $17, 000 250, 000 1, 600, 000 500, 000 350, 000 50, 000 100, 000 615, 000 75, 000 224, 000 2, 000, 000 50, 000 2, 610, 000 225, 000 500, 000 275, 000 100,000 188, 000 2,500,000 600,000 300, 000 150, 000 75, 000 600, 000 550, 000 500, 000 150,000 75,000 80,000 250,000 250, 000 300,000 100, 000 1,300,000 996,000 300,000 100,000 750,000 350, 000 Amount out- standing. 916, 800 250,000 1,000,000 500, 000 350, 000 50, 000 100, 000 585,000 75,000 144, 500 1,780,000 27, 500 1,887,500 225,000 500, 000 150, 000 43, 000 168,000 549, 000 500,000 300, 000 150, 000 75, 000 500, 000 550, 000 335, 000 15,000 75, 000 80, 000 100,000 371,000 300, 000 100,000 25, 000 m 777, 428 996, 000 300, 000 100,000 750,000 280,000 100,000 Rates of inter- est, per cent. 6 5 5,6 5 5 6 5 4,6 6 4,5 5 5 4J,6 5 4i,5 5 4J 4 5,6 5 4 5 Total capital stock and funded debt outstanding. 834,300 500, 000 2, 250, 000 1,000,000 850, 000 110, 000 200,000 30,000 1,585,000 2, 075, 000 125,000 100,000 289,000 70, 000 50,000 3, 773, 950 77,500 5,8S7,500 262, 500 300,000 175,000 225,000 1, 000, 000 . 300, 000 243,000 356, 500 23,000 2,549,000 1, 100, 000 650, 000 300, 000 150, 000 1,000,000 1, 100, 000 835,000 165,000 150,000 159, 520 245, 900 2,500 619, 400 239,050 400,000 600,000 200, 000 150,000 115,000 31, 745 30,000,000 20, 777, 428 1,746,000 1,300,000 300,000 2,250,000 1, 280, 000 600,000 5,000 618, 550 Capital liabilities per mile of single track owned. $25,597 50,000 80, 357 35, 714 65, 385 29, 412 21,053 8,043 64,844 25,000 8,333 36, 398 9,589 147, 059 120, 573 14, 762 170, 504 28,657 14,549 21,875 19,565 43, 478 "43,200 45, 421 33, 194 22,549 91,036 59,091 30, 364 30,000 52, 083 88,070 * 39, 412 58,366 33,333 11, 177 6 22,380 9,018 30b 31 31a 32 33 34 35 35a 35b 35c 35d 36 37 48b 48c 48d 48e 48f 4Sh 49 50 51 52 52a 53 53a 53b 53c :>3d 53e 53f 53g 53h 53i 4 Exclusive of $794,131, investments other than street railways. 6 Exclusive of $12,500, investments other than street railways. , "The stocks of some of the lessor companies are represented by trust certificates issued on behalf of the Union Traction Company, but this is not an addition*! liability to that of the stocks held. 266 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL 3J | Z STATE AND LOCATION. ssi PENNSYLVANIA— Continued. Philadelphia 53k do m do 53m do S3n do R3o do 53p do 53q do do 53s do 53t do 53u do 53v do 53w do 53x do 53y do 53z do 53aa do 53bb do do 53d d do 53ee 53ff | 53gg 53hh 53ii 53jj 53kk 5311 54 55 56 fil,rt .do . .do. .do. .do . .do. .do. .do. .do. 57 5S 59 60 61 61a 61b 61c 6ld 61e 611 61 g 61h 61 i 61j 61k 611 Philadelphia, Bristol. Philadelphia Philadelphia . .do. Philadelphia, Media and Swarth- more. Phoenixville, Spring City Pittsburg, Allegheny, Bellevue, Millvale, Etna, Sharpsburg. McKees Rocks, Coraopolis, Car- negie, Wilkinsburg, Braddock, Wilmerding, Pitcairn, Du- quesne, Homestead. Name of company. Thirteenth and Fifteenth Streets Pas- senger Rwy. Co. (lessor). Ridge Avenue Passenger Rwy. Co. (lessor). Catharine and Bainbridge Street Rwy. Co. (lessor). Huntingdon Street Connecting Pas- senger Rwy. Co. (lessor). Twenty-second Street and Allegheny Avenue Passenger Rwy. Co. (lessor). Walnut Street Connecting Passenger Rwy. Co. (lessor). Ridge Avenue Connecting Rwy. Co. (lessor). Electric Traction Co. (lessor) Frankford and Southwark Philadelphia City Passenger R. R. Co. (lessor). Citizens Passenger Rwy. Co. (lessor) . Second and Third Streets Passenger Rwy. Co. (lessor). Peoples Traction Co. (lessor) Peoples Passenger Rwy. Co. (lessor) Green and Coates Streets Philadelphia Passenger Rwy. Co. (lessor). German town PassengerRwy. Co. (lessor) Northern Passenger Rwy. Co. (lessor) . . Centennial Passenger Rwy. Co. (lessor) . Philadelphia, Cheltenham and Jenkin- town PassengerRwy. Co. (lessor). Girard Avenue Passenger Rwy. Co. (lessor). Chelten Avenue Passenger Rwy. Co. (lessor). Hillcrest Avenue Passenger Rwy. Co. (lessor). Citizens East End Street Rwy. Co. (lessor) Citizens Clearfield and Cambria Street Rwy. Co. (lessor). Hestonville, Mantua and Fairmount Passenger R. R. Co. (lessor). Fairmount Park and Haddington Pas- senger Rwy. Co. (lessor). Lehigh Avenue Rwy. Co. (lessor) Frankford and Fairmount Rwy. Co. (lessor). Germantown and Fairmount Park Rwy. Co. (lessor). Empire Passenger Rwy. Co. (lessor) Southwestern Street Rwy. Co Philadelphia, Bristol and Trenton Street Rwy. Co. Philadelphia and West Chester Traction Co. Ardmore and Llanerch Street Rwy. Co. (lessor). Holmesburg, Tacony and Frankford Elec- tric Rwy. Co. Fairmount Park Transportation Co Delaware County and Philadelphia Elec- tric Rwy. Co. Media, Glen Riddle and Rockdale Electric Rwy. Co. (lessor). Montgomery and Chester Electric Rwy. Co. Pittsburg Rwvs. Co. (The Philadelphia Co. ) . United Traction Co. of Pittsburg (lessor). Pittsburg and Birmingham Traction Co. (lessor). Mt. Oliver Incline Rwy. Co. (lessor).. Pittsburg Incline Plane Co. (lessor).. Pittsburg and Charleroi Street Rwy. Co. (lessor).' East McKeesport Street Rwy. Co. (lessor). New Homestead Street Rwy. Co. (les- sor). Consolidated Traction Co. (lessor) Allegheny Traction Co. (lessor) Citizens Traction Co. (lessor) Monongahela Street Rwy.Co. (lessor.) . . Suburban Rapid Transit Street Rwy. Co. (lessor). PERIOD COVERED BY REPORT. From — July July July July July July July July July July July July July July July July July July July July July July July July July July July July 1 Jan. Jan. Jan. Jan. Jan. Jan. Jan. Jan. Jan. Jan. July July July July Jan. July 1 Nov. 1 July 1 July 1 July 1 Jan. 1 1901 1901 1901 1901 1901 1901 1901 1901 1901 1901 1901 1901 1901 1901 1901 1901 1901 1901 1901 1901 1901 1901 1901 1901 1901 1901 1901 1901 1901 1901 1901 1902 1901 1901 1901 1901 1902 1,1902 1,1902 1,1902 1,1902 1,1902 Jan. 1,1902 July 1,1901 1,1902 1, 1902 1, 1902 1,1902 1, 1902 To- June 30 : June June 30, June 30, June June June 30, June 30. June 30, June 30. June 30. June 30. June 30. June 30, June 30, June June June 30j June 30. June 30 June 30 June 30. June 30 June June 30. June 30. June : June : June 30. June 30, June 30 June 30 June 30 June 30 Oct. 31 June 30, June 30. June 30 Dec. 31 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 1902 19112 1902 1902 1902 1902 1902 1902 1902 Dec. 31,1902 Dec. 31,1902 Dec. 31,1902 Dec. 31,1902 Dec. 31,1902 Dec. 31,1902 June 30, 1902 Dec. Dec. Dec. Dec. Dec. 31, 1902 31, 1902 31,1902 31,1902 31, 1902 LENGTH, SINGLE- TRACK MILES. Owned. 17.69 14.97 5.19 .17 14.59 1.40 .16 26.07 11.50 31.09 6.07 42.97 1.80 .79 23.99 2.36 6.17 2.04 .79 .33 15.92 5.69 5.37 4.17 5.07 12.25 15.98 11.81 20.75 3.33 17.29 10.00 5. 00 5.57 48.51 118. 97 33. 80 1.78 1.00 4.60 7.10 1.00 77.40 18.50 30.48 55.58 11.29 Oper- ated. CAPITAL STOCK. Total par value. Authorized. 15.98 11.81 18. 29 5.57 410. 01 $1,000,000 750, 000 400, 000 6,000 1, 000, 000 50,000 6,000 8, 750, 000 1, 875, 000 500, 000 1, 060, 200 6, 000, 000 2, 250, 000 500, 000 1,500,000 30, 000 15,000 60, 000 9,000 39,000 10, 000 15,000 6,000 2, 500, 000 300, 000 1,000,000 7,800 600, 000 400, 000 250, 000 1,000,000 200, 000 2, 000, 000 500,000 100, 000 5, 000, 000 * 20, 647, 350 3, 000, 000 100,000 150,000 250,000 10,000 830,000,000 500,000 3,000,000 7,000,000 1,400,000 Issued. $1,000,000 750, 000 400,000 6,000 1,000,000 50,000 6,000 8, 750, 000 1,875,000 500, 000 1,060,200 6, 000, 000 2, 075, 000 500, 000 1,500,000 15, 000 15, 000 60, 000 5,000 39, 000 10, 000 15, 000 6,000 2, 500, 000 300, 000 1,000,000 7,800 8,000 600, 000 400, 000 250,000 565, 175 200, 000 750, 000 2, 000, 000 300, 000 55, 000 5, 000, 000 4 20,647,350 3, 000, 000 100,000 150,000 250,000 10, 000 8 26,790,600 500, 000 3, 000, 000 7,000,000 1,400,000 i Exclusive of $11,163,014, investments other than street railways. 2 Includes investments other than street railways. a Exclusive of $563,190, investments other than street railways. * Includes $647,350, stock of Federal Street and Pleasant Valley Passenger Railway Company, which has been absorbed by United Traction Company 'Includes $33,218, dividends on common stock of Federal Street and Pleasant Valley Passenger Railway Company. GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 267 capital stock — continued. FUNDED DEBT. Total capital stock and funded debt outstanding. Capital iabilities per mile of single track owned. Common. Preferred. Amount authorized. Amount outstanding. Rates of inter- est, per cent. Par value. Dividends. Par value. Dividends. Authorized. Issued. Rate per cent. Amount. Authorized. Issued. Rate per cent. Amount. u a S5 81,000,000 750,000 400, 000 6,000 1,000,000 50, 000 6,000 8, 750, 000 1,875,000 500,000 1,060,200 6,000,000 1,500,000 500,000 1,500,000 30, 000 15, 000 60,000 9,000 39, 000 10,000 15, 000 6,000 1, 966, 100 300, 000 1,000,000 7,800 8,000 * 600,000 400,000 250,000 1,000,000 200, 000 800, 000 2, 000, 000 500, 000 6,000 100, 000 2, 500, 000 * 17, 647, 350 3, 000, 000 100, 000 150, 000 $1,000,000 750, 000 400,000 6,000 1,000,000 50, 000 6,000 8,750,000 1,875,000 500, 000 1,060,200 6,000,000 1,500,000 500, 000 1,500,000 15, 000 15, 000 60,000 5,000 39, 000 10, 000 15,000 6,000 1,966,100 300, 000 1,000,000 7,800 8,000 600,000 400,000 250, 000 565,175 200, 000 750. 000 2, 000, OOC 300, 000 6,000 55, 000 2, 500, 000 <17,647,350 3,000,000 100, 000 150,000 24 24 6 6 6 6 6 68 34 28 23 10 11* 12 10J 6 6 6 6 6 6 6 6 4 6 8240, 000 180,000 24,000 360 60,000 3,000 360 581, 43S 637, 600 140, 000 243, 846 608,000 168, 000 60, 000 157, 500 900 900 3,600 300 2,340 600 900 360 78, 644 18, 000 $590, 000 $590,000 44,5,6,7 $1,590,000 750, 000 550, 000 6,000 1,000,000 50,000 6,000 9, 032, 100 1,875,000 500,000 1,060,200 6,000,000 3, 150, 000 500, 000 1 , 567, 500 15,000 15, 000 60,000 5,000 39, 000 10,000 15, 000 6,000 3, 750, 000 300, 000 1,000,000 7.S00 S.000 i 800,000 800,000 1 286,000 • $171, 164 50, 063 24.217 s»i 53k 150,000 150,000 5 531 53m 53n 5Ro 53p 282, 100 282, 100 3{,7 5Rq 5?.r - 53s 5Rt 5811 $750, 000 8575, 000 Hi 864, 319 1,075,000 1,075,000 5,7 53V 5Rw 67,600 67,500 5 53x 53y 537 53aa 53hn 53cc i 5Rdd 53ff 533, 900 533, 900 6 32, 034 1, 325, 000 1, 250, 000 34,5 53gg 53hh 5311 53 jj 1 53kk 6 36, 000 200,000 400, 000 250, 000 400,000 200, 000 400, 000 36,000 390, 000 34 4,5 5 5 5311 .54 55 2 955, 175 46.033 56 200, COO 1,150,000 2, 668, 000 364,000 6,000 60, 060 66,512 3239, 1S3 36,400 1.200 2* 21,000 400, 000 750, 000 64, 000 400, 000 668, 000 64, 000 5 5 6 57 58 7 21,000 59 59a 100, 000 5,479,000 10,000,000 2, 825, 000 55, 000 250, 000 100, 000 4,579,000 10,000,000 2,825,000 44, 500 250, 000 5 5 5 5 6 6 155,000 27.828 60 2,500,000 3,000,000 2,500,000 3, 000, 000 9,579,000 30, 647, 350 5, 825, 000 144, 500 400,000 .«203, 91f 61 4,5 3J 6 10 6118,218 112, 500 6,000 15,000 5 150,000 61a 61b 61c 61d 61 e 250, 000 10,000 815,000,000 500, 000 3, 000, 000 7, 000, 000 1,400,000 250, 000 10, 000 814,790,600 500, 000 3, 000, 000 7, 000, 000 1,400,000 250, 000 250,000 5 500, 000 10, 000 30, 728, 600 ! 1, 250, 000 4,500,000 11,400,000 1,600,000 61 f 61g 1 3 6 '161,470 2,500 180, 000 15, 000, 000 12,000,000 6 720,000 103,938,000 750, 000 1,500,000 4, 400, 000 200, 000 '"3,938,000 750, 000 1,500,000 4, 400, 000 200, 000 5,6 5 5 5 6 61h 611 61i fii li- 2,3 36,000 en o Exclusive of 813,915,050, investments other than street railways i Road under construction; no statistics shown other than the small amount of track now operated, s Includes 8441,600, stock of controlled companies outstanding. • Includes $17,980, dividends on stock of controlled companies outstanding, w Funded debt of controlled companies. 268 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL 62 63 64 65 66 67 68 70 71 72 73 73ft 73b 73e 73d 73f 74 75 76 77 77a 77b 77c 77d 770 78 78a 79 80 81 82 83 84 85 86 87 90 91 92 93 94 96 97 STATE AND LOCATION. PENNSYLVANIA— Continued. Pittsburg do do do do Pittsburg, McKeesport, Irwin, Greensburg. Pittsburg, Wilmerding, Duquesne, McKeesport, Mt. Pleasant, Seottdale, Connellsville, Dun- bar, Uniontown. Pottstown do Pottsville, Minersville, St. Clair, Schuylkill Haven, Port Carbon. Punxsutawney, Walston Reading, Womelsdorf, Mohrs- ville, Stony Creek, Temple. Sayre, Athens; Waverly (N. Y.).. Reading, Neversink Mountain... Reading, Mt. Penn Scranton, Dunmore, Throop, Dickson, Olyphant, Blakely, Archbald, Jermyn, Mayfield, Carbondale. Shamokin, Ashland, Centralia, Mt. Carmel. Shamokin, Edgewood Stroudsburg Sunbury, Northumberland Tamaqua, Lansford, SummitHill. Tarentum, Natrona, New Ken- sington. Titusville, Pleasantville, Hyde- town. Warren, Sheffield Washington West Chester Wilkesbarre, Pittston, Plymouth, Nanticoke, Ashley, Edwards- ville, Duryea. Wilkesbarre, Luzerne, Dallas, Harveys Lake. Williamsport do do do Windsor, Dallastown, Red Lion.. Yardley, Morrisville; Trenton (N.J.). York, Dover l'ork, Spry, Dallastown York, North York RHODE ISLAND. Total for state Narragansett Pier, Wickford, East Greenwich. Newport; Fall River (Mass.) Pawtueket, Central Falls Providence, Pawtueket Name of company. St. Clair Incline Plane Co Duquesne Incline Plane Co Pittsburg and Castle Shannon R. R. Co . . . Monongahela Incline Plane Co Penn Incline Plane Co Pittsburg, McKeesport and Greensburg Rwy. Co. Pittsburg, McKeesport and Connellsville Rwy. Co. Pottstown Passenger Rwy. Co Ringing Rocks Electric Rwy. Co Pottsville Union Traction Co. (including lessors). Punxsutawney Street Passenger Rwy. Co.. United Traction Co Reading" Traction Co. (lessor) East Reading Electric Rwy. Co. (lessor) . Reading City Passenger Rwy. Co. (lessor). Reading and Temple Electric Rwy. Co. (lessor). Reading and Womelsdorf Electric Rwy. Co. (lessor). Reading and Southwestern Street Rwy. Co. (lessor). Waverly, Sayre and Athens Traction Co Neversink Mountain R. R. Co Mt. Penn Gravity Rwy. Co Scranton Rwy. Co Carbondale Rwy. Co. (lessor) Lackawanna Valley Traction Co. (lessor) . Pittston and Scranton Street Rwy. Co. (lessor) . Scranton and Carbondale Traction Co. (lessor). Scranton and Pittston Traction Co. (lessor). Shamokin and Mt. Carmel Electric Rwv. Co. Ashland and Centralia Electric Rwy. Co. (lessor). Shamokin and Edgewood Electric Rwy. Co. Stroudsburg Passenger Co *. Sunbury and Northumberland Electric Rwy. Co. Tamaqua and Lansford Street Rwy. Co Tarentum Traction Passenger Rwy. Co Titusville Electric Traction Co Warren Street Rwy. Co Washington Electric Street Rwy. Co West Chester Street Rwy. Co Wilkesbarre and Wyommg.Valley Traction Co. Wilkesbarre, Dallas and Harveys Lake Rwy. Co. Vallamont Traction Co South Side Passenger Rwy. Co Williamsport Passenger Rwy. Co East End Passenger Rwy. Co Red Lion and Windsor Street Rwy. Co Yardley, Morrisville and Trenton Street Rwy. Co. York and Dover Electric Rwy. Co York and Dallastown Electric Rwy. Co York Street Rwy. Co Sea View R. R. Co Newport and Fall River Street Rwy. Co. 12 Pawtueket Street Rwy. Co Union R. R. Co PERIOD COVERED BY REPORT. From— July Jan. July July Jan. July- July July July July July July July July July July Julv July July Julv July July Julv July 1, 1901 1, 1901 1, 1901 1, 1901 1,1902 1, 1901 July 1,1901 July 1,1901 July 1, 1901 July 1, 1901 June 1,1901 July 1, 1901 July 1, 1901 Julv 1,1901 July 1, 1901 July 1,1901 July 1,1901 July 1,1901 July 1,1901 July 1,1901 July 1,1901 July 1, 1901 1,1901 1,1901 1, 1901 1, 1901 1, 1901 1,1901 1,1901 1,1901 1,1901 1, 1901 July 1,1901 July June Julv July 1,1901 3,1901 1,1901 1,1901 July 1,1901 1,1901 1,1901 1,1901 1,1901 1,1901 1,1901 July 1, 1901 July 1,1901 July 1, 1901 July 1.1901 Apr. 1,1901 Apr. 1, 1901 June 30,1902 Dec. 31,1901 June 30,1902 June 30, 1902 Dec. 31,1902 June 30, 1902 June 30, 1902 June June June May June June June June June June June June June June June 30, 1902 30, 1902 30, 1902 31,1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 June 30,1902 June 30,1902 June 30,1902 June 30,1902 June 30,1902 June 30,1902 June 30,1902 June 30,1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30, 1902 June 30,1902 June 30, 1902 June 2,1902 June 30, 1902 June 30, 1902 June 30,1902 June 30,1902 June 30, 1902 June 30,1902 June 30, 1902 June 30, 1902 June 30,1902 June 30, 1902 June 30,1902 June 30,1902 June 30, 1902 Mar. 31,1902 Mar. 31,1902 LENGTH, SINGLE- TRACK MILES. Owned. .52 .48 .34 121.36 56.00 6.11 3.80 30.60 ( 2 ) 7.95 25.84 6.41 14.80 8.44 19.11 8.70 8.00 38.10 15.25 3.75 2.03 5.55 12. 00 16.25 3.10 3.20 2. 75 3. 90 14.63 6.61 12.00 20.00 3.26 6.86 66. 58 13.00 3. 47 1.85 8. 64 2.45 2. (Ill 6.99 7.93 6.28 12.25 18.88 19.71 137. 05 1 Road not completed; entire trackage will be 30 miles. 2 This company leases the trackage of the 4 subsidiary companies, and subleases to the United Traction Company, s Exclusive of 3565,433, investments other than street railways. 4 Includes 3 miles in New York. s Exclusive of $1,119,215, investments other than street railways. 'Includes investments other than street railways. Oper- ated. .52 .48 121.36 56.00 6.11 3.80 42.80 12.13 63.44 *9.11 8.70 8.00 76.68 3.20 2. 75 3.90 14.63 6.61 20.00 3.20 ft. NO 16.50 3.70 2.03 8.61 2.45 2.00 6.99 9.06 7.42 12. 25 18.8 19.71 141. 08 CAPITAL STOCK. Total par value. Authorized. S150, 000 60, 000 250, 000 250, 000 1,500,000 100, 000 100, 000 1,250,000 160, 000 400, 000 1, 000, 000 100, 000 400, 000 75, 000 500, 000 130, 000 200, 000 100, 000 100, 000 0, 000, 000 450, 000 400, 000 75, 000 500, 000 1,050,000 700, 000 60, 000 60, 000 51,200 125,000 200, 000 100, 000 100, 000 200, 000 125, 000 60, 000 '5,043,050 200, 000 200,000 25, 000 600, OOP 50, 000 24,000 100, 000 50, 000 00, 000 200, 000 16,475,000 700, 000 500, 000 9, 000, 000 Issued. $150, 000 50, 000 250, 000 250, 000 1,000,000 1, 650, 000 87, 500 50, 000 1,250,000 160, 000 400, 000 1,000,000 100, 000 350, 000 73, 700 500, 000 130,000 200, 000 100, 000 100, 000 3,000,000 450, 000 400, 000 00, 000 500, 000 976, 125 700, 000 60, 000 6«, 000 51,200 125, 000 200, 000 50, 000 100, 000 150, 000 125, 000 60, 000 '5,043,050 200,000 101,700 25, 000 338, 550 18, 000 800 100, 000 50, 000 60, 000 200, 000 700, 000 500, 000 9, 000, 000 GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 269 capital stock — continued. Common. Authorized. 8150, 000 00, 000 Issued. 250, 000 260, 000 1, 500, 000 S, 500, 000 100, 000 100,000 1,250,000 160, 000 400, 000 1,000,000 100,000 400, 000 75,000 500, 000 ISO, 000 200, 000 100, 000 100, 000 6,000,000 450, 000 400, 000 75,000 500,000 1,050,000 500,000 60,000 60,000 51,200 125, 000 200, 000 100, 000 100,000 200,000 125, 000 60,000 5,043,050 200, 000 200,000 26, 000 COO, 000 50, 000 24,000 100, 000 50,000 60,000 200,000 16,475,000 8150, 000 50, 000 700,000 500,000 9,000,000 250, 000 250, 000 1,000,000 1,650,000 87. 60, 1,250, 160, 400, 1,000, 100, ISO, 73, 500, 130, 200, 100, 100, 3,000, 450, 400, 60, 500, 976, 500, 60, 60, 61, 125, 200, 60, 100, 000 150, 125, 60, 5,043, 200, 000 101 25, 338, 18, 100, 50, 60, 200, 16,375,000 700,000 500, 000 9,000,000 Dividends. Rate per cent. Amount. 86, 000 Preferred. Par value. Authorized. 20, 000 30, 000 7,600 42,000 15, 600 4,000 8,000 1,000 6,600 6,000 760, 000 40, 000 720, 000 Issued. $200,000 8200, 000 Dividends. Rate per cent. Amount. FUNDED DEBT. Amount authorized. 875, 000 165, 000 1, 500, 000 3, 820, 000 75, 000 60,000 , 250, 000 150, 000 500, 000 25, 000 115, 000 75, 000 400, 000 100, 000 150,000 100, 000 100, 000 ,000,000 450, 000 200,000 150, 000 525,000 500,000 60,000 60, 000 15, 000 125,000 200, 000 100, 000 150,000 100, 000 25,000 169, 000 60,000 100,000 150,000 9,900,000 1,000,000 3, 000, 000 Amount out- standing. 875, 000 'i65,"666' 1,000,000 1,649,500 75, 000 45, 000 750, 000 445,000 25, 000 115, 000 73, 700 330, 000 100, 000 150, 000 100, 000 99,400 2, 850, 000 450, 000 115, 000 150,000 355, 500 300, 000 60, 000 60, 000 7,000 200, 000 100,000 200, 000 200, 000 5 125, 000 125, 000 5 84, 000 34,000 5 195, 000 *2, 187, 000 D 150, 000 100,000 25, 000 169, 000 IS, 000 100,000 25,000 Rates of inter- est, per cent. 5 5, (', 5,6 5 5 6 4 4 5,6 5,6 Total capital stock and funded debt outstanding. 8225, 000 50, 000 165, 000 250, 000 250, 000 2,000,000 3, 299, 500 162, 500 95, 000 2, 000, 000 160, 000 549, 900 1,445,000 125, 000 465, 000 230, 000 350, 000 200, 000 199,400 5, 850, 000 900, 000 515, 000 60,000 650,000 1, 331, 626 «1, 000, 000 «120,000 120,000 58,200 125,000 400, 000 150, 000 200, 000 350,000 250, 000 94, 000 7, 230, 050 850, 000 201,700 50, 000 507, 550 36,000 °800 200, 000 60,000 60,000 350,000 u 22, 596, 200 Capital liabilities per mile of single track owned. $281,250 166, 667 317, 308 520, 833 735, 294 93, 633 58, 920 26,596 25,000 65, 359 13, 190 3 50,865 38,419 22, 989 24,925 37,500 21, 164 32, 051 27. 341 22. 693 16, 667 17 1,200,000 500,000 9,025,000 ,500 76, 687 16,041 108, 592 26, 923 58,127 27, 027 58,744 14, 694 400 6,305 9,554 28,571 70 71 72 73 73a 73b 73 c 73d 73 e 73f 74 75 76 77 77a 77b 77 c 77d 77e 78 25. 368 2 65, 852 3 ' Includes $43,050, stocks of subsidiary companies outstanding. ^Includes $370,000, bonds of subsidiary companies outstanding. » Road under construction. ., . , "> Exclusive of 11.72 miles lying outside of state, but including 2o. 74 miles in state owned by outside companies. Total owned by companies m state, 328.90 miles • total operated, 836.33 miles. ., , ,„ 4 „ » Capital reported for 7 companies only, representing 297.40 miles of track owned. (See note 2, page 2(0.) is see Old Colony Railway Company, Massachusetts. 270 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL STATE AND LOCATION. RHODE ISLAND— Continued. Providence, Bristol, East Green- wich and vicinity. Providence, Scitua'te, Foster Providence, Warren, Bristol Westerly Woonsocket, Manville; Black- stone (Mass.). SOUTH CAROLINA. Total for state Augusta (Ga.), North Augusta Charleston Columbia Greenville... Orangeburg . Rock Hill ... Spartanburg, Glendale, Clifton . SOUTH DAKOTA. Total for state Rapid City TENNESSEE. Total for state Bristol Chattanooga and vicinity . Chattanooga Clarksville Jackson Knoxville and vicinity Memphis Nashville and vicinity TEXAS. Total for state. Austin... Bonham. Dallas . Dallas and vicinity. Denison, Sherman . . El Paso Fort Worth, Dallas . Galveston Houston Laredo Longview Paris San Antonio Seguin Waco Waxahachie ....do UTAH. Total for state . Ogden Salt Lake City, Murray, Douglas. Salt Lake City and vicinity Fort Name of company. Rhode Island Suburban Rwy. Co Providence and Danielson Rwy. Co New York, New Haven and Hartford R. R. Co. (Providence, Warren and Bristol Branch.) Pawcatuck Valley Street Rwy. Co Woonsocket Street Rwy. Co North Augusta Electric and Improvement Co. Charleston Consolidated Railway, Gas and Electric Co. Columbia Electric Street Railway, Light and Power Co. Greenville Traction Co Orangeburg City Street Rwy. Co Rock Hill Water Supply, Electric Light and Street Rwy. Co. Spartanburg Railway, Gas and Electric Co. Rapid City Street Rwy. Co.' . Bristol Belt Line Rwy. Co Chattanooga Electric Rwy. Co Rapid Transit Co. of Chattanooga u Electric Street Railway of Clarksville . Jackson and Suburban Street R. R. Co. Knoxville Traction Co Memphis Street Rwy. Co Nashville Rwy. Co and Austin Electric Rwy. Co Bonham Electric Railway, Light Power Co. Dallas Consolidated Electric Street Rwy Co. Rapid Transit Rwy. Co Denison and Sherman Rwy. Co El Paso Electric Rwy. Co Northern Texas Traction Co Galveston Street Rwy. Co Houston Electric Co Laredo Electric and Rwy. Co Longview and Junction Rwy. Co Paris Transit Co San Antonio Traction Co Seguin Street Rwy. Co Citizens Rwy. Co Waxahachie Street Rwy. Co Lake Part Street R. R. Co Ogden Rapid Transit Co Consolidated Railway and Power Co. Suit Lake and Utah Valley Rwy. Co. . PERIOD COVERED BY REPORT. Apr. 1, 1901 July 1,1901 July 1, 1901 July 1,1901 Oct. 1, 1901 Jan. 1,1901 Mar. 1, 1901 Jan. 1, 1902 Jan. 1,1902 Julv 1, 1901 Jan. 1,1902 Jan. 1, 1902 Jan. July July Jan. Jan. July Jan. July ,1902 ,1901 ,1901 ,1902 ,1902 ,1901 , 1902 ,1901 July July 1, 1901 1, 1901 July 1,1901 July July Jan. July July July July July Dec. July July Jan. July July 1, 1901 1,1901 1,1902 1, 1901 1,1901 1,1901 1,1901 I, 1901 4, 1901 1,1901 1,1901 1,1902 1,1901 1, 1901 July 1,1901 Oct. 1, 1901 Jan. 1,1902 To— Mar. 31,1902 June June June Sept. 30, 1902 30, 1902 30, 1902 30, 1902 Dec. 31,1901 Feb. 28,1902 Dec. 31,1902 Dec. 31,1902 June 30, 1902 Dec. 31,1902 Dec. 31,1902 Dec. June June Dec. Dec. June Dec. June 31,1902 30, 1902 SO, 1902 31, 1902 31, 1902 30, 1902 31,1902 30, 1902 June 30,1902 June 30,1902 June 30, 1902 June June Dec. June June June June June June June June Dec. June June 30, 1902 30, 1902 31,1902 30, 1902 30, 1902 80, 1902 30, 1902 30, 1902 30, 1902 30, 1902 30, 1902 31, 1902 30, 1902 30, 1902 June 30,1902 Sept. 30, 1902 Dec. 31,1902 LENGTH, SINGLE- TRACK MILES. Owned. 25. 131. 76.98 2. 38 34. 42 14.00 7. 00 1.87 1.31 10 4.25 38.38 12 38. 60 5.50 3.19 26.00 71.88 66.60 13.38 2.63 34. 64 11.60 16.20 1613.48 61.70 36.86 37.20 2.85 .63 5.00 45.51 1.50 16.29 2.71 2.03 11.00 75.00 3. 04 Oper- ated. 68.07 28.52 131.50 6.23 822.34 34.42 14.00 7.00 1.87 1.31 8 248. 53 10 4.25 38.38 1=38.60 5.50 3.19 26.00 71.88 60. 50 13.38 2.63 34.64 13.00 16.20 H3.4X 61.70 35.86 37.20 2.85 .63 5.00 46.51 1.50 16.29 4.74 4.74 11.00 75.00 3.01 CAPITAL STOCK. Total par value. Authorized. $5,000,000 800, 000 (=) 75, 000 400, 000 2,891,400 516,400 1,600,000 350,000 500, 000 25, 000 100, 000 100, 000 13, 725, 000 100, 000 645, 000 5,000,000 20, 000 100, 000 860, 000 600, 000 6, 600, 000 9, 831, 000 200, 000 25, 000 2, 000, 000 100, 000 200, 000 750, 000 2, 500, 000 800, 000 2, 500, 000 60, 000 5,000 100, 000 200, 000 6,000 350, 000 25, 000 10, 000 4, 150, 000 100, 000 4, 000, 000 60, 000 Issued. $5, 000, 000 800, 000 ( ! ) 75, 000 300, 000 2,589,400 616,400 1, 500, 000 350, 000 306, 000 10, 000 7,000 100, 000 100, 000 S, 160, 400 100, 000 645,000 500, 000 20, 000 65, 400 860, 000 500, 000 5, 470, 000 200, 000 25,000 2,000,000 48, 000 100, 000 750,000 2,000,000 800, 000 2, 600, 000 60,000 5,000 100, 000 200, 000 6,000 350, 000 1,000 5,900 60, 000 ;, 000, 000 50,000 i Includes 8.5 miles in Massachusetts. 2 Capitalization included in that of steam railroad. 3 Includes 3.22 miles in Massachusetts. * Includes electric-light plant and other investments. 6 Cash investment. e Includes electric-light plant, . , ^ . , „ , , i This company failed to make a report; the information given was obtained from street-railway journals and directories. > Exclusive of 6 67 miles lying outside of state. Total owned and operated by companies in state, 254.20 miles. » Exclusive of $582,015, investments other than street railways and electric-light plants owned. GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 271 capital stock— continued. FUNDED DEBT. Total capital stock and funded debt outstanding. Capital liabilities per mile of single track owned. Common. Preferred. Amount authorized. Amount out- standing. Rates of inter- est, per cent. Par value. Dividends. Par value. Dividends. Authorized. Issued. Rate per cent. Amount. Authorized. Issued. Rate per cent. Amount. u 3 iZ5 S5,000,000 800, 000 $5, 000, 000 800. 000 $5,000,000 600, 000 (-) 100,000 200,000 3,650,000 $4,816,200 600, 000 ( 2 ) 100, 000 180, 000 3,336,000 4 5 89,816,200 1,400,000 $144,207 65, 732 4 5 6 75, 000 400, COO 2,791,400 75, 000 300, 000 2,489,400 5 5 175,000 480, 000 45,925,400 28,090 21,486 76,973 8 $720 8100, 000 $100,000 16,400 16.400 16,400 44,000,000 "670,000 492,000 10, 000 7,000 * 730, 000 100,000 6,891 116,212 47,857 70, 286 5,348 5,344 45, 625 50,000 1 1,500,000 250,000 500,000 25,000 100,000 400, 000 100, 000 1, 500, 000 250, 000 306, 000 10, 000 7,000 400, 000 100,000 2, 500, 000 500,000 250, 000 2,500,000 320, 000 186,000 5 5 5 2 100, 000 100, 000 3 4 7* 720 fi 400, 000 330,000 5 7 100,000 [ 100,000 13, 725, 000 j 8, 160, 400 1 1 1... 100,000 16, 846, 800 50,000 » 63, 984 1 i 1 14, 240, 000 8, 686, 400 * 100, 000 645, 000 5,000,000 20,000 100, 000 860,000 500,000 6,500,000 8,431,000 100, 000 645, 000 500, 000 20, 000 65,400 860, 000 500, 000 5, 470, 000 7, 750, 900 1 75, 000 625, 000 770,000 30, 000 90, 000 1,150,000 6, 000, 000 6, 5O0, 000 6, 530, 000 75, 000 625, 000 770, 000 28,900 67, 500 1,150,000 3,910,000 2, 060, 000 3, 952, 900 5 5 5,6 6 6. 5 5,6 5,6 175, 000 1,270,000 13 1, 270, 000 13 48,900 «132,900 4 2, 010, 000 4,410,000 7,530,000 413,103,800 41,176 33,090 32, 987 8,891 41, 661 77,308 61,352 113, 233 43,208 1 1 2 3 4 5 7 14, 500 1,400,000 1,400,000 88,100 200, 000 .25, 000 1, 500, 000 100, 000 200,000 750, 000 2,500,000 400,000 2, 000, 000 60,000 5,000 100, 000 200,000 6,000 350,000 25,000 10,000 4, 150, 000 200, 000 25, 000 1, 500, 000 48,000 100,000 750,000 2, 000, 000 400,000 2,000,000 60,000 5,000 100, 000 200, 000 6,000 350, 000 1,000 5,900 200,000 35,000 2, 685, 000 96 000 14,948 13, 308 77,512 8 2,000 10,000 2,000,000 100,000 500,000 10,000 685,000 48,000 300,000 6 5 5 5 500, 000 500, 000 If 8,100 3 400,000 : 24,691 750,000 I 55,638 2,050,000 1 33,225 1,400,000 i 39,041 4,000,000 : 107,527 60,000 i 21,053 If 12, 500 50,000 600, 000 2,500,000 50,000 600,000 1,500,000 5 5 5 400, 000 500, 000 400, 000 600, 000 ... . 100, 000 300, 000 100, 000 300, 000 5 200, 000 500,000 6, 000 470O nnn 40,000 10, 987 4,000 42,971 1,845 1 s sia 350, 000 10,000 10,000 3,100,000 350,000 4,000 5,900 2,800,000 5 '! 5,000 5 13 5,910,000 j 66,375 1 100, 000 4,000,000 50, 000 100, 000 3, 000, 000 100,000 2,700,000 5 5 160,000 135,700,000 50,000 14,545 76,000 16,447 1 3, 000, 000 50,000 ! 3 i° Includes 67 mile in Virginia. ii Report furnished by United Railways, Light and Water Company of Philadelphia, Pa., and includes North Side Consolidated Street Railway, Chattanooga and Lookout Mountain Railway, and Lookout Point Incline Company. i* Includes 5 miles in Georgia. is Includes investments other than street railways. 14 Exclusive of 1.15 miles lying outside of state, but including 1.16 miles in state owned by outside companies. Total owned by companies in state, 303.27 miles; total operated, 309.35 miles. " . is Includes 1.15 miles in Mexico. 272 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL l 2 3 4 5 6 7 s 9 10 11 12 13 14 15 16 17 18 19 20 21 STATE AND LOCATION. VERMONT. Total for state . Barre, Montpelier Bellows Falls, Saxtons Falls Brattleboro, West Brattleboro Burlington, Winooski Rutland St. Albans, Swan ton Springfield; Charlestown (N\ H.) Waterbury, Stowe Winooski, Essex Junction VIRGINIA. Total for state . . . Charlottesville Danville Falls Church, Arlington; Wash- ington, (D. C). Lynchburg and vicinity Newport News Newport News, Hampton, Phoe- bus, Old Point Comfort. Norfolk and vicinity Norfolk, Sewall Point Norfolk, Berkley Norfolk, Berkley, Ocean View . . Petersburg Petersburg, Manchester Portsmouth do Radford Richmond. . , do Richmond, Petersburg, Man- chester. Roanoke, Salem, Vinton Tazewell Washington (D.C.), Alexandria, Mt. Vernon. WASHINGTON. Total for state Everett, Lowell Olympia, Turnwater Seattle, Ballard, Georgetown, South Park. Seattle, Renton Spokane do Tacoma , Spanaway Whatcom, Fairhaven, Silver Beach. WEST VIRGINIA. Total for state Charleston Chester; East Liverpool (Ohio). Fairmont, Clarksburg Huntington; Ashtand (Ky.); Hanging Rock (Ohio). Parkersburg, Williamstown; Ma- rietta (Ohio). Wellsburg W 7 heeling, Moundsville; Martins Ferry, Bridgeport, Bellaire, Steubenville, Mingo (Ohio). Wheeling, Elm Grove Name of company. Barre andMontpelierPower and Traction Co Bellows Falls and Saxtons River R. R. Co. . Brattleboro Street Rwy. Co Burlington Traction Co Rutland Street Rwv. Co St. Albans Street Rwy. Co Springfield Electric Rwy. Co Mt. Mansfield Electric Rwy. Co Military Post Street Rwy. Co Charlottesville City and Suburban Rwy. Co. Danville Railway and Electric Co Washington, Arlington, and Falls Church Rwy. Co. Lynchburg Traction and Light Co Citizens Railway, Light and Power Co Newport News and Old Point Railway and Electric Co. Bay Shore Terminal Co Norfol k and Atlantic Terminal Co Berkley Street Rwy. Co Norfolk Railway and Light Co Southside Railway and Development Co. . . Richmond and Petersburg Electric Rwy. Co Old Dominion Rwy. Co .* Norfolk, Portsmouth andNewportNewsCo. Radford Water Power Co Richmond Traction Co Richmond Passenger and Power Co Virginia Passenger and Power Co. (includ- ing West Hampton Park Rwy. Co.) . Roanoke Railway and Electric Co Tazewell Street Rwy. Co Washington, Alexandria and Mt. Vernon Rwy. Co. Everett Railway and Electric Co. Olympia Light and Power Co Seattle Electric Co Seattle and Renton Rwy. Co Washington Water Power Co Spokane and Montrose Motor R. R. Co Tacoma Railway and Power Co Northern Railway and Improvement Co. . Kanawha Valley Traction Co East Liverpool and Rock Springs Street Rwy. Co. Fairmont and Clarksburg Electric Rwy. Co. Camden Interstate Rwy. Co Parkersburg, Marietta and Interurban Rwy. Co. Wheeling and Wellsburg Rwy. Co Wheeling Traction Co Wheeling and Elm Grove Rwy. Co Dec. 1,1901 Nov. 30, 1902 PERIOD COVERED BY REPORT. July Aug. Aug. July July July July Jan. July 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1, 1901 1,1901 Sept. 1,1901 Nov. 1, 1901 Jan. 1, 1901 May 1, 1901 June 1,1901 June 1,1901 May June Mar. June July Feb. July June Oct. July- July Apr. 23, 1902 1, 1901 1,1902 1,1901 1,1901 20, 1902 1. 1901 1,1901 26, 1901 1,1901 1,1901 1. 1902 Jan. 1,1902 Mar. 1,1901 June 1, 1901 Sept. 1,1901 Oct. :,1901 July 1,1901 Jan. Jan. Jan. July Sept. 1,1901 1,1901 1,1902 1,1901 1,1901 Jan. Jan. Dec. Jan. Jan. 1,1902 1,1902 1,1901 1,1902 1,1902 Dec. 1,1901 Jan. 1,1902 June Julv July June June June June Dec. June 30, 1902 31, 1902 31,1902 30, 1902 30, 1902 30, 1902 30, 1902 31. 1901 30. 1902 Aug. 31,1902 Oct. 31,1902 Dec. 31,1901 Apr. 30,1902 May 31,1902 May 31,1902 June May June May June June June Mav Oct. June June Mar. 30, 1902 31,1902 1, 1902 31,1902 30, 1902 30, 1902 30, 1902 31, 1902 25,1902 30, 1902 30. 1902 31. 1903 Dec. 31,1902 Feb. 28,1902 May 31,1902 Aug. 31,1902 Sept. 30, 1902 June 30,1902 Dec. 31,1901 Dec. 31,1901 Dec. 31,1902 June 30,1902 Aug. 31,1902 Dec. 31,1902 Dec. 31,1902 Nov. 30,1902 Dec. 31,1902 Dec. 31,1902 Nov. 30,1902 Oct. 31,1902 LENGTH, SINGLE- TRACK MILES. Owned. . 05 8.82 6.54 5.00 11.22 10.45 13.50 = 9.11 11.25 4.66 3. 70 5.30 11.92 15.50 4.87 35.00 12.00 19.04 14.01 53.03 1012.85 21.93 12.21 8.63 2.98 18.75 25. 21 37.60 19.04 2.00 10 23.73 9. 05 4.18 83.19 13. 25 33.40 3.15 69.11 13.00 18 93.' 7.14 10 3. 26 7.10 20 30.23 21 29. 50 1.77 2'M4.75 16.25 Oper- ated. . 05 S. 82 6.64 5.00 11.22 10. 45 13.50 2 9.11 11.25 4.66 3 378. 30 3.70 5.30 11.92 15.50 9.53 39.87 12.00 19.04 14.27 53.03 M12.85 23. ON 12.21 8.63 2.98 23.71 27.33 37.60 19.04 2.00 10 25.84 228. 93 9.05 4.18 83.19 13.25 33.40 3.15 69.11 13.00 "93.64 7.14 l»3.82 7.10 20 30. 23 21 29. 50 1.77 23 44.75 16.25 CAPITAL STOCK. Total par value. Authorized. $1, 885, 000 150, 000 100, 000 75, 000 200, 000 700, 000 200, 000 75, 000 300, 000 85, 000 30, 359, 000 100, 000 100,000 100,000 1,000,000 200,000 1, 800, 000 500, 000 5, 000, 000 100,000 1,650,000 C") 1, 000, 000 12 2,000,000 550, 000 50, 000 (") (") "15,000,000 200, 000 9,000 1,000,000 11,115,000 200, 000 165,000 8, 000, 000 100, 000 400, 000 50, 000 2, 000, 000 200, 000 4,924,500 100, 000 150, 000 1,000,000 1,000,000 500, 000 22 24,500 2,000,000 150, 000 Issued. $1, 835, 100 130, 000 100, 000 55, 600 200, 000 700, 000 200, 000 64,600 300,000 85,000 68, 000 100, 000 100, 000 750, 000 200, 000 1,800,000 100,000 500, 000 100, 000 1, 650, 000 I") 600, 000 12 535,000 550, 000 50, 000 15 14,000,000 200, 000 9,000 500, 000 11,036,400 200, 000 163, 200 8, 000, 000 100,000 400, 000 50, 000 2,000,000 123, 200 4, 273, 600 5,000 150, 000 750, 000 1,000,000 440,000 22 24, 500 1,836,300 67,800 1 1 Exclusive of 2.75 miles lying outside of state, but including 8.25 miles in state owned by outside companies. Total owned and operated by companies in state, 80.55 miles. 2 Includes 2.75 miles in New Hampshire. 3 Exclusive of 1.80 miles lying outside of state, but including .67 mile in state owned by outside companies. Total owned bv companies in state, 359.30 miles, including 3.51 miles leased from steam railroad (see note 10); total operated, 379.43 miles. * Exclusive of $3,284,535, investments other than street railways and electric-light plants owned. 'Includes electric-light plant and other investments. « Exclusive of 3548,884, investments other than street railways and electric-light plants owned. "Exclusive of 5324,583, investments other than street railways and electric-light plants owned. 8 2J- per cent on 8600,000 for first dividend, and 1\ per cent on 8725,000 for second dividend. » Includes investments other than street railways. 10 Includes 3.51 miles leased from steam railroad. 11 Included in report of Virginia Passenger and Power Company. (See note 15.) GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 273 capital stock— continued. FUNDED DEBT. Total capital stock and funded debt outstanding. Capital liabilities per mile of single track owned. Common. Preferred. Amount authorized. Amount out- standing. Rates of inter- est, per cent. Par value. Dividends. Pur value. Dividends. Authorized. Issued. Rate per cent. Amount. Authorized. Issued. Rate per cent. Amount. S 3 55 81,870,000 SI, 820, 100 $8,000 $15, 000 $15, 000 $750 $1,450,000 $931, 600 $2,766,700 $34, 348 150, 000 100, 000 76, 000 200, 000 700, 000 200, 000 75,000 300,080 70,000 24,634,000 130, 000 100, 000 55,500 200, 000 700, 000 200, 000 64, 600 300,000 70, 000 17,087,000 100,000 75, 000 25, 000 150, 000 500, 000 200, 000 100,000 225, 000 75, 000 30, 167, 000 100, 000 75, 000 25, 000 125, 000 81,600 150,000 100, 000 200,000 75,000 25, 891, 314 5 5 5 6 5 5 5 5 6 230, 000 175, 000 80,500 325, 000 781,600 350,000 164,600 500,000 160, 000 47, 703, 314 26, 077 26, 758 16, 100 28,966 74, 794 25, 926 18, 068 44, 444 34,335 4124,845 1 ? 3 4 8,000 4 5 6 7 8 15,000 5, 725, 000 15, 000 4,725,000 5 750 33, 125 9 270 100, 000 100,000 100,000 1,000,000 200,000 1,075,000 500,000 5,000,000 100, 000 1, 650, 000 68, 000 100,000 100, 000 750,000 200,000 1,075,000 100, 000 500, 000 100, 000 1,650,000 150, 000 235, 000 100, 000 1,000,000 800,000 4,000,000 500, 000 500, 000 500, 000 4,000,000 (") 1,000,000 12 542,000 500, 000 100, 000 (") (») '515,000,000 490, 000 133, 314 235,000 100,000 750, 000 751,000 2,400,000 125, 000 500, 000 600,000 3, 235, 000 <"i 500,000 12 542,000 500, 000 100, 000 (") L"> « 14, 330, 000 490, 000 6 5 6 5 5 5 5 5 5 5,6 6 201,314 335, 000 200, 000 61,500,000 6 951,000 64,200,000 226,000 »1, 000, 000 600,000 64,885,000 54, 409 63, 208 16, 779 » 61, 362 '128,628 120, 000 18, 750 52, 621 42,827 92, 118 1 •> 11 14 IS 16 17 10, 000, 000 200, 000 a, ooo 1,000,000 S, 115, 000 10, 000, 000 200, 000 9,000 500, 000 8, 036, 400 5,666,666 4, 000, 000 4,5 » 28, 330, 000 " 690, 000 9,000 1,200,000 6 18, 784, 213 311, 661 36, 239 4,500 50, 569 82, 052 18 19 3 270 °0 750,000 9,290,000 700, 000 7,747,813 5 •""I 37,528 * 3, 000, 0C0 3, 000, 000 112,500 200, 000 165, 000 5, 000, 000 100,000 400, 000 50, 000 2,000,000 200, 000 4,924,500 200, 000 163, 200 5, 000, 000 100, 000 400, 000 50, 000 2, 000, 000 123, 200 1,000,000 500, 000 5 » 700, 000 "163,200 "13,018,000 165,000 "1,000,000 90,000 3,424,813 6 223,200 72,539 39,043 156,485 12,463 29, 940 28, 571 49,556 17, 169 68,443 1 4 | 6,528 3, 000, 000 3, 000, 000 6 "112,500 5,500,000 150, 000 800,000 40,000 1,700,000 100, 000 7, 600, 000 5,018,000 65, 000 600, 000 40,000 1, 424, 813 100, 000 5,308,400 5 5 5 6 5,6 5 s 11 5 11, 000 20, 000 8 ' ' 100, 000 150, 000 1,000,000 1,000,000 500, 000 24, 500 2, 000, 000 150.000 5,000 150, 000 750, 000 1,000,000 440, 000 24, 500 1,836,300 67, S00 1 200,000 150, 000 1, 000, 000 1,500,000 1, 000, 000 200,000 5 205000 28,711 46,012 133, 803 SO, 715 35, 254 13,842 89, 169 4S.135 1 6 5 5,6 5,6 150, 000 "950,000 ; 2, 440, 000 "1,040,000 24,500 3. 990. 300 200,000 1,440,000 600,000 <* 4 5 22, 000 ! fi 2. 500. 000 2,154,000 714, 400 5,6 1,250,000 5 1 '782,200 8 "Not reported; obtained from street-railway journals and directories. "Exclusive of $097,031, investments other than street railways. 1 5 Issued after combination with Southside Railway and Development Company, Richmond Traction Company, and Richmond Passenger and Power Company, subsequent to period covered by Census report; total trackage owned 90.90 miles; also includes electric-light plants. i» Includes 1.80 miles in District of Columbia. 1; Total amount of stock shown was not issued until near the end of the year reported. "Exclusive of 46.92 miles lying outside of state. Total owned by companies in state, 140 miles; total operated, 140.56 miles. » Includes .89 mile in Ohio! . ^'Includes 6.87 miles in Kentucky, and 9.16 miles in Ohio. 21 Includes 8 miles in Ohio. 22 Cash investment. 23 includes 22 miles in Ohio. 274 STREET AND ELECTRIC RAILWAYS. Table 93.— NAME, LOCATION, LENGTH OF TRACK, CAPITAL l 2 3 4 5 i". 7 8 9 10 11 12 13 15 16 17 STATE AND LOCATION. WISCONSIN. Total for state . . . Appleton, Kaukauna, Menasha, Neenah. Ashland Eau Claire, Chippewa Falls Foncl du Lac Green Bay and vicinity Janesville La Crosse La Crosse, Onalaska Madison, Blooming Grove Manitowoc, Two Rivers Marinette Merrill Milwaukee, Whiteflsh Bay, Wau- watosa. Milwaukee, Racine, Waukesha, Pewaukee. Oshkosh, Neenah Sheboygan, Sheboygan Falls Waupaca HAWAII. Total for territory . Honolulu . do do PORTO RICO. Total Mayaguez San Juan, Rio Piedras. Name of company. Wisconsin Traction, Light, Heat and Power Co. Ashland Light, Power and Street Rwy. Co Chippewa Valley Electric R. R. Co Fond du Lac Street Rwy. and Light Co . . . Fox River Electric Railway and Power Co Janesville Street Rwy. Co La Crosse City Rwy. Co La Crosse and Onalaska Street Rwy. Co Madison Traction Co Manitowoc and Northern Traction Co Marinette Gas, Electric Light and Street Rwy. Co. Merrill Railway and Lighting Co Milwaukee Electric Railway and Light Co Milwaukee Light, Heat and Traction Co... Winnebago Traction Co Sheboygan Light, Power and Rwy. Co. Waupaca Electric Light and Rwy. Co.. Hawaiian Tramways Co Honolulu Rapid Transit and Land Co . . . Pacific Heights Electric Rwy. Co. (Ltd) . Tramway Stock Co San Juan Light and Transit Co . PERIOD COVERED BY REPORT. From — Jan. 1,1902 Jan. Jan. Jan. Jan. Jan. Jan. Jan. Sept. May May Jan. Jan. 1, 1901 1,1902 1, 1901 1,1902 1. 1901 1. 1902 1, 1902 1, 1901 1,1902 1. 1901 1. 1902 1, 1902 Jan. 1,1902 Apr. July Jan. 1,1901 1, 1901 1,1902 July 1,1901 Jan. 1,1902 Jan. 4, 1902 July Jan. 1,1901 1,1902 Sept. 30, 1902 Dec. Dec. Dec. Dec. Dec. Dec. Dec. Aug. Dec. Apr. Dec. Dec. 31,1901 31, 1902 31 . 1901 31. 1902 31,1901 31, 1902 31,1902 31, 1902 31,1902 30, 1902 31, 1902 31, 1902 Dec. 31,1902 Mar. 31,1902 June 30, 1902 Dec. 31,1902 June 80,1902 Dec. 31,1902 Dec. 31,1902 June 30, 1902 Dec. 31,1902 LENGTH, SINGLE- TRACK MILES. 1 446. 14 19.25 7.68 22.67 6.27 17.13 7.41 14.44 2.67 8.50 8.63 5.40 1.55 145. 50 32.00 20. U0 4.94 28.70 12.00 14.20 2.50 3.13 9.43 Oper- ated, 19.25 7.68 22.57 6.27 17.13 7.41 14.44 2.67 8.50 8.63 5.40 1.55 145. 50 32.00 20.00 4.94 28.70 12.00 14.20 2.50 3.13 9.43 CAPITAL STOCK. Total par value. Authorized. 1,000,000 84, 000 200, 000 150, 000 150, 000 50, 000 200, 000 50, 000 200, 000 100, 000 115, 000 20, 000 19, 500, 000 500, 000 650, 000 300,000 75, 000 1,775,000 650, 000 1,000,000 125,000 48, 000 600, 000 Issued. $15, 178, 600 1,000,000 84,000 200, 000 150,000 145,500 50, 000 200, 000 38, 000 200, 000 100, 000 115, 000 20, 000 11, 500, 000 500, 000 650,000 151, 100 75, 000 1,450,000 325, 000 1,000,000 125, 000 571, 340 27, 840 543, 500 1 Includes 29.64 miles in state owned by outside companies. Total owned and operated by companies in state, 416.50 miles. 2 Exclusive of 8708,756, investments other than street railways and electric-light plants owned. 2 Includes electric-light plant. > GENERAL TABLES. STOCK, AND FUNDED DEBT, BY COMPANIES: 1902— Continued. 275 CAPITAL STOCK- -continued. FUNDED DEBT. Total capital stock and funded debt outstanding. Capital liabilities per mile of single track owned. Comraon. Preferred. Amount authorized. Amount out- standing. Rates of inter- est, per cent. Par value. Dividends. Par value. Dividends. Authorized. Issued. Rate per cent. Amount. Authorized. Issued. Rate per cent. Amount. a SS $18,719,000 $10, 553, 700 $30, 663 $4,625,000 $4, 624, 900 $270, 000 $28, 281, 400 $13, 058, 350 $28, 236, 950 2 $66, 094 1,000,000 84,000 200, 000 150, 000 25, 000 50, 000 200, 000 50, 000 200, 000 100,000 115, 000 20,000 15,000,000 500, 000 650, 000 300, 000 75, 000 1, 000, 000 84, 000 200, 000 150, 000 20, 600 50, 000 200, 000 38,000 200, 000 100, 000 115, 000 20, 000 7, 000, 000 500, 000 660, 000 151, 100 75, 000 1,000,000 78,400 200,000 250, 000 150, 000 75, 000 136, 000 750,000 59, 300 200, 000 250, 000 120, 050 75, 000 136, 000 5 5 6 5 5 6 6 31,750,000 H43.300 400,000 4 400,000 265, 550 ■ 125, 000 336, 000 38, 000 400, 000 200, 000 3145,000 3 20,000 419,500,000 3 2,749,000 51,205,000 3 451,100 3109,000 90, 909 18, 659 17,723 63, 796 15, 502 16, 869 23,269 14,232 47,059 ' 23, 175 26,852 12, 903 134, 021 29, 700 37,656 22,555 22, 065 1 ? 3 4 125, 000 124, 900 5 fi 7 8 5 10,000 300, 000 100, 000 50, 000 100, 000 v 19,500,000 5,000,000 1,000,000 300,000 42, 000 20'), 000 100, 000 30,000 6 5 6i 9 in n T' 4, 500, 000 4,500,000 6 270,000 8, 000, 000 2,249,000 565, 000 300, 000 34, 000 5 5 5 5 6 13 4 20,563 14 15 16 17 1, 566, 000 1,241,000 19, 500 209,000 209,000 1,275,000 610,000 52,060,000 71, 777 650, 000 791,000 125,000 648, 000 325, 000 791, 000 125,000 571,340 6 19, 500 150, 000 1, 000, 000 125, 000 611, 800 150,000 460, 000 6 6 B 475, 000 1,460,000 125, 000 61,125,140 39, 583 102, 817 50,000 89,581 1 209, 000 209, 000 2 ■553,800 48, 000 600, 000 27, 840 543,500 11,800 600, 000 11,800 542,000 5 6 39,640 51,085,500 12, 665 115, 111 1 2 4 Includes electric-light plant and other investments. s Includes investments other than street railways. 276 STREET AND ELECTRIC RAILWAYS. Table 94.— ROADBED, TRACK, AND ELECTRIC TRACK— CHAP.ACTEK AND LENGTH IN SINGLE-TKACK MILES. STATE AND NAME OF COMPANY. Total owned and leased. Main track. Sidings Over- head trolley. Other mechan- ical traction. Animal Owned. Leased Oper- ated under track- age rights. Con- struct- ed and openet for op- eration during year. | On private right of way- z. First. Second. and turn- outs. Kind. Miles. Owned by com pany. Not owned by com- pany. UNITED STATES 1 3 22,589.47 16,651.58 5, 030. 36 907. 53 * 21,302.57 51,027.80 259. 10 19,038.33 3,551.14 560. 92 1,549.73 3,424.96 377. 11 ALABAMA. Total for state 204. 72 167. 70 21.75 15.27 173. 69 28.00 3.03 204. 72 4.50 70.08 .25 Anniston Electric and Gas 1 10.00 110. 00 3.03 6.70 4.62 37.50 20.00 5.87 7.0C 17.10 9.50 85.00 3.00 6.20 4.50 30.75 17.00 5.75 6.00 15.00 .50 11.00 .03 .50 .12 i.db 1.00 .12 1.00 1.10 10.00 89.00 10.00 110. 00 3.03 6.70 4.62 37.50 20.00 5.87 7.00 17.10 .50 3.00 1.50 60.00 Birmingham Railway, Light and Power. Decatur Street Railway 14.00 Steam . 21.00 3.03 3 4 Alabama City, Gadsden and Attalla. Huntsville Railway, Light and Power. Mobile Light and Railroad 6.70 4.62 37. 50 20. 00 5.87 3.00 .25 b 6 5.75 2.00 1.33 V Montgomery Street Railway Selma Street and Suburban b 1.00 .25 4.00 3.00 9 Tuscaloosa Belt Railway Steam . 7.00 5.10 ARIZONA. 1.00 12.00 Phoenix Railway 1 12.00 5.10 52.49 10.00 5.00 38.01 1.00 1.00 .10 2.49 12.00 12.00 5.10 52.49 3.00 2 Tucson Street Railway 5.10 2.66 ARKANSAS. 11.99 49.83 2.75 .50 .60 Citizens Electric 1 3.17 7.67 1.36 9.28 20.70 7.75 2.66 829. 10 2.90 6.00 1.36 4.82 13.43 7.00 2.50 .27 .06 3.17' 7.57 1.36 9.28 20.70 7.75 3.17 7.57 1.36 9.28 20.70 7.75 2.66 829. 10 .50 .60 '2 Fort Smith Traction 1.61 1.00 y, Fort Smith and Van Buren 4 Hot Springs Street Railroad Little Rock Traction and Electric . . Citizens Light and Transit 4.34 6.14 .12 1.13 .75 .16 9.15 b b 1.75 V Texarkana Railway 2.66 42.37 CALIFORNIA. Total for state 665. 96 •120.77 10.85 83.59 74.48 1.98 Bakersfield and Kern Electric Fresno, Belmont and Yosemite Fresno Railroad 1 2.15 2.50 2.90 5.10 .14 94.82 31.86 87.48 11.34 26.00 4.23 1.50 4.15 122. 80 8.00 6.64 2.50 1.81 2.56 2.08 2.50 2.75 5.00 .07 55.82 20.46 62.57 8.52 26.00 4.13 1.50 4.00 76.16 7.75 5.83 2.50 1.75 2.50 7.18 9.19 13.73 7.50 11.64 3.84 5.38 4.92 140.41 12. 58 13.50 8.00 5.56 2.80 7.33 5.95 154.17 .07 2.15 2 2.50 2.90 2.50 2.90 5.10 .14 94.82 31.86 87.48 11.34 26.00 4.23 1.50 4.15 122. 80 8.00 6.64 2.50 1.81 2.56 7.27 9.52 23.50 7.62 16.60 7.68 10.86 9.01 15.16 18.12 8.50 5.67 2.85 7.33 11.98 232. 98 3 .15 .10 1.75 3.84 4 Nevada County Traction 5.10 5 Los Angeles Electric Incline Los Angeles Railway .07 39.00 9.85 24.91 2.82 Cable.. .14' . .14 4.67 .29 51.00 6 1.55 94.82 31.86 66.46 2.18 26.00 4.89 1.88 7 Los Angeles and Pasadena 1.64 55.80 8 Los Angeles Pacific Railway Pacific Electric Railway Steam . Cable.. 15.07 10 9.16 5.95 9 .34 3.00 (1 Los Angeles Traction .35 11 Marysville and Yuba City .10 4.23 1.50 4.15 1.00 .2 Monrovia Street Railway .3 Monterey and Pacific Grove Oakland Transit Consolidated Ontario and San Antonio Heights . . .15 1.43 .25 .81 .20 2.06 4 45.21 121. 80 8.00 6.12 4.13 15 6 Cable.. .52 2.50 1.81 5.42 7 Paso Robles Street Car 8 Petaluma Street Railway .06 .06 .09 .33 1.46 .12 9 Pomona Street Railway Steam . 2.56 .25 1.73 >U Redlands Street Railway 7. 27 7.27 9.52 23.50 7.62 16.60 2.40 .27 !1 Riverside and Arlington 9. 52 Sacramento Electric, Gas and Kivt. 23.50 !2 8.31 '?, San Bernardino Valley 7.62 16.60 7.50 .50 •A San Diego Electric Railway 4.96 3.84 5.38 4.08 107. 63 2.49 4.00 to Geary Street, Park and Ocean California Street Cable 7.68 10.86 9.01 248.95 15.16 18.12 8.50 5.67 2.85 7.33 11.98 234. 53 Cable . . Cable.. Cable.. Cable.. 7.68 10.86 l«7.25 "67.53 1.76 3.89 .74 !li .10 .01 .91 .09 . '"2 '..,0 .11 »7 Presidio and Ferries s I nited Railroads of San Francisco . San Jose Railroad 177. 53 15.16 18.12 8.50 5.67 13. 11 9 San Jose and Santa Clara 1.50 1 Santa Barbara Consolidated Santa Cruz Electric S2 -1 Santa Rosa Street Railway 2.85 7.33 1.50 5 Stockton Electric 5.95 69.36 .08 11.00 11.98 233. 28 COLORADO. 1.25 1.55 7.97 10.87 Boulder Railway and Utility 1 4.08 11.78 29.01 6.00 143. 77 2.39 1.25 36.25 4.00 10.89 20.80 5.00 85.89 2.28 1.25 24.00 .08 .89 1.38 8.04 .11 4.08 11.78 29.01 6.00 143. 77 2.39 4.08 11.78 27.46 6.00 143. 77 2.39 1.25 36.26 1.00 .04 10.03 .76 2 i Colorado Springs and Cripple Creek. 3 ' Colorado Springs Kapid Transit 6.77 1.00 49.84 1.55 4 1 Denver, Lakewood and Golden i n Denver City Tramway 4.52 6 Durango Railway and Realty Grand Junction (municipal )*. 7 1.25 2.40 .04 8 1 Pueblo Traction and Lighting ii.75 .50 1 For details see Supplementary Table 1. 2 For feeder conduit system see Supplementary Table 2. 'Includes 12.48 miles of track duplicated In reports of different companies. (See Illinois, New York, and Pennsylvania ) ■» Includes 21,068.42 miles of single trolley and 234.15 miles of double trolley construction; also 12.48 miles of track duplicated in reports of different comnanies 5 Includes miles of track as follows: Cable, 240.69; compressed air, 6.06; conduit trolley, 266.06; steam, 169.61; storage batteries 2 47- and third rail 342 £ 6 Exclusive of Massachusetts, but including track outside city limits for 1 company in Kansas. ' i Exclusive of Massachusetts, but including track within city limits for 3 companies in Connecticut and 3 in Maine. GENERAL TABLES. 277 CONSTRUCTION, BY COMPANIES: 1902. TRACK— CHARACTER AND LENGTH IN SINGLE-TRACK miles — continued. BRIDGES j AND TUNNELS OWNED. 1 STEAM RAIL- ROAD CROSS- INGS, NUMBER. ELECTRIC-LINE CONSTRUCTION, MILES. FEEDER WIRE, MILES. Within city limits. Outside city limits. '6,855.58 Equip- ped with onst- welded joints. Weight of rails per yard. Style of rail. No. Length, feet. Pro- tected. Unpro- tected. Span wire. Side bracket Center pole. Poles to the mile. Steel or iron poles. Wooden poles. Over- head. Under- ground. C-) Maxi- mum. Mini- mum. u 3 3 "13,208.24 1,642.68 2,748 480, 912 2,514 1,967 10,220.07 5,223.08 414.11 93,112.58 812,728.76 22 343 22 9 411.07 124.60 SO. 12 29 2,856 10 67 113. 63 21.82 2.25 137. 70 178. 17 8.50 50.00 3.03 3.70 2.00 29.00 20.00 5.37 3.00 13.50 1.50 60.00 60 80 20 40 60 88 90 45 60 30 60 16 35 60 35 60 35 35 T, full groove Girder, half groove, T. T 9 10 476 2,140 6 3 39 1 8 2 4 6 3 1 3 7.00 54.00 2.50 10.00 42 63 9.50 64.00 i 16.00 122.00 1 3 3.00 2.62 8.50 T 4 120 12 60 2 2 1.50 4.50 28.50 14.00 4.13 4.70 52 52 52 44 48 6.20 4.50 30.75 17.00 5.75 6.20 4.63 26.00 3.00 .34 4 T i 5 3.00 1.62 2.25 6 Groove, girder, T. T 7 .50 4.00 3.60 8 T 2 9 48 225 9 1 2 1 7.00 3.00 .50 9.50 4.00 9.00 4.50 50.83 3.00 .60 1.66 60 16 30 16 T 6 3 8 75 150 949 2 i » 7.00 3.00 50 .50 9.50 4.00 T 31.31 2.40 1.80 2.33 33.18 20.86 3.07 7. 52 1.25 8. SS 20. 70 6. 75 2.66 667. 20 2. 15 2.50 1.00 1.25 .14 94.82 28.37 21. 61 26! 00 1.72 1.50 4.15 105. 99 1.75 .10 .05 .11 .40 65 60 60 45 73 90 30 35 45 56 25 70 50 20 T .50 4.80 1.36 4. 22 13.43 7.00 2.40 1.20 65 52 48 52 50 53 .80 1.03 .50 2.90 5.20 1.36 4.82 12.40 6.50 1.25 1.00 .33 3.28 14.00 1.00 1 1 24 20 1 ...! 2 T . 3 T t .60 4 Girder, T Girder.T T o 4 120 785 2 2 5 1.00 . 6 1 2 3 4 5 6 161. 90 110.62 57 11,913 47 65 339. 82 58.39 24.44 101. 33 321.32 255. 48 4ft ' 40 20 ! 20 20 , 20 70 70 2.08 52 2.08 3.50 T 1 2 1 1. 90 3. 85 T T 5.00 50 5.00 16 62 60 60 65 70 48 20 97 30 30 15 38 25 56 40 51 45 60 38 40 98 42 35 56 40 45 35 40 16 38 40 40 60 16 48 20 35 30 25 15 38 25 45 3ft -1ft 30 72 38 40 35 35 35 45 40 35 16 40 T 3. 4 9 ('.ft. 87 4.12 43.00 T, girder T 4 5 4,400 2,445 20 3 1 7 9 1 55.82 11.71 12.78 2.18 ( u ) 48 50 50 50 55.82 20.46 49.08 2.18 50.00 8.75 15.65 20.65 25.00 . 2.66 1.00 T 8 9 10 11 12 13 14 15 T T 2 2 1 12.00 2.51 T T 16.81 6. 25 6. 64 . 7ft 12.39 T, girder T 2 20 816 200 1,328 11 8 2 66.43 6.00 8.73 1.75 5.67 45 60 52 52. 11 23.05 7.75 5.57 71.08 2 2ft T 6.25 16 1.75 1.81 2.56 6.91 9.52 22.70 5.50 15.60 7.68 10.86 9.01 224. 81 10. 72 11.12 8.50 5.67 2.00 5.00 5.28 213.93 T 17 IS 19 on Flat 1 T .31! T ...... 2 2 3 96 40 50 460 •i 1 4 3 4 5.02 9.19 13.73 7.00 10.00 2.16 44 50 40 44 50 7.18 9.19 13.73 7.50 11.64 1.03 T 7.00 . 21 .80 2.12 1.00 T, girder T 7. 50 .. 29 .50 1.64 23 24 25 26 27 28 9q 3.00 24. 11 4.44 7. 00 49. 32 2.25 4 625 9 4 3 2 1 98.66 10.58 9.63 7.50 5.56 2.27 2.00 3.87 .60 3.79 50 44 50 50 50 49.22 55.60 12.58 13. 50 8.00 5.56 53. 06 2.56 2. 05 6.00 .50 T 8 813 30 T 31 3? .85 2.33 6.70 20. 60 Flat 2 640 1 2 3 11 33 34 35 Girder, T 1 12 5.95 140. 16 53 5.20 5.95 147. 72 2.70 26 8,094 12.76 214. 43 4.08 ' 1.75 20.46 6.00 142.39 1.75 1.25 36.25 45 60 75 75 30 30 80 30 60 30 48 30 30 30 30 2 4 2 1 1 4.00 2.00 20.86 6.00 82.02 2.28 70 40 53 52 45 52 20 6.00 4.00 10. S9 20. 66 5.00 80.89 2.28 2.00 14. 20 19.74 1 10.03 8.55 T T T T, girder 6 11 7 2 944 670 480 6,000 1 7 8.89 j 2 3 4 1.38 .64 3.87 164. 79 5 6 7 2 i 24. 00 50 24.00 13.70 8 8 In addition 15.92 miles supported by elevated railroad structures and by buildings and bridges. o Includes 85.72 miles of cable and 35.05 miles of steam. io includes 4.45 miles operated by steam. " Not reported. 12 Includes 1.26 miles operated by steam, is Includes 11.72 miles operated by steam. 1165—05 19 278 STREET AND ELECTRIC RAILWAYS. Table 94.— ROADBED, TRACK, AND ELECTRIC TRACK — CHARACTER AND LENGTH IN SINGLE-TRACK MILES. 1 STATE AND NAME OF COMPANY. Total owned and leased. Main track. Sidings and turn- outs. Over- head trolley. Other mechan- ical traction. Animal Owned. Leased. Oper- ated under track- age rights. Con- struct- ed and opened for op- eration during year. On private right o£ way- z, First. Second. Kind. Miles. Owned by com- pany. Not owned by com- pany. CONNECTICUT. 578. 49 461. 05 89.50 27.94 552. 60 25.89 543. 06 35.43 14.94 16.75 72.66 Branford Lighting and Water Connecticut Railway and Lighting. Bristol and Plainville Tramway 1 6.51 159. 28 7.92 11.73 5.76 13.47 10.80 87. 67 18.13 25.89 12.34 19.50 9.93 1.36 95.67 8.51 10.67 17.65 16.44 12. 69 8.63 4.91 13.03 85.61 5.15 118.32 7.34 10.44 5.57 13.00 9.70 66.26 17.69 21.02 11.64 17.40 9.05 1.36 59.60 6.70 10.46 17.00 15.94 12.49 7.66 4.70 12.56 71.55 1.36 7.56 .58 1.09 .19 .47 1.10 2.83 .44 1.69 .70 .60 .88 6.51 159.28 7.92 11.73 5.76 13.47 10.80 87.67 18.13 6.51 159. 28 7.92 11.73 5.76 13.47 10.80 77.47 17.34 25.89 12.34 19.50 9.93 1.36 71.23 8.51 10.67 17.65 16.44 12.69 2.16 25.06 .50 .20 .38 2 33.40 3 4 .20 r> 5.76 6.00 .08 6 7 Farmington Street Railway 10.20 .79 3.80 6.25 1.30 2.30 .57 21.02 2.82 8 18.58 9 Hartford, Manchester and Rock- ville. New York, New Haven and Hart- ford (Berlin system). Meriden, Souttiington and Com- pounce. in 3.18 3d rail . 25.89 n 12.34 19.50 9.93 1.36 95.67 8.51 10.67 17.65 2.05 l? 1.50 13 Middletown Street Railway 14 If) 31.32 1.32 4.75 .49 .21 .65 .50 .20 .97 .21 .47 2.61 24.44 3.00 16 New London Street Railway 17 2.84 18 .75 4.50 19 16.44 12.69 ?n 11 1 New York, New Haven and Hart- ford (New Canaan branch). 8.63 4.91 13.03 85.61 ?■? 4.91 13.03 85.61 4.91 ?3 8.00 24.17 3.13 DELAWARE. 11. 45 4.05 21. 25 Wilmington and New Castle 1 13.45 31.38 40.78 161.97 13.00 26.50 32.05 82.68 .45 .38 1.78 13.45 31.38 40.78 I 13.45 31.38 40.78 161.97 4.05 9.25 10.00 2.00 5.68 9.00 4.00 11.17 36.81 .50 2.63 ■> 4.50 6.95 79.29 S DISTRICT OF COLUMBIA. 5 76.89 85.08 6.70 Anacostia and Potomac River 18.10 11.69 40.69 31.80 14.72 8.32 22.67 13.98 61.75 9.83 5.85 20.35 16.08 7.84 4.40 11.34 6.99 57.43 8.27 5.84 20. 34 15.72 6.88 3.92 11.33 6.99 1.64 6.2. 96 11.69 11.00 19.76 6 9.18 8 32 Conduit 15.14 18.10 11.69 40.69 31.80 14.72 8.32 22.67 13.98 4.80 Conduit Conduit Conduit 29.69 12.04 5.54 .67 .82 4.73 .95 4 City and Suburban of Washington. . 14.09 8.74 6 Georgetown and Tennallytown 22.67 .41 8 Washington and Great Falls FLORIDA. 2.68 13.98 57.00 13.98 .04 .33 4.76 1.25 1 2 3 4 1.2D 18.15 3.74 3.50 9.00 26.11 300.38 1.25 15.89 3.54 3.50 8.50 24.75 222. 18 1.25 1.25 3.74 3.50 9.00 26.11 300. 38 1.14 1.12 .20 .04 3.74 Palatka and Heights Street Railway Pensacola Electric Terminal 3.50 .33 .50 .86 5.98 9.00 26.11 296. 63 6 .50 72. 22 1.25 6.20 GEORGIA. 3.75 3.00 30.94 3.05 1 2 3 4 5 6 7 8 9 6.53 150. 00 31.02 17.00 2.25 30.67 6.28 53.05 2.08 1.50 3.60 6.50 104. 00 16.97 14.90 2.12 28.00 6.20 39.99 2.00 1.50 3.33 .03 3.00 1.69 .10 .13 .67 .08 .20 .08 6.53 150.00 31.02 17.00 6.53 150. 00 31.02 17.00 2.25 30.67 6.28 53. 05 2.08 1.50 3.50 .75 3.00 2.45 11.00 .05 Georgia Railway and Electric Augusta Railway and Electric 43.00 12.36 2.00 3.00 2.25 .50 2.00 30.67 6.28 53.05 2.08 12.86 18.36 1.00 .08 3.00 1.50 IDAHO. .17 3.50 1 3.50 3.33 .17 3.50 3.50 1 i For details see Supplementary Table 1. 2 For feeder conduit system see Supplementary Table 2. a Includes track within city limits for 3 companies. (See note 4. ) GENERAL TABLES. 279 CONSTRUCTION, BY COMPANIES: 1902— Continued. -CHARACTER AND LENGTH IN SINGLE-TRACK miles— continued. Within city limits. Outside city limits. 239. 66 3338. 83 2.99 69.16 1.75 5.50 5.76 2.50 48.80 2.00 19.50 3.00 1.S6 36.00 8.51 7.23 9.00 12.69 4.91 4.00 6.00 21.00 126. 49 18.10 11.69 37.04 22.27 14.72 "22." 67 Equip- ped with cast- welded joints. 3.52 90.12 6.17 6. 23 10.97 10.80 43.87 16.13 4 25.89 * 12.34 49.19 1.25 16.70 3.74 3.50 9.00 15.00 200.40 6.48 90.70 31.02 10.40 2.03 20.50 5.08 31.69 1.00 1.50 2.50 69. 67 10.67 10.42 7.44 <8.63 "9." 03 31.63 7.45 10.38 13.80 35.48 12.56 1.45 11.11 99.98 .05 59.30 6.60 .22 10.17 1.20 21.36 1.08 1.00 1.00 Maxi- mum. 39.63 12.63 3.65 27.00 8 32 13.98 Weight of rails per yard. Mini mum 60 90 60 SO no 70 56 107 06 95 70 40 Style of rail. T T, girder T T, full groove... T T T T, girder, groove T T, girder. T T T T T T T T Girder, T Girder, T, groove, full groove. Girder.T.groove. T, girder T, girder T, full groove... T, full groove, girder. T, full groove, girder. T, girder Groove T, girder BRIDGES AND TUNNELS OWNED. 1 No. T T, girder . T Groove, T. T T T, girder Girder, half groove, T. Length, feet. 175 2, 500 240 146 I 340 165 507 425 240 100 '530' "l82 2,366 470 9S5 911 3,912 1,117 239 677 12 "1*867 220 50 460 STEAM RAIL- ROAD CROSS- INGS, NUMBER. Pro- tected. Unpro- tected. 12 ELECTRIC-LINE CONSTRUCTION, MILES. Span wire. Side Center bracket pole. 236. 34 98.00 3.00 10.44 250 30 00 :;.oo 9.50 5. 05 45.60 6.14 1.50 5. 00 2.50 12.00 3. 00 5.15 20.00 4.34 5.67 13.00 9.70 34.39 17.31 8.64 7.90 4.00 1.36 14.00 .56 S. 96 12.00 13.44 .49 7.66 4.70 9. 56 47. 89 23. 66 4.00 26.25 17.64 9. 00 .25 1.48 .11 5. OS 1.60 43. 6S 16.89 3.54 7.50 16.75 6.42 94)00 Poles to the mile. 6.74 6.50 9. SS 2. SO 1.00 8.00 .08 10.00 3.16 13.76 53 Steel or iron poles. Wooden poles. 31.92 .79 350. 73 5.15 115. 32 7.34 10.44 6.57 13.00 9.70 34.34 16.90 11.64 17.40 9.05 1.36 6.81 6.40 10.46 16.50 15.94 12.49 7.66 4.70 12.56 1.60 3. 84 1.14 19. 60 2.00 29.99 2.00 3.33 3.33 4.20 4.20 10.00 50 12. 00 13.00 26.50 31.74 FEEDER WIRE, MILES. 1.11 5.74 5.00 5.99 4.20 6.90 Over- head. Under- ground. ( 2 ) 479. 05 8.96 151. 72 6.50 8.00 5.57 13.00 9.70 49.70 30.00 17.00 7.00 100.00 15.24 10.46 14.00 10.00 10.56 11.50 60.00 2.81 5.25 31.06 7.31 31.29 "15.86" 15. S9 S. SU 3.54 ; 2.20 8.50 I 3.00 24.75 : 16.00 6.50 92. 00 16.97 14.90 28. 00 6.20 39.99 2.00 7.00 117.00 14.00 12. 00 12.00 1.50 12.20 1.50 3.33 3.33 3. 50 9.21 21.05 * Includes track withiu city limits. s Includes 12.14 miles of double trolley construction. • Double trolley construction. 10 280 STREET AND ELECTRIC RAILWAYS. Table 94.-R0ADBED, TRACK, AND ELECTRIC 12 13 14 15 16 i 17 18 19 20 21 22 23 24 25 26 27 2? 29 30 31 32 33 34 35 36 37 88 39 40 41 42 43 44 45 46 47 48 49 50 TRACK — CHARACTER AND LENGTH IS SINGLE-TRACK MILES. STATE AND NAME OF COMPANY. Total owned and leased. Main track. First. ! Second. Other mechan- ical traction. Sidings and turn- outs. Over- head trolley. Miles. ILLINOIS. TotaHorstate H,637.62 Alton Railway, Gas and Electric . Elgin, Aurora and Southern Bloomington and Normal Meehanicsburg and Buffalo Cairo Electric Railway Egypt Electric Centralia and Central City Urbana and Champaign Chicago City Railway Chicago Union Traction . Chicago Consolidated Traction Calumet Electric Street Railway ... Chicago Electric Traction Chicago Genera] Railway Chicago General Electric Railway.. Suburban Railroad \ . . Northwestern Elevated Railroad ... South Side Elevated Railroad Metropolitan West Side Elevated. . . South Chicago City Railway Chicago and Milwaukee Lake Street Elevated Railroad Chicago and Joliet Northern Electric Railway Danville Railway and Light Danville, Paxton and Northern Decatur Traction and Electric East St. Louis Railway i St. Louis and Belleville ' East St. Louis and Suburban St. Louis and East St. Louis Granite City and St. Louis ' Freeport Electric Galesburg Electric Motor Chicago, Harvard and Geneva Lake Jacksonville Railway Kankakee Electric Railway North Kankakee Light and Railway Lincoln Street Car Coal Belt Electric Railway Murphysboro Street Railway Ottawa Railway, Light and Power. Peoria and Prospect Heights Central Railway Peoria and Pekin Terminal Quincv Horse Railway Rockford Railway, Light and Power Rockf ord and Bel videre j Springfield Consolidated Peoples Light and Railway INDIANA. Total for state 12.25 62.96 21.00 3.70 5.67 4.00 3.42 9.00 222.50 305.15 LSI. 16 80.94 '2S.50 21.14 1.50 43.59 30.37 21. OS 39. 34 3-S. 42 43. 00 "20. 97 02. S9 4. 00 12. 50 13.50 13.50 19.95 21.49 53.60 2.12 13.25 7.50 17.00 11.12 5.19 5. 45 4. 33 7. 05 17. 30 1 . 55 35. nil s. t'.s 17. 38 23.00 13.53 23. S3 5. 50 10 11 Brownstc .vn and Ewing John S. Crump Evansville Electric Railway Fort Wavne Traction Fort Wavne and Southwestern Hammond, Whiting and East Chicago. Indianapolis Street Railway Broad Ripple Traction Indianapolis, Shelbyville and Southeastern. Indianapolis and Eastern Tmon Traction ■ Indianapolis, Greenwood and | Franklin. Jeffersonville City Railway Kokomo Railway and Light. Lafayette Street Railway I Logansport Railway LoKansport.Kochesterand Northern 1.00 4.40 30.50 32.00 26. 62 24.90 109. 86 7.20 27.55 IS. 04 142.92 19.00 1.79 10. 75 14.66 6. 16 6.00 12.00 59.84 20.00 3.62 5.52 3.90 3. 00 8.00 104.90 61.40 I 1,420.2 1.00 1.00 .OS 12.25 62.96 21.00 Animal 15.43 3.70 .50 104.90 155.42 14S.41 93. 27 42.12 19.00 10.86 1.50 22.94 | 8.42 8.72 16.86 19.11 26. 00 10.11 46.19 3.50 8.50 13.00 13.00 9.70 9.65 42. 16 1.06 10.25 6.50 16.00 11.00 5.00 7.50 4.20 7.00 17.00 1.50 8.20 i;. oo 14.00 13.12 20.00 13.21 17. 52 5.25 38.50 7.00 8.73 .15 5.67 4.00 3 4'' 9.00 179. 60 2.70 Cable.. 41.10 1.80 1.32 5250.26 Cable.. 650.60 4.29 1.35 180. 49 .67 2. 50 1.55 SO. 94 28.50 21.14 Owned. Leased. 1,277.99 359.63 19.65 1.00 19.46 2.49 1210.22 2.14 1=20.48 2.00 19.11 .20 16.00 1.00 9.32 1.54 14.40 2.30 .50 .50 3.50 .50 .50 1.18 9.07 9.65 2.19 10. 02 1.42 1.06 3.00 . 75 .25 .40 .60 .1° .19 .95 .13 .05 .30 .05 .30 43. 59 Str.bat. 3d rail . 3d rail . 3d rail . 30.37 21.08 39.34 3d rail . 12. 25 62.96 21.00 3.70 5.67 4.00 3.42 9.00 '222. .50 Oper- ated under track- age rights. Con- struct- ed and opened for op- eration during year. On private right of way- Owned by com- pany. Not owned by com- pany. 82.74 191.29 23.08 I 1.00 11.00 6.00 3.00 1.50 4.50 305.15 166. 21 14. 92 .... 1 ■--! 9S'| 2 00 .30 4.20 11.00 i 24.57 ! 6.25 ! 2.47 39.34 ! 1.50 6.32 1.00 5. 50 2.00 2.00 oo 3. 5S 3.00 17.38 23.00 : 13.53 < 23.83 5.50 17.30 "i.'oo "i.'50' "Too 1.50 646.66 523.60 99.57 20.00 ; 10.00 9.00 .38 12.00 3. .00 4.25 is. 82 19.35 i 26.00 | 17.17 57.39 5.00 27.00 16.41 130. 40 18.00 1.75 10.50 14.06 5.50 5.30 10.18 11.00 52.39 1.50 .15 I 1.50 I 1.65 1.60 7.35 4.40 . 30. 50 . 32.00 . 26. 62 . 24.90 I 109.86 . 7.20 . 27. 55 . 18.04 142.92 19.00 10.75 ' 14.66 ' 6.16 6.00 1.00 4.40 SO. 50 32.00 26. 62 24.90 109. 86 7.20 27.55 18.04 142. 92 , 19.00 1.79 10. 75 14.66 6.16 6.00 1.00 21. 23 2. 50 27. 55 9.11 2.50 12.00 10.20 7.14 3.00 6.00 *6."66"i 61.14 16.00 i For details see Supplementary Table 1. 2 For feeder conduit system see Supplementary Table 2. 3 Includes 2 42 miles duplicated track. (See notes 9 and 13.) * Includes 91.70 miles cable, 108.76 miles third rail, and 1.50 miles storage battery. 6 2 83 miles of this track was also operated by animal power. 6 6 80 miles of this track was also operated by compressed air. ^ 6 miles of construction suspended on elevated railroad structure. 2.12 1.94 .84 07. &S ' 150.63 27.29 .99 5.00 GENERAL TABLES. CONSTRUCTION, BY COMPANIES: 1902— Continued. 281 TRACK — CHARACTER AND LENGTH IN SINGLE-TRACK miles — continued. BRIDGES AND TUNNELS OWNED. 1 STEAM RAIL- ROAD CROSS- INGS, NUMBER. ELECTRIC-LINE CONSTRUCTION, MILES. FEEDER WIRE, MILES. Within city limits. Outside city limits. Equip- ped with cast- welded joints. Weight of rails per yard. Style of rail. No. Length, feet. Pro- tected. Unpro- tected. Span wire. Side bracket Center pole. Poles to the mile. Steel or iron poles. Wooden poles. Over- head. Under- Maxi- mum. Mini- mum. (■-■) 'i a 1,392.50 245. 12 101 17, 320 591 21S 799. 06 84.28 15.91 264.35 626. 40 1,436.70 82.60 12. 25 32.00 17.00 .50 5.67 4.00 2.00 70 80 70 40 10 4.T 1 7 6 12.00 46.34 19.00 42 45 52 .25 2.00 .75 11.75 57.84 19.25 8.00 130. 00 17.26 1 30.96 4.00 8.20 Girder, T T T 3 3 1,560 60 13. ."0 .46 .54 ■> 3 32 1 32 56 40 45 45 25 25 4 T .. 4 1 1.25 3.90 4.27 42 42 5.52 3.90 5 T... I, 6 i.42 1.50 . 82 10. 50 t.:.. o 3 385 30 20 1 22 4 1 7 f 7. 50 76 40 t. ...:::: : ' 10' 51 8.00 86.70 125.00 91.92 36.68 19.00 10.86 53 50 45 45 42 45 48 66.70 "126.00 '45.77 3.25 5.00 8.00 20.00 S.00 432.00 128.00 92.00 40.44 28. 00 9.50 12.60 70.00 8 222. 50 305. 15 181.16 SO. 12 18.00 21.14 1.50 43.59 30.37 21. OS 39.34 38.42 22.50 20. 97 23.76 4.00 11.00 4.00 11.00 19.95 ""ii.07" 2.12 10.28 5.00 12.50 1.00 4.19 8.45 4.20 7.05 5.00 1.55 7.50 4.50 35.00 1.38 17.38 23.00 1.53 23.83 5. DO 368.32 153.09 SS.49 22. 00 24. 60 100 110 S5 100 85 63 30 SO 70 60 Girder, T, full groove. Girder, T, groove. full groove. Girder, T, groove, full groove. Girder Girder, T Girder, T 9 3 4 1 3 5,393 1,800 53S 40 1.35 1.40 7.00 4.04 in 45.00 38.87 14.00 10.86 11 12 13 4. 60 SO 1 56 60 '• 60 80 68 80 80 90 90 80 SO 14 In T 2 i20 8 22. 19 . 75 45 1.75 21. 19 , 26.00 "30.00 " 45. 00 "80.00 44.50 26.00 "10.00 62.90 16 T 17 T ... IS T 1 174 19 SO 56 54 50 19.11 IS. 50 1.50 31.51 42 46 45 53 48 50 59 50 50 48 4'S 50 67 50 50 52 43 36 42 80 45 1.00 1.75 .50 1.06 .10 4.00 .47 IS. 11 24. 25 1.50 46.19 3.00 8.50 13.00 13.00 9.70 9.65 42.16 2( 20.50 T, Girder T Flat, girder, T... 10 1 920 125 800 7.50 »1 80 106 70 60 45 45 56 40 65 65 65 45 48 56 45 60 25 40 W 39.13 11 6 13.05 3.00 1.63 .50 ?R 45 60 60 62 92 65 92 45 SO 56 60 60 60 56 21 ">5 1.50 9.50 2.50 T T 2 210 6 1 7 4 14 8.50 4.00 13.00 9.70 42.16 1.06 6.29 6.50 10.25 1.00 5.00 6.74 2.20 7.00 17.00 9.00 5.50 5.00 14.10 6.44 44.47 9.00 ?fi •?7 ■>s 21. 49 42. 53 T T, girder 1 14 1,200 1,657 1 9C) 30 31 2. 97 2.50 4.50 10.12 1 00 T o 3 4 8 1 2 1 2.51 1.45 10.25 6.50 15.90 11.00 1.00 7.03 4.20 7.00 17.00 5.10 3.00 6.00 9.00 1.38 3.00 4.00 7.00 6.50 39 T 33 T T 1 150 5.75 10.00 34 35 T 36 Girder, T 4 3 3 o 2 i i 27 131 .76 2.00 37 .=,7 40 Girder, T 38 1 45 45 T T T 6 140 1 8 39 1 40 48 . 48 65 ■ 40 70 '' 65 SO SO 41 1.00 T.girder T, girder Girder Girder.T Girder, T 3 1 3 4 75 350 76 1,319 2 1 1 4 7.20 6.25 14.00 1.00 1 50 50 50 40 52 52 45 50 50 3.00 1.00 68. 56 8.20 6.25 14.00 7.73 13. 12 17.00 13.21 16. 52 5.25 452. 29 8.50 5.00 15.00 7.73 17.38 15.00 14.00 7.00 42 43 44 7.30 70 j 60 60 45 70 40 60 60 93 ' 35 7.73 1.00 +5 12. 12 20.00 13.21 17. 52 5.25 357.80 46 T T Girder, T « 613 : 5 1 12 47 12.00 : 48 49 50 278. 34 32. 00 142 9,699 j 103 135.05 28.00 551.38 i 1.00 4.40 2S.00 20.00 4.77 15. 00 100. 75 ""Too" 1.00 69.69 ! 2.00 1.79 9.50 11.06 5.00 4.50 20 T 1 6 s 23" 1 67 50 50 53 50 42 45 40 50 52 53 50 10. 82 2.35 4.77 42. 39 1.00 1.00 1.50 1.20 4.25 8.00 17.00 21. 23 17.17 15.00 5.00 26.00 15. 44 128. 90 16.80 •> 2.50 12.00 21.85 9.90 70 70 56 SO 30 60 56 T 3 5 IS 32 1 2 1 1 3 11.82 13. 35 4.77 17.17 36.39 5.00 4.00 1.00 127. 40 2.00 5.00 1.00 21. 23 2.00 5.00 45.00 9.85 5.00 22.00 63.50 ! R T T 4 14 200 ! 590 j 4 5 6 90 38 21.00 -' .ii ""' "* T 26. 55 17.04 73.23 17.00 60 70 90 60 70 35 60 T T T, girder, full groove. T 28 6 44 3 1,250 j 110 ! 2,901 135 ; 23.00 15.44 3.00 16.00 15.00 16.00 : 250.00 ' 17.50 1 9 10 11 60 12 13 1.25 3.60 1.16 1.50 70 30 72 . 56 40 40 70 1 56 1 T Groove. T o 2 24 1,000 j 8 i 9.50 9.06 5. 50 4.30 1.00 5.00 40 53 52 52 .25 1.00 . 25 10. 25 13.06 5.50 5.05 .50 10.00' ; 1.50 14 15 t :::::::::::::::: :::::: ::::::::::.i::::.:.. 5 i 1.00 17 > 2.50 miles of construction suspended on elevated railroad structure. 'Includes 1.62 miles leased to an operating company. 10 Leased from steam railroad. " Feeders on elevated railroad structure. 12 Second and third main track. "Includes .SO mile leased to an operating company. 282 STREET AND ELECTRIC RAILWAYS. Table 94.— ROADBED, TRACK, AND ELECTRIC TRACK — CHARACTER AND LENGTH IN SINGLE-TRACK MILES. STATE AND NAME OF COMPANY. Total owned and leased. Main track. Sidings Over- head trolley. Other mechan- ical traction. Animal Owned. Leased Oper- ated under track- age rignts. Con- struct- ed and opened for op- eration during year. On private right of way — First. Second. and turn- outs. Kind. Miles. Owned by com pany. Not owned by com- pany. INDIANA— Continued. Madison Light and Railway 4.00 2.06 2.00 6.11 30.50 48.75 38.09 8.00 19.85 3.95 378. 25 3.60 2.00 1.50 5.61 30.00 44.44 31.37 5.00 18.35 3.80 315. 73 .40 .06 .50 .50 .50 .66 1.00 1.00 .15 17.72 4.00 2.06 2.00 6.11 30.60 48.75 38.09 8.00 19.85 3.95 = 374.43 4.00 2.06 2.00 6.11 30.50 48.75 38.09 8.00 19.85 3.95 378.25 Highland Railroad 2.00 New Albany Street Railroad 2.00 20.00 Richmond Street and Interurban . . 16.75 20.00 Indiana Railway 3.65 5.72 3.00 .50 Terre Haute Electric 1.50 Wabash River Traction 6.35 .80 Washington Street Railway IOWA. Total for state 44.80 3.82 8.65 47.32 6.50 14.50 13.79 1.62 8.52 32.40 50.40 63.37 24.16 20. 85 1.50 4.00 3.40 6.50 3.60 17.34 8.60 10.00 1.20 43.00 3.00 40.00 150.26 6.50 12.00 12.16 1.50 7.54 19.05 34.90 52.18 23.50 17.20 1.50 3.88 3.33 6.50 3.50 16.31 8.50 9.58 1.20 37.00 2.90 35.00 139.88 6.50 14.50 13.79 6.50 14.50 13.79 1.62 8.52 32.40 50.40 63.37 24.16 20.85 1.50 4.00 3.40 6.50 3.60 17.34 8.60 10.00 1.20 43.00 3.00 40.00 150. 26 Burlington Railway and Light 2.00 1.46 .50 .17 .12 .56 2.00 .85 3.57 .66 .35 Cedar Rapids and Marion City Peoples Street Railway 1.62 .42 11.35 14.65 7.62 8.52 32.40 49.40 63.37 24.16 20.85 1.60 4.00 3.40 6.50 3.60 17.34 8.60 10.00 Omaha and Council Bluffs 1.00 1.25 6.56 21.50 .25 2.04 8.31 23.00 1.70 ""."82" Tri-City Railway 1.00 Des Moines City Railway Interurban Railway 7.65 Union Electric 3.30 Fort Dodge Light and Power Fort Madison Street Railway .12 .07 Independence and Rush Park .75 Keokuk Railway and Power Marshalltown Light, Power and .10 1.03 .10 .42 Railway. Mason Citv and Clear Lake 7.10 1.00 Citizens Railway and Light Ottumwa Traction and Light 3.01 Red Oak Street Railway 1.20 Sioux Citv Traction 4.00 2.00 .10 5.00 5.90 43.00 3.00 2 40. 00 128. 63 8.00 Tama and Toledo Waterloo and Cedar Falls 15.00 .69 22. 00 12.33 .83 KANSAS. Total for state 24.48 21.63 Arkansas City Stree t Railway 5.50 9.00 9.00 7.83 8.25 4.60 39.00 11.75 2.05 28.63 18.50 6.25 283.95 5.00 8.00 8.93 7.50 8.00 4.33 25.00 10.25 2.02 20.86 14.00 6.00 188. 56 .50 .75 .07 .33 .25 .17 1.00 .12 .03 1.93 .50 .25 3.50 5.50 5.50 9.00 9.00 7.83 8.25 4.50 39.00 11.75 2.05 28.63 18.60 6.25 283. 95 .50 .45 .25 Atchison Railway, Light and Power. .25 9.00 9.00 Fort Scott Consolidated Supplv .50 Hutchinson Street Railway 7.83 Iola Electric Railroad 8.25 4.60 39.00 11.75 6.50 1.75 Electric Railway and Ice Kansas City-Leavenworth 4 13.00 1.38 .34 2.75 Consolidated Street Railway 2.05 5.85 4.00 28. 63 18.50 .25 .33 .IS 6.25 KENTUCKY. 91.89 283. 95 12.41 23.00 30.17 .25 4.00 50.00 7.26 5.50 15.13 12.08 142.00 14.10 5.13 4.25 8.50 16.00 198.52 3.86 25.00 7.25 5.25 12.00 12.00 79.00 14.00 3.20 4.00 8.00 15.00 134. 67 .14 .01 .25 .13 .08 1.00 .10 .04 .25 .50 1.00 4.91 4.00 50.00 7.26 5.50 15.13 12.08 142. 00 14.10 5.13 4.25 8.60 16.00 192. 86 4.00 50.00 7.26 6.50 15.13 12.08 142. 00 14.10 5.13 4.25 8.50 16.00 198. 52 1.50 Cincinnati, Newport and Covington 25.00 6.00 7.00 5.00 3.00 .50 1.00 12.00 3.00 6.00 62.00 .17 13.00 Louisville, Anchorage and Pcwee.. 4.50 .91 1.89 1.00 2.00 1.50 4.56 .25 .50 LOUISIANA. 58.91 5.66 .32 4.07 Baton Rouge Electric and Gas 3.75 2.11 18.57 11.21 115. 00 35.53 3.67 2.00 14.97 9.44 76.31 17.78 .08 .11 .65 .25 3.75 2.11 18.57 11.21 115. 00 35.53 3.65 8.80 2.11 I 2.95 1.52 18.57 11.21 115. 00 85.53 4.07 .60 .25 2.46 1.04 .03 .28 .32 36. 23 2. 46 16.71 i 1.04 Algiers, McDonoghville and Gretna. Shreveport Belt Railway 3.55 3.50 8.80 1 7.00 3.55 1.50 .30 8.80 1 For details see Supplementary Table 1. 2 22 miles of this track was also operated by steam. 2 Includes track for 1 company outside city limits. (See note 5.) GENERAL TABLES. CONSTRUCTION, BY COMPANIES: 1902— Continued. 283 TRACK — CHARACTER AND LENGTH IN SINGLE-TRACK miles — continued. BRIDGES AND TUNNELS OWNED. 1 STEAM RAIL- ROAD CROSS- INGS, NUMBER. ELECTRIC-LINE CONSTRUCTION, MILES. FEEDER WIRE, MILES. Within city limits. Outside city limits. Equip- ped with cast- welded joints. Weight of rails per yard. Style of rail. No. Length, feet. Pro- tected. Unpro- tected. Span wire. Side bracket Center pole. Poles to the mile. Steel or iron poles. Wooden poles. Over- head. Under- ground. Maxi mum Mini mum a 3 4.00 2.06 56 72 40 62 70 70 72 60 74 35 45 45 40 56 60 70 40 40 60 30 T 3.20 2.00 1.47 5.61 12.00 41.94 20.37 5.00 6.90 3.80 263. 05 .40 53 52 60 43 50 44 35 52 52 40 .03 2.00 5.92 3.60 2.00 1.47 5.61 30.00 42.44 31.37 5.00 18.35 3.80 306. 11 18 2.00 2.00 3 .25 3.00 1.50 25.00 25.00 20.40 4.00 16.35 .03 264.55 T .. 2 150 .03 20 6.11 10.00 31.75 18.09 8.00 5.70 3.15 29S. 08 T 2 o 11 7 2 1 2 2 1 5 1 55 20.60 17.00 20.00 7 11 8 835 905 1,391 18.00 2.50 11.00 22 23 24 25 T .. T .. T 14.15 .80 80.17 T 11 208 11.45 T 27 11.00 45 9,307 61 47.66 1.32 2.00 14.50 11.21 1.62 8.00 29.40 42.57 63.37 4.50 45 66 58 20 50 85 80 90 70 52 60 65 45 70 40 60 66 60 20 60 40 72 40 45 35 20 45 40 52 32 70 30 00 40 45 35 35 60 48 36 20 35 40 48 T 3 200 7 2 6 1 2.00 12.00 6.19 4.50 52 44 45 1.32 6.50 12.00 10.84 T 7.00 15.00 2.58 Girder, T T 2 270 6 4.65 1.32 3 4 .52 3.00 7.83 24.16 4.35 Girder, T 7.54 18.12 33.90 52.18 42 62 52 52 52 50 60 52 66 45 53 53 44 55 .90 1.00 .50 .20 7.54 18.15 33.90 52.18 23.50 16.20 1.00 3.88 3.33 6.50 3.50 16.11 8.50 9.58 4.00 31.00 47.00 26.01 14.00 10.00 Girder, T 2 2 1 14 12 3,326 636 600 1,800 107 1 2 20 1 2 10 4 .93 6 3.50 2.50 Girder, T T 8 23.50 16. 50 1.50 4.00 3.40 6.50 3.60 9.61 8.60 9.50 1.20 40.00 3.00 18.00 8130. 66 Girder, T T 2 17.20 1.50 3.88 1.25 6.00 3.50 15.39 8.50 9.00 T 1 1 2 1 3 2 3.50 T 2.08 .50 T 5.00 2.00 12.00 T 4 2 16 16 7.73 T 3 200 .92 T .50 T 2 .58 1.04 Flat 3.00 22.00 19.60 2.00 3.00 Girder, T T 4 950 20 1 1 12 25 27.00 2.90 35.00 60.93 10.00 44 45 52 2.00 4.00 35.00 2.90 35.00 70.36 25.00 20 T o 19 1,318 3,187 18 62. 00 40.36 9.41 4.02 5.00 8.65 8.25 7.83 1.75 2.75 6 39. 00 6.50 1.28 25.33 18.17 6.25 221. 23 .50 .45 .75 40 45 45 20 66 80 100 40 18 67 70 40 24 30 35 20 66 56 60 40 18 35 35 25 T, flat 2 T 1 1 3 6.75 8.93 .75 .50 45 42 .50 7.50 8.93 2.00 9.00 2 3 T T 6.50 1.75 T 8 1 375 320 3 1 1.57 4.33 6.41 .02 56 48 8.00 4.33 6.50 4.50 Girder, T Girder, T 7 5.25 .77 3.30 .33 T 1 300 1 1 1 8 2 38 7 10. 25. 45 10.25 5.00 8 T Girder, groove, T. T 4 5 1,160 1,032 4 4 4 38 17.35 11.75 2.25 3.50 49 43 3.50 17.35 14.00 11.36 2.00 10 T.flat 62.72 11 1,140 158. 57 29.99 25.00 163. 56 146. 73 2.00 43.00 5.25 5.00 14.50 1.00 124.00 1.00 2.73 3.00 6.25 13.50 196. 22 2.00 7.00 2.01 .50 .63 11.08 18.00 13.10 2.40 1.25 2.25 2.50 2.30 60 90 56 50 CO 60 107 70 75 40 56 74 30 60 45 40 50 40 35 60 75 35 40 35 T 1 1 2 2 1 2 6 3.60 25.00 7.25 5.25 12.00 12.00 70.00 .36 52 50 42 52 60 50 53 52 44 60 42 52 25.00 38.55 3.86 .25 25.00 4 325 T 7.25 5.25 12.00 12.00 79.00 14.00 3.20 4.00 8.00 15.00 90.62 T 1.00 10.00 1.60 79.00 14.00 3.23 2.00 .75 10.00 265. 61 T 1 1 30 105 11 18 5 T 6 Girder, T, groove T 9.00 14.00 .88 3.00 1.00 1.75 9.01 8.06 7 - 210 8 T 4 2.32 1.00 7.00 13.25 112. 10 q T 2 450 T 1 28 6 19 38 11 T 1 1 20 150 1° 3.75 2.11 18.57 11.21 115. 00 35.53 1.25 8. SO 48 35 120 120 120 120 30 70 4S 25 58 90 40 70 30 40 T 3.67 45 3.67 1.50 1 1 7 3 12.30 7.18 73.87 8.58 2.1S7 2.26 2.16 1.42 .28 7.78 46 46 46 46 12.02 4.44 9.53 12.66 2.95 5.00 66.78 5.22 26. 00 9.61 199. 00 30.00 s 4 16 5 28 5 5 fi 2.30 7 Girder, T i iso 6.50 .50 50 7.00 .50 8 *This company failed to make a report; the information given was obtained from street-railway journals and directories. 6 Includes track outside city limits. 284 STREET AND ELECTRIC RAILWAYS. Table 94.— ROADBED, TRACK, AND ELECTRIC STATE AND NAME OF COMPANY. TRACK — CHARACTER AND LENGTH IN SINGLE-TRACK MILES. Total owned and leased. Main track. Sidings and turn- outs. Over- head trolley. Other mechan- ical traction. Animal Owned. Leased. Oper- ated under track- age rights. Con- struct- ed and opened for op- eration during year. On private right of way — en s IS First. Second. Kind. Miles. Owned by com- pany. Not owned by com- pany. MAINE. Total for state 331. 65 304. 71. 13.89 12. 95 3.00 328. 08 3.47 1.90 33. 6n 29.61 .67 Augusta, Winthrop and Gardiner. . . Public Works 1 13.11 in. 80 27.31 16.70 5.40 8.15 7.10 4.37 3.00 1.58 56.18 2.14 89.63 15.70 21.64 25.39 5.85 12.68 4.82 437. 84 12.49 8.70 26.25 16.20 4.52 7.61 7.00 4.12 3.00 1.57 54.75 2.13 73.70 15.50 21.07 23.40 5.75 12.20 4.75 258.78 .62 .69 1.06 .50 .88 .64 .10 .25 13.11 10.80 27.31 16.70 5.40 8.15 7.10 4.37 13.11 10.80 27.31 16.70 5.40 5.00 4.00 .50 2 1.50 a Penobscot Central Railway .28 6.00 4 Bangor, Orono and Old Town Bangor, Hampden and Winterport. Biddeford and Saco b 1.62 b V Calais Street Railway 7. in 4.37 3.00 1.58 56.18 2.14 89.63 15.70 21.64 21.92 5.85 12.68 4.82 431. 92 .11 2.00 .12 8 Benton and Fairfield .12 a Fryeburg Horse Railway 3.00 10 Atlantic Shore Line .01 1.43 .01 3.54 .20 .57 1.99 .10 .48 .07 2.63 1.58 56.18 2.14 89.63 15.70 21.64 25.39 5.85 12.68 '4.82 437. 84 11 Lewiston, Brunswick and Bath Norway and Paris 3.02 7.00 11! 13 Portland Railroad 12.39 15.00 .50 4.00 3.75 7.50 .04 .01 14 Portsmouth, Kitterv and York Rockland, Thomast'on and Camden. Sanford and Cape Porpoise lo 4.43 .03 16 3.47 IV Skowhegan and Norridgewock Railway and Power. 18 .75 19 Wateryille and Fairfield Railway and Light. MARYLAND. 176. 43 5.92 1.19 8.24 163. 35 51.47 1 365. 12 7.07 14.68 2.53 8.72 13.70 2.00 10.40 10.90 2.72 «2,525.65 193. 95 6.95 13.77 2.50 8.55 13.40 2. on 5.2H 9.89 2.66 2, 037. 79 176. 72 .45 .12 .91 .03 .17 .30 365. 12 7.07 14.68 2.53 8.72 13.70 2.00 10.40 10.90 2.72 2, 484. 20 365. 12 7.07 8.76 2.63 8.72 13.70 2.00 10.40 10.90 2.72 2,040.41 8.24 125. 00 40.00 1.75 1.00 8.72 51.66 2 Cumberland Electric Railway Frederick and Middletown 8 5.92 13.68 2.25 4 ft Cumberland and Westernport 6 9.00 .50 7.62 2.64 2.66 126.09 7 Baltimore and Washington 8 Washington and Glen Echo Washington and Rockville 5.2n .51 .59 .06 148. 07 1.19 9 in Washington, Woodside and Forest Glen. MASSACHUSETTS. 339. 79 41.45 485.24 75.31 162. 31 i 14.87 27.64 33.21 379. 26 429. 87 »406. 13 9.64 39.33 11.30 18.70 13.07 6.35 5.47 9.45 7.90 12.53 9.84 31.68 6.84 16.05 15.07 6.06 6.02 28.46 43.70 11.98 ' 6.46 13. 80 21. 05 15.80 13.86 11.25 22.22 30.52 36. 00 1 14.13 24.63 29.63 329. 85 352. 01 "195.67 9.12 19.94 10.67 18.10 12.47 5.91 5.35 9.08 7.80 11.98 9.31 25. 10 6.36 15. 68 14.64 5.88 5.87 26.61 33.62 11.50 6.28 13.12 20.57 15.09 13.61 11.01 21.35 30.00 33. 69 i.'eo" .95 32.30 61.19 10 163. 60 .74 1.41 2.63 17.11 16.67 "46. 96 .52 4.75 .63 .60 .60 .44 .12 .37 .10 .55 .53 1.67 .48 .37 .43 .18 .15 1.85 3.11 .36 .18 .34 .48 .71 .35 .24 .87 .52 1.32 14.87 27. 64 33.21 379. 26 429. 87 390. 11 9.64 13.90 11.30 18.70 13.07 6.35 5.47 9.45 7.90 12.53 9.84 31.68 6.84 16.05 15.07 6.06 6.02 28.46 43.70 11.98 6.46 13.80 21.05 15.80 13.86 11.25 22.22 36.00 14.87 27.64 30.78 359. 53 383. 20 «20.58 9.64 39.33 11.30 18.70 13.07 6.35 5.47 9.45 7.90 12.53 9.84 31.68 6.84 16.05 15.07 6.06 6.02 28.46 42.70 11.98 6.46 13.80 21.05 8.11 13.86 11.26 22.22 30.52 36.00 4.43 1.87 ?. Interstate Consolidated s 2.43 19.73 46.67 3385.55 3.83 10.51 3.28 .14 .83 2.18 12.81 .49 1.25 5.46 12.30 2.85 .43 1.10 41.20 4 ft 6 3d rail . 12 16. 02 7 8 New York, New Hayen and Hart- ford Railroad. 15.54 3d rail . 25.43 6.06 1.00 .52 1.05 .92 .23 10.48 .20 3.38 .12 N 6.46 11.25 2.99 .50 8.67 .31 1.04 .18 .07 2.21 2.09 4.00 7.97 .12 .34 I 1 7.69 .10 1 7.62 .19 .02 6.37 6.90 3.53 5.72 6.03 zards Bay. Milford, Attleboro and Woonsocket. Milford and Uxbridge 85 .99 1 For details see Supplementary Table 1. 2 For feeder conduit system see Supplementary Table 2. a Includes track within city limits for 3 companies. (See note 4.) 4 Includes track within city limits. 6 .25 mile of construction supported by houses. » Includes 4.47 miles not operated. (See note 8.) ' This distinction not practicable for many companies. GENERAL TABLES. CONSTRUCTION, BY COMPANIES: 1902— Continued. 285 TRACK— CHARACTER AND LENGTH IN SINGLE-TRACK miles — continued. BRIDGES AND TUNNELS OWNED. 1 STEAM RAIL- ROAD CROSS- INGS, NUMBER. ELECTRIC- LINE CONSTRUCTION, MILES. FEEDER WIRE, MILES. Within city limits. Outside city limits. 3 228. 40 Equip- ped with CftSt- welded joints. Weight of rails per yarcl. Style of rail. No. Length, feet. Pro- tected. Unpro- tected. Span wire. Side bracket Center pole. Poles to the mile. Steel or iron poles. Wooden poles. Over- head. Under- ground. Maxi mum Mini mum -a a 103. 15 31 10, 665 33 17 61.05 240. 16 .50 1.71 299. 75 449. 28 7.99 10.80 5.72 5.12 60 60 56 52 60 90 56 60 16 60 60 40 90 60 60 60 40 5S 90 40 35 56 52 60 50 48 56 16 60 48 40 60 56 50 60 40 40 35 T . 2 1 .50 8.70 13.12 11.99 60 52 52 52 52 50 52 52 :::::*:: 12.49 8.70 26.25 16.20 4.52 7.61 7.00 4.12 12.49 T, flat .... 21.59 * 16.70 5.40 Girder, T T 2 3 1 200 212 54 1 13.13 16.20 4.52 6.61 5.75 4.12 26. 25 30.00 10.00 7.00 4.00 1.00 3 T 8.15 7.10 2. 25 3.00 1.58 17.00 2.14 29.92 1 2 1.00 1.25 T .. 7 2.12 T 2 300 T 9 T 1.57 41.00 1.07 68.20 15.50 21.07 19.35 5.00 12.08 3.00 32.73 .50 52 52 52 52 50 48 52 52 48 52 .50 1.00 .21 119. 32 1.57 54. 75 2.13 73.20 14.50 20. 86 23.40 6.75 12. 20 =>4.50 139. 46 39.18 , 3 1,626 4 2 13. 76 1.06 15.00 60.50 1.00 200. 00 14.50 21.64 23.40 5.00 12.50 20.00 755.39 T 59.71 15.70 <21.64 <25.39 Girder, T T 2 8 1 3 o 3 1 45 538 5,240 1,300 760 100 375 60 23, 859 17 1 1 1 13 14 15 16 17 18 19 T 11 T ... 4.05 .75 .12 1.75 185. 91 1.00 1. LiS 4. 82 244. 09 4.85 T 40.14 11.00 T Girder, T 3 19 1 54 193. 75 230. 00 o. 20 1.00 . 25 .55 4.70 .50 1.30 .59 1S5. 12 128 60 60 60 92 68 80 70 70 70 45 45 60 60 60 56 60 42 70 70 Girder, T, half groove. Girder, T 25 21, 000 12 3 47 1 153. 72 6.95 6.00 1.50 38.73 45 35 44 50 52 50 52 42 52 40 119. 00 .32 294.91 74.95 6.95 13.77 2.50 8.55 13.40 2.00 4.88 9.80 2.66 1,724.64 653. 80 4.00 42.00 1 1.87 13. US 2. 2S 8.17 2 Girder.T Girder, T Girder.T 7 2 1,850 700 7.77 2.50 8.00 3 4 2 2 .55 13.40 15.00 12.00 1.50 8.55 lo.65 2. 89 3, 046. S8 336.65 5 9.00 1.50 9.10 10.31 Girder, T 3 6 T, groove T 1 8 2 50 197 •62 2.00 8.30 2.66 1,276.74 .32 1.09 29.96 7 4.88 .41 8 T 9 (!) T 1 257 10 ( 7 ) 47. 95 232 32, 694 25 ] 712. 85 3.00 11. 87 60 90 95 95 95 125 93 56 50 56 35 35 35 70 T 9 400 1 2 18 109 69 3 1.00 6.14 .30 101. 16 168. 34 176. 00 .43 13.13 19.49 29. 33 228.69 182. 53 8.69 1.14 12. 93 6.95 .50 52 50 50 55 52 45 52 60 48 50 52 52 52 50 52 52 52 50 50 50 52 50 52 52 44 52 52 52 50 50 52 55 52 52 1.17 12.90 31.11 134. 93 1.00 .25 .38 2.00 2.00 .50 .50 14.13 23. 46 29.63 316. 95 320. 90 54.00 9.12 6.95 10.67 IS. 10 12.47 5.91 5. 35 8. OS 7. 80 11.98 9.31 24. 85 6.36 15.68 14.64 5.50 5.S7 24.61 33.52 11.50 4.28 13.12 20. 57 15.09 13.51 11.01 20.85 29.50 33.69 16.00 18.75 27.22 634. 10 434. 00 502.58 10.00 8.00 10.50 28.00 13.00 5.00 5.00 16.50 4.00 14.00 31.00 15.00 2.00 14.00 10.00 6.00 9.00 50.70 65.00 8.90 8.25 14.61 22.50 21.00 11.00 13.00 45.00 38.50 37.00 .54 246. 40 1 ? T, girder Girder, flat Girder, flat Girder, T, groove, full groove, flat. 3 16 14 1 3 54 3,317 1,901 8,554 474 3 147. 25 230. 79 362. OS 1.68 232. 01 199. 08 44.05 7.96 4 11.25 36.50 5 6 7 8 11.30 13.30 11.19 5.35 90 95 90 60 50 90 60 60 70 96 58 60 60 56 56 56 60 25 65 60 60 70 58 35 45 48 60 48 35 56 60 60 60 56 38 ('i0 65 60 60 48 1 5 4 3 40 270 475 686 1 5 2 1 .63 1.55 1.00 1.50 10.04 16.55 11.47 4.41 5.35 9.08 7.30 11.98 8.89 15.60 5.24 15.29 13.64 5.50 4.51 22. 46 4.82 10.53 4.28 13.12 20. 09 15. 09 12.76 11.01 21.35 29.50 30.79 9 5.40 1.88 1.00 T, girder, full groove. in - n T T> T 13 14 1.S0 1.00 6.10 11.53 T .50 15 T 7 1 2 650 195 154 ' 16 T 1 5 1 1 5 .42 9.00 1.12 .39 1.00 .38 1.36 4.15 28. 70 .97 2. 00 17 IS 2.00 5.00 3.73 4. SI ! 11.05 [ 11.34 J T 19 T T 3 2 80 800 20 ''1 60 90 90 107 oo 4.00 6. Ii8 25.84 1.00 8.50 4.78 2.02 Girder, T i T, girder T, girder . .* T, girder 1 1 1 o 500 20 40 87 1 4 1 1 23 21. 7S 17. si; 10. 98 2.90 9.02 24 25 90 70 75 90 90 90 90 75 lill 90 26 27 T T, girder I 1 1 150 50 •">S .48 29 6.50 1 1.40 1 9.30 12.46 1 30 3 .75 31 T, girder T »! so 1.5S7 1 1 1 3? 4.00 1 3.80 1 32. 20 88 i .50 2.90 ■it T\ girder ' 7 700 35 s Includes 16.02 miles elevated and 4.47 miles not operated. 9 Includes 6.64 miles elevated. 10 includes 6.47 miles elevated. u Includes 2.91 miles elevated. 12 Elevated. is Includes 2.93 miles leased from Newtonville and Watertown. 286 STREET AND ELECTRIC RAILWAYS. Table 94.— ROADBED, TRACK, AND ELECTRIC STATE AND NAME OF COMPANY. TRACK — CHARACTER AND LENGTH IN SINGLE-TRACK MILES. Total owned and leased. Main track. Sidings and turn- outs. Over- head trolley. Other mechan- ical traction. Animal Owned. Leased. Oper- ated under track- age rights. Con- struct- ed and opened for op- eration during year. On private right of way — 41 .a s First. Second. Kind. Miles. Owned by com- pany. Not owned by com- pany. 36 MASSACHUSETTS— Continued. Natick and Coehituate 18.80 19.67 30.44 21. 86 23.08 18.18 13.37 4.90 11.52 15.76 26.26 14.84 1.80 29.83 7.32 21.18 6.36 23.80 6.15 7.01 8.01 4.57 92.03 30.46 7.76 10.70 16.67 18. 39 1.10 2.66 3.03 12.12 20.10 6.09 12.26 .66 131.98 16.36 21.67 15.53 1, 022. SI 17.20 18.70 24.11 16.14 21.86 17.92 6.82 4.69 10.76 14.62 24.37 13.94 1.80 29.00 6.88 19.83 6.15 22. 09 6.04 6.53 7.60 4.34 64.91 28.37 7.70 10.53 15.99 17.87 1.10 2.62 2.98 11.71 19.61 5.88 11.36 .64 110.67 15.74 19.38 14.91 810. 22 .85 . 75 .97 2.89 2.07 1.22 .26 .99 .21 .76 .74 1.89 .90 18.80 19.67 30.44 21.86 23.08 18.18 13.37 4.90 11.52 15.76 26.26 14.84 1.80 29.83 7.32 21.18 6.36 23.80 6.15 7.01 8.01 4.57 92.03 30.46 7.76 10.70 16.67 18.39 1.10 2.66 3.03 12.12 20.10 6.09 12. 25 .66 131.98 16.36 21.67 15.63 985. 89 18.80 13.85 30.44 21.86 23.08 18.18 13.37 4.90 9.79 15.76 26.26 14.84 1.80 29.83 7.32 21. 18 6.36 23.80 6.15 7.01 8.01 4.67 92.03 30.46 7.76 10.70 16.67 10.98 1.10 2.66 3.03 12.12 20.10 6.09 12.25 .66 126. 39 16.36 20.05 15.53 1,022.81 .66 .02 .76 37 South Middlesex Street Railway 5.82 .20 .27 .19 38 3.44 3.65 39 New Bedford and Onset 6.10 1.67 40 Citizens Electric Railway 1.73 .57 .61 .55 3.76 3.70 3.60 41 Georgetown, Rowley and Ipswich.. .25 4? 5.56 43 Wellesley and Boston m 44 45 .40 46 Northampton Street Railway 4.08 .98 47 .32 1.80 48 4>1 .83 .44 .60 .21 1.71 .11 .48 .26 .23 6.27 2.09 .06 .17 .68 .52 .41 50 51 Pittsfleld Electric .75 5.50 1.73 .12 1.56 5*> 53 64 Norwood, Canton and Sharon Shelburne Falls and Coleraine Southbridge and Sturbridge 55 2.55 56 .15 57 4.57 18.40 2.39 3.24 6.10 58 20.85 59 60 7.41 .49 .72 .69 .40 .01 61 East Taunton Street Railway 6'' 4.00 63 61 1.00 6t .04 .05 .41 .49 .21 .55 .02 6.12 .62 2.29 .62 55.18 fii; Reading, Wakefield and Lynnfield . 1.08 3.03 6.66 .50 .49 .08 .87 .53 .66 9.88 .84 11.53 .35 301. 61 1.75 20.27 67 68 Warren, Brookfield and Spencer .20 1.20 9.62 5.26 21.67 16.45 70 .34 71 5.59 1.62 3 1.24 .49 1.13 4.38 2.37 34.85 15.19 Worcester and Blackstqne Valley .. 157. 41 MICHIGAN. * 36. 92 1 2 3 4.06 23.30 10.50 381. 30 107. 37 91.42 7.61 55.86 45.88 69.00 22.16 4.60 4.69 20.66 43.80 7.90 15.00 7.00 6.71 21.92 15. 20 17.00 4.32 35.55 338. 17 4.00 20.06 8.00 264. 70 93.73 87.86 6.91 32.06 44.55 42.00 18.86 4.49 4.50 19.50 42.50 7.30 14.00 6.74 6.60 21.40 12. 89 14. 75 4.12 28.70 189. 64 .06 1.40 4.06 23.01 4.06 23.30 10.50 381. 30 107. 37 91.42 7.61 55. 86 45.88 69.00 22.16 4.60 4.69 20.66 43.80 7.90 15.00 7.00 6.71 21.92 15. 20 17.00 4.32 35.55 338. 17 1.84 2.25 91.26 5.00 Conduit .29 1.40 .33 .75 .40 1.58 14.22 .24 2.00 Benton Harbor and St. Joseph .25 10.50 25.34 8.61 3.56 .70 1.13 1.33 1.00 .30 .11 .19 .53 .64 .60 1.00 .26 .11 .52 2.01 2.25 .20 3.05 19.76 381.30 107. 37 91.42 7.61 55.86 9.25 69.00 22.16 4.60 4.69 20.66 43.80 7.90 15. 00 7.00 6.71 21.92 15.20 17.00 4.32 1.84 93. 50 48.87 38.00 1.64 7.30 35.30 39.00 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 Detroitand Port Huron Shore Line. Detroit, Ypsilanti, Ann Arbor and Jackson. 25. 00 22. 67 2.89 Grand Rapids, Grand Haven and Muskegon. Grand Rapids, Holland and Lake Michigan. Houghton County Street Railway . . 3d rail . 36.63 6.75 26.00 3.00 Negaunee and Ishpeming Jackson and Suburban Traction .63 .66 9.72 2.00 4.88 4.04 2.00 Manistee, Filer City and Eastlake.. Marquette and Presque Isle Menominee Light, Railway and Power. .75 18.45 .02 Muskegon Traction and Lighting .. Detroit, Plymouth and Northville.. Owosso and Corunna Electric .36 3.80 128. 77 3.10 7. 21 . 13.11 .47 MINNESOTA. 338. 17 1 2 3 4 5 3.14 70.70 251.02 8.66 4.65 3.03 38.24 136.41 7.46 4.50 .11 1.76 17.07 .67 .15 3.14 70.70 261.02 8.66 4.65 3.14 70.70 251.02 8.66 4.65 30.70 97.54 .53 .47 13.00 Benton Power and Traction Winona Railway and Light .ii i For details see Supplementary Table 1. 8 For feeder conduit system see Supplementary Table 2. GENERAL TABLES. CONSTRUCTION, BY COMPANIES: 1902— Continued. 287 TRACK— CHARACTER AND LENGTH IN SINGLE-TRACK miles— continued. BRIDGES AND TUNNELS OWNED. 1 8TEAM RAIL- ROAD CROSS- INGS, NUMBER. ELECTRIC-LINE CONSTRUCTION, MILES. FEEDER WIRE, MILES. Within city limits. Outside city limits. Equip- ped with cast- welded joints. Weight of rails per yard. Style of rail. No. Length, feet. Pro- tected. Unpro- tected. Span wire. Side bracket Center pole. Poles to the mile. Steel or iron poles. Wooden poles Over- head. Under- ground. ( 2 ) Maxi- mum Mini- mum. u a a 3 70 96 118 80 110 75 95 95 95 95 110 65 90 90 90 90 66 66 90 90 67 60 107 90 90 90 90 90 40 60 90 90 70 80 60 78 95 72 70 60 58 45 60 70 40 60 56 56 56 56 58 56 60 66 50 60 60 60 60 90 65 60 66 56 56 60 56 60 40 60 60 60 48 60 55 70 48 70 70 60 T.. 2 2 1 1 1.00 1.25 15.85 5.79 4.18 1.00 .56 2.29 2.56 11.23 16.20 17.45 7.71 10.35 17.68 16.92 .56 2.40 8.20 3.39 24.37 12. 94 1.80 29.00 4.38 1.50 6.15 22.09 5.54 6.05 7.01 4.34 12.72 23.37 7.64 10. 53 15.30 17.35 1.10 2.56 2.98 10.71 19.04 5.13 8.00 .55 6.70 2.19 52 44 52 52 65 52 52 50 50 50 52 52 52 50 52 58 50 50 50 52 60 52 62 50 60 50 55 52 50 52 53 50 60 CO 52 52 48 60 66 CO 9.75 2.04 1.59 2.63 .46 1.00 .95 39.91 .80 49.04 169. 45 17.20 18.70 14.36 14.10 21.86 17.92 6.82 3.10 8.13 14.16 23.37 13.94 1.80 29.00 6.88 18.88 6.15 22.09 6.04 6.53 7.60 4.34 25.00 27.57 7.70 10.53 15.99 17.87 1.10 2.62 2.98 11.71 19.61 5.88 11.36 .64 62.12 15.74 19.38 14.91 605. 37 9.00 47.00 30.20 33.50 73.00 23.00 5.47 5.05 8.25 11.83 29.00 8.00 1.80 32.00 7.00 17.00 4.00 75. 00 4.00 6.50 14.00 6.00 100. 00 27.50 4.00 21.00 24.00 18.54 .50 15.00 .08 74.63 36 5.82 24.14 3.86 8.99 1.00 13.37 4.90 11.52 15.76 21.35 5.09 13.85 6.30 18.00 14.09 17.18 T, girder T, girder, groove. T 4 150 3 2 1 37 38 1 2 2 60 100 325 39 T, girder T 40 41 4? 43 44 2 1 1 45 4.91 9.75 1.80 26.33 3.99 14.18 6.36 22. 30 6.15 7.01 6.01 4.57 44.59 23. 46 T, lull groove ... T 4 4 283 1,338 46 1.00 47 T, girder, flat 4H 3.50 3.33 7.00 5 128 1 49 2.60 18.33 50 9 160 51 T 59 1.50 T 53 3 2 1 1 5 6 60 135 70 33 75 580 .50 .48 .59 54 T 55 2.00 T 1 56 T ... 57 47.44 7.00 T, girder, half groove, full groove 3 1 1 1 50.00 5.00 .06 58 59 60 6.92 3.00 5.18 3.78 13.67 13.21 1.10 1.91 2.03 9.12 13.10 1.09 5.01 1 2 2 1 40 2,000 70 550 1 1 61 T .69 .52 6? 63 T 64 .75 1.00 3.00 7.00 5.00 7.24 T ... .06 65 T, groove T, girder T, girder T, full groove T 1 31 9 2 4 35 210 130 110 590 2.98 9.00 40.00 6.88 8.00 1.00 129.96 14.00 6.00 13.81 1, 363. 30 4.60 f,6 1 1 2 1.00 .57 .75 3.36 .64 51.99 1.00 1.52 14.91 393. 97 67 68 69 70 1 1 71 60.88 10.03 2.00 2.35 464. 19 71.10 6.33 19.67 13.18 558. 62 .20 T, half groove ... T, girder T 14 6 11 1 94 2,268 680 1,200 50 19, 719 12 1 59.17 14.74 17.86 72 73 74 T 2 186 93 75 354.51 26.34 4.06 23.30 9.00 195. 00 32. 37 11.40 5.75 46.99 10.08 5.00 4.64 4.60 4.44 8.96 16.63 5.90 6.00 7.00 6.71 6.00 15.20 3.50 3.32 28.34 323.61 1 60 60 73 98 70 90 60 93 70 68 60 45 45 70 90 80 48 56 40 100 70 80 90 88 35 35 45 60 60 40 35 35 70 56 60 45 30 40 45 35 48 40 40 56 30 80 35 35 T, flat 3 5 1 14 2 10 3 o 1 1 3 o 4 4 8 1 10 6 o 19 12 3.00 20.00 7.67 148. 40 17.98 11.40 6.42 32.06 8.65 18.00 9.60 4.49 4.50 7.00 19.31 5.30 14.00 6.74 6.60 2.87 12.89 2.25 3.48 21.30 127. 26 1.00 53 50 50 50 46 50 52 53 44 52 52 62 52 57 65 52 46 53 62 48 62 53 52 55 .25 150. 00 2.45 6.00 5.00 4.00 1.75 109. 36 4.00 19.81 8.00 114. 70 91.28 81.86 6.91 27.06 9.15 42. 00 14.86 4.49 4.50 17.75 42.50 7.30 14.00 6.74 6.60 21.40 12. 89 14.75 4.12 28.70 80. 28 1 T 26.00 5.00 749. 00 84.00 80.00 .25 4.25 1.50 .33 113. 96 75.75 76.46 .49 2.34 3 Girder.groove.T. T, girder Girder, T Girder, T Girder, full groove, T. T 9 10 2 1 1 17 13 7 1 1 3 11 2,860 2,109 256 16 600 3,428 1,290 335 1,000 30 648 1,637 66 1 3 37 2 6 3 2 11 1 4 75. 00 80.02 l.bS 8. S7 35.80 64.00 5 6 8 100. 00 6.25 195. 00 30.00 1.02 2.00 1.00 8.00 3.00 8.00 2.25 3.50 19.28 15.00 12.00 .50 9.26 24.00 .10 9 T' in T 11 ' " n ~ T l? Girder, T T 11 11.70 27.17 2.00 9.00 12.50 23.19 2.00 n Girder, T 16 16 T r 1 740 1 3 7 3 3 if 1<: 15.92 T, girder 8 1 3 2,370 10 325 18. 53 21 T ?- 13.50 1.00 7.21 14.56 T 12.50 .64 7.40 1.69 60.69 25 •?f Girder, T 5 2 2,065 1,360 29 73 13.00 213.77 .50 24 89.57 3.14 70.70 238. 00 7.12 4.65 30 80 80 40 30 So 45 40 3.03 36.76 75.91 7.46 4.10 35 85 50 62 42 4.36 104.00 i. 66 3.03 33.88 32.41 7.46 3.50 4.00 46.44 156.00 .50 1 13.02 1.54 .97 S4.50 1 60 32 41 2 9 1 1.29 .19 60.50 Girder, T.groove. 7.33 c 4.16 i i,300 .40 s Track of steam railroad. 4 Includes .29 mile of conduit trolley and 36.63 miles of third rail. 288 STREET AND ELECTRIC RAILWAYS. Table 94.— ROADBED, TRACK, AND ELECTRIC TRACK— CHARACTER AND LENGTH IN SINGLE-TRACK MILES. STATE AND NAME OF COMPANY. Total owned and leased. Main track. Sidings and turn- outs. Over- head trolley. Other mechan- ical traction. Animal Owned. Leased. Oper- ated under track- age rights. Con- struct- ed and opened for op- eration during year. On private right of way — First. Second. Kind. Miles. Owned bycom- pany. Not owned bycom- pany. MISSISSIPPI. Total for state 25.30 23.74 .57 .99 25.30 4.52 .64 .10 Greenville Light and Car 1.00 6.34 5.71 4.50 8.75 758.38 .81 4.46 6.50 4.47 8.50 453. 61 .19 .31 .21 .03 .25 8.38 1.00 5.34 5.71 4.50 8.75 719. 48 1.00 5.34 5.71 4.50 8.75 397. 49 Jackson Railway, Light and Power. Meridian Light and Railway Natchez Railway and Power Vicksburg Railroad, Power and Manufacturing. MISSOURI. Total for state .57 .12 .50 4.50 .02 17.73 .02 125. 56 .10 3.31 296. 39 33.00 5.90 360. 89 7.10 1.75 1.88 1.35 4.25 36.61 181. 24 4.12 35.15 360. 89 36.82 28.19 24.97 16.00 6.06 2.80 16.30 63.21 1.75 1.50 1.25 4.00 30.97 90.12 3.95 22.50 208. 99 24.32 14.33 16.86 12.75 5.72 2.60 12.00 55.19 1.75 1.75 1.88 1.35 4.25 36.61 181. 24 4.12 Carrollton Electric Railway Clinton Street Railway .38 .10 .25 .60 1.00 .17 .45 1.24 3.25 .34 .20 .50 .85 1.88 .13 .48 1.35 Hannibal Railway and Electric Southwest Missouri Electric Railway 4.25 36.61 148. 24 4.12 35.15 360. 89 36.82 28.19 24.97 16.00 6.06 .11 .20 3.00 5.14 90.12 15.00 10.77 Gable.. 33.00 14.55 Missouri Water, Light and Traction St. Joseph Railway, Light, Heat and Power. St. Louis Transit 12.20 150.66 12.50 13.86 8.11 360. 89 1.75 1.30 3.05 40.41 21.26 3.36 16.97 13.00 1.06 St. Louis and Suburban 36. 82 28.19 24.97 16.00 6.06 2.80 16.30 63.21 St. Louis and Meramec River St. Louis and Kirkwood 7.10 St. Louis, St. Charles and Western. . Railway and Electric of Sedalia Kickapoo Transit 2.80 Springfield Traction 3.80 7.17 16.30 63.21 .20 7.42 1.00 MONTANA. Total for state 1.10 6.75 2.50 24.96 11.90 17.10 113. 66 6.40 2.50 18.79 10.50 17.00 66.08 .35 6.75 2.50 24.96 11.90 17.10 110. 65 6.75 2.50 24.96 11.90 17.10 113. 66 6.17 1.00 .40 .10 5.45 .85 .25 3.42 4.00 2.33 1.00 NEBRASKA. 42.13 3.11 3.00 37.00 3.11 72.00 1.65 167. 65 26.58 3.00 35.00 1.50 155. 03 7.00 .10 35.00 .03 5.29 3.42 .01 2.00 .02 7.33 37.00 37.00 3.11 72.00 1.55 111. 43 2.33 Nebraska City Street Railway 3.11 72.00 1.55 107. 65 3.00 Metropolitan Cable Railway NEW HAMPSHIRE. Total for state 56.22 5.60 4.48 .07 12.71 7.85 77.83 6.52 8.87 34.59 19.28 861. 28 11.61 7.75 75.38 6.28 8.36 27.31 18.34 573. 57 1.10 .10 2.45 .24 .51 1.99 .94 28.09 12.71 12.71 7.85 21.61 6.52 8.87 34.59 19.28 623. 37 .73 .50 1.25 .81 .07 Exeter, Hampton and Amesbury . . . Keene Electric Railway 56. 22 6.52 8.87 34.69 19.28 858.66 5.29 3.00 1.87 40.41 1.20 .72 97.04 1.09 Portsmouth Electric Railway NEW JERSEY. 259.62 1.40 1.22 237. 91 7.30 19.03 35.00 7.75 21.77 67.81 12.43 60.00 15.60 139. 27 247. 58 3.12 10.16 23.68 13.34 1.22 50.00 7.50 9.89 5.40 8.71 34.00 6.50 13. 35 40.84 7.81 40.00 11.92 89. 55 125.83 3.00 8.56 14.36 12.78 1.20 44.30 7.25 9.14 2.60 8.71 1.61 1.00 .12 .51 .36 2.90 1.00 .46 .50 11.43 .12 1.60 .69 .56 .02 1.40 .25 .75 .20 19.03 35.00 7.75 21.77 67.81 12.43 60.00 15.60 139. 27 247. 58 3.12 10.16 23.68 13.34 19.03 35.00 7.75 21.77 37.70 12.43 60.00 15.60 139. 27 45.51 3.12 10. 16 17.95 13.34 1.22 50.00 7.50 9.89 6.40 2.00 5.00 12.00 1.13 7.91 26.61 1.72 19.00 3.22 49.22 110. 32 Camden, Gloucester and Woodbury. Camden and Suburban Cape May, Delaware Bay and Sew- ells Point. Elizabeth, Plainfield and Central Jersey. New Jersey and Hudson River Rail- way and Ferry. Jersey City.Hoboken and Paterson. North Jersey Street Railway 30.11 3.01 15. 97 10.27 2.50 1.09 1.50 2.17 2.50 3.80 15.79 4.39 202. 07 1.29 1.50 10.06 3.38 Atlantic Coast Electric Railroad 8.63 5.73 1.22 4.30 50.00 7.50 9.89 5.40 8.50 Ocean City Electric Railroad 1.50 4.90 South Orange and Maplewood 2.60 i For details see Supplementary Table 1. GENERAL TABLES. CONSTRUCTION, BY COMPANIES: 1902-Continued. 289 TRACK— CHARACTER AND LENGTH IN SINGLE-TKACK miles— continued. BRIDGES AND TUNNELS OWNED.' STEAM RAIL- ROAD CROSS- INGS, NUMBER. ELECTRIC-LINE CONSTRUCTION, MILES. FEEDER WIRE, ! MILES. Within city limits. Outside city limits. Equip- ped with cast- welded joints. Weight of rails per yard. Style of rail. No. Length, feet. Pro- tected. Unpro- tected. Span wire. Side bracket Center pole. Poles to the mile. Steel or iron poles. Wooden poles. 23.74 Over- head. Under- Maxi mum Mini mum ('-) s 22.97 2.33 8 322 1 7 18.28 4.89 .57 7.59 1.00 4.01 6.71 4.60 7.75 619. 61 70 76 70 60 66 70 50 30 35 45 T .81 52 39 50 50 52 164.31 .81 4.46 5.50 4.47 8.50 266. 70 .28 1.23 3.08 1.00 2.00 949. 11 18.32 1 1.33 T 4 3.89 1.00 .57 ? Girder, T T 5 160 4.50 4.47 8.50 378. 39 3 3 64 4 1.00 138. 77 T 3 93 162 20, 918 1 19 5 376. 07 23.38 29.24 1.75 .75 1.35 4.25 24.00 170. 50 4.12 31.87 316. 95 15.65 21. Hi 6. 5s 32 56 35 90 80 106 62 85 117 94 80 80 80 35 56 45 32 52 35 45 48 45 52 60 40 40 60 73 56 30 40 30 T... 1 1.13 T 4 475 6 1 1.50 53 1.50 2.22 o T 3 Girder, T Girder, T T 4 10 19 1 3 23 6 3 10 8 2 72 1,949 14, 137 20 115 2,018 285 600 620 700 27 4.00 30.97 70.12 3.95 21.38 186. 15 20. 56 8.78 13.86 .50 6.72 44 45 52 52 44 50 55 55 55 44 37 34.12 111.75 8.70 9.24 .50 4.00 30.97 39.00 3.95 22.50 97.24 15. 62 5.09 16.86 12. 25 5.72 2.00 128. 00 75.00 l\ 12.61 10.74 1 10 35 5 85.00 3.00 6 7 3.28 43.94 21.27 7.03 18. 39 16.00 1.06 1.68 1.64 20. 58 Girder, T Girder, T Girder, T 5 7 1 4 1 2 1.12 8.71 .70 11.75 14.13 3.06 5.55 3.00 .50 283. 87 7.20 645. 60 98.04 28.34 18.32 9 10 11 Girder, T T, girder T V 13 5.00 1.12 14.66 42.63 2 4.00 ! U Girder, T 15 16 Girder, T 8 19 10.90 47.76 1.10 0.93 .50 46 12.00 55.19 10.00 50.64 7 615 1 3.35 2.50 12.88 10.90 13.00 100. 66 3.40 60 36 72 66 45 36 36 35 40 40 T , 1 40 4 4.97 2.00 14.79 9.00 17.00 63.08 1.43 .50 3.50 1.50 .60 53 50 50 44 50 6.00 6.40 2.50 18.79 10.50 17.00 57.08 6.00 2.50 14.64 10.50 17.00 58.00 1 T " 12.08 1.00 4.10 13.00 T ... 5 625 13 2 3 Girder, T 4 T, girder 1 15 50 756 ! 5 1 15 24.00 3.11 72.00 1.55 SI. 66 13.00 72 40 73 35 35 20 45 35 T, girder Girder, T 15 756 1 5 26.58 40 26. 58 40.00 1 •> Girder, T 9 1 9 35.00 1.50 30.78 50 44 6.00 3.S5 29. 00 1.50 151. 18 IS. 00 S T 4 9 6.2S5 16 123. 25 1.00 264. 36 1 12.71 7.85 19.00 1.00 8.87 24.00 8.23 666. 4,s 90 50 60 90 60 90 90 35 50 45 70 40 56 60 Girder, T 1 5.00 .50 6.61 7.25 75.38 6.04 2.00 9.00 16.97 121. 59 1.00 11.84 52 50 52 50 42 52 55 1.00 2.20 .65 191. 46 10.61 7.75 75.38 6.28 8.36 25.11 17.69 380. 16 10.00 11.00 183. 00 6.50 8.36 30.00 15.50 900.29 T 9 58.83 6.52 T, groove Girder, T T 4 2 5,405 130 7 2 2 2 2 85 3 4 2 28 19.71 S .24 6.36 17.31 1.37 43S.19 4 5 10. 59 11.05 194. 80 Girder, T Girder, T 1 2 88 50 700 25, 940 6 7 65.20 3.55 12. 00 7.75 11.50 37.98 8.00 60.00 11.80 123, 48 247. 58 3.12 3.00 23.68 3.63 1.22 41.60 7.50 9 89 15.48 23.00 86 CO 52 70 90 56 90 80 109 109 70 90 73 90 50 70 65 84 96 60 45 52 56 55 35 56 60 40 50 00 65 60 48 50 60 45 54 56 Girder, T 2 3 1 5 2 8.71 43 53 35 42 43 43 45 50 5° 44 42 42 44 43 8.71 .62 27. 75 .76 21.61 120. 44 .19 1.33 8.71 37.00 6.50 14.86 67.00 3.50 1 T 7 1 3 6 203 5,280 2,267 310 1 3 20 8.00 26.00 6.50 2.22 34.00 6.50 13.35 40.22 7. SI 12. 25 11.16 67.94 5.39 3.00 8.37 13.03 12. 7S ? T 3 10.27 29.83 4.43 Girder, T Girder, T T 11.13 40.84 7.81 40.00 9.5S 87. 78 124. 58 1.75 6.43 11.88 2.85 4 4.20 5 6 Girder, T Girder, T Girder, T Girder, groove, T . Girder, T Girder, T 2 9 5 4 2 4 9 3 1,500 2, 537 1, 150 3, 615 75 950 4, 926 364 4 1 52.00 47.82 .15 143.19 271.97 | 19.56 7 3.80 15.79 2.34 .48 1.25 1.25 2.13 2.24 9.93 1.29 .24 8 16.00 45.00 10 25 9 10 11 7.16 5 3 1 3 1 2 14.50 13.60 11.27 12 13 9.71 Girder, T 14 15 8.50 1 23.84 7.12 8. 64 2.00 20. 46 .13 .50 .60 42 43 45 70 4.75 .75 44.30 7.25 4.39 1.S5 90.40 7.25 12.50 16 17 Girder.groove.T. 3 1 60 12 3 IS 5.40 19 2 For feeder conduit system see Supplementary Table 2. 290 STREET AND ELECTRIC RAILWAYS. Table 94.— ROADBED, TRACK, AND ELECTRIC STATE AND NAME OF COMPANY. TRACK — CHARACTER AND LENGTH IN SINGLE-TRACK MILES. Total owned and leased. Main track. Sidings and turn- outs. Over- head trolley. Other mechan- ical traction. Animal Owned. Leased. Oper- ated under track- age rights. Con- struct- ed and opened for op- eration during year. On private right of way — 1 First. Second. Kind. Miles. Owned by com- pany. Not owned by com- pany. 20 NEW JERSEY— Continued. Raritan Traction 9.06 2.28 14.87 43.60 29.50 10.02 1.40 2.10 S. 70 2.13 10.97 31.17 28. 56 9.59 .75 2.00 .36 .15 .41 .69 .57 .43 .10 9.06 2.28 14.87 43.60 29.50 10.02 9.06 2.28 14.87 43.60 29.50 10.02 1.40 2.10 5.77 . S7 21 Point Pleasant Traction, Electric Light and Power. Newark and Hackensack 22 3.49 11.74 .37 1.66 4.00 6.50 10.02 1.40 23 Trenton Street Railway 2.00 24 Camden and Trenton 1.60 25 Trenton, Lawrenceville and Prince- ton. Orange Mountain Traction •26 Cable.. 1.40 2.10 NEW MEXICO. Total for territory Albuquerque Street Railroad NEW YORK. 1 2.10 32, 818. 97 2.00 1,822.31 .10 149.25 2.10 115. 17 2.10 2, 296. 31 847.41 ■•2,289.18 5414. 62 522. 66 91.20 136. 87 373. 05 34.21 AlbanyandHudson Rwy. and Power 1 42.44 75.83 110. 73 10.00 5.73 12.01 7.11 15.00 36.76 222. 71 97.77 14.71 13.75 3.00 2.90 6.35 10.04 6.90 3.75 3.25 27.24 1.04 7.00 19.01 1.04 17.75 4.50 16.52 5.07 4.33 3.19 7.68 20.78 9.16 8.70 5.16 12. 81 9.00 16.49 9.27 198. 74 8.07 1.05 .97 6.73 27.24 25.66 14.97 6.25 7.00 28.77 71.10 18.69 31.05 117. 14 1.50 2.00 524. 34 48.30 37.35 44.65 100. 47 8.90 5.38 10.87 6.71 12.00 28.71 145. 62 - 51. 72 7.25 13.55 2.75 2.75 6.12 9.76 5.30 3.51 3.00 23.15 1.02 6.80 18.61 1.00 17.00 4.35 16.00 4.85 4.32 3.04 7.33 16.10 7.98 8.50 4.46 11.71 8.50 14.29 9.02 100. 94 3.73 .39 .48 3.37 13.28 12.83 7.16 3.13 3.50 26.06 39.36 18.00 25.13 37.68 1.40 1.80 249. 19 21.14 5.09 .91 6.68 1.10 .35 .74 .40 3.00 1.50 17.97 1.25 .21 .20 .25 .15 .23 .28 .60 .24 .25 1.79 .02 .20 .40 .04 . 75 .15 .52 .22 .01 .15 .35 1.18 .20 .70 1.10 .60 1.20 .25 .02 .42 2.66 74.83 110. 73 10.00 5.73 12.01 7.11 15.00 36.76 222. 71 97.77 14.71 13.75 3.00 2.90 6.35 10.04 5.90 3.75 3.25 27.24 1.04 7.00 19.01 3d rail . 39.78 1.00 42.44 66.76 110. 73 10.00 5.73 12.01 7.11 15. 00 36.76 199. 91 97.77 14.71 13.75 3.00 2.90 6.35 10.04 5.90 3.75 3.25 14.17 1.04 2.95 19.01 1.04 4.50 16.52 5.07 4.33 3.19 7.68 20.78 9.16 8.70 5.16 12.84 9.00 16.49 9.27 1.59 4.15 1.05 .97 6.73 27.24 25.66 14.97 6.25 7.00 28.77 71.10 18.69 31.05 117.14 1.50 2.00 319.42 26.38 9.07 2.06 2.50 23.37 19.60 40.10 2.50 76.78 9.90 .25 1.22 '? 30.27 3.58 3 Hudson Valley Railway 4 Troy and New England S Amsterdam Street Railroad fi .40 .60 1.60 *7 Auburn Interurban Electric Ballston Terminal Railroad s 2.50 9.00 2.50 11.00 23.00 q 6.55 59.12 44. 80 7.25 in "22. 80 3.11 n l' 5.00 1.00 13 Buffalo, Hamburg and Aurora 14 IS 16 17 .13 2.77 .25 IS 19 10 .06 .40 .50 ?1 Elmira Water, Light and Railroad. . 2.30 13.07 90 ■>! 4.05 .50 ?1 Fonda, Johnstown a nd Gloversville. Lake Ontario and Riverside Geneva, Waterloo, etc., Traction... 4.01 On 1.04 'fi 17.75 4.50 16. 52 5.07 4.33 3.19 7.68 50.73 1.62 3.61 4.00 "7 i OR Bennington and Hoosick Valley ... Hornellsville Electric Railway 1.00 3.44 Ithaca Street Railway 1.28 4.68 .75 .50 6.75 4.46 6.00 9.16 Lewiston and Youngstown Frontier. Lima-Honeoye Light and Railroad. Middletown-Goshen Electric New York aDd Long Island Traction . 8.70 6.16 12.84 9.00 16.49 9.27 3.68 36 38 39 8.50 1.00 1.00 New Paltz and Poughkeepsie 97.78 8.92 .66 .49 3.36 13.28 12.83 7.15 3.12 3.50 2.01 31.74 Conduit 131. 13 63.93 8.07 1.05 6.73 11.39 14.97 197. 15 3.92 2.09 5.93 .84 4.63 .88 .18 5.13 5.46 43 Thirty-fourth Street Crosstown Twenty-eighth and Twenty-ninth Street Crosstown. Str.bat. .97 45 .68 Conduit Conduit 27.24 14.27 47 48 49 50 51 52 53 54 55 56 57 Forty-second Street, Manhattan- ville and St. Nicholas Avenue. Dry Dock, East Broadway and Bat- tery. .66 Conduit 6.26 6.25 Southern Boulevard Railroad .70 .69 26.59 .10 .20 34.63 1.65 7.00 28.77 71.10 18.69 31.05 2.50 4.50 Tarrytown, White Plains and Ma- maroneck. Westchester Electric Railroad Manhattan Railway (elevated) 5.92 '52.87 7.17 1.00 1.49 Steam . 8 117.14 1.50 2.00 11.79 .92 240. 52 22.51 "452.74 48.30 3d rail . 10 71.60 204.92 21.92 2.37 2.27 2.77 6.25 59 Coney Island and Brooklyn 1 For details see Supplementary Table 1. 2 For feeder conduit system see Supplementary Table 2. s Includes 9.06 miles duplicated track. (See note 3, page 292.) 'Includes 1 mile double trolley construction. 'Includes 178.89 miles conduit trolley, 130.18 miles third rail, 94.56 miles steam, 3.% miles cable, 6.06 miles compressed air, and .97 mile storage battery. "Leased from steam railroad and bridge company. GENERAL TABLES. CONSTRUCTION, BY COMPANIES: 1902— Continued. 291 TRACK— CHARACTER AND LENGTH IN SINGLE-TRiCK miles — continued. BRIDGES AND TUNNELS OWNED. 1 STEAM RAIL- ROAD CROSS- INGS, NDMBER. ELECTRIC-LINE CONSTRUCTION, MILES. FEEDER WIRE, MILES. Within city limits. Outside city limits. Equip- pedwith cast- welded joints. Weight of rails per yard. Style of rail. No. Length, feet. Pro- tected. Unpro- tected. Span wire. Side bracket Center pole. Poles to the mile. Steel or iron poles. Wooden poles. Over- head. Under- ground. ( 2 ) Maxi- mum. Mini- mum. u - a 9.06 .2.28 13.21 14.60 4.75 90 95 70 90 80 65 56 60 66 60 50 66 65 56 Girder, T, groove. 2 400 2 1 1 8.70 44 40 45 50 40 40 .55 4.00 8.15 2.13 10.97 27.17 28.56 9.59 6.25 on 2.13 10.07 18.17 4.00 9.69 "i 1.66 29.00 24.75 10.02 1.40 .35 .90 12.00 24.66 1.00 20.51 38.96 27.50 5.00 n Girder, groove, T. Girder, T T ... 5 23 510 1, 782 4 4 1 4 ■'?, 24 ?5 T • 96 1.75 1.75 2, 129. 37 .35 689. 60 21 21 1 222.82 410 43, 795 228 77 1, 053. 80 453. 04 32.41 485. 28 1,047.20 2,740.49 1,155.44 4.40 73.08 33.95 38.04 2.75 76.78 10.00 1.57 2.75 5.36 13.50 11.50 63.32 1.33 14.71 5.00 80 104 65 65 85 90 90 70 94 94 94 73 84 60 70 90 56 90 60 60 90 85 56 60 90 70 56 60 56 40 56 62 70 80 75 56 110 80 106 70 113 110 108 113 113 113 113 113 113 90 109 90 90 90 90 30 57 99 90 70 47 60 65 70 45 60 60 40 45 45 60 60 35 70 70 56 56 48 56 60 52 46 45 40 45 56 50 40 40 56 45 80 65 66 44 58 80 60 65 47 110 47 47 47 47 47 47 113 90 65 70 36 72 63 30 30 60 60 20 2,996 2.14 42.90 16.00 8.40 4.16 6.87 1.25 1.00 24.21 129. 87 47.15 4.75 .55 2.00 2.75 5.62 9.76 4.83 3.51 2.25 20.71 .69 3.40 8.61 .11 .75 82.63 1.22 4.00 5.46 11.00 9.75 4.67 13.00 .75 1.84 .50 4.50 6.00 2.50 42 42 62 42 52 55 63 52 45 42 42 4.5 52 45 42 42 43 43 45 45 43 44 45 52 28.71 1.84 42.35 40.23 2.25 14.94 98.63 8.90 5.38 10.87 6.71 12.00 28.71 103. 27 11.49 7.25 13.55 2.75 2.75 6.12 9.76 5.30 3.51 3.00 23.15 1.02 6.80 18.61 360. 00 94.39 59.79 8.90 5.38 8.50 20.00 11.00 24.50 187.00 26.18 9.00 10.00 1.00 64.00 14.40 1 13 4 3 ?, Girder, T T 38 15 4 2 1 6 4 67 17 3 2,298 460 236 110 41 860 112 6,206 , 5, 945 1,177 3 4 4.16 9.26 1.76 1.50 25. 26 159. 39 96.44 Girder, T Girder, T Girder, T 5 2 2 1 6 7 s Girder, T 11 32 42 2 9 3 3 9 100.94 12.33 10 11 12 8.75 3.00 2.65 6.35 3.00 4.27 3.75 3.25 14.00 1.04 4.00 15.00 1.04 8.43 .74 5.00 5.07 1.75 1.25 6.63 16.00 9.16 13 Girder, T . . . 1 14 .25 T 15 i 1 1 1 2 1 .50 16 7.04 1.63 Girder, T Girder, T Girder, T 8 2 470 104 5.50 3.80 3.00 1.75 8.93 17 .47 i 18 19 T .75 2.44 .33 3.40 10.00 20 13.24 Girder.T 1 100 3 21 99 3.00 4.01 2 1 3 6.80 18.39 ?S Girder, T 3 84 24 ','.=> 9.32 3.76 11.52 Girder.T T 2 6 8 215 60 359 1 2 8.43 .16 4.00 3.86 1.32 3.04 4.83 13.30 7.98 2.80 .25 10.74 3.50 5.32 1.00 3.00 8.57 4.20 12.00 1.00 3.00, 52 45 42 42 42 44 45 45 50 43 45 66 59 44 52 40 .75 7.48 1.50 6.32 1.00 17.00 4.35 16.00 4.85 4.32 3.04 6.58 16.10 .50 8.50 4.46 11.74 7.00 7.97 S.02 3.00 26.76 4.00 17.00 9.69 4.50 3.04 4.00 40.00 10.00 8.70 4.00 16.00 2.00 26.50 8.00 10.00 901.85 26 27 1 28 29 2.58 1.94 1.15 4.78 T 3 1 9 11 1 178 30 620 296 1,000 an T 31 T 6 5 3 1 2.50 3.00 32 Girder, T Girder, T Girder, T S3 34 8.70 4.16 8.94 6.00 10.17 6.27 5.70 4.21 1.00 5.00 7.97 8.02 1.00 35 1.00 3.90 3.00 6.32 3.00 198. 74 8.07 1.05 .97 6.73 27.24 25.66 14.97 6.25 7.00 16.00 71.10 14.00 25.00 117. 14 1.50 2.00 524. 34 48.30 T 1 5 1 15 10 1 19 250 10 2,415 869 1,800 Wi 1 3 1 3 37 H.S T, girder, groove. Girder.T Girder, full groove, flat. 39 41 40.00 41 42 43 1 3 4> 45 10.00 14.28 46 47 48 6.25 5.00 107.48 4P 1 3.50 26.06 31.86 18.00 12.13 58 53 59 50 45 3.50 6.00 39.36 17.00 3.50 30.00 100. 00 18.00 70.00 28.46 fiC 12.77 Girder, trilby, T . 1 4 r> 20.06 ft" 7.50 6i 4.69 6.05 IS. 00 S.13 W 13.00 54 fit bt h' Girder, full groove, T. 8 1,139 31 2 2 198. 00 23.14 2.00 1.00 44 45 193. 04 "17.37 6.96 737. 73 89.84 45.15 b* 1 l5< ' Includes third main track. 8 Includes 40 miles operated by third rail system. » Includes 1 mile double overhead trolley. 10 Includes 17.42 miles operated by steam and 3.78 miles by cable. 11 6.77 miles of construction supported by elevated structure. 2S2 STREET AND ELECTRIC RAILWAYS. Table 94.— ROADBED, TRACK, AND ELECTRIC STATE AND NAME OF COMPANY. TRACK— CHARACTER AND LENGTH IN SINGLE-TRACK MILES. Total owned and leased. Main track. Sidings and turn- outs. Over- head trolley. Other mechan- ical traction. Animal Owned. Leased. Oper- ated under track- age rights. Con- struct- ed and opened for op- eration during year. On private right of way- 1 First. Second. Kind. Miles. Owned by com- pany. Not owned by com- pany. 60 NEW YORK— Continued. Van Brunt Street and Erie Basin . . . New York and Queens County New York and North Shore. .* 2.50 74.47 24.00 27.54 31.02 14.40 2.74 10.00 16.55 13.25 1.50 30.00 2.66 11.15 10.36 9.25 6.50 16.38 5.10 17.33 3 104. 92 16.30 43.74 7.75 6.06 36.12 .18 4.00 68.16 14.31 23.03 76.20 10.47 16.41 4.67 10.33 4.54 46.32 1.25 40.24 15.60 16.04 18.85 6.70 2.69 9.50 15.85 12.50 1.50 27.00 2.57 10.50 10.01 8.50 6.60 13.97 4.30 15.60 58.29 10.54 39.30 7.50 5.50 21.97 .09 1.88 43.40 11.94 14.24 57.03 10.00 16.13 4.50 9.83 4.50 39.44 1.25 28.96 7.60 11.50 12.13 6.70 6.27 .80 .04 1.00 .05 .60 .70 .75 2.50 74.47 24.00 27.54 31.02 14.40 2.74 10.00 16.55 13.25 2.50 74.47 24.00 27.54 31.02 14.40 2.74 10.00 16.55 13.25 1.50 30.00 2.66 11.15 10.36 9.25 6.50 16.38 5.10 17.33 86.93 16.30 38.14 7.75 6.06 36.12 .18 4.00 59.61 14.31 23.03 62.58 10.47 16.41 4.67 10.33 4.54 46.07 .50 HI 1.84 9.02 4.00 .73 .13 12.65 .20 fi? .80 .10 63 Staten Island Midland 64 Staten Island Electric 65 Niagara Gorge Railroad 1.00 2.74 66 Northport Traction 67 Ogdensburg Street Railway - Olean, Rock City and Bradford 2.31 16.55 64 711 1.50 71 Oneonta, Cooperstown and Rich- field Springs. 3.00 .09 .65 .35 .76 30.00 2.66 11.15 10.36 9.25 6.50 16.38 5.10 20.43 17.78 r> 73 .11 .84 1.50 3.00 .26 .19 74 Peekskill Lighting and Railroad ... Penn Yan, Keuka Park and Branch- port. 4.51 75 76 77 New York and Stamford 2.19 .22 .80 .59 1.83 .26 3.55 .25 .06 .87 .15 2.19 78 Port Jervis Electric, Gas and Rail- road. Poughkeepsie and Wappingers Falls 7M 1.14 44.80 5.50 .89 SO 104. 92 16.30 43.74 7.75 17.99 5.60 3.89 3.80 1.00 1.00 81 2.68 7.39 7.50 4.39 8? Rochester and Sodus Bay 83 Rochester, Charlotte and Manitou . 8-1 .50 13.28 .09 1.87 21.06 1.98 8.00 16.36 C'p air. 6.06 85 36.12 6.66 26.00 86 Sea Cliff Incline Cable Cable.. .18 .18 87 .25 3.70 .39 .79 2.81 .47 .28 .17 .50 .04 3.67 4.00 68.16 14.31 23.03 74.21 10.47 16.41 4.67 10.33 4.54 46.32 4.00 8s 8.65 3.78 8H .SO 12.00 31.00 3.50 12.63 1.21 on Syracuse, Lakeside and Baldwins- ville. 1.99 *13.62 20.58 <^ Buffalo, Gardenville and Ebenezer. 6.00 8.50 NORTH CAROLINA. 3.21 .25 12.44 1.87 4.74 5.99 5.87 7.64 3.24 11.29 4.50 4.65 9.13 2, 353. 43 5.30 7.30 2.64 7.97 4.25 4.34 7.64 1,858.85 .57 .34 .60 .11 .25 .31 1.49 70.92 5.87 7.64 3.24 11.29 4.60 4.65 9.13 62,351.32 5.87 7.64 3.24 11.29 4.25 4.65 9.13 2, 101. 21 1.50 2.74 2 :■; 4 5 6 7 .44 12.00 Asheville and Craggy Mountain Charlotte Railway, Light and Power .40 1.47 3.24 3.21 5.25 1.25 Consolidated Railways, Light and Power. Fries Manufacturing and Power OHIO. 2.00 4.35 423. 66 .61 1.50 252. 22 116. 33 324. 70 632. 12 1 2 3 4 5 6 7 8 9 5.75 27.75 17.02 2.00 26. 97 50.17 5.11 212. 96 .61 32.60 78.35 39.25 142. 46 9 94.58 68.00 90.00 43.26 96.85 106. 43 72.60 43.50 24.28 5.75 27.00 17.00 2.00 26.14 46.01 5.00 117. 88 .16 21.00 69.67 32.75 69.31 47.87 02. 00 85.00 36.87 75.94 61.53 63.60 39.50 12.14 5.75 27.75 17.02 2.00 26.97 50.17 5.11 ' 211. 46 27.75 17.02 2.00 26.97 50.17 5.11 .76 10.00 .75 .02 4.00 2.00 4.00 26.31 .25 3.03 .58 1.13 .11 19.48 10.73 Chillicothe Electric Railroad, Light and Power 96.08 8 .46 11.25 5.90 6.00 64.86 43.44 4.00 1.50 212. 96 12.00 Cable . . .61 .61 32. 50 78.35 39.25 137. 34 94.58 68.00 90.00 43.26 96.85 106. 43 58.60 43.60 24.28 .61 .25 2.78 .50 8.29 3.27 2.00 6.00 1.40 1.60 3.33 4.00 4.00 32.50 4.00 .50 Cincinnati, Dayton and Toledo Cincinnati, Lawrenceburg and Au- rora. 8.00 4.00 .76 2.00 .48 39.25 142.46 94. 58 68.00 90.00 43.26 96.85 106. 43 72.60 43. 60 24.28 5.12 .86 Cleveland, Elyria and Western 8.50 11.00 6.00 20.00 63.00 6.00 12.30 38.00 . 3.00 j 6 Cleveland, Painesvilleand Eastern. 4.99 19.31 41.57 5.00 13.40 12.29 50.00 30.00 Columbus, London and Springfield. Columbus, Buckeye Lake and Newark. 14.00 1.56 2.27 22 12.14 i For details see Supplementary Table 1. 2 For feeder conduit system see Supplementary Table 2, 3 Includes 9.06 miles leased from an operating company. 4 Leased from steam railroad. GENERAL TABLES. CONSTRUCTION, BY COMPANIES: 1902-Continued. 293 TRACK— CHARACTER AND LENGTH IN SINGLE-TRACK miles — continued. Within city limits. 2.50 74.47 19.10 27.54 31.02 10.00 4.06 1.50 3.50 2.62 6.50 4.09 1.00 3.60 12.15 5.10 10.00 86.93 2.41 .25 6.06 9.25 .18 .16 2.24 45.20 9.00 3.00 4.67 3.00 1.00 2.50 5.00 Outside city limits. 19.04 Equip pea with cast- welded joints. 4.90 14.40 6.00 31.02 1.85 16.55 9.19 26.50 .04 4.65 6.27 8.25 3.00 4.23 7.33 17.99 13.89 2.00 43.74 7.50 26.87 4.00 12.33 20.79 31.00 1.47 13.41 7.33 3.54 7.13 3.00 4.65 5.00 3.37 2.64 3.24 I 4.16 1.50 I Weight of rails per yard. Maxi mum 94 93 70 70 90 65 66 52 56 60 47 90 48 109 56 70 50 101 60 90 107 107 60 JO 65 90 25 70 117 90 104 85 85 66 60 85 60 Mini- mum, I 4.13 1,074.88 1,278.55: 129.85 5.75 3.50 4.50 2.00 6.91 15.64 5.11 179. 60 .61 10.00 14.50 9.00 142. 40 94,68 13.60 2.50 18.25 27. 87 77.69 3.10 4.00 20.48 24. 25 12.52 ::::::::: 20.06 34.53 14.66 33.36 22.50 63.86 30.25 37.01 54.50 87.50 25. 01 68.98 28.74 69.50 39.50 50.28 .80 2,50 Style of rail. Groove, girder.T Full groove Girder T, Girder Girder T T T T T T Girder, T Girder, T, groove T T T Girder, T . Girder, T . full Girder, T . Girder, T, groove. Girder, T T T T Girder, T T T Girder, T, full groove. Girder, T, groove. Girder, T . Girder, T . Girder, T . T T T Girder, T . half 05 so 60 711 90 70 66 109 85 72 83 70 95 73 SO 95 80 107 70 1(19 90 Girder, T Girder, T T T, girder Full groove, T. T BRIDGES AND TUNNELS OWNED.l No. Length, feet. 60 166 600 335 Girder, T . Girder... T, girder. T T T, girder. T, girder. T Girder T T, girder T, girder, groove T, girder Girder, T.groove, flat. Girder,groove,T. T, girder T T, girder T, girder, groove. T, girder T, trilby. T Girder, T . 394 900 110 1,100 2,400 157 802 786 1,819 1,190 780 516 160 139 42, 650 392 550 80 2,352 1,220 915 380 330 2,700 2,330 1,360 2,170 STEAM BAIL- BOAD CROSS- INGS, NUMBER. Pro- tected. 25 Unpro- tected. 15 ELECTRIC-LINE CONSTEUCTION, MILES. Span wire. 1.25 38. 59 11.60 10.80 10.70 6.70 1.70 8. 50 .70 2.00 26.00 1.29 5.50 2.41 .50 3. 50 13.25 2.30 6.60 27.31 1.00 1.88 29.40 2.00 11.00 49.29 4.22 2.75 9.83 1.00 31.52 2.50 6. 30 2.64 7.38 3.25 4.06 .. 56 5.75 4.00 12.00 2.00 C.66 25. 14 5.00 115. 41 14.50 15. 82 7.00 69.31 47.87 13.50 32.37 38.44 61.53 15.00 10.50 10.35 Side bracket 1.65 4.00 5.24 8.15 .99 1.00 16.15 10.50 1.00 1.28 5.00 7.60 8.00 3.00 .72 2.00 9.00 27.10 5.04 34.86 7.25 1.12 14.00 9.94 3.24 5.75 5.78 13.38 4.50 3.50 7.92 2.80 1.00 .59 1.00 .28 23.00 6.00 19. 48 20.87 6.50 63. 85 25.76 48. 50 80.00 3.00 35.00 48.60 29.00 Center pole. 4.44 .25 6.00 1.50 2.50 Poles to the mile. 53 Steel or iron poles. 1.25 40. 24 5. 00 27.00 2.00 2.24 1.00 302. 41 113.38 53.66 47.87 1.00 29.23 4.00 4.00 Wooden poles. 15.60 16.04 18.85 6.60 2. 69 9.50 15.85 12.50 27.00 2.57 10.50 10.01 8.50 6.50 13.97 4.30 15.60 53.29 6.04 39.30 7.50 1.88 16.40 9.91 12.00 55.04 9.00 16.13 4.50 9.83 4.50 39.44 FEEDER WIRE, MILES. Over- head. 5.30 7.30 2.64 7.97 4.25 4.34 7.64 1, 554. 79 5.75 27.00 17.00 2.00 26. 14 46.01 5.00 3.00 21.00 65. 42 32.75 15.65 61.00 85.00 35. 87 76.94 32.30 59.60 35.50 105. 56 40.00 17.00 41.00 6.70 7.00 32.00 8.00 30.00 .75 6.50 8.50 4.00 .50 13.97 4.30 22.00 39.06 5.25 16.00 7.00 6.90 44.82 35.00 21.00 32.05 14.00 25.00 7.10 4.00 28.74 4.00 .50 10.15 4.25 4.34 2, 678. 60 .25 21.00 12.00 26.14 50.00 4.50 365. 50 Under- ground. ( 2 ) 22. 00 124. 00 55.00 63.59 100. 00 115. 00 85.00 83.00 50.00 82.34 50.00 41.00 8 Leased from city. « Includes 215.46 miles double trolley construction. i Double trolley construction. 8.14 4.00 7.50 8 Second, third, and fourth main track. 9 Exclusive of 5.12 miles leased to Cleveland Electric Railway Company. 1165— 05- -20 294 STREET AND ELECTRIC RAILWAYS. Table 94.— ROADBED, TRACK, AND ELECTRIC STATE AND NAME OF COMPANY. TEACK — CHARACTER AND LENGTH IN SINGLE-TRACK MILES. Total owned and leased. Main track. Sidings and turn- outs. Over- head trolley. Other mechan- ical traction. Animal Owned. Leased Oper- ated under track- age rights. Con- struct- ed and openec for op- eration during year. On private right of way — I 2 First. Second. Kind. Miles. Owned by com- pany. Not owned by com- pany. 23 OHIO— Continued. 20.70 7.90 22. 25 40.05 64.07 42.70 50.12 4.53 7.50 2.03 14.71 3.81 18.55 77.97 11.67 21.00 4.28 5.10 13.89 13.43 13. 02 5.50 2.65 28.13 18.08 3.08 12.78 7.33 17.00 97.78 40.37 16.28 66.59 160.43 20. 22 10.50 5.12 6.13 42. 25 53. 53 10. 0J 136. 67 10.26 3.95 22.00 39.00 45.53 33.00 49.06 4.50 7.00 2.00 14.43 3.52 10.55 75.97 9.60 20.50 4.02 5.00 13. 87 12.73 12. 52 5.30 2.58 18.77 18.00 2.91 12.03 7.33 16.50 65. 75 40.00 16.00 43.94 155. 00 19. 52 10.50 5.00 3.63 39.00 44.47 9.50 94.40 9.58 3.95 .86 .25 1.05 .54 .70 1.06 .03 .60 .03 .28 .29 .50 2.00 2.07 .50 .26 .10 .02 .70 .50 .20 .07 1.00 .08 .17 .75 20.70 7.90 22. 25 40.05 54.07 42.70 50. 12 4.53 7.50 2.03 14.71 3.81 18.56 77.97 11.67 21.00 4.28 5.10 13.89 13.43 13.02 5.50 2.65 28.13 18.08 3.08 12. 78 7.33 17.00 97.78 40.37 16.28 3 66.59 160. 43 20.22 10.50 5.12 6.13 42.25 53.53 10.00 132. 17 20.70 7.90 22.25 40.05 48.63 28.00 50.12 4.53 7.50 2.03 2.00 .60 .70 24 26 Dayton and Western 5.44 14.70 6.00 4.86 1.53 4.00 2.89 »; Dayton and Northern 33.75 41.91 18.25 8.00 27 Dayton, Springfield and Urbana Dayton and Trov 8.00 9.00 at 29 Dayton and Xenia 30 Peoples Gas and Electric 31 Delaware Electric Railway 32 East Liverpool Railway ... .17 2.50 .28 .17 SB 14.71 3.81 34 Lancaster Traction 36 Lima Railway and Light 7.50 18.55 77.97 11.67 21.00 4.28 6.10 13.89 13.43 13.02 5.50 2.65 28.13 18.08 3. 08 12.78 7.33 17.00 97.78 40.37 16.28 66.59 160. 43 20.22 10.50 5.12 0.13 42.25 53.53 10. 0J 130.07 2.00 2.60 36 Western Ohio Railway 20.00 64.04 7.10 12.00 37 Lorain Street Railway lis Mansfield Railway, Light and Power. 39 40 Mt. Vernon Electric Railway Newark and Granville 41 1.00 .01 3.60 .50 42 Tuscarawas Traction 43 Ohio River Railway and Power Portsmouth Street Railroad Salem Electric Railway 44 46 4fi Springfield Railway 8.36 47 Springfield and Xenia .60 18.08 3.08 9.50 12.00 .80 1.74 .33 .50 1.41 30.00 14.00 61.90 75.00 17.22 8.05 1.00 48 Steubenville ahd Pleasant Heights. Steubenville Traction and Light ... Electric Railway and Power •Tiffin, Fostoria and Eastern Toledo Railways and Light 49 50 SI "3i.03' .50 1.00 .37 .28 3.01 5.43 .70 fW .24 13.00 47.05 30. 00 53 Toledo, Bowling Green and South- ern. Toledo, Fostoria and Findlay 12.00 1.00 4.00 22.98 7.78 54 55 19.64 6fi 57 Toledo and Maumee Valley Wellston and Jackson Belt 58 69 Worthington, Clintonville and Columbus. Youngstown Park and Falls Youngstown-Sharon Railway and Light. .12 .10 3.25 2.14 .50 5.37 on 2.40 .10 21.37 8.38 61 17.17 fi? 0.92 63 Zanesville Electric Railway OREGON. 1.50 6.65 36.90 ■14.50 3.81 20.16 Astoria Electric 1 4.10 28.03 65. 50 24.69 11.95 2.50 6 2,481.91 4.00 16.29 39.00 21.36 11.75 2.00 2,001.56 .10 .84 2.50 1.23 .20 .50 103. 39 4.10 26.03 65.50 24.59 11.95 4.10 28.03 65. 50 21.59 11.95 2.50 1, 255. 67 o 10.90 24.00 2.00 Cable . . 2.00 2.16 .40 2.20 4.05 2.75 5.65 11.76 3 4 1.40 5 Salem Light, Power and Traction. . . 6 Steam . 2.50 «11.40 .81 1,226.24 .25 36.49 PENNSYLVANIA. 376. 96 2, 469. 70 215. 82 342. 26 96.37 1 148. 81 50.05 22.00 19.00 2.76 22.50 3.63 .45 16.25 11.47 7.25 6.30 20.00 32. 07 18.95 8.72 2.50 27.89 6.00 13. 38 1.34 10.00 28.00 28.00 13.00 3.74 9. 50 3.73 133. 23 47.95 20. 00 15. 25 2.75 15. 18 3.52 .11 16.00 10.93 7.00 5.80 18.00 30.20 17.93 8.23 2.40 27.59 5.80 13.18 1.29 9.40 17.00 27.50 12.50 :;. 19 s. 50 3.63 9.77 .'56' 1.75 5.81 2.10 1.50 2.00 148. 81 50.05 22.00 19.00 22.50 .11 16.25 11.47 7.25 6.30 20.00 32.07 18.95 8.72 2.50 27.89 6.00 13.38 1.34 10.00 28.00 28. 00 13.00 3.74 9.50 3.73 51.49 39.21 22.00 19.00 2.75 22.50 3.63 .45 16.25 11.47 7.25 6.30 20.00 94.32 10. 84 6.00 12.50 17.50 10.37 1.25 •' Philadelphia and Lehigh Valley . . . Allentown and Kutztown Traction. 26.60 .80 2.00 2. 75 9.20 3 4 8.50 li 5.98 1.34 .11 .25 .54 .25 .50 2.00 1.87 1.02 .49 .10 .30 .20 .20 .05 .60 1.25 .50 .50 .24 1.00 .10 Riverview Electric Street Railway . Patterson Heights Street Railway . . Cable.. 1 .34 8 '.34 .45 1.00 .60 5.50 10.00 3.58 2.00 1.50 8.98 q 3.00 in Bradford Electric Street Railway... 11 2.00 .13 i" .50 13 Cumberland Valley Traction 14 32.07 15 Media, Middletown, Aston and Chester. Philadelphia and Chester Railway . 18.95 8.72 2.50 18.70 6.00 13.38 1.34 30.00 28.00 28.00 13.00 3.74 9.50 3.73 5.86 Hi .20 1.40 17.45 5.72 8.44 5.00 17 18 Newtown Electric Street Railway .. 9.19 19 6.00 'll Dovlcxtown and Willow Grove ?1 .19 7.45 1.75 5.00 .50 .13 3.74 1.50 » ?3 9.75 XI '5 3.00 13.00 ?rt Franklin Electric Street Railway. . . .31 >7 3.00 28 Hanover and McSherrystown 1 For details see Supplementary Table 1. 2 For feeder conduit system see Supplementnry Tabic 2 includes 4 miles double trolley construction. •"Includes 2 miles of cable and 2.50 miles of steam. GENERAL TABLES. CONSTRUCTION, BY COMPANIES: 1902— Continued. 295 TRACK —CHARACTER AND LENGTH IN SINGLE-TRACK miles — continued. BRIDGES AND TUNNELS OWNED. 1 STEAM RAIL- ROAD CROSS- INGS, NUMBER. ELECTRIC-LINE CONSTRUCTION, MILES. FEEDER WIRE, MILES. Within city limits. Outside city limits. Equip- ped with cast- welded joints. Weight of rails per yard. Style of rail. No. Length, feet. Pro- tected. Unpro- tected. Span wire. Side bracket Center pole. Poles to the mile. Steel or iron poles. Wooden poles. Over- head. Under- ground. ( 2 ) Maxi- mum. Mini- mum. u 1 3 Z; f 20. 70 7.00 106 90 70 70 7(1 72 110 48 50 60 82 80 85 70 80 80 60 60 70 80 60 70 75 90 70 60 60 80 72 90 70 60 60 95 56 60 45 90 90 90 70 60 66 70 70 70 45 60 48 50 45 56 60 60 60 70 48 60 50 35 45 60 48 45 35 70 60 60 50 60 45 60 60 60 45 45 60 45 70 70 60 45 7.46 3.95 .75 5.25 9.18 16.75 1.84 4.50 7.00 2.00 12.93 3.52 10.55 11.93 9.60 6.50 4.02 4.75 8.87 5.53 5.30 5.30 2.58 18.77 2.15 2.91 7.00 3.00 16.50 60.75 7.00 2.00 5.76 59.00 1.30 1.50 53 52 52 63 52 40 63 50 52 60 50 60 50 60 48 54 50 52 52 50 65 ■12 30 53 53 44 55 50 58 40 52 62 58 60 53 53 50 60 52 50 52 8.26 3.95 .50 2.83 2.44 .25 .50 .25 5.00 1.00 10.50 .40 2.00 22.69 3.07 22.00 72.00 38.55 20.00 50.00 4.50 2.00 'S .90 22.25 34.80 44.89 32.20 41.38 .40 1 2 14 2 T, groove T 4 26 16 17 6 1 400 422 436 2,740 1,500 50 3 6 6 1 6 21.25 33.75 36.35 16.25 47.22 22.00 38.50 42.70 33.00 46.62 4.50 7.00 2.00 14.43 3.52 10.30 75.47 9.60 20.50 4.02 4.75 13.87 12.73 12.62 5.30 2.58 18.77 18.00 2.91 12.03 7.33 16.50 60.75 40.00 16.00 43.94 155. 00 19.52 10.50 5.00 2.63 39.00 33.97 9.10 92.40 25 5.25 9.18 10.50 8.74 4.53 7.50 2.03 12.63 3.81 18. 55 11.93 2.50 8.60 4.28 3.50 6.00 5.54 4.80 3.00 2.65 28.13 2.75 3.08 5.60 7.33 4.50 94.87 12.00 3.00 4.69 26.90 3.00 2.00 T Girder, T T, groove T 29 2 1 2 1 ■" 2.08 Girder, T T 6 1,180 2 1.50 6.40 1.50 3.00 75.97 8.00 5.50 34 ' "66.64" 9.17 12. 50 2 10 3 3 1 1 4 1 35 31 2 7 6,043 18 1,140 64.04 v, 37 14.00 T .... 39 1.60 7.89 7.89 8.22 2.50 T .". .25 5.00 7.20 7.22 3.60 11.00 8.00 6.60 ■10 4 1 1 6 2 1 41 Girder, T T 3 3 225 400 y 43 T .. 44 .11 28. 12 15. 00 .82 8.21 5.00 12.00 264. 00 50.00 21.00 211. 50 175. 00 23.72 9.00 5.00 3.00 85.02 40.00 ■ 10. 00 100. 87 6.00 45 2 2 1 1 3 4 14 4 3 2 7 5 3 10 2 1 20 2 10 1 2 ■16 15.33 T, girder T 6 388 15.85 47 4S 7.28 T 10 445 5.03 4.33 49 50 12.60 2.91 28.37 13.28 61.90 133. 53 17. 22 8.50 5.12 4.63 29.01 25.81 Girder, T Girder, T 6 234 61 25.00 5.00 33.00 14.00 38.18 96.00 19.52 5'' T 5 9 24 65 3 200 165 1,063 6,081 330 53 T 54 T 55 T, girder T 56 57 10.50 58 T 5.00 .29 28.90 16.40 59 1.50 13.24 27.72 10.00 105. 58 Girder, T 3.34 10.10 28.07 9.50 64.53 m Girder, T Girder, T 36 7 2,763 1,535 10 3 61 62 1 3 17 63 31.09 7.90 9 21, 564 27.87 4.10 28.03 54.00 11.00 7.95 .60 1,368.37 52 30 40 30 30 22 60 1 2 5,500 9,200 4.00 16.29 32.50 2.00 9.74 52 44 51 62 52 4.00 16.29 39.00 21.36 11.75 1 11.60 13.59 4.00 2.00 1,113.54 3 4 2 2 5 4 295 16.41 54.00 21.36 9.10 1 7.50 85 60 40 90 6.50 19.36 2.01 3 T 3 3 6,264 600 4 T 5 T 6 27.47 352 34, 564 193 1, 532. 83 450. 69 9.27 540.20 1,452.19 2, 669. 72 632.29 15.00 8.25 2.00 15.63 1.50 21.50 8.63 .45 3.00 5.20 5.00 1.30 7.00 23.55 14.59 2.80 1.10 4.75 1.00 133.81 41.80 20.00 3.37 1.25 1.00 90 95 95 106 87 50 60 45 56 87 40 60 30 60 48 60 70 45 60 70 40 56 60 70 56 45 65 75 56 60 68 00 45 Girder, T Girder, T Girder, T Girder, T 8 18 20 12 1,500 1,046 715 575 5 1 1 6 1 2 1 5 133.23 42.95 3.50 6.22 1.50 15.18 3.52 .11 13.00 4.60 5.00 .80 9.00 16.23 17.93 2.82 2.40 3.00 1.00 1.18 1.29 1.50 16.00 2.50 1.00 2.99 2.50 3.00 42 50 44 53 45 45 44 82 41 48 62 62 52 44 42 44 42 41 48 47 38 48 44 50 42 45 52 50 .50 2.00 2.40 1.00 1 133. 23 47.45 20.00 15. 25 2.75 15.18 3.52 .11 16.00 10.93 7.00 5.80 18.00 30.20 15.93 8.23 2.40 27.59 5.80 13.18 1.29 7.00 16.00 27.50 12.50 3.19 8.50 3. 63 100.00 90.00 15.75 27.50 2.75 27.00 2.50 1 5.00 16.50 8.23 1.25 .80 2 S • 1 1 1 73 30 60 72 66 70 70 90 70 40 56 70 70 56 45 90 90 90 63 60 60 56 T 1 13.25 6.27 2.25 6.00 13.00 8.62 4.36 5.92 1.40 23.14 5.00 13.38 T, girder Girder, T Girder, T 3 3 420 100 1 3 1 3 3 3.00 6.43 2.00 6.00 9.00 33.97 9.00 11.47 4.00 6.00 14.00 89.43 16.00 S.83 2.40 27.00 2.00 13.00 .75 18.60 25.00 60.00 17.50 I li 1 Girder, T Girder, T, box . . . Girder, T Girder, T 6 4 2 7 2 1 3 1 10 140 70 90 535 100 50 300 60 1,000 V 4 1 6 5 8 1 1 1 1 1 5.41 1 1 Girder, T Girder, T 1 24.59 4.80 12. 00 1 ' 1 ! 2 1.34 1.73 9.00 2.50 .08 3.74 2.50 2.28 ' 2 8.27 19.00 25.60 12.92 Girder, T Girder, T Girder, T Girder, T 9 2 8 4 719 200 170 215 1 2 6 7.90 25.00 11.50 .20 6.00 .63 1.00 o 2 ' 2 1 1 1 3 1.60 I 2 7.00 1.50 T 3 90 8.50 | j 2 1 ? i, Zd J..UU «" ^ u «"*•• — i - 6 Includes 1 mile duplicated track. (See note 3, page 296.) • Includes 5.90 miles cable and 5.50 miles steam. 7 Second, third, and fourth main track. 296 STREET AND ELECTRIC RAILWAYS. Table 94.— ROADBED, TRACK, AND ELECTRIC STATE AND NAME OF COMPANY. TRACK — CHARACTER AND LENGTH IN SINGLE-TRACK MILES. Total owned and leased. Main track. Sidings and turn- outs. Over- head trolley. Other mechan- ical traction. Animal Owned. Leased Oper- ated under track- age rights. Con- struct- ed and opened for op- eration during year. On private right of way — First. Second. Kind. Miles. Owned by com- pany. Not owned by com- pany. 29 PENNSYLVANIA— Continued. 20.09 49.00 16.24 .34 31.30 5.25 83.81 23.00 6.25 5.35 10.74 1.02 28.00 13.19 11.00 9.88 5.00 19.20 12.49 51.31 10.28 6.00 13.42 8.10 . 475. 46 15.98 11.81 24.08 "18. 29 8.80 15.00 5.57 410. 01 .80 .30 .52 .48 .34 21.36 56. 00 6.11 3.80 30. 60 12.13 63.44 9.11 8.70 8.00 76.68 19.35 3.20 2.75 3.90 14.63 6.61 12.00 20.00 3.26 5.86 66.58 13.00 3.47 1.85 8.64 2.45 2.00 5.99 7.93 6.28 12.25 328. 90 18.61 43.00 15.00 .17 23.80 5.00 82.00 22.00 6.00 5.20 10.30 1.00 27.00 12.39 11.00 9.75 4.96 10.80 10.12 47.00 10.10 5.96 12.40 7.17 337. 31 9.49 11.25 23.33 12.89 8.60 14.50 5.50 233. 48 .40 .15 .26 .12 .17 20.46 49.47 6.00 3.60 24. 60 12. 00 55. 11 9.00 8.03 7.80 65.33 19.00 3.10 2.70 3.40 12.71 6.11 11.00 19.25 3.23 6. 75 52.31 11.83 3.43 1.81 6.96 2.45 2.00 5.96 7.51 5.91 11.50 270. 00 1.48 2.00 .24 20.09 49.00 15.24 20.09 32.00 7.94 .34 31.30 5.25 34.53 23. 00 6.25 5.35 10.74 1.02 28.00 13.19 11.00 9.88 5.00 19.20 12.49 14.66 .50 7.00 2.50 .88 .34 1.00 .50 an 4.00 17.00 7.30 .11 1.00 7.30 31 Harrisburg and Mechanicsburg 32 .17 5.60 Cable . . .34 ::; Johnstown Passenger Railway 1.90 .25 1.81 1.00 .25 .15 .44 .02 1.00 .80 31.30 5.25 83.81 23.00 6.25 5.35 10.74 1.02 28.00 13.19 11.00 9.88 5.00 19.20 12.49 51.31 10.28 6.00 13.42 8.10 475. 46 15.98 11.00 24.08 18.29 8.80 15.00 5.67 407. 23 10.00 34 35 49.28 20.00 .26 5.50 2.60 .20 36 : J .T S8 .39 Lykens and Williams Valley .32 40 2.00 41 4? Mauch Chunk, Lehighton and Slatington. 8.15 9.19 43 44 Lewisburg, Milton and Watson- town. .13 .04 .20 2.37 2.31 .18 .04 .39 .93 24.22 .28 .56 .75 1.12 .20 .50 .07 2.72 .25 .50 45 4fi 8.20 3.00 12.49 1.50 5.10 47 12.49 .80 10.28 4K 2.00 61.31 3.00 4Q 10.28 6.00 13.42 4.58 fin fil .63 5.00 5.50 .10 7.07 &•> Oil City Street Railway 3.62 475. 46 S3 113. 93 6.21 18.90 M Southwestern Street Railway Philadelphia, Bristol and Trenton . Philadelphia and West Chester Traction. Holmesbu rg. Taconyand Frankford Fairmount Park Transportation Delaware County and Philadelphia 15.98 11.81 20.75 17.29 8.80 10.00 5.57 48.51 .80 .30 .52 .48 .34 21.36 56.00 6.11 3.80 30.60 12.13 5.20 55 .81 .89 56 3.33 1.00 3.00 57 4.28 BR 54 5.00 .06 2.00 22. 70 .80 .30 .52 .48 .34 7.87 15.50 12.00 1.00 1.25 .06 1.75 1.60 18.00 «n iii 173. 81 .40 .15 .26 -.36 ■17 Cable.. Cable. . Cable.. Cable.. Cable.. Cable.. 2.78 .80 .30 .52 .48 .34 361.50 24.19 fi° (!'■! fi-l Pittsburg and Castle Shannon Monongahela Incline Plane fin fifi 67 Pittsburg, McKeespo'rt and Greens- burg. Pittsburg, McKeesport and Con- nellsville. Pottstown Passenger Railway .90 1.42 .11 .20 4.40 .13 4.53 .11 .67 .10 2.61 .35 .10 .05 .50 1.92 .50 1.00 .75 .03 .11 6.77 1.17 .04 .04 .14 21.86 56.00 6.11 3.80 30.60 12.13 63.44 9.11 8.70 2.50 76.68 8.70 21.00 fil 5.11 Vil 71 1.60 12.20 70 Punxsutawney Street Railway 3.80 63.44 .64 8.98 9.11 8.70 8.00 38.10 16.25 3.20 3.90 14.63 6. fil 12.00 20.00 3.26 5.86 «66.58 13.00 3.47 1. 85 8.64 2.45 2.00 5.99 7.93 6.28 12.25 328.90 7.42 8.00 1.80 .38 7.10 76 77 7S 79 80 SI S2 .10 8.74 Steam . 5.50 38.58 3.10 1.00 1.20 3.20 2.75 3.90 14.63 6.61 12. 00 20.00 3.26 5.86 06. 58 13.00 3.47 1.00 Sunbury and Northumberland .50 3.71 2.70 10.85 8.00 5.00 Washington Electric Railway West Chester Street Railway Wilkesbarre and Wyoming Valley.. Wilkesbarre, Dallas and Harveys Lake. "'7.' 50' 3.00 6.00 12.99 3.50 .23 .18 South Sidu Passenger Railway Williamsport Passenger Railway ... East End Passenger Railway 1.54 8.64 .10 .20 34 35 36 2.00 6.99 7.93 6.28 2.00 Yardley, Morrisville and Trenton . . .03 .42 .37 .75 16.72 1.13 1.14 7.93 6.28 6.00 3.64 1.00 72.59 .30 York and Dallastown Electric •.. RHODE ISLAND. 42. 18 328. 90 7.43 38.07 1 2 3 4 5 6 7 ft 18.88 19.71 137. 05 68.07 25.12 31.50 6.23 22.34 1 18.04 18.04 104. 55 55.34 24.16 22.23 6.15 21.50 .84 1.10 7.86 3.53 .97 1.50 .08 .84 18.88 19.71 68.07 25.12 31.50 18.88 19.71 137. 05 68.07 25.12 31.50 6.23 22.34 17.92 | .57 24. 64 9.20 , 4.0S 7. 54 4.88 24.15 .23 11.40 11.64 31.25 .15 ""."SO" 3.40 New York, New Haven and Hart- ford. 7.77 Woonsocket Street Railway 22.34 1.50 1 For details see SupplementaryTable 1. 2 For feeder conduit system see SupplementaryTable 2. 3 Includes 1 mile leased from an operating company. ••Second, third, and fourth main track. GENERAL TABLES. CONSTRUCTION, BY COMPANIES: 1902-Continued. 297 TRAC K— CHARACTER AND LENGTH IN SINGLE-TRACK miles — continued. BRIDGES AND TUNNELS OWNED.' STEAM RAIL- ROAD CROSS- INGS, NUMBER. ELECTRIC-LINE CONSTRUCTION, MILES. FEEDER "WIRE, MILES. Within city limits. Outside city limits. Equip- ped with cast- welded joints. Weight of rails per yard. Style of rail. No. Length, feet. Pro- tected. Unpro- tected. Span wire. Side bracket Center pole. Poles to the mile. Steel or iron poles. Wooden poles. Over- head. Under- ground. ( 2 ) Maxi mum Mini- mum a 2.63 37.00 5.24 .34 11.80 4.00 13.55 5.00 2.00 2.60 3.50 1.02 8.00 4.00 6.50 2.00 2.00 16.20 .56 10.80 3.75 1.00 5.51 3.83 465. 00 15.98 1.25 17.46 12.00 10.00 60 107 60 40 97 70 90 90 90 56 76 80 70 85 70 70 56 80 70 90 78 56 70 70 135 90 90 70 70 90 90 80 117 60 45 60 75 60 85 90 66 80 70 56 93 60 56 45 107 70 56 60 56 60 70 67 77 60 48 90 60 65 65 90 45 60 70 (10 (ill 70 60 48 60 40 78 56 48 50 60 45 45 80 40 60 70 60 56 66 70 60 72 56 60 56 60 60 60 56 60 90 75 60 60, 60 45 60 60 60 60 40 49 48 60 50 60 45 56 45 40 58 - 48 45 40 60 66 67 45 60 40 35 60 65 65 42 45 60 60 60 60 45 Girder, T Girder, T.groove. Girder, T T 10 9 2 1 10 4 8 5 3 J. 1 241 170 150 100 775 62 2,360 63 210 40 120 4 6 12 1 2.50 34.90 11.50 16.11 8.00 3.50 .10 50 50 66 12.00 18.61 31.00 15.00 44.20 90.00 14.00 19.50 1.25 70.26 18.00 4.25 2.75 7.24 .50 Girder, T Girder, T Girder, T Girder, T Girder, T Girder, T Girder, T, groove. 4 7 23.80 3.00 77.00 9.00 3.00 3.00 10.30 52 50 60 40 45 43 40 58 60 43 56 56 50 53 52 55 52 57 60 45 50 41 48 50 53 53 50 45 45 1.00 9.00 336.31 6.89 8.60 1.00 154. 50 23.80 5.00 82.00 22.00 6.00 5.20 10.30 20.00 2.00 200.00 29.00 4.50 4.20 5.00 2.00 68.75 10.50 6.00 4.00 3.00 18.00 16.00 83.82 16.00 5.50 9.10 '-;■■ 2.00 6.00 13.00 3.00 2.20 5 1 7 6 1 1 1.00 19.00 8.52 4.50 7.75 2.96 20.00 9.19 4.50 7.88 3.00 3.00 11.93 40.51 6.53 5.00 7.91 4.27 10.46 T 16 2,368 15 8.00 3.87 6.50 2.00 2.00 10.80 10.12 18.82 2.00 4.96 7.93 2.30 308. 86 6.39 7.00 16.33 12.89 8.60 1.60 2.00 232.09 27.00 12.39 11.00 9.75 4.96 10.80 10.12 38.00 10.10 5.96 12.40 7.17 1.00 2.60 10.44 23.33 12.89 Girder, T 2 4 240 90 2 T Girder, T . Girder, T 6 11 2 2 55 3 T Girder, T Girder, T T 1 1 3 3 35 100 90 755 6 1 1 3 54 28.18 8.10 1.00 4.47 4.87 23.08 3.10 3.44 7.00 5.37 Girder, T Girder, T 26.97 Girder, T 186. 18 30.00 9.00 40.00 14.50 628. 29 4.00 Girder, T 10.56 24.08 Girder, T Girder, T Girder, T 4 60 1 1 3 18.29 8.80 3.60 2.00 239. 07 .80 .30 .52 .48 .34 6.05 38.75 3.50 1.50 12.00 2.00 34.23 9.11 1.28 57 T 15 3 2 6 2,922 440 350 2,775 5H 11.40 3.57 170. 94 Girder, T T 12.90 3.50 14.50 4.50 77.59 44 00 3.00 434.25 Girder, T T 17 32 T T T.. T ... 15.31 17.25 2.61 2.30 18.60 10.13 29.21 Girder.T Girder,T Girder, T 19 16 799 2,770 12 20.36 42.47 3.50 1.50 11.40 12.00 60.56 8.25 2.27 2.50 67.33 4.00 2.05 2.48 3.20 12.71 6.11 7.00 14.26 3.23 1.75 45.31 4.16 3.43 1.81 6.96 2.45 2.00 5.96 7.51 5.91 11.50 159. 08 .10 7.00 2.50 2.10 13.20 55 42 50 50 40 50 50 52 50 40 38 50 55 42 44 53 48 40 50 40 45 53 65 45 45 45 45 52 50 52 62 52 3.00 .50 1.25 .25 26.74 20.46 46.47 6.00 3.60 24.60 12.00 55.11 9.00 8.03 2.50 64.83 19.00 3.10 2.70 5 3.00 12.71 4.86 11.00 19. 25 3.23 5.75 52. 06 11.83 3.43 1.81 6.96 2.45 2.00 5.96 7.61 5.91 11.50 243.26 20.46 49.47 6.00 3.00 67 68 Girder,T Girder, T Girder.T Girder.T T 1 3 3 15 3 3 75 150 95 867 400 288 7(1 2 3 1 9 4 7 36.00 8.00 ! 100.15 i 71 7° 4.55 .75 5.76 73 3.00 16.06 2.50 76.68 32.00 5.50 .68 2.00 41.00 6.11 7.00 74 7.42 8.00 11.50 15.35 1.00 T 75 T 76 65.18 4.00 2.20 2.75 2.50 3.70 6.61 4.00 .6.00 3.26 1.66 60.00 2.00 2.31 1.85 8.64 1.06 .50 1.25 1.60 Full groove, gir- der, T. Girder.T Girder.T 5 3 1 3,060 1,100 10 11 19 2 3 1 3 3 8.00 15.00 1.05 .22 .20 77 78 71 8(1 1.40 10.93 Girder.T SI T 4 300 1 8' T 8' 8.00 14.00 T 2 3 330 60 2 2 4.00 5.00 84 15.00 ' 3.23 1 7.50 1 150. 00 ' 15.00 8= 4.20 6.58 11.00 1.16 Girder, T Girder.T T 2 11 9 530 340 217 4.00 5.00 7.67 2.00 30 10 8f R' 1 1 1 1 1 2.30 9( Girder.T Girder, T 1 265 2.00 9' 1.39 1.50 4.74 6.33 6.28 3.00 102.53 2.00 Girder.T 1 7 1 20 120 155 23 4,518 1 20.00 15.00 15.00 237. 54 9.25 226. 37 Groove, girder.T. 2 7 5 11 14.50 110. 92 18.88 60 90 98 98 60 90 90 60 56 CO 60 60 CO 90 50 50 T 7 1 1,280 460 1 2 3 2 4 4 1 17.04 9.08 81.15 20.31 1.00 8.96 23.40 35. 03 24.15 55 50 50 50 50 60 50 52 3.34 23.40 18.04 14.70 81.15 55.34 24.15 22.23 6.15 21.50 33.00 6.10 60.88 38.86 49.86 22.00 5.50 21.34 19.71 136. 82 56.36 T, girder .23 11.71 25.12 31.25 4.00 11.34 14.50 11 2,766 .25 2.23 11.00 22. 23 .45 8.82 1 12 5.70 12.68 i 6.40 mile of construction supported by bridge structures. • Technically leased. 298 STREET AND ELECTRIC RAILWAYS. Table 94.— ROADBED, TRACK, AND ELECTRIC STATE AND NAME OF COMPANY. TRACK— CHARACTER AND LENGTH IN SINGLE-TRACK MILES. Total owned - and leased. Main track. Sidings and turn- outs. Over- head trolley. Other mechan- ical traction. Animal Owned. Leased. Oper- ated under track- age rights. Con- struct- ed and opened for op- eration during year. On private right of way — First. Second. Kind. Miles. Owned by com- pany. Not owned by com- pany. SOUTH CAROLINA. 76.98 63.33 10.65 3.00 73.80 3.18 76.98 1.00 6.50 15.70 2.43 North Augusta Electric and Im- provement. Charleston Railway, Gas and Elec- tric. Columbia Railway, Light and Power 2.38 34.42 14.00 7.00 1.87 1.31 16.00 2.00 2.00 24.67 12.00 6.77 1.75 1.25 14.89 2.00 .38 .60 .50 .23 .12 .06 1.11 2.38 34.42 14.00 7.00 2.38 34.42 14.00 7.00 1.87 1.31 16.00 2.00 1.00 3.50 2.00 3.70 1.63 .80 2 3 9.15 1.50 5 6 Orangeburg City Street Railway Rock Hill Water, Light and Railway. Spartanburg Railway, Gas and Electric. SOUTH DAKOTA. 1.87 1.31 16.00 3.00 10.00 2.00 1 2.00 254.20 2.00 199. 87 2.00 2.00 254.20 TENNESSEE. 46.63 7.70 3 248.40 •15.80 13.07 13.13 6.03 1 2 3 4 5 6 4.28 38.38 38.50 5.50 3.19 26.00 71.88 66.50 303. 27 4.00 32.25 37. 50 6.30 3.04 19.60 47.11 51.07 254.55 .25 1.00 1.00 .20 .15 2.00 1.25 1.85 8.91 4.25 38.38 3 32.70 5.50 3.19 26.00 71.88 66.60 296.40 4.25 38.38 38.50 6.50 3.19 26.00 71.88 66.50 303.27 .25 4.00 5.00 Chattanooga Electric Railway Rapid Transit of Chattanooga Electric Railway of Clarksville 5.13 1.00 5.00 6.00 Steam . 5 6.80 .03 3.16 4.40 23.52 13.58 39.81 .33 2.23 4.57 60.24 2.00 1.82 54.45 * TEXAS. 6.87 6.08 1 2 3 4 5 13.38 2.63 34.64 11.66 16.20 13.48 61.70 35.86 37.20 2.85 .63 5.00 45.51 1.50 16.29 2.71 2.03 89.04 10.40 2.50 26.50 8.45 16.00 13.09 57.70 25. 35 31.06 2.70 .63 4.86 34.10 1.50 15.09 2.65 1.97 58.00 2.94 .04 .13 1.28 1.36 .20 .39 1.60 .51 .01 .15 13.38 2.63 34^.64 11.66 16. 20 13.48 61.70 36.86 37. 20 2.85 13.38 2.63 34.64 11.66 16.20 13.48 61.70 35.86 37.20 2.85 .63 5.00 45.51 1.50 16.29 2.71 2.03 89.04 Bonham Electric Railway, Light and Power. .50 .50 6.86 1.85 .20 .57 8.20 1.34 El Paso Electric Railway 1""' 13.48 34.70 .30 2.40 10.00 6.13 ...1 38.94 3.16 .08 Laredo Electric and Railway .63 12 .14 2.69 5.00 45. 51 4.86 .44 1 8.72 1.08 : ::: :::i::::::::: 1.50 .91 .29 .06 .06 .84 16.29 .73 Waxahachie Street Railway 2.71 2.03 2.03 2.71 .11 ib UTAH. 30.20 89.04 1.00 .38 11.00 75.00 3.04 80.55 10.00 45.00 3.00 76.20 .70 29.50 .30 .50 .04 3.85 11.00 75.00 3.04 80.55 11.00 75.00 3.04 80.55 Consolidated Railway and Power .. 1.00 ■1 i .38 7.42 .37 VERMONT. .50 10.96 i, 8.82 6.54 5.00 11.22 10.45 13.50 9.11 11.25 4.66 359.30 8.76 6.25 4.75 10.76 9.50 12.90 8.14 10.50 4.64 266.84 .06 .29 .25 .46 .45 .60 .97 .75 .02 14.22 8.82 6.54 5.00 11.22 10.45 13.50 9.11 11.25 4.66 355.50 8.82 6.54 5.00 11.22 10.45 Bellows Falls and Saxtnns River . . . .04 1.80 .11 .17 .25 .50 i .50 10.30 b 13.50 .20 .01 Springfield Electric Railway Mt. Mansfield Electric Railway 9.11 11.25 4.66 355.79 .12 2.25 3.00 ! y VIRGINIA. 78.24 1.80 2.00 3.51 20.13 17.16 80.83 2.75 Charlottesville City and Suburban.. Danville Railway and Electric Washington, Arlington and Falls Church. 3.70 5.30 11.92 3.50 4.18 11.33 .20 .12 .59 3.70 5.30 11.92 3.70 5.30 | 11.92 1.73 .52 1.00 2 1 8.04 1.80 I 1 1 i For details see Supplementary Table 1, . ,..-..* -, i j j- . i 2 This company failed to make a report; the information given was obtained from street-railway journals and directories. GENERAL TABLES. CONSTKUCTION, BY COMPANIES: 1902— Continued. 299 TRAC1 Within city limits. 51.45 .— CHARACTER AND LENGTH IN SINGLE-TRACK miles— continued. BRIDGES AND TUNNELS OWNED. • STEAM RAIL- ROAD CROSS- INGS, NUMBER. ELECTRIC-LINE CONSTRUCTION, MILES. FEEDER WIRfi, MILES. Outside city limits. Equip- ped with cast- welded joints. Weight of rails per yard. Style of rail. No. Length, feet. Pro- tected. Unpro- tected. Span wire. Side bracket Center pole. Poles to the mile. Steel or iron poles. Wooden poles. Over- head. Under- ground. Maxi- mum. Mini mum u a) a a 25. 53 12 8,600 5 11 37.55 22.55 .23 1.29 59.04 50.00 2.38 7.90 5.00 . 25 60 100 60 60 40 20 65 60 40 48 66 40 20 60 T 2.00 23.14 2.10 6.31 52 45 42 50 1.10 .19 2.00 23.57 12.00 6.58 1 26. 52 9.00 6.75 1.87 1.81 6.00 2.00 T, full groove T 6 2 1 7,480 70 350 2 1 1 6 3 1 1.53 9.90 .23 .23 24.00 7.00 6.00 ? 3 T 4 T . 5 T 1 3 100 600 1 6 10. 00 T ... 1 4.00 10.89 55 14.89 14.00 7 2.00 164.13 25 25 T 1 100. 07 21.18 SI 4,631 90 67 150. 12 46.75 3.00 1.50 198. 37 346. 60 4.25 12.00 2.00 8.75 3.19 20.00 57.89 51.55 222. 95 72 85 90 40 50 100 96 80 35 30 40 40 45 85 56 85 Girder, T . . 1 43 25 1 1 19 17 1 54 4 3 3 2 104 3.75 31.25 7.00 5.30 3.04 13.60 35.11 51.07 204.72 .25 1.00 30.50 40 45 50 40 37 52 53 45 1.00 .50 4.00 32.25 36.50 5.30 3.04 19.60 47.11 50.57 247. 80 4.00 47.50 30.00 3.00 1 26.88 36.50 1.75 Girder, T, full groove. T 7 51 1 205 850 6 2 3 T 4 T 5 6.00 14.49 14.95 80. 32 Girder, T Girder.T Girder, T 1 16 5 64 200 1,480 1,890 6,113 3.00 12.00 3.00 30.00 210.00 22.00 121.64 fi 21.18 7 8 10.00 43.08 13. 38 1.75 32.42 7.75 8.00 8.56 19.60 35.86 23.87 2.85 .51 4.57 42. 55 1.60 15.54 2.71 2.03 78. 75 66 40 74 52 70 65 70 60 96 25 16 60 74 80 66 20 20 25 35 SO 35 60 85 52 40 45 25 16 56 30 30 36 16 20 T 1 2 21 14 11 9 5 16 o 1 10.40 2.50 26.50 8.45 15.80 9.03 25.70 23.48 29.06 .50 52 53 45 53 53 48 53 46 52 42 10.40 2.50 26.50 8.45 16.00 13. 09 57.70 25. S5 31.06 2.70 11.00 1 .88 2. 22 8.91 8.20 4.92 42. 10 T 2 30 2 4 5 ? 12.20 8.45 10.20 4.50 35.00 2.00 7.54 3.00 8 T 6 11 10 19 5 1 190 650 1,058 1,780 1,400 200 4 T .20 4.06 32.00 1.87 2.00 2.20 5 T fi T 7 T 8 13.83 10.00 T, girder T 9 10 .12 .43 2.96 11 T 1 8 30 800 2 4 9 4.86 33.35 70 44 4.86 34.10 1? Girder, T .75 23.25 13 14 .75 Girder, T 1 75 6 3 4 9 15.09 45 15.09 4.50 15 16 17 10.29 10 295 17.00 15.00 26.00 1.00 57.00 50.00 11.00 66.26 2.50 86. 78 60 72 42 30 35 80 T 6 2 2 18 210 25 60 2,534 9.00 5.00 1.00 48. 96 1.00 25.00 .86 45 40 45 1.00 10.00 44.00 3.00 76. 20 10.00 40.00 1 9.75 .54 43.77 T 4 7 2 11 15.00 2.00 26.39 t 8 81.25 6.94 1.79 8.50 11.22 7.00 8.25 1.58 1.88 4. 75 1. 50 60 60 56 60 60 60 60 60 60 60 56 48 4S 60 50 56 60 56 T 3 3 222 265 5 5.00 6.25 .50 4.00 6.00 3.25 .14 .75 .50 207. 01 2.00 4.18 3.7S 3.76 52 44 50 42 53 50 50 42 52 19.71 8.76 6.25 4.75 10.76 9.50 12.90 8.14 10.50 4.64 214. 17 7.00 4.75 3.00 5.00 5.00 20.26 6.26 25.00 5.00 376.50 1 '? 4.25 6.76 3.60 9.65 7.14 9.76 4.14 50.45 .86 6.42 3 1 5 4 8.45 10.25 7.58 11.25 8.16 197.89 5 T 3 3 6 450 836 761 4 6 T i T 8 1.50 161.41 9 81 32, 549 S9 30 1.25 4.61 1.50 2.45 .69 10.42 50 50 T 3 516 1.50 50 44 50 3.60 4.18 11.33 2.00 4.82 1 1 1 2 67 45 3 43 7.55 24.00 8 » Includes 4 miles of double trolley construction. 'Includes 4 miles of steam and 1.S0 miles of cabla. 6 Includes 1.80 miles operated by cable. 300 STREET AND ELECTRIC RAILWAYS. Table 94.— ROADBED, TRACK, AND' ELECTRIC STATE AND NAME OF COMPANY. TRACK — CHARACTER AND LENGTH IN SINGLE-TRACK MILES. Total owned and leased. Main track. Sidings and turn- outs. Over- head trolley. Other mechan- ical traction. Leased. Oper- ated under track- age rignts. Con- struct- ed and opened for op- eration during year. On private right of way — I First. Second. Kind. Miles. Animal Owned. Owned by com- pany. Not owned by com- pany. VIRGINIA— Continued. 15.50 4.87 35.00 12.00 19.04 14.01 53.03 12.85 21.93 12. 21 8.63 2.98 18.75 25.21 37.60 19.04 2.00 23.73 228. 93 13.75 4.65 18.50 11.50 9.80 9.32 29.44 9.50 21.56 11.04 8.55 2.98 10.18 16.68 30.20 18.90 1.88 19.50 181. 89 1.50 .23 16.10 .25 .09 .40 .50 .23 1.00 .17 1.02 .37 1.17 .08 15.50 4.87 35.00 12.00 19.04 14.01 53.03 12.85 21.93 12.21 8.63 15.50 4.87 35.00 12.00 19. 04 14.01 53.03 9.34 21.93 12.21 8.63 2.98 18.75 25.21 37.60 19.04 2.00 23.73 228.93 4.00 .31 3.10 6.50 11.54 fi Citizens Railway, Light and Power. Newport News and Old Point Rail- way and Electric. 4.66 4.87 .55 9.75 fi :::::: 8 Norfolk and A tlantie Terminal 9.01 3.69 23.42 2.33 q .26 in 4.90 .40 n Southside Railway and Develop- ment. Richmond and Petersburg Electric. =3.51 l? 1.15 3.00 10.28 5 45 .73 l?. 14 Norfolk, Portsmouth and Newport News. Ifi 2.98 18.75 16 7.96 7.42 4.10 .61 1.11 3.30 .14 .12 2.75 17.40 4.96 2.12 3.58 17 Richmond Passenger and Power ... Virginia Passenger and Power Roanoke Railway and Electric 18 37.60 19.04 2.00 4.45 .03 15.69 11 .28 ?n 2.00 21 Washington, Alexandria and Mt. Vernon. WASHINGTON. 1.48 29.64 21.93 214. 33 Conduit Cable.. 1.80 14.60 2.11 12.04 17.80 71.91 i 9.65 4.18 83.19 13.25 33.40 3.15 69.11 13.00 140. 00 8.39 3.62 58.18 12.50 27.40 3.13 56.53 12.14 133. 06 1.09 .28 21.61 .17 .28 3.40 .75 6.00 .02 6.40 .38 3.51 9.65 4.18 70.24 13.25 33.40 3.15 67.46 13.00 140.00 9.65 4.18 83.19 13.25 33.40 .75 ? .15 43.64 9.50 .10 14. 65 s Cable.. 12.95 8.11 4 fi fi Spokane and Montrose Motor Tacoma Railway and Power Northern Railway and Improve- ment. WEST VIRGINIA. 7 6.18 .48 3.43 Cable . . 1.65 69.11 13.00 140. 00 1.93 1.25 24.75 16.02 2.60 22.20 1.04 1.10 8 .56 7.14 "00 .14 .10 1.00 1.50 7.14 3.26 7.10 30.23 29. 50 ! 7.14 3.26 7.10 30.23 4.00 4.00 9 East Liverpool and Rock Springs... 3.26 7.10 30.23 29.50 1.77 44.75 16.25 416.50 2.33 7.00 29.23 28.00 1.75 43.25 14.50 299. 13 .93 1 .56 1.20 .90 | Camden Interstate Railway Parkersburg, Marietta and Inter- urban. 1 3.50 12.00 fi i 29.50 1.77 44. 75 11.25 .02 1 77 1 1.00 1.50 103. 71 .50 44.75 I 1.50 4.00 17.32 1.50 4.00 57.16 .20 11.39 R ; WISCONSIN. 13.06 M16.50 416. 50 Wisconsin Traction, Light, Heat and Power. Ashland Light, Power and Street Railway. Chippewa Valley Electric Railroad. Fond du Lac Street Railway and Light. Fox River Electric Railway and Power. 19. 25 7.68 22.57 6.27 17.13 7.41 14.44 2.67 8.50 8.63 5.40 1.55 146. 50 92.56 32.00 20.00 4.94 19.00 6.00 22.00 4.93 15.71 7.00 12.19 2.67 8.00 3.50 5. 21 1.48 69.64 64.65 30.00 17.40 4.75 .25 ' 19.25 .18 1 7.68 . 57 22. 57 7.70 14.00 1.50 7.68 22. 57 8.00 .69 .80 .85 .54 .57 .41 .19 6.27 17.13 7.41 14.44 6.27 17.13 7.41 14.44 2.07 2.73 3.18 1 2.06 2.67 i .74 .50 .13 .19 .07 6.23 1.04 2.06 .60 .19 8.50 8.63 5.40 n.55 145. 50 92.56 32.00 20.00 4.94 8.50 8.63 5.40 1.55 145. 50 92. 56 32.00 20.00 4.94 1.50 .25 Marinette Gas, Electric Light and Street Railway. Merrill Railway and Lighting Milwaukee Electric Railway and Light. Milwaukee Light, Heat and Trac- tion. 69.63 21'.. 87 4.46 1.98 .57 17.12 12.00 .25 10.45 .25 Sheboygan Light, Power and Rail- way. Waupaca Electric Light and Rail- way. 2.00 1 For detailssee Supplementary Table 1, 2 For feeder conduit system see Supplementary Table 2. 3 Leased from steam railroad. 4 .70 mile of this track was also operated by animal power. GENERAL TABLES. CONSTRUCTION, BY COMPANIES: 1902— Continued. 301 TRACK— CHARACTER AND LENGTH IN SINGLE-TRACK miles — continued. Within city limits. 5. 84 3. 87 12. 63 5.00 7. 27 5. 12 32.44 6. 00 .40 4.47 2.40 2.98 16.48 25.21 5.64 12. 10 1.55 4.65 1S1.91 Outsid< city limits. 5.00 7. OS 14. 00 3.00 10.61 7.41 14.44 1.92 7.1X1 4. 25 5. 15 1.55 134.98 Equip' ped with cast- welded joints. 9. 66 1.00 22.37 7.00 11.77 5. 89 20. 59 6. 85 21.53 7.74 6.23 Maxi- Mini mumJmum 8. 53 3.87 79.05 3.00 31.30 3.15 44.51 8.50 79.46 60.54 31. 96 6.94 .45 19.08 47. 02 2 99 1.12 .31 4.14 10.25 2.10 24. 60 2.89 .10 4.50 Weight of rails per yard. 107 90 90 107 90 75 90 90 96 90 70 56 95 98 95 56 24 5.50 3.26 7.10 21.33 11.00 1.77 27. 00 2. 50 8.90 IS. 50 17. 75 13.75 141.25 35 IS 28 6 00 00 1 34 1.50 4.38 10. 52 57. 43 4.00 14. 00 120. 59 T, girder 5 Includes 1.55 miles of double trolley construction. Style of rail. Girder, T . Girder, T . Girder, T . Girder, T . T, girder.. Girder, T . Girder, T . Girder, T . Girder, T . Girder, T . T Groove, girder.T. Groove, girder . . . Girder, T T T Girder, T, full groove, trilby. T T T T T T T, girder. T Girder, T . Girder Girder, T . T T T Girder. T . Girder, T . BRIDGES AND TUNNELS OWNED. 1 No. Length, feet. 1,640 2,000 3,761 4,981 6,600 1,810 2,984 270 500 3,283 212 150 320 ,177 625 3,673 1,984 STEAM RAIL- ROAD CROSS- INGS, NUMBER. Pro- tected. 3,540 4,455 T, girder. T T T, girder. T, girder. T T, girder. T T T T 2,700 530 6, 706 800 300 12 Unpro- tected. ELECTRIC-LINE CONSTRUCTION, MILES. Span wire. Side bracket 13. 20 4.55 16.50 10.79 9. 80 6.64 26.44 5.84 .30 11.04 8.45 2.92 7.76 16.68 26.20 11. 52 18. 42 147. 50 2.29 41.50 .75 27.40 1.00 54.03 12.14 92. SI 7. 00 2.33 7.00 26. 23 16. 25 1.75 29. CO 3.25 235.22 2.68 3.00 3.66 21.26 27.91 1.33 10.20 11.75 2.13 2. 50 40.25 3.00 11. 75 1,200 16 19.00 6.00 12. 00 4.43 11.21 6. 75 12. 19 Girder .. - T, girder. T, girder. ;,SS3 550 12 10 11 4 .50 14.25 11.25 60.' 10.00 .50 4.50 2.00 '4.25 Center pole. .99 .50 Poles to the mile. 1.4S I. 66.09 | 15.59 17. 40 2.34 19. 36 14.41 1.21 1.28 Steel or iron poles. 10.18 6.23 3.00 Wooden poles. 13. 45 4. 55 18.50 11.50 9.80 9.32 29.44 9.50 21.56 11.04 8.55 10.45 27.20 18.90 FEEDER WIRE, MILES. Over- head. Under- ground. ( 2 ) , 16.00 4.80 42.00 34.50 20.50 11.64 67.05 10.00 34.40 4.77 5.26 3.50 10.00 15.00 25.00 13. 26 28.00 175.41 181.35 S.00 3.05 66.00 15.00 27. 40 4.00 49.90 8.00 129.56 107 ,b 7.00 7.00 . 2.33 1.76 . 7.00 5.00 . 29.23 30.00 - 27.00 29.50 . 1.75 .50 . 43. 25 24. 00 12. 00 10. 00 19.50 20.00 6.27 .50 .50 .31 38.20 3.90 2.00 .00 .19 .67 .50 .. 00 '.21 .48 .44 .00 7.00 4.00 8.00 7.40 ; 9.50 4.00 3.00 .09 39. 23 13.20 14.00 79. 71 9 10 11 12 13 15 16 6 Double trolley construction. ■ Not reported. ;02 STREET AND ELECTRIC RAILWAYS. Table 94.— ROADBED, TRACK, AND ELECTRIC STATE AND NAME OF COMPANY. TRACK — CHARACTER AND LENGTH IN SINGLE-TRACK MILES. Total owned and leased. Main track. Sidings and turn- outs. Over- head trolley. Other mechan- ical traction. Animal Owned. Leased. Oper- ated under track- age rights. Con- struct- ed and opened for op- eration during year. On private right of way — s 3 First. Second. Kind. Miles. Owned by com- pany. Not owned by com- pany. HAWAII. Total for territory 28.70 27.70 1.00 16.70 12.00 28.70 6.07 2.50 Hawaiian Tramways 1 12.00 14.20 2.50 12.56 11.00 14.20 2.50 12.11 1.00 12.00 12.00 14.20 2.50 12.56 •i Honolulu Rapid Transit and Land . Pacific Heights Electric Rwy PORTO RICO. Total 14.20 2.50 ,9.43 6.07 8 2.50 .45 3.13 1 3.13 9.43 3.00 9.11 .13 .32 3.13 3.13 9.43 2 San Juan Light and Transit 9.43 1 For details see Supplementary Table 1. GENERAL TABLES. CONSTRUCTION, BY COMPANIES: 1902-Oontinued. 303 TKACK— CHARACTER AND LENGTH IN SINGLE-TRACK miles — continued. BRIDGES AND TUNNELS OWNED. 1 STEAM RAIL- ROAD CROSS- INGS, NUMBER. ELECTRIC-LINE CONSTRUCTION, MILES. FEEDER WIRE, MILES. Within city limits. Outside city limits. Equip- pedwith cast- welded joints. Weight of rails per yard. Style of rail. No. Length, feet. Pro- tected. Unpro- tected. Span wire. Side bracket Center pole. Poles to the mile. Steel or iron poles. Wooden poles. Over- head. Under- ground. Maxi- mum. Mini- mum. O E 3 'A 26.20 2.50 9 298 10.60 6.10 16.70 12.00 14.20 35 110 ■10 35 85 40 8 1 2 233 60 518 10.60 3.60 2.50 52 52 14.20 2.50 9.11 o 2.50 8.68 T S 8.88 1 1 9.11 9.00 3.13 18 85 18 40 T 1 1 .75 8.68 2 518 1 9.11 45 9.11 j 9.00 t 1 304 STREET AND ELECTRIC RAILWAYS. Table 95.— CARS AND MISCELLANEOUS NUMBER OF CAKS. With fend- ers. Aggre- gate. 66, 784 Passenger. Ex- press, freight, and mail. Work and miscel- lane- ous. Snow- plow. Sweep- er. Electric equipment. Total. 1 60,290 Closed. Open. Combination. STATE AND NAME OF COMPANY. With. With- out. Closed and open. Pas- senger and ex- press. UNITED STATES 32,658 24,259 3,134 239 1,114 2,860 1,727 793 50, 699 16, 085 43, 273 ALABAMA. Total for state 370 311 1 175 125 8 3 21 38 233 137 27 Anniston Electric and Gas 19 181 5 8 5 107 23 12 10 19 i 15 1 142 5 5 5 101 22 11 6 17 14 3 130 8 89 5 5 5 43 12 5 3 5 7 51 2 11 2 28 17 101 2 80 5 3 31 1 5 10 7 5 22 6 Birmingham Railway, Light and Power 2 Decatur Street Railway Alabama City, Gadsden and Attalla 3 5 5 76 22 7 Huntsville Railway, Light and Power Mobile Light and Railroad 49 10 6 2 8 8 1 6 1 1 Montgomery Street Railway Selma Street and Suburban Tuscaloosa Belt Railway 5 ARIZONA. 4 2 1 12 Phoenix Railway 15 4 135 ! 5 i 85 5 3 45 4 1 1 3 12 3 4 46 6 ARKANSAS. Total lor state 2 i 89 14 12 2 24 65 12 6 2,056 12 12 1 24 64 11 6 1,850 5 12 1 14 41 9 3 358 7 2 9 11 2 18 40 9 5 1 Fort Smith Traction : Fort Smith and Van Buren 1 10 23 2 3 279 6 25 3 6 917 1,741 Little Rock Traction and Electric 1 1 Texarkana Railway CALIFORNIA. 1,203 10 48 156 2 1,139 Bakersfield and Kern Electric 4 f 182 40 1124 26 47 7 2 12 159 3 13 2 6 1 7 8 42 2 19 58 60 74 1,005 29 32 13 9 10 17 25 393 4 5 6 4 2 182 29 77 24 46 7 2 12 143 3 11 2 6 1 6 8 40 2 18 58 60 74 897 27 26 11 8 8 17 24 352 4 3 3 4 5 7 4 Fresno, Belmont and Yosemite 2 3 1 4 4 Los Angeles Electric Incline 7" 22 o 6 39 23 6 7 2 12 9 182 40 79 14 46 150 153 25 40 3 36 182 34 85 3 41 4 30 8 17 2 1 Los Angeles Pacific Railway 37 8 3 7 1 2 1 1 13 10 4 2 4 5 1 4 Los Angeles Traction 1 137 Oakland Transit Consolidated 5 11 150 3 7 6 1 1 6 2 l'i 1 1 3 58 60 74 529 5 12 4 1 10 17 111 48 6 5 42 o 19 34 60 35 994 8 13 8 236 4 Paso Robles Street Car 5 1 4 3 27 2 1 1 6 1 4 7 1 6 5 42 o 19 Sacramento Electric, Gas and Railway 2 San Bernardino Valley San Diego Electric Railway 3 24 10 35 180 8 3 8 99 3 29 39 68 9 9 2 6 5 9 11 86 12 1 Geary Street. Park and Ocean 5 50 United Railroads of San Francisco 649 18 9 9 2 5 103 2 1 2 1 2 476 24 20 9 8 5 Santa Barbara Consolidated 13 167 1 24 15 345 COLORADO. 1 11 5 13 12 42 6 267 5 2 46 12 10 38 6 237 4 2 43 4 10 12 6 48 2 2 15 8 1 1 2 5 8 24 3 267 4 8 4 18 3 1 2 12 1 17 9 2 3 203 6 37 2 152 18 7 1 5 Pueblo Traction and Lighting 22 6 2 i 34 1 Exclusive of 2 steam locomotives. GENERAL TABLES. 305 EQUIPMENT, BY COMPANIES: 1902. NUMEEK OP CARS— continued NUMBER OF— With brakes. Heated. Lighted. Stations. Car houses. Horses. Lamps for buildings, shops, car houses, etc. Miles of exclusive telephone lines. ' Hand. Air. Other mechan- ical. Total. Electric. Stove, etc. Total. Electric. Oil, gas, etc. Arc. Incandes- cent. A a 63, 690 7,905 5,148 30, 159 19, 021 11,138 62,369 55, 703 6,666 2,076 1,634 8,901 5,282 235, 955 5,868 370 61 92 62 30 314 295 19 21 15 54 48 2,700 19 181 5 8 5 107 23 12 10 19 15 146 6 5 5 101 22 11 5 15 15 136 5 1 4 1 1 1 3 2 1 1 2 1 8 32 17 6 145 1,600 1 55 86 59 27 9 5 ? 12 152 3 9 2 3 182 40 79 3 47 1 1 3 o 1 1 1 1 5 1 1 30 15 10 15 10 70 II 32 63 8 38 23 16 7 2 12 150 { i 6 1 7 8 42 lii 58 60 74 1,005 29 13 9 10 17 25 SS4 1 16 4 45 5 12 7 o 12 12 13 14 1 4 10 1 1 150 3 9 20 • 1 25 10 100 2 2 3 i 1 1 19 20 21 22 24 25 6 5 41 19 34 60 74 902 21 26 9 S 10 17 21 318 6 5 41 19 1 1 1 1 1 40 100 100 25 60 3 1 3 - 1 1 1 1 40 149 3 6 8 4 17 ^1 411 34 60 74 501 1 ■■> 2 140 10 40 8 6, 000 30 18 , 125 5 20 20 5 :'S 401 24 24 9 S 12 14 ! 29 - 2 ■■» 1 1 1 1 IS 31 32 1 10 17 24 S13 1 10 70 s i 210 , 202 S D 30 3,069 17 i 1 ■> , 13 8 38 6 203 4 ■> 44 13 S 3 203 4 1 24 1 S 267 4 46 8 10 21 G 154 o 10 21 6 1 6 1 3 1 10 1 1 1 5 20 110 14 3 3 10 2, 695 10 154 4 9 - ■ " 1 4 | 17 44 1 2? 1 200 3 s 306 STREET AND ELECTRIC RAILWAYS. Table 95.— CARS AND MISCELLANEOUS NUMBER OF CAKS. STATE AND NAME OF COMPANY. Aggre- gate. Passenger. Ex- press, freight, and mail. Work and miscel- lane- ous. Snow- plow. Sweep- er. Electric equipment. With fend- ers. Total., Closed. Open. Combination. With. With- out. 2 Closed and open. Pas- senger and ex- press. CONNECTICUT. 1,880 1,196 545 647 4 48 46 69 21 1,213 167 1,057 1 360 18 37 13 30 25 262 39 31 24 55 26 2 301 27 18 40 20 24 4 4 20 163 ?. 310 16 34 13 26 18 212 34 31 18 48 21 148 6 13 3 13 6 111 13 11 6 21 7 162 10 21 10 13 12 101 21 18 12 27 14 4 18 24 2 1 4 1 350 16 24 13 16 21 232 38 12 19 34 14 2 296 26 12 28 19 22 o 4 13 155 10 2 13 14 4 30 1 19 5 21 12 299 22 13 16 20 223 35 12 18 34 3 4 1 5 fi 2 1 5 2 2 2 7 2 9 7 4 29 1 8 9 in New York, New Haven and Hartford (Berlin sys- tem). 2 n 5 1 1 1 6 1 3 2 1 10 2 3 3 1 1 1 6 1° 2 2 13 14 IS 276 25 14 37 18 23 4 4 14 151 130 7 6 19 6 10 2 2 5 80 146 18 8 18 12 13 3 5 1 6 12 1 2 2 7 8 285 25 14 29 6 2 4 Ifi 17 1 IS 19 1 T) °1 New York, New Haven and Hartford ( NewCanaan branch). 2 oo 2 9 68 ?? 3 1 7 1 4 DELAWARE. 3 15 53 95 1,010 12 60 89 977 4 30 46 409 6 19 43 533 2 1 2 2 3 4 1 o 1 3 23 7 53 95 638 8 DISTRICT OF COLUMBIA. 35 4 372 755 48 7 459 57 54 2 360 23 111 44 5 448 54 52 C-) 352 22 101 16 2 223 39 22 3 3 225 5 30 25 4 2 6 2 2 5 1 44 2 234 57 52 227 22 85 4 5 225 2 2 133 1 26 44 2 226 54 52 355 22 87 2 3 1 10 Georgetown and Tennallytown 102 5 50 250 17 50 2 1 1 8 FLORIDA. 1 6 4 1 2 3 4 5 6 2 43 8 2 23 33 497 1 41 7 2 23 27 454 27 1 10 12 228 1 14 7 1 12 15 223 1 1 o 6 2 9 89 41 7 12 27 67 2 1 37 8 1 14 26 408 5 17 1 25 GEORGIA. 3 1 1 2 3 4 5 6 7 8 9 10 12 183 75 29 7 61 11 118 7 4 3 9 175 67 28 4 48 10 105 6 2 3 6 100 34 7 3 24 5 45 2 2 3 3 75 33 18 1 24 5 60 4 1 2 8 7 1 10 181 44 21 2 2 31 8 7 10 2 23 67 1 3 3 3 1 3 41 9 95 7 10 1 2 4 3 IDAHO. 3 1 3 7,778 3 7,021 3 3,815 3 3,315 4,463 3 3,214 p. ILLINOIS. 3,112 76 18 251 269 151 86 1 2 3 21 76 34 15 64 32 15 44 15 6 9 1 18 72 31 3 4 3 20 13 l 2 1 1 4 ■ Cars furnished and operated by another company. GENERAL TABLES. EQUIPMENT, BY COMPANIES: 1902-Continued. 307 NUMBER of cars— continued. NUMBER OF— 1 With brakes. Heated. Lighted. Stations. Car houses. Horses. Lamps for buildings, shops, car houses, etc. Miles of exclusive telephone lines. Hand. Air. Other mechan- ical. Total. Electric. Stove, etc. Total. Electric. Oil, gas, etc. Are. Incandes- cent. o a 1,364 188 21 574 600 74 1,348 1,348 34 65 43 86 6,195 47 i 360 18 37 13 SO 22 262 39 31 24 51 24 2 301 27 14 37 20 24 4 4 20 163 49 150 6 13 3 13 6 126 13 13 6 22 14 117 6 10 3 13 6 117 13 13 6 33 360 16 37 13 30 25 262 35 31 24 61 21 360 16 37 13 30 26 262 35 31 24 61 21 4 1 1 15 8 2 1 2 2 5 1 1 2 3 3 13 1 2 16 2,000 50 45 65 265 75 1,900 50 ? 3 16 3 4 6 16 3 49 1 31 6 13 6 7 1 9 11 R 7 8 17 q 10 100 400 100 n 22 7 1 1 3 1 25 5 l^ 2 7 is 14 130 7 6 19 6 10 4 2 6 83 180 7 6 19 6 10 4 2 5 83 301 25 14 37 20 23 4 4 15 160 301 25 14 37 20 23 4 4 15 160 6 1 1 2 1 2 1 6 1 24 1 5 1 875 25 20 30 85 30 15 2 1 16 14 17 8 6 4 1 3 3 18 16 1Q 2 ■■n 4 5 '1 v> 1 5 10 8 80 362 ■n 10 4 5 26 15 63 95 1,010 6 31 46 342 6 31 46 341 13 63 94 994 13 63 94 984 3 1 2 2 16 1 4 62 150 150 3,501 i 26 ■> 10 1 20 4 30 4 146 3 1 10 48 7 459 57 54 2 360 23 105 41 2 121 49 22 41 2 120 49 22 44 6 463 64 52 44 5 453 64 62 2 1 6 2 1 1 2 1 6 2 1 10 2 2 9 95 21 16 125 1 2 1 7 2 ?■ 1 10 1,000 315 310 61 1,478 212 1,233 S 4 5 6 102 5 1 102 6 354 22 101 354 22 89 1 7 10 13 5 7 8 3 1 1 12 10 14 2 41 8 2 23 29 495 1 41 7 2 21 29 476 1 2 2 2 3 1 41 3 1 1 1 1 2 1 16 12 o 203 280 9- s 2 9 4 1 1 12 29 470 3 3 29 50 700 3,079 5 3 23 1 1 45 111 111 6 178 4 12 183 75 29 7 51 9 118 7 4 3 6 100 6 100 9 175 75 28 4 49 10 118 6 2 3 9 175 75 28 1 3 2 1 2 2 1 2 1 1 1 3 12 4 2 8 4 125 1,100 500 700 1 23 90 45 16 ? 2 7 3 1 1 4 4 ■> 6 6 49 10 118 6 15 7 5 320 130 200 4 3 6 5 12 7 6 R q 6 10 3 3 3 7 3 5,790 3 3,841 3 1,918 3 7,216 3 4,601 1 96 7 22,388 l 1,529 1,485 1,923 2,615 212 536 369 311 21 72 34 18 44 20 18 44 20 18 72 31 18 72 31 1 2 2 1 8 10 20 75 400 100 l 7 6 40 ? 2 3 2 Passenger cars furnished by another company. 308 STREET AND ELECTRIC RAILWAYS. Table 95.— CARS AND MISCELLANEOUS STATE AND NAME OF COMPANY NUMBER OF CARS. Aggre- gate. Passenger. Ex- press, freight and mail. Work and miscel- lane- ous. Snow- plow. Sweep- er. Electric equipment. With fend- ers. Total. Closed. Open. Combination. With. With- out. Closed and open. Pas- senger and ex- press. 4 ILLINOIS— Continued. 3 18 8 10 31 1,953 2,865 370 239 51 34 1 39 203 212 361 110 61 141 64 4 32 7 32 37 1213 24 8 20 21 29 12 21 5 10 3 11 2 16 25 160 10 47 47 7 34 16 1,146 2 13 7 10 27 1,807 2,676 337 217 45 29 1 37 202 210 351 104 54 139 56 3 29 6 30 34 1 7 4 4 20 862 1,199 166 52 20 29 1 37 202 210 351 48 15 139 32 3 19 18 34 1 1 3 7 3 10 14 1,316 1,832 88 104 13 11 4 - 17 872 1,297 266 130 46 20 5 Cairo Electric Railway 6 3 6 7 945 1,447 171 156 25 3 1 2 11 5 fi 7 Centralia and Central City R 4 68 73 12 16 3 3 17 637 1,033 282 135 51 21 1 16 52 180 90 63 28 37 45 3 27 6 23 37 9 8 16 54 56 10 4 2 1 16 44 11 1 1 in 11 Chicago Consolidated Traction 1 l:' Calumet Electric Street Railway 9 13 Chicago Electric Traction 14 Chicago General Railway 1.5 Chicago General Electric Railway IB 1 1 2 1 2 4 3 1 3 1 1 2 4 5 1 23 151 32 271 47 33 104 19 1 5 1 9 213 2 6 11 11 5 12 39 59 25 3 37 22 8 10 17 6 17 Northwestern Elevated Railroad IS South Side Elevated Railroad 19 Metropolitan West Side Elevated 9 "n South Chicago City Railway 56 15 1 1 3 1 21 Chicago and Milwaukee 15 9 1 ?■■' Lake Street Elevated Railroad n 16 4 4 2 2 1 14 w Danvi lie Railway and Light 10 26 Danville, Paxtonand Northern ?7 12 1 1 ?ft 29 St. Louis and Belleville 209 2 ?,n 17 8 15 11 27 8 18 5 7 3 8 2 16 24 150 10 42 44 6 52 11 998 13 8 10 6 13 4 10 4 5 3 6 1 9 12 76 2 22 8 14 10 18 7 9 5 4 3 8 SI 3> 5 5 14 3 8 1 2 4 8 1 1 3 1 1 1 1 1 ",'-; 34 35 1 2 Hi; 37 3ft North Kankakee Light and Railway 2 1 6 3 2 4 1 53 23 8 1 24 150 10 34 47 39 411 1 1 7 12 74 1 1 2 41 4> 12 24 107 10 24 39 7 52 11 , 818 43 1 7 44 3 45 10 46 18 20 6 32 6 515 24 24 4 2 1 1 1 47 4 s 49 16 5 467 4 5 114 2 328 52 045 50 INDIANA. 4 12 8 11 15 l 1 s 92 82 8 12 317 (=) 8 11 242 9 11 17 35 15 16 4 4 6 21 44 72 73 14 16 8 858 1 7 87 76 7 11 298 1 7 40 26 7 11 142 1 4 27 39 14 64 76 11 298 John S. Crump 1 4 2 4 65 43 8 12 303 3 47 . 1 50 4 1 5 156 14 s Indianapolis, Shelbvville and Southeastern 7 9 172 8 11 16 31 14 16 4 3 6 20 36 63 60 14 13 8 075 7 7 110 6 ? 14 8 6 4 2 1 13 16 32 23 5 7 4 391 1 1 64 1 7 10 135 9 1 1 107 11 8 13 10 7 10 50 8 2 1 4 62 2 2 13 2 9 17 6 10 1 2 1 9 22 13 6 4 3 3 17 21 45 53 9 10 7 535 2 Logansport, Rochester and Northern 1 5 7 16 31 29 9 6 4 281 1 1 3 4 23 27 20 5 1; 1 323 4 12 04 25 9 477 New Albanv Street Railroad Richmond Street and Interurban 1 2 1 22 4 1 1 1 6 4 9 1 2 2 8 2 1 IOWA. Total for state 3 41 115 16 11 I 3 4 5 6 10 58 29 28 78 7 50 23 :; 25 71 5 16 "•3 12 41 2 3) 2 7 4 1 1 2 5 27 25 5 31 4 3 12 23 3 23 22 52 Cedar Rapids and Marion City 1 i 13 30 2 3 1 3 16 55 Omaha and Council Bluffs 1 1 Exclusive of 2 electric locomotives. GENERAL TABLES. EQUIPMENT, BY COMPANIES: 1902— Continued. 309 NUMBER OP CARS— continued NUMBER OF— With brakes. Heated. Lighted. Stations. Car houses. Horses. Lamps for buildings, shops, car houses, etc. Miles of exclusive telephone lines. Hand. Air. Other mechan- ical. Total. Electric. Stove, etc. Total. Electric. Oil, gas, etc. Arc. Incandes- cent. -a P5 3 18 8 10 31 612 2,461 370 239 51 31 1 39 203 2 7 4 4 20 862 1,207 166 61 21 20 1 9 202 210 351 48 17 139 45 3 17 6 18 34 2 7 4 4 8 802 724 8 61 20 20 1 9 2 13 7 10 31 1,807 2,807 337 226 51 30 1 37 202 210 351 108 57 139 61 3 29 6 32 35 2 1 3 4 13 7 5 1 1 2 7 15 4 5 1 20 6 10 10 2 188 275 3 5 7 12 60 483 158 31 1,019 1,020 337 226 51 30 2 70 100 20 100 2,700 1,500 750 570 300 200 8 60 210 1,281 204 788 1,787 30 9 in li 9 2 62 1 13 5 M 1 1 1 1 1 3 2 3 1 4 15 16 203 212 361 3 30 141 16 37 202 210 351 108 32 139 61 3 29 6 32 35 400 1,200 1,500 6,000 495 500 1,285 300 50 200 10 110 78 3 8 8 16 11 30 10 31 202 210 351 48 16 139 45 31 23 58 1 5 54 24 17 361 110 61 141 64 3 32 6 32 37 213 24 8 14 21 29 12 21 5 7 3 11 2 16 24 160 10 47 47 7 52 16 1,121 2 T\ 1 25 25 12 20 21 99 3 23 3 17 2 2 2 o 1 2 1 3 10 ■'5 6 6 18 12 2 10 2 °7 34 2 ■'►t 213 19 9q 19 8 12 6 13 8 9 5 5 3 7 1 9 12 76 10 18 20 6 32 6 524 19 8 10 6 1 1 24 8 14 .11 29 11 18 5 7 3 8 2 16 24 150 10 47 47 6 52 11 1,015 24 8 14 11 29 11 18 5 7 3 8 2 1 1 1 1 1 1 1 1 1 216 16 100 100 60 15 50 18 15 19 25 18 SO 31 2 3 1 10 2 12 7 9 5 2 3 3 2 3 11 7 5 11 2 17 3 1 1 2 38 ■W 7 10 14 1 7 12 . 76 2 1 1 4 11 2 16 24 150 10 47 47 6 52 11 999 100 240 2,076 100 100 50 49 1 10 10 1 1 3 4 10 44 10 10 18 ■It 2 5 1 9 1 62 1 3 16 20 4 32 6 238 1 2 17 6 2 ■18 2 1 50 200 45 5,843 49 1 40 50 125 286 16 95 372 1 8 91 82 8 12 317 1 4 37 26 5 11 142 1 1 8 87 76 8 11 303 1 4 3 1 4 37 26 4 87 76 8 11 303 1 3 7 1 1 4 1 1 1 5 1 1 1 2 1 2 1 1 1 1 3 5 2 1 1 1 38 2 40 250 190 200 30 2,500 50 102 100 1,000 50 ? .4 6 3 18 4 8 5 o 26 6 5 11 :::::::::::: fi 85 j... 142 16 1 '< 7 1 1 3 12 4 1 8 7 10 228 9 11 17 35 15 16 4 4 6 21 44 64 73 14 16 8 800 7 10 44 8 7 10 121 . 8 7 7 10 187 9 11 17 31 15 16 4 3 6 21 16 68 64 14 14 8 709 7 10 187 9 27 17 222 18 9 10 82 8 in 39 4 I 30 1 1 li l? 11 20 13 7 14 8 6 4 2 1 13 16 33 32 5 7 4 387 7 17 31 15 16 4 3 6 21 16 68 64 14 14 8 706 2 14 14 6 6 4 • 2 75 50 10 40 31 40 30 125 300 250 50 285 5 3,552 5 15 2 1 16 17 18 2 1 13 4 1 8 5 1 19 1 1 7 6 ■J 'fl 1 ?1 4 12 32 24 20 99 2 20 °3 9 5 16 ^4 •'5 6 4 140 1 15 ?fi 97 24 14 247 4 21 43 65 69 10 50 29 3 28 68 10 5 16 23 2 9 37 4 12 1 4 23 2 9 3 7 50 26 2 25 75 7 50 26 2 1 3 1 3 3 4 100 92 50 1 2 12 1 • 1 6 c 2 A 25 75 60 332 f 6 34 13 2 1 1165—05 21 2 Cars rented. 310 STREET AND ELECTRIC RAILWAYS. Table 95.— CARS AND MISCELLANEOUS NUMBER OF CARS. Aggre- gate. Passenger. Ex- press, freight, and mail. Work and miscel- lane- ous. Snow- plow. Sweep- er. Electric equipment. With lend- ers. Total. Closed. Open. Combination. STATE AKD NAME OF COMPANY. With. With- out. V. H ■ Closed and open. Pas- senger and ex- press. IOWA— Continued. Tri-Citv Railway 168 134 18 44 1 12 6 24 8 16 30 35 2 72 11 171 232 i 156 81 4 42 1 11 4 24 8 12 26 32 2 65 3 25 207 88 70 4 19 1 4 2 12 5 6 10 13 2 43 2 12 141 68 11 , 4 49 14 1 4 4 4 117 87 6 28 1 7 2 13 6 7 21 33 51 47 12 16 5 4 11 2 9 9 2 2 16 8 51 85 156 80 6 30 1 6 26 32 30 3 7 48 Des Moines Citv Railway 9 in 23 1 n Fort Dodge Light and Power , V Fort Madison Street Railway 7 2 12 3 6 16 19 1 is Independence and Rush Park 2 14 Keokuk Railway and Power IS Marshalltown Light, Power and Railway 16 1 4 17 3 2 1 1 18 19 ?n 22 1 12 66 4 8 10 7 1 2 56 3 20 147 ?1 r> 1 36 10 KANSAS. 8 l 5 19 12 14 6 7 45 12 4 71 31 6 976 5 16 11 13 5 7 35 12 4 62 31 6 889 3 7 6 7 4 4 30 8 4 41 21 6 617 2 9 5 6 1 3 5 4 5 10 6 14 2 3 4 ■> 3 1 9 6 s 4 1 FS 1 4 4 45 10 6 7 10 8 2 4 27 6 6 272 44 620 9 10 21 10 2 7 44 25 11 T> KENTUCKY. 19S 73 1 2 59 17 9 704 1 8 142 6 12 42 6 648 13 18 12 21 48 670 7 132 5 11 39 5 606 10 14 12 19 29 626 6 30 5 9 18 3 492 10 14 5 6 19 551 1 30 1 6 7 142 6 9 29 6 425 11 14 9 16 30 595 1 142 o 72 4 S • 1 4 2 21 1 113 1 1 22 2 4 3 13 42 S 1 Georgetown a nd Lexington 1 1 7 15 5 223 2 4 3 5 18 75 425 11 579 1 7 13 10 69 2 IS 43 1 1 LOUISIANA. 6 7 3 83 31 365 162 4 15 598 7 3 78 30 356 134 4 14 - 476 3 3 78 25 307 122 4 9 199 3 1 7 3 4 34 24 4 6 129 79 31 331 138 11 4 1 9 28 1 79 31 331 138 49 12 5 5 274 1 43 9 469 MAINE. 1 2 33 • 46 1 22 27 27 20 13 27 9 9 6 2 87 4 238 21 30 26 7 13 10 19 24 15 16 9 24 7 1 6 2 70 4 207 17 18 15 5 8 9 8 11 13 8 3 5 3 1 3 1 25 2 87 6 8 2 2 4 10 13 2 8 6 19 4 1 2 1 1 2 22 27 9 19 13 18 9 4 / 12 18 1 2 3 2 1 3 1 Bangor! Hampden and Winterport 9 1 1 7 5 6 Fryeburg Horse Railway 3 1 45 2 120 11 10 8 3 4 5 2 60 4 196 21 20 18 6 11 10 2 6 9 27 1 13 1 6 8 17 2 3 1 1 2 1 42 1 4 2 1 3 15 10 8 1 2 2 9 17 Skowhegan and Norridgewock Railway and Power 1 1 19 Waterville and Fairfield Railway and Light 1 Exclusive of 2 steam locomotives. GENERAL TABLES. EQUIPMENT, BY COMPANIES: 1902— Continued. 311 NUMBER 3P caes — continued. NUMBER OF— With brakes. Heated. Lighted. Stations. Car houses Horses Lamps for buildings, shops, car houses, etc. Miles of exclusive telephone lines. Hand. Air. Other mechan- ical. . Total. Electric. Stove, etc. Total. Electric. Oil , gas, etc. Arc. Incandes- cent. 1-; SB 156 134 6 42 1 11 4 24 8 16 27 35 2 72 3 71 227 2 88 70 6 19 1 4 2 8 5 8 10 13 2 43 2 14 99 20 14 1 19 68 56 5 168 91 6 43 1 11 4 24 8 14 26 33 2 65 3 25 166 168 91 6 43 1 11 4 24 8 14 26 33 3 3 10 7 875 600 105 7 1 3 18 4 6 8 4 4 22 q 2 2 in 1 4 1 30 10 18 100 50 40 25 150 n i° 2 13 8 6 2 10 8 8 12 10 V 13 2 2 48 2 4 4 1 11 65 3 26 146 7 1 4 7 3 1 4 16 15 1 415 100 600 482 4 2 11 34 3 65 23 2 '>? 20 79 34 5 16 12 13 5 45 12 4 71 31 6 975 3 7 4 7 4 4 3 3 16 12 7 4 7 3 1 1 2 2 1 1 4 1 7 16 12 7 2 29. 75 " 4 7 4 4 40 1 S 7 4 4 7 2 1 35 40 ft 4 7 7 2 36 21 4 522 7 2 34 12 4 64 31 6 929 12 2 1 2 2 1 26 1 7 4 1 18 85 1 53 8 4 9 2 21 64 31 S 1 20 4 200 50 1 10 11 4 19 6 34 T> 15 10 503 895 17 78 3,435 14 8 142 6 11 42 6 648 13 18 12 21 48 635 8 142 6 11 39 6 616 11 14 12 19 45 627 8 142 6 11 39 6 582 11 14 12 19 45 620 1 2 1 2 1 1 2 1 12 2 1 1 1 1 14 50 1,465 15 25 100 20 1,000 300 85 25 100 250 757 1 10 132 132 4 12 5 9 3 6 18 4 330 10 14 6 18 4 330 5 1 1 3 2 3 50 6 5 3 6 34 2 4 5 75 7 11 1 5 14 14 8 q in 6 6 2 2 1 81 n 2 18 V> 10 7 35 1 3 81 31 352 142 4 In 586 7 3 78 30 366 135 4 14 545 7 1 1 1 1 6 2 1 1 38 3 17 3 2 35 3 17 1 28 75 2 100 30 150 260 1 1 3 ? 78 80 356 135 10 3 3 8 2 3 59 4 10 ft 20 fi 4 7 14 539 5 120 150 S,809 33 184 1S4 6 166 22 27 \i "9 6 87 4 238 21 30 22 6 13 10 9 11 13 8 3 5 3 1 9 11 13 8 3 5 S 1 22 26 15 18 12 27 9 3 6 83 4 223 21 28 13 6 12 10 26 15 IS 12 *9 3 . 6 1 4 4 1 1 2 2 1 2 1 1 1 1 1S5 59 50 12 100 25 30 10 2 1 2 3 26 % 4 10 5 5 1 6 2 1 14 8 6 1 q 1 27 I 69 7 S 7 4 4 1 27 2 69 7 8 7 2 4 4 83 4 223 21 28 18 6 12 1 10 9 32 1 18 15 25 22 4 13 1 in 1 4 1 10 2 2 I 1 1,200 6 600 125 50 150 10 130 68 11 i° 21 2 3 5 1 4 1 23 100 13 14 4 15 4 111 1" 1 T 1 4 11 - This company failed to make a report; the information given was obtained from street-railway journals and directories. 312 STREET AND ELECTRIC RAILWAYS. Table 95.— CARS AND MISCELLANEOUS STATE AND NAME OF COMPANY. NUMBER OF CARS. Aggre- gate. Passenger. Ex- press, freight, and mail. Work and miscel- lane- ous. Snow- plow. Sweep- er. Electric equipment. With fend- ers. Total. Closed. Open. Combination. With. With- out. a Closed and open. Pas- senger and ex- press. MARYLAND. 1,589 1,487 622 664 ,196 5 42 27 1 32 1,533 56 1,515 1,488 19 43 2 4 14 5 10 ( \ 8,310 1,418 17 13 o 4 14 5 10 590 9 4 2 3 5 2 3 632 8 7 196 12 26 1 1 32 1,475 15 7 2 4 11 5 10 13 4 36 1,475 10 ■> s 2 30 4 5 1 2 ii 7 '3 7 3 11 5 10 7 fi q 10 4 7,275 4 3,401 4 7,801 509 4 7,021 MASSACHUSETTS. 3,869 5 94 197 740 4 1 12 65 64 933 1,392 3,612 17 28 18 32 17 16 8 17 6 19 24 62 17 25 17 12 7 67 130 13 14 2 27 35 15 10 30 29 49 29 39 126 21 49 20 38 15 28 53 56 17 H 24 11 37 4 30 4 14 ^° 254 43 3 9 19 17 2 ( ! ) ( 2 ) 13 20 10 32 3 362 22 32 20 9 49 47 795 1,193 3,281 14 28 15 29 14 5 7 13 4 16 19 63 15 21 15 11 6 64 114 12 12 2 23 28 12 8 23 26 40 25 34 112 18 43 17 34 14 26 46 43 14 3 21 16 309 477 1,734 6 24 8 14 7 3 3 10 6 7 22 6 9 7 5 3 18 42 4 5 2 9 11 6 5 6 10 20 13 15 51 6 16 8 13 5 11 21 21 6 6 28 31 486 716 1,547 8 2 1 6 6 88 156 290 2 1 9 62 54 889 1,219 3,487 13 9 11 31 17 5 7 11 4 19 24 61 14 24 16 12 7 50 130 13 14 2 25 34 15 7 30 29 48 28 33 122 20 45 20 38 15 28 53 56 13 3 3 44 173 126 4 19 7 1 11 1 6 2 1 3 1 1 17 2 1 3 1 1 6 4 1 4 4 9 46 47 840 1,091 3,131 11 9 15 29 15 8 4 16 22 53 13 21 15 11 6 43 114 12 12 2 23 32 13 8 23 6 40 25 34 115 19 37 17 34 14 28 49 46 14 i s 1 50 20 30 1 4 S 22 11 fi 7 8 New York, New Haven and Hartford Railroad 4 7 15 7 2 4 3 4 10 12 31 9 12 8 6 3 36 72 8 7 2 1 1 1 1 2 2 1 2 2 1 10 11 v» 9 is 2 TS ifi 3 2 3 1 2 1 1 1 9 8 1 2 1 1 3 5 1 1 1 1 °i oo °1 4 7 14 17 6 3 17 16 20 12 19 61 12 27 9 21 9 15 25 21 8 2 1 1 2 6 2 2 4 3 7 3 4 7 2 3 3 3 1 1 2 1 2 1 1 6 1 3 1 2 3 8 1 4 4 2 1 1 18 10 29 4 25 4 5 11 10 5 13 2 9 4 3 6 8 5 16 2 16 2 4 1 2 23 11 33 4 27 4 4 12 1 18 6 4 3 10 1 29 4 27 4 6 11 2 3 2 6 8 1 1 1 219 34 3 6 15 13 2 105 13 2 7 7 2 114 21 3 4 8 6 .16 3 19 6 231 41 3 9 18 17 2 23 2 1 ,235 32 3 6 14 14 2 1 2 2 2 2 2 12 16 8 28 3 316 18 21 17 4 6 2 11 3 139 8 9 7 8 10 6 17 1 2 1 2 13 19 9 30 3 362 19 24 20 1 1 2 3 8 4 16 8 28 3 330 18 21 17 2 1 2 176 10 12 10 6 1 9 10 1 1 32 2 2 2 75 1 Cars furnished by another company. GENERAL TABLES. EQUIPMENT, BY COMPANIES: 1902— Continued. 313 number of cars— continued. NUMBER OF— With brakei. Heated. Lighted. Stations. Car houses. Horses. Lamps for buildings, shops, car houses, etc. Miles of exclusive telephone lines. Hand. Air. Other mechan- ical. Total. Electric. Stove, etc. Total. Electric. Oil, gas, etc. Arc. Incandes- cent. a a 3 S5 1,335 4 241 121 110 11 1,557 1,557 17 30 72 67 4,360 8 1,234 19 43 2 4 14 5 10 241 86 9 4 2 4 7 2 3 86 1,488 17 13 2 4 14 5 10 1,488 17 13 2 4 14 5 10 24 1 3 72 50 4,000 95 45 1 9 2 5 1 1 2 4 2 4 7 8 3 4 4 1 1 120 50 40 10 5 7 6 2 2 1 3 2 129 7 3 8 9 4 8,274 4 3,244 4 3,232 4 7,709 4 7,709 10 1,207 5 12 236 421 594 34,212 891 12 49 64 933 1,892 3,612 17 28 18 32 17 16 7 15 6 19 24 62 17 25 17 12 7 67 130 13 14 2 27 35 15 10 SO 29 49 29 39 126 21 49 20 38 15 28 53 56 17 1 3 16 16 306 388 1,725 6 4 6 14 7 3 8 16 16 306 376 1,725 6 4 6 14 7 3 12 46 48 889 1,065 3,497 16 28 16 32 17 7 4 15 4 19 24 62 14 26 17 12 7 60 130 12 14 2 25 34 15 5 29 29 48 28 37 122 21 45 20 35 15 28 49 56 17 12 46 48 889 1,065 3,497 16 28 16 32 17 7 4 15 4 19 24 62 14 25 17 12 7 60 130 12 14 2 25 34 15 6 29 29 48 28 37 122 21 45 20 35 15 28 49 56 17 1 2 2 37 45 33 1 1 1 3 1 1 1 1 1 1 30 195 250 3,133 3,043 19,096 45 10 1 2 2 20 44 279 2 43 143 196 160 13 28 11 4 14 4 28 120 182 3 5 16 353 4 12 5 25 fi 9 7 23 1 1 3 a 1 125 25 80 3 9 1 3 10 15 11 12 1 13 5 . 6 1 85 50 440 14 4 16 18 18 1 5 8 12 14 21 IB 6 7 22 6 9 7 5 3 15 42 4 5 2 9 11 6 2 6 10 20 13 15 50 6 16 8 13 5 11 21 22 6 6 7 22 6 9 7 5 3 15 42 4 5 2 9 11 6 2 6 10 20 13 15 60 6 16 8 13 5 11 21 22 6 lfi 1 4 17 2 1 2 1 6 16 70 20 100 100 IP 19 10 15 16 6 6 26 30 9 7 13 20 21 12 22 1 8 2 1 4 5 1 •a N 6 12 10 14 5 4 170 550 25 5 ■>A 4 30 25 26 1 27 ■a 3 1 12 3 24 14 15 1 13 32 19 5 2 1 2 1 130 60 163 % 1 3(1 1 1 15 31 32 1 1 4 2 3 5 1 3 1 2 2 83 35 100 15 50 400 150 45 70 150 60 150 270 200 60 33 7 30 34 2 1 2 35 1 36 37 5 40 6 23 22 19 5 3f 7 2 2 3 2 3 3 3!- 4 1 1 1 AC 4: 16 4; 4f 5 2 2 3 1 3 3 3 1 5 44 4f 12 4 25 10 6 2 1 -h 4' 4i 23 11 37 4 30 4 14 13 10 6 13 2 9 4 2 6 10 5 13 2 9 4 2 6 23 11 33 4 30 4 6 12 23 11 33 4 30 4 5 12 2 1 2 1 3 1 3 1 15 60 5 200 10 30 100 4' 5 6 3 5 3 5 16 1 22 5 1 5- 5 10 8 4 5 5 254 43 3 9 18 17 2 71 17 3 4 16 2 105 13 3 2 6 7 1 105 13 3 2 6 7 1 43 3 9 16 16 2 43 3 9 16 16 2 8 1 1 1 1 1 1 1 40 29 5 fi 15 54 30 fi 10 17 fi fi 6 13 20 10 32 3 348 22 21 20 6 4 6 2 11 3 124 8 9 6 2 11 3 124 8 9 7 20 9 82 3 362 22 21 20 20 9 32 3 362 22 21 20 2 1 1 1 14 1 1 1 10 90 30 150 70 1,350 165 1,000 150 6 fi fi 7 1 114 8 21 .17 1 1 5 7 7 17 25 1 65 : 10 1 20 5 20 15 •i i 1 2 Cars r ented. 314 STREET AND ELECTRIC RAILWAYS. Table 95.— CARS AND MISCELLANEOUS STATE AND NAME OF COMPANY. NUMBER OP ;ars. Aggre- gate. Passenger. Ex- press, freight, and mail. Work and miscel- lane- ous. Snow- plow. Sweep- er. Electric equipment. With fend- ers. Total. Closed. Open. Combination. With. With- out. .5 3 Closed and open. Pas- senger and ex- press. MICHIGAN. Total for state 1,757 1,531 919 588 15 9 48 132 38 8 1,466 291 1,287 1 7 47 30 920 97 37 17 162 19 38 30 6 13 23 64 17 34 18 19 14 58 7 6 74 1,083 7 43 29 838 56 34 12 150 15 19 16 4 10 21 61 16 29 12 18 11 54 6 5 65 1,026 8 115 886 8 9 47 5 20 11 533 39 29 8 75 15 11 16 4 4 12 29 10 10 7 9 7 26 4 1 34 717 ' 1 23 18 305 17 4 4 75 5 41 15 905 58 37 4 124 19 24 20 5 10 21 53 11 18 8 9 11 19 6 4 39 814 2 6 15 15 39 13 38 14 10 1 3 2 11 6 16 10 10 3 39 1 2 35 269 2 43 910 58 37 123 19 22 16 31 8 12 6 794 *2 2 1 1 1 8 BeDton Harbor and St. Joseph 4 Detroit United Railway 12 8 2 54 32 1 3 7 1 10 1 o 2 16 1 5 Detroit and Port Huron Shore Line 6 Detroit, Ypsilanti, Ann Arbor and Jackson Escanaba Electric Railway 1 V 1 1 2 8 3 3 17 9 Grand Rapids, Grand Haven and Muskegon Grand Rapids, Holland and Lake Michigan Houghton County Street Railway 10 11 6 2 2 4 1 1 1? 13 6 9 20 6 19 5 9 2 25 2 2 29 309 14 Jackson and Suburban Traction 1f> 12 1 1 1 1 1 1 16 Lansing City Electric 17 Manistee, Filer Citv and Eastlake 3 5 IS Marquette and Presque Isle 1 IP Menominee Light, Railway and Power 1 1 1 T> 3 2 1 ■ 2 2 1 1 3 32 ■>1 ?'- Detroit, Plymouth and Northville ■ft 2 2 *>4 6 21 4 MINNESOTA. 1 8 126 930 8 11 49 4 114 585 7 7 31 4 1 301 1 2 16 5 110 683 7 9 37 3 16 247 1 •1 12 8 119 659 8 4 '' 8 23 1 20 2 1 ? 4 1 => 1 1 2 1 MISSISSIPPI. 1 l 1 6 11 10 4 18 2,484 6 10 9 4 18 2,305 6 6 7 4 8 1,465 1 3 9 7 4 14 1,932 3 2 3 4 552 4 2,177 4 2 1 1 1 1 Vicksburg Railroad, Power and Manufacturing... MISSOURI. 10 527 310 3 i 27 86 6 60 1 4 6 40 845 9 170 1,179 78 64 10 22 18 3 33 109 1 2 6 36 801 9 157 1,090 66 60 10 15 16 3 31 90 1 1 1 2 2 446 4 65 4 4 4 I 15 I 30 6 805 157 1,059 78 62 10 17 2 1 1 ] 3 1 3 25 443 2 75 750 66 60 1 3 11 245 7 82 153 6 38 399 5 105 1,175 74 61 10 18 17 5 - 1 4 3 14 113 26 | 7 8 9 St. Joseph Railway, Light, Heat and Power 2 12 3 1 4 49 2 4 31 23 1| 187 10 14 6 3 17 62 1 1 3 4 2 10 i 14 28 2 2 , 18 79 MONTANA. 9 6 1 1 2 3 4 5 22 3 49 18 17 295 18 2 39 16 15 282 12 24 13 11 163 6 1 2 1 1 5 2 49 10 13 271 17 1 > 1 8 15 3 4 118 \ 1 2 1 5 1 8 4 24 17 206 1 1 7 NEBRASKA. 1 1 a -1 80 4 208 3 73 4 202 3 41 4 115 3 31 1 1 5 1 60 20 4 4 202 87 6 208 3 1 Horses rented. general tables. EQUIPMENT, BY COMPANIES: 1902— Continued. 315 NUMBER OF CARS— continued number te- With brakes. Heated. Lighted. stations. Car houses. Horses. Lamps for buildings, shops, ear houses, etc. Miles of exclusive telephone lines. Hand. Air. Other mechan- ical. Total. Electric. Stove, etc. Total. Electric. Oil, gas, etc. Arc. Incandes- cent. 'A 1, 735 183 11 953 186 772 1,658 1,657 1 1 76 56 38 107 10, 406 508 7 47 30 920 97 37 17 162 19 38 30 6 11 23 57 17 34 12 19 14 58 6 6 69 1,083 5 18 10 546 47 29 9 75 15 16 16 4 4 12 40 10 10 6 9 7 29 2 3 36 599 2 18 10 4 3 7 43 30 910 71 37 13 160 19 23 20 6 10 23 64 17 29 12 18 11 56 6 5 69 1,078 7 43 30 910 70 37 1 2 2 15 5 4 1 3 1 1 2 1 1 1 3 1 1 1 1 1 1 1 1 5 13 5 2,000 25 1,800 500 100 150 3,000 500 300 150 100 100 16 200 20 90 55 105 15 400 250 25 500 2,492 1 4 1 8 4 20 3 •> 58 31 26 542 47 23 1 58 22 6 11 1 150 100 78 4 1 5 6 ! 8 17 15 fi 13 160 19 23 20 5 10 23 64 17 29 12 18 11 56 6 5 69 1,078 1 6 11 40 3 19 13 12 8 7 45 44 14 16 10 16 4 o V 4 12 7 10 4 2 1 1 7 4 - 11 32 33 3 1 ""io" 5 15 1 9 5 3 9 2 29 2 3 i 2 25 '0 2 10 2 3 26 6 58 34 597 2 6 10 174 9 18 3 8 126 930 8 11 49 4 115 467 7 6 10 4 114 466 7 6 2 8 122 930 8 10 48 8 122 930 8 10 48 1 2 9 12 300 2,050 30 100 242 1 1 3 3 8 17 50 123 5S 3 18 •1 1 1 5 1 1 7 5 S 2 6 11 10 4 18 2,395 2 6 11 9 4 18 2,356 6 11 9 4 18 1,918 1 1 1 1 1 56 o 1 3 2 20 52 20 150 11, 325 T 4 8 1,589 8 530 3 139 39 5 100 309 1,059 438 34 170 1 3 o 6 40 845 9 170 1,093 78 64 10 20 18 3 33 l 107 1 3 1 1 1 « 1 2 2 3 1 6 o 1 (') 3 3 443 2 60 900 66 60 10 15 6 3 22 325 6 38 839 9 157 1,095 66 63 10 18 17 3 31 94 6 38 405 9 157 1,095 66 63 10 18 17 1 3 13 1 3 23 1 1 1 3 I 1 25 500 750 20 275 7,500 1,394 330 70 350 30 4 4 12 31 86 132 iis 434 20" 17 fi 7 60 100 19 S 13 1 171 1 6 900 6 1 6 18 46 35 27 13 60 60 10 10 15 6 ... 6 13 1 11 3 15 2 15 31 86 34 75 390 16 7 47 60 60 8 1 1 22 3 ! 49 : 10 | 17 1 295 7 12 no 13 11 165 12 i 13 11 13 2 48 16 15 2S5 76 4 202 3 13 2 40 16 15 281 o 1 1 1 S S 25 10 75 30 250 725 1 :. 1 1 ? 47 8 10 1 15 11 3 1 1 4 5 16 IK) 4|| 1 30 80 i 208 3 43 4 115 3 43 4 115 3 76 H 3 4 14 12 1 300 1 4 ? id 202 3 4 1 10 400 25 3 :::::::::: r i 316 STREET AND ELECTRIC RAILWAYS. Table 95.— CARS AND MISCELLANEOUS STATE AND NAME OF COMPANY. NEW HAMPSHIRE. Total for state Concord Street Railway Chester and Derry Exeter, Hampton and Amesbury Keene Electric Railway Laconia Street Railway Manchester Street Railway Portsmouth Electric Railway .■ NEW JERSEY. Total for state West Jersey and Seashore Bridgeton and Millville Brigantine Transportation Camden, Gloucester and Woodbury Camden and Suburban Cape May, Delaware Bay and Sewells Point Elizabeth, Plainfield and Central Jersey New Jersey and Hudson River Railway and Ferry Jersey City, Hoboken and Paterson North Jersey Street Railway Jersey Central Traction Monmouth County Electric Atlantic Coast Electric Railroad Millville Traction Mt. Holly Street Railway Middlesex and Somerset Ocean City Electric Railroad Orange and Passaic Valley South Orange and Maplewood Raritan Traction Point Pleasant Traction, Electric Light and Power Newark and Hackensack Trenton Street Railway Camden and Trenton Trenton, Lawrenceville and Princeton Orange Mountain Traction NEW MEXICO. Total for territory Albuquerque Street Railroad NEW YORK. Total for state Albany and Hudson Railway and Power United Traction Hudson Valley Railway Troy and New England Amsterdam Street Railroad Auburn City Railway Auburn Ipterurban Electric Ballston Terminal Railroad Binghamton Railway International Railway Crosstown Street Railway Buffalo and Depew Buffalo, Hamburg and Aurora Ontario Light and Traction Catskill Electric Railway Cohoes City Railway Cortland County Traction Corning and Painted Post Dunkirk and Fredonia Dunkirk and Point Gratiot Elmira Water, Light and Railroad Ocean Electric Railway Citizens Street Railway Fonda, Johnstown and Gloversville. , Lake Ontario and Riverside Geneva, Waterloo, etc., Traction Mountain Lake Electric Bennington and Hoosick Valley Hornellsville Electric Railway Hornellsville and Canisteo Huntington Railroad Ithaca Street Railway Jamestown Street Railway Kingston Consolidated Lewiston and Youngstown Frontier Lima-Honeoye Light and Railroad Middletown-Goshen Electric New York and Long Island Traction Aggre- gate. 133 11 '.IS) 11 11 99 23 84 28 10 64 124 14 SID 24 416 .WO 4 19 S3 16 NUMBER OF CARS. = 54 396 110 26 24 23 6 11 112 670 251 8 11 7 10 17 21 12 23 12 78 5 18 29 3 3") 5 19 13 7 12 30 56 10 9 5 24 5 Total. 60 114 11 83 21 415 771 4 16 75 13 31 356 103 17 22 22 4 2 81 567 251 5 7 7 10 14 18 11 19 12 74 5 17 23 3 32 5 15 11 5 SI Passenger. Closed. 1,083 41 11 255 509 2 6 9 li 3 26 1 18 4 26 200 36 8 8 11 4 1 42 308 221 Open. 1 1 2 146 60 11 6 47 36 10 42 10 159 262 2 9 62 7 4, 626 5 156 67 9 14 11 Combination. Closed and open. Pas- senger and ex- press. 1 4 17 24 44.H Ex- press, freight, and mail. Work and miscel- lane- ous. Snow- plow. Sweep. 188 Electric equipment. 1,955 65 21 7 64 122 11 90 20 409 830 4 17 73 10 10, 222 109 10 20 21 6 2 67 519 251 5 5 3 17 13 11 ,8 12 71 2 13 27 With- out. 3,818 9 45 151 With fend- ers. 1,881 64 120 21 428 801 7,123 29 377 7 5 18 20 4 01 463 251 5 7 1 Exclusive of 1 steam motor GENERAL TABLES. EQUIPMENT, BY COMPANIES: 1902— Continued. 317 number of cars — continued. NUMBER OF — With brakes. 1 Heated. Lighted. Stations. Car houses. Horses. Lamps for buildings, shops, car houses, etc. Miles of exclusive telephone lines. Hand, Air. Other mechan- ical. Total. Electric. Stove, etc. Total. Electric. Oil, gas, etc. Arc. Incandes- cent. a 2 287 89 95 92 3 266 266 17 14 12 83 847 127 33 11 99 11 11 99 23 2,154 11 5 31 4 3 31 10 1,087 8 5 31 4 3 31 10 655 3 29 10 89 11 9 96 22 2,099 29 10 89 11 9 96 22 2,094 3 2 3 1 1 1 6 1 1 3 1 64 4 18 250 15 195 75 50 157 105 11,782 10 8 75 39 15 •i » 40 10 49 8 45 5 191 18 16 247 8 22 308 432 5 87 84 28 10 64 124 14 90 24 446 880 4 19 81 16 3 57 8 40 7 20 5 14 95 14 5 2 8 1 3 20 13 20 13 84 26 8 64 124 11 86 24 417 880 4 17 83 13 3 57 8 39 6 20 5 12 89 13 4 2 8 84 26 8 64 124 11 86 24 417 880 4 17 83 13 4 1 2 2 2 3 2 4 1 9 17 1 1 1 2 1 4 2 1 1 1 1 1 2 2 1 2 540 100 100 225 2,570 100 298 155 2,020 3,169 50 175 675 100 9 31 7 9 30 2 9 1 1 9 13 65 1 41 11 256 509 2 6 13 6 13 1 5 65 1 41 25 4 2 2 2 15 43 223 11 156 309 •100 200 2 20 39 25 45 17 150 in 6 13 1 2 5 90 3 5 3 2 1 12 26 1 18 4 10 26 1 3 4 10 57 8 39 6 20 5 12 89 13 4 1 235 65 115 50 75 50 45 800 15 30 25 20 15 1 1 2 1 2 1 1 10 48 11 3 10 48 11 1 5 7 23 1 3 1 1 10 3 3 2 8 26 1 14 8 13, 805 8 12, 932 8 -a* 2,541 1 565 1 177 14 5 760 2,070 1,160 8,734 5,868 2,866 10, 891 901 40, 340 534 54 396 140 26 22 22 6 11 112 463 251 8 11 7 10 17 21 12 23 12 78 2 18 29 3 35 5 19 13 7 12 30 56 40 9 4 24 5 28 11 7 20 200 44 8 8 11 4 2 38 311 221 5 5 2 4 8 6 ' 5 12 17 200 26 8 8 11 4 1 38 311 221 5 6 2 3 40 396 124 19 20 23 6 2 112 495 251 5 7 7 10 17 21 12 19 12 78 2 18 27 3 33 5 17 11 5 9 29 56 38 8 2 22 4 36 396 124 19 20 23 6 2 112 495 251 5 7 7 10 17 21 12 19 12 78 2 18 27 4 "5 6 4 2 5 3 1 1 1 19 42 805 707 1,200 200 15 100 40 15 137 9 178 28 4 18 s 5 6 4 3 5 3 6 2 2 6 2 32 2 7 1 1 2 10 3 1 1 1 1 1 1 1 1 2 60 500 3,716 260 50 50 15 25 12 100 30 60 20 41 15 30 155 S 8 8 200 26 5 8 39 2 3 59 5 9 76 8 1° 5 IS 1 14 4 15 14 8 6 5 2 16 1 1 17 11 10 3 1 in "0 1 37 16 21 11 •'l ■n 7 14 3 12 1 7 6 4 2 12 27 14 3 2 9 4 7 1 1 1 1 1 2 1 .)!j 4 14 1 10 °4 3 2 3 6 "5 l 7 6 4 2 12 27 14 3 2 9 4 33 5 17 11 5 9 29 56 38 8 2 22 4 2 10 350 60 60 40 ■fi ■»7 10 •>R 1 "9 30 31 32 ■w 2 1 3 2 6 2 9 5 100 100 300 1,000 110 15 150 25 6 2 2 2 1 1 2 1 1 3 2 1 12 34 8 5 !f> 36 3 37 4 1 9 38 ! Exclusive of 1 steam locomotive. 318 STREET AND ELECTRIC RAILWAYS. Table 95.— CARS AND MISCELLANEOUS S^ATE AND NAME OF COMPANY. NEW YORK— Continued. Orange County Traction New Paltz and Poughkeepsie Interurban Central Crosstown ... Fulton Street Railroad Thirty-fourth Street Crosstown Twenty-eighth and Twenty-ninth Street Cross- town. Third Avenue Railroad Forty-seeondStreet.Manbattanvilleand St. Nicho las Avenue. Dry Dock, East Broadway and Battery Kingsbridge Railway Southern Boulevard 'Railroad Yonkers Railroad Union Railway Tarrytown, White Plains and Mamaroneck Westchester Electric Railroad Manhattan Railway (elevated) Pelham Park Railroad City Island Railroad Brooklyn Rapid Transit Coney Island and Brooklyn Van Brunt Street and Erie Basin New York and Queens County New York and North Shore Staten Island Midland Staten Island Electric Niagara Gorge Railroad Northport Tract ion Ogdensburg Street Railway Olean, Rock City and Bradford Olean Street Railway Oneida Railway Oneonta, Cooperstown and Richfield Springs Westchester Traction Oswego Traction Peekskill Lighting and Railroad Perm Y'an, Keuka Park and Branchport Plattsbu rg Traction New York and Stamford Port Jervis Electric, Gas and Railroad Poughkeepsie and Wappingers Falls Rochester Railway Rochester and Suburban Rochester and Sodus Bay Rochester, Charlotte and Manitou Rome City Schenectady Railway Sea Cliff Incline Cable Soutbfield Beach Railroad Syracuse Rapid Transit Syracuse and Suburban Syracuse, Lakeside and Baldwinsville Utica and Mohawk Valley Black River Traction Elmira and Seneca Lake Buffalo, Garden ville and Ebenezer Hamburg Railway Buffalo and Williamsville NORTH CAROLINA. Total for state Asheville Electric Asheville Street Railroad Asheville and Craggy Mountain Charlotte Railway, Light and Power Raleigh Electric Consolidated Railways, Light and Power Fries Manufacturing and Power OHIO. Total for state Ashtabula Rapid Transit Pennsylvania and Ohio Ohio Central Traction Consol idated Stark Electric Canton-Akron Chillicothe Electric Railroad, Light and Power. . Cincinnati Traction Price Hill Incline Plane t Mill Creek Valley Cincinnati, Dayton and Toledo Cincinnati, Lawrenceburg and Aurora !Cars rented. Aggre- gate. 40 9 3,063 117 9 52 14 600 128 203 A (') SO 462 24 t 1 ) : 1,331 11 (') > 3, 504 581 15 274 59 70 109 32 3 17 13 21 2 29 9 20 18 8 11 35 6 18 39 18 11 90 2 (') 147 15 20 160 28 9 10 15 9 4,335 19 15 16 6 11 73 10 1,105 4 53 73 13 NUMBER OF CARS, 31 5 2,903 113 9 60 14 582 118 189 4 75 450 13 , 290 9 ,285 566 15 253 35 65 103 29 2 16 8 IS 2 14 9 23 16 6 10 32 6 23 196 18 19 16 10 61 2 154 11 17 138 21 8 10 9 5 3,975 17 13 11 6 11 66 8 1,063 9 50 52 12 Passenger. Closed. 14 2 1,805 83 9 50 14 320 100 171 4 34 219 4 1,681 286 7 126 10 20 33 12 2 7 10 6 2 4 12 3 14 147 6 Open. 958 30 190 18 41 201 9 127 25 45 70 Combination. Closed and open. 9 6 4 2 9 35 4 545 38 41 12 1, 594 26 4 518 31 senger and ex- press. Ex- press, freight, and mail. Work and miscel lane- ous. 120 8 ..... Snow- plow. Sweep er. Electric equipment. With. With- out. 21 7 2,181 50 600 462 24 2,941 557 15 244 38 70 109 23 3 16 9 19 16 7 25 18 7 11 35 3 25 186 14 26 6 106 14 20 102 24 8 4 12 9 3,188 16 2 882 117 9 2 14 128 203 1,180 11 563 24 10 1 403 4 With fend- ers. 30 1,266 50 682 2,412 557 15 65 103 32 176 14 37 2,987 2 Exclusive of 292 steam locomotives. GENERAL TABLES. 319 EQUIPMENT, BY COMPANIES: 1902— Continued. \ NUMBER jf cabs— continued. NUMBER OF — With brakes. Heated. Lighted. Stations. Car houses. Horses. Lamps for buildings, shops, car houses, etc. Miles of exclusive telephone lines. Hand. Air. Other mechan- ical. Total. Electric. Stove, etc. Total. Electric. Oil, gas, etc. Arc. Incandes- cent. a 40 9 3,063 117 9 52 14 600 128 203 4 14 4 1,983 83 9 50 14 392 100 171 4 14 2 1,431 40 9 2,750 116 9 50 14 582 118 201 4 40 9 1,868 5 3 2 15 o 150 30 5,000 150 11 9 39 2 • 2 652 83 9 40 882 115 9 3,676 534 44 150 41 ■r> 43 50 50 44 14 14 232 26 89 842 45 392 582 3 4 3 30 30 15 SOO 1,000 100 46 100 171 118 201 47 48 4 4 49 50 80 462 24 34 249 4 34 249 4 75 456 14 75 456 14 3 4 1 3 1 2 4 1 1 13 300 500 250 250 8,000 51 50 5-' 53 3 199 3 15 200 54 1,331 11 1,331 1,268 9 332 936 9 1,290 9 354 1)36 9 = SS 82 22 57 3,604 581 15 274 39 70 109 32 3 17 286 847 2, 215 291 7 126 10 20 33 3 2 9 4 12 2 8 7 9 6 2 4 12 3 23 166 3 28 1,381 291 7 126 10 20 33 3 2 9 4 12 834 3,198 576 15 261 36 67 103 29 3 16 11 .19 2 16 9 22 17 7 10 35 6 25 219 18 37 18 10 90 2,986 576 15 261 36 67 103 29 3 16 11 19 212 151 17 7 2 3 1 1 o I 150 20 9,000 350 30 1.C00 250 100 54 10 30 20 05 50 2'J 0^ fiO o 3 12 36 9 til IV> 2 3 63 1 3 CI 29 1,5 1 _ 5 fifi 1 2 1 1 1 67 13 6 11 20 fis 21 3 8 69 2 2 2 7 2 70 29 17 6 16 9 22 17 10 35 6 25 195 19 37 18 8 150 50 25 25 50 27 71 9 7' 1 26 9 6 2 4 12 3 23 115 2 28 2 2 1 1 1 1 1 3 2 3 1 1 1 1 73 18 74 8 4 1 1 8 11 50 135 30 76 35 3 6 25 228 18 37 18 7 90 4 21 i 79 1 14 51 1 24 1 9 24 1 1 1 o 12 4 500 12 s 50 40 20 SO 81 39 7 S'"> 83 3 25 5 43 5 10 S4 43 90 i 39 8 S5 Si; 1 2 1 1 5 1 1 1 1 1 S 20 600 S7 147 13 17 160 24 9 10 11 9 130 14 88 10 s 77 12 6 3 8 3 48 88 10 8 58 12 C 3 1 48 134 12 17 1S8 22 "i 10 9 6 100 134 12 17 136 1 10 9 6 100 9 2 2 12 SK 1 1 o 78 40 211 ISO 50 35 60 20 460 S9 5 v? -5' 90 31 19 o 10 1 91 99 4 1 5 16 93 94 4 5 95 96 16 1 3 9 15 7 28 30 22 10 12 21 4,300 1 4 12 4 12 7 28 2 21 10 12 20 4,100 7 28 2 21 10 12 20 4,100 1 1 1 1 1 1 1 1 138 3 150 60 1 ? 15 ' i ; 85 2 3 12 5 6 12 5 6 9 1,381 4 1 o 6 470 40 34 50 17,207 5 1 4 248 6 9 13 1, 257 7 115 147 2, 421 1,040 1S7 17 15 If. C . 31 73 30 1,105 9 14 4 2 11 9 13 4 o 17 14 12 6 11 70 9 1,063 2 50 44 12 17 14 12 6 11 70 9 1,063 o 50 44 12 1 3 1 1 1 3 1 11 o 4 1 50 100 50 50 S2 300 25 550 50 250 1,615 200 1 7 1 3 24 12 1 3 2S o 1 60 4 10 4 8 11 8 2 2 26 32 ' 35 27 4 495 46 44 12 f 4 545 50 44 12 ' 50 50 1 U ' 2 10 5 35 f , o 4 16 o f . 63 60 13 46 1 1 2 3 144 33 If 22 13 1 1 11 'Telegraph lines. * Horses rented. s Exclusive of 121 steam locomotives. 6 Exclusive of 1 electric engine and 1 steam locomotive. 320 STREET AND ELECTRIC RAILWAYS. Table 95.— CARS AND MISCELLANEOUS STATE AND NAME OF COMPANY. OHIO— Continued. Cleveland Electric Railway Cleveland City Railway Cleveland, Elyria and Western Eastern Ohio Traction Cleveland, Painesville and Eastern Northern Ohio Traction Columbus Railway Columbus, London and Springfield Columbus, Buckeye Lake and Newark . . . City Railway , Peoples Railway Oakwood Street Dayton and "Western Dayton and Northern , Dayton, Springfield and Urbana Dayton and Troy Dayton and Xenia , Peoples Gas and Electric Delaware Electric Railway United Electric East Liverpool Railway Lancaster Traction. Lima Railway and Light Western Ohio Railway Lorain Street Railway Mansfield Railway, Light and Power Marion Street Railway Mt. Vernon Electric Railway Newark and Granville Tuscarawas Traction Ohio River Railway and Power Portsmouth Street Railroad Salem Electric Railway Springfield Railway Springfield and Xenia Steubenville and Pleasant Heights Steubenville Traction and Light Electric Railway and Power Tiffin, Fostoria and Eastern Toledo Railways and Light Toledo, Bowling Green and Southern . . . Toledo, Fostoria and Findlay Toledo and Western Lake Shore Toledo and Maumee Valley Wellston and Jackson Belt Worthington, Clintonville and Columbus Youngstown Park and Falls Youngstown-Sharon Railway and Light . Mahoning Valley Zanesville Electric Railway OREGON. Total for state Astoria Electric Portland Railway City and Suburban Portland City and Oregon Salem Light, Power and Traction Union Street and Suburban .. PENNSYLVANIA. Total for state Lehigh Valley Traction Philadelphia and Lehigh Valley Allentownand Kutztown Traction Altoona and Logan Valley Bangor and East Bangor Beaver Valley Traction Riverview Electric Street Railway Patterson Heights Street Railway Columbia and Montour Bradford Electric Street Railway Butler Passenger Railway Carlisle and Mt. Holly Cumberland Valley Traction Chester Traction Media, Middletown, Aston and Chester .. Philadelphia and Chester Railway Connellsville Suburban Newtown Electric Street Railway Doylestown and Easton Doylestown and Willow Grove Dubois Traction Eastonand Nazareth ~i NUMBER OF OARS. Aggre- gate. 047 294 39 30 31 128 314 10 17 155 116 24 10 11 21 29 21 5 13 5 31 14 28 25 25 32 11 11 20 25 11 21 6 51 8 6 25 14 16 sue, 5 103 118 31 20 12 31 77 1 41 3 1 13 15 12 13 14 84 21 H 7 17 6 13 58 1 285 27 25 29 115 275 10 14 152 114 24 6 8 18 19 18 4 13 5 28 12 27 19 14 30 10 11 17 22 11 19 6 24 13 13 283 32 9 15 62 16 10 4 20 43 5 95 105 26 18 1 6,420 168 32 26 73 1 38 3 1 12 14 11 10 12 76 17 Passenger. Closed. 366 227 21 20 22 56 152 10 5 62 51 14 4 10 2 7 3 18 7 15 16 14 14 7 2 7 15 3 11 4 36 3 2 11 3 6 132 26 4 9 54 8 10 4 6 23 40 16 150 Open. 218 58 2 56 123 4 12 10 4 151 6 3 3 6 8 Combination. Closed and open. Pas- senger and ex press. Ex- press,, freight, and mail. Work and miscel- lane- ous. Snow- plow. Sweep- Electric equipment. 523 287 30 36 31 64 232 10 15 103 42 20 8 9 21 18 16 2 13 5 31 12 24 25 20 27 10 4 11 20 11 11 6 41 6 6 25 8 13 155 39 8 19 61 19 5 6 11 31 61 6,450 124 31 25 55 1 37 3 1 10 12 12 With- out. 124 7 9 With fend- ers. 631 285 33 31 29 59 267 10 16 100 40 20 8 9 20 15 16 2 13 132 32 6 15 40 17 10 5,693 145 19 25 73 1 1 Exclusive of 1 steam locomotive. GENERAL TABLES. 321 EQUIPMENT, BY COMPANIES; 1902— Continued. number or cars — continued. NUMBER OF — With brakes. Heated. Lighted. Stations. Car houses. Horses. Lamps for buildings, shops, car houses, etc. Miles of exclusive telephone lines. Hand. Air. Other mechan- ical. Total. Electric. Stove, etc. Total. Electric. Oil, gas, etc. Arc. Incandes- cent. a 3 "A 647 294 83 31 81 128 307 10 17 152 116 24 10 9 21 25 21 4 13 6 31 14 28 25 21 32 11 11 20 25 11 21 6 61 8 6 25 14 16 306 39 9 54 81 17 10 5 20 47 66 33 277 13 368 227 33 25 27 59 152 10 9 62 51 24 8 9 16 15 11 2 7 4 18 7 15 20 19 17 7 2 7 15 5 11 4 37 5 2 12 8 6 132 26 if 63 8 10 4 6 27 40 16 25 2 366 227 628 285 33 31 30 128 285 10 17 152 115 24 8 9 21 22 20 4 13 5 28 12 28 21 25 32 10 11 20 15 11 20 6 50 6 6 25 13 14 283 32 9 15 66 19 10 4 20 47 59 33 253 628 285 33 31 30 128 285 10 17 152 115 24 8 9 21 22 20 4 13 5 28 12 28 21 25 32 10 11 20 15 11 20 6 50 6 6 25 13 14 283 32 9 15 66 19 10 4 20 47 59 33 237 5 7 9 6 2 2 9 7 3 2 3 4 6 1 2 3 3 1 1 1 1 3 2 1 1 1 2 2 1 1 3 1 1 1 2 2 1 3 1 2 1 1 2 1 3 3 2 1 1 4 1 ■■> I 16 26 100 6 2,960 600 300 1,000 240 500 1,700 50 350 240 200 160 150 410 107 350 400 40 100 50 75 50 50 78 120 125 15 200 60 75 60 100 6 200 150 17 14 33 31 33 9 27 27 152 10 9 62 51 24 8 9 16 10 11 2 7 3 17 7 15 9 14 6 62 90 38 35 15 16 31 17 1 10 2 1 6 1Q 14 32 4 19 17 6 65 41 18 5 20 3 3 3 W •'4 8 9 8 15 9 6 14 10 8 10 1 3 2 25 41 12 32 50 9 5 6 2 1 1 V> 3 8 14 1 4 1 2 1 1 79 10 12 21 14 11 6 11 7 18 10 ■-19 2 1 1 o 10 7 1 14 5 9 2 1 1 2 2 4 1 ■IS 37 5 2 11 1 9 3 3 2 19 6 7 1 8 3 132 12 1 2 4 100 20 85 1,000 100 175 54 175 65 10 2 3 2 15 21 40 14 9 54 25 1 10 14 6 2 30 16 56 134 12 15 41 8 17 20 4 24 12 22 8 10 4 6 , 20 S5 255 450 60 1,120 2 31 24 4 18 24 27 5 5 1 14 4 2 1 11 12 40 2 2 14 16 23 9 9 2 16 1 39 5 103 118 31 18 2 6,972 5 95 107 27 18 1 6,886 5 81 107 26 18 1 1 6 1 5 1 145 1 3 4 1 100 80 050 200 90 1 9 7 7 14 1 20 16 '1 6 17 16 1 1 14 R 2 1,064 1 2,299 1 1,073 1 26 3 245 532 1,226 6,860 173 286 631 13,110 185 36 27 73 1 39 8 1 13 15 12 13 14 84 20 60 15 119 24 7 40 1 25 1 27 3 1 40 92 21 6 185 36 27 77 1 39 3 1 12 15 11 10 12 S3 18 185 86 27 77 1 39 3 1 12 15 11 10 12 83 IS 3 4 1 2 4 82 11 50 20 1,846 260 400 200 1 2 1 2 r 4 '- 12 3 i] 1 r 8 25 1 1 1 1 V 1 1 1 200 1 2 2 2 30 5 40 8 7 8 3 6 37 13 8 7 8 3 f 11 2 6 1 • 35 70 306 V 31 36 13 4 3 4 15 11 1< 1 7 17 6 11 13 1 4 11 6 5 3 8 4 11 7 14 6 13 8 12 14 6 13 8 12 1 2 1 1 13 45 10 100 1 1 2 2 1 C 5 3 8 12 o o 2 i 9 ! Cars rented. 322 STREET AND ELECTRIC RAILWAYS. Table 95 — CAES AND MISCELLANEOUS STATE AND NAME OF COMPANY. NUMBER OF CARS. Aggre- gate. Passenger. 1 Snow- plow. Sweep- er. Electric equipment. With fend- ers. Total. Closed. Open. Combination. Ex- press, freight, and mail. Work and miscel- lane- ous. With. With- out. ki Closed and open. Pas- senger and ex- press. 23 PENNSYLVANIA— Continued. Erie Electric Motor. . 84 22 12 8 7 5 46 116 11 2 74 7 84 22 9 10 8 2 37 20 14 9 8 52 10 89 4 10 13 20 3,283 26 10 26 43 74 21 8 1, 252 2 2 2 4 18 79 16 13 62 8 118 15 8 10 138 22 16 5 10 18 7 15 20 12 11 150 19 5 2- 27 2 1 5 1 1 40 820 81 7 6 8 6 4 39 106 11 2 70 7 06 20 8 8 2 28 16 11 8 7 50 10 80 4 8 12 18 2,982 24 8 20 40 69 18 7 1,189 2 2 2 2 2 18 09 16 11 53 8 110 13 8 9 126 20 13 4 7 17 7 13 16 12 7 140 14 5 2 24 2 1 5 1 1 38 708 30 5 6 3 2 20 67 9 51 2 13 4 1 1 1 84 10 8 8 6 3 34 113 11 l l 81 24 Erie Traction . . . 2 1 1 2.> Erie Rapid Transit. . . 26 Franklin Electric Street Railway 5 6 2 19 39 2 2/ Gettysburg Transit 1 2 12 3 2 12 9 1 1 4 6 3 1 2 22 3 109 11 62 4 72 8 6 8 2 28 8 14 6 50 10 29 28 Hanover and McSherrystuwn 1 2 2 1 2 29 Lehigh Traction 1 3 6 no Harrisburg Traction 31 Harrisburg and Meehanicsburj 32 Cambria Incline Plane 2 33 Johnstown Passenger Railway .. 50 6 33 12 8 5 3 2 15 4 8 4 3 17 10 44 4 4 4 6 1,429 8 4 11 13 19 12 4 673 20 2 22 8 2 2 62 7 75 21 8 6 8 2 31 17 14 8 6 30 10 89 4 8 13 20 3,277 26 7 2S 36 31 20 8 1,074 34 Kittanning and Ford City 35 Conestoga Traction 6 5 15 1 1 1 1 2 1 1 36 Lebanon Valley 37 Lewistown and' Reedsville 38 Susquehanna Traction 3 4 1 SO Lykens and Williams Valley 4(1 Highland Grove 41 Schuylkill Traction 10 6 3 4 4 33 6 3 8 3 1 1 1 1 1 1 42 Mauch Chunk, Lehighton and Slatington 43 Meadville Traction 44 Lewisburg, Milton and Watson town 45 Montoursville Passenger 1 1 4f, New Castle Traction 1 47 New Castle and Lowell 4« Schuylkill Valley Traction 36 3 2 4 49 Lansdale and Norristown fill Peoples Street Railway 4 8 12 1,237 16 4 9 27 50 6 3 516 1 1 2 96 1 2 3 1 2 fil 52 Oil City Street Railway 53 316 41 85 79 1 6 3 1 7 43 1 178 2 2 2 4 2 3,119 25 40 8 1,189 S4 Southwestern Street Railway fin Philadelphia, Bristol and Trenton 56 Philadelphia and West Chester Traction o 1 1 1 2 1 S7 Holmesbur?. Taconv and Frankford 58 Fairmount Park Transportation 4 2 1 21 fiq fill Montgomery and Chester fil 2 8 32 62 St. Clair Incline Plane 2 63 Duquesne Incline Plane 2 fi4 Pittsburg and Castle Shannon 2 65 Monongahela Incline Plane 2 2 66 Penn Incline Plane 2 67 Pittsburg, McKeesport and Greensburg 11 35 9 2 24 7 61 8 5 1 88 10 6 2 4 7 4 4 9 7 4 65 2 2 1 14 2 7 34 7 9 23 1 49 5 3 8 38 10 5 2 3 8 3 7 6 5 2 75 11 3 1 10 18 79 13 9 50 8 93 14 8 3 112 22 10 2 7 15 7 11 18 12 5 150 12 5 2 16 2 1 3 1 1 34 762 68 7 3 3 4 12 12 6Q 71) Ringing Rocks Electric 2 7 71 2 4 1 1 7° 73 4 4 1 25 1 7 26 110 8 135 71 1 75 Neversink Mountain Railroad j. 76 1 3 77 9 1 3 1 78 71 2 6 3 3 3 4 2 2 16 7 15 fin 1 1 1 2 8"> 2 83 W 2 1 1 > 1 3 85 86 Warren Street Railway 1 fi7 1 4 6 3 6 88 2 1 2 1 1 7 11 2 6 58 5 2 24 2 1 1 1 34 665 nil 1 2 1 3 2 1 1 16 371 22 322 1 40 61 1 RHODE ISLAND. 15 21 1 13 53 501 126 30 46 9 42 11 46 429 118 16 43 8 37 4 28 234 48 8 36 1 12 l Not I 6 18 1 2 3 31 12 51 493 126 14 22 8 1 2 8 16 24 1 6 47 455 118 13 22 8 4 35 8 1 6 .| 66 6 4 2 7 1 5 13 2 1 1 2 6 25 3 eported GENERAL TABLES. EQUIPMENT, BY COMPANIES: 1902-Continued. 323 number of cars— continued. NUMBER OF— With brakes. Heated. Lighted. Stations. Car houses. Horses. Lamps for buildings, shops, car houses, etc. Miles of exclusive telephone lines. Hand. Air. Other mechan- ical. Total. Electric. Stove, etc. Total. Electric. Oil, gas, etc. Arc. Incandes- cent. 0) s 81 22 12 8 7 4 46 116 11 SO 5 6 8 30 4 81 7 8 3 6 4 43 113 11 2 72 7 75 21 8 8 8 2 28 17 11 8 7 60 10 84 4 8 12 18 3,283 24 8 26 43 71 20 8 1,252 2 2 2 2 IS 79 16 12 63 8 110 13 8 9 138 20 13 4 7 18 7 14 18 12 7 144 16 6 2 14 2 1 5 • 1 1 40 78S 81 7 8 3 6 3 43 113 11 1 4 2 1 1 4 20C 50 60 30 25 5 50 190 15 23 10 1 6 3 27 •'4 6 ?5 •>f, 1 1 2 5 1 97 2 21 73 9 2 20 9 9 1 "X 1 64 5 10 22 1 ?9 16 4 5 30 31 2 2 3 3 7 ?.? 60 7 84 22 8 9 8 2 28 17 14 8 8 50 10 89 4 10 8 20 3,283 26 10 26 40 73 21 8 1,252 8 50 5 44 18 8 6 4 2 18 10 11 4 2 17 10 40 4 4 4 6 363 8 4 11 40 9 10 4 673 2 50 72 7 75 21 8 8 8 2 28 17 11 8 7 50 10 84 4 8 12 18 3,283 24 8 26 43 71 20 8 1,252 3 1 3 1 1 1 50 60 125 15 107 60 20 12 33 6 10 7 8 3 34 34 6 6 3 2 35 36 2 37 2 4 1 38 1 1 3 2 1 1 1 1 1 5 1 1 1 2 22 •:q 2 17 10 11 4 2 17 411 3 1 120 195 40 100 10 675 100 500 80 30 20 50 41 6 1 4V> 1 6 4 10 58 43 44 1 45 28 2 46 10 19 4 10 2 10 12 ■17 6 40 4 4 4 6 363 8 5 4S 49 2 3 1 15 50 4 51 2 5 65 5? 713 155 1 7 53 t 1 ) (1) 50 100 100 400 100 100 1,000 15 30 12 54 4 1 2 1 1 1 2 22 55 16 11 10 20 23 56 40 3 57 70 9 10 4 103 18 15 5 1 58 51 1 69 60 2 367 570 2 220 61 2 2 2 2 2 2 o 2 2 2 9 3 3 fi' i 63 2 2 8 64 65 2 11 35 9 2 30 3 61 8 2 11 66 18 79 16 13 62 8 118 15 " 8 9 138 22 13 4 7 17 7 15 20 12 9 160 18 5 o 1 5 1 1 40 763 18 79 16 12 63 8 110 13 8 1 3 1 1 1 2 8 1 1 1 3 1 2 1 1 1 1 1 2 1 2 4 1 1 67 25 14 35 1 5 180 30 150 200 40 203 75 5 40 765 100 300 5 40 500 liS 8 2 69 24 1 3 70 30 3 47 8 2 3 71 16 7? 14 4 7 73 1 1 1 1 74 9 15 1 88 10 4 2 4 8 4 4 10 7 5 65 13 2 14 16 390 1 25 9 9 3 76 1 63 1 4 138 20 13 O 7 IS 7 14 18 12 5 144 16 5 o 14 1 6 1 1 40 78S 5 15 77 78 1 1 4 71 2 4 2 80 Rl 14 8 8 1 1 3 4 4 S-l 4 S3 4 4 7 5 50 150 20 17 550 60 10 84 2 6 3 S5 12 86 87 88 89 90 91 92 93 94 95 96 97 98 5 o 2 4 28 4 65 13 2 20 10 4 13 2 1 14 2 2 1 1 30 5 1 1 S 1 1 1 1 16 1 40 3 24 1 39 2 111 30 5,065 123 10 390 25 13 47 460 US 30 46 9 40/ 6 28 235 52 13 46 4 28 235 62 13 46 12 61 492 126 20 46 8 33 51 5 1 1 12 4 2 1 1 2 80 140 1,910 2,750 150 1 1 35 •>, S 43 13 46 492 126 20 46 8 33 15 95 3 4 10 20 5 34 1 fi 20 15 5 7 8 12 i2 3 1 8 324 STREET AND ELECTRIC RAILWAYS. Table 95.— CAES AND MISCELLANEOUS STATE AND NAME OF COMPANY. NUMBER OF CARS. Aggre- gate. Passenger. Ex- press, freight, and mail. Work and miscel- lane- ous. Snow- plow. Sweep- er. Electric equipment. With fend- ers. Total. Closed. Open. Combination. With. With- out. B Closed and open. Pas- senger and ex- press. SOUTH CAROLINA. 135 123 78 35 8 2 6 6 106 29 94 1 ( ] ) 76 28 11 7 4 9 2 ? 73 26 10 2 4 8 2 61 10 5 2 4 6 2 12 16 5 8 2 1 2 2 1 60 28 11 16 74 20 3 Columbia Railway, Light and Power 4 5 5 7 4 2 2 fi 7 2 1 7 SOUTH DAKOTA. Rapid City Street Railway 2 1 2 575 2 555 2 326 2 105 353 TENNESSEE. 222 5 2 3 14 2 1 470 1 10 66 35 6 11 59 215 173 474 8 63 31 6 10 56 212 169 449 5 48 25 3 5 26 132 82 230 3 15 4 3 5 30 80 82 203 2 2 4 9 62 30 4 5 50 184 126 366 1 4 5 2 6 9 31 47 108 2 182 169 95 ? 1 S 2 4 5 1 2 1 2 21 fi 1 1 1 7 1 1 4 8 5 11 5 TEXAS. 1 14 5 65 32 17 22 61 69 66 7 2 7 69 5 22 6 5 158 13 5 65 31 16 20 60 62 61 6 2 6 69 2 21 5 5 149 13 3 34 9 6 47 31 28 2 1 5 25 2 18 3 3 95 1 13 2 55 23 9 14 50 63 48 6 1 3 10 9 8 8 11 6 18 1 2 2 11 5 2 6 5 26 2 14 10 62 7 2 '> Bonham Electric Railway, Light and Power 2 31 22 7 14 11 31 29 4 1 1 44 s 4 1 1 2 S 6 3 8 7 2 1 S 7 5 1 q 4 10 11 1*> 1 5 58 IS 3 T fS 3 2 1 52 .1 1 20 Ifi 17 1 2 UTAH. 6 2 1 132 22 134 2 105 18 129 2 80 16 77 2 31 2 50 3 3 1 1 1 12 118 2 90 10 16 15 2 78 2 VERMONT. 41 2 6 7 8 8 2 14 10 10 20 14 12 12 6 7 681 12 6 8 18 13 9 5 3 6 626 6 1 4 8 6 2 1 6 3 4 10 7 6 2 2 13 7 8 20 14 8 8 5 7 461 1 3 2 4 4 1 220 12 6 7 18 14 10 5 6 497 2 2 1 1 i 1 2 1 5 1 2 3 3 2 6 1 1 1 1 4 3 356 3 256 VIRGINIA. 6 8 25 25 10 23 25 30 12 60 8 24 16 83 38 10 23 19 30 12 51 7 22 16 67 37 4 9 11 15 8 24 4 6 13 44 15 6 14 8 15 4 27 3 8 3 23 22 7 10 15 28 8 35 5 13 16 61 16 3 13 10 2 4 25 3 11 22 22 7 10 8 35 4 14 16 61 29 6 Newport News and Old Point Railway and Electric . 3 5 1 1 6 2 2 13 2 1 1 11 1 Cars rented. GENERAL TABLES. EQUIPMENT, BY COMPANIES: 1902-Continued. 325 NUMBEK of caks— continued. NUMBER OF— With brakes. Heated. Lighted. Stations. Car houses. Horses. Lampa for buildings, shops, car houses, etc. Miles of exclusive telephone lines. Hand. Air. Other mechan- ical. Total. Electric. Stove, etc. Total. Electric. Oil, gas, etc. Arc. Incandes- cent. 2 133 26 19 19 127 121 6 6 7 17 18 1,725 7 74 28 11 7 4 9 2 4 22 13 13 73 28 11 2 4 9 2 73 28 11 2 3 3 12 1 275 1,200 7 3 2 4 6 4 1 3 5 6 2 6 9 3 5 250 2 2 2 563 2 124 2 5 2 529 2 3 22 14 14 119 529 27 16 48 905 10 10 62 29 6 10 58 215 173 470 5 40 27 2 40 27 3 9 63 29 6 10 57 214 141 456 9 63 29 6 10 57 214 141 442 2 1 20 1 1 3 2 1 1 2 1 5 24 25 250 100 15 145 100 150 120 1,867 1 4 5 10 10 \ 2 26 2 1 4 15 2 58 26 1 1 1 7 10 19 4 52 10 9 5 24 37 24 27 44 17 10 14 14 5 65 32 17 22 61 69 62 7 2 7 69 5 22 6 5 158 13 6 65 32 16 20 61 66 62 6 2 6 69 2 21 5 5 151 13 5 65 32 16 20 61 66 62 6 1 1 1 4 1 1 4 2 1 1 1 1 1 1 1 1 1 4 2 5 40 2 2 8 50 50 600 65 220 100 400 24 9 6 9 6 2 10 5 1 10 3 12 10 4 10 5 15 15 4 3 4 2 34 7 1 1 5 1 2 6 1 6 5 4 17 ( 3 ) 10 11 5 6 69 5 3 125 150 ' 2 14 15 16 17 21 1 40 3 5 5 6 89 35 54 151 o 80 22 134 2 95 10 77 2 47 10 25 18 131 2 88 18 131 2 88 1 2 1 12 50 25 5 520 1 2 3 6 52 2 13 10 2 16 34 S s 15 44 12 10 10 20 12 12 6 6 7 678 6 4 4 8 6 4 4 8 3 267 6 3 4 8 12 7 9 18 13 10 8 5 6 640 12 7 9 18 13 10 8 5 6 638 1 1 2 1 2 1 2 1 1 24 1 35 125 45 15 25 200 40 30 5 1, 666 14 1 1 1 1 1 1 3 2 5 11 3 6 1 1 4 3 3 4 3 265 15 13 7 10 6 3 1 52 65 .6 2 2 42 77 62 10 23 25 30 12 i SO S 16 83 37 1. 4 9 8 15 8 16 4 9 8 15 8 16 10 23 19 30 12 56 7 22 16 37 10 23 19 30 12 56 22 16 37 1 1 1 2 2 1 1 1 1 1 1 1 50 150 56 42 120 35 105 150 100 400 1 15 18 2 1 ■1 1 4 2 *> 4 15 3 12 6 * 15 3 12 6 15 3 3 8 6 9 14 4 22 10 | 11 aThis company failed to make a report; the information given was obtained from street-railway journals and directories. 3 Not reported. 1165—05- -22 326 STREET AND ELECTRIC RAILWAYS. Table 95.— OARS AND MISCELLANEOUS 1 NDMBEE OF CABS. Aggre- gate. Passenger. Ex- press, freight, and mail. Work and miscel- lane- ous. Snow- plow. Sweep- er. Electric equipment. With fend- ers. Total. Closed. Open. Combination. STATE AND NAME OF COMPANY. With. With- out. 12 13 14 15 16 17 Closed and open. Pas- senger and ex- press. VIRGINIA— Continued. 9 21 23 3 100 95 54 13 2 32 431 8 19 21 3 98 94 48 12 2 27 312 6 13 14 3 63 48 29 10 2 25 126 2 1 2 2 8 11 21 3 74 71 31 12 1 10 2 8 19 21 4 7 45 46 19 2 1 i 1 26 24 23 1 2 16 163 100 95 54 16 325 IS 1 5 1 14 90 ?1 2 14 4 99 1 6 16 268 "WASHINGTON. 77 109 1 7 9 215 33 45 5 101 16 287 5 4 181 10 42 4 52 14 272 5 2 79 5 2 4 21 8 126 1 3 27 22 1 1 6 6 136 12 44 4 45 15 276 1 3 79 21 1 1 56 1 11 5 6 189 11 42 4 54 14 174 9 2 36 4 3 2 4 1 ■1 66 1 37 3 5 2 fi 1 5 1 3 26 6 134 5 44 1 11 8 WEST VIRGINIA. 11 1 1 11 18 13 44 49 4 111 37 682 10 18 13 38 47 4 108 34 621 6 6 7 28 23 3 44 9 421 4 12 6 1 10 18 7 42 47 4 111 37 699 1 6 2 2 13 16 10 24 1 2 4 2 56 21 196 8 3 2 2 o 36 1 83 111 34 475 1 2 1 1 WISCONSIN. 12 12 Wisconsin Traction, Light, Heat and Power Ashland Light, Power and Street Railway 1 12 14 22 19 26 6 17 1 33 10 21 4 396 28 42 22 9 10 11 20 18 23 6 16 1 31 10 21 3 357 28 39 20 7 8 8 12 12 14 6 15 1 16 7 5 3 257 25 21 10 1 2 3 8 6 9 2 2 1 1 2 12 11 13 13 17 6 17 1 29 6 9 3 396 20 27 16 3 3 9 6 9 4 4 12 1 8 15 6 6 10 2 16 6 17 1 31 351 20 21 1 1 1 6 7 8 1 1 1 I 15 3 16 1 1 10 11 12 13 14 15 16 17 Marinette Gas, Electric Light and Street Railway . 1 1 4 11 98 3 18 8 6 2 24 1 2 1 1 1 2 1 HAWAII. 81 79 18 53 8 2 39 42 35 1 2 3 32 45 4 34 32 45 2 26 16 17 16 35 2 9 32 10 35 8 35 4 13 2 1 PORTO RICO. 7 21 13 1 2 16 18 14 12 5 12 9 2 5 16 5 13 1 13 1 Not reported. GENERAL TABLES. 327 EQUIPMENT, BY COMPANIES: 1902— Continued. \ NUMBER }F cars— continued. NUMBER OF— Vith brakes. Heated. Lighted. Stations. 1 Car houses. Horses. Lamps for buildings, shops, car houses, etc. Miles of exclusive telephone lines. Hand. Air. Other mechan- ical. Total. Electric. Stove, etc. Total. Electric. Oil, gas, etc. Arc: Incandes- cent. a 9 21 23 3 100 95 64 13 2 32 429 8 2 3 8 8 2 8 19 21 3 100 95 49 12 2 27 336 8 19 21 3 100 95 49 12 5 1 1 1 1 2 2 55 60 75 20 22 i? is 14 15 53 48 29 4 25 62 53 48 29 4 4 20 10 16 15 4 8 IS 2 23 28 98 17 IS 1 1 19 2 2 2 ''0 21 41 25 49 27 265 15 63 1 16 100 1,608 13 63 9 1 130 3 71 33 63 7 9 215 38 45 5 101 14 286 6 5 193 12 45 4 57 14 281 5 5 135 12 45 4 45 14 281 1 2 2 22 17 1 1 4 2 1 1 5 1 18 4 16 240 40 520 40 66 6 600 96 1,060 1 1 66 11 40 3 60 ? 41 68 22 7 1 3 42 4 3 3 42 4 4 6 11 5 6 12 .3 12 20 1 17 12 27 7 ft 17 20 149 136 13 4 5 32 10 18 13 44 49 4 111 87 679 6 6 7 39 23 4 51 13 428 8 8 12 12 16 5 16 1 17 10 6 3 257 25 21 12 1 6 2 7 30 23 4 61 13 47 10 18 13 41 47 4 111 37 631 10 18 13 41 47 4 111 37 629 1 1 1 2 5 2 1 2 4 22 34 36 200 105 210 50 225 200 4,181 I 6 4 1 > 1 10 4 4 4 9 3 4 4 18 14 4 5 6 2 1 24 2 18 7 6 2 3 15 s 381 2 70 93 317 12 14 22 18 24 6 17 1 S3 10 21 4 396 42 22 9 6 8 8 12 11 20 18 24 6 16 1 33 10 21 3 357 28 42 22 7 12 11 20 18 24 6 16 1 33 10 21 3 357 28 42 20 7 2 1 1 1 1 1 1 1 1 2 1 180 30 50 121 90 60 70 12 1 ? 2 12 1 14 4 3 12 15 2 16 1 17 8 3 2 4 1 3 1 1 5 6 4 7 S 2 1 1 1 5 2 1 1 1 4 2 3 40 20 75 4S 9 2 2 2 3 1 6 10 ; n 1 12 10 6 257 25 6 4 2 49 S7 2. 858 264 ! 13 169 135 1S5 50 16 8 1 1 1 3 17 15 2 3 lfi 6 17 81 79 47 32 2 1 7 250 o 32 45 4 =9 32 •is 27 32 ?> 1 45 o 13 1 1 1 1 1 ■?. 250 171 9 3 11 14 3 49 2 16 13 14 IS 13 14 1 47 2 1 11 1 2 171 9 2 1 328 STREET AND ELECTRIC RAILWAYS. Table 96.— POWEE AND GENERATING Power houses, num- ber. STEAM ENGINES. WATER- POWER. 1 AUXILIARY STEAM ENGINES. BOILERS. STATE AND NAME OF COMPANY. ^ 1 Total. 500 H. P. or under. Over 500 H. P. and under 1,000 H. P. 1,000 H. P. and over. H. P. No. H. P. No. H. P. X. No. H. P. No. H. P. No. H. P. No. H. P. UNITED STATES 805 2,336 1,298,133 1,589 25 421,051 430 297, 257 317 579,825 3 51,228 301 10,074 3,853 893,205 ALABAMA. Total for state 6 33 12,345 6,495 6 3,450 2 2,400 2 5 47 9,535 1 1 1 2 15 400 8,220 2 9 400 3,420 2 5 2 28 225 6,150 2 Birmingham Railway, Light and Power. Decatur Street Railway 4 2,400 2 2,400 3 ■I Alabama Citv, Gadsden and Attalla Huntsville Railway, Light and Power .. Mobile Light and Railroad 1 1 2 3 2 11 ( s ) 425 300 3,000 3 2 9 425 300 1,950 4 3 10 450 360 2,350 .4 fi 2 1 1,050 7 Montgomery Street Railway H Selma Street and Suburban ° 9 Tuscaloosa Belt Railway ARIZONA. Total for territory 1 1 250 1 250 3 300 Phoenix Railway 1 1 1 250 1 250 3 300 2 Tucson Street Railway ARKANSAS. Total for state 5 11 2,365 11 2,365 16 3,155 1 1 1 1 1 3 1 165 400 150 1 3 1 165 400 150 2 3 1 180 375 150 ■> 3 4 Hot Springs Street Railroad 6 5 Citizens Light and Transit ■. 1 1 2 4 900 750 2 4 900 750 6 4 1,850 600 fi CALIFORNIA. Total for state 33 71 31,415 46 10,850 19 13, 115 6 7,450 1 «6,820 30 302 152 30, 276 Bakersfield and Kern Electric ° 1 S 4 Nevada County Traction 1 ( 5 ) | h 1 1 2 1 1 5 5 4 2 3 4,060 1,350 1,650 275 1,000 1 4 3 2 3 250 700 1,050 275 1,000 2 1 1 1,150 650 600 2 2,650 10 1 2,500 4 700 6 1,650 2 1 300 4 1,000 45 H 1 15 9 10 11 V 1 13 , 14 3 1 1 10 2,750 10 2,750 10 ; 2,500 It Ontario and San Antonio Heights 200 1=100 Ifi 1 Sacramento Electric, Gas and Railway.. 1 1 1 1 1 1 10 1 2 1 1 1 565 1 565 6,250 o 700 2 2 1 2 30 »2 14 2 600 500 600 400 17,050 326 400 2 2 500 600 321 3 6 8 8 H2 14 2 25 5 75(1 1 600 75 4 500 50 II 3 son 2 13 2 2 400 2,700 326 400 United Railroads of San Francisco 13 9,550 4 4,800 92 l| 94 20 "2 25 : "3 18, 605 200 250 12 75 l°150 , 1 ( 6 ) 32 COLORADO. 11 9,710 28 6,410 3 2,100 1 1,200 250 o 75 54 8.S45 1 2 3 4 6 7 s 1 2 1 4 1 3 385 380 600 4 1 3 385 380 600 4 400 Colorado Springs and Cripple Creek 250 3 300 ... 5 ! 600 6 19 j 4, 715 18 4,145 1 600 33 : 5,330 1 ..... > i r~ i 3,600 2 900 2 1,500 1 1,200 2 75 9 2,215 i For details see Supplementary Table 3. = For details see Supplementary Table 4. 3 Includes 1 electric motor of 150 horsepower and 15 gas engines of 1,925 horsepower. 4 For 6 companies only. 'Steam power rented. c Power rented. ' For 5 companies only, and includes 2 companies operating part of year. 8 For 9 months only. '■> For 9 a l months only. GENERAL TABLES. 329 PLANTS, BY COMPANIES: 1902. DIRECT-CURRENT DYNAMOS. ALTERNATING- CURRENT DYNAMOS. 2 Auxiliary equipment, transformers, storage bat- teries, rotaries, etc. Substations and their equipment. OUTPUT OF STATIONS. Gen- erate electric current for Total. 500 H. P. or under. Over 500 H. P. and under 1,000 H. P. 1,000 H. P. and over. No. H. P. Kilowatt hours. Horsepower hours of current. ** Total for year. Average per day. Total for year. No. H. P. No. H. P. No. H. P. No. H. P. Average, per day. ll a 2,861 972, 314 2,324 422, 924 828 218,934 209 330, 456 441 231, 924 See p. 897 See p. 401 2,261,484,397 6,249,910 3,018,320,717 8,338,190 |l 64 10, 775 49 6,625 2 1,025 3 4,125 11 1,737 See p. 397 See p. 401 * 15, 600, 556 42, 714 4 20,845,880 57, 112 2 29 600 6,492 2 26 500 2, 367 See p. 397 216, 445 8, 233, 396 693 22,530 288, 715 11,023,365 791 30,201 8 4,125 4 712 See p. 401 4 3 10 6 425 468 2,400 600 4 8 8 6 425 458 1,376 500 1 2 4 75 140 810 803, 000 690, 215 4,489,500 1, 168, 000 2,200 1,891 12, 300 3,200 1,070,545 920, 165 5, 986, 000 1 4 557, 090 2,933 2,521 16,400 4,266 2 1,025 See p. 397 Y'es . . . No.... No.... No.... 3 160 3 160 459,900 1,260 616, 485 1,689 3 160 3 160 459, 900 1,260 616,485 1,689 Y'es . . . No.... 14 2,060 14 2,060 3 466 See p. 397 14,578,676 13,508 ' 6, 104, 992 18,012 2 4 1 210 400 150 4 1 210 400 150 8 601,702 674, 702 29, 108 2,198 1,848 79 8 802,361 899, 603 38,811 2,931 2,464 106 Y'es . . . Y'es . . . No.... No — Yes... Y'es . . . No.... 5 2 900 400 5 900 400 2, 656, 105 > 617, 058 7,277 2,106 3, 541, 473 = 822,744 9,703 2,808 3 466 See p. 397 96 25, 603 80 14,636 14 8,717 o 2,250 6 5,090 See p. 397 See p. 401.. "44,676,030 122, 399 "59,583,064 163, 240 No.... No.... 3 ■2 | 400 2 400 See p. 397 305,505 837 407,340 5 6 6 6 5,500 1,370 1,933 4 3,250 2 2,250 8,741,827 2,098,509 23,950 6,749 11,655,769 2,813,014 31,933 j| Yes 6 6 1,370 1,933 See p. 397 See p. 401 7, 706 Von 7 Y'es... 8 No 9 No.... 10 No.... 11 No.... 12 3 1,200 o 533 1 667 2, 956, 500 8,100 3, 942, 000 10,800 9,330,164 146, 000 25,562 400 12, 440, 219 194, 667 10 1 2, 900 100 10 1 2,900 100 34,083 1. Yes... 14 1 90 See p. 397 16 17 18 No See p. 397 See p. 401 No 20 \i). 01 1,652,856 730,000 4, 528 2. 203. 708 13 j 1,125 IS 1,125 5 5,000 See p. 397 See p. 397 See p. 401 6,037 1. Yes... 22 2,000 973, 455 5 770 No 25 No 26 No.... 27 Yes... 28 No 29 No 30 No.... 31 50 33 1 1 23 3 3 10 15 4,367 2S0 366 »r is 32 ! 9,167 »8 280 3 366 : 9 4, XU0 See p. 897 See p. 401 17,634,975 48,315 1 23,513,300 64, 420 See p. 897 "574,600 - 1,574 15 766,133 2,099 2 | 227 2 227 34 35 2 ■ 240 37 6, 720 36 240 0,053 505, 094 "17.85S.576 1,384 48 9' 1 9 673,459 17 23. 812. 76S 1, 845 \" 1 667 6 1,691 See p. 397 65.239 " 3 1 8 25 150 308 600 8,995 1 Yes 1 3 '""as" 308 , 600 4,662 306 1,095,000 2,299,500 "ii.'eoo.'ooo" 3,000 6,300 ""3i,"7s6" 1,460,000 3, 066, 000 "'i5,"466,"667' 4,000 ...... 667 -? , No.... 42,373 No 4 5 6 No.... 4 1,666 4 1,000 ! 3 1.200 2, 865, 076 7,849 3, 820, ioi 10, 466 II Y'es...' 8 i» Includes 8 gas engines of 175 horsepower and 1 electric motor of 150 horsepower. " For 11 conipanies~only. 12 Gas engines. is Used for lighting purposes only. "Not in use during period covered by report is This company also rents power. 10 Electric motor. " For 4 companies only. 330 STREET AND ELECTRIC RAILWAYS. Table 96.— POWER AND GENERATING ! Power houses, num- ber. STEAM ENGINES. WATER- POWER. 1 AUXILIARY STEAM ENGINES. BOILERS. STATE AND NAME OF COMPANY. o Total. 500 H. P. or under. Over 600 H. P. and under 1,000 H. P. 1,000 H. P. and over. H. P. No. H. P. No. H. P. c No. H. P. No. H. P. No. H. P. No. H. P. CONNECTICUT. 22 73 30,450 60 18, 600 6 4,150 7 7,700 646 4 150 105 20, 316 ^ 1 6 2 28 375 10,900 2 26 375 8,500 4 31 400 7,250 ? Connecticut Railway and Lighting 2 2,400 3 4 1 2 675 2 675 3 375 ft 6 2 2 1,000 2 1,000 3 841 7 fi 1 1 1 1 1 9 3 2 2 3 3,700 1,200 2,000 500 450 8 3 2,400 1,200 1 1,300 8 4 10 3 3 2,400 900 1,600 450 300 9 Hartford, Manchester and Rockville ... New York, New Haven and Hartford (Berlin system). Meriden, Southington and Compounce . 4 150 10 2 2,000 11 2 3 500 450 19 IS 14 lf> 2 1 1 11 2 2 4,550 800 1,100 7 2 1 1,950 800 350 4 2,600 19 2 3 2,850 500 750 Ifi 17 1 750 1R 19 2 1 800 1 ' 800 646 4 600 ?n 91 New York, New Haven and Hartford (New Canaan branch). 2 (6> 2 18 2,000 2 2,000 6 900 99 n 1 5 400 5,725 2 15 400 3,025 2 20 300 4,600 DELAWARE. 2 1,200 1 1,600 1 75 i 1 1 3 5 4 5 9 22 525 2,100 3,100 11,050 4 3 8 12 525 900 1,600 2,850 1 75 2 4 14 27 500 1,500 2,600 8,662 9 2 1,200 s 1 1 1,500 1,200 DISTRICT OF COLUMBIA. 9 7,000 8 240 1 ■> s 2 10 5,000 5 1,000 5 4,000 5 125 11 3,392 4 f> 1 5 1,250 4 500 1 750 1 25 4 1,000 ,, 7 2 7 4,800 3 1,350 3 2,250 1 1,200 2 90 12 4,260 8 FLORIDA. 4 12 2, 595 12 2,595 1,400 17 2,925 1 1 3 4 850 575 3 4 850 575 5 5 1,250 750 1 1 12 3 2 35 420 750 23, 000 3 2 20 420 750 4,800 2 6 51 300 626 13,850 1,400 5,470 GEORGIA. 6 4,200 9 14, 000 3 45 1 2 3 4 5 6 7 8 9 10 1 2 2 2 1 10 5 3 100 14,500 2,500 400 1 1 2 3 100 500 600 400 1,050 2 20 6 3. 150 6,650 3,000 400 9 14, 000 3 45 3 2,000 3,220 1,200 2 1 2 4 4 8 1,450 500 3, 550 3 4 6 850 500 1,950 1 600 5 3 12 950 600 2,100 2 1,600 IDAHO. 1 60 1 1 56 60 "950 ILLINOIS. 179 132, 255 91 24,265 37 25, 600 61 82,400 43 1,889 371 91, 667 Alton Railway, Gas and Electric 1 2 3 1 2 1 2 14 2 1,050 2,825 1,000 1 13 1 350 2,225 400 1 1 1 700 600 600 9 14 2 900 1,935 600 Bloomington and Normal i For details see Supplementary Table 3. 2 For details see Supplementary Table 4. a For 15 companies only, and includes 1 company operating part of year. 4 Power rented. 5 Steam power rented. • For 5 months only. 7 For 4 companies only, and includes 1 company operating part of year. 8 Power rented for 5 months. (See note 9.) GENERAL TABLES. 331 PLANTS, BY COMPANIES: 1902— Continued. DIRECT-CURRENT DYNAMOS. ALTERNATING- CURRENT DYNAMOS. 2 Auxiliary equipment, transformers, storage bat- teries, rotaries, etc. Substations and their equipment. OUTPUT OF STATIONS. Gen- erate electric current for sale. Total. 500 H. P. or under. Over 600 H.P. and under 1,000 H. P. 1,000 H. P. and over. No. H.P. Kilowatt hours. Horsepower hours of current. Total for year. Average per day. Total for year. Average per day. No. H. P. No. H. P. No. H. P. No. H. i'. fc 102 27,479 91 17, 641 6 4,240 5 5,598 16 3,160 See p. 397 254,389,973 149,342 3 72,496,311 199,112 1 52 34 9,226 1 60 34 7,106 2 13 300 2,320 714, 212 13,482,530 1,957 36, 938 952,282 17, 953, 371 2,609 49, 251 Yes . . . Yes... No.... Yes... No.... No.... No.... Yes... Yes... No.... No.... Yes... No.... No.... No.... Yes... Yes... No.... No.... No.... No.... No.... No.... 1 2 2,120 See p. 397 9 4 500 1 500 903,870 2,476 1,205,160 3,301 -1 5 2 800 o 800 919, 400 2,519 1,225,866 3,358 fi 9 3 2 2 3 3 3,600 1,100 2,278 400 400 250 3 2, 400 1,100 1 1,200 8,309,370 1,095,000 1,896,540 441, 216 956, 376 22, 765 3,000 5,196 1,208 2,620 11,078,966 1,460,000 2,528,720 588,288 1,274,945 30, 353 4,000 6,928 1,603 3-, 493 8 2 2,278 2 3 3 400 400 250 11 1° IS 12 2 2 4,833 800 1,200 9 2 1 2,733 800 400 3 2,100 23, 347, 225 589, 460 372, 974 63, 965 1,615 1,021 31, 129, 633 785,947 497, 299 85,287 2,153 1,361 15 lfi 1 800 See p. 397 17 1 640 See p. 397 See p. 401 693, 500 1,900 924, 667 2,533 2 1 2 21 1,340 268 460 4,569 2 1,340 °1 1 o 20 268 450 2,569 "84,300 584,000 7,730,899 562 1,600 21,180 6 112, 500 778, 667 10,307,866 749 2,133 28,240 no 1 2,000 2 6 14 i 26 400 800 8,869 10,525 2 5 13 15 400 800 1,369 2,825 See p. 397 1,250,490 2,555,000 3,925,409 '23,391,015 3,426 7,000 10,754 65,160 1, 667, 320 3, 406, 667 5, 233, 879 '31,188,020 4,568 9,333 14,339 86,880 Yes... No.... No.... 1 1 1 2,000 1,200 • 9 6,500 See p. 397 See p. 401 No.... No.... No.... No.... No.... No.... No.... No.... 1 See p. 401 13 4,475 8 975 5 3,500 7,833,938 21,463 10,446,251 28,617 See p. 401 4 5 1,250 4 500 1 750 2,057,370 5,636 2,743,160 7,515 6 7 4,800 3 1,350 3 2, 250 1 1,200 ° 13, 499, 707 38,061 9 17,999,609 60,748 8 11 1,700 11 1,700 11 2,313 See p. 401 w 5, 184, 495 15,128 i° 6, 912, 466 20, 170 , No.... Yes . . . Yes... No.... Y'es . . . Yes . . . 1 6 2 1,044 256 6 1,044 256 2 5 400 413 "1,748,484 175, 511 5,714 481 "2,331,108 234,015 7,618 641 s 4 3 400 3 400 492,750 2,767,750 1= 34, 233, 902 1,350 7,583 93, 791 657,000 3,690,333 12 45, 645, 112 1,800 10, 111 125,055 fi 4 20 1,600 7,643 See p. 401 See p. 401 6 58 15,042 52 8,112 4 2,880 2 4,050 See p. 397 2 7 8 7 305 6,516 2, 650 836 2 5 5 7 305 2,466 650 886 1 3 2 7 335 3,480 1,200 1,055 317,445 22,190,232 3,830,936 629, 625 870 60, 795 10,496 1,725 423, 260 29,586,976 5, 107, 913 839,500 1,160 81,060 13, 995 2,300 Yes... Yes... Yes... Yes... No.... Yes... Yes... Yes . . . No.... No.... 1 2 4,050 See p. 397 See p. 397 See p. 401 . ? 3 2,000 s See p. 397 4 5 8 ■1 22 1,050 340 3,345 8 4 21 1,050 340 2,465 3 2 o 560 213 800 1, 234, 112 1,030,151 5,001,401 3,381 2,822 13, 702 1, 645, 483 1,373,495 6,668,485 4,508 3,763 18, 269 fi 7 1 880 9 1ft 1 76 1 75 219, 500 601 292,667 801 1 181 75 98,468 1 115 75 22, 137 t 219, 500 "190,833,658 601 527, 024 292,667 '•1264,508,402 801 702, 903 Yes . . . 1 34 23,825 32 52, 496 11 2,760 See p. 397 See p. 401 2 22 2 350 2,425 1,000 1 1 700 650 1, 095, 000 5, 093, 216 16 930,750 3,000 13, 954 5,058 1,460,000 4,000 6,790,013 18,605 16 1,241, 000 1 6,744 No... Yes . . No... 1 23 I 2,975 2 1 1,000 See p. 397 o 3 » Includes output of Brightwood Railway for 7 months. io For 4 companies only, and includes 1 company operating part of year. » For 10 months only. la For 7 companies only. 13 Includes 5 gas engines of 400 horsepower. 14 For 34 companies only, and includes 6 companies operating part of year. 16 For 6 months only. 332 STREET AND ELECTRIC RAILWAYS. Table 96.— POWER AND GENERATING STATE AND NAME OF COMPANY. Power louses, num- ber. STEAM ENGINES. WATER- POWER. 1 AUXILIARY STEAM ENGINES. BOILERS. s Total. 600 H. P. or under. Over 500 H. P. and under 1,000 H. P. 1,000 H. P. and over. H. P. No. H. P. No. H. P. I No. H. P. No. H. P. No. H. P. No. H. P. 4 ILLINOIS— Continued. Mechanicsburg and Buffalo ft (8) 2 fi .Egypt Electric 1 300 2 300 3 300 7 Centralia and Central City 8 Urbana and Champaign 1 5 10 3 1 1 1 2 28 30 12 5 4 2 400 23, 500 28,550 9,150 2,100 1,100 800 2 4 11 4 4 4 2 400 1,400 3,250 1,200 1,300 1,100 800 1 5 27 1 1 1 200 300 1,015 25 150 125 2 58 93 23 8 4 3 500 14, 650 17, 455 6,400 2,000 650 900 9 14 8 1 1 8,500 7,200 750 800 10 11 7 13,600 18, 100 7,200 10 ■1400 11 Chicago Consolidated Traction 1? Calumet Electric Street Railway 18 14 1ft lfi Suburban Railroad 5 1 2 1 1 1 3 1 62 8 6 7 4 2 750 17, 700 9,900 13,500 1,600 1,800 2 750 «3 28 12 26 3 4 900 11,440 4,800 13,000 900 800 17 Northwestern Elevated Railroad 8 6 7 17, 700 9,900 13,500 2 50 18 19 South Chicago City Railway ?0 3 900 1 1 700 600 21 Chicago and Milwaukee 1 1,200 1 10 B? ??. ?4 1 1 1 10 100 3,300 1 9 100 2,100 1 11 100 3,300 ?ft 1 1,200 2 10 ?fi ?,7 1 1 2 2 700 1,200 2 700 2 8 700 1,250 ?8 2 1,200 W SO 2 3 2,000 3 2,000 10 1,500 31 3? 1 1 1 1 2 1 3 2 1,100 200 650 500 1 1 3 2 350 200 550 600 1 750 3 1 3 2 , 520 175 255 600 33 2 4 R4 S5 Chicago, Harvard and Geneva Lake 3fi S7 1 1 100 1 100 2 150 S8 sq i 1 1 2 • 150 700 1 2 150 700 1 3 100 375 -in •11 40 Ottawa Railway, Light and. Power 1 3 775 3 775 550 2 500 4S 41 1 1 1 5 3 2 1,600 1,080 1,200 6 3 1,600 1,080 11 3 5 1,600 750 750 4*i ■lfi 2 1,200 47 1 1 25 2 2 68 725 250 26, 580 2 2 43 725 250 10,880 6 2 88 800 212 22,690 ftfl INDIANA. 10 6,850 5 8,850 7 225 1 1 1 1 1 3 4 1 125 750 1,325 800 1 3 3 125 750 526 2 3 6 2 160 750 1,000 1,000 1 1 800 800 Hammond, Whiting and East Chicago 5 . 2 7 6,350 2 500 3 2,000 O 2,850 12 4,400 9 10 Indianapolis, Shelbyville and South- eastern. 2 1 1 1 1 2 4 2 800 1,200 6,100 750 1 2 800 1,200 1 15 2 3 8 3 1,200 1,650 3,200 450 1 2 100 750 3 6,000 2 20 12 Indianapolis, Greenwood and Franklin. 14 1ft 16 17 18 19 1 1 1 1 1 1 1 2 2 1 4 1 700 800 250 150 725 200 1 1 700 550 2 3 2 2 3 1 500 750 250 160 600 200 1 2 1 4 1 250 250 150 725 200 Logansport, Rochester and Northern 21 22 23 24 25 26 Richmond Street and Interurban 1 3 2 1 1 2 5 11 2 2 1,000 1,700 2,880 205 770 2 5 11 2 1,000 1,700 2,880 206 770 2 12 16 2 760 1,460 3,410 180 630 1 3 150 40 IOWA. 18 64 20, 040 56 12, 240 6 4,400 2 3,400 1 35 98 16, 755 1 1 1 3 2 3 500 1,600 600 3 500 3 8 3 400 1,600 300 ■ • 2 1,600 3 600 4 1 For details see Supplementary Table 3. " For details see Supplementary Table 4 f a Steam power rented. 4 Gas engines. 5 Power rented. * Owned, but not operated. GENERAL TABLES. 333 PLANTS, BY COMPANIES: 1902— Continued. DIRECT-CURRENT DYNAMOS. ALTERNATING- CURRENT DYNAMOS. 2 Auxiliary equipment, transformers, storage bat- teries, rotaries, etc. Substations and their equipment. OUTPUT OF STATIONS. Gen- erate electric current lor sale. No No.... Yes . . . No No.... No.... Yes... Yes . . . Nn Total. 500 H. P. or under. Over 500 H. P. and under 1,000 H. P. 1,000 H. P. and over. No. H. P. Kilowatt hours. Horsepower hours of current. Total for year. Average per day. Total for year. Average per day. No. H. P. No. H. P. No. H. P. No. H. P. 2 2 160 180 2 160 180 876, 000 1,478,250 2,400 4,050 1,168,000 1,971,000 3,200 5,400 2 150 4 16 11 12 5 4 560 13,066 15, 860 7,230 2,100 675 800 1 560 503, 700 30, 282, 590 35, 322, 686 20, 827, 934 2, 675, 335 1,134,344 2,007,500 1,380 82, 966 96, 774 57, 063 7,055 3,109 5,600 671, 600 40,376,786 47, 096, 915 27, 770, 579 3, 452, 191 1, 512, 458 2,676,545 1,840 110,621 129,065 ' 76,084 ' 10 5 4 1 6,660 4,260 2,480 800 6 6 3 6,396 11,600 3,000 See p. 397 See p. 397 5 4 4 1,750 1,300 675 800 See p. 397 1 150 See p. 397 See p. 397 4,142 ,' No 7,333 i No No »2 8 6 7 4 750 15, 000 6,200 13, 500 1,600 900 2 750 No 8 2 7 15,000 3,000 13, 500 16, 425, 000 21,528,996 25, 354, 495 3, 098, 950 2, 565, 585 45,000 58,983 69, 464 8,490 7,029 21, 900, 000 28, 705, 328 33, 805, 993 4.154,222 3,444,505 Nn 4 3,200 92,619 11,380 No.... Nn 3 1 900 300 1 1 700 600 See p. 397 2 750 See p. 397 See p. 397 See p. 401 See p. 401 9,437 Un No See p. 401 1 17 550 2,350 1 550 109, 500 920, 000 300 2,521 146, 000 1,226,067 Nn 17 2,350 3 1,100 See p. 401 . 3,361 Yes No 2 2 600 1,000 2 2 600 1,000 460, 995 3,285,000 1,263 9,000 No.... No.... No.... No.... No.... No.... Yes . . . Yes... No.... No.... No.... No.... Yes . . . No.... No.... Yes . . . No.... No.... Yes... No.... No.... No.... No.... No.... 4, 380, 000 12, 000 1 3 2,000 3 2,000 6,570,000 18, 000 8,760,000 1 24,000 1 2 2 S 2 950 200 550 500 260 150 300 150 470 1 2 3 2 2 1 1 1 2 275 200 550 500 260 150 300 150 470 1 675 ' 292, 800 419, 750 1,600 1,150 '390,400 559, 667 2, 133 1,533 150, 562 412 200, ', 50 550 "2 ' 1 8153,000 610 8 204,000 680 °1 1 1 » 61, 500 8 675,250 500 2,228 9 81,918 8 900,335 666 2,971 ! •' 1 5 290 5 290 2 400 1,350,500 3,700 1,800,910 4,934 1 5 2 6 1,600 900 1,100 5 2 5 1,600 900 450 See p. 397 328, 500 1,204,600 1, 149, 750 900 3,300 3,150 438, 000 1,606,000 1, 533, 000 1,200 4,400 4,203 1 200 1 650 •1 4 2 61 225 495 222 14,000 1 4 o 53 225 495 222 8,503 2,430.900 8170^820 1048,737,302 6,660 555 140,640 3,241,200 8 227,760 1065,088,917 8,880 740 187,858 6 3,444 2 2,053 13 8,955 See p. 398 See p. 401 No ... . Yes . . . No.... No.... No.... No.... Yes . . . No.... No.... No.... No.... No.... No.... Yes . . . Yes... Yes . . . No. . . . Yes . . . Yes . . . No.... No.... 1 Yes.. No.... Yes . . . No.... No No.... 1 3 4 120 750 1,025 1 3 3 120 750 450 132, 312 1,815,000 ■ 2,427,250 '478,880 363 5,000 6,650 2,624 175,416 2,420,000 3,286,455 '638,506 483 6,667 8,867 3,499 1 576 1 1,000 See p. 398 See p. 401 9 4,062 5 890 - 1,119 2 2,063 13, 048, 760 35, 750 17,398,455 47, 667 ' 1 700 See p. 398 See p. 401 "489,256 1,651,615 13,219,925 985, 500 5,318 4,525 36,219 2,700 ii 652, 341 2,219,200 17,700,000 1,320,570 7,129 6, 080 48, 600 3,618 2 1,200 2 1 1,200 3 6,666 See p. 398 See p. 401 2 600 2 COO 2 8 2 1 3 1 419 1,176 160 150 293 7 2 1 3 419 026 328, 500 1, 023, 825 "439,200 '109,800 515, 380 365, 000 900 2,805 3,600 600 1, 412 100 440, 390 1.372,400 * 585, 600 '146,400 687, 173 486, 666 1,206 3,760 4,800 800 1,883 133 1 ! 550 150 293 100 2 230 4 s 1 , 072 1,290 710 L'05 (ills 4 7 s 1,072 1,290 See p. 398 See p. 398 See p. 401 3, 536, 950 3,793,875 2,058,534 410, 625 1,907,125 9,690 10, 394 5,640 1, 125 5, 225 6, 058, 500 2,744,712 547,500 2, 542, 833 13,859 7, 520 1,500 6,967 1 i 1 5 125 900 ! 205 ::::::::. 81 14,510 77 3 4 3 10, 300 8 1,810 1 2, 400 20 3,379 See p. 398 See p. 401 '=22,837,915 62, 569 i-'SO, 41.0, 024 83, 45J 4 410 900 480 410 900 480 •1 175 300 320, 500 1, 868, 800 598,600 878 5, 120 1,640 ' 42T, SS3 1,170 Yes. .. 1 O 2,491.8*1 i 6.827 ' Yes. .. 79S.134 | 2,187 h No See p. 398 | !, No.... 'Fo »Fo n Fo r 6 mo r 10 m " 4 mo nths onl Dnths on iths onl io For 20 com] 11 For 3 mont; 12 For 18 com] anies only, and is only. >anies only. includes 4 cc mpanies operating pa rt of year 334 STREET AND ELECTRIC RAILWAYS. Table 96-— POWER AND GENERATING 18 1'9 STATE AND NAME OF COMPANY. Power houses, num- ber. STEAM ENGINES. Total. IO r . A — Continued. State Electric 3 Omaha and Council Bluffs Tri-City Railway Des Moines City Railway 4 Interurban Railway Union Electric Fort Dodge Light and Power Fort Madison Street Railway 3 Independence and Rush Park Keokuk Railway and Power Marshalltown Light, Power and Railway Mason City and Clear Lake Citizens Railway and Light Ottumwa Traction and Light Red Oak Street Railway , Sioux City Traction Tama and. Toledo Waterloo and Cedar Falls KANSAS. Total for state Arkansas City Street Railway Atchison Railway, Light and Power . Fort Scott Consolidated Supply Hutchinson Street Railway P . Iola Electric Railroad Electric Railway and Ice Kansas City-Leaven worth 6 Pittsburg Railroad Consolidated Street Railway Topeka Railway Wichita Railroad and Light Union Street Railway KENTUCKY. Total for state . Bowling Green Railway Cincinnati, Newport and Covington . Frankfort and Suburban Henderson Street Railway Lexington Railway Georgetown and Lexington 8 Louisville Railway Louisville, Anchorage and Pewee Kentucky and Indiana 3 Maysville Street Railroad Owensboro City Railroad Paducah City Railway LOUISIANA. Total for state . Baton Rouge Electric and Gas Lake Charles Street Railway St. Charles Street Railroad Orleans Railroad New Orleans Railways New Orleans and Carrollton Algiers, McDonoghville and Gretna. Shreveport Belt Railway MAINE. Total for state Augusta, Winthrop and Gardiner Public works Penobscot Central Railway Bangor, Orono and Old Town 3 Bangor, Hampden and Winterport a Biddeford. and Saco Calais Street Railway Benton and Fairfield Fryeburg Horse Railway Atlantic Shore Line 8 Lewiston, Brunswick and Bath Norway and Paris 3 Portland Railroad Portsmouth, Kittery and York Rockland, Thomaston and Camden Sanford and Cape Porpoise Skowhegan and Norridgewock Rail- way and Power. Somerset Traction s Waterville and Fairfield Railway and Light. i For details see Supplementary Table 3, 2 For details see Supplementary Table 4. 3 Power rented. (i) 2 7 23 ( 8 ) 2 1 ( 8 ) H. P. 2,400 1,025 4,500 2,150 750 200 800 500 illill 730 1,100 1,350 235 1,000 3,715 450 300 450 200 400 166' 1,115 15,995 160 2,200 225 220 2,330 ',000 400 160 1,300 snn 1,700 600 6,500 3,250 700 9,740 460 1,200 700 575 175 1,200 ,300 800 850 00 400 500 H. P. or under. No. 20 H. P. 1,400 1,025 1,350 1,450 750 2011 S00 :,o<> out I 730 1,100 235 1,000 450 300 450 200 sou 15 4,095 160 1,000 225 220 630 400 160 1,300 5,000 01)0 000 2,000 ""766' 450 "TOO 575 175 1,200 1,200 800 250 90 Over 500 H. P. and under 1,000 H. P. No. H. P. 750 '766 1,350 1,100 1,100 4,700 1,700 3,000 1,650 800 "850' 1,000 H. P. and over. No. H. P. 1,000 *2,"466 7,200 6,000 5,650 1,250 1,550 WATER- POWER. H. P. 1,250 AUXILIARY STEAM ENGINES. No. H. P. No. * Includes figures for Interurban Railway Company. For 7 companies only. This company failed to make a report. 34 H. P. 12 1, 600 3 1,250 19 3, 800 1,950 600 220 600 3S0 500 450 1,600 850 255 400 ,105 500 230 400 200 625 800 13, 670 250 3,000 225 150 1,625 1.000 '800 220 1,400 8,069 400 615 534 3,150 2,920 450 450 810 375 550 200 700 2,500 550 375 100 GENERAL TABLES. 335 PLANTS, BY COMPANIES: 1902— Continued. DIRECT-CURRENT DYNAMOS. ALTERNATING- CURRENT DYNAMOS. 2 Auxiliary equipment, transformers, storage bat- teries, rotaries, etc. Substations and their equipment. OUTPUT OF STATIONS. Gen- erate electric current for sale. No.... Y'es... No.... No.... No.... Yes... Yes... No.... No.... Y'es . . . Yes . . . No.... Yes... Y'es... No.... Y'es . . . Yes... Y'es . . . Total. 500 H. P. or under. Over 500 H. P and under 1,000 H. P. 1,000 H. P. and over. No. H. P. Kilowatt hours. Horsepower hours of current. Total for year. Average per day. Total for year. Average per day. No. H. P. No. II. P. No. H. P. No. H. P. a 8 8 15 1,401 1,000 4, 650 7 8 14 791 1,000 2,250 1 610 1,869,568 3, 120, 547 4, 626, 375 5, 122 8,549 12,675 2, 492, 757 4, 160, 635 6, 168, 500 6, 829 11, 399 16, 900 1 2,400 See p. 398... See p. 398 Sec p. 398 r, 15 4 1,166 230 15 4 1, 166 230 3 2 666 200 1,378,970 832, 565 3,778 2,281 1,838,627 1, 109, 965 5,037 3,041 in 2 4 3 2 8 200 525 295 600 335 725 2 4 3 2 2 3 200 625 295 600 335 725 54, 750 1, 008, 860 602, 250 1,606,000 359, 890 1, 460, 000 150 2,764 1,650 4,400 986 4,000 73, 000 1,345,025 803, 000 2,141,455 479, 853 1,957,130 200 3,685 2,200 5,867 1,315 5,362 3 3 500 540 7 f.00 19 2 2 1 21 1,200 193 200 3, 2fvt 2 1,200 :. :::i:::::::::: 2, 057, 140 87, 600 985, 500 5 3,585,723 5,636 240 2,700 9,823 2, 742, 610 116, 800 1,314,000 5 4, 780, 964 7,514 320 3,600 13, 097 2 1 21 193 200 3,254 2 1 3 123 275 560 See p. 398 Sec p. 401 No.... No.... Y'es . . . No.... No.... Y'es . . . 3 2 900 267 3 2 900 267 246, 375 135, 780 675 372 328,500 181, 040 900 496 1 1 450 125 1 1 450 125 271,750 39, 420 744 108 362, 333 52, 560 992 144 1 200 1 200 1 160 706, 275 1,935 941, 700 2,580 Yes . . . No.... No.... Y'es . . . No. . . . 9 4 760 552 ' 9 4 760 552 1,178,723 1,007,400 3,229 2,760 1,571,631 1,343,200 4,305 3,680 2 400 31 14, 332 23 3,599 5 3,533 3 7,200 10 1,473 See p. 398 "24,831,4S1 68, 032 ' 33, 108, 267 90, 708 1 3 2 2 4 133 2,200 250 265 1,199 1 2 2 2 3 133 1,000 250 265 666 197, 100 1,022,00.) 310, 980 350, 400 1,348,346 540 2,800 852 960 3,694 262, 800 1, 362, 545 414, 640 467, 200 1,797,795 720 3,733 1,136 1, £80 4. V2o No.... No.... No No.... Yes . . . No No.... No.... No.... Y'es . . . No.... Yes . . . Y'es . . . No.... No.... No.... No.... No.... No.... Y'es . . . 1 1,200 1 533 5 773 6 2 9,000 335 4 3,000 2 6,000 12,956,718 8,358,000 35,498 9,200 17, 275, 614 4, 477, 090 47,331 12, 266 2 335 "• i 2 2 7 31 185 160 605 12, 268 2 2 7 23 185 160 605 4,602 I 141,437 9 219, 000 4,927,500 i»28,835,086 388 600 13,500 79,000 188,583 "292,000 6, 570, 000 >° 38, 446, 537 517 800 18,000 105, 333 5 1 700 73 See p. 398 5 3,363 3 4,303 See p. 398 6 425 6 425 1 73 1,271,660 3,484 1,695,425 4, 645 ■' 4 2 8 7 1,480 269 6,388 3,026 3 2 2 6 807 269 538 1,883 1 673 2,472,875 1,485,550 15,330,000 6, 935, 000 6,775 4,070 42,000 19, 000 3,297,045 1,980,733 20,440,000 9, 246, 667 9,033 5,427 56,000 25,333 s 1 4 2,690 2 1 3, 160 1,143 See p. 398 5 7 4 45 680 9,478 4 39 680 5,678 1, 340, 000 "25,578,242 3,671 70. 129 1, 786, 667 11 34, 104, 55S 4,895 93,506 3, 600 8,424 1,760 8 6 . 3,800 10 3,083 See p. 398 See p. 401 4 8 2 602 900 750 4 8 602 900 750 985, 500 2, 306, 000 481, 800 2,700 6,318 1,320 1,314,000 3, 074, 666 642, 400 Y'es . . . Yes... No.... No.... No.... Y'es... Y'es . . . No.... No.... No.... No.... No.... No.... No.... Yes . . . No.... No.... No.... Yes . . . 1 - 1,000 See p. 398 See p. 401 See p. 401 i 3 4 5 3 1 1 575 135 133 S 1 1 575 135 133 See p. 368 200, 750 400,600 148, 555 550 1,098 407 267,545 534, 133 198,073 733 1,464 543 6 7 l 8 I 9 i 10 1 1 6 3 8 2 1 400 85 3,800 750, 575 150 110 1 1 400 8ft ] 3 i,6uo See p. 398 See p. 401 5, 712, 250 i5, 650 7, 616, 090 20, 866 11 1' 6 3,800 4, 613, 570 657,000 1,200,437 565,750 « 71, 630 12,640 1,800 3.2S9 1,550 247 6,151,423 876,000 1,600,5S3 754,455 12 95, 990 16, 853 2,400 4,385 2,067 331 IS 3 S 1 750 575 150 110 See p. 398 See p. 401 14 1 | 250 15 1 See p. 401 16 17 t 18 4 i 613 4 1 1 513 4 j 833 See p. 398 Sec p, 401 10,979,200 30, 0S0 19 » For 10 companies only, and includes 1 company operating part of year. 8 Steam power rented, s For 6 months only. io For 6 companies only. 11 For 13 companies only, and includes 1 corananv operating part of year. 12 For 10 months only. 336 STREET AND ELECTRIC RAILWAYS. Table 96.— POWER AND GENERATING STATE AND NAME OF COMPANY. Power houses, num- ber. STEAM ENGINES. WATER- POWEE. 1 AUXILIARY STEAM ENGINES. BOILERS. ' •r Total. 500 H. P. or under. Over 500 H. P. and under 1,000 H. P. 1,000 H. P. and over. H. P. No. H. P. No. H. P. s, No. H. P. No. H. P. No. H. P. No. H. P. MARYLAND. 13 47 27,400 °7 7,400 15 10, 100 5 9,900 73 18,635 1 10 40 24,500 21 5,100 14 9,500 5 9,900 66 17, 135 ? Cumberland Electric Railway 4 3 Frederick and Middletown 1 2 1,000 1 400 1 600 2 250 4 Kensington Railway 4 5 Cumberland and Westernport 1 1 3 700 1,200 2 3 700 1,200 2 9 700 550 6 7 8 Washington and Glen Echo 4 9 Washington and Rockville 4 in Washington, Woodside and Forest Glen 4 MASSACHUSETTS. - 72 209 133,850 136 43,020 37 21, 780 36 69, 050 1,732 25 598 324 80, 690 l 1 2 400 2 400 2 300 ci Interstate Consolidated 4 , s 8 10 8 3 38 30 38 930 15, 820 18, 575 54,450 3 23 12 17 930 6,640 3,675 5,550 4 52 42 81 1,000 10, 023 11,130 28, 770 4 14 13 1 8,180 7,150 700 1 5 20 1,000 7,750 48,200 ft 3 8 75 28 fi 7 8 New York, New Haven and Hartford Railroad. 1 1 1 1 1 2 2 3 2 1 2,000 650 1,450 700 100 2 2,000 8 3 5 2 1 1,200 450 1,250 700 125 q 2 2 2 1 650 800 700 100 in 1 650 li V it n 15 if. 17 IS 1 3 1,310 2 060 1 650 6 1,200 19 ■511 Gardner, Westminster and Fitchburg... 2 2 2 600 2 000 3 600 440 Haverhill and Southern New Hamp- shire. 4 os 1 1 1 1 5 2 500 4,000 600 1 3 2 500 1,200 600 4 5 2 500 2,000 500 2 2, 800 1 1 1 2 2 2 900 500 800 2 2 2 900 500 800 2 3 2 500 600 500 Middleboro, Wareham and Buzzards Bay. 4 Milford, Attleboro and Woonsocket 34 3ft 36 37 38 39 40 41 42 43 44 45 46 47 48 49 r,o 61 52 63 64 55 56 57 58 59 60 61 62 . 1 1 2 5 750 2, 10C 2 4 750 1,200 3 5 600 750 1 900 South Middlesex Street Railway 1 1 1 1 1 3 4 3 2 950 3,100 750 950 500 3 9 3 1 2 950 600 750 350 500 3 8 4 5 3 450 1,800 1,200 875 700 o 2,500 10 3 300 35 1 600 Georgetown, Rowley and Ipswich 1 1 4 1,100 4 1,100 1 4 750 1 i l 5 1 1,200 300 4 1 600 300 1 600 6 2 840 300 l 2 700 2 700 2 600 «1 250 1 250 »1 ieo l 3 1,200 3 1,200 4 600 l 1 250 1 250 250 1 250 l i 4 4,ko;i '.:.)0 1 4,800 8 2,000 512 - 950 450 i 'i -' 840 375 2 840 ! 4 .840 500 °75 | i 64 67 Warren, Brookfield and Spum-cr 1 1 2 500 2 1 850 2 1 500 300 2 1 550 :::::: .. 375 i For details see Supplementary Table 3. - For details see Supplementary Table 4. a For 4 companies only, and includes 1 company operating part o£ year. 4 Power rented. 6 For 2£ months only. GENERAL TABLES. 337 PLANTS, BY COMPANIES: 1902— Continued. DIRECT-CURRENT DYNAM08. ALTERNATING- CURRENT DYNAMOS. 2 Auxiliary equipment, transformers, storage bat- teries, rotaries, etc. Substations and their equipment. OUTPUT OF STATIONS. Gen- erate electric current for sale. Total. 500 H. P. or under. Over 500 H. P. and under 1,000 H. P. 1,000 H. P. and over. No. H. P. Kilowatt hours. Horsepower hours or current. ^ Total for year. Average per day. Total for year. Average per day. a No. H. P. No. H. i: No. H. P. No. H. P. S 62 24,565 37 8,901 10 6,064 5 9,600 2 240 See p. 398 3 42,811,678 118,298 3 57,082,116 157, 730 40 22, 424 25 6,760 10 6,064 5 9,600 40,760,645 111, 673 54, 347, 405 148,897 No.... No.... No.... No.... No.... Yes... No.... No.... No.... No.... 1 2 2 584 2 684 780,735 2,139 1, 040, 980 2, 852 3 4 2 8 667 890 2 8 667 890 '84,048 1,186,250 1,236 3,250 5 112, 064 1,581,667 1,648 4,333 5 2 240 fi 7 8 See p. 401 9 10 306 123, 998 240 47, 532 35 22, 772 31 53, 694 11 2,914 See p. 398 See p. 401., ., "189,431,406 524,462 i253,008,569 700, 529 2 266 2 266 See p. 398 328, 500 900 438,000 1,200 No.... No.... No.... Yes... Yes... Yes... No.... No.... Yes... No.... No.... No.... No No.... 1 ? 3 65 38 80 950 16,028 18,687 47, 921 3 53 26 63 950 8,461 7,387 4,325 2, 190, 000 19,321,265 33,092,152 86,011,178 6,000 52,935 90,663 235, 647 2,920,000 25, 899, 819 44, 359, 453 114,681,570 8,000 70, 959 121, 532 314, 196 3 12 9 7 7,567 6,933 3,733 3 2 247 667 See p. 398 4 3 20 4,267 39,863 See p. 398 See p. 398 See p. 401 See p. 401 5 6 7 2 o 3 2 1 82 1,340 050 860 670 100 120 2 1,340 '1,225,020 678,760 1,173,542 668,388 160, 600 6,414 1,860 3,215 1,831 440 '1,642,118 905,013 1,573,160 895, 962 214, 134 8,597 2,480 4,310 2,454 583 8 2 3 2 1 2 650 850 670 100 120 9 See p. 398 10 11 1? 13 See p. 398 See p. 401 14 15 No.... 16 No....! 17 3 1,225 2 660 1 665 2, 774, 000 7,600 3, 698, 667 10,134 No.... 18 No.... No.... Yes . . . No.... No.... Yes . . . No.... Yes . . . No.... No.... Yes . . . Yes . . . Yes . . . No.... No.... 19 2 3 600 399 2 3 600 399 1,296,845 449, 540 3,553 1,232 1, 729, 127 602, 615 4,737 1,651 20 See p. 398 ?1 27 23 8 5 2 890 4,000 600 8 3 2 890 1,200 600 1,376,050 3,040,482 752, 252 3,700 8,330 2,061 1,876,100 4,053,976 1, 008, 495 5,140 11,107 2,763 9,4 2 2,800 1 100 See p. 398 n ?fi 27 ?8 2 2 2 667 634 700 2 2 2 667 034 700 '513,310 098,410 335,054 1,406 1,913 918 "684,413 936, 206 449, 315 1,874 2,564 1,231 ?9 30 See p. 398 31 32 - 33 2 3 767 1,400 2 2 707 500 1,907,125 2,145,835 5,225 5,879 2,421,045 2,861,235 6,633 7,839 No.... 34 1 900 2 300 See p. 398 See p. 401.. . No.... No.... Yes... Yes . . . Yes . . . Yes ■ . . Yes... No.... No.... Yes . . . No.... No.... No.... No.... No.... No.... No.... No.... Yes... No.... Yes... No ... . No.... No.... No ... . No . . . No... No... No... No... No... No . . . No... i Y"es . . a5 m 3 4 3 2 2 1,150 I 1 2 3,100 I' 2 650 000 750 330 700 1 600 992, 800 2, 942, 496 866, 815 529, 250 602,250 2, 720 8,061 2,374 1,450 1,650 1,323,733 3, 923, 328 1,155,753 705, 667 803, 000 3, 626 10, 748 3,165 1,934 2,200 37 2 2,500 38 l 39 864 700 1 2 1 534 40 41 42 43 4 1,100 4 1,100 See p. 398 2, 555, 000 7,000 3,406,545 9,333 44 45 5 1 1,200 400 4 1 000 400 1 000 1,889,313 584, 090 6,176 1,600 2,519,084 831,835 6,901 2,279 46 47 48 2 82 82 333 250 450 730,000 2,000 973,333 2,667 49 250 450 <2 2 511 51 52 2 667 067 1 400 See p. 398 See p. 401 1,081,130 2,962 1,441,507 3,949 53 54 2 ' 200 2 200 166, 440 456 221, 920 608 55 I 56 i i 57 4 ' 4,2«i 4 4,204 6, 348, 528 1,299,190 17, 393 3,560 8,464,697 1, 732, 260 23, 187 4,750 58 1,075 See p. 398 59 60 61 2 ' 533 I 1 2 2 525 2 657,000 729, 270 1,998 977, 574 2,400 2,678 fi? 525 63 i 64 65 66 117 209, 600 2,568,870 769 7,038 2 675 ll 2 1 C76 [ 1 1 See p. 398 1, 916, 250 5, 250 1 68 "For 'For 44 companies only, and includes 3 companies operating part of year. OS months only. s Owned but not operated. For 10J months only. 338 STREET AND ELECTRIC RAILWAYS. Table 96.— POWEK AND GENERATING l Power | houses,' num- ber. ] STEAM ENGINES. WATER- POWEB.l AUXILIARY STEAM ENGINES. BOILERS. c STATE AND NAME OF COMPANY. Total. 500 H. P. or under. Over 500 H. P. and under 1,000 H. P. 1,000 H. P. and and over. H. P. No. H. P. No. H. P. :£ No. H. P. No. H. P. No. H. P. No. H. P. 69 MASSACHUSETTS— Continued. (3) 2 ?n 1 300 2 300 3 350 71 m 5 1 1 1 32 9 2 2 2 85 3,650 1,000 1,200 1,000 45,942 8 2 3,050 1,000 1 600 592 14 3 4 3 127 2,025 750 1,200 675 27, 923 73 Worcester and Blackstone Vallev 74 2 1,200 75 2 61 1,000 19,642 MICHIGAN. 11 7,900 13 18, 400 27 749 1 ( 3 ) 2 3 20 5 12 1 3 7 o 2 2 3 ? 1 1 4 1 7 1 1 3 1 2 1 1 1,600 750 17,600 3,080 5,160 300 3,000 2,600 1,500 1,500 575 575 2 1,600 1 7 3 3 47 4 6 2 6 4 4 5 6 4 1,000 700 11, 525 1,400 1,500 300 1,325 1,448 1,200 600 450 450 8 3 12 2 12 1 750 4,600 80 5,160 300 4 8 3 13, 000 3,000 3 4 5 1 1 30 20 27 80 5 S Detroit and *ort Huron Shore Line Detroit, Ypsilanti, Ann Arbor and Jack- son. 6 7 S 1 600 2 2,400 q Grand Rapids, Grand Haven and Mus- kegon. Grand Rapids, Holland and Lake Michi- gan. Houghton County Street Railway 7 2,600 in 2 2 1,500 1,600 5 70 n r> 2 3 575 575 1 1 80 125 H n It If. 17 Manistee, Filer City and. Eastlake 1 1 1 1 1 1 1 1 6 3 2 3 2 3 2 3 5 19 900 385 950 1,200 1,067 600 500 2,200 10,325 2 2 3 200 385 950 1 700 2 4 5 2 4 3 5 9 34 220 400 500 1,000 1,000 330 525 2,050 6,410 is Menominee Light, Railway and Power . "XI 2 1,200 2 1 20 250 Muskegon Traction and Lighting Detroit, Plymouth and Northville 3 2 3 4 12 1,067 500 500 1,400 2,600 1 1 7 5 30 950 1 1 800 525 MINNESOTA. 6 7,200 10,280 2 3 6 9 2,400 7,125 4 3 1,200 600 1 5 1,200 6,000 1 50 9 20 1,500 4,210 1 525 10, 280 5 1 5 5 9 800 2,555 5 9 800 2,555 6 900 5 13 700 2,030 MISSISSIPPI. 1 2 ;; 4 5 1 1 1 1 1 22 1 2 3 1 2 68 120 800 675 160 800 64,620 1 2 3 1 2 27 120 800 075 160 800 7,770 1 4 4 (18) 4 170 100 600 450 Jackson Railway, Light and Power Vicksburg Railroad, Power and Manu- facturing. MISSOURI. 880 48, 270 16 11,650 25 45, 100 12 585 1 2 3 4 5 6 1 2 8 1 1 4^ 1 1 5 16 3 5 23 6 1U0 2,350 12,800 500 3,350 36, 600 5,800 1 4 9 3 1 100 1,150 3,400 500 200 1 6 37 2 9 75 19 100 1,925 10,600 300 2,540 25, 350 4,000 Southwest Missouri Electric Railway . . . 1 4 1,200 7,300 3 2,100 Missouri Water, Light and Traction St. Joseph Railway, Light, Heat and Power. 8 9 10 11 12 13 14 15 16 3 7 o 1,950 5,200 1,800 1 16 3 1,200 31,400 4,000 12 585 3 3 3 1,000 1,200 520 2 3 3 400 1,200 520 1 600 8 6 4 800 1,750 675 St. Louis, St. Charles and Western Railway and Electric of Sedalia o 1 1 3 1 4 300 1,350 1 3 300 650 3 8 330 1,175 MONTANA. 1 700 250 1 o 1 350 1 350 250 3 175 3 4 1 3 1,000 2 300 1 700 5 1,000 1 i For details see Supplementary Table 3. 2 For details see Supplementary Table 4. 3 Steam power rented. 4 Power rented. '•> For 2h months only. ■' For 21 companies only, and^ncludes 5 companies operating part of year. < For 10 months only. 8 For 11 months only. 11 Owned but not operated. 11 Fur y months only. GENERAL TABLES. 339 PLANTS, BY COMPANIES: 1902— Con' mued. DIRECT-CURRENT DYNAMOS. ALTERNATING- CURRENT DYNAMOS. 2 Auxiliary equipment, transformers, storage bat- teries, rotaries, etc. Substations and their equipment. OUTPUT OF STATIONS. Gen- erate electric current for sale. Total. 500 H. P. or under. Over 500 H. P. and under 1,000 H, P. 1,000 II. P. and over. No. H. P. Kilowatt hours. Hon. jpower hours ->f current. U Total for year. Average per day. Total for year. Average per day. No. H. P. No. H. P. No. H. P. No. H. P. a 2 3 270 291 2 3 270 291 193, 085 737,862 529 2,022 267,447 989, 150 j 705 2,710 No.... No.... No.... Yes... No.... No.... Yes... m 70 71 14 2 3,967 870 14 2 3,967 870 2, 515, 215 572, 412 '223,002 952,200 » 83, 354, 048 6,891 1,568 3,097 2,609 230, 362 3,371,602 767, 230 5 297,336 1, 269, 600 "111,226,532 9,i88 2,102 4,129 3,479 307, 705 ?'> 73 2 1,200 See p. 398 See p. 401 2 87 500 29, 518 2 68 500 10, 703 75 9 5,204 10 13, 611 39 11, 662 See p. 398. .. See p. 402 1 2 6 19 6 5 1 4 2 60 1,000 567 16, 000 1,307 1,175 200 2,714 100 1 2 5 5 4 5 1 2 2 60 1,000 667 1,333 640 1,175 200 670 100 90, 155 1,277,500 687, 182 44,843,674 6, 022, 500 5, 791, 828 ' 680, 960 6,353,149 6 2,672,000 2, 868, 100 8 2,049,187 854, 100 366,400 247 3,500 1,609 122, 859 16, 500 15,868 2,240 17,406 8,000 7,858 6,135 2,340 1,004 120,450 1,703,455 782, 909 59,791,565 8, 030, 000 7, 722, 437 » 907, 747 8,516,286 '3,581,769 3, 824, 133 » 2, 732, 249 1,138,800 488, 633 330 4,667 2,125 163, 812 22, 000 21, 157 2,987 23, 332 10, 723 10,477 8,180 3,120 1,338 No.... Yes... Y'es . . . Yes . . . Y'es . . . No.... Yes... No.... Yes... No.... No.... Yes... Yes... No No No.... Yes... Y'es... Yes... No.... Yes . . . No.... Y'es . . . Yes . . . 1 •> 3 1 3 5 400 333 2,000 1,250 3 6 1 3,200 667 8 11,467 See p. 398 See p. 398 See p. 398 See p. 398 See p. 402 See p. 402 See p. 402 . . 4 5 6 7 2 2,144 S 5 2 1 5 2 1,675 1,333 667 320 335 See p. 398 See p. 398 See p. 398 See p. 402 See p. 402 .... See p. 402 .... q 10 1 4 3 s 3 °6 »1 3 2 9 667 225 205 400 720 200 470 160 635 1 667 ii 4 3 3 6 1 3 2 9 225 205 400 720 200 470 160 635 T> 11 14 See p. 398 See p. 402 15 lli 10 2, 336, 000 273,750 353, 176 1,095,000 '706,060 232, 687 420, 000 3, 480, 640 "39,153,469 6,400 750 968 3,000 2,354 637 1,151 9,536 107,270 10 3, 114, 666 365, 000 470, 901 1,460,000 '941,413 310,249 560,000 4,663,970 "52,204,738 8,533 1,000 1,291 4,333 3,138 849 1,535 12, 778 143,040 17 18 2 2 3 150 1,067 800 19 See p. 398 See p. 402 •'0 1 3 4 3 67 400 480 426 1,407 13,420 1 3 4 2 62 400 480 426 737 9,830 ?1 .» 2 3 9 126 1,206 8,100 ■>3 1 3 670 1,690 9 4 2 2,000 See p. 399 See p. 402 No.... No.... Y'es... No Y'es . . . 1 19 38 2,850 10,000 16 36 1,260 8,000 3 1,590 3,374,391 35, 040, 000 9,245 96,000 4,499,188 46,720,000 12, 326 128, 000 9 2 2,000 8 8,000 See p. 399 See p. 402 3 4 10 14 570 2,598 10 14 670 2,698 1 9 100 1,556 739, 078 "3,016,565 2,025 8,807 985,550 1-' 4, 022, 086 2,714 11, 742 5 1 6 3 2 2 68 130 1,241 367 400 460 53, 119 1 6 3 2 2 36 130 1,241 367 400 460 6,444 146, 000 969, 075 439, 560 "141,360 1, 320, 570 '5132,903,282 400 2,655 1,204 930 3,618 364, 119 194, 666 1,292,100 586, 080 "188,480 1, 760, 760 15177,204,619 533 3,540 1,605 1,240 4,824 485,493 Y'es... Y'es... Yes... No.... Y'es . . . 1 3 2 573 633 o s 4 4 11 450 7,683 5 12 8,284 20 38, 391 See p. 399 See p. 402 1 No.... No.... No.... Y'es . . . No.... Yes... Y'es . . . No.... Y'es... No.... No.... No.... Yes... No.... Y'es . . . ? R 1 4 11 1 4 22 10 iio 900 9,300 100 2,150 34, 336 8,533 1 4 4 1 2 2 8 110 900 1,200 100 300 294 1,400 262, 800 ,3, 489, 400 24, 455, 000 628, 530 7, 248, 170 83, 558, 355 "12,307,470 720 9,660 67, 000 1,722 19,858 228,927 33, 719 350, 400 4, 652, 533 32,606,667 838, 040 9, 664, 470 111,411,140 i«16,409,960 960 . 12,747 89, 333 2,296 26, 478 305,236 44,959 4 1 900 See p. 402 5 4 2,400 3 6,700 See p. 399 1 3 2 1 167 1,500 3,216 1,600 7 2 5 1,850 3,484 See p. 399 15 2 30,658 2,133 See p. 399 See p. 399 See p. 402 See p. 402 9 1ft 11 3 8 5 950 1,000 420 2 8 5 400 1,000 420 1 550 1' 13 S 300 See p. 399 See p. 402 390,205 1,070 520,273 1,427 14 15 4 6 320 1,532 4 5 320 832 563, 352 " 2, 128, 202 1,543 5,831 751, 136 "2,837,602 2,057 7, 775 ■ 16 1 700 4 532 4 532 458, 692 1,257 611, 589 1,67 Y'es . . . No.... No.... No.... No.... 1 V 2 1,000 1 700 1, 669, 510 4,574 2,220,013 6,099 '- ■t J 11 For S companies only. is For 5 companies only, and includes 1 company operating part of year. 18 Steam rented. « For 6 months only. 16 For 10 companies only. 10 Includes output of St. Louis and Kirkwood Railroad Co. i' For 2 companies only. 340 STREET AND ELECTRIC RAILWAYS. Table 96.— POWER AND GENERATING STATE AND NAME OF COMPANY. NEBRASKA. Total for state Lincoln Traction Nebraska City Street Railway . Omaha Street Railway , Metropolitan Cable Railway 1 . . NEW HAMPSHIRE. Total for state Concord Street Railway Chester and Deny* Exeter, Hampton and Xmesbury. Keene Electric Railway Laconia Street Railway Manchester Street Railway 4 Portsmouth Electric Railway NEW JERSEY. Total for state West Jersey and Seashore Bridgeton and Millville 4 Brigantine Transportation Camden, Gloucester and Woodbury Camden and Suburban Cape May, Delaware Bay and Sewells Point. Elizabeth, Plainfield and Central Jer- sey. 4 New Jersey and Hudson River Railway and Ferry. Jersey City, Hoboken and Paterson North Jersey Street Railway Jersey Central Traction Monmouth County Electric 4 Atlantic Coast Electric Railroad Millville Traction Mt. Holly Street Railway Middlesex and Somerset Ocean City Electric Railroad Orange and Passaic Valley 4 South Orange and Maplewood 4 Raritan Traction 4 Point Pleasant Traction, Electric Light and Power. Newark and Hackensack Trenton Street Railway , Camden and Trenton * Trenton, Lawrenceville and Princeton. . Orange Mountain Traction NEW MEXICO. Total for territory Albuquerque Street Railroad . NEW YORK. Total for state Albany and Hudson Railway and Power. United Traction Hudson Valley Railway Troy and New England Amsterdam Street Railroad Auburn City Railway Auburn Interurban Electric 4 Ballston Terminal Railroad Binghamton Railway International Railway Crosstown Street Railway 4 Buffalo and Depew Buffalo, Hamburg and Aurora Ontario Light and Traction Catskill Electric Railway Cohoes City Railway 4 Cortland County Traction Corning and Painted Post 4 Dunkirk and Fredonia Dunkirk and Point Gratiot Elmira Water, Light and Railroad Ocean Electric Railway 4 Citizens Street Railway 4 Fonda, Johnstown and Gloversville 1 For details see Supplementary Table 3. 2 For details see Supplementary Table 4. 3 For 2 companies only. 4 Power rented. Power houses, num- ber. STEAM ENGINES. Total. No. 4 H. P. 5,100 1,600 'h'm 4,015 1,645 220 850 300 750 ,300 I-.3.J 1,190 3,750 11, 900 150 1, 650 600 580 900 2,000 350 150 228, 733 760 750 350 , 5(10 ,450 650 800 400 175 460 268 ,175 500 H. P. or under. No. 10 194 H. P. 2,150 1,050 "i.'ioo 3,265 500 220 .ViiO 13, 580 750 900 635 3,750 2,500 150 600 '825' 350 150 53, 996 1,350 3,300 480 766 750 350 750 1,100 400 175 1,000 460 268 1,775 Over 500 H. P. and under 1,000 H. P. No. H. P. 300 I 1,750 650 'i,266' 750 750 '2,"250' *i,'650' "'756' 1,000 750 4,000 750 3,600 1,400 6111 1 1,000 H. P. and over. No. H. P. 1,200 10,550 ;, 750 WATER- POWER.* H. P. "8, 745 5,300 "i.'aoo' AUXILIARY STEAM ENGINES. No. H. P. 150 No. (,) 2 2 5 For 5 companies only. c Owned but not operated. 7 Steam rented. 8 For 16 companies only, and includes 4 companies operating part of year. H. P. 4,795 1,295 29 "3,566 1,400 400 200 300 500 950 400 750 2,100 750 1,440 2,900 7, 050 2, 085 300 460 950 750 100 175 1,450 4,000 2,250 525 645 400 1,000 7,550 400 200 1,000 360 300 1,750 450 GENERAL TABLES. 341 PLANTS, BY COMPANIES: 1902— Continued. DIRECT-CURRENT DYNAMOS. ALTERNATING- CURRENT DYNAMOS. 2 Auxiliary equipment, transformers, storage bat- teries, rotaries, etc. Substations and their equipment. OUTPUT OF STATIONS. Gen- Total. 600 IT. P. or under. Over 500 H. P and under 1,000 H. P. 1,000 II. P. and over. No. H. P. Kilowatt hour*. Horsepower hours of current. electric current for Total for year. Average per day. Total for year. Average per day. No. 29 II. P. No. II. P. No. H. P. No. H. P. 3 6,060 27 3,260 o 1,800 2 250 3 12,181,875 33, 375 a 16,242,743 44,500 8 1,260 8 1,260 2 250 1, 848, 725 5,065 2,465,210 6,754 Yes ' 1 21 3,800 19 2,000 2 1,800 10, 333, 150 28, 310 13,777,533 37, 746 Yes . . . No.... s 16 2,469 16 2,469 2 900 See p. 399 See p. 402 6 5,172,718 14,169 6,896,712 18, 792 4 "1 8 3 3 666 133 470 250 300 4 1 3 3 3 666 133 470 250 300 467, 200 1,280 623, 055 1,707 No No.... Yes . . . No.... Yes . . . No.... No.... 9 2 900 See p. 399 See p. 402 3,304,345 218, 610 179, 908 9,053 599 490 4, 405, 550 291, 235 239, 877 12, 070 799 553 3 4 5 2 70 650 30,042 2 53 650 13,802 See p. 399 See p. 399 See p. 402, See p. 402 1, ii- 655 8 64,431,5U8 2,747 177, 885 1,336,995 85,908,467 3,663 237, 174 10 6,690 7 9,550 2 388 3 1,267 2 600 1 667 1,679,000 4,600 2,238,667 6,133 No.... No.... Yes... No.... Y'es . . . No.... 1 2 3 7 2 300 750 3,300 980 2 3 5 1 300 750 900 447 «36,300 1,201,215 3,734,315 622, 451 330 3,291 10, 231 1,431 =48,400 1,601,620 4,979,087 696, 601 440 4,388 13,641 1,908 3 4 2 2,400 See p. 399. See p. 402, 5 1 533 6 7 3 10 19 1 o 2 2 2 1,326 3,720 11,900 125 833 1,600 534 2 10 10 1 2 586 3,720 2,500 125 333 1 740 1, 336, 995 5, 615, 525 45,626,000 1051,240 3,663 15,385 125,000 280 1, 782, 660 7, 487, 245 60, 833, 333 ■0 68,320 4,884 | 20, 513 166, 666 370 Ye-. . . . No S q 4 2,250 5 7,150 No 10 No i „ No.... Y'es . . . No.... No... T> 2 1,600 2, 006, 207 269, 370 5,496 738 2, 674, 943 359, 160 7,328 984 IS 2 534 14 15 3 1 1,000 267 3 1 1,000 267 See p. 399 See p. 402 1,606.000 12148,950 4,400 1,221 2,141,333 12198,600 5,866 1, 628 No 16 No.... No.... No. . . . No.... Y'es . . . No 17 IS 19 90 1 3 5 150 800 1,440 1 3 4 150 800 540 2 388 73, 000 438, 000 200 1,200 97,333 584,000 267 | 1,600 | "1 1 900 See p. 399 See p. 402 No. . 23 No •'4 1 250 1 250 10 88,000 419 13 117, 165 558 No.... 15 "fi i i No 1 317 107, 417 258 50, 934 37 23, 327 22 83,156 46 88,693 See p. 399 See p. 402. 10 502,920,178 1,383,409 10 671,335,776 1,844,605 2 15 8 2 13 4 540 4,990 1,863 600 375 468 2 10 8 2 13 4 540 990 1,863 600 375 468 6 3,900 See p. 399 See p. 402 See p. 402 See p. 402 2, 574, 162 10, 484, 040 6, 263, 400 414, 304 799, 445 1,264,725 7,052 28,733 17, 160 1,135 2,193 3,465 3, 432, 216 14, 053, 672 8, 351, 200 552, 405 1, 073, 227 1, 686, 300 9,403 38, 530 22, 880 1,513 2,944 4,620 Yes . . . Yes . . . No.... No.... Y'es . . . Y'es . . . No.... No.... Y'es . . . No.... No.... Yes... No.... Yes... No.... No.... Y'es . . . No.... Yes... No.... Yes... No.... No.... No.... 1 5 4,000 ? See p. 399 3 4 i 5 i 6 1 7 1 6 20 300 1,534 7,164 1 5 17 300 867 3,948 1 766, 500 3, 613, 500 74, 390, 716 2,100 9,900 203, 808 1, 022, 000 4, 818, 000 99, 719, 460 2,800 13, 200 273,216' 8 1 667 I See p. 399 See p. 399 See p. 402 See p. 402 9 3 3,216 1 10 11 2 2 5 o 860 800 300 200 2 2 5 2 850 800 300 200 1,1 554, 400 367, 785 3,080 1,008 10 739, 080 490, 380 4,106 1,344 1? 1 13 1 135 | 14 15 1 16 4 374 4 374 2 320 1 See p. 402 623, 666 1,709 831,422 2,378. 17 IS 3 1 8 575 160 2,280 3 1 8 576 160 2,280 2 120 568, 670 104,900 3,854,400 1,558 287 10, 560 758, 105 139, 866 5, 139, 200 2,077 383 14,080 19 ?0 1 1,066 ) ?1 22 «2 3 300 450 2 3 300 450 2,3 912, 500 2,500 1, 216, 545 3,333 24 o For 34 months only. io For 6 months only. ii Steam power rented. 12 For 4 months only. 1165— OS- io For 7 months only. 1 4 Includes 2 gas engines of 100 horsepower. io For 64 companies only, and includes 4 companies operating part of year. -23 342 STREET AND ELECTRIC RAILWAYS. Table 96.— POWER AND GENERATING STATE AND NAME OF COMPANY. Power houses, num- ber. STEAM ENGINES. WATEE- POWEE. 1 AUXILIARY STEAM ENGINES. BOILEES. u Total. 600 H. P. or under. Over 500 H. P. and under 1,000 H. P. 1,000 H. P. and oyer. H. P. No. H. P. No. H. P. £ No. H. P. No. H. P. No. H. P. No. H. P. ■?s NEW YOKE— Continued. 96 Geneva, Waterloo, etc., Traction Mountain Lake Electric 1 1 1 3 1 1 665 200 300 3 1 1 665 200 300 5 1 2 580 200 300 ?7 28 Bennington and Hoosick Valley Hornellsville Electric Railway » ?9 30 Hornellsville and Canisteo 3 SI Huntington Railroad 1 1 1 1 noo 800 3? Ithaca Street Railway 3 6 4 700 900 950 3 6 4 700 900 950 3 6 4 700 1,200 904 S3 Jamestown Street Railway 1 25 34 35 36 Lima-Honeoye Light and Railroad Middletown-Goshen Electric 1 1 2 3 300 375 2 3 300 375 2 16 2 3 400 375 37 R8 R9 1 1 3 R 2 18 750 275 79, 075 3 2 3 750 275 475 4 2 90 400 200 22, 500 40 New Paltz and Poughkeepsie 41 15 78, 600 50 1,433 4? 43 Fulton Street Railroad 44 45 Twenty-eighth and Twenty-ninth Street Crosstown. 3 4fi 47 Forty-second Street, Manhattan ville and St. Nicholas Avenue. 3 Dry Dock, East Broadway and Battery 3 48 44 ■ ■ fil 1 1 1 1 6 7 3 4 8 1,580 6,500 1,050 1,400 33, 600 6 4 3 4 4 i, 580 1,500 1,050 1,400 1,600 9 11 5 9 40 1,600 R,000 625 1,000 20, 800 ffl 2 1,500 1 2,600 m Tarrytown, White Plains and Mamaro- neck. M "S", 4 32, 000 66 67 s« 6 3 37 16 35, 587 6,150 6 15 2,162 4,950 14 9,425 17 1 24, 000 1,200 9 225 92 - 18 22, 760 6,650 Vi (ill 1 1 1 4 2 3 1,800 800 1, 050 4 2 3 1,800 800 1,050 8 6 4 2,250 1,200 1,000 iri 1 1 1 320 2 2 1,000 450 2 2 1,000 450 1 150 5 2 750 400 711 Oneonta, Cooperstown and Richfield Springs. 1 1 1 2 CO 5 2 666 300 1 666 6 3 900 450 2 300 Peekskill Lighting and Railroad Perm Yan, Keuka Park and Branchport. 1 1 1,100 500 5 2 1,100 600 5 60 4 2 600 500 1 1 1 2 1 1 1 1 2 1 2 3 3 7 3 2 2 3 4 2 950- 450 760 3,746 495 1,000 250 750 950 .120 1 3 3 5 3 2 2 3 4 2 350 450 750 1,500 495 1,000 250 750 950 120 1 600 4 3 3 8 2 4 3 2 5 1 560 450 700 2,263 600 1,000 350 280 1,030 150 Port Jervis Electric, Gas and Railroad.. Poughkeepsie and Wappingers Falls . . . 1 746 1 1,500 SI 82 83 .84 ST. 8i; 87 88 89 ;iu 91 92 93 94 95 96 2 150 Rochester, Charlotte and Manitou 1 3 1 1 1 2 1 1 1 1 1 9 6 1 2 6 1 2 m 3 1 20 4,900 800 1,000 1,850 300 675 3 1,500 1 1 900 800 2 2,500 9 2 4 10 2 2 2,500 450 1,000 1,400 360 500 650 Syracuse, Lakeside and Baldwinsville.. 2 5 1 2 1,000 1,100 300 575 1 750 Buffalo, Garden ville and Ebenezer 950 150 3,775 3 1 18 950 150 2,675 3 3 20 1,000 225 2,655 NORTH CAROLINA. 2 1,200 2,950 3 297 1 2 3 4 5 6 7 3 1 4 4 1,000 276 3 4 400 275 1 600 950 2 3 200 325 Charlotte Railway, Light and Power . . . 1 1 1 2 2 4 3 3 950 500 450 600 1 4 1 350 500 450 600 1 600 2 1 285 12 4 3 4 480 600 450 ConsoHdatedKail ways, Light and Power. Fries Manufacturing and Power 2,666 4 600 i For details see Supplementary Table 3. 2 For details see Supplementary Table 4. 8 Power rented. 4 Gas engines. 6 Operated by storage batteries. 6 Steam power rented. GENERAL TABLES. 343 PLANTS, BY COMPANIES: 1902— Continued. DlAia T-CUUKKNT UYNAMOS. ALTERNATING- CURRENT DYNAMOS. 2 Auxiliary equipment, transformers, storage bat- teries, rotaries, etc. Substations and their equipment. OUTPUT OP STATIONS. Gen- erate electric current for Total. 500 1 HI No. I. P. or uU'i'. Over 500 H. P. and under 1,000 II. P. 1,000 H. P. and over. No. H. P. Kilowatt hours. Horsepower hours of current. . Tntiil lor year. Average per day. ^ No. 11. P. It. 1'. No. II. P. No. H. P. Total for year. Average j»er day. £ 3 1 1 369 200 264 3 1 1 .374,125 61,152 474, 600 1, 025 582 1,300 498, 955 81,536 632,545 1,367 , No.... 776 No 1,733 No... '200 264 , No.... No.... No... 3 6 4 100 100 925 933 3 li i * 100 100 See p. 399 56,817 1,946,545 4,927,500 938, 996 155 5, 333 13.500 2, 573 75, 756 2, 595, 515 6, 570, 000 1,251,995 206 2 400 7,111 Yes... 18,000 Y'es... i il No.... 1 3 1200 400 1 3 200 400 200 295, 050 415, 916 810 1,139 394, 200 554, 555 1,519 ' No l No.... Yes 3 o 10 400 333 6,000 3 6 400 333 1,400 766, 500 255, 500 147, 088, 664 2,100 700 402, 984 1,022,000 310, 666 196, 118, 219 933 ,, No 537,312 No... 4 4,600 11 53,075 See p. 399 See p. 402 No.... No.... No.... No.... No.... No.... No No. . No 6 3 4 4 1,535 5, 500 1,000 1,400 1,340 6 4 3 4 4 1,535 1,500 1,000 1,400 1,340 1,898,000 12,141,536 1,619,568 3,403,384 28, 297, 875 5,200 33, 264 4,163 9,324 77, 528 2,540,545 16,188,715 2, 026, 091 4,537,845 37, 730", 500 6, 933 41,3"i2 5. 551 12,432 103,370 No.... No.... No.... No.... No.... No 2 1,500 1 2,500 ^ 4 26, 800 See p. 399 See p. 402 =11 No.... No.... No.... No.... No.... No.... No.... No.... No.... No.... No.... Yes . . . No.... No.... Y'es . . . No No.... Yes . . . No.... No.... Y'es . . . Yes . . . Yes . . . No.... No.... No.... No.... No.... Y'es . . . No.... No.... No.... No.... Y'es . . . No.... 33 IS 30,156 6, 200 23 13, 016 10 1 17, 140 1,200 See p. 399 See p. 399 See p. 402 120, 864, 933 13, 235, 587 331, 137 37,096 161,153,244 17, 317, 558 441,516 49,728 17 5,000 4 8 3 1, 750 500 1,350 4 8 3 1, 750 500 1,350 See p. 399 7, 417, 522 438, 000 917, 100 20, 322 1,200 2,540 9,890,029 584, 000 1,222,800 24,096 1, 600 3,387 1 o 333 860 433 1 2 2 333 860 433 613, 200 1,264,725 821, 250 1,680 3,465 2,250 817, 600 1, 686, 300 1,095,000 2, 240 4,620 3,000 See p. 399 68 70 1 666 250 560 395 500 1 666 See p. 399 1, 119, 261 744, 600 1,096,410 364, 716 410, 625 3,066 2,040 3,004 999 1,125 1,492,348 2 250 560 395 500 992,800 1,461,880 486, 288 547, 500 2,720 4,005 1, 332 1,500 7^ See p. 399 7 ,: 1 3 500 See p. 399 75 4 3 12 3 1 2 «1 1 867 207 480 3, 7 16 400 210 266 30 30 1 4 3 10 3 1 2 i i 300 207 480 1,500 400 210 266 30 30 1 567 '2,458,240 638, 750 511,000 6, 000, 000 8 261,440 2, 007, 500 8 251, 600 6,735 1,750 1,400 16, 712 1,634 5,500 1,480 '3,277,653 851,667 681, 333 8, 0*2, 895 8 348, 640 2, 676, 910 8 335, 410 8,980 2,333 1,867 22, 400 2,179 7,334 1.973 2 193 79 1 746 1 i,500 See p. 399 SO 81 2 800 See p. 399 See p. 402 R'> S3 SI 5 1,184 See p. 399 See p. 402 11, 597, 928 32, 216 15,463,904 | 42,9,8s 85 S6 1 87 li 3 1,' 1 4 1 19 5, 400 1,300 1,000 1,675 G67 534 200 1,030 100 2,820 3 2 2 9 4 4 1 19 1,600 1 1 900 2 3,000 7,200,000 1,078,407 680, 075 5, 703, 125 903, 375 657, 000 203, 000 663, 498 67, 820 I'M, 119, 7 IS 20, 000 2, 955 1,863 15, 625 2, 475 1,800 5^6 1,818 1S8 12.109 10, 037, 500 1,437,S76 906, 767 27, 500 3. 940 2. 484 See p. 399 89 1,000 1,110 667 534 200 90 1 565 7, 604, 167 "0. 833 91 See p. 399 See p. 402 1, 204, 500 876, 000 270, 667 884, 664 3,300 No.... 2,400 .! No.... 741 ! No.... 2.424 ;l No.... (l> ' 93 I i 94 95 100 2, 820 . ' J 91,615 1 251 j Yes... % 11 4,036 See p. 399 See p. 402 *> 5, 893, 111 1; 16,145 ; | 3 5 3 4 2 650 290 910 370 300 300 3 4 650 2 530 See p. 399 See p. 402 185,274 508 492,750 1 1,350 600,000 ! 1,644 485,000 1,329 1,741,260 1 4,779 247, 032 657, 000 800, 000 646, 7S0 2,325,6S0 677 1,800 2, 192 1,772 Y'es . . . Yes... No.... Yes . . . Yes... Yes . . 1 ? 910 370 300 300 1 426 3 4 I f ...J ' i 1 4 2,600 See p. 402 6,372 II Yes... I ' " For 11 months only. e For 5i months only; power rented during remainder of year. For lighting purposes only. 10 For 6 companies only. 344 STREET AND ELECTRIC RAILWAYS. Table 96.— POWER AND GENERATING Power houses, num- ber. STEAM ENGINES. WATER- POWER. 1 AUXILIARY STEAM ENGINES. BOILERS. STATE AND NAME OF COMPANY. Total. 500 H. P. or under. Over 500 H. P. and under 1,000 H. P. 1,000 H. P. and over. H. P. No. H. P. No. H. P. No. H. P. No. H. P. No. H. P. No. H. P. OHIO. Total for state 90 250 129, 830 156 42,160 67 ■ 47,070 27 40, 600 3 850 8 670 . 369 97, 97,8' 1 1 1 1 1 4 1 9 1 1 6 1 2 1 2 2 1 4 2 2 1 1 1 1 1 1 2 2 2 1 o 2 o 2 2 3 3 32 4 4 9 2 21 8 G 7 3 12 8 4 2 5 3 2 2 2 4 2 4 2 250 1,500 500 350 1,600 2,800 700 19,490 1,600 2,120 3,225 1,300 16,925 9,500 2,800 2,600 1,500 5,100 5,750 3,250 2,500 2,125 1,800 600 800 800 1,900 900 1,300 300 o 250 o 380 1,000 500 350 1,050 1,800 700 15,310 2, 500 1,600 2, 265 1,000 10, 265 5,332 2, 300 2,100 1,000 2,350 4,700 1,625 1,400 1.20J 1,225 750 1,000 750 950 1,200 2, 500 350 2 1,600 2 2 3 3 6 7 56 2 4 15 4 30 11 8 4 19 19 10 4 S 3 4 3 5 4 4 Ohio Central Traction 2 2 500 350 2 2 1,600 1,400 2 i 80 1 50 1 1,400 Chillicothe Railroad, Light and Power.. 3 10 ! 700 1,640 1,600 520 2, 025 15 10, 850 7 7,000 . i 500 Mill Creek Valley 2 2 2 8 1,600 1,200 1,300 5,450 Cincinnati, Lawrenceburg and Aurora.. 10 4 4 5 2 9 3 2 2, 175 2, 000 1,300 1,400 700 2,500 900 850 3 4 9,300 7,500 2 2 1 2 3 1,500 1,200 800 1,400 2,150 Cleveland, Painesville and Eastern 1 2 2 2 1,200 2,700 2,400 2,500 Columbus, London and Springfield Columbus, Buckeye Lake and Newark. _ 1 10 5 2 2 i 4 i 2,125 800 600 800 800 1,900 900 1,300 300 1 1,000 1 ! 1 Da v ton .Springfield and Urbana i 1 1 1 5 3 465 1,320 5 2 165 600 5 6 540 1,000 1 720 » 250 ! i 1 1 1 7 4 3 4,025 875 1,425 3 4 2 375 875 675 2 1, 250 o 2,400 3,000 1,000 1,450 -"""Il Mansfield Railway, Light and Power ... 1 750 1 1 15 i 1 w|. i 1 1 1 1 2 4 2 5 275 460 500 600 2 4 5 275 460 500 COO 3 4 i 350 500 600 750 1 3 ! I 1 900 700 3 2 900 700 4 900 800 Steuben ville Traction and Light 1 i 3 1,050 3 1,050 3 816 1 1 3 1 1 4 1 1 2 9 2 3 10 1 2 000 8,150 1,775 700 2,000 5,600 500 350 2 COO i 5 3 12 9 2 800 5,600 , 1,550 800 1,040 4,100 480 450 7 1 4,950 650 --2 3,200 Toledo, Bowling Green and Southern ... 5 2 1 2 1 2 1,125 700 500 300 500 350 1 j 10 2 8 1,500 5,300 COO 4 3 Wortbington, Clintonville and Colum- bus. 7 l ; Youngs town-Sharon Railway and Light. 3 2 8 1,675 8 1,675 5 2,000 OREGON. 4 12 4,250 11 3,150 1 1,100 1 | 50 I 21 2,900 1 1 1 1 6 125 600 2,900 1 2 5 125 600 1,800 2 134 150 500 1,750 1 1 1,100 1 ' 50 11 '" Salem Light, Power and Traction 1 3 025 3 025 4 500 PENNSYLVANIA. 90 2112 137, S38 171 44,508 66 50,430 25 l! 42,900 jj 151,200 1 * 11 117 ; 440 97, 643 1 3 1 1 J 8 3 3 3,000 1,750 850 1,380 4 3,000 1! 13 13 4 6 3,000 2,750 600 1,300 Philadelphia and Lehigh Valley Allentown and Kutztown Traction S 3 2 1,750 850 600 1 780 1 ; Beaver Vallev Traction 1 3 1,000 3 1,000 ' 1 3 900 i For details see Supplementary Table 3. 6 For 7 months only. 2 For details see Supplementary Table 4. °For 9 months only, a Includes 2 gas engines of 250 horsepower. ' Power rented. 4 For 51 companies only and includes 5 companies operating part of year. " 8 Gas engines. GENERAL TABLES. 345 PLANTS, BY COMPANIES: 1902— Continued. DIRECT-CURRENT DYNAMOS. ALTERNATING- CURRENT DYNAMOS. 2 Auxiliary equipment, transtormers, storage bat- teries, rotaries, etc. Substations, and their equipment. OUTPUT OF STATIONS. Gen- erate electric current for sale. Total. 500 H. P. or under. Over500H.P. and under 1,000 H. P. 1,000 H. P. and over. No. H. P. Kilowatt hours. Horsepower hours of current. u Total for year. Average perday. Total for year. Average perday. -4, No. 11. P. No. II. P. No. H. P. No. II. P. 272 98,049 2211 52, 037 27 17,663 19 28, 349 50 23, 314 See p. 399 See p. 402 1185,824,282 524, 016 ■1247,449,394 097, 919 2 250 1,000 400 858 81 I 250 1,000 400 358 81 788,400 1,576,800 123, 005 33, 600 281,050 M, 922, 000 182, 500 31,111,140 57, 305 131,400 7, 243, 060 1,788,500 22,863,774 15,826,400 4,161,000 2,160 4,320 337 92 770 23,000 500 85, 236 157 360 19, 844 4,900 62,641 43, 360 11,400 1,051,200 2,102,400 163, 276 44, 800 376, 607 5 6,562,667 253, 334 41,481,520 76, 285 175, 200 9,219,900 2, 384, 545 30, 485, 033 21,207,376 5,548,000 2, 880 5,760 447 123 1,027 30,666 667 113,648 209 480 25,260 6,533 83, 521 58,102 15,200 No No-... Yes... Yes . . . Yes . . . No.... Yes:.. No.... No.... No.... Yes . . . No.... No Yes... Yes . . . No.... Yes... Yes . . . Y'es . . . No.... No.... No.... Yes... No.... No.... No.-... No.... No.... No.... Yes... No.... Y'es... Yes . . . No No.... No.... No.... Y'es . . . See p. 399 See p. 402 ■■; 2 2 3 2 3S0 1,543 2, 4S0 320 See p. 399 See p. 402 7 4 3-1 2 4 10 o 31 8 6 6 3 10 8 3 2 5 3 2 3 457 IS, 690 500 1,735 3,427 800 11,540 7,705 2,800 2,800 1, 200 3,862 5,750 2, 177 100 1,675 1,800 500 800 4 25 2 2 10 2 28 4 4 3 2 8 3 457 10, 000 500 485 3,427 SOO 3,540 1,005 1,300 SOO 533 2,263 900 2 1,340 7 7,350 See p. 399 9 2 1,250 See p. 399 See p. 399 See p. 402 11 12 13 14 15 3 4 8,000 0,700 2 3 1 1 3 3 1,500 2,000 667 533 2,160 2,177 1 415 See p. 399 See p. 402 1, 571,973 21,247,389 10, 220, 000 3, 350, 000 ' 2, 295, 000 3, 613, 500 2, 188, 623 1,204,500 876,000 574,875 908, 680 986, 960 1,266,650 178, 850 4,306 58, 212 28, 000 9,178 8,500 9,900 5,996 3,300 2,400 1,675 2,490 2,704 3,470 490 2, 095, 964 28,329,840 13, 620, 666 4, 490, 695 3,082,666 4, 818, 000 2, 918, 184 1,606,000 1, 168, 000 766, 500 1,211,573 1,315,825 1,688,490 238, 466 5,741 77, 616 37,333 12, 303 11, 333 13, 200 7,994 4,400 3,200 2,100 3,320 3,605 4,626 653 17 1 2 1,066 2,700 3 786 2 2 1,600 2,300 See p. 399 See p. 399 See p. 402 See p. 402 20 21 22 23 24 25 26 27 28 29 30 2 5 2 S 100 1,675 600 500 SOO 1 1,200 2 666 4 2 2 3 2,000 535 900 162 4 2 2 3 2,000 635 900 162 1 200 3 3 3 182 1,260 341 3 2 3 182 560 341 4 198 204,984 1,791,420 195, 275 562 4,908 535 273, 312 2, 388, 560 260, 700 749 6,544 714 2 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 1 700 3 5 4 200 1,000 1,300 3 5 4 200 1,000 1,300 4 3,120 See p. 399 See p. 402 » 2, 556, 945 1,537,862 929,655 7,005 4,213 2,547 » 3, 409, 260 2, 050, 483 1,239,540 9,340 5,018 3,396 3 1,629 No.... No.... Yes... Yes... Yes . . . No.... No No.... No.... No.... No.... Yes . . . Y'es . . . Yes... Yes . . . No.... No.... Y'es . . . Y'es... No.... No.... No.... No.... No.... 2 6 2 6 1 3 250 660 600 350 80 975 2 6 2 6 1 3 250 660 600 350 80 975 2,256 3,300 1,200 1,900 » 766, 853 1, 606, 000 584, 000 924, 667 2,975 4,400 1,600 2,533 1 120 1,204,500 438, 000 693,500 2 300 1,849,106 11 654, 075 5,066 4,275 2,465,474 " 872, 100 6,754 5,700 2 SOO See p. 399 See p. 402 2 733 2 733 See p. 402 779, 440 2,135 1, 045, 900 2, S47 29 6 2 o 6 2 2 1,146 7,823 1,006 660 96 2,500 800 533 2 3 1,146 2,000 . ..... . 554, 283 10,133,893 1,263,447 470, 850 1,314,000 8, 030, 000 638, 750 1,418,332 1,519 27,764 3,461 1,290 3,600 22,000 1,750 3,932 639, 044 13,511,857 1,684,596 627,800 1, 752, 000 10, 706, 6f6 851, 667 1,901,253 2,024 37,018 4,615 1, 720 4,800 29, 333 2,334 5,208 25 6 2 2 2 2 2 4,490 1,006 660 96 300 800 533 1 1,333 3 3 1,067 720 See p. 399 53 54 55 56 57 58 59 3 4 1,920 2,750 See p. 399 See p. 399 See p. 402 See p. 402 4 2,200 1 SO ' 11 1,550 11 1,650 7,018,000 19,200 9, 398, 750 25,750 15 3,415 13 1,715 1 600 1 1,100 4 1,000 See p. 400 12 7, 144,692 19,574 12 9, 526, 135 26,099 1 100 1 100 438 000 1,200 584, 000 1,600 No.... No.... No.... No.... Y/es . . . No.... 8 j 2,940 6 1,240 1 600 1 1,100 1 600 5,881,245 16,113 7,841,660 21,484 6 375 6 375 3 400 825,447 2,261 1, 100, 475 3,015 265 1:21,468 179 39, 133 61 43,894 25 38, 441 13 6,443 See p. 400 See p. 402 | l6 269,SS5,945 743,610 > e 361,lSS,5S5 994, 227 4 8 3 8 131 3 3,000 1,873 565 1.3S0 133 1,000 4 3,000 5, 539, 600 909, 640 774,530 15, 177 2,492 2,122 7,241 7,425,745 1,219,356 1,032,585 3,523,938 20, 345 3,340 2.S29 9,654 Y'es . . . No.... No No.... No.... Y'es . . . 8 S 2 1 3 1,873 665 600 133 1,000 1 780 2,642,952 7,500 3,650,666 16,666 6 "For 10 months only. ""For 8i months only. 11 For 5 months only. 12 For 8 companies only. 13 Owned, but not operated. M Operated by steam locomotive. 16 Includes 3 gas engines of 1,000 horsepower. 111 For 51 companies only, and includes 4 companies operating part of year. 346 STREET AND ELECTRIC RAILWAYS. Table 96.— POWER AND GENERATING STATE AND NAME OF COMPANY. Power houses, num- ber. STEAM ENGINES. WATER- POWER. 1 AUXILIARY STEAM ENGINES. BOILERS. Cambria Incline Plane 1 1 1 2 600 1,500 1 2 600 1,500 3 4 750 1,268 m Johnstown Passenger Railway 34 35 2 8 42 2 2 2 1,825 715 400 200 300 8 2 2 2 2 1,825 715 400 200 300 14 *3 3 2 2 1,850 750 650 220 300 Sfi 37 Lewistown and Reedsville 1 1 1 «W 39 Lykens and Williams Valley 411 41 2 2 1 5 1 2 U 1,300 250 250 425 5 1 2 1 1,300 250 250 425 7 1 2 U 1,200 300 250 200 4'' Mauch Chunk, Lehighton and Slating- ton. 200 43 45 1 3 1 1 3 5 2 2 2 750 2,600 600 500 300 3 4 2 2 2 750 1,350 600 500 300 2 9 3 2 2 800 1,590 600 500 500 Schuylkill Valley Traction 1 1,250 49 Peoples Street Railway ~. MOO Oil City Street Railway 3 8 1 1 2 1 1 1 42 2 2 2 4 3 1 48, 950 600 400 1,200 1,400 2, 250 500 10 2 2 4,000 600 400 11 7,150 21 37, 800 8 80 110 4 3 3 4 6 4 30,000 600 400 1, 250 980 1,500 530 Philadelphia, Bristol and Trenton Philadelphia and West Chester Traction . Holmesburg, Tacony and Fran Word Fairmount Park Transportation Delaware County and Philadelphia 2 1,200 67 4 1,400 3 2,250 1 10 59 1 500 61 62 63 64 65 66 67 68 69 70 71 7 1 1 1 1 1 1 4 47 1 2 3 2 2 33,000 50 200 225 600 450 14 1 2 3 2 2 4,700 50 200 225 600 450 33 28, 300 60 3 2 4 5 4 16, 500 125 250 300 500 340 Pittsburg, McKeesport and Greensburg 3 . Pittsburg, McKee^port and Connellsville 8 1,220 8 1, 220 10 1,250 1 1 1 2 1 2 3 2 4 300 1,500 300 2,900 2 3 2 1 300 1,500 300 350 2 6 3 ( M ) 350 1,500 375 73 74 2 1,300 1 1,250 70 77 7S 70 SO SI 82 S3 S4 b'> SI', S7 2 1 9 3 3,598 900 7 1,448 900 1 750 1 1,400 12 6 3, 690 750 1 1 1 1 1 1 100 1 2 2 1 11)0 050 200 1 2 2 3 100 500 250 450 o 2 o 650 200 750 Tarentum Traction Passenger 1 550 i 20 9 600 2 1 7 2, 400 2 | COO 5 1,200 600 2 1,200 3 90 91 92 93 91 95 96 97 OS ' ;:::::r: i:::.... . I 1 1 i 1 ::::::::::i 1 For details see Supplementary * For details see Supplementary Table 3. Table 4. 3 Power rented. ■> Owned, but not operated. 6 For 1 month only. For 10 months only. GENERAL TABLES. 347 PLANTS, BY COMPANIES: 1902— Continued. DIItECT-CURRENT DYNAMOS. ALTERNATING- CURRENT DYNAMOS. 2 Auxiliary equipment, transformers, storage bat- teries, rotaries, etc. ISubstations and their equipment. OUTPUT OF STATIONS. Gen- erate electric current for sale. Total. 500 H. P. or under. Oyer 500 H. P. and under 1,000 H. P. 1,000 II. P. and over. No. H. P. Kilowatt hours. Horsepower hours of current. u Total for year. Average per day. Total lor year. Average per day. No. h. r. No. H. P. No. H.J'. No. H. P. a P 55 2 533 2 533 2 533 See p. 400 See p. 402 801,175 2, 19.") 1,008,233 2,927 No 9 U 250 1 250 11 N<>---- Yt-i . . . No.... No.... No.... No.... Yes... No.... No No.... Yes . . . No.... No.... No.... No.... No.... No Yes . . . Yes... No.... No.... No.... No.... No.... No.... No.... No.... No.... No.... No.... No.... No.... No.... No.... No.... No.... Yes... No.... No.... No.... No.... No.... Yes... No.... No.... No.... Y'es . . . No.... No.... No.... No.... No.... No.... No.... No.... No.... No.... No.... No.... No.... No.... No.... No.... No.... No.... No.... No.... No.... No.... No.... No No.... No.... No.... No.... No.... No.... No.... 3 2 775 2,491 300 3 4 775 825 3(10 993, 165 5, 183, 730 1,927,200 2,721 14, 202 5,280 1, 324, 220 6,911,640 2, 569, 600 3,628 17, 936 7,040 1 600 1 1,066 See p. 400 1 1 400 133 1 1 400 133 380 2 250 See p. 402 1,418,025 5 36,000 394, 200 3,885 1,125 1,080 1, 890, 700 M8.000 525, 600 5,180 1,500 1,440 1 2 | 380 2 , 800 8 ! 800 2 1 1,200 2 ] 335 8 800 800 542, 025 2,737,500 919,800 " 202, 400 1,485 7,500 2,520 670 722, 700 3, 650, 000 1, 226, 400 « 270, 000 1,980 10, 000 3,360 892 2 1,200 2 335 •>2 300 2 300 "1 i 4 1 860 7 | 1,702 4 7 860 1,702 985, 600 4,380,000 2,700 12,000 1,314,000 5,840,000 3,600 10,000 See p. 400 See p. 402 SO 2 1,334 2 1,334 3,321,500 9,100 4,428,667 12, 133 34 9 4 o 2 2 1,320 734 400 200 300 9 2 2 2 2 1,320 734 400 200 300 1 400 See p. 400 See p. 402 4, 380, 000 12, 000 5,840,000 16,000 35 234, 330 165, 710 219, 000 642 454 600 312, 440 220, 825 292, 000 856 605 800 '17 39 40 4 3 U 1,200 450 300 180 4 3 2 1 1,200 450 300 180 2, 920, 000 1,643,695 . 370, 735 8,000 4,503 1,015 3,893,455 2,191,460 496,765 10, 667 6,004 1,361 See p. 400 13 •II •It •1(1 3 5 2 2 2 660 2,200 600 267 470 3 4 2 2 2 660 1,125 600 267 470 '411,000 4, 019, 015 "192,421 327, 992 694, 960 3,000 11, 011 1,718 899 1,904 '548,'000 5, 358, 687 8 256,561 427,323 926, 613 4,020 14, 681 2, 291 1,199 2,538 1 1,075 •19 See p. 400 •)■> 40 2 2 2 4 3 2 42, 370 500 400 1,200 1,050 2,010 670 9 2 2 2,550 500 400 10 5,920 21 33, 900 See p. 4O0 See p. 402 104, 222, 363 1, 095, 000 285, 540 3,000 139,657,966 1,460,000 382, 623 4,000 =,3 SI 2 1,200 56 4 1,050 1, 321, 300 1, 216, 910 1,095,000 3,620 3,334 3,000 1,761,733 1,629,725 . 1,460,000 4,820 4,465 4,000 57 3 2,010 See p. 400 r i8 2 670 See p. 400 60 42 28, 000 14 4,700 28 23, 300 O 5,000 See p. 400 . . . See p. 402 79,825,095 218, 698 106,965,627 293,055 m 63 64 65 66 67 8 1,220 8 1,220 See p. 400 2, 228, 325 6,105 2, 971, 100 8,140 69 2 280 776, 500 2, S90, 800 1,314,000 4, 536, 397 2,100 7,920 3,600 12, 429 1,022,000 3,854,400 1, 752, 000 6, 083, 820 2,800 10,560 4,800 16,668 70 3 2 1,600 267 2,765 3 1,600 71 2 4 267 665 79 2 1,100 1 1,000 74 75 76 n 3 3,527 800 9 3 1,377 800 1 750 1 1, 400 6, -128, 955 2, 315, 925 17, 633 6,345 8,617,902 3,087,900 23, 637 8,460 See p. 400 79 u 2 o 147 200 600 207 650 200 1 2 o o o 147 200 600 207 650 200 so 292, 000 1, 445, 400 300, 000 2S2, 364 949, 000 800 3,960 822 773 2,600 389, 333 1, 927, 200 400, 000 -370,485 1, 265, 333 1,066 5,280 1,099 1,028 3,467 81 8' 83 See p. 400 85 <3 260 86 49 6 2 160 2, 200 520 2 4 o 160 1,100 520 87 2 1,100 See p. 400 5,024,280 301, 125 13, 765 825 6, 699, 048 401, 500 18, 353 1,100 See p. 400 See p. 402 89 90 No.... No.... No.... 91 92 OR 94 *1 100 1 100 95 No.... No.... 96 MT 93 i For 4J- months only, s For 81 months only. Gas engines. 10 Steam rented. o4S STREET AND ELECTRIC RAILWAYS. Table 96-— POWER AND GENERATING Power houses, num- ber. STEAM ENGINES. WATER- POWER. 1 AUXILIARY STEAM ENGINES. BOILERS. STATE AND NAME OF COMPANY. Total. 500 H. P. or under. Over 500 H. P. and under 1,000 H. P. 1,000 H. P. and over. H. P. No. H. P. No. H. P. ^ No. H. P. No. H. P. No. H. P. No. H. P. RHODE ISLAND. Total for state 9 22 13,135 10 2,285 7 4,650 5 6,200 44 8,430 Sea View Railroad 1 2 4 635 4 635 4 650 2 Pawtucket Street Railway 4 o Union Railroad 1 3 1 1 1 6 6 3 2 1 6,450 2,900 800 2,000 350 3 4 2,250 2,400 3 4,200 12 •9 6 10 3 3,000 2, 175 865 1,500 240 4 Rhode Island Suburban 2 3 500 800 5 Providence and Danielson 6 New York, New Haven and Hartford... Pawcatuck Valley Railway 2 2,000 7 1 350 8 Woonsocket S tree't Railway * SOUTH CAROLINA. Total for state 3 14 5,875 11 3,625 3 2,350 12 4,050 North Augusta Electric and Improve- ment. Charleston Railway, Gas and Electric. Columbia Railway, Light and Power 4 . 1 2 2 10 5, 100 7 2,750 3 2,350 10 3,650 a 4 Greenville Traction * 5 Orangeburg City Street Railway 6 Rock Hill Water, Light and Railway... 7 Spartanburg Railway, Gas and Electric. SOUTH DAKOTA. Total for state 1 4 775 4 775 2 400 Rapid City Street Railway 7 1 TENNESSEE. 6 21 11, 172 12 2,972 6 3,800 3 4,400 7 310 30 7,900 1 ',» 1 1 1 1 1 1 5 3 2 2 5 4 910 1,750 300 312 3,000 4,900 5 2 2 2 910 950 300 312 4 5 2 4 8 7 500 1,200 200 400 2,800 2,800 ?. Rapid Transit of Chattanooga 1 800 4 • Electric Railway, of Clarksville 5 l'i 5 3,000 7 1 500 3 4,400 7 310 X TEXAS. 9 22 7,115 19 4, 565 1 550 2 2,000 8 265 27 5,800 1 1 2 500 2 500 2 350 1, Bonham Electric Railway, Light and Power. * 3 4 5 1 2 600 2 600 2 500 r. 7 2 1 1 1 3 6 2 1 2,350 1,600 540 50 1 6 2 1 350 1,000 540 50 2 2,000 3 5 180 85 6 3 3 1 1,800 750 600 200 8 Q n n l" 13 1 3 850 2 300 1 550 6 1,000 14 IS 1 3 625 3 625 4 700 16 17 UTAH. 1 4 900 4 900 8 950 1 1 1 "3 400 600 1 3 400 500 3 "5 450 500 o 3 VERMONT. 3 5 1,011 5 1,011 140 6 900 1 '» s Brattleboro Street Railway 1 2 275 2 275 140 2 200 f, 6 1 1 286 1 286 2 400 7 1 2 450 2 4-50 2 300 1 For details see Supplementary Table 3. 2 For details see Supplementary Table 4. 3 For companies only, and includes 1 cc mpany jperati ng part of year. «Pow 6 For "For er rented 6 months 2 compan only, tes on' y- GENERAL TABLES. 349 PLANTS, BY COMPANIES: 1902— Continued. 1JIRF.CT-CURRENT DYNAMOS. ALTERNATING- CURRENT DYNAMOS. 2 Auxiliary equipment, transformers, storage bat- teries, rotaries, etc. Substations and their equipment. OUTPUT OF STATIONS. Gen- erate electric current for sale. Total. 600 H. P. or OverMOH.P. unrW and under er - 1,000 II. P. 1,000 H. P. and over. No. H. P. Kilowatt hours. Horsepower hours of current. u Total for year. Average per day. Total for year. Average per day. No. H. P. No. II. P. No. II . P. No. II. P. a Zi •29 12, 044 18 2,414 7 4,741 4 4,889 See p. 400 . . See p. 403 3 35, 576, 992 97,591 3 47, 460, 356 130, 189 6 579 6 579 See p. 4C0 See p. 403 766, 500 2,100 1, 022, 000 2,800 Yes... No.... Yes . . . Yes . . . No.... No.... No.... No.... 1 6 8 3 3 3 5,750 1,901 935 2,479 400 3 1 1 2 2,000 866 635 1,340 3 3,750 See p. 400 See p. 403 See p. 403 See p. 403 22, 269, 745 8, 074, 165 1,007,765 3,411,317 5 47,600 61, 013 22, 121 2,761 9,346 250 29, 692, 993 10, 765, 553 1, 343, 665 4, 572, 811 ' 63, 334 81,351 29,495 3,681 12, 528 334 7 1,035 400 4 1 1,139 3 400 7 a 8 2,817 7 2,117 1 700 8 1,590 See p. 400 See p. 403 « 5, 652, 469 15,483 7,537,112 20, 645 No.... Yes... No.... No.... No.... No.... Yes . . . l 6 2, 467 5 1,767 1 700 6 1,270 4, 668, 429 12,787 6,224,572 17, 049 ■> See p. 400 See p. 403 s 4 ■> 6 2 .350 2 350 320 984, 040 2,696 1, 312, 540 3,596 7 1 i 32 8,663 28 4,263 1 800 3 3,600 3 1,183 See p. 400 « 12, 570, 235 34, 439 816,821,390 46,086 No.... No.... No.... No.... Yes . . . Yes . . . No.... No.... 1 7 3 2 2 14 4 900 1,750 150 163 1,700 4,000 7 2 2 2 14 1 900 950 150 163 1,700 400 2,117,000 2, 365, 200 136, 510 1,095,000 2, 980, 225 3,876,300 5,800 6,480 374 3,000 8,165 10,620 2, 883, 500 3,153,600 182, 135 1,460,000 3, 973, 755 5,168,400 7,900 8,640 499 4,000 10,887 14, 160 ■•> 1 800 % 4 1 2 117 1,066 6 3 3,600 7 8 27 4,904 26 4,337 1 567 4 2,173 See p. 400 See p. 403 »10, 575, 319 30,983 "14,107,849 41, 330 3 500 3 500 1,120,000 3,068 1,500,880 4,112 No.... No.... No.... 1 ? 3 No.... No.... No Yes . . . Yes... No.... Yes... No.... No.... No.... No.... Yes. . . No.... i No.... 4 2 500 2 500 511 000 1,400 681. 333 1.866 5 4 2 5 . 2 650 870 640 15C 4 2 5 650 870 640 150 2 1,740 433 See p. 400 . See p. 403 1, 460, 000 l» 324, 800 2, 323, 590 157, 680 4,000 2,900 6,366 432 1, 946, 545 1" 433, 066 3, 098, 120 210, 240 5,333 3,866 8,488 576 7 R 9 in n See p. 400 n 5 1,047 4 480 1 567 3, 790, 204 10,384 5,053,605 13,845 13 14 4 547 4 647 888,045 2,433 | i,l&*,36C Hi 17 10 1,030 10 1,030 556, 625 1,525 742, 166 2,033 3 "7 260 770 3 7 260 770 556, 625 1,525 742,166 2,033 Yes . . . No.... No.... 1 ? 3 10 2,173 10 2,173 See p. 400 See p. 403 12 1,804,195 4,943 i= 2, 405, 350 6,590 See p. 400 See p. 403 No.... No No.... No.... No.... No.... No ll No.... 1 365, 000 1,000 486, 545 1,333 2 "1 347. 333 i 347 333 :-! 4 5 1 112 no 280 600 400 213 i 2 2 2 280 600 400 213 l> 7 897, 170 2,458 1,196,105 3,277 S 9 ' This company failed to make a report. 8 For 6 companies only. , "For 8 companies only, and includes 1 company operating part of year. 10 For 4 months only; power rented during remainder of year. 11 Owned but not operated. 12 For 3 companies only. 3f)Q STREET AND ELECTRIC RAILWAYS. Table 96-— POWER AND GENERATING 1 Power houses, num- ber. STEAM ENGINES. WATER- POWER.' AUXILIARY STEAM ENGINES. BOILERS. STATE AND NAME OF COMPANY. Total. 500 H. P. or under. Over 500 H. P. and under 1,000 H. P. 1,000 H. P. and over. H.P. No. H.P. No. H.P. 3 No. H. P. No. H. P. No. H. P. No. H. P. VIRGINIA. Total for state 16 51 15,820 45 10,245 3 2,250 3 3,325 950 2 40 51 9,880 i Charlottesville City and Suburban 1 1 3 2 450 450 3 2 450 450 2 2 300 400 ■> s Washington, Arlington and Falls Church. * 4 2 1 1 1 1 1 1 5 54 6 1 2 2 9 1,275 400 3,475 300 600 300 4,300 5 4 4 1 2 2 7 1,275 400 1,600 300 600 300 2,100 350 4 53 6 4 4 (') 9 1,000 550 1,500 300 600 Citizens Railway, Light and Power 4 Newport News and. Old Point Railway and Electric. fi 1 750 1 1,125 7 ft '-l In 2 2,200 2,500 11 v> IS 1 1 1 2 4 300 9U0 2 4 300 900 2 4 200 550 Norfolk, Portsmouth and Newport News. Ifl 600 Tti i 17 IS 19 1 7 1,350 7 1,350 2 40 3 900 '"•ll Washington, AlexandriaandMt. Vernon WASHINGTON. 2 9 4 34 1,720 13, 132 2 26 220 6,182 2 5 1,500 3,450 8 66 1,080 10, 855 3 3,500 1,325 3 35 1 1 1 4 2 1,500 2 1,500 3 '35 3 960 1,325 20 5,382 19 4,782 1 600 41 4,855 •1 2 1 9 7 5 34 5,200 1,050 12,050 3 4 26 950 450 5,600 1 1 5 750 600 3,350 3 3,500 16 6 45 4,040 1,000 8,300 Northern Railway and Improvement . . . WEST VIRGINIA. 3 3,200 2 1 2 1 2 1 21 7 3 12 2 6 4 71 1,900 1,800 3,000 200 3,750 1,400 36, 530 6 1,100 1 3 800 1,800 13 4 17 1 7 3 93 1,600 1,550 2,300 100 1,950 800 24, 616 5 6 7 8 Parkersburg, Marietta and Interurban.. 12 3 3 48 3,000 200 550 650 11,680 3 3,200 1 12 750 7,650 WISCONSIN. 11 17,200 3,885 Wisconsin Traction, Lt., Heat and Power Ashland Light, Power and Street Railway Chippewa Valley Electric Railroad Fond du Lac Street Railway and Light . Fox River Electric Railway and Power . 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 1 1 2 1 1 1 1 2 4 1 5 3 1 2 2,000 500 300 1,100 450 100 650 2 2,000 3,200 6 4 1 5 2 2 3 2,000 500 .300 900 596 170 400 4 1 5 3 1 2 500 300 1,100 450 100 650 1 1 1 4 3 1 1 1 1 3 1 31 10 3 3 1 300 700 200 22, 840 3, 325 2,250 1,650 165 1 3 1 15 9 300 700 200 3,590 2,725 2 4 300 350 Marinette Gas, Electric Light and Street Railway. 475 4 550 Milwaukee Electric Railway and Light . Milwaukee Light, Heat and Traction ... 7 1 3 1 4,050 600 2,250 750 9 15, 200 40 10 3 5 2 13,400 2,050 2,100 800 200 Sheboygan Light, Power and Railway . . Waupaca Electric Light and Railway... HAWAII. 2 1 900 165 210 2 4 1,120 4 1,120 1 60 1 Honolulu Rapid Transit and Land ' 1 3 4 1, 020 100 700 3 Mi 4 1,020 100 700 1 60 3 780 ; PORTO RICO. 1 3 725 t o 1 4 700 4 700 3 725 *For details we Supplementary Table 3. 2 For details see Supplementary Table 4. 3 For 13 companies only, and includes 2 companies operating part of year. 4 Power rented. 5 Used for lighting purposes only. 6 For 14 months only. 7 Steam rented. 8 For 3 months. GENERAL TABLES. 351 PLANTS, BY COMPANIES: 1902— Continued. DIRKCT-dl'RRENT IIYNAMdS. ALTERNATING- CURRENT DYNAMOS. 2 Auxiliary equipment, transformers, storage bat- teries, rotaries, etc. Substations and their equipment. OUTPUT OI STATIONS. t Gen- erate electric current for sale. Total. 500 II. 1>„ or under. Over 500 H. P. and under 1,(100 H, ]>, 1,000 H. I', and ow J r. No. H. P. Kilowatt hours. Horsepower hours of current. u Total for year. Average per day. 1 Total for 1 Average year. per day. No. II. P. No. II. P. No. H. V. Nu. II. P. 2, 200 Z 59 12, 934 I 1 54 8, rui7 3 2,167 2 17 3, 555 See p. 400 See p. 403 3 18, 833, 300 53, 567 3 25,386,755 71, 630 5 5 550 (WO 5 5 550 680 See p. 400 328, 500 735, IKS 900 2,014 438, 000 985, 500 1,200 2,700 Yes... Yes . . . No.... Yes . . . Yes . . . Yes... No.... No.... No.... Yes . . . No.... No.... No.... No Yes . . . No.... Yes . . . Yes... Yes... No Y'es . . . 1 i 9 . l 3 4 6 2 1 o 13 875 200 1,100 207 60C 300 4,300 4 1 1 2 \> 11 875 200 433 267 600 300 2,100 1 , j 5 '1 5 775 50 1,900 2,8211,925 7,745 3, 769, 233 10, 327 4 i See p. 403 5 1 | l'.G7 I 1,722,528 "46,800 848, 625 8 110,400 6,737,279 4,719 1,200 2,325 1,200 18,458 2, 496, 671 « 62, 400 1, 137, 567 8147,200 9, 026, 450 6,292 1,600 3,116 1,600 24, 730 6 7 8 9 * 2,200 3 500 See p. 400 10 , r> 2 4 1 268 804 160 1 4 j 1 208 804 160 452, 600 620, 500 332, 750 1,240 1,700 912 605, 900 831, 762 443, 667 1,660 2,278 1,216 n 14 2 280 15 16 .::.:::.:::::. w.v." 17 18 12 1,030 1 V2 1,030 1 60 1, 971, 000 5,400 2,642,125 7,238 19 "11 4 67 1,800 7,651 66 300 7,017 2 1 1,500 634 2, 100, 210 l»20,649,562 5,754 56, 574 2, 800, 280 l»27, 532, 749 7,673 75,432 •»! i 13 5,252 See p. 400 See p. 403 1 3 51 634 368 4,068 1 634 1 3 5 634 348 660 472, 959 427, 008 10, 200, 000 1,296 1,170 27, 945 630, 612 569, 344 13, 600, 000 1,728 1,560 37, 260 Yes... Yes... Yes... No.... No.... No.... Yes... Yes... 1 3 51 368 4,068 See p. 400 ■i See p. 400 See p. 403 3 1 5 6 7 5 22 1,675 906 6,117 7 5 17 1,675 906 2,834 3 1 14 3,450 160 3,923 7,634,615 1,914,980 "11,744,895 20, 917 5,246 32, 178 10, 179, 487 2, 553, 306 "15,659,861 27,889 6,995 42, 903 7 8 5 3,283 See p. 400 See p. 403 No.... No.... Yes . . . Y'es . . . Y'es . . . No.... No.... Yes . . . 1 9 6 1,058 4 525 1 533 4 3 5 653 1,800 1,260 1,204,500 6,074,330 2, 179, 050 81,600 1=2,205,515 3,300 16, 642 5,970 223 6,043 1,606,000 8, 099, 107 2, 905, 400 108, 667 1=2,940,687 4,400 22,189 7,960 297 8,057 3 See p. 400 See p. 403 See p. 403 4 7 '} 5 3 121 1,093 266 2,350 1,350 23, 483 7 2 2 2 112 1,093 266 350 600 15,633 5 6 3 1 6 2,000 750 3,650 - 7 2 30 210 14, 696 8 3 4,200 See p. 400 See p. 403 1345,177,222 124, 102 "60,236,054 165, 469 2 5 1 X 5 1 3 1,500 260 400 795 520 120 600 2 1,500 2 3 1,600 320 "1,013,970 985, 500 1,865,880 864, 721 744, 600 256, 960 603, 345 2,778 2, 700 5, 112 2,369 2,040 704 1,653 "1,351,960 1,314,000 2,487,840 1,1.12,670 992, S00 342,613 804,460 3,704 3,600 6,816 3,158 2,720 939 2,204 Y'es . . . Yes . . . No ... . Yes . . . Y'es . . . No.... Y'es . . . No ... . No.... Yes... Y'es . . . Y'es . . . Y'es . . . Y'es . . . No Yes . . . Yes . . . 1 5 1 8 5 1 3 260 400 795 520 120 600 •> See p. 400 See p. 403 S 3 350 1 6 1 8 9 1 6 5 59 16 2 5 2 500 240 500 13, 750 2,402 600 1,041 252 1 6 5 52 16 2 5 2 500 240 500 7,400 2,402 600 1,044 252 "245,000 1, 028, 570 300, 000 31, 526, 259 2, 888, 847 1,331,885 1,226,400 295, 285 1,000 2,818 822 86, 373 7,915 3,649 3,360 809 l<>326,667 1,371,427 400, 000 42, 035, 012 3, 851, 845 1, 775, 847 1,635,200 393, 713 1,333 3,757 1,096 115, 164 10, 553 4,866 4,480 1,079 in 3 350 11 V 1 4 2,150 3 4,200 10 2 1 5 1 10, 720 706 300 250 100 See p. 400 See p. 403 See p. 403 See p. 403 13 14 in 17 4 500 4 500 1 75 No.... Y'es... No.... ' 8 161 2 400 100 600 3 ioi 2 400 100 600 ( 9 ) ( 8 ) ioi 2 75 600 1,044,995 2,863 1,393,205 3,817 No.... Y'es . . . 2 600 2 600 2 600 1,044,995 2,863 1,393,205 3,817 __ 1 1 »Not reported. io For 5 companies only. . ii For 5 companies only, and includes 1 company operating part of year. u For 10 months only. 13 For 15 companies only, and includes 2 companies operating part of year 14 For 9 months only. i& For 8'months only. 10 Owned but not operated. 352 STREET AND ELECTRIC RAILWAYS. Table 97.— PASSENGERS, CAR MILEAGE, CAR HOURS. STATE AND NAME OF COMPANY. UNITED STATES. ALABAMA. Total for state Anniston Electric and Gas Birmingham Railway, Light and Power . Decatur Street Railway Alabama City, Gadsden and Attalla Huntsville Railway, Light and Power ... Mobile Light and Railroad Montgomery Street Railway Selma Street and Suburban Tuscaloosa Belt Railway ARIZONA. Total for territory Phoenix Railwa y Tucson Street Railway . ARKANSAS. Total for state Citizens Electric Fort Smith Traction Fort Smith and Van Buren Hot Springs Street Railroad Little Rock Traction and Electric . Citizens Light and Transit Texarkana Railway CALIFORNIA. Total for state Bakersfield and Kern Electric Fresno, Belmont and Yosemite Fresno Railroad Nevada t ounty Traction Los Angeles Electric Incline L03 Angeles Railway Los Angeles and Pasadena Los Angeles Pacific Railway Pacific Electric Railway Los Angeles Traction Marysville and Yuba City Monrovia Street Rail way' Monterey and Pacific Grove Oakland Transit Consolidated Ontario and San Antonio Heights Pasadena and M t. Lowe Paso Robles Street Car Pet&luma Street Railway Pomona Street Railway Redlands Street Railway Riverside and Arlington Sacramento Electric, Gas and Railway. San Bernardino Valley San Diego Electric Railway Geary Street, Park and Ocean California Street Cable Presidio and Ferries United Railroads of San Francisco San Jose Railroad San. Jose and Santa Clara Santa Barbara Consolidated Santa Cruz Electric East Santa Cruz Santa Rosa Street Railway Stockton Electric COLORADO. Total for state Boulder Railway and Utility Colorado Springs and Cripple Creek. Colorado Springs Rapid Transit Denver, Lakewood and Golden Denver City Tramway Durango Railway and Realty Grand Junction (municipal) Pueblo Traction and Lighting CONNECTICUT. Total for state . Branford Lighting and Water Connecticut Rail way and Lighting. Bristol and Plainville Tramway Danbury and Bethel 5,836,615,296 NUMBER OF PASSENGERS CARRIED. Total. 23, 741, 963 814, 388 13, 298, 538 194, 647 400, 000 385, 274 6, 226, 037 1,921,395 441, 68 1 60,000 * 750, 000 49, 710 5 7, 835, 503 280,731 707, 072 76, 856 1,252,35-1 4,571,415 1 837, 638 109, 500 9 4, 144 1 1, 1 Sill, 109, 80, 354, 301), ,148. ,520, ,897, 884, , 435, 105, 25, 221, ,014, 100, 24, 8, 18, 4 102, 334, 517, 193, 299, 220, 513, 911, 558, 005, 688, 7S9, 085, 285, 61, 23, 356. l«52,327,717 (12) 1,223,006 5, 802, 639 175, 233 40, 532, 069 186,770 8,570 4,399,430 "93,358,167 662, 765 26, 455, 490 845, 980 1, 895, 155 Fare. '4,774,211,904 22, 748, 871 780, 200 13,014,354 194, 647 400, 000 385, 274 5,672,192 1,849,395 392, 809 , 60, 000 797, 970 750,000 47, 970 ■,479 255, 511 654,697 76, 856 1,195,000 3,841,415 747,500 109, 500 8. i, 101. l. l. 801, 109. 80, 354, 300, ,548. I,270; ,897, 044, 1,010, 105, 25, 224, ',247, 100, 21, 8, 18, 102, 300, 547, :,948, 289, 22(1, 867, 430, 201, 795, 479, 747, 814, 2So, OS! 21, 226, 1,223, 5,802, 175: 30,910, i8e: 1106 1139 233 210 770 570 4, 065, 162 77,447,101 662,765 21,974,671 838, 200 1,431,576 Transfer. 1,062,403,392 34,188 284, 184 553,845 72,000 48,875 1,740 25,223 52,375 57,354 730, 000 90,138 6, 600, 000 250, 051 240, 512 394, 857 33, 683 545, 000 10, 796 645, 424 1,480,890 1,294,314 42,210,000 208, 769 42,000 271,500 2,920 1,800 129, 144 9,956,127 9,621,859 ""§34,' 268 15,911,066 4,480,819 7,780 463, 679 Trans- fer points. 2 4 2 105 2 2 Fare pas- sengers per mile of single track. CAR MILEAGE. 212,217 111, 122 78, 020 118, 312 64, 240 59, 701 83, 393 151,258 92,470 66, 918 8,571 62, 500 9,406 131, 082 1,144,430,466 80, 603 86, 486 56, 512 128, 772 185, 576 96, 452 41,165 219, 753 372, 793 43, 800 27,586 69, 434 2,142,857 216, 107 96, 937 21,688 55, 158 173, 798 24, 829 16, 667 ,54, 069 140,448 12, 546 3,667 3, 331 10,151 40,213 41,357 57. 463 168, 034 37,931 133, 735 459, 366 776, 267 362, 290 408, 899 97, 580 96, 424 95,812 50,281 20, 386 2,912 102, 410 183,865 103, 821 200, 022 29, 206 214,998 78, 146 6, 856 112, 142 134,194 101,807 137, 963 105, 833 122,044 6, 152, 896 316, 095 2, 686, 682 91, 970 ' 150, 000 209, 800 1,465,125 988, 800 194, 424 50,000 300, 600 255, 500 51,100 ■"'2,144,776 201,622 408, 800 23,815 320,872 914,667 ' 226, 000 49, 000 41,512 183, 960 40,880 30,000 70,130 9,678 6,319,617 1,078,475 1,237,215 237, 764 1,937,750 54, 202 7,300 117,800 5, 488, 332 70,080 12,958 4,290 6,710 ■151,000 103, 554 184, 204 1,101,904 83, 673 542, 803 758, 262 1,456,350 641, 670 17,764,299 564, 530 442, 000 206, 400 145,529 36,850 17,520 605, 094 '"8,925,060 (12) 253, 835 1,326,527 65, 153 6, 393, 755 106, 120 3,650 776, 020 "20,180,690 178, 553 5, 154, 997 212,335 347, 880 'Fare passengers reported for 811 operating companies only, representing 22,496.86 miles of single track. 2 Passenger car hours reported for 390 operating companies only, representing 2,176,886,559 fare passengers carried. 3 For 6 companies only. * Estimated. 6 Includes 3 companies operating part of year. Passenger cars. 1,120,101,944 24,328,522 6, 043, 479 313, 380 2,626,480 91,970 130, 000 209, 800 1, 463, 625 988, 800 194,424 25, 000 255, 500 51, 100 2,144,196 201,042 408, 800 23, 815 320, 872 914, 667 4 226, 000 49, 000 41,217,496 183, 960 40, 880 30, 000 70, 130 9,678 6,319,617 1,028,460 1,099,202 237, 764 1,937,750 54, 202 7,300 117,800 5,449,713 70, 080 12, 958 4,290 6,710 51,000 103, 554 182, 888 1,101,904 83, 673 542, 808 758, 262 1,456,350 641, 670 696, 970 664, 530 442, 000 206, 400 145, 529 36, 850 17, 520 505, 094 17, 253, 835 1, 326, 527 65, 153 6,393,755 106, 120 3,650 775, 520 178,553 .,076,185 212,335 847, 780 Freight, mail, ex- press, and otbercars. 109,417 Fare passen- gers per car mile. 295,292 50,015 138, 013 1,316 78, 812 100 3.70 2,715 !| 2.49 60,202 I 1 4.96 '! 2.12 20,000 I 3.08 ! 1.84 1,500 I 3.88 1 1.S7 ' 2.02 25,000 2.40 2.94 .94 3.21 1.27 1.60 3.23 3.72 4.20 3.31 2.23 4.12 4.36 2. 68 2.67 5.05 31.00 3.41 3.18 1.73 2.71 2.110 1.94 3.42 1.90 3.16 1.43 1.88 1.94 2.74 2. 02 2.90 2. 99 3.58 3. 45 4.09 5.10 6. 79 5. 09 5. 75 2.62 3.95 3.95 1.96 1.58 1.22 2.43 4.82 4.37 2. 119 4.83 1.76 2.35 5.24 3.93 3.71 4.33 3.95 4.12 GENERAL TABLES. MAXIMUM SPEED, ACCIDENTS, ETC., BY COMPANIES: 1902. 353 CAR HOURS Fare passen- gers per ear hour. Mail carried. MAXIMUM SPEED OF CARS, MILES PER Pleasure parks, number owned or operated. ACCIDENTS. Total. Passenger oars. Freight, mail, ex- press, and other cars. HOUR. Total. Passengers. Employees. Others. In city limits. Outside city limits. n Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. s 55 65, S(W, 312 2 65, 403, 287 466,055 33.28 352 1,218 47,429 265 26,690 198 122 3,699 831 17,040 3 761,71^ 729, 335 32, 384 29.49 8 15 335 1 1 111 13 26 No Yes No Yes No Yes No No No 6 8 6 10 12 12 10 12 5 15 30 1 4 1 380, 592 20, 440 348, 772 20, 440 31,820 37.31 9.52 9 314 1 194 110 8 10 2 3 12 15 15 1 12 5 1 2 1 4 26,150 211,320 98, 880 24,328 26, 150 210, 765 98, 880 24,328 14.73 26.91 18.70 16.15 12 2 5 664 1 4 2 2 1 1 1 4 1 6 7 16 10 2 2 8 Q 37,740 37, 740 21 14 1 27, 520 10,220 27, 520 10,220 27. 25 4.69 No No 8 8 7 1 1 ■? 4 5 2 1 1 1 4 No No No No No No No 8 20 12 8 10 12 4 8 20 12 8 1 2 1 1 9 3 1 1 2 1 1 2 1 3 1 1 3 4 1 2 1 5 12 1 fi 7 81,132,375 1,128,646 3,729 30.29 8 37 5,461 9 4,137 32 28 1,292 20, 835 23, 835 38. 47 No No No No No Yes Yes Yes No No No Yes.... No Yes Y'es No No No No Yes — No No No No No No Yes.... No No Yes No No No No 20 5 5 8 3 8 8 8 8 8 5 4 5 8 12 5 5 5 15 10 8 8 8 8 9 8 8 8 8 10 8 8 5 6 1 1 5 1 5 1 1 9 5 16 3 4 9,490 9, 490 31.61 5 7 1 333 17 »7 »333 6 20 1 17 7 8 20 Q 10 11 19 1 2 13 656, 763 8,000 653, 034 8,000 3,729 26.41 12.55 35 12 5 5 3 452 362 8 3 82 14 15 16 17 1, 493 1,493 12.31 1 1 IS 11 13,692 13, 692 21. 96 20 1 1 1 1 1 1 1 1 90 1 1 1 91 103, 433 103, 433 38.18 12 8 8 11 7 3 17 42 15 4,534 5 5 6 3 1 7 7 •» 93 69,350 69, 350 32.01 1 4 3 12 31 15 3,677 3 °4 ' 5 8 95 218, 294 218,294 38.62 3 96 1 1 17 97 20 12 10 20 13 837 2 5 98 99 1 1 1 an 31,025 31,025 26. 25 1 6 31 39 5 6 33 34 8 i 1 1 10 7 880 i 3 77 4 788 35 "910,004 910, 004 40. 54 1 15 7 No No No No Yes.... No, ,. No No 15 6 S 12 15 8 4 10 1 25 16 1 1 11 71 i i 6 59 3 8 2 4 ? 131,400 7,665 770, 939 131,400 7,605 770, 939 44.16 22. 86 40.09 3 4 20 10 6 781 °6 "781 5 6 1 16 281 1 7 32. 84 2 14 i 12' 172 1 3 4 15 1 10 8 " 2, 225, 364 2,198,548 26, 816 9 94 No .. Yes No .. No 12 8 10 7 15 15 16 10 1 1 4 590, 064 19,205 590, 604 19,205 37.20 43.64 3 - 87 I ! 57 1 3 27 i i is 1 18 i ' For 9 months only. ' For 94 months only. 8 For 10 companies only. ^Includes passengers and employees i»For 7 companies only. u For 3 companies only. 12 Not reported. 1:1 Includes 2 companies operating part of year. "For 16 companies only, and includes 1 company operating part of year. 354 STREET AND ELECTRIC RAILWAYS. Table 97.— PASSENGERS, CAR MILEAGE, CAR HOURS, MAXIMUM. NUMBER OF PASSENGERS CARRIED. STATE AND NAME OF COMPANY. CONNECTICUT— Continued. Greenwich Tramway Hartford and Springfield Farmington Street Railway Hartford Street Railway Hartford, Manchester and Rockville New York, New Haven and Hartford (Berlin sys.) Meriden, Southington and Compounce Meriden Electric Railroad Middletown Street Railway Manufacturers Railroad Fair Haven and Westville New London Street Railway Montville Street Railway Norwich Street Railway Peoples Tramway ." Stamford Street Railroad New York, New Haven and Hartford (New Canaan branch). Suffleld Street Railway Torrington and Winchester DELAWARE. Total for state . Wilmington and New Castle. Peoples Railway Wilmington City DISTRICT OF COLUMBIA. Total for district Anacostia and Potomac River Brightwood Railway Capital Traction City and Suburban of Washington . Columbia Railway Georgetown and Tennallytown Metropolitan Ra ilroad Washington and Great Falls FLORIDA. Total for state Fort Meade Street Railway Jacksonville Electric Key West Electric Palatka and Heights Street Railway . Pensacola Electric Terminal Tampa Electric GEORGIA. Total for state Athens Electric Railway Georgia Railway and Electric - Augusta Railway and Electric. Columbus Railroad Covington and Oxford Macon Railway and Light City Electric Railway Savannah Electric Valdosta Street Railway Washington Street Railway . . . IDAHO. Total for state . Boise Rapid Transit ILLINOIS. Total for state Alton Railway, Gas and Electric . Elgin, Aurora and Southern Bloomington and Normal Mechamcsburg and Buffalo Cairo Electric Railway Egypt Electric Centra] ia and Central City Urbana and Champaign Chicago City Railway Chicago Union Traction Chicago Consolidated Traction ... Calumet Electric Street Railway . . Chicago Electric Traction i For 10,i months only. 2 Freight traffic only. 3 For 5 months only. * For 7 companies only. l 465, 195 883, 722 294, 649 19, 160, 216 1,298,960 1,645,008 961,820 3, 266, 383 926, 199 ( 2 ) 25,016,259 1,452,870 1,521,901 2, 528, 200 1,180,91S 1,642,683 204, 900 3 91,922 956, 972 11,440,702 584, 000 1,634,102 9, 222, 600 90,203,941 8,435,988 2,012,012 36,871,334 6, 816, 021 8, 027, 781 1,037,338 25, 176, 882 1,826,585 5 9, 541, 727 3,650 8 3, 352, 775 711,035 10, 880 1,215,121 4,248,266 37,004,361 K, 2 2 2 1 400, 340 432, 672 518, 586 386, 373 41,000 980, 181 451,449 618, 558 158, 802 16, 400 314, 340 " 590, 598, 228 1 167. 220 24. 665, 130 058, 266 869, 349 4,000 805, 447 186,519 80, 956 078, 922 279, 723 452, 619 172, 655 480, 219 066, 402 Fare. 465, 195 841, 829 294,649 15,777,106 1,123,499 1,645,008 961, 820 2, 589, 737 792, 000 19,275,153 1,320,791 1,505,837 2,186,835 1,179,019 1, 327, 617 204, 900 91,922 956,972 9, 956, 559 584,000 1,467,473 7,905,086 66, 162, 321 6,072,874 1,236,983 28,362,565 5, 423, 810 5,010,160 768, 617 17, 723, 360 1, 563, 952 8, 249, 542 3,650 2, 863, 685 711, 035 10, 880 998, 290 3,662,002 32,463,851 41,893 , 383, 110 175,461 676, 646 134,199 356, 19,045, 2, 360, 1,217, 41, 2, 893, 385, 5, 987, 158, 16, 314, 340 314, 340 1,497,130 5,422,785 1,309,781 4,000 084, 319 186, 519 80, 956 1,032,442 117,863,990 156, 136, 89S 20, 808, 682 6,549,719 1,898,647 5,741,106 132, 079 16, 064 341, 365 1,899 315, 066 1, 484, 143 166, 629 1, 317, 514 24, 041, 620 2,363,114 775, 029 8, 508, 769 1,392,211 3, 017, 621 268, 721 7, 453, 522 262 633 1,292,185 216,831 586, 264 4, 540, 510 Trans- fer points. 43,371 3,387,360 157, 912 168,894 86,417 65, 700 630, 856 127,407,242 168, 000 635, 481 559, 568 46, 4*0 49,415,733 64, 315, 721 3, 363, 973 1, 930, 500 167, 755 69 Fare pa* sengers per mile of single track. 1 75 300 130 20 5 80, 763 62, 497 20, 181 167. 985 61, 969 63, 538 66, 839 132, 807 79, 758 201, 475 155, 205 111, 461 123, 900 71,716 104,619 23, 743 18, 721 73, 444 116, 301 33, 371 46, 765 193,847 408,485 265, 191 105, 815 685, 749 166,273 340, 364 92, 382 767, 910 111,871 133,596 2,920 157,779 190, 116 3,109 110, 921 140,253 108,076 54,666 124,479 76,102 71, 616 18,222 94,352 61, 425 112, 869 76,347 10, 933 89, 811 287, 035 122,215 86,131 62, 371 1,081 120,691 46, 630 23, 671 114, 716 529, 726 511, 388 100, 764 80, 921 70, 634 CAR MILEAGE. Total. 1 133, 961 290, 966 208, 832 4,291,176 472, 431 494, 464 323, 654 689, 012 187, 860 2,500 5, 137, 357 243, 209 228, 760 401,323 379, 460 384, 254 139, 602 « 51, 858 232,246 3,006,798 338, 840 746, 758 1,921,200 16, 139, 141 1, 165. 407, 8, 787, 1,161, 976, 209, 3, 133, 297. '2,078 8 872,440 175,511 7,300 385, 988 906, 132 10, 733, 429 156, 372 10 5,977,212 932, 381 474,216 6,205 949, 317 219, 000 1,931,686 65, 700 21,340 164,250 164,250 "121,142,474 401, 500 1, 725, 238 "1,396,490 8, 293 261,000 233, 600 38,325 202, 822 30,842,510 30, 732, 051 8, 016, 591 2, 393, 978 954, 000 Passenger cars. Freight, mail, ex- press, and other cars. 133, 290, 197, 4, 132, 445, 494, 323, 689, 187, 4, 958, 243, 227, 401, 379! S81. 139. 51, 858 232, 246 2, 969, 238 301,280 746, 758 1,921,200 16, 082, 204 1, 163, 887 407,388 8, 781, 343 1, 159, 639 975, 913 208, 814 3,089,042 296, 178 2,258,463 1,217 872, 440 175,511 7,300 385, 988 816, 007 10,690,826 141,372 5,977,212 932, 381 474, 216 6,205 949,317 219, 000 1, 912, 283 65, 700 13, 140 164,250 164, 250 120, 835, 074 401,500 1,725,238 1,396,490 8,293 261,000 233, 600 38,325 196, 122 30, 643, 250 30, 732, 051 8, 016, 591 2,393,978 954, 000 1S9 11,055 158, 848 26, 528 4 IK 2, 500 178, 553 & Includes 1 company operating part of year. For 2 companies only, and includes 1 company operating part of year. ' Estimated. 1,078 ""*346 , 560 56, 937 1,912 98 6,260 2,027 300 952 44, 151 1,237 90, 986 861 42, 603 15, 000 19,403 "S,'266 307, 400 6,700 199,260 Fare passen gers per car mile. 3.47 2.90 1.49 3.82 2.52 3.33 2. 98 3.76 4.22 5.43 6. 61 5.45 3.11 3.46 1.47 1.77 4.12 .35 1.94 1.97 4.11 4.11 5. 22 3.04 3.23 4.68 5.13 :',. 68 5.74 5.28 .65 3.00 3.28 4.05 1.49 2.59 4.49 3.04 2.53 3.19 2. 53 2.57 6.61 3.05 1.76 3.13 2. 42 1.25 1.91 3.73 3.14 .94 .48 2.62 .80 2.11 5.26 3.85 5.08 2.60 2.74 J. 99 GENERAL TABLES. SPEED, ACCIDENTS, ETC., BY COMPANIES: 1902— Continued. 355 car norms. Fare passen- gers per car hour. Mail carried. MAXIMUM SPEED OF CABS, MILES PER HOUR. Pleasure parks, number owned or operated. ACCIDENTS. Total. Passenger ears. Freight, mail, ex- press, and other ears. Total. Passengers. Employees. Others. t-i In city limits. Outside city limits. Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. No No No , Yes.... Yes.... Yes . . . 12 13 10 10 8 ^ 17 20 15 16 2 1 6 62 9 2 1 17,244 510,230 41,219 14, 144 492,074 38,099 3,100 18, 156 3, 120 20.83 32.06 29.49 6 7 3 1 27 4 1 2 1 35 5 s Q 38,036 118,260 32,840 38, 036 118,260 32,840 25.29 21.90 24.12 Yes.... Yes.... Yes.... No ... Yes.... No Yes.... Yes.... No No,. . Yes 8 8 10 4 12 7 7 7 12 12 15 5 20 3 15 2 2 11 1 1 3 15 617,400 39, 420 18,036 60, 768 31,632 • 59,130 hii, 666 39,420 18,036 60,768 31,592 69,130 2,400 31.34 33.51 83.49 35.99 37.32 22.45 14 1 6 52 35 3 5 14 15 18 11 18 4 4 12 1 3 1 1 2 5 40 1 21 8 6,400 25,880 286,520 5,400 25,880 236,520 17.02 36.98 33.42 No No,. , 12 12 16 1 3 6 93 1 63 2 5 38 No No No 6 7 7 20 15 12 1 1 1 1 2 4 10 6 30 57 615 1 3 3 30 20 380 3 1 1 4 5 236,520 * 889, 767 236,520 883,763 33.42 42.77 2 2 38 35 197 3 6,004 159,050 ,45,806 158,798 45,791 252 15 38.24 27.01 yes.... Yes Yes.... Yes.... No No 12 12 12 ' 12 12 1 70 87 151 70 68 14 202 13 62 1 1 1 1 43 22 84 37 37 . 13 137 7 52 6 3 4 7 3 2 21 12 63 26 18 1 62 4 10 15 15 1 3 132, 951 116,058 23,736 390, 589 21,577 n25,641 132,677 116,021 23,602 885,525 21,349 125,641 274 37 134 6,064 228 40.88 43.18 32.57 45.97 73.26 28.45 3 1 3 2 3 15 Yes...., Yes.... 12 1 1 13 2 2 1 2 7 15 4 Yes.... Yes.... No No No Yes.... 6 12 12 10 10 12 8 100,568 25,073 100,668 25,073 28.48 28.36 9 1 1 2 48 40 2 8 4 10 70 1 3 9 35 1 1 28 12 2 12 1 3 •925,416 925,416 28.37 1 7 2 No No No No 12 16 12 12 20 1 1 10 625,868 625,868 80.43 1 2 2 9 1 is 12 15 4 1 61,631 61,631 19.75 1 7 Yes.... No No Yes.... No 6 8 8 9 12 6 6 8 12 15 12 f> 2 1 3 1 2 2 7 237,917 237,917 25.17 2 40 16 6 2 19 1 1 No .... 8 12 1 136 1 70 1 in2,014,959 11,990,052 24,907 36.81 18 6,282 54 2,690 12 685 8,007 Yes.... No ,, , No , , Yes.... No ... No No Yes.... 18 10 15 7 12 10 6 16 1 1 1 3 1 60 4 1 20 1 186,150 186, 150 29.13 30 20 7 1 82 4 8 2 ft A 5 1 1 fi 6 20 7 1 8 8,888,751 3,941,638 770,958 220,896 3,863,844 3,941,638 770,958 220,896 Q7 nnn 24,907 80.50 39.61 26.99 29.65 19.57 40 S7 3 6 1 2,236 2,815 478 101 7 6 85 3 1 67 1,737 831 59 7 1 2 415 125 67 17 34 8 1,754 953 Yes No 12 12 15 12 10 25 20 js h) ::::::::.:::l 1 I „. 1 13 > For 10 months only 8 For S companies on io Estimate based on iy. -eportforSi aonths. 11 Includes 6 ia For 20 con M For 6 mon companies operat rpanies only, and ths only. ing part of year, ncludes 1 corn pan y operat ing part o fyear. 356 STREET AND ELECTRIC RAILWAYS. Table 97.— PASSENGERS, CAR MILEAGE, CAR HOURS, MAXIMUM STATE AND NAME OP COMPANY. ILLINOIS— Continued. Chicago General Railway Chicago General Electric Railway Suburban Railroad Northwestern Elevated Railroad South Side Elevated Railroad Metropolitan West Side Elevated South Chicago City Railway Chicago and Milwaukee Lake Street Elevated Railroad Chicago and Joliet Northern Electric Railway Danville Railway and Light Danville, Paxton and Northern Decatur Traction and Electric East St. Louis Railway St. Louis and Belleville East St. Louis and Suburban St. Louis and East St. Louis Granite City and St. Louis Freeport Electric Galesburg Electric Motor Chicago, Harvard and Geneva Lake . Jacksonville Railway Kankakee Electric Railway North Kankakee Light and Railway . Lincoln Street Car Coal Belt Electric Railway Murphysboro Street Railway Ottawa Railway, Light and Power . . . Peoria and Prospect Heights Central Railway Peoria and Pekin Terminal Quincy Horse Railway Rockford Railway, Light and Power. Rockford and Belvidere Springfield Consolidated Peoples Light and Railway INDIANA. Total for state. Brownstown and Ewing John S. Crump Evansville Electric Railway Fort Wayne Traction Fort Wayne and Southwestern Hammond, Whiting and East Chicago Indianapolis Street Railway Broad Ripple Traction Indianapolis, Shelbyville and Southeastern . Indianapolis and Eastern Union Traction Indianapolis, Greenwood and Franklin Jeffersonville City Railway Kokomo Railway and Light Lafayette Street Railway Logansport Railway Logansport, Rochester and Northern Madison Light and Railway Lake Cities Highland Railroad New Albany Street Railroad Richmond Street and Interurban Indiana Railway Terre Haute Electric Vincennes Citizens Wabash River Traction Washington Street Railway IOWA. Total for state. Boone Electric Burlington Railway and Light Cedar Rapids and Marion City Peoples Street Railway State Electric Omaha and Council Bluffs Tri-City Railway Des Moines City Railway Interurban Railway Union Electric Fort Dodge Light and Power Fort Madison Street Railway Independence and Rush Park Keokuk Railway and Power Marshalltown Light, Power and Railway Mason City and Clear Lake Citizens Railway and Light Ottumwa Traction and Light Red Oak Street Railway Sioux City Traction Tama and Toledo Waterloo and Cedar Falls i For 6 months only. 3 Freight traffic only. * For 4 months only. NUMBEB OF PASSENGERS CABEIED. Total. 21, 27. 35. 5, 1. 15. 5; 6 6, 164,877 72 803,694 769, 081 188, 965 372, 909 157, 258 861,156 515, 475 014, 912 38,250 531, 107 428,167 010,676 010, 499 636, 101 000,000 882,465 495,000 810, 000 73, 000 636, 149 657, 741 338,917 3 63,120 282,085 22,256 448,056 750,000 000, 000 704,905 802, 237 446, 060 163, 823 917, 918 401,090 ',974,221 20, 000 133,466 642,836 663,409 113, 723 337, 265 925, 929 417,881 HI, 814 570, 183 195,770 559, 639 91,000 631, 877 834,955 269,441 162, 733 165, 000 198, 000 56, 118 913,453 380, 500 278, 157 262,493 450,000 391,409 197, 180 44,076,534 10 1012; 480, 000 000, 000 545, 088 145, 000 162, 835 146, 916 084, 812 457, 283 718,228 56,000 292, 423 94,288 350,000 398, 015 293, 320 153, 494 481,028 25, 820 738, 944 144,000 319,040 Fare. 5,386, 2,000, 738, 420, 1.750, 73, 606, 375, 338, 58, 282, 22, 408, 750, 6,000, 704, 2,127, 1,989, 163, 3, 532, 384, 66,255,767 20. 133: 629. 231. 113! 956, 005, 417, 111, 570. 720, 559, 91, 576, 475, 261, 153, 165, 198, 56, 913; 200, 94G, 709, 450, 391, 197, 38,559,589 480,000 1,600,000 1,403,064 145, 000 1,109,835 2, 792, 659 9, 042, 176 10,615,912 2,391, 56, 292. 94, SOU, 395, 287, 865, 1,211, 25, 4,138, 144, 1,269, Transfer. 359,212 575, 220 ""72,'909 414, 371 1,216,463 249,448 144,351 75,000 60,000 30,000 281, 889 4,680 "io'ooo' 674,614 456,980 150 1,385,905 16,500 14,718,454 1,013,302 1,431,643 380, 639 8,920,903 1,475,316 55, 000 359, 820 8,000 9,092 180, 200 331,429 553, 110 5,516,945 400,000 142,024 43,000 354,257 1,042,636 1,941,371 326,873 50,000 2,935 5,475 288,374 270,000 600, 000 * ' 60*666" Trans- fer points. 62 61 10 Fare pas- sengers per mile of single track. 70,150 48 18,438 716, 796 ,179,053 855, 658 117, 961 41,824 585,711 70, 595 9,562 116, 656 30,583 118, 245 240, 303 92, 522 943, 396 55, 707 56,000 102, 941 6,565 116,792 44,480 78,272 8,289 16, 305 14, 359 48, 007 115,385 171,429 49, 711 122, 418 86,482 11, 074 148, 217 69,925 102,458 20,000 30,333 119,001 132,243 4,272 78, 579 273, 121 58,039 3,721 20, 191 64,777 25, 438 60, 838 53, 663 100, 623 42, 442 25, 607 41,250 96, 117 28,059 149,501 39,354 80, 959 97,385 56,250 70,096 49,919 101,942 73, 846 110, 345 101, 745 89, 506 130, 262 83,613 179,408 110, 484 114, 693 37,333 73, 106 27, 732 46,154 109, 744 16, 600 100,595 121,103 21,517 96,255 48,000 31,726 CAE MILEAGE. Total. 601,385 5,475 490, 100 5,365,474 7,774,749 9,823,704 1, 399, 985 1,136,966 4, 190, 645 1,346,654 75,000 447,700 192,150 653, 080 1,295,632 35,040 1,177,566 175,000 1 164, 977 164,250 565, 750 85,000 225,000 94,476 94, 900 3 25,200 * 290, 000 6,528 181,008 328,500 2,543,941 263, 792 744,965 694, 362 34, 160 1,260,000 4182,962 • 21, 095, 357 7,094 132,860 1,309,838 1,505,774 1 140, 048 590,234 6,921,490 119, 710 8 93,985 368, 661 3,876,166 457, 710 25,550 219, 000 611,000 8102,000 1 120, 772 176, 996 84, 720 25,806 210, 240 540, 200 1,333,707 1,330,522 388,725 315,303 87,246 11,809,254 128, 200 548,240 498, 185 45, 072 327, 257 1,320,111 2,473,016 '"2,234,122 803, 320 6,900 109, 500 51,000 250, 000 132, 495 158,633 255,500 396,288 15,768 1,475,695 43,800 536, 152 Passenger cars. 501,385 5,475 490, 100 5,365,474 7,774,749 9, 823, 704 1,399,985 1, 136, 966 4, 190, 645 1, 346, 654 75,000 447, 700 92, 150 663,080 1, 295, 632 1, 136, 166 175, 000 164, 977 164,250 ■ 665,750 60,000 225,000 94,476 94,900 25,200 290,000 6,528 181, 008 328,500 2,543,941 263, 792 744, 965 694, 362 34,160 1,260,000 182,962 20,931,788 7, 132, 1,309, 1,505, 140, 690, 6,921, 119, 93, 342, 3,800, 457, 25, 219, 611, 102, 120, 176, 84, 25, 210, 540, 1,801, 1,306, 388, 309, 87, 11,688,888 128,-00 548, 240 486, 418 45, 072 327,267 1, 320, HI 2,473,016 2, 234, 122 803, 320 6,900 109, 500 51,000 250, 000 132, 495 146, 466 255, 500 396,288 15, 768 1,475,695 43,800 439, 720 Freight, mail, ex- press, and other cars. 35,040 41,400 25,000 25,830 75,824 32,396 24,069 120,366 11,767 4 For 10 months only. 5 Estimated. Includes 4 companies operating part of year. Fare passen- gers per car mile. 3.60 .01 1.64 4.06 3.50 3.60 3.24 1.64 3.70 3.30 .51 3.26 4.65 2.44 3.70 4.74 11.43 4.47 2.56 3.09 1.22 2.69 3.98 3.57 2.32 .97 3.41 2.26 2.28 2.36 2.67 2.86 2.86 4.79 2.80 2.10 3.17 2.82 1.00 2.77 2.81 .81 3.31 4.34 3.49 1.19 1. 66 2.. 56 1.22 3.56 2.63 2.41 2.56 1.27 .93 2.34 2.17 4.34 2.22 3.03 2.84 1.16 4.49 2.26 .30 3.74 2.92 2.88 3.22 3.39 2.12 3.66 4.71 2.98 8.12 2. 07 1.85 1.20 2.98 1.97 3.39 3. 06 1.64 2.80 3. 29 2.89 GENERAL TABLES. SPEED, ACCIDENTS, ETC., BY" COMPANIES: 1902— Continued. 357 OAE HOURS. Tare passen- gers per car hour. Mail carried. MAXIMUM SPEED OF CARS, MILES PEK Pleasure parks, number owned or operated. ACCIDENTS. Total. Passenger cars. Freight, mail, ex- press, and other cars. HOUE. Total. Passengers. Employees. Others. u In city limits. Outside city limits. Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. a 56,000 3, 650 60, 862 382, 378 554, 400 818, 642 134, 929 76,668 279, 376 140, 156 56, 000 3,650 60,862 382, 378 554, 400 818, 642 134,929 76, 668 274, 376 140, 156 32. 24 .02 13.21 56.93 49.04 48.21 33.59 24.28 55.64 81.68 No No No No No No No No No No No No No No No No 9 10 15 30 25 16 12 20 40 10 10 12 15 10 10 2 13 4 2 2 7 n 1F> 1 3 3 2 4 34 22 135 41 79 99 2 1 1 1 1 31 1 22 68 25 65 71 1 3 1 1 IP. 1 1 1 1 3 2 5 4 6 8 13 3 1 2 63 10 6 15 40 '3 3 6 25 15 16 10 6 1 1 1 11 3 3 22 11 1 1 5 1 1 2 3 12 1 7 3 10 40 Yes No No No No Yes No Yes Yes No Yes No No 10 10 18 8 10 10 8 8 8 12 8 4 8 4 12 6 4 6 30 12 20 12 9 1 1 2 2 1 6 2 1 1 1 1 1 6 1 1 S 1 2 1 « 24, 000 24,000 11.75 25 1 1 1 1 2 1 2 2 2 43, 435 39, 420 295, 650 43,435 39, 420 295,650 9.39 19.03 20.29 15 1 2 16 32 5 12 1 6 10 1 1 2 2 1 1 2 9 20 3 6 No Yes No No No No 12 7 12 8 12 8 9 12 5 2 1 1 30 1 15 15 1 l "1,535,344 1, 522, 321 13, 023 23.46 1 11 20 2,636 2 1,900 3 84 15 652 3,650 15, 230 165, 114 178, 054 3,650 15, 230 165, 114 178, 054 5.48 8.76 21.98 23.77 No No No No No No Yes.... No No No Yes No No No Yes.... No No No Yes No 4 12 15 16 8 8 9 8 8 8 20 6 15 15 14 15 12 12 55 40 65 30 o 23 10 2 23 10 3 1 * 55,938 55,938 34.98 33 2,124 7 1 23 1,569 5 1 1 56 5 1 9 499 2 6 7 S 9 1 1 5 1 « 7, 000 32, 200 334, 910 24, 090 16, 425 29,200 61, 890 » 12, 000 1 13, 596 23, 360 8,470 5,917 52, 560 62, 780 132, 278 226, 831 29, 200 30, 110 14, 541 » 1,121, 902 7,000 29, 200 331,310 24, 090 16,425 29,200 61, 890 12,000 13, 596 23, 360 8,470 5,917 52, 560 62, 780 130,400 222, 831 29, 200 29, 565 14,541 1,118,252 15.97 19.63 29.34 23.32 5. 54 19.76 23.83 21.79 11.30 7.06 23.38 9.48 17.38 19.12 30.27 16.65 15.41 47.06 13.56 26.76 3,000 3,600 1 1 1 * 308 1 241 n 5 1 2 62 11 4 13 14 15 16 17 18 19 20 21 8 10 7 15 15 12 15 1 1 6 7 1 4 3 2 1 2 1 12 25 1 1 4 No No Yes Yes No No No . . " 10 1 1 1 5 1 10 15 8 1 100 1 3 1 5 1,878 4,000 8 [ 40 8 15 1 1 3 1 ^3 1 46 1 i 18 8 545 15 10 30 12 1 3 27 3,650 12 19 238 5 152 3 36 11 50 No Yes.... No No No ] Yes Yes Yes No 10 8 10 L. 79,280 79,280 20.18 1 4 29 1 3 16 1 1 1 8 12 15 12 1 12 10,016 | 10,016 14.48 15 i i o I 1 ii' 0$ n 2 23 1 11 20 28 50 12 12 12 15 1 13 5 6 o S 1 1 1 5 13 15 321, 774 i"307,059 321, 774 307, 059 28.10 34.25 12 50 20 98,2i6 98, 216 24. 35 No No No , No 1 No 1 No 8 8 (i 12 12 10 12 12 i 1 1 1 15 1 o 14, 600 ; 14, 600 20.03 , i i 35,000 35, 000 8.67 2 3 \ 1 1 3 i 27, 075 23, 425 3,650 12.29 Yes.... No No No Yes No 15 1 1 1 1 i 3 1 •■> | 42,732 | 42,732 2S.34 1 8 8 8 12 14 1 1 1S6, 150 | 186, 150 12 i 1 , 1 i i 12 25 2 2 22 ' For 24 companies only, and includes 8 companies operating part of year. 8 For 3 months only. 1165—05 24 9 For 11 companies only. 10 Includes figures for Interurban Railway Company. 358 STREET AND ELECTRIC RAILWAYS. Table 97.— PASSENGERS, CAR MILEAGE, CAR HOURS, MAXIMUM STATE AND NAME OP COMPANY. KANSAS. Total for state. Arkansas City Street Railway Atchison Railway, Light and Power. Fort Scott Consolidated Supply Hutchinson Street Railway Iola Electric Railroad \ Electric Railway and Ice Kansas City-Leayenworth 3 Pittsburg Railroad Consolidated Street Railway Topeka Railway Wichita Railroad and Light Union Street Railway KENTUCKY. Total for state . Bowling Green Railway Cincinnati, Newport and Covington . Frankfort and Suburban Henderson Street Railway Lexington Railway Georgetown and Lexington Louisville Railway Louisville, Anchorage and Pewee Kentucky and Indiana Maysville Street Railroad Owensboro City Railroad Paducah City Railway LOUISIANA. Total for state . Baton Rouge Electric and Gas Lake Charles Street Railway St. Charles Street Railroad Orleans Railroad New Orleans Railways New Orleans and Carrollton Algiers, McDonoghville and Gretna. Shreveport Belt Railway MAINE. Total for state. Augusta, Winthrop and Gardiner Public Works Penobscot Central Railway Bangor, Orono and Old Town Bangor, Hampden and Winterport Biddef ord and Saco Calais Street Railway Benton and Fairfield Fryeburg Horse Railway Atlantic Shore Line Lewiston, Brunswick and Bath Norway and Paris Portland Railroad Portsmouth, Kittery and York Rockland, Thomaston and Camden Sanford and Cape Porpoise Skowhegan and Norridgewock Railway and Power Somerset Traction Waterville and Fairfield Railway and Light MARYLAND. Total for state. United Railways Cumberland Electric Railway Frederick and Middle town Kensington Railway Cumberland and Westernport Hagerstown Railway Baltimore and Washington Washington and Glen Echo Washington and Rockville Washington, Woodside and Forest Glen. MASSACHUSETTS. Total for state '. Amherst and Sunderland Interstate Consolidated Lexington and Boston Old Colony Street Railway 1 For 8 companies only. 2 Estimated. a This company failed to make a report. * Includes 2 companies operating part of year. NUMBER OP PASSENGERS CAEEIED. Total. 7, 970, 581 25, 240 651, 9-17 220, 000 189, 905 566, 800 300, 103 685, 200 76, 222 350, 164 810,000 95,000 150,000 621, 952 173, 725 448, 000 380, 682 =25,000 659, 000 541, 700 344, 888 309, 621 290,956 737, 606 60, 285, 120 359, 770 128, 160 5, 911, 900 2, 518, 633 33, 089, 252 16, 605, 765 221,640 1,450,000 "27,506,582 1,192,748 1, 453, 143 295, 548 1, 152, 848 435. 721 728, 909 566, 514 52, 282 14,600 92, 758 4, 436, 152 139, 909 12, 386, 706 1,506,611 1, 370, 129 845, 157 « 62, 296 164, 647 609, 904 M35,625,650 132,106,412 1,266,883 280, 933 "38,906 "206,823 736,311 45, 600 117, 457 621,803 204, 462 15 605, 258, 939 438, 958 3,504,931 2, 908, 985 53,653,181 Fare. 25, 240 533, 867 205, 000 189, 905 566, 800 299, 743 660, 000 76, 222 2, 730, 287 1,460,000 85,000 56,293,852 150,000 10,264,745 173, 725 280, 000 2,350,682 25, 000 33, 158, 500 541, 700 1,344,888 309, 621 257, 385 1,437,606 55, 343, 843 359, 770 128, 160 5, 767, 900 2, 505, 700 29,465,376 15,445,297 221, 640 1,450,000 25, 495, 164 1,192,748 1,208,216 295, 548 1, 152, 848 435, 721 728, 909 546, 760 52, 282 14, 600 92, 758 4,237,065 139, 909 10, 839, 056 1,506,611 1,370,129 845, 157 62, 296 164, 647 609, 904 99, ' i,552 96, 763, 878 1,066,883 280, 933 38,966 206, 823 642, 747 45, 600 117,457 621,803 204, 462 461,745,615 431,435 3, 504, 931 2,691,301 46, 321, 681 Transfer. 1,138,517 118,080 15, 000 25, 200 619, 877 350, 000 10,000 5,389,278 168,000 30, 000 2, 500, 500 33, 571 300, 000 144, 000 12, 933 3, 623, 876 1, 160, 468 2,011,418 19,754 199, 087 ,"547,"650 35, 342, 534 200, 000 143, 513, 324 217, 684 7,331,500 Trans- fer points. 112 1 250 Fare pas- sengers per mile of single track. 61, 406 4,589 59, 319 22, 778 24, 254 68, 703 66, 610 56, 170 37, 181 95, 365 78, 919 13, 600 198, 253 37, 500 290, 442 23, 929 50, 909 155, 366 1,911 233, 511 29, 124 222, 664 72,852 30, 281 89, 850 278,782 95, 939 60, 739 310, 603 217, 320 256, 221 434,711 62, 434 164, 773 76, 897 90, 980 111, 872 10, 712 69, 033 62, 069 89, 437 77,008 11, 964 4,867 58, 708 75,419 65, 378 120, 931 95, 962 63, 315 33, 287 10, 649 12,985 126, 536 228, 370 265,019 150, 903 19, 137 15, 402 23,719 46,916 22, 800 10,134 57,046 75, 170 182,822 29, 014 126, 806 72, 659 122, 137 CAE MILEAGE. Total. 12, 100 146, 000 167, 200 2 70,000 108, 700 75, 920 177, 025 36, 557 864, 487 732, 000 27, 375 •115,477,507 90, 3, 310, 155 182, 732, 6 6, 9,137, 428, 429 175, 8 130 Tim 18, 594, 2 198, 61. 2, 196, 785, 10, 355, 4, 472, 91, 433. 329, 688 346, 574 58, 971 314,376 96, 552 309, 106 183, 960 204, 988 6,500 26, 064 1,083,822 44, 730 2,551,203 ' 345, 415 369, 742 305, 169 " 23, 344 100, 949 114, 618 *24,832,662 23, 876, 837 219,000 85, 908 "9,887 "26,740 310, 688 16, 000 63, 771 151,291 73, 540 15 101, 873, 975 175, 658 744,982 911,692 9,997,394 Passenger cars. 2, 417, 364 12, 100 146, 000 167, 200 70, 000 108, 700 75, 920 177, 025 36, 557 864, 487 732, 000 27, 375 15, 451, 572 90, 000 3, 310, 300 153, 300 182, 500 732, 108 6,000 9,137,604 405, 000 429, 240 175, 200 130, 320 700, 000 18, 594, : 198, 400 61,320 2, 196, 688 785, 210 10, 355, 381 4, 472, 990 91,980 433, 000 , 389, 750 3211, ;;k;, 44, 3UX, 96, 309, 1S2, 25, 6, 26, 1, 049, 44, 2, 551, 316, 218, 305, 22, 91, 114, 24,238,490 Freight, mail, ex- press, and otherears. 23, 330, 292 219,000 40,000 9,887 2 26,740 310, 688 15, 000 63, 689 149, 716 73,478 100,115,307 175, 658 744, 982 911,692 9,296,467 25, 935 45 2,190 425, 921 14, 743 5,537 500 1,000 179,424 34, 125 29, 220 151,500 594, 172 45, 908 82 1,575 62 1,258,668 Fare passen- gers per car mile. 2. 09 3.66 1.23 2.71 6.21 3.95 2.09 3.16 1.99 3.11 3.64 1.67 4.91 1.13 1.53 3.21 4.17 3. 03 1.34 3.13 1.77 1.98 2.05 2.e 1.81 2.09 2.63 3.10 2.85 3.45 2.41 3.35 3.62 3.49 6. «8 3.73 4.54 2.36 2.99 2.05 2.25 3.56 4.04 3.13 4.25 4.76 6.28 2.77 2.74 1.80 5.32 4.13 4.15 4.87. 7.02 3.94 7.73 2.07 3.04 1.84 4.15 2.78 4.61 2. -16 4.70 2.95 4.98 5 For 9 companies only, and includes 1 company operating part of year 6 For 14 months only. i Not reported. 8 For 6 months only. GENERAL TABLES. SPEED, ACCIDENTS, ETC., BY. COMPANIES: 1902— Continued. 359 CAB HOURS. Fare passen- gers per car hour. Mail carried. MAXIMUM SPEED OF CARS, MILES PER Pleasure parks, number owned or operated. ACCIDENTS. Total. Passenger cars. Freight, mail, ex- press, and other cars. HOUR. Total. Passengers, Employees. cithers. In city limits. Outside city limits. a> Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. s 3 S5 1 203, 390 203, 390 18.82 3 1 33 8 1 11 14 2,920 34, 675 18, 600 2,920 34,675 18, 500 8.64 15.40 11.08 No No No No No No 6 8 12 5 10 10 6 8 12 1 1 1 •> 2 2 3 4 13, 123 8, 760 13,423 8,760 42. 23 31. 22 25 25 1 1 2 1 1 5 1 fi 7 27, 010 9,855 27, 010 9,855 24. 4 1 7.73 No No Yen No No 15 6 8 12 5 15 6 25 12 X [ 9 29 8 10 11 111 SS, 247 88, 247 16. 54 11 1? 63,006,531 3,003,976 2,555 13. 21 2 9 51 1 38 1 1 7 12 6, 570 6,570 22. 83 No Yes.... No No No No Yes No No No No No 8 10 6 12 6 8 12 10 12 8 10 8 15 10 8 15 6 20 20 45 12 8 15 10 1 2 20 20 2 " 5,840 29, 200 101,088 5,110 29, 200 101, 088 730 34.00 9.59 23. 25 1 3 1 5 15 1 1 4 1 4 14 5 6 2,628,000 36, 825 94, 528 2, 628, 000 35, 000 94,528 12.62 In. 4.S 14. 23 (') 2 ".I 7 1,825 1 1 1 8 9 4 1 3 10 11 8 14, 480 90, 000 2, 02."), 618 14,480 90, 000 2, 025, 648 17.78 15.97 27.32 6 4 1,230 4 ■) 1 4 27 4 1 1 865 « 26 301 22.SS9 10, 220 23a, 872 22, 889 10, 220 235, 872 93, 072 1,119,396 467, 784 18, 615 57,800 379, 444 15. 72 12. 54 24. 45 26. 92 26. 32 33.02 11.91 25.09 32.97 No No No No Yes No No No 12 6 10 15 15 15 6 12 o 1 2 3 1 1 16 6 24 8 1, 151 42 1 14 5 830 16 1 3 1 1 59 1 1 16 5 7 2 262 26 4 1 1 5 407, 784 18,615 57,(100 10 156, 023 6 6 7 3 4 5 26 1 1 3 3 4 8 76, 579 11 1 26 Yes.... No Yes No Yes No No Y'es No No No Y'es Yes Yes Y'es Yes Y'es Y'es No 6 8 6 s 8 6 8 12 6 6 4 10 6 6 S 9 9 1 56,440 13,140 31,095 12, 522 48,645 19, 876 41,245 55, 440 8,760 29,988 10, 962 48,545 19, 710 6,205 21. 79 33.74 38.44 89.75 15.02 27.74 8.43 3 3 ■> 4,380 1,107 1,560 20 S 6 6 4 12 1 5 6 166 35,040 7 20 8 1? 11 1' 95, 730 6,205 91,980 6, 205 3,750 46.07 22.55 15 2 1 1 1 1 15 13 3 1 2 16 1 16 13 34, 367 70, 115 29, 445 46,355 4,922 23, 760 51.17 29.56 11 1 1 1 1 1 6 15 16 ii 5, 869 9,464 12,410 1=67,517 5, 800 7,639 12, 410 67,28:: 69 1,825 10. 74 21,55 49.15 12 20 17 IS 19 234 1,335 too 635 12 6 6 8 5 12 8 12 12 • t Yes Yes Yes No NO No. .. No No No No 14 8 12 s 14 15 15 3 1 1 181,323 .. . . lt 6NS l=>635 T f 3 " '12,674 42, 705 2,' 674' 42, 705 16. 05 1 ' ""I 1 ' 4 5 6 1 7 5,942 9, 393 6,803 1011,287,251 6,929 9,183 6, 792 11,211,744 13 210 11 42, 507 19. SI 67. 71 30. 10 3S.11 1 6 3 4,142 18 1 6 ■ 3 2,854 S ?- q 31 82 9 23S 55 1,050 i 21,900 21, 900 19.70 Y'es Yes No Yes .... 10 10 s 15 1 o ■ 1 8 445 1 1 1 1 3 95 1 •? "i,'6is,"309" '"i,6is,309" -15.71" o 13 1 4 5 281 1 8 28 5 1 69 i oincludesl company operating part of year. io Foi 14 companies only, and includes 1 company operating part of year. 11 For 10 months only. * „ . , 12 For 5 companies only, and includes 1 company operating part of year. 13 Persons killed not reported separately. 14 For 2£ months only. 16 Includes 11 companies operating part of year. 16 For 46 companies only, and includes 7 companies operating part of year. 360 STREET AND ELECTRIC RAILWAYS. Table 97.— PASSENGERS, CAR MILEAGE, CAR. HOURS, MAXIMUM STATE AND NAME OF COMPANY. MASSACHUSETTS— Continued. Boston and Northern Boston Elevated Railway „ Lowell and Boston New York. New Haven and Hartford Railroad. Blue Hill Street Railway Hoosac Valley Concord, Maynard and Hudson Conway Electric Railway Cottage City and Edgartown Norfolk Western Railway Greenfield and Deerfield Providence and Fall River : Dartmouth and Westport Fitchburg and Leominster Framingham Union Street Railway Gardner, Westminster and Fitchburg Greenfield and Turners Falls Haverhill and Southern New Hampshire Haverhill, Georgetown and Danvers Haverhill and Amesbury Holyoke Street Railway Lawrence and Reading Lawrence and Methuen Middleton and Danvers Norfolk and Bristol Marlboro Street Railway Marlboro and Westboro Medfield and Medway Middleboro, Wareham and Buzzards Bay Milford, Attleboro and Woonsocket Milford and Uxbridge Natick and Cochituate South Middlesex Street Railway Union Street Railway New Bedford and Onset Citizens Electric Railway Georgetown, Rowley and Ipswich Commonwealth Avenue Wellesley and Boston Newton and Boston Newton Street Railway Northampton Street Railway Northampton and Amherst Haverhill and Andover Norton and Taunton Athol and Orange Pittefield Electric Plymouth and Sandwich Brockton and Plymouth Norwood, Canton and Sharon Shelburne Falls and Coleraine Southbridge and Sturbridge Hampshire Street Railway Springfield Street Railway Springfield and Eastern Stoughton and Randolph East Taunton Street Railway Bristol County Templeton Street Railway Marthas Vineyard Upton Street Railway Reading, Wakefield and Lynnfield Hampshire and Worcester Warren, Brookfield and Spencer Webster and Dudley Woronoco Street Railway Linwood Street Railway Worcester Consolidated Worcester and Blackstone Valley Worcester and Southbridge Worcester and Webster .' MICHIGAN. Total for state Adrian Street Railway Bay Cities Consolidated Benton Harbor and St. Joseph Detroit United Railway Detroit and Port Huron Shore Line Detroit, Ypsilanti, Ann Arbor and Jackson Escanaba Electric Railway Grand Rapids Railway Grand Rapids, Grand Haven and Muskegon ... Grand Rapids, Holland and Lake Michigan ... Houghton County Street Railway Twin City General Electric Negaunee and Ishpeming Jackson and Suburban Traction M ichigan Traction Lansing City Electric Manistee, Filer City and Eastlake 1 For 6? months only. 2 For 3 months only. 3 For 10 months only. 4 For 1J- months only. NUMBEK OF PASSENGERS CARRIED. Total. 76, 337, 11, 2, 431 257 5X2 510 200 327 094 798 987 10140,440,783 259, 891 2, 602, 050 1,198,826 92, 025, 136 3, 251, 522 1, 944, 061 3 608,800 16, 772, 587 12 590, 081 860, 000 12 3,182,408 398,410 002, 980 1,758,039 4,023,997 1,068,170 "840,000 Fare. 69, 222, :, 623, ;,765: 782 , 098 .,050: 210: 601 :, 328, i, 336. 834| 201 327 803. ., 283. 672 477 860, ,484. !,830 ,611 .,445 i, 160 966 ,927 862 ,547 963 970 :, 213 :, 848: ,009. 2: 940 770'. :, 237; 69; ,799. 159. 166. 619. 60: -, 878. ,900: 147 694 990. 749. 21! 39 33: 431 ,257 545 ,288 200, ,, 522; ., 094 798; 987. 113, 916, 992 259, 1,986, 1, i9s: 71,891, 3, 032, 1, 944, 602, 12, 806, 590, 860, 3, 132 398 602 1, 504: 4,023 854. 775 Transfer. 7, 272, 985 115,000,000 68, 472 "24,"670' 500 311, 643 676, 966 119, 902 762 130,529 496, 268 20, 577 186, 710 7,256 1, 449, 631 228, 502 36, 000 190, 918 423, 974 750, 957 636, 093 327, 318 2, 400, 082 75, 206 37, 311 222, 415 4,804,986 26,523,791 20, 133, 999 219, 000 6,000 3,966,058 50, 159 213, 630 65, 000 Trans- fer points. Fare pas sengers per mile of single track. 157, 363 649,427 27,891 26, 438 43, 658 117, 864 69, 105 9,244 15, 159 54,049 6,788 68, 519 131, 323 118, 850 112. 168 68, 473 69, 732 34. 764 91, 987 78, 897 144, 995 64, 672 30, 139 13,497 38, 167 81,254 48, 529 42, 431 28, 946 48, 354 78, 582 85, 715 73, 479 201,064 44, 236 81,508 45, 912 111, 170 111,212 63, 777 114,319 108, 488 68, 052 1,177 31, 087 105, 199 105, 656 10, 918 75, 618 25, 933 23, 700 77, 326 13, 202 183, 407 62, 378 17, 884 60, 810 67, 083 40, 731 19. 765 14, 862 8, 043 35, 611 62, 579 89, 532 105. 169 105, 608 185, 116 62, 591 30, 634 55, 189 HI, 376 64,013 85, 278 114, 174 188, 542 22, 909 21, 265 79,212 229, 261 11,212 12,464 141 , 347 86,611 128, 667 72, 816 91, 872 108, 170 51, 667 CAR MILEAGE Total. 14, 419, 352 45,999,999 153, 061 1325,834 154, 840 586, 771 264, 612 29, 504 214,862 179, 753 329,611 219,564 361, 388 872, 682 148, 234 284, 716 224, 770 2 37,215 145, 316 611, 897 1,495,000 268,113 128,490 74, 318 5 321, 123 302, 987 167, 527 203, 782 347, 319 552, 800 713, 139 461, 879 381,289 1, 334, 311 239, 372 399, 285 267, 856 423, 085 271, 826 492, 502 564, 475 767, 328 292, 045 214,125 350, 499 140, 368 560, 147 39, 927 441, 606 89, 704 54, 254 148, 006 = 21,075 4, 342, 075 562, 742 64, 307 157, 335 387, 425 246, 397 5,807 '17,435 8 13,734 137, 450 363, 328 139, 249 398, 875 35, 767 4, 769, 386 286, 206 »1U, 501 311, 687 i»33,046,839 100, 000 921, 084 337, 000 18,016,870 1, 798, 802 1,590,601 ■■> 176, 104 3, 020, 127 12 507,881 860,712 12 564, 136 30, 660 91, 600 546, 130 1,094,462 346, 750 "260,000 Passenger cars. Freight, mail, ex- press, and othercars. 14, 139, 780 45,772,836 153, 061 323, 032 154, 840 586, 771 264, 612 29, 504 14, 862 179, 753 29, 611 219, 564 361, 388 859, 890 148, 234 284, 716 224, 770 37, 215 145, 316 511, 897 1, 495, 000 265,615 28, 490 74, 118 321, 123 302,987 167, 527 203, 782 347, 319 552, 800 713, 139 461, 879 379, 489 1,334,311 238, 388 399, 285 267, 856 423, 085 271, 826 492, 502 564, 475 737, 398 292, 045 14, 125 350,499 140, 368 560, 147 39, 927 441,606 89, 704 54, 254 148, 006 . 21,075 4, 342, 075 562, 742 64.307 157, 335 387, 425 246, 397 5,807 17, 435 13, 734 137, 450 363, 328 139, 249 398, 875 35, 767 4, 769, 386 286, 206 111, 501 311, 687 32, 333, 464 100, 921, 337, 17, 835, 1, 727, 1,490, 173, 2, 991, 439, 722. 564 30 9L 546. 1,094 346. 260 279, 572 227, 163 12, 792 1,800 '""984' 713, 375 181,330 71,000 99, 877 1,520 28, 292 68, 710 138, 000 Fare passen- gers per car mile. 4.90 4.86 1.78 3.22 3.19 3.76 3. 50 1.99 5.58 2.84 1.81 3.91 7.26 4.38 5.28 3.86 4.68 5.66 4.14 4.55 4.21 3.14 7.08 4.42 2.50 4.24 4.01 2.34 2.48 2.69 3.97 3.49 3. 81 4.62 4.06 4.83 3.22 3.66 3.54 1.97 3.92 3.86 3.46 .15 2.68 5.49 4.00 1.74 4.08 1.78 3.06 4.18 2. 86 2.29 4.41 2. 56 3.04 3.74 2. 27 2.41 3.14 3. 46 3. 92 3.23 5.61 5.14 3. 82 7.16 3.17 3.52 2. 00 2. 16 3.56 4.03 1.76 1.30 3.47 4. 28 1.34 1.19 6.55 12.99 6.58 2. 75 3.68 2. 46 2.98 5 For 10i months only. 2J-cent transfers. 7 For 6 months only. 8 For 2 months only. GENERAL TABLES. SPEED, ACCIDENTS, ETC., BY COMPANIES: 1902— Continued. 361 CAR HOURS. Tare passen- gers per car hour. Mail carried. MAXIMUM SPEED OF CARS, MILES PER Pleasure parks, number owned or operated. ACCIDENTS. Total. Passenger cars. Freight, mail, ex- press, and other cars. HOUR. Total. Passengers. Employees. Others. M In city limits. Outside city limits. £> Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. a "A 1, 559, 050 5, 990, 000 13, 102 1, 559, 050 5, 950, 000 13, 102 44.45 37.39 20.82 Yes Yes.... No No 8 7 8 28 12 20 4 12 21 729 2, 095 4 2 6 541 1,412 3 4 54 61 1 10 11 134 622 5 40,000 6 7 8 18, 054 56, 640 23, 000 8,670 21,204 16, 445 8 5,210 18,054 66, 640 23, 000 8,670 1,204 16, 445 5,210 27.33 38.91 40.32 6.77 68.87 31.06 10.29 Yes.... No No Yes No No No Yes Yes No Yes No Yes No No Yes ... . Yes ... . No No No No No No No No.. 15. 10 12 10 9 12 10 21 8 10 8 10 10 8 8 7 8 12 8 10 8 10 12 8 3 3 9 15 15 10 1 2 1 1 10 3 3 11 12 13 2 1 1 14 10 30 12 10 15 10 10 15 15 15 15 25 25 28 12 15 15 12 20 18 15 12 12 12 16 16 12 15 1 9 50 2 19 6 1 5 41 1 12' 6 16 1 1 1 1 3 9 1 4 17 106, 377 14,823 32, 320 45, 720 104,270 14, 823 32, 320 45, 720 2,107 36. ii 52.82 34.00 22.98 18 1 19 1 1 3 '.'11 '1 .,.-, 3 21 26 1 3 1 1 3 ■'?. 62, 000 166, 331 18, 451 62, 000 166, 331 18,451 37.55 38.09 45.22 1 15 25 "A 2 1 "5 1 ■>fi 27 6,668 » 29, 528 30, 298 6,668 29, 528 30, 298 49.15 27.21 42.37 '>H 9 144 1 4 1 4 13 6 139 1 2 1 3 2 "ft 1 3 30 1 31 19,005 19, 005 25.12 2 1 1 2 :■;•• 2 1 2 1 33 26, 812 86, 870 40, 808 40, 785 26,812 86, 870 40, 808 40, 785 56.38 32.58 39.49 35.44 No 1 1 1 9 2 2 34 Y'es Yes ... . Y'es Yes.... No Yes.... Yes.... No No No No Yes ... . Yes.... No 8 8 8 8 8 8 8 8 8 8 8 10 12 35 M 1 3 12 21 6 11 3 12 4 22 17 39 4 1 1 6 13 6 8 2 11 2 16 12 35 3 2 2 3 6 ,;7 ;« 39 43, 200 43, 200 44.62 1 1 1 1 2 1 40 41 1 42 2 6 5 2 4 43 2 1 44 45 74, 281 32, 850 = 1, 887 73, 881 32, 850 1,887 400 38.56 30.74 1.32 15 12 28 12 10 15 12 15 12 15 15 10 12 16 12 12 14 12 8 9 28 25 18 15 15 20 15 15 35 15 1 2 46 47 48 No No No No Yes.... No Yes.... Yes.... No 8 6 10 12 10 12 10 10 3 1 1 2 11 1 2 1 2 9 4ft 20, 390 54,800 20, 390 54, 800 37.77 40.84 1 5ft 2 1 51 5? 1 11 2 1 9 2 1 2 53 54 8,840 18, 900 2 2,900 615, 000 54, 900 8,840 18, 900 2,900 615, 000 54,900 18.79 32.77 20.81 27.45 34.61 55 1 55 1 148 25 10 2 1 15 57 Yes.... Yes.... Yes ... . No No Y'es No No No No No No Yes No Yes No No Yes.... 10 6 8 8 8 8 8 9 12 6 10 6 8 6 6 8 10 7 1 2 1 86 24 9 2 47 1 1 2 58 1 59 60 51 1 1 6? 63 64 65 8 1,027 1,027 32.19 66 1 1 1 67 45,425 26, 280 49, 600 45, 425 26, 280 49, 600 27.69 20.75 25.97 2 11 5 1 2 5 68 m 5 1 4 70 71 705, 889 32,850 »8,942 35, 910 « 2, 325, 843 705, 889 32, 850 8,942 35, 910 2,267,089 34.74 33.32 89.24 27.51 40.72 1 8 1 145 7 86 5 2 2 6 1 57 2 72 7? 1 74 3 778 7 1 559 2 174 75 58,754 14 55 4 45 44 12,775 97, 800 12, 775 97, 800 20.34 20.32 No Y<5s.... No Y'es Yes.... Yes.... No Y'es Yes.... No No No No No Y'es No 7 12 12 15 16 15 6 15 6 12 7 4 12 10 8 12 8 1 1 1 4 1 1 6 12 72 28 2 90 12 61 25 2 32 1 3 2 28 45 30 40 22 20 45 50 11 6 1 1 3 3 8 3 1, 610, 891 1, 567, 091 43, 800 45.88 ' IS e a 20, 520 350,400 12 40,482 20, 520 341, 640 36,892 29.38 37.48 16.44 1 5 ■ 8,760 4, 590 2 1 1 21 37 i 3 3 3 8 1 1 3 3 2 6 1f 1 1 11 1J 14,000 14, 000 ; 43.07 20 20 12 10 2 1 1 2 3 6 12 1 1 1 5 5 1 1 2 3 1 5 11 1< 2 If 52, 560 52, 560 45, 900 i 1 ::::::: i:::::. r is 46, 900 « For 2i months only. w Includes 5 companies operating part of y n For 11 companies only, and includes 4 co companies operating part of year. 12 For 11 months only. '8 For 9 months only. 362 STREET AND ELECTRIC RAILWAYS. Table 97.— PASSENGERS, CAR MILEAGE, CAR HOURS, MAXIMUM STATE AND NAME OF COMPANY. MICHIGAN— Continued. Marquette and Presque Isle Menominee Light, Railway and Power . Toledo and Monroe Muskegon Traction and Lighting Detroit, Plymouth and North ville Owosso and Corunna Electric Saginaw Valley Traction MINNESOTA. Total for state Interstate Traction Duluth-Superior Traction . . . Twin City Rapid Transit Benton Power and Traction . Winona Railway and Light. . MISSISSIPPI. Total for state Greenville Light and Car Jackson Railway, Light and Power Meridian Light and Railway Natchez Railway and Power Vicksburg Railroad, Power and Manufacturing. MISSOURI. Total for state Citizens Street Railway Carrollton Electric Railway Clinton Street Railway Hannibal Railway and Electric Southwest Missouri Electric Railway Metropolitan Missouri Water, Light and Traction St. Joseph Railway, Light, Heat and Power . St. Louis Transit St. Louis and Suburban St. Louis and Meramec River St. Louis and Kirkwood St. Louis, St. Charles and Western Railway and Electric of Sedalia Kickapoo Transit Springfield Traction MONTANA. Total for state . Anaconda Copper Mining . . Bozeman Street Railway . . . Butte Electric Railway Great Falls Street Railway . Helena Power and Light . . . NEBRASKA. Total for state Lincoln Traction Nebraska City Street Railway Omaha Street Railway Metropolitan Cable Railway. . NEW HAMPSHIRE. Total for state Concord Street Railway Chester and Derry Exeter, Hampton and Amesbury . Keene Electric Railway Laconia Street Railway Manchester Street Railway Portsmouth Electric Railway NEW JERSEY. Total for state NUMBER OF PASSENGERS CARRIED. 382, 797 529,764 518, 565 - 1, 779, 293 236, 600 299,409 4, 707, 397 0, 698, 793 240, 000 10, 903, 849 78,597,815 416, 841 540, 288 , 127, 940 147, 629 951, 895 565, 425 5 274, 702 1, 188, 289 290, 092, 823 16, 000 53, 107 3,258 450, 000 2, 591, 250 84,260,098 261,000 11,426,480 167, 413, 796 10, 867, 345 8, 191, 877 1, 278, 447 1 1, 027, 950 301, 500 72, 000 1, 878, 715 .,917,002 West Jersey and Seashore Bridgeton and Millville Bngantine Transportation Camden, Gloucester and Woodbury Camden and Suburban Cape May, Delaware Bay and Sewells Point Elizabeth, Plainfleld and Central Jersey New Jersey and Hudson River Railway and Ferry. i Estimated. 2 For 10 months only. 3 Includes 1 company operating part of year. 799, 116 39, 711 4,731,000 997, 936 349, 239 =27,619,504 4, 013, 804 28,980 23, 408, 928 2 167, 792 12, 234, 120 1, 510, 856 233,218 3, 300, 220 474, 547 436, 171 5,427,947 851,161 10228, 082, 103 5, 206, 304 1, 781, 980 12 79,075 3, 750, 000 9, 586, 833 366, 206 4, 961, 474 1,649,843 Fare. 373, 672 529, 764 518, 565 1,655,762 236, 600 299,409 3, 838, 827 73, 236, 612 240, 000 9, 178, 617 63,009,957 380, 341 427,797 3,101,015 147, 629 951, 895 538, 500 274, 702 1,188,289 211, 808, 737 16,000 53, 107 3,258 450, 000 2, 500, 000 57, 148, 083 261, 000 8, 534, 278 122, 063, 877 9, 511, 483 7, 388, 798 875, 188 1, 027, 950 275, 000 72, 000 1, 628, 715 , 858, 502 799, 116 39, 711 ,731,000 939,436 349, 239 22, 228, 325 3, 573, 213 28, 980 18, 540, 000 86,132 11,304,' 1, 510, 856 233, 218 3, 227, 220 474, 547 436, 171 4,571,735 851, 161 ,976,: 5, 206, 304 1, 698, 227 79, 075 3, 500, 000 8, 217, 072 366, 206 4,706,371 1,649,843 Transfer. 9,125 123, 531 ""868," 570 17,462,181 1,725,332 15, 587, 858 36, 500 112, 491 78, 284, 086 91, 250 27, 112, 015 2, 892, 202 45, 349, 919 1, 355, 862 803, 079 403, 259 26, 500 "256,666' Trans- fer points. 58, 500 5,391,179 4, 868, 928 81, 660 929, 212 73, 000 856,'2l2 83, 753 250, 000 1,369,761 255, 103 Fare pas- sengers per mile of single track. 53,382 78, 951 23, 657 108, 932 13,918 69, 308 99, 323 77 216, 567 235 3 2 4 118 76, 433 129, 823 251,016 43, 919 91, 999 122, 570 147, 629 178, 257 61,045 135, 804 279, 391 9,143 28, 248 2,413 105, 882 68,287 315, 317 63, 350 242, 796 338, 230 258, 324 209, 374 35, 050 64, 247 45, 380 25, 714 99, 921 108, 503 118, 388 15, 884 189, 543 78, 944 20, 423 195, 569 96, 573 9,318 257, 500 55, 669 67, 432 118, 871 29, 709 41,405 72,783 49, 174 132, 169 44, 147 219,414 273, 584 48, 521 10, 203 141, 243 121, 178 29, 461 76, 526 105, 759 CAR MILEAGE. Total. 131,400 1 176, 688 318. 248 2 547,334 188. 249 104, 043 1,319,058 15,692,887 61,240 2, 258, 884 12, 895, 343 185, 420 292, 000 3 923,990 87, 600 279, 552 118, 800 » 67, 733 370, 305 55,762,991 14, 600 16, 790 1,565 120, 450 962, 484 16,032,864 115, 340 2, 198, 630 29,602,974 2, 844, 487 2,290,773 531,983 377, 596 141, 893 52, 600 457,962 1,354,822 122, 482 16,500 807, 380 300, 460 108, 000 a 6, 273, 945 1, 191, 159 29, 200 5, 007, 074 = 46,512 3,214,879 451, 372 57, 100 953, 152 158, 415 149, 924 1, 084, 560 360, 356 1035, 372, 346 1,438,770 428, 350 1232,890 665, 672 2,501,430 74, 592 1,802,273 326, 075 Passenger cars. 131, 400 176, 588 292, 102 534, 504 188, 249 104, 043 1, 233, 388 15, 692, 8 61,240 2, 258, 884 12, 895, 343 185, 420 292, 000 923, 990 87, 600 279, 552 118, 800 67, 733 370, 305 55,326,272 14, 600 13,140 1,565 120, 450 955, 284 15, 979, 864 115,340 2, 198, 630 29, 378, 488 2,761,612 2,235,259 521, 989 377, 596 141,893 52, 600 457, 962 122,482 16, 500 766, 500 300, 460 108, 000 6,238,210 1, 155, 424 29, 200 5,007,074 46, 512 3, 214, 611 451, 372 57,100 953, 152 158, 415 149, 924 1,084,560 360, 088 35, 355, 733 1,438,770 428, 350 32, 890 665, 672 2, 495, 406 74, 592 1,802,273 326, 075 Freight, mail, ex press, and othercars. 26, 146 12, 830 Fare passes gers per car mile. 7,200 53, 000 224, 486 82, 875 55, 514 9,994 40,880 35,735 35,735 '.'UN 16, 613 6,024 4 For 3 companies only, and includes 1 company operating part of year. 6 For 5 months only. 6 Not reported. 2.84 3.00 1.78 3.10 1.26 2. 88 3.11 4.67 3.92 4.06 4.89 2.05 1.47 3.36 1.69 3.41 4.53 4.06 3.21 1.10 4.04 2.08 3.74 2.62 3.58 2.26 3. 88 4.15 3.44 3.31 1.68 2.72 1.94 1.37 3.56 5.22 6. 52 2.41 6.17 3.13 3. 23 :;.(i'J 3.70 1.85 S. 52 3. DO 2.91 4.22 2.36 5.36 3. 62 3. 96 2.40 5.26 3.29 4.91 2.61 5.06 GENERAL TABLES. SPEED, ACCIDENTS, ETC., BY COMPANIES: 1902— Continued. 363 CAB HOURS. Fare passen- gers I3r car hour. Mail carried. MAXIMUM SPEED OF CABS, MILES PEB Pleasure parks, number owned or operated. ACCIDENTS. Total. Passenger cars. Freight, mail, ex- press, and other cars. HOUR. Total. Passengers. Employees. Others. u In city limits. Outside city limits. & Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. £ 3 Zi ■» No No.... No No No No . .. No . 9 20 10 8 20 16 8 18 1 1 1 1 1 i 1 1 1 19 50 ?fl ' 68, 417 66,813 1,604 24.78 1 5 1 2 1 1 2 21 20 16 20 ;■-, 12, 098 12, 098 24. 75 1 1 5 •>3 11 9 1,653 4 795 3 2 200 8 3 658 24 1, 699, 868 1, 699, 868 43.08 6,804 267, 934 1,366,850 26,280 32, 000 1 83, 092 6,804 267, 934 1, 366, 850 2b, 280 32, 000 83,092 35.27 34. 26 46.10 14.47 13.37 29.06 No Yes Yes No No 8 8 8 12 12 1 2 9 80 1,573 32 763 3 19 181 o 6 29 629 9 27 15 4 3 4 1 2 5 2 24 1 1 8 1 15 No No No No No 12 20 12 10 m 1 31, 409 31,409 30.30 25 14 1 1 8 6,274 8 1 6 1 ' 1 1 2 1 3 5 9, 240 42, 443 '5,261,037 9,240 42, 443 5,210,997 29.73 28.00 39.53 1 4 (») 8 2,718 5 50, 040 6 116 16 2,944 10 612 90 No Yes ... . No No No Yes No Yes.... Yes.... Yes ... . Yes ... . No No 4 6 6 10 10 20 10 10 15 15 15 15 1 20 ? 3 14, 600 14, 600 30.82 1 2 1 1 1 21 2 11 2,181 2 2 4 1,758 i i 18 4 30 30 1 1 189 6 234 ft 1, 788, 590 1, 782, 590 6,000 32. 06 6 7 132, 646 3, 009, 800 158, 027 127, 265 30, 109 132, 646 2, 974, 003 153, 423 124, 181 29,554 64.34 41.04 62. 00 59.50 29.61 20 15 15 15 15 17 15 5 15 1 2 77 6 6 61 3,900 54 45 6 1 2 12 1 1 28 1,100 23 17 4 1 9 9 400 6 4 1 2 56 6 5 1 24 2,400 25 24 1 8 35, 797 4,604 3,084 555 9 10 11 1? 2 13 No No No 6 5 15 1 2 14 15 11 19 7 13 2 1 o 2 5 16 8 55, 070 55, 070 23.40 3 o No Yes No No No 6 12 8 10 8 25 1 1 3 1 1 1 1 1 ? 15 15 15 1 1 1 3 13 3 9 3 4 S 29,150 25, 920 29, 150 25, 920 32.23 13.47 i\ 1 f, 211 1 184 9 18 Yes.... No Yes.... No 10 15 10 6 17 60 49 9 2 1 ? 3 150 1 62 1 135 o 15 1 14 3 4 "161,145 161, 145 32.52 5 o 42 6 2 No Yes.... Yes Y'es No No Y'es 1 8 8 5 8 8 8 14 1 1 2 1 1 1 1 1 7,665 7,665 30. 43 1 12 12 1 24 13 1 11 a 4 1 18, 840 134, 640 18, 840 134, 640 23.15 33.96 c 15 25 1 31 6 3,057 6 27 2 1,904 4 4 1 120 f 37 3 1,033 » 700, 478 697, 838 2,640 28.36 5 47 Yes Yes No . Y'es No No ... No No 12 8 20 8 8 6 10 8 17 20 1 19 1 3 22 212 2 1 9 1 3 11 147 1 10 1 50,312 50,312 33.75 1 15 13 15 12 16 3 4 2 3 29 1 1 8 36 i 319, 066 318, 298 768 25.82 1 42 37 30 28 2 9 i 10 i " For 7 companies only. 8 For 2 companies only. » For 3 companies only. 10 Includes 4 companies operating part of year. 11 For 7 companies only, and includes 1 company operating part of year. 12 For 3i months only. 364 STREET AND ELECTRIC RAILWAYS. Table 97.— PASSENGERS, CAK MILEAGE, CAR HOURS, MAXIMUM STATE AND NAME OF COMPANY. NEW JERSEY— Continued. Jersey City, Hohoken and Paterson North Jersey Street Railway Jersey Central Traction Monmouth County Electric Atlantic Coast Electric Railroad , Millville Traction Mt. Holly Street Railway Middlesex and Somerset Ocean City Electric Railroad Orange and Passaic Valley South Orange and Maplewood Raritan Traction Point Pleasant Traction, Electric Light and Power, Newark and Hackensack Trenton Street Railway Camden and Trenton Trenton, Lawrenceville and Princeton Orange Mountain Traction NEW MEXICO. Total for territory. Albuquerque Street Railroad . . . NEW YORK. Total for state Albany and Hudson Railway and Power United Traction Hudson Valley Railway Troy and New England Amsterdam Street Railroad Auburn City Railway Auburn Interurban Elecvric Ballston Terminal Railroad Binghamton Railway International Railway Crosstown Street Railway Buffalo and Depew Buffalo, Hamburg and Aurora Ontario Light and Traction Catskill Electric Railway Cohoes City Railway Cortland County Traction * Corning and Painted Post Dunkirk and Fredonia Dunkirk and Point Gratiot Elmira Water, Light and Railroad Ocean Electric Railway Citizens Street Railway Fonda, J ohnstown and G-loversville Lake Ontario and Riverside Geneva, Waterloo, etc., Traction Mountain Lake Electric Bennington and Hoosick Valley Hornellsville Electric Railway Hornellsville and Camsteo Huntington Railroad Ithaca Street Railway Jamestown Street Railway Kingston Consolidated Lewiston and Youngstown Frontier Lima-Honeoye Light and Railroad Middletown-Goshen Electric New York and Long Island Traction Orange County Traction New Paltz and Poughkeepsie Interurban Central Crosstown Fulton Street Railroad Thirty-fourth Street Crosstown Twenty-eighth and Twenty-ninth Street Cross- town. Third Avenue Railroad Forty-second Street, Manhattanville and St. Nich- olas Avenue. Dry Dock, East Broadway and Battery Kingsbridge Railway Southern Boulevard Railroad Yonkers Railroad Union Railway Tarrytown, White Plains and Mamaroneck Westchester Electric Railroad Manhattan Railway (elevated) Pelham Park Railroad City Island Railroad Brooklyn Rapid Transit Coney Island and Brooklyn Van Brunt Street and Erie Basin New York and Queens County New York and North Shore 1 For 6 months only, a Estimated. NUMBER OF PASSENGERS CARRIED. Total. 47, 964, 287 128,605,253 1 71,143 920, 885 3, 743, 541 636, 177 16,800 3,921,701 = 248,926 1, 950, 908 471,206 880, 12S 3 98, 000 830, 263 9,139,941 863, 456 228, 410 109, 363 73, 000 73, 000 ■11,424,915,703 1,055,990 28, 796, 923 4, 408, 761 271, 765 1,094,542 2,112,559 355, 334 73, 189 5, 031, 090 87, 239, 398 15, 693, 288 211,249 U09,288 138, 667 176, 595 454, 229 745, 210 686, 396 479, 959 201, 811 4, 155, 206 109, 180 747, 304 1, 406, 160 45, 335 1,421,391 80, 912 766, 899 318, 096 340, 941 222,461 2,218,964 3, 143, 655 2, 285, 286 57, 808 24, 736 1,003,310 -i 65, 499 1, 757, 843 158, 613 403, 532, 402 17, 657, 420 1, 234, 865 17, 668, 271 6,125,513 52, 709, 413 20, 671, 950 17, 428, 582 181, 379 2, 209, 926 7, 136, 635 38, 981, 728 1, 337, 615 8, 188, 262 215, 259, 345 190, 000 95, 000 304, 695, 311 36, 324, 531 1, 614, 523 12, 759, 449 2,483,621 Fare. 37,451,408 103, 624, 753 65, 297 920, 885 3, 737, 541 629,401 16, 800 3, 812, 201 248, 926 1, 785, 908 416, 820 880, 128 98, 000 830, 263 7,834,241 863, 456 228, 410 109, 363 1,144,491,509 1, 055, 990 26,417,076 4, 246, 883 271, 765 1,028,091 1,718,809 355, 334 73,189 4, 219, 142 63,224,321 10, 912, 560 211,249 91,788 138, 667 176, 595 380, 782 719, 626 670, 407 479, 959 201, 811 2,511,146 109,180 747, 304 1, 406, 160 45, 335 1, 378, 629 80, 912 766, 899 296, 909 340, 941 222,461 1, 893, 846 2, 608, 361 2, 217, 334 57, 808 24, 736 951, 251 65, 499 1, 578, 919 168, 613 288,007,915 11,666,613 869, 948 9, 113, 371 3,610,197 44,218,326 16,470,115 14, 337, 293 140, 785 1, 210, 091 4, 403, 741 22, 073, 170 1, 294, 274 4,451,924 215, 269, 345 190, 000 95, 000 253, 809, 609 30, 296, 548 1,490,413 11, 126, 586 2, 483, 621 Transfer. 10, 512, 879 24, 980, 600 5,846 6,000 6,776 109, 500 165, 000 54,386 2, 379, 847 161,878 66,451 393, 750 811,948 24, 015, 077 4, 780, 728 17, 500 73, 447 25, 584 15, 989 1, 644, 060 21, 187 325,118 535, 294 67, 952 52, 059 "i78,'924 115,524,487 5, 990, 807 364, 917 8, 554, 900 2, 515, 316 8,491,087 4,201,835 3,091, 40, 999, 2, 732, 16, 908, 43, 60,885, 6, 027, 124, 1,632, Trans- fer points. 2 128 41 4 "'s' "§18' 34 5 11 12 Fare pas- sengers per mile of single track. 266, 444 418, 550 20, 929 90, 638 157, 835 47, 181 13, 770 76, 244 33, 190 180, 577 77, 189 97, 144 42, 982 55, 835 179, 684 27, 853 22, 795 78, 116 34, 762 34,762 407, 305 23, 730 337, 254 31, 670 27, 176 179, 423 137, 395 49, 977 4,879 114, 775 279, 977 111, 615 14, 361 6,675 46, 222 60, 895 69, 966 71, 676 113, 628 127, 989 62, 096 92, 186 104, 980 106, 758 73, 969 43,591 77, 669 17, 980 46, 422 58, 562 63, 966 69, 737 246, 595 125,523 242, 067 6,645 4,794 74, 085 7,278 95, 750 17, 110 1,434,088 833, 330 460, 290 1, 627, 388 474, 402 1, 612, 630 534, 918 701,776 22, 526 172, 870 140, 830 310, 452 69, 250 116, 482 1,837,625 126, 667 47, 500 481, 877 599, 101 496, 804 149,410 130,146 CAK MILEAGE. Total. 6, 859, 15,324, 129, 318, 801, 185, 2 8, 1, 116, 3 31, 452, 140, 297, 8 32, 441, 1,790, 161, 99, 10, 61,320 61,320 6251,312,176 637, 892 7, 707, 050 1,655,461 159, 348 330, 640 496, 627 92, 928 87, 130 824, 050 14,791,144 2, 694, 868 210, 029 174,160 73, 557 100, 134 209, 724 208, 239 173, 638 89, 723 20, 980 1, 165, 824 16,252 167, 421 326, 988 13, 140 411, 251 42, 164 263, 125 180,210 102, 730 51, 335 433, 556 662, 911 552, 351 69, 515 25, 404 378, 106 '16,773 448, 077 71, 640 44, 380, 922 1, 577, 158 108, 266 1, 167, 952 551, 534 6,707,446 2,996,526 :, 047, 50, 45i-|, ,499, ', 070, 759, ,701, >, 492, 31, 15: i, 189, i, 100, 223, Passenger cars. 6, 859, 229 15, 324, 609 29, 704 318, 794 801, 893 185, 208 8,138 1,116,408 31, 500 452, 670 140, 312 297, 308 »32, 666 441,240 1, 790, 417 161, 096 89, 833 10, 680 61, 320 234,279,043 17, 033, 133 615, 7, 449, 1,507, 139, 330, 4911, 91, 51, 824, 14, 595, 2, 694, 206, 74, 73, 100, 196, 173, 89, 20, 1,165, 16, 167, 326, 13, 411, 42, 258, 180, 95, 51, 433, 661, 552, 61, 21, 363, 16, 431, 71, 44, 233, 1,577, 108, 1, 167; 551, 6, 707, 446 2, 996, 626 047, 193 50, 095 456, 292 499, 662 064, 392 759, 784 699, 206 071, 743 31, 000 15,833 636, 529 100, 160 223, 348 649, 115 833,065 Freight, mail, ex- press, and other cars. 10, 000 22, 832 257, 640 147, 691 20, 000 1,808 35, 594 3,910 11, 623 ""'iio' 5,000 "7,"5l8 1,890 8,000 3,504 14, 300 16, 428 'i47,"594' ,,376 2,486 11,421,099 4, 553, 237 645 Fare passen gers per car mile. 5.46 6.76 2.20 2. 89 4.66 3.40 2.06 3.41 7.90 3.95 2.97 2.96 3.00 1.88 4.38 5,36 2.54 10.24 1.19 1.19 1.72 3.55 2.82 1.95 3.11 3.46 3.90 1.42 5.12 4.33 4.05 1.02 1.24 1.89 1.76 1.82 3.66 3.86 5.36 9.62 2.15 6.72 4.46 4.30 3.45 3.35 1.92 2.97 1.65 3.58 4.33 4.37 3.95 4.01 .94 1.13 2.61 3.90 3.66 2.21 6.51 7.40 8.04 7.80 6.55 6.59 5.50 7.00 2.81 2.65 2.94 3.64 1.70 2. 62 4.78 6.13 6.00 4.73 4.97 6.67 4.20 2.98 3 For 4 months only. 4 Includes 6 companies operating part of year. GENERAL TABLES. SPEED, ACCIDENTS, ETC., BY COMPANIES: 1902— Continued. 365 CAR HOURS. Pare passen- gers per car hour. 'Mail carried. MAXIMUM SPEED OP CARS, MILES PER Pleasure parks, number owned or operated. ACCIDENTS. Total. Passenger cars. Freight, mail, ex- press, and other cars. HOUR. Total. Passengers. Employees. Others. In city limits. Outside city limits. a> Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. a 3 S5 Yes Yes .... No No No No No. . Yes.... No No No No No No Yes No No . 8 10 8 5 8 12 6 8 12 8 8 8 6 10 12 8 10 16 18 368 2,206 1 220 1,396 2 27 39 12 17 121 771 9 10 16,616 29, 280 6,516 29, 280 10.02 31.45 11 8 1 1 T> 1 7 3 2 2 IS 15 11 15 10 1 7 2 1 5 l(i 17 1 28 15 1 13 18 l No No No No Yes.... No Yes.... No Yes ... . No Yes ... . No No No No No No No Yes ... . Yes.... Yes.... 10 10 8 9 10 12 10 12 10 10 6 8 6 8 8 8 8 8 8 8 12 ( 12 11 3 3 11 10 15 lfi 14 12 1 1 1 17 IS 3 1 6 2 1 19 1 5 9|1 16 1 ''I 99 8 12 • '"I 61, 100 5,475 51, 100 5,475 27.52 8.28 1 "-I 95 16 10 15 1 1 3 o 1 1 96 4,685 4,685 17. '27 "7 1 1 1 1 1 98 9 For 26 companies only, and includes 3 companies operating part of year. » For 7 months only. "> Includes passengers and employees. 11 For 9 months only. 13 For 10 months only. 368 STREET AND ELECTRIC RAILWAYS. Table 97.— PASSENGERS, CAR MILEAGE, CAR HOURS, MAXIMUM STATE AND NAME OF COMPANY. OHIO— Continued. Ohio River Railway and Power Portsmouth Street Railroad Salem Electric Railway Springfield Railway Springfield and Xenia Steubenville and Pleasant Heights Steubenville Traction and Light Electric Railway and Power Tiflin, Fostoria and Eastern Toledo Railways and Light Toledo, Bowling Green and Southern Toledo, Fostoria and Findlay Toledo and Western Lake Shore Toledo and Maumee Valley Wellston and Jackson Belt Worthington, Clintonville and Columbus Youngstown Park and Falls Youngstown-Sharon Railway and Light . Mahoning Valley Zanesville Electric Railway OREGON. Total for state Astoria Electric Portland Railway City and Suburban Portland City and Oregon Salem Light, Power and Traction Union Street and Suburban PENNSYLVANIA. Total for state Lehigh Valley Traction Philadelphia and Lehigh Valley Allentown and Kutztown Traction Altoona and Logan Valley Bangor and East Bangor Beaver Valley Traction Riverview Electric Street Railway Patterson Heights Street Railway Columbia and Montour Bradford Electric Street Railway Butler Passenger Railway Carlisle and Mt. Holly Cumberland Valley Traction Chester Traction Media, Middletown, Aston and Chester.. Philadelphia and Chester Railway Connellsvil le Suburban Newtown Electric Street Railway Doylestown and Easton Doylestown and Willow Grove Dubois Traction Easton and Nazareth Erie Electric Motor Erie Traction Erie Rapid Transit Franklin Electric Street Railway Gettysburg Transit Hanover and McSherrystown Lehigh Traction Harnsburg Traction Hanisburg and Mechanicsburg. „ : Cambria Incline Plane Johnstown Passenger Railway Kittanning and Ford City Conestoga Traction Lebanon Valley Lewistown and Reedsville Susquehanna Traction Lykens and Williams Valley Highland Grove Schuylkill Traction Mauch Chunk, Lehighton and Slatir.gton Meadville Traction Lewisburg, Milton and Watsontown Montoursville Passenger New Castle Traction New Castle and Lowell Schuylkill Valley Traction Lansdale and Norristown Peoples Street Railway Citizens Traction Oil City Street Railway Union Traction Southwestern Street Railway Philadelphia, Bristol and Trenton 1 For 5 months only. 2 For 8 months only. 'Includes "others." < Estimated. NUMBER OF PASSENGERS CARRIED. 751, 857 901, 783 176, 951 702,323 102, 448 117, 636 380,200 482, 000 327, 740 941, 744 896, 155 420, 787 330, 695 886, 902 731,539 928, 925 356, 667 241,016 337, 148 000, 000 550, 000 23, 666, 753 300, 000 6, 928, 887 14, 131, 389 1,828,514 470, 963 7,000 6 678,785,599 16, 514, 538 1,527,449 1,058,039 5. 521, 699 8 69,441 3, 434, 315 "137,416 128,154 603, 285 1,036,342 481, 201 191, 536 616, 726 7,222,412 1,171,074 331,421 400,000 876, 828 "16,354 1,040,866 356, 249 557, 440 6, 888, 234 232, 477 12 394, 769 815,274 89, 675 147, 151 2, 643, 711 10, 589, 161 1, 048, 668 411, 139 6,017,942 747, 196 5, 515, 401 1,600,998 930, 549 438, 944 426, 233 197, 629 2, 582, 286 554, 239 806, 025 487, 270 337, 822 3, 403, 734 13 398,892 5,719,797 "165, 670 585, 938 1,285,101 777, 990 325,801,963 776, 191 330, 069 Fare. 751,857 901, 783 176, 951 3, 784, 338 102, 448 117, 636 1,380,200 482, 000 327, 740 20,104,076 1, 896, 155 420, 787 330, 695 3,686,862 731,539 928, 925 356, 657 1,241,016 3,192,998 7,00»,000 1, 800, 000 18, 729, 442 300, 000 5,731,044 10, 736, 389 1,510,704 444,305 7,000 642, 513, 812 14, 114, 538 1,512,449 1,058,039 4, 759, 279 69, 441 3, 037, 060 137,416 28, 154 603, 285 936, 342 390, 951 191,536 686, 726 6,572,412 1,171,074 331, 421 400, 000 876, 828 16, 354 1,023,707 356, 249 567, 440 4,616,125 232, 477 383, 979 701,134 89, 675 147, 151 2, 632, 761 8, 727, 334 985, 414 411, 139 5,470,856 747, 196 4, 967, 901 1,519,295 930, 549 438, 944 426, 233 197, 629 2, 582, 286 474, 479 806, 025 487, 270 337, 822 2, 774, 201 398, 892 5, 138, 821 161,726 585, 938 1,175,464 672, 528 325,801,963 776, 191 330, 069 Transfer. , 837, 668 144, 150 3,000,000 750, 000 4,937,311 1, 197, 843 3, 395, 000 317, 810 26, 658 6,271,737 2, 400, 000 15,000 762,420 100, 000 90, 250 30, 000 650,000 17,159 2, 272, 109 10, 790 114, 140 10, 950 1,861,827 63, 254 547, 500 81, 703 79, 760 580, 976 3,944 109, 637 105, 462 (10) Trans- fer points. Fare pas> sengers per mile of single track. (10) 57 163 66 134 5 38 107 65 19 205 36 24. 4. 20 26 202 75. 130. 180. 137, 041 73, 171 189, 833 163,914 58,126 37, 180 2, 545 258, 983 94, 849 30, 219 48, 093 173,065 25, 251 134, 980 37, 856 62, 564 37,125 81,634 53,924 28, 167 29, 336 204, 940 61,798 38, 007 160, 000 31. 439 2,726 76, 510 265, 857 55, 744 164,862 8,303 23, 999 187, 469 9,439 39, 451 131,048 178, 109 64, 196 1, 209, 232 174, 788 142, 323 59, 276 66,056 148, 888 82, 046 39, 686 65. 440 92, 224 35, 973 73, 275 49, 319 67, 564 144, 490 31,937 100, 152 12, 178 97, 656 87, 590 83, 028 685, 235 48, 673 27, 948 CAR MILEAGE. Total. 270, 417 325,612 65, 233 1,086,087 '57,650 2 23,373 387, 191 91, 980 307, 935 5,517,484 549, 325 278, 026 401, 203 2,444,894 462, 999 207, 112 * 118, 886 240, 000 892, 230 1,424,000 400,000 4,781,105 140, 416 1,452,087 2, 523, 816 391, 496 265, 990 7,300 •133,501,6 3, 776, 796 665, 747 295, 688 1,184,195 8 25,052 768, 927 » 102, 200 2,008 199, 281 238, 819 62,050 119, 758 303, 160 1, 300, 000 577, 265 202, 192 102, 000 390, 379 "4,708 274, 116 34, 008 248, 930 1,259,540 212, 843 12 122, 885 188. 130 50, 580 37,530 540, 626 1, 865, 097 167, 624 14, 609 1, 168, 091 373, 696 1,504,140 359, 467 176, 492 189, 800 197, 100 30, 000 793, 440 227, 028 191,625 142, 665 124, 513 730, 456 i 3 68,242 1,595,610 "49,087 129. 131 211,562 197, 326 59, 721, 423 309, 944 169,158 Passenger cars. 270, 325, 65, 1, 086, 67, 23, 3S7, 91, 287, 5, 517, 549, 278, 302, 2. 315, '396, 207, US, 240. 885, 1, 400, 400, 4, 719, 355 140, 416 1,415,587 2,523,816 369, 896 265, 990 3,650 132, 935, 671 3, 776, 565, 292, 1,184, 25, 768. 102, 2, 199, 238, 62, 110, 292, 1, 300, 577, 202, t 102, 890, 4, 274, 34, 248, 1, 259, 212, 122, 188, 50, 37, 580, 1,859, 161, 14, 1,168, 373, 1,504, 359, 176, 189, 197, 30, 793, 227, 191, 142, 124, 730. 67, 1, 595, 49, 129, 211, 197, 59,375, 309, 169, Freight, mail, ex- press, and othercars. 20, 170 99, 000 129, 828 66, 142 6,397 24,000 61, 750 36, 500 "21,600 "S, 650 3,328 8,764 11, 160 5,634 5,796 1,113 345, 880 Fare passen gers per car mile. 2.78 2.77 2.71 3.48 1.78 5.03 3.57 5. 24 1.14 3.64 3.45 1.51 1.09 1.59 1.84 4.49 3.00 5.17 3.60 5.00 4.50 3.97 2.14 4.05 4.25 4.08 1.67 1.92 4.83 3.74 2.67 3.62 4.02 2.77 3. 95 1.34 14.02 3.03 3.92 6.30 1.73 2.01 5.06 2.03 1.64 3.92 2.25 3.47 3.73 10.48 2.24 3.66 1.09 3.12 3.73 1.77 3. 92 4.96 4.69 6.09 28.14 4.68 2.00 3.30 4.23 5.27 2.31 2.16 6. 59 3. 25 2.09 4.21 3.42 2.71 3.80 5.94 3. 22 3. 29 4.54 5.56 3.41 5. 49 2.50 1.95 * For 4 companies only. fl Includes 6 companies operating part of year. ' For 51 companies only, and includes 4 companies operating part of venr. 8 For 8i months only. GENERAL TABLES. SPEED, ACCIDENTS, ETC., BY COMPANIES: 1902— Continued. 369 CAR HOURS. Fare passen- gers per car hour. Mail carried. MAXIMUM SPEED OF CARS, MILES PER Pleasure parks, number owned or operated. ACCIDENTS. Total. Passenger cars. Freight, mail, ex- press, and other cars. HOUR. Total. Passengers. Employees. Others. ^ In city limits. Outside city limits. & Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. a S3 Yes No .... No No No No No .... No No ... Yes.... Yes.... Yea Yes.... Yes.... Yes.... Yes No '8 4 8 12 12 8 10 12 12 8 10 10 4 16 8 6 15 6 1 1 1 1 43 1 4 2 2 44 16, 520 148, 689 > 4, 868 2 4, 080 119, 094 16, 620 148, 689 4,868 4,080 119, 094 10.71 25.45 21.04 28.83 11.59 45 1 28 1 18 10 4fi 40 47 2 35 1 2 19 43 25 1 1 4 1 12 49 50 18, 250 14, 600 3,650 22.45 25 20 30 25 23 40 30 15 10 20 55 25 51 12 2 656 2 7 1 46 •13 8 564 2 5 1 24 1 92 rV> 1 53 14, 139 14, 139 29.76 1 2 54 55 177, 540 43,636 162, 969 37,376 14,571 6,260 22.62 19.67 1 6 2 10 4 12 5f, 57 1 58 1 2 3 8 4 2 88 182 2 63 1 2 ] 6 4 59 No No Yes.... 15 15 15 8 1 1 1 3 2 50 107 2 33 60 1 1 12 27 26 48 fil 62 60, 000 M80.979 60,000 477, 379 30.00 27.21 68 3,600 1 9 1 3 5 27 22, 112 22, 112 13.57 No Yes.... Yes.... Yes.... No Yes.... 15 12 12 8 10 10 1 33 26 3 1 10 14 2 1 4 3 2 1 2 21 12 2 3 1 1 ? 338, 392 77, 040 43, 435 338,392 73, 440 43, 435 31.73 20.57 10.23 20 20 10 15 1 3 3,600 1 1 4 5 fi '3,679,314 3, 674, 665 4,649 32.16 46 186 2,680 37 1,548 9 233 140 899 453,000 52, 560 36, 442 142, 916 »4,555 453, 000 52, 560 36, 130 142, 916 4,555 31.16 28.78 29.28 33.30 15.25 Yes.... Yes.... Yes.... No No Yes.... No Yes.... No No No Yes.... Yes.... Yes.... No No No Yes.... No Yes No No No Yes.... No No No No Yes.... Yes.... Yes.... No No No Yes.... No No Yes.... No No No No No No . . No No No Yes No Yes.... No No Yes No No 8 8 10 12 8 10 8 8 8 10 10 10 8 8 7 8 8 8 6 6 10 10 6 8 6 8 8 8 8 8 3 12 8 7 7 6 7 8 8 6 6 8 12 6 8 6 8 12 12 6 6 7 8 3 20 30 20 20 15 15 2 4 9 201 46 2 5 119 28 2 46 10 2 2 36 8 1 2 312 2 1 3 30 8 4 18 4 .5 2 I. 7 X 20 15 20 25 15 12 7 12 15 14 26 15 9 30, 660 31,025 30, 660 31,025 30.54 12.60 1 1 1 1 2 2 1 1 2 10 11 1? 33, 780 190, 000 32,850 190, 000 930 17.86 34.59 13 8 77 1 6 2 48 2 8 27 1 2 1 14 15 22, 363 22, 363 14.82 4 1 lfi 17 7i, 2i6 "750 71,210 750 12.31 21.81 IS 19 •>n 1 1 o 2 3 60 1 1 2 21 26, 072 156,471 14, 932 12 10, 120 26, 072 156, 471 14, 932 10, 120 21.38 29.50 15.57 37.94 20 20 40 15 2 60 1 ■)■» 2 •>3 °4 3 4 3 3 1 ?5 •'6 5,040 6,255 61, 995 254, 626 23, 807 5,040 6,255 59, 595 254, 000 23, 426 17.79 23.53 44.18 34.36 42.06 12 12 15 25 25 27 •'8 2,400 626 381 1 1 ?Q 4 35 ii 6 4 10 30 31 R'> ■ 20 12 12 15 18 15 12 20 2 19 11 2 1 18 2 2 14 6 2 33 34 150,000 32, 359 24, 284 17,885 19, 710 150, 000 32, 359 24, 284 17,885 19, 710 33.12 46.95 38.32 24.54 21.63 2 3 5 5 3 35 36 1 1 1 37 1 38 39 1. 40 72, 000 29, 565 72, 000 29, 565 35.87 16.05 12 10 8 20 6 10 25 14 12 12 15 15 10 1 1 1 23 16 1 7 41 4' 1 i 43 1 1 1 1 44 1 1 29 20 75 1 1 i ' ! 12 ! s 41 ! 6 4,5 95, 000 95, 000 29.20 46 1 47 185, 424 "4,116 185, 424 4,116 27.71 39.29 6 5 28 48 4 C 2 2 sr 51 ...... H 1 42 1 300 39 9 1 31 61 1 12 5; 38.286 36, 296 21.39 2 .5. 3 1 5c For 10J months only. io Not reported, n For 1 month only. 12 For 10 months only. 1 3 For 4£months only. h For 3 i months only. 370 STREET AND ELECTRIC RAILWAYS. Table 97.— PASSENGERS, CAR MILEAGE, CAR HOURS, MAXIMUM STATE AND NAME OF COMPANY. PEXXS YLYAXI A— Ci mtinued. Philadelphia and West Chester Traction. . Holmesburg, Tacony and Frankford Fail-mount Park Transportation Delaware County and Philadelphia Montgomery and Chester Pittsburg Railways St. Clair Incline Plane Duquesne Incline Plane Pittsburg and Castle Shannon Monongahela Incline Plane Penn Incline Plane Pittsburg, McKeesport and Greensburg . . Pittsburg, McKeesport and Connellsville. Pottstown Passenger Railway Ringing Rocks Electric Pottsville Union Traction Punxsutawney Street Railway United Traction Waverly, Sayre and Athens Neversink Mountain Railroad Mt. Penn Gravity Railway Scranton Railway Shamokin and Mt. Carmel Sliamokin and Edgewood Stroudsburg Passenger Sunbury and Northumberland Tamaqua and Lansford Tarentnm Traction Passenger Titusville Electric Traction Warren Street Railway Washington Electric Railway West Chester Street Railway Wilkesbarre and Wyoming Valley Wilkesbarre, Dallas and Harveys Lake . . . Vallamont Traction South Side Passenger Railway Williamsport Passenger Railway East End Passenger Railway Red Lion and Windsor Yardley, Morrisville and Trenton York and Dover Electric York and Dallastown Electric York Street Railway RHODE ISLAND. Total for state. Sea View Railroad Pawtucket Street Railway Union Railroad Rhode Island Suburban Providence and Danielson New York, New Haven and Hartford . Pawcatuck Valley Railway Woonsocket Street Railway SOUTH CAROLINA. Total for state North Augusta Electric and Improvement . Charleston Railway, Gas and Electric Columbia Railway, Light and Power Greenville Traction Orangeburg City Street Railway Rock Hill Water, Light and Railway Spartanburg Railway, Gas and Electric SOUTH DAKOTA. Total for state Rapid City Street Railway TENNESSEE. Total for state Bristol Belt Line Chattanooga Electric Railway. . Rapid Transit of Chattanooga . . Electric Railway of Clarksville. Jackson and Suburban Knoxville Traction Memphis Street Railway Nashville Railway TEXAS. Total for stale. Austin Electric Railway Bonham Electric Railway, Light and Power . Dallas Consolidated NUMBER OF PASSENGERS CARRIED. Total. 653, 575 415, 056 328, 465 568, 082 310. 827 912, 227 492, 670 095, 984 802, 204 178, 488 550, 000 517, 555 587, 581 746, 821 202, 836 657,750 988. 555 869, 900 139,217 72, 748 65, 000 806, 343 964, 461 550, 515 121, 161 314, 954 049, 427 622, 447 520, 000 451, 974 003. 828 244, 908 693, 909 917, 024 507, 044 416, 299 339, 074 159, 357 1 8, 912 131, 858 74, 866 169, 938 220, 836 3 62,394,165 700, 378 3, 665, 635 46, 163, 704 5, 129, 222 651, 276 4, 520, 894 ■»360,043 2, 203, 013 10, 748, 724 115, 054 6, 985, 655 2, 108, 042 700, 564 23,800 12,000 803, 609 45, 476, 611 160, 674 4, 058, 824 2,131,134 300, 000 322, 865 2, 804, 059 19,254,313 16, 444, 642 32, 105, 682 1,213,703 147, 785 6, 165, 738 2 2 1 161. 653, 39*, 32S, 568, 310, 436, 462. 482. 578, 691 , 275, ,517, , 507, 716, 202, :, 373, 988, ', 171, ,059, 72, 65, 1,331, ,964, 550, 121, 314, ., 029, 622, 520, ,342, ,003, 235, :,098, 917, 297, 243, ,912, 129, 8, 131, 74, 169. , 770, 700 3,665 45,163 5, 129. 651 4, 520, 360, 2, --' , 056, 818 115, 054 5, 952, 395 1, 638, 357 537, 603 23, 800 12, 000 777, 609 ., 697, 835 160, 3, 329, 2, 040, 300, 302, 2, 453, 16, 598, 10, 512, 30, 037, 966 1,213,703 147, 785 5, 618, 238 Transfer. 18, 475, 405 29, 724 613, 744 223, 830 486, 983 275 000 79, 758 30, 723 284, 350 698, 009 79, 710 1,474,6 9,125 595, 000 210, 012 172, 742 427, 069 29, 654 115,000 1, 691, 906 1, 033, 260 469, 685 162, 961 26, 000 9, 778, 676 729, 824 90,456 20, 179 350, 279 2,655,490 5, 932, 448 2,127,716 547, 500 Trans- fer points. 20 ( 2 ) Fare pas sengers per mile of single track. 27, 142 131, 114 264, 698 156, 808 55, 804 393, 739 578, 682 607, 467 1, 112, 268 1, 440, 635 808, 824 71, 047 80, 497 117, 201 53, 378 78, 818 81, 497 144, 576 116, 302 8,362 8,125 108, 655 96, 534 172, 036 44,069 80, 757 70, 397 94, 167 43, 333 67, 149 307, 923 40, 236 196, 739 55, 577 80, 279 119, 979 221,297 52, 940 4,456 22, 013 8,263 22, 903 144, 558 189, 356 37, 096 185, 978 320, 128 75, 352 22, 836 143,520 57,792 93, 465 117, 652 34, 040 172, 934 117, 025 76, 800 12, 727 9,160 48, 601 140,432 37, 806 86, 738 53, 005 54,545 94, 886 94,376 230, 924 158, 078 99,047 90, 710 56,192 162, 189 CAR MILEAGE. Total. 1200,000 713, 853 1776,155 437, 719 125, 120 33,067,964 29,200 14, 000 31, 937 11,400 19, 856 475, 000 1,270,978 202, 668 71, 540 1,047,592 1325,000 2,231,733 281, 549 38, 849 20,288 2,322,162 319,800 147, 143 25,040 124, 100 266, 048 173, 842 149, 000 474,500 104, 390 107,310 2, 512, 143 165,000 91, 755 94, 577 419, 247 62, 568 3,960 73, 273 42,997 70, 365 463, 639 3 12, 296, 893 150,840 843,199 8, 051, 037 1, 368, 256 295, 000 1, 123, 270 4 90,011 375, 280 2, 520, 231 19, 800 1,5' 7 7,320 494, 366 152, 618 19, 055 8,668 248, 504 10, 138, 603 86,400 1, 273, 000 1 680, 226 111, 690 245, 280 1, 015, 341 3, 653, 631 3, 073, 035 8 9,804,017 660,000 34, 300 1, 693, 112 Passenger cars. 200, 713, 776, 437, 125, 32, 905, 29, 14, 31, 10, 19, 475, 1,270, 202, 71, 1,047, 1325, 2,231, 281, 38, 20, 2, 322, 319, 147, 25, 124, ■2m, 173, 140, 474, 104, 107, 2, 512, 165, 91, 94, 419. 62, 42. 70, 462, 12,173,911 150, 840 843, 199 8, 016, 662 1, 324, 649 250, 000 1, 123, 270 190,011 375, 280 2, 502, 844 19, 800 1,577,320 494, 366 152, 518 6,570 8,668 243, 602 10, 134, 919 86, 400 1, 273, 000 680, 226 111,690 245, 280 1,015,341 3, 653, 631 3, 069, 351 9, 750, 779 560, 000 34, 300 1,693,112 Freight, mail, ex press, and othercars. 162, 824 1,400 122, 982 34, 376 43, 607 45, 000 12, 485 "4' 902' 3,684 3,684 Fare passen- gers per car mile. 3. 27 3. 36 3.00 3, 58 2.48 4.91 15.85 34.45 18.11 69.15 13.85 3.19 3.55 3.53 2.84 3.22 3.04 4.11 3.76 1.87 3.20 3.59 6.14 3.74 4.84 2.54 3.87 3. 58 3.71 2, 83 9. 62 2.20 5. 21 5. 56 3.24 2. 58 4. 56 2.07 2.25 1.80 1.74 2.42 5.12 4.64 4.35 5.63 3.87 2.61 4.02 4.00 5.56 3. 62 5. 81 3.77 3.31 3.52 3. 62 1. 3,8 3.19 3. 52 1.86 2.62 3. 00 2. 69 1.23 2.42 1. 54 3.42 2.17 4.31 3.32 i Estimated. 2 Not reported. 3 Includes 1 company operating part of year. 4 For 6 months only. GENERAL TABLES. SPEED, ACCIDENTS, ETC., BY COMPANIES: 1902— Continued. 371 CAR HOURS. Fare passen- gers per car hour. Mail carried. MAXIMUM SPEED OF CARS, MILES PER Pleasure parks, number owned or operated. ACCIDENTS. Total. Passenger cars. Freight, mail, ex- press, and other cars. HOUR. Total. Passengers. Employees. Others. u In city limits. Outside city limits. £■> Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. Yes No No No No Yes.... No No No No No No Yes ... . Yes.... No, ... Yes Yes No Yes.... No No 10 8 12 8 15 4 4 14 22 3 10 10 6 5 8 8 7 15 7 13 1 1 1", 30 1 8 10 7 3 56 70, 065 52, 640 42,894 70, 065 52, 640 42, 894 34.23 44. 23 36.56 17 57 58 18 15 30 11 1 2 8 ! 59 60 2 79 1, 054 14 496 4 104 61 454 61 (■;■' 63 I. In i;fi 27 15 10 7 15 12 10 1 1 1 1 1 1 1 2 1 2 103 16 2 5 1 2 35 07 1 56 16 1 12 68 25, 656 25,656 28. 02 69 70 118,082 118, 082 28.57 1 3 9 5 4 71 1 3 •JO 239, 440 239,4-10 38.31 68 1 38 1 3 27 73 5, 884 8, 640 334,020 41,610 18, 767 5,758 12, 045 39, 420 5,884 8,640 334, 020 41, 610 18, 767 5,758 12, 045 39, 420 12.36 7.62 24.91 47.21 29.33 21.04 26. 15 26.13 10 12 14 15 10 75 1 Yes.... No No .. Yes.... No Yes No Yes ... . No No Yes No No No No No No No No Yes Yes.... No 8 6 8 10 8 6 15 10 6 8 8 8 8 8 8 8 8 8 7 7 7 122 73 9 40 1 1 12 15 1 15 15 45, 625 45, 625 29.44 1 3 2 1 15 15 14 8 8 1 1 1 1 303, 220 13, 140 303, 220 13, 140 43. 20 69.79 5 1 193 34 131 28 4 5 1 58 6 ss .. 90 - 8 25 15 12 12 93 94 95 96 97 9S 720 6,570 720 6,570 12.38 20.07 5 5 1 1 36, 600 29,200 7,300 22.30 17 190 135 2 11 15 44 No 25 1 1 11 2 1 1 1 1 2 3 No Yes ... . Yes .... Yes Yes 12 12 12 12 11 145 17 4 3 111 9 3 2 1 5 1 1 10 2 1 6 33 3 25 25 12 36, 500 29, 200 7,300 22.30 5 6 Yes Vcs 8 8 8 20 1 4 13 100 1 9 36 i 2 i * 1 3 2 40 8 6 49,418 49, 418 26.61 4 No Yes No No No 10 ' 8 15 15 10 15 20 15 1 1 1 2 80 17 1 2 29 5 1 2° ~2 1 29 10 ? 2 .3 23, 166 23, 156 23. 22 ■1 5 No Yes.... 6 15 fi 26, 262 26, 262 29.61 15 1 2 i 2 1 7 1 ' 783, 405 779, 755 3,650 21.28 8 21 550 3 247 6 86 12 217 No Yes No No No No Yes ... . Yes 6 8 10 8 8 8 15 9 12 15 26 15 1 164, 980 164, 250 730 20. 27 1 3 4 30 36 1 15 30 1 3 3 3 1 1 12 3 2 3 18,615 18, 615 16.12 2 2 2 4 2 6 6 7 1 35 96 352 424 1 14 5 60 4S 5 136, 990 462, 820 81,147,571 ISO, 990 459, 900 1,139,293 17.91 22. 41 12 20 14 2 5 40 157 1 1 1 1 4 5 4 16 61 135 99 6 8,278 1 7 t 67, 000 6,670 230, 038 67, 000 6,570 230, 038 18. 11 22. 49 24.42 No No No 10 10 20 1 1 3 2 1 1 1 15 20 1 60 25 6 i 29 1 s For 2 companies only. o This company failed to make a report. ' For 4 companies only. 8 For 13 companies only, and includes 1 company operating part of year. 372 STREET AND ELECTRIC RAILWAYS. Table 97.— PASSENGEES, CAR MILEAGE, CAE HOUES, MAXIMUM STATE AND NAME OF COMPANY. TEXAS— Continued. Rapid Transit Denison and Sherman El Paso Electric Railway Northern Texas Traction Galveston Street Railway Houston Electric Laredo Electric and Railway Longviewand Junction . ..." Paris Transit San Antonio Traction Seguin Street Railway Citizens Railway Waxahachie Street Railway Lake Park Street Railroad UTAH. Total for state Ogden Rapid Transit Consolidated Railway and Power Salt Lake and Utah Valley VERMONT. Total for state Barre and Montpelier Bellows Falls and Saxtons River Brattleboro Street Railway Burlington Traction Rutland Street Railway St. Albans Street Railway Springfield Electric Railway Mt. Mansfield ElectricRailway Military Post Railway VIRGINIA. Total for state Charlottesville City and Suburban Danville Railway and Electric Washington, Arlington and Falls Church Lynchburg Traction and Light Citizens Railway, Light and Power Newport News and Old Point Railway and Electric Bay Shore Terminal Norfolk and Atlantic Terminal Berkley Street Railway Norfolk Railway and Light Southside Railway and Development Richmond and Petersburg Electric Old Dominion Railway Norfolk, Portsmouth and Newport News Radford Water Power Richmond Traction Richmond Passenger and Power Virginia Passenger and Power , Roanoke Railway and Electric Tazewell Street Railway Washington, Alexandria and Mt. Vernon WASHINGTON. Total for state Everett Railway and Electric Olympia Lightand Power Seattl e Electric Seattle and Ren ton Washington Water Power Spokane and Montrose Motor Tacoma Railway and Power Northern Railway and Improvement WEST VIRGINIA. Total for state Kanawha Valley Traction East Liverpool and Rock Springs Fairmont and Clarksburg Camden Interstate Railway Parkersburg, Marietta and Interurban Wheeling and Wellsburg Wheeling Traction Wheeling and Elm Grove i For 7 months only. - Estimated. 3 For 3 companies only. NUMBER OF PASSENGERS CARRIED. Total. 956, 535 1,060,000 2,154,035 2,450,558 2, 851, 603 6, 314, 529 72, 500 35, 400 1400,000 6,407,504 14, 000 1, 788, 025 • 70, 244 63, 523 13, 799, 819 1,056,910 12, 667, 909 75, 000 4, 561, 523 756, 471 141,196 364, 987 1, 414, 535 1,059,408 307, 783 95, 320 107, 680 314, 143 * 52, 369, 902 480, 112 1, 137, 358 865, 980 2, 004, 589 1,006,989 4,904,412 "36,779 1,102,376 '586,791 7, 823, 052 1,399,118 8109,934 m 1,293,510 126, 914 8, 053, 441 12,411,005 6, 066, 982 1, 256, 292 18,500 1,685,768 42, 533, 743 1, 246, 940 200,870 26, 525, 701 593, 873 5, 476, 082 151,559 2 6,923,981 1,414,737 " 22, 183, 794 288,729 1, 110, 746 1,186,133 4, 219, 383 2, 600, 000 197, 000 « 10, 041, 803 2 2,640,000 956, 1, 060, 1, 945, 2,450, 2,851, 6, 314, 72, 35, 350, 5, 268, 14, 1, 605, 70, 11,493,501 861, 910 10, 556, 591 75, 000 4, 274, ; 710. 141, 364, 1,270, 976. 294, 95, 107, 314. 457. 1, 073. 865, 1, 822, 986, 4,154, 36; 1, 102, 586, 7,227, 1, 248, 109, 1,102,410 126, 914 6, 795, 946 9,517,614 4,184,313 1, 172, 192 18, 500 1,685,768 41,544,228 971, 200, 26, 525, 593, 4,876, 151, 6,923, 1,299, 21,706,870 288, 729 1, 110, 746 1,186,133 4, 219, 383 2, 400, 000 197, 000 9, 664, 879 2, 640, 000 Transfer. 208, 839 50, 000 1, 138, 877 195, 000 2,111,318 286, 717 46, 137 144, 399 82, 500 13, 681 22, 320 64, 323 182, 240 20,000 750, 000 595, 544 151,059 191,100 1,257,495 2, 893, 391 1,882,669 84,100 989, 515 275, 290 599, 253 ("> 114,972 476, 924 376, 924 Trans- fer points. Fare pas- sengers per mile of single track. 73, 580 65, 432 144, 302 39, 717 79, 520 169, 745 25, 439 56, 190 70, 000 115, 769 9,333 98, 559 14, 819 13,401 78, 355 140, 755 24, 671 53, 070 80, 537 21,590 72, 997 113, 203 93,484 21, 785 10, 463 9,572 67, 413 127, 562 123, 728 202, 459 72, 649 117, 571 103, 567 104, 199 3,065 57, 898 41,121 136, 291 97, 125 4,763 127, 742 42, 589 286, 628 348, 248 111, 285 61,565 9,250 65,239 181,471 100, 48, 318, 44, 146, 48, 100, 99, 155, 049 40, 438 290, 771 167, 061 139, 676 81,356 111,299 215, 975 162, 462 CAR MILEAGE. Total. 110 SOU 521 597 2U2 620 974 6S7 320 102 667 215 365 33', 365 516. 8:1s 310. 996! 1, 070: 1,463. 37: 13 U12: 1, 895; 24: 690. 292, 100 2,741,082 14, 040 234,904 96, 990 100, 683 292, 000 202,886 197, 139 160, 590 44,908 92,428 412,335,072 119,330 275, 033 228, 190 563, 859 202, 737 729, 885 "28,080 372, 975 '140,226 1, 894, 945 541, 503 8 91,098 (') 492, 750 64,240 2, 248, 624 1,873,533 1, 349, 461 451, 111 5,840 661, 652 8, 378, 420 193, 106, 4,615, 258, 1, 129, 64 1,751, 268, » 6, 734, 171 82, 000 151, 678 2 593,066 2 2,109,692 630, 720 81, 500 "2,205,615 2 880,000 Passenger cars. Freight, mail, ex- press, and other cars. 516, 110 338, 860 310, 521 996, 597 1,070,202 1,463,620 37, 974 13, 687 112, 320 1,841,864 4,667 690, 215 33, 365 33, 365 3,047,122 292, 000 2,741,082 14, 040 1, 288, 965 234, 904 87, 600 97, 344 292, 000 202, 886 183,960 62, 794 35, 049 92,428 12, 304, 104 119, 330 275, 033 219, 000 663, 859 202, 737 715, 845 28,080 372, 975 140, 226 1, 894, 945 541, 503 91, 098 492, 750 64, 240 2,248,624 1,873,533 1,349,461 451,111 5,840 653, 914 8, 285, 417 193, 836 92, 980 4, 588, 281 238, 710 1,129,337 54, 845 1, 726, 790 260, 638 6, 734, 171 82, 000 151,678 593, 066 2, 109, 692 680, 720 81, 500 2,205,515 880, 000 53, 238 100 9,390 3,339 13, 179 87, 796 9,859 0,968 9,190 14, 040 93, 003 13, 772 27,121 19, 345 25, 040 7,725 Fare passen- gers per car mile. « For 20 companies on ly, and includes 3 companies operating part of year. 5 For 18 companies only, and includes 3 companies operating part of year. 6 For li months only. 1.85 3.13 1:. -v. 2.46 2.66 4.32 1.91 2.59 3.12 2.86 3.00 2.33 2.11 1.90 2.95 3.85 5.34 3. 32 3.02 1.61 3.75 4.35 4.82 1.60 1.52 3.07 3.40 3.60 3.84 3.90 3.95 3.23 4.87 5.80 1.31 2.96 4.18 3.81 2.30 1.21 2.24 1.98 3.02 5.08 3.10 2.60 3.17 2.68 5.01 5.01 2.16 5.78 2.49 4.32 2.76 4.01 4.99 3.22 3.52 7.32 2. 00 2.00 3.81 2.42 4.3S 3.00 GENERAL TABLES. SPEED, ACCIDENTS, ETC., BY COMPANIES: 1902— Continued. 373 CAB HOURS. Fare passen- gers per car hour. Mail carried. MAXIMUM SPEED OF CAKS, MILES PER Pleasure parks, number owned or operated. ACCIDENTS. Total. Passenger cars. Freight, mail, ex- press, and other cars. HOUR. Total. Passengers. Employees. Others. M In city limits. Outside city limits. Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. fc 78, 840 45,898 41, 402 183,960 78, 840 45, 898 41,402 183, 960 12.13 23.10 46.98 13.32 No , . No ... No No No . Yes No Yes No No No No No No 12 10 15 7 7 10 6 5 12 12 6 6 4 4 12 25 15 50 1 2 1 1 1 1 19 1 87 25 6 97 ■ 1 11 1 65 9 3 5 4 6 1 13 3 1 19 13 6 15 6 7 8 186, 120 10,800 185, 120 10, 800 34.11 6.71 15 1 1 72 10 9 10 5 12 20 11 1 16, 640 258, 726 16, 640 250, 448 21.03 21.04 1 120 1 100 1? 8,278 1 in 1 10 13 14 8 1 4 1 3 1 15 11,122 11,455 11, 122 11,455 6.32 5.65 1 16 1 1 17 3 18 3 14 3 1 No Yes.... No 8 12 10 2 15 1 3 3 2 12 1 20 18 1 3 3 ? 1 1 S M7,981 45, 164 2,817 21.24 3 2 1 •2 1 32, 850 8,976 32, 850 8,976 21.62 15.73 Yes.... Yes.... Yes.... No No Yes.... Yes.... Yes No 10 8 ■ 8 8 8 8 10 8 10 15 15 1 1 2 1 1 1 1 1 ? 1 1 3 4 8 15 30 18 8 '"1 5 1 i 1 1 fi 7 6,155 3,338 2,817 32.26 8 9 H, 536, 187 1,527,377 8,760 27.32 13 9 340 1 163 1 24 7 153 17, 280 37,404 17,280 37, 404 26.49 28.69 No No Yes ... . No No 12 12 12 12 8 8 7 8 8 8 8 10 10 10 12 8 8 8 15 6 10 18 15 16 15 20 25 30 30 15 30 20 20 16 20 1 1 1 o 3 51,890 39, 420 102, 190 6 2,808 46, 622 '27,720 212, 769 66, 720 87,410 51,890 39,420 93, 430 2,808 46,622 27,720 212, 769 66, 720 7,410 35.12 25.04 44.47 1 1 1 6 19 1 5 12 1 4 1 7 6 8,760 1 , fi 13. 10 Nn . . . 7 23.64 21.17 33.97 18.71 14.84 No Yes Yes ... . No No No No No No No No. No No Yes ... . 1 1 1 1 4 2 4 44 190 1 3 16 69 l 1 2 8 3 1 8 26 113 Q in ll 3 1 2 1° 1 1 13 68, 976 6,022 299, 388 326, 232 176, 016 45,810 1,460 68, 976 6,022 299, 388 326, 232 176, 016 45, 810 1,460 15.98 21.08 22.70 29.17 23.75 26.59 12.67 14 15 20 15 20 20 6 25 28 21 13 1 21 17 12 3 4 1 1 1 4 16 1 17 4 1 IS 19 °n 10 48 6 28 4 2 "i ">900,038 876, 471 23, 667 41.84 9 1 1 18 21,817 16, 471 586, 271 25, 732 21,817 10,211 681, 699 22, 447 ' 44.54 19.67 45.60 26.46 Yes ... . Yes ... . Yes.... Yes No No Yes ... . Yes ... . 9 6 12 10 12 9 10 10 9 16 15 20 12 1 1 1 1 l 6,260 4,672 3,285 1 4 i s 9 27 8 20 1 1 1 1 1 1 7 7 5 6,205 198, 384 45, 158 « 166, 171 6,205 190,812 43, 280 156, 171 24.43 86.29 30.03 25. 59 fi 7,572 1,878 25 15 7 12 11 12 1 1 8 10 10 8 o 1 2 16, 425 21,626 16, 425 21, 626 17.58 61.36 No Yes ... . No No No No .... Yes Yes 8 S 2 3 2 1 1 2 4 1 2 1 1 2 3 1 8 ... 1 1 l 1 ? 10 16 8 8 10 10 3 30 15 3 1 2 1 1 4 105, 120 13, 000 105, 120 13,000 22.83 15.15 fi : 1 fi 10 20 I 3 3 i i i 1 1 3 1 7 1 1 S ' For 3 months only. 8 For 4i months only. "Not reported. 10 For 7 companies only. u Includes 1 company operating part oi year. i 2 For 4 companies only. 18 For 10 months onlr. 1165—05 25 374 STREET AND ELECTRIC RAILWAYS. Table 97.— PASSENGERS, CAR MILEAGE, CAR HOJRS, MAXIMUM NUMBER OF PASSENGERS CARRIED. Trans- fer points. Fare pas- sengers per mile of single track. CAR MILEAGE. Fare passen- gers per car mile. o a •z. STATE AND NAME OF COMPANY Total. Fare. Transfer. Total. Passenger cars. Freight, mail, ex- press, and other cars. "WISCONSIN. 178,282,492 62, 537, 300 15, 745, 192 89 150, 150 115,609,884 15, 528, 124 81, 760 4.03 Wisconsin Traction, Light, Heat and Power Ashland Light, Power and Street Railway 1 31,113,732 503, 658 1,405,250 721, 326 1, 511, 233 304, 398 1, 938, 845 60, 000 1, 787, 705 «395,100 574, 370 140, 848 60, 901, 052 3, 807, 593 2, 269, 074 694, 490 163,818 1,106,781 503, 658 1,277,500 721, 326 1, 161, 233 304, 398 1, 646, 728 60, 000 1, 520, 160 391,200 574, 370 140, 848 46,974,373 3, 387, 394 1,973,843 629, 670 163, 818 6,951 1 57, 495 65, 580 56, 602 115, 044 67, 789 41, 079 114, 039 22, 472 178,842 45,330 106, 365 90,870 322,848 36, 597 61, 683 31,484 33, 162 s 335, 260 266, 584 528, 520 259, 649 661, 800 121, 045 617, 478 58, 949 401, 500 U52.880 5 191,457 75, 000 9, 143, 023 1, 496, 220 954, 119 408, 860 37, 650 335, 250 266, 584 528, 520 259,549 561,800 121, 045 617, 478 58, 949 401,500 152, 880 191,457 75, 000 9, 143, 023 1,496,220 954, 119 327, 100 37, 650 3.30 1.89 2.42 2.78 2.07 2.51 2.67 1.02 3.79 2.56 3.00 1.88 5.14 2.26 2.07 193 4.35 ? s 127, 750 2 4 S 350,000 1 1 3 ft 7 292, 117 ft q 267, 545 3,900 2 1 2 10 11 Marinette Gas, Electric Lightand Street Railway . V> 13, 926, 679 420, 199 285, 231 64,820 59 12 3 2 15 lfi 81, 760 HAWAII. 8,120,105 7,394,935 725, 170 3 257,663 1,483,033 1,483,033 4.99 3,443,638 4,576,467 100,000 2,241,930 3,443,638 3,851,297 100,000 2,241,930 286, 970 271,218 40,000 178, 498 735,448 721,585 26,000 430, 376 735,448 721,585 26, 000 430, 376 4.68 5.34 3.85 5^21 725, 170 3 PORTO EICO. Total 307, 650 1,934,280 307, 650 1, 934, 280 98, 291 205, 120 71,014 359, 362 71,014 359, 362 4.33 5.38 ? 1 Includes 2 companies operating part of year. 2 For 13 companies only, and includes 2 companies operating part of year. 8 For 9 months only. GENERAL TABLES. SPEED, ACCIDENTS, ETC., BY COMPANIES: 1902— Continued. 375 CAR HOURS. Fare passen- gers per car hour. Mail carried. MAXIMUM SPEED OF CARS, MILES PER Pleasure parks, number owned or operated. ACCIDENTS. Total. Passenger cars. Freight, mail, ex- press, and other cars. HOUR. Total. Passengers. Employees. Others. In city limits. Outside city limits. Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. a U, 687, 893 1,587,893 37.19 4 12 2,040 1,134 521 12 385 3 34,870 37, 230 52, 560 27, 030 64, 090 34, 870 37, 230 52, 560 27, 030 64, 090 31.74 13.53 24.81 26.69 18.12 No No No No . ., No No No No No Yes ... . No No NO.:.. Yes ... . No Yes No 8 8 12 8 6 10 16 9 8 8 6 12 9 7 8 7 4 34 4 1 1 4 1 1 9, 35 10 20 1 1 2 1 1 1 3 4 1 5 1 25 1 fi 69, 314 5,736 62, 050 » 24, 000 69, 314 6,736 62, 050 24, 000 23.76 10.46 24.50 16.30 1 24 7 18 8 30 10 8 q in 1 1 2 2 1 n 12, 410 1,050,977 143, 663 12, 410 1,050,977 143, 663 11.35 44.70 23.68 T> 13 14 16 10 15 6 1,752 240 14 960 168 2 456 60 6 1 336 12 12 13 14 1 1 1 15 ... 16 3,963 3,963 41.34 17 i 2 10 2 10 No No No 8 12 1 2 10 2 10 li 43 85 5 2 7 2,039 532 2 14 1 If 6 5 69 9 17 13 If 17 8 102 188 13 407 1' 140 5 17 11 •>(1 5 3 "1 6 217 O.- 1 16 43 •K * 30 140 40 753 4,591 "■I 2 "81 387 1,098 ?F 73 718 29 188 1 689 4 60 105 94 9f 8 58 11 87 1,587 o- 6 7 ■>f 65 596 5 433 6 1,216 245 142 458 51 12 1 ? c 3f 26 77 8,358 31 1 •11 V 25 167 6 27 I 5 4 107 67 39 23 110 32 2 18 51 2 50 245 89 108 447 S4 4 8 V 3f 14 10 6 32 19 16 86 5 54 97 4 3" 4 6 Rf S 47 3t 4< 10 9 154 41 4' *• 378 STREET AND ELECTRIC RAILWAYS. Table 9S.-WAGE-EARXERS, AT SPECIFIED DAILY RATES OF PAY AND United States - 2 Alabama 3 ' Arkansas 4 | California . . . 5 Colorado 6 Connecticut. MOTOKMEN. Delaware . Florida ... Georgia . . . Illinois Indiana . . . Iowa Kansas Kentucky. Louisiana. Maine 17 Maryland . Massachusetts Michigan Minnesota Mississippi Missouri Montana Nebraska 25 I New Hampshire . 23 New Jersey New York North Carolina . Ohio Oregon Pennsylvania . . Rhode Island . . South Carolina. Tennessee Texas Utah Vermont . Virginia . Washington West Virginia... Wisconsin All other states 1 Number at specified daily rates of pay. Less than $1.00. 82 1,623 302 759 82 57 510 1,751 668 420 95 557 532 258 42 2,185 931 482 32 829 55 187 123 1,194 7,799 93 2, 425 149 59 112 307 103 56 249 353 175 466 443 81.00 to 81.24. 34 286 $1.25 to $1.49. SI. 50 to 81.75 to 81.74. i 81.99. 1,123 15 147 82 69 255 37 4 42 107 5,481 14 142 277 79 129 17 17 12 79 13 7 123 152 16 381. ■-29 235 ? 437 4 60 100 11 46 47 142 190 256 229 78 141 514 113 13 174 86 317 10 81 278 679 610 82.00 to $2.25 to $2.24. $2.49. 16, 665 592 , 6 106 104 39 23 35 169 1,233 46 523 82 9 974 63 311 5 3 12 . 980 534 2 4,325 221 78 10 221 1 144 40 847 3, 602 1,234 3,716 31 255 142 528 18 130 439 $2.50 to $2.74. 2 122 1 46 $2.75 to :3.00 and over. 239 Median rate (dollars). 2.00 to 2.04 1.45 to 1.49 1.50 to 1.54 2.20 to 2.24 2.25 to 2.29 2.00 to 2.04 2.00 to 2.04 1.10 to 1.14 1.15 to 1.19 2.00 to 2.04 1.65 to 1.69 1.75 to 1.79 1.75 to 1.79 2.00 to 2.04 1.80 to 1.84 1.50 to 1.54 1.75 to 1.79 2.00 to 2.04 2.10 to 2.14 1.80 to 1.84 1.55 to 1.59 1.80 to 1.84 3.50 to 3.54 2.00 to 2.04 1.75 to 1.79 2.00 to 2.04 2.00 to 2.04 1.00 to 1.04 2.00 to 2.04 2.25 to 2.29 2.00 to 2.04 2.10 to 2.14 1.50 to 1.54 1.50 to 1.54 1.60 to 1.64 2.00 to 2.04 1.70 to 1.74 1.80 to 1.84 2.00 to 2.04 2.00 to 2.04 1.80 to 1.84 2.00 to 2.04 1 Includes states having- less than 3 companies, in order that the operations of individual companies may not be disclosed. These companies are distributed as follows: Arizona, 1; District of Columbia, 2 (S reports); Idaho, 1; New Mexico, 1. GENERAL TABLES. MEDIAN RATE, ON ELECTRIC SURFACE RAILWAYS, BY STATES: 1902— Continued. 379 ROAD AND TRACKMEN. Total. Number at specified daily rates of pay. Median rate (dollars). Less than $1.00. 81.00 to 81.24. $1.25 to 81.49. $1.50 to 81.74. 81.75 to $1.99. $2.00 to $2.24. 82.25 to $2.49. $2.50 to $2.74. $2.75 to $2.99. $3.00 and over. 9,926 473 477 1,368 4,605 1,280 1,229 384 162 8 40 1.50 to 1.54 1 51 19 367 130 312 17 13 378 272 355 18S 45 165 85 159 14 589 343 159 19 231 19 21 35 252 2,567 59 693 52 1,529 18 34 141 115 89 19 70 91 62 73 51 Less than 1.00 1.25 to 1.29 2.00 to 2.04 2.00 to 2.04 1.50 to 1.54 1.50 to 1.54 iess than 1.00 Less than 1.00 1.65 to 1.69 1.25 to 1.29 1.60 to 1.64 1.50 to 1.54 1.50 to 1.54 1.25 to 1.29 1.50 to 1.54 1.25 to 1.29 1.75 to 1.79 1.50 to 1.54 1.90 to 1.94 1.10 to 1.14 1.50 to 1.54 3.00 to 3.04 ? 15 35 4 7 1 198 10 3 95 65 31 170 61 15 25 3 3 24 6 2 1 4 3 .. .7 . .1 4 5 63 6 6 7 11 330 2 48 5 21 11 8 9 27 199 26 5 6 41 108 120 117 39 130 24 102 1 239 267 85 2 21 26 16 5 in 13 11 3 ■ - 8 2 T> 13 11 17 3 6 4 8 1 1 51 14 16 15 16 9 11 21 1 1 43 17 203 32 82 1 15 99 15 18 6 8 IS 1 4 19 76- •'0 17 °1 168 4 3 .. 5 1. 11. •» 15 6 3 24 294 2 26 it 30 143 975 2 527 1 9 635 1 6 87 2 3 30 1 62 292 1.50 to 1.54 1.75 to 1.79 1.00 to 1.04 1 JO to 1.54 .2.00 to 2.04 1.50 to 1.54 1.50 to 1.54 Less than 1.00 1.00 to 1.04 1.50 to 1.54 1.75 to 1.79 1.50 to 1.54 1.00 to 1.04 1.80 to 1.84 1.50 to 1.54 1.75 to 1.79 1.25 to 1.29 ■>6 281 °7 25 ■'8 120 11 52 11 1 6 1 , V 1 94 1 5 140 231 1,111 17 1 1 57 3 8 6 2 43 22 22 61 8 10 2 31 1? 28 M 1 54 2 86 2 1 61 1 33 3 1 Vi 36 2 56 6 37 1 38 28 1 8 2 S9 17 6 49 40 1 3 76 i 380 STREET AND ELECTRIC RAILWAYS. Table 98.— WAGE-EARNERS AT SPECIFIED DAILY RATES OF PAY, AND 1 STATE. ENGINEERS. Total. Number at specified daily rates of pay. Median rate (dollars). Less than 81.00. 81.00 to 81.24. 81.25 to 81.49. 81.50 to $1.74. $1.75 to 81.99. $2.00 to $2.24. $2.25 to $2.49. $2.50 to $2.74. $2.75 to $2.99. $3.00 and over. 1 1,534 3 •5 39 104 89 295 187 274 115 423 2.50 to 2.54 ? 8 12 50 21 B7 8 8 23 80 54 41 12 20 23 32 6 138 59 14 8 49 3 4 10 39 188 18 148 7 218 7 9 16 13 2 4 36 21 26 28 14 1 2 2 2 1 3 1 37 10 17 1 3 4 17 4 4 3 7 7 2.25 to 2.29 2.30 to 2.34 3.25 to 3.29 2.7B to 2.79 2.50 to 2.54 2.50 to 2.54 2.50 to 2.54 2.80 to 2.84 2.50 to 2.54 2.00 to 2.04 2.00 to 2.04 2.00 to 2.04 2.00 to 2.04 2.95 to 2.99 2.25 to 2.29 1.50 to 1.54 2.50 to 2.54 2.50 to 2.54 2.15 to 2.19 2.50 to 2.54 2.25 to 2.29 . 4.00 to 4.04 2.25 to 2.29 2.50 to 2.54 2.60 to 2.54 2.65 to 2.69 2.00 to 2.04 2.30 to 2.34 3.00 to 3.04 2.50 to 2.54 2.55 to 2.59 3.00 to 3.04 2.25 to 2.29 2.50 to 2.54 2.15 to 2.19 2.15 to 2.19 2.30 to 2.34 8.00 to 3.04 2.00 to 2.04 2.05 to 2.09 2.65 to 2.69 3 2 2 2 1 15 o 1 5 14 19 7 2 4 1 5 2 20 8 9 1 2 3 9 8 12 1 3 1 26 8 3 . 1 2 2 6 2 4 B fi 2 1 6 1 7 R 1 3 1 9 1 2 4 3 1 3 1 7 6 8 2 8 9 3 in 2 2 10 10 4 n T> 3 3 13 14 4 2 1 7 15 2 2 12 1 22 7 10 Ifi 6 2 2 17 1 1 IS 4 5 42 8 1 1 7 15 6 3 2 5 34 17 1 2 7 3 19 8 Tl °1 1 16 1 12 9S ^4 2 4 8 40 5 26 1 1 4 11 2 36 1 19 2 1 1 1 10 tS 1 16 26 4 33 1 22 3 3 8 77 ?fi 3 13 3 10 1 3 77 2 1 2 9 2 9 on 1 8 24 4 82 2 6 3 1 11 16 53 12 32 33 2 5 1 2 5 1 1 4 1 1 5 4 1 1 36 37 1 1 B 3 4 4 1 2 10 3 1 9 4 18 4 39 9 2 8 11 2 1 5 5 3 3 1 42 5 i Includes states having less than 3 companies, in order that the operations of individual companies may not he disclosed. These companies are distributed as follows: Arizona, 1; District of Columbia, 2 (8 reports); Idaho, 1; New Mexico, 1. GENERAL TABLES. MEDIAN RATE, ON ELECTRIC SURFACE RAILWAYS, BY STATES: 1902— Continued. 381 FIREMEN. Total. Number at specified daily rates of pay. Median rate (dollars). Less than $1.00. $1.00 to $1.24. $1.25 to $1.49. $1.50 to $1.74. $1.75 to $1.99. $2.00 to $2.24. $2.25 to $2.49. $2.50 to $2.75 to S3.00 and $2.74. $2.99. over. 2,344 16 76 135 469 637 770 171 48 i 1 21 i 1.80 to 1.84 1 10 16 92 37 56 10 7 30 123 52 62 10 32 25 29 5 178 67 24 11 63 4 17 6 68 549 18 203 15 329 10 8 19 16 2 2 29 37 23 34 16 2 3 3 3 5 10 4 1.45 to 1.49 1.50 to 1.54 o S 9 54 3 40 4 2 23 25 1 2 6 ,| 3 2.25 to 2.29 2.00 to 2.04 1.75 to 1.79 1.65 to 1.69 1.10 to 1.14 1.75 to 1.79 1.50 to 1.54 1.50 to 1.54 1.50 to 1.54 1.75 to 1.79 1.95 to 1.99 1.75 to 1.79 1.05 to 1.09 1.75 to 1.79 1.75 to 1.79 1.75 to 1.79 1.50 to 1.54 1.75 to 1.79 3.50 to 3.54 1.85 to 1.89 1.75 to 1.79 2.00 to 2.04 2.00 to 2.04 1.00 to 1.04 1.75 to 1.79 2.00 to 2.04 1.80 to 1.84 1.85 to 1.89 1.85 to 1.89 1.00 to 1.04 1.65 to 1.69 1.50 to 1.54 2.00 to 2.04 1.30 to 1.34 2.15 to 2.19 1.60 to 1.64 1.60 to 1.64 2.00 to 2.04 5 • 2 4 3 4 18 22 25 4 2 8 12 13 2 6 7 2 2 8 19 5 2 14 4 2 7 2 q 82 15 14 1 18 13 15 18 1 9 3 3 10 11 4 4 2 1? IS 5 2 IS 2 3 2 2 2 25 23 3 4 20 65 30 20 68 10 1 4 17 16 2 1 1 2 1 24 99 4 17 2 9 78 2 18 57 2 41 291 °fi 1 11 19 1 11 76 27 97 6 49 103 2 73 3 6 28 7 114 5 1 6 12 8 1 2 3 31 81 2 3 12 2 10 3 3 6 4 2 1 8 S5 1 8 / 1 1 11 9 38 4 11 29 4 12 29 4 1 1 15 382 STREET AND ELECTRIC RAILWAYS. Table 98.— WAGE-EARNERS AT SPECIFIED DAILY RATES Of PAY, AND STATE. MECHANICS. Total. Number at specified daily rates of pay. Median rate (dollars). Less than 81.00. S1.00 to 81.24. 81.25 to $1.49. $1.50 to 81.74. $1.75 to 81.99. $2.00 to $2.24. $2.25 to $2.49. 82.50 to $2.74. $2.75 to $2.99. 83.00 and over. 1 6,753 21 83 195 896 1,062 1,707 1,017 936 427 409 2.00 to 2.04 Alabama 2 33 14 407 37 161 10 11 32 308 221 117 10 98 97 39 4 519 271 120 5 163 8 52 19 424 1,316 8 607 43 1,213 5 10 66 43 32 3 31 61 20 103 112 2 30 1 29 1 1.90 to 1.94 2.30 to 2.34 2.50 to 2.54 2.75 to 2.79 2.00 to 2.04 2.25 to 2.29 1.75 to 1.79 1.50 to 1.54 2.25 to 2.29 1.60 to 1.64 2.00 to 2.04 2.25 to 2.29 2.00 to 2.04 2.00 to 2.04 1.60 to 1.64 1.50 to 1.54 2.00 to 2.04 2.00 to 2.04 2.25 to 2.29 1.50 to 1.54 2.00 to 2.04 4.00 to 4.04 2.00 to 2.04 2.00 to 2.04 2.00 to 2.04 2.25 to 2.29 1.00 to 1.04 2.00 to 2.04 2.75 to 2.79 2.00 to 2.04 1.55 to 1.59 1.50 to 1.54 2.00 to 2.04 2.00 to 2.04 2.00 to 2.04 1.75 to 1.79 1.75 to 1.79 2.50 to 2.54 2.00 to 2.04 2.00 to 2.04 2.00 to 2.04 3 Arkansas 12 28 11 21 1 114 10 9 4 California 6 3 8 59 1 38 87 6 31 2 73 9 9 5 6 Connecticut 1 2 12 38 1 9 1 15 33 8 _ Delaware 8 Florida 1 9 3 21 2 1 25 1 60 47 11 15 1 4 64 59 42 2 85 43 2 2 227 116 6 1 51 9 Georgia 5 1 4 2 °7 5 4 108 9 4 4 1 49 3 25 2 • 3 24 10 43 1 2 11 1 31 V 10 13 14 1- 2 2 12 8 10 15 3 16 10 5 9 16 17 1 12 2 IS 24 1 74 57 9 72 28 84 1 25 42 11 1 5 1 3 3 ■ • 2 "4 19 6 20 •?1 1 2 9? 46 11 ■ 1 -2 1 78 274 4 ■ 9 ... . 1 . 23 Montana 'M 5 4 98 125 45 11 78 163 1 167 25 1 65 210 2 71 258 26 11 2 5 3 44 • 13 125 4 .... m ?7 1 2 3 ?8 o,) Ohio 2 115 78 94 31' 6 203 11 "27 65 "6 ' 10 30 31 3 2 36 160 3 7 4 11 304 2 1 8 5 1 7 299 113 32 33 1 6 4 7 1 5 ■ ' 1 ■• 5 3 "" 2' 34 3 22 9 13 7 7 7 r 4 3 8 35 36 Utah 37 l l 10 2 9 28 38 1 4 4 28 5 40 19 7 22 39 ... x 1 6 40 1 8 1 6 4 29 5 12 4 41 18 23 5 r, - includes states follows: Arizona. ites having less than 3 companies, in order that the operations of individual companies may not be disclosed. These companies are distributed t , 1; District of Columbia, 2 (8 reports); Idaho, 1; New Mexico, 1. GENEEAL TABLES. MEDIAN RATE, ON ELECTRIC SURFACE RAILWAYS, BY STATES: 1902— Continued. 383 ALL OTHER CLASSES. - Total. Number at specified daily rates of pay. Median rate (dollars). Less than 81.00. $1.00 to $1.24. $1.25 to $1.49. $1.60 to $1.74. $1.75 to $1.99. $2.00 to $2.24. $2.25 to $2.49. $2.50 to $2.74. $2.75 to $2.99. $3.00 and over. 10, 036 70 295 562 2,100 1,223 1,953 1,213 1,359 470 791 2.00 to 2.04 1 37 17 452 90 271 17 33 186 539 262 160 23 145 144 135 8 498 362 134 19 247 21 26 38 503 2,789 66 632 37 1,171 26 63 109 63 13 19 127 177 63 215 139 9 5 4 2 1 5 8 5 21 7 3 61 9 71 2 3 58 89 38 27 5 16 5 14 6 1 74 18 37 1 2 33 16 18 2 33 11 5 2 1.70 to 1.74 1.65 to 1.69 2.50 to 2.54 2.50 to 2.54 2.00 to 2.04 2.25 to 2.29 2.00 to 2.04 1.65 to 1.69 1.75 to 1.79 1.60 to 1.64 2.00 to 2.04 1.75 to 1.79 2.25 to 2.29 1.95 to 1.99 1.85 to 1.89 1.50 to 1.54 2.00 to 2.04 1.80 to 1.84 1.90 to 1.94 1.70 to 1.74 2.00 to 2.04 3.50 to 3.54 2.25 to 2.29 1.85 to 1.89 2.10 to 2.14 2.00 to 2.04 1.15 to 1.19 2.00 to 2.04 2.50 to 2.54 2.00 to 2.04 2.10 to 2.14 1.86 to 1.89 1.50 to 1.54 2.00 to 2.04 2.60 to 2.64 1.50 to 1.54 1.65 to 1.69 2.50 to 2.54 2.00 to 2.04 2.00 to 2.04 1.50 to 1.54 Q 1 2 1 74 15 36 5 7 7 129 27 18 6 8 33 24 1 52 7 37 1 11 9 36 32 29 1 39 28 38 1 44 13 7 3 6 116 27 21 1 2 39 10 1 9 9 1 4 5 4 53 1 6 51 167 100 26 3 28 23 49 6 49 71 15 3 44 6 7 1 3 1 11 3 2 15 7 14 19 2 12 15 1 8 39 6 15 6 1 7 3 3 1 15 5 9 32 3 4 ■2 10 11 12 13 14 9 8 15 16 1 17 7 41 16 5 9 49 79 43 1 61 157 79 14 3 31 89 34 34 3 38 90 26 11 14 8 28 18 1 1 8 17 1 2 27 286 18 1 19 ?0 6 1 14 "1 36 3 9 4 39 477 ■v, 1 'S 5 1 11 94 524 3 188 1 375 O 11 12 12 1 8 33 3 17 40 35 3 10 201 521 5 140 6 171 11 17 14 10 1 4 25 8 16 80 18 6 1 58 342 1 ■M 10 24 292 6 72 5 79 8 9 5 4 Ot 3 1 7 16 35 7 23 6 1 32 10 184 12 27 12 155 26 27 78 2 116 73 198 5 15 1 94 1 1 1 3 1 17 14 5S 3 1 6 5 2 29 2 46 o 2 16 2 31 2 1 6 33 1 5 10 8 33 7 4 2 10 58 6 6 17 34 35 36 5 22 1 4 4 38 S7 18 1 . 8 29 10 6 5 31 16 1 42 5 3 6 38 29 39 40 4 2 41 6 4 1 41 4i 384 STREET AND ELECTRIC RAILWAYS. Supplementary Table 1.— BRIDGES AND TUNNELS OWNED BY STREET RAILWAY COMPANIES. TOTAL. ■ BRIDGES. (•TATE AND NAME OF COMPANY. Iron and steel. Wooden. Wooden trestles or trestle bridges. Masonry. TUNNELS. E Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. UNITED STATES 2,748 480, 912 1,024 156, 061 574 57, 152 931 242, 458 192 5,438 27 19, 803 ALABAMA. 29 2,856 6 180 18 2 454 5 222 1 9 10 2 2 4 2 9 476 ! 2,140 ! 120 | 12 60 48 225 4 10 254 5 222 . 11 2,140 4 2 2 120 12 5 fi 4 60 q 2 48 ARIZONA. 9 225 i 6 3 8 75 150 949 i 6 3 5 75 ? ! 150 809 ARKANSAS. 3 140 I i ? 1 1 2 4 57 24 20 120 785 11, 913 1 24 3 1 2 20 120 5 ft 4 7 785 CALIFORNIA. 6 4,947 38 4,121 300 3 763 fi 4 5 2 2 20 3 2 3 4 8 2 26 4,400 2,445 816 200 1,328 96 40 50 460 625 813 640 8,094 4 2 4,400 547 i 7 2 1,133 1 2 765 14 816 15 1 " 2 200 Ifi 20 2 1,328 60 °0 1 2 36 10 °1 9o 3 50 460 ?S r 'S 1 125 1 100 2 1 400 SO 7 2 9 450 640 420 363 ?3 . COLORADO. 5 6,380 12 1,294 6 11 7 2 57 944 670 480 6,000 5,900 6 944 2 1 2 35 250 130 6,000 3,680 9 420 6 350 CONNECTICUT. 7 544 12 1,624 3 52 1 13 5 1 2 2 10 7 4 2 4 3 3 19 175 2,500 240 146 340 165 507 425 240 100 530 182 350 2,366 1 175 6 1 1 1 1 4 7 4 1,200 85 146 40 140 342 425 240 7 1 1,300 125 3 30 1 1 1 300 25 14 2 99 3 62 11 15 17 2 100 4 3 3 7 530 182 350 1,421 23 DELAWARE. 1 300 11 645 6 10 3 25 470 985 911 3,912 2 4 1 22 375 485 561 3,841 4 5 2 95 200 350 1 300 DISTRICT OF COLUMBIA. 3 71 3 2 4 5 1 13 2 1,117 239 677 12 1,867 270 2 2 4 1 13 1,117 212 633 12 1,867 2 1 27 44 6 8 FLORIDA. 2 270 2 1 1 220 50 1 1 220 50 GENERAL TABLES. 385 Supplementary Table 1.— BRIDGES AND TUNNELS OWNED BY STREET RAILWAY COMPANIES— Continued. STATE AND NAME OF COMPANY. TOTAL. BRIDGES. Iron and steel. Wooden. Wooden trestles or trestle bridges. Masonry. TUNNELS. .a 3 Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. GEORGIA. Total for state 18 460 7 150 10 300 1 10 Columbus Railroad 4 9 3 2 4 101 250 30 60 120 17, 320 9 250 5 Covington and Oxford 3 30 r, • 1 50 1 10 8 Savannah Electric 4 5 120 875 ILLINOIS. Total fur state 48 3,599 40 6,819 3 56 5 5,971 Elgin, Aurora and Southern •?, 3 3 3 4 1 3 2 1 10 1 27 2 1 14 1 6 3 1 3 4 8 142 1,600 60 6,393 ■ 1, 800 538 40 120 174 920 125 800 210 1,200 1,657 150 140 75 350 76 1,319 613 9,699 1 8 40 60 1 720 1 800 3 in 3 5,393 n 4 1,800 l" 1 538 i;t 3 40 18 2 120 i*i 1 4 1 27 1 174 80 125 800 150 ?i 5 800 1 40 ?? ?s ?r> 1 1 13 1 6 3 60 1,200 1,554 150 140 75 V) so 1 103 S'l 40 4° 4S 1 1 2 2 58 350 40 1,154 483 6,332 44 1 1 20 15 1 16 4S 1 4 53 150 90 2,558 4H 2 3 40 ] 125 INDIANA, Total for state 27 564 1 120 4 14 28 6 44 3 2 2 7 11 8 11 45 200 590 1,250 110 2,901 135 24 1,000 150 885 905 1,391 208 9,807 4 12 200 390 f> 1 10 1 81 80 950 60 2,226 1 120 a Indianapolis, Shelby ville and Southeastern 18 5 300 50 13 2 675 90 1 45 1 11 2 24 2 1,000 ?n 2 150 5 600 1 175 1 1 60 20 10 885 "-i 7 1,376 40 6,320 1 15 10 16 168 ' 513 IOWA. Total for state 22 3,474 3 2 2 2 1 14 12 3 4 2 19 200 270 3,326 636 600 1,800 107 200 950 1,318 3,187 3 1 1 200 64 60 1 206 i 1 1 2 1 3,266 536 600 < 9 10 16 20 22 14 1,800 12 3 107 200 2 1 600 318 380 2 1 350 1,000 2,400 KANSAS. 5 132 1 5 275 5 6 8 10 11 8 1 1 4 6 11 375 320 800 1,160 1 1,032 1,140 { 3 100 5 275 1 320 1 3 3 o 800 1,100 1.000 125 1 60 2 6 32 595 KENTUCKY. Total for state 3 420 4 1 1 " i i 325 80 105 210 450 20 150 1 1 250 30 3 5 t> 8 10 1 105 1 140 1 2 70 450 1 1 20 150 LOUISIANA. i 8 l 31 150 10, 665 1 4 150 1,350 | MAINE. 10 1.6S4 17 7,631 s 4 6 8 O 3 1 200 | 212 54 300 ! - 200 o 200 1 1 12 54 2 300 1 386 STREET AND ELECTRIC RAILWAYS. Supplementary Table 1.— BRIDGES AND TUNNELS OWNED BY STREET RAILWAY COMPANIES— Continued. 1 TOTAL. BRIDGES. STATE AND NAME OF COMPANY. Iron and steel. Wooden. Wooden trestles or trestle bridges. Masonry. TUNNELS. K Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. 11 13 14 15 16 17 IS MAINE— Continued. Lewiston, Brunswick and Bath 3 2 8 1 3 2 3 1 45 1,526 538 5,240 1,300 760 100 375 60 23, 859 1 2 986 38 100 1 540 Portland Railroad 1 5 1 2 2 3 1 8 500 4,530 1,300 700 100 375 60 2,510 Portsmouth, Kitterv and York 1 610 Rockland. Thomaston and Camden Sanford and Cape Porpoise 1 60 Skowhegan and Norridgewock Railway and 19 Waterville and Fairfield Railway and Light MARYLAND. » 19 9,225 17 12, 084 1 40 1 25 7 2 1 8 232 21, 000 1,850 700 50 197 62 32,594 13 9,000 12 12, 000 3 Frederick and Middletown 7 1 1,850 660 4 1 40 7 1 3 107 50 113 62 11, 187 A 5 84 9 MASSACHUSETTS. 47 3,347 32 8,866 45 640 1 8,554 1 3 9 3 16 14 1 3 1 5 4 3 7 1 2 3 2 1 1 1 2 1 1 1 9 7 4 1 2 4 4 5 9 3 2 1 1 5 6 1 2 2 1 1 31 9 2 4 14 6 11 1 94 400 54 3,317 1,901 8,554 474 40 270 475 686 650 195 154 80 800 500 20 40 87 150 50 80 1,587 700 150 60 100 325 283 1,338 128 160 60 135 70 33 75 580 40 2,000 70 550 35 210 130 110 590 2,268 580 1,200 50 19, 719 2 3 9 6 33 54 1,103 949 3 147 4 220 4 1 3 32 57 6 5 2,182 895 ft 6 Boston Elevated Railway 1 8,554 7 1 52 1 1 20 40 1 402 1 Blue Hill Street Railway 10 3 1 3 4 160 100 686 160 1 3 70 375 1 40 11 V> in 2 1 40 195 1 450 17 IS 2 154 ■?l> 2 1 1 1 50 200 500 20 1 30 n 1 600 ?R ?4 ?5 1 40 ?« 2 S7 ?8 1 150 ! ?Q 1 50 3" 1 6 80 1,499 S3 Middleboro, Wareham and Buzzards Bav 3 6 2 1 2 1 3 2 4 3 1 2 1 1 88 500 75 60 100 300 203 1,308 110 120 40 135 70 33 35 1 200 37 2 75 SQ III 41 1 25 4i 'i 1 2 80 30 47 49 1 18 m Pittsfield Electric 6 40 M 2 20 55 FS<". RV 58 5 75 59 5 1 1 2 620 40 800 70 1 60 1 1,200 63 1 1 650 35 4 75 27 135 68 9 130 2 3 4 4 11 1 22 110 490 249 200 1,200 60 4,054 1 100 7 1 169 30 3 1 1,850 350 MICHIGAN. 9 848 58 14,287 1 400 4 130 9 10 1 1 17 13 7 1 1 3 11 1 8 1 3 5 2,860 2,109 256 16 600 3,428 1,290 335 1,000 30 CIS 1,637 740 2,370 10 325 2, 065 1 2 2 70 450 256 6 8 2,350 1,659 1 400 1 40 Detroit, Ypsilanti, Ann Arbor and Jackson 1 16 1 11 600 480 4 48 2 10 5 1 2,900 1,200 315 1,000 3 90 11 12 13 14 15 18 2 20 1 30 1 168 2 11 480 1,637 1 740 1 40 7 2,330 1 10 1 2 26 1,965 2 3 300 24 Saginaw Valley Traction 100 GENERAL TABLES. 387 Supplementary Table 1.— BRIDGES AND TUNNELS OWNED BY STREET RAILWAY COMPANIES— Continued. STATE AND NAltE OF COMPANY. TOTAL. BRIDGES. oa Iron and steel. Wooden. Wooden trestles or .trestle bridges. Masonry. TUNNELS. a Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. MINNESOTA. Total for state 2 1,360 1 60 1 1,300 Duluth-Superior Traction 2 1 1 8 60 1,300 322 1 60 b Winona Railway and Light 1 7 1,300 302 MISSISSIPPI. Total ior state 1 20 Meridian Light and Railway 3 5 3 93 160 162 20,918 1 20 4 3 50 140 162 6,491 6 Vicksburg Railroad, Power and Manufacturing . . MISSOURI. 35 13, 135 4 432 3 60 1 Carrollton Electric Railway 2 4 4 10 19 1 3 23 6 3 10 8 2 7 47b 72 1,949 14, 137 20 lib 2,018 286 600 b20 700 27 616 1 1 70 12 3 405 4 Hannibal Railway and Electric 3 60 b Southwest Missouri Electric Railway o 16 160 11, 729 8 1 1 11 5 2 7 8 2 4 1,789 1,458 20 75 1,432 225 100 260 700 27 415 b Metropolitan 1 iso 1 7 Missouri Water, Light and Traction b St. Joseph Railway, Light, Heat and Power 1 12 1 1 2 40 586 60 500 60 y 10 li 12 13 14 St. Louis and Kirkwood 1 200 Railway and Electric of Sedalia 1 MONTANA. n 150 1 50 1 1 b 1 lb 40 b25 60 7b6 1 3 40 375 3 2 150 b ° 1 lb 50 756 NEBRASKA. 1 lb 9 7b6 6,285 lb 4 756 6,380 NEW HAMPSHIRE. 3 205 2 700 3 Exeter, Hampton and Amesbury 4 2 1 2 88 5,40b 130 50 700 25, 940 1 2 75 130 3 5,330 4 6 1 50 V 2 25 700 |. NEW JERSEY. 34 6,973 22 2,842 16,006 ! , 7 | 119 ' •") 7 1 3 b 2 9 b 4 2 4 9 3 3 1 2 b 23 410 203 b,2S0 2,267 310 1,500 2,b37 1,150 3,615 76 950 4,925 364 60 12 400 510 1,782 43, 795 6 S2 1 121 5,280 8 4 1 117 2,150 ' fi 4 298 1,500 1 12 7 Elizabeth, Plainfleld and Central Jersey 8 New Jersey and Hudson River Railway and 7 3 2 1,927 150 1,500 : 1 2 610 9 2 I 1,000 # 111 2 1 2,115 11 2 75 12 2 2 1 50 2,120 60 6 900 r 13 1 3 325 304 60 2.4S0 14 18 19 1 12 ?(1 1 100 1 b in 300 200 850 "3 4 5 203 310 645 22, 2S5 "4 7 8S 180 2,872 6 107 442 NEW YORK. 15, 396 6 Albany and Hudson Railway and Power 1 20 38 lb 4 2 1 4 07 17 3 8 2 1 3 2,996 2,298 450 236 110 41 SliO 112 6, 206 5, 945 1,177 470 104 100 84 14 22 2,914 1,134 6 13 10 82 639 400 s 3 525 5 50 5 3 2 1 4 2S 16 7 1 176 110 41 200 112 4,360 b,b53 252 370 90 1 60 1 00 3 j 600 i) Binghamton Railway 1 40 38 1,806 11 1 , 392 1 1 925 100 ' j 17 IS 21 24 1 1 1 14 ' 1 2 100 33 Fonda, J ohnstown and Gloversville i bl l 388 STREET AND ELECTRIC RAILWAYS. Si'pplementaby Table 1.— BRIDGES AND TUNNELS OWNED BY STREET RAILWAY COMPANIES— Continued. STATE AND NAME OF COMPANY BRIDGES. TOTAL Iron and steel. Wooden. Wooden trestles or trestle bridges. Masonry. TUNNELS. & Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. 26 NEW YORK— Continued. Geneva, Waterloo, etc., Traction 2 6 8 3 1 9 11 1 1 5 1 15 10 1 8 1 5 1 4 5 2 8 5 3 1 4 17 6 1 15 6 6 24 6 10 1 6 9 215 60 359 178 30 620 296 1,000 19 250 10 2,415 869 1,800 1,139 60 166 600 33ft 900 110 144 1,100 66 25 207 834 2,400 157 862 786 1,819 1,190 780 516 160 139 433 1 15 1 5 1 3 ■200 40 40 178 27 Mountain Lake Electric 1 20 ?8 Bennington and Hoosick Valley ; 7 319 30 Hornellsville and Canisteo 31 1 30 as Ithaca Street Railway ... . 4 585 5 35 S3 Jamestown Street Railway 11 296 34 1 1,000 36 Lima-Honeove Light and Railroad 1 2 i 13 8 19 40 10 250 112 37 3 210 S8 39 2 2,165 411 1 2 757 41 1 1,800 58 j i" 357 1 30 3 1 752 60 I 61 62 i r i 8 40 600 305 4 126 64 65 1 1 30 300 68 4 600 6Q 2 3 110 74 71 Oneonta, Cooperstown and Richfield Springs 5 4 2 70 100 24 73 1 1 1,000 32 7ft 77 1 4 25 207 80 8'' 17 6 834 2,400 8ft 87 1 2 157 39 88 13 4 3 18 3 9 823 186 319 1,100 80 404 m 2 2 600 1,470 Q0 1 6 30 90 01 q? 3 1 700 112 OS 1 160 OS 3 1 110 100 3 29 NORTH CAROLINA. 8 333 1 3 1 4 18 75 60 280 42,650 1 3 1 3 43 18 75 60 180 1,278 1 200 100 17, 894 OHIO. 394 130 22, 818 20 630 1 30 1 9 4 2 1 28 5 5 4 7 3 15 90 33 392 550 80 2,352 1,220 915 380 330 2,700 2,330 1,360 2,170 400 422 436 2,740 1,500 50 1,180 6,043 18 1,140 225 400 388 445 234 200 155 1,063 6,081 330 2,763 1,535 21, 564 1 7 2 1 1 14 4 3 3 2 2 8 o 4 4 17 5 10 3 90 23 142 50 80 290 500 135 350 150 2,400 1,180 1,060 170 400 344 288 2,000 500 2 10 5 6 2 1 250 500 11 12 13 IB 16 17 18 9 162 5 1 1 1,900 720 480 1 300 1 3r 3 120 2 1 3 5 16 60 300 1,060 300 2,000 4 90 25 26 27 28 29 3U %', 36 37 38 4 26 16 17 6 1 6 31 2 7 3 3 6 10 6 5 9 24 55 3 36 7 9 9 1 2 78 18 100 10 5 3 130 640 1,000 1 50 1 3 22 1 1 830 1,069 10 65 2 3 300 4,650 1 6 50 824 1 8 6 3 8 2 9 1,075 225 400 50 400 4 1 4 4 3 13 27 2 22 338 45 154 140 65 536 1,796 300 2,395 49 51 2 80 1 60 6 90 11 28 1 528 4,286 30 Youngstown-Sharon Railway and Light .... 14 368 7 7 1,535 21, 240 OREGON. 2 324 1 2 4 5 1 2 3 6,500 9,200 6. 264 1 2 1 3 5,500 9,200 6,940 600 . 1 2 324 Salem Light, Power and Traction 3 600 GENERAL TABLES. 389 Supplementary Table 1.— BRIDGES AND TUNNELS OWNED BY STREET RAILWAY COMPANIES— Continued. STATE AND NAME OP COMPANY. BRIDGES. i-3 TOTAL. Iron and steel. Wooden. Wooden trestles or trestle bridges. Masonry. TUNNELS. .a Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. PENNSYLVANIA. 352 34,564 146 17,483 100 3,481 53 11,272 44 1, 693 9 635 1 8 18 20 12 3 3 5 4 2 7 2 1 3 1 10 9 2 8 4 3 10 9 2 1 10 4 8 5 3 1 1 16 2 4 1 1 3 3 4 15 3 2 6 19 16 ,1 3 3 15 3 3 5 3 1 4 2 3 2 11 9 1 1 7 1 20 1,500 1,045 715 675 420 100 140 70 90 535 100 50 300 60 1,000 719 200 170 215 90 241 170 150 100 775 62 2,360 63 210 40 120 2,368 240 90 35 100 90 755 60 2,922 440 350 2,775 799 2,770 75 150 95 867 400 288 3,060 1,100 10 300 330 60 530 340 217 265 120 155 23 4,518 8 10 9 12 1,500 506 303 575 o Philadelphia and Lehigh Valley 5 10 161 252 2 1 338 160 1 50 ° -1 q 2 100 1 3 320 100 111 1? 1 3 70 60 4 1 70 10 IS 14 2 1 2 90 125 100 15 5 110 1 300 Ifi 17 1 1 50 100 IS 2 1 200 60 *X) 10 1 1,000 60 99 1 25 5 1 6 70 100 80 2 1 564 100 OS 0( 2 1 1 2 2 2 1 10 1 1 90 60 60 58 100 150 100 775 22 550 1 80 2 75 2 30 2 47 6 136 7 70 32 33 2 1 20 1,100 1 20 6 3 1 710 45 12 36 37 2 18 2 1 198 40 39 41 1 4 120 1,825 4 2 1 1 1 3 2 4 6 3 1 3 9 4 285 240 25 35 100 90 515 60 2,322 440 60 1,255 200 970 8 258 3 65 1 240 3 100 6 500 1 3 1 12 1 300 1,520 406 1,800 75 8 133 1 60 Pittsburg, McKeesport and Connellsvfile 3 3 7 160 95 123 8 3 744 400 3 2 288 700 2 2 2,300 800 1 1 1 1 1 3 60 300 10 30 30 60 3 270 1 300 1 7 130 180 1 400 4 2 160 30 7 187 1 1 265 120 1 80 6 75 1 3 23 294 RHODE ISLAND. 2 680 15 3,544 1 2 4 7 7 1 1 12 1,280 460 2,766 12 8,600 7 1 6 1 8 1,280 460 1,792 12 7,970 2 680 3 294 SOUTH CAROLINA. 2 180 2 450 2 8 4 6 7 5 2 1 1 3 81 7,480 70 350 100 600 4,631 2 180 3 2 7,300 70 1 1 350 100 3 25 .600 1,446 TENNESSEE. 6 2,435 12 475 38 275 2 3 7 51 1 1 16 5 205 850 6 200 1,480 1,890 1 1 65 400 1 125 5 30 15 200 20 1 1 1 2 250 6 200 950 40 6 ft 1 3 120 1,850 11 350 3 60 1165—05 26 390 STREET AND ELECTRIC RAILWAYS. Supplementary Table 1.— BRIDGES AND TUNNELS OWNED BY STREET RAILWAY COMPANIES— Continued. STATE AND NAME OF COMPANY. BBIDGES. TOTAL. Iron and steel. Wooden. Wooden trestles or trestle bridges. Masonry. TUNNELS. f- Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. Num- ber. Length, feet. TEXAS. 64 6,113 3 380 9 1,078 50 4,565 2 90 Bonham Electric Railway, Light and Power ■• 2 6 11 10 19 5 1 1 8 1 10 30 190 550 1,058 1,780 1,400 200 30 800 75 295 2 1 11 5 16 5 1 30 30 550 80 1,400 1,400 200 4 4 100 1 60 ft 6 5 978 7 3 380 8 q v> 1 30 13 8 1 800 75 1ft UTAH. 1 150 9 145 6 2 2 18 210 25 60 2,534 1 150 5 2 2 7 60 25 60 87 o VERMONT. 7 1,282 4 1,165 3 3 3 3 6 81 222 26S 450 836 761 32, 549 2 2 190 '256 1 1 32 9 3 450 3 836 5 9 46 2,796 1 55 715 24, 918 VIRGINIA. 15 4,826 2 ,9 1 3 5 6 3 3 1 3 3 10 6 4 19 ft 1 8 4 11 52 516 1,640 2,000 3,761 4,981 6,600 1,810 2,984 270 600 3,283 212 3,949 39,954 1 2 86 38 2 430 Washington, Arlington and Falls Church. 1 5 1 3 3 8 4 2 14 3 1 4 2 8 43 1,640 2,000 3,761 4,755 3,800 700 2,382 200 500 773 107 3,870 37,988 Newport News and Old Point Railway and 7 8 9 10 12 13 2 1 1 4 226 1,300 110 560 , 1 1 1 .2 1,500 1,000 42 70 Norfolk, Portsmouth and Newport News 18 19 4 2 1 2,510 105 15 Washington, Alexandria and Mt. Vernon WASHINGTON. 1 9 60 1,966 1 4 1 1 3 26 3 1 11 7 23 150 320 33,177 625 25 3,673 1,984 11,225 1 3 23 3 150 320 32, 920 625 3 3 257 1 25 11 2 11 3,673 300 9,660 6 5 1,684 375 8 WEST VIRGINIA. 7 1,190 8 9 4 20 3,540 4,465 2,700 530 6,706 2 1 1 3 6 600 40 100 450 4,243 2 3 300 75 4 5 1 1 9 2,640 4,340 2,600 80 1,948 4 ft b WISCONSIN. 5 515 Wisconsin Traction, Light, Heat and Power Ashland Light, Power and Street Railway 1 2 2 1 1 1 2 1 6 3 800 300 12 200 170 75 1,200 16 3,383 550 1 800 1 2 300 2 ' 2 1 1 12 200 170 3 b V 1 75 y 1 200 1 1 1,000 16 10 Marinette Gas, Electric Ligh t and Street Railway . a 4 3,243 2 140 14 1ft 3 550 HAWAII. 9 298 1 90 5 184 3 24 8 1 -'2 238 60 518 1 90 4 1 124 60 3 24 2 3 2 PORTO RICO. 2 518 2 518 2 518 - GENERAL TABLES. Supplementary Table 2.— FEEDER CONDUIT SYSTEM, LENGTH IN MILES. 391 STATE AND NAMK OF COMPANY. TOTAL. CONCRETE. TERRA COTTA AND VITRIFIED CLAY. IRON PIPE. WOODEN DUCT, ETC. •a a &5 Street oc- cupied. Duct. Street oc- cupied. Duct. Street oc- cupied. Duet. Street oc- cupied. Duct. Street oc- cupied. Duct. UNITED STATES 589.3 6, 546. 9 13.5 95.3 336.6 3, 905. 1 156.0 1,981.4 83.2 565.1 DISTRICT OF COLUMBIA. liS. 9 195.5 14.1 77.5 14.8 118.0 a 9.7 8.6 10.6 8.3 74.1 66.9 54.5 41.3 3.5 23.0 6.2 8.6 51.1 66.9 4 i 7 10.6 7.0 54.5 40.0 GEORGIA. 1.3 1.3 ■i 8.3 32.6 41.3 145.8 1 7.0 30.1 40.0 121.3 1.3 .4 1.3 4.6 ILLINOIS. 2.1 19.9 q 6.6 26.0 33.0 68.8 77.0 318.5 2.1 19.9 4.1 26.0 26.4 44.3 77.0 233.8 .4 4.6 10 MASSACHUSETTS. 6.5 84.6 .1 .1 1 .5 22.8 1.5 .1 8.1 .1 3.3 227.5 15.0 .1 72.6 .1 .5 16.3 1.5 3.3 142.9 15.0 r 6.5 84.6 ■>s 51 .1 .1 F>S 8.1 72.6 MICHIGAN. .1 .1 .1 14.0 .1 27.5 .1 .1 MINNESOTA. .5 2.5 13.5 25.0 14.0 1.3 27.5 18.8 .5 2.5 13.5 .5 25.0 .5 MISSOURI. .8 18.3 1.3 3.7 18.8 76.0 .8 18.3 .5 .1 .5 .6 NEW JERSEY. 3.6 75.4 New Jersey and Hudson River Railway and 8 .2 3.5 145.8 .6 75.4 3,317.1 .2 3.4 96.2 .6 74.8 2,294.2 .1 32.2 .6 943.4 NEW YORK. 10.5 57.0 6.9 22 5 17.2 95.0 3.1 12.9 10.0 7.6 6.0 105.1 2,778.9 13.0 279.0 133.5 7 6 46.5 10.5 57.0 2.8 60.0 3.1 12.7 10.0 7.6 .5 28.9 1,836.2 13.0 275.0 133.5 7.6 9.5 3.9 3.0 19.2 32.0 939.4 3.3 2 4.0 OHIO. 5.5 37.0 6.0 204.8 46.5 1, 685. 8 .5 47.4 9.5 376.9 5.5 81.2 37.0 766.4 PENNSYLVANIA. 76.2 542.5 200.8 4.0 110.8 1,681.8 4.0 674.0 47.4 376.9 81.2 766.4 72.2 4.0 538.5 4.0 WISCONSIN. 110. S 674.0 108.0 2.8 636.0 38.0 108.0 2.8 i 636.0 38.0 ... 392 STREET AND ELECTRIC RAILWAYS. I Supplementary Table 3.— WATER WHEELS AND GAS ENGINES. STATE AND NAME OF COMPANY. WATER WHEELS. u Total. 500 H. P. or under. Over500H.P.and under 1,000 H. P. 1,000 H. P. and under 2,000 H. P. GAS ENGINEE. g No. H. P. No. H. P. No. H. P. No. H. P. No. H. P. UNITED STATES 159 49, 153 129 22,453 12 6,850 18 19,850 15 1,925 CALIFORNIA. 8 6,495 , 3 245 5 6,250 3 176 7 1 2 45 200 1 2 45 200 IS 16 2 100 •» 5 6,250 5 6,250 30 1 75 COLORADO. Total for state 1 250 1 250 ? 1 3 250 646 1 3 250 646 CONNECTICUT. 11 3 8 646 1,400 3 8 646 1,400 FLORIDA. 8 17 1,400 5,470 8 13 1,400 3,070 GEORGIA. 4 2,400 4 7 6 1 1,050 3,220 1,200 60 4 3 6 1 1,050 820 1,200 60 4 2,400 IDAHO. 1 2 60 550 1 2 60 550 ILLINOIS. 5 400 5 400 42 2 23 550 3,325 2 23 550 3,325 MAINE. 2 16 19 15 1 7 13 2,000 75 1,250 1,732 15 1 7 13 2,000 75 1,250 1,732 MASSACHUSETTS. 21 55 59 72 4 1 2 6 12 440 250 450 592 10,280 4 1 2 6 2 440 250 450 692 280 MINNESOTA. 10 10,000 3 12 1 10, 280 250 2 1 280 250 10 10,000 MONTANA. 1 1 21 250 8,645 1 17 250 4,395 NEW YORK. 1 650 S 3,600 2 100 1 3 14 31 32 67 89 8 4 2 5,300 1,300 275 5 4 2 1,700 1,300 275. 3 3,600 2 100 2 4 1 800 320 650 2 4 800 320 1 650 GENERAL TABLES. Supplementary Table 3.— WATER WHEELS AND GAS ENGINES— Continued. 393 STATE AND NAME OP COMPANY. WATER WHEELS. S3 Total. SOOH.P.orunder. Over500H.P.and under 1,000 H. P. 1,000 H. P. and under 2,000 H. P. GAS ENGINES. 3 'A No. H. P. No. H. P. No. H. P. No. H. P. No. H. P. NORTH CAROLINA. Total for state 22 2,950 22 2,950 Asheville Electric 1 6 16 1 950 2,000 600 6 16 950 2,000 7 Fries Manufacturing and Power OHIO. Total for stale 1 600 ! 2 250 34 2 250 57 1 2 600 200 1 600 PENNSYLVANIA. 2 200 3 1,000 4? 2 200 2 200 51 1 2 400 Kft 600 VERMONT. Total for state 2 140 2 140 1 2 5 140 950 2 5 140 950 VIRGINIA. 1 o 3 5 350 600 1,325 2 3 5 350 600 1,325 I s . WASHINGTON. ■> 5 12 1,325 3,885 5 6 1,325 685 WISCONSIN. 6 3,200 1 6 5 1 3,200 475 210 6 3,200 5 1 475 210 1 Supplementary Table -t.— ALTERNATING-CURRENT DYNAMOS. STATE AND NAME OF COMPANY. TOTAL. 500 H. P OR UNDER. OVER 500 H. P. AND UNDER 1,000 H. P. 1,000 UNDER H. P. AND 2,000 H. P. 2,000 H. P. AND OVER. a 'A No.' H. P. No. H. P. No. H. P. No. H. P. No. H. P. UNITED STATES 441 231,924 329 61, 935 54 36,418 36 39, 696 22 93, 875 ALABAMA. 11 1,737 11 1,737 1 4 1 2 4 3 712 75 140 810 466 4 1 2 4 3 712 75 140 810 466 5 6 ARKANSAS. <; 3 6 466 5,090 3 1 466 90 CALIFORNIA. 5 5,000 15 1 5 6 90 5,000 1,691 1 90 5 5,000 COLORADO. 5 1,024 1 667 l 2 S 2 1 3 185 306 1,200 2 1 2 1S5 306 533 1 1— 1 i" 667 !::::::::::::ll::::::: 394 STREET AND ELECTRIC RAILWAYS. Supplementary Table 4.— ALTERNATING-CURRENT DYNAMOS— Continued. 5 12 2 11 IB 19 4 5 25 35 63 74 STATE AND NAME OF COMPANY. TOTAL. 500 H. P. OR UNDER. OVER 500 H. P. AND UNDER 1,000 H. P. 1,000 H. P. AND UNDER 2,000 H. P. 2,000 H. P. Ai?D OVER. No. H. P. No. H. P. No. H. P. No. H. P. j No. H. P. CONNECTICUT. 16 3,160 15 \ 2, 620 1 540 2 13 1 11 300 2,320 S40 2,313 2 13 300 2,320 1 1 540 1 FLORIDA. 11 2,313 1 2 6 4 20 400 413 1,500 7,643 9 5 4 15 400 413 1,500 2,963 GEORGIA. 3 2,000 2 2,680 1 3 2 7 3 2 2 11 335 3,480 1,200 1,055 560 213 800 2,750 1 335 1 1 800 1, 200 2 | 2,680 2 7 3 2 2 11 1,055 560 213 800 2,750 1 ' 1 | ILLINOIS. o 1 2 3 1 13 150 150 750 1,100 400 200 8,955 2 1 2 3 1 8 150 150 750 1,100 400 200 1,255 ! INDIANA. 1 700 1 1,000 3 6,000 1 1 3 o 1 5 20 1,000 700 6,000 230 125 900 3,379 1 1,000 1 700 3 6,000 2 I 5 20 230 125 900 3,379 IOWA. 2 2 3 2 3 3 2 2 1 3 175 300 666 200 500 540 600 123 275 660 2 2 3 2 3 3 2 2 1 3 175 300 666 200 500 540 600 123 275 560 KANSAS. 1 2 10 160 400 1,473 1 2 10 160 400 1,473 KENTUCKY. ] . 5 5 1 773 700 73 6 5 1 773 700 73 LOUISIANA. i! 1 1 10 73 3,083 1 10 73 3,0S3 .. MAINE. ! 3 1 4 o 1,000 1,000 250 833 240 2 3 1 4 2 1,000 1,000 250 833 240 i | MARYLAND. 1 11 240 2,914 2 9 240 1,714 1 MASSACHUSETTS. 2 1.200 ; i — - 1 3 2, 1 2 1 247 667 100 300 400 1,200 3 2 1 2 1 2-17 6(>7 100 300 400 1 : i 2 ] 1,200 GENERAL TABLES. Supplementary Table 4.— ALTERNATING-CURRENT DYNAMOS— Continued. 395 STATE AND NAME OF COMPANY. TOTAL. 500 H. P. OE UNDER. OVEE 500 H. P. AND UNDER 1,000 H. P. 1,000 H. P. AND UNDER 2,000 H. P. 2,000 H. P. AND OVER. £ No. H. P. No. H. P. No. H. P. No. H. P. No. H. P. MICHIGAN. Total for state 39 11,662 31 6,595 8 5,067 3 3 1 3 5 6 2 1 5 2 2 2 3 2 3 9 400 333 2,000 1,250 1,675 1,333 667 320 335 150 1,067 800 126 1,206 8,100 3 1 400 333 4 5 3 2,000 r» 5 5 1,250 1,675 q in 2 1 1,333 667 n i? 5 2 2 320 335 150 is 19 "0 2 1,067 *>i 3 2 3 1 800 126 1,206 100 °s ?4 MINNESOTA. 8 8,000 s 8 1 9 8,000 100 1,656 8 8,000 5 1 9 100 1,556 MISSISSIPPI. 3 2 4 11 573 633 450 7,683 3 2 4 5 573 533 450 667 1 2 2, 300 396 STREET AND ELECTRIC RAILWAYS. Supplementary Table 4.— ALTERNATING-CURRENT DYNAMOS— Continued. OJ STATE AND NAME OF COMPANY. TOTAL. 500 H. P. OE UNDER. OVER 500 H. P. AND UNDER 1,000 H. P. 1,000 H. P. AND UNDER 2,000 H. P. 2,000 H. P. AND OVER. 1 2 No. H. P. No. H. P. No. H. P. No. H. P. No. H. P. ?6 OHIO— Continued. 666 200 198 3,120 1,629 120 300 800 1,067 720 1,920 2,750 80 1,000 2 1 4 666 200 198 an 1 4 4 3 1 2 2 3 3 4 1 4 a? ?fi 2 1 1,120 2 1 1,335 2 2,000 38 1 1 o 2 3 3 1 294 120 300 800 1,067 720 480 4? 44 47 F>? j 53 1 55 2 4 1,440 2,750 56 fifi 1 3 80 400 OREGON. 1 600 3 1 3 13 600 400 6,443 1 600 5 3 8 400 1,»43 PENNSYLVANIA. 5 5,000 q 2 533 250 400 5,000 260 1,590 2 2 1 533 250 400 is 2 St 1 5 3 8 61 5 5,000 3 8 260 1,590 SOUTH CAROLINA. , 6 2 3 1,270 320 1,183 6 2 1 1,270 320 117 TENNESSEE. 2 1,066 5 1 2 4 117 1,066 2,173 1 117 2 2 1,066 1,740 TEXAS. 2 433 o 2 17 1,740 433 3,555 2 1,740 8 2 16 433 2,721 VIRGINIA. 1 834 4 5 6 10 15 19 5 1 5 3 2 1 13 775 50 1,900 500 280 50 "5,252 5 1 4 3 2 1 9 775 50 1,066 500 280 50 1,168 Newport News and Old Point Railway and Electric 1 834 WASHINGTON. 2 1,384 2 2,700 1 2 3 7 8 1 3 5 3 1 14 634 348 660 3,450 160 3,923 1 634 3 5 348 660 1 750 2 2,700 1 11 160 2,123 WEST VIRGINIA. 3 1,800 3 4 3 5 2 30 653 1,800 1,260 210 * 14, 696 4 653 3 1,800 S 8 5 2 20 1,260 210 2,430 WISCONSIN. 6 4,266 4 8,000 2 3 3 3 10 2 1 5 1 1,600 820 350 350 10, 720 706 300 250 100 2 1,600 3 3 3 3 1 1 5 1 320 350 350 720 40 300 250 100 Marinette Gas, Electric Light and Street Railway 11 3 1 2,000 666 4 8,000 17 HAWAII. 1 75 1 75 1 2 75 600 1 2 75 600 3 PORTO RICO. 600 2 600 2 1 GENERAL TABLES. Supplementary Table 5.— AUXILIARY ELECTRIC EQUIPMENT. 397 STATE AND NAME OF COMPANY. TRANSFORM- ERS. STORAGE-BAT- TERY CELLS. BOOSTERS. AUXILIARY GENERATORS. ROTARIES. ELECTRIC MOTORS USED IN PLANT OR SUBSTATION FOR MISCELLANEOUS WORK. No. H. P. No. H.P. No. H.P. No. H. P. No. H. P. Direct current. Alternating current. S5 No. H. P. No. H. P. UNITED STATES. ALABAMA. 1731 63, 486 =16,471 19, 744 =104 18,319 471 5,044 83 27,861 432 10,053 86 5,101 3 187 3 240 Ann 1st on Electric and Gas 1 3 240 6 Mobile Light and Railroad 3 3 187 180 ARKANSAS. 6 3 12 180 4,2'iO CALIFORNIA. 1,012 561 4 170 3 55 6 320 .5 1,105 4 270 15 7 1 75 2 70 8 1 25 IS 250 180 1 15 zn 1 20 1 3 1 5 22, 12 4,240 1 60 900 ?a 1 200 200 24 225 190 w 2 30 an 267 264 176 235 1 1 20 87 2 o 30 45 COLORADO. 8 614 3 49 2 533 ? 6 600 2 533 a 2 45 s 2 6 14 800 264 1,270 285 1,072 1 4 87 620 3 49 CONNECTICUT. 1 200 f 264 264 472 ( 6 ) 200 472 2 320 q in New York, New Haven and Hartford (Berlin system) 15 1 1 250 50 17 270 400 19 6 800 1 200 DELAWARE. 6 996 1 63 1 1 3 2 63 400 533 1 63 ? - S / DISTRICT OF COLUMBIA. 264 150 3 400 4 182 ■a No. H. P. No. H. P. No. H. P. No. H. P. No. H P Direct current. Alternating current. S5 No. H. P. No. H. P. MINNESOTA. Total for state 12 4,000 576 3,000 Twin City Rapid Transit a 12 14 4,000 3,680 576 3,000 MISSOURI. 3 685 6 195 3 2,400 25 831 2 125 r 2 150 8 4 1 6 3 600 80 2,000 1,000 1 2 25 660 2 4 3U 165 9 22 666 2 125 in 2 1 i,6no 800 i? 14 1 4 15 NEW HAMPSHIRE. 6 750 250 53 1 100 1 335 2 400 5 8 1 1 335 3 6 750 2 400 3 6 5 8 ft 250 63 7 1 5 100 389 1 6 1 57 NEW JERSEY. 350 288 1 120 1 1 1 160 13 ft 2 10 8 350 288 10 1 3 7 40 13 1 120 lfi 2 1 12 166 50 3,310 7R NEW YORK. 39 6,281 1,564 3,261 16 1,950 7 3,978 190 3,459 27 ° 521 1 3 1,000 2 150 6 6 1 1 3 276 231 9 3 440 1 400 in 2 50 14 1 50 31 250 70 a? 4 6 3 250 1,235 265 41 166 2. S->3 6 1,890 fis 16 3,839 60 496 200 2,250 2 2,i40 fi8 5 1 1 2 1 2,260 500 (') 300 150 9 1 440 4 inn 13 ! 550 59 fil 68 71 i 7'1 1 ! 15 74 264 228 110 400 sn 1 50 8'' Rochester and Sodus Bay Schenectady Railway " 135 867 1 3 350 1,088 8ft 7 80 89 1 1 1 15 10 5 «f> 1 50 NORTH CAROLINA. 3 300 1 ■ 5 1 3 300 * 1 5 4 1 2S 5 S34 OHIO. 76 9,317 2,292 2,392 12 1,162 3 81 15 5,704 5 9 o 4 6 800 402 800 2 667 2 669 2 j 800 o 7 ft - 81 |i 250 ISO 4 i 4 8 10 o 400 40 17 10 Mill Creek Valley 290 276 160 1, 2S0 11 3 50 6 I 1 ) 900 (') 2 0) 1 C 1 ) ' ( 1 15 12 •J, 400 1,600 j. 4 1, 600 1 5 i 1 100 2 315 312 son ; 2 315 1 i 150 135 ...... 250 Western Ohio Railway 4 2,000 - 1,120 l 120 1 3 800 1 5 1 2 1 ! 1 333 24 100 l 533 "1 1 5 1 S "' 200 4 40 1 200 62 264 472 \ 1 "Not reported. 400 STREET AND ELECTRIC RAILWAYS. Supplementary Table 5.— AUXILIARY ELECTRIC EQUIPMENT— Continued. STATE AND NAME OF COMPANY. TRANSFORM- ERS. STORAGE-BAT- TERY CELLS. BOOSTERS. AUXILIARY GENERATORS. ROTARIES. ELECTRIC MOTORS USED IN PLANT OR SUBSTATION FOR MISCELLANEOUS WORK. u No. H. P. No. H. P. No. H. P. No. H. P. No. H. P. Direct . current. Alternating current. li No. H. P. No. H. P. OREGON. ;| 1 125 o 1 35 125 485 PENNSYLVANIA. 8 879 4,035 3,820 19 4,663 | 5 124 15 4,003 1 264 215 264 93 267 250 1 60 3 4 1 14 9 3 150 14 1 185 1 2 3 1 1 1 °2 1 5 35 3 5 15 5 342 10 R0 as 2 400 1 330 43 i 48 2 230 1 «i w 270 300 8 2,105 2 50 J 58 59 Delaware County and Philadelphia 1 4 61 2,750 2,660 2 1 1 1 1 1,400 150 180 133 160 14 3,733 f.s l 71 77 1 30 78 ' 84 :::::::: 1 1 5 30 88 1 60 2 00 SI 2 325 qi 242 485 250 600 RHODE ISLAND. 3 292 1 2 92 200 485 600 SOUTH CAROLINA. 4 150 1 250 2 450 2 3 4 150 1 250 2 450 TENNESSEE. 1 115 4 60 3 2 2 1 30 30 3 1 115 TEXAS. 7 1,400 2 40 2 660 7 12 7 1,400 2 40 2 660 1 1 S VERMONT. 216 100 1 6 1 1 2 1 216 100 VIRGINIA. 4 1,133 2 200 2 27 1 6 10 12 15 o 27 Newport News and Old Point Railway and Electric . . 3 1,000 1 1 75 125 1 2 133 400 WASHINGTON. 5 149 3 1,634 6 91 1 2 3 7 8 2 400 1 334 2 66 5 76 3 83 2 1,300 1 15 "WEST VIRGINIA. i 6 1,000 6 1,000 WISCONSIN. C 640 848 366 2 346 2 500 20 820 15 BSD 1 300 1 6 240 608 40 326 12 6 040 2 346 1 200 19 314 15 580 GENERAL TABLES. Supplementary Table 6.— SUBSTATION EQUIPMENT. 401 i STATE AND NAME OF COMPANY. ROTARY CONVERT- ERS, BTC. TRANSFORMERS. STORAGE-BATTERY CELLS. MISCELLANEOUS. s S3 55 No. H. P. No. H. P. No. H. P. No. H. P. UNITED STATES 1358 186,688 2 926 221,459 3 20, 960 39, 249 4 40 6,235 ALABAMA. 4 375 ? 4 42 375 9,206 CALIFORNIA. 4 1,277 7 1 1 75 135 ?n 3 33 6 3 160 7,600 1,446 225 ?■» ?s 2 1 1,067 200 CONNECTICUT. 19 1 5 200 1,400 3 10 225 1,400 DISTRICT OF COLUMBIA. 508 133 ? 3 2 600 800 6 4 4 600 800 800 264 244 80 53 ■i FLORIDA. 2 530 fi 4 3 800 2,000 2 530 GEORGIA. 3 1,600 150 910 ? 3 12 1,600 5,617 3 28 2,000 8,113 150 1,566 910 556 ILLINOIS. 3 ( 5 ) •71 4 2 6 700 2,667 2,250 12 6 10 2,413 3,000 2,700 504 200 o-> ?1 864 198 2,112 256 100 1,250 3 ( s ) ?5 INDIANA. 19 6,, 088 50 7,125 2 1 15 1 2 500 463 5,000 125 850 2 3 44 1 6 a 7,000 125 750 °o MINNESOTA. 24 6,800 Twin City Rapid Transit s 8 10 6,800 6,165 24 35 6,800 7,697 MISSOURI. Total for state 55 30 f) 4 4 2 1,333 3,232 1,600 12 16 6 1 1,280 4,415 2,000 2 q 55 30 MONTANA. 2 250 j 2 8 250 3,600 ' NEW HAMPSHIRE. 24 2,900 264 1,200 3 7 8 3,600 24 2,900 264 1,332 1,200 816 NEW JERSEY. 4 800 8 640 2 5 16 23 4 800 8 640 264 504 300 264 4,569 308 308 200 25, 102 NEW YORK. 107 105, 998 322 116,332 28 4,700 1 2 3 9 10 IT 38 41 55 5S 82 85 92 6 9 2,100 4,500 30 27 3,900 5,400 264 115 2 20 400 10, 000 6 48 1 3 102 63 39 3 480 8,000 10 402 45, 000 32, 640 20,100 400 1 10 200 840 4,820 100 1 37 13 13 2 4 268 46, 230 26,130 14, 070 700 1,600 270 2,493 220 248 97 18,000 1,100 750 16 4,000 1 400 234 220 NORTH CAROLINA. 1 400 14 2,580 1 400 3 11 102 880 1,700 12, 983 OHIO. 65 15, 088 1,128 2,221 1 3 1 6 11 2 10 2 330 1,500 267 400 800 2,800 800 3 9 3 3 400 4,500 600 0) - ■ 6 15 6 800 2,000 800 300 252 250 1,664 1 7 14 2 6 21 3,060 3,800 533 798 4,690 21 27 2 7 34 2,100 ■ 200 533 1,050 4,875 1 576 4,548 307 3,689 PENNSYLVANIA. 1 2 167 200 3 150 264 354 1 330 2 400 1,270 264 2,750 655 (M 2,680 2 14 1 3,733 260 6 21 2 4,000 325 | 8y .: 1 !Not reported. GENERAL TABLES. Supplementary Table 6.— SUBSTATION EQUIPMENT— Continued. 403 u .0 STATE AND NAME OF COMPANY ROTARY CONVERT- ERS, ETC. TRANSFORMERS. STORAGE-BATTERY CELLS. MISCELLANEOUS. •a 3 No. H. P. No. H. P. No. H. P. No. H. P. RHODE ISLAND. Total for state 4 1,466 8 1,866 1,452 765 Sea View Railroad 1 248 280 528 396 50 245 200 270 3 Union Railroad 4 Rhode Island Suburban 4 1,466 8 1,866 S Providence and Danielson . . SOUTH CAROLINA. Total for state 2 533 6 600 4 472 3 9 4 533 1,900 6 12 600 2,000 4 472 TEXAS. Total for state 7 4 1 1,900 210 12 2,000 VERMONT. 508 320 1 1 210 248 260 150 170 ? VIRGINIA. 8 1,200 5 8 10 1,200 4,000 WASHINGTON. 5 3,333 5 333 s 5 12 3,333 1,168 10 20 4,000 2,456 5 333 WEST VIRGINIA. 818 827 12 1,168 20 2,456 530 288 264 760 67 200 >s WISCONSIN. 4 2,400 13 2,890 1 200 1 1 2 200 2,000 3 5 2 3 150 2,000 500 240 264 200 1 209 14 1 200 APPENDICES Appendix A.— SCHEDULE Appendix B— INSTRUCTIONS TO SPECIAL AGENTS 1165—05 27 (405) APPENDIX A. STREET RAILWAYS. Name of company State City General offices at United States Census Office, Washington, D, C, October 15, 1902. By section 7 of the act of Congress for the establishment of a permanent Census Office, passed March 6, 1902, the Director of the Census is required to prepare a report on the street railways of the United States, and the following schedule has been formulated for that purpose. Mr. Thomas Commerford Martin, of New York city, expert special agent, is in charge of the electrical branch of this inquiry. The system of accounting used in this schedule follows the form devised by the Street Railway Accountants' Association of America. The information returned on this schedule should cover the business year of the establishment most nearly conforming to the year ending June 30, 1902. All questions that require a fixed time, such as mileage or track, cash on hand, etc., should be of the date of the last day of the year covered by the report. William R. Merriam, Director of the Census. Extract from act of Congress, March 3, 1899: Section 22. * * * "And every president, treasurer, secretary, director, agent, or other officer of every corporation, and every establishment of pro- ductive industry, whether conducted as a corporate body, limited liability company, or by private individuals, from which answers to any of the sched- ules, inquiries, or statistical interrogatories provided for by this act are herein required, who shall, if thereto requested by the Director, supervisor, enumer- ator, or special agent, willfully neglect or refuse to give true and complete answers to any inquiries authorized by this act, or shall willfully give false information, shall be guilty of a misdemeanor, 'and upon conviction thereof shall be fined not exceeding ten thousand dollars, to which may be added imprisonment for a period not exceeding one year." certificate. This is to certify that the information contained in this schedule is complete and correct to the best of my knowledge and belief, and it covers the period from , 190.., to , 190... (Signature and official designation of the person furnishing the information.) (Signature of special agent.) 1. Date of charter under which organized 2. If a consolidated company, give names of constituent companies and dates of consolidation 3. If a controlling company, give names of constituent companies and dates such control began 4. If a reorganized company, give name of original company and date of reor- ganization 5. If a subsidiary or leased company, give name and address of controlling company or lessor and date such control began or date of lease 6. Kind of motive power used (electric, cable, animal, etc.) 7. If there have been changes in the power employed, give date and character of the change 8. Is electric current generated for sale for light or power? 9. Give name of city or cities in which the road is operated, and if in rural districts, name the towns and counties 10. Total length of streets or roads or private right of way over which cars are run (in miles) 11. If track extends into more than one state, give the number of single track miles in each state 12. Character and length of line (in single track miles): Single trolley overhead ; double trolley overhead ; conduit trolley ; third rail ; accumulator system ; cable ; steam ; animal 13. Length of track owned by other companies upon which cars of this com- pany are run either by agreement or contract (in single track miles) 14. Is the municipal franchise limited in time; and, if so, for how long a time is it granted? 15. ACCIDENTS. Passengers Employees Other persons . Total .... Killed. Injured. 16. TRAFFIC, MILEAGE, AND MISCELLANEOUS STATISTICS. Fare passengers carried Transfer passengers carried Total passengers carried . Passenger-car mileage Freight, mail, express, and other car mileage. Total car mileage Passenger-car hours Freight, mail, express, and other car hours . Total car hours Transfer points . Number. Maximum speed, miles per hour, as per ordinance, within city limits. outside city limits Rate of fare per passenger Are tickets sold; if so, at what rate to the passenger? Are mails carried for the Government? Number. Miles of exclusive telephone line in use for operation of Lamps used in lighting buildings, shops, car houses, etc., and ways: State whether the company owns and operates any parks or pleasure resorts; if so, how many and cost of investment: if hired, annual rental. Number of visitors annually Miles of new road constructed and opened for operation during year Steam railroad crossings protected (number) Steam railroad crossings unprotected (number) (407) 408 STREET AND ELECTRIC RAILWAYS. 17. TRACK. Owned. Leased. Operated under trackage rights. Total operated. Length of road (first main track) * Length of second main track Total length of main track Total computed as single track 1 Length to be stated in miles and decimals of a mile carried to three places. Miles of track on private right of way owned by road Miles of track on private right of way not owned by road How many miles of single track are within city or municipal ordinance limits?. 18. ELECTRIC LINE CONSTRUCTION. LENGTH OP LINE IN MILES AND FEET. Span-wire construc- tion. 1. Single overhead trolley 2. Double overhead trolley 3. Miles of line with iron and steel poles. 4. Miles of line with wooden poles 5. Miles of track with cast welded joints. Side- bracKet construc- tion. Center pole. Poles to mile. 19. CARS, ETC. Closed passenger cars Open passenger cars Combination cars (open and closed) Combination cars (passenger and freight or express) Total passenger cars . Mail cars Express and freight cars. . . Work cars Snow plows Sweepers Miscellaneous Total. Total num ber. With electric equipment. Without electric equipment. 20. FENDERS AND BRAKES. Total number of cars. Equipped with fenders. Equipped with hand brakes. Equipped with air brakes. Equipped with electric brakes. Equipped with track brakes. Equipped with friction brakes. Equipped with more than one kind of brake. 21. HEATING OP CARS. Cars with electric heaters Cars heated by stoves Cars heated by hot water Cars heated by other systems . Number. 22. LIGHTING OF CARS. Cars lighted by electricity . Cars lighted by gas Cars lighted by oil Number. 23. WEIGHT OF RAILS. Weight of rails per yard: Steel, maximum pounds. Steel, minimum pounds. Name style (girder, tee, center groove, full groove, etc.): 24. CONDUIT SYSTEMS FOR DISTRIBUTION. Miles of street oc- cupied. Total miles of duct. Iron pipe, plain or lined with cement 1 25. BRIDGES BUILT FOR ROAD. Iron or steel bridges Wooden bridges Wooden trestles or trestle bridges . Masonry viaducts Tunnels for cars Total Number. Aggregate length (feet). APPENDIX. 409 26. POWER PLANT EQUIPMENT. GENERATING POWER PLANT. Number. Total capacity in horse- power. 1. Steam engines: Under 500 H. P.. . Over 1,000 H. P. and under 2,000 H. P 2. Water wheels: Under 500 H. P Over 1,000 H. P. and under 2,000 H. P 5. Auxiliary engines for use within plant as accessories, 27. ELECTRICAL GENERATORS. Number. Total capacity in norse- power. Voltage. 1. Direct current: Over 500 H. P. and under 1,000 H.P Over 1,000 H.P.andunder2,000 H.P 2. Alternating current: Dynamos phase — Under 500 H. P Over 1,000 H. P. and under 2,000 H. P. . . 28. SUBSTATION EQUIPMENT. 1. Rotary converters, etc. 2. Transformers 3. Storage battery, cells. . Miscellaneous Electric motors used in plant or substation for miscellaneous work: 1. Direct current. 2. Alternating Total capacity in horse- power. Voltage. 29. MAINS AND FEEDERS. Miles of overhead feeder construction Miles of underground feeder construction 30. OUTPUT OP STATION. Kilowatt hour, average per day Kilowatt hour, total for year Horsepower of current, average per day Horsepower of current, total for year 31. CONSTRUCTION AND EQUIPMENT. Cost during the year. 1. Organization 2. Engineering and superintendence 3. Right of way 4. Track and roadway construction 5. Electric line construction 6. Real estate used in operation of road 7 Buildings and fixtures used in operation of road. 8. Investment real estate 9. Power plant equipment 10. Shop tools and machinery 11. Cars 12. Electric equipment of cars 13. Miscellaneous equipment 14. Interest and discount 15. Miscellaneous Total Electric light or power service . Cost to date. Cost of road and equipment per mile of road owned $_ 410 STREET AND ELECTRIC RAILWAYS. REMARKS. 32. OPERATING EXPENSES. Maintenance: Ways and structures — 1. Maintenance of track and roadway 2. Maintenance of electric, cable, etc., lines. 3. Maintenance of buildings and fixtures Total Equipment— 4. Maintenance of steam plant 5. Maintenance of electric, cable, etc., plant. 6. Maintenance of cars 7. Maintenance of electric, cable, etc., equip- ment of cars 8. Maintenance of miscellaneous equipment. . 9. Miscellaneous shop expenses Total Transportation: " Operation of power plant— 10. Power plant wages 11. Fuel for power 12. Water for power 13. Lubricants and wastes for power plant 14. Miscellaneous supplies and expenses of power plant 15. Hired power Total Operation of cars — 16. Superintendence of transportation 17. Wages of conductors 18. Wages of motormen 19. Wages of other car service employees . 20. Wages of car house employees 21. Car service supplies 22. Miscellaneous car service expenses 23. Cleaning and sanding track 24. Removal of snow and ice Total General- 25. Salaries of general officers 26. Salaries of clerks 27. Printing and stationery 28. Miscellaneous office expenses 29. Storeroom expenses t 30. Stable expenses 31. Advertising and attractions 32. Miscellaneous general expenses 33. Damages 34. Legal expenses in connection with damages. 35. Other legal expenses 36. Rent of land and buildings 37. Rent of track and terminals 38. Insurance Total Grand total. Wages, aupplies, and expenses, Incidental and electric service not included in any other of the above items 1 8- INCOME ACCOUNT. INCOME. i For roads that sell light or power. Passengers Chartered cars . Freight Mail Express Sale of electric current for light or power . Miscellaneous Total Total operating expenses Taxes: Real and personal property Capital stock Earnings Miscellaneous (specifying same) . Interest: Funded debt Real estate mortgages Floating debt Rent of leased lines and terminals Miscellaneous . Total Net income 34. BALANCE SHEET. ASSETS. LIABILITIES. Kind. Amount. Kind. Amount. S *- estate. Other permanent invest- ments. Total Total 1 35. CAPITAL STOCK. COMMON. PREFERRED. DIVIDENDS DUR- ING YEAR. Number of shares. Total par value, Number of shares. Total par value. Rate. Amount. Total number of stockholders, . 36. FUNDED DEBT. Amount authorized Amoupt outstanding Kates of interest, per cent. APPENDIX. 411 37. EMPLOYEES' SALARIES, WAGES, ETC. Average number employed during the year. Total amount paid in wages and salaries during the year. Clerks Total .* 3X. NUMBER OF EMPLOYEES AT SPECIFIED DAILY RATES OF PAY'. DAILY RATES OF PAY. i o a c o £3 p a a a O 1 a a s 3 o a .a c M a o 3 6 K 3 Ch a. ™ 1 O S a % S 3 o a z 3 O o '3 a 3 B a a a SU75 1.00 1 1.25 1 1 1.50 | 2.00 1 , 2.50 i . ! 3.00. 3.25 3.50 i 3.75 4.00 i i 4.50 ' OTHEE DAILY' KATES. - — — — — — — — — — — RATES PER HOUR FOR OVERTIME. — — — — — — — 1 APPENDIX B. INSTRUCTIONS TO SPECIAL AGENTS. Reports must be secured on Special Schedule No. 1 (Form 8-120) for all street railways that were in existence during any portion of- the year ending June 30, 1902. Roads operated in rural as well as urban districts must be reported. The schedule is prepared primarily for roads operated by elec- tricity, as the greatest number and most important street railways have adopted this form of motive power. In cases where the road was operated in whole or in part by cable, animal, steam, or motive power other than electricity, answers must be made to all of the Inquiries that are applicable, the words "animal," "steam," etc., being added by the agent to the different inquiries when necessary. For instance, Inquiry 31 calls for the cost of ' ' electric line construction" and "electric equipment of cars;" in the report for a road operated by cable these inquiries should be changed to "cable line construction" and "cable equipment of cars," respectively. In a number of instances independent street railway companies have recently been combined under one ownership. In such cases one report may be made for the operations of the entire company, provided the roads which were formerly operated as independent lines are located in the same city or immediate vicinity, but if the system of accounting will permit of the preparation of separate schedules, a separate report should be secured for each of the con- stituent companies. In preparing separate reports for subsidiary companies the name and address of the controlling company must be given in answer to Inquiry 5. In addition to information as to railways, or portions of rail- ways, that are in operation, the report should include the statistics for all additions or extensions during the year. If a street railway is owned by a company whose general office is in another locality outside the territory assigned the agent, and a portion of the information must be obtained from such office, the agent should complete the schedule as far as possible from the data obtainable at the plant and forward it to the Census Office with a full statement of the facts, giving also the names and addresses of the persons from whom further information may be obtained. Each agent will be furnished with a list giving the names and addresses of all street railways located in the territory assigned him, which were in existence, building, or chartered during the year ending June 30, 1902. He will be required to secure a report from each of these railroad companies provided the railroad plant was in operation, had been completed and ready for operation, or was in course of construction. Returns must not be secured for companies which had been chartered but which had not com- menced the construction of the road. The fact that a railroad is contemplated or projected, but not necessarily building or in opera- tion, is designated on the list as " proposed." This list has been prepared from street railway directories and it may not contain the names of all street railways, therefore the agents must be constantly on the alert to discover other roads. They should make inquiry in each.city or town they may visit for roads in that vicinity. If such roads are discovered and they are located in the territory assigned the agent he should proceed to secure the returns for the same. The different cities must be visited in the order named on the list, unless the agent finds that railroad connections and local con- ditions make a change advisable. In such cases the character and necessity for the change must be given on the agent's daily report. In all cases where an annual report of the railway is printed, a copy of the latest report should be secured and forwarded with the schedule. Copies should also be returned of printed tariff rates, reports of the directors or officers of the road, or other printed matter that would add to the information contained in the schedule. A number of street railway companies generate electricity for sale to other roads, or for light, power, or other purposes. If, in such cases, the system of accounts used by the company will per- mit the preparation of separate and complete reports for the street railway plant and the electric light and power plant, respectively, the separate reports must be obtained. If the system of accounts will not permit of such a separation, one report should be secured for the entire plant, but in such cases a report must also be made on the schedule (Form 8-122) for electric light and power, and answers given to questions from 1 to 9, inclusive, and 15 to 29, inclusive, or such of them as are applicable to the plant reported. All answers must be made clearly and neatly in ink. Amounts and values must be obtained from book accounts, if such accounts are available. Each question is to be answered. If any question is found not applicable and no amounts are reported, write the word "None." An exact answer to each item enumerated in the several ques- tions is what is required, and is what should be given if it can be secured with a reasonable amount of labor. It is anticipated, how- ever, that in a number of plants the accounts are not kept under just such a series of items as has been enumerated. If the accounts cover two or more of the items enumerated for any of the in- quiries, the total should be equitably apportioned for the reply to each subinquiry. In all cases where the answers are estimated the amounts must be preceded by the word "Estimate." The cover of the schedule must be left blank, as the name of the company will be supplied after the receipt of the report at the Census Office. Give on page 1 the name and location of the company, the address of the general offices, and the signature and official desig- nation of the persons furnishing the information. If the address of the general or business office is at a different place from that of the plant, care must be taken to give both. The exact time cov- ered by the report must be shown in the certificate. Of the first 14 inquiries special attention is called to the follow- ing: 1. The date given must be the date of the charter under which the company reporting was organized and not the date of the original organization of the road unless the dates are the same. 7. Each change in the character of motive power must be described and the date given. If the change was only partial, the road being operated by two or more kinds of power, that fact must be noted. 10. The length of streets or roads over which cars are run must include length of track over fields or regions where there is no road or street. 12. Account in single track mileage, for the entire (413) 414 STREET AND ELECTRIC RAILWAYS. length of the road operated by the company, including leased lines and lines operated under trackage rights. Separately report in answer to Inquiry 12 the number of miles of railway constructed but not in operation. 14. Give the number of years for which the franchises or amendments thereto were granted, and the date each expires. Inquiry 15. — Accidents. In the return of killed or injured, '/other persons " is meant to refer to foot passengers or persons riding in vehicles other than street cars that are in collision with the cars. Inquiry 16.— Traffic, Mileage, and Miscellaneous Statistics. Transfer passengers. — Many street railways voluntarily, or when required by law, give free tranfers to passengers paying one fare, and desiring to ride over more than one line. These transfers are generally issued in the shape of tickets at junction transfer points, and sometimes the passengers step from one car to the other, with- out such tickets, under the eye of the transfer agent; and in this manner a continuous ride can be made over more than one road for the one fare. Careful count or estimate of transfers is made by all the roads granting them. Passenger-car mileage. — It is an ordinary practice for street rail- ways to keep an account of this mileage. Where it is not known, it can he arrived at by multiplying the average or actual number of cars in daily service by the number of miles run daily for the year. The other inquiry, "Passenger-car hours," is not obliga- tory, but is a new method of accounting for car operation and is already employed by some roads. Such roads, however, are large and the system of accounts is likely also to include the older and more familiar " Passenger-car mile." In many cases the mileage of other classes of service, such as freight, etc. , will be a matter of estimate. Maximum speed, etc. — The speed of street cars is almost univer- sally regulated by specific law or ordinance, and the answer to the questions on speed within the city limits, will presumably be the limits which are thus enforced. When possible give the maximum speed within and outside the city limits. Telephone lines for operation of roads. — Many street railways have their own regular car dispatching system, which is aided and sup- plemented by a telephone service belonging to the road, the wires being strung along the line. Other roads that may not have dis- patchers place telephone boxes on their poles to enable com- munication between any conductor and headquarters. All of this service is independent of the local telephone system used by the public and furnished from a local exchange; and the inquiry does not include the instruments or lines that the street railway com- pany may hire from the telephone company as a subscriber. Stations. — By "stations" in meant separate buildings or public shelters at which passengers wait to take cars, pay fares, or secure transfers; and usually the transfer points will be much morenumer- ous than the stations. The word is not intended to include, in any way, stopping points or open-air stations along a line where pas- sengers can mount and dismount, and which are often designated by a sign to that effect placed on an adjacent pole. Horses.— Give the total number of horses owned and used in any capacity in connection with the road. Parks, pleasure resorts.— These are a feature of modern street railway business and often a large source of income. They have frequently been created by the companies themselves on their lines, and the data should be readily obtainable in every case. The agent must not, however, include in the return parks and pleas- ure grounds belonging to the community and entered by street railway systems; but if the company pays for the privilege of touching at these points a memorandum should be made of that fact, and the number of passengers thus specifically delivered within such pleasure resorts should be noted, if possible, as dis- tinguished from traffic on lines terminating outside public parks or running around them. Inquiry 17. — Track. The entire length of all track operated must be reported. The total mileage of first and second track must agree with the totals given in answer to Inquiry 12. "Single track" means one set of rails in any thoroughfare. "Second track" means another pair of rails running alongside the first, so that cars can pass each other in opposite directions. Even in some of the largest cities there will be but one track in one street, the return route running parallel on another street nearby. On the other hand, there are streets that have three and four street railway tracks in them. It is desired to secure these details itemized, so that when the second track, and the length of sidings and turn-outs, is added to the single track, there will appear the total mileage of track owned by each road. At the same time, the return will then exhibit the proportion or extent to which single tracks and double tracks occupy the streets. Right of way. — This term applies practically to rural electric railways, many of which have bought or have had surrendered to them a separate roadbed, either adjoining the highway or running across lots, in the same manner as a steam railroad. Occasionally the railway will not own the private right of way over which it runs, an instance of which would be a toll bridge owned by a bridge company to whom payment for the privilege is made. Number of miles within city or municipal ordinance limits. — The object of this inquiry is to ascertain the miles of track within the incorporated limits of the different cities in which the road is located. Inquiry 18. — Electric Line Construction. In only one or two places will the agent find "double over- head" trolleys. The universal American practice is "single over- head" trolleys. In the former there are two trolley pole contacts above the car, by one of which the current flows into the car motors and by the other of which it flows out, or ' ' completes the circuit." In this manner the track is not electrified. With the single overhead system, the current is led to the motors by the single overhead contact wheel and pole, and then the circuit is completed through the wheels and the track, the rails of which are all welded together or else are united into one continuous circuit by "rail bonds," i. e., usually pieces of copper fixed at each rail joint, and the whole network being connected to the dynamos at the generating power plant. The overhead trolley wire is held up between two sets of poles and sustained by "span wires," or it is held up by "center poles" placed in the middle of the thoroughfare and supporting a trolley wire on either side, above each track; or it is held up by side poles with "brackets." Iron or steel or wooden poles are usually used. Inquiry 19. — Cars, etc Every street railway company keeps a close account of its rolling stock, and, though there are many varieties, they will all fall under the headings enumerated. Some cars, however, serve for more purposes than one, and these must not be counted twice. Closed cars or open cars that carry material and mail as well as passengers must be enumerated once only, as closed cars or as open cars; and a mail car that carries express and freight, or vice versa, must be treated only as a mail car or as an express car. The headings "mail," "express and freight," etc., designate cars that are solely and specifically devoted to such several uses. "Snowplows" and "sweepers" are often a composite vehicle, and in such cases must be counted only once, under either head. Inquiry 20. — Fenders and Brakes. The fender is usually a removable piece of apparatus, and where all the cars of a road are so equipped that fenders can be put on them when they are run out of the car barn for service, they should all be enumerated as equipped with fenders. If a car has no APPENDIX. 415 fender attachments, it should not be counted here. "Brakes" are a permanent fixture on any car, and in the majority of instances will be of the ordinary "hand" kind. "Air" brakes are set by air compression mechanism and comprise those in which electric motors drive the air pumps. A few cars have "electric brakes," which are in reality "magnetic," and are often so called, a metallic cheek being clutched magnetically against the face of the wheel so as to arrest its motion. A track brake is one which engages with the track and not with the wheel, and may be of an electric char- acter; but in the latter case it should be included under the electric class and a memorandum attached noting this fact. Inquiry 21. — Heating op Cars. Give the number of cars heated by the different methods enu- merated. Inquiry 22. — Lighting of Cars. Account for the total number of passenger cars, giving separately the number lighted by electricity, gas, and oil, respectively. Inquiry 23. — Weight op Rails. Give the maximum and minimum weight per yard of the steel rails in use at the time of making the report. It is likely that many street railway systems will have more than one weight of rail; the heaviest being used in cities, the lightest in the outskirts or where supported on ties and sleepers. If possible the style of rail should be noted, as indicated in the schedule. The agent may be informed of the existence of some iron rail, but this should be disregarded, as such rail has virtually gone out of manufacture and use. Inquiry 24. — Conduit System for Distribution. This is intended to cover only conduit systems employed by the street railway company itself for the reception of its mains and feeders, it being required in many towns and cities that these go off the poles and be put underground. It is desired to ascertain how far the streets have been relieved by conduit systems of such obstructions, and the facts are readily obtainable. The return is asked for in "miles of duct," this meaning miles of separate pipe- way, each pipeway receiving one cable or wire. Underground con- duit is usually manufactured so that when laid under the street it presents several ducts or holes to be filled with electric cable for carrying current. One mile of street laid with conduit of six holes would thus represent 6 miles of duct. In cases where the feeders are inclosed in the conduit of underground trolley systems, note that fact and give the miles of conduit in which the feeder is carried. Inquiry' 25. — Bridges Built for Eoad. The object of this inquiry is to ascertain the number, character, and length of the bridges built by or for the use of the road. Do not account for the bridges over which the road has obtained the privilege of laying its tracks, but which were not built primarily for that purpose. The inquiry applies particularly to roads operated in rural districts. Inquiry 26. — Power Plant Equipment. These are details that should in every instance be readily obtain- able. If the manager or superintendent does not know the capacity of his boilers, he will probably know that of his engine, or of his dynamo, and all are closely related. The boiler capacity is almost invariably installed larger than the engine requires, and the engine has always a margin of more power than 4he dynamo calls for. Thus a dynamo of 150 horsepower will be driven by an engine of 175 horsepower, and the engine will be supplied with steam from a boiler that can furnish 200 horsepower. "Auxiliary engines" will sometimes be found in small railways, but in the larger plants they or electric motors are in common use to drive pumps, etc., and the superintendent or manager can readily enumerate them. Inquiry 27. — Electrical Generators. At the period co vered by this inquiry every electric railway in the United States is operated by direct current motors, and current to those motors is furnished either by direct current generators (i. e., dynamos) or by "converters'' which take alternating current from large alternating polyphase generators and convert it into direct current for consumption at the cars. There will be no difficulty in ascertaining the facts as to these different classes of apparatus, as only the larger systems employ alternating current for wide- spread distribution, and then usually in connection with substa- tions, to which such current is delivered to be passed through transformers and converters so that it may be adapted for use by the direct current motors. Storage batteries are used, either in the main power plants or in the substations, to help maintain a steady supply of current at the right pressure, and "boosters" are dyna- mos assisting to the same end. The substation is particularly a feature of long distance rural electric railway work, but in every instance such roads have competent engineers, who can give the data should it not be in possession of the management. Inquiry 28. — Substation Equipment. The feature of substation equipment is that it does not generate current, but receives it, manipulates it, stores it, and lowers the pressure or changes the form for local consumption. All the gen- erating plants will usually be found in the generating stations, but sometimes substation apparatus will be found under the same rocf as the generating main plant apparatus. Inquiry 29. — Mains and Feeders. This inquiry does not mean the wire with which the trolley wheel makes contact, but has reference to the heavy circuits which bring current to feed the conductor. These mains and feeders in some places are still carried on poles, and are tapped at numerous points so that the current can be fed into the service conductor; but it is a rapidly growing practice to relieve the poles of their burden and to get them underground out of the way. Inquiry 30. — Output op Station. This is an inquiry in regard to which some roads may have no data, although in many of them it is a matter of careful scientific accounting. In every case, the volts multiplied by the amperes will give the number of watts. A kilowatt is 1,000 watts. There are 746 watts in the old familiar horsepower, so that a kilowatt is roughly 1J horsepower. Watt hours are the product of watts multiplied by the number of hours during which the current is in user Thus a power house with a dynamo delivering current to the line of 1,000 amperes at 550 volts pressure is generating 550,000 watts, or 550 kilowatts. If these 550,000 watts are furnished on an average twenty hours daily, we get 11,000,000 watt hours or 11,000 kilowatt hours. The total for the year can be arrived at from the daily total, and the horsepower of current can be figured from the kilowattage, or vice versa, by the simple calculation above given. To facilitate the answers to the inquiries concerning financial operations, the Office has adopted the system of accounting devised by the Street Railway Accountants' Association of America and approved and recommended by the National Association of Rail- road Commissioners. It is presumed that all street railway com- panies are familiar with this system of accounting, but the following instructions in regard to the items to be included in the answer to each inquiry are given to assist in their compilation: In the following classification, "Labor" should be understood to mean, not only the manual work of laborers, but also superintend- ence, supervision, clerical work, engineering, and inspection, so far as they are chargeable to the account referred to. "Material" should be understood to mean, not only finished or 416 STREET AND ELECTRIC RAILWAYS. unfinished products, appliances, or parts, but such smaller articles as are usually termed "supplies." "Tools" should be understood to mean hand tools of mechanics and other tools used in the work chargeable to the account referred to. "Expenses" should be understood to mean all expenses chargea- ble to the account referred to, that are not labor, material, or tools. The cost of replacement, renewal, or repair of property destroyed or injured by fire, worn out, or otherwise unfitted for use, should be charged to the appropriate maintenance account, which should be credited with the amount received for insurance or realized from the sale of property so unfitted for use. But if the property substituted is of greater value than the original property, the excess should be charged to the capital or construction account to which the original property was charged; if of less value, the difference between the value of the property as repaired, renewed, or replaced, and its original cost or value should be credited to the capital or construction account to which the first cost was charged. So proceeds from the sale of scrap material should be credited to the account to which the cost of replacement of that material is charged, or, if not replaced, to the original cost account. The cost of experiments should be charged in operating expenses to the account most affected. Inquiry 31. — Construction and Equipment. In cases where the road was purchased, or constructed under a contract, a lump sum being paid for the entire plant, it may be impossible to obtain separate amounts for each of the items speci- fied. The total cost should then be ascertained and a careful seg- regation made which must be approved by the person furnishing the information. 1. Organization. — All expenses incurred in effecting organization, including legal expenses. 2. Engineering and superintendence. — All expenditures for services of engineers, draftsmen, and superintendents employed on pre- liminary and construction work, and all expenses incident to the work. 3. Right of way. — All expenditures in connection with securing or paying for right of way, including cost of real estate for right of way. 4. Track and roadway construction. — All expenditures for track and roadway construction, including labor, materials, tools, freight, hauling, distribution of material, and all other expenses incident to the work; cost of grading, excavating, track laying, ties, yokes, slot rails, manhole frames and covers, rails, rail fastenings, welded joints, special work (such as crossings, cross-overs, curves, frogs, guard rails, run-off s, switches, switch mates, turn-outs), ballasting, paving, . fences (right of way), bridges and culverts, trestles, sub- ways, and tunnels. The cost of tracks in yards, terminals, car houses, or other build- ings should be charged to this account. The cost of punching and drilling rails for track wiring should be charged to account 5. •5. Electric line construction. — All expenditures for overhead, un- derground, third-rail, or surface contact electric line construction, including labor, material, tools, freight, hauling, distribution of material, and all other expenses incident to the work; cost of punching and drilling rails for track wiring, rail bonds, poles (iron and wood), labor and material for setting and painting poles; feed wire, guard wire, span wire, strain wire, supplementary wire, trol- ley wire, ground feeders, underground feeders, pole fixtures, hang- ers or suspensions, insulators (overhead), lightning arresters and appliances, signals and signaling apparatus, overhead crossings and switches, ground terminals, and all labor in connection with put- ting same in position; conduits and conduit appliances for under- ground trolley construction, including conductors, insulators, sewer connections, sewer traps, and underground feeders; third rails, and insulators for third-rail construction; surface contact appli- ances for surface contact roads, including magnets, contact boxes, manhole frames and covers. 6. Real estate used in operation of road.— All expenditures for real estate used in operation of road, except real estate used for right of way, which should be charged to account 3. 7. Buildings and fixtures used in operation of road. — All expendi- tures for buildings and fixtures used in operation of road, including labor, material, tools, freight, hauling of material, and all other expenses incident to the work. The term "buildings and fix- tures" includes power houses, car houses, shops, office buildings (when owned by the company), waiting rooms, sheds, outhouses, coal bins, sand houses, stables, storehouses, switch tenders' houses, fences (except park and right of way), docks, wharves, and all other buildings and inclosures, and their stationary fixtures, in- cluding pipes for gas, water, sewage, and drainage, apparatus for heating, lighting, and ventilating, sidewalks, and paving in streets in front of and adjacent to the company's buildings (except in tracks), and inspection and repair pits in car houses, shops, or other buildings. The cost of tracks in yards, terminals, car houses, and other buildings should be charged to account 4. The cost of electric line in yards, terminals, car houses, and other buildings should be charged to account 5. 8. Investment real estate. — All expenditures for land and buildings not used in operation of road. 9. Power plant equipment. — All expenditures for steam and elec- tric equipment of power plant, including foundations and installa- tion. The equipment of substations (if used) should be charged to this account. All expenditures for waterpower machinery (if used) should be charged to this account. The cost of buildings used for main power house or substations should be charged to account 7. 10. Shop tools and machinery-. — All expenditures for shop tools and machinery for general repair shops, car houses, etc., including foundations and installation. 11. Cars. — All expenditures for passenger, baggage, express, freight, mail, and other cars from the operations of which revenue is derived. The term "cars" includes car bodies and trucks, and all fixtures or appliances inside of or attached to the car body or truck (except the electric equipment of the car). 12. Electric equipment of cars. — All expenditures for electric equip- ment and wiring of all cars, whether revenue cars or work cars, including labor, material, tools, freight, hauling of material, and all other expenses incident to the work. 13. Miscellaneous equipment. — All expenditures for water cars, sprinkling cars, sand cars, salt cars, supply cars, and other work cars; snowplows, sweepers, scrapers, and miscellaneous snow equip- ment; horses, harness, wagons, and vehicles; tools and appliances necessary in the use of work cars or snow equipment. 14. Interest and discount. — All interest paid or received in con- nection with funds for construction, and all discounts or premiums resulting from the negotiation of securities for construction, should be charged or credited to this account. 15. Miscellaneous. — All expenditures for printing and stationery, office supplies and expenses, damage claims, wages of clerks, and all other expenses incident to construction not otherwise provided for. Electric light and poiuer service. — Amounts are to be reported in answer to this inquiry when electric current is sold for light, power, or other purposes. Include all expenditures for electric plant, line construction, lamps, motors, etc., that have not been included in the other items which pertain to the construction and equip- ment of the railway plant and line. Inquiry 32. — Operating Expenses. 1. Maintenance of track and roadway. — All expenditures for re- pairs and renewals of track and roadway, of culverts and subways, of tracks in yards, terminals, car houses or other buildings, includ- ing labor, material, tools, fuel, light, water, ice, freight, hauling, and distribution of material, and all other expenses incident to the work. The cost of taking up track, whether new track is laid in its place or not, should be charged to this account. The cost of punching and drilling rails for repairs or renewals of track wiring, and of removing and relaying pavement, ballast, etc., APPENDIX. 417 frhen necessary for repairs or renewals of the electric line, should be charged to account No. 2. The cost of repairs and renewals of harness and wagons used in Eonnection with this work should be charged to account No. 8. The cost of feed and keep of horses used in connection with this lvork should be charged to account No. 30. Following is a list of some of the items chargeable to this account: Lumber. Manhole covers, for underground trolley. Manhole frames, for underground trolley. Molds, for welded joints. Nails. Nuts. Nut looks. Paving materials. Pig iron, for welded joints. Pipes, drain. Rails. Run-offs. Sand. Screws. Slot rails, for underground trolley. Spikes. Steel. Stone. Subways. Switches. Switch mates. Ties. Tie plates. Tie rods. Tools. Trestles. Tunnels. Turn-outs. Washers. Water. Yokes, for underground trolley. 2. Maintenance of electric, cable, etc., lines. — All expenditures for repairs and renewals of overhead, underground, third-rail, or surface contact electric lines, and cable line, including labor, ma- terial, and tools employed or used in taking up, resetting, and painting and repainting poles, taking down trolley, feed, guard, and supplementary wires, and substituting new, repairing and re- newing conduits for wires, repairing and renewing bond wires, punching and drilling rails for track wiring, removing and relay- ing pavement, ballast, etc., when necessary for repairs or renew- als of the line, freight, hauling and distribution of material, fuel, light, water, and ice, and all other expenses incident to the work. The cost of repairs and renewals of electric lines in yards, ter- minals, car houses, or other buildings should be charged to this account. The cost of feed and keep of horses used in connection with this work should be charged to account No. 30. The cost of repairs and renewals of harness and wagons used in connection with this work should be charged to account No. 8. Following is a list of some of the items chargeable to this account: Ballast. Bolts. Braces, rail. Brick. Bridges. Cement. Chairs, for rails. Cinders, for ballast. Coke, for welding joints. Clamps, for welded joints. Crossings. Cross-overs. Culverts. Curves. Drains. Fences, right of way. Fish plates. Freight. Frogs. Fuel. Guard rails. Gravel. Hauling. Ice, for ice water. Iron. Joints, welded. Joints, not welded. Labor. Light (lanterns and fixtures, oil, lampwicks, torches, candles, in- candescent lamps and fi xtures, arc lights and fixtures, globes, and carbons). Bolts. Boxes, for lightning arresters. Cement. Charcoal. Clamps, for poles. Conductors, for underground trol- ley. Conduits. Contacts, for surface contact roads. Contact boxes, for surface contact roads. Cord. Cross arms, iron. Cross arms, wood. Crossings. Feeders, ground. Feeders, overhead. Feeders, underground. Freight. Fuel. Gasoline. Hangers. Hauling. Ice, for ice water. Insulators, overhead. Insulators, underground. Insulators, for third rail. Iron. Labor. , „ Light (lanterns and fixtures, oil, lampwick, torches, candles, incan- descent lamps and fixtures, arc lights and fixtures, globes, and carbons). Lightning arresters and parts. Magnets, for surface contact roads. Manhole covers, for surface contact roads. Manhole frames, for surface contact roads. Nuts. Painting material, for poles. Pins, iron, for cross arms. Pins, wood, for cross arms. Poles, iron. Poles, wood. Pole tops, for iron poles. Rail bonds. Sand. Screws. Sewer connections, for underground trolley. Sewer traps, for underground trolley. Signals and signaling apparatus. Sold«r. Soldering salts. Steel. Stone. Suspensions. Switches. Tape, insulating. Terminals. Third rails. Tools. Washers. Water. Wire. feed. Wire, guard. Wire, span. Wire, strain. Wire, supplementary. Wire, trolley. 3. Maintenance of buildings and fixtures. — All expenditures for repairs and renewals of buildings and fixtures used in the opera- tion of the road, including labor, material, tools, freight, hauling of material, and all other expenses incident to the work. The term "buildings and fixtures" includes power houses, car houses, shops, office buildings (when owned by the company), waiting rooms, sheds, outhouses, coal bins, sand houses, stables, storehouses, switch tenders' houses, fences (except park and right of way fences), docks, wharves, and all other buildings and in- closures, and their stationary fixtures, including pipes for gas, water, sewage, and drainage, apparatus for heating, lighting, and ventilating, sidewalks and pavements in front of and adjacent to the company's buildings (except in tracks), and inspection and repair pits in car houses, shops, or other buildings. The cost of repairs and renewals of tracks in yards, terminals, car houses, or other buildings should be charged to account No. 1. The cost of repairs and renewals of electric lines in yards, termi- nals, car houses, or other buildings should be charged to accounf No. 2. Following is a list of some of the items chargeable to this account Awnings. Pipes, drain. Bolts. Pipes, gas. Bolt ends. Pipes, sewer. Brick. Pipes, water. Builders' hardware. Pits in car houses and shops. Building material. Plumbing. Building permits. Rivets. Cement. Roofing material. Cisterns. Sand. Drains. Sash cord. Excavations. Sash weights. Scales, platform. Fences (except park and right of way). Foundations. Screws. Sewering. Freight. Grading. Shelving and other fixtures. Shingles. Hauling. Sidewalks. Heating apparatus and fixtures. Slate. I-beams. Spikes. Iron.- Steel. Labor. Stone. Laths. Tools. Lighting apparatus and fixtures. Tile. Lime. Turn-buckles. Lumber. Ventilating apparatus and fixtures Nails. Washers. Nuts. Water. Painting materials (oil, turpentine, Water connections. varnish, lead, painters' supplies). Water meters. Paving in streets (except in connec- Wells. tion with tracks). Wire. Plaster. 4. Maintenance of steam plant. — All expenditures for labor, mate- rial, tools, freight, hauling of material, and all other expenses in- cident to repairs and renewals of steam plant or waterpower plant, including engines and engine parts, appliances and fixtures, belts, belt tighteners and fixtures, receivers, lubricators, and oiling de- vices; shafting, clutches, cranes, hoists, and other engine room appliances; boilers, boiler fittings and appliances; furnaces, econ- omizers, stacks, mechanical draft machinery, pumps, feed water heaters, purifiers, tanks, condensers, coal and ash conveying ma- chinery, mechanical stokers, and other boiler room appliances; piping and steam fitting, including valves, separators, water and sewer connections, and water meters. Following is a list of some of the items chargeable to this account: Ash conveying machinerv. Belts. Belt fixtures. Belt tighteners. Boilers. Boiler appliances. Boiler fittings. Bolts. Cement. Clutches. Coal conveying machinery. Condensers. Cranes. Draft machinery. Economizers. Engines. Engine appliances. Engine fixtures. Engine parts. Fire brick. Fire clay. Freight. Furnaces. Grate bars. Hauling. Heaters, feed water. Hoists. Injectors. Iron. Labor. Lubricators. Oiling devices. Piping. Pipe covering. Pipe fittings. N Pulleys. Pumps. Purifiers. Receivers. Screws. Separators. Sewer connections. Shafting. Stacks. Steam fittings. Steel. Stokers, mechanical. Tanks. Tools. Water connections. Water meters. Waterpower machinery. 418 STREET AND ELECTRIC RAILWAYS. 5. Maintenance of electric, cable, etc., plant. — All expenditures for labor, materials, tools, freight, hauling of material, and all other expenses incident to repairs and renewals of plant, including generators and generator parts, switchboards, cables, and feeder terminals and wiring in connection with same, storage batteries, transformers, boosters, rheostats, circuit breakers, ammeters, and other electric equipment. Commutator brushes for generators should be charged to account No. 14. Following is a list of some of the items chargeable to this account: Ammeters. Labor. Lightning arresters and parts. Boosters. Cables. Circuit breakers. Feeder terminals. Freight. Generators. Generator parts. Hauling. Rheostats. Storage batteries. Switchboards. Switches. Tools. Transformers. 6. Maintenance of cars. — All expenditures for repairs and renewals of passenger, baggage, express, freight, mail, and other cars from the operation of which revenue is derived, including labor, material, tools, freight, hauling of material, and all other expenses incident to the work. The term "cars" includes car bodies and trucks and all fixtures or appliances inside of or attached to the car body or truck, except the electric equipment of the car. The cost of cars purchased to keep good the original number of cars should be charged to this account. Bell and register cord, trolley rope, incandescent lamps, commu- tator brushes, and other supplies for cars should be charged to account No. 21. Following is a list of some of the items chargeable to this account: Axles. Bells. Bell cord fixtures. Bolts. Brakes (hand or power). Brake appliances (hand or power) . Brake shoes. Brasses. Brass fixtures. Brass trimmings. Bumpers. Canvas. Cotters. Curtains. Curtain fixtures. Dashes and parts. Drawbars. Electric heaters. Electroliers. Fare registers. Fenders and parts. Floor mats. Freight. Gates. Glass. Gongs. Grab handles. Hauling. Headlights and parts. Iron. Labor. Life guards. Lumber. Mirrors. Nails. Nuts. Oil boxes. Painting material. Pedestals. Pilots. Sand boxes, attached to cars. Screws. Seats. Seat covering. Seat fixtures. Signs. Sign fixtures. Snow scrapers, attached to cars. Springs. Steel. Steps. Stoves. Stove fixtures. Tools. Trucks. Truck frames and parts. Washers. Wheels. Woodwork. 7. Maintenance of electric, cable, equipment of cars. — All expendi- tures for repairs and renewals of the electric or cable equipment and wiring of cars, whether revenue cars or work cars, includ- ing labor, material, tools, freight, hauling of material, and other expenses incident to the work. The cost of shifting electric equipments from summer to winter cars, or vice versa, should be charged to this account. The cost of equipments purchased to keep good the original number of equipments should be charged to this account. The cost of commutator brushes, incandescent lamps, oil, and other supplies for the electric equipment of cars should be charged to account No. 21. Following is a list of some of the items chargeable to this account: Armatures and parts. Bearings. Bolts. Brasses, armature, axle, gear case. Brush holders and parts. Canvas. Circuits, for heat, light, power. Circuit breakers, automatic. Commutators and parts. Contact shoes for surface contact cars. Contact shoes for third rail cars. Controllers and parts. Cotters. Cut-out boxes and parts. Fields and parts. Frames, for motors. Freight. Gears. Gear cases and parts. Hauling. Heat circuits. Insulating material. Iron. Labor. Light circuits. Lightning arresters and parts. Motor frames. Nuts. Pinions. Plows, for underground trolley cars. Power circuits. Rheostats. Screws. Shafts. Springs. Steel. Storage batteries, for storage battery cars. Tape. Terminals. Tools. Trolley bases. Trolley forks. Trolley poles. Trolley wheels and parts. Washers. Wiring. 8. Maintenance of miscellaneous equipment. — All expenditures for repairs and renewals of water cars, sprinkling cars, sand cars, salt cars, supply cars, other work cars, snowplows, sweepers, scrapers, miscellaneous snow equipment, wagons, and all other vehicles not operated for the purpose of revenue, including labor, material, tools, freight, hauling of material, and all other expenses incident to the work. Replacing horses lost by death or worn out in the service, depre- ciation in value of horses, and repairs and renewals of all harness and vehicles should be charged to this account. Repairs and renewals of the electric equipment of all work cars, snowplows, sweepers, etc., should be charged to account No. 7. Following is a list of some of the items chargeable to this account: Axles. Bolts. Brakes (hand or power). Brake appliances (hand or power). Brake shoes. Brasses. Brass fixtures. Bumpers. Canvas. Cotters. Dashes and parts. Drawbars. Electroliers. Fenders and parts. Freight. Glass. Gongs. Grab handles. Hauling, Headlights and parts. Iron. Labor. Life guards. Lumber. Nails. Nuts. Oil boxes. Painting material. Pedestals. Pilots. Rattan, for sweepers. Sand boxes, attached to work cars. Screws. Snow scrapers, attached to work cars. Springs. Steel. Tools. Trucks. Truck frames and parts. Washers. Wheels. Woodwork. 9. Miscellaneous shop expenses. — All expenditures for repairs and renewals of ^hop tools, machinery, and appliances, such as engines, boilers, shafting, motors, etc., used in general repair work, includ- ing labor, tools, coal, coke, lubricants, waste, and other material, freight, hauling of material, fuel, light, water and ice, wages of master mechanic, shop foreman, engineers, firemen, and other employees engaged in operating shop engine, and all other expenses incident to the general repair shops. Hand tools of mechanics or laborers used exclusively in connec- tion with work chargeable to accounts Xos. 1 to 8, 14, 21, and 22 should not be charged to this account, but to the account benefited by their use. APPENDIX. 419 Following is a list of some of the items chargeable to this account: Belts and belt fixtures. Boilers and boiler fittings. Bolts. Brooms. Charcoal. Clutches. Coal. Coke. Cotters. Cranes. Draft machinery. Engines and parts. Engine appliances and fixtures. Fire brick. Fire clay. Forges. Freight. Fuel. Furnaces and parts. Hauling. Heaters, feed water. Hoists. Ice, for ice water. Iron. Labor. Light (lanterns and fixtures, oil, lampwicks, torches, candles, in- candescentlamps,arc lightglobes, and carbons) . Lubricants. Lumber. Motors and parts (for shop use only). Nails. Nuts. Piping. Pipe covering. Pipe fittings. Pulleys. Pumps. Screws. Shafting. Stacks. Steam fittings. Steel. Tools, machine. Tools, hand. Washers. Waste. Water. Welding compounds. 10. Power plant wages. — All expenditures for labor in the power plant, except labor employed in making repairs or renewals. This includes the wages of the following employees: Boiler cleaners. Chief engineer. Engineers. Firemen. Coal passers. Generator tenders. Oilers. Other labor (boiler room). Other labor (engine room). Switchboard tenders. Water tenders. Oil cans. Packing. Polish. Sandpaper. Soap. Sponges. Sprinkling cans. Tools. Water (except water charged in ac- count No. 12). Water gauge glasses. Waste cans. 11. Fuel for power. — All expenditures for coal, oil, or gas used as fuel, or other fuel used at power plant, including freight and hauling. 12. Water for power. — All expenditures for water used to produce steam or to operate a waterpower plant. 13. Lubricants and waste for power plant. — All expenditures for lubrication of power plant, including oil, grease, waste, rags, etc. 14. Miscellaneous supplies and expenses of power plant. — All ex- penditures for operation of power plant not otherwise provided for. Following is a list of some of the items chargeable to this account: Boiler compound. Matches. Boiler inspection. Brooms. Brushes, flue. Brushes, for generators. Brushes, for scrubbing. Buckets. Chamois skins. Dusters. Emery cloth. Fire buckets. Fire extinguishers. Garnet paper. Hose. Ice. for ice water. Light (lanterns and fixtures, oil, lampwicks, torches, candles, in- candescent lamps, arc light globes and carbons). 15. Hired power. — All expenditures for power purchased from other companies or power plants. 16. Superintendence of transportation. — Wages of division superin- tendents, their assistants and aids, road officers, inspectors, and others employed in superintending transportation. 17. Wages of conductors engaged in operating revenue cars. 18. Wages of motonnen engaged in operating revenue cars. 19. Wages of other car service employees. — Wages of starters, trans- fer agents, switch tenders, trolley men, trail-car couplers, and other car service employees. 20. Wage* of car house employees. — Wages of car house foremen, watchmen, car placers, car shifters, car and motor inspectors, car cleaners, lamp and headlight tenders, car oilers, car stove firemen, trolley oilers, and other car house employees not engaged in mak- ing'repairs or renewals. The cost of shifting cars for the purpose of repairs or renewals should be charged to account No. 6 or 7. 21. Car service supplies. — All expenditures for lubricants and waste for cars and electric equipment of cars, incandescent lamps, oil and other supplies for lighting cars, water and other supplies for cleaning cars, fuel for heating cars, bell and register cord, trol- ley rope, commutator brushes, tools, and other materials and sup- plies, except such as are used for repair or renewals of cars or electric equipment of cars. Following is a list of some of the items chargeable to this account: Batteries, dry, for electric bells in cars. Bell cord. Brooms, for cars. Brushes, for car washing. Brushes, for motors. Buckets, for car washing. Candles. Chamois skins. Chimneys, for headlights. Coal hods, for cars. Dusters. Fuel, for cars. Fuses. Hose, for car washing. Illuminating oil. Incandescent lamps. Kindling. Lampwicks. Lubricants. Matches. Mops. Oil cans. Pokers. Polish. Register cord. Shakers. Shovels. Soap. Sponges. Stove blacking. Tools. Trolley rope. Waste. Water, for car washing. 22. Miscellaneous car service expenses. — Expenditures for secret inspection, transfers and tickets, conductors' books, punches, port- able registers, tools for motormen, employees' badges and uniforms; cost of getting derailed cars on track and removing obstructions and wreckage; miscellaneous expenses of car houses, including fuel, light, water (except water used for car washing), and ice, and all other car service expenses not otherwise provided for. Water used for car washing should be charged to account No. 21. Following is a list of some of the items chargeable to this account: Portable registers. Secret inspection expenses. Sprinkling cans. Tickets. Tools. Tools, for motonnen. Transfers. Uniforms. t Water (except water for car wash- Badges, for employees. Buckets, for car houses. Brooms, for car houses. Conductors' books. Conductors' fare boxes. Conductors' punches. Fire buckets. Fire extinguishers. Fuel, for car houses. Hose, for car houses. Ice, for ice water. Light (lanterns and fixtures, oil, lampwicks, torches, candles, in- candescent lamps, arc light globes and carbons). ing)- Wrecking expenses. 23. Cleaning and sanding track. — All expenditures for cleaning, erasing, watering, sprinkling, and removing dirt from track, sand- ing track, including wages of men engaged in the work, cost of sand and of hauling, drying, and distributing same, cost of track brooms and other tools, curve grease, water for sprinkling and watering track, and all other supplies and expenses incident to the work. The cost of feed and keep of horses used in connection with this work should be charged to account No. 30. The cost of repairs and renewals of harness and wagons, water, sprinkling, and sand cars used in connection with this work should be charged to account No. 8. This account should not include cost of sprinkling rendered nec- essary by repairs or construction of track or paving. The cost of sprinkling street (except tracks) in front of or adja- cent to company's property should be charged to account No. 32. Following is a list of some of the items chargeable to this account: Curve grease. Fuel for sand drier. Sand. Sand drier and parts. Shovels. Track brooms. Track brushes. Water. 24. Removal of snou: and ice. — All expenditures for removal of snow and ice from tracks, whether done by the company or other- wise, including labor, material, tools, and expenses, cost of salt and of delivering of same in car houses or bins, and the wages of men engaged in salting track and operating snowplows, sweepers, scrapers, etc. The cost of feed and keep of horses used in connection with this work should be charged to account No. 30. 420 STREET AND ELECTRIC RAILWAYS. The cost of repairs and renewals of harness, wagons, salt cars, snowplows, sweepers, scrapers, and miscellaneous snow equipment used in connection with this work should be charged to account No. 8. 25. Salaries of general officers. — Salaries of president, vice presi- dent, secretary, treasurer, auditor, general manager, assistant gen- eral manager, chief engineer, general superintendent, purchasing agent, and all other officers whose jurisdiction extends over the entire system. 26. Salaries of clerks.— The salaries of bookkeepers, cashiers, receivers, paymasters, stenographers, clerks employed in counting cash, tickets, and transfers, and all other clerks employed in the general office or elsewhere. 27. Printing and stationery. — Expenditures for printing, station- ery, and stationery supplies, except as hereinafter provided. The cost of printing tickets and transfers should be charged to account No. 22. The cost of printing briefs and other legal papers should be charged to account No. 34 or 35. The cost of printing signs, posters, and other advertising matter should be charged to account No. 31. Following is a list of some of the items chargeable to this account: Arm rests. Binders. Blanks. Blank books. Blotters. Blotting paper. Carbon paper. Coin bags, Copy (impression) books. Copying brushes. Dating stamps. Envelopes. Eyelets. Eyelet punches. Erasers. Hektographs. Indexes. Ink. Inkstands. Ink erasers. Letterpresses. Mechanical calculators. Mimeographs. Money tags. Money wrappers. Mucilage and brushes. Numbering stamps. Oil paper. Paper (all kinds). Paper baskets. Paper clips. Paper cutters. Paper fasteners. Paper files. Paper weights. Pencils. Pencil erasers. Pens. Penholders. Penracks. Pins. Printing (except printing charged to accounts Nos. 22, 31, 34, 35). Rubber bands. Rubber stamps. Rulers. Scrapbooks. Sealing wax. Shears. Shipping tags. Shipping tickets. Shorthand books. Sponges. Sponge cups. Tissue (impression) paper. Typewriters. Typewriter supplies. Twine. Wastebaskets. Wrapping paper. 28. Miscellaneous office expenses. — The cost of office supplies, repairs and renewals of office furniture, wages of janitors, porters, and messengers, and all other office expenses. The cost of printing, stationery, and stationery supplies should be charged to account No. 27, except as otherwise provided. Following is a list of some of the items chargeable to this account: Brooms. Newspapers. Periodicals. Brushes. Buckets. Postage. Chamois skins. Soap. Dusters. Fuel. Sponges. Sprinkling cans Ice. Towels. Internal revenue stamps. Towel service. Light. Water. Maps. 29. Storeroom expenses. — Salaries and expenses in connection with storerooms, including cost of sending material and supplies from general storeroom to branch storerooms, and the collecting of scrap material. 30. Stable expenses. — The cost of feed, keep, and shoeing of horses, and all other expenses. This account should include the stable expenses of all horses, regardless of where they are used. Eeplacing horses lost by death or worn out in service, deprecia- tion in value of horses, and repairs and renewals of harness and vehicles should be charged to account No. 8. Following is a list of some of the items chargeable to this account: Bedding. Blankets. Brooms. Brushes. Buckets. Chamois skins. Currycombs. Dusters. Feed. Fire buckets. Fire extinguishers. Fuel. Horseshoers, wages of. Horseshoeing supplies. Horseshoeing (by contract). Hose. Hostlers, wages of. Ice. Light. Medicine. Salt. Sponges. Sprinkling cans. Stablemen, wages of. Veterinarian (salary or fees). Water. 31. Advertising and attractions. — The cost of advertising of every description, including printing handbills, dodgers, posters, folders, etc., net expense of music, parks, park properties and resorts (after deducting all income from admittance fees, sale of privileges, etc.), and all donations made and other expenses incurred for the pur- pose of attracting travel. 32. Miscellaneous general expenses. — The cost of public telephone service, maintaining and operating private telephone systems, tele- grams, subscriptions, and donations (except those provided for in account No. 31), traveling expenses of general officers and others connected with general office, and contingent expenses connected with the general management not otherwise provided for. 33. Damages. — Expenditures on account of property damaged and persons killed or injured, salaries and expenses of claim agents, investigators, adjusters, and others engaged in the investigation of accidents and adjustment of claims, salaries, fees and expenses of surgeons and doctors, nursing, hospital attendance, medical and surgical supplies, fees and expenses of coroners and undertakers, fees of witnesses and others, except lawyers' fees and court costs and expenses. Following is a list of some of the items chargeable to this account: Accident insurance premiums. Adjusters' expenses. Adjusters' salaries. Claim agents' expenses. Claim agents' salaries. Coroners' fees and expenses. Damage claims for ejectment from cars. Damage claim for electrolysis. Damage claims for horses killed or injured. Damage claims for persons killed or injured. Damage claims for property dam- aged. Damage claims for wagons or ve- hicles damaged. Doctors' expenses. Doctors' fees or salaries. Funeral expenses. Hospital expenses. Investigators' expenses. Investigators' salaries. Medical supplies. Nurses' expenses. Nurses' fees. Premiums for accident insurance. Surgeons' expenses. Surgeons' fees. Surgeons' salaries. Surgical supplies. Undertakers' expenses. Undertakers' fees. Witnesses' expenses. Witnesses' fees. 34. Legal expenses in connection with damages. — All legal expenses incurred in connection with the defense or settlement of damage claims. The compensation of the general solicitor or counsel and other attorneys engaged partly in the defense and settlement of damage suits and partly in other legal work should be apportioned between this account and account No. 35. The term "legal expense" should be understood to include the salary of general solicitor or counsel, salaries, fees, and expenses of attorneys, fees of court stenographers, unless included in court costs, cost of law books, printing of briefs, court records, and other papers, court costs, expenses connected with taking depositions, and all other court expenses. 35. Other legal expenses.— All legal expenses except those incurred in connection with the defense or settlement of damage claims. The compensation of the general solicitor or counsel, and other attorneys engaged partly in the defense and settlement of damage APPENDIX. 421 suits and partly in other legal work should be apportioned between this account and account No. 34. 36. Rent of land and buildings. — All rents paid for land and buildings used in the operation of the road. 37. Rent of tracks and terminals. — All rents paid for tracks and terminals, bridge rentals, and tolls. The word "terminals " is not meant to refer to depots, car houses, or other buildings at the termini of the road. Rents for these should be charged to account No. 36. 38. Insurance. — The cost of Are and boiler insurance. Wages, etc. — Wages, supplies, and expenses incidental to the generation of current for sale, not included in any other of the above items. Amounts are to be reported for railway companies that sell electric current for light or power. Include all expendi- tures incident to the generation and sale of electric current and which have not been included in the answer to any of the other inquiries. Inquiry 33. — Income Account. Give only the actual cash received and disbursed during the year. Do not include bookkeeping items. Chartered cars. — It is a practice on many street railways to hire out cars for special travel purposes. These are usually known as "chartered" cars, a definition which includes parlor cars, observa- tion cars, theater cars, etc. For all of this class of wor.k it is the custom to make a' special and separate rate, and the roads doing this business should have no difficulty in giving the receipts from it. Freight, mail, or express. — Of late years, street railways, and par- ticularly suburban electric lines, have taken up the carriage of freight and express. Provision is made separately for receipts from these items, but it is possible they may be obtainable only as a lump sum, although it is desirable to separate them. Miscellaneous income. — This item must include all amounts re- ceived from sources other than those enumerated, such as income from advertising, pleasure resorts, interest on deposits, from securi- ties owned, leased lines, etc. The total must be the gross income of the company for the year. ' ' Miscellaneous taxes ' ' include special taxes, such as car licenses, special taxes for police service at street crossings, but in such cases a note must be made on the schedule describing the tax or license. Inquiry 34. — Balance Sheet. This condensed statement must balance and show the financial condition of the company on June 30, 1902, or the last day of the year for which the report is made. Any large items which would come under the head of "Sundries'' should be stated specifically. 1165—05 28 Inquiries 35-36. — Capital Stock and Funded Debt. Account for the entire amount of stock and bonds issued. Give full amount of dividends paid during the year. In some cases com- panies have been reorganized or consolidated and the new company has issued stock, the new stock being accepted by the holders of the original stock which was surrendered to the new company. The new company may also issue bonds and assume the debt rep- resented by the bonds of the original companies, which may or may not be retired. In such cases there may be no cash realized on either the stock or bonds of the new company, but the amount of stock and bonds issued by the new company and also the stock and bonds of the original company outstanding must be given, and the agent should attach a memorandum to the schedule, giving a full explanation of the issues of both stock and bonds. The amounts of the old and new companies should be given separately. Inquiry 37. — Employees, Salaries, Wages, etc. The salarjes and wages reported here will also be included in the amounts reported for the different items, under Inquiry 32, "Operating Expenses,'' but this statement is required in order to obtain the number and wages for each class of employees. Account for all persons employed by the company, both in the manage- ment and in the operation of the road. Give the number of officers who receive salaries (not the number of stockholders) and the gross amount of their salaries. Report separately the number and wages of conductors, raotormen, and other classes of employees specified. The salaries and wages should include board or rent furnished as part compensation. The average number employed during the year, is the number that would have continuous employment for the twelve months. There should be no difficulty in securing this information for the road of ordinary size, but it may be that the large companies keep an itemized pay roll, the total only being carried forward from each week or month. In such cases it will be necessary to either add the pay roll of each week or month, for each class of employees, or compute the aggregate for each class, using a pay roll for a representative week or month as the base. Results obtained by the latter method will be accepted. Inquiry 38. — Number of Employees at Specified Daily Rates of Pay'. This inquiry is designed to ascertain the number of employees for each of the 16 classes enumerated that receive daily rates of pay specified. If there are other daily rates enumerate them and give the number employed at each; also give the hour rates for overtime for each of the 16 classes. INDEX. Accidents, number killed and injured by, 15,352-375; classified by motor power of cars, 16; classified by population, 23; to employees, 352-375; to passengers, 352- 375 ; form of schedule used in census inqui- ries regarding, 407 ; instructions to special agents regarding, 414. Adams, Dr. Wellington, 166, 167. Adrian Street Railway Company, 250, 286, 314, 338, 360. Advertising, expenditures for, 74, 75, 420. Alabama, proportion of passengers to popu- lation, 17; income accounts of companies in, 62-64; gross earnings from operation in, 70; operating expenses in, 72-75; assets and liabilities of companies in, 90,91; woods used for car construction in, 193; power consumption in, 225, 226; number of com- panies in, 232; salaried officials and clerks in, 232; wage-earners in, 232-235,376-383; capital stock and funded debt in, 236-237; character and length of track in, 236, 276; list of companies in, 236; electric construc- tion in, 276; roadbed in, 276; cars and miscellaneous equipment in, 304; power and generating plants in, 328; accidents in, 352; car hours in, 352; car mileage in, 352; maximum speed in, 352; passengers in, 352; bridges and tunnels in, 384; alter- nating-current dynamos in, 393; auxiliary electric equipment in, 397; substation equipment in, 401. Alabama City, Gadsden and Attalla Rail way Company, 236, 276, 304, 328, 352, 384, 393." Albany and Hudson Railway and Power Company, 179, 254, 290, 316, 340, 364, 3S7, 392, 395, 399, 402. Albuquerque Street Railroad Company, 254, 290, 316, 340, 364. Algiers, MeDonoghville and Gretna Railroad Company, 244, 282, 310, 334, 358. Allegheny Traction Company, 266. Allentown and Kutztown Traction Com- pany, 262, 294, 320, 344, 368, 389, 400. Allentown and Reading Traction Company, 262. Allentown and Slatington Street Railway Company, 262. Alton Railway, Gas and Electric Company, 240, 280, 306, 330, 354. Altoona and Logan Valley Electric Railway Company, 262, 294, 320\ 344, 368, 389, 400. American Railways Company of Philadel- phia, 122. American Street Railway Association, rules formulated by, 188. Amesbury and Hampton Street Railway Company, 252. ■Vmherrt and Sunderland Street Railway Company, 246, 2S4, 312, 336, 358, 386, 398. Amsterdam Street Railroad Company, 254, 290, 316, 340, 364, 387. Anaconda Copper Mining Company, 252, 288, 314, 338, 362, 387, 392. Anacostia and Potomac Riyer Railroad Company, 238, 278, 306, 330, 354. Animal power railways, 4, 12. 46, 48, 55, 56, 67, 77, 82, 84, 172, 224, 414. Anniston Electric and Gas Company, 236, 276, 304, 328, 352, 384, 397. Ardmore and Llanerch Street Railway Com- pany, 266. Arizona, proportion of passengers to popu- lation in, 17; power consumption in, 226; power and generating plants in, 328; list of companies in, 236; capital stock and funded debt in, 236,237; character and length of track in, 236, 276; electric con- struction in, 276; roadbed in, 276; cars and miscellaneous equipment in, 304; accidents in, 352; car hours in, 352; car mileage in, 352; maximum speed in, 352; passengers in, 352; bridges and tunnels in, 384. Arkansas, proportion of passengers to popu- lation, 17; income accounts of companies in, 62-64; gross earnings from operation, 70; operating expenses in, 72-75; assets and liabilities of companies in, 90, 91; power consumption in, 226; number of companies in, 232; salaried officials and clerks in, 232; wage-earners in, 232-235, 376, 383; list of companies in, 236; capital stock and funded debt in, 236, 237; char- acter and length of track in, 236, 276; elec- tric construction in, 276; roadbed in, 276; cars and miscellaneous equipment in, 304; power and generating plants in, 328; acci- dents in, 352; car hours in, 352; car mile- age in, 352; maximum speed in, 352; pas- sengers in, 352; bridgesand tunnels in, 384; alternating-currentdynamosin, 393; auxil- iary electric equipment in, 397. Arkansas City Street Railway Company, 244,282,310,334,358. Asheyille and Craggy Mountain Railway Company, 258, 292, 318, 342, 366. Asheyille Electric Company, 258, 292, 318, 342, 366, 388, 393, 395, 399, 402. Asheyille Street Railroad Company, 25S, 292, 318, 342, 366, 3S8. Ashland and Centralia Electric Railway Company, 268. Ashland Light, Power, and Street Railway Company, 274,300, 326, 350, 374, 390, 396. Ashtabula Rapid Transit Company, 260, 292, 318, 344, 366. Assets and liabilities, of all companies in United States, 90, 91; form of schedule used in census inquiries regarding, 410. Astoria Electric Company, 262, 294, 320, 344, 368, 388. Atchison Railway, Light and Power Com- pany, 244, 2S2, 310, 334, 358. Athens Electric Railway Company, 240, 27S, 306, 330, 354, 392, 394." Athol and Orange Street Railway Company, 248,286,312,336,360. Atlanta, style and dimensions of cars in, 195. Atlantic Coast Electric Railroad Company (X. J. ), 254, 288, 316, 340, 364, 387, 399. Atlantic Shore Line Railway Company (Me. ), 246, 284, 310, 334, 358. ' Auburn ;City Railway Company, 254, 290, 316, 340, 364, 387. Auburn Interurban Electric Railroad Com- pany, 254, 290, 316, 340, 364, 3s7. Augusta Railway and Electric Company (Ga.), 240, 278, 306, 330, 354, 392, 394, 397. Augusta, Winthrop and Gardiner Railway Company ( Me. ) , 244, 284, 310, 334, 358. Aurora, Elgin and Chicago Railway Com- pany, 211. Austin Electric Railway Company, 270, 298, 324, 348, 370. Austria, street railways in, 155; style of cars used in, 196. Bakersfield and Kern Electric Railway Com- pany, 236, 276, 304, 328, 352. Ballston Terminal Railroad Company, 254, 290, 316, 340, 364, 387. Baltimore, traffic and trackage in, 24; capi- talization in, 53; regulations governing franchises in, 128, 140; styles and dimen- sions of cars in, 193. Baltimore and Ohio Railroad Company, effect of electric railway competition on, 117. Baltimore and Washington TransitCompany, 246, 284, 312, 336, 358, 386. Bangor and East Bangor Street Railway Com- pany (Pa. ), 262, 294, 320, 344, 368. Bangor, Hampden and Winterport Railway Company (Me. ), 244, 284, 310, 334, 358, 3S5. Bangor, Orono and Old Town Railway Com- pany (Me. ), 244, 284, 310, 334, 358, 385. Barre and Montpelier Power and Traction Company, 272, 298, 324, 348, 372, 390, 400, 403. Baton Rouge Electric and Gas Company, 244, 282, 310, 334, 358, 394. Batteries, storage, 170, 171; number and horsepower of cells, 401—403. Battle Creek Traction Company, 215. Bay Cities Consolidated Street Railway Com- pany, 250, 286, 314, 338, 360, 391. Bay City, trackage and traffic in, 19. Bay Shore Terminal Company, 272, 300, 324, 350, 372, 390. Beaver Valley Traction Company, 262, 294, 320, 344, 368. Belgium, street railways in, 156, 196. Bellows Falls and Saxtons River Railroad Company, 272, 298, 324, 348, 372, 390, 403. Bennington and Hoosick Valley Railway Company, 256, 290, 316, 342, 364", 388. Bentley-Knight system, description of, 164. Benton Harbor and St. Joseph Electric Rail- way and Light Company, 250, 286, 314, 338, 360, 395. Benton Power and Traction Company, 250, 286, 314, 338, 362. Berkley Street Railway Company, 272, 300, 324, 350, 372, 390. Berlin, sliding scale system in, 134; style of cars used in, 196. Bethlehem and Nazareth Passenger Railway Company, 262. Biddeford and Saco Railroad Company, 244 2S4, 310, 334, 358. Binghamton Railway Company, 256,290,316, 340, 364, 387, 399, 402. (423) 424 INDEX. Birmingham Railway, Light and Power Company, 236, 276, 304, 328, 352, 384, 393, 401. Black River Traction Company, 258, 292, 318, 342, 366, 388, 399, 402. Bleecker Street and Fulton Fer^ Railroad Company, 123, 256. Bloomington and Normal Railway, Electric and Heating Company, 240, 280, 306, 330, 354, 385. Blue Hill Street Railway Company, 248, 284, 312,336,360,386. Bobtail cars, number of, 191; objections to, 191. Boise Rapid Transit Company, 240, 278, 306, 330, 354, 392. Bonding, 177, 178. Bonds, number of companies issuing, 46. Bonham Electric Railway, Light and Power Company, 270, 298, 324, 348, 370, 390. Boone Electric Street Railway and Light Company, 242, 282, 308, 332, 356, 385, 394. Boosters, number and horsepower of, 397- 400. Boston, trackage and traffic in, 24; capital- ization in, 53; third-rail construction on elevated roads in, 179; description of tun- nel in, 187, 188; style and dimensions of cars in, 193. Boston and Albany Railroad Company, ef- fect of electric railway competition on, 117. Boston and Chelsea Railroad Company, 246. Boston and Maine Railroad Company, effect of electric railway competition on, 117, 118. Boston and Northern Street Railway, 5, 82, 123, 182, 209, 212, 246, 284, 312, 336, 360, 386, 394, 398, 401. Boston and Revere Electric Street Railway Company, 246. Boston Elevated Railway Company, 79, 82, 85, 121, 141, 174, 175, 179, 182, 185, 186, 189, 196, 200, 209, 211, 221, 246, 284, 312, 336, 386, 391, 398, 401. Boston Suburban Companies, 123. Boston Transit Commission, 187, 188. Boulder Railway and Utility Company, 54, 238, 276, 304, 328, 352, 393. Bowling Green Railway Company, 244, 282, 310, 334, 358. Bozeman Street Railway Company, 252, 288, 314, 338, 362. Brackets, side, 277-303. Bradford Electric Street Railway Company, 262, 294, 320, 346, 368, 389. Brakes, distribution of various kinds of, 203; shoes used for, 203; electro-magnetic, des- cription of, 204; tests of, 204; form of schedule used in census inquiries regarding, 408; instructions to special agents regard- ing, 414, 415. Branford Lighting and Water Company, 238, 278, 306, 330, 352, 384, 394. Brattleboro Street Railway Company, 272, 298, 324, 348, 372, 393. Bridges, 186, 277-303, 384, 390, 408, 415. Bridgeton and Millville Traction Company, 254, 288, 316, 340, 362, 387, 402. Brigantine Transportation Company, 254, 288, 316, 340, 362, 387. Brigbtwood Railway Company, 238, 278, 306, 330, 354, 401. Brill solid truck frames, use of, 192. Bristol and Plainville Tramway Company (Conn.), 238, 278, 306, 330, 352, 384. Bristol Belt Line Railway Company (Tenn. ), 270, 298, 324, 348, 370. Bristol County Street Railway Company (Mass. ),' 250, 286, 312, 336, 360, 386. Broad Bipple Traction Company (111.), 242, 280, 308, 332, 356. Broadway and Seventh Avenue Railway Company, 123, 256. Broadway Surface Railway, 123. Brockton and Plymouth Street Railway Company, 248, 286, 312, 336, 360, 394, 398, 401. Brooklyn, third-rail construction on elevated roads in, 179; span wire construction in, 182. Brooklyn City and Newtown Railroad Com- pany, 258. . Brooklyn City Railroad Company, 192, 258. Brooklyn Heights System, 190. Brooklyn Rapid Transit Company, 22, 52, 79, 81, 124, 179, 211, 258, 290, 318, 342, 364, 388, 391, 399, 402. Brown, Le Grand, 173, 174. Brownstown and Ewing Street Railway Company, 242, 280, 308, 332, 356. Brussels, conduit system in, 181. Budapest, conduit system in, 181; styles of cars used in, 196. Buffalo, trackage and traffic in, 24; concrete roadbed in, 173. Buffalo and Depew Railway Company, 256, 290, 316, 340, 364, 387. Buffalo and Williamsville Electric Railway Company, 258, 292, 318, 342, 366. Buffalo, Gardenville and Ebenezer Railway Company, 258, 292, 31 8, 342, 366, 388. Buffalo, Hamburg and Aurora Railway Company, 256, 290, 316, 340, 364. Buffalo Street Railway Company, 175, 190. Buildings, instructions to special agents re- garding, 416, 417, 421. Burlington Railway and Light Company ( Iowa ), 242, 282, 308, 332, 356, 394. Burlington Traction Company (Vt. ), 272, 298, 324, 348, 372. Business, retail, influences of interurban railways on, 112-116. Butler Passenger Railway Company, 262, 294, 320, 346, 368. Butte Electric Railway Company, 252, 288, 314,338,362,387. Cable railways, capitalization of companies, 46; changes in, 48; cost of construction of, 48; operating earnings of, 67; percentage distribution of operating earnings of, 67; introduction of, 159; essential principles of, 159, 160; feeders used by, 184; changes introduced by, 192. Cairo Electric Railway Company, 240, 280, 308, 332, 354. Calais Street Railway Company, 244, 284, 310, 334, 358. California, proportion of passengers to popu- lation, 17; income accounts of companies in, 62-64; percentage of taxes to income in, 66; gross earnings from operation, 70;. operating expenses in, 72-75; assets and liabilities of companies in, 90, 91; franchise laws in, 136; miles of track in, reporting cast-welded joints, 178; span wire construction in, 181; center pole con- struction in, 182; number of cars in, 189; hand and air brakes in, 203; car houses in, 209; waterpower used in, 218; power consumption in, 226; number of companies in, 232; salaried officials and clerks in, 232; wage-earners in, 232-235, 376-383; list of companies in, 236; capital stock and funded debt in, 236, 237; character and length of track in, 236, 276; electric construction in, 276; roadbed in, 9 76; cars and miscellaneous equipment in, 304; power and generating plants in, 328; accidents in, 352; car hours in, 352; car mileage in, 352; maximum speed in, 352: passengers in, 352; bridges and tunnels in, 384; water wheels and gas engines in, 392; alternating-current dyna- mos in, 393; auxiliary electric equip- ment in, 397; substation equipment in, 401. California Street Cable Railroad Company, 236, 276, 304, 328, 352. Calumet Electric Street Railway Company, 240, 280, 308, 332, 354, 385, 394, 397. Cambria Incline Plane Company, 264, 296, 322, 346, 368, 389. Camden and Suburban Railway Company ( N. J. ) , 227, 254, 288, 316, 340, 362, 387, 399, 402. Camden and Trenton Railway Company ( N. J. ) , 254, 290, 316, 340, 364, 387. Camden Horse Railroad Company (N. J.), 254. Camden Interstate Railway Company (W. Va.), 272, 300, 326, 350, 372, 390, 396, 400, 403. Camden, Gloucester and Woodbury Rail- way Company (owned by South Jersey Gas, Electric and Traction Company) (N. J. ) , 254, 288, 316, 340, 362, 387. Canton-Akron Railway Company, 260, 292, 318, 344, 366, 395, 399, 402. Capital stock, by states and territories, 64, 91. Capital stock and funded debt, per cent issued and outstanding of, amount of, per mile, 46; form of schedule used in census inquiries regarding, 410. Capital Traction Company, 81, 238, 278, 306, 330, 354, 384, 391, 397. Capitalization, causes tending to increase, 47; reconstruction in relation to, 47^49; regu- lation of, by state or municipality, 133. Car hours, classified, by power, 15; by pop- ulation, 22, 23; by companies and states 352—375 Car hour unit, value of, 226, 227. Gar houses, number and distribution of, 209; construction and equipment of, 191, 210; methods of lighting, 211. Car mile, passengers per, by urban centers, 26. Car mile unit, value of, 227. Car mileage, classified by power, 14; differ- ent bases for computing, 14; classified by population, 21; amount of, by states, 226; by companies and states, 352-375. Car service, instructions to special agents re- garding, 419. Carbondale Railway Company, 268. Carlisle and Mt. Holly Railway Company, 262, 294, 320, 346, 368, 389. Carrollton Electric Railway Company, 252, 288, 314, 338, 362, 387. Carrying capacity, surface railways, causes limiting, 34, 35; inadequacy of, 35. See also Transportation. Cars, numberof, 8, 9, 189; operating expenses of, 72, 74; operation of, percentage distri- bution of expense's, 76; distribution of, 189; express, freight, and mail, 189; pas- senger, number and style of, 189;. in con- nection with miscellaneous equipment, general account of, 189-213; work and miscellaneous, distribution of, 190; bob- tail, number of, objection to, 191; horse, objections to, 191 ; electric, early forms of, 192, 193; electric, style of modern con- struction of, 193; general dimensions of, 193; upholstery of, 193; elevated, number and distribution of, 196; heating of, 207; interurban, styles of, 215; freight, use of, 216; passengers, number of, 304-327; heated, number of, 305-327; lighted, numberof, 305-327; with brakes, number of, 305-327; freight, mileage of, 352-375; mail, mileage of, 352-375; passenger, mile- age of, 352-375; form of schedule used in census inquiries regarding, 408; instruc- tions to special agents regarding, 415. Catharine and Bainbridge Street Railway Company, 266. Catskill Electric Railway Company, 256, 290, 316, 340, 364. Cedar Rapids and Marion City Railway Company, 242, 282, 308, 332, 356, 385, 398. Census of 1890, comparison with, 6-11. Centennial Passenger Railway Company, 266. Central Crosstown Railroad Company, 124, 256, 290, 316, 342, 364. Central Park and North and East River Railway Company, 123, 256. INDEX. 425 Central Railway Company, 242, 280, 308, 332, 356, 385, 397. Centralia and Central City Street Railway Company, 240, 280, 308, 332, 354. Charleston Consolidated Railway, Gas and Electric Company, 270, 298, 324, 348, 370, 389, 396, 400. Charlotte Electric Railway, Light and Power Company, 25S, 292, 318, 342, 366, 388, 395, 399. Charlottesville City and Suburban Railway Company, 272, 298, 324, 350, 372, 390, 400. Charters, right to exist, granted by state, 126; duration of, limited by state consti- tutions, 128. Chattanooga Electric Railway Company, 270, 298, 324, 348, 370, 389. Chelton Avenue Passenger Railway Com- pany, 266. Chester and Delaware Street Railway Com- pany, 262. Chester and Derry Railroad Association (N. H.), 252,288,316,340,362. Chester and Media Electric Railway Com- pany, 262. Chester, Darby and Philadelphia Railway Company, 262. Chester Street Railway Company, 262. Chester Traction Company,262, 294, 320, 346, 368, 389, 400. Chicago, trackage and traffic in, 24; rail- ways radiating from, 103; effort to secure municipal ownership of railways in, 136; franchise regulations in, 138; conduit sys- tem in, 179; third-rail construction in, 179; description of tunnels in, 187; style and dimensions of cars, 193; elevated systems in, 196. Chicago and Des Plaines Valley Electric Railway Company, 240. Chicago and Joliet Electric Railway Com- pany, 240, 2S0, 308, 332, 356, 385, 401. Chicago and Milwaukee Electric Railway Company, 240, 280, 308, 332, 356, 385, 394, 397,401. Chicago and North Shore Street Railway Company, 240. Chicago, Cincinnati and Louisville Rail- road Company, effect of electric railway competition on, 117. Chicago City Railway Company, 53, 79, 82, 175,209, 212, 240, 280, 308, 332, 354, 391, 397. Chicago Consolidated Traction Company, 240,"280, 308, 332, 354, 385, 397. Chicago Edison Company, 228. Chicago Electric Traction Company, 240, 280, 308, 332, 354, 385, 397. Chicago General Electric Railway Company, 240, 280, 308, 332, 356. Chicago General Railway Company, 240, 280, 308, 332, 356. Chicago, Harvard, and Geneva Lake Rail- way Company, 242, 280, 308, 332, 356. Chicago Passenger Railway Company, 240. Chicago Union Traction Company, 79, 81, 209, 212, 240, 280, 308, 332, 354, 385, 391, 392, 397. Chicago AVest Division Railway Company, 240. Chillicothe Electric Railroad, Light and Power Company, 260, 292, 318, 344, 366, 395. Chippewa Valley Electric Railroad Com- pany, 274, 300, '326, 350, 374, 390, 400, 403. Christopherand Tenth Street Railroad Com- pany, 256. Cincinnati, trackage and traffic in, 24. Cincinnati, Dayton and Toledo Traction Company, 217, 260, 292, 318, 344, 366, 388, 399, 402. Cincinnati, Georgetown and Portsmouth Railroad Company, 118. Cincinnati, Lawrenceburg and Aurora Electric Street Railroad Company, 260, 292, 318, 344, 366, 388. Cincinnati, Newport and Covington Railway Company (Ky.), 244, 282, 310, 334, 358, 385. Cincinnati Street Railway Company, 121, 260. Cincinnati Traction Company, 79, 182, 189, 260, 292, 318, 344, 366, 399. Circuit systems, description of, 165, 166. Citizens Clearfield and Cambria Street Rail- way Company (Pa. ),266. Citizens East End Street Railway Company (Pa.), 266. Citizens Electric Company (Ark.), 236,276, 304, 328, 352. Citizens Electric Street Railway Company (Mass. ), 248, 286, 312, 336, 360,386. Citizens Light and Transit Company (Ark. ), 236, 276, 304, 328, 352, 384, 393, 397. Citizens Passenger Railway Company (Pa.), 264, 266. Citizens Railway and Light Company ( Iowa) , 244, 282, 310, 334, 356, 398. Citizens Railway Company (Tex.), 270, 298, 324, 348, 372, 390. Citizens Railway, Light and Power Com- pany ( Va. ), 272, 300, 324, 350, 372, 390, 396 403. Citizens Street Railway Company (Mo.), 252, 288, 314, 338, 362. Citizens Street Railway Company (N. Y. ), 256, 290, 316, 340, 364. Citizens Traction Company (Pa.), 264, 266, 296, 322, 346, 368, 389, 393. City and Suburban Railway Company ( Oreg. ) , 262, 294, 320, 344, 368, 396. City and Suburban Railway of Washington, D. C, 238, 278, 306, 330, 354, 384, 391, 401. City Electric Railway Company (Ga.), 240, 278,306,330,354,394. City Island Railroad Company, 258, 290, 318, 342, 364. City Railway Company, 260, 292, 320, 344, 366. Clerks, number and salaries of, 232. Cleveland, trackage and traffic in, 24; radi- ation of railways from, 103; fares and transfer privileges in, 145. Cleveland City Railway Company, 79, 82, 182, 260, 292," 320, 344, 366, 399. Cleveland Electric Railway Company, 79, 175, 182, 211, 260, 292, 320, 344, 366, 388, 399. Cleveland, Elyria and Western Railway Company, 260, 292, 320, 344, 366, 388. Cleveland, Painesville and Eastern Railroad Company, 260, 292, 320, 344, 366, 388, 399. Clinton Street Railway Company, 252, 288, 314, 338, 362. Coal Belt. Electric Railway Company, 242, 280, 308, 332, 356, 385, 397. Cohoes City Railway Company, 256, 290, 316, 340, 364. Collegeville Electric Street Railway Com- pany, 264. Colorado, proportion of passengers to popu- lation in, 17; companies failing to report financial transactions in, 54; income ac- counts of companies in, 62-64; earnings from operation in, 70; operating expenses in, 72-75; dividends in, 82; assets and lia- bilities of companies in, 90, 91; franchise laws in, 137; light weight T rail in, 179; span wire construction in, 181,182; power consumption in, 226; number of companies in, 232; salaried officials and clerks in, 232; wage-earners in, 232-235, 376-383; list of companies, 238; capital stock and funded debt in, 238, 239; character and length of track in, 238, 276; electric con- struction in, 276; roadbed in, 276; cars and miscellaneous equipment in, 304; power and generating plants in, 328; acci- dents in, 352; car hours in, 352; car mileage in, 352; maximum speed in, 352; pas- sengers in, 352; bridges and tunnels in, Colorado — Continued. 384; water wheels and gas engines in, 392; alternating-current dynamos in, 393; aux- iliary electric equipment in, 397. Colorado Springs and. Criople Creek District Railway Company, 238^ 276, 304, 328, 352, 384, 392, 393, 397. Colorado Springs Rapid Transit Railway Company, 238, 276, 304, 328, 352, 384, 397. Colton, Doctor, 160. Columbia and Montour Electric Railway Company (Pa.), 262, 294, 320, 346, 368, 389, 396, 400, 402. Columbia Electric Street Railway, Light and Power Company (S. C), 270, 298, 324,348, 370, 389, 400, 403. Columbia Railway Company (D. C), 238, 278, 306, 330, 354, 384, 397. Columbus, Ohio, trackage and traffic in, 24; fares in, 128. Columbus Avenue Company (N. Y. ), 123. Columbus, Buckeye Lake and Newark Trac- tion Company (Ohio), 260, 292, 320, 344, 366, 388, 395, 399, 402. Columbus, Delaware and Marion Railways Company (Ohio), 215. Columbus, Grove City and Southwestern Railway Company (Ohio), 260. Columbus, London and Springfield Railway Company (Ohio), 260, 292, 320, 344, 366, 388, 395, 399, 402. Columbus Railroad Company (Ga. ), 240, 278, 306, 330, 354, 385, 392, 394, 397. Columbus Railway Company (Ohio), 134, 145, 260, 292, 320, 344, 366. Commission, railroad, authority of, in Massa- chusetts, 126. Common stock. See Stock, common and preferred. Commonwealth Avenue Street Rail way Com- pany, 248, 286, 312, 336, 360. Companies, classification of, 4, 5, 7, 11-23; percentage of gross receipts of, 132; capital stock and funded debt of, 236-275 ; length of track of, 236-275. Compressed air, use of, in car equipment, 204. Concord and Boston Street Railway Com- pany (Mass. ), 246. Concord, Maynard and Hudson Street Rail- way Company (Mass.), 248,284,312,336, 360, 386. Concord Street Rail way Company (N. H.), 252, 288, 316, 340, 362, 399. Concrete, use of, for roadbeds, 173. Conductors, number and wages of, 233. Conduit systems, 179-181; description of building of, 181; feeder, 183,391; instruc- tions to special agents regarding, 415. Conestoga Traction Company, 264, 296, 322, 346, 368, 389, 396, 400,402. Coney Island and Brooklyn Railroad Com- pany, 82, 258, 290, 318, 342, 364, 399. Conneaut and Erie Traction Company, 186. Connecticut, proportion of passengers to population, 17; companies failing to report financial transactions in, 54; income ac- counts of companies in, 62-65; percentage of taxes to income in, 66; gross earnings from operation in, 70; operating expenses in, 72-75; assets and liabilities of com- panies in, 90, 91; legislative authority over charters in, 126; franchise laws in, 137; light weight T rail in, 179; third rail con- struction in, 179; car lighting in, 206; car houses in, 209; power consumption in, 226; number of companies in, 232; sala- ried officials and clerks in, 232; wage- earners in, 232-235, 376-383; list of com- panies in, 238; capital stock and funded debt in, 238-239; character and length of track in, 238, 278; electric construction in, 278; roadbed in, 278; cars and miscel- laneous equipment in, 306; power and generating plants in, 330; accidents in, 426 INDEX. Connecticut — Continued. 352; car hours in, 352; car mileage in, 352: maximum speed in, 352; passengers in, 352; bridges and tunnels in, 384; water wheels and gas engines in, 392; alternating- current dynamos in, 394; auxiliary electric equipment in, 397; substation equipment in, 401. Connecticut Railway and Lighting Corn- pan}-, 122, 238, 27S,'306, 330, 352, 3S4, 394, 397. Connellsville Suburban Street Railway Com- pany, 262, 294, 320, 346, 368, 389. Conshohoeken Railway Company, 264. Consolidated Company (Ohio), 260, 292, 318, 344, 366, 395. Consolidated Railway and Power Company (Utah), 270, 298, 324, 348, 372, 390. Consolidated Railways. Light and Power Company (X. C), 258,292,318,342,366. Consolidated Street Railway Company (Kans.), 244, 2S2, 310, 334, 358. Consolidated Traction Company ( X. J. ) , 254, 266. C»nsolidation, advantages of, 7, 120-122. Construction, cost of, 47, 90-93; electric, 181-186, 276-303; improvement in, 191; instructions to special agents regarding, 414. Continental Passenger Railway Company, 264. Controllers, description of, 199, 201. Converters, rotary, number and power of, 401-403. Conwav Electric Street Railway Company, 248, 284, 312, 336, 360, 386. Coplay, Egypt and Ironton Street Railway Company, 262. Corning and Painted Post Street Railway Company, 256, 290, 316, 340, 364, 387. Cortland County Traction Company, 256, 290, 316, 340, 364, 387, 395, 402. Cottage City and Edgartown Traction Com- pany, 248', 284, 312, 336, 360. Couplers, description of, 202. Covington and Oxford Street Railway Com- pany, 240, 278, 306, 330, 354, 385. Crossings, steam railroad, number and kind of, 188, 276-303. Crosstown Street Railway Company, 79, 256, 290, 316, 340, 364, 387. Cumberland and Westernport Electric Rail- way Company, 246, 284, 312, 336, 358. Cumberland Electric Rail way Company, 246, 284, 312, 336, 358. Cumberland Valley Traction Company (Pa. ), 262, 294, 320, 346, 368, 389. Current, direct. See Generators. Daft, Leo, electric railway lines constructed by, 162, 163, 169. , Dallas, Tex. , trackage and traffic in, 19. Dallas Consolidated Electric Street Railway Company, 270, 298, 324, 348, 370. Damages, expenditures for, 74—76; instruc- tions to special agents regarding, 420. Danbury and Bethel Street Railway Com- pany, 238, 278, 306, 330, 352. Danville, Paxton and Northern Railroad Company (111. ), 240, 280, 308, 332, 356, 385. Danville Railway and Electric Company ( Va. ), 272, 298, 324, 350, 372. Danville Street Railway and Light Company (111. ), 240, 280, 308, 332, 356, 394, 401. Dartmouth and Westport Street Railway Company, 248, 284, 312, 336, 360, 386. Davenport, Thomas, pioneer in electric trac- tion work, 160. Dayton, Ohio, trackage and traffic in, 19. Davton and Northern Traction Company, 260, 294, 320, 344, 366, 388, 396, 399. Davton and Trov Electric Railway Com- pany, 216, 260, 294, 320, 344, 366, 388, 399. Davton and Western Traction Company, 260, 294, 320, 344, 366, 388, 399. Dayton and Xenia Transit Company, 260, 294, 320, 344, 366, 388. Dayton, Springfield and Urbana Electric Railway Company, 260, 294, 320, 344, 366, 388, 399. Decatur Street Railway Company (Ala.), 236, 276, 304, 328, 352. ' Decatur Traction and Electric Company (111.), 240, 280, 308, 332, 356. Deficit, net, 90. Delaware, proportion of passengers to popu- lation, 17; income accounts of companies in, 62-64; gross earnings from operation, 70; operating expenses in, 72-75; assets and liabilities of companies in, 90, 91; power consumption in, 226; number of companies in, 232; salaried officials and clerks in, 232; wage-earners in, 232-235, 376-383; list of companies in, 238; cap- ital stock and funded debt in, 238, 239; character and length of track in, 238, 278; electric construction in, 278; roadbed in, 278; cars and miscellaneous equipment in, 306; power and generating plants in, 330; accidents in, 354; car hours in, 354; car mileage in, 354; maximum speed in, 354; passengers in, 354; bridges and tun- nels in, 384; auxiliary electric equipment in, 397. Delaware County and Philadelphia Electric Railway Company (Pa.) , 266, 296, 322, 346, 370, 389, 400. Delaware Electric Street Railway Company (Ohio), 260, 294, 320, 344, 366. Denison and Sherman Railway Company, 270, 298, 324, 348, 372, 390. Denver, Colo., trackage and traffic in, 24; style and dimension of cars in, 195. Denver City Tramway Company, 175, 176, 181, 182, 238, 276, 304, 328, 352, 384. Denver, Lakewood and Golden Railroad Company, 238, 276, 304, 328, 352, 384. Des Moines City Railway Company, 242, 282, 310, 334, 356, 385, 398. Detroit, railways radiating from, 103; fare regulations in, 142; style and dimension of cars in, 194. Detroit and Port Huron Shore Line Railway Company, 250, 286, 314, 338, 360, 386, 395, 398, 402. Detroit, Plymouth and Northville Railway Company, 250, 286, 314, 338, 362, 386. Detroit Street Railway Company, 142. Detroit United Railway Company, 5, 81, 101, 121, 189, 211, 212, 250,286,314,338,360, 386, 395, 398, 402. Detroit, Ypsilanti, Ann Arbor and Jackson Railway Company, 111,250,286,314,338, 360, 386, 395, 398, 402. District of Columbia, dividends in, 82; power consumption in, 226; list of com- panies in, 238; capital stock and funded debt in, 238, 239; character and length of track in, 238, 276; electric construction in, 278; roadbed in, 278; cars and miscella- neous equipment in, 306; power and gen- erating plants in, 330; accidents in, 354; car hours in, 354; car mileage in, 354; maximum speed in, 354; passengers in, 354; bridges and tunnels in, 384; feeder conduit system in, 391; auxiliary electric equipment in, 397; substation, equipment of, 401. Dividends forall companies, 57, 79-82, 90, 91. Dover, Somersworth and Rochester Street Railway Company, 252. Doylesto wn and Easton Street Railway Com- pany, 262, 294, 320, 346, 368, 389. Doylestown and Willow Grove Railway Company, 125, 262, 294, 320, 346, 368, 389. Dry Dock, East Broadway and Battery Rail- road Company, 124, 256, 290, 318, 342, 364. Dubois Traction Company, 264, 294, 320, 346, 368. Dubuque, Iowa, trackage and traffic in, 19. Duluth, Minn., trackage and traffic in, 19. Duluth-Superior Traction Company, 181,250, 286, 314, 338, 362, 387. Dunkirk, X. X"., trackage and traffic in, 19. Dunkirk and Fredonia Railroad Company, 256, 290, 316, 340, 364, 395. Dunkirk and Point Gratiot Traction Com- pany, 256, 290, 316, 340, 364. Duquesne Incline Plane Company, 268, 296, 322, 346, 370. Durango Railway and Realty Company, 238, 276, 304, 328, 3*52. Dynamomen, number and wages of, 234, 235. Dynamos", invention of, 161; number of, 218; direct current, number and horse- power of, 219,328-351; alternating-cur- rent, number and horsepower of, 219, 393- .396. Earnings, operating, gross income distin- guished from, 55; according to power, 66, 67; accordingto population, 68; by States, 69; per mile of track, 104; per car mile, 105; relation of, to population, 105, 106; difficulty in taxing, 132. East End Passenger Railway Company, 268, 296, 322, 346, 370. East Hardford and Glastonburg Street Rail- way Company, 238. East Liverpool and Rock Springs Street Railway Company (W. Va.), 272, 300. 326, 350, 372. East Liverpool Railway Company (Ohio), 260, 294, 320, 344, 366, 388. East McKeesport Street Railway Company, 266. East Middlesex Street Railway Company, 246. East Reading Electric Railway Company, 268. East St. Louis and Suburban Railway Com- pany, 240, 280, 308, 332, 356, 385. East St. Louis Railway Company, 240, 280, 308, 332, 356. East Santa Cruz Street Railroad Company, 236, 276, 304, 328, 352, 384. East Side Traction Company, 258. East Taunton Street Railway Company, 250, 286, 312, 336, 360, 386. Eastern Ohio Traction Company, 260, 292, 320, 344, 366, 388, 395, 399, 402. Easton Consolidated Electric Company (lessor), 262. Easton and Bethlehem Transit Company 262. Easton and Nazareth Street Railway Com- pany, 264, 294, 320, 346, 368, 389. Easton, Palmer and Bethlehem Street Rail- way Company (lessor) , 262. Easton Transit Company, 262. Eckington and Soldiers' Home, 182. Edison. Thomas A., electric railway work of, 161, 162. Egypt Electric Company, 240, 280, 308, 332, 354, 394. Eighth Avenue Railroad Company, 123, 256. El Paso Electric Railway Company, 270, 298, 324, 348, 372, 390. Electro-magneto braking, 204. Electro-magnetic engine, exhibition of, by Thomas Davenport, 160. Electro-magnetic locomotive, exhibition of, by Prof. Moses G. Farmer, 160. Electro-magnetic power, patented by Thomas Davenport, 160. Electric Railway and Ice Company (Kans.), 244, 282, 310, 334, 358, 385. Electric Railway and Power Company (Ohio), 260, 294, 320, 344, 368. Electric Street Railway of Clarksville (Tenn. ), 270, 298, 324, 348, 370, 389. Electric Traction Company (Pa.), 266. Electricians, number aud wages of, 234, 235. Electricity, difficulties encountered by steam railways in use of, for suburban trains, INDEX. 427 Electricity— Continued. 119; recognition of, as motive power, 160; supplanting of steampower by, on ele- vated railways, 169. Elevated railways, classification of, 4, 12; necessity for, 35, 36, 38; capitalization of, 46; income account of, 55, 56; operating earnings of, 67; operating expenses of, 77; general results of operation of, 82; operat- ing ratio of, 84; equipment and develop- ment of, 169, 170; number and distribu- tion of cars on, 196; precautions against fire in construction of cars, 197. Elgin, Aurora and Southern Traction Com- pany, 240, 280, 306, 330, 354, 385, 397. Elizabeth, Plainfield and Central Jersey Rail- way Company, 254, 288, 316, 340, 362, 387. Elmira and Seneca Lake Railway Company, 258, 292, 318, 342, 366, 388. Elmira Water, Light and Railroad Com- pany, 256, 290, 316, 340, 364, 387, 395. Empire Passenger Railway Company, 266. Employees, of operating and lessor compan- ies, 6, 7; number of, 8, 94; number of, per mile of track, 95; salaried, number of, per 100,000 car miles, 95; salaried, number of, per 100,000 fare passengers, 95; form of schedule used in census inquiries regard- ing, 411; instructions to special agents re- garding, 419, 421. Engineering of road, instructions to special agents regarding, 416. Engineers, number and wages of, 234, 235; number at specified rates of pay, 380. Engines, steam, number and horsepower of, 328-351; gas, number and horsepower of, 392. England, style of cars used in, 191. Eppelsheimer, William, 159. Equipment, operating expenses of, 72, 73; cost of, 90; electric, number of companies using, 189; miscellaneous, general account of, 189-213; motor and controller, 198; of power houses, 218-229; miscellaneous, 304-327; auxiliary electric, 397; substa- tion, 401; instructions to special agents regarding, 418. Erie Electric Motor Company, 264, 294, 322, 346, 368, 389. Erie Railroad Company, effect of electric railway competition on, 117. Erie Rapid Transit Street Railway Company, 264, 294, 322, 346, 368, 389. Erie Traction Company, 264, 294, 322, 346, 368, 389. Escanaba Electric Street Railway Company, 250, 286, 314, 338, 360, 386, 398. Europe, street railways in, 149-156, 185, 195. Evansville Electric Railway Company, 242, 280, 308, 332, 356, 398. Everett Railway and Electric Company, 272, 300, 326, 350, 372, 390, 396, 400. Exeter, Hampton and Amesburv Street Railwav Company, 252, 288, 316,*340, 362, 387, 395, 399, 402. Expenditures, operating, 10, 11; of lessor companies, 65. Expenses, operating, 70-79, 85, 105; of main- tenance and transportation, 72-74; legal, 74, 75; of salaries and wages of employees, 74, 75; for damages, 74-76; operating, in- structions to special agents regarding, 410, 416-421. Express, cars, 22; traffic on electric lines, nature of, 112; cars, number of, 189; serv- ice, development of, 216; receipts from, in- structions to special agents regarding, 421. Fairhaven and Westville Railroad Company, 238, 278, 306, 330, 354, 384, 397. Fairmont and Clarksburg Electric Railway Company ( W. Va.) , 272, 300, 326, 350, 372, 396. Fairmount Park and Haddington Passenger Railway Company, 266. Fairmount Park Transportation Company, 266, 296, 322, 346, 370, 389, 391, 400. Fares, prevalence of 5-cent, 39; reduction of, 39-41; comparison with steam railroads, 110; state laws regulating, 130-132, 138- 148; registration and collection of, 207, 208. Farmer, Prof. Moses G., 160. Farmington Street Railway Company, 238, 278, 306, 330, 354, 384. Feeder conduit system, description of, 183; length in miles of, 391. Feeder construction, 183, 184; form of sched- ule used in census inquiries regarding, 409; instructions to special agents regarding, 415. Fenders, objections to, 205; types of, 205; total . number of cars equipped with, 206; form of schedule used in census inquiries regarding, 408; instructions to special agents regarding, 414, 415. Field, Stephen D., 161, 162, 169, 170. Financial operations, statistics of operating and lessor companies, 6; general informa- tion regarding, 54-93; method of account- ing, 133, 415, 416; statistics of, of railways in specified foreign countries, 149, 151-156. Firemen, number and wages of, 234, 235, 380, 381. Fires, frequency of, in electric systems, 197. Fishkill Electric Railway Company, 256. Fitchburg and Leominster Street Railway Company, 248, 284, 312, 336, 360, 386. Fixtures, instructions to special agents re- garding, 416, 417. Flat rail, description of, 174. Flint and Pere Marquette Railroad Com- pany, effect of electric railway competition on, 117. Floating debts, purpose of, 44; interest on, 64. Florida, proportion of passengers to popu- lation in, 17; income accounts of com- panies in, 62-64; earnings from operation in, 70; operating expenses in, 72-75; divi- dends in, 82; assets and liabilities of com- panies in, 90, 91 ; woods used for car con- struction in, 193; power consumption in, 226; numberof companies in, 232; salaried officials and clerks in, 232; wage-earners in, 232-235, 376-382; list of companies in, 240; capital stock and funded debt in, 240, 241 ; character and length of track in, 240,278; electric construction in, 278; roadbed in, 278; cars, miscellaneous equipment in, 306; power and gener- ating plants in, 330; accidents in, 354; car hours in, 354; car mileage in, 354; maximum speed in, 354; passengers in, 354; bridges and tunnels in, 384; water wheels and gas engines in, 392; alter- nating-current dynamos in, 394; substa- tion equipment in, 401. Fond du Lac Street Railway and Light Com- pany, 274, 300, 326, 350, 374, 396. Fonda, Johnstown and Gloversville Rail- road Company, 256, 290, 316, 340, 364, 387. Foremen, number and wages of, 232, 233. Fort Dodge Light and Power Company, 242,282,310,334,356,394. Fort Madison Street Railway Company, 242, 282, 310, 334, 356. Fort Meade Street Railway Company, 240, 278, 306, 330, 354. Fort Scott Consolidated Supply Company, Street Railway Department, 244, 282, 310, 334, 358. Fort Smith and Van Buren Light and Transit Company, 236, 276, 304, 328, 352, 384. Fort Smith Traction, Light and Power Company, 236, 276, 304, 328, 352, 384. Fort Wayne and Southwestern Traction Company, 242, 2S0, 308, 332, 356, 385, 394, 398,401." Fort Wayne Traction Company, 242, 280, 308, 332, 356, 385. Framingham, Southboro and Marlboro Street Railway Company, 248. Framingham Union Street Railway Com- pany, 248, 284, 312, 336, 360. Forty-second Street and Grand Street Ferry Railway Company, 123, 256. Forty-second Street, Manhattan ville and St. Nicholas Avenue Railway Company, 124, 256, 290, 318, 342, 364. Fox River Electric Railway and Power Com- pany, 274, 300, 326, 350, 374, 390. France, statistics of street railways in, 154, 155. Franchise ordinances, method of obtaining provisions of, by Census Bureau, 126. Franchise privileges, compensation for, 131, 132. Franchises, method of granting, 126-128; public regulation of, 126-148; duration of, 128-130; perpetual, 129; state laws regu- lating, 136-148; in United Kingdom, 150; in Germany, 152. Frankford and Fairmount Railway Com- pany, 266. Frankford and South wark Philadelphia City Passenger Railroad Company, 266. Frankfort and Suburban Railway Company, 244, 282, 310, 334, 358. Franklin Electric Street Railway Company, 264, 294, 322, 346, 368. Frederick and Middletown Railway Com- pany, 246, 284, 312, 336, 358, 386. Frederick City Suburban Railway Com- pany, 246. Freemansburg Street Railway Company, 262. Freeport Electric Company, 242, 280, 308, 332, 356. Freight, mileage of, 22; traffic, 112; cars, number of, 189; service, 216; instructions to special agents regarding, 421. Fresno City, Belmont and Yosemite Rail- road Company, 236, 276, 304, 328, 352. Fresno Railroad Company, 236, 276, 304, 328, 352. Fries Manufacturing and Power Company, 258, 292, 318, 342, 366, 388, 393, 395, 402. Fryeburg Horse Railroad Company, 246, 284, 310, 334, 358. Fuel, instructions to special agents regard- ing, 419. Full-time Electric Surface Railway Com- panies, income account of, 60, 61; general results of operation of, 86, 88. Fulton Street Railroad Company, 123, 256, 290, 318, 342, 364. Funded debt, 64, 80, 90, 91. Funds, sinking and depreciation, 56. Galesburg Electric Motor and Power Com- pany, 54, 242, 280, 308, 332, 356, 385. Galveston Street Railway Company, 270, 298, 324, 348, 372, 390, 396. Gardiner, E.S., 159. Gardner, Westminster and Fitchburg Street Railwav Company, 248, 284, 312, 336, 360, 386. Gas engines, 218, 392. Gearing, 198. Geary Street, Park and Ocean Railroad Com- pany, 236, 276, 304, 328, 352. Generating and power plants. See Power and generating plants. Generating equipment, 218. Generators, alternating current, 221; direct current, 221 ; form of schedule used in cen- sus inquiries regarding, 409; instructions to special agents regarding, 415. Geneva, Waterloo, Seneca Falls and Cayuga Lake Traction, 256, 290, 316, 342, 364, 388. Georgetown and Lexington Traction Com- pany (Ky. ), 244, 282, 310, 334, 358, 385. 4-28 INDEX. Georgetown and Tennallvtown Railway Company (Washington, D. C), 238, 278, 306, 330, 354, 384. Georgetown, Rawlev and Ipswich Street Railway Company (Mass.), 248, 286,312, 336,360,386. Georgia, proportion of passengers to popula- tion, 17 ; income accounts of companies in, 62-64; gross earnings from operation, 70; operating expenses in, 72-75; assets and liabilities of companies in, 90, 91 ; franchise laws in, 137; light-weight T rail in, 179; center pole construction in, 185; woods for car construction in, 193; waterpower used by companies in, 218; wage-earners in, 232- 235, 376-383; number of companies in, 232; salaried officials and clerks in, 232; capital stock and funded debt in, 240, 241; list of companies in, 240; character and length of track in, 240, 278; electric construction in, 278; roadbed in, 278; cars and miscellane- ous equipment in, 306; power and gener- ating plants in, 330; accidents in, 354; car hours in, 354; car mileage in, 354; maxi- mum speed in, 354; passengers in, 354; bridges and tunnels in, 385; feeder conduit system in, 391; water wheels and gas en- gines in, 392; alternating-current dynamos in, 394; auxiliary electric equipment in, 397; substation equipment in, 401. Georgia Railway and Electric Company, 240, 278, 306, 330, 354, 391, 394, 397, 401. Germantown and Pairmount Park Railway Company, 266. Germantown Passenger Railway Company, 266. Germany, municipal ownership of railways in, 136, 153; franchises in, 152; railways in, 152-154; experiments in high speed and high-pressure current in, 167; styles of cars in, 196. Gerry, M.H., 228. Gettysburg Transit Company, 264, 294, 322, 346, 368, 389. Girard Avenue Passenger Railway Company, 266. Girder rail, 179. Gloucester and Rockport Street Railway Company, 246. Goldsborough, Prof. W. E., 228. Grand Junction Street Car System (munici- pal), 238, 276, 304, 328, 352. Grand Rapids, Grand Haven and Muskegon Railway Company, 250, 286, 314, 338, 360, 386, 395, 398, 402. Grand Rapids, Holland and Lake Michigan Rapid Railway Company, 250, 286, 314, 338, 360, 386, 395, 398, 402. Grand Rapids Railway Company, 250, 286, 314, 338, 360, 386. Granite City and St. Louis Railway Com- pany, 242, 280, 308, 332, 356. Great Britain and Ireland, municipal owner- ship of railways in, 136; street railways in, 149-152. Great Falls Street Railway Company, 252, 288, 314, 338, 362. Green and Coates Streets Philadelphia Pas- senger Railway Company, 266. Green, George F., 166. Greenfield and Deerfield Street Railway Company, 248, 284, 312, 336, 360. Greenfield and Turners Falls Street Rail- way Company, 248, 284, 312, 336, 360, 386, 392, 398. Greenville Light and Car Company (Miss.), 252, 288, 314, 338, 362. Greenville Traction Company (S. C), 270, 298, 324, 348, 370, 389. Greenwich Tramway Company, 238, 278, 306, 330, 354, 384. Hagerstown Railway Company, 246, 284, 312, 336, 358, 394. Hall, Thomas, 160. Hallidie, Andrew S., 159. Halske, work of, at Berlin, 161. Hamburg Railway Company, 258,292,318, 342, 366, 388. Hamburg, sliding scale system in, 134. Hammond, Whiting and East Chicago Elec- tric Railway Company, 54, 242, 280, 308, 332, 356. Hampshire and Worcester Street Railway Company, 250, 286, 312, 336, 360, 386. Hampshire Street Railway Company, 250, 286,312,336,360,386. Hand brakes, number of, 203. Hannibal Railway and Electric Company, 252, 288, 314, 338, 362, 387. Hanover and McSherrysto wn Street Railway Company, 264, 294, 322, 346, 368. Harrisburg and Mechanicsburg Electric Railway Company, 264, 296, 322, 346, 368, 389. Harrisburg City Passenger Railway Com- pany, 264. Harrisburg Traction Company, 264, 296, 322, 346, 368, 389, 400, 402. Hartford and, Springfield Street Railway Company, 238, 278, 306, 330, 354, 384. Hartford, Manchester and Rockville Tram- way Company, 238, 278, 306, 330, 354, 384, 397. Hartford Street Railway Company, 238, 278, 306, 330, 354, 384. Haverhill and Amesbury Street Railway Company, 248, 284, 312, 336, 360, 386. Haverhill and Andover Street Railway Com- pany, 248, 286, 312, 336, 360. Haverhill and Southern New Hampshire Street Railway Company, 248,284,312, 336, 360. Haverhill, Georgetown and Danvers Street Railway Company, 248, 284, 312, 336, 360, 386. Hawaii, income accounts of companies in, 63, 64; gross earnings from operation in, 70; operating expenses in, 72-75; assets and liabilities of companies in, 90, 91; number of companies in, 232; salaried of- ficials and clerks in, 232; wage-earners in, 232-235, 376-383; capital stock and funded debt of, 274, 275; list of companies in, 274; character and length of track in, 274, 302; electric construction in, 302; roadbed in, 302; cars and miscellaneous equipment in, 326; power and generating plants in, 350; accidents in, 374; car hours in, 374; car mileage in, 374; maximum speed in, 374; passengers in, 374; bridges and tunnels in, 390; alternating-current dynamos in, 396. Hawaiian Tramways Company, 274, 302, 326, 350, 374. Helena Power and Light Company, 252, 288, 314, 338, 362, 387, 402. Henderson Street Railway Company, 244, 282, 310, 334, 358. Henry, John C, 164,165. Herrick, A. B., 220. Hestonville, Mantua and Fairmount Passen- ger Railway Company, 125, 266. Highland Grove Traction Company, 264, 296, 322, 346, 368. Highland Railroad Company, 242, 282, 308, 332, 356, 385. Hillcrest Avenue Passenger Railway Com- pany, 266. Holmesburg, Tacony and Frankford Elec- tric Railway Company, 266, 296, 322, 346, 370. Holyoke Street Railway Company, 248, 284, 312,336,360,386,394,398. Honolulu Rapid Transit and Land Company, 274, 302, 326, 350, 374, 390. Hoosac Valley Street Railway Company, 248, 284, 312, 336, 360, 386, 398. Hornellsville and Canisteo Railway Com- pany, 256, 290, 316, 342, 364, 388. Hornellsville Electric Railway Company, 256, 290, 316, 342, 364. Horse cars. See Animal power railways. Horses, number of, in use, 305-327. Hostlers, number and wages of, 234. Hot Springs Street Railroad Company, 236, 276, 304, 328, 352. Houghton County Street Railway Company, 250, 286, 314, 338, 360, 386, 395, 398, 402. Houston Electric Company (Texas), 270, 298, 324, 348, 372, 390. Houston, West Street and Pavonia Ferry line (N.Y.), 123. Hovey, Asa E., 159. Hudson Valley Railway Company, 182, 212, 254, 290, 316, 340, 364, 387, 392, 399, 402. Hungary, street railways in, 155. Huntingdon Street Connecting Passenger Railway Company, 266. Huntington Railroad Company, 256, 290, 316, 342, 364, 388, 392, 399. Huntsville Railway, Light and Power Com- pany, 236, 276, 304, 328, 352, 384, 393. Hutchinson Street Railway Company, 244, 282, 310, 334, 358. Hyde Park Electric Light Company. See Massachusetts Electric Company, 123. Idaho, proportion of passengers to popula- tion, 17; power consumption in, 226; list of companies in, 240; capital stock and funded debt in, 240, 241; character and length of track in, 240, 278; electric con- struction in, 278; roadbed in, 278; cars and miscellaneous equipment in, 306; power and generating plants in, 330; accidents in, 354; car hours in, 354; car mileage in, 354; maximum speed in, 354; passengers in, 354; water wheels and gas engines in, 392. Illinois, proportion of passengers to popula- tion, 17; income accounts of companies in, 62-65; percentage of taxes to income in, 66; gross earnings from operation in, 70; operating expenses in, 72-75; divi- dends in, 82; assets and liabilities of com- panies in, 90, 91; interurban railways in, 102,103; franchise laws in, 137; girder rail in, 179; light-weight T rail in, 179; number of cars in, 189; elevated systems in, 196; hand and air brakes in, 203; car fenders in, 206; car houses in, 209; lights used in companies' buildings in, 211; power consumption in, 226; number of companies in, 232; salaried officials and clerks in, 232; wage-earners in, 232-235, 376-383; list of companies in,240; capital stock and funded debt in, 240-242; character and length of track in, 240-242, 280; electric construction in, 280; roadbed in, 280; cars and miscel- laneous equipment in, 306; power and generating plants in, 330; accidents in, 354; car hours in, 354; car mileage in, 354; maximum speed in, 354; passengers in, 354; bridges and tunnels in, 385; feeder conduit system in, 391; gas engines and water wheels in, 392; alternating-current dynamos in, 394; auxiliary electric equip- ment in, 397; substation equipment in, 401. Inclined planes and surface railways, con- densed income account of, 55; percentage distribution of income of, 56; operating expenses of, 77; percentage distribution of operating expenses of, 77; results of operation of, 82; operating ratio of, 84. Income, distribution of, 11, 55; general ac- count of, 54; gross, andoperatingearnings, 55; account of, for operating companies, 55, 56, 59, 62-64; net, 57; account of, for lessor companies, 57, 58, 65; account of, for lessor and operating companies combined, 58,61,62, 65; account of, for full-time elec- tric surface companies, 60, 61 ; from electric light and power plants operated by street railway companies, 229; form of schedule used in census inquiries regarding, 410; in- structions to special agents regarding, 421. INDEX. 429 Independence and Rush Park Railway Company, 242, 282, 310, 334, 356. Indiana, proportion of passengers to popula- tion, 17; income accounts of companies in, 62-64; percentage of taxes to income in, 66; gross earnings from operation in, 70; operating expenses in, 72-75; assets and liabilities of companies in, 90, 91; interur- ban railways in, 102, 103; electric railway mileage in, 102; franchise laws in, 138; light-weight T rail in, 179; number of cars in, 189; car houses in, 209; lights used in companies' buildings in, 211; sleeping cars of interurbanlinesin, 216; powerconsump- tion in, 220; salaried officials and clerks in, 232; number of companies in, 232; wage- earners in, 232-235, 376-383; listof compa- % nies in, 242; capital stock and funded debt in, 242-243; character and length of track in, 242, 280; electric construction in, 280; roadbed in, 280; cars and miscellaneous equipment in, 308; power and generating plants in, 332; accidents in, 356; car hours in, 356; car mileage in, 356; maximum speed in, 356; passengers in, 356; bridges and tunnels in, 385; alternating-current dynamos in, 394; auxiliary electric equip- ment in, 398; substation equipment in, 401. Indiana Railway Company, 242, 282, 308, 332, 356, 385, 394, 398. Indianapolis, trackage and traffic in, 24; in- terurban lines in, 103; style and dimen- sions of cars in, 194. Indianapolis and Eastern Railway Company, 242, 280, 308, 332, 356, 385. Indianapolis, Shelbyville aud Southeastern Traction Company, 242, 280, 308, 332, 356, 385, 394, 398, 401. Indianapolis Street Railwav Company, 182, 242, 280, 308, 332, 356, 398." Indianapolis Traction and Terminal Com- pany, 176. Injured, number of, 15, 23, 352-375. Inspectors, number and wages of, 232, 233. Insurances, expense of, 74, 75; instructions to special agents regarding, 421. Interborough Rapid Transit Company, 124, 135,213. Interest and dividends, 79-81, 91; instructions to special agents regarding, 416. International Railwav Company, 79, 81, 122, 190, 256, 290, 316, 340, 364, 387, 391, 399, 402. International Traction Company, 122. Interstate Consolidated Street Railway Com- pany, 246, 284, 312, 336, 358. Interstate Railways Company, 122.' Interstate Traction Company, 250, 286, 314, 338, 362. Interurban Railway Company, 242, 282, 310, 334, 356, 385, 398, 401. Interurban railways, 5, 59-62, 68, 78, 80, 86, 87, 224; percentage of taxes to income for, 66; comparison of, with street and suburb- an railways, 101; development of, 102; traffic and earnings of, 103, 104; character- istics of service on, 107; advantages of electric power for, 111; local retail busi- ness affected by, 112-116; steam railways affected by, 116-119; signal system of, 188; construction and equipment of, 214; styles of passenger cars on, 215; freight and ex- press service on. 216; generating capacity on, 225. Interurban Street Railway Company, 4, 52, 79, 81, 122, 124, 189, 209, 211, 256, 290, 318, 342, 364, 388, 391, 395, 399, 402. Investments, amount of, 46; instructions to special agents regarding, 416. Iola Electric Railroad Company, 244, 282, 310, 334, 358, 385. Iowa, proportion of passengers to popula- tion in, 17; income accounts of companies in, 62-64; gross earnings in, 70; operating expenses in, 72-75; assets and liabilities of companies in, 90, 91 ; franchise laws in, 139; Iowa — Continued, light-weight T trail in, 179; car lighting in, 206; power consumption in, 226; number of companies in, 232; salaried officials and clerks in, 232; wage-earners in, 232-235, 376- 383; list of companies in, 242, 244; capital stock and funded debt in, 242-245; char- acter and length of track in, 242-245, 282; electric construction in, 282; roadbed in, 282; cars and miscellaneous equipment in, • 308; power and generating plants in, 332; accidents in, 356; car hours in, 356; car mileage in, 356; maximum speed in, 356; passengers in, 356; bridges and tunnels in, 385; alternating-current dynamos in, 394; auxiliary electric equipment in, 398; sub- station equipment in, 401. Irondequoit Park Railroad Company, 258. Italy, street railways in, 156. Ithaca Street Railway Company, 256, 290, 316, 342, 364, 388, 392, 395, 399. " Jackson and Suburban Street Railroad Com- pany, 270, 298, 324, 370, 396. Jackson and Suburban Traction Company, 250,286,314,338,360,386. Jackson Electric Railway, Light, and Power Company, 252, 288, 314, 338, 362, 395. Jacksonville Electric Company, 240, 278, 306, 330, 354, 384, 394. Jacksonville Railway Company, 242, 280, 308, 332, 356. Jamestown Street Railway Company, 256, 290, 316, 342, 364, 388. Janesville Street Railway Company, 274, 300, 326, 350, 374, 400. Jeffersonville City Railway Company, 242, 280, 308, 332, 356. Jersey Central Traction Company, 254, 288, 316, 340, 364, 387. Jersey City, trackage and traffic in, 24. Jersey City, Hoboken and Paterson Street Railway Company, 79, 254, 288, 316, 340, 364, 387. "John Mason" omnibus car, 159. John S. Crump Electric Street Railway and Light Plant, 242, 280, 308, 332, 356. Johnstown Passenger Railway Company, 264, 296, 322, 346, 368, 389. Jointless track, methods of constructing, 178. Joints, cast welded, miles of track reporting, by specified states, 178. Julien E.,170. Kanawha Valley Traction Company, 272, 300, 326, 350, 372. Kankakee Electric Railway Company, 242, 280, 308, 332, 356. Kansas, proportion of passengers to popula- tion in, 17; companies in, failing to report financial transactions, 54; income accounts of companies in, 62-64; gross earnings from operation, 70; operating expenses in, 72- 75; assets and liabilities of companies in, 90,91; power consumption in, 226; num- ber of companies in, 232; salaried officials and clerks in, 232; wage-earners in, 232- 235, 376-383; list of companies in, 244; character and length of track in, 244, 282; capital stock and funded debt in, 244, 245; electric construction in, 282; roadbed in, 282; cars and miscellaneous equipment in, 310; power and generating plants in, 334; accidents in, 358; car hours in, 358; car mileage in, 358; maximum speed in, 358; passengers in, 358; bridges and tun- nels in, 385; alternating-current dynamos in, 394; auxiliary electric equipment in, 398. Kansas City, trackage and traffic in, 24; concrete stringer construction in, 173. Kansas City-Leavenworth Railroad Com- pany, 54, 244, 282, 310, 334, 358. Keene Electric Railwav Company, 252, 288, 316, 340, 362. 387. Kensington Railway Company, 246, 284, 312, 336, 358, 386. Kentucky, proportion of passengers to pop- ulation in, 17; income accounts of com- panies in, 62-64; percentage of taxes to income in, 66; gross earnings from opera- tion in, 70; operating expenses in, 72-75; dividends in, 82; assets and liabilities of companies in, 90,91; state laws of, regu- lating local franchises, 139; light-weight. T rail in, 179; woods used for car construc- tion in, 193; power consumption in, 226; number of companies in, 232; salaried offi- cials and clerks in, 232; wage-earners in, 232-235, 376-383; list of companies in, 244; character and length of track in, 244, 282; capital stock and funded debt in, 244, 245; roadbed in, 282; electric construction in, 282; cars and miscellaneous equipment in, 310; powerandgeneratingplants,334; acci- dents in, 358; car hours in, 358; car mileage in, 358; maximum speed in, 358; passengers in, 358; bridges and tunnels in, 385; alter- nating-current dynamos in, 394; auxiliary electric equipment in, 398. Kentucky and Indiana Bridge and Railroad Company, 244, 282, 310, 334, 358. Keokuk Electric Railway and Power Com- pany, 244, 282, 310, 334, 356, 394. Kessler Street Connecting Passenger Rail- wav Company, 264. Key West Electric Company, 240, 278, 306, 330, 354, 394. Kickapoo Transit Company, 252, 288, 314, 338, 362. Killed on railways, 15, 16, 23, 353-375. Kilowatt hours, number of, for railways, 226. Kingsbridge Railway Company, 222, 256, 290, 318, 342, 364, 391. Kingston Consolidated Railroad Company, 256, 290, 316, 342, 364, 388. Kittanning and Eord City Street Railway Company, 264, 296, 322, 346, 368, 389. Knight, Walter H., 164. Knoxville Traction Company, 270, 298, 324,' 348, 370, 389, 396. Kokomo Railway and Light Company, 242, 280, 308, 332, 356, 385. La Crosse and Onalaska Street Railway Company, 274, 300, 326, 350, 374. La Crosse City Railway Company, 274, 300, 326, 350, 374, 390. Lackawanna Valley Traction Company, 268. Laconia Street Railway Company, 252, 288, 316, 340, 362, 399. Lafayette Street Railwav Company, 242, 280, 308,332,356,385. Lake Charles Street Railway Company, 244, 282,310,334,358. Lake Cities Electric Railway Company, 242, 282, 308, 332, 356. Lake Erie and Western Railroad Company, effect of electric railway competition on, 117. Lake Ontario and Riverside Railroad Com- pany, 256, 290, 316, 342, 364. Lake Park Street Railroad Company, 270, 298, 324, 348, 372. Lake Shore and Michigan Southern Railroad Company, effect of electric railway com- petition on, 117. Lake Shore Electric Railway Company, 103, 216, 260, 294, 320, 344, 368, 388, 396, 399,402. Lake Street Elevated Railroad Company (includes Chicago and Harlem Railroad), 1 79, 196, 240, 280, 308, 332, 356, 385, 397, 401. Lamp trimmers, number and wages of, 235. Lamps, number and kinds of, 305-327. Lancaster and Columbia Railway Company, 264. Lancaster, Mechanicsburg and New Holland Railway Company, 264. Lancaster, Petersburg and Manheim Rail- way Company, 264. 430 INDEX. Lancaster Traction Company (Ohio), 260, 294, 320, 344, 366, 393. Lancaster, Willow Street, Lampeter and Strasburg Railway Company, 264. Land, value of, affected by street railways, 30; rent of, instructions to special agents regarding, 421. Lansdale and Norristown Electric Railway Company, 264, 296, 322, 346, 368, 389. Lansing City Electric Railway Company, 250, 286, 314, 338, 360. Lansingburg and Cohoes Railroad Company, 254. " Laredo Electric and Railway Company, 270, 298, 324, 348, 372. Lawrence and Methuen Street Railway Company, 248, 284, 312, 336, 360. Lawrence and Reading Street Railway Company, 248, 284, 312, 336, 360, 386. Lebanon Valley Street Railway Company, 264, 296, 322, 346, 368, 389. Legal expenses, percentage distribution of, 76; instructions to special agents regard- ing, 420, 421. Legislation, direct, movement in favor of, in granting franchises, 127. Lehigh Avenue Railway Company, 266. Lehigh Traction Company, 264, 296, 322, 346, 368, 389. Lehigh Valley Railroad Company, effect of electric railway competition on, 117. Lehigh Valley Traction Company, 262, 294, 320, 344, 368, 389, 400. Lessor companies, securities of, 46; income account for, 57, 58, 61, 62, 65; rentals of, 66; interest and dividends of, 80; assets and liabilities of, 90, 91. Lewisburg, Milton and Watsontown Pas- senger Railway Company, 264, 296, 322, 346, 368, 389. Lewiston and Youngstown Frontier Railway Company (N. Y.) , 256, 290, 316, 342, 364. Lewiston, Brunswick and Bath Street Rail- way Company (Me.), 246, 284, 310, 334, 358,386,394,398,401. Lewistown and Reedsville Electric Railway Company, 264, 296, 322, 346, 368, 389. Lexington and Boston Street Railway Com- pany (Mass.), 246,284,312, 336, 358, 386, 398. Lexington Avenue and Pavonia Ferry Com- pany (N.Y.),123. Lexington Railway Company (Ky.), 244, 282, 310, 334, 358, 385, 394. Liabilities. See Assets and liabilities. Licenses, car, issuing of, how regulated, 131. Light and power plants, revenue from, 45. Lighting, of cars, 206; of buildings, methods employed in, 211; form of schedule used in census inquiries regarding, 408; instruc- tions to special agents, 415. Lima Electric Railway and Light Company (Ohio), 260, 294, 320, 344, 366. Lima-Honeoye Electric Light and Railroad Company, 256, 290, 316, 342, 364, 388, 395. Lincoln Street Car Company (111.) , 242, 280, 308, 332, 356. Lincoln Traction Company (Nebr. ), 252, 288, 314, 340, 362, 387, 395. Line supports, 182, 183. Linemen, number and wages of, 234. Linwood Street Railway Company, 250, 286, 312, 338, 360. Little Rock Traction and Electric Company, 236, 276, 304, 328, 352, 384. Logansport Railway Company, 242, 280, 308, 332, 356. Logansport, Rochester and Northern Trac- tion Company, 242, 280, 308, 332, 356. London, conduit system in, 181. Long Island Railroad, electric service intro- duced on branch system of, 118. Longview and Junction Railway Company, 270, 298, 324, 348, 372. Lorain Street Railway Company, 260, 294, 320, 344, 366, 388. Los Angeles, Cal., trackage and traffic in, 24. Los Angeles and Pasadena Railway Com- pany, 236, 276, 304, 328, 352, 384, 392, 397, 401. Los Angeles Electric Incline Railway, 236, 276, 304, 328, 352. Los Angeles, Pacific Railroad Company, 182, 236, 276, 304, 328, 352, 397. Los Angeles Rail way Company, 181, 236, 276, 304, 328, 352, 384. Los Angeles Traction Company, 94, 236, 276, 304, 328, 352. Louisiana, proportion of passengers to popu- lation, 17; income accounts of companies in, 62-64; percentage of taxes to income in, 66; gross earnings from operation in, 70; operating expenses in, 72-75; assets and liabilities of companies in, 90, 91 ; state laws of, regulating local franchises, 139; power consumption in, 226; number of companies in, 232; salaried officials and clerks in, 232; wage-earners in, 232-235, 376-383; list of companies in, 244; cap- ital stock and funded debt in, 244, 245; character and length of track in, 244, 282; electric construction in, 282; roadbed in, 282; cars and miscellaneous equipment in, 310; power and generating plants in, 334; accidents in, 358; car hours in, 358; car mileage in, 358; maximum speed in, 358; passengers in, 358; bridges and tunnels in, 385; alternating-current dynamos in, 394; auxiliary electric equipment in, 398. Louisville, trackage and traffic in, 24. Louisville, Anchorage and Pewee Valley Electric Railway Company, 244, 282, 310, 334, 358, 385. Louisville Railway Company, 81, 244, 282, 310, 334, 358, 398. Lowell and Boston Street Railway, 248, 284, 312, 336, 360, 386. Lubricants for power plants, expenditures for, instructions to special agents regard- ing, 419. Lykens and Williams Valley Street Railway Company, 264, 296, 322, 346, 368, 389. Lynchburg Traction and Light Company, 272, 300, 324, 350, 372, 393, 396. Machinery, instructions to special agents regarding, 416. Macon Railway and Light Company, 240, 278, 306, 330, 354, 385, 394. Madison Light and Railway Company(Ind. ), 242, 282, 308, 332, 356, 394. Madison Traction Company (Wis.), 274, 300, 326, 350, 374, 390. Mahoning Valley Railway Company, 217, 262, 294, 320, 344, 368, 388, 399. Mail cars, 22,189; instructions to special agents regarding, 421. Mailloux, C. O., 162,170. Maine, proportion of passengers to popula- tion, 17; income accounts of companies in, 62-64; gross earnings from operation in, 70; operating expenses in, 72-75; assets and liabilities of companies in, 90, 91; electric railway mileage in, 102; interurban rail- ways in, 102; franchise laws in, 140; side bracket construction in, 182; waterpower used in, 218; power consumption in, 226; wage-earners in, 232-235, 376-383; num- ber of companies in, 232; salaried officials and clerks in, 232; list of companies in, 244, 246; capital stock and funded debt in, 244-246; character and length of track in, 244, 284; electric construction in, 284; roadbed in, 284; cars and miscella- neous equipment in, 310; power and gen- erating plants in, 334; accidents in, 358; car hours in, 358; car mileage in, 358; maximum speed in, 358; passengers in, Maine — Continued. 358; bridges and tunnels in, 385; water wheels and gas engines in, 392; alternat- ing-current dynamos in, 394; auxiliary electric equipment in, 398; substation equipment in, 401; form of schedule used in census inquiries regarding, 409. Mains, instructions to special agents regard- ing, 415. Maintenance, operating expenses of, 72, 73, 76. Managers, number and salaries of, 232. Manchester Street Railway Company, 254, 288, 316, 340, 362, 387. Manhattan Elevated Railway Company, 22, 77, 81, 84, 179, 196, 197, 201, 211, 223, 228, 258, 290, 318, 342, 364, 391, 395, 399, 402. Manistee, Filer City and Eastlake Railway Company, 250, 286, 314, 338, 360, 398. Manitou Electric Railway and Casino Com- pany, 238. Manitowoc and Northern Traction Com- pany, 274, 300, 326, 350, 374, 390. Mansfield Electric Railway, Light and Power Company, 260, 294, 320, 344, 366, 388, 396, 399. Manufacturers Railroad Company, 238, 278, 306, 330, 354. Marinette Gas, Electric Light and Street Railway Company, 274, 300, 326, 350, 374, 390, 396. Marion Street Railway Company, 260, 294, 320, 344, 366. Marlboro and AVestboro Street Railway Company, 248, 284, 312, 336, 360, 398. Marlboro Street Railway Company, 248, 284, 312, 336, 360. Marquette City and Presque Isle Railway Company, 250, 286, 314, 338, 362, 386. Marshalltown Light, Power and Railway Company, 244, 282, 310, 334, 356, 394, 398. Marthas Vineyard Street Railway Com- pany, 250, 286, 312, 336, 360, 386. Maryland, proportion of passengers to popu- lation in, 17; capitalization in, 51; income accounts of companies in, 62-64; percent- age of taxes to income in, 68; earnings from operation in, 70; operating expenses in, 72-75; assets and liabilities of compa- nies in, 90,91; franchise laws in, 140; girder rails in, 179; center pole construction in, 182; power consumption in, 225, 226; number of companies in, 232; salaried offi- cials and clerks in, 232; wage-earners in, 232-235, 376-383; list of companies in, 246; capital stock and funded debt in, 246, 247; character and length of track in, 246, 284; electric construction in, 284; roadbed in, 284; cars and miscellaneous equipment of, 312; power and generating plants in, 336; accidentsin, 358; car hours in, 358; car mileage in, 358; maximum speed in, 358; passengers in, 358; bridges and tunnels in, 386; alternating-current dynamos in, 394; auxiliary electric equip- mentin, 398; substation equipmentin, 401. Marysville and Yuba City Street Railroad Company,236, 276, 304, 328, 352. Mason City and Clear Lake Traction Com- pany, 244, 282, 310, 334, 356, 385. Massachusetts, proportion of passengers to population in, 17; companies failing to report financial transactions in, 54; in- come accounts of companies in, 62-65; percentage of taxes to income in, 66; gross earnings from operation in, 70; operating expenses in, 72-75; dividends in, 82: as- sets and liabilities of companies in, 90, 91; continuity of street railways in, 102; num- ber and speed of trolley cars in, 102; num- ber of electric companies in, 123; authority of railroad commission in, 126; franchise laws in, 129, 140, 141; capitalization in, 133; fares in, 141; girder rail in, 179; third- INDEX. 431 Massachusetts— Continued, rail construction in, 179; side bracket con- struction in, 182; span wire construction in, 182; pole construction in, 182; number of cars in, 189; hand and air brakes in, 203; car lighting in, 206; car fenders in, 206; car houses in, 209; lighting of buildings in, 211; powerconsumptionin, 226; number of companies in, 232; salaried officials and clerks in, 232; wage-earners in, 232-235, 376-383; capital stock and funded debt in, 246-250; character and length of track in, 246-250, 284-286; list of companies in, 246-250; electricconstructionin, 284; road- bed in, 284; cars and miscellaneous equip- ment in, 312; power and generating plants in, 336; accidents in, 358-360; car hours in, 358-360; car mileage in, 358-360; maximum speed in, 358-360; passengers in, 358-360; bridges and tunnels in, 386; feeder conduit system in, 391; water wheels and gas en- gines in, 392; alternating-current dynamos in, 394; auxiliary electric equipment in, 398; substation equipment in, 401. Massachusetts Electric Companies, 123. Mauch Chunk, Lehighton and Slatington Street Railway Company, 264, 296, 322, 346, 368, 393. Maysville Street Railroad and Transfer Company, 244, 282, 310, 334, 358, 385. Meadville Traction Company, 264, 296, 322, 346, 368, 389, 400. Mechanics, number and wages of, 235, 382. Mechanicsburg and Buffalo Street Railway Company, 240, 280, 308, 332, 354. Medfield and Medway Street Railway Com- pany, 248, 284, 312, 336, 360, 386. Media, Glen Riddle and Rockdale Electric Railway Company (lessor), 266. Media, Middletown, Aston and Chester Elec- tric Railway Company (including Phila- delphia, Morton and Swarthmore Street Passenger Railway Company) , 262, 294, 320,346,368,389. Median rate of pay of wage-earners, 376, 377. Memphis, Tenn., trackage and traffic in, 24. Memphis Street Railway Company, 270, 298, 324,348,370,389,400. Menominee Electric Light, Railway and Power Company, 250, 286, 314, 338, 362, 395, 398. Meriden Electric Railroad Company, 238, 278, 306, 330, 354. Meriden, Southington and Compounce Tram- way Company, 238, 278, 306, 330, 354, 384. Meridian Light and Railway Company, 252, 288, 314, 338, 362, 387, 395. Merrill Railway and Lighting Company, 274, 300, 326, 350, 374, 393, 400. Metropolitan Cable Railway Company (Nebr.), 252, 288, 314, 340, 362. Metropolitan Crosstown Company, 123. Metropolitan Railroad Company (D. C. ), 180, 238, 278, 306, 330, 354, 391, 397. Metropolitan Street Railway Company (Mo. ) , 46, 81, 252, 288, 314, 338, 362, 387, 399. Metropolitan Street Railway Company (N. Y.), 122,123,190,256. Metropolitan Traction Company (N. Y. ),123, 124. Metropolitan West Side Elevated Railway Company (III.), 82, 179, 196, 212, 240, 280, 308, 332, 356, 385. Michigan, proportion of passengers to popu- lationin, 17; income accountsof companies in, 62-64; percentage of taxes to income in, 66; gross earnings from operation in, 70; operating expenses in, 72-75; assets and liabilities of companies in, 90, 91; interur- ban railways in, 102, 103; competition of interurban with steam railways in, 103; connection of electric lines in, 103; fares in, 142; franchise laws in, 142; third-rail construction in, 179; numberof cars in, 189; car houses in, 209; lights used in companies' Michigan — Continued, buildings in, 211; power consumption in, 226; numberof companies in, 232; salaried officials and clerks in, 232; wage-earners in, 232-235, 376-383; list of companies in, 250; capital stock and funded debt in, 250, 251; character and length of track in, 250, 286; electric construction in, 286; roadbed in, 286; cars and mis- cellaneous equipment in, 314; power and generating plants in, 338; acci- dents in, 360; car hours in, 360; car mile- age in, 360; maximum speed of cars in, 360; passengers in, 360; bridge* and tunnels in, 386; feeder conduit system in, 391; alternating-current dynamos in, 395; aux- iliary electric equipment in, 398; substa- tion equipment in, 402. Michigan Traction Company, 250, 286, 314, 338, 360, 386, 398, 402. Middleboro, Wareham, and Buzzards Bay Street Railway Company, 248, 284,312, 336, 360, 386. Middlesex and Somerset Traction Company, 254, 288, 316, 340, 364, 399, 402. Middleton and Dan vers Street Railway Com- pany, 248, 284, 312, 336, 360, 386. Middletown-Goshen Electric Railway Com- pany (N. Y. ), 256, 290, 316, 342, 364, 388. Middletown, Highspire and Steelton Street Railway Company (Pa. ),264. Middletown Street Railway Company (Conn. ) , 238, 278, 306, 330, 354. Mileage, track, comparative summary of, by motive power, 8; car, bases for comput- ing, 14; car, classified by power, 14; car, classified by population, 21 ; freight, mail, express, and miscellaneous cars, classi- fied by population, 22; single track, by classes of railways, 172; instructions to special agents regarding, 414; car, by com- panies and states, 352-375. Milford and Uxbridge Street Railway Com- pany (including Milford, Holliston and Framingham Street Railway Company), 248, 284, 312, 336, 360, 386, 394, 398, 401. ' Milford, Attleboro and Woonsocket Street Railway Company, 24S, 284, 312, 336, 360, 386. Military Post Street Railway Company, 272, . 298,324,348,372. Mill Creek Valley Street Railroad Company, 260, 292, 318, 344, 366, 388, 399. Millville Traction Company, 254, 288, 316, 340, 364, 387. Milwaukee, regulation of fares in, 148; style and dimensions of cars in, 193, 194. Milwaukee Electric Railway and Light Com- pany, 82, 176, 274, 300, 326, 350, 374, 391, 396, 400, 403. Milwaukee Light, Heat, and Traction Com- pany, 274, 300, 326, 350, 374, 390, 391, 396, .403. Minneapolis-St. Paul system, 189. Minnesota, proportion of passengers to popu- lation in, 17; income account of companies in, 62-64; gross earnings from operation in, 70; operating expenses in, 72-75; divi- dends in, 82; assets and liabilities in, 90,91; franchise laws in, 142: miles of track re- porting cast welded joints in, 178; number of cars in, 189; car lighting in, 206; power consumption in, 226; numberof companies in, 232; salaried officials and clerks in, 232; wage-earners in, 232-235, 376-383; list of companies in, 250; capital stock and funded debt in, 250, 251; character and length of track in, 250, 286; electric con- struction in, 286; roadbed in, 286; cars and miscellaneous equipment in, 314; power and generating plants in, 338; accidents in, 362; car hours in, 362; car mileage in, 362; maximum speed in, 362; passengers in. 362; bridges and tunnels in, 387; length of feeder conduit system in, 391; water Minnesota — Continued, wheels and gas engines in, 392; alternating- current dynamos in, 395 ; auxiliary electric equipment in, 399; substation equipment in, 402. Mississippi, proportion of passengers to pop- ulation in, 17; income accounts of com- panies in, 62-64; gross earnings from oper- ations in, 7D; operating expenses in, 72-75; assets and liabilities of companies in, 90, 91; woods used for car construction in, 193; numberof companies in, 232; salaried offi- cials and clerks in, 232; wage-earners in, 232-235, 376-383; list of companies in, 252; capital stock and funded debt in, 252, 253; character and length of track in, 252, 288; electric construction in, 288; roadbed in, 288; cars and miscellaneous equipment in, 314; power and generating plants in, 338; accidents in, 362; car hours in, 362; car mileage in, 362; maximum speed in, 362; passengers in, 362; bridges and tunnels in, 387; alternating-current dynamos in, 395. Missouri, proportion of passengers to popu- lation in, 17; capitalization in, 51; income accounts of companies in, 63, 64, 66; earn- ings from operation in, 70; operating expenses in, 72-75; assets and liabilities of companies in, 90, 91; franchise laws in, 143; miles of track reporting cast welded joints in, 178; girder rails in, 179; number of cars in, 189; car houses in, 209; lights used in companies' buildings in, 211; power consumption in, 226; number of compa- nies in, 232; salaried officials and clerks in, 232; wage-earners in, 232-235, 376-383; capital stock and funded debt in, 251, 252; list of companies in, 252; character and length of track in, 252, 288; electric con- struction in, 288; roadbed in, 288; cars and miscellaneous equipment of, 314; power and generating plants in, 338; accidents in, 362; car hours in, 362; car mileage in, 362; maximum speed in, 362; passengers in, 362; bridges and tunnels in, 387; length of feeder conduit system in, 391; alternat- ing-current dynamos in, 395; auxiliary electric equipment in, 399. Missouri "Water, Light, and Traction Com- pany, 252, 288, 314, 338, 362, 387, 395. Mobile Light and Railroad Company, 236, 276, 304, 328, 352, 384, 393, 397. Monmouth County Electric Company, 254, 288, 316, 340, 364, 387. Monongahela Incline Plane Company, 268, 296, 322, 346, 370. Monongahela Street Railway Company, 266. Monrovia Street Railway Company, 236, 276, 304, 328, 352. Montana, proportion of passengers to popu- lation, 17; income accounts of companies in, 62-64; gross earnings from operation in, 70; operating expenses in, 72-75; assets and liabilities of companies in, 90, 91; power consumption in, 226; number of electric companies in, 232; salaried offi- cials and clerks in, 232; wage-earners in, 232-235, 376-383; list of companies in, 252; capital stock and funded debt in, 252, 253; character and length of track in, 252, 288; electric construction in, 288; roadbed in, 288; cars and miscella- neous equipment in, 314; power and gen- erating plants in, 338; accidents in, 362; car hours in, 362; car mileage in, 362; maximum speed in, 362; passengers in, 362; bridges and tunnels in, 387; water wheels and gas engines in, 392; substation equipment in, 402. Monterey and Pacific Grove Street Railway Company, 236, 276, 304, 328, 352. Montgomery, Ala., relation of trackage and traffic to population in, 19. Montgomery and Chester Electric Railway Company (Pa. ), 266, 296, 322, 346, 370, 389. 432 INDEX. Montgomery County Passenger Railway Company" (Pa.), 264. Montgomery .Street Railway Company I Ala. ), 236, 276. 304, 328, 352." Montoursville Passenger Railway Company, 264, 296, 322, 346, 368. Montville Street Railway Company, 238, 27S, 306, 330, 354, 384, 397. Motor suspension, methods of, 16 < -169. Motorrnen, proportion of all wage-earners to, 94; number and rates of pay of, 232, 233, 378; instructions to special agents regard- ing, 419. Motors, electric, improvements in, 198, 199; number of, per car, 200. Mt. Holly Street Railway Company, 254, 28S, 316, 340, 364. Mt. Mansfield Electric Railway Company, 272, 29S, 324, 348, 372, 390. Mt. Oliver Incline Railway Company, 266. Mt. Penn Gravity Railway Company, 268, 296, 322, 346, 370. Mt. Tom Railroad Company, 248. Mt. Vernon Electric Railway Company, 260, 294, 320, 344, 366. Mountain Lake Electric Railroad Company, 256, 290, 316, 342, 364, 388. Mousam River Railroad Company, 246. Multiple Unit System, advantage of, 200; de- scription of, 201. Municipal ownership, discussion of, 135, 136; of street railways in specified foreign coun- tries, 150, 153. Murphysboro Street Railway Company, 242, 280, 308, 332, 356. Muskegon Traction and Lighting Company, 250, 286, 314, 338, 362, 386, 395. Mversville and Catoctin Railway Company, 246. Nashua Street Railway Company, 246, 254. Nashville Railway Company, 270, 298, 324, 348, 370, 389. Natchez Electric Street Railway and Power Company, 252, 288, 314, 338, 362. Natick and Cochituate Street Railway Com- pany, 248, 286, 312, 336, 360. Natick and Needham Street Railway Com- pany, 248. Nebraska, proportion of passengers to popu- lation in, 17; income accounts of companies in, 62-64; gross earnings from operation in, 70; operating expenses in, 72-75; divi- dends in, 82; assets and liabilities of com- panies in, 90; power consumption in, 226; numbeV of companies in, 232; salaried officials and clerks in, 232; wage-earners in, 232-235, 376-383; list of companies in, 252; capital stock and funded debt in, 252, 253; character and length of track in, 252, 288; electric construction in, 288; road- bed in, 288; cars and miscellaneous equip- ment in, 314; power and generating plants in, 340; accidents in, 362; car hours in, 362; car mileage in, 362; maximum speed in, 362; passengers in, 362; bridges and tunnels in, 387; alternating-current dyna- mos in, 395. Nebraska City Railway Company, 252, 288, 314, 340, 362. Negaunee and Ishpeming Street Railway and Electric Company, 250,286,314,338,360, 386, 395, 398. Netherlands, street railways in, 156. Nevada County Traction Company, 236, 276, 304, 328, 352, 397. Neversink Mountain Railroad Company, 268, 296, 322, 346, 370, 389. New Albany Street Railroad Company, 242, 282, 308, 332, 356. New Bedford and Onset Street Railway Company, 24s, 286, 312, 336, 360, 386. New Castle and Lowell Railway Company, 264, 296, 322, 346, 368. New Castle Traction Company, 264,296, 322, 346, 368. New England, companies chartered by leg- islative acts in, 126. New Hampshire, proportion of passengers to population in, 17; income accounts of com- panies in, 62-65; gross earnings from oper- ation in, 70; operating expenses in, 72- 75: assets and liabilities of companies in, 90,91; interurban railways in, 102; power consumption in, 226; number of compa- nies in, 232-235; salaried officials and clerks in, 232-235; wage-earners in, 232- 235,376-383; list of companies in, 252, 254; capital stock and funded debt in, 252-255 ; character and length of track in, 252, 288; electric construction in, 288; road- bed in, 288; cars and miscellaneous equip- mentin, 316; power and generating plants in, 340; accidents in, 362; car hours in, 362; car mileage in, 362; maximum speed in, 362; passengers in, 362; bridges and tunnels in, 387; alternating-current dyna- mos in, 395; auxiliary electric equipment in, 399; substation equipment in, 402. New Homestead Street Railway Company, 266. New Jersey, proportion of passengers to population in, 17; capitalization in, 51,53; income accounts of companies in, 62-66; gross earnings from operation in, 70; oper- ating expenses in, 72-75; assets and lia- bilities of companies in, 90,91; franchise laws in, 143; girder rail in, 179; number of cars in, 18y; car lighting in, 206; car houses in, 209; power consumption in, 226; number of companies in, 232; salaried officials and clerks in, 232; wage-earners in, 232-235,376-383; list of companies in, 254; capital stock and funded debt in, 254,255; character and length of track in, 254, 288; electric construction in, 288; roadbed in, 288; cars and miscellaneous equipment in, 316; power and generating plants in, 340; accidents in, 362-365; car hours in, 362-365; car mileage in, 362-365; maximum speed in, 362-365; passengers in, 362-365; bridges and tunnels in, 387; feeder conduit system in, 391; alternating- current dynamos in, 395; auxiliary electric equipment in, 399; substation equipment in, 402. New Jersey and Hudson River Railway and Ferry Company, 186, 254, 288, 316, 340, 362, 387, 391, 399. New London Street Railway Company, 238, 278, 306, 330, 354. New Mexico, proportion of passengers to population in, 17; list of companies in, 254; capital stock and funded debt in, 254, 255; character and length of track in, 254, 290; electric construction in, 290; roadbed in, 290; cars and miscellaneous equipment in, 316; power and generating plants in, 340; accidents in, 364; car hours in, 364; car mileage in, 364; maximum speed in, 364; passengers in, 364. New Orleans, trackage and traffic in, 24. New Orleans and Carrollton Railroad Light and Power Company, 244, 282, 310, 334, 358. New Orleans Railways Company, 244, 282, 310, 334, 358, 398. New Paltz and Poughkeepsie Traction Com- pany, 256, 290, 318, 342, 364, 388. New York city, trackage and traffic in, 24; street railway consolidation in, 123; fran- chise regulations in, 127; third-rail con- struction in, 179; description of tunnel in, 187. New York state, proportion of passengers to population in, 17; capitalization in, 51; in- come accounts of companies in, 62-66; gross earnings from operation in, 70; op- New York state — Continued, erating expenses in, 72-75; dividends in, 82; assets and liabilities of companies in, 90, 91 ; interurban railways in, 102; fran- chise laws in, 143, 144; girder rail in, 179; third-rail construction in, 179; pole con- struction in, 182, 183; feeder construction in, 183; number of cars in, 189, 190; hand and air brakes in, 203; car fenders in, 206; car houses in, 209; waterpower used by companies in, 218; power consumption in, 226; number of companies in, 232; sala- ried officials and clerks in, 232; wage- earners in, 232-235, 376-383; list of compa- nies in, 254, 256, 258; capital stock and funded debt in, 254-259; character and length of track in, 254, 290-293 ; electric con- struction in, 290; roadbed in, 290-293; cars and miscellaneous equipment in, 316-319; power and generating plants in, 340-343; accidents in, 364-367; car hours in, 364- 367; car mileage in, 364-367; maximum speed in, 364-367; passengers in, 364-367; bridges and tunnelsin, 387, 388; feedercon- duit system in, 391; water wheels and gas engines in, 392; "alternating-current dyna- mos in, 395; auxiliary electric equipment in, 399; substation equipment in, 402. New York and Harlem (city line) Railroad Company, 123, 256. New York and Long Island Traction Com- pany, 256, 290, 316, 342, 364, 388, 402. New York and North Shore Railway Com- pany, 258, 292, 318, 342, 364, 388. New York and Queens County Railway Com- pany, 258, 292, 318, 342, 364, 388, 399. New York and Stamford Rail way Company, 258, 292, 318, 342, 366, 388. New York Central and Hudson River Rail- road Company, 3, 188. New York, Chicago and St. Louis Railroad Company, 117. New York, New Haven and Hartford Rail- road Company, 3, 117, 118, 179. Berlin System (Conn. ), 54, 238, 278, 306, 330, 354, 397. Nantasket System (Mass. ), 54, 248, 284, 312, 336, 360. New Canaan Branch (Conn.), 54, 238, 278, 306, 330, 354. Providence, Warren and Bristol Branch (R. I.), 54, 270, 296, 322, 348, 370, 400. Newark (Ohio), description of car house in, 210. Newark and Granville Street Railway Com- pany (Ohio), 260, 294, 320, 344, 366. Newark and Hackensack Traction Company (N. J. ), 254, 290, 316, 340, 364. Newport and Fall River Street Railway Com- pany, 246, 268. Newport News and Old Point Railway and Electric Company, 272,300,324,350,372, 390, 396, 400. Newton and Boston Street Railway Com- pany (Mass.), 248, 286, 312, 336, 360,398. Newton, Langhorne and Bristol Trolley Street Railway Company (Pa.), 262. Newton, Street Railway Company (Mass.), 248, 286, 312, 336, 360. Newtonville and Watertown Street Railway Company, 248. Newtown Electric Street Railway Company, 262, 294, 320, 346, 368, 389, 396, 402. Niagara Falls, power obtained from, 218. Niagara Gorge Railroad Company, 258, 292, 318, 342, 366, 388. Ninth Avenue Railroad Company, 123, 256. Norfolk and Atlantic Terminal Company ( Va.) , 272, 300, 324, 350, 372, 390. Norfolk and Bristol Street Railway Com- pany (Mass.), 248, 284,312, 336, 360,386. Norfolk, Portsmouth and Newport News Company (Va,), 272, 300, 326, 350, 372, 390. INDEX. 433 Norfolk Railway and Light Company (Va.), 272, 300, 324, 350, 372, 390, 396, 400. Norfolk Western Street Railway Company (Mass. ), 248, 284, 312, 336, 360, 398, 401. North Atlantic division, relation of traffic to population in, 9. North Augusta Electric and Improvement Company, 240, 270, 298, 324, 348, 370. North Carolina, proportion of passengers to population in, 17; income accounts of companies in, 62-64; gross earnings from operation in, 70; operating expenses in, 72-75; assets and liabilities of companies in, 90, 91; salaried officials and clerks in, 232; number of companies in, 232; wage- earners in, 232-235, 376-383; character and length of track in, 258, 292; list of compa- nies in, 258; capital stock and funded debt in, 258,259; electric construction in, 292; roadbed in, 292; cars and miscel- laneous equipment in, 318; power and gen- erating plants in, 342; accidents in, 366; car mileage in, 366; maximum speed in, 366; passengers in, 366; bridges and tun- nels in, 388; water wheels and gas engines in, 392; alternating-current dynamos in, 395; auxiliary electric equipment in, 399; substation equipment in, 402. North Central division, relation of traffic to population, 9. North Chicago City Railway Company, 240. North Chicago Street Railroad Company, 240. North End Street Railway Company, 250. North Jersey Street Railway Company, 79, 212, 254, 288, 316, 340, 364, 387, 391, 399. North Kankakee Electric Light and Rail- way Company, 242, 280, 308, 332, 356. North Shore Railroad Company, 215. Northampton and Amherst Street Railway Company (Mass.), 248, 286, 312,336,360, 386. Northampton Central Street Railway Com- pany (Pa.), 262. Northampton Street Railway Company (Mass.) , 248, 286, 312, 336, 360, 386. Northern Electric Railway Company, 240, 280, 308, 332, 356. Northern Ohio Traction Company, 260, 292, 320, 344, 366, 388, 395. Northern Pacific Railway (branch system of), electric service introduced on, 119. Northern Passenger Railway Company, 266. Northern Railway and Improvement Com- pany, 272, 300, 326, 350, 372, 390, 396, 400. Northern Texas Traction Companv, 216, 270, 298, 324, 348, 372, 390, 396, 400, 403. Northport Traction Company, 258, 292, 318, 342, 366. Northwestern Elevated Railroad Company, 179,196,240,280,308,332,356. Norristown Passenger Rail way Company, 264. Norton and Taunton Street Railway Com- pany, 248, 286, 312, 336, 360, 386. Norway and Paris Street Railway Company, 246, 284, 310, 334, 358. Norwich Street Railway Company, 238, 278, 306, 330, 354. Norwood, Canton and Sharon Street Rail- way Company, 248, 286, 312, 336, 360, 386. Oakland Transit Consolidated Railway Company, 181, 236, 276, 304, 328, 352, 384. Oakwood Street Railway Company, 260, 294, 320, 344, 366, 399. Ocean City Electric Railroad Companv, 254, 288, 316, 340, 364. Ocean Electric Railway Companv, 256, 290, 316, 340, 384. Officers, general, salaries of, 232; instruction to special agents regarding, 420. Ogden Rapid Transit Company, 270, 298, 324, 348, 372, 390. Ogdensburg Street Railway Company, 258, 292,318,342,366,392. Ohio, proportion of passengers to population in, 17; companies failing to report finan- cial transactions in, 54; income accounts of companies in, 62-66; gross earnings from operation in, 70; operating expenses in, 72-75; dividends in, 82; assets and liabili- ties of companies in, 90, 91; electric rail- way mileage in, 102; interurban railways in, 102, 103; electric lines in, 103; fran- chise laws in, 144, 145; girder rail in, 179; side bracket construction in, 182; span wire construction in, 182; line supports in, 183; number of cars in, 189; air brakes in, 203; car lighting in, 206; car houses in, 209; lights used in companies' buildings in, 211; sleeping cars in, 216; power con- sumption in, 226; number of companies in, 232; salaried officials and clerks of, 232; wage-earners in, 232-235, 376-383; list of companies in, 260, 262; capital stock and funded debt in, 260-263; character and length of track in, 260,292; electric con- struction in, 292-295; roadbed in, 292- 295; cars and miscellaneous equipment in, 318-321; power and generating plants in, 344; accidents in, 366-369; car hours in, 366-369; car mileage in, 366-369; max- imum speed in, 366-369; passengers in, 366-369; bridges and tunnels in, 388; feeder -conduit system in, 391; water wheels andgas engines in, 393; alternating- current dynamos in, 395, 396; auxiliary electric equipment in, 399; substation equipment in, 402. Ohio Central Traction Company, 260, 292, 318, 344, 366, 388. Ohio River Electric Railway and Power Company, 260, 294, 320, 344, 368, 388. Oil City Station Railway Company, 264. Oil City Street Railway Company, 264, 296, 322, 346, 368. Old Colony Street Railway Company, 81, 123, 182, 209, 284, 312, 336, 358, 386, 391, 394, 398. Old Dominion Railway Company, 54, 272, 300, 326, 350, 372, 390. Olean, Rock City and Bradford Railroad Company, 258, 292, 318, 342, 366, 388, 399. Olean StreetRail way Company, 258, 292, 318, 342, 366, 388. Olympia Light and Power Company, 272, 300, 326, 350, 372, 390, 393, 396, 400. Omaha, span wire construction in, 182. Omaha and Council Bluffs Railway and Bridge Company (Iowa), 242, 282, 308, 334,356,385. Omaha Street Railway Company (Nebr. ), 81, 252, 288, 314, 340, 362. Oneida Railway Company, 258, 292, 318, 342, 366. Oneonta, Cooperstown and Richfield Springs Railway Company, 258,292,318,342,366, 388, 399. Ontario and San Antonio Heights Railwav Company (Cal.), 236, 276, 304, 328, 352, 384, 392, 393, 397. Ontario Light and Traction Company (N. Y.), 256, 290, 316, 340, 364, 392, 395, 399. Operating companies, comparative number of, 67; increase in, 7; comparative size of, 7; income account for, 55-66; interest and dividends of, 80-82; assets and liabilities of, 90, 91; distribution of, 121. Operating earnings of companies, 66-70. Operating expenses of companies, 63, 72-79, 85. Operating ratios in urban and interurban groups, 87, 88. Orange and Passaic Valley Traction Com- pany (N. J. ), 254, 288, 316, 340, 364, 387. Orange County Traction Company (N. Y. ), 256, 290, 318, 342, 364, 388. Orange Mountain Traction Company ( N. J. ), 254, 299, 316, 340, 364. Orangeburg City Street Railway Company, 270, 298, 324, 348, 370. Oregon, proportion of passengers to popula- tion, in, 17; income accounts of companies in, 62-64; gross earnings from operation in 70; operating expenses in, 72-75; assets and liabilities of companies in, 90, 91; franchise laws in, 145, 146; power con- sumption in, 226; number of companies in, 232; salaried officials and clerks in, 232; wage-earners in, 232-235, 376-383; capital stock and funded debt in, 262, 263; character and length of track in, 262, 294; electric construction in, 294; list of companies in, 294; roadbed in, 294; cars and miscellaneous equipment in, 320; power and generating plants in, 344; acci- dents in, 368; car hours in, 368; car mileage in, 368; maximum speed in, 368; passen- gers in, 368; bridges and tunnels in, 388; alternating-current dynamos in, 396; aux- iliary electric equipment in, 400. Orleans Railroad Company, 244, 282, 310, 334, 358. Oswego Traction Company, 258, 292, 318, 342, 366, 388, 399. Ottawa Railway, Light and Power Company, 242, 280, 308, 332, 356, 385, 392, 394. Ottumwa Traction and Light Company, 244, 282, 310, 334, 356, 394, 398. Owensboro City Railroad Company, 244, 282, 310, 334, 358. Owners of abutting property, 127. O wosso and Corunna Electric Company, 250, 286, 314, 338, 362, 395. Pacific Electric Railway Company, 236, 276, 304, 328, 352. Pacific Heights Electric Railway Company, 274, 302, 326, 350, 374, 390, 396. Paducah Citv Railway Company, 244, 282, 310, 334, 358, 385, 394, 398. Page, Prof. C. J., 160,161. Palatka and Heights Street Railway Com- pany, 240, 278, 306, 330, 354. Paris, styles of cars used in, 191; fires on railways of, 197. Paris Transit Company, 270, 298, 324, 348, 372, 390, 400. Parkersburg, Marietta and Interurban Rail- way Companv, 272, 300, 326, 350, 372, 390, 396, 403. Parks, pleasure, number owned or operated by companies and states, 30, 31, 373-375; instructions- to special agents regarding, 414. Pasadena and Mt. Lowe Railway Companv, 236, 276, 304, 328, 352, 384, 392.' Paso Robles Street Car Company, weight of rails for, 178, 236, 276, 304, 328, 352. Passengers, number of, classified by power, 12, 13; number of, classified by popula- tion, 18,19; total number of, urban cen- ters, 19; per mile of track, 20; per car mile, classified by population, 21, 22; fare, number carried in urban centers, 24 ; per car mile, classified by urban centers, 26; carried, number of, for selected railways, 226; per passenger car mile, 226; fare, number of, 352-375; fare, number per mile of single track, 352-375; fare, per car hour, 352-375; fare, per car mile, 352-375; in United States, 352-375; number of, car- ried, 352-375; transfer, number of, 352- 375 ; transfer, instructions to special agents regarding, 414. Passenger-car mileage, instructions to special agents regarding, 414. 434 TNDEX. Passenger cars, number and style of, 189; early styles of, 190; style? of, used by inter- urban railroads, 215. Passenger stations, description of, 20S, 209; number of, 20S. Passenger traffic on electric Hues, nature of, 111,112. Patterson Heights Street Railway Company, 262, 294, 320, 346, 368. Paving and care of streets by railway com- panies, 132. Paweatuck Yallev Street Railway Company, 270, 296, 322, 348, 370, 389. Pawtucket Street Rail wavCompany, 268,296, 322, 348, 370, 389. Peekskill Lighting and Railroad Company, 258, 292, 318, 342, 366, 395, 399. Pelham Park Railroad Company, 258, 290, 318, 342, 364. Penn Incline Plane Company, 268, 296, 322, 346, 370. Penn Yan, Keuka Park and Branchport Rail- way Company, 258, 292, 318, 342, 366, 388. Pennsylvania, proportion of passengers to population in, 17; capitalization in, 51; in- come accounts of companies in, 62-65; percentage of taxes to income in, 66; gross earnings from operation in, 70; operating expenses iii, 72-75; dividends in, 82; assets and liabilities of companies in, 90, 91; interurban railways in, 102; electric rail- way mileage in, 102; local franchise laws in, 146; girder rail in, 179; span wire con- struction in, 182; sidebracket construction in, 182; line supports in, 183; underground- feeder construction in, 183; number of cars in, 189, 190; hand and air brakes in, 203; car lighting in, 206; number of car fenders used in, 206; number of car houses in, 209; lights used in companies' buildings in, 211; power consumption in, 226; number of companies in, 232; salaried officials and clerks of, classified bv number and salary, 232; wage-earners in, 232-235, 376-383; capital stock and funded debt in, 262-268; list of companies in, 262, 264, 266, 268; character and length of track in, 262, 294- 297; electric construction in, 294-297 ; road- bed in, 294-297; cars and miscellaneous equipment in, 320-343; power and gener- ating plants in, 344; accidents in, 368-371; car hours in, 368-371; car mileage in, 368- 371; maximum speed in, 368-371; passen- gers carried in, 368-371; bridges and tun- nels in, 389; feeder conduit system in, 391; water wheels and gas engines in, 393; alternating-current dynamos in, 396; aux- iliary electric equipment in, 400; substa- tion'equipment in, 402. Pennsylvania and Ohio Railway Company, 260,292, 318, 344, 366, 388, 399/402. Pennsylvania Motor Company, 262. Pennsylvania Railroad (branch system of), electric service introduced on, 118. Pennsylvania Railroad Company, inquiries regarding effect of interurban electric rail- way competition, 117. Penobscot Central Railway Company, 244, 284, 310, 334, 358, 385, 40l'. Pensacola Electric Terminal Railway Com- pany, 240, 278, 306, 330, 354. People's Gas and Electric Company (Ohio), 260, 294, 320, 344, 366, 388, 396. People's Lk'ht and Railway Company (111. ), 242, 280, 308,332, 356. People's Passenger Railway Company (Pa. ), 125, 266. People's Railway Company (Del. ), 238, 278, 306, 330, 354, 384, 397. People's Railway Company of Davton, 260, 294, 320, 344, 366. People's Railway Company of Cleveland, 145. People's Street Railway Company (Pa.), 264, 296, 322, 346, 368, 389, 400. People's Street Railway Company (icmtsl), 242, 282, 308, 332, 356. People's Traction Company (Pa.), 125, 266. People's Tramway Company (Conn.), 238, 278, 306, 330, 354, 384, 392, 394, 397, 401 . Peoria and Pekin Terminal Railway Com- pany, 118, 242, 280, 308, 332, 356, 385, 394, 397. Peoria and Prospect Heights Railway Com- pany, 242, 280, 308, 332, 356, 385. Petaluma Street Railway Company, 236, 276, 304, 328, 352. Philadelphia, trackage and traffic in, 24; capi- talization in, 53; holding companies in, 122; street railway consolidation in, 124, 125; regulation of franchises in, 146; stringer, construction in, 173; trolley con- struction in, 184; style and dimensions of cars in, 194. Philadelphia and Chester Railway Com- pany, 262, 294, 320, 346, 368, 389. Philadelphia and Darby Railroad Company, 125, 264. Philadelphia and Grays Ferry Passenger Railway Company, 264. Philadelphia and Lehigh Valley Traction Company, 262, 294, 320, 344, 368, 389. Philadelphia and Westchester Traction Com- pany, 266, 296, 322, 346, 370, 389, 402. Philadelphia, Bristol, and Trenton Street Railway Company, 266, 296, 322, 346, 368. Philadelphia, Cheltenham, and Jenkintown Passenger Railway Company, 266. Philadelphia City Passenger Railway Com- pany, 125,264. Philadelphia, Morton, and Swarthmore Street Passenger Railway Company, 262. Philadelphia Rapid Transit Company, 125, 177. Philadelphia Traction Company, 125, 264. Phillipston Street Railway Company, 250. Phoenix Railway Company, 54, 236, 276, 304, 328, 352, 384. Pinkus, Henry, 161. Pittsburg, trackage and traffic in, 24; capi- talization in, 53; style and dimensions of cars in, 194. Pittsburg and Birmingham Traction Com- pany, 266. Pittsburg and Castle Shannon Railroad Com- pany, 268, 296, 322, 346, 370. Pittsburg and Charleroi Street Railway Com- pany, 266. Pittsburg Incline Plane Company, 266. Pittsburg, McKeesport and Connellsville Railway Company, 268, 296, 322, 346, 370, 389, 400. Pittsburg, McKeesport and Greensburg Rail- way Company, 268, 296, 322, 346, 370, 389. Pittsburg Railways Company (Kans. ), 244, 282,310,334,358,385,394. Pittsburg Railways Company (Pa.), 81, 122, 177, 182, 189, 204, 211, 221, 266, 296, 322,346, 370, 3X9, 396, 400, 402. Pittsfield Electric Street Railway Company, 248, 286, 312, 336, 360, 386, 391. _ Pittston and Scranton Street Railway Com- pany, 268. Plants, lighting, in connection with street railways, 13; power and generating, 328- 351. Plattsburg Traction Company, 258, 292, 318, 342, 366. Pleasure resorts, instructions to special agents regarding, 414. Sit also Parks. Plymouth and Sandwich Street Railway Company, 248, 2X6, 312, 336, 360. Point Pleasant Traction, Electric Light and Power Company , 254, 290, 316,340, 364, 395. Poles, trolley, annual license fees for, 132; metal, 185; wooden, 185; number of, to the mile, 277-303; steel or iron, miles of, 277-303; wooden, miles of, 277-303. Pomona Street Railway Company, 236, 276, 304, 328, 352. Population, classification of companies ac- cording to, 4, 5; relation of traffic to, 9, 10; proportion of passengers to, 17-23; rela- tion of trackage and traffic to, 19, 24-26; accidents on electric railways classified by, 23; urban, distribution of, by street railways, 26-28; relation oi earnings to, 105, 106. Port Jervis Electric Light, Power, Gas and. Railroad Company, 258, 292, 318, 342, 366, 395. Portland Railway Company (Oreg. ), 262, 294, 320, 344, 368, 388, 400. Portland Railroad Company (Me. ), 246, 284, 310, 334, 358, 386, 398. Portland City and Oregon Railway Com- pany, 262, 294, 320, 344, 368, 388. Porto Rico, income accounts of companies in, 63, 64; gross earnings from operation in, 70; operating expenses in, 72-75; as- sets and liabilities of companies in, 90, 91 ; number of companies in, 232; salaried officials and clerks of, 232; wage-earners of, 232-235; list of companies in, 274; capital stock and funded debt in, 274, 275; character and length of track in, 274, 302; electric construction in, 302; roadbed in, 302; cars and miscellaneous equipment in, 326; power and generating plants in, 350; accidents in, 374; car hours in, 374; car mileage in, 374; maximum speed in, 374; passengers in, 374; bridges and tunnels in, 390; alternating-current dynamos in, 396. Portsmouth and Exeter Street Railway Com- pany, 252. Portsmouth Electric Railway (N. H.), (owned and operated by Boston and Maine Railroad), 254, 288," 316, 340, 362, 387, 399, 402. Portsmouth, Kittery and York Street Rail- way Company (Me.), 246, 284, 310, 334, 358, 386, 398, 401. Portsmouth, Kittery and York Street Rail- way (X. H.), 254. Portsmouth Street Railroad and Light Com- pany (Ohio) , 260, 294, 320, 344, 368, 396. Pottstown Passenger Railway Company, 268, 296, 322, 346, 370. Pottsville Union Traction Company, 268, 296, 322, 346, 370, 389. Poughkeepsie City and Wappingers Falls Electric Railway Company, 258, 292, 318, 342, 366. Power, classification of, 4; traffic of compa- nies classified according to, 12-17; con- densed income account for operating com- panies according to, 55; percentage dis- tribution of gross income of operating companies according to, 56; operating earnings of companies according to, 67; percentage distribution, by sources, of operating earnings of companies accord- ing to, 67; general results of operations of all companies according to, 82; operating ratio of companies, 84; electric, 172, 224; consumption and cost of, 223, 229; animal, cost of, 224; cable, cost of, 224; consump- tion of, for selected electric railways, 226; consumption of, per car mile, for electric railways, 226; animal, length of track ope- rated by, 276-303. Power and generating plants, 328-351. Power houses, equipment and output of, 218-229; location of, 219; construction of, 220; insurancerequirementsfor, 220; stor- ing of coal in, 222; number of, 328-351. Power plants, operating expenses of, 72, 73, 76; description of, 218-223; capacity of, for companies which sell current,' 224; capacity of, for companies which do not sell current, 224; cost of operation of, in cities, 227; instructions to special agents regarding, 409, 415, 416, 419. Preferred stock. See Stock. INDEX. 435 Presidio and Perries Railroad Company, 236, 276, 304, 328, 352. Price Hill Incline Plane Railroad Company, 260,292,318,344,366. Printing, instructions to special agents re- garding, 420. Printing and stationery, expenses of, 75; percentage distribution of operating ex- penses of, 76. Profit and loss, deficit for companies report- ing deficit, 90; surplus for companies re- porting surplus, 91. Promissory notes, use of, 44. Providence, trackage and traffic in, 24. Providence and Danielson Railway Com- pany (R. I. ), 270, 296, 322, 348, 370, 403. Providence and Fall River Street Railway Company (Mass.), 248, 284, 312,336,360, 386. Pueblo Traction and Lighting Company, 238, 276, 304, 328, 352, 393, 397. Public Works Company, Street Railway and Lighting Department, 244, 284, 310, 334, 358, 394, 398, 401. Punxsutawnev Street Passenger Railway Company, 94, 268, 296, 322, 346, 370, 389. Quakertown Traction Company, 262. Quincv Horse Railway and Carrying Com- pany, 242, 280, 308, 332, 356. Radford Water Power Company, 272, 300, 326, 350, 372, 393, 396, 400. Railroad Commission in Massachusetts, authority of, 126. Rails, weight per yard of, 47, 277, 303; flat or tram, 174; TorVignole, 174-179; range of weight of, 178, 179; girder, use of, 179; third, 179; instructions to special agents regarding weight of, 415. Railway and Electric Company of Sedalia, 252, 288, 314, 338, 362, 387, 395, 399, 402. Railways, consolidation of, 120-125, instruc- tions to special agents regarding, 413-421. Railways Company General, 122. Raleigh" Electric Company, 258, 292, 318, 342, 366, 395. Rapid City Street Railway Company, 54, 270, 298, 324, 348, 370. Rapid Transit Company of Chattanooga (Tenn. ), 270, 298, 324, 348, 370, 389, 400. Rapid Transit Railway Company (Tex.), 270, 298, 324, 348, 372," 390. Rapid. Transit Street Railway Company (N. J.), 254. Raritan Traction Company, 254, 290, 316, 340, 364, 387. Reading and Southwestern Street Railway Company, 268. Reading and Temple Electric Railway Com- pany, 268. Reading and Womelsdorf Electric Railway Company, 268. Reading City Passenger Railway Company, 268. Reading Traction Company, 268. Reading, Wakefield and Lynnfield Street Railway Company, 250, 286, 312, 336, 360, 386. Real estate, taxes on, 64; instructions to special agents regarding, 416. Red Lion and Windsor Street Railway Com- pany, 26S, 296, 322, 346, 370, 400. Red Oak Street Railway Company, 244, 282, 310, 334, 356. Redlands Street Railway Company, 236, 276, 304,328,352,384,397,401. Referendum, use of, in granting franchises, 127. Rentals, expenses of, 66, 74, 75. Rents, effect of railways on, 30. Revenue cars, instructions to special agents regarding, 419. Rhode Island, proportion of passengers to population in, 17; companies not reporting financial transactions in, 54; income ac- counts of companies in, 62-64; gross earn- ings from operation in, 70; operating expenses in, 72-75; dividends in, 82; assets and liabilities of companies in, 90, 91 ; au- thority of legislature to grant charters in, 126; regulation of capitalization in, 133; franchise laws in, 147; car lighting in, 206; power consumption in, 226; number of companies in, 232; salaried officials and clerks in, 232; wage-earners in, 232-235, 376-383; list of companies in, 268, 270; capital stock and funded debt in, 268; electric construction in, 296, 297; character and length of track in, 268, 296, 297; road- bed in, 296, 297; cars and miscellaneous equipment in, 322; power and generating plants in, 348; accidents in, 370; car hours in? 370; car mileage in, 370; maximum speed in, 370; passengers in, 370; bridges and tunnels in, 389; auxiliary electric equipment in, 400; substation equipment in, 403. Rhode Island Company, 122, 123. Rhode Island Securities Company, 123. Rhode Island Suburban Railway Company, 147, 212, 270, 296, 322, 348, 370/389, 403. Richmond, trackage and traffic in, 19. Richmond and Petersburg Electric Railway Company (Va.), 272, 300, 326, 350, 372", 390, 400. Richmond Passenger and Power Company (Va.), 54, 272, 300, 326, 350, 372. Richmond Street and Interurban Railway Company (Ind.), 242, 282, 308, 332, 356, 385, 398, 401. Richmond Traction Company ( Va. ), 54, 272, 300, 326, 350, 372. Rides, proportion of, to population, 9, 19. Ridge Avenue Connecting Railway Com- pany, 266. Ridge Avenue Passenger Railway Company, 266. Right of way, instructions to special agents regarding, 414, 416. Ringing Rocks Electric Railway Company, 268, 296, 322, 346, 370, 389. Riverside and Arlington Railway Company, 236, 276, 304, 328, 352, 384. Ri vervie w Electric Street Railway Company, 262, 294, 320, 346, 368. Roadbed, construction of , 173, 174; character and length of, 276-303. Roadmen, number and wages of, 234, 379. Roadway construction, instructions to special agents regarding, 416, 417. Roanoke Railway and Electric Company, 272, 300, 326, 350, 372, 390, 396. Rochester and Sodus Bav Railway Company, 182, 258, 292, 318, 342, 366, 3SS, 395, 399, 402. Rochester and Suburban Railway Company, 258, 292, 318, 342, 366. Rochester, Charlotte and Manitou Railroad Company, 258, 292, 318, 342, 366, 3S8. Rochester Electric Railway Company, 258. Rochester Railway Company, 173, 174, 258, 292, 318, 342, 366, 3SS, 391, 399. Rock Hill Water Supply, Electric Light and Street Railway Compa'ny,270, 298, 324, 348, 370, 389. Rockford and Belvidere Electric Railway Company, 242, 280, 308, 332, 356, 385. Rockford Railway, Light and Power Com- pany, 242, 280, 308, 332, 356. Rockland, Thomaston and Camden Street Railway Company, 246,284,310,334,358, 386, 394. Rome City Street Railway Company, 258, 292, 318,' 342, 366. Roxboro, Chestnut Hill and Xorristown Railway Company, 264. Rutland Street Railway Company, 272, 298, 324, 348, 372. Sacramento, trackage and traffic of, 19. Sacramento Electric, Gas and RailwayCom- pany, 236, 276, 304, 328, 352, 384, 392, 393, 397,401. Safety gate, uses of, 205. Saginaw Valley Traction Company, 250, 286, 314, 338, 362, 386, 395, 398. St. Albans Street Railway Company, 272, 298, 324, 348, 372, 390, 400. St. Charles Street Railroad Company, 244, 282, 310, 334, 358. St. Clair Incline Plane Company, 268, 296, 322, 346, 370. St. Joseph, Mo., trackage and traffic in, 24. St. Joseph Railway, Light, Heat and Power Company, 252, 288, 314, 338, 362, 387, 395, 399. St. Louis, trackage and traffic in, 24; capi- talization in, 53; stringer construction in, 173; cast welded track in, 178; overhead construction in, 184; pole construction in, 186; style and dimensions of cars in, 194; use of direct-current power plants in, 221. St. Louis and Belleville, (111. ), Electric Rail- way Company, 189, 240, 280, 308, 332, 356, 385. St. Louis and East St. Louis Electric Railway Company (111. ), 240, 280, 308, 332, 356. St. Louis and Kirkwood Railroad Company (including Brentwood, Clayton and St. Louis Railroad Company), 252, 288, 314, 338, 362, 387, 399. St. Louis and Meramec River Railroad Com- pany, 252, 288, 314, 338, 362, 387. St. Louis and Suburban Railway Company, 252, 288, 314, 338, 362, 387, 395, 399,402. St. Louis, St. Charles and Western Railway, 212, 252, 288, 314, 338, 362, 387. St. Louis Transit Company, 79, 121, 177, 189,' 252, 288, 314, 338, 362, 387, 391, 395, 399, 402. St. Paul, Minn., center pole construction in, 182; span wire construction in, 182. Salaries of employees, 73, 74; percentage dis- tribution of, 76; amount of, in 1902, 94; inquiries regarding, in census schedule, 411; of officers, clerks, instructions to spe- cial agents regarding, 420, 421. Salem Electric Railway Company (Ohio), 260, 294, 320, 344, 368. Salem Light, Power and Traction Company ( Oreg. ) , 262, 294, 320, 344, 368, 388, 396. Salt Lake and Utah Valley Railway Com- pany, 270, 298, 324, 348, 372, 390. Salt Lake City, relation of trackage and traf- fic to population of, 19. San Antonio, relation of trackage and traffic to population of, 19. San Antonio Traction Company, 270, 298, 324, 34S, 372, 390. San Bernardino Vallev Traction Company, 236, 276, 304, 328, 352, 384, 397. San Diego, relation of trackage and traffic to population of, 19. San Diet'o Electric Railway Company, 236, 276, 304, 328, 352, 397. San Francisco, trackage and traffic in, 24; capitalization in, 53; conduit system of, 179; style and dimensions of cars in, 194. San Francisco charter, regulations of rail- ways by, 136. San Francisco, Oakland and San Jose Rail- way Company, bridge construction of, 186. San Jose and Santa Clara Railroad Com pan}', 236, 276, 304, 328, 352, 384, 392, 397. San Jose Railroad Company, 236, 276, 304, 328, 352. San Juan Light and Transit Company. 274, 300, 326, 350, 374, 390, 396. Sanding track, expenditures for, instruc- tions to special agents regarding, 419. Sanford and Cape Porpoise Railway Com- pany, 246, 284, 310, 334, 358, 386, 392, 401. Santa Barbara, Cal., trackage and traffic in, 19. 436 INDEX. Santa Barbara Consolidated Railway Com- pany, 236, 276, 304, 328, 352. Santa Cruz Electric Railway Company, 236, 276, 304, 328, 352. Santa Rosa Street Railway Company, 236, 276, 304, 328, 352. Sayannah Electric Company, 240, 278, 306, 330, 354, 385, 394. Schedules street railway, 112, 113, 117, 407- 411. Schenectady, Railway, growth in freight and express of, 105; standard type of wooden pole used on, 185; railway company, 210, 258, 292, 318, 342, 366, 395,399, 402. Schenectady Railway Company, 210, 258, 292, 318, 342, 366, 395, 399, 402. Schuylkill Traction Company, 264, 296, 322, 346", 368, 389. Schuylkill Valley Traction Company, 264, 296, 322, 346, 368, 389, 400. Scranton, trackage and traffic in, 24. Scranton and Carbondale Traction Com- pany, 268. Scranton and Pittston Traction Company, 268. Scranton Railway Company, 268, 296, 322, 346, 370, 389, 400. Sea Cliff Incline Cable Railway Company, 258, 292, 318, 342, 366. Sea View Railroad Company, 268, 296, 322, 348, 370, 389, 400, 403. Seabrook and Hampton Beach Street Rail- way Company, 252. Seashore Electric Railway Company, 254. Seattle and Renton Railway Company, 272, 300, 326, 350, 372, 390. Seattle Electric Company, 272, 300, 326, 350, 372, 390, 396, 400, 403. Second and Third Streets Passenger Railway Company, 266. Second Avenue Railway, 123, 256. Securities, extent of, 44. Seguin Street Railway Company, 270, 298, 324, 348, 372. Selma Street and Suburban Railway Com- pany, 236, 276, 304, 328, 352. Semiconyertible cars, styles and dimensions of, in specified cities, 193. Service, car, frequency of, 110. Seventeenth and Nineteenth Streets Passen- ger Railway Company, 264. Shamokin and Edgewood Electric Railway Company, 268, 296, 322, 346, 370, 389. Shamokin and Mt. Carmel Electric Railway Company, 268, 296, 322, 346, 370, 389, 400. Sheboygan Light, Power and Railway Com- pany, 274, 300, 326, 350, 374, 396. Shelburne Falls and Coleraine Street Rail- way Company, 248, 286, 312, 336, 360, 386, 392". Shop tools, instructions to special agents regarding, 416; expenses, 418, 419. Short, Prof. Sidney H., 165, 166. Shreveport, La., relation of trackage and traffic to population of, 19. Shreveport Belt Railway Company (Shreve- port Traction Company) , 244, 282, 310, 334, 358, 385. Side bracket construction, 182; purpose and method of, 185. Sidings and turnouts, length of, for States and companies, 276-303. Siemens, Dr. Werner, 161. Signaling, interurban, development of, 188. Single track mileage, 172. Sioux City, relation of trackage and traffic to population of, 19. Sioux City Traction Company, 244, 282, 310, 334, 356", 385. Sixth Avenue Railroad, 123, 256. Skowhegan and Norridgewock Railway and Power Company, 246, 284, 310, 334, 358, 386. Sliding-scale system, 133, 134. Snowplows, number of, 189, 190, 304-327. Somerset Traction Company, 246, 284, 310, 334, 358, 386. Somerville Horse Railroad Company, 248. South Atlantic division, relation of traffic to population in, 9. South Carolina, proportion of passengers to population, 17; income accounts of com- panies in, 62-64; gross earnings from op- eration in, 70 ; operating expenses in, 72-75 ; assets and liabilities of companies in, 90, 91; number of companies in, 232; salaried officials and clerks in, 232; wage-earners in, 232-235, 376-383; list of railway corn- panes in, 270; capital stock and funded debt in, 270, 271; character and length of track in, 270, 298; electric construction in, 298; roadbed in, 298; cars and miscella- neous equipment in, 324; power and gen- erating plants in, 348; accidents in, 370; car hours in, 370; car mileage in, 370; maximum speed in, 370; passengers in, 370; bridges and tunnels in, 389; alter- nating-current dynamos in, 396; auxiliary electric equipment in, 400; substation equipment in, 403. Southbridge and Sturbridge Street Railway Company, 248, 286, 312, 336, 360, 386. South Central division, relation of traffic to population in, 9. South Chicago City Railway Company, 54, 240, 280, 308, 332, 356, 397. South Dakota, companies failing to report financial transaction in, 54; list of compa- nies in, 270; capital stock and funded debt of, 270, 271 ; character and length of track in, 270, 298; electric construction in, 298; roadbed in, 298; cars and miscellaneous' equipment in, 324; power and generating plants in, 348; accidents in, 370; car hours in, 370; car mileage in, 370; maximum speed in, 370; passengers in, 370. South Ferry Railway, 123. South Manchester Light, Power, and Tram- way Company, 238. South Middlesex Street Railway Company, 248, 286, 312, 336, 360, 386. South Orange and Maplewood Traction Company, 254, 288, 316, 340, 364, 387. South Side Elevated Railway Company (111.), 81, 179, 196, 201, 240, 280, 308, 332, 356, 397. South Side Passenger Railway Company (Pa.), 268, 296, 322, 346, 370. Southern Boulevard Railroad Company, 256, 290, 318, 342, 364. Southern Ohio Express Company, 217. Southfield Beach Railroad Company, 258, 292, 318, 342, 366, 388. Southside Railway and Development Com- pany, 54, 272, 300, 324, 350, 372. Southwest Missouri Electric Railway Com- pany, 252, 288, 314, 338, 362, 387, 395, 402. Southwestern Street Railway Company, 266, 296, 322, 346, 368. Spain, street railways in, 156. Span wire construction, 181, 182, 184, 185. Spartanburg Railway, Gas and Electric Com- pany, 270, 298, 324, 348, 370, 389, 396. Special agents, general instructions to, 413-421. Speed, 31, 32; limiting, of surface railways, 34, 35; high, 167; maximum in, 352-375; instructions to special agents regarding, 414. Spokane, Wash., trackage and traffic in, 19. Spokane and Montrose Motor Railroad Com- pany, 272, 300, 326, 350, 372. Sprague, Frank J., 167-170. Springfield, 111., trackage and traffic in, 19. Springfield, Mo., trackage and traffic in, 19. Springfield, Ohio, trackage and traffic in, 19. Springfield and Eastern Street Railway Com- pany (Mass.,) 250, 286, 312, 336, 360, 386, 392, 398. Springfield and Western Traction Company (Ohio), 260. Springfield and Xenia Traction Company (Ohio), 260,294, 320, 344, 368, 388, 396, 399, 402. Springfield Consolidated Railway Company (111), 242, 280, 308, 332, 356. Springfield Electric Rail way Com pany ( Vt. ) , 272, 298, 324, 348, 372, 390. Springfield Railway Company (Ohio), 260, 294, 320, 344, 368. Springfield Street RailwayCompany(Mass. ), 250, 286, 312, 336, 360, 386, 391. Springfield Traction Company (Mo.), 252, 288, 314, 338, 362. Stable expenses, instructions to special agents regarding, 420. Stablemen, number and wages of, 234. Stamford Street Railroad Company, 238, 278, 306, 330, 354. Stark Electric Railroad Company, 260, 292, 318, 344, 366, 388, 395, 399. Starters, number and wages of, 233. State Electric Company, 242, 282, 308, 334, 356. State governments, authority of, 126; railway construction in New England and New York controlled by, 127; local franchises regulated by, 136-148. Staten Island Electric Railroad Company, 258, 292, 318, 342, 366, 388. Staten Island Midland Railroad Company, . 258, 292, 318, 342, 366. States, trackage and traffic in, 16, 17. Stationery, instructions to special agents re- garding expenditures for, 420. Stations, street railway passengers, 208, 209 ; number of, 305-327; output of, 329-351, 409-415; instructions to special agents regarding,. 414. Statistics, wage, method of presentation of,97. Steam engines, number of, 218. Steam plants, maintenance of, instructions to special agents regarding, 417. Steam power on surface railways, 4, 56, 67, 77, 82, 84; on elevated railways, 169. Steam railroads, 3; influence of interurban electric railways on, 116-119; introduction of electric service on, 118, 119; protection of crossings of, 188. Steam railway crossings, 188. Steam turbines, 222. Stephenson, John, 191. Steubenville and Pleasant Heights Traction Company, 260, 294, 320, 344, 368. Steubenville Traction and Light Company, 216, 260, 294, 320, 344, 368, 388, 402. Stock, preferred, number of companies is- suing, 46; dividends on, 80; common, 80; capital, and funded debt, 236-275; form of schedule used in census inquiries re- garding, 410. Stockton Electric Railroad Company, 236, 276, 304, 328, 352. Stops, frequency of, 110. Storage batteries. See Batteries. Storeroom, expenses, instructions to special agents regarding, 420. Stott, H. G., 228. Stoughton and Randolph Street Railway Company, 250, 286, 312, 336, 360. Street Railway Accountants' Association of America, system used in schedule of in- quiries by, 54, 407, 415; instructions to special agents regarding, 415, 416. Street Railway Journal, map, prepared by, 103. Stroudsburg Passenger Company, 268,296, 322, 346, 370. Substations, equipment of, 223; equipment for specified companies, 223,401; form of schedule used in census inquiries regard- ing, 409; instructions to special agents re- garding, 415. Suburban lines, 101. INDEX. 437 Suburban Eailroad Company, 240, 280, 308, 332, 356, 385. Suburban Rapid Transit Street Railway Company, 266. Suburbs, influence of electric railways on, 28,29,172,173. Subway in Boston, length of lease of, 135; municipal ownership of, 135. Subway in New York, cost of, 135; terms of the lease of, 135; municipal ownership of, 135, 144. Subways, 36-39. Suffield Street Railway Company, 238, 278, 306, 330, 354. Sunbury and Northumberland Electric Rail- way Company, 268, 296, 322, 346, 370. Superintendence, instructions to special agents regarding, 416, 419. Superintendents, number and salaries of, 232. Supplies, by states and territories, 90. Surface railway companies, full-time elec- tric, income accounts, 60, 61 ; general re- sults of operation of, 85-87. Surface railways, 46, 55, 56, 67 ; 68, 77, 82, 84, 86, 88; instructions to special agents re- garding, 412. Surface roads, third-rail construction on, 179. Surplus, net, by states, 91. Susquehanna Traction Company, 264, 296, 322, 346, 368, 389. Sweepers, number of, 190, 304-327. Switchboard men, number and wages of, 235. Switches, electric, description of, 201. Switchmen, number and wages of, 234. Switzerland, street railways in, 156. Syracuse and Suburban Railroad Company, 258, 292, 318, 342, 366, 388, 392, 399. Syracuse, trackage and traffic in, 24. Syracuse, Lakeside and Baldwinsville Rail- way Company, 258, 292, 318, 342, 366, 388. Syracuse Rapid Transit Railway Company, '258,292,318,342,366,388. T rail, 174, 178, 179. Tacoma Railway and Power Company, 272, 300, 326, 350, 372, 390, 396, 400. Tama and Toledo Electric Railway and Light Company, 244, 282, 310, 334, 356, 394, 398. Tamaqua and Lansford Street Railway Com- pany, 268, 296, 322, 346, 370, 389. Tampa Electric Company, 240, 278, 306, 330, 354, 384, 392, 394, 401. Tarentum Traction Passenger Railway Com- pany, 268, 296, 322, 346, 370. Tarrytown, White Plains and Mamaroneck Railway Company, 124, 258, 290, 318, 342, 364. Taxes, of operating and lessor companies, 64-66. Tazewell Street Railway Company, 272, 300, 326, 350, 372. Telephone lines, uses of, 212; miles of ex- clusive, 305-327; instructions to special agents regarding, 414. Templeton Street Railway Company, 250, 286, 312, 336, 360, 386. Tennessee, proportion of passengers to pop- ulation in, 17; income accounts of com- panies in, 62-64; percentage of taxes to income in, 66; gross earnings from opera- tion in, 70; operating expenses in, 72-75; assets and liabilities in, 90, 91; woods used for car construction in, 193; power consumption in, 226; number of companies in 232; salaried officials and clerks in, 232: wage-earners in, 232-235, 376-383; char- acter and length of track in, 270, 298; cap- ital stock and funded debt in, 270,271; electric construction in, 298; list of com- panies in, 270; road bed in, 298; cars and miscellaneous equipment in, 324; power and generating plants in, 348; acci- dents in, 370; car hours in, 370; car mile- age in, 370; maximum speed in, 370; pas- 1165—05 29 Tennessee— Continued. sengers in, 370;, bridges and tunnels in, 389; alternating-current dynamos in, 396; auxiliary electric equipment in, 400. Terminals, instructions to special agents re- garding, 421. Terre Haute Electric Company, 242, 282, 308, 332, 356, 385, 394. Texarkana Railway Company, 236, 276, 304, 328, 352. Texas, proportion of passengers to popula- tion in, 17; income accounts of companies in, 62-64; gross earnings from operation in, 70; operating expenses in, 72-75; assets and liabilities of companies in, 90,91; T rail in, 179; girder rail in, 179; power consumption in, 226; number of companies in, 232; salaried officials and clerks in, 232; wage-earners in, 232-235, 376-383; charac- ter and length of track in, 270, 298; list of companies in, 270; capital stock and funded debt in, 270, 271; electric con- struction in, 298; roadbed in, 298; cars and miscellaneous equipment in, 324; power and generating plants in, 348; acci- dents in, 370; car hours in, 370; car mile- age in, 370; maximum speed in, 370; passengers in, 370; bridges and tunnels in, 389; alternating-current dynamos in, 396; auxiliary electric equipment in, 400; sub- station equipment in, 403. Thermal efficiency, variations in, 227-229. Third Avenue Railroad Company, 45, 79, 81, 85, 124, 180, 181, 256, 290, 318, 342, 364. Third-rail, invention of, 161; systems, 179; use of, 196; traction, description of, 214. Thirteenth and Fifteenth Streets Passenger Railway Company, 266. Thirty-fourth Street Crossto wn RailwayCom- pany, 123, 256, 290, 318, 342, 364. Thirty-fourth Street Ferry and Eleventh Avenue Company, 123. Tiffin, Fostoria and Eastern Electric Rail- way Company, 260, 294, 320, 344, 368, 388. Titusville Electric Traction Company, 268, 296, 322, 346, 370, 389, 400. Toledo, Ohio, trackage and traffic in, 24. Toledo and Maumee Valley Railway Com- pany, 260, 294, 320, 344, 368, 388, 393, 399. Toledo and Monroe Railway Company, (Mich.), 250, 286, 314, 338, 362, 386, 395, 398, 402. Toledo and Western Railway Company, 216, 260, 294, 320, 344, 368, 388, 396, 399, 402. Toledo, Bowling Green and Southern Trac- tion Company, 260, 294, 320, 344, 368, 388, 396, 399. Toledo, Fostoria and Findlay Railway Com- pany, 260, 294, 320, 344, 368, 388, 399. Toledo Railways and Light Company, 260, 294, 320, 344, 368, 391, 396, 399. Tools, shop, instructions to special agents regarding, 416. Topeka, proportion of passengers to popula- tion, 19. Topeka Railway Company, 244, 2S2, 310, 334, 358, 385. Torrington and Winchester Street Railway Company, 238, 278, 306, 330, 354, 384. Trackage, of operating and lessor companies, 6; and motive power, increase in length of line, 7,8; in urban centers, 19, 23-26, 101, 102; total number of miles of, 19, 24; pas- sengers per mile of, 26; number of miles of, not reporting financial transaction, 54; of surface railways in United Kingdom, 149; of street railways in Germany, 152- 154; of street railways in specified cities of France, 154, 155; statistics of, 172-178; length of single, 172, 236-275; character and length of, 276-303; form of schedule used in census inquiries regarding, 408; instructions to special agents regarding, 414, 416, 417, 419, 421. Trackmen, number and wages of, 234, 379. Traction, replacement by electricity of other methods of, 8; electric, history of, 159- 171; mechanical, 276-303. Traction companies, act of 1887 for the benefit of, 125. Traffic, of operating and lessor companies, 6, 9; relation to population, 9, 10, 16-21, 23-26, 111, 112; of companies classified by power, 12-17; density of, per mile of track, 13-15; of companies, 17-23; in selected urban centers, 23-26; unequal distribu- tion, 33, 34; growth of, 105; in selected interurban railways, 109; freight and ex- press, on electric lines, 112; of surface rail- ways in United Kingdom, 149; of tram- ways in United Kingdom, 150, 152; of street railways in Germany, 152-154; of street railways in France, 154, 155; form of schedule used in census inquiries regard- ing, 407; instructions to special agents regarding, 414. Tramway Stock Company, 274, 302, 326, 350, 374. Transfer points, number of, 352-375. Transfers, 41-43, 145; instructions to special agents regarding, 414. Transformers, number and horsepower of, 401-403. Transportation, inadequacy of, 31-33; oper- ating expenses, 72, 73; free, for policemen, 132; instructions to special agents regard- ing, 419. Trappe and Limerick Electric Street Rail- way Company, 264. Trenton, Lawrenceville and Princeton Rail- road Company, 254, 290, 316, 340, 364. Trenton Street Railway Company, 254, 290, 316, 340, 364, 387, 399, 402. Tri-City Railway Company, 242, 282, 310, 334, 356, 385. Trolley cars, number and speed of, 102; overhead, 162, 163, 183-186; contact, un- der-running, 163, 164; power, overhead, single-track mileage in, 172; single over- head, advantages of, 183, 184; double over- head, disadvantages of, 183, 184; overhead, devices for using the current used in, 203; overhead, length of, 276-303. Troy and Cohoes Railroad Company, 254. Troy and New England Railway Company, 254, 290, 316, 340, 364, 387. Truck frames, types of, 192. Tucson Street Railway Company, 236, 276, 304,328,352,384. Tunnels, 186-188. Turnouts and sidings, length of, 276-303. Tuscaloosa Belt Railway Company, 236, 276, 304, 32S, 352, 384. Tuscarawas Traction Company, 260, 294, 320, 344, 366, 388, 396. Twenty -eighth and Twenty -ninth Street Crosstown Railroad Company, 123, 256, 290, 318, 342, 364. Twenty-second Street and Allegheny Avenue Passenger Railway Company, 266. Twenty-third Street Railroad Company, 123, 256. ' Twin City General Electric Company, 250, 286, 314, 338, 360, 386, 395. Twin City Rapid Transit Company, 81, 176, 177, 182, 184, 218, 221, 250, 286," 314, 338, 362, 391, 392. 395, 399, 402. Underground feeder construction, 183. Union Consolidated Elevated Railway Com- pany (111.), 240. Union Electric Company (Iowa), 242, 282, 310, 334, 356, 385, 394, 398. Union Passenger Railway Company (Pa. ), 125,264. Union Railroad Company (R. I.), 147, 212, 268, 296, 322, 348, 370, 400, 403. Union Railway Company (Pa. ),262. Union Railway Company of New York, 124, 256, 290, 318, 342, 364. 438 INDEX. Union Street and .Suburban Railway Com- pany (Ureg. ') . 262, 294, 320, 344, 368. Union Street Railway Company (Mass. ), 248, 286, 312, 336, 360, 301. Union Street Railway Company (It. I.), 82. Union Street Railway Company (Kans. ), 244, 282, 310, 334, 358. Union Traction Company (111.), 53, 81,212. Union Traction Company (Ind. ), 103, 182, 212, 228, 242, 280, 308, 332, 356. 385, 394, 398, 401. Union Traction Company (Pa.), 79,81,146, 178, 179, ls2, 189, 225,' 264,296, 322, 346, 368,391,400,402. United Electric Company, 260, 294, 320, 344, 366, 396. United Gas Improvement Company, 122, 123. United Kingdom, railways in, 149-152; fran- chises in, 150; municipal ownership of railways in, 150. United Power and Transportation Company, 122. United Railroads of San Francisco, 79, 81, 177, 181, 185, 189, 194, 204, 22], 236, 276, 304, 328, 352, 384, 397, 401. United Railways and Electric Company, 46, 79, 81, 121, 174, 179, 246, 284, 312, 336, 358, 386, 398. United Railways Company of St. Louis, 252. United States, relation of traffic to popula- tion in, 9; proportion of passengers to pop- ulation in, 17; railways in, compared with specified foreign countries, 149-155; num- ber of companies in, 232; salaried officials and clerks in, 232; wage-earners in, 232- 235, 376-383; list of companies in, 236-275; capital stock and funded debt in, 236, 237; character and length of track in, 236, 276; electric construction in, 276; roadbed in, 276; cars and miscellaneous equipment in, 304; power and generating plants in, 328; accidents in, 252; car hours in, 352; car mileage in, 352; maximum speed in, 352; passengers in, 352; bridges and tunnels in, 384; feeder conduit system in, 391; water wheels and gas engines in, 292; alternating- current dynamos in, 39.3; auxiliary elec- tric equipment in, 397; substation equip- ment in, 401. United Traction and Electric Company, 122. United Traction Company of Albany and Troy, 81, 254, 290, 316, 340, 364, 402. United Traction Company of Pittsburg, 266. United Traction Company, 268, 296, 322, 346, 370, 389, 400. Upholstering of cars, description of, 193. Upton Street Railway Company, 250, 286, 312, 336, 360. Urban centers, relation of trackage and traffic to population in, 19; accidents according to population in, 23; trackage and traffic in, 23-25; operating earnings, by sources in, 68; operating expenses in, 78; interest and dividends in, SO; general results of operation in, 86; distribution of companies according to operating ratios in, 87; power plant capacity in, 224. Urban electric railways, growth and im- provement of suburbs influenced by, 26-31. Urbana and Champaign Railway, Gas and Electric Company, 240, 280, 308, 332, 354. Utah, proportion of passengers to population in, 17; income accounts of companies in, 62, 64; gross earnings from operations in, 70; operating expenses in, 72-75; assets and liabilities of companies in, 90, 91; power consumption in, 226; number of companies in, 232; salaried officials and clerks in, 232; wage-earners in, 232-235, 376-383; list of companies in, 270; char- acter and length of track in, 270, 298; capital stock and funded debt in, 270, 271; electric construction in, 298; roadbed in, Utah — Continued. 298; cars and miscellaneous equipment in, 324; power and generating plants in, 348; accidents in, 372; car hours in, 372; car mileage in, 372; maximum speed in, 372; passengers in, 372; bridges and tunnels in, 390. Utica and Mohawk Valley Railway Com- pany, 258, 292, 318, 342, 366, 388. Valdosta Street Rail way Company, 240, 278, 306, 330, 354. Vallamont Traction Company, 268, 296, 322, 346, 370. Van Brunt Street and Erie Basin Railroad Company, 258, 292, 318, 342, 364. Van Depoele, Charles J., 163, 164. Vermont, proportion of passengers to popu- lation in, 17; income accounts of com- panies in, 62-64; gross earnings from operation in, 70; operating expenses in, 72-75; assets and liabilities of companies in, 90, 91; light-weight T rail in, 179; side bracket construction in, 182; power con- sumption in, 225, 226; number of com- panies in, 232; salaried officials and clerks in, 232; wage-earners in, 232-235, 376-382; list of companies in, 272; capital stock and funded debt of, 272,273; character and length of track in, 272, 298; elec- tric construction in, 298; roadbed in, 298; cars and miscellaneous equipment in, 324; power and generating plants in, 348; accidents in, 372; car hours in, 372; car mileage in, 372; maximum speed in, 372; passengers in, 372; bridges and tunnels in, 390; water wheels and gas engines in, 392; auxiliary electric equipment in, 400; sub- station equipment in, 403. Vicksburg, Miss., relation of trackage and traffic to population of, 19. Vicksburg Railroad Power and Manufactur- ing Company, 252, 288, 314, 338, 362, 387, 395. Vienna, conduit system in, 181. Villard, Henry, 161. Vincennes Citizens Street Rail way Company, 242, 282, 308, 332, 356. Virginia, proportion of passengers to popu- lation in, 17; companies failing to report financial transactions in, 54; income ac- counts of companies in, 62-64; gross earn- ings from operation in, 70; operating ex- penses in, 72-75; assets and liabilities of companies in, 90, 91; electric railway mileage in, 102; fares in, 147; franchise, laws in, 147; girder rail in, 179; car light- ing in, 206; power consumption in, 226; number of companies in, 232; salaried officials and clerks in, 232; wage-earners in, 232-235, 376-383; list of companies in, 272; capital stock and funded debt in, 272, 273; character and length of track in, 272, 298; electric construction in, 298-301; roadbed in, 298; cars and miscellaneous equipment in, 324-327; power and generating plants in, 350; accidents, in, 372; car hours in, 372; car mileage in, 372; maximum speed in, 372; passengers in, 372; bridges and tunnels in, 390; water wheels and gas engines in, 393; alternating-current dynamos in, 396; aux- iliary electric equipment in, 400; substa- tion equipment in, 403. Virginia Passenger and Power Company (including West Hampton Park Railway Company), 54, 272, 300, 326, 350, 372, 390. Wabash Railroad Company, effect of electric railway competition on, 117. Wabash River Traction Company, 242, 282, 308, 332, 356, 385. Wage-earners, number of, 95, 232-235; rates of pay of, 376, 382. Wages, operating expenses for, 73, 74; total for United States, 94; classified according to power, 95; classified according to popu- lation, 95; form of schedule used in census inquiries regarding, 411; instructions to special agents regarding, 419,421. Walnut Street Connecting Passenger Rail- way Company, 266. Warren, Brooktield and Spencer Street Rail- way Company, 250, 286, 312, 336, 360, 386, 398. Washington, B.C., trackage and traffic in, 24; capitalization in, 53. Washington, state, proportion of passen- gers to population in, 17; income accounts of companies in, 62-64; gross earnings from operation, 70; operating expenses in, 72-75 ; assets and liabilities of companies in, 90,91; franchise laws in, 148; number of companies in, 232; salaried officials and clerks in, 232; wage-earners in, 232-235; 376-383; list of companies in, 272; capital stock and funded debt in, 272, 273; character and length of track in, 272, 300; electric construction in, 300; cars and mis- cellaneous equipment in, 326; power and generating plants in, 350; accidents in, 372; car hours in, 372; car mileage in, 372; maximum speed in, 372; passengers in, 372; bridges and tunnels in, 390; water wheels and gas engines in, 393; alternating- current dynamos in, 396; auxiliary electric equipment in, 400; substation equipment in, 403. Washington, Alexandria and Mt. Vernon Railway Company (Va. ), 272, 300, 326, 350, 372, 390. Washington and Glen Echo Railroad Com- pany, 246, 284, 312, 336, 358, 386. Washington and Great Falls Electric Rail- way Company (D. C), 238, 278, 306, 330, 354, 384. Washington and Rockville Railway Com- pany, 246, 284, 312, 336, 358, 386, 401. Washington, Arlington and Falls Church Railway Company (Va. ), 272, 298, 324, 350, 372, 390. Washington Electric Street Railway Com- pany (Pa. ), 268, 296, 322, 346, 370, 396. Washington Street Railway Company (Ga. ), 240, 278, 306, 330, 354. Washington Street Railway Company ( Ind. ) , 242, 282, 308, 332, 356. WashingtonWater Power Companv( Wash.), 272, 300, 326, 350, 372, 390. Washington, Woodside and Forest Glen Railway and Power Company (Md. ), 246, 284, 312, 336, 358. Waste for power plants, instructions to special agents regarding expenditures for, 419. Watchmen, number and wages of, 233. Water wheels and gas engines, 392. Waterford and Cohoes Railroad Company, 254. Waterloo and Cedar Falls Rapid Transit Company, 118, 244, 282, 310, 334, 356,385, 394, 398, 401. Waterpower, companies using, 218; in- structions to special agents regarding, 419. Waterville and Fairfield Railway and Light. Company, 246, 284, 310, 334, 358, 386, 392, 394, 398, 401. ' ' Waupaca Electric Light and Railway Com- pany, 274, 300, 326, 350, 374, 393, 396. Waverley, Sayre and Athens Traction Com- pany, 268, 296, 322, 346, 370, 389. Waxahachie Street Railway Company, 270 298, 324, 348, 372. Ways and structures, operating expenses of 72. Webster and Dudley Street Railway Com- pany, 250, 286, 312, 338, 360, 386. INDEX. 439 Weight of rails, 178, 179; form of Schedule used in census inquiries regarding, 408; instructions to special agents regarding, 415. Wellesley and Boston Street Railway Com- pany, 248, 286, 312, 336, 360. Wellston and Jackson Belt Railway Com- pany, 54, 260, 2i)4, 320, 344, 368, 396. "West Chester Street Railway Company ( l'a. ) , 268, 296, 322, 346, 370, 389. West Chicago Street Railroad Company, 240. West End Street Railway Company, 85, 121, 187, 188, 246. AVest Hampton 1'ark Railway Company, 272. West Jersey and Seashore Railroad Com- pany, 54,' 254, 288, 316, 340, 362, 399. West Philadelphia Passenger Railway Com- pany, 125, 264. West Shore Railway Company, 238. West Side Railroad Company, 256. West Virginia, proportion of passengers to population, 17; income accounts of com- panies in , 62-64 ; gross earnings from opera- tion in, 70; operating expenses in, 72-75; ■ assets and liabilities of companies in, 90,91; franchise laws in, 148; power con- sumption in, 225, 226; number of compa- nies in, 232; salaried officials and clerks in, 232; wage-earners in, 232-235, 376-383; list of companies, 272; capital stock and funded debt in, 272, 273; character and length of track in, 272, 300; electric con- struction in, 300; roadbed in, 300; cars and miscellaneousequipmentin, 326; powerand generating plants in, 350; accidents in, 372; car hours in, 372; car mileage in, 372; max- imum speed in, 372; passengers in, 372; bridges and tunnels in, 390; alternating- current dynamos in, 396; auxiliary electric equipment in, 400; substation equipment in, 403. West Water Street Railroad Company, 256. Westchester Electric Railroad Company (N. Y.), 258, 290, 318, 342, 364. Westchester Traction Company (N. Y.), 258, 292, 318, 342, 366. Western Ohio Railway Company, 260, 294, 320, 344, 366, 388, 396, 399, 402. Wheeling and Elm Grove Rail way Company, 272, 300, 326, 350, 372, 390, 396. ' Wheeling and Wellsburg Railway Company, 272, 300, 326, 350, 372. Wheeling Traction Company, 272, 300, 326, 350, 372, 390. Wheels, water, number and horsepower of, 392. White Hill and Mechanicsburg Passenger Railway Company, 264. Whitney- Klkins-Widener syndicate, street- railway investments of, 123. Wichita Railroad and Light Company, 244, 2S2, 310, 334, 35S, 385, 394, 39S. Wilkesbarre and Wyoming Valley Traction Company, SI, 208, 296, 322, 346, 37(1, 3.S9, 400. Wilkesbarre, Dallas and Harvevs Lake Rail- way Company, 26S, 296, 322, 346, 370, 389, 400, 402. Williamsport, relation of trackage and traffic of, to population, 19. Williamsport Passenger Railway Company, 268, 296, 322, 346, 370, 389. Wilmington and New Castle Electric Railway Company, 23S, 27S, 306, 330, 354, 384, 397." Wilmington City Hail way Company (includ- ing Front and Union Streets Passenger Railway Company) , 238, 278, 306, 330, 354, 384, 397. Winchester Avenue Railroad Company, 238. Winnebago Traction Company, 274, 300, 326, 350, 374, 390, 396, 403. Winnisimmet Railroad Company, 246. Winona Railway and Light Company, 250, 286, 314, 338, 362, 387, 395. Wire, span and feeder, 277-303. Wires, auxiliary in overhead trolley system, 184. Wisconsin, proportion of -passengers to pop- ulation in, 17; income accounts of compa- nies in, 62-64; gross earnings from opera- tion in, 70; operating expenses in, 72, 75; assetsand liabilities in, 90, 91 ; franchise laws in, 148; light-weight T rail in, 179; car lighting in, 206; power consumption in, 226; number of companies in, 232; salaried officials and clerks in, 232; wage-earners in, 232-235, 376-383; list of companies in, 274; capital stock and funded debt in, 274, 275; character and length of track in, 274, 300; electric con- struction in, 300; roadbed in, 300; cars and miscellaneous equipment in, 326; power and generating plants in, 350; acci- dents in, 374; car hours in, 374; car mile- age in, 374; maximum speed in, 374; passengers in, 374; bridges and tunnels in, 390; feeder conduit system in, 391; water wheels and gas engines in, 393; alternat- Wisconsin — Continued. ing-current dynamos in, 396; auxiliary electric equipment in, 400, substation equipment in, 403. Wisconsin Traction, Light, Heat and Power Company, 274, 300, 326, 350, 374, 390, 393, 391). Wissahickon Electric Passenger Railway Company, 264. Woonsocket Street Railway Company, 270, 296, 322, 348, 370. Worcester and Blackstone Valley Street Railway Company, 250, 286, 312, 338, 360, 386. Worcester and Shrewsbury Street Railway Company, 250. Worcester and Southbridge Street Railway Company, 250, 286, 312, 338, 360, 386, 394", 398,401. Worcester and Webster Street Railway Com- pany, 250, 286, 312, 338, 360, 386. Worcester Consolidated Street Railway Com- pany, 250, 286, 312, 338, 360, 386, 392, 398. Worcester, Rochdale and Charlton Depot Street Railway Company, 250. Work cars, distribution of, 190. World's Fair (St. Louis) cars used during, 194. Woronoco Street Railway Company, 250, 286, 312, 338, 360, 386, 398. Worthington, Clintonville and Columbus Street Railway Company, 262, 294, 320, 344, 368. Yardley, Morrisville and Trenton Street Railway Company, 268, 296, 322, 346, 370. Yonkers Railroad Company, 124, 256, 290, 318, 342, 364. York and Dallastown Electric Railway Com- pany, 268, 296, 322, 346, 370, 389. York and Dover Electric Railwav Company, 268, 296, 322, 346, 370, 389. York Street Railway Company, 268,296, 322, 346, 370, 389. Youngstown Park and Falls Street Railway Company, 262, 294, 320, 344, 368, 402. Youngstown-Sharon Railway and Light Company, 262, 294, 320, 344| 368, 388, 402. Zanesville Electric Railway Company , 262, 294, 320, 344, 368. o DEPARTMENT OF COMMERCE AND LABOR BUREAU OF THE CENSUS S. N. D. NORTH, DIRECTOR SPECIAL REPORTS TELEPHONES AND TELEGRAPHS 1902 WASHINGTON GOVERNMENT PRINTING OFFICE 1906 CONTENTS. Page. Letter of transmittal xi PART I. TELEPHONES. CHAPTER I. ' General Statistics. Introduction 3 General statistics for telephone and telegraph systems 3 Dominance of telephony 4 CHAPTER II. Genekal Telephone Statistics. Comparative summary 5 Summary of systems in outlying districts 5 Classification of systems 6 Statistics for systems, by class T Statistics by geographic divisions 8 Rural lines 11 CHAPTER III. Telephone Capitalization. Capitalization of incorporated companies . 12 Capitalization of commercial systems 12 Capitalization of mutual systems 13 Capitalization of Bell and independent systems 13 Assets and liabilities 14 Balance sheet for commercial systems 15 Balance sheet for mutual systems 15 CHAPTER IV. Revenue and Expenses. Revenue 16 Operating expenses 16 Outlay for new construction 16 Division of net earnings 17 Returns for Bell systems 18 Revenue and expenses of large systems 18 Revenue and expenses, by states 18 Revenue and expenses of commercial systems 19 Revenue and expenses of mutual systems 19 CHAPTER V. Telephone Traffic. Nature of traffic 21 Definition of message 21 Traffic statistics - 21 Distribution of telephone stations 22 Traffic, by geographic divisions 22 Traffic, by states and territories -- 23 (iii) iv CONTENTS. Page. Traffic of commercial and mutual systems 23 Relation between telephones, messages, and population 26 Telephones in urban centers _ 26 Rates _ _ 27 Traffic per subscriber and instrument 28 Relation of traffic to earnings and expenses 29 Other factors of traffic 30 Traffic records 30 CHAPTER VI. Apparatus of the Substation. Physical equipment 33 Statistics of substations 33 Rural substations 33 Private stations and pay stations. 35 Classification of private stations 35 Classification of pay stations _ _ 35 Party line stations _ 36 Magneto and common battery stations. 36 Magneto substation apparatus 36 Series and bridged substations 36 Common battery apparatus 37 Substation receivers 37 Substation transmitters 37 The induction coil _ _ 38 Signaling apparatus 38 Protection of substation _ 38 Automatic stations •. 39 CHAPTER VII. The Wire Plant. Governing conditions - 40 Statistics of wire circuits — — 40 Wire mileage, by geographic divisions _ 40 Wire mileage of rural lines 40 Underground, overhead, and submarine wires. 40 Miles of wire per system and station . 41 Kind of poles used - - - 41 Telephone cables - - 42 Telephone conduits - 43 CHAPTER VIII. Central Office or Exchange. Definition of central office - - 44 Telephone switchboards - - - - - 44 Statistics of switchboard equipment 44 Geographic distribution of exchanges and switchboards 45 Capacity of exchange and switchboard - - - 45 Miscellaneous central office equipment - 45 Method of central office connection. - - 46 The complete switchboard - - 46 Lamp signal switchboards - - - - 47 The distributing board - 47 The common battery equipment - 47 Common battery switchboard circuits - - 48 Toll line switchboards - - 48 CHAPTER IX. Employees, Salaries, and Wages. General statistics - - - 49 Statistics of employees and wages for all systems 49 Statistics for principal states - 50 Statistics of commercial systems 50 Statistics of mutual systems - - - - 50 The welfare of telephone operators - 50 CONTENTS. v CHAPTER X. Development op the Message Rate Plan in New York City. Page. Early service and rates 52 Metallic circuit introduced 53 First message rates 53 Features of message rate plan 54 Reductions in message rate schedules 54 Rates in local areas — borough of the Bronx 54 Residence rates 55 Private branch exchange service and rates 55 Pay stations 56 Rates in Brooklyn, Queens, and Richmond boroughs 56 Present conditions and growth since adoption of message rate 57 CHAPTER XI. History and Development of Telephony. Early development _ 63 The work of Bell '. 64 First commercial telephony 65 Early telephone competition t 66 Independent development 67 CHAPTER XII. Telephony in Foreign Countries. General data 68 Germany 69 Austria, 69 Belgium 70 Holland 70 Denmark 70 Spain 70 Italy - : 71 Russia .- - - 71 France - 71 Switzerland ".' - - - - 71 Norway - - - - 72 Sweden : 73 Great Britain and Ireland 73 British India 75 Canada 75 Japan - 75 Telephone rates 75 Telephonic telegrams 78 PART II. TELEGRAPHS. CHAPTER I. Telegraph and Cable Systems. General statistics - 99 Chief features of the data 100 Comparison with the telephone 100 Comparative data — earnings and expenses 1 100 Salaries and wages - 102 Wire mileage - - - 102 Telegraph power plants - 102 Methods of telegraphic operation : 103 Press messages - 103 District messenger system •- 103 The stock quotation service 104 Commercial telegraphs on steam railroads - 104 Railway telegraphs and telephones 104 vi CONTENTS. CHAPTER II. Governmental Telegraph and Telephone Service. Page. United States Signal Corps 106 The Signal Corps in the Philippines . - 106 Alaskan telegraphs - 107 United States cable ships - - - - 108 Other telegraphic work of the Signal Corps -109 Telegraphy in the Weather Bureau . . - 109 United States Life-Saving Service . 110 CHAPTER III. History and Development op Telegraphy. Pioneers of telegraphy . - Ill Commercial developments 114 Submarine telegraphs — - 116 Submarine cables . 116 Submarine signaling _ 118 Wireless telegraphy . 118 PART III. MUNICIPAL ELECTRIC FIRE ALARM AND POLICE PATROL SYSTEMS. Electric fire alarm systems 123 Historical and descriptive - 134 Electric police patrol systems _ 139 Historical and descriptive 146 Special features _ 148 LIST OF TABLES. TELEPHONES. Table 1. — Comparative summary — telephone and telegraph systems, including submarine cable systems: 1902 4 Table 2. — Comparative summary — all telephone systems : 1902, 1890, and 1880 5 Table 3. — Summary — outlying districts: 1902 — 6 Table 4. — Number of systems and independent rural lines, miles of wire, and number of telephones: 1902 7 Table 5. — Summary — all systems: 1902 7 Table 6. — Summary — Bell and independent systems: 1902 7 Table 7. — All systems — telephones, messages, and population, with percentages and averages, by geographic divisions: 1902 8 Table 8. — All systems — summary by geographic divisions : 1902 8 Table 9. — Commercial systems — summary by geographic divisions: 1902 8 Table 10. — Distribution of existing independent commercial systems according to year in which established, by states and territories: 1883 to 1902 , 9 Table 11. — Mutual systems — summary by geographic divisions: 1902 _ . 10 Table 12. — Distribution of existing mutual systems according to year in which established, by states and territories: 1881 to 1902 10 Table 13. — Number of rural lines, classified as commercial, mutual, and independent rural, with the wire mileage, and the number of tele- phones, by geographic divisions: 1902 11 Table 14. — Capitalization of incorporated companies — all systems: 1902. . .'. _ 12 Table 15. — Capitalization of the American Telephone and Telegraph Company and its licensee companies: 1902 13 Table 16. — Capitalization of incorporated companies — Bell and independent systems: 1902 14 Table 17. — Balance sheet for all systems and for commercial and mutual systems: 1902. 14 Table 18. — All systems — income account: 1902 16 Table 19. — All systems — analysis of operating expenses: 1902. 16 Table 20.— All systems— cost of additional construction, by states and territories: 1902 17 Table 21.— Revenue and expenses of all systems and of systems having 1,000 telephones and over: 1902 18 Table 22. — Commercial systems — income account : 1902 19 Table 23.— Commercial systems— analysis of operating expenses: 1902 19 Table 24. — Mutual systems — income account: 1902 19 Table 25. — Mutual systems — analysis of operating expenses: 1902. 20 Table 26.— All systems— average population per telephone station, by geographic divisions: 1902 : 22 Table 27.— Messages— commercial and mutual systems, by geographic divisions: 1902 23 Table 28.— All systems — average number of local and of long distance and toll messages per telephone, by geographic divisions: 1902 23 Table 29.— Commercial systems— analysis of physical equipment and messages, by states and territories: 1902 24 Table 30. — Mutual systems— analysis of physical equipment and messages, by states and territories: 1902 25 CONTENTS. vii Page. Table 31. — All systems — telephones, messages, and population, by states and territories: 1902 26 Table 32. — Estimated population, number of telephones, and average population per telephone for the largest fourteen cities: 1902 27 Table 33. — Summary — urban and rural commercial systems : 1902 27 Table 34. — Messages per subscriber and per telephone: 1902 28 Table 35.— Traffic comparison, Bell and independent systems : 1902 _ 29 Table 36. — All systems — average revenue and operating expenses per telephone and per message, by states and territories: 1902 29 Table 37. — Summary — all systems, physical equipment : 1902 33 Table 38. — Number of rural lines, classified as commercial, mutual, and independent rural, with the wire mileage and the number of tele- phones, by states and territories : 1902 34 Table 39. — Number of rural lines, with the wire mileage and the number of telephones, for the five leading states: 1902 35 Table 40. — Number of public exchanges, Bell and independent systems, by states and territories: 1902 45 Table 41. — Telephone development, United States and Europe 68 Table 42. — Telephone development in large cities 68 Table 43. — All telephone systems — summary, by states and territories : 1902 80 Table 44. — All telephone systems — revenue and expenses, by states and territories: 1902 82 Table 45. — All telephone systems — employees, salaries, and wages, by states and territories: 1902 84 Table 46. — All telephone systems — exchanges, stations, and line construction, by states and territories: 1902 86 Table 47. — All telephone systems — telephone switchboards, power plants, and batteries, by states and territories: 1902 88 Table 48. — Commercial telephone systems — summary, by states and territories: 1902 90 Table 49. — Commercial telephone systems — revenue and expenses, by states and territories: 1902 92 Table 50. — Mutual telephone systems — summary, by states and territories: 1902 94 Table 51. — Mutual telephone systems — revenue and expenses, by states and territories: 1902 95 TELEGRAPHS. Table 1. — Commercial systems — comparative summary: 1902 and 1880 99 Table 2. — Capitalization of incorporated companies: 1902 101 Table 3. — Commercial systems — income account: 1902 101 Table 4. — Commercial systems — operating expenses: 1902 101 Table 5. — Commercial systems — balance sheet : 1902 101 Table 6. — Commercial systems — employees, salaries, and wages: 1902 102 Table 7. — Commercial systems — line construction: 1902 102 Table 8. — Commercial systems — generating plants in offices: 1902 102 Table 9. — Commercial systems — miles of wire owned or leased, distributed according to method of operation: 1902. 103 Table 10. — Railway telegraphs and telephones — summary: 1902. 104 MUNICIPAL ELECTRIC FIRE ALARM AND POLICE PATROL SYSTEMS. Table 1. — Electric fire alarm systems, grouped according to boards or departments of administration: 1902 123 Table 2. — Electric fire alarm systems installed each year _ 124 Table 3. — Electric fire alarm systems, grouped according to population of cities, and the percentage each item is of total: 1902 124 Table 4. — Electric fire alarm systems reporting different varieties of construction and equipment, grouped according to population of cities: 1902.. 126 Table 5. — Underground construction of electric fire alarm systems, by states and cities: 1902 127 Table 6. — Employees and wages in cities of 100,000 population and over, electric fire alarm and police patrol systems: 1902 128 Table 7. — Electric fire alarm systems, by states: 1902 130 Table 8. — Electric fire alarm and police patrol systems of Honolulu, Hawaii: 1902 132 Table 9. — Electric fire alarm and police patrol systems having perpetual right of way on poles or in conduits, without cost to the city, grouped according to population of cities: 1902 133 Table 10. — Construction and equipment of electric systems used interchangeably for fire alarm and police patrol, grouped according to popu- lation of cities: 1902 133 Table 11. — Electric police patrol systems, grouped according to boards or departments of administration: 1902 139 Table 12. — Electric police patrol systems installed each year. 139 Table 13. — Electric police patrol systems, grouped according to population of cities, and percentage each item is of total: 1902 140 Table 14. — Electric police patrol systems reporting different varieties of construction and equipment, grouped according to population of cities: 1902 141 Table 15. — Underground construction of electric police patrol systems, by states and cities: 1902. 142 Table 16.— Electric police patrol systems, by states: 1902 144 APPENDICES. Appendix A. — Schedules - 153 Appendix B. — Instructions to special agents 161 LIST OF ILLUSTRATIONS. Facing page. A magneto substation 22 Subscriber set, bridging system lines, local battery 26 Subscriber set, common battery or central energy system 26 Cabinet set transmitter 28 Bipolar receiver. 28 Telephone receiver '. 30 Section of receiver 30 Receiver dissected. 30 Desk set, receiver and transmitter 30 Transmitter head 34 Section of transmitter 34 Rear view of assembled transmitter, case removed 34 Lightning arrester. 36 Combined fuse and lightning arrester 36 Magneto bell 36 Magneto generator assembled 36 Magneto generator dissected 36 Automatic telephone desk set, subscriber's station 38 Automatic telephone wall set, subscriber's station 38 Automatic telephone wall set, showing party calling 38 Automatic telephone switch, central station 38 Telephone conduits near street railway track 42 Group of twenty-four ducts in telephone conduit showing standard practice 42 Central -automatic exchange, Grand Rapids, Mich., 6,000 line full automatic 44 Main exchange, Pittsburg, Pa., before occupancy by operators 44 Small magneto switchboard 46 Rear view of magneto switchboard . _ 46 Early telephone exchange in New York city ' 46 One wing of telephone exchange, Cortlandt street, New York city, with operators at positions _ 48 Telephone central offices and central office districts in New York city, January 1, 1894 61 Telephone central offices and central office districts in New York city, January 1, 1905 62 A main operating telegraph room 112 Automatic repeater equipment in telegraph operating room 112 New fast stock ticker _ 114 Typewriting telegraph system... • 114 Types of submarine cables 117 Telegraph department, fire alarm headquarters, Washington, D. C. : 1902 128 DIAGRAMS. Page. 1. — Telephone calls by hours, business center, residence district, and outskirts of a large city: 1902 31 2. — Telephone calls per line in the three districts of a large city, shown by hours in Diagram 1 : 1902 31 3. — Telephone calls by hours, main and branch offices, in city of medium size: 1902 32 4. — Telephone calls by hours in a manufacturing city having a population of about 100,000: 1902. 32 5. — Telephone calls by hours in a village having a population of about 2,000: 1902 _ _ 32 (ix) LETTER OF TRANSMITTAL. DEPARTMENT OF COMMERCE AND LABOR, Bureau of the Census, Washington, D. C, January 23, 1906. Sir: I have the honor to transmit herewith a report on the telephone and telegraph systems and the municipal electric fire alarm and police patrol systems of the United States. This report was prepared in accordance with the provisions of section 7 of the act of Congress of March 6, 1902. The statistics cover the calendar year ending December 31, 1902, and were collected and compiled under the supervision of Mr. W. M. Steuart, chief statistician for manufactures. The text has been prepared by Mr. Thomas Commerford Martin, of New York city, expert special agent, with the cooperation and criticism of Mr. A. V. Abbott, as to the telephone portion, and Mr. W. Maver, jr., as to the telegraph portion. The report presents statistics concerning the physical equipment, service, and financial operations of the commercial and mutual telephone and telegraph systems of the country and the physical equipment of independ- ent rural telephone lines. It also gives data relative to the systems controlled in whole or in part by railway com- panies, and the ocean cable systems that were in operation all or part of the year. This is the last, of a series of reports on the generation and utilization of electric current. Former reports relate to street and electric railways and central electric light and power plants. The statistics for the telephone and telegraph systems were published on December 15, 1904, as Bulletin 17 of the Bureau of the Census, and those for municipal electric fire alarm and police patrol systems on May 31, 1904, as Bulletin 11. With the publication of this report the Bureau of the Census closes the first complete census of the generation and utilization of electric current for the transmission of power, messages, and conversation. These industries are of such vast importance, have undergone such rapid changes, and have advanced during the past decade to such an extent that, in order to convey a correct idea of their development, the census should be taken at more frequent intervals than decennially, as required by the present law. The telephone and telegraph companies have uniformly treated the request of this office for statistical infor- mation with the utmost courtesy and consideration. They have freely furnished information of a confidential character concerning their financial operations, and have manifested a willingness to assist in the compilation of reliable statistics, which has been gratifying to all engaged in the work. Some companies have incurred large expense for clerical assistance to compile the data, and have furnished the office with every facility for making a complete report. Unfortunately the account books of some of the smaller companies and mutual systems were so incomplete that accurate answers could not be given to all of the Census inquiries. Very respectfully, Hon. Victor H. Metcalf, Secretary of Commerce and Labor. (xi) PART 1 TELEPHONES (i) TELEPHONES AND TELEGRAPHS. By Thomas Commerford Martin, Expert Special Agent. PART I. TELEPHONES. OHAPTEE I. GENERAL STATISTICS. Introduction. — The first statistics of the telegraph and telephone industries of the United States were those collected for the census of 1880. When the act of Congress of March 3, 1879, made provision for that census, telephony was new and still in the formative stages of development, and telegraphy, after nearly forty years of steady growth, was the great agency for the instantaneous exchange of information. Although the act related specifically to telegraph companies and made no reference to telephony, it was deemed proper and within the scope of the powers of the Census Office to secure such data as was avail- able in regard to the art of telephony. During the period from 1877 to 1880 the telephone industry was to some extent associated with the telegraph com- panies, just as it has always been in European countries, where in many instances the telegraph systems are governmental institutions. From the standpoint of technique and engineering the relation of telephony and telegraphy is of the most intimate nature, and competent legal decisions in America and abroad have treated them as essentially one art. Telephony has become differentiated from telegraphy, and in the United States it is now conducted as a distinctly separate industry. By 1899 telephony had become one of the typical American industries, and not only had surpassed telegraphy in physical and financial magnitude, but' by its very growth had seriously restricted the expan- sion of the older art. As a result telegraphy has been regarded by many authorities as being in a condition of arrested development. The introduction of wire- less telegraphy is likely, however, to have a marked effect upon the growth of the industry. The vast strides made by telephony were recog- nized when the census law of March 3, 1899, was passed, and categorical provision was made for an inquiry regarding telephone systems. The comparisons made to illustrate the develop- ment of the two industries are based upon the sta- tistics shown in the reports of the census of 1880, although the data relative to telephones presented briefly as a part of the statistics of manufactures in 1890 1 are cited incidentally. The extraordinary nature of the changes in tele- phonic evolution is in itself sufficient to debar the statistician or economist from deriving full benefit from the material in hand, or from instituting an analysis that can do justice to the less obvious fea- tures of such rapid growth. Telephony is undergoing even now, about thirty years after the invention of the speaking telephone, a development almost without parallel. It would seem that under such circumstances the data and statistics of most, weight would be those derivable from comparisons made for shorter periods than decades, and might well be for five-year terms, as in the census of manufactures. General statistics for telephone and telegraph sys- tems. — The statistics presented herewith are for the telephone and telegraph business as conducted com- mercially either for the year ending December 31, 1902, or for the fiscal year most nearly conforming to that year. Table 1, which is a summary for con- tinental United States, indicates the magnitude and . the relative importance of the two industries. 1 Eleventh Census, Bulletin No. 196. (3) TELEPHONES AND TELEGRAPHS. Table 1. — Comparative summary — telephone and telegraph including submarine cable systems: 1902. Total. Number of systems Miles of wire Salaried officials, clerks, etc.: Number _. Salaries Wage-earners: Average number ' Wages Capital stock and bonds outstanding, par value Common stock Preferred stock Bonds Total revenue Operating expenses and fixed charges, except interest on bonds Interest on bonds Dividends paid Net surplus Total assets Construction and equipment (in- cluding telephones) Real estate Stocks and bonds of other com- panies Machinery, tools, and supplies — Bills and accounts receivable Cash and deposits Sundries Total liabilities Capital stock Bonds Cash investment, unincorporated companies Bills and accounts payable Dividends unpaid Reserves Sundries Surplus 4,176 6,168,836 14,9S3 $11,048,518 91,426 $40,246,776 $510,877,583 $385,033,601 $6,069,621 $119,874,361 $127, 755, 574 $90, 651, 707 $5,461,098 $21,239,412 $10, 403, 357 $647, 676, 321 $523, 473, 142 $27, 484, 669 $35, 878, 286 $10, 635, 486 $33, 714, 416 $15,579,224 $911,098 $647,676,321 $391,103,222 $119, 874, 361 $6, 168, 609 $50, 547, 584 $554, 733 $38,889,276 $1,124,265 $39,414,271 Telephone systems. 4,151 4,850,486 14, 124 $9,885,886 64,628 $26,369,735 $348,031,058 $269,180,076 $4,869,621 $73,981,361 $86,825,536 $61,652,823 $3,511,948 $14,982,719 $6,678,046 $452,172,546 $366,561,694 $22, 716, 538 $9,938,342 $9, 689, 691 $30, 629, 677 $12,291,840 $344, 764 $452,172,546 $274,049,697 $73,981,361 $6,161,299 $44, 302, 999 $188, 067 $31,029,628 $1,124,265 $21, 335, 230 Telegraph systems. 25 1 1, 318, 350 829 $1,162,632 26, 798 $13, 877, 041 $162,946,525 $115,853,525 $1,200,000 $45, 893, 000 $40,930,038 $28,998,884 $1,949,150 $6,256,693 $3,725,311 $195,503,775 $156,911,448 $4,768,131 $25,939,944 $945, 795 $3,084,739 $3,287,384 $566, 334 $195, 503, 775 $117, 053, 525 $45, 893, 000 $7, 310 $6, 244, 585 $366, 666 $7, 859, 648 $18,079,041 1 Includes miles of wire operated by Western Union Telegraph Company out- side of the United States, but does not include 16,677 nautical miles of cable Operated by submarine cable systems. Table 1 does not include the statistics for the inde- pendent farmer or rural-telephone lines of a cooperative nature, or those for the telegraph and telephone lines owned by steam and electric railway companies and operated along their tracks for service purposes. For these two classes of lines, together with those used in the electric fire alarm and police patrol systems of the various cities, 358,787 miles of single wire were reported, making, with the 6,168,836 miles shown in Table 1, a total of 6,527,623 miles of single wire used in the transmission of messages, besides the 16,677 nautical miles of cable operated by submarine cable sys- tems owned by American companies. While the total thus obtained contains some duplications, due to the use of the same wire for more than one service, it does not include wire used for purely private purposes, such as connections between two or more places of business or farmhouses, since these lines are not of sufficient importance to be classed as farmer lines. Moreover, it does not include mileage of submarine cables that stretch across the Atlantic and Pacific oceans from American or contiguous shores and are owned and operated by foreign capital, although they may be dependent in very large degree upon American pat- ronage and upon business transferred to them from American land lines. Dominance of telephony. — Although the commercial telephone has developed entirely during the past thirty years, the comparison made in Table 1 shows that it is of vastly greater importance than the tele- graph. In 1902 the telephone systems operated 78,6 per cent of the wire mileage reported for both tele- phones and telegraphs, gave employment to 70.7 per cent of the wage-earners, paid 65.5 per cent of the wages, received 68 per cent of the total revenue, and paid 67.8 per cent of the total expenses. In the appendix to this report are printed the special schedules employed in the collection of the telegraph and telephone statistics, and the instructions for their application. CHAPTEE II. GENEEAL TELEPHONE STATISTICS. Comparative summary. — When the telephone sta- tistics were compiled in 1880, the industry was in an embryonic condition. Human speech was first trans- mitted over a wire by Prof. Alexander Graham Bell in 1876. A few experimental circuits were established in 1877, and in the same year the industry was given commercial shape. In May, 1877, the first attempt at interconnection on the exchange plan was made in Boston, utilizing burglar alarm circuits, and in Janu- ary, 1878, the first fully and regularly equipped com- mercial telephone exchange was opened for business at New Haven, Conn. The early work was done with magneto telephones of limited range as to distance of transmission, but the introduction of the microphone transmitter in 1878 gave a tremendous stimulus to the art, so that by 1880 activity in the exploitation of the business was everywhere manifest. It is a matter of record that in the spring of 1880 the American Bell Telephone Company had in operation some 6-1,000 transmitting and receiving telephones. The collec- tion of data for the census followed shortly afterwards, yielding results that are compared in Table 2 with those of 1890 and 1902. Table 2. — Comparative summary — all telephone systems: 1902, 1890, and 1880. Number of systems Miles of wire Number of subscribers Number of stations or telephones of all kinds ■- Number of public exchanges Number of employees Capital stock authorized, par value . Total revenue Operating expenses and fixed charges Dividends Net surplus Total assets Total investment 5 Number of messages or talks 1902 1890 4,151 4,860,486 2,178,366 53 240,412 227,357 2,315,297 10,361 78,752 $384,534,066 $86,825,536 233,678 1,241 8,645 W $16,404,583 > $65, 164, 771 $14,982,719 $6,678,046 $452,172,546 $348,031,058 5,070,554,553 $11,143,871 $3,168,208 $2,092,504 W $72,341,736 453,200,000 1880 148 34,305 48, 414 54, 31 J 437 3,338 $17,386,700 2 $3, 098, 081 2$2,373,703 ' $302, 730 2 $421, 648 4 $15, 702, 135 $14,606,787 W 1 Not reported. 2 Sixteen systems failed to report any financial data. 3 Including interest on bonds. < Only 74 systems reported assets. 5 Capital stock and bonds outstanding, par value. In connection with the statistics presented in Table 2 it may be noted that in 1880 the population of the United States was 50,155,783, and that the number of telephones reported in that year was 54,319; thus there was an average of 923 persons to every telephone. In 1902 the population had increased to an estimated 78,576,436, and the telephones to 2,315,297, the aver- 18407—06 2 age being about thirty-four persons per telephone. In the 22 years from 1880 to 1902 the total number of public exchanges increased from 437 to 10,361, and the number of employees, from 3,338 to 78,752. The total telephone revenue reported in 1880 was $3,098,- 081, or an average of $57.03 per telephone, as com- pared with $86,825,536, or $37.50 per telephone, in 1902. This apparent diminution is explained in small part, however, by the large number of mutual tele- phones that were in existence in 1902 but were un- known in the earlier period, when all the work was within city limits. The amount of capital stock authorized in 1880 was only $17,386,700, while that for 1902 was $384,534,066, or a little more than twenty-two times greater. In the presentation of the figures for 1880 in the Census bulletin the industry was referred to as hav- ing passed through the stages of an unprecedented development during the census year of 1879-80. At the beginning of that year the industry amounted to little or nothing, but at the end of the year it repre- sented one of the great interests of the country. In addition to the 148 systems that made reports in 1880 there were some companies and individuals known to own telephone machinery and wire from whom no reports could be obtained, because when the Tenth Census was taken they either had not fully organized or had not commenced operations. Hence the sta- tistics for 1880 should be regarded only as a fair approximation to the telephone exchange industry at that time. The bulletin of 1890 called attention to the fact that the number of subscribers had increased 369.6 per cent during the decade, the number of subscribers per exchange had increased 64.9 per cent, and the mileage of wire per subscriber had increased 49.3 per cent. The comment was made that these increases showed how necessary the telephone service had become in commercial and social affairs, and spoke volumes for the enterprise that had attended the development of inventive genius in this branch of the electrical industries. Summary of systems in outlying districts. — Reports were received for 1 system in Alaska, 1 in the Philip- pines, and 7 in Hawaii, these systems reporting in the aggregate 5,518 miles of single wire and 2,891 tele- phones. The statistics are summarized in Table 3. (5) 8 TELEPHONES AND TELEGRAPHS. It appears that out of a total of 4,151 systems the American Telephone and Telegraph Company oper- ated 44, or 1.1 per cent, and the independent compa- nies, 4,107, or 98.9 per cent. In other words, there were about ninety-three times more organized systems among the independent interests than among the Bell companies, but the latter, in which consolidation had already gone so much further, had 131.6 per cent more miles of wire, 27.9 per cent more subscribers, and .32 per cent more telephones, and handled 54 per cent more messages. The reports show that there were independent ex- changes in all the states and territories except the Dis- trict of Columbia and Utah. The American Tele- phone and Telegraph Company operated in all regions except Indian Territory, and predominated in 20 states and territories. In these states and territories there were 2,615 exchanges, of which the Bell interests con- trolled 1,992, or 76.2 per cent. Statistics by geographic divisions. — Table 7 shows the relation between population, telephones, and mes- sages, and Table 8 summarizes, by geographic divi- sions, the principal items for all classes of telephone systems. Table 7.— ALL SYSTEMS— TELEPHONES, MESSAGES, AND POPULATION, WITH PERCENTAGES AND AVERAGES, BY GEOGRAPHIC DIVISIONS: 1902. Estimated population. Number of stations or telephones of all kinds. Number of messages or talks during year. PERCENTAGE OF TOTAL. AVERAGE. DIVISION. Popula- tion. Tele- phones. Messages or talks. Population per tele- phone. Number of messages per capita. Number of messages per tele- phone. 78,576,436 2,315,297 5,070,554,553 100.0 100.0 ] 100.0 34 65 2,190 21,778,196 10,770,414 27,087,206 14,651,535 4,289,085 647,670 143,314 1,091,168 225,999 207,146 1,208,179,198 353,559,870 2,446,257,875 681,497,626 381,059,984 27.7 13.7 34.5 18.6 5.5 28.0 6.2 47.1 9.8 8.9 23.8 7.0 48.3 13.4 7.5 34 75 25 65 21 55 33 90 47 89 1,865 2,467 2,242 3,015 1,840 Table 8.— ALL SYSTEMS— SUMMARY BY GEOGRAPHIC DIVISIONS: 1902. Num- ber of sys- tems. Miles of wire. Number of sta- tions or tele- phones of all kinds. Number of pub- lic ex- changes. Number of switch- boards of all kinds. Number of messages or talks during year. SALARIED OFFICIALS, CLERKS, ETC. WAGE-EARNERS. Total revenue. Total expenses. Net Number. Salaries. Average number. Wages. surplus United States 4,151 4,850,486 2,315,297 10,361 10,896 5,070,554,553 14,124 $9,885,886 64,628 826,369,735 586,825,536 §80,147,490 86,678,046 490 421 2,568 565 107 1,669,248 322,376 2,015,087 538,347 305,428 647,670 143,314 1,091,168 225,999 207, 146 2,330 791 5,212 1,144 884 2,480 830 5,500 1,199 887 1,208,179,198 353,559,870 2,446,257,875 681,497,626 381,059,984 5,703 1,015 4,768 1,266 1,372 4,779,345 645,107 2,961,686 841,390 658,358 21,702 4,025 25,445 7,060 6,396 10,204,325 1,453,419 8,986,075 2,419,070 3,306,846 36,741,249 4,530,560 29,682,263 7,941,911 7,929,553 35,773,374 4,132,206 26,078,185 6,700,757 7,462,968 967, 875 398,354 3,604,078 466,585 The North Central division returns show 61.9 per cent of the total number of systems and 41.5 per cent of the total wire mileage. Moreover, as this division had the largest population — 34.5 per cent of the total — it naturally transacted the greatest amount of busi- ness as measured by the number of messages, showing 48.3 per cent. Table 9 summarizes the statistics for the commercial systems. Table 9.— COMMERCIAL SYSTEMS— SUMMARY BY GEOGRAPHIC DIVISIONS: 1902. Num- ber of sys- tems. Miles of wire. Number of sta- tions or tele- phones of all kinds. Number of pub- lic ex- changes. Number of switch- boards of all kinds. Number of messages or talks during year. SALARIED OFFICIALS, CLERKS, ETC. "WAGE-EARNERS. Total revenue. Total expenses. Net surplus. DIVISION. Number. Salaries. Average number. Wages. United States 3, 157 4,779,571 2,225,981 9,419 9,954 4,971,413,070 13,958 89,871,596 63,630 826,206,065 $86,522,211 879,804,419 86,657,792 371 348 1,856 496 1,666,2113 317,827 1,957,250 534,648 303,583 043,014 139,319 1,014,164 223,507 205,977 2,256 729 4,442 1,121 871 2,406 768 4,730 1,176 874 1,203,979,018 349,373,521 2,361,500,911 677,517,694 379,035,926 5,693 1,012 4,626 1,261 1,366 4,778,888 644,946 2,950,741 839,505 657,516 21,043 3,977 24,605 7,029 6,376 10,197,916 1,449,047 8,842,764 2,414,545 3,301,793 36,723,783 4,515,004 29,437,516 7,927,428 7,918,480 35,757,126 4,117,265 25,851,055 6,686,816 7,452,157 966,657 397,739 3,586,461 Western 86 466,323 GENERAL TELEPHONE STATISTICS. The North Central division returned 1,856, or 58,8 per cent, of the commercial systems, and 1,014,164, or 45.6 per cent, of the commercial telephones. The commercial systems controlled the larger pro- portion of the wire and telephones operated by the in- dependent systems, and their development is the im- portant factor in the growth of the independent movement. Table 10, showing the distribution of the existing independent commercial systems accord- ing to the year in which established, by states and ter- ritories, indicates the rapidity of the growth of this feature of telephony. Table 10.— DISTRIBUTION OF EXISTING INDEPENDENT COMMERCIAL SYSTEMS ACCORDING TO YEAR IN WHICH ESTABLISHED, BY STATES AND TERRITORIES: 1883 TO 1902. STATE OR TERRITORY. Total. 1902 1901 1900 1890 1898 1897 1890 1895 1894 1898 1892 1891 1890 1889 1888 1887 1886 1885 1884 1883 3,113 43~ 10 76 10 8 4 3 23 71 5 240 37 261 240 161 84 14 . 21 15 8 76 118 32 225 4 73 6 14 28 12 171 71 29 234 23 16 73 1 36 47 28 156 4 30 65 5 . 62 139 1 528 10 2 7 1 3 549 10 3 15 1 2 508 6 1 16 1 2 380 2 8 1 334 3 3 8 254 2 207 4 199 5 1 2 1 80 1 18 12 8 7 6 8 3 5 4 2 1 4 7 1 1 4 2 1 1 1 1 2 1 1 1 1 5 12 1 29 6 19 16 13 9 1 1 3 1 10 22 3 26 1 6 1 3 1 1 2 10 1 27 10 37 60 37 14 2 4 10 26 6 29 1 3 8 42 11 47 50 33 14 1 3 3 1 8 17 7 45 1 1 3 Florida 4 11 1 39 3 48 41 31 15 2 3 1 12 18 2 24 1 5 3 1 4 25 11 1 51 3 2 16 2 10 1 31 4 31 31 23 9 3 2 1 1 10 17 1 25 1 12 1 3 4 1 18 6 2 39 4 2 8 2 9 1 1 1 30 1 29 10 9 3 2 2 2 1 6 6 6 23 13 2 19 12 3 9 3 1 2 2 8 3 4 28 20 5 2 1 . 1 20 10 10 7 9 6 2 1 2 1 1 1 1 2 1 2 1 6 7 1 14 2 1 3 1 4 1 7 1 1 1 1 1 1 1 1 1 1 26 2 1 5 1 38 11 9 30 4 2 8 1 5 11 3 .27 17 1 3 2 29 8 8 40 9 5 6 3 1 2 4 3 1 1 ; 2 3 1 8 5 2 10 1 1 9 1 3 2 13 8 1 17 1 2 1 8 1 15 14 4 21 2 15 6 1 18 1 8 1 1 1 1 Ohio 4 2 1 1 3 5 1 3 1 5 13 4 9 3 34 8 8 9 26 1 6 7 1 10 28 5 6 2 20 2 5 19 2 3 7 8 1 2 8 4 2 1 8 1 1 2 3 1 7 1 3 2 1 4 9 1 1 2 2 1 1 i 1 1 i 1 1 1 1 1 Utah 16 1 7 21 1 3 9 2 7 25 9 7 4 7 1 3 1 2 1 i 5 IB 10 14 7 10 4 9 3 1 3 1 3 1 1 2 While Table 10 is based upon the replies received in answer to the direct inquiry, "Date when this exchange system was first established," it is possible that in some instances the date of the reorganization of the system was given, instead of that of its original establishment. In sections where reorganization has been very active during recent years such a mistake would be apt to occur. Table 10 shows that of the independent commer- cial systems still in existence, the first was estab- lished in 1883, and that between 1883 and 1893, inclusive, 74 such systems were organized. Inasmuch, however, as the Bell patents did not expire until 1893 it might seem a misnomer to call these 74 systems independent, as it is perhaps hardly possible that they all operated independently of the Ameri- can Bell Telephone Company. During the early life of the Bell patents a number of exchanges were organ- ized under the Edison and Elisha Gray patents and were operated in opposition to the Bell system, but the rapid increase in the number of independent com- mercial systems dates naturally from 1893, when the Bell patents expired; during the nine years from 1894 to 1902, inclusive, there were 3,039 such systems established. Table 11 summarizes the statistics for the mutual systems. 10 TELEPHONES AND TELEGRAPHS. Table 11.— MUTUAL SYSTEMS— SUMMARY BY GEOGRAPHIC DIVISIONS: 1902. Num- ber of | Miles of Number of sta- tions or tele- phones of all kinds. Number of pub- lic ex- changes. Number of switch- boards of all kinds. Number of messages or talks during year. SALARIED OFFICIALS, CLERKS, ETC. WAGE-EARNERS. Total revenue. Total expenses. Net sys- wire. terns. Number. Salaries. Average number. Wages. surplus. United States 994 70,915 89,316 942 942 99,141,483 166 §14,290 998 8163,670 $303,325 $283,071 520,254 119 ! 2,985 73 4,549 712 .' 57,837 63 | 3,699 21 j 1,845 4,656 3,995 77,004 2,492 1,169 74 62 770 23 13 74 62 770 23 13 4,200,180 4,186,349 84,750,964 3.979,932 2,024,058 10 3 142 5 457 161 10,945 1,885 842 59 48 840 31 20 6,409 4,372 143.311 4,525 5,053 17,466 15,556 244,747 14,483 11,073 16,248 14,941 227,130 13,941 10,811 1,218 17,617 According to Table 11, there were 994 mutual systems, of which 712, or 71.6 per cent, were in the North Central division, while only 21, or 2.1 per cent, were in the Western states. The North Atlantic divi- sion ranked second in the number of mutual systems, notwithstanding the fact that 4 of the 9 states in this division did not report any. In the North Central division there were 77,004 telephones, or 86.2 per cent of the total number, returned by the mutual systems. Table 12 shows the number of existing mutual systems established during each year in each state and territory. Table 12.— DISTRIBUTION OF EXISTING MUTUAL SYSTEMS ACCORDING TO YEAR IN WHICH ESTABLISHED, BY STATES AND TERRITORIES: 1881 TO 1902. STATE OR TERRITORY. Total. 1902 1901 1900 1899 1898 1897 1896 1895 1894 1893 1891 1888 188S 1881 994 295 269 181 84 75 32 21 15 7 9 2' 1 1 1 2 4 2 2 1 1 6 3 1 1 1 1 1 1 1 1 1 1 1 2 6 1 138 3 1 36 1 2 1 1 33 34 13 14 3 4 1 105 170 11 35 1 4 4 37 83 5 3 41 58 2 8 17 18 3 9 4 6 1 4 1 3 2 2 1 1 1 5 1 2 2 1 2 1 2 1 1 1 33 13 12 8 9 3 3 4 4 1 8 3 1 2 1 1 31 3 90 2 32 2 1 4 1 1 21 2 12 26 13 6 3 2 13 1 4 1 1 2 88 12 3 49 1 5 20 7 1 1 13 1 3 2 19 5 1 13 24 2 1 16 10 1 13 3 2 3 2 2 2 2 1 1 .... 2 4 1 1 6 1 6 2 1 2 1 6 7 13 12 2 7 2 2 3 2 3 2 1 2 ; 6 22 6 4 2 1 2 1 1 1 1 3 2 1 43 1 13 8 6 1 5 5 4 1 2 GENERAL TELEPHONE STATISTICS. 11 The date of the establishment of the systems was given in reply to a direct question, but it is liable to the uncertainties referred to in connection with the commercial systems. Accepting the numbers reported for each year as indicating the growth of mutual systems, it appears that between 1881 and 1895, inclusive, there were 37 such systems established, and from 1896 to 1899, inclusive, 212 systems. In 1900 there was a large increase in the mutual ownership, 181 systems being established. But the great increase began with the present century, 269 mutual systems being established in 1901 and 295 in 1902. In 1902 Iowa— probably one of the first states in which a mutual system was established — had 170 systems, or 17.1 per cent of the total number of these systems; 159, or 93.5 per cent, were established between 1900 and 1902, inclusive. There were no mutual systems reported as in opera- tion during the year covered by this report in Arkansas, Delaware, the District of Columbia, Indian Territory, Massachusetts, New Hampshire, New Jersey, New Mexico, Rhode Island, Utah, or Washington. Rural lines. — Table 13 shows approximately the number of rural lines, classified as commercial, mutual, and independent so far as it has been possible to segregate them, and gives the mileage of wire and the number of telephones for each class by geographic divisions. These statistics, except those relating to the independent rural lines, are included in the tables immediately preceding. The subject is more fully considered under "Rural substations" in Chapter VI. Table 13 — NUMBER OF RURAL LINES, CLASSIFIED AS COMMERCIAL, MUTUAL, AND INDEPENDENT RURAL, WITH THE WIRE MILEAGE AND THE NUMBER OF TELEPHONES, BY GEOGRAPHIC DIVISIONS: 1902. NUMBER OF LINES. MILES OF "WIRE. NUMBER OF TELEPHONES. DIVISION. Total. Commer- cial. Mutual. 1 Inde- pendent rural. Total. Commer- cial. Mutual. Inde- pendent rural. Total. Commer- cial. Mutual. Inde- pendent rural. 21,577 15,598 994 4,985 259,306 138, 426 70,915 49,965 266,968 121,905 89, 316 55, 747 1,151 1,195 18,069 958 204 947 674 13, 186 634 157 119 73 712 69 21 85 448 4,171 255 26 18,069 17,824 205, 660 13,889 3,864 14, 152 7,629 108, 475 6,564 1,606 2,985 4,549 57,837 3,699 1,845 932 5,646 39,348 3,626 413 18, 706 11,268 226, 606 7,829 2,559 12,499 3,822 100, 856 3,546 1,182 4,656 3,995 77,004 2,492 1,169 3,451 48,746 1 Systems. The total number of rural lines in operation in the United States in 1902 was 21,577. Of this number, 15,598, or 72.3 per cent, were owned by commercial systems; 994, or 4.6 per cent, were controlled by the mutual systems; and the remaining 4,985, or 23.1 per cent, were independent farmer or rural lines. More than three-fourths of these lines were in the North Central division, the proportion being 83.7 per cent, and the number, 18,069. This division also contained the greatest number in each class of rural lines, the proportions being as follows: Commercial, S4.5 per cent; independent, 83.7 per cent; and mu- tual, 71.6 per cent. Of the total rural lines in the North Central division, the proportions formed by the various classes were 73 per cent for commercial, 23.1 per cent for independent, and 3.9 per cent for mutual lines. The South Atlantic division ranked second in the number of lines, although its proportion of the total rural lines was only 5.5 per cent. The North At- lantic states ranked third, with 5.3 per cent. Only Delaware, the District of Columbia, New Jersey, and Utah did not report any line of a purely rural characteF. No mutual rural systems were re- ported for Arkansas, Indian Territory, Massachu- setts, New Hampshire, New Mexico, Rhode Island, or Washington, and no independent rural lines were found in Colorado, Connecticut, Maryland, Massachu- setts, Nevada, New Hampshire, North Dakota, Okla- homa, Rhode Island, or Washington. It is probable that some small systems of this character were in operation in these states and territories, but it was impossible to locate them or obtain any information concerning them. OHAPTEE III. TELEPHONE CAPITALIZATION. Capitalization of incorporated companies. — The cap- italization of incorporated telephone companies is exhibited in Table 14, which shows the amount of capital stock, preferred and common, authorized and outstanding; the amount of dividends paid on each kind of stock; the amount of authorized and out- standing funded debt; and the amount of interest paid thereon during the census year. Table 1-i. — Capitalization of incorporated companies — all systems: 1902. Number of incorporated companies Capital stock and bonds authorized, par value Capital stock and bonds outstanding, par value Capital stock: Total authorized, par value Total outstanding, par value. . . Dividends paid Common — Authorized, par value.. Outstanding, par value. Dividends paid Preferred — Authorized, par value. . ' Outstanding, par value. Dividends paid Bonds: Authorized, par value Outstanding, par value Interest paid Assessments levied Total. 2,271 8542,633,160 8348,031,058 $384,534,066 8274,049,697 814,982,719 8373,852,341 8269,180,076 $14,895,857 810,681,725 84,869,621 $86,862 $158,099,094 $73,981,361 $3,511,948 8137,536 Commercial. 1,924 $541,080,781 $347,366,793 $382,988,687 8273,388,432 $14,981,649 $372,306,962 8268,518,811 $14,894,787 810,681,725 $4,869,621 $86,862 $158,092,094 $73,978,361 $3,511,768 Mutual. 347 $1,552,379 $664,265 $1,545,379 $661,265 $1,070 $1,545,379 $661,265 $1,070 $7,000 83,000 $180 $137,536 Of the 4,151 telephone systems included in the re- port, 2,271, or 54.7 per cent, divided into the two classes — commercial and mutual — were operated by incorporated companies. The commercial group was largely predominant, as 1,924, or 84.7 per cent, of the incorporated companies operated commercial systems and only 347, or 15.3 per cent, operated mutual sys- tems. ♦ As a number of companies operated in more than one state, and the capitalization of such companies covered their entire equipment, it was impossible to segregate either the stock or bonds so as to present the figures by states and territories; hence only the totals for the United States are shown. Of the total authorized capitalization, the par value of capital stock constituted 70.9 per cent, and that of bonds or funded debt, 29.1 per cent. At the end of the year covered by the reports 64.1 per cent of the authorized capital had been issued and was out- standing. Of the total par value of capital stock out- standing, common stock represented 98.2 per cent and preferred stock, 1.8 per cent. Of the $14,982,719 reported as paid in dividends, $14,895,857, or 99.4 per cent, was paid on common stock. The par value (12) of all common stock outstanding amounted to $269,- 180,076, and the dividends indicated an average rate of 5.5 per cent. There were, however, 1,627 compa- nies with outstanding common stock of a par value of $46,933,950 that paid no dividend, the dividends being paid by companies with common stock having a par value of $222,246,126; therefore the average rate of dividends was 6.7 per cent. The dividends paid on preferred stock amounted to $86,862, an aver- age of 1.8 per cent on all such stock; but there were 17 companies with outstanding preferred stock of a par value of $461,025 that paid no dividend. The par value of the preferred stock of the companies paying dividends on such stock was $4,408,596, or an average rate of 2 per cent. The majority of the companies charged interest on funded debt outstand- ing as having been paid. The total amount of in- terest was $3,511,948, an average rate of 4.7 per cent. The $137,536 shown as received in assessments was reported by the mutual companies as the amount levied during the year in order to meet current ex- penses and make necessary improvements and exten- sions. Capitalization of commercial systems. — The incor- porated commercial telephone systems numbered 1,924, or 60.9 per cent of the total of 3,157 commer- cial systems. Of the total capital outstanding, $273,388,432, or 78.7 per cent, was in stock, and $73,978,361, or 21.3 per cent, was in bonds. The par value of the pre- ferred stock was $4,869,621, or 1.8 per cent of the par value of all the stock outstanding. The par value of both stock and bonds outstanding was 64.2 per cent of the total amount of capital — stock and bonds — authorized. The dividends paid on the common stock amounted to $14,894,787, apparently an average return of 5.5 per cent. This amount, however, was reported by only 636 systems, with a common stock of a par value of $222,228,966, and if it be assumed that dividends were paid by these companies on all the common stock outstanding the average rate becomes 6.7 per cent. It would appear that the capital obligations of the companies were represented largely by the com- mon stock, for the dividends paid on the preferred stock were small, the amount being $86,862, or an apparent average of 1.8 per cent on all such stock. When the preferred stock not paying dividends is eliminated, the par value of that in good standing was only $4,408,596, making an average rate of 2 per TELEPHONE CAPITALIZATION. 13 cent. Therefore a considerable proportion of the capital of commercial incorporated companies was evidently invested in common stock that received a large share of the net income. Capitalization of mutual systems. — Of the 994 mu- tual telephone systems, 347, or -34.9 per cent, were selected for purposes of comparison and considered as incorporated companies. As a matter of fact, many of these were associations that had association or scrip stock, but were not necessarily incorporated under state laws. Hence, strictly speaking, they were not incorporated companies according to the true definition of such companies as applied to com- mercial systems, but the tendency of these systems as they grow in magnitude and complexity is dis- tinctly toward full commercial incorporation, and they are of interest from a comparative standpoint. The total value of the outstanding stocks and bonds of the mutual systems was 1664,265, or less than one- half of the amount authorized. Of the outstanding capital, only $3,000 was funded debt and all the rest was common stock, there being no preferred stock. Capitalization of Bell and independent systems. — While some of the independent telephone systems, at the time of the compilation of this report, had been consolidated into groups, each under its own central- ized ownership and management, the Bell system was the only one operating throughout the whole country for which authentic figures of capitalization could be presented. The figures of the American Telephone and Telegraph Company are given in Table 15, which shows for each of the allied Bell systems the total par value of the authorized and issued stocks and bonds. In each case, unless otherwise noted, all the stock is common, and the par value is $100. There is a conspicuous absence from the telephone field, as from the telegraph field, of preferred stock .as one of the classes of securities. Table 15.— CAPITALIZATION OF THE AMERICAN TELEPHONE AND TELEGRAPH COMPANY AND ITS LICENSEE COMPANIES: 1902. NAME OF COMPANY. Total. American Telephone and Telegraph Company The Bell Telephone Company of Buffalo The Bell Telephone Company of Missouri The Bell Telephone Company of Philadelphia » The Delaware and Atlantic Telephone and Telegraph Company. The Central District and Printing Telegraph Company Central New York Telephone and Telegraph Company Central Union Telephone Company The Chesapeake and Potomac Telephone Company Chicago Telephone Company The City and Suburban Telegraph Association ! The Cleveland Telephone Company The Colorado Telephone Company 2 The Colorado Telephone and Telegraph Company Cumberland Telephone and Telegraph Company Duluth Telephone Company 2 East Tennessee Telephone Company The Empire State Telephone and Telegraph Company. Freeport Telephone Exchange Company Hudson River Telephone Company Iowa Telephone Company * Knox Telephone and Telegraph Company Michigan Telephone Company The Missouri and Kansas Telephone Company- Nebraska Telephone Company New England Telephone and Telegraph Company New York and Pennsylvania Telephone and Telegraph Company. New York Telephone Company New York and New Jersey Telephone Company Northern Telephone and Telegraph Company Northwestern Telephone Exchange Company 2 Pacific States Telephone and Telegraph Company Sunset Telephone and Telegraph Company The Pennsylvania Telephone Company a Plymouth and Campton Telephone Exchange Company. Providence Telephone Company 2 Rocky Mountain Bell Telephone Company Southern Bell Telephone and Telegraph Company Southern Massachusetts Telephone Company Southern New England Telephone Company The Southwestern Telephone and Telegraph Company. White Mountain Telephone Company Wisconsin Telephone Company Vermont Telephone and Telegraph Company State in which operated. New York Missouri and Illinois Pennsylvania Pennsylvania, New Jersey, and Delaware . Pennsylvania, Ohio, and West Virginia New York Ohio, Illinois, and Indiana Maryland, District of Columbia, and West Vir- ginia. Illinois and Indiana Ohio, Kentucky, and Indiana Ohio Colorado New Mexico Tennessee, Kentucky, Mississippi, Louisiana, Illinois, Indiana, and Alabama. » Minnesota and Wisconsin Kentucky and Tennessee New York Illinois New York Iowa and Wisconsin Maine Michigan Missouri, Kansas, and Oklahoma Iowa, Nebraska, and South Dakota. Massachusetts, Vermont, New Hampshire, and Maine. New York and Pennsylvania New York, New Jersey, and Connecticut New York and New Jersey New Hampshire Minnesota, North Dakota, and South Dakota . . California, Idaho, Oregon, and Washington .. Arizona, California, Nevada, Oregon, and Washington. Pennsylvania and New Jersey New Hampshire Rhode Island and Massachusetts Utah, Montana, Wyoming, and Idaho Virginia, West Virginia, North Carolina, South Carolina, Georgia, Florida, and Alabama. Massachusetts Connecticut Arkansas and Texas New Hampshire and Maine . Wisconsin Vermont CAPITAL STOCK. Authorized. Outstanding. S414,432,000 160,000,000 10,000,000 4,000,000 12,000,000 400,000 10,000,000 1,000,000 10,000,000 2,650,000 15,000,000 4,000,000 4,000,000 5,000,000 200,000 10,000,000 100,000 300,000 250,000 10,000 4,000,000 « 4,000,000 '250,000 10,000,000 5,000,000 2,000,000 3o,ooo;ooo 1,000,000 50,000,000 15,000,000 10,000 6,000,000 15,000,000 3,000,000 3,000,000 12,000 3,000,000 2,500,000 1,000,000 600,000 5,000,000 10,000,000 100,000 5,000,000 50,000 $306,627,501 99,008,572 5,000,000 2,646,980 10,979,700 397,945 8,750,000 961,500 5,450,877 2,650,000 11,993,400 3,638,250 3,100,000 3,400,000 200,000 9,353,650 100,000 300,000 200,000 10,000 3,613,200 6 1,425,000 8 220,000 5,000,000 3,102,000 1,800,000 21,616,700 1,000, 50,000, 11,435, 4, 4,354, 11,000, 3,000, 2,130, 12, 1,600. 2,200. 1,000: 600 2,990; 000 000 000 000 000 000 3,011 50 Bonds outstand- ing. 365,673,272 1 38,000,000 7,316,000 ,300 ,100 000 100,000 6,000,000 1,451,000 s 1,149,000 210,000 150,000 350,000 '5,594,400 490,000 4,000,000 812,500 1,700,027 1,283,000- 2,799,721 593,124 200,000 790,500 1 Includes $10,000,000 in bonds of American Bell Telephone Company. » The par value per share of the stock of this company is $50. » Includes $16,000 in bonds issued by Ohio Valley Telephone Company. < The par value per share of the stock of this company is $25. » Includes $2,725,000 of preferred stock. 6 Includes $160,925 of preferred stock. » Includes $150,000 of preferred stock. » Includes $120,000 of preferred stock. s Includes $594,400 in bonds issued by Detroit Telephone Company. 14 TELEPHONES AND TELEGRAPHS. The total par value of the outstanding stock of the American Telephone and Telegraph Company and its licensee companies was $306,627,501, and the value of the outstanding bonds was $65,673,272, making a total capitalization of $372,300,773. But in order to show the actual investment, the following duplications must be deducted : Total SX39, 029, 837 Stock owned by American Telephone and Telegraph Company in licensee companies 103, 381, 528 Stock owned by licensee companies in other licensee companies -. 9,319,960 Bonds owned by American Telephone and Telegraph Company in licensee companies 2, 141, 000 Stocks and bonds owned by American Telephone and Telegraph Company in other corporations, either foreign corporations or corporations engaged in manufacturing industries not a part of the telephone industry of the United States 24, 187, 349 When $139,029,837 is deducted from $372,300,773, the remainder is $233,270,936, which may be accepted as the capitalization or investment of the American Telephone and Telegraph Company's systems in the telephone industry in this country. The total out- standing capitalization of the independent systems, including cash investments of unincorporated com- panies, amounted to $120,921,421, all of which, so far as is known, was invested in the telephone industry. The total capitalization for the two classes of systems is therefore $354,192,357, of which the American Tele-t phone and Telegraph Company's systems contributed 65.9 per cent. Table 16 shows the total capitalization of the Ameri- can Telephone and Telegraph Company's systems and the independent systems. Table 16. — Capitalization of incorporated companies — Bell and inde- pendent systems: 1902. Total. Bell. Independent . Number of incorporated companies.. Capital stock and bonds authorized, par value Capital stock and bonds outstanding, par value Capital stock: Total authorized, par value . . . Total outstanding, par value. Dividends paid Common — Authorized, par value. Outstanding, par value Dividends paid Preferred — Authorized, par value. Outstanding, par value Dividends paid Bonds: Authorized, par value Outstanding, par value Interest paid Assessments levied 2,271 5542,633,160 $348, 031, 058 $384, 534, 066 S274, 049, 697 $14, 982, 719 44 $305, 896, 400 3233,270,936 $264, 132, 000 $198,298,969 $13,714,437 $373,852,341 i $261,257,000 $269,180,076 $14,895,857 $10, 681, 725 $4,869,621 $86,862 $158,099,094 $73,981,361 $3,511,948 $137, 536 $198, 018, 044 $13,711,420 82, 875, 000 $280, 925 $3,017 341, 764, 400 $34,971,967 $1,745,334 2,227 $236, 736, 760 $114,760,122 $120, 402, 066 $75, 750, 728 SI, 268, 282 S112, 595, 341 371,162,032 $1, 184, 437 $7,806,725 $4, 588, 696 $83, 845 $116,334,694 $39,009,394 $1,766,614 $137,536 Assets and liabilities. — The increase in the capitaliza- tion of telephone companies has been very rapid during recent years, but the indications of overcapitalization do not appear conspicuously and are hardly likely to do so until part of the modern equipment bought during the earlier independent boom has been retired from use or has undergone reconstruction. It is beyond ques- tion that part of such work was done with light, cheap material, since such material was used to a great ex- tent in the initial Bell telephone construction twenty years ago. While low rates were possible in the Bell systems for a time, the renewal account and the in- creasing burden of capitalization have had their due effect. In order to determine the real assets and liabilities for the 4,151 commercial and mutual companies con- sidered, the entire business of each company had to be taken into account in making up the balance sheet. Table 17 shows the aggregate of the balance sheets for all the companies, together with similar statistics for the commercial and the mutual systems separately. Table 17. — Balance sheet for all systems and for commercial and mutual systems: 1902. Total assets Construction and equipment Telephones Real estate Stocks and bonds of other companies. Machinery, tools, and supplies Bills and accounts receivable. . ; Cash and deposits Sundries Total liabilities Capital stock Bonds Cash investment, unincorporated com' panies Reserves Bills and accounts payable Dividends unpaid Sundries Surplus $452, 172, 546 349,287,462 17,274,232 22,716,538 9,938,342 9, 689, 691 30,629,677 12,291,840 344, 764 452, 172, 546 274,049,697 73, 981, 361 6,161,299 31,029,628 44,302,999 188, 067 1,124,265 21,335,230 Commercial. ' Mutual. $449, 485, 693 347,743,470 16, 210, 515 22, 708, 634 9, 938, 342 9,657,956 30,610,294 12,271,718 344,764 449, 485, 693 273, 388, 432 73, 978, 361 4,571,318 31,029,465 44,223,572 188, 067 834, 561 21,271,917 $2,686,853 1,543,992 1, 063, 717 7,904 31,735 19, 383 20, 122 2, 686, 853 661,265 3,000 1,589,981 163 79,427 289, 704 63, 313 The value of the construction and equipment of the telephone systems was $349,287,462, or 77.3 per cent of the total assets. The value of the telephones in use was $17,274,232, or 3.8 per cent. The value of the real estate owned was $22,716,538, or 5 per cent. The stocks and bonds of other corporations held were inventoried at $9,938,342, or 2.2 per cent. The other items, comprising machinery, tools and supplies, bills and accounts receivable, cash on hand and on deposit, and sundries, amounted to $52,955,972, or 11.7 per cent of the total. Of the liabilities, $274,049,697, or 60.7 per cent, rep- resented the capital stock outstanding and $73,981,361, or 16.4 per cent, the outstanding bonds. These two items make a total of $348,031,058. This it may be noted was almost equal to the amount for construction and equipment. To obtain the total value of invest- ments, $6,161,299, the amount of cash investment of unincorporated companies should be added to the outstanding capital. On the other hand, the reserves amounted to $31,029,628 and the surplus to $21,335,230, these two items making a total of $52,364,858, or 11.6 per cent. The unpaid dividends were negligible, being only $188,067, or less than one-tenth of 1 per cent. The liabilities under "sun- dries" amounted to $1,124,265, or two- tenths of 1 per TELEPHONE CAPITALIZATION. 15 cent, and included such items as the value of tele- phones and other apparatus owned by individual sub- scribers, and additional cash investment for incorpo- rated companies showing stock or bonds. This balance sheet shows a large surplus, but in sev- eral individual cases there were not enough assets to offset the liabilities, and an aggregate deficit of $8,160,- 810 was reported by 171 systems. This amount was deducted from the surplus shown by the remaining 3,980 systems, in order to present a true balance sheet for the industry as a whole. The deficit appears to have been occasioned largely by the practice, followed by new companies, of giving away stock as an induce- ment to the purchasers of their bonds; but it was also due in some instances to rapid depreciation of eqiupment. Balance sheet for commercial systems. — The total as- sets for the commercial systems were $449,485,693. Of this, the value of the construction and equipment was $347,743,470, or 77.4 per cent; the value of the telephones owned, $16,210,515, or 3.6 per cent; the value of real estate, $22,708,634, or 5.1 per cent; the par value of stocks and bonds of other corporations, $9,938,342, or 2.2 per cent; the value of machinery, tools, and supplies, $9,657,956, or 2.1 per cent; bills and accounts receivable, $30,610,294, or 6.8 per cent; cash and deposits, $12,271,718, or 2.7 per cent; and sundries, $344,764, or one-tenth of 1 per cent. Of the total liabilities, the par value of the outstand- ing capital stock was $273,388,432, or 60.8 per cent; the par value of the outstanding bonds, $73,978,361, or 16.5 per cent; reserves, $31,029,465, or 6.9 per cent; bills and acounts payable, $44,223,572, or 9.8 per cent; unpaid dividends, $188,067, or less than one-tenth of 1 percent; surplus, $21,271,917, or 4.7 per cent; cash investment, $4,571,318, or 1 per cent; and sundries, $834,561, or two-tenths of 1 per cent. Of the commercial systems, 143 reported a deficit amounting to $8,147,938. Accordingly, in order to reach the actual condition of the remaining systems, the surplus shown in the foregoing balance sheet should be increased by that amount. Balance sheet for mutual systems. — The construction and equipment of the mutual systems were valued at $1,543,992, or 57.5 per cent of the total assets; and the telephones used, at $1,063,717, or 39.6 per cent. The other items were individually small. Of the liabilities, $1,589,981, or 59.2 per cent, represented the cash in- vestment of 647 unincorporated systems, and $661,265, or 24.6 per cent, was the outstanding stock of the 347 incorporated companies. OHAPTEE IV. REVENUE AND EXPENSES. Revenue. — The total revenue of all telephone sys- tems in 1902, as shown by Table 1, was $86,825,536, while the total operating expenses and fixed charges, exclusive of interest on bonds, was $61,652,823. The interest on bonds amounted to $3,511,948, and the net surplus for the year was $6,678,046. Table 18 presents the revenue and expense totals for the United States in the form of an income account. Table 18. — AH systems — income account: 1902. Gross receipts from operation 1 $81, 599, 769 Operating expenses 56, 867, 062 Net earnings from operation 24, 732, 707 Income from other sources: Dividends on stock oi other companies $268, 044 Lease of lines, wires, and conduits 1, 197, 476 Rent from real estate 1, 348, 894 Interest 1, 359, 953 Miscellaneous 1, 051, 400 5,225,767 Gross income, less operating expenses .* Deductions from income: Taxes 2,944,281 Interest — Floating debt 1, 831, 377 Funded debt 3, 511, 948 Paid for leased lines 10, 103 9,958,474 8, 297, 709 Net income 21, 660, 765 Deductions from net income: Dividends on preferred stock 86, 862 Dividends on common stock 14, 895, 857 14,982,719 Net surplus for the year 6, 678, 046 1 Includes assessments for mutual systems. As will be noted, the revenue of telephone compa- nies is derived almost wholly from operation, the gross receipts from that source being $81,599,769, or 94 per cent, this including, however, assessments for mutual systems. When the whole revenue of $86,825,536 is treated as the measure of earning capac- ity, the yearly average income was $37.50 per tele- phone and 1.7 cents per talk or message. The average income per telephone is much more definite and accu- rate than that for messages, since every company knows the number of its telephones in use, while the amount of traffic is entirely a matter of estimate, except where the business is on the measured rate footing. When a telephone is installed on a flat rate basis, few subscribers refuse to let their friends use it; whereas, if the instrument is installed on a measured rate basis, its use is much less freely granted. The total operating expenses amounted to $56,- 867,062, without the fixed charges and dividends; therefore the average annual expense per telephone was $24.56. Operating expenses. — Table 19 is an analysis of the operating expenses for all systems. (16) Table 19. — Ml systems — -analysis of operating expenses: 1908. Total $56, 867, 062 General operation and maintenance, including legal expenses 49, 587, 964 Salaries of general and other officers .' 5,249,890 Salaries of clerks, etc 4, 635, 996 Wages 26,369,735 Maintenance and legal expenses 13, 332, 343 Rentals and royalties on instruments and apparatus 2, 837, 013 Rentals of offices and other real estate 2, 498, 814 Rentals of conduits and underground privileges 681, 727 Telephone traffic paid or due other companies 442, 260 Miscellaneous 819,284 From Table 19 it appears that wages alone formed nearly one-half of the total operating expenses, and that salaries and wages combined amounted to not less than $36,255,621, or 63.8 per cent of the total. This seems a large percentage in view of the fact that the work of young women and girls is so considerable a factor in all telephonic intercommunication. The next largest item — $13,332,343, or 23.4 per cent — is that for maintenance and legal expenses, including all expenses for repairs, renewals, and outlays incident to franchises, rights of way, etc. — a rather incongru- ous grouping for what was essentially engineering work, but it was not possible to differentiate the items more fully. It should be added that the legal expenses were largely made up of "personal injury" cases, due to claims for death or shock from contact with the telephone circuits, and other damage suits of the same character. Outlay for new construction. — The companies were requested to give separate answers as to new construc- tion during the period of twelve months reported upon, these answers being designed to include the cost of lines, real estate, equipment, etc., added during the year, whether by construction or by acquisition through purchase. It was difficult to make and pre- serve the distinction between renewals and entirely new constructive additions to the physical property. It is quite probable that in some instances the reported figures for new construction contain some statistics for outlay on mere repairs and renewals, and in other instances the totals reported for "maintenance and legal expenses" include some amounts expended for new construction. The uncertainty as to the division of expenses between these two items was especially apt to occur in cases when wire was given out in bulk for both repairs and extensions and when new poles were set on old lines. On the whole, however, a fair ap- proximation to the facts is presented in Table 20, which gives the total reported cost of new construction, by states and territories. REVENUE AND EXPENSES. 17 Table 20. — All systems — cost of additional construction, by states and territories: 190S. STATE OE TEREITOEY. Total. STATE OE TEEEITOEY. Total. $51,903,021 82,501,924 170, 706 564, 456 571,801 56, 484 172, 636 1,779,896 951,369 567,996 264,295 205,761 874,836 108, 657 4,472,060 68,927 1,780,942 1,841,288 525, 406 1,279,203 450,660 116,266 1,204,109 2, 136, 437 1,399,746 1,639,824 328,960 16,840 54, 742 2, 153, 816 18,892 7, 560, 365 373, 580 71,441 Ohio 2,929,774 363, 415 249, 426 6, 114, 696 419, 546 143,891 856,643 1, 232, 438 Utah .' 303, 945 63,120 780, 328 774, 230 298, 414 832, 618 250, 216 1 Includes District of Columbia. 2 Includes Rhode Island and Wyoming. In spite of the large maintenance account noted, in- creased, however, by an indeterminate amount of le- gal expenses, the surprisingly large sum of $51,903,021 "was reported as the cost of construction during the cen- sus year 1902. If this rate of growth should continue, the investment values in the telephone industry will have more than doubled by 1912. The outlays for new construction were largest in the most populous states, the amounts and proportions being as follows: New York, $7,566,365, or 14.6 per cent; Pennsylvania, $6,114,696, or 11.8 per cent; and Illinois, $4,472,060, or 8.6 per cent. There is a probability that the cost of real estate ■constituted a larger proportion of the outlay in 1902 than in earlier years. The practice is growing for telephone companies to purchase real estate and erect appropriate buildings thereon, thus creating an invest- ment and lessening the amount paid out yearly for rent, the practice formerly having been to hire one or two top floors and adapt them to exchange purposes. Thus Table 19 shows an annual payment of $2,498,814 for rent of offices and real estate, while Table 1 shows $22,716,538 as the value of the real estate owned by the 4,151 telephone systems. It is indisputable that this real estate item is growing rapidly, and it is likely, therefore, that rent will not increase seriously as an item of operating expense. Some of the newer tele- phone exchanges in large cities are handsome buildings, with very desirable rooms as general offices on the floors not occupied by the exchanges, switchboards, etc. In Table 18 an item of $1,348,894 is reported as rent from real estate. Division of net earnings. — The difference between the gross receipts from operation, $81,599,769, and the operating expenses, $56,867,062, gives $24,732,707 as the net earnings from telephone service proper. These earnings were increased by $5,225,767, the income from other sources. Of this total, $8,297,709 was used to defray the fixed charges, which included taxes, interest on funded and floating debt, and payments for leased lines. These fixed charges amounted to 12.7 per cent of the aggregate expenses, less dividends, as shown in Table 44. When the fixed charges were deducted from the previous net income, a new net income of $21,660,765 remained, this being an average of $9.36 per telephone. Of this total, $14,982,719 was expended in dividends and $6,678,046 was reserved as net surplus. The divi- dends paid amounted to 17.3 per cent and the surplus, to 7.7 per cent of the gross revenue. As the capital stock reported was valued at $274,049,697, it would appear that the dividends represented a return of nearly 5.5 per cent. When the company was pros- perous, the return to the investor would frequently be better than this, especially in the instances in which the stock was not fully paid or had been issued in part as a bonus with the bonds. As a matter of fact there were 130 systems that operated at a loss during the year covered by the report, their deficit amounting to $473,419. The net surplus, therefore, of the 4,021 profitable systems was that much more than the total reported for the whole country, or $7,151,465. The general reservation for depreciation and reserve appears to be inadequate, especially in view of the necessity for frequent and entire reconstruction of lines and exchanges, on account of the growth of the industry and the changes in the methods of operation. Some light was thrown upon this point by the report of the Merchants' Asso- ciation of New York concerning telephone rates in that city. In that report, presented in June, 1905, the case is cited of a company in Baltimore, Md., where the entire original plant, after being in service but five years, was disposed of as junk and $2,155,000 was spent in its replacement. As to New York city it was stated : In the New York telephone system improvements and changes have succeeded one another at close intervals during the entire period in which the business of exchange telephone service has existed. During the sixteen years which the committee's investigation covers, the plant had been practically rebuilt three times. At various times radical improvements have been made in cables and in switchboard systems, which have involved the abandonment of plant by no means unserv- iceable because of its physical condition, and its replacement by plant of an improved character. Some of the central stations have been rebuilt three times within a little over ten years. These changes are not peculiar to New York, and if regarded as occurring all over the country, it would seem that the percentages of dividend payments and of reserve might well be reversed. The committee of the Merchants' Association gave its opinion as follows: To provide a fair return oFcapital actually and necessarily invested, and a proper allowance for contingencies, 10 per cent margin above operating outlays is a reasonable and proper margin in the telephone business. 18 TELEPHONES AND TELEGRAPHS. Returns for Bell systems. — The returns made for the 43 licensee companies of the American Telephone and Telegraph Company showed an expenditure of $2,6.31,400, or 92.8 per cent of the $2,837,013 reported in Table 19, as rentals and royalties paid for instru- ments and apparatus. The telephones used by the Bell licensee companies and their subscribers are the property of the American Telephone and Telegraph Company, which furnishes to such licensees its standard instruments, renewing them without expense to the operating company and replacing them with improved instruments from time to time. The in- come of the parent company from this source is included ' in the gross receipts from operation. The remaining items shown in Table 19 were common to the operation of all telephone systems. The licensing or hiring of telephonic apparatus on a rental basis is peculiar to the Bell system, and is not practiced among the independent companies, all of which are understood to have bought their apparatus outright; so that, unless there is an agreement to exchange old appa- ratus for new, the acquisition of improved appliances involves fresh outlay on the part of the local exchange system. The capitalization of the Bell system is reported in Table 16, where the total stock issued is given as $198,298,969, and the dividends paid as $13,714,437, or 6.9 per cent. This table shows also that the stock of the independent companies was outstanding to the amount of $75,750,728, and on this stock the payment of dividends was at the rate of 1.7 per cent. It should be borne in mind that the Bell system as a whole has been in existence over twenty years, while the inde- pendent companies are still in a general way in the initial period. Another reason for the discrepancy in apparent earning power is the fact that the Bell exchanges have had the advantage, having naturally occupied at the outset the larger centers of population. Revenue and expenses of large systems. — The concen- tration of the telephone industry in the larger centers of population is strikingly indicated by Table 21. Table 21. — Revenue and expenses of all systems and of systems having 1,000 telephones and over: 1902. Number of systems 4,151 Number of telephones 2,315,297 Gross receipts from operation , 881,599,769 All systems. Income from other sources. Operating expenses . Fixed charges Dividends paid Net surplus 85,225,707 $56,867,062 88,297,709 $14,982,719 $6,678,046 Per having 1,000 K A y 1 ( \ \ \ \ \ , V \ 1 \ i i i 012345678 A, M. HOURS. 10 11 12 1 2 3 4 5 6 7 P.M. 9 10 11 12 Diagram 5. — Telephone caUs by hours in a village having a population of about 2,000: 1902. 140r . A I 1 / 1 i J vj 1 / \ / \ / v \ \ \ L \ V 2 ? 4 5 3 2 2 4 6 8 2 LOAD DIAGRAM SMALL VILLAGE. The salient change is the difference in the relative heights of the curves in the main office and the sub- sidiary offices, for, when the loads are plotted in calls per line, there is a far less proportionate difference than that which seems to be indicated by the total load lines. CHAPTER VI. APPARATUS OF THE SUBSTATION. Physical equipment. — The preceding statistics show that the number of messages handled by the telephone systems of continental United States in 1902 was esti- mated at 5,070,554,553. To care for this enormous interchange of conversation a considerable equipment of apparatus was necessary. Table 37 summarizes the physical equipment for all systems. Table 37. — Summary — all systems, physical equipment: 1902. Number of systems 4, Switchboards, total number 10, Manual: Common battery Magneto 10 Automatic Total capacity of switchboards ' 2, 447, 151 Engines, horsepower 2 Dynamos, horsepower 5, Electric motors, horsepower 4 Auxiliary cross-connection boards, etc 9 Magneto generators, ringers, etc., in exchanges 14 Batteries: Primary, number of cells ■. 110 Storage, number of cells , 19 Stations or telephones, total number 2,315 Total miles of wire 4,850 Underground construction: Miles of duct 16 Miles of cable 7 Miles of wire 1,690 Overhead construction: Miles of single wire 2,369 Miles of cable 8 Circuit miles of wire in cable 780 Submarine: Miles of cable Circuit miles of wire in cable 9 837 005 54 403 750.5 459.1 209.8 255 931 648 001 297 474.9 290.6 502 914 104.5 530 262.6 540 From a technical aspect it is convenient to divide the apparatus of every telephone system into three parts : 1. The substation, including the 'transmitter, re- ceiver, and signaling appliances on the premises of the subscriber. 2. The wire plant, embracing the electrical conduc- tors which connect the substations and the central office. 3. The central office, containing the apparatus nec- essary to enable different lines to be rapidly connected. In the case of interconnecting systems and inde- pendent farmer or rural lines there is no central office, because each station becomes its own central office, the subscriber performing for himself the functions of the operator in securing a connection with the desired correspondent. The collection of appliances placed on the premises of a subscriber in order to provide telephone service is variously called a substation or substation outfit, an instrument, a telephone, or a box. Statistics of substations. — The statistical tables have conveyed a general idea of the number of substations in continental United States in 1902, Table 2 showing 2,315,297 stations, serving 2,178,366 subscribers, an average of 1.063 instruments per subscriber. There were more instruments than subscribers because, in many instances, one subscriber had sufficient business to require the installation of more than one substation. Table 4 gives the number of telephones and shows their distribution among the commercial and mutual systems and the independent rural lines. From the standpoint of operating' companies Table 6 shows the number of stations served by the Bell sys- tems and by the independent systems. The number of stations reported by the Bell organizations was 1,317,178, or 56.9 per cent of the total; while the num- ber reported by other systems was 998,119, or 43.1 per cent. Table 7 shows the distribution of stations by geo- graphic divisions. The North Central division con- tained the largest number of telephones, the propor- tion being 47.1 per cent of the whole. The North Atlantic division ranked second, with 28 per cent. When telephonic facilities are considered on the basis of population per telephone, the Western division stood at the head, with a population of 21 per instrument; while the South Atlantic division was at the foot of the list, with 75 inhabitants per instrument. The number of instruments for both the commercial and mutual systems are distributed by geographic divi- sions in Tables 9 and 11. For each of these systems the North Central division contained the greatest num- ber of instruments, the proportions being 45.6 per cent for the commercial systems and 86.2 per cent for the mutual. The latter percentage shows that this is the area in which there has been the greatest develop- ment of mutual systems. Tables 43, 46, 48, and 50 show the distribution of substations by states and territories. Table 50 shows that Iowa, Illinois, and Missouri led the list for mutual systems, showing, respectively, 21,355, 16,831, and 10,962 substations. These three states contained 55 per cent of all mutual stations. Rural substations. — The country districts are served by independent rural lines, by the mutual systems, all of which may be accepted as serving in rural districts exclusively, and by rural lines owned and operated by commercial systems with whose exchanges the lines are connected. Commercial systems having their prin- cipal exchange in larger cities often serve the smaller (33) 34 TELEPHONES AND TELEGRAPHS. places, but it is the exception to find an exchange in a small place serving a large city. It is impossible to make an exact segregation of the statistics so as to show the amount of wire and the number of telephones devoted primarily to telephone work in the country as distinct from the urban dis- tricts. The number of rural lines of each of the three classes, their wire mileage, and the number of their telephones are, however, indicated approximately by states and territories in Table 38. Table 38.— NUMBER OF RURAL LINES, CLASSIFIED AS COMMERCIAL, MUTUAL, AND INDEPENDENT RURAL, WITH THE WIRE MILEAGE AND THE NUMBER OF TELEPHONES, BY STATES AND TERRITORIES: 1902. STATE OR TERRITORY. United States Alabama Arizona Arkansas California Colorado Connecticut Florida Georgia Idaho Illinois Indian Territory Indiana Iowa Kansas Kentucky Louisiana Maine Maryland Massachusetts Michigan Minnesota Mississippi Missouri Montana Nebraska Nevada New Hampshire New Mexico New York North Carolina North Dakota Ohio Oklahoma Oregon Pennsylvania Rhode Island South Carolina South Dakota Tennessee Texas Vermont Virginia Washington West Virginia Wisconsin Wyoming. NUMBER OF LINES. Total. 10 3, 255 2,958 365 140 32 r,r, 16 11 981 555 95 1,712 13 612 2 42 12 481 279 61 3,056 24 31 325 3 254 34 149 422 217 409 14 107 597 3 Commer- cial. 15,598 35 41 3 2,925 4 2,215 1,672 342 34 12 59 12 11 454 61 735 "556 320 144 58 2,872 23 22 297 3 155 21 96 345 200 232 14 55 408 Mutual. 1 1 138 105 170 11 35 1 4 4 Inde- pendent rural. 4,985 20 20 3 X20 035 ,116 12 71 19 2 70 31 8X7 11 24 3 73 123 135 "4 2 155 MILES OF WIRE. Total. 071 194 357 1,407 331 30 605 1,411 145 47,463 105 28,380 40,251 3,347 2,675 428 3,869 162' 148 10,971 8,310 1,273 25,094 212 8,855 174 ooo 174 4,692 3,492 652 22, 757 295 1,008 4,967 39 2,494 712 3,211 4,874 3,325 7,615 124 2,045 8,868 95 Commer- cial. 138, 426 203 146 274 439 261 20 224 022 10 26,516 20 15,602 14,516 2,382 471 199 3,776 81 148 7,293 5,593 655 6,746 91 2,382 1,419 612 17,983 245 535 3,585 39 1,337 395 1,083 3,354 3,203 3,391 124 555 4,212 101 30 923 70 10 45 177 83 13,308 9,220 13,261 650 1,308 2,335 1,799 70 8,564 120 1,656 174 1,593 633 40 3,516 50 435 1,199 333 225 1,683 478 106 2,218 1,862 3,263 10 Inde- pendent rural 49,965 307 18 83 45 336 612 52 7,639 85 3,558 12, 474 315 220 16 1,343 918 548 9,784 92 574 83 717 1,440 38 1X3 824 92 445 .1,042 16 2,006 428 1,393 85 NUMBER OF TELEPHONES. Total. 291 205 159 S54 254 78 235 648 93 49, 440 24 28, 190 58,364 3,509 2,197 132 3,909 94 197 9,808 7,603 641 26,510 61 7,248 22 904 78 6,578 1,833 669 24, 236 246 842 3,438 35 1,020 580 1,962 2,177 3,567 5, 599 117 1,839 10, 449 33 Commer- cial. 121,905 12X 123 3X5 220 33 13X 207 9 22,788 14, 428 18, 626 2,633 443 91 3,778 42 197 4,282 332 5,764 4,991 904 49 2,404 668 598 16,884 196 268 1,793 35 550 230 577 1,687 3,355 1,626 117 531 4,639 89,316 109 72 Inde- pendent rural. 303 28 45 44 110 60 16,831 21,355 655 1,071 7 106 52 3,370 2,168 38 10,962 31 1,644 22 381 71 6,036 50 556 1,483 184 259 1,053 164 173 2,341 3,963 1 Systems. 55, 747 5 36 76 53 271 24 9,821 16 4,072 18,383 221 683 34 25 1,454 1,153 271 9,784 30 613 29 1,325 784 1,316 18 162 286 82 332 320 39 1,632 425 1,847 26 Tf all the places with a population of less than 4,000 be considered as rural districts, it will be necessary to add to the totals shown in Table 38 a considerable pro- portion of the wire and telephones reported by the commercial companies having their principal exchanges, or centrals, located in such places. As shown in Table 33, of the 3,157 commercial systems reported, 2,627, or 83.2 per cent, had their principal exchanges in places of less than 4,000 inhabitants, and operated 418,558 miles of wire and 402,025 telephones. While the combination of these totals with those shown in Table 38, giving 677,864 miles of wire and 668,993 telephones, produces some duplication, these figures may be accepted as an approximation of the rural telephone service. The rural substations, as shown in Table 38, aggregated 266,968, of which the commercial sys- tems reported 45.7 per cent, the mutual systems, 33.4 per cent, and the independent rural lines, 20.9 per cent. Table 39 contains statistics for the five states in which there were the greatest number of rural lines. FIQ. 1.— TRANSMITTER HEAD. FIG 2.— SECTION OF TRANSMITTER. FIQ. 3 —REAR VIEW OF ASSEMBLED TRANSMITTER. CASE REMOVED. APPARATUS OF THE SUBSTATION. 35 Table 39. — Number of rural lines, with the wire mileage and the num- ber of telephones, for the Jive leading states: 1902. LINES. MILES OF WIRE. TELEPHONES. Number. Bank. Number. Rank. Number. Rank. 3,883 3,255 2,958 1,712 3,056 1 2 4 5 3 47, 463 28, 380 40,251 25,094 22, 757 1 3 2 4 5 49, 440 28, 190 58, 364 26, 510 24, 236 2 3 1 4 Ohio 5 The five states shown in the table contained 186,740 rural stations, or 69.9 per cent of all such stations in the United States. Iowa had the greatest develop- ment, the reports showing 58,364 telephones, which number was 21.9 per cent of the total for the whole country, and 31 .3 per cent of the total for the five states. Moreover, Iowa had 8,924 more rural telephones than any other state. It was in this state, also, that the greatest development of independent rural lines was found — the number of such lines being 1,116, or 22.4 per cent of the total. On these lines °3here were 18,383 telephones, or 33 per cent of all such instruments on the independent rural lines. Private stations and pay stations. — From a business aspect substations may be separated into two general classes — private stations and public stations. Private stations are those controlled exclusively by the sub- scribers who rent them, and used only by such sub- scribers or their authorized agents. A public station is one not rented to a particular subscriber, but estab- lished in some public place, as a hotel, theater, restau- rant, drug store, or depot, for the use of the general public, anyone being allowed to use the telephone upon the prepayment of the proper charge. Classification of private stations. — The private sta- tions can be divided into single lines, party lines, and private branch exchanges. The single line denotes a complete circuit allotted exclusively to a substation. The party lines have two or more substations upon the same circuit. The private branch exchange is a small central office located in the midst of a group of subscribers who desire frequent connections with each other and occasional service to other subscribers out- side of their particular circle. These small offices are equipped with switchboards that are in all respects sim- ilar to those used in the central offices, and their opera- tors are highly and carefully drilled. Thus the private branch exchange does not differ in any way, except in size, from one of the central offices that compose a large telephone exchange. Its function is not only to relieve the central office of a portion of the labor that is made necessary by the particular group of subscribers, but also to economize wire plant. Thus, A, B, C, and D may wish to talk to one another several scores of times daily, while they have occasion to communicate with F, G, and H (subscribers to the main exchange) only occasionally. Provided A, B, C, and D are close to each other, it is an evident economy in wire plant to serve the several stations by a small switchboard located in their immediate vicinity, rather than to extend their lines and interchange of business to the central office. The private branch exchange consists of a switchboard having short lines extending to each of the substations, while a few trunk lines run from this switchboard to the central office. This type of installation finds a wide and constantly increasing scope in factories, hotels, and offices of large corporations. The tendency now is to make the private branch exchange operator a kind of general confidential clerk, who not only places different substations in connection with each other and with the central office, but also performs many other services. She orders railway accommo- dations, hacks, or theater tickets, and renders a thou- sand and one minor services that would be entirely outside the function of the ordinary exchange operator, and she is rapidly becoming a necessary and highly valued employee in the modern business office. In some cases the private branch exchange is so arranged that the instruments of a number of the subscribers can be connected only with each other, while the apparatus of another set of subscribers is such that each one may talk to every other subscriber connected with his par- ticular branch, and also receive service through the main exchange. Technically these two groups of subscribers are called private exchange subscribers and private branch exchange subscribers, respectively. Classification of pay stations. — Table 46 shows that out of a total of 2,315,297 instruments there were 80,870 pay stations or public telephones; that is to say, the public stations formed 3.5 per cent of the total stations. The public stations were divided into two classes: The so-called automatic or " nickel-in-the- slot" station, which contains a coin box so arranged that the caller must deposit a proper prepayment coin, usually either 5 or 10 cents, for each local call before the connection can be completed, and other pay stations, embracing the miscellaneous instru- ments. The automatic stations numbered 32,477, or 40.2 per cent. The commercial systems, as shown in Table 48, operated all but 18 of these and all but 384 of the other pay stations. The distribution of the mutual automatic and other pay stations is shown by states and territories in Table 50. New York had the largest number in each case, the reports showing 7 automatic and 53 other pay stations. Table 26 shows the distribution of pay stations by main geo- graphic divisions. There was an average of 972 inhabitants per pay station. The North Atlantic division showed the greatest facilities for telephonic communication, the average number of inhabitants 36 TELEPHONES AND TELEGRAPHS. per pay station being only 448, while the South At- lantic division, with an average of 2,044 persons per pay station, had made the least progress. The American Telephone and Telegraph Company reported 26,573, or 81.8 per cent, of the automatic stations, and 29,083, or 60.1 per cent, of the other pay stations. Party line stations. — Table 46 contains statistics by states and territories for the party line stations, and Table 47 the number and kind of switchboards; while Tables 48 and 50 show the corresponding totals for the commercial and the mutual systems separately. In the commercial systems the party line stations numbered 808,571, or 36.3 per cent of the total, and averaged 3.2 stations per line. In the mutual sys- tems 77,581 stations, or 86.9 per cent, were on party lines, and the average was 8.4 stations per line. In order to distinguish party lines of commercial and mutual systems from those of rural lines, which are almost invariably party lines, the term party line is restricted to polystation circuits within the corporate limits of a city or town. The commercial companies reported a total of 248,908 party lines and the mutual companies 9,258 party lines. In Tables 29 and 30 a distribution by states and territories is made for com- mercial and for mutual party line stations. The rural lines for which statistics are shown in Table 38 had an average of 12 telephones per line, the commercial rural showing 8 and the independent rural, 11. Magneto and common battery stations. — Technically, substations may be divided into two classes, namely, magneto and common battery substations. The chief difference between the two classes of substations is in the method of providing the electrical energy used in conversation and for signaling. The magneto substation embraces a receiver, a transmitter, a bat- tery to actuate the transmitter, a magneto generator with which to signal the central office, and the neces- sary apparatus to protect the substation from light- ning or abnormal electric currents. In the common battery substation the source of energy is a battery located at the central office; the exchange uses this battery both to signal and to supply the transmitter. By the use of the common battery the substation is simplified, its installation cost reduced, and its maintenance cheapened. Ex- perience has shown that the larger the territory in which a system operates the less the economy of this latter form of substation. When the subscribers are few and widely scattered, and when the traffic rate is low, magneto apparatus with local battery substa- tion is more economical. When a large number of subscribers are concentrated in a small territory, and the traffic rate is high, the common battery system is a decided gain. Thus in the smaller communities the mutual systems and the independent farmer or rural lines are almost universally constructed and operated upon the magneto plan, while the systems in cities and towns are chiefly of the common battery type. It is difficult to determine where the economical dividing line exists. It is probable that exchanges of less than 500 subscribers can be operated more eco- nomically with a magneto outfit, while for those with a larger number of subscribers there is greater econ- omy in using the common battery system. Table 4 shows a total of 2,371,044 stations, includ- ing independent rural lines, but there is no separation showing the proportion of magneto or local and com- mon battery installations, although in Table 5 the number of magneto and common battery switch- boards for commercial and mutual lines is given. Magneto substation apparatus. — The magneto sub- station apparatus is very diverse, although the tend- ency has been toward an outfit of which the illus- tration facing page 22 is a representative type. The foundation of this apparatus is a solid hard wood backboard affixed to a supporting wall. Upon this backboard is placed a cabinet, having a door and three compartments. The lowest part is a receptacle in which the cells forming the local battery for the transmitter are placed. Formerly the local battery was made of two or three Fuller cells, when the traffic was large, or a pair of Leclanche cells for lighter work. At present the use of dry cells is rapidly growing, since such cells are initially much cheaper, far less expensive to maintain, and free from the objectiona- ble presence of liquid chemicals. The second com- partment is somewhat smaller and contains the magneto generator, the right-hand wall being perfo- rated to allow the exit of the small shaft, on the exterior end of which is the crank that enables the subscriber to ring. The top compartment contains the hook switch, which projects through the left- hand wall and on which hangs the receiver. The door supports the ringer, whose gongs are secured on the outside. Below the gongs is the transmitter, usually hinged upon a swinging arm or base, which enables the mouthpiece to be conveniently adjusted to the lips. In the base of this arm a receptacle is commonly formed, in which the induction coil is placed. Underneath the transmitter a shelf is often attached to support the telephone directory, or to serve as a small desk upon which memoranda may be made. A great variety is found in the designs for the arrangement of this apparatus, since every manu- facturer offers a number of different patterns in order to suit the taste of various subscribers. Series and bridged substations. — Magneto substa- tions may be divided according to the arrangement of the ringing apparatus into series circuits and bridging circuits. There is an analogy here between FIG. I.— LIGHTNING ARRESTER. FIG. 2.— COMBINED FUSE AND LIGHTNING ARRESTER. FIG. 3. — MAGNETO BELL. FIG. 4.— MAGNETO GENERATOR ASSEMBLED. FIG. 5. — MAGNETO GENERATOR DISSECTED. APPARATUS OF THE SUBSTATION. 37 the series method in electric lighting with arc lamps and the multiple or parallel method of lighting with incandescent lamps. The older, or series, type of telephone is usually provided with a bell of compara- tively low resistance — that is, 60 to 80 ohms — and a magneto generator having its armature normally shunted when not in use for ring signaling. With the best arrangement of this type it is impracticable to place a large number of instruments in series and secure satisfactory transmission, because of the atten- uation of the current in passing through so many mechanisms. The instruments of the bridging type are so adapted that they can be placed in multiple or bridging relationship with the line, and now they are commonly so placed for party lines having more than one substation. The illustration (Fig. 1) facing page 26 shows a bridging set with local battery transmission. The bridging telephone set is provided with a bell magnet of high resistance and a generator that has its armature on open circuit instead of being shunted j as in series instruments. A permanent bridging arrangement across the line might appear to be injurious to the transmission of speech, since it tends to shunt incoming and outgoing current for talking, but, as the bell is wound to a resistance of from 1,000 to 2,000 ohms, it presents so great an im- pedance to high frequency telephonic current that practically no difference can be detected; moreover, with such a circuit it is practicable to place a large number of instruments upon the same line and yet secure commercially satisfactory transmission. Hence multiparty lines have become a possibility and have been adopted widely. A number of modifications of this circuit are made by arranging the pieces of apparatus (transmitter, receiver, local battery, induction coil, generator, and bell) in different relations to each other, and some- times the ground is resorted to as a circuit through which the substation bell may be rung. But all such modifications include the fundamental principle of so locating the apparatus that the talking circuit is cleared during conversation and the signaling circuit subsequently restored. Common battery apparatus. — In common battery, or, as they are frequently called, central energy systems, a large battery placed at the central office is utilized as the common source of supply of current to the trans- mitters of all subscribers connected with that exchange. It is also possible to utilize this source of electricity as the means of signaling. This is done by permanently connecting the battery to each subscriber's line at the central office. So long as the receiver is on the hook switch, the line is opened at the substation and hence no battery current trav erses it. When the receiver is removed, the hook' switch closes the circuit and current from the battery 18407—06 4 commences to flow. If a relay is interposed in the cir- cuit, the current from the battery excites it, and it attracts the relay armature, which can be arranged to actuate any form of signal, although a small incandes- cent lamp is the one usually adopted. Hence the mere removal of the receiver is sufficient to signal the exchange. Therefore a common battery station differs from a magneto station in the omission of the ringing generator and the local battery; consequently the sub- station outfit may be correspondingly smaller and cheaper. A subscriber set for use with central battery is shown in Fig. 2 of plate facing page 26. Substation receivers. — One type of telephone receiver is shown in Fig. 2 of plate facing page 28. The illus- tration facing page 30 is another type of the receiver (Fig. 1) Avith a partial section (Fig. 2) and a dissected instrument (Fig. 3). While the instrument is called a receiver, it can also be used in a limited way as a transmitter. In a case made of hard rubber or similar material, and resem- bling a butter stamp, a magnet is inserted. This mag- net consists of a U-shaped permanent magnet of hard steel, on the ends of which are two pole pieces of soft iron, which carry coils of fine insulated wire. The ter- minals of the coils run to conductors contained in a flexible cord extending through a hole in the rear of the case. Directly in front of the pole pieces is the diaphragm, a circular disk of iron, usually ferrotype metal, about two inches in diameter and from one one-hundredth to one-fiftieth of an inch in thickness. The diaphragm rests upon the face of the case and is secured thereto by means of a hard rubber ear piece or cap, threaded upon the end of the case, which locks the diaphragm in place as close to the pole pieces as possible without touching them. The magneto receiver is, as noted above, a reversi- ble telephone. When sound waves impinge upon the diaphragm, it vibrates; this motion causes changes in the magnetic field created by the permanent magnet, these changes resulting in electrical impulses in the pole piece coils that produce a current in the attached line. If these impulses reach another, receiver at the other end of the line, they produce exactly correspond- ing changes in its magnetic field, and so cause its dia- phragm to vibrate, reproducing at the distant end a series of sound waves precisely similar to, though some- what less in amplitude and in volume than, the origi- nating ones. Telephonic communication, therefore, can be carried on simply by means of a line and a pair of magneto telephones, but the action of the magneto instrument is too feeble to be commercially effective. Therefore an instrument that could produce more powerful results became necessary and the battery transmitter was invented. Substation transmitters. — It is common to find the telephone transmitter mounted on a swinging arm fastened to the woodwork of the substation set. 3S TELEPHONES AND TELEGRAPHS. A transmitter head is shown in illustration (Fig. 1) facing page 34, and a cabinet set transmitter, in Fig. 1 facing page 2S. Another prevalent type is the desk set, in which the transmitter is supported on a small metal pedestal which carries the hook switch supporting the receiver. See illustration (Fig. 4) facing page 30. In theory the battery transmitter operates as a kind of electric valve, whereby power derived either from a local battery or a central office battery is used in trans- mission, the office of the transmitter being simply to deliver this energy intermittently to the line in undu- latory impulses corresponding to the sound waves that impinge upon its diaphragm. The working parts of the transmitter are usually inclosed in a cup-shaped receptacle of spun brass, which is covered by a substantial face plate, into which the mouthpiece opens, the whole being sup- ported upon the pedestal or arm. Figures 2 and 3 on plate facing page 34 show a sectional view of the working parts, and the assembled transmitter with the protecting brass cup removed. From the sectional view it will be seen that the work- ing parts consist of a substantial brass piece, b, known as the bridge, which, according to Fig. 3 is clamped firmly to the face plate. The bridge supports a brass cup, to the bottom of which a carbon electrode, r, is attached. As the bridge forms a substantial sup- port for the cup and its inclosed electrode, this type of transmitter is known as the solid back. Over the face of the cup is placed a mica diaphragm, a, which is held in place by a brass ring screwed to the face of the cup. This mica diaphragm carries a second carbon electrode secured to a stud running through the mica diaphragm and attached to the main diaphragm, d, by means of a nut. The space between the two carbon electrodes is filled with fine granular carbon. The mouthpiece, m, is directly in front of the diaphragm, which is pressed against the face plate by means of two springs. Sound waves entering the mouthpiece impinge upon the diaphragm, causing it to vibrate. As the elec- trode, /, is flexibly connected to it, the motion is transmitted to this electrode and causes the pressure that it exerts upon the carbon granules to vary. One pole of the local battery is connected to the rear electrode and the other to the front electrode. In some manner, as yet but imperfectly compre- hended, the changes in the pressure upon the carbon granules cause a considerable variation in electrical resistance, and hence this mechanism causes pulsa- tions of current from the battery to flow through the circuit, and, as these pulsations are far greater in intensity than those produced by the magnetic tele- phone, the battery transmitter talks correspondingly louder and more clearly. The induction coil. — The effect upon the receiver depends not upon the total current flow, but rather upon the magnitude of the fluctuations. If a trans- mitter, receiver, battery, and line be connected in series, the magnitude of any particular fluctuation will depend solely on the ratio of the change in the resistance created in the transmitter to the total resistance. If the transmitter be placed in a local circuit, and a small transformer be used to impart the transmitter impulses in the local line to the main circuit, then it is easy to make the transmitter resistance form a very large part of the total in the local circuit and the impulses become correspondingly accentuated and effective. Such is the function of the induction coil. Further, by the transformer action of the induction coil, a low voltage and large current in the local circuit are transformed into a high voltage and small current in the transmitting circuit, and hence better transmis- sion of speech may be secured. The induction coil usually consists of a core of soft iron wire, upon which is placed a primary winding of silk-covered copper wire, surrounded by an appropriate thinner secondarj^ wind- ing, the whole being inclosed to prevent injury. Signaling apparatus. — Magnetic signaling apparatus consists of two parts — a generator to produce the neces- sary alternating current and a magneto bell to be operated thereby. Figures 4 and 5 on plate facing page 36 show a common type of generator and the various parts of the mechanism. The generator consists of from two to eight U-shaped permanent magnets, bolted to an iron frame that carries a shaft, to which a gear wheel and crank are attached. The gear wheel meshes into a pinion placed upon the shaft of a shuttle-wound armature that rotates between the poles of the magnets. Therefore, when the crank is turned, the armature is revolved rapidly and an alternating current is produced. Thus this machine is merely a magneto dynamo on a suffi- ciently small scale to be easily actuated by hand. A magneto bell is shown in Fig. 3 on plate facing page 36. This bell consists of a frame which supports a pair of gongs, a pair of magnet spools, a U-shaped permanent magnet, and an armature pivoted in front of the poles of the electro-magnets, carrying a clapper so arranged that when the armature swings, the clapper will strike against the edges of the gongs. The magneto call possesses the advantage that it contains no contacts to corrode and requires no bat- tery maintenance, while the generators can be easily built to give sufficient pressure or voltage of current to operate the longest line. Protection of substation. — The telephone line often is accidentally crossed with other conductors carrying dangerous potentials or large currents and the aerial circuit is sometimes struck by lightning. Either con- tingency may damage the substation, expose the FIG. 1. — AUTOMATIC TELEPHONE SWITCH, CENTRAL STATION. FIG. 2.— AUTOMATIC TELEPHONE DESK SET, SUBSCRIBER'S STATION. FIG. 3.— AUTOMATIC TELEPHONE WALL SET, SUBSCRIBER'S STATION. FIG. 4 —AUTOMATIC TELEPHONE, WALL SET SHOWING PARTY CALLING. APPARATUS OF THE SUBSTATION. 39 building to fire, or inflict upon the user a disagreeable or dangerous shock. Hence it is customary to equip substations with devices whose object is to isolate the substation before damage can be done. Such con- trivances are usually termed protectors. Lines that are entirely underground are virtually free from danger from lightning, and, when inclosed in conduits, con- tact between them and other circuits is so rare that present practice inclines to the omission of protect- ive devices altogether. Such devices are applied, however, to the portions of the line upon poles. Abnormal currents are either of excessive potential or of excessive quantity. No single device has been found sufficient to guard against both forms of abnor- mal current, so that the present protector embraces one contrivance to protect against high potential dis- charges and another to guarantee against sneak cur- rents. The common form of the high potential portion, often termed a lightning arrester, is a spark gap, which consists of a pair of carbon plates, one of which is grounded while the other is connected to the line, the plates being separated by a thin perforated [mica washer from one two-hundredth to one one-hun- dredth of an inch in thickness. See illustration (Fig. 1) facing page 36. Usually a protector is placed upon the backboard of the substation set, although it would afford better protection to the building if it were located on the out- side of the house wall. Frequently a small cavity is excavated in one of the lightning arrester carbon plates, in which a button of easily fusible metal is placed. The heat of a discharge between the plates dead- grounds the line and protects the station from further injury. The spark gap as thus constructed has proved itself efficient to protect apparatus from high potential dis- charge, but, in order not to interfere with the normal operation of the telephone line, the spark gap must present an air space of at least one two-hundredth of an inch, or the normal ringing current will jump the gap and short circuit the line. Consequently the spark gap does not afford protection from currents of less than two hundred or three hundred volts. To prevent injury from sneak currents, the protector must be further equipped with some device which shall open the circuit in case current values exceed a dan- gerous amount. This is usually a fuse or heat coil. The fuse is of the simplest form and is frequently a strip of mica about one inch in length, supplied with copper terminals connected by a bit of fine copper or German silver wire, either stretched straight between the terminals or wound in a helix around the mica. A combined double-pole lightning arrester and fuse is shown in illustration (Fig. 2) facing page 36. As fuses are somewhat uncertain devices, the so- called heat coil is also provided as being more reliable. This consists of a coil of fine wire wound upon a core placed in series with the line, the core consisting of a movable pin that normally is soldered in its place by easily fusible metal. The heat coil is held in a pair of springs in such a manner that the pin is insulated. If an abnormal current enters, the heat developed in the coil is sufficient to melt the solder and allow the pin to fall upon a grounded plate. Further, the device is usually so contrived that the pin may open the portion of the line inside of the building, while it grounds the external conductor. Between the heat, coil and the line it is customary to insert a fuse formed of a lead wire four or five inches in length, inclosed in a fiber tube. When the heat coil operates and grounds the line, it removes the resistance of all apparatus beyond it. Then, usually, sufficient current traverses the line to melt the lead fuse and this opens a gap long enough to break the, circuit completely. Automatic stations. — Among the more recent forms of telephone substation are those known as automatic. These depend upon central offices where the lines are interconnected by devices that dispense with the service of an operator at the switchboard. Views of this apparatus are given in plate facing page 38. Desk and wall sets are shown, and the action of the subscriber is illustrated when setting the signal dial at his station on -the numerals of the desired line, so that the mechanism at the central office will receive the call automatically and select the circuit wanted, as well as call up the subscriber there. CHAPTEE VII. THE WIRE PLANT. Governing conditions. — The wire plant of a telephone system forms the connecting link between the sub- station and the central office. In the construction of the first telephone lines the practice that had been established by the telegraph companies was closely followed. Iron wire, • supported upon wooden poles, as well as small glass insulators, cross arms, pins, and other line accessories of the types that telegraph prac- tice had sanctioned, were used. As in telegraphy, the earth was employed as one side of the telephone circuits. Because of its rapid adoption the telephone soon demanded, particularly in urban districts, so large a number of wires as to cause the pole to become an intolerable nuisance; while the simultaneous de- velopment of other electrical industries — particularly the street railway — that also utilized the earth for completing the circuit, caused grounded lines to become so noisy as to render speech transmission uncommercial and often impossible. From an elec- tro-magnetic standpoint iron wire is objectionable, and its ability to withstand corrosion from atmos- pheric influences is much less than that of copper. Therefore the present tendency is in the direction of abandoning the earth as a return and using a com- plete copper metallic circuit of wires inclosed in cables, either laid in underground conduits in urban centers or supported upon poles in the less densely settled districts, the open-wire line being relegated to short distribution, to sparsely settled rural localities, or to toll and long distance lines, where the greater elec- trostatic capacity of the cable renders its use objec- tionable. Statistics of wire circuits. — In the outlying districts, as shown in Table 3, there were 5,518 miles of wire, or 1.909 miles per telephone, while in continental United States, as shown in Table 4, the total quantity of telephone line wire reported as in use by all systems, including independent rural lines, was 4,900,451 miles, or 2.067 miles per telephone. The commercial sys- tems employed 97.5 per cent of the total mileage; the mutual systems, 1.5 per cent; and the independent rural lines, 1 per cent. Table 5 shows that the com- mercial telephones used 2.147 miles of wire per tele- phone and the mutual systems, 0.794 of a mile. The Bell companies, as shown in Table 6, operated 3,387,- 924 miles, or 69.8 per cent of the total, having 2.572 miles of wire per telephone. The independent com- panies returned 30.2 per cent of the wire mileage, (40) showing 1.465 miles per telephone. The wire mileage of the Bell companies is greater than that shown by the independent companies, because the former con- trol considerably greater mileage of toll lines and because the Bell exchanges of each system are con- nected by trunk lines. It is rare for an independent local exchange or system to have more than one office. Wire mileage by geographic divisions. — The distri- bution of wire mileage by geographic divisions is shown in Table 8 for all systems, in Table 9 for the commercial systems, in Table 11 for the mutual sys- tems, and in Table 38 for the rural lines. The North Central division had the greatest mileage for all sys- tems and for each class of systems. The fact that the mutual lines in this division utilized 81.6 per cent of the total mileage for mutual systems is worthy of note. Wire mileage of rural lines. — Table 38 contains a complete analysis of wire mileage for rural lines. The total length of wire was 259,306 miles, or an average length of about twelve miles per line. The correspond- ing averages for commercial rural and for independent rural lines were about nine and ten miles, respectively. The length of wire per telephone for commercial rural lines was 1.136 miles, and for independent rural, about nine-tenths of a mile. From Table 39, which shows the rank of the five states containing the bulk of the rural lines, it is seen that Illinois had the greatest wire mileage, 47,463 miles, or 0.96 of a mile of wire per telephone. Underground, overhead, and submarine wires. — Table 46 contains the detailed statistics concerning wire mileage and shows data relating to underground lines, aerial lines, and submarine cables. Of the 4,850,486 miles of wire reported, 3,150,444, or 64.9 per cent, con- sisted of wire above ground, and 1,690,502, or 34.9 per cent, of wire underground. The remaining 9,540 miles consisted of wire in submarine cables. There were on the average 231.9 miles of wire in each mile of under- ground cable, making an average of 116 pairs of wires per cable. The largest amount of underground con- struction was in New York state, which reported 2,130 miles of duct, 1,571.7 miles of cable, and 392,973 miles of single wire ; but Pennsylvania had more duct than New York by 1,988.4 miles. In underground wire mileage Pennsylvania was second, with 249,246 miles; Ohio third, with 153,677 miles; and Massa- chusetts fourth, with 148,707 miles. There were eight THE WIRE PLANT. 41 states and territories which did not report any under- ground construction. Of the overhead wire mileage 2,369,914 miles, or 75.2 per cent, consisted of wire on pole or roof lines, and 780,530 miles, or 24.8 per cent, of overhead cable. The total length of overhead cable was 8,104.5 miles, so that the average wire mileage per mile of cable was 96.3 miles, making an average of 48 pairs of wires per cable. In miles of wire in overhead cable Ohio ranked first, with 114,473 miles; New York second, with 82,967 miles; Pennsylvania third, with 73,670 miles; and Illinois fourth, with 71,251 miles. The total wire mileage in submarine cables was 9,540. Of this amount, 3,267 miles, or 34.2 per cent, was reported from New York state; 1,034 miles, or 10.8 per cent, from Michigan ; and 996 miles, or 10.4 per cent, from New Jersey. Miles of wire per system and station. — Tables 29 and 30 show, for states and territories, the average number of miles of wire per system and per station. It appears that for continental United States the com- mercial systems averaged 1,514 miles per system and 2.15 miles per station. The mutual systems showed 71 miles per system and 0.79 of a mile per station. Massachusetts showed the greatest commercial mile- age per system, 25,746, but the station mileage was 2.67. California showed the greatest mutual mileage per system, 154, but its station mileage was third. Texas stood first in mutual station mileage, with 2.91, and Colorado second, with 2.50. ..>■ Kind of poles used. — The pole is the foundation of the open line. In states of the North Atlantic and North Central divisions chestnut is largely used, and in those of the South Atlantic and South Central divisions juniper, cypress, cedar, and sometimes southern pine are employed, although the pine and the cypress rot so rapidly as to make the maintenance of such poles an expensive item. In states of the Western division the various kinds of pine and fir, imported from the North Pacific coast, prevail. The following tabular statement shows the usual size of poles : Table of pole sizes. j CIRCUMFER- CIRCUMFER- ENCE (INCHES). Approx- imate average weight ENCE (INCHES). Approx- Length (Jeet). Length (feet). imate average weight 1 6 feet Cfeet At top. from butt. (pounds). At top. from butt. (pounds). 20 124 24 100 40 22 40 625 20 16 25 130 40 25 43 800 25 12} 24 150 45 0-"> 43 835 25 16 25 200 45 25 46 1,000 25 171 26 250 50 22 46 1,035 25 19 27 350 50 25 50 1,250 25 22 30 350 55 22 50 1,600 25 25 34 375 55 25 54 1,550 30 19 30 275 60 22 54 2,000 30 22 34 350 60 2.5 58 2,000 30 25 37 450 65 22 ' 58 2,700 35 22 37 450 70 22 64 3,400 35 25 40 600 Cross arms are usually made of yellow pine. The following tabular statement shows the accepted dimensions of cross arms: Table of cross arms. PIN SPACING (INCHES). Approx- Length (feet). Number of pins. imate weight Ends. Sides. Centers. (pounds). 3 4 2 4 4 4 28 16 10 14 12 5 4 4 15 22 17 6 4 4 21 22 21 6 6 4 12 16 21 8 6 4 16J 22 28 8 8 4 12 16 28 8i 10 3 10 16 29| 10 8 4 15 22 35 10 10 4 12 16 35 10 12 4 98 16 35 In the top of the pole a series of gains is cut of such size as to receive the squared center of the arm which is bolted to the pole, sometimes by a five-eighth or three-quarter inch machine bolt and sometimes by a lag screw. In this way the arm is supported. To stay each cross arm, two cross arm braces are used. These are of iron, 28 inches long, one and one- fourth inches wide, and one-fourth of an inch thick. Each brace has a hole drilled at either end, one end being secured to the cross arm about ten inches from the center by means of a carriage bolt four and one- half inches long and three-eighths of an inch in diam- eter, and the other being attached to the pole by means of a lag bolt five inches long and one-half of an inch in diameter. The insulator pins, which are usually of locust, are driven into the cross arms, and secured by wire nails. There is said to be an increas- ing tendency toward the use of iron pins, which as a rule are composed of shanks of mild steel or iron, from one-half to five-eighths of an inch in diameter. These pins support threaded wooden plugs cut to re- ceive the insulators, or else the insulators are set upon the ends of the iron pins and secured by plaster of Paris. The so-called pony insulators, made of bottle green glass, are almost universally used for the line wire. Porcelain insulators have been tried, but, as they are more expensive and have proved but slightly more efficient, they have not been used extensively. The line wire is usually secured to the insulator by a tie wire of the same size and material as the line wire. The length of the tie wire varies from 16 to 22 inches, depending on the size of the line wire. Line wire is of hard drawn copper or of iron. Short lines are usually of No. 10 or No. 12 B. & S. wire, while for toll and long distance work No. 8, or occasionally No. 6, wire is employed. It is customary to secure the line to the insulator by placing the wire in the groove of the insulator and wrapping around it a piece of tie wire. Iron wire is usually spliced by the familiar Western Union joint, made by wrapping the ends of the wire for three or TELEPHONES AND TELEGRAPHS. four inches and then twisting them together. Hard- drawn copper wire can not be so treated, because a twisted joint ruptures the hard skin, in the integrity of which lies its strength. The copper wire is spliced by the Mclntire joint. This consists of two parallel copper tubes, of the proper size to fit the wire. The end of one wire is inserted into one tube, and the end of the other wire into the other tube, then the tubes are twisted tightly, making a joint whose strength is nearly equal to that of the wire itself. Transmission over long telephone lines is likely to be affected by the inductive action, either of the neighboring telephone wires or of other electrical circuits. As a preventive, it is customary to so transpose the various wires that they may twist around each other and occupy different positions with reference to neighboring lines. Transpositions are usually made with a special insulator, whereby each line to be transposed is terminated, and then by means of a cross wire changed from one insulator to the other. Telephone cables. — The invention of the so-called paper cable has completely revolutionized the build- ing of telephone lines, by providing a method whereby, at small cost, a large number of conductors can be compressed into a small space and yet preserve requisite insulation without objectionable increase of electrostatic capacity. To make paper cables, soft drawn copper wire of IS, 19, 20, or 22 gauge is insulated by covering it with a double wrap of tissue paper. Each metallic circuit consists of two such wires twisted together in a strand having a lay of from 4 to 6 inches. The proper number of such strands to form the desired cable are then cabled by using one pair for the center and laying up around the central pair layer after layer of circuits, each being cabled in a direction reverse to the other. Finally the whole mass of wire thus arranged is inclosed in a lead pipe, which hermetically seals the conductors in an absolutely moisture-proof sheath. By the spiral arrangement the inductive effects of adjacent circuits are nullified, for, as each pair of wires is twisted with a lay of about six inches, each side of each circuit is mutually transposed twice in every foot, and, as the different layers are spiraled in reverse order with a lay of about twenty-four inches, each circuit as a whole is frequently transposed with reference to all others. In the use of a loose wrap- ping of paper an insulating material is secured, which possesses, so long as it is kept dry, an exceed- ingly high insulation resistance, combined with great lightness and flexibility and low specific inductive capacity. Thus the paper cable secures an almost ideal arrangement for telephonic circuits, but its permanence depends on the integrity of the lead sheath, its only protection from moisture, which would imme- diately ruin all the circuits. Paper cables are made to contain from four or five pairs of wires for distribution to six or seven hundred pairs for main line work. Three varieties, differing chiefly in the size, are in common use. Subscribers' cables are those employed for the shortest lines, where a relatively high conductor resistance and electro- static capacity are of minor importance. Trunk line cables use a larger gauge wire and have a lower capacity, and toll line cables have the least con- ductor resistance and the lowest capacity. From a mechanical standpoint the paper cable has little strength. The lead of the sheath is intrinsically weak and the copper wires, that with their paper wrappings form the core possess little mechanical strength. Hence telephone cables must be carefully supported and not allowed to sustain their own weight over long spans. When cables are to be used upon pole lines, it is customary to run a steel wire rope, termed a messenger wire, from pole to pole, and hang the cable thereto by means of clips. Upon each pole the messenger wire is supported by means of either a special angle iron cross arm, or an iron bracket. As it is impractical to manufacture paper cables of more than from four to five hundred feet in length, frequent splices are necessary. The cable is prepared by stripping the lead about twenty-four inches at each end. A lead sleeve, about eighteen inches long and with a diameter from one inch to one and one-half inches greater than that of the cable, is slipped over the ends. Then the paper wrapping is removed from the wires and over each a paper sleeve is placed; the ends are twisted together and the paper sleeve is slipped over the bare portion. To remove any absorbed moisture the cable joint is boiled in paraffin. Then a wrapping of tape is bound firmly over the generators. The lead sleeve is slipped over the splice, the ends are dressed down, and the sleeve is soldered to the respective sheaths. Telephone cables terminate usually either at a central office or upon an open wire distributing pole. At the end of the cable the conductors must be brought out. There are two devices for accomplishing this, the cable head and the pot head. The former con- sists of a rectangular iron box, having at one end a brass pipe to which the sheath of the cable is soldered and through which the conductors pass to the inside of the head. The sides of the head are provided with binding posts, which project, air tight, through the sides. After each conductor is run to its appropriate binding post and soldered, the head cover is screwed down upon a rubber gasket, sealing the cable. The pot head is the cheaper device. It is made by splic- ing a short handmade cable to the cable in the man- ner already described. To prevent moisture from entering the cable, the sleeve is made somewhat longer, the pot head is set on end and heated to ■:':•:' 3 TELEPHONE CONDUITS NEAR STREET RAILWAY TRACK. GROUP OF 24 DUCTS IN TELEPHONE CONDUIT SHOWING SIANDARD PRACTICE. THE WIRE PLANT. 43 about 300 c F. and the sleeve is filled with melted chatterton or other cable compound, which unites with the rubber covering of the leading out wires. Telephone conduits. — A telephone conduit is a long longitudinal passageway which is built beneath a highway and in which one or more cables may be placed. In the first efforts to build underground lines the simple plan was adopted of burying a cable either directly in the ground or in a trench or box filled with sand. But this means that the cable is inaccessible unless the pavement is lifted, hence such built-in sys- tems were found to be impractical. For the so-called drawing-in systems pipe-like passageways are built in the streets so that they open at intervals of from 200 to 400 feet into vaults or chambers which afford access to the ducts. Thus the conduit and the cable are entirely distinct, and cables may at any time be introduced or removed with no interference to the street surface. Many feet of conduit have been built of wrought iron pipe embedded in concrete, with the idea that the iron pipe would form a convenient receptacle for the cable, and that, if it should rust away, an e*qually useful hole in the concrete would remain. A formid- able objection was the expense of the iron pipe. To cheapen conduit construction some unknown person employed a terra cotta drainpipe, and upon this simple and apparently obvious expedient the whole modern system of terra cotta conduit building is based. Two forms of clay ducts are now in use — the single duct, or hollow brick, and the multiple duct. The single duct is made of pieces of rectangular clay pipe about 18 inches in length and 5 inches in diameter over the flat sides and has a longitudinal hole about 3 inches in diameter. In the street a trench is excavated of sufficient size to accommodate the desired number of ducts. Upon the bottom of this trench a layer of concrete from 3 to 5 inches in thickness furnishes a surface with adequate foundation and a proper grade for drainage and venti- lation. The conduits are built by laying the tiles in brick-wall fashion. Each duct is embedded in a layer of cement mortar, and, in order that the successive ducts may be properly aligned, they are laid on a man- drel, which is a round stick about 5 feet in length placed in each duct and drawn along as fast as a new brick is laid, so that the successive pieces are centered by means of the rods on which they rest. As these hollow bricks are short, the laying requires consider- able labor; moreover, the trade unions have held that the use of a trowel brings the construction of the con- duit within the definition of masonry, and hence they apply to it the wage rate of skilled masons. The so-called cement lined pipe has been extensively used, and many believe that its use is advantageous. The duct material is composed of cement pipe, made by molding cement around a mandrel placed inside a thin iron tube about 5 feet in length, the reason for the use of the iron casing being the protection of the cement while it is hardening. Conduits of cement lined pipe are built as already described, the space between the tubes being filled with mortar, while alignment is secured by providing the successive pieces of duct material with male and female ends. The multiple duct is a recent development. The difference between it and the single hollow brick is that in the multiple duct from two to twelve ducts are combined in one piece, and therefore the labor of handling and laying is reduced. Thus a 16-duct sub- way can be composed of four pieces of 4-duct tile. The duct material is laid upon a concrete bed. Con- secutive pieces are aligned by means of dowel pins, which are inserted into holes in the partitions between the ducts, while joints are formed by wrapping the ends of the successive lengths with burlap coated with asphalt or cement mortar. In order that cables may be introduced into the conduit it is customary to provide chambers which are called manholes or vaults. These must be placed where the conduit makes a marked change in direc- tion, as it is inexpedient to pull cables around corners. As the street corner forms a convenient location for the manhole, these chambers are usually placed from 200 to 400 feet apart. The manhole is made either of brick or of concrete and is provided with one of the many different designs of iron covers now in use, so that the continuity of the street level may be preserved and access to the chamber afforded. In building conduit manholes a concrete bottom from 6 to 8 inches in thickness is usually made at the lowest part of the necessarj- excavation, and in this a sewer trap is placed to serve as an outlet for any sur- face water that may enter. Upon the concrete bot- tom the manhole itself is constructed. When con- crete is employed it is customary to make a collapsible mold, nearly filling the excavation, and to ram the concrete on top of the mold and between it and the surrounding earth, thus making a thick monolithic chamber. The concrete manholes cost about three- fourths as much as the brick manholes, and are con- siderably stronger after the concrete is thoroughly set and much more efficient in resisting the predatory pick of the street paver. CHAPTER Till. CENTRAL OFFICE OR EXCHANGE. Definition of central office. — The Bureau of the Cen- sus employs the terms ' ' public exchange" and "central office" to designate the place where the lasger switch- boards are located for the purpose of interconnecting subscribers' -telephones. , It is the function of the central office to place the subscribers in talking relations with each other and to disconnect their lines when conversation is completed, in readiness for new calls from other persons. All its apparatus and all the energy of its operators must be bent toward performing the necessary functions with the utmost celerity and economy. Many systems have a main exchange and a number of public branch exchanges, or branch central offices; all of those hav- ing switchboards were considered and counted as public switchboards and public centrals. The 10,361 public exchanges shown in Table 46 therefore repre- sent the entire number of offices which were used for the purpose of interconnecting subscribers' substa- tions. The 4,985 independent rural lines from which reports were received did not operate any central office. Telephone stoitchboards. — The switchboard is the chief and most important feature of the central office, because the success of the system as a whole depends upon its proper operation. For continental United States the total number of switchboards of all kinds was 10,896. This exceeds the number of public exchanges by 535. This differ- ence is due partly to the fact that toll boards and local boards were returned separately for the exchanges in which there were separate installations for these two forms of service. In general, switchboards may be classed as manual or automatic. An automatic switchboard is one that does not de- pend upon the service of an operator, but is worked by the subscriber himself from his substation. Auto- matic switchboard substations are provided with some form of mechanism which the subscriber sets to the number of the correspondent whom he desires. This mechanism then transmits to the central office a series of electrical impulses, that actuate an electro- magnetic mechanism in the switchboard, usually upon the step by step plan, whereby the subscriber's line is automatically connected to that of the desired (44) correspondent. While the problem of the automatic exchange has been under process of solution for a number of years, there were only 54 switchboards of this type in practical operation in 1902, which shows that they were then comparatively unimportant, although the number appears to be increasing very rapidly. The manual switchboard is so called because con- nections between subscribers are made manually by operators, who connect the lines of different subscribers by means of plugs joined by flexible conductors, all connections being made in accordance with the oral instructions of the calling subscribers. According to Table 5, there were 10,842 manual boards, which were divided into common battery and magneto boards. Common battery boards may be defined as those that use a central office battery to supply the energy for the transmitters and for signaling to all of the sub- stations attached. Magneto boards are those that serve systems in which each substation has a local battery to energize its transmitter, and uses a magneto generator to signal the central office. There were 837 common battery boards, or 7.7 per cent of the total number of switchboards, while the magneto boards aggregated 10,005, or 91.8 per cent; but the common battery boards, notwithstanding they were numerically much fewer than the magneto, are of greater impor- tance. Common battery boards are used almost entirely in the larger cities, and hence are utilized by the bulk of the subscribers in the United States. Statistics of switchboard equipment. — Tables 3, 5, and 6 contain statistics as to switchboard equipment. In the outlying districts there was a total of 14 boards, of which 12 were magneto and 2 were common battery. These systems had an average of 207 telephones per switchboard. For continental United States the number of switchboards reported as belonging to commercial systems was 9,954, or 91.4 per cent of the total number, while the mutual systems had 942 boards, or S.6 per cent. All the private branch exchange boards, 7,8X3, were reported for the com- mercial systems. When a comparison is made regarding the switch- board equipment of the Bell and the independent companies, as given in Table 6, it is seen that the Bell boards numbered 3,820, and formed only 35.1 per CENTRAL AUTOMATIC EXCHANGE, GRAND RAPIDS, MICHIGAN, 6,000 LINE FULL AUTOMATIC. MAIN EXCHANGE PITTSBURG, PENNSYLVANIA, BEFORE OCCUPANCY BY OPERATORS. CENTRAL OFFICE OR EXCHANGE. 45 cent of the total number of boards; but there were 345 telephones per switchboard for the Bell com- panies, while the average for boards of independent companies was 141. The Bell system showed 7,266 private branch exchange boards, or 92.2 per cent, out of the total of 7,883, while on the independent lines there were only 617 such exchanges. In the Bell exchanges there were 356 common battery boards, or 9.3 per cent of the switchboard equipment of those exchanges. The independent common battery boards numbered 481, being 6.8 per cent of the total equip- ment of 7,076. Of the 54 automatic boards, the Bell companies operated only 1. Geographic distribution of exchanges and switch- boards. — Tables 8, 9, and 11 show the distribution of exchanges and switchboards by main geographic divisions. The North Central had the most exchanges, 5,212 for all systems — 4,442 for the commercial and 770 for the mutual. The switchboards for this divi- sion were slightly in excess of the exchanges, num- bering 5,500 for all systems — 4,730 for the commercial and 770 for the mutual. Tables 46 and 47 give a detailed analysis, by states and territories, of the physical equipment of the 10,361 public exchanges. In Tables 29 and 30 there is an analysis for states and territories, showing the average number of sta- tions per switchboard for the commercial and mutual systems. As shown in Table 47, the greatest number of com- mon battery or central energy switchboards were in use in Pennsylvania, for which state 118, or 14.1 per cent of all boards of this class, were reported. The largest number of automatic switchboards was re- turned from Kansas, where 16, or 29.6 per cent of all automatic boards, were in use. Table 40 shows, by states and territories, the distri- bution of the exchanges of the Bell and the independ- ent companies. Table 40. -Number of public exchanges, Bell and independent sys- ttms, by states and territories : 1902. STATE OR TERRITORY. United States . Alabama Arizona Arkansas California Colorado Connecticut Delaware District of Columbia Florida.., Georgia Idaho Illinois Indian Territory Indiana Iowa '-- Kansas Kentucky Louisiana Maine Maryland Total. 10,361 30 123 376 90 44 21 5 38 113 33 912 50 021 710 259 203 00 112 3, 753 31 12 19 302 Inde- pendent. us 18 104 14 10 40 4 5 16 5 8 30 33 80 28 5 177 735 50 r.:)o 642 236 107 15 32 04 Table 40. — Number of public exchanges, BeU and independent sys- tems, by states and territories: 1902 — Continued. STATE OR TERRITORY. Massachusetts. Michigan Minnesota Mississippi. . . . Missouri Montana Nebraska Nevada. New Hampshire . New Jersey New Mexico New York North Carolina. North Dakota.. Ohio 233 .511 210 95 482 32 220 11 87 240 12 713 125 Bell. 221 185 23 64 41 19 77 2 408 7 4 158 Inde- pendent. Oklahoma Oregon Pennsylvania. . . Rhode Island . . . South Carolina. South Dakota.. Tennessee Texas Utah Vermont Virginia Washington. .. West Virginia. Wisconsin Wyoming 52 4 118 99 363 772 20 18 82 15 103 9 158 95 334 118 22 22 103 39 139 14 140 135 180 27 342 88 14 13 12 320 223 31 441 13 143 3 12 71 10 305 118 45 48 19 409 2 67 94 63 210 125 5 153 254 1 Indian Territory was the only civil division that had no Bell exchange and the District of Columbia and Utah were the only ones not represented among the independent exchanges. The largest number of the Bell exchanges, 408, was reported for New York state. The greatest number of exchanges of independent companies was shown for Illinois, which had 735 such exchanges. Capacity of exchange and switchboard. — The total capacity of the switchboards was 2,447,403 lines, or an average of 225 for each board, as compared with an average of 200 subscribers, 212 telephones, and 445 miles of wire. The capacity of the switchboard is generally in excess of the actual demands of the service, but there is no essential relation between the capacity and the number of subscribers or telephones. There are many party lines and private branch exchanges having but one connection with the central switchboard, and in some sections of the country there are extensive toll lines operated without switchboards. On the other hand, in some states provision is made for accommodating independent farmer or rural lines, and the statistics for the stations of such lines are not included in the reports of the system to which they are connected. Miscellaneous central office equipment. — The magneto office, rarely containing more than a few hundred sub- scribers, has little equipment beyond the distributing board, the switchboard with its primary cells for work- ing the operators' transmitters, a ringing generator, and sometimes a prime mover to drive the generator and thus save labor on the part of the operators; but 46 TELEPHONES AND TELEGRAPHS. the modern common battery office of large size must contain a complicated and elaborate equipment con- sisting of a storage battery for supplying, it may be, many thousands of transmitters, a charging dynamo plant to replenish constantly the storage batteries, the necessary prime movers to actuate the dynamos, and a power switchboard, which for complexity some- times rivals that of an electric light station, to handle the multiplicity of circuits that are needed for charging and operating the storage batteries. Moreover, proper relays and other racks are necessary to hold the auxiliary apparatus required by the common battery .circuit. Table 47 shows, by states and territories, the statis- tics relating to the equipment of the central offices. This table indicates that there was a total of 110,648 primary cells and 19,001 storage cells in use. Numer- ically the primary cells were much more important than the storage cells, since they corresponded to a larger number of magneto switchboards, but rated by the output of energy the storage cells far exceeded them. There were 196 engines, aggregating 2,750.5 horsepower, and 1,359 dynamos, aggregating 5,459.1 horsepower. The electric motors numbered 1,414, developing 4,209.8 horsepower. The greatest number of common battery boards which would utilize such power resources were found in Pennsylvania, where they numbered 118, while Ohio followed with 108. California, Mississippi, Nevada, New Mexico, Oregon, and Washington showed no common battery boards, but there was no state or territory that did not possess some magneto outfits. The largest number of boards, 861, was in Illinois, and the least, 11, in Nevada and New Mexico. Method of central office connection. — The subscribers' circuits run either upon poles or in conduits to the cen- tral office and terminate there in a switchboard in a contrivance called a jack. Each jack consists of a set of springs to which the line wires are attached. These springs are supported on a strip of rubber hollowed out to receive and protect them. In front of each set a hole is drilled, the object of which is to guide a brass plug of proper shape to fit into the springs and cause it to make contact with them. By means of such a plug and the proper conductor attached thereto any subscriber's line may be extended outside of the jack. In addition to the jack each subscriber's line is pro- vided with a signal, whereby he can attract the atten- tion of the operator. In magneto switchboards this signal is called a drop, and consists of an electro- magnet provided with a shutter normally held vertically by a catch attached to the armature. When the sub- scriber turns the crank of his magneto, the current over the line to the switchboard excites the drop, lifts the catch, and allows the shutter to fall, exposing the number. The jacks and drops are often associated in a single strip, so arranged that when the plug is inserted in the jack, it automatically restores'the shutter to its first position. If the drop be permanently connected to the line, its presence impairs transmission, so that the springs of the jack are arranged in such a manner that the entrance of the plug cuts out the drop. The plug consists of a slender brass rod about three-sixteenths of an inch in diameter inserted in an insulating handle. The flexible cord is composed of a pair of stranded conductors carefully insulated from each other. The ends are inserted into the hollow handle of the plug and connected to its metallic parts. In addition there are three key switches, or three way switches. By means of one switch the operator can connect the telephone she wears upon her ear with the cord, and so receive the subscribers' orders. By the other switches the operator can ring the subscribers' bells. A common form of switchboard key consists of a brass plate forming an escutcheon, which supports the key upon the shelf. Underneath there is an L-shaped piece of brass, to which are secured sets of springs that are attached to the line wires. The escutcheon plate carries a cam provided with a suitable handle and furnished with a rubber roller, which, when the handle is rotating, impinges upon the springs in such a manner as to lift one set of springs from the con- tacts which they normally make and moves them in such a manner as to make a new pair of contacts. This is a ringing key, which, when the operator releases the handle, springs back to its normal position and cuts off the ringing current. There is also a combined ringing and listening key arranged to ring when the handle is operated toward the right, and to switch the operator's telephone set onto the line when the handle is pressed toward the left. This key is automatic when used for ringing, but re- mains set when in the listening position. That the subscriber may notify the operator when conver- sation has been completed, a clearing-out signal, a high resistance drop, is bridged across the cord circuit. The essential features of the switchboard are the sub- scriber's terminal (jack and drop) and the cord circuit. The complete switchboard. — A complete switchboard is formed by assembling as many sets of the apparatus described as may be necessary for the exchange. These are placed in a cabinet, shaped essentially as in Fig. 1 on plate facing page 46, and containing a vertical panel, in the upper part of which drops are placed. The lower section of the panel contains the jacks. Next comes the cord shelf with its cords and keys, the whole cabinet being so arranged that the shelf is of conven- ient height for the operator when in a sitting position with the drops and jacks arranged in front of her in such a manner as to be within the easiest possible reach. This illustration further shows the method of connecting lines by inserting a pair of plugs and cords into the jacks. The cords pass through holes cut in the shelf and are furnished with pulley weights whose FIG. 1.— SMALL MAGNETO SWITCHBOARD. FIG. 2.— REAR VIEW OF MAGNETO SWITCHBOARD EARLY TELEPHONE EXCHANGE IN NEW YORK CITY. CENTRAL OFFICE OR EXCHANGE. 47 function is to draw the cord back to its place as soon as the operator has removed it from the jack and thus keep the cord shelf free. A rear view, showing the apparatus contained, is given in Fig. 2 on plate facing page 46. An operator can usually attend to about one hundred lines, and magneto boards are as a rule built in sec- tions accommodating this number. As the number of subscribers increases, succeeding sections may be set up in proximity to each other, and, so long as the exchange is limited to three operators, each can reach the jacks of all subscribers, and hence can connect with all. When more than three operators are needed, it is impracticable for each operator to reach all the jacks. There are two solutions : One, the so-called trans- fer system, in which, if a subscriber calls for a party whose jack is out of the operator's reaoh, she may transfer the call to some other operator before whom the jack of the desired subscriber appears, by means of a local trunk line extending from her position to that of the other operator. The other method is known as the multiple switchboard. This involves equipping each subscriber's line with more than one jack, a sufficient number being provided so that a jack upon every line may be placed within the reach of every operator. As the operators are usually grouped in threes, this method requires at least one jack upon every line for every three operators. Then to complete a connection it is only necessary for the operator to find the jack of the subscriber to be called, insert the plug, and ring. There is a limit to this system, for, notwithstanding the expenditure of a vast amount of ingenuity, it has been found impracticable to make each of the jacks occupy less than one-fourth of an inch square, or even three-sixteenths, and, as the space available in front of the operator is limited by the length of her arms, it is impracticable to place more than 12,000 jacks in front of any three operators. A large mul- tiple switchboard is presented in the illustration facing page 44. Lamp signal switchboards. — As a signal the visual drop is found inefficient, because the operator often fails to notice the falling shutter, and also undesirable, because it occupies much space. It has now largely been replaced by the lamp signal, which consists of a miniature incandescent lamp, comprising a glass tube about one-fourth of an inch in diameter, shod with a wooden plug, carrying two brass strips that form the terminals. To hold the lamps in the switchboard, they are placed in a bank of jacks, resembling the subscribers' jacks, except that each lamp is furnished with a brass cap, upon which the number may be painted. The subscriber's line is furnished with a relay. The armature carries a platinum contact inserted in the circuit of the lamp. When the sub- scriber removes the receiver from the hook switch, current from the central office battery flows over the line, excites the relay, closes the lamp contact, and illuminates the lamp. The relays are mounted upon strips supported by a proper rack. As subscribers signal involuntarily by the removal of the receiver, and as the signals are operated by relays, the modern switchboard is variously called a common battery board, an automatic signal board, a lamp switchboard, a relay board, or a central energy board. Lamp sig- nals are found equally efficacious as disconnect signals. For this purpose two lamps are used, one associated with each plug and placed in the cord shelf directly in line with the plugs. The circuit is such that each subscriber controls the lamp attached to the plug inserted in his jack. Hence each subscriber can always secure the attention of the operator. The distributing board. — Before the subscribers' lines reach the switchboard it is customary to carry them through the distributing board or distributing frame. This is an iron framework, upon one side of which the subscribers' lines are terminated, and fur- nished with lightning protectors similar to those used at the substations. On the other side of the distrib- uting board the switchboard cables end. The ter- minals on both sides of the distributing board are permanent, and the short connections between the sides are in the nature of temporary wires called jumpers. The object of this piece of apparatus is to provide for removals, and also to permit of equalizing the distribution of the " load" or work. A subscriber may change his location and yet desire to retain his telephone number. If the distributing board did not exist, it would be necessary to tear the switchboard cabling to pieces in order to run a new line to the old j ack ; but by means of the distributing frame a simple change with a jumper, which can be made in a few moments, suffices. The common battery equipment. — Of all the apparatus of the common battery offices the storage battery is the. most vital, for upon its integrity and contimiitj- of service depends the success of every telephone in the entire exchange. The majority of common battery installations are operated at a potential of 24 volts, requiring a battery of 12 cells. In some cases a poten- tial of 20 volts is used, and in a few others 36 or 40 volts. In some instances a duplicate battery is pro- vided, while in others the office is so designed that the batteries may be charged concurrently without inter- rupting the regular services which they supply to the exchange. Usually the batteries are installed in a sep- arate room, which is supplied with a concrete floor to avoid injury by acid and has an appropriate ventilating apparatus to dispose of the sulphuric acid fumes gen- erated. The charging apparatus is of two classes. Where a commercial circuit is available, an electric motor is used to drive a dynamo which supplies the proper quantity and voltage of current to charge the storage batteries. In case no commercial circuit is available, some other prime mover — sometimes a steam engine, but more frequently a gas engine — is used tc 48 TELEPHONES AND TELEGRAPHS. drive the dynamo. In addition, large offices must be supplied with power-driven ringing machines. Common battery switchboard circuits. — The circuits employed in common battery switchboards are much more complex than those used in magneto installa- tions. From time to time a great variety of such circuits have been produced, to describe which would require reference to numerous diagrams and would transcend both the space and the scope of the Census investigation into telephony. There are, however, certain basic functions which every such circuit must perform and which may be briefly indicated as ger- mane to the general subject. Every common battery circuit aims to secure six results: First. To make the calling and disconnect signals automatic and dependent solely on the position of the receiver at the substation; that is to say, the removal of the receiver transmits the calling signal, and its replacement the disconnect signal. As, without sensible error, it may be stated that common battery circuits are entirely metallic, the substation is so arranged that when the receiver is on the switch hook the circuit is open to the battery current, usually by means of a condenser, sometimes by arranging the calling circuit so that the exchange rings the sub- scriber overground; by this means, so long as the receiver is on the switch hook the subscriber may be called by means of an alternating generator cur- rent, but no battery current can flow. Second. The provision at the central office of a common supply of electricity for all substation trans- mitters. This is usually accomplished by installing a single large storage battery. Some circuits, how- ever, use two batteries so arranged that one becomes common to all calling subscribers and the other to all called subscribers. Third. Such an arrangement of apparatus at the battery as shall cause each subscriber's line to be supplied with its proper quantity of current for talking, irrespective of differing resistances in the lines which may be coupled together; and further, such an arrangement of apparatus as will prevent the common battery from shunting or short circuiting telephone conversation. This is usually accomplished either by introducing a repeating coil between the coupled lines, or by joining the lines by means of a condenser and interposing between the battery and each cord conductor an impedance coil. Fourth. Such an arrangement of signaling appa- ratus as provides a calling signal that is automatically removed by the insertion of the answering plug. This is accomplished either by the use of a cut-off relay that is actuated by the insertion of this plug, or else the plug shunts the line relay, or in some cases the use of jacks with multiple springs so arranged that the insertion of the plug opens the calling signal circuit. Fifth. The provision of appropriate disconnect sig- nals so arranged as to be inconspicuous during con- versation, but becoming visible at the termination thereof. In some circuits this is accomplished by a relay which shunts the disconnect signal so long as the receiver is off the hook; in others, a relay makes a positive contact completing the disconnect signal circuit when the replacement of the receiver opens the subscriber's line. Sixth. The provision of some method whereby a test shall be provided for all busy lines. This is accomplished in some circuits by means of a third wire which puts the battery upon the rings of all the jacks; in others, by a special relay, which when excited by^he closure of the subscriber's line similarly charges the jack rings; and in others by such a com- bination of battery circuits as grounds the jack rings when the line is idle and insulates them and connects them with the battery when the lines are in use. ' To a skilled electrician it is evident that combinations for producing these results are numberless, and hence new ones are constantly arising. Toll line switchboards. — A toll line switchboard does not differ materially from the local switchboards described, excepting so far as it may be necessary to adapt it particularly to the transaction of long dis- tance work. The general course of toll business in important exchanges is somewhat as follows : For out- going toll calls, a subscriber signals the operator in the usual manner; when the operator replies, the subscriber calls for the toll board, and the operator connects him with a so-called recording operator, who takes his order and makes a ticket memorandum of his name and number and the city and address of the party he desires to reach. The recording operator tells the calling subscriber that he will be called as soon as the party can be secured. The recording op- erator then passes the ticket to the proper toll line operator, who secures a toll line to the town specified and calls the party to the telephone. The toll line operator, by a trunk line, connects the toll line to a special operator at the switchboard, to whom the handling of toll work is delegated. This operator calls the original subscriber and connects him to the trunk line extending to the toll board. An incoming toll call is simpler, as it is unnecessary to make a ticket. When an incoming call reaches the toll operator, she connects herself, by means of an order wire, with the special toll operator at the local board and instructs this toll operator to obtain the desired subscriber and to connect him by a trunk line with the waiting toll party. CHAPTER IX. EMPLOYEES, SALARIES, AND WAGES. General statistics. — The rapid growth of the tele- phone industry between the years 1880 and 1902 is nowhere better exemplified than in the increase in the number of employees connected with it, although, as a matter of fact, the number per exchange in 1902 would indicate a falling off in the ratio for each plant. In 1880 the number of employees was returned as 3,338, whereas in 1902 the number of salaried officials, clerks, etc., and wage-earners was 78,752, or almost twenty-four times as great. But while at the begin- ning of real development, in 1880, the number of em- ployees per exchange was about ten, it had fallen in 1902 to between seven and eight, due to the great improvement in apparatus. These conditions were due undoubtedly to the springing up of independent systems during recent years, calling into existence a large number of small exchanges in places of minor population. In view of the rapid rate at which the industry is still developing, it might be assumed that as the exchanges grow in number of subscribers and conversations they will need more operators, restoring the old ratio and going beyond it, especially as the multiple switchboards have apparently reached the limit to which connecting devices can be concentrated in front of any one operator or group of operators. Offsetting this, however, is the recent development of the automatic exchanges, some'of which are planned on a scale of great magnitude, and tend to minimize the use of human hands and eyes in establishing connection and furnishing service. While women have found a limited employment in telegraphy, the art in this country has remained prac- tically in the hands of men. On the other hand, te- lephony, with its simpler, narrower range of work to be performed at the central office, has provided op- portunity for a large number of young girls at a low rate of pay, comparing in this respect with the factory system. The duties performed in a telephone ex- change are, however, much more varied than those connected with watching mere machinery, as behind each telephone instrument lies the varying personality of the subscribers, and in addition to this the large ex- changes, by their short hours and agreeable surround- ings, have made the employment inviting to many young women of education whom the wages would not otherwise attract. Moreover, opportunities of pre- ferment are offered not only in the exchange, but outside, owing to the evolution during late years of the private branch exchange, which serves as a means of intercommunication in large offices and other places, while connecting also with the exterior public through a miniature multiple switchboard. Positions in these private exchanges at advanced wages have become so numerous that in New York city at the time of this report there were more operators thus employed than were to be found in all the great exchanges of the local telephone company. These private exchange operators are not brought to account in the present statistics, because they are not carried on the pay rolls of the telephone exchange systems from which they might be said to graduate. But they are obviously a part of the great army of telephone employees, en- abling the art to be carried on, and in any statistics of operation they would naturally and properly be enu- merated as telephone employees. It might be inci- dentally noted that in a similar manner the private telegraph operators, a numerous body, were not in- cluded in Table 1 of Part II, and that in some instances a male operator will be found serving both at the key and at the telephone switchboard. All such private exchange switchboards are, however, attended to by the inspectors, linemen, troublemen, etc., enumerated in Table 45, the upkeep of such boards being a small part of the annual contract between the subscriber and the local telephone company. Statistics of employees and wages for all systems. — Table 45 presents, by states and territories, detailed statistics of employees and wages for all systems. The aim of the inquiry concerning the number of wage-earners was to ascertain the number required, under normal conditions, to carry on the work of the different systems, including all branches of the service. Accordingly the average number employed during the entire year was called for, but a number of the com- mercial companies reported that some wage-earners were engaged for only a portion of the time each day. The average number reported for all commercial and mutual systems, including the salaried officials, super- intendents, clerks, operators, and wage-earners re- quired on the line, and other equipment, was 78,752. Practically all of these were employed by the com- mercial companies, as shown also in Table 9. A large number of the mutual companies reported that the service was not sufficient to give constant (49) 50 TELEPHONES AND TELEGRAPHS. employment to anyone, practically all of the repair work being done by the patrons. Of the total number, 14,124, or 17.9 per cent, were salaried officials, general superintendents, and clerks, and 64,628, or 82. 1 per cent, were wage-earners. The salaries and wages paid during the entire year amounted to $36,2,55,621, of which the salaries formed $9,885,886, or 27.3 per cent, and the wages, $26,369,735, or 72.7 per cent. In many instances one employee — reported some- times as an exchange manager, sometimes as a line- man — was engaged at a specified annual compensation to care for an entire exchange, keep the line in repair, and perform all duties incident to its operation. In such cases no operators were reported, as members of the family of the employee attended to the switch- board. This practice was followed in many mutual systems, and was in use also in some small commercial companies. In the smaller systems the same em- ployee performed the duties of a foreman, inspector, lineman, wireman, batteryman, and troubleman — in fact, attended to the entire plant; therefore the segre- gation of employees by classes presented in Table 45 can not be accepted as showing the exact average number required for each class. It should also be noted that of the operators no fewer than 37,333 were women and only 2,525 were men, the former receiving ,$10,035,432 in wages and the latter $729,666. It is evident, therefore, that these women operators in the exchanges constituted more than half the total average number of wage-earners in the whole industry. The moderate rate of their pay can be inferred from the total sum credited to them as wages. A slight difference as to income is shown in favor of men operators, but this might well be due to the fact that in many exchanges the night work, justifying a higher rate, is performed by the men. Statistics for principal states. — A study of the sta- tistics by states and territories shows that the number of employees and their salaries and wages follow in due proportion the figures as to income and expenses and also throws light on the size of the exchange systems. Thus the 4,151 systems reporting had 14,124 salaried officials, clerks, etc., and 64,628 wage-earners, an average of 3.4 and 15.6, respectively. From these averages there were wide variations. Thus Massa- chusetts, with 10 systems, reported 1,155 officials, or an average of 115.5, and 3,524 wage-earners, or an average of 352.4. In Iowa, however, the 411 systems had only 341 salaried officials, clerks, etc., and 1,909 wage-earners, revealing the presence of a number of very small systems in which the operator would suffice for most executive functions. New York state had the largest telephone force, namely, 2,318 salaried officials, clerks, etc., and 7,765 wage-earners, attached to 267 systems, or, respectively, about 9 and 29 per system. Next came Pennsylvania, with 1,475 and 6,682, closely followed by Illinois, with 1,415 and 6,066. While Pennsylvania had only 97 sys- tems, Illinois had no fewer than 381, and thus showed much less concentration of executive duties. Ohio, with 285 systems, had 809 salaried officials, clerks, etc., and 5,469 wage-earners, showing that much still re- mained to be done with regard to unification or cen- tralization of management. The same is true of Indiana, with 366 systems, 476 salaried officials, clerks, etc., and 2,860 wage-earners. Such figures as those for Iowa, Ohio, and Indiana, centers of the independent movement, bring out clearly the extent to which exchanges still stood sepa- rate and alone, and this condition is brought out even more clearly by reference to Table 6, which sum- marizes the statistics of the Bell and the independent systems. For the vast Bell network there were only 44 systems, with 10,341 salaried officials, clerks, etc., and 46,064 wage-earners, or 235 and 1,047, respec- tively, per system. As compared with this, the 4,107 independent systems had 3,783 salaried officials, clerks, etc., and 18,564 wage-earners, or an average per system of less than 1 official and 4.5 wage- earners. Statistics of commercial systems. — The 3,157 com- mercial systems reported the great majority of salaried officials, clerks, etc., and wage-earners, employing of the former class, as shown in Table 9, no fewer than 13,958 out of the 14,124 and of the latter 63,630 out of a total of 64,628. To these employees 19,871,596 was paid in salaries and $26,206,065 in wages. The distri- bution of these numbers and amounts followed so closely that for all systems as to need no farther analysis or discussion. Statistics of mutual systems. — There were reported 994 mutual systems. Such systems are not, in prin- ciple, operated for revenue, and as a general thing require very few paid officials or wage-earners of any kind. It appears, however, that in 1902 the 994 sys- tems enumerated had 166 salaried officials, clerks, etc., drawing $14,290 in salaries, and 998 wage-earners, receiving $16.3,670. In only 30 states and territories were the figures large enough to be tabulated sepa- rately, and over half of the systems were reported from 4 states— Iowa, with 170; Illinois, with 138; Indiana, with 105; and Missouri, with 90. These 4 states had 92 of the salaried officials, clerks, etc., and 648 of the wage- earners. The largest number of wage-earners in any state (184) was in Iowa, but that state had only 9 of the salaried officials, clerks, etc. The welfare of telephone operators. — For many years it has been recognized that operators' work in tele- phone exchanges attracts a superior class of women. It has been demonstrated beyond all doubt that the work of operating is better handled by women than by EMPLOYEES, SALARIES, AND WAGES. 51 men or boys and that trained and well-bred women operators perform the most satisfactory service. This has resulted in gathering into the exchanges throughout the country young women above the aver- age in ability and ambition. From an early day the telephone companies in the United States have been alive to the importance of securing and retaining this quality of labor, and have appreciated the desirability of providing something more than the required salaries in the way of generally looking out for the welfare of their operators. As long as twenty years ago it was generally the practice in exchanges in large cities to provide com- fortable rest and retiring rooms, and some portions of a luncheon, properly supervised by a matron in charge. Latterly, in many exchanges, the companies have undertaken to furnish the entire lunch and to sell it at cost to the operators, while in at least two of the larger cities the companies have for several years been furnishing the lunch entirely at their own cost. The effect on a large working force of providing ample cloak- room facilities, with well-ventilated lockers, good rest and reading rooms, and a hearty meal has been apparent in the better health of the operators employed. Some three or four years ago, and continuing since, in one large local system an effort was made to go some- what beyond these matters of physical comfort and to endeavor to secure the interest of the operators throughout the force, not only in their work in hand, but in some one or more matters of interest outside of the actual work they perform for the company. In this exchange a lecturer was at one time employed to deliver addresses on accuracy and on the general development of accurate methods. This was followed by furnishing scrapbooks, in addition to the other reading matter regularly furnished, containing material having a special bearing on accuracy and general improvement. Then opportunity was given in each exchange for operators to make up scrapbooks them- selves, and upon a competitive basis the best two were to receive appropriate prizes. The books thus compiled were of unusual interest and indicated no inconsiderable talent throughout the force. When the prizes, which were money, were awarded, it was determined by a vote of the operators of the respective exchanges that the sums be invested in books and that libraries be established. The company responded by furnishing accommodations for libraries, and by an offer not only thus to provide for the two exchanges in question but to duplicate in other exchanges any amounts which might be subscribed for library pur- poses. The result has been to establish excellent circu- lating libraries in eleven of the fourteen city exchanges, so arranged that each of the three remaining exchanges is a branch of the public library in the city, where books are regularly delivered. In a number of exchanges reading clubs have been established. In others, where opportunity offers, each year a garden is established and maintained and interest is shown by the operators in assisting to plant and care not only for the flower garden but in one or two instances for vegetable gardens, the crops of which are enjoyed throughout the summer season. In one local system a scheme of rating has been estab- lished, based upon a number of service tests which are made each month, and from which is determined the relative standing of each of the fourteen offices. Each month those ranking first and second in the list are given prizes, usually in the form of pictures, each of which is duly inscribed as a prize for the work, and at the same time some book or pamphlet giving informa- tion concerning the painting or artist is distributed. In one exchange support has been given to a women's athletic club in the neighborhood, and classes for even- ing instruction in the gymnasium have been joined by a considerable number of the operators. Recently a plan has been carried out whereby the force of operators is recruited by the efforts of those already in the company's employ, and a premium in money is given for each applicant recommended who remains in the operating training school a period of two weeks. An additional sum is paid when the applicant has graduated and has remained on the oper- ating force for a period of three months. The general desire has been to give to the operator who may be so inclined an opportunity to join in the work of self- betterment and to think and work along the lines fol- lowed by operators who may be about her. The results seem to show that such a community of interest may be established and maintained with desirable results. In the training schools for operators applicants are examined with care to determine whether they are likely to develop the high standard of efficiency required throughout the force, part of the examination being made by a qualified physician. To an intelligent person there are few branches of work that are of more continued interest than tele- phone operating. The handling of each call presents something new in itself. It may almost be said that no two operations are exactly alike, and the guiding hand that makes possible the thousands or even mil- lions of combinations of lines has a most interesting task to perform. This continual feature of interest relieves the work from all drudgery and attracts to it a high grade of intelligence. Welfare work among such a class of employees, therefore, is not only a grateful task but one that is appreciated to an unusual extent. CHAPTEE X. DEVELOPMENT OF THE MESSAGE RATE PLAN IN NEW YORK CITY. 1 Although Alexander Graham Bell's invention, the speaking telephone, was introduced to the world at the Centennial Exhibition in Philadelphia in 1876, it was not until 1878 that a telephone exchange was established and opened to the public for general serv- ice. It has been well said by one identified closely from the very beginning with the remarkable develop- ment of the telephone in all its varied applications and uses that "while it is the telephone that has made the telephone exchange possible, it is the exchange that has made the telephone indispensable." To gain a true idea of what is meant by telephone service in a great city, it should be borne in mind that such service involves the use of a complex physical plant made up of numerous and expensive parts dis- tributed over a wide area, and the performance of labor by an army of people, each highly skilled in some particular branch of the work. From time to time radical changes in conditions have taken place, and these have controlled the evolu- tion of the rate plan. In considering the rates in force at any given time the then existing conditions must be clearly borne in mind. In the early days it was the custom to charge a fixed annual rental per telephone, regardless of the amount of service to be rendered the subscriber; that is, regardless of the additional labor and of the additional plant which might be required in other parts of the system, growing out of the increasing use which the subscriber might make of his telephone. This method of charging is now known as the "flat rate" system. That it should have been adopted by the pioneers in the telephone industry is not surprising, for during the first stages of development the telephone exchange served but a small number of subscribers in a restricted area, the vast and complicated and expensive provi- sion of lines and equipment which are to-day necessary to handle the traffic of a great city was not then required, and within reasonable limits there was sub- stantial uniformity in the use of the service by the various subscribers. Even to-day, where the tele- phone exchange consists of one central office and where the stations to be served are numbered by hundreds rather than thousands, the flat rate method of charging is found to apply with few exceptions. To 'Prepared from data supplied by Mr. V, N. Bethell, vice pres (52) meet the conditions surrounding the operation of the first telephone exchange in great cities, the flat rate may be said to have been reasonable and best calcu- lated to develop the industry. Early service and rates. — For several years following 1878, when the work of conducting a telephone ex- change as a commercial undertaking was begun in New York city, the telephone exchange system was confined to the lower end of Manhattan Island. The area actually covered was small. The limited num- ber of correspondents which it was possible for one to reach restricted the use of the telephone, and, more- over, measured by later standards, the service was slow and performed cheaply. At the beginning, and for some sixteen years after, the flat rate system was the only method of charging for the service, but the rates were not wholly without classification. Lower rates were available at resi- dences than at business places; the charge was higher to a subscriber who required the exclusive use of the wire which connected his telephone to the central office than to one who shared the use of the wire with one or more other subscribers; subscribers re- mote from the central office paid extra charges, vary- ing with the length of wire required, and when a double wire, or "metallic circuit," was required, an additional charge was imposed. Thus there was a scale of graduated charges, varying with the char- acter of the facilities provided, the length of line required, and the amount of service rendered, so far as that was determined, so to speak, by the poten- tiality of the telephone; that is, whether it was at a residence or a place of business. With an expanding area over which exchange tele- phone service must be rendered, and a consequent increase in the average length of line, affecting both investment and working expense, and with an increas- ing volume of traffic per station, due to the constantly enlarging potentiality of each telephone through the addition of new subscribers, the costs per telephone were found to increase. In consequence the rate for a business telephone on a direct or individual line, which at the outset was $60 per year, was advanced until it reached $150 per year. The residence rate was two-thirds of the business rate, and a discount dent and general manager of the New York Telephone Company. MESSAGE RATE PLAN IN NEW YORK CITY. 53 of 25 per cent was allowed to the subscriber having telephones at both his place of business and his residence. Metallic circuit introduced. — In 1887 the New York Telephone Company, or more properly the Metro- politan Telephone and Telegraph Company, the com- pany then operating the system in New York city, began to introduce the "metallic circuit" system. This marked an epoch in the development of the telephone in America. Prior to this time, and fol- lowing the practice of the telegraph companies, the telephone line, whether extending between two tele- phone offices or from the telephone office to the sub- scriber's station, consisted of one wire which, after passing through the instrument at each end, con- nected with the ground, which served the purpose of a return circuit. It was found that when a number of these single wires were strung together upon poles for any substantial distance, and even though sepa- rated by distances as great as a foot or more, con- versation taking place upon one wire could plainly be heard upon those in the neighborhood. This was found to be true even if the wires were insulated in the highest degree known to the art. Also the opera- tion of electric railroad and electric light circuits produced in the single wire telephone system buzzing noises, which at times rendered conversation well-nigh impossible. After years of experimentation and the expenditure of large sums of money, it was found that these diffi- culties could not be overcome without the use of a second wire for each circuit. It was also found that this second wire must be run in a special relation to the first wire, and that both of the wires constituting a given circuit must be placed in predetermined relation to the neighboring circuits. The introduction of the metallic circuit system meant not only the complete reconstruction of the entire line plant, both overhead and underground, but also the replacement of all the central office switch- boards with apparatus designed to meet the new con- ditions as well as the substitution of the now well- known "long distance" telephone in place of the old type at all subscribers' premises. In June, 1889, when this work was in progress, there were about 8,000 telephone stations in the old New York city, served by five central offices, located, respectively, in Cortlandt street, Spring street, Eighteenth street, Thirty-eighth street, and One hundred and twenty- fifth street. All of these offices were in the present borough of Manhattan. There was then no central office in the whole of the great area now known as the borough of the Bronx. The population of New York, which at that time included that portion of the metropolitan territory now known as Manhattan and 18407—06 5 most of the present borough of the Bronx, was about 1,200,000, and the ratio of stations to population about 1 to 150. During the following five years prac- tically the entire system was changed to the metallic circuit basis, and there was a moderate increase in the number of telephones, making the total on June 1, 1894, 11,054, or about 1 to every 136 of the popula- tion, then approximately 1,500,000. During these five years four additional central offices were opened in Manhattan — at Broad street, Franklin street, Columbus avenue, and . Seventy-ninth street — and a very small office known as Tremont was opened in the district now known as the Bronx. Prior to the opening of the Tremont office telephones located in the Bronx were connected with the Harlem exchange on One hundred and twenty-fifth street. The greater investment and the greater cost of maintaining the new and greatly improved system necessitated a readjustment of rates. The flat rate principle was adhered to and rates were fixed as follows : Business, direct line $240 per year. Business, two-party line. . . . 150 per year. Residence, direct line 180 per year. Residence, two-party line 125 per year. First message rates. — By 1894 the reconstruction on a metallic circuit basis was practically completed; 76 per cent of the subscribers had taken the improved serv- ice and it was felt that the changing of the remainder was only a matter of time. The plant being in excel- lent condition and the facilities greatly increased, attention was directed to extending the use of the service by securing new subscribers. It was evident that in order to accomplish this a new rate schedule must be adopted involving new methods of charging for the service. A plan by which the number of mes- sages to be sent should be taken as the basis of the rate was seriously considered. As early as 1888 a commission of the legislature of the state of New York, commonly known as the Ainsworth committee, after investigating telephone conditions throughout the. state, commended the message rate plan as fair and equitable and as having many marked advan- tages to both customer and company over the flat rate. In the early eighties a message rate system was introduced in Buffalo, where it is still in force, and in one or two other localities early experiments were made with message rates, but New York was of such size and physical conformation that the experience of these other places furnished no adequate basis upon which to deal with the complexities of the problem. Finally, after the most careful consideration, it was decided to introduce the message rate plan tenta- tively in the endeavor to bring telephone service within the reach of the small user, and also to give 56 TELEPHONES AND TELEGRAPHS. the 3,600, when contracted for in advance, remained at 3 cents, but the 5-cent rate for messages not con- tracted for in advance was reduced to 4 cents. On June 1, 1905, there were in use 6,637 private branch exchanges in Manhattan and the Bronx alone, with 17,704 central office lines, furnishing service for 67,076 stations. Since that date the number of tele- phones served by private branch exchanges has grown to over 70,000. The installations vary from the small switchboard, with two lines to the central office and two telephones on the subscriber's premises, to large systems, such as that of the Waldorf-Astoria, with its 1,200 telephones, which would be a fair installation for many a small city. Large concerns having offices in various parts of the city have unified their systems by connecting, by means of ''tie lines," the switch- boards located in each of their various establishments. Without the message rate schedule this private branch exchange development would have been im- possible. Private branch exchanges are installed- under different conditions in nearly every instance. In one system, where the service is used more for in- terior intercommunicating purposes than for general exchange purposes, there may be a demand for a large amount of equipment with a proportionately small amount of traffic. In another instance, although the equipment may be limited, the number of messages actually sent and received may run into the hundreds of thousands. It is readily seen that a flat rate plan would not be flexible enough to cover adequately the widely fluc- tuating conditions which obtain in the application of the private branch exchange service that has con- tributed so largely to the rapid and great development of the telephone business in New York city. Pay stations. — With the adoption of the message rate schedule, in 1894, and the effort to place its service within the reach of everyone desiring to use it, pro- vision was made for the convenience of the casual user. "Pay stations, "as they are commonly called, were installed in great numbers, the object being to cover the field in an adequate manner. No guarantee was required on the part of the subscriber other than that the receipts, less a commission, be remitted monthly to the company. Message rate subscribers were also encouraged to allow a public use of their telephones, and pay station signs were furnished to these subscribers. There are now in service in Manhattan and the Bronx over 13,000 public stations displaying pay station signs. So thickly are thev dotted over Manhattan Island that wher- ever one finds himself it is only necessary to take a few steps in order to reach a public telephone. It is needless to say that this service has been of the utmost benefit to the public at large, and it is one of the features of the telephone system of New York which is very generally appreciated. 1 At the railroad stations and hotels and in the cor- ridors of large office buildings where the managers or proprietors do not arrange for sufficient telephone equipment to cater satisfactory to the public at large the service has been supplied by the company itself in a very liberal way. Space has been rented, and the latest and best equipment, with small switch- boards, sound-proof booths, etc., has been installed, and competent attendants are placed in charge. In the early days the charge for 'a local message within the borough of Manhattan at a pay station was 15 cents, but in June, 1898, the rate was reduced to 10 cents. Rates in Brooklyn, Queens, and Richmond boroughs. — Preceding paragraphs have dealt with the rates and con- ditions in the boroughs of Manhattan and the Bronx, the territory operated by the New York Telephone Company. The telephone sj^stems of the boroughs of Brooklyn, Queens, and Richmond, which comprise the territory brought into New York city, or Greater New York, by the consolidation on January 1, 1898, have always been and still are operated by the New York and New Jersey Telephone Company. In the urban portion of the borough of Brooklyn (the old city of Brooklyn) the introduction of the message rate came at the same time as in the boroughs of Manhattan and the Bronx, and the subsequent development of the rates has been practically iden- tical with that in old New York. The borough of Richmond and certain portions of other boroughs differ widely in character from the areas in which message rates were introduced. Although a part of Greater New York, certain sections are far removed from the active business center and development has been principally of a residential nature. Before the territory came into Greater New York each of the small communities scattered throughout the city had its own political as well as social life. In these small places local flat rates were in force. Although these communities have grown in population and importance and have become part of a larger political organiza- tion, their interests remain largely local. As these communities are not large, as the telephone develop- ment has been principally in the direction of residence service, and as in each of them a small exchange is able to handle the traffic adequately, the flat rates have persisted, and with a few exceptions are in force to-day. The rates in these communities vary with the local conditions, and although based on the flat rate principle, they are adjusted as far as possible to meet the requirements of the user, separate schedules being in force for residence and for business service, and party line service being furnished at a considera- bly lower rate than that charged for a direct line service. In ten years the telephone development in the boroughs of Brooklyn, Queens, and Richmond has MESSAGE RATE PLAN IN NEW YORK CITY. 57 increased over 600 per cent, the greater part of this growth occurring in the urban territory of Brooklyn. Under the present message rate, service is furnished in this borough at $54 a year for direct line business service and $42 for party line business service. Resi- dence service is furnished at $51 for a direct line, with a party line rate of $36, the number of messages at the minimum rate in each instance being 600. In this borough flat rates for residence service are also offered. The flat rates already mentioned as in effect in the small localities are in most cases $48 for direct line business service, $36 for direct line residence service, $36 for business party line service, and $24 for resi- dence party line service. Present conditions and growth since adoption of mes- sage rate. — When, on June 1, 1894, the message rate was introduced, the New York Telephone Company had in its territory, which is practically identical with what is now known as Manhattan and the Bronx, 1 1 ,054 telephone stations in operation. The New York and New Jersey Telephone Company at that time was operating about 6,000 stations in the territory now comprised by the boroughs of Brooklyn, Queens, and Richmond. On June 1, 1905, eleven years later, there were in service and under contract in Manhattan and the Bronx 164,396 stations. The population of these two boroughs was estimated at this time at 2,400,000, making the ratio of telephones to population 1 to 14, as against 1 to 136 at the beginning of the message rate period. The number of stations in service and under contract in the boroughs of Brooklyn, Queens, and Richmond on June 1, 1905, was over 50,000. Therefore the total number of stations for the five boroughs, the estimated population of which was 4,000,000, was over 214,000, and the ratio of telephones to population throughout Greater New York was 1 to every 18 persons. On June 1, 1905, 90 per cent of the telephones in the borough of Brooklyn were on the message rate basis. In the borough of Manhattan, where, as has been seen, the number of telephones had increased in the eleven years since the introduction of the message rate from about 11,000 to nearly 160,000, only one-half of 1 per cent were on the old flat rate basis. To be exact, on June 1, 1905, only 858 stations remained under the old type of unlimited service, or flat rate contract. In the development of the telephone service in New York city many difficult problems have been encoun- tered. The problem of making rates has been one of great complexity. The aim has been to make the service broadly comprehensive, and to accomplish this the conditions prevailing in each of the various parts of the city and the relations between these various parts have been taken into account. It will be seen by the following tables that a large variety of rates are offered, and that while in certain sections flat rates for service in a local area are alone proper, the message rate plan has proved itself the only possible solution of the problem for the great, densely populated bor- oughs. Present rates in New York city are as follows: BOROUGH OF MANHATTAN. Business rates, direct line only. Number of local mes- sages to be sent in one year. Annual rate. Additional local mes- sages. Number of local mes- sages to be sent in one year. Annual rate. Additional local mes- sages. 600 800 l',000 1,200 1,500 1,800 2,100 2,400 2,700 Dollars. 60 69 78 87 99 HI 123 135 147 Cents. 6 6 6 6 6 6 6 6 6 3,000 3,300 3,600 3,900 4,200 4,500 4,800 5,100 5,400 Dollars. 159 168 177 186 195 204 213 222 231 Cents. 5 5 5 5 5 5 5 5 5 Residence rates. Number of local mes- sages to be sent in one year. Direct line, an- nual rate. Party line, annual rate. Additional local mes- sages. 600 800 1,000 1,200 1,500 1,800 2,100 2,400 2,700 3,000 Dollars. 54 63 72 81 93 105 117 129 141 150 Dollars. 45 54 63 72 Cents. 6 6 6 6 6 6 6 6 6 5 Private branch exchange rates. Minimum equipment, consisting of switchboard with operating tele- phone, two lines to central office, two telephone stations, and the right to send 3,600 local messages in one year Additional lines, each Additional stations: First 20, each , Above 20, each Stations off the premises will be charged for at above rates, plus a charge for mileage based on the actual length of circuit required. Additional messages when contracted for in advance in lots of 400, S3 per hundred. Excess messages, 4 cents each. Annual rate. S216 24 BOROUGH OF THE BRONX. Business message rates. Number of local mes- Direct Party line, Additional sages to be line, an- annual local mes- sent in nual rate. rate. sages. one year. Dollars. Dollars. Cents. 600 48 39 5 800 57 48 5 1,000 66 57 5 1,200 75 66 5 1,500 84 75 5 1,800 93 5 2,100 2,400 102 111 5 5 2,700 3,000 120 129 5 5 3,300 3,600 3,900 138 147 156 5 5 5 4,200 165 4,500 174 5 4,800 5,100 5,400 183 192 201 5 5 5 60 TELEPHONES AND TELEGRAPHS. Number of telephones in service. In New In the bor- I oiiffhs of Manhattan \°£*g and the --l u ™ ate . r . Bronx. 1SS1. 1S«I. ISM 4. 1898 1899 1900 1901 1902 1903 1(104 190r. 2,973 7,434 11,218 23,046 28, 423 40,437 54, 650 72, 182 96,359 121,935 144,353 New York). 31,474 38,315 52, 590 70,263 91,096 120, 491 151,848 ISO, 801 Ventral offices and number of telephones in Greater New York, January 1, IH'JI,. Dis- trict No.' CENTRAL OFFICE. Number of tele- phones. Dis- trict No.' CENTRAL OFFICE. Number ol tele- phones. BOROUGHS OF MAN- HATTAN AND THE BRONX. 1,035 3,623 1,386 1,073 1,288 320 384 488 10 20 15... 16... 17... 18... 19... 20... 21... BOROUGH OF BROOK- LYN — continued. South 306 2.... 3.... 4.... East New York Total.. Spring Eighteenth street 4,509 BOROUGH OF QUEENS. 6 %.'.'.'. Seventy-ninth street . Westchester 10 Total Total 9,627 126 BOROUGH OF RICH- MOND. Tompkinsville West New Brighton.. Total 11 BOROUGH OF BROOK- LYN. 1,847 299 1,185 635 143 12 123 13.... 14 Williamsburg 266 | Central offices and number of telephones in Gnatir Xew York, January 1,1905. 1 See illustration on page 61. Dis- trict No.' CENTRAL OFFICE. Number of tele- phones. Dis- trict No.' CENTRAL OFFICE. Number of tele- phones. 1 BOROUGH OF .MAN- HATTAN. 11,418 14, 707 9,297 7,974 3,383 7,874 3,630 10,516 9,74S 15, 203 8,556 7,172 4,806 9,352 8,251 4,127 343 32... 33... 34... 35... 36... 37... 38... 39... 40... 41... 42... 43... 44... 45... 46... 47... 48... 49... 50... borough of Brook- lyn— continued. 2.... Cortlandt 3 East New York l!273 4 5 Sheepshead Bay 125 285 6 6 Barren Island Total 8 9.... Madison Square Thirty-eighth street.. 31,775 10 BOROUGH OF QUEENS. 11 12 13.... Seventy-ninth street . Riverside 287 14.... 15.... Morningside 674 16 . Richmond Hill 356 17.... Highbridge Total 136,357 29 201 BOROUGH OF THE BRONX. 2,407 1,086 281 49 194 187 Far Rockaway Total 230 2,572 BOROUGH OF RICH- MOND. Tompkinsville West New Brighton. . 18 . 19 20 21 1,081 693 90 22 23.... Williamsbridge Total Tottenville 4,204 128 Total exchange stations, 5 boroughs Private Tine tel- ephones, 5 boroughs Total BOROUGH OF BROOK- LYN. 7,030 1,990 3,939 1,137 4,700 4,053 2,135 1,939 1,992 24 ... 25.... 26.... 27.... 28. . . . 29.... Greenpoint Williamsburg Hamilton Prospect Bedford Bush wick South 176,900 3,901 180,801 31.... 1 See illustration on page 62. TELEPHONE CENTRAL OFFICES AND CENTRAL OFFICE DISTRICTS IN NEW YORK CITY JANUARY 1, 1894; 21 CENTRAL OFFICES AND 14,528 TELEPHONES 64 TELEPHONES AND TELEGRAPHS. the final form of the knitting needle receiver adopted by Reis was essentially of this box type; the needle and its helix lay on a rectangular sounding box of thin pine wood, and the coil of wire was mounted upon a light wooden bobbin instead of being twisted around the needle itself. Two wooden bridges or sup- ports held the ends of the needle, and over the needle was thrown a hinged box lid. As originally con- structed, this lid when closed pressed tightly upon the steel needle; and Reis's own instructions were to press the lid firmly against the needle in order that the sound might be intensified, as was done unconsciously by the listeners with their ears against the lid in order to hear more distinctly. At the end of the sounding box was a little telegraph key, used to interrupt the circuit and to telegraph signals back to the transmit- ting end. There is a variety of testimony alleging that not only musical sounds but words and phrases were actu- ally transmitted, as they can be to-day in modern models of this apparatus; but since the invention rested upon the make-and-break principle, the circuit having to be made and broken every time a sound impulse was transmitted, it was so extremely delicate that it was impossible to maintain it in adjustment for more than the shortest space of time. As Reis him- self said to Herr Gamier, to whom he disposed of his instrument and tools, he had shown the world the way to a great invention which must be left to others to develop. A warm appreciation of the work of Reis has been shown in this country and Europe, and in 1878 a monument was erected to his memory at Frankfort, an inscription on which styled him "the inventor of the telephone." One of the American judges, in deciding an early litigation over the invention of the telephone, said epigrammatically that however ingenious this pioneer work may have been, a hundred years of Reis would never have given the world the telephonic art for public use as it exists to-day. Many attempts were made to apply in practical apparatus the make-and- break principle of Reis, both before and after the invention of the Bell telephone, and some of the workers in this field devised transmitters approaching the modern microphone now so essential. But, as has already been stated, the telephone up to 1876 was utterly unknown to the public, and the scientific appa- ratus for laboratories and schools, formerly bearing the name, remains even to this day virtually incapable of improvement that would bring it within the sphere of public utility. The work of Bell. — The art of speaking telephony had to find its future and perfection in some other direction than the make-and-break method and pulsa- tory currents of Reis, suggestive and helpful as such work must necessarily have been to all who were familiar with it. In 1876 the attention of the world was arrested by the issue on March 7 of Alexander Graham Bell's original patent. The application for this patent which, when granted, bore the number 174465, was filed on February 14 of the same year at the conclusion of considerable experiment and investi- gation. In 1875 Bell, who as a student and teacher of vocal physiology had unusual qualifications for determining feasible methods of speech transmission, constructed his first pair of magneto telephones. Each of these consisted of an electro-magnet, a U-shaped iron bar around one limb of which a coil of wire was wound, while a thin iron plate, or armature, was hinged to the other, extending also over the wire- surrounded core. A membrane diaphragm stretched across the tube served as a mouthpiece, being mounted in a frame having its center immediately opposite the active pole of the magnet to which the iron armature was attached. Throughout 1875 Bell experimented with apparatus of this character, varying the propor- tions and arrangements of the coil, the magnets, the armature, etc., and virtually such apparatus was figured and described in the patent specifications, with the addition of hollow cones or small speaking trump- ets attached to the armature membranes in order to concentrate the voice at the transmitting end and assist the ear at the receiving end. The first published account of the speaking telephone was a paper read by Bell before the American Academy of Arts and Sciences in Boston on May 10, 1876, and in the summer of that year the crude mechanism was exhibited at the Centennial Exhibition at Philadel- phia and elicited the enthusiastic admiration of the world's leading physicists. During the same year Bell experimented with the substitution of a perma- nent magnet for the electro-magnet, and toward the end of the year he generally employed the permanent magnet, omitting the battery. Over short distances virtually identical results are obtainable with the per- manent magnet and with the electro-magnet; but it was early found that the magneto telephone had T very definite limitations as to distance of operation and clearness of utterance. For both kinds of apparatus the great step that Bell made was to devise a mechan- ism that produces undulations of the electric current in the circuit, corresponding to the sonorous vibrations of the voice, thus rendering practicable the continuous and intelligible transmission of human speech. The principle thus discovered and embodied in practical apparatus was defined as follows in the specifications of the Bell patent : Electrical undulations induced by the vibration of a battery can be represented graphically without error by the same sinusoidal curve which expresses the vibrations of the inducing battery itself and the effect of its vibration upon the air; for, as above stated, the rate of acceleration in the electrical current corresponds to the rate of vibration of the inducing body, that is, to the pressure of sounds produced. The HISTORY AND DEVELOPMENT OF TELEPHONY. 65 intensity of the current varies with the amplitude of the vibrations, that is, with the loudness of the sound; and the polarity of the current corresponds to the direction of the vibrating battery, that is, to the condensation and rarefaction of the air produced by the vibration. This principle is summed up in claim 5 of the patent, as follows: The method of an apparatus for transmitting vocal air into sounds telegraphically, as herein described, by causing electrical undulations similar in form to the vibrations of the air accompanying the said vocal air into sound substitutes as set forth. The apparatus shown at the Centennial Exhibition was improved very rapidly and the receiving part of the magneto telephone soon assumed the shape which has long been familiar. The iron plate armature and the connected diaphragm soon became one member, and a single sheet iron diaphragm, or disk, such as is used in modern practice, was adopted. The coil of wire around the magnet was shortened until it became the flat bobbin, or spool, that is now a characteristic feature of the receivers, placed at the end of, the magnet nearest the diaphragm, and the speaking trumpet, or cone, of the resonating space was flattened until it became the shallow cup which enables one to rest the ear directly upon the telephone. In August, 1876, Mr. Bell experimented on a five-mile telegraph circuit in Canada, and on the evening of October 9 the first long conversation ever carried on telephonically was exchanged upon a telegraph line extending from the office of the Walworth Manufacturing Company in Boston to their factory in Cambridge, Mass. Every word of this conversation was recorded at both ends. In November of the same year a telephone was used over 200 miles of circuit between Boston and Salem, Mass., by way of North Conway, N. H., and a little later a conversation was carried on by Mr. Bell between Boston and New York over a Western Union telegraph circuit. The apparatus in all these demonstrations was the magneto telephone as distinguished from the battery type. About this time capital began to be interested, and a circular was issued to invite the sup- port of the public for the new means of communication, which ran as follows : The proprietors of the telephone, the invention of Alexander Graham Bell, for which patents have been issued by the United States and Great Britain, are now prepared to furnish telephones for the transmission of articulate speech through instruments not more than twenty miles apart. Conversation can easily be carried on after slight practice and with the occasional repetition of a word or sentence. On first listening to the telephone, although the sound is perfectly audible, the articulation seems to be indistinct; but after a few trials the ear becomes accustomed to the peculiar sound and finds little difficulty in understanding the words. The telephone should be set in a quiet place, where there is no noise J which would interrupt ordinary conversation. The advantages of the telephone over the telegraph for local business are: 1st. That no skilled operator is required, but direct communication may be had by speech without the intervention of a third person. 2d. That the communication is much more rapid, the average number of words transmitted in a minute by the Morse sounder being from fifteen to twenty, by telephone from one to two hundred. 3d. That no expense is required, either for its operation, maintenance, or repair. It needs no battery and has no complicated machinery. It is unsurpassed for economy and simplicity. The terms for leasing two telephones for social purposes, connecting a dwelling house with any other building, will be $20 a year; for business purposes $40 a year, payable semiannually in advance, with the cost of expressage from Boston, New York, Cincinnati, Chicago, St. Louis, or San Francisco. The instruments will be kept in good working order by the lessors, free of expense, except for injuries resulting from great care- lessness. Several telephones can be placed on the same line at an additional rental of $10 for each instrument, but the use of more than two on the same line where privacy is required is not advised. Any person within ordinary hearing distance can hear the voice calling through the tele- phone. If a louder call is required, one can be furnished for $5. Telegraph lines will be constructed by the proprietors if desired. The price will vary from $100 to $150 a mile; any good mechanic can con- struct a line. No. 9 wire costs 8J cents a pound, 320 pounds to the mile; 34 insulators at 25 cents each; the price of poles and setting varies in every locality; stringing wire, $5 per mile; sundries, $10 per mile. Parties leasing the telephones incur no expense beyond the annual rental and the repair of the line wire. On the following pages are extracts from the press and other sources relating to the telephone. Cambridge, Mass., May, 1877. So far the telephone had not been developed beyond the connection of two stations by a single line, but it had been a conception of Bell from an early date that there should be a central office having the function of making connection whenever desired between the lines of the several subscribers. In lectures given in the spring of 1877 in Connecticut and New York by Mr. Bell and his associates this idea was plainly set forth, outlining in a broad way both the exchange sys- tem and the long distance telephone. First commercial telephony. — On April 4, 1877, the first line ever built specially for telephone uses was put in operation between the factory of Charles Williams, jr., of Boston, and his home at Somerville, Mass., and shortly afterwards a number of other lines of this char- acter were erected. To many persons the telephone seemed only a toy, and difficulty was found in inter- esting investors. When people began to recognize the utility of the invention, Mr. Bell and his associates saw the need of an organization for dealing with the com- mercial features of the enterprise; hence in 1877 an informal, unincorporated association, known as the Bell Telephone Association, was formed. This associa- tion had no capital and few members, and its objects were to assist Gardiner G. Hubbard, to whom, as trus- tee, the Bell patents had been assigned, and to devise the best means for the general commercial introduction of telephones. The exchange idea was first carried into effect in a crude way in Boston, in May, 1877, in connection with the protective circuits of the Holmes Burglar Alarm Company. The various lines communi- cating with financial establishments were brought to a OHAPTEE XII. TELEPHONY IN FOREIGN COUNTRIES. General data. — The introduction of the telephone in the United States was followed almost immediately by its adoption in all the countries of Europe and more slowly in other parts of the world. But while in the United States its development has remained exclu- sively in private hands and has been developed by corporations, in Europe the telephone and telegraph lines have remained almost exclusively subject to Government control. In only two foreign countries — Great Britain and Sweden — has there been any notable exception to this rule, and while this report has been in preparation the British Government has completed with the National Telephone Company, which has controlled the Bell telephone system for many years past, a long series of negotiations by which in a few years the Postal Telegraph service will take over the entire network of telephone lines in Great Britain. The tremendous rate of development of the tele- phone in the United States compares very strikingly with the slow rate of development in Europe, and the facts connected with this contrast would constitute, if taken by themselves, a notable argument in favor of private enterprise, but there are necessarily many other conditions involved in the situation. The textual statements with regard to European development embody statistics dating generally up to the end of 1902, thus bringing them in fair comparison with those upon which the present report is based. But a tabular survey of the situation at the close of 1904 is also given. This presents a comparative study of the telephone industry in. the United States and in Europe, furnishing the latest authentic figures available. These figures are massed into two tables which are presented herewith. Table 41 gives the telephone statistics as of January 1, 1905, for the United States, Sweden, Denmark, Switzerland, Norway, the German Empire, the United Kingdom, Holland, Belgium, France, Austria-Hungary, Spain, Italy, and Russia. Table 42 presents figures relating to telephonic development in the following larger cities of the Old World and the New: Stockholm, New York, Chris- tiania, Copenhagen, Zurich, Berlin, London, Paris, Brussels, Vienna, Amsterdam, Rome, Budapest, Lis- bon, St. Petersburg, and Madrid. The population is stated in round numbers in these two tables. Table 41. — Telephone development, United States and Europe. [January 1, l905.] COUNTRY. United States AH Europe Sweden Denmark Switzerland Norway German Empire. . . United Kingdom . . Holland Belgium France Austria-Hungary . Spain Italy Russia Population. 76,000,000 8,250,000 2,500,000 3,300,000 3,000,000 58,000,000 42,000,000 5,300,000 7,000,000 39, 000, 000 48,000,000 18,600,000 32,000,000 135,000,000 Tele- phones. 3,400,000 1,485,784 112,250 41,650 52, 509 41,500 518, 489 365, 198 29, 500 24, 750 122, 191 74, 600 16, 000 27, 147 60,000 Inhabit- ants per telephone. Telephones per 1,000 in- habitants. 22.2 46.8 60.0 62.7 72.2 112.0 115.0 180.0 284.0 320.0 644.0 1,160.0 1,180.0 2,250.0 44. i 21.4 16.7 15.9 13.8 8.9 8.7 5.6 3.5 3.2 1.6 0. 9 0.8 0.4 Table 42. — Telephone development in large cities. [January 1. 1905.] Stockholm (two systems) . . . Stockholm (company system only) New York Chris tiania Copenhagen Zurich Berlin London Paris Brussels Vienna Amsterdam Rome Budapest Lisbon St. Petersburg Madrid Population. 312, 000 312, 000 2,100,000 230,000 476,000 153,000 1,931,000 4,614,000 2, 660, 000 576, 000 1,762,000 543, 000 500, 000 800, 000 370, 000 1,334,000 550,000 Tele- phones. 42, 685 31,685 144, 353 12,513 23,000 7,275 66, 744 93,598 49, 444 7,829 21,723 6,081 5,000 7,500 1,740 6,000 2,400 Inhabit- ants per telephone. 9.8 14.5 18.3 20.6 21.0 29.0 49.5 54.0 73.7 83.0 89.5 100.0 106.5 212.0 ■ 223. 229.0 Telephones per 100 in- habitants. 13.7 5.4 4.8 4.8 3.4 2.0 1.8 1.4 1.2 1.1 1.0 0.9 0.5 0.4 0.4 With regard to the general table for the countries, it will be observed that the United States had, at the end of 1904, 3,400,000 telephones, or more than twice as many as all Europe, the total for England and the Continent being 1,485,784. The figures for one or two minor countries not included might possibly raise the European total to 1,500,000. The fact is also brought out that owing to the rapid development of the Bell telephone system, as well as the active competition of independent companies, the proportion of telephones to population in the United States has been raised from 1 telephone to 34 inhabitants in 1902 to 1 telephone to! 22.2 inhabitants in 1905. It will also be seen that at the later date there were in the United States 44.8 telephones per 1,000 inhabitants, which was more than TELEPHONY IN FOREIGN COUNTRIES. 69 twice as great as the highest rate in Europe, namely, that of Sweden, with 21.4. Some of the European countries exhibited a very small utilization of the telephone. The second most active commercial and industrial countries, namely, the German Empire and the United Kingdom, showed only 8.9 and 8.7 tele- phones, respectively, per 1,000 inhabitants, this figure falling off to 3.2 in France and to 1.6 in Austria- Hungary. In the great empire of Russia there were, at the date named, only 60,000 telephones, or less than in the borough of Brooklyn, New York city. The table of telephone development in large cities is also very instructive and interesting. In this table New York heads the list, with the exception of the city of Stockholm, where unusual activity has been dis- played for some years past through the competition of the Government and a private system, with the result that each has virtually duplicated the other's service at low and unprofitable rates, giving what may fairly be characterized as an undue or abnormal development without intrinsic benefit to the community. The Swedish figures are discussed in greater detail below. Admitting, however, that the percentage in New York, as in all other great cities, is destined to rise until a much higher point than the present has been attained, it is to be noticed that in the city of Christiania, which from many points of view might be compared with Stockholm, the proportion of telephones per 100 inhab- itants is slightly less than in New York, being 5.4, as compared with 6.9 in the American city. The great cities of Europe which should justly be compared with New York, namely, London, Paris, Berlin, and Vienna, show a comparatively small patronage of the telephone, the figures being, London, 2 telephones per 100 inhab- itants; Paris, 1.8; Berlin, 3.4; and Vienna, 1.2. It should be mentioned in passing that London has two telephone systems, a private and a Government one. The figures include both systems. The population of London, in comparative statistics, is more usually given as 6,580,000, the use of which would bring the figures for the use of the telephone much nearer the low average for Paris and Vienna, and still further below that for Berlin. But the figures here employed (4,614,000) are those which are considered to govern more specifically the telephone area. With regard to these figures and those which might be presented for American cities other than New York, the remark of John Hesketh, telephone engineer for the Australian Government, may be quoted as follows : "In American cities the telephone development has already reached a point which seems hardly to be realized as within the bounds of possibility in most European countries." Subjoined will be found a few specific statistics with regard to the telephonic traffic in the leading countries of Europe for the year 1902-3, the period being the one most closely corresponding to that covered by the 18407—06 6 statistics for the United States. The statistics in question are those compiled by and published in the Journal Telegraphique, issued in Berne, Switzerland, by the official international bureau of telegraphic administration. This bureau receives the reports of the various governments of Europe, and being in direct touch and constant communication with them is enabled to present authentic data that otherwise is not easy to obtain. Germany. — For the period under consideration the statistics for Germany, not including the German pro- tectorates in China and Africa, show 4,192 "reseaux" or exchange systems, 71,052 kilometers (44,150 miles) of pole line in the cities, and 2,399 kilometers (1,491 miles) of underground line. This gave a total length of wire circuit overhead and underground of 1,383,814 kilometers (859,923 miles). There were also 8,675 interurban circuits, with 248,376 kilometers (154,396 miles) of wire circuit. It is noted in the return that most of this circuit hitherto had been that of earth return, but that the metallic circuit, such as now pre- vails so uniformly in America, was in process of intro- duction. The system included in 1902-3, 470,365 stations, of which 444,720 were those of subscribers, 21,438 were public pay stations, and 4,207 were central stations. The total number of conversations or uses of the service within urban limits was 799,009,646, of which 793,582,447 were ordinary subscribers' talks. Of the remainder, 2,423,256 were ordinary pay station talks. In addition to the above the other urban or toll line conversations numbered 128,268,985. The total receipts of the system were 72,867,441 francs ($14,063,416), of which 53,026,074 francs ($10,234,032) came from subscribers in city limits. Austria. — The figures for Austria and Hungary are reported separately by the bureau. There were in Austria 429 exchanges with 10,086 kilometers (6,267 miles) of line, of which 264 kilometers (164 miles) were underground, and a total wire circuit of 255,725 kilo- meters (152,686 miles). The interurban circuits num- bered 134, with 21,404 kilometers (13, 300 miles) of wire. The substations numbered 43,742, of which 42,641 were those of subscribers and 767 were pay stations. In Germany the number of telephone employees was not given, the same functionaries in most instances operating the telegraphs also, but in Austria 2,813 em- ployees are mentioned as engaged specifically in tele- phonic service. The number of conversations was 132,977,492, with an additional 2,640,557 over inter- urban toll lines. The receipts were set down at 7,713,030 francs ($1,488,615) ,of which 3,401,552 francs ($656,500) came from exchange subscribers. In Hun- gary the whole telephonic exploitation is practically by the State, but 1 private exchange with 39 subscribers and 29,200 conversations being included. The Gov- ernment installations included 76 exchanges with 72 TELEPHONES AND TELEGRAPHS. The number of exchange systems in 1 902-3 was reported as 340, with 15,328 kilometers (9,524 miles) of line and 184,596 kilometers (114,702 miles) of wire circuit in city service, supplemented by 698 kilometers (434 miles) in interurban service, with 20,058 kilometers (12,463 miles) of wire. In the cities 140,995 kilo- meters (87,610 miles), or 75.9 per cent, of the total wire length in service was underground. This dis- proportion was due apparently, however, to the fact that the metallic or double circuits were counted twice. The same statement applies also to a large part of the interurban service. Connected with the lines were 49,731 stations, of which 48,408 were those of subscribers, 983 were public pay stations, and 340 telephones at central offices. The public pay stations included 867 "communal stations." The personnel of the service was given as 1,279 employees, of whom 496 were linemen, etc., and 467 were telephonists. The number of telephonists did not include 601 oper- ators who were reported as exercising also some other "profession." The administrative staff included 90 chiefs of staff, etc., in addition to whom there were 42 functionaries of the telegraph system whose duties also included responsibility for the telephonic work. Besides these no higher officials were reported as in charge of the telephone system. The service done over the system amounted to 25,503,42] conversa- tions within the city limits, and 5,518,419 interurban conversations, with which were included also 73,806 international conversations, as with France, Italy, and Germany. The receipts of the service were returned as 6,385,651 francs .($1,232,431), of which 2,739,180 francs (1528,862) were directly from subscriptions and 1,257,620 francs (1242,721) from paj r station and other service. The receipts from interurban work appear to have been very high, the taxes des conver- sations under this head being set down as 2,024,789 francs ($390,784). The expenses were returned as 7,651,202 francs ($1,476,682), of which 5,657,832 francs ($1,091,962) were for material and 1,993,370 francs ($384,720) for the personnel. The large outlay in construction is explained by the fact that it embraced over 3,000,000 francs ($599,000) for interest and sink- ing fund and the cost of creating the system up to the year in question. With regard to the receipts, it would appear that part of such earnings by the tele- phone goes into the telegraph account as the earnings of the telephone-telegraph system. Norway. — The figures for the exploitation of the telephpne in Norway are not all for the same periods, and those relative to the work of the State belong to the budget year 1903-4. The service is carried on in part by the State and very largely by private com- panies. The State administration of the telephone is intimately associated with that of the telegraph, and it is difficult, therefore, to separate clearly all the telephonic figures. The number of the State systems was returned as 25, some of which were established by the Government and others acquired from private parties. The length of line was 631 kilometers (392 miles), with 51,000 kilometers (31,690 miles) of wire circuit in city limits. "In addition to this 233 interur- ban circuits were reported, with a line length of 8,069 kilometers (5,014 miles), and 29,269 kilometers (18,187 miles) of wire circuit, almost entirely overhead. Con- nected by the system were 16,846 stations, of which 15,580 were those of subscribers, 990 public pay sta- tions, and 276 located at central exchanges; 243 of these latter stations were also telegraphic offices. The public pay stations were also of a telegraphic character, it being possible to communicate telegrams from 749 of them, while 147 were equipped with telegraphic apparatus. Subject to the reservation already noted, the personnel of the telephone system included appar- ently 25 chiefs of staff, 5 engineers, 20 superintendents of equipment, 141 linemen, etc., and 218 telephonists. The business done over the systems amounted to 42,661,560 conversations within city limits and 2,081,000 interurban talks, the limit of time being 3 minutes, as compared with the limit of 5 minutes generally imposed by the Norwegian private com- panies. No separate figures of receipts or expenses were furnished by the State, for the reason that the telephone service is considered an integral part of the telegraph administration. Private enterprise in Nor- way was credited with the creation of 200 telephone exchange networks, with 8,127 kilometers (5,050 miles) of line and 36,260 kilometers (22,531 miles) of wire cir- cuit. The number of interurban circuits is not reported, but the length of line is given as 12,189 kilometers (7,574 miles) and the length of wire circuit as 21,449 kilometers (13,328 miles). There were reported 22,901 stations, of which 20,976 were subscribers', 1,366 public pay stations, and 559 central office tele- phones. The personnel of the service included 207 chiefs of staff, X engineers, 205 superintendents of con- struction, linemen, etc., 234 laborers, and 776 telephon- ists. The number of conversations carried on over the systems in city limits was 43,714,342, of which 42,821,674 were subscribers' talks. The number of interurban conversations was 2,597,517. The receipts of the systems were returned as 1,370,773 francs ($264,559), of which 1,114,628 francs ($215,123) were for subscriptions, and 165,685 francs ($31,977) from pay station service. The expenses were returned as 1,225,376 francs ($236,498), 676,695 francs ($130,602) being for material and 548,681 francs ($105,895) for personnel. The item for material was divided into TELEPHONY IN FOREIGN COUNTRIES. 73 about two-thirds for maintenance and one-third for construction, etc. The total cost of the service up to the year of the report was 7, 1 17,935 francs ($1 ,373,761). Sweden. — The telephone in Sweden is largely in the hands of the State, but is also operated by private stock companies and by cooperative organizations (societes mutuelles des Jiabitdnts), which are closely analogous to the mutual cooperative systems in the United States enumerated elsewhere in this report. The figures are of more than usual interest on account of the extraordinary development in one or two of the larger cities. The service of the State included 152 exchanges or exchange systems, with 75,558 kilometers (46,949 miles) of wire circuit sup- plemented by 1,402 interurban lines, with a line length of 21,222 kilometers (13,187 miles) and a wire length of 63,698 kilometers (39,580 miles). In the wire lengths the metallic circuits are apparently given twice over. There were 68,970 telephonic stations, including 954 public pay stations, and the business transactions over this system included 171,392,644 messages within urban limits, and 6,470,298 inter- urban or long distance talks of a duration of Ijhree minutes each. The personnel of the system included 84 officials at the head of the department, with 200 superintendents of exchanges and assistants, 27 engi- neers, 300 superintendents and foremen of construc- tion, 900 linemen, etc., and 2,200 telephonists. Most of the telephonists are women. With regard to the remainder of the personnel, the telegraphic and tele- phonic services are so closely united that it jis difficult to distinguish between the two sets of employees. This difficulty also applies with regard to other data. The total of receipts was not given, but an amount of 4,665,549 francs ($900,451) from subscrip- tions to city exchanges and 2,807,504 francs (1541,848) as taxes des conversations was reported. This included also fees for local use of pay stations, so that the amount for interurban conversations was not reported separately. No expenses were set down for the sep- arate operation of the telephone, but it was reported that the investment or expenses up to the current year had amounted to the gross sum of 37,223,150 francs ($7,184,068). The exploitation by private companies included only 5 exchanges, 2 of which were in cities. These were virtually the systems of the Stockholm General Telephone Company, that reported 35,165 telephones, of which all but 199 were those of subscrib- ers. The system included 46,810 kilometers (29,086 miles) of wire circuit in city limits and 15,208 kilo- meters (9,450 miles) of interurban circuits. No figures were reported as to personnel, traffic done, receipts, expenses, or total investment. The mutual systems numbered 23, with 3,327 kilometers (2,067 miles) of wire circuit in the urban networks and 491 kilometers (305 miles) of interurban circuits. Con- nected with these lines were 1,106 stations, of which 1,069 were those of subscribers. No figures were reported as to the other items of investment, income or expenses, personnel, or traffic. During the parliamentary investigation in Canada during 1904 it was stated by Mr. H. L. Webb, the English expert, that in Stockholm and the surrounding districts the State systems had 11,000 stations, and the company's system 34,000 or 35,000, and that he doubted whether, out of the 11,000, there were more than 2,000 or 3,000 that were on the State systems only, the remainder being duplicates of the company's installations. Great Britain and Ireland. — The official statistics for Great Britain and Ireland were all returned as of the financial year 1903-4, and represent exploitation by the State. No figures were given for the vastly larger systems operated by the National Telephone Company under its license from the Government. The figures included in the Berne statistics were those taken from the report of the Postmaster-General as the official in charge of the operation of the service. The number of Government telephone stations reported was 23,672, of which 22,506 were those of subscribers, 655 were public pay stations, and 511 were in central offices. The sub- scribers' stations were very largely grouped in London, 15,632 being in that city and only 6,874 in other cities and towns. The telephone trunk lines constituted the basis of Government service and included for 1903-4 1,418 circuits, with 102,799 miles of wire, over which 13,467,975 calls or conversations were exchanged. The revenue from this service was £325,525, ($1,584,167), and the capital expended £2,200,024 ($10,706,417). These trunk lines have been gradually taken over by the Government from the National Telephone Company, the original transfer beginning about 1892 and ending in 1896. The National Tele- phone Exchange Company, which has an exchange system in practically every community of any size in Great Britain and Ireland, is to be credited with the bulk of the telephone development there, the excep- tion being that included in a few municipal exchanges. The British Postmaster-General during the present year has come to an agreement with the National Telephone Company to take over its business and buy its plant as from December 31, 1911. The entire telephonic system of the country will therefore be under direct State control. The price to be paid for the. business is to be settled by arbitration, and all that is to be paid is the fair market value of the plant and works of the company. The purchase is to be determined on what are known in England as "tramway terms," that is to 76 TELEPHONES AND TELEGRAPHS. Telephone rates in continental Europe. COUNTRY. Entrance fee. Subscrip- tion. Annual subscrip- tion for second and sub- sequent connec- tions. Remarks. COUNTRY. Entrance fee. Subscrip- tion. Annual subscrip- tion for second and sub- sequent connec- tions. Remarks. Austria S20.28 S20. 28 40.00 36.53 48. 25 38.60 32.81 28.95 38.96 29.22 40.56 1 9.41 1 21.60 13.64 11.68 9.74 15.57 23.38 80.00 58.44 38.96 29.22 24.30 21.87 18.23 14.58 $20. 28 Vienna. Brussels. Charleroi. Small towns, annual contract. Small towns, three years. First year. Second and subsequent years. Copenhagen covers the whole island of Zea- land, 80 miles by 60. Smaller towns. Helsingfors Coopera- tive Exchange. Abo. 33 cooperative ex- changes. Companies. Companies. Paris subscribers must also buy their tele- phones and pay for the cost of connec- tion. Lyon. Other towns over 25,000 inhabitants. Other towns under 2,500 inhabitants. Over 20,000 telephones. Under20,000 telephones. Under 5,000 telephones. Under 1,000 telephones, with following addi- tional charges: $4.86 first 500 messages; < $3.65 per 500 up to 1,500 messages; $2.43 per 500 up to 5,000 messages; $2.43 for unlimited calls over 5,000. Berlin. Hamburg. Budapest. Other towns. Hotels, Rotterdam and Amsterdam. Business and residence, Rotterdam and Am- sterdam. The Hague. [The Netherlands Bell \ Telephone Company ( operating 13 towns. 11 towns. The Zutphen and the Maastricht Tele- phone companies. 2 towns. Rome, cooperative ex- change. Rome Company's ex- change. Naples, Milan, Paler- mo, Genoa, Venice, and Turin. [ { f $31. 18 31.18 38.96 27.27 35.05 29.22 13.64 23.38 15.57 29.22 21.62 Turin ratef or residence, 1 doctors, and drug- 18.27 gists. /Florence, Bologna, 1 Leghorn. / 1 JMessma, Padua, Bres- \ cia. Verona, Bari, Parma, J Bulgaria 1 Vicenza. / 32.46 } Includes free intercom- $2.66 per fV mile and cost of tele- phone. munication between all points in the Grand Duchy, 44 miles by 30. §48.70 J $16.23 7.11 6.09 S48.70 Christiania. $38.96 Christiania, second tel- { { { { 12.18 13.54 10.74 12.08 17.57 16.23 13.34 18.31 8.09 12.08 16.23 8.09 6.84 13.54 36.59 38.96 27.27 58.44 26.80 21.62 16.21 9.68 6.09 16.23 19.44 13.60 7.80 ephone on same line. Trondhjem municipal system. Cost of telephone. Chfistiansand. Christiansand, suburbs. Cost of telephone . 1 Christiansand. 1 Fredrikstad, business. Fredrikstad, residences. $2.66 per ■& mile and cost of tele- phone. $12.18 Bergen. G r i m s t a d , one tele- phone. Grimstad,two tele- phones. Grimstad, three tele- $13.54 phones. Horten. Cost of line and instruments. \ 45.00 40.00 I 27.39 $29.22 Covers 1,000 calls; $3.90 ) per 100 afterwards. (According to popula- tion. Hotels, clubs, Sweden $13.54 21.62 16.21 public places, etc., 1 treble rates charged. Company' s charge for a radius of 40 miles. $13.54 $13.54 60.88 24.35 46.00 36.00 44.00 f 16. 23 t 24. 14 14.08 14.08 12.08 26.89 32.75 38.96 State charge for a radi- us of 40 miles. Holland Company's charge per $10.00 $2.71 phone for 3 phones on same line in 40 miles radius. Company's charge for service limited to 400 Cost of line and instruments. I | calls per year; excess calls charged 2$ cents 1 each. Cooperative. f First year, and 1 cent a message. Second year, and 1 cent a message. Third year, and subse- quent years, 1 cent a message ; messages average 535 per sub- scriber per annum. 24.35 1 12.18 1 TELEPHONY IN FOREIGN COUNTRIES. 77 Long distance rates in the United States, Canada, and European countries. COUNTRY. DISTANCE IN .M1I.ES. 20 40 80 120 ICO 200 240 280 400 000 United States 1 ..! Canada 1 J Great Britain 2 ... 80.12 0.C6 0.12 0.10 Free. Free. 0.02> 0.10 0.06 0.20 SO. 24 0.12 0.20 0.10 0.20 Free. 0.02 J 0.10 0.12 0.20 SO. 48 0.24 0.28 0.24 0.20 0.26J 0.04J 0.20 0.24 SO. 72 0.36 0.40 0.24 0.20 0.40 0.06 0.20 0.24 SO. 96 0.48 0.40 0.24 0.20 SI. 20 0.60 0.40 0.24 0.58 SI. 44 0.72 0.40 0.24 81.68 0.84 0.40 0.48 S2.40 1.20 0.60 83.60 1.80 0.53 0.15 0.48 0.24 6.53 0.09 0.29 0.24 0.11 0.38 0.24 0.13 0.38 0.24 0.66 0.36 0.96 Germany 0.36 0.07 0.26 0.13 Free. 0.06 0.10 0.07 0.26 0.13 Free. 0.10 0.10 0.07 0.48 0.24 0.08 0.15 0.10 0.07 0.48 0.24 0.08 0.15 0.10 0.13 0.66 0.34 0.13 0.15 0.10 0.13 0.86 0.43 0.13 0.15 0.13 0.86 0.43 0.13 0.15 0.13 1.04 0.53 0.13 0.84 0.44 0.72 0.20 1.17 1.00 0.27 Switzerland Wurtemburg 1.68 1 Half rate at night, 6 p. m. to 6 a. m. t 2 Double period allowed for day rate at night. s Local rate covers free intercommunication between all points. Tariff rates for the London area. I. — Ordinary message rate service: £ s. $. (a) Charges for connection with any exchange in the county of London within 2 miles of subscriber's premises. Annual subscription 5 ($24.33) Message fees- One penny for each, call to a subscriber on any exchange in the county of London. Two pence for each call to a subscriber on any exchange outside the county of London. (b) Charges for connection with any exchange outside the county of London within 2 miles of the subscrib- er's premises. Annual subscription 4 0- ($19.47) Message fees — One penny for each call to a subscriber on the same exchange. Two pence for each call to a subscriber on any other exchange. The minimum yearly amount payable by each subscriber for message fees is 1 10 ($7.30) II. — Party line message rate service: Annual subscriptions — (a) For connection with any exchange except the Cen- tral Exchange by means of a line used by not more than two subscribers 3 ($14.60) (b) For connection with any exchange outside the county of London by means of a line used by not more than two subscribers 2 ($9.73) Subscriptions at party line rates can not be ac- cepted from subscribers on the Central Exchange, or at the lower party line rate from subscribers on any exchange in the county of London. The above charges have reference to cases where the main circuit of a party line does not exceed 2 miles, and the spur circuit to each subscriber does not exceed 220 yards in length, otherwise there are additional charges mentioned under IV, below. Message fees for calls originated by party line sub- scribers will be the same as for calls by subscrib- ers at the ordinary message rate, but the mini- mum yearly amount payable for message fees by each party line subscriber is 3 ($14. 60) HI. — Unlimited service: Annual subscription for connection with any ex- change within 2 miles of the subscriber's prem- ises, together with an unlimited number of calls— (a) For tie first line 17 ($82.73) (b) For each additional line connecting any prem- ises of the same subscriber with an exchange 14 (S68.13) IV.— Additional annual charges: (a) Where the premises of any subscriber at the ordinary message rate or at the unlimited service rate are more than 2 miles from the exchange, for every ad- ditional quarter of a mile or part thereof 15 ($6.08) (b) Where the main circuit of a party line exceeds 2 miles in length, for each quarter of a mile or part thereof in respect of each subscriber, whose spur circuit is- sues from the main circuit at a point more than 2 miles from the exchange 10 ($2.43) (c) Where the spur circuit of a party line exceeds 220 yards in length, for each additional quarter of a mile or part thereof 15 ($6.08) V .—Extension lines: (a) For each extension line connecting two parts of the same premises of a subscriber, where the line is not ,._-„. more than 110 yards in length 1 10 ($7.30) (b) For each additional 110 yards of such a line 10 ($2. 43) (c) For each extension line connecting separate premises of the same subscriber, and not more than a quarter ,..,„,, of a mile in length 3 10 ($17.03 (d) For each additional quarter of a mile of such line... 15 (Sb.os) Extension lines are [not provided in connection with party lines. VI. — Call offices: ^. _ n n ,~, -., For each period of three minutes' conversation 2 ($0.04) As will be seen, the statement of rates in conti- nental Europe is a digest of a great variety of rates, which it is almost impossible to reduce to uniformity. An exemplification of this fact is presented in the Government (post office) tariff for the city of Lon- don alone, in which three classes of service are dealt with. This statement does not exhaust the sub- ject, however, as there is another, but similar, scale for subscription to the service of the National Tele- phone Company, and the rates applying elsewhere in England, Scotland, or Ireland are not included. The post office authorities have stated with regard to London that 90 per cent of their subscribers are on the message rate basis. This rate is, as is general throughout Europe, for a three minutes' use, whereas in the United States the five minute period, with consequent saving to the public, is universal. The reserve with which the European rates as to telephone service should be interpreted is illustrated in the case of Sweden, a country often cited for its cheap telephone service. In Sweden there is a flat rate of the General Company for "starred" subscribers, or those having against their names in the telephone directory an asterisk, which indicates that they may be called free by message rate subscribers. In other words, a message rate subscriber calling a "starred" subscriber is not charged the message fee for that call. Such "starred" subscribers pay 100 kroner, equal to $26.80. There is, in addition, for unstarred sub- scribers a flat rate of 80 kroner, and a party line rate of 60 kroner ($16.08), in each case an entrance fee of 50 kroner ($13.40) being paid. An inside extension station costs 34 kroner ($9.11), and an outside extension line 40 kroner ($10.72) for the first 500 meters (about three-tenths of a mile), and in the same proportion for longer distances, with an additional installation fee of 10 kroner ($2.68). There is, moreover, a mes- sage rate for business purposes of 45 kroner ($12.06), with an installation charge, and a residence message rate subscription of 36 kroner ($9.65). As compared with the company rate in Stockholm, the maximum Government rate is 50 kroner ($13.40), but outside that city the Government charges higher rates. It should also be noted that in addition to the shorter time for a message — three minutes — the subscriber paying for 1,000 messages per quarter usually has that number allotted to him, and if he does not use them has no credit for the unused messages on the next quarter. The rate for extra messages is 2.7 cents above the 100 per quarter. Hence in view of the difference in the purchasing power of money in the United States and Sweden, the lower wages paid in Scandinavia, and other conditions bearing on the subject, the statements as to the great relative cheap- ness of telephony in Sweden do not appear to be justified. With regard to the table of long distance rates it may be explained that various differences in prac- tice exist which in certain ways modify the mere 78 TELEPHONES AND TELEGRAPHS. figures presented. In Great Britain, for example, no user is permitted to retain a trunk line for more than two consecutive periods, or six minutes in all, after which he must give way and await his turn again. No such restriction applies in the United States, owing, probably, to the more liberal provision of circuits. As to the conditions in Europe, the testi- mony of Mr. H. L. Webb before the Canadian com- mittee may be quoted as follows: The service which is given is very much more complete in this country (United States) than it is anywhere in Europe. In Europe you have to call by number. On the long distance even you have to call by number. If you get the number, you pay whether you get the man you want to speak to or not. In this country it is the practice to call by name, and, unless you get the person you want to speak to, you do not pay. This of course is a very great accommodation to the public, and it is a large element in determining the value of the service — the price that it is worth. Then on the continent of Europe the same trouble exists — that delay. The rates are very cheap, but you can not get service. There are so few lines in comparison to the traffic that practically through the busy hours of the day, up to late in the afternoon, the lines are blocked, and if you want to get a man promptly you pay what is called the "urgent rate," which is triple the ordinary rate. A very large propor- tion of the messages that are sent are sent as "urgent" and the senders pay triple rates, so that the rate that is quoted does not at all represent the actual conditions. Telephonic telegrams. — A branch of telephonic work familiar in Europe, but not known to any extent in the United States, is that reported in the Berne sta- tistics under the head of " telegrammes-telepTiones," meaning, in general, messages transferred from the one set of wires to the other, so that a message can be telegraphed and then telephoned, or vice versa, from the receiving office to the subscriber's business address or place of residence. A special form of service, also included under this head, is that of re- questing a correspondent to put himself in communi- cation telephonically with the sender of the message or notice or with a third person. The telephonic delivery of the telegraph message is usually free, but sometimes a small fee is collected, and in some instances, if requested, the messages are on receipt carried to the destination by messenger. In Nor- way a special subscription, based upon a sliding scale, is assessed for the transmission of telegrams by tele- phone. Arriving telegrams are transmitted free to all telephone subscribers, with the condition that the copy of the message will be forwarded as soon as possible, but at the convenience of the bureau. Subjoined are the figures reported from several coun- tries for "telegrams-telephones." Germany sent 1,836,139, received 1,155,853; Aus- tria sent 721,076, received 696,426; Belgium sent 931,897, received 660,529; Denmark sent 239,730, received 137,919; France sent 1,452,944, received 1,406,512; Great Britain, total 2,689,000; Hungary sent 83,604, received 81,320; Japan sent 204,353, received 83,228; Norway sent 184,114, received 150,399; Holland sent 287,755, received 184,190; Russia sent 41,549, received 33,225; Sweden sent 482,462, received 329,582; Switzerland sent 119,195, received 135,697. 80 TELEPHONES AND TELEGRAPHS. Table 43.— All, TELEPHONE SYSTEMS— SUMMARY, STATE OR TERRITORY. United States. Alabama J . Arizona 1 .. Arkansas ! . California . . Colorado . . . Connecticut . Delaware l . . Florida i Georgia Idaho' Illinois Indian Territory. Indiana J Iowa Kansas 1 Kentucky i Louisiana 1 Maine Maryland 3 Massachusetts . Michigan... Minnesota.. Mississippi l 25 I Missouri... 26 Montana 1 .. Nebraska Nevada ■ New Hampshire . New Jersey 1 New Mexico 1 New York North Carolina 1 . North Dakota i . . Ohio Oklahoma J Oregon • Pennsylvania South Carolina 1 . South Dakota ■ . . Tennessee Texas Utah Vermont . Virginia ] . Washington ■ . . . West Virginia 1 .. Wisconsin All other states < Number of systems. 4,151 3 25 78 7 381 37 3156 411 172 119 15 27 20 10 110 151 35 317 10 28 12 207 83 32 285 24 21 97 42 54 43 109 5 37 87 83 183 4 Miles of wire 4,850,486 32,659 3,872 24,190 144,392 52,115 56,181 10,690 16,503 53,689 6,314 420,665 5,227 209,599 135,112 52,349 154,586 49,368 25,435 97,137 257,461 196,520 136,356 29,453 167,288 8,517 52,711 1,394 18,390 136,617 3,283 622,908 24,680 9,532 514,634 16,186 29,493 501,418 18,621 10,785 86,195 140,483 9,866 16,363 44,672 43,027 56,384 109,536 37,630 Subscribers. 2,178,366 13,385 3,123 15,879 103,629 23,060 21,638 3,472 7,990 24,297 3,554 206,313 4,918 129,835 114,260 39,743 44,873 17,060 12,609 27,696 87,767 91,318 58,509 14,742 88,776 5,099 32,531 1,113 9,044 41,265 2,427 222,520 15,632 6,321 213,234 9,972 20,287 162,277 10,014 9,650 35,459 62,183 5,380 10,990 23,242 30,495 20,805 58,584 11,396 MESSAGES OR TALKS DURING YEAR. Total. 5,070,554,553 46,158,943 5,072,727 36,716,883 178,284,400 60,258,533 35,933,102 8,962,892 18,906,002 96,192,066 6,451,762 541,161,932 8,337,959 294,657,565 193,054,738 58,699,143 143,101,564 68,083,915 21,923,915 62,019,081 183,115,320 237,695,112 113,124,262 60,414,961 242,309,227 11,352,976 73,227,030 1,409,134 16,987,012 56,171,223 4,297,920 360,098,123 36,485,398 14,106,733 558,707,801 23,329,668 35,777,238 493,617,718 23,893,914 17,919,604 128,274,719 167,079,014 11,755,130 19,075,847 65,494,626 64,623,982 41,605,891 101,594,728 23,033,120 Local. 4,949,849,709 45,666,699 5,004,894 35,941,937 Long distance and toll. 120,704,844 492,244 67,833 774,946 175,S56,16U 58,726,904 2,428,240 1,531,629 34,417,525 1,515,577 8,786,328 176,564 18,740,316 165,686 95,613,168 578,898 6,222,416 229,346 535,744,349 5,417,583 8,114,111 223,848 290,579,503 4,078,062 189,756,644 3,298,094 57,644,004 1,055,139 141,815,744 1,285,820 67,608,308 475,607 21,028,890 895,025 60,734,287 1,284,794 173,300,896 9,814,424 233,911,515 3,783,597 110,586,037 2,538,225 59,903,306 511,655 239,356,737 2,952,490 11,105,729 247,247 71,992,686 1,234,344 1,363,082 46,052 16,222,808 764,204 51,388,176 4,783,047 4,261,660 36,260 339,731,099 20,367,024 36,039,272 446,126 13,754,186 352,547 547,238,743 11,469,058 22,869,692 459,976 35,253,710 523,528 473,208,097 20,409,621 '23,507,281 386,633 17,374,274 545,330 127,209,768 1,064,951 161,865,704 5,213,310 11,477,368 277,762 18,541,214 534,633 64,719,606 775,020 63,868,882 755,100 40,176,425 1,429,466 98,980,462 2,614,266 22,639,107 394,013 i Contains data for system credited to and operating in an adjoining state. 'Deficit. ALL TELEPHONE SYSTEMS. 81 BY STATES AND TERRITORIES: 1902. Stations or telephones of all kinds. Number of public exchanges. Switch- boards of all kinds. SALARIED OFFICIALS, CLERK&, ETC. WAGE-EAKNERS. Total revenue. Total expenses. Net surplus. Number. Salaries. Average number. Wages. 2,315,297 10,301 10,896 14,124 99,885,886 64,628 826,369,735 880,825,530 880,147,490 86,678,046 1 14,077 09 72 65 39,081 309 92,200 528,821 448,640 80,181 2 3,259 30 30 29 12,458 73 39,128 114,480 76,442 38,038 3 16,892 123 125 41 28,230 438 135,049 565,024 439,872 125,152 4 106,574 376 376 654 329,875 2,990 1,572,218 4,091,076 3,927,990 163,086 5 24,533 96 96 136 130,312 960 467,210 1,137,263 1,032,385 104,878 6 22,494 44 46 124 113,179 640 344,727 1,328,180 1,305,808 22,378 7 4,293 21 21 30 22,288 173 81,623 189,846 208,508 =18,662 8 8,216 38 40 40 26,858 150 45,244 212,099 185,183 26,916 9 25,490 113 120 275 182,887 504 166,545 863,033 761,817 101,216 10 3,862 33 34 65 22,311 170' 100,656 178,282 181,597 23,315 11 211,187 912 945 1,415 959,193 0,006 2,301,144 7,308,885 6,851,241 457,644 12 5,331 50 55 27 17,530 139 43,905 164,142 103,888 60,254 13 132,489 021 650 476 230,339 2,860 858,711 2,816,509 2,411,573 404,936 14 120,017 710 729 341 178,792 1,909 610,039 1,962,362 1,551,559 410,803 15 40,972 259 266 141 73,687 820 227,552 877,783 627,779 250,004 10 40,266 203 204 250 154,229 1,483 462,433 1,377,441 1,228,675 148,766 17 17,509 60 62 88 64,564 601 214,004 803,399 718,544 84,855 18 14,045 112 112 55 31,730 357 173,986 597,204 508,821 28,383 19 32,090 93 95 291 214,766 1,328 629,351 1,517,102 1,444,055 73,047 20 96,512 233 235 1,155 1,182,216 3,524 1,742,820 6,127,452 5,924,513 202,939 21 93,961 511 523 324 217,135 2,175 690,281 2,444,051 2,398,053 45,398 22 62,039 246 290 315 224,351 1,172 473,981 1,879,872 1,543,250 336,610 23 15,069 95 95 92 59,000 428 116,945 496,499 438,970 57,523 24 93,371 482 507 440 309,416 2,389 890,410 2,970,597 2,520,024 444,573 25 5,421 32 32 61 34,136 122 66,650 304,979 276,387 28,592 20 36,153 220 222 117 70,851 756 311,662 1,107,303 953,201 154,102 27 1,165 11 11 14 648 23 9.22S 35,006 21,557 13,449 28 9,949 87 87 41 22,333 238 114,785 396,639 384,685 11,954 '29 48,980 246 249 410 277,707 1,864 932,623 ■ 2,738,695 2,707,121 31,574 30 2,481 12 12 12 8,627 39 16,593 54,445 36,484 17,961 31 246,015 713 735 2,318 2,065,567 7,765 3,706,101 16,352,193 15,810,195 541,998 32 16,252 125 130 81 43,752 400 105,190 340,472 299,118 47,354 33 0,702 49 49 22 12,371 147 59,117 235,371 184,857 50,514 34 222,767 757 867 809 488,757 5,469 1,963,779 0,192,040 5,477,077 715,563 35 10,385 52 76 50 32,420 231 68,190 208,222 189,339 78,883 36 21,172 118 120 127 27,829 618 294,229 659,146 627,665 31,481 37 186,572 772 890 1,475 1,000,978 6,682 2,847,340 8,083,896 8,054,253 29,643 38 10,467 82 93 56 31,554 265 71,700 285,055 249,759 35,296 39 10,305 103 108 54 25,656 217 81,040 287,057 227.46S 59,589 40 36,060 158 162 342 216,730 1,399 409,942 1,252,438 1,162,466 89,972 41 04,410 334 348 311 229,546 2,032 816,396 2,485,925 1,970,357 515,568 42 5,734 22 22 65 43,358 157 81,120 293,952 279,130 14.S22 43 12,112 103 104 62 29,475 237 98,296 322,369 293,531 28,838 44 24,130 139 140 142 73,182 522 150,702 609,276 540,503 68,773 45 31,447 140 140 171 37,499 1,160 608,950 989,936 935,556 54,380 40 22,370 180 185 94 49,820 623 202,998 507,677 443,263 64,414 47 61,145 342 344 314 171,138 1,465 518,353 1,599,833 1,325,497 274,336 48 12,489 34 36 101 67,465 47" 234,499 865,603 792,222 73,381 49 • Includes District of Columbia. < Includes systems distributed as follows: Rhode Island, 2; Wyoming, 82 TELEPHONES AND TELEGRAPHS. Table 44.— ALL TELEPHONE SYSTEMS— REVENUE AND STATE OK TERRITORY. United States. Alabama i . Arizona 1 .. . Arkansas l . California. . Colorado . . . Connecticut . s Delaware i . . Florida i Georgia Idahoi Illinois Indian Territory . Indiana ! Iowa Kansas ! Kentucky 1 Louisiana 1 Maine Maryland 3 Massachusetts . Michigan . . . Minnesota.. Mississippi 1 Missouri . . . Montana 1 .. Nebraska Nevada 1 New Hampshire . New Jersey l New Mexico 1 New York North Carolina 1 . North Dakota 1 . . Ohio Oklahoma i Oregon ] Pennsylvania- .. South Carolina : South Dakota 1 . Tennessee 42 Texas. Utah Vermont. Virginia ] . 40 Washington 1 ... 47 West Virginia 1 . 48 W iseonsin 49 i All other states ' Number of sys- tems. 47 11 76 18 13 3 25 78 7 381 37 366 411 172 119 15 27 20 10 no 151 35 317 6 Hi 28 12 267 83 32 285 24 21 97 42 54 43 169 5 37 87 4 83 183 4 528, 821 114, 480 565, 024 4,091,076 1, 137, 263 1,328,186 189, 846 212, 099 863,033 178, 282 7, 308, 885 164, 142 2, 816, 509 1,962,362 877, 783 1,377,441 803, 399 597, 204 1,517,102 6, 127, 452 2, 444, 051 1,879,872 496, 499 2,970,597 304, 979 1,107,303 35,006 396, 639 2,738,695 54, 445 16, 352, 193 346, 472 235,371 0, 192, 640 268, 222 659, 146 8,083,890 285, 055 287,057 1, 252, 438 2,485,92.5 293,952 322,369 009, 276 989,936 507, 677 1, 599, 533 865, 603 Gross receipts. From least t-.. .-, .„ of lines, Dividends. wires> aI J d conduits. 1,172,543 187, 164 194, 292 764, 764 168, 573 6, 997, 615 163,315 2, 682, 337 1,898,949 860,996 1,348,609 784, 455 575,034 1,406,944 5, 793, 553 2,318,1«5 1,787,793 488, 490 2,840,884 280, 155 1,047,813 34, 645 383, 842 2,531,090 54, 376 14,904,781 330, 018 220, 504 5,824,002 265, 615 637,617 7,235,212 265,028 279, 720 1,228,111 2,398,970 272,507 311,803 555,262 967,301 487,373 1,555,091 789,818 $81,599,769 \ 3268,044 : $1,197,476 477, 936 113, 645 549,612 ! 3,993,698 1,103,089 54(1 241 1,995 2,166 1,376 221,810 3,204 21, 656 100 11,027 3,929 134,359 148 78,948 1,663 24 3,632 40 28,965 90,078 3,913 3,009 18, 209 45 122,874 131, 870 126 200 148, 342 284,332 4 ,577 2,031 13,040 40, 654 Rent from real estate $1,348,894 4,098 333 3,104 34,916 20, 175 7,717 1,806 1,434 8,191 2,708 62, 568 287 10, 324 2,688 3,548 10,087 6,002 162 51,734 65,227 46, 454 15, 305 368 35, 850 5,218 10, 805 143 10S 50,319 545, 159 1,024 2,678 85, 508 628 7,179 163, 658 1,639 1,339 7,419 16,908 5,904 72 3,728 8,308 5,173 9,238 21,533 $1,359,953 39,289 439 4,362 30,969 12,059 4,141 265 13, 715 76,599 800 52, 136 22, 226 27, 272 2,304 6,375 6,234 8,759 20, 675 80, 774 28,258 17, 801 3,653 20,545 1,284 6,492 191 5,812 18,228 20 402, 155 9,817 3,037 62, 245 4,335 242, 581 15, 095 1,450 8,020 24, 091 1,450 3,924 35, 834 7,576 7,941 13,304 3,206 Miscella- neous. $1,051,400 6,733 63 7,946 31, 493 1,340 9,426 403 2,658 13, 479 6,201 114, 722 22,433 29,795 10,911 6,572 6, 708 13, 209 8,784 97, 820 45,885 55,964 3,988 55, 109 12, 277 41,572 27 6,877 16, 184 49 86,418 1,683 8,952 50,887 1,470 10, 015 147,086 2,693 4,548 8,839 45, 176 14,031 0, 500 6, 875 6,751 5,159 5,231 10,392 Contains data for system credited to and operating in an adjoining state. s Deficit. ALL TELEPHONE SYSTEMS. EXPENSES, BY STATES AND TERRITORIES: 1902. 83 $80,147,490 EXPENSES. Aggregate. 448,640 76,442 439,872 3,927,990 1,032,385 1,305,808 208,508 185,183 761,817 181,597 6,851,241 103,888 2,411,573 1,551,559 627,779 1,228,675 718,544 568,821 1,444,055 5,924,513 2,398,653 1,543,256 438,976 2,526,024 276,387 953,201 21,557 384,685 2,707,121 36,484 15,810,195 299,118 184,857 5,477,077 189,339 627,665 8,054,253 249,759 227,468 1,162,466 1,970,357 279,130 293,531 540,503 935,556 443,263 1,325,497 792,222 856,867,062 Operating expenses. Total. 314,909 69,861 368,340 3,199,574 766, 129 887,363 157,375 136,772 541,885 134,364 5,011,224 93,533 1,794,106 1,263,267 522,923 912,317 414,923 409,040 1,105,936 4,206,394 1,720,231 1,135,507 302,947 1,786,862 213,772 799,177 18,462 305,071 1,937,262 32,206 9,788,651 242,602 136,600 3,800,462 169,958 451,821 5,393,886 186,979 163,222 882,408 1,584,759 215,541 234,068 403,662 778,837 340,320 988,777 542,777 General op- eration and mainte- nance, and legal expenses. 849,587,964 273,610 63,424 310,076 2,940,169 698, 453 814,195 144,331 121,332 465,526 114,851 4,436,770 81,334 1,586,670 1,109,714 464,306 830,095 359,395 359,287 970,238 3,677,559 1,484,499 981,841 273,713 1,555,746 175,180 705,260 16,249 274,439 1,753,699 28,828 7,910,326 220,922 116,109 3,253,601 156,994 406,756 4,830,473 171,268 149,065 803,939 1,372,921 173,924 207,018 353,113 709,125 303,631 890,081 487,909 Rentals and royal- ties on in- struments and appa- ratus. $2,837,013 19,538 2,020 37,238 164, 199 37,462 48,405 5,013 4,639 29,734 6,117 253,810 4,305 56,710 43,511 20,218 49,654 40,817 25,335 64,276 228,006 64,620 52,685 19,243 105,317 11,710 43,200 1,461 14,424 93,609 1,408 •579,293 7,209 6,447 154,293 3,689 30,143 188,040 5,857 4,483 58,035 89,245 13,048 12,276 16,006 41,363 10,210 43, 512 25, 180 Rentals of offices, etc. Rentals of con- duits, etc. $2,498,814 17,347 4,022 13,168 87,713 30,033 21,291 6,135 7,399 36,741 6,836 202,198 4,397 54,380 49,678 18,763 25,697 14,078 13,036 57,398 236,321 81,271 43,441 9,328 75,613 11,337 21,361 494 11,091 86,704 1,733 578,606 7,043 4,722 139,761 6,239 14,533 255,888 8,558 4,640 16,783 64,929 12,668 7,312 22,044 26,956 16,075 39,068 23,985 $681,727 974 104 11,368 2,087 331 3,308 369 649,239 2,009 383 29 Tele- phone traffic. $442,260 1,922 267 1,589 1,985 4,466 200 31,399 2,104 65,219 16,072 2,121 4,747 612 2,901 1,116 35,123 3,266 592 9,503 1,632 443 180 367 142 122 25,404 1,944 44 162,704 1,262 138 8,543 219 365 2,882 32,871 1,716 4,735 3,776 7,557 Miscella- neous. On floating debt. 2,492 128 6,269 5,508 181 2,488 1,732 3,402 5,418 6,360 79,171 1,393 31,127 44,292 17,515 1,552 21 8,481 1,540 62,421 54,718 53,943 71 37,375 13,913 28,544 78 4,750 3,018 115 45,783 5,484 9,278 88,120 1,774 251 108,933 1,077 4,669 724 24,793 15,901 5,746 7,381 1,393 6,599 8,559 4,803 Fixed charges. Interest. $1,831,377 63,569 435 18, 404 11,576 3,682 13,840 25,355 21,609 118,624 1,538 85,926* 2,689 61,520 55,186 17,555 21,419 16,218 3,904 44, 494 32,279 123,004 57,289 10,489 58,375 1,591 3,123 31 2,684 92,974 254 161,688 18,562 7,139 171,617 5,984 3,010 204,693 27,068 3,652 28,142 86,046 1,760 2,927 54,539 2,691 13,804 67,410 1,009 On funded debt. $3,511,948 5,960 2,960 1,372 136,225 3,416 44, 154 14,617 17,185 26,077 4,478 175,819 1,200 202,587 54,119 8,740 121,576 21,554 20,815 130,791 204,345 307,265 76,275 12,081 155,221 964 6,353 1,269 13,760 94,576 229 331,503 7,374 1,726 590,765 1,373 3,445 450, 100 12,338 2,180 49,371 78,400 1,197 9,193 16,978 35,267 29,562 22,945 2,248 Taxes. $2,944,281 20,119 2,973 11,448 82,807 27,589 25,226 7,924 5,359 41,129 5,642 264,380 2,355 102,325 29,052 19,816 36,022 27,809 14,257 59,332 366,879 58,210 49,698 11,608 113,049 10, 105 29,078 644 ' 6,710 81,951 652,067 7,554 4,740 252,411 4,374 11,588 266,373 6,731 5,623 2S.580 54,812 10,405 5,948 26,356 19,038 12,949 38,928 21,508 For lease of lines. $10,103 $14,982,719 ::6 3,105 210 56.4 28.9 5,797 85.8 ^7 1,394 18,390 1.0 28 1,648 7,446 34.3 17.6 2,509 2,235 40.0 1,628 2.0 107 29 7,618 28,236 136, 617 1,001.7 427.2 75, 322 3,489 42,081 359.1 18,218 21.7 996 30 54 177 3,283 622,908 614 2,849 4.4 434 31 27,559 88,810 2,130.0 1,571.7 392, 973 18, 758 143, 701 1,127.3 82,967 35.2 3,267 32 611 1,869 24,680 3.5 0.9 217 5,415 20,573 39.4 3,881 1.0 9 33 1,712 66,344 9,532 14.2 1.6 655 2,183 27, 516 8,180 8.6 697 34 19, 170 514, 634 1,350.9 699.4 153, 677 246,228 967.5 114, 473 11.2 256 a5 116 16, 186 29,493 3,767 4,856 13,050 26.7 3,136 •ifi 3,496 12, 730 26.3 15.5 3,855 24, 013 13.0 1,548 4.2 77 37 36,229 96,405 501, 418 4, 118. 4 1,086.8 249,246 20, 398 177,841 781.6 73, 670 5.0 661 38 1,736 2,956 9,299 14,346 4,132 9,067 18,621 10,785 86, 195 140,483 9,866 16, 363 3,540 14,326 57.3 4,222 10.0 73 39 1,081 3,433 4,943 979 2,069 0.1 0.3 56 4,241 10, 825 20,074 1,397 10,206 5.8 523 4fl 69.8 24.6 5,142 23, 031 57, 937 95, 625 183.2 23, 116 41 144.9 91.9 202.1 21,827 4-> 22.9 5.9 1,829 513 6,661 13.0 1,376 43 9.4 3.6 3,720 14,861 18.6 987 0.7 2 44 1,807 6,058 44, 672 90.7 38.9 11,500 6,996 27,913 53.5 5,101 9.3 158 45 5,910 1,671 20,543 7,009 43,027 56,384 72.9 34.5 12, 439 3,713 25, 966 39.0 4,622 46 78.6 43.0 14,055 7,362 27,712 113.8 14,592 1.0 25 47 8,125 27,229 109, 536 202.9 83.9 20, 867 15,600 72,733 160.6 15,331 30.0 605 48 1,757 7,120 37,630 199.5 86.0 17, 670 2,124 17,241 60.1 2,657 11.0 62 49 •Includes systems distributed as follows: Rhode Island, 2; Wyoming, 2. 88 TELEPHONES AND TELEGRAPHS. Table 47.— ALL TELEPHONE SYSTEMS— TELEPHONE SWITCHBOARDS, STATE OE TERRITORY. United States Alabama 2 Arizoaa 1 Arkansas l California Colorado Connecticut Delaware l Florida 1 Georgia Idaho 1 Illinois Indian Territory. . . Indiana : Iowa Kansas 1 Kentucky 1 Louisiana 1 Maine Maryland 2 Massachusetts Michigan Minnesota Mississippi 1 Missouri Montana : Nebraska Nevada 1 New Hampshire . . . New Jersey 1 New Mexico l New York North Carolina 1 ... North Dakota 1 Ohio Oklahoma 1 Oregon 1 Pennsylvania South Carolina 1 . . . South Dakota l Tennessee Texas Utah Vermont Virginia 1 Washington l West Virginia ■ Wisconsin All other states ' . . Number of systems. 4,151 47 11 76 18 13 6 3 25 78 7 381 37 366 411 172 119 1.5 27 20 10 110 151 35 317 6 16 28 12 267 83 32 285 24 21 97 42 54 43 169 5 37 87 4 83 183 4 SWITCHBOARDS. Aggregate. 10,896 72 30 125 376 46 21 40 120 34 945 55 6.50 729 266 204 62 112 95 235 523 290 95 507 32 222 11 87 249 12 735 130 49 867 93 108 162 348 22 104 146 140 185 344 36 Manual. Total. 1,0,842 71 30 125 375 96 46 21 40 113 34 942 5.5 650 726 2.50 203 62 112 95 233 523 283 95 506 32 222 11 87 248 11 731 130 48 865 76 120 890 93 108 162 348 22 104 146 140 185 342 35 Common battery. s::r 78 108 3 118 6 1 4 28 2 1 Magneto system. 10,005 54 29 123 375 91 44 20 33 95 32 861 53 592 693 243 193 00 107 78 214 .501 232 95 473 30 211 11 86 226 11 653 122 42 7.57 73 120 772 87 107 158 320 20 103 137 140 169 326 33 Auto- matic. Total capacity of switch- boards. 2,447,403 17,896 2,681 20,620 39,946 21,472 12,258 5,100 12,510 35,848 6,346 250, 487 7,947 155,236 115,378 52,316 65,761 17,847 8,513 28,535 69,455 107,787 80,045 21,069 130,941 4,730 34,347 448 11,057 44,423 2,535 242,455 21,353 7,514 248, 143 12,675 10,814 223,439 11,717 13,852 49,339 73,495 4,105 6,907 27,209 11,037 29,431 59,840 10,544 1 Contains data for system credited to and operating in an adjoining state. » Includes District of Columbia. ALL TELEPHONE SYSTEMS. POWER PLANTS, AND BATTERIES, BY STATES AND TERRITORIES: 1902. 89 ENGINES. DYNAMOS. ELECTRIC MOTORS. Auxiliary cross-connec- tion boards, etc., number. Magneto gen- erators, ring- ers, etc., number. BATTERIES. Number. Horsepower, Number. Horsepower. Number. Horsepower. Primary. Storage. Number of cells. Number of cells. 190 2,750. 5 1,359 5,459.1 1,414 4,209.8 9,255 14,931 110,648 19,001 1 19 23.0 31.0 75 104 2,061 168 2 12 110 29 187 143 2,514 70 49 3 8 9.7 4 9 4 15 35.0 18 40.0 137 181 2,638 910 5 5 72.0 15 79.0 6 47.0 93 144 576 137 6 2 16.0 15 32.0 14 33.3 49 23 405 41 7 1 10 30 3 129 1.0 9.8 31.0 2.0 791.9 5 10 27 4 118 15.0 12.3 46.0 3.0 478.1 18 49 106 38 1,019 33 63 172 59 1,194 78 551 1,907 153 15,109 16 71 224 59 1,675 8 , 9 10 11 19 538.0 12 2 58 1.0 121.9 54 545 67 737 934 4,446 28 1,361 13 8 41.5 62 96.0 14 4 14.5 28 35.4 51 57.4 593 947 5,673 677 15 7 14 9.8 66.5 14 7 18.4 23.3 247 195 343 359 2,899 2,001 510 223 16 3 32.0 17 1 12.0 2 20.0 1 12.0 61 141 509 14 18 3 27.0 7 44.0 4 32.0 76 240 2,134 43 19 6 35.0 27 93.5 31 39.0 98 160 559 325 20 17 177.0 54 303.0 32 279.4 203 899 8,498 622 21 6 31.0 38 137.5 70 134.1 427 845 2,141 520 22 .3 15.0 44 179.0 49 170.2 249 331 6,528 663 23 1 38 0.1 153.2 1 66 0.1 184.1 108 .396 216 626 1,128 7,448 24 14 204.2 687 25 4 11 6.0 12.0 4 15 8.0 16.0 34 214 3 50 44 239 8 183 222 1,040 50 1,881 131 331 26 27 28 1 9.0 2 14.0 1 10.0 11 29 4 25.0 28 82.0 53 110.1 167 11 488 323 16 946 959 73 5,413 3S2 72 1,957 30 31 18 119.0 228 1,088.8 240 897.1 32 15 3 208 8.5 2.3 412.0 11 2 181 7.7 2.0 347.0 99 46 974 184 61 1,080 1,110 465 6,482 92 33 156 I 34 17 158.3 2,705 35 1 3 133 3.0 10.3 1,149.8 2 3 140 5.5 12.2 586.5 128 45 748 85 70 1,089 1,495 628 5,405 22 165 1,466 36 37 40 972.0 38 12 1 11 5.1 2.0 85.8 13 2 7 9.8 2.0 61.1 83 82 153 128 110 315 1,713 725 1,125 118 79 77 39 40 3 50.0 41 7 37.5 36 146.8 38 123.8 292 716 2,619 607 42 9 1 21 31.0 0.7 29.5 9 3 23 35.0 0.9 41.3 27 90 82 40 185 261 80 2,023 1,328 32 32 167 43 44 1 5.0 45 4 17 12.0 97.0 5 19 17.0 49.7 46 132 59 214 645 989 385 359 46 5 95.0 47 6 41.5 22 73.9 23 61.5 263 421 2,829 360 48 3 23.0 22 34.2 9 18.0 40 54 316 202 49 c Includes systems distributed as follows: Rhode Island, 2; Wyoming, 2. 90 TELEPHONES AND TELEGRAPHS. Table 48.— COMMERCIAL TELEPHONE SYSTEMS— STATE OK TERRITORY. United States. Alabama 1 .. Arizona 1 . . . Arkansas 1 . California.. Colorado... 7 ' Connecticut. Delaware 1 ... Florida 1 Georgia Idaho 1 Illinois Indian Territory. Indiana 1 Iowa Kansas l Kentucky 1 Louisiana 1 Maine Maryland 2 Massachusetts. Michigan... Minnesota.. Mississippi l Missouri Montana 1 . . Nebraska Nevada 1 New Hampshire - New Jersey 1 New Mexico 1 New York North Carolina 1 . North Dakota 1 .. Ohio Oklahoma 1 Oregon 1 Pennsylvania South Carolina a . South Dakota 1 . . Tennessee l .. Texas Utah Vermont. Virginia 1 . "Washington 1 West Virginia 1 . .. Wisconsin All other states ". Number of systems. Miles of wire. 4,779,571 243 37 261 241 161 84 14 23 16 10 77 120 32 227 16 28 12 179 71 29 236 23 16 77 36 47 30 157 5 31 65 140 3 32,558 3,842 24,190 143, 469 52,045 56,171 10,690 16,458 53, 512 6,231 407,357 5,227 200,379 121,851 51,699 153,278 49,359 25,358 97,056 257,461 194,185 134, 557 29,383 158,724 51,055 1,220 18,390 136,617 3,283 621,315 24,047 9,492 511,118 16,136 29,058 500,219 18,288 10,560 84,512 140,005 9,866 16,257 42,454 43,027 55,322 106,273 37,020 Subscribers. 2,089,846 13,276 3,053 15,879 103,240 23,032 21,594 3,472 7,946 24,188 3,502 189,596 4,918 120,190 93,063 39,094 43,839 17,053 12,505 27,653 87,767 87,961 56,346 14,705 77,918 5,068 1,091 9,044 41,265 2,427 219,745 15,261 6,250 207,215 9,922 19,731 160,851 9,830 9,392 34, 412 62,022 5,380 10,819 20,920 30,495 19,942 54,687 11,389 Stations or telephones of all kinds. 2,225,981 13,968 3,187 16,892 106, 181 24, 505 22,449 4,293 8,172 25,380 3,802 194,356 5,331 122, 799 98,662 40,317 45,195 17,502 13,939 32,038 96,512 90,591 59,871 15,031 82,409 5,390 34, 509 1,143 9,949 48,980 2,481 243,166 15,871 6,691 216,731 10,335 20,616 185,089 10,283 10,046 35,007 64,246 5,734 11,939 21,789 31,447 21,493 57, 182 12,482 EXCHANGES AND STATIONS. Public 123 372 43 21 37 111 749 50 509 542 251 196 60 112 88 233 467 230 94 362 32 197 10 87 246 12 119 47 686 52 112 744 78 100 147 332 22 102 117 140 168 302 34 Private branch ex- changes. 285 24 771 84 6 1 92 22 1 370 408 115 174 6 1 141 1 19 584 Automatic or nickel- in-the-slot pay sta- tions. Other pay stations. 78 2 20 25 1 5S1 693 31 297 13 130 66 3 209 2,189 1,807 424 492 7 774 16 111 3,029 3 2,897 96 39 2,141 26 11 13,180 72 51 6 46 4S 139 242 2 207 78 28.8 48,089 345 S2 880 727 314 58 106 369 235 1,632 340 1,052 1,993 768 749 413 545 581 1,150 567 1,133 266 1,088 191 393 51 369 3,504 28 14,409 372 328 2,067 320 3,378 129 363 501 1,866 201 514 332 309 801 1,606 127 1 Contains data for system credited to and operating in an adjoining state. 3 Includes District of Columbia. COMMERCIAL TELEPHONE SYSTEMS. SUMMARY, BY STATES AND TERRITORIES: 1902. 91 PARTY LINES. Switch- MBSSAGES. SALARIED OFFICIALS, CLERKS, ETC. WAGE EARNERS. boards of all Number. Stations. kinds. Total. Local. Long distance and toll. Number. Salaries. Average number. Wages. 248,908 808,571 9,954 4,971,413,070 4,851,416,539 119,996,531 13,958 59,871,596 63,630 $26,206,065 1 1,329 3,022 70 46,049,758 45,558,699 491,059 64 39,056 309 92,200 2 295 1,136 29 4,952,727 4,884,894 67,833 28 12,091 71 38,150 3 652 1,617 125 36,716,883 35,941,937 774,946 41 28,230 438 135,049 4 19,635 66,702 372 177,450,692 175,043,649 2,407,043 654 329,875 2,986 1,571,628 5 4,256 16,303 96 60,237,513 58,706,204 1,531,309 136 130,312 960 467,210 6 4,456 18,615 45 35,897,102 34,381,525 1,515,577 124 113,179 639 344,597 7 947 2,117 21 8,962,892 8,786,328 176,564 36 22,288 173 81,623 8 411 943 ■ 39 18,834,027 18,668,341 165,686 40 26,858 148 45,004 9 2,395 5,618 118 96,079,566 95,503,748 575,818 275 182,887 562 166,377 10 456 1,615 33 6,399,762 6,171,216 228,546 64 22,211 168 100,156 11 20,660 66,475 782 516,214,961 510,859,240 5,355,721 1,382 957,766 5,886 2,268,517 12 43 113 55 8,337,959 8,114,111 223,848 27 17,530 139 43,905 13 7,787 31,087 538 285,297,532 281,296,040 4,001,492 451 227,954 2,711 834,980 14 4,932 17,649 561 172,778,419 169,636,333 3,142,086 332 177,657 1,725 572,535 15 1,292 4,383 258 58,172,298 57,125,113 1,047,185 141 73,687 813 226,294 16 4,264 11,118 197 141,829,819 140,554,810 1,275,009 250 154,229 1,475 461,789 17 2,543 6,958 62 68,076,915 67,601,308 475,607 88 64,564 601 214,004 18 2,349 11,493 112 21,807,915 20,912,890 895,025 55 31,730 357 173,986 19 5,427 12,214 90 61,960,881 60,676,787 1,284,094 291 214,766 1,328 629,351 20 15,034 69,922 235 183,115,320 173,300,896 9,814,424 1,155 1,182,216 3,524 1,742,820 21 4,983 13,208 479 234,515,840 230,770,258 3,745,582 322 217,060 2,131 684,135 22 7,175 17,181 274 111,464,762 108,937,117 2,527,645 311 223,651 1,159 471,236 23 1,457 3,730 94 60,369,711 59,858,306 511,405 92 59,060 428 116,945 24 4,615 15,911 387 229,844,532 226,973,088 2,871,444 415 306,609 2,254 869,505 25 956 3,169 32 11,319,476 11,072,729 246,747 58 33,836 121 66,356 26 2,904 10,589 199 71,150,107 69,939,928 1,210,179 114 70,691 733 307,727 27 205 803 10 1,385,874 1,341,082 44,792 13 573 22 8,808 28 1,648 7,446 87 16,987,012 16,222,808 764,204 41 22,333 238 114,785 29 7,618 28,236 249 56,171,223 51,388,176 4,783,047 410 277,707 1,864 932,623 30 54 177 12 4,297,920 4,261,660 36,260 12 8,627 39 16,593 31 27,316 86,200 691 357,638,366 337,296,703 20,341,663 2,317 2,065,537 7,740 3,763,597 32 559 1,544 124 35,891,998 35,450,097 441,901 81 43,752 395 104,560 33 847 1,701 47 14,015,733 13,664,186 351,547 22 12,371 147 :?,117 34 18,467 60,541 796 552,344,151 540,922,794 11,421,357 792 488,276 5,398 1,954,086 35 22 66 76 23,279,668 22,819,692 ■459,976 50 32,420 230 68,096 36 3,426 12,229 114 34,843,668 34,320,265 523,403 127 27,829 608 291,964 37 36,016 95,223 862 492,193,245 471,810,398 20,382,847 1,466 1,000,551 6,649 2,843,565 38 575 1,582 89 23,732,914 23,347,281 385,633 55 31,494 262 71,396 39 1,063 2,768 105 17,674,604 17,132,672 541,932 54 25,656 215 80,532 40 3,320 8,648 151 125,995,719 124,932,918 1,062,801 338 214,870 1,379 466,489 l 41 4,911 14,211 346 166,861,262 161,650,264 5,210,998 311 229,546 2,030 816,068 42 979 4,132 22 11,755,130 11,477,368 277,762 65 43,358 157 81,120 43 2,039 8,895 103 18,911,897 18,377,414 534,483 62 29,475 237 98,296 44 1,610 3,905 124 63,210,726 62,462,408 748,318 141 73,146 506 148,702 45 5,910 20,543 140 64,623,982 63,868|,882 :755,100 171 37,499 1,160 608,956 46 1,577 6,254 163 40,700,517 39,280,194 1,420,323 93 49,755 603 202,034 47 7,737 23,466 304 98,033,972 95,481,675 2,552,297 '290 169,363 1,433 514,100 48 1,756 7,113 36 23,026,120 22,632,107- 394,013 101 67,465 479 234,499 49 "Includes systems distributed as follows: R&ode Island, 2; Wyoming,!. 92 TELEPHONES AND TELEGRAPHS. Table 49 .—COMMERCIAL TELEPHONE SYSTEMS— REVENUE STATE OR TERRITORY. United States. Alabama 1 . Arizona 1 .. . Arkansas 1 . California.. Colorado . . . Connecticut . Delaware l . . Florida 1 Georgia Idaho 1 12 Illinois 13 j Indian Territory. 14 ' Indiana 1 Iowa Kansas 1 . Kentucky J Louisiana l Maine Maryland 3 . .. . Massachusetts Michigan.. . Minnesota.. Mississippi 1 Missouri. . . Montana ] -- Nebraska Nevada 1 New Hampshire. New Jersey 1 New Mexico 1 New York North Carolina l . North Dakota l . . Ohio Oklahoma 1 Oregon ■ Pennsylvania.. . South Carolina l South Dakota ] . Tennessee Texas Utah Vermont . Virginia 1 . 46 Washington ' 47 West Virginia 1 .. 48 Wisconsin 49 i All other states < . Number of sys- tems. 243 37 261 241 161 84 14 23 16 10 77 120 32 227 4 74 6 16 28 12 179 71 29 236 23 16 77 36 47 30 157 5 31 65 4 62 140 3 Total. $86,522,211 528, 196 113,102 565,024 4,087,418 1,137,180 1,327,662 189,846 211,737 862,397 177,282 7,255,780 164,142 2,777,752 1,903,104 875,395 1,374,385 803,321 596, 893 1,516,647 6,137,452 2,433,328 1,872,650 496, 374 2,935,010 304,004 1,098,570 33,746 396,639 2,738,695 54,445 16,343,157 345,017 235,231 6,177,038 268,092 656,483 8,076,974 284,263 285,969 1,243,494 2,484,400 293,952 321,696 600,831 989,936 504,266 1,587,689 865,547 Gross receipts. 581,296,444 477,311 112,267 549, 612 3,990,040 1,103,006 1,172,019 187,164 193,930 764, 128 167,573 6,944,510 163,315 2,643,580 1,839,691 858,608 1,345,553 784,377 574,723 1,406,489 5,793,553 2,307,-442 1,780,571 488,365 2,805,297 285,180 1,039,080 33,385 383,842 2,531,090 54,376 14,955,745 329, 163 220,364 5,808,400 265,485 634,954 7,228,290 264,236 278,632 1,219,167 2,397,445 ' 272,507 311,190 546,817 967,301 483,962 1,542,947 789,762 Dividends. From lease of lines, wires, and conduits. $268,044 $1,197,476 540 241 1,995 2,166 1,376 221,810 3,204 21,656 100 3,929 134,359 148 81,844 78,948 1,663 24 3,632 40 28,965 90,078 3,913 3,009 18,209 45 122,874 131,870 126 200 148,342 284,332 180 7,577 2,031 13,040 40,654 Rent from real estate. $1,348,894 4,098 333 3,104 34,916 20,175 7,717 1,806 1,434 8,191 2,708 62,568 287 10,324 2,688 3,548 10,087 6,002 162 51,734 65,227 46, 454 15,305 368 35,850 5,218 10,865 143 108 50,319 545, 159 1,024 2,678 85,508 628 7,179 163,658 1,639 1,339 7,419 16,908 5,964 72 3,728 5,173 9,238 21,533 1 Contains data for system credited to and operating in an adjoining state. Interest. Miscella- neous. $1,359,953 $1,051,400 39,289 439 4,362 30,969 12,659 4,141 265 13,715 76,599 52, 136 22,226 27,272 2,304 6,375 6,234 8,759 20,675 80,774 28,258 17,801 3,653 20,545 1,284 191 5,812 18,228 20 402,155 9,817 3,037 62,245 409 4,335 242,581 15,695 1,450 8,026 24,691 1,450 3,924 35,834 7,576 7,941 13,304 3,206 6,733 63 7,946 31,493 1,340 463 2,658 13,479 6,201 114,722 22, 433 29,795 10,911 6,572 6,708 13,209 8,784 97,820 45,885 55,964 3,988 55,109 12,277 41,572 27 6,877 16, 184 86,418 1,683 8,952 50,887 1,470 10,015 147,086 2,693 4,548 8,839 45,176 14,031 6,506 6,875 6,751 5,159 5,231 10,392 'Deficit. COMMERCIAL TELEPHONE SYSTEMS. AND EXPENSES, BY STATES AND TERRITORIES: 1902. 93 $79,864,419 EXPENSES. Aggregate. 448, 020 75,064 439,872 3, 924, 471 1,032,325 1,305,284 208,508 184, 821 761,386 180,622 6,801,492 103,888 2,375,588 1, 494, 821 625, 548 1,225,821 718, 466 568, 510 1,443,624 5,924,513 2,388,188 1,536,685 438, 851 2,496,278 275, 412 945, 605 20,337 384, 685 2, 707, 121 36, 484 15,801,697 297, 727 184,717 5,461,908 189,209 625,037 8,047,994 248,967 226, 380 1,153,811 1,968,878 279, 130 292,875 532,380 935, 556 439,852 1,313,845 792, 166 Operating expenses. $56,591,746 Total. 368, 340 3, 196, 595 766,071 886, 839 157, 375 136, 425 541,485 133, 389 4,962.193 93,533 1,759,050 1,207,554 520, 861 909,524 414,845 408, 758 1, 105, 541 4,206,394 1,709,781 1, 129, 707 302, 827 1,757,472 212,847 791, 770 17,242 305,071 1,937,262 32, 206 9,781,125 241,219 136, 470 3, 785, 548 169, 833 449, 193 5,387,852 186, 206 162, 174 873,897 1,583,327 215,541 233, 439 396, 156 778,837 337, 115 977,316 542, 721 $49,332,620 General operation and main- tenance, and legal expenses. 273,013 62, 071 310,070 2,938,045 698,395 813, 671 144,331 120,985 465, 164 113,951 4,390,964 81,334 1,553,180 1,057,581 462,328 827, 349 359, 317 359, 010 969,843 3, 677, 559 1, 475, 733 976, 307 273, 593 1,527,239 174, 555 699, 098 15, 449 274, 439 1,753,699 28, 828 7,903,625 219,539 115, 984 3,240,393 156, 869 404, 241 4, 824, 742 170, 495 148,027 795, 657 1,372,293 173,924 206,389 345,866 709,125 300, 647 879,844 487,853 Rentals and royal- ties on in- struments and apparatus. 82,832,361 19, 538 2,020 37,238 164,021 37, 462 48, 405 5,013 4,639 29,734 6,117 252, 195 4,305 56, 694 43, 419 20,218 49, 654 40,817 25,335 64,276 228,006 64, 541 52, 685 19, 243 105, 317 11,485 42,050 1,221 14, 424 93,609 1,408 578,860 7,209 6,447 154,257 3,689 30,083 187,925 5,857 4,483 58,035 88,997 13,048 12,276 16,006 41,363 10,095 43,462 25,180 Rentals of offices, etc. »2, 492, 676 17,347 4,022 13, 168 87,543 30,033 21,291 6,135 7,399 36, 717 6,761 200, 912 4,397 53,883 48,228 18, 691 25, 697 14,078 13,036 57, 398 236, 321 81,251 43, 188 9,328 75,053 11,337 21, 266 494 11,091 86, 704 1,733 578,606 7,043 4,722 138, 606 6,239 14, 485 255,768 8,558 4,630 16,639 64,929 12, 668 7,312 22,000 26,956 16,060 38,968 23,985 Rentals of con- duits, etc. $681,727 974 164 7,876 11,368 2,087 :;.",! 3,308 :iisi 649, 239 3S3 29 900 Tele- phone traffic. $436, 666 1,922 207 1,589 1,542 4,466 200 31, 206 2,104 64, 399 15, 578 2,109 4,705 612 2,896 1,116 33, 584 3,266 592 9,395 1,557 443 367 142 122 25,051 1,944 44 162,204 1,262 138 8,501 219 365 2,807 32, 321 1,716 4,635 3,718 7,552 Miscella- neous. On floating debt. $815, 696 2,492 128 6,269 5,444 181 2,488 1,732 3,402 5,404 6,360 79,040 1,393 30, 894 42,748 17,515 1,547 21 8,481 1,540 62, 421 54,672 53, 930 71 37,160 13,913 28,544 78 4,750 3,018 115 45, 744 5,484 9,273 88,105 1,774 24(1 108,907 1,077 4,669 714 24, 787 15,901 5,746 7,266 1,393 6,566 7,490 4,803 Fixed charges. 63, 569 435 18,404 11,576 3,682 13,840 25,355 21, 609 118,624 1,538 85, 730 2,689 61,241 54,820 17,509 21, 419 16,218 3,904 44. 464 32, 279 123, 004 56, 595 10, 484 58,255 1,591 3,036 31 2,684 92,974 254 161, 626 18, 562 7,139 171, 530 5,984 3,010 204,598 27,068 3,652 28,078 86,046 1,760 2,927 54. 465 2,691 13, 771 67, 345 1,009 On funded debt. $3,511,768 5,960 2,960 1,372 136,225 3,416 44, 154 14,617 17,185 26, 077 4,478 175, 639 1,200 202, 587 54, 119 8,740 121,576 21, 554 20, 815 130, 791 204, 345 307,265 76,275 12,081 155,221 964 6,353 1,269 13,760 94, 576 229 331,503 7,374 1,726 590,765 1,373 3,445 450, 100 12,338 2,180 49,371 78,400 1,197 9,193 16,978 35,267 29,562 22,945 2,248 Taxes. 20,096 2,948 11,448 82,803 27,587 25,226 7,924 5,344 41,098 .5,642 264,038 2,355 101,915 28, 443 19, 693 35,961 27,809 14, 252 59,326 366,879 58, 195 49, 621 11, 608 112,849 10,055 28,976 644 6,710 81,951 651, 692 7,546 4,730 252,243 4,369 11,588 266,243 6,712 5,583 28,500 54,765 10,405 5,921 25,813 19,038 12,776 38,802 21,508 For lease of lines. $9, 752 $14,981,6 300 480 1,001 28 3,286 150 140 29 146 245 05 175 52S 400 305 420 Dividends. 307 350 320 44,083 213 40,008 496, 792 231,569 335,225 2,236 4,230 34, 102 35, 575 1,313,448 4,111 247,509 149,735 58,745 137, 329 238,040 120,641 103, 473 1, 114, 470 224,422 101, 676 411,953 49, 955 115,470 1,151 56,400 500,298 2,995 4,875,751 22, 626 34,347 661,402 7,650 157,801 1,739,201 16, 643 52, 786 173,965 166,033 50, 227 41,045 38, 648 99,723 46,530 207,039 224,680 $6,657,792 Net sur- plus. 80,176 38, 038 125, 152 .162,947 104,855 22,378 * 18, 662 26,916 101,011 '3,340 454,288 60,254 402, 164 408,283 249,847 148, 564 84,855 28,383 73,023 202,939 45, 140 335,965 57,523 438, 732 28,592 152,965 13, 409 11,954 31,574 17, 961 541, 460 47,290 50,514 715, 130 78,883 31,446 28,980 35,296 59,589 89,683 515, 522 14, 822 28,821 68,451 54,380 64,414 273, 844 73, 381 > Includes District of Columbia. 1 Includes systems distributed as follows: Rhode Island, 2; Wyoming, 1. 94 TELEPHONES AND TELEGRAPHS. Table 50.— MUTUAL TELEPHONE SYSTEMS— SUMMARY, BY STATES AND TERRITORIES: 1902. STATE OR TERRITORY. Num- j her of I Miles I sys- of wire, I terns. Sub- scrib- ers. EXCHANGES AND STA- TIONS. Sta- tions or tele- phones of all kinds. United States . . 994 70, 915 88, 520 89, 316 Public ex- Auto- matic or nick- el-in- the-slot Alabama.. California. Colorado . - Georgia . . . Illinois Indiana.. . Iowa Kansas Kentucky . Maine Maryland . . Michigan... Minnesota.. Mississippi. Missouri. . . Nebraska New York North Carolina . North Dakota . . Ohio Oregon Pennsylvania... South Carolina. South Dakota . Tennessee Texas Vermont Virginia West Virginia Wisconsin All other states and territories l . 4 101 923 3 70 6 177 138 13, 308 105 170 11 35 4 4 33 31 3 32 9,220 13,261 650 1,308 77 81 2,335 1,799 70 8,564 1,656 1,593 633 40 3,516 435 1,199 333 22.5 1,683 478 100 2,218 1,062 3,263 531 109 109 389 393 28 28 109 110 16,717 16,831 9,645 9,690 21, 197 21,355 649 655 1,034 1,071 104 106 43 52 3,357 3,370 2,163 2,168 37 38 10,858 10,962 1,633 1,644 2, 775 2,849 371 381 71 71 6,019 6,036 556 556 1,426 1,483 184 184 258 259 1,047 1,053 161 164 171 173 2,322 2,341 863 883 3,897 3,963 327 338 2 103 112 168 tions. 5 44 16 1 120 23 44 Other pay sta- tions. PARTY LINES. Num- ber. 9,258 18 48 3 13 1,536 1,613 1,754 61 116 11 18 303 102 3 1,173 201 243 52 3 703 70 213 40 18 113 32 30 197 94 38S Sta- tions. 77,581 109 359 28 109 14,078 ,581 18, 255 615 1,006 104 43 3,001 1,932 27 9,209 1,502 2,610 325 11 5,803 501 1,182 154 651 135 172 2,153 755 3,763 220 Switch- boards of all kinds. 2 163 112 KiS 5 44 16 1 120 23 44 6 2 71 6 28 4 3 11 2 1 22 22 40 MESSAGES. , 141, 483 109, 185 833, 708 21,020 112,500 24,946,971 9,360,033 20,276,319 526, 845 1,271,745 116,000 58, 200 3, 179, 272 1,659,500 45,250 12, 464, 695 2,076,923 2, 459, 757 593, 400 91,000 6,363,650 933, 570 1,424,473 161,000 245,000 2,279,000 217, 752 163, 950 2,283,900 905,374 3, 560, 756 400,735 98, 433, 170 Local. 708, 313 108, 000 812,511 20, 700 109, 420 24,885,109 9, 283, 463 20, 120, 311 518, 891 1,260,934 116,000 57,500 3,141,257 1,648,920 45,000 12,383,649 2,052,758 2,434,396 589, 175 90,000 6,315,949 933, 445 1,397,699 160,000 241,602 2, 276, 850 215, 440 163, 800 2, 257, 198 896, 231 3,498,787 398, 175 Long dis- tance and toll. 1,185 21, 197 320 3,080 61, 862 76,570 156,008 7,954 10,811 700 38,015 10, 580 250 81,046 24, 165 25, 361 4,225 1,000 47, 701 125 26, 774 1,000 3,398 2,150 2,312 150 26,702 9,143 61,969 2,560 SALARIED OF- FICIALS, CLERKS, ETC. Num- ber. Sala- ries. 166 $14,290 1,427 2,385 1,135 75 700 ll 100 30 427 00 1,860 36 65 1,775 842 WAGE-EARN- ERS. age num- ber. $163, 670 2 180 149 184 7 Wages. 590 168 32, 627 23,731 37,504 1,258- 044 6,146 2,745 20,905 3,935 2,504 030 2,265 3,775 370 514 3,453 328 2,000 964 4,253 '2,668 'Includes system? distributed as follows: Arizona,!; Connecticut,!; Florida, 2; Idaho,!; Louisiana,!; Montana, 2; Nevada, 2; Oklahoma, 1; Wyoming,!. MUTUAL TELEPHONE SYSTEMS. 95 Table 51.— MUTUAL TELEPHONE SYSTEMS— REVENUE AND EXPENSES, BY STATES AND TERRITORIES: 1902. Num- ber of sys- tems. REVENUE. EXPENSES. Total. From opera- tion. Assess- ments. Aggre- gate. Operating expenses. Fixed charges. Divi- dends. STATE OR TERRITORY. Total. General opera- tion and mainte- nance, in- cluding legal ex- penses. Rentals and royal- ties on instru- ments and appa- ratus. Rentals of offices, etc. Tele- phone traffic. Mis- cella- neous. Interest. Taxes. For lease of lines. Net sur- On float- ing debt. On fund- ed debt. United States . 994 $303, 325 $165, 789 $137,536 $283, 071 $275,316 $255, 344 $4, 652 $6, 138 $5,594 $3,588 $2,303 $180 $3,851 $351 SI, 070 $20,254 4 6 3 6 138 105 170 11 35 4 4 33 31 3 90 32 88 12 3 . 49 5 20 6 7 13 12 6 22 21 43 12 625 3,658 83 636 53, 105 38,757 59,258 2,388 3,056 311 455 10,723 7,222 125 35, 587 8,733 9,036 1,455 140 15,602 2,663 6,922 792 1,088 8,944 1,525 673 8,445 3,411 12, 144 5,763 150 2,301 80 612 31,207 19,889 24, 690 1,437 1,460 127 455 5,137 3,575 50 22,322 5,700 6,229 1,260 475 1,357 3 24 21,898 18,868 34,568 951 1,596 184 620 3,519 60 431 49, 749 35, 985 56, 738 2,231 2,854 311 431 10, 465 ' 6,571 125 29,746 7,596 8,498 1,391 140 15, 169 2,628 6,259 792 1,088 8,655 1,479 656 8,123 3,411 11,652 5,698 597 2,979 58 400 49,031 35,056 55,713 2,062 2,793 282 395 10,450 5,800 120 29,390 7,407 7,526 1,383 130 14,914 2,628 6,034 773 1,048 8,511 1,432 629 7,506 3,205 11, 461 5,603 597 2,124 58 362 45,806 33, 490 52, 133 1,978 2,746 277 395 8,766 5,534 120 28,507 6,162 6,701 1,383 125 13, 208 2,515 5,731 773 1,038 8,282 628 629 7,247 2,984 '10,237 4,808 23 4 2 31 342 410 609 123 61 5 6 15 77 i 5 178 170 443 64 536 139 23 Georgia 1,615 16 92 24 1,286 497 1,450 72 193 820 494 12 42 5 14 131 233 1,544 5 205 196 279 366 46 180 3,356 2,772 2,520 240 .50 157 Kentucky 202 24 30 24 5,586 3,647 75 13, 265 3,033 2,807 195 140 9,937 301 2,501 312 176 496 291 325 4,917 255 6,595 2,758 79 20 253 1,539 46 13 258 694 5 120 87 62 651 1,150 433 560 95 108 215 200 102 375 8 10 168 36 5,841 1,137 353 39 25 510 538 64 5 15 5 26 Ohio 5,665 2,362 4,421 480 912 8,448 1,234 348 3,528 3,156 5,549 3,005 36 60 115 1,155 48 120 500 42 87 433 35 95 130 19 40 80 47 663 248 10 144 75 550 10 6 64 289 46 27 17 115 50 465 44 15 100 75 100 58 5 255 115 33 1,069 74 33 65 543 173 126 '95 322 West Virginia 492 All other states and 65 1 Includes systems distributed as follows: Arizona, 1; Connecticut, 1; Florida, 2; Idaho, 1; Louisiana, 1; Montana, 2; Nevada, 2; Oklahoma, 1; Wyoming, 1. PART II TELEGRAPHS (97) PART II. TELEGRAPHS. OHAPTEE I. TELEGRAPH AND CABLE SYSTEMS. General statistics. — Prior to 1902 the only census at which statistics for telegraphs was reported was that of 1880, which covered the fiscal year ending nearest to June 1, 1880. But as the reports of that census con- tain no data relative to domestic ocean cable systems, the statistics are not strictly comparable with those for 1902. The comparison of the totals for the two censuses can be used, therefore, only as a general indication of the magnitude of the industry at the two periods. The statistics concerning the telegraph and ocean cable systems relate to all operations of commercial land telegraph companies owned and operated within the United States, and of domestic ocean cable com- panies operating from the United States. The close relationship between the land and ocean telegraphs makes it impossible to present the statistics for the two classes separately. As the majority of the telegraph systems are oper- ated in a number of states, their business could not be segregated so as to show the capitalization, income, expenses, and equipment for the different states. Hence only the totals for the United States are given. It should also be noted that in compiling the statis- tics for telegraphs the systems were divided into two general classes — the commercial land telegraph and the ocean cable systems, including all systems organ- ized primarily for the transmission of messages for the general public; and the railway telegraphs, including all wires owned and operated in connection with a rail- way system, to subserve its business of a common car- rier, or operated by a commercial telegraph company, through an arrangement with the railway company along the right of way on which the wires are strung, whereby messages relating to the railway business are given preference. The railway telegraph statistics are treated later in a separate table. The commercial telegraph systems are given in Table 1. Table 1. — Commercial systems — comparative 1880. summary: 1902 and Number of systems Miles of wire Messages : Number Receipts Telegraph offices, number... Salaried officials, clerks, etc., number Wage-earners, total number Operators Messengers All others Salaries and wages Capital stock: fi Authorized, par value Outstanding, par value Total revenue , Gross receipts from telegraph traffic From other sources Total expenses Salaries and wages Operation and maintenance Interest Dividends AH other expenses Net surplus Balance sheet: 6 Total assets Construction and equipment Real estate, stocks andDonds,machinery, etc. Bills and accounts receivable Cash and deposits Total liabilities i Capital stock Bonds Cash investment of unincorporated compa- nies, reserves, bills and accounts payable, dividends unpaid, and surplus 1902 25 2 1,318,350 3 91, 655, 287 6 $29,118, 089 27,377 829 26,798 13,093 4,746 8,959 315,039,673 $123,233,075 $117,053,525 $40,930,038 $35,300,569 $5,629,469 $37,204,727 $15,039,673 $9,220,948 $1,950,282 $6,256,693 $4, 737, 131 $3,725,311 $195,503,775 $156,911,448 $32,220,204 $3,084,739 $3,287,384 $195,503,775 $117,053,525 $45,893,000 $32,557,250 1880 177 291,213 ' 31, 703, 181 * 813,512, 116 12,510 337 14,591 9,661 2,469 2,461 $4,886,128 $75,907,250 '$66,529,200 S16,696,623 $13,512,116 $3,184,507 $14,959,372 $4,886,128 $3,846,039 $564,341 $4,136,750 s $1,526, 114 $1,737,251 $97,232,640 $93,062,922 CO $3,081,922 $1,087,796 $97,232,640 $67,901,255 io $9, 369, 165 "$19,962,220 i Includes 6 operated by Western Union Telegraph. Company. s Includes miles of wire operated by the Western Union Telegraph Company outside the United States, but does not.include 16, 677 nautical miles of cable oper- ated by submarine cable systems. 8 Includes 820,498 cable messages. * Both number of messages and receipts were reported for 54 companies, while 17 others reported receipts only. 5 Includes $1,326,967, receipts for cable messages. " Reported by only 42 companies in 1880. ' For cash. 8 Includes $40,000, sinking fund appropriation. 9 Not reported separately in 1880. i° Includes funded and floating debt. 11 Reported as profit and loss. It will be seen from Table 1 that the telegraph sys- tems of the country owned and operated 1,318,350 miles of wire, to which should be added 16,677 nautical miles of submarine cable. They had 27,627 employees; an investment, or capitalization of stocks and bonds, of $162,946,525; a total revenue of $40,930,038; and (99) 100 TELEPHONES AND TELEGRAPHS. total assets ol $195,503,775. They paid $6,256,693 in dividends and $1,950,282 in interest on bonds. In all these respects, as well as in the number of messages, the telegraph was surpassed by its younger rival, the telephone, and, while the telegraph has intrinsically grown rapidty and has in itself the elements of steady increase, the statistics in this report give every warrant for the belief that each year must see a wider disparity between these two vital means of inter- communication. Chief features of the data. — The striking decrease between 1880 and 1902 in the number of separate holdings, due to the numerous consolidations which have taken place of corporations previously compet- ing or not before under one ownership, has been accompanied by a very great increase in the magni- tude of equipment and business. In 1902 the telegraph business was practically controlled by two companies, yet, in spite of the tendency of consolidation to reduce the number of lines and offices, the mileage of wire in operation was more than four times and the number of messages nearly three times greater than in 1880. The wire mileage in operation in 1902, exclusive of 16,677 nautical miles of cable, was 1,027,137 miles greater than in 1880. The comparison of the number of messages sent dur- ing the two census years is affected by the fact that, in addition to the 820,498 cable messages included in the total for 1902, an unknown number of cable messages was reported by a company that did both a land and ocean business, and whose report could not be segre- gated. Moreover, in 1880, the number of messages was reported for only 54 companies; of the 23 other com- panies, 17 reported only " receipts from messages," 5 kept no records, and 1 had no message business. The average rate per message in 1902, after deduct- ing the number of cable messages and receipts there- from, was 31 cents, as compared with 43 cents in 1880. The number of telegraph offices in 1902 was 27,377, an increase of 14,867, or 118.8 per cent over 1880. Of the total number in 1902, 20,809 were in railway stations. Between 1880 and 1902 the number of salaried offi- cials, clerks, etc., increased from 337 to 829, or 146 per cent; the total number of wage-earners, from 14,591 to 26,798, or 83.7 per cent; the number of telegraph oper- ators, from 9,661 to 13,093, or 35.5 per cent; and the amount paid in salaries and wages, from $4,886,128 to $15,039,673, or 207.8 per cent. Comparison with the telephone. — It is an interesting and not altogether unprofitable speculation to attempt a determination of the effect of the telephone in reduc- ing or checking the amount of telegraph business. This effect is produced in two ways — by substituting the long distance telephone call for the telegraph mes- sage between two widely separated points, and by obvi- ating to a very large extent the necessity for using the telegraph within city limits. The effect of the tele- phone on the district messenger service is referred to later. As to long distance and toll line telephone talks or messages, the figures of telephone traffic give these as no fewer than 120,704,844, or nearly thirty millions more than the total number of telegraph messages. While a great deal of the telephone traffic has been new and self-originated, its competition has kept down the use of the telegraph. The rates of the two systems for medium distances do not differ greatly, and for very long distances they are overwhelmingly in favor of the telegraph, if the message be taken as the unit; but if the number of words exchanged be taken into account, as well as the time required for getting into communi- cation, the telegraph is at a disadvantage in case of a large amount of traffic. Frequently the brief message will suffice, and the written telegraph serves as a record, but where a swift interchange is required, the telephone seems to have thoroughly established its superiority for social matters and for business. The public em- ploys the telegraph at the rate of only a little more than once a year per capita, whereas the number of telephone messages is already 65 per capita. Comparative data — earnings and expenses. — In the reports ot the census of 1880 statistics of revenue and expenses were presented for 75 of the 77 systems or companies. The 2 other companies (one was not in regular operation, while the other did not have the necessary records) reported a combined mileage of only 301 miles. The 1880 statistics of assets and liabilities covered the operations of 42 companies. Of the 35 other companies — many of them of a petty char- acter — 18 were lines owned by railway companies which included the data for both railway and telegraph business in the same balance sheet, 7 failed to give a reason for not furnishing the data, 4 made reports that were too incomplete and unreliable to be included in the table, and 3 were private concerns. Of the 25 telegraph systems reported in 1902, 21 were operated by incorporated companies. The capitalization of these companies is shown in Table 2. TELEGRAPH AND CABLE SYSTEMS. 101 Table 2. — Capitalization of incorporated companies: 1902. Number of incorporated companies 21 Capital stock and bonds authorized, par value $173, 126,075 Capital stock and bonds outstanding, par value $162,946, 525 Capital stock: Total authorized, par value $123, 233, 075 Total outstanding, par value $117,053,525 Dividends paid $6,256,693 Common — Authorized, par value $122,033,075 Outstanding, par value $115,853,525 Dividends paid $6,193,693 Preferred — Authorized, par value $1,200,000 Outstanding, par value $1,200,000 Dividends paid $63,000 Bonds: Authorized, par value , $49,893,000 Outstanding, par value $45,893,000 Interest paid $1,949, 150 Of the total authorized, capitalization of commercial telegraph systems, capital stock constituted 71.2 per cent and bonds and funded debt 28.8 per cent. Of the total authorized capital stock, $117,053,525, or 95 per cent, had been issued and was outstanding at the end of the year covered by this report. Of this amount, 99 per cent was common, and 1 per cent preferred stock. The dividends paid on the capital stock outstanding amounted to $6,256,693, the average rate being 5.3 per cent. Dividends amounting to $6,193,693 were paid by 10 companies on common stock, having a par value of $113,913,725, so that the average rate was 5.4 per cent. Only 1 company was authorized to issue pre- ferred stock, and the entire amount, $1,200,000, was outstanding. This company paid on its preferred stock dividends amounting to $63,000, the rate being 5.3 per cent. Ten companies, having capital stock to the amount of $1,939,800, paid no dividends during the year covered by this report. Bonds were outstanding to the amount of $45,893,- 000, and $1,949,150 was reported as paid in interest, the average rate being 4.2 per cent. The total revenue and expenses of the 25 companies for the year covered by their reports are arranged in Table 3 in the form of an income account. Table 3. — Commercial systems — income account: 1902. Gross receipts from operation $35,300,569 ■Operating expenses 26, 592, 411 Net earnings from operation 8, 708, 158 Income from other sources: Dividends on stock of other companies $1 , 159, 658 Lease of lines, wires, and conduits 4, 185, 799 Bent from real estate 205, 070 Interest 6, 719 Miscellaneous 72,223 5,629,469 Gross income less operating expenses 14, 337, 627 Deductions from income: „,„„„„ Taxes 588,726 Interest— Floatingdebt 1,}32 Funded debt 1,949,150 Paid for leased lines 1,816,615 4,355,623 Net income 9,982,004 Deductions from net income: Dividends on preferred stock 63,000 Dividends on common stock 6,193,693 6,256,693 Net surplus for year 3,725,311 The total receipts of the commercial telegraph com- panies amounted to $40,930,038. Of this total, $35,300,569, or 86.2 per cent, represents the gross re- 18407—06 8 ceipts from operation, including all receipts for mes- sages sent over the lines of the telegraph systems in this country, whether originating in this country or for- warded for other systems under traffic agreement. The "income from other sources" amounted to $5,629,469, or 13.8 per cent of the gross revenue. The operating expenses are presented in Table 4. Table 4. — Commercial systems — operating expenses: 1902. Total $26,592,411 General operation and maintenance 24, 260, 621 Salaries of corporation officers 230,250 Salaries of general officers 255, 740 Salaries of clerks 676, 642 Wages 13, 877,041 Operation and maintenance 9,220,948 Legal expenses 194, 890 Rentals of offices and other real estate 875,213 Rentals of conduits and underground privileges 7,808 Telegraph traffic paid or due other companies 724, 826 Miscellaneous 529,053 It is probable that the $26,592,411 shown for oper- ating expenses includes all expenses that can be charged to the operation of the 1,318,350 miles of single wire and the 16,677 nautical miles of ocean cable. Of all operating expenses, salaries and wages to- gether amounted to $15,039,673, or 56.5 per cent; the other principal item, operation and maintenance, amounted to $9,220,948, or 34.7 per cent; and the remaining items of expense — legal expenses, rentals, telegraph traffic paid or due other companies, etc. — amounted to $2,331,790, or 8.8 per cent. Fixed charges, which consist of taxes, interest, and payments for leased lines, amounted to $4,355,623. Deducting this from $14,337,627, shown as gross in- come less operating expenses, there remains a net in- come of $9,982,004. Deducting from the net income the $6,256,693 paid in dividends on the preferred and common stock, there remains a net surplus of $3,725,311. In addition to the cost of repairs and renewals, in- cluded in the item operation and maintenance, an expenditure of $4,776,763 for new construction was reported by 7 of the 25 telegraph systems. While different methods of bookkeeping were used by the several systems, and different items shown in their annual statements of assets and liabilities, it was found possible in every case to secure the amounts required to construct a balance sheet of the character shown in Table 5. Table 5. — Commercial systems — balance sheet: 1902. Total assets $195, 503, 775 Construction and equipment 156,911, 448 Real estate 4, 768, 131 Stocks and bonds of other companies 25,939,944 Machinery, tools, and supplies 945,795 Bills and accounts receivable 3,084,739 Cash and deposits 3, 287, 384 Sundry 566, 334 Total liabilities 195, 503, 775 Capital stock 117,053, 525 Bonds 45,893,000 Cash investment, unincorporated companies 7, 310 Reserves 7, 859, 648 Bills and accounts payable 6, 244, 585 Dividends unpaid 366, 666 Surplus 18,079,041 102 TELEPHONES AND TELEGRAPHS. The amounts shown in Table 5 are the sum of those shown in the balance sheets of the 25 systems for the business year most nearly conforming to the calendar year 1902. The cost of construction and equipment of the various systems amounted to $156,911,448, or 80.3 per cent of the total assets. Stocks and bonds of other companies, held for investment or to control the oper- ation of such companies, were valued at $25,939,944, and the real estate owned was valued at $4,768,131. These two items constituted 13.3 per cent and 2.4 per cent, respectively, of the total assets. Of the liabilities, $117,053,525, or 59.9 per cent, rep- resented capital stock outstanding, and $45,893,000, or 23.4 per cent, outstanding bonds. The cash invest- ment of unincorporated systems amounted to $7,310, or less than one-tenth of 1 per cent; reserves and sur- plus combined, $25,938,689, or 13.3 per cent; bills and accounts payable, $6,244,585, or 3.2 per cent; and dividends unpaid, $366,666, or two-tenths of 1 per cent. Salaries and wages. — As in the case of telephony, so for telegraphy, the number of salaried officials, clerks, etc., the average number of wage-earners employed during the year, and the amount paid in salaries and wages were asked. Table 6 shows the total for all systems. Table 6. — Commercial systems — employees, salaries, and wages: 1902. Salaried officials, clerks, etc.: Total number 829 Total salaries ■ $1, 162,632 Corporation officers — Number 54 Salaries $230, 250 General officers — Number 82 Salaries $255, 740 All other employees in general offices — Number 693 Salaries $676, 642 Wage-earners: Total average number 26,798 Total wages $13,877,041 Managers and assistants — Average number 5,752 Wages $2, 898,588 Operators — Average number. . : 13, 093 Wages $8,862,349 Male— - Average number 10, 179 Wages $7, 494,909 Female- Average number ■ 2,914 Wages $1 , 367, 440 Inspectors — Average number 1, 152 Wages $573, 369 Linemen — Average number 1 , 208 Wages $573, 088 Messengers — Average number 4,746 Wages $839,360 All other wage-earners— Average number 847 Wages $130, 287 Of the total amount paid to salaried officials, clerks, etc., $230,250, or 19.8 per cent, was paid to corporation officers; $255,740, or 22 per cent, to general officers; and $676,642, or 58.2 per cent, to all other employees in general offices. In addition there were employed, on an average, during the year 26,798 wage-earners, to whom $13,877,041 was paid in wages. Of this amount, man- agers and assistants received $2,898,588, or 20.9 per cent; male operators, $7,494,909, or 54 per cent; fe- male operators, $1,367,440, or 9.9 per cent; inspectors, $573,369, or 4.1 per cent; linemen, $573,088, or 4.1 per cent; and messengers, $839,360, or 6.1 per cent. The amount paid messengers does not represent the total cost of messenger service, inasmuch as the deliv- ery of messages is intrusted to a great extent to local district messenger companies with which the tele- graph systems have contracts. A sharp contrast is to be noted in the numbers of women operators em- ployed in telegraphy and telephony, the former indus- try having 10,179 and the latter 37,333. Wire mileage. — Of the 1,318,350 miles of wire shown in Table 1 as operated by commercial telegraph com- panies, 1,307,046 miles were owned or leased by such companies. The remainder was owned by railway companies. The details of line construction are shown in Table 7. Table 7. — Commercial systems — line construction: 1902. Total miles of wire owned or leased ' 1,307,046 Underground: Miles of duct ' 190 Owned 96 Leased 94 Miles of cable 399 Owned 367 Leased 32 Miles of single wire 21, 658 Owned 17,265 Leased 4, 393 Submarine: 2 Miles of cable 106 Circuit miles of wire in cable 679 Overhead: Miles of pole line 237,990 Owned 218, 148 Leased 19, 842 Miles of single wire 1,265,668 Copper wire owned 333, 456 Iron wire owned 863,953 Wire leased 68,259 Circuit miles of wire in cable 19,041 Miles of cable 1, 467 i Western Union Telegraph Company failed to report number of miles of duet in which their underground cables were laid. 2 Does not include ocean cables of submarine cable companies. Of the 1,307,046 miles of wire reported as "owned or leased," 1,234,394 miles, or 94.4 per cent, were owned, and 72,652 miles, or 5.6 per cent, were leased by the companies reporting. Of the owned wire, 1,216,450 miles, or 98.5 per cent, was overhead; 17,265 miles, or 1.4 per cent, was underground; and 679 miles, or one-tenth of 1 per cent, was in submarine cable. Telegraph power plants. — Table 8 shows the number and horsepower of the various units of the electric power generating plants of the commercial telegraph companies. Table 8. — Commercial systems — generating plants in offices: 1902. Engines: Number 20 Horsepower ""'...'.'..'.'.'.[ 340 Dynamos: Number 75 Horsepower 321 Motor generators: Number 1 jjg Horsepower 1 ' 616 Batteries in offices: Primary, number of cells 634 626 Storage, number of cells '. ' 19' 733 TELEGRAPH AND CABLE SYSTEMS. 103 In the earlier days every telegraph office depended upon primary batteries for its supply of current, but now all the larger offices and many of the less impor- tant ones have power plants of their own or have motor-generator sets for furnishing the different types of current required. Methods of telegraphic operation. — There are four different methods of operating telegraph wires: The single or Morse system, by which only one message can be sent by key at a time; the duplex system, by which two messages can be sent simultaneously in opposite directions over the same wire; the quad- ruplex system, by which four messages can be trans- mitted over one wire at the same time — two from each end simultaneously; and printing and automatic systems, which make possible a higher rate of speed than can be attained by hand. The message in automatic machine systems, as in the familiar Wheat- stone, is usually prepared beforehand by perforating strips of paper that are then run through the trans- mitter at a high rate of speed. By one of the later printing systems the Western Union Telegraph Com- pany has transmitted over 1,500,000 messages, but at the same time they do not gain ground either here or in Europe. The distribution of the 1,307,046 miles of wire owned or leased, according to the method of operation, is shown in Table 9. Table 9. — Commercial systems — miles of wire owned or leased, distrib- uted according to method of operation: 1902. METHOD OF OPERATION. Total Single Duplex Quadruplex Machine or automatic MILES OF WIRE. Number. Per cent 1,307,046 816, 593 185,048 294,910 10, 495 100.0 '62.5 14.1 22.6 0.8 In addition to the 679 circuit miles of wire in sub- marine cable, shown in Table 7, as owned and operated within the limits of the United States, a total length of 16,677 nautical miles was reported for 20 ocean cables reaching the shores of the American continent for intercourse with the United States. Press messages. — Due credit is not given in the statistics of business, and could not well be given, for the telegraphic traffic of the news purveying and dis- tributing systems, upon which the public depends to a very large extent for its news of the day. The thou- sands of daily newspapers in the United States receive telegrams of a news character, some of which are exclusive, but the great majority of which are identical throughout the country, and, even if edited in accordance with the relative importance to the local reader, are exactly of the same nature and length when sent out in multiple from headquarters in such cities as New York or Chicago. This enormous news telegraphic traffic shows in the income of the telegraph system but is incalculable otherwise as to number of words, number of messages, etc. Not only are details of the great markets thus furnished daily, but all great events and minor occurrences, such as elections, races, fires, conventions, and speeches, are, under a special schedule, the subject of endless dupli- cation and manifolding in the telegraphic traffic of the daily press. The same press tariff is also granted to other than the daily journals. Some idea of what such work may amount to in the aggregate is afforded by the statistics of telegraph traffic in England, where the system is in the hands of the Government and is subjected to close accounting. The Postmaster- General reported that, during the year 1903-4, the average number of words per week in press telegrams reached the gigantic total of 14,588,458. This is known to be far below the American figures, where, moreover, the telegraph is supplemented in many parts of the country by the large use of the telephone for news messages. District messenger system. — The general statistics of the district messenger business are not included in the present report, for the reason that the industry has not been considered as strictly within the scope of this investigation. Practically no telegraph or tele- phone business originates with the district messenger companies, which have two main functions. One of these is to handle the telegraph messages of tele- graph companies, like the Western Union Telegraph Company and Postal Telegraph Cable Company, which control, own, and officer these subordinate organizations ; and the other function is to carry urgent written messages and distribute parcels and packages. It will be seen that the latter of these two functions is in no sense electrical or telegraphic, although for the collection of telegraph messages to be placed on the wires, district messenger "call" boxes, connected by wire with the messenger headquarters, are installed in a large number of business offices, residences, etc. A third function of the district messenger companies, which is understood to be the most profitable branch of the business, but is, in the sense of this report, not telegraphic, is that of conducting a burglar alarm service, special boxes and circuits being equipped for such purpose. Of late years the development of the telephone and other distributing agencies has diminished the usefulness of the district messenger system as hitherto employed in urban centers, as a probable result of which the American District Telegraph Company of New Jersey was incorporated in November, 1901, as a holding company. This company has acquired the control of about fifty district messenger companies, operating, it is said, in about one thousand of the more 104 TELEPHONES AND TELEGRAPHS. important cities and towns in the United States, exclusive of New York city. This company, which has a twenty-five-year contract with the Western Union Telegraph Company for the delivery and col- lection of messages, has an authorized capital stock of $10,000,000, of which $9,500,000 is outstanding. On this a dividend of 5 per cent was paid up to 1904, when the rate was reduced to 4 per cent. All message collection and delivery business of the Western Union Telegraph Company in New York city is handled by the local American District Messenger Company, which operates 85 offices in New York city, with 1,552 miles of circuit, 29,143 instruments, and 1,200 mes- sengers. The authorized capital stock of this com- pany is $4,000,000, of which $3,844,700 is outstanding. The dividends upon this in 1902 and 1903 were 2 per cent. The revenue from all sources was $567,676 and the operating expenses, inclusive of construction, $511,808. The net income was $65,868 and the divi- dends $76,888, leaving a deficit of $11,020. These figures are compiled from the last annual report of the company. It may be added that the Postal Tele- graph Cable Company has organized , a number of district messenger companies to render services anal- ogous to the above, but in regard to these also no figures were collected. The stock quotation service. — A part of the tele- graph force of the country, more particularly in the large cities, is employed in handling stock quotations, a large number of the operators being in private em- ploy. The quotations are not brought to separate account as messages, except perhaps in the figures of work done by the submarine cables ; but it has been stated on good authority that there are on an average 1,000 Wall street cable messages per day, or about three hundred thousand per year; but this would by no means include all the cablegrams relative to prices of, or speculation in, stocks, wheat, pork, cotton, coffee, tobacco, etc. The extent of the use of telegraphy in transmitting stock quotations is not perhaps fully appreciated, although the public is quite familiar with the stock ticker and the paper tape upon which the ticker prints its abbreviated record of sales and prices. The largest amount of this work is done in New York city, and under the direct supervision of the stock exchange, which treats the quotations made within its walls as the property of the exchange and its members. One stock quotation system, with about one thousand tick- ers in service, is owned and operated by the exchange. This system sent out over the tape nearly thirteen million separate impressions in 1901-2, and over seventy-five thousand on some days, while it required about fifty tons of paper to keep the tickers supplied with reels of narrow tape. In addition to this official service, there is another under exchange supervision, which furnishes tickers to about seven hundred and fifty customers in and around New York. Besides these nearly one thousand more tickers are employed on Manhattan Island in reporting produce, general news, sporting intelligence, etc. It will be seen that in the aggregate a vast amount of telegraphic service is thus furnished to the public. But this is not all, as outside of New York city twenty large cities have ticker services of their own, which in Chicago, Phila- delphia, Boston, etc., represent a further patronage of this special form of telegraphy, now an indispensable part of daily life to the financial and commercial world. The ticker service is also supplemented by a news system, which consists of bulletins sent out by one or two enterprising agencies and depends in large measure upon telegraphic advices for its material. It is extremely difficult to bring such work to specific account, but an estimate was made a few years ago by one of the presidents of the Western Union Tele- graph Company that 46 per cent of the messages transmitted were in reference to speculation of some kind. Commercial telegraphs on steam railroads. — Along the right of way of steam railway companies the com- mercial telegraph systems had 181,921 miles of pole line, on which were strung 954,319 miles of single wire, or 72.4 per cent of the total wire mileage oper- ated by all commercial telegraph systems, as shown in Table 1. Of this wire, 935,409 miles were copper and 18,910 were iron. In addition to this wire the railway companies owned and operated a large mile- age in connection with the transportation business. Railway telegraphs and telephones. — There were 684 railway companies that reported the operation of tele- graph or telephone lines in connection with the trans- portation business. In their reports to the Interstate Commerce Commission the railway companies fur- nished considerable information concerning their tele- graph and telephone systems. This information was supplemented by data obtained by the Bureau of the Census through correspondence with the companies. The results of the combined inquiries are summarized in Table 10. Table lO. — Railway telegraphs and telephones — summary: 190&. Number of companies reporting (584 Number ol telegraph offices 31, 278 Telegraph operators and dispatchers: Number 30, 336 Wages $20, 040, 730 Number of sets of instruments: Morse 85, 150 Other 603 Number of cells of battery: Primary 278, 293 Storage 11 , 914 Miles of single track 204,503 Total miles of wire '..'..'.'. 1,127^186 Owned \.\\ 242,837 Not owned 884, 349 Number of telephones in use 17 606 Number of telegraph messages sent during year: For railroad business only 201,743 756 Commercial 4, 474J 593 TELEGRAPH AND CABLE SYSTEMS. 105 The railway companies for which data are included in Table 10 operated 204,503 miles of single track and had 1,127,186 miles of single wire along their right of way. Of this wire mileage, which includes both telegraph and telephone lines, no segregation being possible, only 242,837 miles, or 21.5 per cent, were owned by the railway companies. A large proportion of the telegraph and telephone wire along the right of way of railway companies, and a considerable proportion of that operated by the railway companies is owned by commercial telegraph or telephone companies and is included in their re- ports. Hence an unknown portion of the wire mile- age reported for railway telegraphs and telephones is a duplication of that shown in the report on commer- cial telegraph companies. Moreover, many of the commercial messages reported are included, also, among the messages reported by the commercial tele- graph companies. Few railway companies, however, maintain telegraph lines for other than railway busi- ness, the commercial privileges, as a rule, being granted to commercial telegraph companies. The railway companies reported 31,278 telegraph offices, but only 30,336 telegraph operators. It is probable that in a number of instances the railway companies reported as station masters, agents, etc., employees who also performed the duty of telegraph operator, and that these were not included with the operators. CHAPTEE II. GOVERNMENTAL TELEGRAPH AND TELEPHONE SERVICE. 1 Several branches of departments of the United States Government depend largely in their work upon the employment of the telegraph and telephone. Chief among these are the Signal Corps, the Weather Bureau, and the Life-Saving Service. United States Signal Corps. — One of the earliest demonstrations of the value of telegraphy in warfare was that given in the United States during the Civil War, when for several years a large body of operators on both sides was employed in the maintenance of communication between the forces scattered over the immense area embraced in the field of conflict. On the Federal side no fewer than 1,200 operators were thus employed in the field, sharing all the perils and vicissitudes of the war. Out of the conditions thus developed sprang the present telegraphic system oper- ated by the Signal Corps of the United States Army under the Chief Signal Officer. According to the report made for 1903-4 by Gen. A. W. Greely, Chief Signal Officer, this corps has by law an authorized strength of 1 brigadier-general, 1 colonel, 2 lieutenant-colonels, 6 majors, 18 captains, 18 first lieutenants, 36 master signal electricians, 132 first-class sergeants, 144 ser- geants, 156 corporals, 552 first-class privates, 168 pri- vates, and 24 cooks — a total of 46 officers and 1,212 enlisted men. At headquarters in Washington a staff consisting of 1 chief clerk, 1 chief of disbursing division, 26 clerks, 3 messengers, and 1 laborer is also necessary for the prompt and satisfactory transaction of public business passing through the office. At the Signal Corps post at Fort Myer, Va., the Corps has an im- portant school of instruction, although work of a more extensive character is now being done at Omaha, Nebr., in the instruction of enlisted men in signaling, telegraphing, telephoning, ballooning, etc. During the year military telegraph lines, with an aggregate length of 507.5 miles, were in operation at ten different posts, and handled 41,805 messages, while at four differ- ent posts, lines aggregating 254 miles were transferred or abandoned. The sum of $2,213.07 was collected for the transmission of commercial telegrams over the military lines, and the sum of 13,450.65 was col- lected and transferred to commercial companies, the latter amount covering tariffs for messages transmitted by such companies over their land lines. The Signal Corps in the Philippines. — These statis- tics, however, are far from doing justice to the work of the Signal Corps, particularly in Alaska and in the new American possessions in the Philippines. At the end of the fiscal year 1903-4 no less than 42 per cent of the enlisted force of the Signal Corps was still serving in the islands, and fully 50 per cent of the entire Corps has been required by military necessities to serve there for periods ranging from two to four years. The work of the United States Signal Corps in the Philippine archi- pelago marks in reality a distinct advance in the appli- cation of electricity to the art of war. In extent of mileage of circuit, rapidity of development, and num- ber of military messages transmitted its operations have surpassed those of any previous military system of communication. The submarine cables laid and land lines built had an aggregate length of 10,450 miles, of which 7,000 miles were operated at one time. General Greely states that the official messages have run into the millions, and that in Manila alone over 100,000 words were handled by the Corps in a single day. For the first four and one-half years the entire expenditure for material and instruments, submarine cables, and other expenses out of the Signal Corps appropriation aggregated $1,381,614. In connection with this work the disbursements of other bureaus of the Army, etc., have been estimated at' $1,100,000, making the total cost, direct and indirect, for the entire plant and its operation and maintenance almost $2,500,000. Dur- ing the year of active operations the cost of sending words over land lines was about five mills per word, and over submarine cables three cents per word. This in- cludes the cost of plant, operation, maintenance, and all other expenses, but does not take into account the value of lines and material on hand or transferred to the civil government. In this connection it is inter- esting to note that the estimated cost of telegrams over the British military telegraph system in South Africa was fixed at about seven mills per word. The average for the Philippines covered, however, only the opera- tion of land lines, whose original installation is less costly than submarine cable, while in the South Afri- can figures credit is taken for the full value of all stores and other material used in the construction of the lines transferred to the civil administration after the Boer War. 1 Many of the statements in this chapter are derived from the Annual Report of the Chief Signal Officer, U. S. A., for the year ending June 30 1904, and from the Report of the Chief of the Weather Bureau for 1902-3. (106) GOVERNMENTAL TELEGRAPH AND TELEPHONE SERVICE. 107 Up to June 30, 1904, there had been transferred by the Signal Corps to the civil government of the Philip- pines 2,965 miles of land lines and submarine cables. Yet, as a matter of fact, the United States Army in 1898 had found the islands practically destitute of telegraphic facilities, the insurgents having destroyed the few Vis- ayan lines of the Eastern Extension, Australasia, and China Telegraph Company (Limited). By the fortune of war there came into the possession of the Signal Corps about 400 miles of dilapidated and antiquated line in northern Luzon, but the system as it stands at the time of this report is virtually a new creation throughout. The tariff value of the messages sent by the Signal Corps under disturbed conditions in the Philippines can not be satisfactorily determined, according to Gen- eral Greely. It may be stated, however, that the Eastern Extension Telegraph Company (the only com- mercial system operating in the islands) at a minimum commercial tariff of 5 cents a word for official business would have received for this work $7,758,750. As will be noted, the cost to the United States, through the operations of the Signal Corps, was less than one-third of this amount. There should be added also in these estimates the charges for more than' 2,000,000 tele- phone messages, amounting, at 10 cents per message, to at least $200,000. There should also be credited to the Signal Corps the tariffs, amounting to $82,996.12, collected for commercial messages and dispatches and paid into the insular treasury. Gratifying as this ex- hibition is, the service rendered has obviously been too valuable to be measured by tariff rates. On this point Gen. Arthur MacArthur may be quoted as follows : The wire service of the Signal Corps is simply indispensable. It is not too much to say that in the absence of this efficient service it would be impossible to hold this archipelago with less than 150,000 men, which is now well and efficiently performed by 60,000. We need wires, instru- ments, and operators everywhere — the more the better. It simplifies everything, makes unity of action possible, insures concentration of troops on threatened points, and, altogether, is of such importance that it is impossible to say too much in behalf of its indefinite extension to the limit of possible usefulness. . . The purpose of the present •writing is to impress the War Department with the view that successful operations in these islands absolutely depend upon the Signal Corps, in consequence of which provisions therefor should be made upon a scale commensurate with the importance of the interests involved. As a further illustration of the aid rendered national officials engaged in civilian work, the following is quoted from a letter written by Gen. J. P. Sanger, TJ. S. A., Director of the Philippine Census: Since January 1, 1903, almost the entire correspondence of the Bureau has been by telegraph, and during this period I have sent and received nearly 10,000 telegrams and cable messages, many of them at great length and a large proportion of them in the Spanish language. With the exception of a few errors — due, no doubt, to idiomatic and obscure phrases, requiring occasional repetition — the work has been car- ried on with such skill and dispatch as to merit special commendation; and, before leaving Manila, I wish to express to the members of the Sig- nal Corps performing the duties of telegraph operators my high appre- ciation of their efforts and of the excellent organization and administra- tion of the telegraph service. With regard to the facilities afforded to trade and commerce in the Philippines, it may be noted that in June, 1901, the Chief Signal Officer made arrangements which increased largely the telegraphic facilities avail- able to merchants and others. Every office in the archipelago was opened for insular commercial com- munication, while 60 of the larger offices were accorded facilities for handling foreign cable messages. The tariff fixed was very low, being 2 cents per word for points on the island of origin and 4 cents per word for points outside. The receipts from all such commercial messages were deposited in the insular treasury. To sum up the conditions of operation in the Philippines, there were on July 1, 1903, 4,577 miles of wire, of which 3,105 were land lines and 1,472 submarine cables. Part of this system during the year was transferred to the civil government and part abandoned, so that on June 30, 1904, the Signal Corps was operating 2,052 miles of land line and 1,468 miles of cable, connecting in its general system 84 telegraph offices and 13 tele- phone offices, exclusive of the telephone exchanges in Manila and at military posts. In the operation and maintenance of this system there were on duty at the end of the year 9 officers, 1 detailed officer from the line of the Army, and 356 enlisted men of the Signal Corps, as well as 158 civilians, of whom 147 were na- tives of the Philippines. In the city of Manila the telegraphic and telephonic systems, on a single con- ductor basis of estimate, aggregated 174 miles of cir- cuit, of which 123.4 was telephonic. The military telephone system embraced 211 telephones connected with one main central with a 100-drop switchboard in operation night and day, and two subcentrals oper- ated 10 hours daily. The number of calls during the year was 291,997. Outside of Manila local telephone systems for military purposes had been established at 28 army posts and stations and had an aggregate of 38 miles of circuit and 229 telephones. In addition it is understood that the constabulary lines of the Philip- pines aggregated 4,203 miles, of which 172 were cable, 1,861 telegraphic land lines, and 2,170 telephone lines. In connection with these, 66 telegraph offices and 197 telephone offices and stations were maintained. Alaskan telegraphs. — In Alaska, as well as in the Philippines, the United States Signal Corps has had an arduous and serious task to perform in establishing and maintaining telegraphic communication. To realize the extent of the territory covered in that region by the network it would be necessary to plot it on a map of the United States as stretching from Wyoming to the Bahamas. The cables used would stretch from Newfoundland to the coast of Ireland, and the land lines would extend from Washington to Texas. The entire construction included 3,625 miles, embracing 2,079 miles of cable, 1,439 miles of land line, and a wireless system of 107 miles. These operations include, moreover, a most extensive utilization of American material, apparatus, and skill in the field of 108 TELEPHONES AND TELEGRAPHS. submarine work. The seamless rubber cable of American manufacture laid by the Corps between Sitka and Seattle is 1,070 miles in length, laid at an average depth of 1,000 fathoms and at an extreme depth of 1,700 fathoms, and it is said to have a trans- mitting power greater by 25 per cent than the amount of capacity arrived at in accordance with a mathematical calculation on the basis of the transatlantic gutta- percha cables, while in its original cost the former was less expensive than the latter. The cable in Alaska has been thrown open to public use and operated most successfully. The other extensive portion of the Alaska cable system — the Sitka-Valdez section — is 640 miles in length. These cables are operated by Signal Service operators, employing the latest Cuttriss syphon recording instruments. The following sections, aggre- gating 2,128 miles, are now installed and in operation in Alaskan waters: Miles- Skagway to Fort William H. Seward 21 Fort William H. Seward to Juneau 102 Juneau to Sitka 291 Seattle to Sitka 1, 070 Sitka to Valdez 640 Valdez to Fort Liscum 4 If the Norton sound cable, which has been aban- doned, be included, a total of 2,260 miles of submarine cable has been laid in the waters about Alaska. The land line system of Alaskan telegraphs, nearly 1,500 miles in length, was scarcely completed when in June, 1903, extensive forest fires in the valley of the Tanana destroyed various portions of the circuits, aggregating 100 miles in length. The line was rebuilt, however, and thrown open to the general public for commercial service before winter began. It has since been oper- ated with unusual success, although the difficulties are serious and exceptional, as a result of high gales, inac- cessibility, the rigors of winter, etc. No fewer than 206 breaks, due mostly to blizzards, forest fires, high winds, and sleet storms, have had to be made good. The Norton sound section of Alaska has been the scene of the development by the Signal Corps of a wire- less system necessitated by, the apparent inability to maintain permanent cable connections between Cape Nome and St. Michael. In the late summer of 1903 the wireless bases for Norton sound were established at Safety harbor and St. Michael, where portable houses were built, in which were installed engines, bat- teries, and wireless apparatus, supplemented at each station by two masts 210 feet high, between which were suspended fan-shaped antennae, consisting of 125 copper wires one foot apart. The generating plant comprises a 5-horsepower gasoline engine, a 3-kilowatt motor dynamo, a 60-cycle alternator, and step-up transformers. The transmitting and receiving appa- ratus operates successfully across a distance of 107 miles, and with it, in one afternoon alone, 5,000 words were exchanged between Safety harbor and St. Michael. Up to the present time this wireless system has sent over 1,000,000 words. It has been so success- ful that General Greely has recommended its extension to Dutch harbor or some other point in Unalaska, pointing out that the Signal Corps wireless station at Safety harbor could work to Nunivak Island to the south over the 250 miles of sea intervening, and that the Navy Department could, by stations of suitable power on Nunivak and Unalaska Islands, perfect com- munication over the balance of the distance, which is less than 400 miles. Similarly the signal station at Safety harbor could communicate readily with a wire- less station at a suitable point on the Asiatic shore of Bering strait, thus completing the circuit around the world by that route, as was attempted and abandoned at the time when it was first proved that cable could be made operative across the Atlantic ocean. During the year $56,935.89 was spent for Alaskan telegrams handled by the Signal Corps alone. Of this amount, there was collected on account of Alaskan line tariffs $12,208.93, which was deposited in the Treasury of the United States, as required by law. There was also collected and turned over to other lines the sum of $17,539.81. The balance, $27,187.15, was collected by other lines for tariffs on messages sent into and out of Alaska. Of the entire volume of business, amount- ing to 55,559 messages, there were 31,020 commercial and 26,539 official messages, the latter being chiefly telegrams connected with the transaction of Govern- ment business within the territory. With the recent additions to the facilities above described there has been a rapid increase of traffic. United States cable ships. — It was found necessary that the Signal Corps should have a cable ship of its own for its submarine cable operations. With the cooperation of the Quartermaster-General of the Army, the transport Bumside has been utilized as a transport and as a cable ship in the Philippines and in Alaska. The efficiency of this transport was demonstrated dur- ing 1904 in picking up and laying cables in ocean depths ranging from one to two miles. For several years past the repairing of Signal Corps cables along the Atlantic coast has depended upon the employment of commercial companies' cable boats, with the result that, despite every effort, cables con- nected with some of the most important defenses of the United States have been interrupted for long periods because of the inability to secure promptly a suitable boat by charter. During 1904 the Qu'arter- master-General of the Army purchased a boat, which has been named the Cyrus W. Field, and which is used by the Signal Corps for such work. The Field is fitted up with such cable apparatus as makes it an efficient and satisfactory boat for cable maintenance and repair. GOVERNMENTAL TELEGRAPH AND TELEPHONE SERVICE. 109 Other telegraphic work of the Signal Gorps. — Other work of a telegraphic character under the management of the Signal Corps comprises the operation of the telegraph and cipher bureau of the White House, which places the Commander-in-Chief of the Army and Navy in quick and direct communication with the military and naval forces of the United States. A further development of the work of the Corps has been found in the organization of the Signal Corps of the National Guard. There exist, as shown by the 1904 report of the Chief Signal Officer, distinct organizations of this character, with commissioned officers and enlisted men, in California, Colorado, Con- necticut, Illinois, Indiana, Iowa, Louisiana, Maine, Massachusetts, Nebraska, New Jersey, New York, Rhode Island, Texas, Utah, Washington, West Virginia, the District of Columbia, and the territory of Okla- homa; while detachments under noncommissioned officers have been organized in Maryland, New Hamp- shire, Rhode Island, and the territory of Arizona. These organizations are drilled in telegraphic technique and practice, are generally equipped with apparatus, and have shown themselves able to transact a consider- able volume of telegraphic business during maneuvers and special operations of the National Guard. Telegraphy in the Weather Bureau. — An important development of the official telegraphs of the United States has been that carried on by the Weather Bu- reau of the United States Department of Agriculture, with headquarters in Washington. An idea of the extensive nature of this work may be formed from the fact that on July 1, 1903, no fewer than 2,015 places in the United States were receiving daily forecasts, 926 were in receipt of special warnings, and 7,096 were in receipt of emergency warnings, all this work being done at Government expense. By means of the tele- phone 28,251 stations were in receipt of daily forecasts and 7,602 of special warnings, while in addition 3,087 points were reached daily by means of railway tele- graphs, these being supplemented daily by an allied service by railway trains at 2,423 points, by mail at 78,164 points, and by rural free delivery service at 97,648 points. The data for this distribution were received in part through the cooperation of the prin- cipal telegraph companies, while the Weather Bureau had, at the date of its report in 1903, 421 miles of tele- graph and telephone lines. The office operates also systems of submarine cable, as, for example, 9 miles from Key West, Fla., to the storm warning and vessel reporting station on Sand Key Island, Fla.; 23£ miles of submarine cable from Point Reyes Light, Cal., to Southeast Farallone Island, Cal.; and 8 miles of cable from Glenhaven, Mich., to connect with the storm warning display station on South Manitou Island, Lake Michigan. These are typical examples of the cable operations necessitated by the work of the Weather Bureau. The most notable extension to the work of the Bureau was made by means of the tele- phone, in regard to which Dr. Willis L. Moore, Chief of the Weather Bureau, in his report dated August 11, 1903, says: A marked increase (nearly 20,000) is shown in the number of places receiving forecasts by telephone without expense to the United States, and with the rapid extension of "farmers' telephone lines" (so called) opportunity is afforded for placing weather information directly in the homes of the more progressive agriculturists, as well as in the tele- phone exchanges of rural centers of population, where it is posted for the benefit of the general public. The managers of these local tele- phone lines seem to be very much interested in this matter, and, with very few exceptions, have given their hearty support in making the distribution as successful as possible. It is not difficult to secure the co- operation of these officials, as a statement of the fact that forecasts can be had gratis adds to the inducements which they can offer to prospective subscribers. The great advantages of this plan of dissem- ination are apparent when we consider the very early hour at which the production reaches the subscriber and the slight amount of labor involved in furnishing him with the information. The weather map published by the Bureau summa- rizes daily in graphic form the telegraphic work done, being a photograph, so to speak, of weather conditions prevalent over the entire country. The record is taken daily at 8 a. m. and 8 p. m. at each of the 200 stations distributed over the 3,000,000 square miles, and embodies barometric and thermometric data, as well as observations relating to wind, rain, etc. At 8.30 p. m. these reports are dispatched to Washington, with the right of way over all other telegraphic business, and from them the map and the forecasts are devel- oped each day at headquarters in Washington. The national capital is thus the central station from which the principal forecasts are sent out. Local forecasts are also issued at Chicago, Boston, New Orleans, Den- ver, San Francisco, and Portland, Oreg. The fore- casts made for thirty-six or forty-eight hours are sent to the morning and afternoon papers and are pub- lished in 2,500 daily newspapers, in addition to the distribution given them as already noted. The promptness and value of the service may be inferred from the fact that in the middle Western states, from Ohio to Nebraska, 600,000 farmers obtain the morning weather forecasts by telephone thirty minutes after they are issued. The total cost of the Weather Bureau is about $1,400,000 a year, and the careful investigation of an American insurance company has shown that the annual saying to the people of the United States by this telegraph and telephone weather service is $30,000,000. It is stated that during the cold wave of 1898 fruits valued at not less than $3,400,000 were saved by the telegraphic forecasts. With regard to shipping, also, the warning service has been of great utility, for forty-five minutes after the determination of a storm warning at Washington it is brought to 110 TELEPHONES AND TELEGRAPHS. the notice, or placed in the hands, of every sea captain in every lake and ocean port of the United States. It is stated that whereas formerly 75 per cent of the loss of the shipping on the Great Lakes was due to storms, now less than 25 per cent can be attributed to this cause on account of the efficiency of the storm warnings. United States Life-Saving Service. — An important and valuable branch of telegraphic and telephonic work done by the National Government is that con- stituting the operations of the United States Life- Saving Service, conducted under the administration of the Treasury Department. This service does not now maintain, and never has maintained, any tele- graph lines. The telephone is used exclusively be- tween the life-saving stations in preference to the tele- graph; for it is more convenient, its use is more easily learned, special operators are not required, and its maintenance is easier. As is well known, the stations of the Life-Saving Service extend along the coast of the United States at intervals of but a few miles, so that the whole seaboard is under patrol, and news of a shipping disaster or similar occurrence at one point can be immediately communicated to contiguous sta- tions and the necessary aid obtained. The first lines of the Service were established in 1879, and the system has been gradually extended along the various coasts until, according to the statement of Mr. S. I. Kim- ball (for many years General Superintendent), there are now more than a thousand miles of line connecting stations with each other where they are contiguous and geographically related, and connecting isolated stations with the nearest local telephone exchange. The termini of all the lines running along the coast are either connected with or in the immediate neigh- borhood of the general telegraph systems of the coun- try, so that messages can be promptly transferred from the telephone lines to the telegraph lines and sent to any part of the country. The utility of this service is frequently tested, not only in the communication of news to the press, but also in case of shipwreck, in enabling anxious friends and relatives to get in touch with each other with a minimum of agonizing doubt and delay. Upon the plan above outlined, the country, or coast, is divided into 13 districts. The region of the Great Lakes is an exception to the plan, there being no sys- tem of continental lines connecting station with sta- tion, except in a few cases where such an arrangement can be advantageously effected. Most of the stations, however, are connected with telephone exchanges, giving long distance facilities in addition to local service. All the telephone lines of the Service are constructed and maintained by a superintendent of telephone lines, with the aid of a corps of seven linemen, distributed over the various coasts of the country as the necessi- ties may require. These linemen, however, are assisted in their duties by the life-saving crews, when such assistance can be rendered without interfering with their regular duties. It is difficult, if not impos- sible, to give an adequate idea by figures of the amount of work performed by the telephone corps attached to this service. These men, it may be said, are inces- santly on duty, ready to meet the emergencies brought about by the shifting of beaches along the coast, the cutting through of gullies and inlets by severe storms, the strokes of lightning, and other troubles that tend to the interruption of constant communication over the circuits. As an illustration of the importance of the system, the following passage may be quoted from the official pamphlet entitled "Organization and Methods of the United States Life-Saving Service," published in 1894: l The telephone lines which now extend along nearly all those portions of the coast on which contiguous stations are located make it easy to quickly concentrate the crews of two or more stations at any point where additional force is required, as in the case when several wrecks occur at the same time in the same neighborhood, and the double equip- ment at each station expedites this concentration by permitting the reinforcing crew to come unencumbered. A notable illustration of the benefit of such a combination of crews was the work achieved near Cape Henlopen in the great storm of September 10, 11, and 12 last, one of the most destructive that has ever visited our coast, when the crews of three stations, under the leadership of Captain Clampitt, of the Lewes Station, rescued the crews of 22 stranded vessels — 194 persons — by the use of every form of rescuing appliance, 23 being landed with the surfboats, 16 with the self-righting lifeboat, 135 with the breeches buoy, and 20 with the life car — not a life being lost. The telegraph and railroad systems of the country are also used to secure the services of the crews at scenes of rescue far remote from their stations. On two occasions the Cleveland crew has been called to Cin- cinnati, Ohio, and Newport, Ky., a distance of 240 miles, to render aid to the sufferers from inundations in the Ohio valley. On the first occasion, 1,200 persons were succored; on the second, over 800. The crew of the Sturgeon Bay Ship Canal Station, Lake Superior, was once called at night to Chocolay Beach, near Marquette, Mich., a distance of 110 miles. Proceeding by special train running at the highest attainable speed, and taking with them their beach apparatus and boat, they reached the beach at midnight, and, through a blinding snowstorm and in spite of bitter cold, were able to board two stranded vessels and rescue 24 persons after every effort of the citizens had failed. Shorter journeys of from 15 to 30 miles by rail are frequently undertaken, especially where the rail- way skirts the shore, as it does on many parts of the coast. 1 By Sumner I. Kimball, General Superintendent of the Service. Bead before the committee on life-saving systems and devices, Inter- national Marine Conference, November 22, 1889; pages 28 and 29. CHAPTER III. HISTORY AND DEVELOPMENT OF TELEGRAPHY. Pioneers of telegraphy. — From the earliest dawn of civilization there has been an insistent effort to develop and perfect means of communication for the exchange of intelligence. The fundamental idea of society is that of intercourse, and it might be said that the place of any people in the scale of civilization may be deter- mined by the extent to which it has cultivated and perfected its facilities for intercommunication. Among some or the most barbaric and primitive races, how- ever, ingenious methods for signaling have long been known, and in the earliest historical records of the leading nations of antiquity are to be found frequent notes of the speed with which dispatches could be sent, signals exchanged, and warnings given over great expanses of country by various noises, columns of smoke by day, bonfires on mountain peaks by night, and other devices, some of which to-day remain as obscure in their nature as they appear to have been certain in their results. Many instances are noted in which the news of a great event has apparently been circulated hundreds of miles away simultaneously with its occurrence. From the scientific standpoint it seems certain that in the strict sense of the term no telegraphic agency intervened and that in each case the rumors were nothing more than the expression of natural foreboding or instinctive prophecy. Dis- missing telepathy from consideration, it would seem that the earliest systematic telegraphic work was that done by means of signaling semaphores, which to this day remain extensively in use on railroads and frequently under electrical control. With regard to the use of electricity or magnetism, Galileo, in 1632, referred to an occult art by means of which sympathetic magnetic needles, though widely separated, could be made to exchange signals for pur- poses of communicating intelligence, but this was merely the echo of a tradition or superstition that had come down from the ancients. The discovery of an electrostatic discharge from a body electrified by friction was eagerly seized upon as a means of signaling, and as early as 1727 Stephen Gray made an electric discharge from an excited glass tube situated at one end of the line, to pass over a circuit some seven hundred feet in length, suspended in the air by silk threads, and thus effect the motion of a pith ball electroscope located at the other end. It was obvious that the delicate movements of the electro- scope could be made to constitute a system of signals. Twenty years later Professor Watson constructed a telegraph line that extended from the rooms of the Royal Society of London over the house tops and used the earth as the return circuit. He employed the dis- charge of a Ley den jar or condenser as the current for operating the crude signals. A year later Benjamin Franklin sent crude signals across the Schuylkill river at Philadelphia. Cumulative results from these experiments set many minds working upon the prob- lem of an electric telegraph, and in 1753 a practical suggestion of this nature was made by an unknown correspondent of the Scot's Magazine, who advanced the idea of having parallel wires corresponding to the letters of the alphabet extended between two given places. In 1774 an actual working telegraphic line of this kind was established at Geneva, Switzerland, by Le Sage, who had 24 wires, insulated in glass tubes, buried in the earth, and employed an ordinary fric- tional machine to deliver a charge to the wires. Such work remained, however, purely experimental and fruitless until the discovery of the primary voltaic bat- tery by Volta enabled investigators to dispense with the use of frictional machines and placed in the hands of inventors and physicists a readily available source of current. From this new point of departure successful ad- vances were soon made. In 1812 Professor Soemer- ing, of Munich, brought out an electro-chemical tele- graph which was highly ingenious. Employing the discovery of the power of a current from a battery to decompose water, he caused the passage of the current over the circuit to evolve gas in the appropriate tube at the other end of the line, thus indicating any one of the 35 numerals and letters. About the same time similar work was done independently by Doctor Coxe, of Philadelphia, the signals being distinguished at the far end of the line through the decomposition of water or of a metallic salt. Ingenious as these methods were, it is obvious that a telegraph system comprising be- tween 30 and 40 circuits and depending for its signals upon the evolution of a tiny bubble of gas could never be very practical. Another German, Schweigger, reduced this ponderous system of 35 wires to 2, the letters being indicated not simply by the bubbles, but (ill) 112 TELEPHONES AND TELEGRAPHS. by the time elapsing between their appearance. A remarkable step forward was made in 1816 by Ron- alds, of England, who invented a telegraph system in which he used clocks, one at each end of an under- ground wire. In front of each clock was suspended, from an insulated wire, a pith ball electrometer. These balls were discharged as a brass plate or hand capable of being moved along the signal disk was made to touch a given letter, so that a series of signals could thus be transmitted equivalent to letters or numerals. Ronalds worked a line not less than 8 miles in length, but the transmission was slow. Upon the communication of his plan to the British Admi- ralty, he was informed that "telegraphs of any kind are now wholly unnecessary" and that "no other than the one now in use would be adopted." The English Government at this time was using sema- phoric telegraphs, which had been improved by an Englishman named Murray from the telegraphs of like character employed by the French. A significant advance was made in 1819, when the physicist Romagnesi discovered the deflecting influ- ence of a galvanic current on a free magnetic needle, causing it to take a position at right angles to the flow or direction of the current ; the direction of the current being reversed the deflection of the needle was also reversed. This and the great discovery by Oersted of the production of magnetism by electricity served as the basis of the needle telegraph system, as well as the groundwork of all modern telegraphy. In 1820 Ampere, in a memoir to the Royal Academy of Sciences of Paris, disclosed the plan of an electric telegraph which depended on the deflection of a mag- netic needle surrounded by coils of wire through which the currents were passed. He remarked significantly that the communication between the battery and the different coils was to be opened and closed by means of keys, but he still based his apparatus upon the employ- ment of as many wires and magnetic needles as there were letters. In 1820 Schweigger made the interesting discovery that the deflection of the needle might be increased by coiling an insulated wire as a helix and thus conducting the current around the needle from end to end; while in 1821 Arago noted that a piece of soft iron thus surrounded by a helix of wire, when a current of electricity was passed through it, became a temporary magnet. In 1825 Sturgeon, of London, found that by loosely coiling copper wire around a varnished piece of insulated soft iron bent into the form of a horseshoe, the successive coils being insulated from each other, he could at will, upon pass- ing a current through these coils, convert the soft iron into an electro-magnet and could as quickly demagne- tize it. This provided means for reciprocal motion and for so controlling the movements of an armature in front of the electro-magnet that it acted in response to current impulse from a distant point, thus giving signals that might be taken by either the eye or the ear, or even be impressed upon paper. It will be seen that, while no practical telegraph had yet been brought out, successive experimental steps had developed the sources of current, effective circuits, and electro- mechanical and electro-chemical means, so that, by forces liberated or utilized at one end of the circuit, signals could be received and recorded at the other end many miles away. The year 1837 was a notable one in the history of telegraphy, for the reason that Wheatstone and Cooke, in England, utilizing the work of Oersted and his con- temporaries, devised an operative needle telegraph with right and left deflection, and put it into actual service in 1838 on the line of the London and Blackwall Railway, one of the first of England's steam railroads. They employed two conductors and two needles. At almost exactly the same time Steinheil, in Germany, discovered that a good electric connection could be made with the ground at each end of a single line, so that the return circuit or wire was no longer needed, while the resistance of the line was greatly reduced. Simultaneously Morse, in America, was doing his great work, and in 1837 was able to make a public exhibition of apparatus whose conception dated back to 1835. Prof. S. F. B. Morse was a man of typical American versatility, one of the fathers of American art, as well as one of the founders and the first presi- dent of the National Academy of Design. His fame rests, however, upon his electro-magnetic telegraph, and, while his share in this and even his originality has been bitterly contested and the essentials of the art have been claimed for his distinguished associates, Professors Henry and Alfred Vail, it is impossible to deny that from Morse sprang the original conception and that by him much of the original work was done. Through struggle and privation his persistent and per- severing efforts carried the invention to the point where it became a practical and invaluable art. The status of Morse in regard to the telegraph has been admirably set forth as follows by the late James D. Reid: 1 Morse's entrance into the circle of inventors was sudden and unex- pected. . . He was a painter, educated indeed in general electric science to the extent attainable by collegiate instruction and intimacy with professional teachers, but having never pursued its study with reference to practical results. He entered now not so iriuch to discover, although even in this he has earned a permanent fame, as to invent and combine. He brought into use the painter's art . . the blend- ing, the combining of things known. He took familiar elements, and, with a dexterity which looks like inspiration, put them together. He then invented a language by which they could find expression. Up to his time it is well known that there had been practically no telegraphic language. Morse gave the alphabet of that language, and it is to-day acknowledged and employed by all nations as the telegraph idiom of the world. There was also, as all know, up to Morse's time no recording telegraph. Morse also gave that, and it is in preferential use by every nation on the earth. 1 The Telegraph in America, page 77. A MAIN OPERATING TELEGRAPH ROOM. AUTOMATIC REPEATER EQUIPMENT IN TELEGRAPH OPERATING ROOM. HISTORY AND DEVELOPMENT OF TELEGRAPHY. 113 With regard to another important step, the relay, Reid x has also the following : Morse made his discovery with the relay in 1836. It was the discov- ery of a means by which the current which through distance from its source had become feeble could be reinforced or renewed by its own action. It made transmission from one point on a main line, through indefinitely great distances and through an indefinite number of branch lines, and to an indefinite number of stations and registration at them all, by the manipulation of a single operator at a single station, both possible and practicable. It was not until 1837 that two of his instruments were put in operation at the ends of a short line. In the earlier stages of his work Morse had thought it necessary to embody the signs to be recorded or printed in a kind of type which would regulate the opening and closing of the circuit, in order to mark or imprint cor- responding points or signs upon a card or strip of paper at the desired intervals of time. For this purpose he made a quantity of type, some few pieces of which are still preserved, but in his more perfected apparatus this plan was abandoned. In 1837 Morse filed his caveat in the United States Patent Office and six months later applied for a patent, which he obtained in 1840. His first completed instrument for recording was tested in 1835, and a model of the relay was shown to a few persons in that year and in 1836. The apparatus shown to Alfred Vail in 1837 was already in such promising and operative condition that the offer of pecuniary and mechanical assistance was immediately made to Morse by the Messrs. Vail, for which assistance Morse assigned to Vail one-fourth interest in the patents. A Morse instrument made at the Speedwell iron works of the Vail family at Morristown, N. J., was put in experi- mental operation over three wires of copper circuit carried around a room, and on January 24, 1838, this apparatus was shown in operation at the University of New York in Washington Square. A few weeks later it was inspected by the Committee of Science and Arts of Franklin Institute, whose report may be taken as authoritative of the stage of development and as evi- dence of the fact that telegraphy had reached a practical stage. The report says: The instrument was exhibited to them in the hall of the institute, and every opportunity given by Mr. Morse and his associate, Mr. Alfred Vail, to examine it carefully and to judge of its operation. The instru- ment may be briefly described as follows: (1) There is a galvanic bat- tery of sixty pairs of plates, set in action by a solution of sulphate of copper. (2) The poles of this battery can be connected at pleasure with a circuit of copper wire, which in the experiments we witnessed was 10 miles in length. The greater part of the wire was wound round two cylinders, and the coils insulated from one another by being covered with cotton thread. (3) In the middle of this circuit of wire- that is, at what was considered virtually a distance of 5 miles from the battery — was the register. In this thereis an electro-magnet made of a bar of soft iron bent into the form of a horseshoe, and surrounded by coils of the wire which forms the circuit. The keeper of this magnet 1 The Telegraph in America, page 78. is at the short end of a bent lever, at the end of the longer arm of which is a fountain pen. When the keeper is drawn against the magnet, the pen comes in contact with a roll of paper wound round a cylinder, and makes a mark with ink upon this paper. While the telegraph is in operation, the cylinder which carries the paper is made to revolve slowly upon its axis by an apparatus like a kitchen jack, and is, at the same time, moved forward, so that the pen, if constantly in contact with the paper, would describe a spiral or helix upon its surface. (4) Near the battery, at one of the stations, there is an interruption in the circuit, the ends of the separated wire entering into two cups, near to each other, containing mercury. Now, if a small piece of bent wire be introduced, with an end in each cup, the circuit will be completed, the electro-magnet at the other station will be set in action, the keeper will be drawn against it, and the pen will make a mark upon the revolving paper. On the other hand, when the bent wire is removed from the cups, the circuit will be interrupted, the electro-magnet will instantly cease to act, the keeper will, by its weight, recede a small distance from the magnet, the other end of the lever will rise and lift the pen from the paper, and the marking will cease. (5) The successive connec- tions and interruptions of the circuit are executed by means of an ingenious contrivance for depressing the arch of copper wire into the cups of mercury, and raising it out of them. This apparatus could not be described intelligibly without a figure, but its action was simple and very satisfactory. (6) Two systems of signals were exhibited, one representing numbers, the other letters. The numbers consist of nothing more than dots made on the paper, with suitable spaces intervening. Thus would represent 325, and may either indicate this number itself, or a word in a dictionary, prepared for the purpose, to which the number is attached. The alphabetical signals are made up of combinations of dots and of lines of different lengths. There are several subsidiary parts of this telegraph which the committee have not thought it necessary to mention particularly. Among these is the use of a second electro-magnet at the register, to give warning by the ringing of a bell, and to set in motion the appa- ratus for turning the cylinder. The operation of the telegraph, as exhibited to us, was very satisfactory. The power given to the magnet at the register, through a length of wire of 10 miles, was abundantly sufficient for the movements required to mark the signals. The com- munication of this power was instantaneous. The time required to make the signals was as short, at least, as that necessary in the ordi- nary telegraphs. It appears to the committee, therefore, that the possibility of using telegraphs upon this plan in actual practice is not to be doubted, though difficulties may be anticipated which could not be tested by the trials made with the model. One of these relates to the insulation and protection of the wires, which are to pass over many miles of distance to form the circuits between the stations. In 1837 Morse had made a report to the Secretary of the Treasury of the United States with regard to his telegraph system, and in the following year it was exhibited before the President of the United States and his Cabinet. Morse now attempted to secure aid from Congress for the construction of a line about 40 miles in length between Washington and Baltimore, and finally a bill was passed by a small majority appropriating $30,000 for this purpose. This line was duly constructed, and on May 24, 1844, Miss Ells- worth, daughter of the United States Commissioner of Patents, sent over it the memorable message, "What hath God wrought!" A short while afterwards the National Democratic Convention, sitting in Baltimore, nominated Polk for President, and the immediate transmission of the news by telegraph to Washington not only caused a sensation, but helped the young 114 TELEPHONES AND TELEGRAPHS. invention in many other ways. During the session of 184-1— 45 Congress made an appropriation of about $8,000 to keep the system in operation during the year, and placed it under the supervision of the Postmaster- General. A tariff of one cent for every four characters was instituted, and Messrs. Alfred Vail and J. H. Rog- ers were appointed operators under Professor Morse as superintendent. The Government declined, however, to go any further in its assistance, and also refused to purchase the Morse telegraph for $100,000, the price at which it was offered by the inventor and his associates. Thus, contrary to the practice prevailing in Europe, the telegraphs reverted to private hands and have so remained up to the present time. Commercial developments. — The early days of teleg- raphy as an industry in the United States witnessed the usual difficulties and disasters that every new art encounters. The growth of business was naturally attended also by a great many rivalries and compe- titions. The first chapter of the American commercial telegraphic development, summing up all the pioneer work of whatever character, may be said to have closed with the formation of the Western Union Telegraph Company, which in 1856 consolidated a large part of the telegraphic systems of the country. No sooner had Morse shown his system to be operative and succeeded in enlisting capital than other inventions and devices also found their supporters, and it took several years before the chaos of conflicting claims and methods could be reduced to system and the best types of apparatus could establish their superiority. The Morse system has always been based essentially upon the operation of a lever key, the depression and raising of which, opening and closing the circuit, causes a series of longer and shorter electrical impulses to pass over the wire, thus making corresponding clicks with the sounder or imprinting themselves on tape as dots and dashes, the nature and sequence of which translate themselves into letters and numerals. But from the very first other principles competed with this simple manual plan, and some of them remain operative to the present day, though, strange as it may seem, after three-quarters of a century of tremendous electrical development the whole great telegraphic system of the world is still based primarily and essen- tially upon the skill of the human hand — i. e., upon manual operation as distinguished from mechanical transmission. In other words, telegraphy remains a handicraft. Machine telegraphy was, however, like chemical telegraphy, given a very early trial, and some of the companies competing with the Morse system based their claims to public support upon the employ- ment of printing apparatus, such as the Hughes and Phelps, and, perhaps more notably the House, upon which patents were granted in 1846 and in 1852. Some idea of the ability of the House mechanism may be formed from the fact that its capacity has been rated at from 1,800 to 2,600 words an hour; indeed, a press report containing 3,000 words, more or less abbreviated, has been sent by it in the same time. Two men were required for the reception or transmission of such a message, one known as the "grinder," to give the machinery motion by turning a crank, and the other to act as the operator. Some of these operators be- came so expert and highly trained that, even when the type wheel was performing at the rate of 6,000 revolutions per hour, they could calculate the varia- tion of time between strokes, and read messages on the House printer from the sounds these made. Such automatic or machine printing systems have attracted attention from time to time, and several are now before the public as competitors for favor. None of them, however, has been able to secure the enthusi- astic approval of telegraphic authorities in America, although elaborate and continued experiments have been made over long circuits, and the only one in general employment outside of the Morse system is the more or less antiquated Wheatstone, in which mes- sages are prepared by perforating tape by hand punches, the tape being afterwards run through machines permitting signals to be transmitted, which, upon being taken off at the other end of the long cir- cuit, give a record in dots and dashes in ink on a strip of stiff paper. A speed of 400 words a minute is attainable with the perforated tape run through a Wheatstone automatic transmitter at high speed, the receiver at the distant end giving a clear and distinct impression of the signals. This speed is, however, only attainable on circuits of moderate length, say 200 miles of overhead line. As compared with such rapid work the average rate by hand of from 25 to 50 words a minute seems very slow. This slowness is offset, of course, by the time spent by the Wheatstone operator in preparatory punching; but an enormously increased amount of telegraph business can be transmitted by the machine method over the same wire, and great economy is thus obtained in the time during which the circuit is occupied for the transmittal of a message. The assertion is made by the advocates of automatic and high speed telegraphy that, given favorable con- ditions, such systems would enable a large propor- tion of the mail matter now sent by trains to be put on the wires with enormously increased expedition. Thus the written contents of a whole mail bag from New York to Chicago, if handled by automatic or machine telegraph, could be sent over the circuit between the two cities in one or two hours, so that a letter written at the seaboard in the morning could be delivered to a merchant on the banks of Lake Michigan before his lunch hour. Automatic high speed tele- graph systems, in which speeds of 1,500 to 2,000 words per minute are attained, have usually emploj-ed at the receiving end chemically prepared paper, upon which the current by its decomposing effect traces the NEW FAST STOCK TICKER. TYPEWRITING TELEGRAPH SYSTEM. HISTORY AND DEVELOPMENT OF TELEGRAPHY. 115 dots and dashes of the Morse alphabet. One of the chemical solutions used for this paper is iodide of potassium, the current setting free the iodine, which appears as brownish characters upon the paper strip. The inventors of automatic systems maintain that all this is feasible and should have been carried out long ago; while, on the other hand, the managers of large telegraph systems, although permitting their wires to be used for such experimental work, assert that the practical difficulties are too serious to be over- come, and that the key and the sounder associated with the Morse alphabet remain to-day the necessary foundation of the commercial telegraphic art. With one of the modern machine telegraphs, the ingenious Buckingham system, over one and a half million mes- sages have been transmitted, and a record has been made of 2,429 words between New York and Chicago in slightly less than twenty-four minutes. In this system the messages are actually received in type- written form on message blanks and are thus ready for instant delivery. One striking improvement has been the invention of duplex, quadruplex, and multiplex telegraphy. In duplex telegraphy two distinct messages are simulta- neously transmitted in opposite directions over a single wire. In diplex, two messages are transmitted over one wire at the same time in the same direction. The next step made was due largely to the work of Edison, and was that of enabling one wire to carry two mes- sages at the same time from each end of the line. A number of working circuits in America are thus quad- ruplexed, and the "phantom circuits" thus created effect an enormous saving in line construction. It has, indeed, been asserted that such saving amounts to as much as fifteen or twenty millions of dollars in the United States alone. A number of multiplex telegraph systems have been brought out, although very few are apparently opera- tive or in practical use. Among the most notable are those with which the names of Gray and Delany have been associated. Some depend upon musical tones, which serve as the vehicle of an equal number of sepa- rate telegraphic messages. These tones are sent over the line in the form of rapid interruptions of current obtained by means of tuning forks, vibrated auto- matically by electro-magnets. Such harmonic sys- tems, although admirable as beautiful inventions, have no prominent place in the art. A more practical development which has been car- ried out on both sides of the Atlantic consists of the synchronous system in multiplex telegraphy, such as that of Delany, in which trailing fingers or arms passing over the face of disks at each end of the line are main- tained in synchronous relationship. The single line wire between the two disks is led to the different por- tions of each disk in such a manner that as the two arms travel around they can distribute electrical impulses successively to each section. Through this division or dissection of the line, say into as many as thirty-six separate parts, it is feasible to transmit with virtual simultaneity 36 separate messages. This ingenious system has never been pushed to quite such an extent, but it has been found possible to send several mes- sages simultaneously in both directions. Obviously either the arm may travel or the disk upon which it makes contact may revolve, the result in each case being the placing simultaneously in contact of cor- responding parts of the disk, so as to give the sectors and the operators working them momentary use of the wire in swift succession. Aside from methods of sending dispatches, a great deal of experiment was devoted in the early days to the insulation of circuits. The idea of burying wires underground was taken up at the very outset, but the practice was soon adopted of raising the wires attached to insulated arms, brackets, or knobs on poles. In this exposed position, especially in wet and foggy weather, the current leakage from the line rendered the effective transmission of signals very difficult. Both copper and iron wire was used in the first circuits, but copper was soon abandoned on account of undue elongation and lack of tensile strength, and iron wire came into common use. On many circuits the iron wire was fastened to the bare poles with iron staples, such poor insulation resulting that the cutting down of every second pole was actually carried out in order to render the line operative. Some of the circuits were insulated with tar ; in one or two cases they were coated with bees- wax. In a short time insulators fastened to the cross arms by wooden pins were developed. As early as 1848 one of the contracts for circuits in Maryland, to be built at a cost of $300 a mile for a single wire line, specified that there should be 20 poles to the mile; that the wire should be three-ply, No. 14 iron wire, painted when put up, insulated with square glass globes set in the end of the poles, with a glass cover and with a wooden one 10 inches square, the poles them- selves to be of white oak, chestnut, or cedar. The number of poles was soon raised to 35, but this appears in other respects to have been fairly standard construc- tion. At a very early stage, before 1850, neat iron poles were adopted at Louisville. A very early form of insulation was a small iron hat, into which an iron stem with a hook was inserted and was held until hot brimstone in the hat had cooled and solidified around it. About 1849 No. 9 galvanized iron wire was adopted for some of the circuits in New England, associated with cylindrical glass globes for insulators. These globes were secured by an iron stem and hook to a wedge of wood insulated with gum shellac. Some of the earliest circuits consisted of several strands of No. 16 iron wire, twisted into a cord, the idea being to increase both strength and conductivity; but it was soon found that this form retained moisture, 116 TELEPHONES AND TELEGRAPHS. which caused oxidation and disastrous weakness. Other early attempts at insulation and the construc- tion of durable circuits comprise the adoption of vul- canized rubber as insulating material in place of glass, and short poles of only 10 or 12 feet, so as to avoid high winds and atmospheric electricity. It was soon found, however, that vulcanite exposed to the atmos- phere became foul and fragile, and that the shorter poles, half the length of the ordinary, were exposed to the dangers of spring freshets, while the wires could not be carried clear of buildings, etc., which would not constitute an obstacle to circuits at the ordinary height. Submarine telegraphs. — The attempts to transmit signals commercially through wires laid under water date back as far as 1839. In the summer of 1842 Morse laid an insulated wire in New York harbor between Castle Garden, at the southern extremity of Manhattan Island, and Governors Island, the United States military headquarters at the junction of the East and North rivers. He employed a wire wrapped in hempen thread, well soaked with pitch and tar, and surrounded by rubber. A few signals were exchanged over this circuit, but the cable was torn up, as a great many of its successors have been, by the anchor of a 1 boat and part of it was carried off by the sailors. This experiment was repeated at Washington in the following December and both experiments are described in a letter of Mr. Morse to the Secretary of the Treasury, dated December 23, 1844. Numerous other experiments were made in the next few years in the United States. The first submarine wire insu- lated with gutta-percha in this country was laid across Hudson river in 1849 from New York city to the New Jersey shore. This wire or cable having no pro- tection other than the gutta-percha the circuit soon broke down and was abandoned. •The first subma- rine cable of any length antedated this a year, having been laid in 1847 across the strait from Dover, Eng- land, to Calais, France, the cable consisting of a copper conductor, surrounded merely by an insulating layer of gutta-percha. Although the early failures were somewhat discour- aging, the more sanguine inventors and scientists were convinced that such work could be indefinitely extended. Morse said with regard to data obtained from his own trials, "The practical experience from this law is that telegraphic communication on the electro-magnetic plan may certainly be established across the Atlantic ocean. Startling as this may now seem, I am confident the time will come when the project will be realized." The same idea appealed to many minds, but it was not until numerous shorter lengths of cable had been laid in different parts of the world, particularly those connecting England with the continent of Europe, that the larger project was pushed forward. The successful carrying out of the idea was in great measure due to the courage and indomitable perseverance of a young New York mer- chant, Cyrus W. Field, who associated with himself such well-known Americans as Peter Cooper, Moses Taylor, and Marshall O. Roberts. Capital was pledged, Government support was enlisted, on both sides of the Atlantic surveys were made, and in 1858 the first Atlantic cable was laid between Ireland and Newfoundland. Congratulatory messages were ex- changed between Queen Victoria and the President of the United States, and the public enthusiasm on both sides of the Atlantic was intense- Very little was known, however, about the condi- tions governing the construction of cables to be low- ered to and raised from such extreme depths as 2,000 fathoms, and this first cable linking the New World with the Old lasted but a few weeks. Its sudden lapse into silence caused many people to be skeptical as to whether messages had actually been exchanged. As a matter of fact, exactly 400 messages had been transmitted between August 5, the day it was con- nected on both sides of the ocean, and September 1, the time of its interruption. Such a failure, following a long series of other ruptures and interruptions, was enough to paralyze all further effort, but the courage of Mr. Field and his associates rose superior to every obstacle, and the work was renewed in 1865, when another cable was laid across the Atlantic, only to break again in deep water before completion. A final effort was made in 1866, when a third cable was suc- cessfully and permanently laid on the bed of the ocean, while the cable laid the previous year was recovered and repaired in deep water, so as to become available for business. By this time about 112,000,000 had been invested, all of which would have been totally lost had the attempt failed, so that one need hardly grudge the handsome rewards which were enjoyed by most of the parties in the enterprise when at last their efforts brought fruition. Since 1866 the history of submarine telegraphy has been one of continuous advance, until all the oceans have been occupied by these circuits. The last defi- nite figures with regard to cables give the number as 1,750, with an aggregate length of nearly 200,000 miles, their cost being estimated at $275,000,000 and the number of messages transmitted annually over them at more than 6,000,000. The fleet maintained for laying and repairing these cables in all quarters of the globe would constitute a fair-sized navy, and several large factories in the leading countries of the world are devoted exclusively to the production of submarine cable. Submarine cables. — Considerable progress has been made in the production of submarine cable, although of late years the chief changes have been in the direc- tion of increasing the weight. At the present time such cable, as shown in illustra- tion on page 117, consists broadly of a central core or conductor of stranded copper wire, over which is a Oouduotor. OuUa-percha Jute. Wlie Outer Covering Shore-end Cable. Deep-sea Cable (for greatest depth). Deep-sen Cable (for lesser depth). Submarine Telegraph Cable, with various layers stripped. Intermediate Cable. TYPES OF SUBMARINE CABLES. 18407—06 9 118 TELEPHONES AND TELEGRAPHS. layer of insulation consisting usually of gutta-percha or a gutta-percha compound. These constitute the cable proper, but are protected by a wrapping of jute or hemp, around which is placed an external sheathing of stranded iron or steel wires covered with tape and compound. The core of the cable varies in size and weight of copper according to the length of cable and the speed at which it is proposed to send signals through it. A small core permits only a slow rate of transmission, while a large one allows a high rate of speed to be obtained ovW the longest cable. The copper core in a modern cable will weigh as much as 650 pounds per nautical mile, with an electrical resistance of nearly If ohms the mile. In the earlier cables the gutta-percha insulation weighed about as much as the copper — that is, 400 pounds to the mile — which is now about the standard weight for the gutta- percha. Such a cable can be worked over a distance of 1,850 nautical miles, or 2,130 statute miles, at a speed of 40 words, or about 200 letters, per minute, but lighter cables do not permit of such a high efficiency. When worked duplex, the carrying capacity of the cable is approximately 80 words, or 400 letters, per minute. The shore end or shallow water portion of such cables weighs about fifteen tons to the mile and receives especially heavy armor on account of exposure to abrasion by rocks, ice, etc.; but the deep sea portion weighs only one ton to the nautical mile in water, with a breaking stress of six tons, so that it would support at least six miles of its own weight when immersed. The cable to be laid is carried to sea in lengths of sev- eral hundred miles, coiled up in large tanks, from which the cable is paid out by means of a special, highly ingenious gear and sheaves which permit the operation to be checked at any minute. Should the work of laying the cable be interrupted — as, for exam- ple, by fog or storm, or on the approach to shore — the end is buoyed so that it can be picked up. Cable can be paid out at a speed of four to eight miles an hour, according to its size, the state of the weather, etc. In some of the earliest work ruptures were frequent, but at the present time cable laying is usually conducted with great celerity, even in the Pacific ocean, where depths of 5,000 or 6,000 fathoms are reached. Submarine signaling. — "While regular telegraphic signals can be transmitted over short lengths of cable, their use is impracticable with long submarine cables, and hence other means have to be adopted of causing the electrical impulses to pass from one end to the other. It might be supposed that strong and large currents would be required, but the contrary is really the case, and apparatus of the most delicate character is employed, while the volume of current is very small. Cable messages are transmitted in two ways. In one the mirror galvanometer is used. The movements of a mirror carried on the needle of the galvanometer deflect a small beam of light over a scale marked on a sheet of white paper. A current passing in one direc- tion through the galvanometer coils deflects the spot of light to the left, while a current passing in the oppo- site direction deflects it to the right. When the needle is still, the reflected beam of light from its little mirror forms a bright motionless spot on the paper; but a very minute movement of the mirror is considerably amplified by reflection, and the operator finds it easy to read the signals thus sent by the cable keys at the other end of the line. Such receiving apparatus is extremely light in weight, the mirror and the magnet weighing only from one and one-half to three grains, so that the passage of an extremely small current through the galvanometer coils will transmit visible signals. It can readily be understood that such processes, while ingenious, are easily susceptible of interruption, and that the strain upon the operator, watching in the dark, the movement of the dot of light, is quite trying. Moreover, no record is left. The other form of apparatus, due primarily, like the cable mirror gal- vanometer, to Lord Kelvin and known as the syphon recorder, has very generally superseded the mirror galvanometer, and this gives a record. In this appa- ratus the moving member affected by the passage of current through adjacent coils carries a delicate glass syphon, one end of which dips into a reservoir of ink, while the other end is brought very near to the sur- face of a traveling paper tape. The ink discharged from the syphon as it moves to and fro makes a per- manent record on the tape in a series of strokes look- ing like the line of a serrated mountain ridge, the dots being represented by upward movements and the dashes by downward movements. In the Kelvin syphon recorder, in order to compel this ink to flow out of the syphon, both the ink and the paper are oppositely electrified, the effect being to cause the ink to be ejected so as to produce a line of minute dots. The recorder sometimes failed to operate in damp weather, owing to the dissipation of the electrostatic charges on the paper and ink, but Cuttriss has suc- cessfully overcome this difficulty by keeping the syphon in constant vibration by means of electro- magnets in the circuit. Wireless telegraphy. — The aim in wireless telegraphy is to establish electrical communication between two stations without the use of wires for conveying the impulses of the current. In its more modern accepta- tion the term is limited to aerial or space telegraphy, depending upon the use of the ether as distinguished from some of the earlier work in which bodies of water were used as media for conveying signals. Such utili- zation of water dates back to the time of Franklin, who in 1748 made some experiments across the Schuyl- HISTORY AND DEVELOPMENT OF TELEGRAPHY. 119 i kill at Philadelphia, while in 1842 Morse transmitted signals across an 80-foot canal without wires. In such experiments the actual media for conveying the current were water and earth, which, like the wires, are tangible substances rather than intangible, like the tenuous ether. This work was resumed in a more practical manner nearly half a century later by Mr. Edison and other inventors in connection with train telegraph systems, the object of which is to communicate with a moving train remote from stations or signaling points. One means of accomplishing this consisted in a sliding or rolling contact with the train, like the trolley now employed in street cars. But the fundamental idea of wireless train telegraphy being the absence of con- tact, the Edison and other systems depend on electro- magnetic or electrostatic induction for the transmis- sion of signals. Special apparatus installed in the signaling station sends currents at a high rate of pul- sation over wires paralleling the track along which the train passes. These impulses are transmitted to the passing train by means of either coils of wire wound lengthwise around the car or, preferably, a metallic roof or side on the car. This metallic surface thus acts as one large plate of a condenser. The sig- nals sent are readily received, and messages can be sent in like manner from the moving train to the parallel circuits along the track. In such work it has been usual to employ a telephone as the receiver of the usual dots and dashes as well as the telegraph key and buzzer, and it is stated that messages have been sent through the air in this manner between a fixed circuit and a moving train through a distance as great as 600 feet. Similar methods have been worked out by Mr. Edison and others for communication with ships at sea, with balloons, etc. A full account of such ingenious methods can be found by those interested in Maver's " American Telegraphy and Encyclopedia of the Telegraph." The wireless telegraph systems of the present day and of the period embraced in this report utilize the free ether of space. The mechanism consists of apparatus for creating electro-magnetic vibrations which are propagated at the speed of light in all directions and are of various wave lengths. These electro- magnetic waves are analogous to the vibrations im- parted to the surrounding air by a sonorous bell or tuning fork or to the ripples which, when a stone is dropped into a body of water, follow each other in rapid succession in every direction until the whole impulse has died out. Sound waves travel at the rate of 1,120 feet a second, and the number of vibrations to the second depends upon the wave length of the note struck. Such a rate of speed is very slow compared with that of wireless telegraphy, for, accepting the electro-magnetic theory of light, from the fact that light travels at 186,000 miles per second, it is seen that the etheric transmission of an electro-magnetic wave is practically instantaneous for telegraphic purposes. Wireless telegraphy depends on the ability of the apparatus at the receiving end cf the line to respond sympathetically to the vibrations of the ether, just as objects attuned to the same fundamental note respond when a tuning fork is struck in its vicinity. One of the first significant demonstrations of the existence and passing of these electric waves in space was made by Prof. Joseph Henry, who, by means of disruptive spark discharges from a frictional electro- static machine on an upper floor of his house, succeeded in magnetizing needles in the cellar 30 feet below, in spite of the two floors and ceilings intervening. The definite discovery of these radiations came much later, however, and was made in 1888 by the late Heinrich Hertz in Germany. Similar studies had been made in England by Oliver Lodge, S. P. Thompson, and others. As early as 1885-86 apparatus was patented whose operation depended upon the effect produced upon particles of dust, etc., by the electric oscilla- tions. This was a primitive form of the coherer action, more closely identified and developed by Branly, and finally worked out by G. Marconi in his now well-known system of wireless telegraphy, patents for which were applied for in June, 1896. In the Marconi system the electro-magnetic waves, produced by special high tension disruptive discharge apparatus and given off to the ether by means of wire antennae carried up into the air for a considerable distance, are intercepted at the remote receiving station by similar high wire antennae and brought down for registration to a coherer. This coherer consists of a small glass tube about the size of an ordinary pocket pencil. In this tube are two pole pieces of silver, to which the wires of the circuit run, and between them is a gap of about one thirty-fifth of an inch loosely filled with a mixture of nickel and silver filings or particles, to which a little mercury has been added to increase the sensitiveness. The arriving electric oscillations have the effect of drawing the filings together to form a continuous circuit, so that the resistance within the tube, high when the filings are loose, is diminished when they cohere, and a cur- rent then flows from the local battery. This closing of the coherer circuit closes also the telegraphic record- ing circuit. At the instant that the impulses received make their record the tongue, or tapper, of an electro- magnetic bell gives the tube a sharp jolt, which causes the particles to separate, and the tube is ready to receive the waves constituting the next signal. When the apparatus is properly tuned for receiving the waves, messages can be regularly transmitted and clearly received. In March, 1899, after preliminary experiments over 120 TELEPHONES AND TELEGRAPHS. shorter distances, Mr. Marconi established wireless telegraphic communication between South Foreland, England, and a station near Boulogne, on the other side of the strait of Dover. His disruptive apparatus consisted of a 10-inch induction coil, by means of which he caused sparks to pass across a spark gap of about three-fourths of an inch. The waves that resulted from the electrical disturbance were given off into the ether by copper wire antennae raised by a pole 150 feet into the air. Messages were sent and received by the Morse code at the rate of 15 words a minute, the distance being 32 miles. Prof. J. A. Fleming, who was present, says: "The messages were automatically printed down in telegraphic code signals on the ordinary paper slip at the rate of 12 to 18 words a minute. Not once was there the slightest difficulty or delay in obtaining an instant reply to a signal sent." This work attracted a good deal of attention, but was eclipsed by that done on December 12, 1901, when Mr. Marconi succeeded in transmitting the three successive dots which constitute the letter S of the Morse alphabet clear across the Atlantic from the per- manent Marconi station at Poldhu, Cornwall, to a temporary station at St. Johns, Newfoundland. One year later regular dispatches were transmitted over the same etheric route, including congratulatory mes- sages between King Edward VII and the Governor- General of Canada. Since that time considerable news matter has been sent across the Atlantic by the Marconi system, but up to the time of the preparation of this report no regular commercial service had been established. Meantime, however, the Marconi and De Forest sys- tems have been installed in a large number of Atlantic steamships, which are thus enabled to communicate with tower stations along the shores of the Old World and the New and carry on in the aggregate a consider- able wireless telegraphic traffic. The steamships also maintain telegraphic communication among them- selves for business purposes, and the writer of this report was able to witness, in March, 1905, the main- tenance of communication between five such steam- ships in mid-Atlantic, the two extreme members of the group being 1,000 miles apart. In the United States, as in Europe, the development of wireless telegraphy has been quite rapid ; systems of great ingenuity and merit have been elaborated and commercially established by Dr. Lee De Forest, Prof. R. A. Fessenden, John S. Stone, and others. All the navies of the world have adopted wireless telegraphy of some kind, and, in addition to the systems named, the "telefunken" is in quite general use for such purposes in Europe as well as commercially. In that of the United States have been elaborated im- provements enabling men-of-war to communicate over distances of hundreds of miles. The main desideratum at the present time is the means of placing transmitting and receiving stations in exclusive connection, so that no others can intercept the dispatches. The best work done with wireless telegraphy up to the present time has been across large bodies of water rather than on land, and various ingenious theories are advanced to account for this phenomenon. Remark- able results have nevertheless been secured on land. Mr. Marconi, in Europe, has transmitted messages from England across the continent of Europe to Italy, and during the Louisiana Purchase Exposition in 1904 Doctor De Forest transmitted messages from St. Louis to Chicago. During the late Russo-Japanese War a very considerable use was made of wireless teleg- raphy by both combatants, and it was also used most successfully by the London Times, whose special cor- respondent on board a small steamer equipped with a De Forest apparatus was able to send dispatches from the scene of action around Port Arthur direct to the Chinese coast. This work was, however, stopped summarily by the Russian military authorities, and the important question of the right of a newspaper or any neutral to establish within the sphere of conflict means of communication which could be used to the serious disadvantage of one or the other of the powers at war has, with cognate matters, become the subject of diplomatic discussion. PART III MUNICIPAL ELECTRIC FIRE ALARM AND POLICE PATROL SYSTEMS (121) PART III. MUNICIPAL ELECTRIC FIRE ALARM AND POLICE PATROL SYSTEMS. ELECTRIC FIRE ALARM SYSTEMS. The statistics included in this report cover practi- cally all municipal electric fire alarm systems in opera- tion in the United States during any part of the year ending December 31, 1902. No previous inquiry of the kind has been made in the United States serving as a basis of comparison, and the present inquiry was restricted to systems depending upon the application of the electric telegraph or telephone. The present report deals with electric fire alarm systems and police patrol systems, which are frequently worked together in com- mon by one board or department, but which are here treated, as far as possible, in separate categories; no cognizance was taken of fire brigades, engines, etc. The data presented refer exclusively to systems oper- ated under municipal control, with the exception of the fire alarm system in use at the Rock Island Arsenal, Illinois, which is owned and operated by the United States Government. The earliest records dealing with the subject show that fire alarms and fire extinction were matters which until the last century were left very largely to private and volunteer effort. But even in the days when the fire apparatus was manned by organized citizens or by persons acting upon the impulse of the moment, the appliances and the alarm systems were often owned or subsidized by the communities. Thus, fire wardens appear among the officials of New York city as early as 1683, since which time there has been a steady tend- ency to remove fire administration from private hands and concentrate it in those of the municipality. Never- theless the present report, which includes the statistics of 764 systems, shows wide variations in the municipal methods adopted for the government of the fire alarm and fire extinction service. The boards or departments of administration to which these systems were intrusted are shown in Table 1. Table 1. — Electric fire alarm systems, grouped according to boards or departments of administration: 1902. BOARDS OR DEPARTMENTS OF ADMINISTRATION. Total. Administrative bodies Board of aldermen and police and fire commissioners Board of assessors Board of commissioners for public utilities Board of fire commissioners (or commissioner) Board of fire engineers Board of public safety Board of public works Board of selectmen and board of engineers Board of trustees elected by voluntary firemen Chief of Are department and city electrician City council and chief of fire department City council and fire marshal City council and superintendent of fire and police departments Committee appointed by citizens at town meetings Department of electricity Department of fire and police patrol telegraph Department of police and public property Department of wire inspection Fire and police board Fire and water committee of the sanitary improvement commission. Fire department (chief, committee, or director of) Fire marshal Joint board of fire wardens and selectmen Mayor and city council Mayor, city council, and fire department Ordnance Department of United States Army Police and fire commission Police and Are department Superintendent of Are alarm and police patrol' telegraph Water department Water and light department Not reported Systems. 764 341 1 2 10 62 67 36 6 1 2 2 4 5 1 2 21 1 1 2 1 1 141 2 1 20 1 1 12 1 4 1 1 10 From Table 1 it appears that 341 tire alarm systems, or nearly 50 per cent of the total number, were under the direction of administrative bodies; these included boards of aldermen, boards of selectmen, city councils, boards of burgesses, trustees, etc. — bodies which are almost universally of an elective character. In the larger cities of the United States, however, it is now an almost invariable rule that the fire department shall be administered by an officer or officers nominated and appointed b} r the mayor, with or without the confirma- tion of the city council. There is also a growing tend- ency to intrust the supervision of the fire alarm and police patrol systems, as well as of other electrical functions, to a department of electricity. (123) 124 TELEPHONES AND TELEGRAPHS. The authorities, other than administrative bodies, in charge of fire alarm systems include 141 fire depart- ments, 67 boards of fire engineers, 62 boards of fire commissioners (or a single commissioner), 36 boards of public safety, 21 departments of electricity, 20 maj'ors with the assistance of the cit} 7 council, and 12 police and fire commissions. This heterogeneity is due largely to the fact that so many of the fire alarm systems are in cities and towns of less than 25,000 population. Table 2 shows the number of fire alarm systems in- stalled during each year, from 1852 to 1902, inclusive. Table 2. — Electric fire alarm systems installed each year. YEAR. Number. YEAR. Number. YEAR. Number. Total 704 1886 22 23 11 17 10 3 10 8 6 3 6 7 8 9 3 6 9 4 1868 10 4 2 1902 26 19 26 25 33 32 32 36 37 53 41 60 44 44 40 38 1884 1883 1866 1901 1865 3 1900 1882 1864 1 1899 1881 1880 1863 1898 1862 1 1897 1879 1861 1896 1878 1860 1895 . . . 1877 1859 1894 1876 1875 1874 1858 1 1893 1857 1892 1856 1873 1856 1 1872 1854 1 1889 .. 1871 1853 1870 . . 1852 1 1887 . 1869 It will be observed from Table 2 that in the earliest decade : namely, from 1852 to 1862, only 4 systems of fire alarm telegraph were installed. From 1862 to 1872 greater activity was evinced, 40 systems being in- stalled. The decade from 1872 to 1882 showed a still further increased appreciation and demand on the part of the public, no fewer than 62 systems being installed. The rate of increase was well maintained from 1882 to 1892, these ten years witnessing the installation of no fewer than 299 systems, or about 30 per year. In the eleven years from 1892 to 1902, inclusive, the number of new systems was proportionately greater, reaching 359, or nearly 33 new plants per year. In view of the fact that all the larger cities had already been equipped, the swelling number would indicate that as time has gone by the improvements of the system and the in- creasing introduction of automatic features have ren- dered the service available for many of the smaller communities. No census records prior to 1902 are on file with re- gard to the municipal electric fire alarm systems of the United States, so that comparison with the statistics presented in Table 3 is not possible, This table shows the construction and equipment and number of fire alarms for cities of specified population'. Table 3.— ELECTRIC FIRE ALARM SYSTEMS, GROUPED ACCORDING TO POPULATION OF CITIES, CENTAGE EACH ITEM IS OF TOTAL: 1902. AND THE PER- Number of systems Overhead construction: Miles of pole line- Owned Leased Wire mileage — Total Single wire Single wire in cables Underground construction: Street miles of conduits Owned Leased Wire mileage — Total Single wire Single wire in cables Number and character of boxes or signaling staiions Signaling Number on poles or posts All other Annunciating Number on poles or posts All other Special telephones Fire alarms received Central office equipment: Manual transmitters Automatic transmitters Receiving registers, all kinds Receiving circuits Transmitting circuits Telegraph switchboards, number Number of sections Total capacity Telephone switchboards, number Number of sections Total capacity Single circuits Central station power equipment: Engines — Number Horsepower Dvnamos — Number Horsepower Motor generators and dynamotors — Number Horsepower Battery cells- Primary Storage POPULATION GROUPS. 2,798 10, 952 28,202 27, 721 481 414 445 11, 433 526 10, 907 37, 739 34, 776 2,963 93 84 9 1,900 86, 070 155 295 452 1,973 1,361 214 269 2,407 62 153 6, 480 442 67, 010 49, 327 100, 000 and over. 2,682 14, 172 13,849 323 378 316 10,647 387 10, 260 16, 028 14,880 1,148 1,432 40, 548 91 29 165 752 440 55 84 1,401 39 105 6,911 23,189 16,364 60, 000 and under 100, 000. 350 1,123 2,755 2,738 17 19 46 461 42 419 3,787 3,357 430 126 i, 760 10 45 49 289 265 21 25 212 9 28 374 4, 735 10,469 25, 000 and under 50, 000. 262 1,818 2,866 2,837 29 4,665 4,242 423 163 11, 716 18 76 84 344 259 36 31 i 225 7 8 86 4 4,793 8,960 10,000 and under 25, 000. 524 2,877 4,475 4,369 106 II) 51 177 55 122 7,159 6,609 550 10 16 115 15,499 25 103 80 426 297 71 81 463 5 10 66 97 10,713 9, 629 Under 10, 000. 793 2,452 3,934 3,928 6 15 6,100 5,688 412 77 68 9 65 8,547 11 42 74 162 100 32 33 106 2 2 63 311 13, 580 3,905 100, 000 and over. PER CENT OP TOTAL. 81.1 24.5 50. 3 50.0 67. 2 91.3 71.0 93.1 73.6 94.1 42. 5 42.8 38.7 75.4 47.7 58.7 9.K 36.5 38. 1 32.3 25.7 32.4 58.2 62. 9 68. 6 91.2 28.6 86. 2 10. 5 62.8 71.6 46.8 40.7 33.2 50, 000 and under 100, 000. 4.9 12.5 10.2 4.6 10.3 4.0 8.0 10.0 9.6 14.5 6. 6 10.3 6.5 15. 3 10.8 14.7 19.5 9.8 9.7 8.8 14.5 18.3 6.8 14.3 3.6 5.3 3.9 9.9 6.4 8.3 21.2 25, 000 and under 50, 000. 9.4 16.6 10.1 10.2 6.0 1.2 5.6 1.1 6.8 0.8 12.4 12. 2 14.3 8.6 13.8 11.6 25.8 18.6 17.4 19.0 16.3 13.9 9.4 11.3 5.2 1.3 0.9 3.9 3.7 19.2 8.4 18.2 10, 000 and under 25, 000. 18.7 26.3 15.9 15.8 22.0 2.4 11.5 1.6 10.5 1.1 19.0 19.0 18.6 17.2 19.0 6.0 18.2 16.1 34.9 17.7 21. 6 21.8 33.2 SI. 3 19.2 8.1 6.6 0.9 22.0 14.3 1.7 15.8 7.8 6.2 10.6 18.8 19.5 Under 10,000. 28.3 22.4 13.9 14.1 1.3 0.5 1.6 0.2 1.1 0.1 16.1 16.4 13.9 82. 8 81.0 100.0 3.4 10.0 7.1 14.2 16.4 8.2 7.4 15.0 12.7 4.4 3.2 1.3 0.8 77.1 42.8 8.6 63.1 21.6 8.6 17.0 23.8 7.9 ELECTRIC FIRE ALARM SYSTEMS. 125 Table 3 shows a total of 764 systems, of which 36 were in cities having a population of 100,000 and over, 37 in cities of 50,000 and under 100,000, 76 in cities of 25,000 and under 50,000, 221 in cities of 10,000 and under 25,000, and 391 in cities and towns under 10,000. These systems had in the aggregate 2,798 miles of pole line owned and 10,952 leased, with a total wire mileage of 28,202 miles, consisting of 27,721 miles of single wire and 481 miles of single wire in cables, engaged in the receipt and distribution of fire alarms. That the practice of putting such important wires as those of the fire alarm telegraph underground has rapidly in- creased of late years is indicated by the fact that, in addition to this overhead construction, these systems included 414 miles of conduit owned and 445 miles leased by municipalities, giving shelter to 11,433 miles of wire, of which 526 miles were single wire and 10,907 miles were wire in cables; thus, out of a total wire mile- age of 39,635 miles, 28.8 per cent was underground. Distributed along the circuits thus enumerated, there were reported 37,739 signaling boxes or stations, of which 34,776 were installed on poles or posts, and 2,963 " all other," or those located in booths, buildings, etc. There Were also 93 annunciating boxes reported. It has already been shown that there were 39,635 miles of wire in the systems, and as the total number of signaling stations and annunciating boxes was 37,832, the distribu- tion of apparatus by means of which alarms can be sent in to the central office was evidently very nearly one to the mile of operative circuit. If to this signaling and annunciating apparatus be added the 1,900 special tele- phones reported, the stations would slightly exceed one per mile of wire. Over this apparatus and wire mileage 85,070 fire alarms are reported to have been sent or received during the year ending December 31, 1902, which would give an average of between two and three per station and per mile of wire. It will be understood, of course, that these figures for fire alarms sent in or received do not include retransmission from central over other circuits from headquarters to the scattered engine houses, hook and ladder companies, etc.; for this reason it is impossible to determine the aggregate number of alarms received, transmitted, repeated, etc., by the fire alarm departments. Nor can any definite inference be drawn with regard to the number of boxes per mile of circuit in regard to the density of popula- tion or of buildings, for the general reason that as a measure of safety and precaution it is the practice not to put adjacent boxes on the same circuit, the object being to prevent interruption of service on any given line of communication, and also to lessen the proba- bility of any two boxes on the same circuit being "pulled" at once for the same fire. Table 3 presents also a variety of data with regard to the central office equipment. By reference to the table it will be seen that there were 155 manual trans- mitters, 295 automatic transmitters, and 452 receiving registers of all kinds, grouped at the various central offices or fire headquarters. These were associated with 1,973 receiving circuits and 1,361 transmitting circuits, for the operation of which there have been installed 214 telegraph switchboards, with 259 sections and a total capacity of 2,407 circuits, working in coop- eration with 62 telephone switchboards, with 153 sec- tions, and a total capacity of 6,480 drops or lines. The single circuits extending from the headquarters and returning thereto were reported as 442 in number. There are a large number of so-called fire alarm sjs- tems that consist in ringing a central bell or merely blowing a shrill whistle at some well-known central point, and it is probable that such an arrangement exists in some localities for calling the police or the vil- lage constable. No so-called fire alarm or police patrol systems were considered by the Bureau of the Census as falling within the scope of the inquiry unless the calls were sent in through a box over a single circuit and received at a fire or police central where at least one receiving register or other device was located. For the operation of the fire alarm systems reported a large variety of apparatus and methods are in use, although battery current is in all the main reliance and the chief source of energy supply. According to the returns included in Table 3, the central office power or current equipment in 1902 comprised 57,010 primary and 49,327 storage battery cells. The primary batteries are usually of simple type, depending merely upon the renewal of acid or of such materials as copper or zinc, and the storage batteries are charged, in most cases, from an exterior power plant. This is shown by the fact that among the 764 systems there were reported only 19 dynamos generating current, with a total capacity of 51 horsepower; 7 steam or gas engines, with a total capacity of 58 horsepower; and 81 motor generators and dynamotors, with a total capacity of 47 horse- power. From this it would also appear that certain of the dynamos generating current are engine driven, and that the others are driven by electric motors. In some instances the power plant installation is in the nature of a reserve or precautionary measure, to insure a supply of current to the circuits in case the ordinary sources of supply should be interrupted. A further study of Table 3 reveals the fact that of the 442 single circuits all but 4 were reported for cities of less than 25,000 population, 97 being in cities of between 10,000 and 25,000, and 341 in cities of less than 10,000. Other details indicate that for the systems in cities of less than 25,000 population there is little cen- tral office equipment other than the receiving registers and automatic transmitters. Of the total underground wire mileage of 11,433 miles reported in 1902, 10,647 miles, or 93.1 per cent, were in cities having a popula- tion of 100,000 and over; a similar proportion prevailed 126 TELEPHONES AND TELEGRAPHS. with respect to conduits. The distribution of the 28,202 miles of overhead wire construction, however, was very different, 14,172 miles, or 50.3 per cent, being found in cities of 100,000 population and over, and 8,409 miles, or 29. S per cent, in cities of less than 25,000 popu- lation. Distributed along these 8,409 miles of over- head wire were 13,352 signaling and annunciating boxes or stations, or 35.3 per cent of the total number. The use of the telephone appears to be chiefly restricted to the larger cities. Only 7 out of 62 switchboards, and only 109 out of 6,480 drops, or telephone lines, were reported in cities of less than 25,000 population; whereas 39 of the switchboards and 5,911 drops were reported in cities of 100,000 and over. In most other respects this table reveals a general uniformity and similarity of equipment and practice in the fire alarm systems throughout the country, as measured by the per cent distribution among the different population groups. In connection with the use of the telephone for fire alarms it may be noted that it has been the practice of the Wisconsin Telephone Company, of Milwaukee, to suggest in its telephone directory that patrons send in fire alarms by telephone. The chief of police has lately requested the manager of the company to omit this suggestion from the book hereafter, for the reason that it frequently takes too long a time to notify the fire headquarters by telephone. This delay, he states, gives the fire a chance to gain headway before the department is able to respond to the call. The percentage each item is of the total is also shown in Table 3. As might be expected, the percentages show that in the smaller communities, where for reasons of economy it is not feasible nor desirable to employ a large fire alarm staff, automatic transmitters prepon- derate, these percentages being 25.8, 34.9, and 14.2, respectively, in the three smallest population groups, whereas in respect to the use of manual transmitters 58.7 per cent are in use in the one group of cities having a population of 100,000 and over and nearly 80 per cent in the three groups comprising a popula- tion of 25,000 and over. It is rather surprising, how- ever, to note that the smallest cities report the largest proportions of all engines and dynamos, which would hardly be expected since a primary battery equipment is usually quite adequate in such cases, but the num- bers dealt with are altogether too small to carry any particular significance. In fact, it will be noted that 51 per cent of all primary batteries and 45.6 per cent of the total number of storage batteries were for sys- tems in cities of less than 50,000 population. Table 4 presents a synopsis of the number of fire alarm systems which reported the different varieties " construction and equipment, grouped according to population of cities. Table 4. — Electric fire alarm systems reporting different varieties of construction and equipment, grouped according to population of ciiiet: 1902. CHARACTER OF CONSTRUCTION AND EQUIPMENT. Overhead construction: 1 Pole line — Owned exclusively Leased exclusively Owned and leased Overhead construction ex- clusively Underground construction: 2 Conduit — Owned exclusively Leased exclusively Owned and leased Both overhead and underground construction Boxes or signaling stations: 3 Signaling boxes exclusively - - Annunciating boxes exclu- sively Both signaling and annunci- ating boxes Special telephones Central office equipment: Manual transmitters exclu- sively Automatic transmitters ex- clusively Both manual and automatic transmitters Receiving registers, all kinds. Receiving circuits Transmitting circuits Both receiving and transmit- ting circuits Telegraph switchboards ex- clusively Telephone switchboards ex- clusively Both telegraph and telephone switchboards Single circuits exclusively Central station power equipment: Engines Dynamos *. Motor generators anddynamo- tors Engines, dynamos, motorgen- erators, and dynamotors Dynamos, motor generators, and dynamotors Battery cells- Primary Storage Both primary and storage. NUMBBR OF SYSTEMS, BY POPULATION GROUPS. Total. 114 fiU'.l 139 83 752 1 104 43 214 43 182 322 255 255 146 21 522 270 44 100,000 and over. 50,000 and under 100,000. 25,000 and under 50,000. 10,000 and under 25,000. 21 157 43 19 220 1 13 87 11 53 124 93 93 70 4 1 97 1 3 5 1 140 88 9 Under 10,000. 82 261 50 1 26 « 35 3 48 54 39 39 31 1 1 341 2 8 6 311 76 6 1 One system failed to report the miles of pole line owned or leased, and one system failed to report pole line and wire mileage. 2 Two systems failed to report the miles of conduit owned or leased. a Two systems reported only telephoning boxes, which are not shown in this table. From this interesting table it will be observed that of the 764 fire alarm systems in the United States, 681 used overhead construction exclusively, and of this number 387, or over 50 per cent, were to be found in communities of less than 10,000 population. This con- firms the statement as to the extension of municipal fire alarm systems in the smaller cities and towns. There were 83 systems which used combined overhead and underground construction. There were only 114 municipalities which owned their entire pole line, while 509 leased, or used without cost, the supports for their overhead wires and cables. Table 5 shows the miles of conduit and the wire mile- age for the 83 systems reporting the use of under- ground construction. ELECTRIC FIRE ALARM SYSTEMS. 127 Table 5.— UNDERGROUND CONSTRUCTION OF ELECTRIC FIRE ALARM SYSTEMS, BY STATES AND CITIES: 1902. 8TEEET MILES OF CONDUIT. WIRI MILEAGE. STATE OR CITY. STREET MILES OF CONDUIT. WIRE MILEAGE. STATE OB CITY. Owned. Leased. Total. Single wire. Single wire in cables. Owned. Leased. Total. Single wire. Single wire in cables. United States 414 445 11,433 626 10, 907 5 14 2 12 15 21 221 15 206 1 4 18 2 12 156 2 2 12 10 1 10 8 54 2 165 143 15 127 64 2 150 16 1 154 15 30 1 1 1 1 13 1 2 5 1 1 120 24 3 1,380 1 1 2 5 12 2 16 1 40 2 101 760 40 2 85 16 760 Montclair Morristown 8 6 120 24 tv f ■ +■ en 1 k- 1 134 3 30 1 62 6 3 760 684 760 684 1,380 3 5 25 168 3 1,105 50 15 4 10 474 25 2 1 129 168 3 2 54 13 640 3 24 4 58 3 13 640 3 24 4 55 1 13 3 1,105 Elgin 1 50 6 15 2 5 2 4 5 21 10 Ohio 1 4 4 6 52 17 3 6 49 17 474 Fort Wayne 1 1 9 5 1 4 137 23 5 195 80 45 126 4,353 53 5 195 4 17 42 17 42 80 (*) 126 Pennsylvania 85 0) 6 0) 124 42 1,463 204 42 1,259 4,300 84 252 11 3,905 185 201 53 252 2 75 8 3 8 34 19 1 5 990 50 3 8 13 30 3 61 5 1 24 8 120 9 3 3 132 255 31 8 30 3 1 4 3 124 25 990 19 3 13 61 5 24 4 120 9 3 8 230 53 3,852 12 Clinton Fall River 1 6 3 5 1 % 3" 4 8 6 20 181 45 Milton 45 Nahant 1 Memphis 6 2 18 3 3 6 7 45 26 45 26 2 4 1 2 2 20 9 9 1 82 19 9 20 33 4 3 30 7 225 10 7 2 4 315 23 2 7 202 10 7 4 315 2 6 9 136 9 3 3 2 1 19 Lansing Norfolk 1 5 5 131 2 2 2 131 2 2 3 16 200 115 455 200 115 465 4 2 36 2 201 2 84 2 4 (') 455 23 455 23 Eau Claire , (') 1 2 15 184 84 2 2 (') ( l ) 23 23 35 100 1 Not reported. 2 Has 2 separate systems, but is treated as 1 system. 8 City rents one or more wires in cable owned by private company. It appears from Table 5 that in the 83 systems included, 414 miles of conduits were owned and 445 miles were leased, giving a total of 11,433 miles of single wire and single wire in cables from which the streets have immediately been released. This under- ground circuit was more widely distributed than might perhaps be expected, being found in no fewer than 23 states and the District of Columbia. Nor can it be said that the larger cities were unduly represented; a glance at the table shows that New York, Boston, Chicago, 128 TELEPHONES AND TELEGRAPHS. Philadelphia, and other large cities by no means pre- ponderated in this respect. Further reference to this subject will be made incidentally in connection with underground police patrol wires. Table 6 presents the number of employees and the total salaries and wages paid in 1902 in cities of 100,000 population and over in 1900, for both electric fire alarm and police patrol systems. Data are presented for 25 systems exclusively fire alarm, 21 systems exclusively police patrol, and 9 systems a combination of fire alarm and police patrol service, or a total of 55 systems. Table 6. — Employees and wages in cities of 100,000 population and over, electric fire alarm and police patrol systems: 1902. Number of systems Salaried officials and clerks: Total number Total salaries General managers, superin- tendents, etc. — Number Salaries Clerks and bookkeepers — Number Salaries Wage-earners: Total average number Total wages Operators, male — Average number Wages Foremen and inspectors — Average number Wages Linemen, wiremen, battery- men, etc. — Average number Wages All other employees- Average number Wages Total. 55 84 $139, 477 71 $124, 728 13 $14, 749 818 $804, 065 1396 $401, 659 92 $100,666 $272 : 'W Fire alarm* ex- clusively. Police patrol ex- clusively. 28 $49,396 $309, 034 U18 $132, 379 $36,585 123 $114, 945 34 $25, 125 Combina- tion fire alarm and ' police patrol.' 21 $32, 294 21 $32,294 291 $270, 903 211 $201,204 22 $20, 361 54 $46,738 $57, 787 22 $43, 038 13 $14,749 222 $224, 128 67 $68, 076 40 $43, 720 112 $111, 227 $1, 105 1 Includes 1 female operator. It will be gathered that the figures shown in Table 6 are representative rather than inclusive; at the same time they should not be understood as applying to the systems as a whole, owing to the fact that in so many of the smaller communities the duties which would fall to a fire alarm or police patrol service are merged in those performed by other officials in such a manner that the proportion of salaries or wages paid can not well be segregated according to the amount of work done or relative hours of duty in each department. The num- ber of wage-earners shown in the table is the average number of each class continuously employed during the year in the operation and maintenance of the electrical department of the two systems. Of the 38 cities having a population of 100,000 or over, 2 — Kansas City and St. Joseph, Mo. — had no sys- tems of electric fire alarm; 2 did not report employees and wages, the systems being operated by local tele- phone companies on contract; and in 9 the fire alarm and police patrol systems were operated in conjunction and were reported in combination. In regard to the police patrol service, 4 of the 38 cities having a population of 100,000 or over — Louisville, Ky., New Orleans, La., Scranton, Pa., and Toledo, Ohio — had no electric sys- tems; 1 failed to report employees and wages, and 3 were operated by local telephone companies on contract. The systems for 9 cities, as already noted, were operated in conjunction with fire alarm services and were reported in combination therewith. That the services are already of some magnitude is indicated by the fact that the 55 systems included in this table show a total of 84 salaried officials and clerks, with total salaries of $139,477 per annum, and 818 wage- earners, with total wages of ,065 per annum. Table 7 is a detailed statement summarizing for each state all of the information with regard to constructional equipment of fire alarm systems, and also the number of alarms received. 1, Automatic repeater; '2, automatic line tester; ;;, multiple pen registe nal dial transmitter. 1 Relay switchboard; 2, joker board; 3, working switchboard; -4, multiple pen register; 5, automatic line tester. TELEGRAPHIC DEPARTMENT, FIRE ALARM HEADQUARTERS, WASHINGTON, D. C, 1902. 130 TELEPHONES AND TELEGRAPHS. Table 7.— ELECTRIC FIRE ALARM Num- ber of sys- tems. CHARACTER OF CONSTRUCTION. NUMBER AND CHARACTER OF BOXES OR SIGNALING STATIONS. STATE OR TEERITOBY. Overhead. Underground. Signaling. Annunciating. Miles of pole line. Wire mileage. Street miles of conduit. Wire mileage. Total num- ber. Num- ber on poles or posts. All other. Total num- ber. Num- ber on poles or posts. All other. Owned. Leased. Total. Single wire. Single wire in cables. Owned. Leased. Total. Single wire. Single wire in cables. 1 United States . . . 764 2,798 10, 952 28, 202 27, 721 481 414 445 11,433 526 10, 907 37, 739 34, 776 2,963 93 84 9 7. 6 1 28 12 26 1 1 7 !S 1 34 37 19 8 12 3 22 3 106 40 17 4 3 3 5 1 18 57 2 2 70 9 4 50 2 56 6 3 3 4 10 1 11 9 7 4 26 2 4 7 7 149 42 55 (') 6 67 10 162 87 49 33 29 11 8 311 210 81 83 9 6 11 185 371 32 5 219 387 11 5 3 10 3 19 6 5 94 6 79 19 280 145 381 60 C) 48 97 645 545 294 71 149 113 227 13 1,791 327 182 25 38 15 113 11 180 565 9 1,103 44 18 1,392 32 719 269 56 15 75 219 16 78 117 106 53 316 2 112 7 37 1,487 219 569 140 0) 88 197 10 2,136 935 373 120 299 423 367 170 3,867 940 769 40 1,802 39 181 11 320 1,070 9 3,557 95 23 2,348 63 3,238 296 66 15 129 283 18 101 303 166 58 698 8 112 7 37 1,462 219 569 136 ( l ) 88 197 10 2, 124 885 372 120 299 423 366 170 3,808 910 766 40 1,788 39 151 11 316 1,060 9 3,356 87 23 2,336 63 3,232 296 66 15 129 281 16 101 298 166 58 696 8 195 16 62 1,572 397 1,014 70 307 179 410 10 2,275 1,400 520 183 587 321 481 493 4,890 1,531 838 52 1,097 57 172 18 419 1,779 30 5,578 196 54 2,969 128 3,566 609 138 33 267 522 21 231 407 283 132 1,220 10 192 16 62 1,457 368 813 70 261 178 406 10 2,173 1,296 495 172 464 321 443 491 4,385 1,468 800 47 1,038 56 171 18 373 1,664 30 4,915 194 61 2,761 118 3,408 548 138 31 250 515 21 217 306 282 130 1,143 10 3 3 Arizona 4 Arkansas S 25 15 21 221 15 206 iis 29 201 20 16 4 6 Colorado 7 4 0) 30 y 143 127 16 R Delaware 9 District of Columbia . . Florida 1 6 760 760 46 1 4 in 8 o 8 2 11 n Idaho 13 12 50 1 62 8| 684 58 3 684 55 102 104 25 11 123 3 9 3 9 14 15 Iowa lfi 17 Kentucky 16 16 IK 19 Maine 1 59 3(5 3 0) 6 33 2 4 0) 124 9 19 17 42 1,463 255 315 204 25 17 42 1,259 230 315 38 2 605 63 38 5 59 1 1 ?(l Maryland 21 Massachusetts 99. 23 Minnesota 24 Mississippi » 14 4 455 465 26 27 30 (') <>) 23 23 ?s Nevada '.".1 New Hampshire 4 10 1 5 18 14 156 2 2 12 154 46 115 HII 15 15 31 a? 201 8 134 30 1,380 1,380 663 2 3 208 10 158 61 16 13 3 33 North Carolina North Dakota 34 3.i Ohio 12 21 474 474 36 Oregon 37 6 85 3 137 12 4,353 201 53 4,300 201 3M Rhode Island 39 South Carolina 411 2 17 7 41 Tennessee 6 7 45 26 45 26 4?, Texas 2 2 43 Utah 44 Vermont 2 6 9 136 2 9 o 136 14 101 1 2 77 45 5 2 46 Washington 47 48 Wisconsin 2 36 2 201 84 117 49 4 4 1 Not reported. 2 New York city has 2 separate systems, but is treated as 1 system. ELECTRIC FIRE ALARM SYSTEMS. 131 SYSTEMS, BY STATES: 1902. Special tele- phones. Fire alarms re- ceived. CENTRAL OFFICE EQUIPMENT. Single cir- cuits. CENTRAL STATION POWER EQUIPMENT. Transmit- ters. Receiv- ing regis- ters, all kinds. Re- ceiv- ing cir- cuits. 1 1 Trans- mit- ting cir- cuits. Telegraph switch- boards. Telephone switch- boards. Engines. Dynamos. Motor gen- erators and dynamotors. Battery cells, Man- ual. Auto- matic. Num- ber. Num- ber of sec- tions. Total capac- ( ity. Num- ber. Num- ber of sec- tions. Total capac- ity. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. Pri- mary. Stor- age. 1,900 85,070 155 295 452 1,973 1,361 214 259 2,407 62 153 6,480 442 7 58 19 51 81 47 57, 010 49, 327 1 8 1 58 6 33 6 6 148 3 26 2 32 53 30 245 108 45 246 17 87 254 2 130 133 46 25 2 23 53 72 838 70 305 2,661 1,295 1,183 80 786 349 1,191 50 9,027 3,648 1,807 512 1,864 511 940 1,053 9,491 2,830 2,430 239 2,272 85 585 27 787 3,306 48 12, 794 434 130 6,142 454 4,571 718 160 91 995 1,320 108 264 1,708 1,275 462 3,135 39 1 4 3 1 2 1 4 1 12 3 12 1 n i 3 3 3 11 19 2 4 1 3 2 1 17 4 7 82 16 52 6 30 18 28 7 2 4 50 14 78 6 14 10 20 2 2 12 2 176 49 178 7,140 376 1,610 50 200 255 50 1,657 2,312 542 461 971 125 917 78 5,024 1,292 380 152 1,371 202 136 834 2,706 72 10,005 388 195 5,539 45 6,020 474 50 96 554 646 230 511 499 253 230 1,884 75 405 26 2,126 667 1,597 450 906 312 956 1,684 1,043 1,133 13 967 1,158 127 11, 311 2,505 2,358 90 418 50 571 2,754 4 4,411 309 681 528 3,270 1,370 369 36 75 1,014 114 1,271 938 30 1,280 ? 3 1 15 1 4 122 4 4 1 1 9 1 1 125 6 25 17 9 15 1 1 1 1 5 6 6 7 44 7 8 2 3 250 1 1 9 1 3 1 3 4 26 4 4 1 22 25 10 5 5 If) 11 1? 28 3 1 4 1 31 14 8 2 2 1 12 6 8 1 6 2 6 2 50 17 3 2 1 1 3 42 13 26 1 6 1 2 1 71 17 15 1 1 1 78 71 36 8 25 22 27 31 318 64 55 8 42 2 9 63 56 33 6 24 21 14 6 250 33 26 1 20 8 6 4 1 1 3 1 33 6 7 8 10 5 1 1 3 5 1 35 6 7 24 73 135 4 2 26 48 50 554 58 64 5 3 6 6 311 110 20 7 13 14 15 16 1 1 34 1 50 100 17 18 17 2 50 24 12 2 2 2 2 1 ' 11 ,41 2 39 6 4 22 1 39 2 1 3 1 '3 2 2 19 1 5 3 5 7 6 3 5 1,920 144 115 116 ■m 7 68 9 1 1 40 2 1 43 1 14 1 21 99 9R ?4 15 15 185 2 2 150 1 1 "5 ?fi 7 2 2 8 1 1 5 •'7 2 1 1 1 2 1 1 2 98 6 7 15 8 13 33 78 19 72 4 11 7 14 25 88 99 5 9 196 1 1 an 31 11 30 3 79 261 13 127 6 24 1 44 1 355 3 5 6 173 1 3 2 6 39 33 34 8 1 7 3 1 22 1 18 4 2 43 1 16 2 156 8 140 44 10 93 . 8 102 30 4 15 1 13 15 1 14 91 8 223 4 4 186 2 7 35 36 6 2 28 11 2,208 30 2 1 37 38 1 1 8 39 40 4 1 1 3 7 1 3 4 '3. 1 2 1 5 7 9 1 17 20 36 3 9 26 18 20 25 2 6' 20 14 2 . 5 5 18 32 1 1 50 41 49 43 1 3 3 1 3 4 3 37 20 8 5 4 4 11 2 2 1 44 2 1 3 5 60 100 45 46 47 5 13 62 48 10 11 53 1 1 50 1 i 2 2 48 49 1 132 TELEPHONES AND TELEGRAPHS. As might be expected, the 764 systems, while dis- tributed through 48 states and territories, are to be found chiefly in the older and more densely popu- lated sections. Massachusetts has the largest number, namely, 106; 'sew York is second, with 70 (or 71 if New York city were to be credited with two systems instead of being counted as one); New Jersey is third, with 57; followed b}- Pennsylvania, with 56; Ohio, 50; Michigan, 40; Indiana, 37; Illinois, 34; California, 28; Connecti- cut and Wisconsin, each 26; Maine, 22; Iowa, 19; New Hampshire, 18; Minnesota, 17; Colorado and Kentucky, each 12; Vermont, 11; and Texas, 10. New York, however, leads in almost every respect, having 5,578 signaling boxes, as compared with the next state in rank, Massachusetts, which has 4,890. With regard to the use of the telephone as central station equipment, Maryland is reported as having 1,920 drops, or lines, or a shade less than 30 per cent of the total capacity of the country thus engaged, while Pennsylvania has 2,208, or 34 per cent. In telephonic capacity 64 per cent of the total is thus accounted for, but as this rep- resents only 7 switchboards, 1 in Maryland and 6 in Pennsylvania, it can not be accepted as a full indication of the facts, 55 of the boards being in use for such work in 21 of the other states or territories. The total number of signaling and annunciating boxes in the United States was 37,832, from which 85,070 alarms were received. Of these alarms 12,794 are cred- ited to New York, from 5,594 boxes, or 2 per box, per annum, whereas in the state of Illinois, with 2,278 boxes, the number of alarms received was 9,027, or 4 per box. In Massachusetts, with 4,890 boxes, 9,491 alarms were received, or 2 per box. In the state of Pennsylvania, with 3,566 boxes, 4,571 alarms were reported as having been received, or about 1.3 per box. In Kentucky, with 603 boxes, 1,864 alarms were reported, or 3 per box. In Minnesota, with 838 boxes, 2,430 fire alarms were reported, or 3 per box. The variations in the average number of fire alarms per box may be due either to the prevalence of wooden construction in build- ings, resulting in more frequent fire alarms, or to the heavy duties thrown on the boxes by distributing them more sparsely. This latter supposition, however, does not appear to be borne out upon examining the distri- bution of boxes per mile of wire. For example, Illinois, with a total of 2, 820 .miles of wire, had 2,278 boxes, or less than 1 box per mile of wire, while Pennsylvania, with 7,591 miles of wire, had only 3,566 boxes, or less than 1 box to 2 miles of wire. Minnesota had 838 boxes to 1,084 miles of wire, or about the same propor- tion as Massachusetts, with 5,330 miles of wire and 4,890 boxes. New York appears to be well equipped in this respect, having 5,594 boxes to 4,937 miles of wire, thus giving more than 1 box to the mile. The higher proportion of boxes per mile of wire in New York may doubtless be explained by the liberal distribution in the densely populated districts of New York city and Brooklyn, but the difference between the figures for New York and Pennsylvania is, to say the least, quite striking. The proportion of alarms per box would indicate that Pennsylvania is as well served with its fire boxes as New York is with its larger number, but that Illinois falls below the standard of these two great Eastern states. The suggestion that the number of alarms per box may have some relation to the use of wood in construc- tion is supported by statistics from the Southern states, where the use of brick and stone is less prevalent than in the North. Tennessee, with 267 boxes, reported 995 alarms, or nearly 4 per box; Georgia, 412 boxes and 1,191 alarms, or nearly 3 per box; Virginia, 407 boxes and 1,708 alarms, or over 4 per box. In New York, and other closely settled cities in the Northern states, the use of wood for walls and roofs has long been pro- hibited within the urban areas, and the general intro- duction of structural steel in buildings has been a nota- ble feature of the last decade. Table 8 is of interest as presenting the figures for the electric fire alarm and police patrol systems of Hono- lulu, Hawaii. Table 8. — Electric fire alarm and police patrol systems of Honolulu, Hawaii: 1902. Date of establishment 1901 Overhead construction: Miles of pole line, owned 50 Total wire mileage, single wire 100 Number and character of boxes or signaling stations: Signaling, on poles or posts 50 Telephoning, on poles or posts 50 Special telephones 5 Fire alarms received 50 Police calls received or sent 2, 750 Telephone 150 All other 2, 600 Central office equipment: Automatic transmitters ~ 4 Receiving registers, all kinds 1 Receiving circuits 4 Transmitting circuits 4 Telephone switchboards, number 1 Number of sections 1 Total capacity 150 Central station power equipment: Storage battery cells 290 The construction shown in Table 8 was used inter- changeably for fire alarm and police patrol purposes. All the construction is overhead, embracing 50 miles of pole line owned by the department, with 100 miles of circuit, and 50 signaling and 50 telephone boxes on poles or posts, supplemented by 5 special telephones. The central office equipment includes 4 automatic trans- mitters and 1 receiving register, 4 receiving and 4 transmitting circuits, and 1 telephone switchboard with a capacity of 150 drops, and the power equipment em- braces 290 storage battery cells for supplying current to the whole system. During the year ending Decem- ber 31, 1902, 50 fire alarms were received, averaging 1 per signaling box, and 2,750 police calls were received ELECTRIC FIRE ALARM SYSTEMS. 133 or sent, of which 150 were telephonic. It is of interest to note that one of our outlying dependencies should be so well equipped, boasting of facilities which, in fact, a great many communities of importance within conti- nental United States do not enjoy. The apparatus and methods, and probably the supplies, in use in Honolulu are, however, of American origin. In a great many cities of the United States it is the custom of the municipal authorities to exact, by ordi- nance, by grant of franchise, or otherwise, the right to string wires on a certain number of cross-arm pins on the pole line of a telegraph, telephone, electric light, street rail way, or other electric company, or to reserve the right to use a certain number of ducts in an under ground wiring system belonging to a specific conduit company, or to any company operating some specified public service. Table 9 gives the number of fire alarm and police patrol systems, grouped according to the population of the respective cities, which have reserved the right of way on poles or in conduits without cost to the city. Table 9. — Electric fire alarm and police patrol systems having per- petual right of way on poles or in conduits, without cost to the city, grouped according to population of cities: 1902. POPULATION GROUPS. Total 100,000 and over 50,000 and under 100,000 25,000 and under 50,000. 10,000 and under 25,000. Under 10,000 Fire alarm. 73 195 •-MI) Police patrol. 123 26 31 26 10 According to Table 9, perpetual rights of way of this character have been reserved for 623 fire alarm and 123 police patrol systems. It is interesting to note that of the fire alarm systems, which secured rights and accommodations of this character without cost as an offset to the grants made to private companies, 480 . belonged to communities of less than 25,000 population. Table 10 may be regarded as a connecting link between the fire alarm and police patrol statistics embraced in this report, as it includes the systems, or portions of systems, which are employed interchange- ably for fire alarm and police patrol purposes, grouped according to the population of cities. The statistics given in this table are included in the tables giving the data for fire alarm and police patrol systems, respectively. 18407—06 10 Table 10. — Construction and equipment of electric systems used inter- changeably for fire alarm and police patrol, grouped according to population of cities: Number of systems Overhead construction: Miles of pole line — Owned Leased Wire mileage — Total Single wire Single wire in cables. Underground construction: Street miles of conduit- Owned Leased Wire mileage — Total Single wire Single wire in cables. Signaling boxes or stations Number on poles or posts All other Special telephones Central office equipment: Manual transmitters.'. Automatic transmitters Receiving registers, all kinds Receiving circuits Transmitting circuits Telegraph switchboards, number Number of sections Total capacity Telephone switchboards, number Number of sections Total capacity Single circuits Central station power equipment: Motor generators and dyna- motors, number Total horsepower Battery cells- Primary Storage POPULATION GROUPS. 454 485 5, 533 5,488 45 99 157 5,742 70 5,672 1,711 1,472 239 12 12 57 197 121 11 17 761 7,748 4,227 100,000 and over. ■isr, 140 4,809 4,770 97 156 5,737 68 5,669 1,107 961 146 296 7 5 28 146 63 31 35 328 9 640 6,709 1,631 50,000 and under 100,000. 23 153 470 465 5 2 1 5 2 3 270 222 48 65 12 25 37 1 1 12 2 6 113 446 ,690 25,000 and under 50,000. 10,000 and under 25,000. 37 87 132 131 1 200 23 Under 10,000. 9 82 183 148 35 2 1 2 3 5 4 1 2 4 247 74 Table 10 embraces 23 S3 r stems, with 5,533 miles of overhead wire and 5,742 miles of wire in conduit, upon which were distributed 1,711 signaling boxes or stations, of which 1,472 were on poles or posts; these boxes were supplemented hy 369 special telephones. The central office equipment of these systems included 12 manual transmitters, 12 automatic transmitters, 57 receiving registers, 197 receiving circuits, and 121 transmitting circuits. There were also 34 telegraph switchboards, with a capacity of 354 circuits, and 11. telephone switch- boards, with a total capacity of 761 drops, or lines. Among these systems there were 6 single circuits, all of which were in communities of less than 25,000 popula- tion. The power equipment of the central offices embraced 7,748 cells of primary battery, 4,227 cells of storage battery, and 10 motor generators and dyna- motors, with a total capacity of 5 horsepower. 134 TELEPHONES AND TELEGRAPHS. These 23 combination systems were widely distributed as to the population of cities. 6 systems being in cities of 100,0m) and over, i in cities of 50,000 and under 100.000. .5 in cities of 25,000 and under 50,000, 2 in cities of 10,000 and under 25,()o0, and 6 in cities and towns of less than 10.000. Cities of 50,000 population and over reported all of the underground construction of these systems and the great bulk of the apparatus, although it should be noted that the 6 plants in cities of less than 10,000 population had more than 30 boxes per system. It might be expected that the combina- tion of the fire alarm and police patrol systems would have found favor in the small communities for reasons of economy, but this table does not support such an inference. HISTORICAL AND DESCRIPTIVE. The electric telegraph was not utilized for fire alarm purposes until the beginning of the second half of the nineteenth century. Even to-day there are a great many communities in America which retain the inade- quate method of notifying the community by ringing a bell in some high tower, or by blowing a steam whistle, the number of strokes or pauses indicating roughly the location of the fire. As late as 1865, New York city had a watchtower system, under which a watchman, on discovering a fire or receiving an alarm, sounded upon his bell the number of the district; this was repeated by watchtowers all over the city, and thus the whole community was warned. While such a method was effective in distributing information, it is obvious that there was abundant opportunity for delay and mistakes; moreover, while the alarm served as an immediate call to duty, it also notified a large number of people who had no immediate concern in the matter. It was inevitable that the introduction of the electro- magnetic telegraph by Prof. S. F. B. Morse should direct attention to the ease with which warning signals could be instantaneously transmitted from point to point. The first suggestion for the use of the telegraph for fire alarm purposes is said to have been made by Dr. "W. F. Channing, of Boston, as early as 1839, when the telegraph itself was in a very crude and imperfect condition. Making a suggestion, however, is one thing, and constructing a practical device is quite another. The history of electricity is full of instances where possi- bilities were suggested years before it was found feasi- ble to devise the proper apparatus. It is an authentic fact, however, that in 1815 Doctor Channing published in the Boston Advertiser an article in which he de- scribed a method of applying the telegraph to fire alarms. The plan was as follows: A central office was to be established in some public building, in which the necessary battery, together with a Morse register and an alarm bell, should be located; a double wire to proceed from thence over the housetops successively to every engine house and fire bell in the city, and return again to complete its circuit to the place from whence it started. In every station thus established a Morse register in connection with an alarm bell was to be placed, also a kev, by the simple depression of which an appropriate signal would be instantly conveyed to every other station on the circuit. He also suggested the modification of having five or six circuits, or even a circuit from every station, to the central office. By this method the operator would be able to communicate directly to all the stations, and, if so desired, every alarm of fire might be made to pass through the central office before being communicated to the different stations. From among the many modifications to which his design is susceptible, Doctor Channing calls special attention to one, in these words: "There is, however, one which deserves to be specially mentioned. By a slight change of the arrangement of the alarm bell stations and increase of machinery, the hammers of the bells could all be disposed so as to strike mechanically on the communication of a galvanic impulse from the central office. The agent (operator) would therefore be en- abled, by depressing a single key with his finger at certain inter- vals, to ring out an alarm defining the position of the fire simul- taneously on every church bell in the city." This description clearly indicates the electro-mechanical bell striker, urges the municipal authorities to take his project into consideration; and, as the city had been behindhand in the matter of giving alarms of fire, the adoption of this system would place her in advance of other cities. 1 Nothing, however, was done until early in the winter of 184:7-48, when L. L. Sadler, superintendent of the Boston and New York telegraph line, in discussing with F. O. J. Smith, one of the pioneer capitalists associated with Morse, and then president of the Port- land telegraph line, the feasibility of using telegraph} 7 for fire alarm purposes, stated that he had in his employ at Framingham, Mass., an operator named Moses G. Farmer, who was the most ingenious man he had ever seen, and who, he believed, could work out a system. The matter was brought to young Farmer's notice, and within a week he had produced an apparatus capable of carrying out the idea, based on electro-magnets and the striking mechanism of an old church clock. This was the first machine ever constructed for giving an electric fire alarm, and served as the starting point for all the later work that has been done in this field. Nothing more came of it at the time, however, although the apparatus was indorsed by Mayor Quincy, of Boston. In 1851 Doctor Channing succeeded in interesting the Boston city council in the subject of fire alarm tele- graphs to such an extent that $10,000 was appropriated for an experiment. His plan again proposed numerous box stations, connected by telegraph circuits with the central office, from which all alarm signals received from the boxes were to be sent out over other circuits to the bell towers, so that the box signals would be simultaneously struck, electrically, by every fire alarm bell in the city. At a total cost of about $16,000 this system, with some modifications, was adopted for 39 signal stations. It is possible that both Doctor Channing and Pro- fessor Farmer worked out their ideas independently, although attention should be called to the fact that l Adam Bosch, Trans. Am. Inst. Elec. Engrs.,Vol. XIV, 1X97, page 336. ELECTRIC FIRE ALARM SYSTEMS. Charles Robertson, who introduced the Morse telegraph system into Germany, had utilized it in New York city in 1850 to aid the fire department in signaling- the exist- ence of fires. In fact, lacking evidence to the contraiy, it would appear that the authorities in New York city were pioneers in this direction. . As early as November, 1846, the common council of the city authorized the in- troduction of the Morse magnetic telegraph into the fire service, and in the next month at a meeting of engi- neers and firemen, a committee of five was appointed to urge the adoption of the plans recommended by the chief engineer relative to such work. In 1847 a permit was granted to Hugh Downing and Royal E. House, a well-known telegraph inventor, to set up a line of tele- graph for fire purposes in different parts of the city, at a cost of $500. In 1851 the connection of the bell towers with fire headquarters by telegraph was com- pleted with immediate beneficial results, but it is a mat- ter of official record that public curiosity on the subject was so great that the entire telegraph apparatus was often put out of service by the tampering fingers of inno- cent visitors. Nothing permanent, however, came of such experimental work, and, for the evolution of the practical machinery required, attention must be paid to the joint efforts of Doctor Channing and Professor Farmer. In 1851 Professor Farmer became superin- tendent of the Boston fire alarm system, continuing in active service until 1855, and remaining for another four years with the department which his skill and ingenuity had done so much to create. During this period Doctor Channing and Professor Farmer took out, singly and together, several patents which became the foundation of the fire alarm system as it exists to- day. One of these patents, covering what was known as the "village S3'stem," was taken out by Professor Farmer in 1859. It naturally would be supposed that so invaluable an aid in subduing fires would receive the warmest wel- come from those engaged in fire extinction; but it is a fact that the bitterest enemies of the new system were found among the firemen themselves. The fire depart- ments, about the middle of the last century, were volun- teer organizations, often partaking of the character of a club, and frequently engaged deeply in politics. The introduction of prompt and efficient methods of giving the alarm marked the beginning of a new era and the creation of the paid fire alarm departments. The advent in the field of the late John N. Game- well marked another point of departure in the art and industry. In regard to his work, J. W. Stover has said: The fire alarm telegraph as it stands to-day is not the work of one nor a half dozen men. Many have contributed to its perfec- tion. I have only named a few. It has been an evolution; but if I were asked to name the one man to whom, more than all others, we are indebted for its progress and general use, I should without hesitation name John N. Gamewell, of South Carolina. From 1855 to the time of his death he devoted his splendid business ability and his best efforts for its advancement and its extended use. It has been a number of times suggested to me that those who best understand the importance of his work should erect a monument to his memory. My answer has been, and is, It is not necessary; the evidence of his devotion and beneficent work may be found on nearly every street of nearly every city and town in this broad land. 1 Hearing or reading a lecture by Doctor Channing on the subject of fire alarm telegraphs, delivered in the Smithsonian Institution at Washington in 1855, Mr. Gamewell at once became deeply interested in the sub- ject, and bought from Messrs. Channing and Farmer the right to the use of their inventions and patents in the Southern states. In 1859 he purchased the rights for the rest of the country. This investment, while small compared with what is expended upon fire alarm telegraphs at the present time, was an evidence of great courage and enterprise in those days. The original plant in Boston, installed in 1852, comprised only 19 tower bell strikers and 26 street signal stations, and during the year 1854 — two years after the system had been introduced — the number of fire alarms in Boston was only 195. The Boston system, with some improve- ments, was taken up in Philadelphia in 1855, and St. Louis closed a contract in 1856, though this plant was not in use until early in 1858. The cities of New Orleans and Baltimore adopted the system in 1860, but further development was seriously arrested by the outbreak of the Civil War. No sooner was the war over than Mr. Gamewell again took up the work actively, pushing the system with great vigor and perseverance by means of a corporation to which he gave his name. But it was not until 1869 that New York city, which had organized a paid department in 1865, abandoned its old watchmen and bell towers in favor of the modern methods with which this report deals. Since that time the progress of the system has been rapid, and several ingenious inventors have devoted their energies to the subject. The lead- ing systems are those known broadly as the Gamewell, the Gaynor, and the Speicher. 2 The apparatus has of course been greatly improved since its introduction. For example, the first signal boxes used in Boston depended for their operation upon the turning by hand of a crank similar to the one so long a familiar feature of telephone stations for ring- ing up " central." The original instructions placed on these signal boxes were that the person sending in the alarm should turn the crank six times. Fastened di- rectly to the shaft of this crank was the break-circuit wheel; one-half of this wheel was so toothed that in revolving it transmitted and recorded in dots or dashes, by means of a Morse register at the central fire head- quarters, the number of the fire district in which the 1 "Progress in Fire Alarm Telegraphy;'' paper read before Inter- national Association of Fire Engineers, New York city, September, 1902. 2 For details see Maver's "American Telegraphy and Encyclo- pedia of the Telegraph." 136 TELEPHONES AND TELEGRAPHS. fire was located, while the other half transmitted a cer- tain number of current pulsations, indicating on the Morse register the number of the box. The tower bell was still used, but only to sound the district; in order to ascertain the exact location of a fire, the firemen were supposed to go to the street boxes and count the taps or strokes made on the small bells inside, these signal taps being sent from the central office as soon as the alarm had been transmitted to the tower bells. If a fireman on reaching such a box did not find the bell striking, it was his duty to signal the central office at once, whereupon the operator there would repeat the signal, unless the circuit had been broken or interrupted. All this was excellent in theory, but it was quickly demonstrated that people sending in alarms would exer- cise the crank so vigorously, in the excitement of the moment, that the operator at the central office could not decipher the signals. The instructions upon the boxes were then made to read to the effect that the crank should be turned twenty-five times, which would seem to give abundant opportunity for sending in the signal clearly, but even then there were mistakes and delays. With regard to Boston, Adam Bosch says: The original crank signal boxes remained in service in Boston until 1866, in which year automatic boxes were substituted in their place. The following year, Joseph B. Stearns, the immediate suc- cessor of Farmer in the superintendency of the Boston fire alarm telegraph, received a patent for an apparatus operated by ' ' reverse currents," which permitted the simultaneous use of the same wire for receiving a signal from a box and transmitting it to the alarm bells. Several years prior to the introduction of automatic signal boxes, Stearns abandoned the method of striking the district numbers on the bells, and new boxes were designed to strike the box numbers only. While, with the adoption of the automatic signal box, the speed with which a fire alarm box was operated no longer depended on the temperament or mental condition of the person giving the signal, a proof was soon furnished that in a matter of this kind as little as possible should be left to "the intelligence of the public." Incorrect signals were often received from these boxes, for the occurrence of which no cause could be assigned. It was usually the first "round " that was found to be wrong. This remained a puzzle until the cause was discovered, which was this — that the person giving the alarm, disregarding the instructions to "pull the hook down once and let go," would, after the first pull, by way of emphasis, give the hook another pull or two. This would momentarily suspend the movement of the break wheel, and if it occurred between two successive breaks a long pause would ensue, and the signal would be either unintel- ligible or a number entirely different from the box number would be transmitted. One of the first important steps forward, therefore, was found in the automatic signal box, operated by pulling the hook trigger and then releasing the mech- anism. The patent on this device was taken out in 1867 by Charles T. Chester, of New York, while further im- provements were made and patented about two } r ears later by Crane and Rogers, of Boston, who introduced what was called the "noninterference pull." The use of this prevented interference with a signal sent in by a box until its completion; hence each box was enabled to transmit its signal free from the mistakes and delays caused either by careless and excited persons or by those governed by malicious intent. In 1871 Mr. Gamewell, who was the first to use an open-circuit break wheel, secured the first patent on his noniDterfering signal box; this prevented interfer- ence or confusion between alarms sent in from different boxes at the same time, thus securing certaintjr of trans- mission. The new Gamewell box was a normally wound box with trigger pulls and a so-called skeleton break wheel. All automatic boxes were actuated either by weights or by springs; if the latter, they were pull wound. The Gamewell box contained an electro- magnet and an armature which, when in the position farthest from the magnet, shunted the break wheeL If a box was pulled while the armature was in its normal position against the magnet, the armature was held there until the signal was completed. By the same mechanism the armature in every other box on the same circuit was held in position to shunt the break wheel, so that, even if another box were pulled, interference with the first signal would be impossible. The only chance of inter- ference lay in the possibility tha.t the hook of the sec- ond box might be pulled the instant the circuit was closed, and while the armature was still held close to the magnet; but the use of a skeleton break wheel made these periods of contact so exceedingly short that the chances of interference were very remote. The next step forward in this important direction was taken by J. M. Gardner, of Hackensack, N. J., who in 1880 patented a box 1 which provided not only against the dispatch and reception of confused alarms due to the use of imperfect pull devices at the signal box, but also against interference with a signal from any box through the "cutting in" of another box on the same circuit; in this way both "local" and "distance" noninterference were secured. The bene- fits of this improvement were felt in the more rapid detection and extinction of fires. Another important improvement in signal boxes was introduced by Mr. Tooker, of Chicago, in 1875. Hith- erto delays had often occurred in transmitting alarms because the key to open a box could not be found on the instant. The Tooker keyless door was intended to deter malicious persons from sending in false alarms or otherwise interfering with the apparatus. The door was opened by the turning of a handle, which wound up a spring, thus setting in motion the mechanism by which a local alarm was sounded on a small gong within the box. The person using the Tooker device, having turned the handle of the door and heard the local alarm, often thought he had done all that was necessary, and would walk away without pulling the hook that sent in the signal to "central," so that the vital part of the signal was omitted. The next step in the development of this idea was the invention made by M. H. Suren in 'See Maver's "American Telegraphy and Encyclopedia of the Telegraph" for technical details. ELECTRIC FIRE ALARM SYSTEMS. 137 1895. In the operation of this invention it was only necessary that the handle of the door should be turned, whereupon the bell rang and the alarm was transmitted to the central office without even opening the door of the box. A similar development is seen in the device patented by J. J. Ruddick in 1889, by means of which the boxes, besides being noninterfering, are made to succeed each other, each in turn sending in its own definite signal, even if three or four boxes on the same circuit are pulled at the same time. It is a common practice to call attention to the signal boxes and poles by painting them a bright red color, or in some other -wa,y equally distinctive, so as to enable a person desiring to use a box to find it immediately. In many communities lists of signal boxes are printed and distributed, so as to familiarize the public with their location. Reference has already been made to the fact that as early as 1859 Professor Farmer took out a patent on the "village system." A crude system of this kind was installed in Mobile, Ala., in 1866. It is obvious, how- ever, that in view of the cost of maintaining a staff solely for the fire alarm service, towns and villages of small size could not enjoy this means of protection unless the human element had in a large measure been eliminated. In 1870 the village system was rendered feasible of application by Edwin Rogers, of Boston, who patented what is known as the "automatic re- peater. " This device made it practicable to strike all the bells and gongs of a fire alarm system directly from one street signal box without the intervention of an operator at the central office. The idea was too valuable, however, to remain restricted in its application to only small cities, and the principle was rendered useful in central office sj r stems by the application of what is known as the "joker," invented in 1876 by Prof. J. P. Barrett, superintendent of the bureau of electricity o*f the city of Chicago, and head of the electrical department of the Columbian World's Fair in 1893. By means of the "joker" alarms can be sent directty from a signal box to the fire companies whose duty it is to respond first. This, in combination with the automatic repeater, has been found invaluable in modern work. In the fire engine house, to which signals from cen- tral are transmitted, is usually found the electro-mechan- ical indicator, which dates back to 1875. This is placed in a conspicuous position, and shows at once, in large figures, the number of every box from which an alarm is being transmitted; in this manner each alarm is brought to notice, and the location of the fire indicated. The gongs in engine houses, rung by the direct agency of electro-magnets which attract and then release an arma- ture, are another familiar feature; many of them are from 6 to 24 inches in diameter. Other important acces- sories in such work are the whistle, which is often sounded in small communities, and particularly the tower bell, which remains a distinct element of fire alarm work. In some instances these bells have reached remarkable proportions, one type striking 10,000 blows of a most sonorous character, with a weight drop of 25 feet. An ingenious feature in connection with this bell is its attachment to an electric motor which automat- ically starts to rewind the mechanism when the weight has run down; and this automatic winding system can be used also to wind up the weights driving the trans- mitters and multiple registers at the central fire head- quarters. The switchboards are, of course, the most conspicu- ous feature of the central fire office; they are usually handsome and substantial^ built of mahogany or walnut in the form of a hollow square, so that the operators have all the apparatus and mechanism within easy reach. In the fire alarm circuits are inserted galvanometers, whose readings can be taken at the board, to show that the batteries are up to the electro-motive force required for signal transmission, and also to indicate the elec- trical condition of the circuits themselves, giving notice of any break or grounding. In fact, the circuits are under constant test, as it is obvious that nontransmis- sion of a signal might be attended with disastrous and even fatal results. The central office apparatus includes a relay in each circuit from the signal boxes; for «ach relay there is a multiple pen or registering device for the purpose of permanently recording the alarms received, and an annunciator so placed that the opening of the circuit causes the electro-magnetic drop to fall, disclosing the number of the circuit affected. A notable feature of every well organized central fire alarm telegraph office is the repeater, under a glass case in the center of the operating room. This repeater is usually provided with a locking mechanism, by means of which all the armatures of the relays of fire signal box circuits, except that on which the alarm has come in, are locked, so that they can not respond to any new alarm that may be sent in during the transmission of the first alarm; thus confused signals are avoided. There are other devices also employed as adjuncts of this work, such as voltmeters, ammeters, and other ap- paratus for electrical measurements, etc. The battery itself was at first of the expensive Grove and Daniells type, but for a great many years past it has been of the type of primary cell known as the gravity, or sulphate of copper — a form quite suitable for fire alarm telegraph requirements, being easily sup- plied with new material, readily cleaned, and simple enough in construction to be maintained by any fireman of ordinary intelligence. Within the last decade, however, the storage battery has been adopted for this class of work to a considerable extent, being found in many of the larger cities. The maintenance cost of the storage battery equipment is said to be only half that of a primary battery plant of equal size; but since the battery equipment is hardly large enough, as a general thing, to warrant the expense 138 TELEPHONES AND TELEGRAPHS. of an independent or isolated power plant, the practice is generally to connect the batteries with the local central power .station, from which the needed supply of charging current is ordinarily obtained. It is obvious, however, that even this source of supply can not always be depended upon, although the batteries carry a consider- able reserve supply; hence some of the central fire alarm stations maintain more than one source of current supply, or connect with a source by more than one circuit. A further development of recent years has been the more general use of the telephone for fire alarm service. This arose in a natural and simple manner from the fact that telephone subscribers in many small towns would call ' ' central " to ask where the fire was. It was readily seen that "central" could be employed very usefully, either as an auxiliary in the transmission of fire alarms or as a fairly efficient substitute for the regular alarm. For example, at Kansas City, Mo., the local telephone service discharges all the functions of a fire alarm system; the police patrol system there has, however, a signal telegraph. Another very interesting feature of the more recent developments, which, however, is not considered in the statistical portion of this report because it does not con- stitute an integral part of the municipal fire alarm tele- graph, is what is known as the auxiliary system. The auxiliary boxes are placed in convenient locations in buildings, in a school, for example, at the teacher's desk; in case of fire, a small glass pane in the front of the box is broken, and a ring pulled down, which action operates a trip in the nearest street box and causes the alarm to be sent to fire headquarters exactly as though the box had been pulled by hand. The auxiliary cir- cuit has a special battery, and is not connected elec- trically with the regular circuits of the fire alarm system. As a general thing the municipal fire alarm systems, like telephone companies, have resisted the attachment of any auxiliary apparatus to the devices with which communication is maintained, on the ground that need- less additional complication was brought about, thus lowering the efficiency of the system. The auxiliary fire alarm telegraph, however, is so valuable an aid to the fire department that its use has been encouraged. By the use of this system, not only can an alarm be transmitted at once to the fire department, no matter how remote the nearest street box may be, but persons all over the building can be notified immediately and the chance of panic is thus minimized. In New York city, at the beginning of 1902, no fewer than 2,400 of these boxes had been installed, with the approval of the New York Board of Fire Underwriters. The only serious objection to such work has been the leaving of the auxiliary devices in the hands of a private or indi- vidual commercial company, instead of constituting it part of the municipal department under control of the cit} r authorities. Another kind of fire alarm telegraph, somewhat auto- matic in character, is that known as "thermostatic." In this the materials or mechanism of the thermostats, when heated to a given degree of temperature, close the circuit, thus sending in an alarm, and in some cases also releasing showers of water from pipes so placed that a fire may be put out, even before outside assistance arrives. Of course, there is always the chance that such a device may go off accidentally, through some rise of temperature not due to an outbreak of a fire, or through some accident to the mechanism, in which event, if water is released, considerable damage may be done to perish- able goods. A quite ingenious extension of the ther- mostatic principle has been made in the use of a cable in which a soft metal fuse wire is interwoven with the copper wires which constitute the alarm circuits; the generation of undue heat melts immediately the fuse wire in the cable, thus closing the circuit and sending in an alarm. This is a portable and variable arrange- ment, which can be modified to meet changing circum- stances, as, within a storage warehouse or a large department store, the cable may be trailed or drawn at will over any pile of goods to any point where a fire might possibly break out. In Boston some 500 build- ings are equipped with automatic fire alarms, and no fewer than 110 with the sprinkler equipment. Another important part of fire protection work in the leading cities, which should be noted in this connection, is the insurance patrols, maintained by the fire insurance companies themselves. This work consists chiefly in spreading rubber covers over valuable goods at the moment when the risk of loss of such perishable mate- rials is greatest. Perhaps one of the best examples of this is the Boston protective department, maintained by the insurance companies doing business in that city. It has a staff of no fewer than sixty men, specially trained for the work of protecting property exposed to fire and water damage. They operate with six special wagons, supplied with rubber covers, duplicate sprinkler heads, gas fittings, extinguishers, and emergency tools of vari- ous kinds, and are in constant readiness to respond to an alarm of fire, just as is the regular fire engine or hose reel. The staff and the wagons are concentrated at three houses, located in sections of the city where the greatest values of property are massed. Fire alarm pole lines are usually constructed with more than ordinary care, although the wires are some- times strung upon the poles of the local electric light, telegraph, and telephone companies, and even on those of the trolley systems. Metallic circuits are always used; that is, there is a complete circuit by wire from the box to central and from central back to the box, and also between all other points of communication, the earth being used as part of the circuit only in case of an accident. It is considered good practice to secure the vires to poles at a height of not less than 20 feet from the ground, and to use the finest quality of gal- vanized-iron wire or hard-drawn copper wire; the wire ELECTRIC POLICE PATROL SYSTEMS. 139 generally employed has a weight of about 325 pounds to the mile for iron and 170 pounds for copper. All the joints are carefully soldered, and the terminal con- nections of both iron and copper wires are made with insulated copper wire run through the buildings and up to the apparatus, conduits being often employed for this interior work. When underground cables are used for fire alarm purposes the ends of the cables are brought out at short intervals to small switchboards usually placed on lamp- posts, following the method proposed by William Maver, jr., at one time expert on the electrical sub- ways in New York city. In this manner easy access is afforded to the circuits for testing purposes. In view of the vitally important nature of fire alarm telegraphs, it is rather surprising that more work has not been done in placing the wires underground — not merely out of the way, but where they would be less exposed to the elements or the risk of malicious break- age; no winter goes by and no high wind passes with- out the breaking of some aerial telegraph circuits. A scheme for the use of wireless telegraphy in fire alarm signaling apparatus has been suggested by Signor Mollo, chief of the fire department of Naples, Italy, and others. M. Emile Guarini has worked out a plan for the equipment of fire engine houses and numerous buildings at Brussels, Belgium, but at the time of this report it is not known whether jthe system has been put in operation. The idea is to utilize thermostats for alarm purposes. The rising of a column of mercury, closing the circuit, energizes an electro-magnet, which, in turn, attracts an armature and releases a disk revolving by means of a spring motor. Each disk has notches cut on its periphery at such distances that they represent arbitra- rily, in a code, the number and location of the building. When the disk revolves, its periphery projections make and break a primary circuit, setting up alternating cur- rent in the secondary coil, which, in turn, energizes an oscillator system, sending out into space the waves which represent the message. These waves are received upon a long aerial wire raised vertically at the fire engine house and are again converted into oscillations in the resonator circuit, so that the coherer is affected in the usual way, the filings in the coherer being made to close the circuit as the waves come in, and being decohered by the tapper in the relay circuit; the message thus received is recorded on the tape of the register for the local circuit. This system embodies some of the important features of the village and automatic sys- tems already described. At the same time, as a wireless system can not detect the source of a signal, serious difficulties would appear to stand in the way, and the opportunities for malicious interference might be greatly increased, unless some means could be devised to protect the receiving apparatus at the engine house against receiving wireless signals originating elsewhere than at the scene of a fire. ELECTRIC POLICE PATROL SYSTEMS. Reports were received from 148 electric police patrol systems. The data for systems used interchangeably for the fire alarm and police patrol services have already been referred to in connection with the statistics for fire alarm systems. The service is of much more recent date than that of the fire alarm, and does not, therefore, include so many plants. Table 11 shows the boards or departments of admin- istration to which the several police patrol systems are subject. Table 11. — Electric police patrol systems, grouped according to boards or departments of administration: 1903. BOARDS OE DEPARTMENTS OF ADMINISTRATION. Total. Administrative bodies Board of police commissioners (or commissioner) Board of police and fire commissioners Board of public safety (or director, or commissioner of) Board of public works (or commissioner of) Board of trustees :-:--•, Department of electricity (or city electrician) Department of fire and police patrol telegraphs Department of police and city property Department of wire inspection Fire commissioner and city council Mayor. Mayor and board of police commissioners Mayor and chief of police Mayor and city council Mayor and city marshal Police department (or police) Special committee by vote of town . ..... .... ..... - - - ■ Superintendent of police and board of public safety . Not reported Systems. MX 19 27 6 14 4 1 7 2 1 1 1 1 1 1 3 1 24 1 1 2 From Table 11 it will be seen that 49 systems, or about one-third of the total number reported in 1902, were governed by administrative bodies — boards of aldermen, boards of selectmen, city councils, etc. — 27 by boards of police commissioners, 24 by police depart- ments, and 14 by boards of public safety. As already noted, electric fire alarm systems were installed and operated as early as 1852, and during the decade from 1862 to 1872 no fewer than 40 systems were put into operation. However, with regard to police patrol systems, work in this field was of a very uncertain and indifferent character up to the year 1881. Table 12 shows the number of police patrol sys- tems installed during each year from 1867 to 1902, inclusive: Table 12. — Electric police patrol systems installed each year. YEAR. Number. YEAR. Number. 148 1885 3 8 6 8 7 8 5 8 7 9 11 7 10 13 4 3 6 7 1883 3 1882 1 1881 1 1880 I 1879 1 1878 1 1877 1876 1 1875 1874 1 1873 1872 1871 1870 1 1869 1868 1867 1 140 TELEPHONES AND TELEGRAPHS. It will be seen from the above table that only S sys- tems had been installed prior to 18X2. From that year onward, however, a marked increase was seen. The decade lss2 to 1892 witnessed the installation of 56 plants; the decade 1892 to 1902 was even more active, 76 plants being installed during the period, while dming the eleven years from 1892 to 1902, inclusive, there were in all 84 installations. It will be observed, however, that the increase in the introduction of elec- adoption of fire alarm systems, the number of fire alarm systems being in 1902 more than five times as great as the number of police patrol systems, in spite of the, fact that the two can be and are so frequently operated in cooperation, or under the same management. Table 13 presents the general statistics with regard to the construction and equipment of the service and the amount of work done, together with the percentage which each item is of the total: trie police patrol systems has hardly kept pace with the Table 13.— ELECTRIC POLICE PATROL SYSTEMS, GROUPED ACCORDING TO POPULATION OF CITIES, AND PERCENTAGE EACH ITEM IS OF TOTAL: 1902. Number of systems Overhead construction: Miles of pole line — Owned Leased Wire mileage — Total Single wire Single wire in cables Underground construction: Street miles of conduit — Owned Leased Wire mileage — Total Single wire Single wire in cables Number and character of boxes or signaling stations: Signaling Number on poles or posts All other Telephoning Number on poles or posts All other Special telephones Police calls received or sent Telephone All other Central office equipment: Manual transmitters Automatic transmitters Receiving registers, all kinds Receiving circuits Transmitting circuits Telegraph switchboards, number Number of sections Total capacity Telephone switchboards, number Number of sections Total capacity Single circuits Central station power equipment: Motor generators and dynamotors — Number Horsepower Battery cells- Primary Storage POPULATION GKOITPS. 829 3,187 17, 339 14, 296 3,043 271 502 9,011 264 8,747 9,476 6,747 2,729 1,170 1,060 110 1,998 40, 626, 505 23, 393, 812 17,232,693 439 1,272 983 70 84 57X 187 224 3,065 28 24, 477 11, 317 100,000 and over. 582 1,589 13, 552 10, 654 2,898 239 425 8,646 172 8,174 4,217 2,279 798 753 45 1,668 31, 558, 693 20, 430, 896 11, 127, 797 40 10 311 S2i; 577 42 49 i:i'A 142 158 2,370 19,785 4,823 50,000 and under 100,000. 101 537 1,823 1,767 61 19 31 178 58 120 1,330 1,127 203 95 94 1 197 6, 150, 225 1, 439, 191 3,711,034 14 7 51 13S 138 12 12 1)4 13 17 195 1,907 3,439 25,000 and under 50,000. 95 613 1,197 1,149 48 873 772 101 115 78 37 112 2,301,511 404, 791 1, 896, 720 19 9 49 195 166 10 11 59 20 33 201 5 1,178 2,239 10,000 and under 25,000. 42 :;i>2 578 542 12 28 118 28 90 497 399 98 154 128 26 17 1, 252, 408 925, 731 326, 677 14 11 15 2Hi; 11 1,147 742 Under 10,000. 146 184 184 2S0 232 4S 8 7 1 4 363, 668 193, 203 170, 465 2 2 7 23 14 2 liln 74 PER CENT OF TOTAL. 100,000 and over. 23.0 70.2 49.9 78.2 74.5 95. 2 88.2 84.6 95.9 65. 1 96. 9 62.5 83.5 68. 2 71.0 40.9 83.5 77.7 87.3 64. 6 70.8 64.9 58.7 60.0 68.3 74.9 75.9 70.5 77.6 10.7 44.4 44.4 80.8 42.6 50,000 and under 100,000. 20.. 12.2 «;. s 10.5 12.4 2.0 7.0 6.2 2.0 22.0 1.4 14.0 16.7 7.4 8.1 8.9 0.9 9.9 12.7 6.2 21.5 16.9 23. 3 11.6 10.9 14.0 17.1 14.3 11.1 7.0 7.6 6.4 10.7 38.9 11.1 7.S 30.4 25,000 and under 50,000. 26. 3 11.4 19.2 6.9 8.0 1.6 0. 4 0.8 2.3 0.7 9.2 11.5 3.7 9.8 7.3 33.7 5.6 6.6 1.7 11.0 22. 9 30.0 11.2 15.3 16.9 14.3 13.1 10.2 10.7 14.7 6.6 17.9 4.. 19. 10,000 and under 25,000. 22.3 5.1 9.5 4.4 5.6 1.3 10.6 1.0 6.2 5.9 3.6 13.2 12.1 23.6 0.8 3.1 4.0 1.9 9.6 6.7 4.8 7.1 9.0 5.7 10.7 2.4 5.9 6.7 9.3 5. 6 5.6 4.7 6.6 Under 10,000. 1.1 4.6 1.1 1.3 3.0 3.4 1.8 0.7 0.7 0.9 0.2 0.9 0.8 1.0 2.4 6.7 1.6 1.8 1.4 2.9 3.6 1.4 0.5 0.5 0.1 21.4 1.9 0.6 The 148 systems reported were distributed as follows: 34 in cities of 100,000 population and over, 30 in cities of 50,000 and under 100,000, 39 in cities of 25,000 and under 50,000, 33 in cities of 10,000 and under 25,000, and 12 in cities and towns of less than 10,000. These 148 plants had a total overhead wire mileage of 17,339 miles, comprising 14,296 miles of single wire and 3,043 miles of single wire in cables, and occupying 3,187 miles of leased pole line 1 and 829 miles of pole line owned by the respective departments. In addition to the over- head construction there were 9,011 miles of wire in underground construction, of which 264 miles were single wire and 8,747 miles single wire in cables. This wire and cable occupied 502 miles of leased conduit and 271 miles of conduit owned by the departments. The circuits thus enumerated were occupied by 9,47(1 signaling boxes, of which 6.747 were on poles or posts and 2,729 otherwise disposed. There were also 1,170 telephone boxes, of which 1,060 were on poles or posts, leaving 110 in booths, buildings, etc. The number of special telephones used by the departments was 1,998. Over all these instruments 40,626,505 police calls were received or sent, of which 23,393,812 were telephonic and 17,232,693 were of signaling and all other kinds. The central office equipment of these 148 systems comprised S3 manual transmitters; 30 automatic transmitters; 439 receiving registers; 1,272 receiv- ing circuits; 983 transmitting circuits; 70 telegraph switchboards, with a total capacity of 578 lines; 187 telephone switchboards in 224 sections, with a total capacity of 3,055 drops or circuits; and 28 single circuits, the nature of which has been previously explained in connection with Table 3 of fire alarm svs- ELECTRIC POLICE PATROL SYSTEMS. 141 tems. The central station power equipment for the operation of this apparatus included 24,477 cells of primary battery, 11,317 cells of storage battery, and 18 motor generators and dynamotors, with a total capacity of 18 horsepower. As in the case of the fire alarm service, the underground construction is practi- cally confined to the larger cities, none of it being found in cities of less than 10,000 population, and only 365 miles out of a total of 9,011 miles of circuit, in cities of less than 100,000 population. The bulk of the signaling apparatus, as of the circuits, whether overhead or underground, is also concentrated in the larger cities, 6,496 signaling boxes, or 68.6 per cent of the total number, being found in cities of a population of 100,000 and over, while of the telephone boxes 798, or 68.2 per cent, were found in cities of the same popula- tion group. The work done by the service followed practically the same proportions, 77.7 per cent of the total calls received or sent being limited to the cities in the highest population group. The 10,646 signaling and telephoning boxes reported were distributed over 26,350 miles of circuit, or 1 box to every 2£ miles of circuit. For these 10,646 boxes, the total number of messages sent and received was 40,626,505, giving an average, per box or station, of 3,816 messages during the year, or a daily average use of more than 10 calls. This would appear to be a very extensive use of the systems, and will give some idea of their value and service as a means of increasing the efficiency of the police department and of furnishing aid at times of emergency. It is noticeable that the use of the tele- phone predominated, the number of telephonic messages being 23,393,812, as compared with 17,232,693 of all other kinds. The difference between the fire alarm and police patrol systems is here sharply indicated. In the case of the former, when a fire breaks out, the chief object is to notify headquarters and near-by engine houses, etc., of the exact location of the fire, which can best be done by having each box preadjusted to transmit a definite signal. On the contrary, in police administration, the occasions which arise for the use of the telephone, aside from locating an officer on his beat, are of a most varied character, requiring, both in transmitting messages to headquarters and in receiving them upon a beat, the giving of a number of specific details, which could not be conveyed by prearranged signals. The inference with regard to the telephonic service is not correct, however, if based upon the num- ber of telephoning boxes only, as it would appear that the 1,998 special telephones should be considered. If, therefore, the number of special telephones be added to the number of telephoning boxes or stations, it would appear that the 3,168 telephones are to be credited each with 7,384 calls sent or received, or about four times as many as the signaling boxes, a striking demonstration of the prominent part played by the telephone in the police patrol system. The variations in the service are further illustrated by a study of the percentages shown in Table 13. The systems were well distributed, 23 per cent being in cities of 100,000 population and over, 20.3 per cent in cities of 50,000 and under 100,000, 26.3 per cent in cities of 2^,000 and under 50,000, 22.3 per cent in cities of 10,000 and under 25,000, and 8.1 per cent in cities and towns of less than 10,000. The table brings out very clearly the fact that cities of 100,000 population and over reported a large proportion of the equipment; and that, extensive as the use of the police signal box and telephone has been shown to be, they are still lim- ited to the larger cities; 68.6 per cent and 68.2 per cent, respectively, of the total number of such boxes were located in cities of 100,000 population and over, while the corresponding percentages for cities in the smallest population group are 3 and 0.7, respectively. Moreover, cities of 100,000 population and over received and sent 77.7 per cent of all police calls, and no less than 87.3 per cent of all telephone messages. Thus there appears to be a large field for the introduction of telephones for police service in the smaller commu- nities, where they would be most useful, the number of officers being few and the population and dwellings being sparsely scattered over a large area. Table 14 may be studied in conjunction with Table 13, as showing the number of police patrol systems report- ing the different items of construction and equipment, grouped according to the population of cities. Table 14. — Electric police patrol systems reporting different varieties of construction and equipment, grouped according to population of cities: NUMBER OF SYSTEMS, BY POPULATION GROUPS. CHARACTER OF CONSTRUCTION AND EQUIPMENT. Total. 100, 000 and over. 50, 000 and under 100, 000. 25, 000 and under 50, 000. 10, 000 and under 25,000. Under 10,000. Overhead construction: Pole line- Owned exclusively Leased exclusively Owned and leased Overhead construction exclu- 14 105 29 91 13 35 9 57 125 19 3 56 36 13 12 115 120 112 112 24 56 14 28 . 11 94 74 24 4 20 10 6 5 14 9 28 28 4 1 22 9 1 4 30 32 28 28 3 17 9 3 7 22 18 6 2 19 9 19 5 6 4 30 6 29 1 9 3 26 4 25 2 6 1 10 1 12 Underground construction: Conduit — Owned exclusively Leased exclusively Both overhead and underground 11 28 2 11 6 3 4 26 27 25 25 9 9 3 3 1 19 20 9 10 34 4 1 16 12 6 3 34 34 33 33 6 18 2 5 2 20 23 5 8 24 8 1 5 8 2 19 21 21 21 4 11 Boxes or signaling stations: 1 Signaling boxes exclusively . . Telephone boxes exclusively.. Both signaling and telephone 11 1 2 Central office equipment: Manual transmitters exclu- 1 Automatictransmittersexclu- 1 Both manual and automatic 1 Receiving registers, all kinds. 6 6 5 Both receiving and transmit- 5 Telegraph switchboards ex- 2 Telephone switchboards ex- 1 Both telegraph and telephone Single circuits exclusively Central station power equipment: Motor generators and dyna- 11 1 24 11 3 6 Battery cells— 9 2 Both primary and storage. 1 1 One system reported only telegraphing boxes, which are not shown in this table. 142 TELEPHONES AND TELEGRAPHS. Of the 148 systems considered, 57 used both over- head and underground wires; of these, 28 were in the first population group, 11 in the second, and 10 in the third, or a total of -49 in cities of 25,000 population and over. There were 125 systems which reported signal- ing boxes only, 19 which reported telephoning boxes only, and 3 which reported both signaling and telephon- ing, boxes. Of the 112 systems using both receiving and transmitting circuits, 28 were in the first popula- tion group, 25 in the second, and 33 in the third; and of the 12 systems reporting the use of both manual and automatic transmitters, 11 were in the first three groups. •With regard to the power plant, it is interesting to note that 94 plants reported the use of primary bat- teries, and 74 reported their dependence upon storage batteries; a much larger proportion for the latter than could possibly have been expected. Although, as Table 15.— UNDERGROUND CONSTRUCTION OF ELECTRIC already noted, only 19 systems reported the use of tele- phoning boxes exclusively, and 3 the combined use of signaling and telephoning boxes, 56 reported the use of telephone switchboards. It would appear upon the face of it, that such figures must involve discrepancies, but in many of the systems in large cities the boxes are of a combination signal and telephone type, and were reported as signaling boxes only, thus vitiating to a great extent a comparison between the number of telephone boxes and the telephone calls shown in the tables. This fact accounts also for reports of telephone messages or switchboards in cases where there are -no returns of telephoning boxes or special telephones. Table 15 shows the miles of conduit and the wire mileage for the police patrol systems using underground construction, 57 cities being enumerated in 21 states and the District of Columbia. POLICE PATROL SYSTEMS, BY STATES AND CITIES: 1902. STREET MILES OF CONDUIT. WIRE MILEAGE. STATE OR CITY. STREET MILES OF CONDUIT. WIRE MILEAGE. STATE OR CITY. Owned. Leased. Total. I Single wire. Single wire in cables. Owned. Leased. Total. Single wire. Single wire in cables. 271 502 9,011 264 8,747 22 273 273 15 15 193 43 150 20 2 2 260 13 358 260 13 5 10 16 28 165 62 28 15 58 Minnesota 23 15 17 150 4 358 2 3 20 10 200 158 505 200 158 Missouri 4 Hartford 8 1 8 1 10 1 51 760 10 1 47 505 16 6 4 760 10 50 455 22 50 4 455 3 22 Washington 1 56 6 2 760 646 2 760 644 3 11 22 86 2 22 New Jersey 84 54 638 2 4 2 58 2 2 638 2 2 2 56 9 2 60 84 2 584 2 84 1 Elgin 2 7 1 5 584 7 i 20 5 18 13 32 20 97 12 440 15 208 20 1 ■1 1 5 53 2 2 5 51 2 12 7 7 440 15 Ohio 1 3 3 4 2 27 2 27 208 1 1 20 10 137 23 2 158 25 4,224 53 23 2 27 16 27 16 25 Pennsylvania 85 4,171 4 50 16 200 16 200 84 252 3 3,905 64 68 53 252 Brie 1 75 9 1 3 Philadelphia 53 3,852 50 108 200 583 102 200 481 64 10 22 68 6 36 16 1 1 9 5 5 315 45 3 2 47 9 1 39 22 1 9 20 40 5 27 26 1 6 4 40 25 315 19 3 2 47 8 39 16 5 20 5 5 5 6 13 55 14_ 4 10 2 13 1 55 — — - 1 5 2 4 10 2 6 2 2 30 2 120 2 10 12 2 19 120 30 120 1 Has 4 separate systems, but is treated as 1 system. The 57 systems shown in Table 15 owned 271 street miles of conduit and leased 502 miles in addition. The total wire mileage underground was 9,011 miles, of which 8,747 miles were single wire in cables, and the remaining 264 miles consisted of single wires strung separately. Table 16 presents the statistics of police patrol sys- tems by states. 144 TELEPHONES AND TELEGRAPHS. Table 16.— ELECTRIC POLICE PATROL STATE OR TERRITORY. 1 i Num- 1 ber of sys- tems. CHARACTER OF CONSTRUCTION. NUMBER AND CHARACTER OF BOXES SIGNALING STATIONS. OR Overhead. Underground. Signaling. Telephoning. Miles of pole , line. Wire mileage. Street'miles of conduit. Wi re mileage. Total. Num- ber on poles or posts. All other. Total. Num- ber on poles or posts. All other. Owned. Leased. Total. Single wire. Single wire in cables. Owned. Leased. Total. Single wire. Single wire in cables. 1 United States 148 829 3,187 17,339 14,296 3,043 271 502 9,011 264 8,747 9,476 6,747 2,729 1,170 1,060 110 ' 2 3 2 6 1 1 3 4 12 4 3 1 1 28 5 3 3 1 1 1 8 = 14 1 11 1 11 3 1 1 2 2 6 75 30 2 I 1 ) 2 39 113 7 4 5 17 34 18 80 62 28 20 240 1 2 4 3 43 25 96 49 64 60 20 61 326 109 42 4 16 15 488 38 100 107 13 40 2 161 455 2 324 12 299 64 20 11 18 45 101 50 1,094 139 112 140 (') 53 165 1,753 275 65 11 46 300 1,145 397 573 2,101 25 74 o 2,772 1,651 2 721 24 2,934 186 55 35 52 93 294 50 1,069 139 108 136 t 1 ) 53 146 1,750 275 58 8 46 300 766 397 573 2,042 25 63 2 463 1,488 2 683 24 2,932 180 55 35 52 93 294 65 850 117 147 44 307 54 105 1,327 165 43 65 750 21 143 44 261 54 86 282 144 26 3 25 15 15 193 43 150 100 96 4 50 50 4 5 4 4 17 16 62 58 4 fi 7 8 District of Columbia. . . 1 6 760 760 46 19 1,045 21 17 200 11 45 200 11 44 1 9 20 3 7 3 in 56 7 2 5 1 3 4 60 108 23 10 646 5S 2 27 16 200 683 273 358 505 2 2 102 644 56 2 27 16 200 481 273 358 505 11 v 26 10 26 10 13 14 51 260 1,257 346 229 48 260 978 290 137 8 IS 111 379 59 22 22 2 4 279 56 92 62 60 12 17 18 19 490 483 7 •>o 27 27 ■»i 21 3 22 22 46 8 38 90 New Hampshire 7 457 938 7 452 653 "ft 2,309 163 7" 11 60 86 584 2 84 584 5 285 17 47 8 82 17 44 7 62 3 1 20 ?4 "> ?« Ohio 38 32 208 208 680 25 1,228 168 54 18 27 153 327 530 983 168 54 17 27 146 94 150 25 245 '7 W 2 6 85 1 137 10 4,224 68 53 4,171 68 25 23 25 23 99 in South Carolina si 1 7 233 so 6 14 2 120 2 14 120 28 28 ss 2 30 14 , 1 Not reported. 2 New York city has 4 separate systems, but is treated as 1 system. ELECTRIC POLICE PATROL SYSTEMS. 145 SYSTEMS, BY STATES: 1902. Special tele- phones. POLICE CALLS RECEIVED OB SENT. CENTRAL OFFICE EQUIPMENT. Single cir- cuits. CENTRAL STATION POWER EQUIPMENT. Telephone. All other. Transmitters. Receiv- ing reg- isters, all kinds. Re- ceiv- ing cir- cuits. Trans- mit- ting cir- cuits. Telegraph switch- boards. Telephone switch- boards. Motor genera- tors and dyna- motors. Battery cells. Man- ual. Auto- matic. Num- ber. Num- ber ot sec- tions. Total capac- ity. Num- ber. Num- ber of sec- tions. Total capac- ity. Num- ber. Horse- power. Pri- mary. Stor- age. 1,998 23, 393, 812 17,232,693 83 30 439 1,272 983 70 84 578 187 224 3,055 28 18 18 24, 477 11,317 1 15, 800 782, 131 2 13 9 4 2 3 2 4 101 4 6 10 50 9 59 3 30 6 16 101 15 32 10 6 43 114 25 160 58 4 4 7 51 123 4 28 2 59 3 14 6 10 22 3 32 10 5 24 121 24 147 27 1 1 2 1 7 6 2 1 51 8 120 20 100 75 5,665 47 484 50 145 125 1,999 112 52 20 110 1,218 2,465 204 96 1,759 35 356 150 206 450 906 38 236 793 314 180 96 1,876 561 220 282 50 150 i 50 12 29 2 2 7 14 15 252 41 38 259 3 1 95, 208 605, 400 96, 814 1,226,400 13, 961 247, 055 4,224,866 60,384 158, 768 56,039 2 7 1 2 11 1 2 51 10 8 3 1 1 .( 269,010 (') 212, 671 13, 735 426, 873 250, 490 453, 916 169, 660 3 1 1 2 3 1 1 1 1 1 2 1 2 1 1 1 5 fi 2 1 3 1 250 4 1 1 1 7 1 2 4 2 4 8 8 9 47 1 4 5 161 50 5 2 1 1 10 2 5 16 11 1? 1 1 19 16 3 8 3 1 1 1 1 19 19 3 8 3 1 1 20 5 43 141 45 224 185 5 20 IS 241,727 295, 101 6, 069, 828 26, 505 162, 375 538, 216 4,856 5,475 890, 584 3, 819, 003 1 3 18 54 27 11 9 1 5 1 18 39 14 876, 000 1, 673, 872 1,254,020 157, 634 1, 510, 288 (') 219, 000 1 7 1 7 8 29 15 15 1 1 9 1 5 1 1 3 2 8 2 3 2 16 17 4 15 4 15 36 185 18 1 1 1 19 on ?i 09 29 279 71 231, 306 1, 541, 134 54,750 1, 392, 904 14 8 1 35 113 8 4 8 7 50 45 3 11 3 24 30 719 1 2 1 1 1,268 3,578 474 1,292 ?3 2 2 24 771, 534 175, 200 705, 962 693, 635 87, 424 73,000 892 71,320 5,770 2 2 22 1 52 2 1 1 4 8 12 102 3 96 67 3 4 7 14 ■ 40 84 4 4 26 8 9 239 2 7 738 100 2,478 1,349 221 1,261 62 60 446 602 26 799 18 4 1 40 32 6,901,355 106, 382 2,778 9 7 2 4 86 64 3 4 7 14 31 9 10 , 76 44 1 1 1 1 1 1 47 1 1 1 1 5 3 397 4 4 50 6 100 105 2 1 ?8 oq sn 1 140 60 40 110 31 1,225 5,444 680,835 1 1 1 1 1 1 4 12 10 V> 1 1 1 33 4 1 1 34 146 TELEPHONES AND TELEGRAPHS. The 148 police patrol systems were distributed in 32 states and the District of Columbia. Massachusetts is credited with the largest number, 28; New York comes next with 14; but in the latter case it should be noted that New York city, which has 4 separate systems, is counted as only 1 system. Illinois has 12 systems; Ohio and Pennsylvania, each 11; New Jer- sey, 8; and Connecticut and Wisconsin, each 6. It appears from the table that the number of police calls sent or received by telephone was 6,901,355 in Penn- sylvania, and 1,224,866 in Illinois, the state next in rank. The large proportion in Illinois is due to the extensive use of the telephone in the city of Chicago. In 1H02 New York had 938 signaling and 47 telephon- ing boxes, and 279 special telephones, with which 5,360,137 calls or messages of all kinds were sent or received; but, as noted elsewhere, since the time of this report the borough of Manhattan has contracted for no fewer than 661 police patrol stations, to be operated in conjunction with the local telephone system. It is to be noted, in fact, that the number of special telephones reported in 1902 was considerably larger than the num- ber of telephoning boxes specifically described as such, but it has already been explained that a considerable number of systems reporting" signaling boxes used a combination system of signaling and telephoning. The foregoing table indicates that most of the police patrol systems are located in those states having the greatest number of large cities; but it is probable that the extension of the telephone throughout the rural districts has made greater progress than appears from the figures here presented, for it is a matter of record that the use of the farmers' telephones in rural districts has greatly lessened the labor of sheriff's and constables in connection with suppressing the "tramp nuisance." HISTORICAL AND DESCRIPTIVE. The utilization of the telegraph as an aid in the detection and suppression of crime, and also in connec- tion with other duties falling to the protectors of the peace, was quite early resorted to by the police depart- ments in various large cities. In fact, one of the very earliest instances of the use of the telegraph in Eng- land — and that which did most to direct public attention to it at that time — was the forwarding from one city to another of a telegram describing an escaped murderer, who was promptly arrested by means of the assistance thus given. In the leading American cities the practice early took root of employing telegraph operators at headquarters, as members of the force, to transmit messages and receive signals over wires connected with the police stations in the various precincts. In 1858 the firm of Charles T. & J. N. Chester made for' the New York city police department a dial telegraph, which soon afterwards was adopted also by Philadelphia. It is obvious, however, that this practice, if based simply upon Morse telegraphy with the use of the key and sounder, or even with the aid of the Morse reg- ister, would involve an undue and expensive staff of operators, and these conditions could not be greatly improved even by the use of the dial system, wherein the operation of an electrical apparatus with a key- board something like that of a typewriter enables a message to be sent directly in letters of the alphabet, thus avoiding the necessity of first translating them into dots and dashes and then having them translated back again. In the case of fire alarm telegraphs, a mere notification by numerals suffices to give the required alarm and bring prompt assistance; but in the case of police patrols, the facts transmitted in each case are so varied in character as to require specific details, and even the brief delaj^ of putting a message into the Morse code or into a cipher would consume too much time. Under these circumstances it was natural that resort should be had to the telephone; and the. evidence goes to show that the combination of the telegraph and tele- phone as an auxiliary to the police force was first introduced in 1S80 in the city of Chicago by J. P. Barrett, then superintendent of the electrical depart- ment of that city. The system was first installed in one of the most turbulent districts of the city, and at once increased tremendously the efficiency of the force, chiefly in the way of making possible a rapid concen- tration at any troubled point. Its success was so rapid that by 1893 no fewer than 1,000 street stations had been installed all over the city of Chicago, and in addition sev- eral hundred private boxes had also been put in, giving instant communication, at any hour of the day or night, with all the stations of every precinct. Since that time the idea has been carried even farther in various ways, as the accompanying report shows, not only in Chicago, but in other cities. Milwaukee was the second city to adopt the police telephone booth, the installation being made in 1883. Brooklyn followed in February, 1884, with many improvements, which appear to have been made there for the first time. Upon the suggestion of Frank C. Mason, superintendent of the police tele- graph bureau, iron boxes, similar to those employed in fire alarm telegraphy, were used instead of the unsightly booth. Philadelphia, however, adhered to the booth, introducing it in July, 1884; since that time the system has been extended year by year, and some of the more modern street boxes have been introduced. As the work in Chicago is typical, and is the funda- mental form from which the others have been evolved, a brief description of it may be given. A special fea- ture was the adoption, for street stations, of an octagonal booth or inclosure about S feet high and 2 feet 4 inches in diameter. For many reasons such sentry boxes are preferable to boxes on walls or lamp-posts, as the pa- trolman once within is secure from interruption while communicating with headquarters, and, moreover, the intelligence he wishes to convey can be kept secret — a ELECTRIC POLICE PATROL SYSTEMS. 147 matter of considerable importance on many occasions. Keys which will open any of the street stations and boxes are given to the patrolmen of the district, and are also placed in the hands of responsible citizens, the names of the citizens and the numbers of the keys being carefully recorded. The citizen's key only turns in a call for help, but the patrolman's ke) T gives him access to the inner box, from which he can transmit calls, signals, and reports, by means of telephone receivers and trans- mitters and other apparatus. The private boxes placed in residences, banks, hotels, etc., enable the persons using them to call up the police at any time by simply turning in an alarm; b} r pulling the lever or handle attached to the box, as in the case of the district messenger boxes, the nature of the trou- ble can be indicated roughly. At the police station is kept, under seal, a key of the house employing the sig- nal box, so that upon arrival the police can immediately let themselves in and proceed to business. Each night, the renter of the alarm box can make a test of the sys- tem, an answering ring showing the line to be in work- ing order; in the same way, after an alarm has been sent in, a return tap signal of the bell gives assurance that the call has been heard and will be attended to immediatel} T . Notwithstanding the advantage of being able to carry on a conversation by telephone, there is a certain advan- tage in automatic signaling, as there can be no variation, and no wrong idea can be conveyed by an excited dis- patcher to a confused operator at central who can not understand what is being said. In addition to the telephone system and the automatic signals, visual signals were introduced. Semaphores were used by day and flash lights by night, by utilizing either ordinary lamp-posts or lamps placed on top of the booths; an additional feature was the ringing of a large bell. Not only are the visual signals used as a means of registering the proper circulation of patrol- men on their beats, but they have this advantage — they can be operated on all the boxes on any one circuit. The systems of the present day are analogous to that which has just been outlined, the signal box being pro- vided with a telephone, by means of which patrolmen can communicate with police headquarters. The tele- phone is supplemented, however, by other apparatus for signaling and telegraph purposes. For example, with one type of box the patrolman advises the central office of his being on duty by opening the box with a special key, thus transmitting the number of the box, which, with the time, is recorded automatically upon a slip of paper by an electric time stamp. These signals are transmitted at a higher rate than fire alarm signals, for the reason that no heavy apparatus, such as a gong, is used. These signals may be said to correspond in their nature to those of a watchman's automatic regis- tering system, being received by the central office mechanically, without intervention of an operator. The mechanism of the box is so arranged that when a signal requiring immediate attention is sent in, a local circuit is closed by a bell magnet, thus calling special attention to the incoming signal. A further modification makes it possible, in case an officer on the beat has requested the dispatch of a police wagon or ambulance, to convey or transfer the signal to the stables; in this event the call is transferred by the operator to the dial mechanism communicating with the stables, a lever is pulled, and the number of the box is sent over the circuit to the stables, where it is both struck by the gong and exhib- ited visually on an indicator. As already stated, police patrol boxes are sometimes fitted with two keys, and the boxes ordinarily in use in the large cities are of this type. Such boxes usually have both an outer and an inner door, the object of the outer one being generally to limit the extent to which the private citizen can utilize the box. When the key has once been put in the ' ' citizen " keyhole and turned, it can not be withdrawn until the outer door has been opened, whereupon the signal is transmitted to head- quarters. The patrolman on his rounds opens the doors, and, if he wishes merely to report his presence there, places the point of the small dial at the top of the plate inside at the "report" section, when an an- swering signal within the box will inform him that his report has been received at headquarters and that he may proceed on his rounds. Should it be desired by ' ' central " to hold him for instructions, a definite number of strokes on the bell notifies him to use the telephone, which hangs in the inner box. This signal can be sent to any box, even in the absence of the central office attendant, thus obviating the possibility of the police- man getting away before the special call can reach him. Another form of box is fitted with the keyless door, which can be opened by any citizen desiring to use it, the turning of the handle sounding an alarm on a gong and thus notif ying any policeman at another box on the same beat that it is in use. In some systems provision is made whereby the patrolman is unable to prevent the box from keeping automatically a faithful record of his movements; for instance, a policeman could not remain at one box and from there, at the proper time, send in false signals purporting to come from other boxes at different points on his beat. It is obvious that many other modifications and changes can be introduced, ac- cording to local requirements and conditions, but the features here outlined are those which are most gener- ally used at the present time. A remarkable proof of the enlarged scope given the service by the use of the facilities of the modern tele- phone exchange is afforded by the latest development of the telephonic police signal system recently put in operation in the city of New York. This system was determined upon early in 1903, after several confer^ ences between Prof. G. F. Sever, consulting electrica] engineer on behalf of the cit} r , and the representatives 148 TELEPHONES AND TELEGRAPHS. of the New York Telephone Company, held at the office of Police Commissioner Greene. It was decided to install in the borough of Manhattan no fewer than 661 police telephone stations, from 20 to &» in each of the 20 police patrol precincts. After a careful and thorough investigation it was decided to eliminate from this system all signal appliances aside from the telephone itself, it being held that everything provided for in the ordinary combination signal and telephone box, and much more, could be done through the telephone station. A station consists of a telephone transmitter and receiver and a call bell placed in a cast iron box securery fastened to the wall of a building; six of these tele- phone stations comprise one circuit. Each patrolman is provided with a key, and is required to report to the station house at a designated time in each hour; if he is delayed more than fifteen minutes a roundsman is detailed to investigate the reason for the omission of the call. It is held that there is no possibility whatever of turning in an improper report, as the operator at the central station, who knows all the men, can always recognize the voice of the patrolman, and can deter- mine from the signal the box from which the call is made. In the station house in each precinct there is installed a small switchboard operated by specially detailed patrolmen. The operator at this switchboard records the box and the time at which each patrolman reports, as well as all other messages in the nature of ambulance and patrol wagon calls, reports of riots, and other exceptional occurrences; he also telephones to police station stables for patrol wagons and to hospitals for ambulances. One improvement which it is thought may be desira- ble is the abolition of the circuits having telephones in series groups of six, in favor of a system in which each instrument is on a separate metallic circuit, and is pro- vided with two individual wires, as is generally the case in the modern telephone system in every large city. This arrangement would absolutely eliminate the possibility, if there is an} r , of collusion on the part of patrolmen with regard to reporting at the proper time but at a different box from that at which the call should be turned in. All the work of installation, maintenance, and oper- ation, outside of that of the operator at the switch- board, is looked after by the New York Telephone Company, the police department paying an annual rental for the use of the apparatus. This arrangement obviates the necessity for the maintenance by the police department of a corps of skilled men to maintain and operate such a signal system as would, under ordinary circumstances, be owned by the city; and it virtually places at the command of the police department all the resources of a modern telephone exchange with its engineering staff. It is impossible to make any esti- mate of the results obtainable with this system, which at the time of writing has been installed in but one precinct, and it still remains to be seen whether it is not better for the city to maintain its own apparatus and staff. "With regard to the subject of ambulance alarm cir- cuits in hospitals and public institutions — a branch of the work still in a somewhat unorganized condition — it would appear that in New York city almost all ambu- lance calls are sent in from either public or private telephone stations; a patrolman sends the call to the central police headquarters in Mulberry street, whence it is transmitted to the hospital nearest the scene of accident or trouble. The city fire alarm circuits also are sometimes used for sending in ambulance calls to fire headquarters, whence they are transmitted by tele- phone either to the nearest hospital or to police head- quarters, as, for example, when a fire chief, being near the scene of an accident, avails himself of the facilities of his department in securing prompt relief. SPECIAL FEATURES. The tables and statistical matter presented in this report deal with a great variety of apparatus; in the course of years, however, the essential features have been standardized, so that the differences in practice are of a minor character, such as belong rather to the minu- tiae of technique than to questions in which the public is interested, and hence need hardly be noticed in a report of this character. The apparatus referred to is essentially a manufactured product, bought in the open market, usually under competitive bids, but a great many of the departments have their own repair shops, many of which do work of an extensive character; for example, at San Francisco the repair shops under the department of electricity not only attend to all general repairs, but manufacture all the signaling devices used on the system. The statistics have also brought out the fact that the systems are so overwhelmingly municipal in ownership and operation as to render it unnecessary to make a separate classification of those under private ownership. It may be noted, however, that some of the systems have been installed under conditions of peculiar or special arrangement with local service companies. The system at West Chester, Pa. , for example, was installed and is kept in operation and repair by the Edison Electric Illuminating Company without expense to the town. At Deadwood, S. Dak., the system was installed, without cost to the city, by the Black Hills Electric Light Company. In a great many instances current for operating the services is furnished by local lighting or street railway companies, either for the exclusive oper- ation of the' plant or as a supplement to the power . SPECIAL FEATURES. 149 plant belonging to the system. It is interesting to note that the current for charging the storage batteries of the Buffalo fire alarm system is obtained from the power company at Niagara Falls, over twenty miles away. At Carbondale, Pa., the storage batteries of the system are charged with 500 volts current from the Scranton Street Railway Company's power plant. At Lawrence, Mass., the current is reported as being furnished by the local electric light company. In connection with the fire alarm system at Detroit, Mich. , it is reported that a portable pocket telephone, plugging into a suitable jack, is used to communicate from the fire alarm boxes with the central office, the receivers and transmitters being in series. This device is stated to have been used satisfactorily for the past five years. In Atlantic City, N. J. , it is stated that 90 per cent of all night fire alarms are now turned in by the police officers, as compared with 10 per cent previous to the establish- ment of the police patrol system. Of the 38 cities hav- ing 100,000 or more inhabitants, 20 did not use manual or automatic transmitters in connection with their police patrol systems. Rochester, N. Y., claims to be the first city in the United States to install on all police telephone circuits a central energy telephone sj'stem — that is, a system in which all the energizing and operating cm-rent is fur- nished from the central exchange, as in modern tele- phone practice in the larger cities; the signaling circuits of this system are operated without using ground con- nections, condensers, or other paraphernalia in the patrol boxes. Rochester claims also that it was the first city in New York state to adopt a police telegraph system. Its police telegraph boxes are supplied with a special system of cut-outs, as a protection against being burned out by abnormal currents. In this connection it may be noted that the fire alarm system at Ports- mouth, N. H., has obviated the blowing out of fuses, frequently occasioned by the proximitj* of heavily charged cross wires, by detaching the ground wires from all boxes and other apparatus, excepting the one used in connection with the testing switches. At Mill- bury, Mass., the trouble caused by lightning striking the fire alarm circuits has been obviated by a relay so adjusted that the least excess of current cuts in an emergency set of batteries. Other instances of varia- tion and of special effort to improve the efficiency of the two systems might be enumerated. 18407—06- -11 APPENDICES Appendix A— SCHEDULES Appendix B.— INSTRUCTIONS TO SPECIAL AGENTS (151) APPENDIX A. ] SCHEDULES SPECIAL SCHEDULE NO. 10.— TELEPHONE COMPANIES. Name of company, State, City, General offices «tt (give state, city, street, and number), United States Census Office, Washington, J). C, July 1, 1903. By section 7 of the act of Congress for the establishment of a perma- nent Census Office, approved March 6., 1902, the Director of the Census is required to prepare a report on the telephone companies of the United States, and the following schedule has been formulated for that purpose. Mr. Thomas Commerford Martin, ol New York city, expert special agent, is in charge of the electrical branch of this inquiry. The information returned on this schedule should cover the business year of the establishment most nearly conforming to the year ending December 31, 1902. All questions that require a fixed time, such as cash on hand, etc, should he of the date of the last day of the year covered by the report- Answers to questions -concerning financial operations will be held absolutely confidential. S. N. D. North, Director of the Census. Extract from act of Ctongness, March 3, 1899: Section 22.—* * * -"And 'every president, treasurer, secretary, director, agent, or other officer ; of systems used interchangeably for fire alarm and police patrol, 133; employ- ees and wages of fire alarm and police pa- trol systems in, 12S; fire alarm systems having right of way on poles or in conduits without cost to city, 133. Cities (specified), number of telephones and average population per telephone in, 27; underground construction of fire alarm sys- tems in, 127: of police patrol systems, 142; special features of police patrol systems in, 148. City and Suburban Telegraph Association (li- censee of American Telephone and Tele- graph Company), capitalization, 13. Cleveland, Ohio, number of stations and average population per telephone, 27; un- derground construction of electric fire alarm system, 127 ; of electric police patrol system, 142. Cleveland Telephone Company (licensee of American Telephone and Telegraph Com- pany), capitalization, 13. Clinton, Mass., underground construction of electric fire alarm system, 127; of electric police patrol system, 142. Coil, induction, function of, 38. Colorado. See States and territories. Colorado Telephone and Telegraph Company (licensee of American Telephone and Tele- graph Company), capitalization, 13. Colorado Telephone Company (licensee of American Telephone and Telegraph Com- pany), capitalization, 13. Columbus, Ohio, underground construction of electric fire alarm system, 127. Commercial telegraph systems, general statis- tics for, 99; earnings and expenses, 100; comparison with the telephone, 100; chief features of data for, 100; capitalization, 101; salaries and wages, 102; power plants, 102; wire mileage, 102; on steam railroads, 104; lines owned by railway companies, 104. Commercial telephone systems, systems classed as, 6; general statistics for, 7, 90; average number of telephones per system, 7; statis- tics by geographic divisions, 8; by states and territories, 9; capitalization, 12; assets and liabilities, 14; revenue and expenses, 19, 92; traffic, 23; physical equipment and messages, 24; wire mileage per system and per station, 41; employees and wages, 50; ownings of railway companies, 104. Common battery, description of apparatus, 37; equipment, 47. Common battery substation, when used, 36; source of electrical energy for, 36. Common battery switchboards, defined, 44; circuits employed in, 48. Conduits, telephone, method of building, 43. Congress, United States, appropriation for first telegraph line by, 113. Connecticut. See States and territories. Construction and equipment (of fire alarm sys- tems), varieties of, grouped according to population of cities, 126; underground con- struction, by states and cities, 127; charac- ter of construction, central office equipment and central station power equipment, 130; of systems used interchangeably for fire alarm and police patrol, 133. Cooper, Peter, associated with Field in laying submarine rabies, 116. Copenhagen, telephone development in, 68. Coxe, Doctor, electro-chemical telegraph of, 111. Crane and Rogers, fire alarm signal box im- provements patented by, 136. Cross arms (telephone), 41. Cumberland Telephone and Telegraph Com- pany (licensee of American Telephone and Telegraph Company), capitalization, 13. Cuttriss, , inventions of, employed in sub- marine signaling, IIS. Cyrus W. Field, United States Signal Corps cable ship, 108. Davenport, Iowa, underground construction of electric police patrol system, 142. De Forest, Dr. Lee, system of wireless teleg- raphy established by, 120. Delany, , synchronous system of multi- plex telegraph}"" by, 115. Delaware. See States and territories. Delaware and Atlantic Telephone and Tele- graph Company (licensee of American Tele- phone and Telegraph Company), capitaliza- tion, 13. Denmark, telephone development in, 68, 70; telephone rates, 76; long distance rates, 77; number of telephonic telegrams, 78. Detroit, Mich., number of telephone stations in, and average population per telephone, 27 ; underground construction of electric fire alarm system, 127; of electric police patrol system, 142. Distributing board (telephone), 47. District messenger system, 103. Dividends, paid by telephone systems, 5, 12, 14; by telegraph and cable systems, 99, 101. Downing, Hugh, experimental work of, in telegraphy, 135. Duluth Telephone Company (licensee of Amer- ican Telephone and Telegraph Company), capitalization, 13. Duplex telegraphy, 115. Dynamos, in power plants of telephone sys- tems, 89; in central stations of fire alarm systems, 131. Earnings and expenses, of telephone systems, 16,29; of telegraph systems, 100. East Orange, N. J., underground construction of electric fire alarm system, 127. East Tennessee Telephone Company (licensee of American Telephone and Telegraph Com- pany), capitalization, 13. Eau Claire, Wis., underground construction of electric fire alarm system, 127. Edison, T. A., work of, in early competition between telephone and telegraph, 66; wire- less telegraph} 7 of, 119. Electric fire alarm systems. See Fire alarm systems. Electric police patrol systems. See Police pa- trol systems. Elgin, 111., underground construction of elec- tric fire alarm system, 127; of electric police patrol system, 142. Ellsworth, Miss, message sent over first tele- graph line by, 113. Elmira, N. Y., underground construction of electric police patrol system, 142. Empire State Telephone and Telegraph Com- pany (licensee of American Telephone and Telegraph Company), capitalization, 13. Employees, of telephone systems, for given censuses, 5; general statistics, 49; pre- dominance of women, 50; impossibility of classifying, 50; statistics for states and ter- ritories, 50, 84; of commercial systems, 50; of mutual systems, 50; of commercial tele- graph systems, 102; of electric fire alarm and police patrol systems, 128. Engines, in power plants of telephone systems, 89; in central stations of fire alarm systems, 131. England, municipal ownership of telephone systems in, 74. Equipment, physical, of all telephone systems, 33; central office. 4.5. Equipment of fire alarm systems. Sir. Con- struction and equipment. Erie, Pa., underground construction of electric fire alarm system, 127; of electric police patrol system, 142. Europe, telephone development in, 68; synop- sis of telephone rates in, 76. Evanston, 111., underground construction of electric fire alarm system, 127; of electric police patrol system, 142. Exchanges, public telephone, number of, in given censuses, 5; distribution by geo- graphic divisions, 45; by states and. terri- tories, 45, 86; capacity of, 45; first estab- lishment of, 52; private branch, 55. Expenses. See Revenue and expenses. Fall River, Mass., underground construction of electric fire alarm system, 127; of electric police patrol system, 142. Farmer, Moses G., electric fire alarm appara- tus invented by, 134; "village system" patent of, 137. Fessenden, Prof. R. A., system of wireless telegraphy established by, 120. Field, Cyrus W., laying of submarine cables by, 116. Finland, telephone rates in, 76; long distance rates, 77. Fire alarm systems, municipal electric, boards of administration in charge of, 123 ; number installed each year, 124; grouped according to population of cities, 124 ; use of telephone for sending in alarms, 126; construction and equipment, 126; employees and wages in cities of 100,000 and over, 128; general sta- tistics for, by states and territories, 130; number having right of way on poles or in conduits without cost to city, 133; data for those used interchangeably with police patrol systems, 133 ; introduction of electric telegraph into service of, 134; history and development of, 134; schemes for use of wireless telegraphy, 139. Flat rate system of charging, 52, 54. Florida. See States and territories. Fort Myer, Va., school of instruction for Sig- nal Corps at, 106. Fort Wayne, Ind., underground construction of electric fire alarm system, 127; of electric police patrol system, 142. France, telephone development in, 68, 71; tel- ephone rates, 76; long distance rates, 77; number of telephonic telegrams, 78. Franklin, Benjamin, crude telegraphy of, 111; early experiments in wireless telegraphy by, 118. Freeport Telephone Exchange Company (li- censee of American Telephone and Tele- graph Company), capitalization, 13. Galileo, reference of, to electricity, 111. Galveston, Tex., underground construction of electric fire alarm system, 127. Gamewell, John N., fire alarm telegraph sys- tem extended by, 135; noninterfering signal box invented by, 136. Gardner, J. M., improvements on fire alarm signal boxes made by, 136. Generating plants, of commercial telegraph systems, 102. Geneva, N. Y., underground construction of electric fire alarm system, 127. Georgia. See States and territories. Geographic divisions, general statistics of tele- phones by, 8; mutual telephone systems by, 10 ; distribution of telephone stations by, 22; traffic by, 22; wire mileage by, 40. Germany, telephone development in, 68, 69; telephone rates, 76; long distance rates, 77; number of telephonic telegrams, 78. Glasgow, inadequacy of telephone system in, 75. Governmental telegraph and telephone service, 106. Grand Rapids, Mich., underground construc- tion of electric police patrol system, 142. Gray, Elisha, apparatus for transmitting sound invented by, 66. Gray, Stephen, electrical discoveries of, 111. Great Britain, long distance telephone rates in, 77; number of telephonic telegrams, 78. Great Britain and Ireland, telephone develop- ment in, 73; Government purchase of tele- phone pending in, 74. Greely, Gen. A. W., Chief Signal Officer, United States Signal Corps, 106. Grove and Daniels battery, 137. Guarini Emile, scheme for use of wireless telegraphy for fire alarm service, 139. Hartford, Conn., underground construction of electric fire alarm system, 127'; of electric police patrol system, 142. Haverhill, Mass., underground construction of electric fire alarm system, 127. Hawaii, report of telephony in, 5, 6; fire alarm and police patrol system of Hono- lulu, 132. Heat coil, as a substation protector, 39. Henry, Prof. Joseph, electrical discoveries of, 119. Hertz, Heinrich, discoveries of, in line of wire- less telegraphy, 119. Hesketh, John, telephone engineer for Aus- tralian Government, quoted, 69. Holland, telephone development in, 68, 70; telephone rates, 76; long distance rates, 77; number of telephonic telegrams, 78. Holmes Burglar Alarm Company, 65. Holyoke, Mass., underground construction of electric police patrol system, 142. Honolulu, fire alarm and police patrol system, 132. House, Royal E., experimental work of, in telegraphy, 135. House printing telegraph apparatus, 114. Hubbard, Gardner G., trustee of Bell pat- ents, 65. Hudson River Telephone Company (licensee of American Telephone and Telegraph Company), capitalization, 13. Hughes and Phelps printing telegraph appa- ratus, 114. Hungary, telephone rates in, 76; number of telephonic telegrams, 78. Idaho. See States and territories. Illinois, rural lines in, with wire mileage and number of telephones, 35. See , also States and territories. Income account, of all telephone systems, 16 ; of commercial systems, 19; of mutual sys- tems, 19; of commercial telegraph systems, 101. Independent commercial telephone systems, summary and comparison with Bell sys- tem, 7; distribution according to year of establishment, by states and territories, 9; capitalization, 13; traffic, 29; number of public exchanges, 45; history and develop- ment of independent movement, 67. Independent rural telephone lines, lines classed as, 6; number of, wire mileage, and num- ber of telephones, 7, 11, 34. Indian Territory. See States and territories. Indiana, rural lines in, with wire mileage and number of telephones, 35. See also States and territories. Indianapolis, Ind., underground construction of electric fire alarm system, 127; of electric police patrol system, 142. Induction coil, function of, 38. Insulation of circuits (telegraph), experiments in, 115. Insulators (telephone), kinds used, 41. Investment, total, of telephone companies for given censuses, 5. Iowa, rural lines in, with wire mileage, and number of telephones, 35. See also States and territories. Iowa Telephone Company (licensee of Ameri- can Telephone and Telegraph Company), capitalization, 13. INDEX. Italy, telephone development in, 68, 71 ; tele- phone rates, 76. Jackson, Mich., underground construction of electric fire alarm system, 127. Japan, telephone development in, 7.5; num- ber of telephonic telegrams, 78. Journal Telegraphique, European statistics published in, 69. Kalamazoo, Mich., underground construction of electric fire alarm system, 127. Kansas. See States and territories. Keene, N. H., underground construction of electric fire alarm system, 127. Kelvin, Lord, inventions of, employed in sub- marine signaling, 118. Kentucky. See States and territories. Kimball, S. I., General Superintendent of Life-Saving Service, 110. Knox Telephone and Telegraph Company (licensee of American Telephone and Tele- graph Company), capitalization, 13. Korea, Japanese telephone system in, 75. La Crosse, Wis., underground construction of electric fire alarm system, 127. Lamp signal switchboards, 47. Lansmg, Mich., underground construction of electric fire alarm system, 127. Le Sage, ■, telegraphic line established by, 111. Lexington, Mass., underground construction of electric fire alarm system, 127. Liabilities. See Assets and liabilities. Life-Saving Service, general statistics and work of, 110; use of telephone in, 110. Line construction, of telephone systems, 87; of telegraph systems, 102. Lisbon, telephone development in, 68. Local messages, definition of, 21; average number per telephone, 23. London, telephone development in, 68; Gov- ernment purchase of telephone, pending in, 74; telephone tariff rates, 77. Long Branch, N. J., underground construc- tion of electric fire alarm system, 127. Long distance telephone messages, definition, 21; average number per telephone, by geo- graphic divisions, 23 ; rates in United States, Canada, and European countries, 77; in- fluence upon telegraph business, 100. Los Angeles, Cal., underground construction of electric fire alarm system, 127; of police patrol system, 142. Louisiana. See States and territories. Lowell, Mass., underground construction of electric fire alarm system, 127; of electric police patrol system, 142. Luxemburg, telephone rates in, 76; long dis- tance rates, 77. MacArthur, Gen. Arthur, quoted in reference to the Signal Corps in the Philippines, 107. Madrid, telephone development in, 68. Magneto substations, 36. Magneto switchboards, 44. Maine. See States and territories. Manhattan borough, N. Y., schedule of tele- phone rates for, 57. Manhattan Island, pay stations on, 56. Manila, Signal Corps messages received in, 106. Manual switchboards, definition, 44; number in all telephone systems, 88. Manual transmitters, of fire alarm systems, 131 . Marconi system of wireless telegraphy, 119. Maryland. See. States and territories. Massachusetts. See States and territories. Maver, William, jr., 139. Memphis, Tenn., underground construction of electric fire alarm system, 127. Merchants' Association, quoted in reference to cost of improvements and net earnings, 17; in reference to telephone service and rates, 59. 169 Messages (telephone), number of, in given cen- suses, 5; relation to population, 8, 26; kinds of, defined, 21; local, long distance, and toll, number reported by all systems, 23, 80; by commercial telephone systems, 91; by mutual systems, 94; average number per telephone, 23, 28; per subscriber, 28; rate plan in New York city, development of, 52; advantages of, 53; special features of, 54; growth since adoption, 57. Messages (telegraphic), press dispatches, 103; district messenger service, 103. Metallic circuit, telephone improvements due to introduction of, 53. Metropolitan Telephone and Telegraph Com- pany, introduction of metallic circuit by, 53. Michigan. See States and territories. Michigan Telephone Company (licensee of American Telephone and Telegraph Com- pany), capitalization, 13. Microphone transmitter, introduction of, 5. Military telegraph systems, in Philippine Islands, 106; operation by Signal Corps in United States, 106; British South African system compared with United States, 106; establishment of, in Alaska, 107. Milton, Mass., underground construction of electric fire alarm system, 127. Milwaukee, Wis., number of stations and aver- age population per telephone, 27; under- ground construction of electric fire alarm system, 127; of electric police patrol system, 142. Minneapolis, Minn., underground construction of electric fire alarm system, 127; of elec- tric police patrol system, 142. Minnesota. See States and territories. Mississippi. See States and territories. Missouri, rural lines in, with wire mileage and and number of telephones, 35. See also States and territories. Missouri and Kansas Telephone Company (licensee of American Telephone and Tele- graph Company), capitalization, 13. Mollo, Signor, scheme for use of wireless teleg- raphy in fire alarm service, devised by, 139. Monaco, telephone rates in, 76. Montana. See States and territories. Montclair, N. J., underground construction of electric fire alarm system, 127. Moore, Dr. Willis L., Chief of Weather Bureau, quoted in reference to use of telephone by Bureau, 109. Morristown, N. J., underground construction of electric fire alarm system, 127. Morse, Prof. S. F. B., inventions and discov- eries in telegraphy, 112; discovery with the relay, 113; experiments in wireless teleg- raphy by, 119. Motors, electric, in power plants of telephone systems, 89; in central stations of fire alarm systems, 131. Multiplex telegraphy, 115. Mutual telephone systems, systems classed as, 6; general statistics for, 7, 94; distribution according to year of establishment, by states and territories, 10; statistics for, by geo- graphic divisions, 10; capitalization, 12; revenue and expenses, 19, 95; traffic, 23; physical equipment and messages, 25; wire mileage per system and per station, 24, 25, 41; employees and wages, 49. Nahant, Mass., underground construction of electric fire alarm system, 127. Nashua, N. H., underground construction of electric fire alarm system, 127. National Bell Telephone Company, organiza- tion, 66. National Guard, Signal Corps of, 109. Nebraska. See States and territories. Nebraska Telephone Company (licensee of American Telephone and Telegraph Com- pany), capitalization, 13. Nevada. See States and territories. 170 INDEX. Newark, N. J., underground construction of electric fire alarm system, 127; of electric police patrol system, 142. New Bedford, Mass. , underground construction of electric fire alarm system, 127; of electric police patrol system, 142. New Britain, Conn., underground construction of electric fire alarm system, 127; of elec- tric police patrol system, 142. New England Telephone and Telegraph Com- pany (licensee of American Telephone and Telegraph Company), capitalization, 13. New England Telephone Company, organi- zation, 66. New Hampshire. See States and territories. New Haven, Conn., first commercial exchange opened in, 5; underground construction of electric fire alarm system, 127; of electric police patrol system, 142. New Jerse3 7 . See States and territories. New Mexico. See States and territories. New Orleans, La., number of stations and average population per telephone, 27. Newport, R. I., underground construction of electric fire alarm system, 127; of electric police patrol system, 142. Newton, Mass., underground construction of electric fire alarm system, 127 ; of electric police patrol system, 142. New York. See States and territories. New York city, number of stations and aver- age population per telephone, 27; message rate plan, 52; number of telephones in service for given years, 60; central offices and number of telephones, by districts, 60; telephone development, compared with for- eign cities, 68; underground construction of electric fire alarm system, 127 ; of electric police patrol system, 142; equipment of electric police patrol system, 148. New York and New Jersey Telephone Com- pany (licensee of American Telephone and Telegraph Company), capitalization, 13; telephone systems of Brooklyn, Queens, and Richmond boroughs operated by, 56. New York and Pennsylvania Telephone and Telegraph Company (licensee of American Telephone and Telegraph Company), capi- talization, 13. New York Telephone Company (licensee of American Telephone and Telegraph Com- pany), capitalization, 13. Norfolk, Va., underground construction of electric fire alarm system, 127; of electric police patrol system, 142. North Carolina. See States and territories. North Dakota. See States and territories. Northern Telephone and Telegraph Company (licensee of American Telephone and Tele- graph Company), capitalization, 13. Northwestern Telephone Exchange Company (licensee of American Telephone and Tele- graph Company), capitalization, 13. Norton sound wireless telegraph, 108. Norway, telephone development in, 68, 72; telephone rates, 76; long distance rates, 77; number of telephonic telegrams, 78. Oersted, , discoveries in telegraphy by, 112. Ohio, rural lines with wire mileage and number of telephones, 35. See also States and territories. Oklahoma. See States and territories. Omaha, Nebr., school of instruction for Signal Corps at, 106; underground construction of electric fire alarm system, 127; of electric police patrol system, 142. Operating expenses, of all telephone systems, 16, 83; of commercial systems, 19, 93; of mutual systems, 20, 95; of commercial telegraph systems, 101 . Operators, telephone welfare work among, 50; class of women engaged as, 50. Oregon. See States and territories. Overhead construction of telephone lines, 40, 87; of fire alarm systems, 126, 130. Outlying districts, reports of telephony in, 5, 6. Pacific States Telephone and Telegraph Com- pany (licensee of American Telephone and Telegraph Company), capitalization, 13. Paris, telephone development in, 68. Party line stations, of all telephone systems, 36, 87; of commercial systems, 36, 91; of mutual systems, 36, 94. Pasadena, Cal., underground construction of electric fire alarm system, 127. Paterson, N. J., underground construction of electric fire alarm system, 127; of electric police patrol system, 142. Pay stations, classification of, 35; installed in New York city, 56 ; number for all telephone systems, 86; for commercial systems, 90; for mutual systems, 94. Pennsylvania. See States and territories. Pennsylvania Telephone Company (licensee of American Telephone and Telegraph Com- pany), capitalization, 13. Philadelphia, number of stations and average population per telephone, 27; underground construction of electric fire alarm system, 127; of electric police patrol system, 142. Philippine Islands, report of telephony in, 5, 6; work of Signal Corps, 106. Pittsburg, Pa., underground construction of electric fire alarm system, 127; of electric police patrol system, 142. Plymouth and Campton Telephone Exchange Company (licensee of American Telephone and Telegraph Company), capitalization, 13. Poles, telephone, 41 . Police patrol systems (municipal electric), em- ployees and wages in cities of 100,000 and over, 128; data for those used interchange- ably with fire alarm systems, 133 ; number having right of way on poles or in conduits, without cost to city, 133; introduction, 139; grouped according to boards of administra- tion, 139; number installed, by years, 139; grouped according to population of cities, 140; construction and equipment, 140-146; statistics of, by states, 144; history and development of, 146; special features in specified cities, 148. Port Huron, Mich., underground construction of electric fire alarm system, 127. Portland, Me. , underground construction of electric fire alarm system, 127; of electric police patrol system, 142. Porto Rico, no data for telephone lines in, 6. Portugal, telephone rates in, 76. Postal Telegraph Cable Company, relation to district messenger service, 103. Power plants, of telephone systems, 88; of commercial telegraph companies, 102. Press messages, 103. Private branch exchanges, classification of, 35; service and rates, 55; number, in all tele- phone systems, 86; in commercial telephone systems, 90. Protectors, necessity of, in substation equip- ment, 39. Providence, R. I. , underground construction of electric fire alarm system, 127; of electric police patrol system, 142. Providence Telephone Company (licensee of American Telephone and Telegraph Com- pany), capitalization, 13. Public exchanges, number, in given censuses, 5 ; distribution, by geographic divisions, 45; by states and territories, 45; first establishment of, 52; number, in all telephone systems, 86; in commercial systems, 90; in mutual systems, 94. Quadruplex telegraphy, 115. Quincy, Mass., underground construction of electric police patrol system, 142. Railway telegraphs and telephones, 104. Rates (telephone), business and residence, 27; measured rate system, 28; time basis for fix- ing, 28; development of plan in New York city, 52; schedule of rates for boroughs, 57; report of Merchants' Association of N. Y., 59; synopsis of rates, in continental Europe, 76; long distance rates in United States, Canada, and Europe, 77. Receivers (telephone), mechanism explained, 37. Receiving circuits, in central offices of fire alarm systems, 131. Receiving registers, in central offices of fire alarm systems, 131. Reid, James D., quoted in reference to the status of Morse, 112. Reis, Professor, apparatus for transmitting sound invented by, 63. Relay of current, discovery of, by Morse, 113. Residence rates, 27 ; in New York city, 55. Revenue and expenses (telegraph systems), 101. Revenue and expenses (telephone systems),, total for given censuses, 5; income account and operating expenses for all systems, 16; outlay for new construction, 16 ; cost of addi- tional construction, 17 ; division of net earn- ings, 17; returns for licensee companies of Bell system, 18; statistics of large systems, 18; of all systems, by states and territories, 18, 82; of commercial systems, 19, 92; of mutual systems, 19, 95. Rhode Island. See States and territories. Richmond, Va., underground construction of electric fire alarm system, 127; of police pa- trol system, 142. Roberts, Marshall O., associated with Field in laying submarine cables, 116. Robertson, Charles, Morse telegraph system in- . troduced into Germany by, 135. Rochester, N. Y. , underground construction of electric fire alarm system, 127; of electric police patrol system, 142. Rock Island Arsenal, fire alarm system of, 123. Rockford, 111., underground construction of electric fire alarm system, 127; of police pa- trol system, 142. Rocky Mountain Bell Telephone Company (licensee of American Telephone and Tele- graph Company), capitalization, 13. Rogers, Edwin, automatic repeater (fire alarm) invented by, 137. Rogers and Crane, improvements on fire alarm signal boxes patented by, 136. Romagnesi, -, electrical discoveries by, 112. Rome, telephone development in, 68. Ronalds, , discoveries in telegraphy by, Roumania, telephone rates in, 76; long dis- tance rates, 77. Ruddick, J. J., fire alarm signal box patent, 137. Rural telephone lines, systems classed as, 6; statistics of, by geographic divisions, 11; by states and territories, 34; compared with urban systems, 27; wire mileage of, 40. Rural substations, 33. Russia, telephone development in, 68, 71; number of telephonic telegrams, 78. Sadler, L. L., 134. St. Joseph, Mo., underground construction of electric police patrol system, 1 42. St. Louis, Mo., number of stations and average population per telephone, 27; underground construction of electric fire alarm system, 127; of electric police patrol system, 142. St. Paul, Minn., underground construction of electric fire alarm system, 127; of electric police patrol system, 142. St. Petersburg, telephone development in, 68. Salaries, of telephone officials and clerks, 50, 84; telegraph, 102. INDEX. 171 San Antonio, Tex., underground construction of electric fire alarm system, 127. San Francisco, Cal., number of stations and average population per telephone, 27 ; under- ground construction of electric fire alarm system, 127; of electric police patrol system, 142. Sanger, Gen. J. P., testimonial to Signal Corps of Philippine Islands by, 107. Schweigger, , discoveries in telegraphy by, Seattle, Wash., underground construction of electric fire alarm system, 127; of electric police patrol system, 142. Semaphores, telegraphy by means of, 111. Series circuits, of magneto substations, 37. Signal Corps, United States, military tele- graphic system operated by, 106; school of instruction for, 106; scope of work in the Philippines, 106; Alaskan telegraphs estab- lished by, 107 ; wireless apparatus at Norton sound, 108; cable ships, 108 ; National Guard Signal Corps and other organizations, 109. Signaling apparatus (telephone), construction of, 38; lamp signals, 47. Signaling boxes (fire alarm), number and char- acter of, for all systems, 130; early inven- tions and modern improvements, 135. Smith, F. O. J., 134. Soemering, Professor, electro-chemical tele- graph of, 111. South Carolina. See States and territories. South Dakota. See States and territories. Southern Bell Telephone and Telegraph Com- pany (licensee of American Telephone and Telegraph Company), capitalization, 13. Southern Massachusetts Telephone Company (licensee of American Telephone and Tele- graph Company), capitalization, 13. Southern New England Telephone Company (licensee of American Telephone and Tele- graph Company), capitalization, 13. Southwestern Telephone and Telegraph Com- pany (licensee of American Telephone and Telegraph Company), capitalization, 13. Spain, telephone development jn, 68, 70; tele- phone rates, 76; long distance rates, 77. Spark gap, as a substation protector, 39. Speedwell iron works, Morse instrument made at, 113. Springfield, Mass., underground construction of electric fire alarm system, 127; of electric police patrol system, 142. Starred telephone subscribers, in Stockholm, 77. States and territories, independent commercial telephone systems according to year of estab- lishment, distributed by, 9; mutual systems, 10; cost of additional construction for all systems, 17; revenue and expenses, 18, 82; of commercial systems, 92; of mutual sys- tems, 95; traffic shown by, 23,80; physical equipment and messages, commercial, 24; mutual, 25; relation between telephones, messages, and population, 26; relation of traffic to earnings and expenses, 29; rural lines, 34; public exchanges, 45; general sta- tistics for all systems, 80; for commercial sys- tems, 90; for mutual systems, 94; employees, salaries and wages, 84; exchanges, stations, and line construction, 86; switchboards, power plants, and batteries, 88; general sta- tistics of electric fire alarm systems, 130; of electric police patrol systems, 144. Stations, (telephone), automatic, number of, 35; private and pay distinguished, 35; wire mileage per, 41 ; number of pay stations in- stalled in New York city, 56; number of stations for all systems, by states and terri- tories, 81, 86; for commercial systems, 90; for mutual systems, 94. Steam railroads, commercial telegraphs on, 104. Steinheil, , discoveries in electricity by, 112. Stock quotations, use of telegraphy in trans- mitting, 104. Stockholm, telephone development in, 68, 69; "starred" telephone subscribers in, 77. Stone, John S., system of wireless telegraphy established by, 120. Storage batteries, in central offices of fire alarm systems, 137. Sturgeon, , discoveries in telegraphy by, Submarine cables, manufacture and laying of, 116; illustrations of, 117; apparatus for sig- naling, 118. Submarine wire mileage, of telephone systems, 40, 87. Subscribers (telephone), number in given cen- suses, 5; for all systems, 80; for commercial systems, 90; for mutual systems, 94. Substations, equipment, 33; mechanism of receiver and transmitter, 37 ; protection of , 38. Sunset Telephone and Telegraph Company (licensee of American Telephone and Tele- . graph Company), capitalization, 13. Suren, M. H., fire alarm signal box improve- ment made by, 136. Surplus, net, from telephone operation in given censuses, 5. Sweden, telephone development in, 68; tele- phone rates, 76 ; long distance rates, 77 ; num- ber of telephonic telegrams, 78. Switchboards (fire alarm systems), 131, 137. Switchboards (telephone), total number in United States, 6, 7, 44; automatic and man- ual, 6, 7, 44; equipment, 7, 44; geographic distribution of, 8, 10, 45; capacity of, 45, 88; complete apparatus, 46 ; lamp signals, 47 ; the distributing board, 47 ; common battery cir- cuits, 48; toll line, 48; statistics, by states and territories, 88. Switzerland, telephone development in, 68, 71 ; telephone rates, 76; long distance rates, 77; number of telephonic telegrams, 78. Syracuse, N. Y., underground construction of electric fire alarm system, 127. Talks. See Messages. Tariff, effect upon telephone service in various states, 26. Taylor, Moses, associated with Field in laying submarine cables, 116. Telegraph systems, comparison with telephone systems, 4, 100; general statistics for, 99; earnings and expenses, 100; salaries and wages, 102; wire mileage, 102; governmental service, 106 ; United States Signal Corps, . 107; in Philippines, 107; Alaskan service, 108; the Weather Bureau, 109; first line constructed, 113; submarine, 116; wireless, 118. Telegraphy, methods of operation, 103; pio- neers of, 111; discoveries and inventions in the science of, 111; description of Morse ap- paratus, 113; commercial developments, 114; attempts to displace Morse apparatus, 114; Wheatstone system, 114; Buckingham sys- tem, 115; duplex, quadruplex, and multi- plex, 115; experiments in insulation of cir- cuits, 115; utilization for fire alarm pur- poses, 134. Telephone systems, comparison with telegraph systems, 4, 100; comparative summary for given censuses, 5; in outlying districts, 5; classification of, 6; general statistics for, 7; by geographic divisions, 8; by states and territories, 80; capitalization of incor- porated companies, 12; revenue and expen- ses, 16, 29, 82; distribution of stations, 22; traffic, 26; physical equipment, 33; wire mileage, 41; employees, salaries, and wages, 49, 84; first exchange established, 52; mes- sage rate plan in New York city, 52; ex- changes, stations, and line construction, 86; switchboards, power plants, and batteries, 88; governmental service, 106; lines of United States Life-Saving Service, 110. Telephonic telegrams, 78. Telephony, dominance of, 4; general statistics of, 5; early inventors, 63; Bell's patent, 64; circular letter inviting public support, 65; first commercial lines, 65; companies organ- ized and their capitalization, 66 ; early com- petition, 66; independent development, 67; in foreign countries, 68. Tennessee. See States and territories. Texas. See States and territories. Thermostatic fire alarm telegraph, 138. Toledo, Ohio, underground construction of electric fire alarm system, 127. Toll line switchboards, 48. Toll messages, definition, 21 ; average number per telephone, 23. Tooker fire alarm signal boxes, 136. Traffic (telephone), functions of operator de- scribed, 21; method of computing yearly business, 21; total messages in 1902, 22;' average population per telephone station, 22 ; amount of, by states and territories, 23, 80 ; of commercial systems, 24 ; of mutual systems, 25; relation to population, 26 ; in urban cen- ters, 26; messages per subscriber and per telephone, 28; Bell and independent systems compared, 29; relation to earnings and ex- penses, 29; factors affecting, 30; methods of keeping records, 30; "load diagrams" showing, 31, 32. Transmitters, microphone, 5; substation, 38; of fire alarm systems, 131. Trenton, N. J., underground construction of fire alarm system, 127. Troy, N. Y., underground construction of fire alarm system, 127. Trunk calls, 21. Underground construction, of telephone lines, 40, 87; of fire alarm systems, 127, 130, 139; of police patrol systems, 142. United Kingdom, telephone development in, 68. United States, general statistics of telephones in, 8, 80; of commercial systems, 9, 90; of mutual systems, 10, 94; telephone develop- ment in, compared with foreign countries, 68; long distance rates, 77 ; revenue and expen- ses of all systems, 82 ; of commercial systems, 92; of mutual systems, 95; employees, sala- ries, and wages, 84; exchanges, stations, and line construction, 86; telephone switch- boards, power plants, and batteries, 88; un- derground construction of fire alarm systems, 127; of police patrol systems, 142, 144. University of New York, Morse's telegraph apparatus exhibited in, 113. Urban telephone lines, 26, 27. Utah. See States and territories. Vail, Profs. Henry and Alfred, pecuniary and mechanical assistance to Professor Morse, by, 112, 113. Vermont. See States and territories. Vermont Telephone and Telegraph Company (licensee of American Telephone and Tele- graph Company), capitalization, 13. Vienna, telephone development in, 68. Virginia. See States and territories. Volta, discovery of voltaic battery by, 111. Waco, Tex., underground construction of elec- tric fire alarm system, 127. Wages, of telephone employees, 49, 85, 102. Waldorf-Astoria, number of telephones in, 56. Waltham, Mass., underground construction of electric fire alarm system, 127; of electric police patrol system, 142. Walworth Manufacturing Company, 65. Washington. See States and territories. Washington, D. C, number of stations and av- erage population per telephone, 27; under- ground construction of electric fire alarm system, 127; of electric police patrol sys- tem, 142. 172 INDEX. Watson, Professor, construction of telegraph line by. 111. "Weather Bureau, use of telegraphy in, 109; "forecasts" and "warnings" sent by tele- phone, 109. Webb, H. L., testimony of, concerning teleph- ony in Europe, 7.5, 77. Welfare work, for telephone operators, 50. West Virginia. See States and territories. Western Union Telegraph Company, competi- tion with telephone companies, 66; relation to district messenger system, 103. Westfield, Mass., underground construction of electric fire alarm system, 127. Wheatstone and Cooke, telegraph line estab- lished by, 112. Wheatstone automatic telegraph transmit- ter, 114. White Mountain Telephone Company (li- censee of American Telephone and Telegraph Company), capitalization, 13. Wichita, Kans., underground construction of electric police patrol system, 142. Williams, Charles, jr., first telephone line built for, 65. Winthrop, Mass., underground construction of electric fire alarm system, 127. Wire mileage, of telephone systems, 5, 7, 8, 10, 34, 40, 80, 90, 94; of telegraph systems, 102. Wire plant (of telephone systems), apparatus forming, 33; conditions governing, 40; wire mileage of rural lines, 40; underground, overhead, and submarine wires, 40; miles per system and per station, 41 ; telephone cables, 42; telephone conduits, 43. Wireless telegraphy, apparatus at Norton sound, 108; operated by Signal Corps, 108; earl}- experiments in, by Franklin and Morse, 118; mechanism of apparatus used in, 119; as a factor in war, 120; schemes for use of, in fire alarm systems, 139. Wisconsin. See States and territories. Wisconsin Telephone Company (licensee of American Telephone and Telegraph Com- pany), capitalization, 13. Worcester, Mass., underground constructon of electric fire alarm system, 127; of electric police patrol system, 142. Wurtemburg, telephone rates in, 76; long dis- tance rates, 77. Wyoming. See States and territories. Yonkers, N. Y., underground construction of electric fire alarm system, 127. Zurich, telephone development in, 68. o imlilliilH MflHnnflni H HON II ^