CORNELL UNIVERSITY LIBRARY Cornell University Library HD9685.U4 A48 Central electric lijght anl,,|?ower statipri 3 1924 030 113 058^ olin Ovefs The original of this book is in the Cornell University Library. There are no known copyright restrictions in the United States on the use of the text. http://www.archive.org/details/cu31924030113058 DEPARTMENT OF COMMERCE Ml BUREAU OF THE CENSUS WM. J. HARRIS, Director CENTRAL ELECTRIC LIGHT AND POWER STATIONS AND STREET AND ELECTRIC RAILWAYS WITH SUMMARY OF THE ELECTRICAL INDUSTRIES 1912 WASHINGTON GOVERNMENT PRINTING OFFICE 1915 ADDITIONAL COPIES OF THIS PUBLICATION MAT BE PEOCUEED PEOM THE SUPEEINTENBENT OF DOCUMENTS GOVEBNMENT PEDfHNQ OFFICE WASHINGTON, D. C. AT Jl.OO PER COPY '^^9^^^ ^ CONTENTS. Page. SlTMUAKY OF THE ELECTRICAL INDUSTRIES 11, 12 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. PART 1.— STATISTICAL. Chapter I.— INTRODUCTION AND GENERAL EXPLANATIONS. Class of stations included 15 Number of central electric stations 15 Centralization 15 Commercial and municipal stations 15 Purely electric and composite stations 15 Free service included as income 16 Comparison with prior censuses 16 Chapter II.— DEVELOPMENT OF THE INDUSTRY. Summary for 1912 17 Isolated electric stations 17 Central station work of electric railways 18 Comparison of central electric stations and gas plants 18 Central electric stations and population 19 Commercial and municipal stations combined 20 Commercial central electric stations 20 Ownership of commercial central electric stations 21 Municipal central electric stations 21 Municipal stations, by population groups of cities 23 Purely electric and composite stations 25 Chapter III.— PRIMARY POWER EQUIPMENT. Kind of power included 28 Number of different kinds of prime movers 31 Steam pewer 32 The steam engine 33 The steam turbine 34 Water power 34 Hydroelectric stations 35 Ccas and oil engines 42 Chapter IV.— GENERATING EQUIPMENT AND OUTPUT OF STATIONS. Dynamos 43 Number of stations without generators 48 Output of stations in kilowatt hours 49 Purchased current , 52 Central stations and electric railways combined 53 Chapter V.— LINE EQUIPMENT. Central stations and electric railways 56 Street lamps 58 Stationary motor service 60 Subsidiary equipment 61 Chapter VI.— FINANCIAL STATISTICS. Capitalization 63 Gross and net capital, commercial stations 63 Capital stock and funded debt of commercial stations 63 Cost of construction and equipment 64 Income 66 Expenses 69 Balance sheet, commercial companies 70 Assets 70 Liabilities 71 Balance sheet, municipal stations 71 Detailed Comparative Summary 71 (3) 4 CONTENTS. Chaptek VII.— employees, SALARIES AND WAGES. Page- Character of the statistics 76 Titles of general tables 81 General tables 82-109 Part II.— TECHNICAL. Technical Aspects op the Period. General conditions 111-114 Steam power 114-120 Gas and oil plants 120-122 Water power 122-133 Transmission systems > 133-137 Transmissions system of the world operating at and above 70,000 volts, ranked according to operating voltage (facing).. 132 Storage batteries 137 Arc lamps ; 137-141 Incandescent lamps 141-146 Vapor lamps 146, 147 Use of current for power 147-152 Central station steam and hot-water heating and supply of steam for power 152-154 Electricity in agriculture 154-157 Electric vehicles 157-159 Electric heating and cooking 159, 160 Miscellaneous uses and services 160, 161 Regulation and rates 161-176 Rate schedules 170-176 Index 435 MAPS AND DIAGRAMS. MAPS. Map 1. — Geographic divisions as defined by the Bureau of the Census 27 Map 2. — ^Locationofhydroelectiiccentralstationsreportingwaterpowerof 1,000 horsepowerormore, by geographic divisions: 1912.. 37 DIAGRAMS. Diagram 1. — Central electric stations and electric railways — Primary power, by character of power: 1912 29 Diagram 2. — Central electric stations and electric railways — Primary power, by character of power: 1912, 1907, and 1902 29 Diagram 3. — Central electric stations and electric railways — Primary power, by states: 1912 29 Diagram 4. — Central electric stations — Primary power, by states: 1912 and 1902 30 Diagram 5.- — Central electric stations — ^Primary power — Steam, water, and gas — -By states ranked according to steam power: 1912 and 1902 30 Diagram 6.^Central electric stations — Steam power, by states: 1912, 1907, and 1902 33 Diagram 7. — Central electric stations — ^Water power, by states: 1912, 1907, and 1902 34 Diagram 8. — Central electric stations — Gas and oil engines, horsepower, by states: 1912, 1907, and 1902 42 Diagram 9. — Central electric stations and electric railways — Kilowatt capacity of dynamos: 1912 44 Diagram 10. — Central electric stations — Kilowatt capacity of dynamos, by states: 1912, 1907, and 1902 47 Diagram 11. — Central electric stations and electric railways — Kilowatt-hour output: 1912, 1907, and 1902 49 Diagram 12. — Central electric stations — KUowatt-hour output, by geographic divisions: 1912, 1907, and 1902 51 Diagram 13. — Central electric stations — Kalowatt-hour output, by states: 1912, 1907, and 1902 51 Diagram 14. — Central electric stations — Purchased current, kilowatt hours, by states: 1912 52 Diagram 15. — Central electric stations — Gross income, by states: 1912, 1907, and 1902 68 Diagram 16. — Central electric stations — Income from electric service, by states: 1912, 1907, and 1902 ^ _ . eg ILLUSTRATIONS. Cleveland Railways Co., Cleveland, Ohio: Facing page. 60-cycle rotary converters 112 Long Island Railways, Long Island City, N. Y.: Steam turbo-generators 112 United Electric Light & Power Co., New York City: New generating station 1 j4 Generating room 115 Reactances II5 Pennsylvania Water & Power Co., McCalls Ferry, Pa.: Power house, Susquehanna River 122 Generating station, first five main generators 122 CONTENTS. 5 Mississippi River Power Co., Keokuk, Iowa: Facing page. Power house 123 Generating station 124 Control switchboard 124 Cross section of 10,000-horsepower vertical shaft single runner turbine 125 Nine thousand tilowatt^ampere transformer (110,000 Y 11,000) 125 St. Louis Substation, Electric Company of Missouri 126 High-tension switching equipment 127 St. Louis transmission — 135-foot river-crossing towers 134 Dead end towers 134 Standard towers 134 Five-light cluster lamp pillars, Elks Club, New York City 142 Two alba flaming lamps, 45 feet above sidewalk. Plaza, Fifty-ninth Street, New York City 142 Lamp pillars on board walk, Atlantic City, N.J 142 Electric cooking: Hotel range '. 158 House range 158 Three-heat fiat, unit stove 158 Radiant toaster, 550 watts 158 STREET AND ELECTRIC RAILWAYS. Part I.— STATISTICAL. Chapter I.— INTRODUCTION AND GENERAL EXPLANATIONS. Page. I of railways included 179 Electrically operated divisions of steam roads 179 Municipal railways 179 Railway and nonrailway operations 180 Period covered 180 Class of companies 180 Operating companies 180 Lessor companies 180 Holding companies 180 Basis of classification 180 Classification according to income from railway operations 180 Classification according to commercial lighting relations 181 Classification as "Elevated and subway" and "Surface" 181 Urban and interurban 181 Chapter II.— DEVELOPMENT OF THE INDUSTRY. Electric railways and central-electric stations 182 Comparison with prior censuses '. 183 Increase in size of companies 187 Increase in trackage and motive power 188 Traffic 189 Car mileage 190 Car-hours 190 Capitalization 190 Income and expenses 191 Employees 192 Chapter III.— POWER, EQUIPMENT AND OUTPUT OP STATIONS. Power equipment 195-198 Output of stations 198, 199 Chapter IV.— TRACK AND ROLLING STOCK. Track 200-209 Track operated by electric power 200 dverhead trolley 201 Third rail 201 Conduit 201 Storage batteries 201 Gas-electric motors 202 6 CONTENTS. Track — Continued. Page. Interstate trackage 203 Electrified trackage of all companies and systems 204 Power other than electricity 205 Elevated and subway trackage 205 Ownership of track 206 Leased track 207 Trackage rights 207 Track on private rights of way 208 City and suburban and interurban lines 208 Rolling stock 209-212 Prepayment cars 209 Motor cars 209 Brake equipment 210 Electric locomotives 210 Track and rolling stock of companies classified according to income from railway operations 210 Track and rolling stock of companies classified as "Elevated and subway" and "Surface" 211 Chapter V.— TRAFFIC. Passengers, car mileage, and car-hours 213 Number of passengers 213 Car mileage 214 Revenue passengers per mile of track 214 Revenue passengers per car-nule 215 Revenue passengers per passenger-car hour 215 Traffic of maximum density 215 Passenger traffic of street and electric railways and steam raUroads 215 Traffic of companies classified according to income from railway operations 216 Traffic of companies classified as "Elevated and subway " and "Surface " 216 Car-hours 216 Rates of fare 217-221 Freight, maU, and express business 222 Chapter VI.— CAPITALIZATION. Basis of statistics 223 Ownership 223 Capitalization 223 Capitalization and cost of construction 225 Holding companies 226 Analysis of dividends and interest 228 Capitalization per mile of road of street and electric railways and steam roads 228 Capitalization of companies classified according to income from railway operations 229 Capitalization of companies classified as "Elevated and subway" and "Surface" 230 Capitalization, by states 230 Chapter VII.— FINANCIAL OPERATIONS. Introduction 231 232 Form of accounting 231 Totals for states 231 Income account 232-240 Gross income 232 Condensed income account of operating companies 233 Condensed income account of nonoperating lessor companies 235 Condensed income account of operating and lessor companies combined 236 Condensed income account of operating companies, classified according to income from railway operations 237 Condensed income account of operating companies without and with commercial lighting 238 Condensed income account of companies classified as ' ' Elevated and subway " and ' ' Surface " 239 Operating revenues and miscellaneous income 240-245 Operating revenues 240 Operating revenues of companies classified according to income from railway operations 242 Operating revenues of companies without and with commercial lighting ^ 243 Operating revenues of companies classified as ' ' Elevated and subway " and ' ' Surface " 244 Miscellaneous income 245 Operating expenses 245-250 Operating expenses of companies classified according to income from railway operations 249 Operating expenses of companies without and with commercial lighting 249 Operating expenses of companies classified as "Elevated and subway " and "Surface " 250 CONTENTS. 7 Page. Deductions from income 250-256 Taxes 250 Interest 255 Rent of leased lines and terminals 255 Charges for sinking fund and miscellaneous deductions 255 Deductions from income for groups of companies 255 General results of operation 256-264 Earnings per mile of track 258 Income from railway operations in state 258 Earnings per car-mile 260 Earnings per passenger 260 Operating ratio 261 Relation of operating ratio to density of traffic 263 Balance sheets 264-268 Assets 264 Liabilities 265 Balance sheet of operating and lessor companies 265 Balance sheet, by states 267 Chapter VIII.— EMPLOYEES, SALARIES, AND WAGES. Character of the statistics 269 Employee and wage statistics of operating companies, by classified groups 271 Relation of salaries and wages to operating expenses and operating revenues 273 Chapteh IX.— sale of CURRENT BY ELECTRIC-RAILWAY COMPANIES. Table 148. — Revenue from sale of current and income of electric light and power departments, by class of service 275 Table 149. — ^Electric railways with electric light and power departments 276 Table 150. — Revenue from sale of current and income of electric light and power departments, by geographic divisions, 1912 276 Titles op general tables 277 General tables 278-325 Part II.— TECHNICAL ADVANCES IN THE INDUSTRY. General figures 327 Power-plant engineering 327-337 Hydroelectric development 337-343 Dynamo capacity and purchased power 343-349 Line construction 349-356 Advances and changes in street cars 356-380 Advances in self-propeUed care 371-375 Center-entrance cars 375-380 New types of electric suburban lines 380-384 Track construction 384-391 Street-car Ulimiination 391-393 Signaling and dispatching 393-397 Air-brake equipment 397-401 Electrification of main lines 401-107 Electric locomotives 407-411 General features of railway-motor improvement 411-414 Passenger traffic and fares 414-420 Index 437 MAPS AND DIAGRAMS. MAPS. Maps showing average number of revenue passengers per inhabitant, by geographic divisions: 1912, 1907, 1902, and 1890 194 DIAGRAMS. Diagram 1.— Miles of track, by states : 1912, 1907, and 1902 192 Diagram 2. — Number of revenue passengers, by states: 1912, 1907, and 1902 193 Diagram 3. — Capitalization outstanding of operating and lessor companies combined, by states: 1912, 1907, and 1902 193 * 8 CONTENTS. ILLUSTRATIONS. Facing page. Center-entrance, stepless car, New York Railways Co ^^^ Low-floor car, Pittsburg Bailways Co 356 All-steel, subway car with, three side entrances, Boston, Mass 357 Center-entrance, end-exit, small-wheel car, Pittsburg Bailways Co 357 Center-entrance double-decked car: New York Bailways Co 358 Pittsburg Bailways Co 358 Standard end-platform car for city service, Chicago, 111 359 Single-truck pay-within car for service in small towns, Meridian, Miss 359 All-steel, center-entrance, interurban car, Kansas City, Mo - 368 All-steel, interurban car, Portland, Oreg 368 Low end-entrance car for city service, Brooklyn, N. Y 369 Typical center-entrance trail car, Cleveland, Ohio 369 Catenary line construction, Kansas City, Clay County & St. Joseph BaUway Co 380 Portable substation, Washington, D. C, & Old Dominion Bailway 380 Line construction, Hoosac Tunnel electrification, Boston & Maine B. B 402 New York Central lines: Electric locomotives 408 600-volt locomotives 408 800-1,200- volt B.C. locomotive. Southern Pacific BaUroad Co 409 2,400-volt locomotive, Butte, Anaconda & Pacific Bailway Co 409 APPENDICES. Appendix A. — Schedules: Census of electric light and power stations and street and electric railways: 1912 423-428 Census of electric light and power stations 423 Census of street and electric railways 425 Operating companies 425 Nonoperating and lessor companies 428 Appendix B. — Instructions to special agents 429-434 LETTER OF TRANSMITTAL. Sm: DEPARTMENT OF COMMERCE, Bureau of the Census, WasJiington, D. C, October 15, 1914. I have the honor to transmit herewith the report on the census of central electric hght and power stations, and street and electric railways for 1912. This is the second report on these industries that has been prepared in conformity with the requirements of the act of Congress of June 7, 1906. The canvass for the collection of these statistics was started early in April, 1913. It generally requires about a year to coUect satisfactory reports from all estabhshments covered by a census of this characterr. The field work for this census, however, was completed by the middle of October, 1913. The results for each state were published as rapidly as the tabulations were finished, the first totals being made pubHc in December, 1913. The United States totals were pubhshed in January and February, 1914. A preliminary bulletin was pubhshed during June, 1914, which presented the principal data in regard to each branch of the census in each state. The results were niade pubhc at an earlier date than they were published for preceding censuses. It was not thought essential, therefore, to hasten the pubhcation of the final report transmitted herewith, and only a limited force was employed in its preparation. The American Electric Railway Accountants' Association and the National Electric Light Association cooperated with the Bureau of the Census in devising the forms of the schedules used in the collection of these statistics. At prior censuses the ofiice experienced considerable difficulty in securing complete reports from a .number of companies. No difficulties of this character were encountered during the census of 1912, and I feel that this willingness on the part of the companies to furnish the information was due largely to securing their cooperation through their associations. Both the American Electric Railway Accountants' Association and the National Electric Light Association appointed committees to confer with the officials of the bureau, and meetings were held in the city of New York, where the form of schedule and method of presenting the statistics were discussed. The statistics were collected and the report prepared imder the supervision of Mr. Wfiham M. Steuart, chief statistician for manufactures. As at preceding censuses Mr. T. Com m erf or d Martin, of New York City, was the consultiag expert of the bureau and prepared that portion of the report dealing with the technical features of the central station and electric railways industries. Acknowledgment should also be made of the services of Mr. Frank L. Sanford and Mr. Story B. Ladd, who assisted in the preparation of the text and analytical tables. Respectfully, To Hon. William C. Redfield, Secretary of Commerce. Director of the Census. (9) SUMMARY OF THE ELECTRICAL INDUSTRIES. GENERAL STATISTICS OF THE INDUSTRIES. The group of electrical industries covered by the census of 1912 comprises five distinct industries desig- nated as follows: (1) "Central electric hght and power stations;" (2) "Street and electric railways;" (3) "Telephones;" (4) "Telegraphs;" and (5) "Munici- pal electric fire-alarm and poHce-patrol signahng sys- tems." The industries resolve themselves into two groups of an aUied character, light and power stations and railways constituting one group, and telephones, tel^raphs, and fire-alarm and pohce-patrol signaling systems the other. The statistics for the first two in- dustries are presented in this report, while the data for the last three are assembled in a separate report. The following table is a summary of the leading statistics for the first four industries, separate and combined, for 1912, 1907, and 1902. It shows, for the several items and for each year, the per cent each in- dustry forms of the total, and also gives percentages of increase in capitalization, income, expenses, and net income for the decade 1902-1912 and for each of the five-year periods within the decade. Municipal electric fire-alarm and pohce-patrol sig- naling systems are not operated commercially, and the statistics relating thereto have little in common with the other four industries. They have therefore not been included in this combined summary. THE ELECTBICAL INDUSTBIES;! 1912, 1907. AND 1902. Census. Total. Central electric liglit and power stations. Street and electric railways. Telephones. Telegraphs (land and ocean). PER CENT OF TOTAL. Central electric light and power stations. Street and electric railways. Tele- phones. Tele- graphs. Number of companies,stations, orsystems Employees, salaries and wages: A vnragn Tinmhfir. . 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1902-1912 1907-1912 1902-1907 1912 1907 1902 1902-1912 1907-1912 1902-1907 1912 1907 1902 1902-1912 1907-1912 1902-1907 1912 1907 1902 1902-1912 1907-1912 1902-1907 8,424 7,612 7,789 582,452 4fi8,765 277,474 $383,058,415 269,229,021 160, 152, 151 $8,101,927,332 5,850,101,507 3,324,000,034 143.7 38.5 76.0 $1,201,168,106 830,827,566 463,982,821 158.9 44.6 79.0 $994,336,021 669,665,102 366,764,240 171.1 48.5 82.6 $206,882,085 161,162,464 97,218,581 123.0 28.3 65.8 5,221 4,714 3,620 79,335 47,632 30,326 $61,161,941 35,420,324 20,646,692 5 $2, 175, 678, 266 •1,096,913,622 '604,740,362 331.0 98.3 117.3 '$302,115,599 '175,642,338 '86,700,605 252.5 72.0 104.9 $234,419,478 1.34,196,911 68,081,375 244.3 74.7 97.1 $67,696,121 41, 446, 427 17,619,230 260.8 63.3 135.2 1,260 1,236 987 282,461 221,429 140,769 $200,890,939 150,991,099 88,210,165 $4,708,568,141 •3,774,772,096 •2,308,282,099 104.0 24.7 63.5 $579,208,430 •426,900,952 •250,526,642 131.2 36.7 70.4 $497,782,682 368,113,401 202,670,060 145.7 39.0 76.8 $81,426,748 68,787,661 47,956,682 69.8 18.5 43.4 n,916 n,636 <3,157 183,361 131,670 78,762 $96,040,541 65,009,349 36,255,621 $991,294,115 768,122,214 348,031,058 184.8 30.8 117.8 $255,081,234 176,700,408 86,825,536 193.8 44.4 103.5 $203,754,909 135,476,177 65,164,771 212.6 60.4 107.9 $51,326,325 41,226,231 21,660,766 137.0 24.6 90.3 3 27 3 26 25 37,295 28,034 27,627 $24,964,994 17,808,249 15,039,673 $226,386,810 220,293,575 162,946,525 38.9 2.8 35.2 $64,762,843 61,683,868 40, 930, 038 68.2 26.6 26.0 $58,378,952 41,879,613 30,948,034 88.6 39.4 35.3 $6,383,891 9,704,255 9,982,004 -36.0 -34.2 - 2.8 62.0 61.9 46.5 13.6 11.1 10.9 16.0 13.2 12.9 26.9 18.7 16.2 15.0 16.2 12.7 48.5 51.6 50.7 52.4 56.1 55.1 58.1 64.5 69.4 22.7 21.5 40.5 31.5 30.7 28.4 25.1 24.1 22.6 12.2 13.0 10.5 0.3 0.3 0.3 6 4 PftlHr'PR f^TTi wft£ps 6.5 10.0 6 5 Capitalization 8.6 9.4 2.8 3.8 4.9 Income 26.2 21.1 18.5 48.2 51.4 64.0 21.2 21.3 18.7 5.4 Paf Pfl"t of '"cr*>ftsp 6.2 8.8 Expenses— Total, including salaries and wages, interest, taxes, and fixed cliarges. Per cent of increase 23.6 20.0 18.6 60.1 53.6 55.2 20.5 20.2 17.8 5.9 6.3 8.4 32.7 25.7 18.1 39.4 42.7 49.3 24.8 25.6 22.3 3.1 Per cent of increase ^ 6.0 10.3 1 Not including municipal electric flre-alarm and police-patrol signaling systems. » Exclusive of systems reporting an annual income of less than $5,000. 3 Includes the Commercial Cable Company of Cuba in 1912 and 1907 (not reported in 1902). > Includes all systems operated primarily tor revenue. • Cost of construction and equipment. • Six comnanies in 1907 and 30 companies in 1902 failed to furnish this information. ' In addition, $36,300,030 in 1912,820,093,302 in 1907, and $7,703,674 in 1902, was reported bystreet and electric rail way companies as income from sale of electric current for light and power or from sale of current to ether public-service corporations. » A minus sign (— ) denotes decrease. (11) 12 SUMMARY OF THE ELECTRICAL INDUSTRIES: The central electric light and power industry in- cludes commercial and municipal central electric sta- tions, but does not include a number of electric light and power stations operated in conjunction with elec- tric railways, the statistics for which are included in the railway reports. The cost of construction and equipment is given in this table, in lieu of capitaHzation, on account of the inclusion of the municipal stations. The street and electric railway industry covers both operating and nonoperating or lessor companies, but the nonoperating lessor companies did not report number and salaries of employees, so that the statistics pertaining to employees, salaries, and wages relate to operating companies only. The employees of the lessor companies are of the salaried class and com- paratively few in number. All organization and maintenance expenses of the lessor companies are in- cluded under expenses. Cognizance has been taken of the rentals passing to the lessor companies from the operating companies for leased roads, and the dupli- cation arising therefrom through the combination of income and expense accounts of both classes of com- panies has been eliminated. The' telephone statistics for 1912 and 1907 are con- fined to companies or systems having an annual income of $6,000, whereas the statistics for 1902 cover all systems operated for revenue and include a large number of small organizations and rural hnes. These minor systems, though numerous and affecting the statistics for employees, salaries, and wages, represent a comparatively small part of the capitalization, in- come, and expenses for the telephone industry in 1902. The proportions that light and power stations and railways, together, on the one hand, and telephones and telegraphs, on the other, form of the total capitaHzation, income, and expense are quite constant. The first group represented 85 per cent of the total capitalization in 1912, 73.4 per cent of the total income, and 74.7 per cent of the total expenses, as compared with 84.6 per cent, 72.5 per cent, and 75.5 per cent, respectively, in 1902. The percentages for the other group are, of course, the complements of these. In a general way the proportionate loss in one industry of a group has been counterbalanced by a gain in the other industry. Thus the proportion of the total capitalization represented by railways, which was 69.4 per cent in 1902, decreased to 58.1 per cent in 1912, but the proportion for light and power stations increased from 15.2 per cent to 26.9 per cent. Likewise the telegraph systems show a decrease in the proportion their capitaHzation forms of the total capi- taHzation, namely — from 4.9 per cent in 1902 to 2.8 per cent in 1912 — and telephones an increase from 10.5 per cent to 12.2 per cent. The same holds for income and expenses. The returns for electric railways show a marked diminution in the number of companies which generate their power. The generation of cur- rent for Hght and power is becoming more and more a distinct industry, and the growth of the telephone has been in part at the expense of the telegraph. CENTRAL ELECTRIC LIGHT AND POWER STATIONS Part I.— STATISTICAL Part II.— TECHNICAL (13) CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Part l.-STATISTICAL OHAPTEE I. INTRODUCTION AND GENEKAL EXPLANATIONS. Class of stations included. — The statistics for central electric stations represent all stations which furnish electrical energy for light, power, and heat; for manufacturing, mining, and other commercial enter- prises; for private dwellings; and for public uses, such as lighting streets, parks, etc. The statistics for electric stations operated by electric railways are included whenever it was practicable to secure a separate report for the central station work. No reports were required for electric stations operated by mining companies, factories, hotels, etc., which con- sume aU current generated, nor for those operated by the Federal Government and state institutions. Neither were reports required for stations that were idle or in course of construction. The canvass did not cover Alaska, Hawaii, the PhiUppines, or Porto Kico, therefore the statistics are confined to conti- nental United States. Number of central electric stations. — The number of central electric stations reported, 5,221, is considerably less than the number reported in commercial direc- tories. This apparent discrepancy is due to the fact that in collecting the census statistics when a nmnber of plants were operated under the same ownership it often was impracticable to secure a separate report for each, and therefore a single report was made to cover the operations of all and they were counted as one plant. In preparing the directories apparently each plant is treated as a separate tmit. Although the niunber of stations in this report is less than the number accounted for in the directories, this differ- ence is due to the census definition of the term "station," which may represent a single electric station or a number of stations which have been combined under the same ownership. These combinations embrace stations of varying characteristics as to pri- mary power, generating and line equipment, and character of service. They have in common, however, the practice of disposing of electrical energy, either direct to consumers for light, heat, or power, or in bulk to some other public-service corporation. All or only a part of the stations embraced in a combination may have generating equipment, or the combination may embrace several generating stations which send the electrical energy over transmission lines to a single distributing center. From year to year more or less of the central elec- tric stations are merged with electric railways. These stations, nevertheless, are properly enumerated in the directories as separate stations, but are included in the census reports as a part of the electric railway industry except when separate reports can be prepared for the electric Hght and power departments. Centralization. — The tendency toward centralization of ownership of electric stations noticeable in 1907 is even more pronounced in 1912. Central electric stations reported at one census are sometimes combined and reported with electric rail- ways at another census to an extent which actually destroys the comparability of the statistics in certain particulars for the individual states and, although it may not be perceptible, necessarily affects the total for the United States. The rapid development of the hydroelectric stations, many of which send current over long transmission lines, taking no cognizance of state boundaries, is another disturbing factor in the presentation of comparative statistics for the different states. Commerddl and municipal stations. — Central electric stations are divided ink) two groups — commercial and mmiicipal. The commercial stations are those oper- ated by individuals, firms, and corporations as distin- guished from stations operated by municipaUties. The municipal stations often extend their operations into the commercial field and sell electricity to the general consumer. Purely electric and composite stations. — Central sta- tions are further classified as "purely electric" and "composite." The purely electric stations embrace those engaged solely in the generation and sale of electrical energy. The composite electric stations in- clude those operated by companies which carry on other industries in connection with the stations, such as the manufacture of gas, the operation of waterworks, elec- tric railways, ice plants, and other commercial enter- prises. In some cases a company had but one system (15) 16 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. of accounts, rendering it impracticable to obtain exact statistics covering the operations of the central electric station. If the outside business was merely incidental to the operations of the central station the report was accepted, with or without the other business, in accordance with the system of accounting used by the reporting company. In cases where the outside business was of importance, careful estimates were obtained, so that the statistics would represent only the operations of the electric station. In connection with this latter class of station, however, it was some- times impracticable satisfactorily to segregate the items on the balance sheet, and in such cases this inquiry, therefore, covers both the electrical and other business. When income was reported for steam heating, usually from surplus steam, no attempt was made to segregate this business from that of electric station work; and, since the sale of electrical supplies and the wiring of buildings, etc., forms a part of the business of many companies, such income was included. In- come of this character, however, is invariably reported as incomie from "All other sources." Free service included as income. — It frequently hap- pens that no cash income is derived by municipal sta- tions for electrical energy used for lighting streets and public buUdings. In order, however, that the income shown in this report might correspond approximately to the total consumption of electrical energy for aU sta- tions, the schedule required that the income for service of this character furnished by municipal stations be esti- mated on the basis of what would have been charged for similar service by commercial companies in near-by localities. Commercial companies sometimes rendered free service in consideration of franchise or other privi- leges, and the income for this service also was esti- mated in like manner and included in the total. Comparison with prior censuses. — A partial census of the central electric stations was made in connection with the census of manufactures of 1890. It was found possible, however, to canvass only the state of New York and the city of St. Louis. The results, therefore, are too incomplete for comparison with later censuses. The first complete census of the in- dustry was taken in 1902, and comparative statistics are confined to that year, 1907, and 1912. Substan- tially the same form of schedule was used at these three censuses. In formulating the schedule for 1912, however, it was deemed advisable to omit some of the subinquiries used at prior censuses because the sta- tistics secured from these inquiries were not entirely satisfactory. The most important change affecting the comparability of the statistics relates to the num- ber of persons employed. For the censuses of 1902 and 1907 the average number employed during the entire year was reported; the schedule of 1912 called for the number employed on September 16, and if statistics were not available for that day or month, data were obtataed for the nearest representative or normal day. For the majority of establishments it was impossible to obtain a correct average of the number employed during the entire year, and it was believed that obtain- ing the number on a specified day would result in greater uniformity, also that this number would not vary greatly from the average number if the average was correctly computed. In many instances it is diffi- cult to classify the employees according to the work upon which they are engaged, and in preparing the schedule for the census of 1912 it was decided to attempt only two groupings of employees, namely, salaried em- ployees and wage earners. There was considerable variation in reporting the number of lamps in public bmldings. Some central stations considered the lamps in theaters, churches, schools, and similar buildings as installed in public buildings; others limited the number of this class to those installed in municipal buildings only. The in- come received from lightiag municipal buildings is not, therefore, comparable with the mmiber of lamps re- ported for public buildings. There is no uniform system of accounts employed by all central electric stations, and it was difficult to ob- tain financial statistics on a uniform basis for all es- tabhshments enumerated. The National Electric Light Association has devised a system of accounts which it is endeavoring to have adopted by all stations. This system of accounts was followed as closely as possible in devising the schedule for the census of 1912. The schedule includes certain details in regard to financial transactions which were not shown definitely at prior censuses, and a much more satisfactory re- port in this respect has been made than was possible heretofore. OHAPTEE II. DEVELOPMENT OF THE INDUSTRY. Summary for 1912. — Table 1 is a summary for the central electric stations included in the census of 1912. It shows the principal facts ascertained at this census, and distinguishes two classes of stations: (1) Commer- cial central electric stations, those which are conducted by corporations, companies, and individuals; and (2) municipal electric stations, those which are operated by municipahties. It also shows the proportion that the totals for each of these classes of stations form of the total for all. Table 1 PER CENT OP TOTAL. Total Commercial Municipal stations. stations. Com- mer- cial. Munic- ipal. Number ol stations 5,221 3,659 1,662 70.1 \ 29.9 7.7 Total income S302, 115,599 $278,896,610 $23,218,989 92.3 Light, heat, and power, ineiiiding free service $236,980,858' I $264,317,150 $22,663,708 92.1 7.9 All other sources $15,134,741: . S14, 579,100 $655,281 96.3 3.7 Total expenses , includ- ing salaries and wages^ $234,419,478 $217,502,313 $16,917,166 92.8 7.2 Total number of per- sons employed 79,335 71,395 7,940 90.0 10.0 Total horsepower 7,528,648 6,969,320 559,328 92.0 7.4 Steam engines and steam turbines- Number 7,844 5,820 2,024 74.2 25.8 Horsepower 4,946,532 4,539,866 406,666 91.8 8.2 Water wheels- Number 2,933 2,664 269 90.8 9.2 Horsepower 2,471,081 2,340,820 130,261 94.7 6.3 Gas and oil en- gines- Number 1,116 833 283 74.6 25.4 Horsepower 111,035 88,634 22,401 79.8 20.2 Kilowatt capacity ol dynamos 5,134,689 4,766,012 368,677 92.8 7.2 Output of stations, Mlo- watt ho'Jrs 11,532,963,006 10,995,436,276 537,526,730 95.3 4.7 Estimated number of lamps wired for serv- ice: Arc 505,395^ . 413,544 91,851 81.8 18.2 Incandescent and other varieties 76,507,142 69,449,293 7,057,849 90.8 9.2 Stationary motors served: Number 435,472 413,578 21,895 95.0 5.0 Horsepower ca- ■nacitv 4,130,619 3,966,328 164,291 96.0 4.0 jjafiKjr ..--••■. • In addition to salaries and wages, includes the cost of supplies and materials used for ordinary repairs and replacement, advertising, fuel, mechanical power, electrical energy purchased, taxes, charges for depreciation and charges for sinking fund, and all other expenses incid.ent to operation and maintenance. The income, horsepower of the prime movers, and the kilowatt capacity of dynamos are three important factors determining the magnitude of the central sta- tion industry. It appears from Table 1 that for the year 1912 the municipal stations reported a very small proportion of each of these items, the percentages being 7.7 for income, 7.4 for primary horsepower, and 7.2 for dynamo capacity. The commercial stations, therefore, largely predominated in the mdustry. The municipal stations, however, show larger pro- portions for some of the other items contained in the table. Among the most conspicuous may be men- tioned the number of stations, 29.9 per cent; the horsepower of gas and oU engines, 20.2 per cent; and 58795°— 15 2 number of arc lamps, 18.2 per cent. On the other hand, the municipal stations reported only 4.7 per cent of the kilowatt hour output for the year, and but 4 per cent of the horsepower of stationary motors served. The statistics for the central stations do not repre- sent the entire production and utilization of electrical energy. To arrive at the aggregate, it is necessary to consider also the electric railways, telephone and telegraph lines, electric poUce-patrol and fire-alarm systems, and isolated electric plants. All of these industries are engaged in the utilization of electric current in what may be termed commercial enter- prises. Statistics for the total gross income are available for all of them except municipal police- patrol and fire-alarm systems and isolated electric plants. This gross income for the year 1912 amounted to $1,201,168,106, of which $302,115,599 was reported for central electric stations, $579,208,430 for electric railways, $255,081,234 for telephone systems, and $64,762,843 for telegraph systems (see table, p. 11). Isolated electric stations. — ^Although, as stated in Chapter I, no attempt was made to collect statistics concerning isolated electric plants which are operated primarily for the benefit of their owners, for furnish- ing light or power for their factories, hotels, or other enterprises," the number and magnitude of these sta- tions should necessarily be considered in connection with statistics showing the development of the central station industry. Some of these isolated stations that were excluded from the census are much larger than many of the central stations for which statistics are included. With the exception of the municipal stations, it was intended to confine the canvass for the census of 1912 to stations which make a business of disposing of electric current for commercial purposes, since it was impracticable within the time and means available to make a thorough canvass of all isolated plants. However, the special agents engaged in the field work collected reports from a few isolated plants, and some reports for such plants were secured by mail. These reports include a few stations of con- siderable magnitude, and while the data for -them can in no sense be considered as an indication of the num- ber or the magnitude of the operations of the isolated electric stations omitted from the canvass, neverthe- less the figures for the 121 plants thus reported may be of interest, and they are summarized in the fol- lowing statement: Number of establishments 121 Total primary horsepower 102 187 Kilowatt capacity of dynamos C8 466 Estimated number of lamps wired for service, all varieties. 152, 958 (17) 18 CENTRAL ELECTRIC LIGHT AND POW^R STATIONS. The 121 isolated plants covered by the above state- ment were operated in connection with a variety of industries, estabUshments, and institutions, such as mining, lumber mills, gristmills, hotels, ofSce build- ings, land improvement companies, cotton and woolen mills, schools, and colleges. The data cover but a small fraction of the isolated electric plants in the United States, and are representative of such plants more as an indication of the character of the estab- lishments for which statistics have been excluded from the census than as an evidence of their capacity for the generation of electricity. Central station work of electric railways. — Of the sev- eral electrical industries, electric railways is the one most closely identified with central electric stations. A number of electric railway companies were engaged in the sale of electric current for light and power, having special departments for such work, and were able, therefore, to make complete separate reports for this service. The statistics covered by the reports for such companies are included with those for central electric stations. In 1912 there were 169 electric railways that operated light and power plants for which they were unable to make separate reports. The statistics for the central station work of these 169 plants are placed in comparison, in Table 2, with those of a similar character in 1907 and 1902. Table 2 shows that while the number of electric railways doing central station work for which they could not prepare complete census reports has in- creased during the decade, there is a still greater increase in their importance. The total income for the light and power departments of these companies during 1912 amounted to $31,515,582, as compared with $6,469,726 in 1902, an increase of $25,045,856, or 387.1 per cent. In addition, there were a number of electric railway companies which were not able to fur- nish statistics of electric service of the character given in Table 2, but nevertheless reported an income from the sale of current amounting to $5,515,475. Some of the electric current was sold to other electric railway companies, but the larger portion was used for light and power in enterprises not connected with the rail- ways. Combining the income from the Sale of current by companies which had electric light and power departments with- that for those not having such departments, the total income amounts to $36,500,030 in 1912, as compared with $7,703,574 in 1902. Table 2 Number of stations Gross income Electric service All other sources Estimated number of lamps wired for service: Arc Incandescent and other vari- eties stationary motors: Number Horsepower Meters on consumption circuits, number . .' ELECTEIC LIGHT AND POWER DEPARTMENTS OF ELECTRIC RAILWAY COMPANIES. 1912 169 $31, 515, 582 '$30,984,555 $531, 027 65, 686 9, 109, 890 m M07 177 $17,291,824 $16,576,555 $715, 269 80, 102 4,574,480 20, 468 158, 923 213, 886 1902 Per cent of increase: 1902- 1912 118 $6,469,726 $6, 271, 815 $197,911 33, 863 1,442,685 10,049 35,688, 66,601 43.2 387.1 394.0 168.3 64.1 631.5 1 Exclusive of the estimated value of free service, amounting to 366,051. 2 Not reported. Comparison of ceritral electric stations and gas plants. — The manufacture of illuminating gas and the production of electricity for Hght and power virtually have the same field of operation, and with certain limitations they come in direct competition. For this reason a comparison of the statistics for the two indus- tries is instructive as indicating the changes in the rela- tive importance of each. The statistics for the central electric stations and the manufacture of illuminating gas as reported at the last three censuses of these industries are presented in Table 3, which follows : COMPARATIVE SUMMARY— CENTRAL ELECTRIC STATIONS AND GAS PLANTS:- 1912, 1907, AND 1902. Table 3 PER CENT OF INCREASE. CENTRAL ELECTRIC STATIONS. GAS PLANTS. Central electric stations. Gas plants. 1912 M07 1902 1909 1904 1899 1902- 1912 1907- 1912 1902- 1907 1899- 1909 1904^ 1909 1899- 1901 ■N^iTnhp.r nf statinTT! nf plants 6,221 $2,175,678,266 $302,115,599 3286,980,858 $16,134,741 79,335 • 4, 714 $1,096,913,622 $175,642,338 $169,614,691 $6,027,647 47,632 3,620 $504,740,362 $85,700,605 $84, 186, 605 $1,514,000 30,326 1,296 '3915,536,762 3166,814,371 $138,615,309 $28,199,062 60,730 1,019 '$725,035,204 $126,144,945 $112,662,568 $12,482,377 39, 972 877 '$567,000,506 $75,716,693 369,432,582 $6,284,111 28,363 44.2 331.0 252.5 240.9 899.7 161.6 10.8 98.3 72.0 69.2 151.1 66.6 30.2 117.3 104.9 101.5 29a 1 57.1 47.8 61.5 120.3 99.6 348,7 78.9 27.2 26.3 125! 9 26.9 16.2 27.9 Cost Of construction an^ equipment Gross income 2 From sale of electric current or gas 62.3- 98.6- 40.9 Total number of persons employed ' Capital invested— owned and borrowed. 2 Exclusive of the income reported by the electric light and power departments of electric railways, as follows: In 1912, $31,515,582; in 1907, $17,291,824- and in 1902 $6,469,726. ' * Although the statistics for the two industries in Table 3 do not cover the same years, they represent the results of three censuses taken at five-year inter- vals, the respective census years being sufficiently near together for the purpose of general comparison. They do not, of course, show exactly the relative importance of the industries because of the absence pf statistics for isolated plants, which are of much greater importance in the electrical industry than in the manufacture of gas. The percentages of increase for central electric stations are about double what they are for the gas DEVELOPMENT OF THE INDUSTRY. 19 industry. This condition is due largely to the fact that the electrical industry in 1902 was practically in its iafancy, whereas the gas industry in 1899 was well established. The income from the sale of electric current increased by 240.9 per cent during the decade ending with 1912, as compared with an increase of 99.6 per cent in the iucome from the sale of gas. Of the total combined income of the two industries for the earliest years shown, that reported by the electrical industry formed 54.8 per cent and that for the gas industry 45.2 per cent, while for the last years shown the corresponding percentages were 67.4 and 32.6, respectively. In addition to the income for electric stations, the corresponding item reported by electric railway companies should be considered. This amounted to $36,500,030 for 1912, thus increasing the total gross receipts from the sale of current to $323,480,888. This total, however, includes receipts from the sale of current to other public-service corpo- rations, amoimting to $31,019,660 for central stations and $7,580,535 for electric railways, or $38,600,195 in all. The elimination of this duplication from the total reduces the gross receipts from the sale of current in 1912 to $284,880,693. Central electric stations and population. — ^A compari- son of the number of central electric stations, their equipment, and their output with the population is one of the most satisfactory methods of illustrating the development of the industry. The advances made in long-distance transmission of electricity and its application to industrial processes in rural districts as well as in cities have stimulated the development of central stations. These advances have made it possible for the population of a much larger area to obtain the advantages of electric service. At the same time central stations are naturally established in localities from which a large population can be served most economically. A correct compari- son of the population and central station work should be confined to the population within the ac- tual radius of the service. It is ^impossible, however, to establish such a radius, and therefore in Table 4 the statistics for number of stations, horsepower of prime movers, kilowatt capacity of dynamos, out- put of stations, and number of lamps are com- pared with the entire population of the United States and the geographic divisions for 1912, 1907, and 1902. CENTBAL ELECTRIC STATIONS- -BELATION OF LEADING ITEMS TO POPULATION, 1912, 1907, AND 1902. BY GEOGBAPHIC DIVISIONS: Table 4 Cen- sus. Popular tion.2 NUMBER DF HORSEPOWER OF ENGINES AND "WATER WHEELS.3 KILOWATT CAPACITY OF DYNAMOS. OUTPUT OF STATIONS, LAMPS.* STATIONS. KILOWATT HOURS. Arc. Incandescent Total Com- mer- cial. Muni- cipal. Amount. Per 1,000 popu- lation. Amount. Per 1,000 lation. Amount. Per 1,000 population. Esti- mated num- ber. Per 1,000 mtion. Estimated niunber. Per 1,000 popu- lation. United States- 1912 1907 1902 1912 1907 a902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 95,545,336 85,532,761 78,576,436 26,946,884 23,779,013 21,778,196 12,586,562 11,574,988 10,770,414 30,683,662 29,026,645 27,087,206 17,890,901 16,368,558 14,651,636 7,437,327 4,783,557 4,289,085 5,221 4,714 3,620 3,659 3,462 2,806 1,562 1,252 815 7,528,648 4,098,188 1,845,048 79 48 23 5,134,689 2, 709, 225 1,212,235 64 32 15 11,532,963,008 5,862,276,737 2,607,051,115 120,707 68, 538 31,906 506,396 566,713 385,698 5.3 6.6 4.9 76,484,096 41,445,997 18,194,044 800 485 232 North Atlantic South Atlantic North Central South Central Western 1,037 1,070 913 512 390 251 2,337 2,095 1,708 837 679 404 498 480 346 878 920 810 308 232 176 1,484 1,368 1,178 587 513 323 422 429 318 169 160 103 204 168 75 873 727 528 250 186 81 76 61 28 2, 748, 561 1,534,686 814, 728 621,114 295,265 92,641 2,292,749 1,219,916 639,669 449,294 244,422 117, 192 1,416,930 803,999 280,818 102 65 37 49 26 9 76 42 20 26 15 8 191 168 65 1,893,700 1,054,528 517,549 412,779 195,309 62,301 1,680,700 806,012 375, 614 308,411 166,969 82, 269 939,099 488,407 174, 612 70 44 24 33 17 6 52 28 14 17 10 8 126 102 41 4,427,877,840 2,483,106,227 1,269,331,001 679, 856, 425 266, 437, 175 102,990,575 3,240,569,539 1,462,114,001 645,062,113 461,612,464 257,387,610 153,905,350 2,723,066,738 1,393,231,724 336,762,076 164,319 104,424 68,284 64,014 23,018 9,662 105,612 50,371 23,814 25,802 16,725 10,604 366, 134 291,264 78,283 226,264 242,320 109,654 21,389 27, 103 17,183 178,902 204,248 145,629 38,010 39,794 23,320 40,830 42,248 30,112 8.4 10.2 7.8 1.7 2.3 1.6 6.8 7.0 6.4 2.1 2.4 1.6 5.5 8.8 7.0 30,051,802 17,187,474 8,561,205 3,886,979 1,915,726 611,001 26,918,022 14,269,644 8,176,919 5,432,834 2,697,115 1,022,298 10,194,459 6,376,139 1,822,821 1,115 723 39S 309 166 57 877 492 22g 304 165 70 1,371 1,124 425 1 See page 25 for states composing the several geographic divisions. 2 Bureau of the Census estimates. 3 Includes capacity of auxiliary engines, amounting to 65, 823 horsepower in 1907 and 14,454 horsepower ia 1902. « o m O O « <1 CHAPTER HI. PRIMAEY POWEE EQUIPMENT. Kind of power included. — The primary power equip- ment as reported for census purposes in 1912 includes steam engines, steam turbinesj gas and oil engines, and water wheels. The number and capacity of each of these four kinds of machines were reported separately. Practically the same information was reported for 1907 and 1902, except that steam turbines, which were sho^vn separately in 1907 and 1912, were included with steam engines in 1902, and auxiliary engines, that were shown separately in 1902 and 1907, were not reported sepa- rately in 1912. The enlargement of the primary power equipment of existing stations, the construc- tion of new stations of large horsepower capacity, and the tustallation of generatuig and consuming appliances of higher efficiency and economy, together with the extension of transmission lines, no doubt have caused the abandonment of the generating equipment of many small stations. This is apparent from the fact that the number of stations which reported no generating equipment in 1912 was 507, or 9.7 per cent of the 5,221 stations reporting, while in 1907, of the 4,714 stations reporting, there were but 227, or 4.8 per cent, which reported no generating equipment. During the five years from 1907 to 1912 there was a great change in the character of the primary power equipment of electric stations. The steam turbine has largely supplanted the reciprocating engine, particu- larly in the I'arger stations. Table 12 gives comparative data relating to the number and horsepower of the various kinds of primary power machines installed in central electric stations and electric railway plants for 1912, 1907, and 1902. CENTRAL ELECTBIC STATIONS AND ELECTRIC RAILWAYS— NUMBER, KIND, AND HORSEPOWER OF PRIMARY POWER MACHINES: 1912, 1907, AND 1902. Table 12 KIND OF POWER. TOTAL. Total steam.i Steam engines. Steam turbines. Gas and oil engines. Water wheels and turbines. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. Total: 1912 14,588 14,635 10,661 11,193,699 6,618,011 3,204,333 10,108 11, 422 8,932 8,116,086 5, 104, 800 2,702,602 8,611 10,793 8,932 3,598,830 3,751,986 2, 702, 602 1,497 629 4,517,256 1,352,814 1,164 504 180 135,225 72; 163 14,106 3,316 2,709 1,649 2,942,388 1,441,048 487,625 1907 1902 Central stations: 1912 11,893 10, 998 7,850 2,695 3,637 2,811 7,528,648 4,098,188 1,845,048 3,665,051 2,519,823 1,359,285 7,844 8,054 6,295 2,264 3,368 2 637 4,946,532 2,693,273 1,394,395 3,169,554 2,411,527 1 ans 9m 6,809 7,677 6,295 1,802 3,116 2,637 1,892,076 1,875,863 1,394,395 1,706,754 1,876,123 1,308,207 1,035 377 m 462 252 3,054,456 817,410 m 1,462,800 535, 404 1,116 463 166 48 41 15 111,035 55,828 12,181 24,190 16,335 1,925 2,933 2,481 1,390 383 228 159 2,471,081 1,349,087 438,472 471,307 91,961 49,163 1907 1902 Electric railways: 1912 1907 1902 PEE CENT OF INCEEASE.3 Total: 1902 to 1912 36.8 -0.3 37.3 249.3 69.4 106.5 13.2 -11.5 27.9 200.3 59.0 88.9 -3.6 -20.2 20.8 33.2 -4.1 38.8 546.7 131.0 180.0 858.6 87.4 411.6 114.1 22.4 74.9 503.4 104.2 195. S 1907 to 1912 138.0 233.9 1902 to 1907 Central stations: 1902 to 1912 51.5 8.1 40.1 -4.1 -25.9 29.4 308.0 83.7 122.1 169.6 45.4 85.4 24.6 -2.6 27.9 -14.1 -32.8 27.7 254.7 83.7 93.1 143.3 32.4 84.3 8.2 -11.3 22.0 -31.7 -42.2 18.2 35.7 0.9 34.5 30.5 -9.0 43.4 676.4 141.0 180.6 220.0 17.1 173.3 811.5 98.9 368.3 1,166.6 48.1 748.6 111.0 18.2 78.6 140.9 68.0 43.4 463.6 83.2 207.7 868.9 412.5 87.1 1907 to 1912. 174.5 273.7 1902 to 1907 Electric railways: 1902 to 1912 1907 to 1912 83.3 173.2 1902 to 1907 1 Includes auxiliary engines. ' In 1902 steam turbines were included with steam engines. ' A minus sign (— ) denotes decrease. The total horsepower capacity of engines in central electric stations and electric railway plants combined was 11,193,699 in 1912, compared with 3,204,333 in 1902, a gain of 7,989,366 horsepower, or 249.3 per cent, during the decade. The central electric stations show the greater gain during this period, reporting an increase of 5,683,600, or 71.1 per cent of the total increase in horsepower. (28) The total number of engines reported by both branches of the industry increased 3,927, or 36.8 per cent, during the decade. This increase was confined exclusively to the central stations, which increased 4,043 in number, or 51.5 per cent. The number of such machines reported by the street railways, on the other hand, decreased by 116, or 4.1 per cent, during the 10 years. PRIMARY POWER EQUIPMENT. 29 The increase in the number of engines has not kept pace with that in horsepower, because of the installation of larger units of power. In 1912 the average horse- power capacity per machine was 767, compared with 452 in 1907 and 301 hi 1902. The greater increase in the average capacity per machine is shown for electric railway plants. The average horsepower capacity per uzdt for these stations was 1,360 in 1912, compared with 693 in 1907 and 484 in 1902. In central stations the corresponding average horsepower capacity per unit was 633 in 1912, 373 in 1907, and 235 in 1902. Diagram 1. — Central Electric Stations and Electric Rail- ways — Primary Power, by Character of Power: 1912. GAS AND OIL J WATER CENTRAL STATIONS j ELEC. ! RYS. . STEAM CENTRAL STATIONS ELECTRIC RAILWAYS Diagram 2. — Central Electric Stations and Electric Rail- ways — Primary Power, by Character op Power: 1912, 1907, AND 1902. MILLIONS « B It f/yZMM TOTAL ^$6l$i5!S6i9Sl$!$iSi995^^6^^^^ I STEAM WATER B07 ^^1902 Steam was the most important factor in the develop- ment of electrical energy at the three censuses. In the- railway plants it formed 86.5 per cent of the total primary power reported in 1912, while in 1907 it repre- sented 95.7 percent, and in 1902, 96.2 per cent. Steam power held the same relative importance in the central electric stations in 1912 as in 1907, namely, 65.7 per cent, as compared with 75.6 per cent in 1902. Internal-combustion engines represented 1.2 per cent of the total horsepower in 1912, 1.1 per cent in 1907, and four-tenths of 1 per cent in 1902. The aver- age horsepower per engine was 116 in 1912, 143 in 1907, and 78 in 1902. The central stations reported 82.1 per cent of the total horsepower reported for this class of engines in 1912, 77.4 per cent in 1907, and 86.4 per cent ia 1902. They also reported by far the greater number of these engines at each of the three censuses, the proportions being 95.9 per cent in 1912, 91.9 per cent in 1907, and 91.7 per cent in 1902. Water wheels and water turbines were second in importance in 1912, 1907, and 1902, as to both number and horsepower, increasing 114.1 per cent in number and 503.4 per cent in horsepower during the decade. The corresponding increases between 1907 and 1912 were 22.4 per cent and 104.2 per cent. In 1902 water power represented 15.2 per cent of the total primary horsepower, but in 1907 the proportion had increased to 21.8 per cent and in 1912 to 26.3 per cent. The percentage which water power represented of the total primary horsepower in central electric stations was practically the same in 1912 and 1907, being 32.8 per cent and 32.9 per cent, respectively, while in 1902 it was only 23.8 per cent of the total. Water wheels and water turbines, which represented 3.6 per cent of the total primary horsepower of the electric railway stations in 1902 and 1907, increased to 12.9 per cent in 1912. Diagram 3. — Central Electric Stations and Electric Rail- ways — Primary Power, by States: 1912. [States with, more than 40;000 horsepower.] kUNDREDS OF THOUSANDS NtW YORK PENNSYLVANIA CALIFORNIA ILLINOIS OHIO MAeSACHUSETTS MICHIQAN WASHINGTON MISSOURI INDIANA WISCONSIN NEW JERSEY MINNESOTA 60UTH CAROLINA COLORADO QEOROIA TEXAS CONNECtlCUT OREOON IOWA MAINE MARYLAND TENNESSEE MONTANA KANSAS KENTUCKY UTAH RHODE ISLAND NORTH CAROLINA NEW HAMPSHIRE ALABAMA DIBT. OP COLUMBIA NEBRASKA LOUISIANA WEST VIROINIA OKLAHOMA VERMONT IDAHO FLORIDA ARKANSAS MISSISSIPPI Table 13 gives statistics of the primary power equip- mept of commercial and municipal stations for 1912, 1907, and 1902. 30 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. COMMERCIAL AND MUNICIPAL CENTRAL ELECTRIC STATIONS— NUMBER, KIND, AND HORSEPOWER OF PRIMARY POWER MACHINES: 1912, 1907, AND 1902. Table 13 KIND OF POWEE. CLASS OF STATIONS. TOTAL. Total steam.i Steam engines. Steam turbines. Gas and oil engines. Water wheels and turbines. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. Total: 1912 11,893 10, 998 7,860 7,528,648 4,098,188 1,846,048 7,844 8,054 6,296 4,946,632 2,693,273 1,394,396 6,809 7,677 6,295 1,892,076 1,875,863 1,394,395 1,036 377 3,064,456 817,410 m 1,116 463 165 111,035 65,828 12,181 2,933 2,481 1,390 2,471,081 1,349,087 438,472: 1907 -. 1902 Commercial: 1912 . . 9,317 8,981 6,654 2,576 2,017 1,196 6,969,320 3,776,837 1,686,020 659,328 321,351 160,028 5,820 6,268 6,199 2,024 1,786 1,096 4,539,866 2,408,351 1,246,642 406,666 284,922 147,863 4,898 6,920 5,199 1,911 1,767 1,096 1,585,583 1,610,326 1,246,542 306,493 265,537 147,863 922 348 m 113 29 m 2,964,283 798,026 m 100,173 19,385 833 385 147 283 78 18 88,634 49,746 11,224 22,401 6,082 967 2,664 2,328 1,308 269 163 82 2,340,82a 1,318,74a 427,254. 1^0 2fi1 1907 1902 Municipal: 1912 . . 1907 30,347 11,21» 1902 PEB CENT OF 1NCKEASE.3 Total: 1902 to 1912 51.5 8.1 40.1 308.0 83.7 122.1 24.6 -2.6 27.9 264.7 83.7 93.1 8.2 -11.3 22.0 35.7 0.9 34.6 676.4 141.0 180.6 811.5 98.9 358.3 111.0 18.2 78.5 463 & 1907 to 1912 174.5 273.7 83.2 207.7 1902 to 1907 Commercial: 1902 to 1912 40.0 3.7 36.0 115.4 27.7 68.6 313.6 84.6 124.1 249.1 74.1 100.8 11.9 -7.1 20.6 84.7 13.3 63.0 264.2 88.6 93.2 175.0 42.7 92.7 -5.8 -17.3 ' 13.9 74.4 8.8 60.3 27.2 -1.5 29.2 107.3 16.4 79.6 466.7 116.4 161.9 1,472.2 262.8 333.3 689.7 78.2 343.2 2,240.8 268.3 636.6 103.7 14.4 78.0 228.0 76.8 86.6 447.9 77.5 208 7 1907 to 1912 . . . 164.9 270.2 1902 to 1907 Municipal: 1902 to 1912 1,061.2 329.2 170. & 1907 to 1912 289.7 416.8 1902 to 1907 1 Includes auxiliary engines. 3 In 1902 steam turbines were included with steam engines. 3 A minus sign (— ) denotes decrease. Diagram 4.- NEW YORK CALIFORNIA lU-INOrs PENNSYLVANIA MICHIGAN MASSACHUSETTS OHIO NEW JERSEY 60UTH CAROUNA INDIANA MISSOURI MINNESOTA WISCONSIN COLORADO TEXAS MONTANA CONNECTICUT KANSAS WASHINGTON MAINE GEORGIA NEW HAMPSHIRE KENTUCKY IOWA TENNESSEE NORTH CAROUNA UTAH VIRGINIA IDAHO MARYLAND OKLAHOMA DIST. OF COLUMBIA NEBRASKA RHODE ISLAND VERMONT OREGON WEST VIRGINIA ALABAMA FLORIDA MISSISSIPPI SOUTH DAKOTA LOUISIANA ARKANSAS ARIZONA NORTH DAKOTA NEVADA WYOMING NEW MEXICO DELAWARE -Central Electric Stations — Primary Power, BY States: 1912 and 1902. HUNDREDS OF THOUSANDS V////////A IB02 C FIOUBSe N01 AVAILABLI Diagram 5. — Cbnteal Electkio Stations — Pkimaet Powbe — Steam, Water, and Gas — by States, Ranked Accordinq to Steam Power: 1912 and 1902. HI4NDRED9 OF THOU3AN0S HEW YORK [J^^ ILLINOIS [|^» SS! wmns z^ffi! ^mam B CALIFORNIA ;g;5 MASSACHUSETTS jg^^ OHIO ;«;» ■■«■ S£- ^KZ£ ^"^ H^H MMn 1 MICHIGAN 11^* ^B mam mm INDIANA [|i5 ■MHHI IIHI 1 II CONNECTICUT |J^= !^ 1 KANSAS [1^5 HMEE KENTUCKY IJ^^ ^™ WISCONSIN ;g^* HHZ ^S 'OWA JJI^I ^T MINNESOTA IJia COLORADO IJ^J ^ •Sk DIST. OF COLUMBIA ||i= MARYLAND ]^^| RHODE ISLAND jJ^J ■■ OKLAHOMA [0^= — ' NEBRASKA [gi5 TENNESSEE J^^ SOUTH CAROLINA [g^^ ^^ '""' ° WEST VIRGINIA ]•'' r BBB^BIUH MISSISSIPPI [^^5 BWr^:?Mg V«TtB FLORIDA j^^* LOUISIANA [JJ^ 1 Xsm^iSfoa NEW HAMPSHIRE [1^= ALABAMA ]§^= r ARKANSAS II'' IB MA'NE ]®;^ Q WASHINGTON [•;» SOUTH DAKOTA [^^J r OREGON IIJ,* 1^1 NORTH DAKOTA J*^^ ■ VIRGINIA ;°;| VERMONT ]j!'" a^ NORTH CAROLINA [^^^ ARIZONA |0^= B ^ WYOMING [^^1 B NEW MEXICO [gil S IDAHO |J^= psa DELAWARE ;g;5 NEVADA J?i' ■ * 3 ■r cotuUBiA «nD c riBt cotmtueDiM ii i;eEPAHATE piaunia hot uAtLUUU PRIMARY POWER EQUIPMENT. The total horsepower capacity of the primary power machines ia central electric stations increased 5,683,- 600, or 308 per cent, between 1902 and 1912, and of this increase 3,552,137 horsepower, or 62.5 per cent, was contributed by steam power. Tlie great develop- ment of the steam turbine in recent years is indicated by the fact that, while there was a gain of 2,253,259 in the horsepower of steam engines and steam turbines combined between 1907 and 1912, the horsepower of steam turbines alone increased during the same period by 2,237,046, or 99.3 per cent of the total increase. The horsepower increase reported for water wheels and turbines between 1902 and 1912 was 2,032,609, or 463.6 per cent, constituting 35.8 per cent of the total increase for aU kinds of primary horsepower dur- ing the same period. Of the two classes of stations, the commercial shows by far the greater amount of horsepower and the larger increase since 1902. In 1912 the primary power equipment of this class represented 92.6 per cent of the total, compared with 92.2 per cent in 1907 and 91.3 per cent in 1902. Number of different Jcinds of prime movers. — ^Although most of the central stations reported but one class of primary power, a number used two or more varieties of prime movers. Table 14 shows the number of commercial and municipal stations reporting each class of machines at the censuses of 1912, 1907, and 1902. Table 14 EDTD OF POWEK, steam engines. Steam turbines. . Gas and oil engines. . Water wheels and turbines. Auxiliary engines. COMMERCIAL AND MTTNICIPAL CENTRAL ELECTRIC STATIONS- DISTRIBUTION BY NUMBER OF STATIONS AND KINDS OF PRI- MARY power: 1912, 1907, AND 1902. Cen- sus. 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 Number of stations. Total. 3,529 3,704 3,100 454 187 0) 713 294 101 1,035 910 580 (}) 328 201 Com- mer- cial. 2,338 2,606 2,356 388 170 (■) 518 915 821 530 (') 282 175 Munic- ipal. 1,191 1,098 744 « 195 56 15 120 89 50 m 1 In 1902 steam turbines were included with steam engines. 2 Not reported separately. The total of the number of stations as given in Table 14 exceeds the actual number of central elec- tric stations reported, since a station which had two or more different kinds of primary power would be reported under each class. Auxiliary engines, which were no doubt included as a part of the primary power equipment of the central stations, were not reported separately for 1912 as 31 are they were in 1907 and 1902. These engines chiefly of the reciprocating class, and those reported in 1907 and 1902 should be included with steam engines for purposes of comparison. A comparison, on this basis, of the stations reporting steam engines shows 3,529 stations m 1912, 4,032 in 1907, and 3,301 in 1902. Of the total number of central stations, the proportion equipped with reciprocating engines was smaller at each succeeding census, as follows: In 1902, 91.2 per cent; in 1907, 85.5 per cent; and in 1912, 67.6 per cent. On the other hand, there was an increase both in number and in percentage for every other type of engine. The percentage of stations with steam tur- bines was 4 in 1907 and 8.7 m 1912. This type of engine was not reported separately in 1902. The per- centage of stations equipped with gas and oil engines increased from 2.8 in 1902 to 6.2 in 1907 and 13.7 m 1912, while for stations reporting water wheels the proportion increased from 16 per cent in 1902 to 19.3 per cent in 1907 and 19.8 per cent in 1912. In connection with the numbers of the different kinds of machines, it is instructive to consider the size of the average station as determined by the horse- power of the prime movers, and also the average size of the different varieties of machines. Table 15 gives, for the various kinds of primary power machines in commercial and in municipal stations, the average horsepower per station and per machine for 1912, 1907, and 1902. Table 15 COMMERCIAL AND MUNICIPAL CENTRAL ELECTRIC STATIONS— AVERAGE PRIMARY HORSEPOWER PER STATION AND PER MACHINE. KIND OF POWER. Total. Commercial. Municipal. 1912 1907 1902 1912 1907 1902 1912 1907 1902 Total power: Per station Per machine 1,442 633 869 373 510 235 1,905 748 1,091 421 601 253 358 217 257 159 196 134 Steam engines and steam turbines: Per machine Steam engines— Per station 631 638 278 6,728 2,951 166 99 2,388 843 365 489 265 4,371 2,168 190 .121 1,483 544 201 78 233 445 233 ('^ (') 121 74 756 315 72 40 780 678 324 7,614 3,204 171 106 2,558 879 h 427 593 301 4,694 2,293 209 129 1,606 666 228 83 253 523 253 (') Q) 131 76 806 327 78 41 201 257 160 1,518 886 115 79 1,086 484 (') 165 240 157 1,140 668 109 78 341 198 33 21 139 198 Per machine Steam turbines— 139 (0 Per machine Gas and oil engines: Per station . . : (0 64 S3 Water wheels and turbines: 224 Per machine 137 Auxiliary engines: Per station 32 23 1 In 1902 Steam turbiaes were included with steam engines. 2 Not reported separately. The total average horsepower per station and per machine for each of the various kinds of primary power increased at each census, with the exception that for gas and oU engines there was a decrease in both re- spects from 1907 to 1912. This decrease is due to the abandonment of several exceptionally large engines of tliis type that were in use in 1907 on the Pacific coast. The total average horsepower per station for 32 CENTRAL ELECTRIC LIGHT AND PO\VER STATIONS. all machines increased by 932, or 182.7 per cent, from 1902 to 1912. The corresponding increase in the average per station for commercial plants during the same period was 1,304 horsepower, or 217 per cent, and for municipal stations 162 horsepower, or 82.7 per cent. Steam 'power. — In the statistics given in Table 16, relative to the number and horsepower of steam en- gines and steam turbines, grouped according to horse- power, for commercial and municipal stations, for 1912, 1907, and 1902, the respective groups are not representative of the entire steam equipment of the stations classified according to horsepower. Stations reporting steam power of the largest units, for in- stance, often require, in addition, smaller engines for various kinds of work, and this in a measure accounts for the large number of engines in the group of the smallest horsepower. COMMERCIAL AND MUNICIPAL CENTRAL ELECTRIC STATIONS— STEAM ENGINES AND STEAM TURBINES, BY HORSEPOWER CAPACITY: 1912, 1907, AND 1902. Table 16 ENGINES GROUPED ACCORDING TO HORSEPOWER. CLASS OF STATIONS. TOTAL. 500 horsepower or under. Over 500 and under 2,000 horsepower. 2,000 and under 6,000 horsepower. 6,000 horsepower and over. Number. Horsepower. Number. Horsepower. Number. Horsepower. Number. Horsepower. Number. Horsepower. Total: 1912 ■ . . 7,844 7,206 5,930 4,946,532 2,627,450 1,379,941 6,329 6,248 6,451 1,091,370 1,035,683 849,336 1,042 747 427 978,551 661,746 381,055 294 148 52 845,381 407,695 149,550 179 63 (1) 2,031,230 622,426 1907 1902 Commercial: 1912 6,820 8,492 4,870 2,024 1,714 1,060 4,539,866 2,344,032 1,232,923 406,666 283,418 147,018 4,399 4,684 4,407 1,930 1,664 1,044 796,351 794,205 715,418 296,019 241,378 133,918 961 699 411 81 48 16 904,288 625,006 367,955 74,263 36,740 13.100 281 146 52 13 2 808,997 402,396 149,550 36,384 5,300 179 63 2,031,230 522,426 1907 1902 Municipal: 1912 1907 1902 STEAM ENGINES. Total: 1912 6,809 6,829 5,930. 1,892,076 1,810,040 1,379,941 6,136 6,183 5,451 1,037,655 1,018,666 849,336 665 657 427 508,373 489,694 381,065 92 70 52 240,794 186,280 149,660 16 19 105,254 115,600 1907 1902 Commercial: 1912 4,898 6,144 4,870 1,911 1,085 1,060 1,585,583 1,546,007 1,232,923 306,493 264,033 147,018 4,262 4,635 4,407 1,884 1,648 1,044 762,702 781,673 715,418 284,953 236,893 133,918 638 620 411 27 37 16 486,833 462,554 367,956 21,540 27,140 13,100 92 70 52 240,794 186,280 149,550 16 19 105,254 115,600 1907 1902 Mmiicipal: 1912 1907 1902 STEAM TXrEBINES.2 Total: 1912 1,035 377 3,064,456 817,410 193 65 53,716 17,017 477 190 470,178 172,052 202 78 604,587 221,415 163 44 1,925,976 406,926 1907 Commercial: 1912 922 348 113 2,954,283 798,026 ion. \1% 147 49 46 16 42,649 12,632 11,066 4,485 423 179 64 11 417,456 162,452 62,723 9,600 189 76 13 2 668,203 216, 116 36,384 5,300 163 44 1,925,976 406,926 1907 Municipal: 1912 1907 29 19..^R.^ 1 1 1 Included in "2,000 and under 5,000 horsepower." The class "5,000 horsepower and over" was not called for at the census of 1902. ' Steam turbines were included with steam engines in 1902. Table 17 gives the percentages of increase for the census periods in the several groups shown in Table 16. The increases that have taken place ia the horse- power of the larger types of steam engines are especially noticeable. Between 1902 and 1912 the horsepower of steam* engines and steam turbines combined in- creased by3,566, 591, or258. 5 per cent, and of this horse- power iacrease 2,727,061 was reported for engines with a capacity of 2,000 horsepower and over. The horse- power reported for the engines of 2,000 horsepower and over formed 58.2 per cent of the total horsepower in 1912, compared with but 10.8 per cent in 1902. In 1912 the total capacity of engines of 5,000 or more horsepower per unit was 2,031,230, or'41.1 per cent of the total, compared with 522,426 horsepower, or 19.9 per cent of the total reported in 1907. The com- mercial stations reported the most marked gains in the large units of power, showing an increase from 12.1 per cent for the class of 2,000 and over in 1902 to 62.6 per cent in 1912, with a corresponding decrease in the proportion for the engines of less than 2,000 horsepower from 87.9 per cent of the total steam power in 1902 to 37.4 per cent in 1912. Engines of 5,000 horsepower and over were not reported separately in 1902, being included with those of 2,000 horse- power and over. In 1907 and 1912, when this class was shown separately, all such engines were reported by the commercial stations. PRIMARY POWER EQUIPMENT. 33 Table 17 CLASS OF STATIONS. steam engines and steam tubbines, pee cent of inceease:' (based upon table 16). Total: 1902-1912.. 1907-1912.. 1902-1907.. Commercial: 1902-1912.. 1907-1912.. 1902-1907.. Municipal: 1902-1912.. 1907-1912.. 1902-1907.. STEAM engines. Total: 1902-1912.. 1907-1912.. 1902-1907.. Commercial: 1902-1912.. 1907-1912.. 1902-1907.. Municipal: 1902-1912.. 1907-1912.. 1902-1907.. STEAM TUEBINES.3 Total: 1907-1912.. Commercial: 1907-1912.. Municipal: 1907-1912.. 32.3 8.9 21.5 19.5 6.0 12 8 258.5 88.3 90.4 268.2 93.7 90.1 90.9176.6 18.1 43.6 61.7 92.8 14.8 -0.3 16.2 0.6 -4.8 5.6 13.4 59.0 174.6 164.9 289.7 Engines grouped according to horsepower. 37.1 4.6 31.2 600 horse- power or under. 16.1 1 14.6 -0.2 -4.0 4.0 84.9 16.0 69.4 11.2 0.1 11.0 121.0 22.6 80.2 28.6 2 6 25.4 108.5 16.1 79.6 273.7 270.2 416.8 12 6 -0, 13.4 -3.5 -6.2 29 80.5 14.3 57.9 200. 187.5 28.6 6.4 21.9 22.2 1.9 19.9 5.2 -3.7 9.3 112 8 20.3 76.9 240.3 146.7 Over 500 and un- der 2,000 horse- power. 144.0 39.6 74.9 133.8 37.5 70.1 406.2 68.8 200.0 323 1.4 30.4 30.9 3.5 26.5 68.8 -27.0 131.2 136.3 390.9 166.8 47.9 73.7 465.4 98.6 184.6 146.8 44.7 69.9 466.9 1021 180.5 440, 92 5 180.8 33.4 3.8 28.6 32.3 6.2 25.7 64.4 -20.6 107.2 167.0 449.2 2,000 and under 6,000 horse- power. 465.3 107.4 172 6 441.0 101.0 169.1 560.0 76.9 31 76. 31.4 34.6 148.7 550.0 586.6 61.0 29.3 24.6 61.0 29.3 24.6 173.1 1629 6,000 horse- power and over. 184.1 m 288.8 184.1 -15.8 -15.8 m 270.6 270.5 m !88.8 m -8.9 -8.9 m 373.3 373.3 1 A minus sign (— ) denotes decrease. " Included In "2,000 and under 5,000 horsepower." The class "5,000 horse- power and over" was not called for at the census of 1902. 3 Steam turbines were included with steam engines in 1902. The steam engine. — ^The horsepower reported for the reciprocating engines at the several censuses shows the result of the advance in the use of the turbine. Everything else being equal as to economy of opera- tion and maintenance, as well as general efficiency, the matter of space occupied per horsepower is a powerful factor iu favor of the turbine. A single illustration will suffice. The area occupied by a tur- bogenerator of 3,500 kilowatt capacity in one central station is 918 square feet, and it generates approx- imately eighteen times as much power as the old recipro- cating engine per unit of space occupied. There was a substantial increase in horsepower between 1902 and 1912 for all classes of reciprocating engines in both commercial and municipal stations, but a comparison of the totals for 1907 with those for 1912 furnishes a better index of late conditions in respect to horsepower. In the five years from 1907 to 1912 the total horsepower of the reciprocating engines in commercial and municipal stations com- bined increased only 82,036, or 4.5 per cent. Those 58795°— 15 3 of this class having 500 horsepower and under increased by 19,089 horsepower, or 1.9 per cent; those of over 500 and under 2,000 horsepower increased by 18,679 horsepower, or 3.8 per cent; while those of 2,000 but less than 5,000 horsepower increased by 54,514 horse- power, or 29.3 per cent. The tendency to discontinue the installation of this class of engine where the largest units of power are required is shown by the fact that reciprocating engines with a horsepower capacity of 5,000 or over decreased by 10,246 horsepower, or 8.9 per cent, during the five years. The commercial stations reported 89.3 per cent of the total horsepower of all classes of reciprocating engines in 1902, 85.4 per cent in 1907, and 83.8 per cent in 1912. Diagram 6. — Central Electric Stations — Steam Power, by States: 1912, 1907, and 1902. HUNDREDS OF THOUSANDS 34 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. About nine-tenths of the total number of recipro- cating engines in use were of 500 horsepower and under in 1912, 1907, and 1902, for both commercial and mu- nicipal stations. In 1912, of the total number of en- gines of 500 horsepower and under, 69.5 per cent were reported by the commercial stations and 30.5 per cent by the municipal stations. Tlie steam turhine. — Separate data were not collected for steam turbines at the census of 1902, but they were included in the totals for steam engines. For com- mercial and municipal stations combined, from 1907 to 1912, the horsepower of the steam turbines in- creased by 2,237,046, or 273.7 per cent. In 1912 the horsepower of turbines of 500 horsepower and under constituted 1.8 per cent of the total for turbines, com- pared with 2.1 per cent in 1907. The proportion of those having a capacity of over 500 and under 2,000 horsepower decreased from 21 per cent in 1907 to 15.4 per cent in 1912; the next class, those with a horse- power capacity of 2,000 but less than 5,000, decreased from 27.1 per cent in 1907 to 19.8 per cent in 1912. The proportion for turbines of 5,000 or more horse- power increased from 49.8 per cent in 1907 to 63.1 per cent in 1912. Each of the several classes of tur- bines, however, shows a considerable actual increase in number and horsepower from 1907 to 1912. All states, with the exception of Delaware and Utah, reported turbines in 1912. Five states — lUinois, New York, Cahfornia, Pennsylvania, and Massachusetts — combined reported 56.4 per cent of the total turbine horsepower in 1912 and 58.4 per cent in 1907. Water power. — One of the most important matters affecting the electrical industries is the use of water as a primary power. The development in electrical appliances for convertiug water power into electric energy, which by transmission lines is made avail- able over large areas, together with the economy of production, indicates a continued increase in this form of primary power and a probability that it will to a still greater extent take the place of primary power derived by the use of fuel. In connection with the statistics for water power it is proper to state that the totals for 1912 include the report for a company which showed no electrical equipment but simply water power amounting to 156,000 horsepower. A separate report imder a different name was made covering the generation of current and other electrical features. In 1907 a single report covered both phases of the industry; therefore the two reports in 1912 were in- cluded in order to preserve the comparability of the figures. The operation of several central stations under the same ownership — a characteristic feature of this industry— renders it difficult to present accurate totals of the generating equipment for the individual states. The statistics for stations in one state are in some in- stances included in the combined report for a company reporting in another state. A notable mstance of this character occurs in the statistics for Nevada. A primary power plant and generating station located in California, within a few miles of the Nevada state line, has been credited to Nevada because the current is all distributed and the office of the company is located in the latter state. The map, however (p. 37), shows this plant as located in California, at the source of power. Diagram 7.— Central Electric Stations— Water Power, by States: 1912, 1907, and 1902. HUNDREDS OF THOUSANDS NEW YORK ^^WH 9 4 « CALIFORNIA ■'/y/A ^ SOUTH CAROUNA ^^ PENNSYLVANIA MICHIGAN JSiSIS ^^s^ i a^^^^ MONTANA ^^^"" MINNESOTA WASHINGTON ^^s 1— COLORADO w IH ran ■ zr™ WISCONSIN m UTAH w a NEW HAMPSHIRE w GEORGIA !wS^ IDAHO r- NORTH CAROUNA ^~ VIRGINIA !^ ILLINOIS r- VERMONT w OREGON ■■L— ^^^_ 2^^^ TENNESSEE ™ MASSACHUSETTS r ^BHieta INDIANA m ^^^1007 CONNECTICUT W ESZZZ2 1902 NEVADA ^ ALABAMA ARIZONA OHIO KANSAS IOWA SOUTH DAKOTA WEST VIRGINIA NEBRASKA FLORIDA TEXAS MARYLAND ARKANSAS RHODE ISLAND OKLAHOMA MISSOURI NEW JERSEY WYOMING DELAWARE NEW MEXICO KENTUCKY NORTH DAKOTA Table 18 gives the number of water wheels and water turbines, grouped by their horsepower capacity, for commercial and mimicipal stations, for 1912, 1907, and 1902. The total water power increased 2,032,609 horse- power, or 463.6 per cent, from 1902 to 1912. In 1912 and 1907 water wheels and water turbines contributed PRIMARY POWER EQUIPMENT. 35 approximately one-third of the total primary power of central stations. As in the case of steam power, the greatest increase took place in the large units. Water turbines with a capacity of 5,000 or more horsepower increased by 754,286 or 222 per cent, between 1907 and 1912, this increase forming 67.2 per cent of the total increase in water power for central stations during that period. COMMEBCIAL AND MUNICIPAL CENTBAIi ELECTRIC STATIONS— WATEB WHEELS AND TURBINES, BY NUMBER AND HOBSEPOWER CAPACITY: 1912, 1907, AND 1902. Table 18 MACHINES GHOUPED ACCOBDING TO HOESEPOWEB. CLASS OP STATIONS. TOTAL. 500 horsepower or under. Over 500 and under 2,000 horsepower. 2,000 and under 5,000 horsepower. 6,000 horsepower and over. Number. Horsepower, Number. Horsepower. Number. Horsepower. Number. Horsepower. Number. Horsepower. Total: 1912 2,933 2,481 1,390 2,471,081 1,349,087 438,472 1,995 1,910 1,192 333,795 320,636 174, 559 638 405 166 594,440 357,671 156,613 147 111 32 448,760 330,980 107,300 153 66 0) 1,094,086 1907 339,800 1902 (') Commercial: 1912 2,664 2,32g 1,308 269 153 82 2,340,820 1,318,740 427,264 130,261 30,347 11,218 1,797 1,761 1,112 198 149 80 298,674 296,689 164,981 36, 121 23,947 9,578 576 403 164 62 2 2 654,100 355,671 154,973 40,340 2,000 1,640 144 109 32 3 2 441,960 328,580 107,300 6,800 4,400 147 55. W 6 1,046,086 339,800 48,000 1907 1902 Municipal; 1912 1907 1902 PEK CENT OF DfCEEASE. Total: 1902-1912 111.0 18.2 78.5 463.6 83.2 207.7 67.4 /4.4 60.2 91.2 4.1 83.7 284.3 57.6 144.0 279.6 66.2 128.4 359.4 32.4 246.9 318.2 35.6 208.5 1907-1912 178.2 222.0 1902-1907 Commercial: 1902-1912 103.7 14.4 78.0 228.0 75.8 86.6 447.9 77.5 208. 7 1,061.2 329.2 170.5 61.6 2.0 58.4 147.5 32.9 86.2 81.0 0.7 79.8 266.7 46.7 150.0 251.2 42.9 145.7 3,000.0 3,000.0 0.0 257.5 65.8 129.5 2,359.8 1,917.0 22.0 350.0 32.1 240.6 311.9 36.3 204.4 1907-1912 167.3 207.9 1902-1907 Municipal: 1902-1912 1907-1912 50.0 54.5 1902-1907 PEE CENT DISTRIBUTION. Total: 1912 100.0 100.0 100.0 100.0 100.0 100.0 68.0 77.0 85.8 13.5 23.8 39.8 21.8 16.3 11.9 24.1 26.5 35.7 5.0 4.5 2.3 18.2 24.5 24.5 6.2 2.2 44.3 26.2 0) 1907 1902 Commercial: 1912 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 67.5 75.6 85.0 73.6 97.4 97.6 12.8 22.5 38.6 27.0 78.9 85.4 21.6 17.3 12.5 23.0 1.4 2.4 23.7 27.0 36.3 31.0 6.6 14.6 6.4 4.7 2.4 1.2 1.3 18.9 24.8 26.1 5.2 14.6 5.5 2.4 2.2 44.7 25.8 36.8 1907 1902 .• 1912 1907 1902 1 Included in "2,000 and under 6,000 horsepower." The class "5,000 horsepower and over" was not called for at the census of 1902. At all three censuses the commercial stations re- ported more than nine- tenths of the total water-power capacity, and in 1912, of the total power of water tur- bines with a capacity of 2,000 or more horsepower, 96.4 per cent was reported by these stations. Water power was reported as used for the generating of electricity in every state, with the exception of Ken- tucky, Louisiana, Mississippi, North Dakota, and the District of Columbia. The water power reported for New York, California, South Carolina, Pennsylvania, Michigan, and Mon- tana combined was 1,483,280 horsepower, or 60 per cent of the total for the United States. These states contained some of the largest units reported, the num- ber of wheels or turbiaes reported forming only 39 per cent of the total number. The average horsepower per unit was 843 for the United States, while in Cali- fornia the average was 2,108 horsepower. The six states mentioned were the only states for which 100,000 or more horsepower was reported in 1912 The decrease in Oregon from 102,052 horsepower in 1907 to 29,802 in 1912 is due to the acquirement by electric railway companies suice 1907 of some of the large central stations. The statistics for these stations, therefore, are lost to the central station branch of the industry and are included in the report on electric railways for 1 9 1 2 . Combining the statistics for the two industries for the United States brings out the fact that from 1907 to 1912 the capacity of all water wheels increased by 1,501,340 horsepower, or 104.2 per cent. Hydroelectric stations. — Estimates of the total water- power capacity of the United States, developed and undeveloped, vary widely. Including storage basins, the water-power capacity has been estimated at up- ward of 200,000,000 horsepower. It is deemed pref- erable, however, in presenting estimates of the water- power capacity of the United States, to exclude that of storage. In round numbers, the capacity of the 36 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. streams, exclusive of storage, is estimated at from 27,000,000 minimum horsepower, at times of drouth or low water, to 52,000,000 ^ maximum.. The practical utOity of the excess of power at times when the streams are at high water or swoUen by floods seems too un- certain, however, to be used as a fair basis of capacity. Of the two estimates, therefore, it appears safer to accept the minimum, 27,000,000, as representing the dependable water horsepower, exclusive of storage, de- veloped and undeveloped, in the United States. The development of the water-power resources of the country received a tremendous impetus with the advances made in electrical science. This power form- erly was of local utihty only, and its application is stdl in some measure thus restricted. Water power now, however, may be used locally to develop electric cur- rent which can be transmitted long distances to cities, towns, and isolated manufacturing plants. The elec- tric current thus becomes available in large or small quantities for use not only as mechanical power, by means of the electric motor, but also for heat and light. The term "hydroelectric" is generally applied to central stations of considerable magnitude. Water power was reported for 1,035 central stations for 1912, and although a majority of them also reported other power, there were 496 stations in 1912 that reported water power only. Water power once installed is con- ceded to be the most economical to operate, and it may be assumed, therefore, that when other primary power is added to this equipment it is generally for emergency purposes, such as the failure of the water supply, breakdowns, or repairs. There were 225 stations for each of which the water power reported for 1912 amounted to 1,000 or more horsepower, and these have been tabulated separately as representing the hydroelectric stations. The map on page 37 shows the location of these stations. Table 19 summarizes the statistics for these stations and places them in comparison with those for all central stations. The combined water power for the stations outside of what is represented by those of 1,000 or more horsepower amounted to only 182,685 horsepower, or 7.4 per cent of the total water power for aU central electric stations in 1912. The 225 hydroelectric sta- tions shown in Table 19 form only 4.3 per cent of the total number of central stations, and yet it wiQ be seen from the table that they reported 42.2 per cent of the aggregate horsepower, 92.6 per cent of the water power, 38 per ceni;. of the dynamo capacity, 50.8 per cent of the Idlowatt-hour output, 31.1 per cent of the horsepower of stationary motors, 42.4 per cent of the cost of construction and equipment, and 24.1 per cent of the income. ' Keport of the Commissioner of Corporations on water-power development in the United States: 1912. Table 19 Number of stations Cost of construction and equipment Total income Light, lieat, and power, including free service All other sources Total expenses, including salaries and wages Total number of persons employed Total horsepower Steam engines and steam turbines: Number , Horsepower Water wheels and turbines: Number Horsepower Gas and oil engines: Number Horsepower Kilowatt capacity of dynamos Output of stations, kilowatt hoars Estimated number of lamps wired for service: Arc Incandescent and other .varieties Stationary motors served: Number Horsepower CENTKAL ELECTEIC STATIONS: 1912. Total. 5,221 $2,175,678,266 $302,li5,699 $16,134,741 $234,419,478 79,335 7,528,648 7,844 4,946,532 2,933 2,471,081 1,116 111,036 5, 134, 689 11,632,963,006 505,395 76,507,142 435,473 4, 130, 619 Stations reporting water power of 1,000 horsepower and over. Number or amount. 225 $922,964,341 $72,717,682 $66,852,631 $5,864,961 $66,342,064 17, 160 3,179,244 620 885,162 1,552 2,288,396 19 5,686 1,951,397 i, 869, 397, 943 62,624 13,403,893 73,645 1,283,769 Per cent of total. 4.3 42.2 24.1 23.3 38.8 24.0 21.6 42.2 6.6 17.9 1.7 6.1 38.0 50. S 12.4 17.5 16.9 31.1 There are some companies that operate two or more plants in each of which, or in aU combined, the water power exceeded 1,000 horsepower. Each such com- pany included the statistics for aU its plants in a single report which was counted as representing one station. For this reason the 225 stations should not be accepted as the number of separate plants of the class iiidicated. A considerable part of the business of stations of this character is the sale of electricity in bulk, since of the total number of lamps reported by aU central stations those reported by the hydroelectric stations formed but 12.4 per cent of the arcs and 17.5 per cent of the incandescents. Again, while the hydroelectric stations reported 23.3 per cent of the total income for electric service for aU central stations, they reported 46 per cent of the total income for current sold to other pubhc service corporations. Table 20 (p. 38) presents detailed power statistics for the hydroelectric stations reporting water power of 1,000 or more horsepower, by geographic divisions and states, for 1912. This table shows that in five of the geographic di- visions the water power of the hydroelectric stations amounted to more than 200,000 horsepower. In the Middle Atlantic states it amounted to 614,396 horse- power, or 26.8 per cent of the total; in the Pacific states, to 525,567, or 23 per cent; in the South Atlantic states, to 323,081, or 14.1 per cent; in the Mountain states, to 296,034, or 12.9 per cent; and in the East North Cen- tral states, to 228,602, or 10 per cent. The four re- maining divisions combined reported 300,716 horse- power, or 13.2 per cent. 38 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. HYDROELECTRIC STATIONS REPORTING WATER POWER OF 1,000 10 29 30 Table 20 DITISIOK AND STATE. United States. Geogeaphic DiviaioNS: New England Middle Atlantic East North Central.. West North Central. South Atlantic East South Central.. West South Central.. Mountain Paoiflo New Engiand: Maine New Hampshire Vermont Massachusetts Ehode Island and Connecticut.. Middle Atlantic: New York Peimsylvania , Number of stations. East Nokth Centeal: Ohio and Indiana, . Illinois Michigan Wisconsin West North Centeal: Minnesota, Iowa, ajid Missouri. South Dakota Kansas South Atlantic: Maryland, Virginia, and West Virginia.. North Carolina .- South Carolina Georgia and Florida East South Central: Tennessee and Alabama West South Central: Arkansas, Oklahoma, and Texas . Mountain: Montana Idaho Colorado Arizona and Nevada.. Utah PAcmc: Washington. Oregon Califomia Cost of con- struction and equipment. 8922,964,341 55,612,714 127,457,618 102,470,585 38,657,925 55,757,646 30,828,000 639,369 164,975,643 346,664,841 16,533,547 9,444,366 6,863,716 7,395,691 15,376,494 89,409,903 38,047,715 11,986,199 37,398,019 39,441,726 13,644,641 22,132,484 7, 768, 185 8,767,256 9,666,636 8, 739, 185 21,791,806 16,660,019 30,828,000 £39,369 62,667,126 29,532,755 45,044,968 18,485,461 9,245,336 18,193,923 16,521,752 311,939,166 $72,717,582 7,509,541 11,638,680 12,164,623 4,432,394 2,990,998 480, 867 70, 715 7,666,687 26,864,277 Electric service. TotaL 866,852,631 7,000,257 9,238,299 11,179,326 4,124,859 2,930,024 470, 357 69,363 7,043,061 24,797,085 1,449,825 1,148,263 678, 170 1,668,369 2,564,924 9,328,380 2,210,200 1,268,196 4,327,160 5,845,270 723,997 3,794,840 463, 170 174,384 417,109 300,377 1,624,275 649,237 480,867 70,715 3,265,885 1,173,500 1,483,697 681,004 1,061,501 2,207,308 663, 701 23,003,268 1,181,952 1,053,353 657,579 1,648,793 2,458,580 7, 124, 772 2,113,527 1,239,211 3,618,732 6,606,566 714, 817 3,518,053 441,772 165,034 415,436 280,682 1,614,817 619,089 470,357 69,363 2,708,869 1,148,092 1,455,133 675,335 1,055,632 2,146,921 637,074 22,013,090 Light, heat, and power. $62,446,534 5,769,650 6,520,607 8,601,917 3,492,522 1,678,558 221,261 69, 135 6,108,626 20,083,358 Sale of elec- tric current to other pub- lic service corporations. $14,269,708 1,179,483 2,711,572 2,570,668 629,047 1,338,186 248,846 929,826 603, 178 683, 927 1,628,685 2,024,034 6,514,488 1,006,119 963,332 3,376,049 4,085,583 176,953 2,931,003 422,894 138, 625 364, 590 177,527 639,842 221,261 69,135 2,633,768 962, 890 1,027,904 643,474 840,490 2,077,130 623,342 17,382,886 903, 122 4,688,784 261,664 450, 175 23,240 20, 108 434,396 1,605,539 1,106,033 274,708 239,633 1,518,563 537,864 586,360 16,378 26,309 40.666 103, 155 971,875 222,490 248,846 Estimated value of free service, $137,389 51,124 6,120 6,741 3,290 13,280 250 228 31,413 24,943 74,441 162,645 426,208 31,861 207,967 57,440 9,232 4,622,112 562 '60,'4i2' ""iho 4,745 1,375 1,171 3,150 2,420 690 2,500 100 10,180 "3,"i66' 250 660 22,557 1,021 7,175 12,361 4,600 8,092 All other income. $5,864,951 509,284 2,300,281 985,297 307,535 60,974 10,510 1,362 622,526 1,067,192 267,873 94,900 20,591 19,676 106,344 2,203,608 96,673 708,428 238,704 9,180 276,787 21,398 9,350 1,673 17,601 10,947 30,753 10,610 1,352 567,016 26,408 28,564 5,669 5,869 60,387 16,627 990,178 PRIMARY POWER EQUIPMENT. HORSEPOWER OR MORE, BY GEOGRAPHIC DIVISIONS AND STATES: 1912. 39 Total expenses, Including salaries and wages. Total number of persons employed. rRIMAEY POWEE. Aggregate. Steam engines. Total. 600 horsepower or under. Over 600 and under 2,000 horsepower. 2,000 and under 5,000 horse- power. 6,000 horsepower and over. Number. Horse- power. Number. Horse- power. Number. Horse- power. Number. Horse- power. Number. Horse- power. Number. Horse- power. $56, 342; 064 17,160 2,091 3,179,244 329 205,033 227 59, 607 76 65,966 23 57,060 3 22,500 1 5,235,075 8,100,824 10,310,318 3,354,565 1,924,679 609,649 55,208 5,958,205 20,893,541 1,758 2,305 4,317 934 687 148 27 1,329 5,755 359 401 455 119 184 17 15 212 329 286,988 706,171 472,544 144,430 345,770 36,480 6,985 314,799 866,077 59 81 81 22 10 3 1 20 62 27,300 48,100 26,343 10,675 3,390 1,740 650 6,585 80,250 41 57 65 19 8 2 12,775 18,050 11,142 5,725 1,640 890 18 18 14 2 2 1 1 3 17 14,525 17, 650 11,041 1 450 1,750 850 650 3,000 15, 150 •>, 6 2 1 12,600 4,160 3,600 3 4 & 1 A 7 8 17 18 3,586 6,700 » 14 36,900 3 22, 600 10 1,082,656 642,649 435,883 1,195,862 1,878,025 6,421,685 1,679,239 999,076 3,356,189 6,387,908 667,145 2,737,144 400,963 216,458 315,794 259,398 752,590 596,897 609,649 55,20s 1,936,818 1,213,662 1,529,887 411,796 866,042 1,483,080 560,400 18,850,061 392 210 176 420 660 1,896 409 274 1,749 2,191 103 614 99 221 159 116 , 210 102 148 27 373 227 331 149 249 813 272 4,670 133 61 41 54 70 313 88 93 148 153 61 78 21 20 45 24 81 34 17 IS 62 45 58 14 33 45 25 269 70,154 52,942 30,379 61,643 71,870 664,984 141, 187 49,732 87,402 277,610 57,900 90,884 16,276 37,270 52,786 46, 790 186,869 59,325 36,480 6,985 107,795 49,159 83,805 21,340 62,700 81,940 25,250 758,887 20 8 5 6 20 65 16 4 56 16 5 17 2 3 4 4 7,600 4,925 2,200 3,225 9,450 42,033 6,067 2,350 10, 540 12,463 1,000 5,775 800 4,100 1,600 790 18 4 4 it 41 16 1 54 6 5 15 2 2 3 4 6,100 1,750 1,450 1,076 2,400 11,983 6,067 350 8,500 1,292 1,000 4,325 800 600 600 790 2 4 1 2 9 18 1,400 3,175 750 2,150 7,050 17,550 11 1? 13 14 IS 6 12,500 16 17 3 2 9 2,000 2,040 7,001 18 19 2 4,160 ?!n ?i 2 1,460 22 ?3 1 3,500 ?4 1 1,000 25 ?6 ?7 2 3 1 7 1 11 1,000 1,740 650 1,125 150 5,010 1 2 250 890 1 1 1 750 860 650 28 W) ^n 7 1 8 1,125 150 2,010 11 XI 3 3,000 fl 34 1 4 4 44 300 1,300 2,350 76,600 1 3 2 13 300 550 800 4,350 15 1 2 14 750 1,650 12,850 tfi 37 14 36,900 3 22,500 3S 40 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. HYDROELECTRIC STATIONS REPORTING WATER POWER OF 1,000 Table ZO-Continued. DIVISION AOT) STATE. PEOCAKT POWER— continued. Steam turbines. Gas and oil engines. Total. 500 horsepower or under. Over 500 and un- der 2,000 horse- power. 2,000 and under 5,000 horse- power. 5,000 horsepower and over. Total. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. Num-, ber. Horse- power. 1 United States 191 680, 129 8 1,705 94 95,295 63 162, 482 36 420,647 19 5,686 ? Geographic divisions: 39 27 51 17 11 1 89, 879 43,675 216,533 38,703 18,999 1,340 22 18 29 8 5 1 25,564 13,982 31,313 7,366 5,666 1,340 13 5 10 3 6 40,613 14, 193 35,780 6,667 13,333 4 2 12 2 23,702 15,000 149,440 24,000 2 450 2 600 4 4 7 1 1,066 2,135 300 =; West Nortti Central . 4 670 6 7 fi 2 295 q 9 36 12,180 258,820 2 535 4 7 3,645 6,419 3 13 8,000 43,896 in 16 208,505 3 1,440 New ENGLAiO): n 2 3,420 1 670 1 2,750 I' 2 450 n 6 16 16 15 12 9 15 26 1 4 9 4 4 5,201 37,058 44,200 30,925 12, 760 18,866 40,200 156,797 670 3,650 9,053 26,000 6,000 5 9 7 8 10 5 10 13 1 4 2 2 2 5,201 10,173 9,520 7,065 6,917 4,466 10,730 15,447 670 3,660 1,716 2,000 2,000 ^^ 6 6 3 2 4 2 4 26,i83 17,680 8,360 6,833 14,400 6,030 15,350 1 3 2 6,702 17,000 15,000 Rhode Island and Connecticut Middle Atlantic: NewYork 16 2 500 17 1R East North Central: Ohio and Indiana 1 2 466 550 19 Illinois .... 3 9 23,440 126,000 ■HI 71 1 6 60 1,985 ")•> West North Central: Minnesota, Iowa, and Missouri South Dakota ''? 4 670 3 6,667 Vl KftTlPfli'5 , , . 2 24,000 1 1 150 300 25 South Atlantic: Maryland, Virginia, and West Vir- ginia 2 4,000 ?fi ?7 5 2 1 9,999 3,000 1,340 2 1 1 2,666 1,000 1,340 3 1 7,333 2,000 7R Georgia and Florida M East South Central: fin West Booth Central: Arkansas, Oklahoma, and Texas 2 295 »i Mountain: 3 6,500 1 600 2 6,000 3? Idaho 33 6 6,680 1 35 4 3,646 1 2,000 34 H'i Utah RR Pacific: 5 7,335 3 2,669 2 4,666 37 Oregon,. .. 38 CallTomia 31 261,485 4 3,760 11 39,230 16 208,505 3 1,440 1 Contains 4,104 lamps ol other varieties (Nernst, vacuum, vapor, etc.). PRIMAEY POWER EQUIPMENT. HOKSEPOWER OR MORE, BY GEOGRAPHIC DIVISIONS AND STATES: 1912— CJontinued. 41 PRIMARY POWER — Continued. Water wheels and turbines. Total. Num- ber. 1,552 Horse- power. 2,288,396 500 horsepower or under. Num- ber. Horse- power. 162,693 Over 500 and under 2,000 horsepower. Num- ber. 619 Horse- power. 582,857 2,000 and under 5,000 horse- power. Num- ber. 150 Horse- power. 493,760 5,000 horsepower and over. Num- ber. 150 Horse- power. 1,049,086 Num- ber. 1,935 Kilo- watts. 1,951,397 Output of sta. tion (kilowatt hours) gener- ated during year. 5,859,397,943 ESTIMATED NUM- BER OP LAMPS WIRED FOR SERVICE. Are. Incandes- cent and other varieties. 113,403,893 STATIONARY MOTORS SERVED. Num- ber. 73,645 Horse- power. 1,283,769 259 '293 319 73 162 13 12 183 238 111 51 31 32 34 233 60 79 75 111 54 13 36 21 181 169,359 614,396 228,602 92,917 323,081 33,400 5,040 296,034 525,567 59,234 47,567 22,978 21,360 18,220 492,026 122,370 28,050 36,112 108,260 56,180 79,474 6,423 7,020 44,886 46,000 176,870 55,325 33,400 5,040 100, 170 49,009 73,115 21,340 52,400 73,305 22,900 429,362 156 113 35 37,333 33,679 41,027 9,179 12,071 2,340 11,016 16,048 102 124 22 4 104 81,926 99,417 86,375 16,238 75,110 11,800 2,700 111,218 98,073 40,100 65,800 86,800 49,500 46,500 21,600 10,000 415,500 14,400 18,000 189,400 71,800 111,660 102,000 299, 786 327 423 327 100 183 24 13 201 324 195,630 359, 215 294, 092 87,545 213,873 25,375 2,740 183,446 689,481 411,094,646 1,399,488,481 787,211,604 212,978,506 485,867,328 55,770,810 1,335,375 758,364,280 1,747,286,913 8,295 11, 305 9,083 4,624 2,206 819 104 3,538 22,650 1,436,941 1,261,849 3,052,072 861,129 156,669 78,468 11,511 648,623 5,896,631 10,594 8,937 15,820 6,229 2,974 231 168 4,757 23,935 13,989 8,467 5,216 4,341 5,320 28,517 5,162 18,850 6,082 9,915 6,180 7,224 "i'956' 4,616 1,500 4,130 1,825 14 2,340 3,157 3,584 3,815 60 400 4,005 800 11,243 29,845 11,100 15, 762 12,319 13,900 66,709 32,708 9,200 30,030 40,345 6,800 9,250 6,423 565 11,270 6,500 39,640 17,700 11,800 2,700 26,613 22,425 17,300 12,280 32,600 9,500 17,100 71,473 5,400 28,000 2,000 4,700 10,000 331,000 84,500 43,600 43,200 45,000 ' '4' 500 18,000 9,000 5,000 18, 700 13,800 21,600 20,000 33,000 114,400 22,000 39 34,400 6,000 8,000 9,000 14,400 6,800 i04,'866' 36,000 17,000 44,000 5,000 53,000 5,000 241,786 331 92 34 142 110 41 35 31 258 47,296 37, 765 17,042 43,512 50,016 261,000 98,215 28,850 49,602 181,585 34,055 52,558 11,897 23,090 35,665 32,431 109,877 35,900 25,375 2,740 68,920 31,024 37, 167 13,500 32,835 47,005 19, 120 523,356 106,028,123 90,297,891 43,598,562 60,819,611 110,360,459 1,081,292,900 318,196,581 71,213,325 175,375,156 436,971,110 103,652,013 138,486,277 17,200,554 57,291,675 29,035,776 55,725,300 333,633,641 67,472,611 55,770,810 1,335,376 371,799,064 105,914,621 144,364,518 68,977,145 77,308,942 62,233,028 35,993,936 1,649,059,950 1,120 1,144 493 3,439 2,099 9,744 1,561 1,212 4,418 3,081 372 4,026 472 126 1,654 HO 321 121 819 104 1,602 1,084 408 321 33 4,180 579 17,891 232,261 118, 336 177,270 427, 726 481,348 971,934 289,915 152,212 1,023,935 1,834,830 41,095 761,513 78,113 21,503 107,894 12,361 28,450 7,964 78,468 11,511 267,069 183,856 140,852 24,593 32,263 626,275 171,854 5,099,502 1,555 710 1,092 3,172 4,065 2,105 3,780 9,515 420 5,324 720 185 512 627 855 1,080 168 1,462 1,287 957 594 457 1,739 632 21,564 100,847 110,080 143, 971 77,296 100, 952 4,484 1,257 170,598 574,284 26,624 7,494 15,913 20,899 30,917 84,458 25,622 19,162 28,384 92,330 4,095 62,718 10,313 4,266 7,473 19,070 36,335 38,074 4,484 1,267 71,059 19,836 26,240 18,246 35,217 22,950 8,630 542,704 10 42 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Six of the individual states reported upward of 100,000 water horsepower each, ranking as follows: New York, 492,026 horsepower, or 21.5 per cent of the total water power; CaUfornia, 429,362, or 18.8 per cent; South Carolina, 176,870, or 7.7 per cent; Penn- sylvania, 122,370, or 5.3 per cent; Michigan, 108,260, or 4.7 per cent; and Montana, 100,170, or 4.4 per cent — these six states combined reporting 62.4 per cent of the total water power of the hydroelectric stations. In addition to the 2,288,396 water horsepower shown for the central electric stations that reported 1,000 or more water horsepower each, there are a number of hydroelectric stations of 1,000 or more horsepower ca- pacity of water wheels or turbines included among the street and electric railway plants. The total reported by such companies was 461,513 horsepower, making a grand total for the two classes of stations in 1912 of 2,749,909 water horsepower, or 93.5 per cent of the total water power reported by the central stations and electric railways combined. Gas and oil engines. — Internal-combustion engines were reported for 713 central stations in 1912, com- pared with 294 stations in 1907 and 101 in 1902. Table 21 shows the number and horsepower of the in- ternal-combustion engines reported for commercial and municipal plants, respectively, for 1912, 1907, and 1902, also the per cent of the number and horsepower in each class of stations, and per cent of increase. Table 21 COMMEKCIAL AND MUNICIPAL CENTEAL ELEC- TRIC STATIONS— GAS AND OIL ENGINES: 1912, 1907, AND 1902. CT,A.S.S OP STATIONS. Gas and oil engines. Per cent of total. Number. Horsepower. Number. Horsepower, Total: 1912 ... 1,116 463 165 111,035 55,828 12,181 100.0 100.0 100.0 100.0 100.0 100.0 1907 1902 Commercial: 1912 833 385 147 283 78 18 570. 4 141.0 180.6 88,034 49.746 11,224 22,401 6,082 957 811.5 9S.9 358.3 74.6 83.2 89.1 25.4 16.8 10.9 79.8 89.1 92.1 20.2 10.9 7.9 1907 1902 Municipal; 1912 1907 1902 PEE CENT OF INCEEASE. Total: 1902-1912 1907-1912 1902-1907 Commci'cial: 1902-1912 466. 7 116. 4 161.9 1,472.2 262.8 333.3 089.7 78.2 343.2 2,240.8 268.3 535.6 1907-1912 1902-1W7 Municipal: 1902-1912 1907-1912 1902-1907 Although there are a number of large internal-com- bustion engines in use, the average horsepower per machine is much smaller than that of either steam or water. The horsepower reported for gas and oil engines m 1912 was 111,035, compared with 12,181 m 1902. Of the total horsepower reported in 1912, 88,634 horse- power, or 79.8 per cent, was reported by commercial stations, while municipal stations reported 22,401, or 20.2 per cent. Of the total primary power of all kinds for municipal stations (559,328 horsepower), that for gas and oil engines formed but 4 per cent, and yet of the total primary power of these internal-combustion engines for all central stations the proportion reported by the municipal stations was much greater than that for either steam or water. The utilization of internal-combustion engines in central stations is of comparatively recent origin. In 1902 there were 165 of these engines, and they formed only 2.1 per cent of the total of prime movers in central stations, while their horsepower formed seven-tenths of 1 per cent of the total power. Notwithstanding an in- crease in the number of these machines to 1,116, or 9.4 per cent of aU prime movers, their horsepower was equal to only 1.5 per cent of the total for all classes of primary power in 1912. Diagram 8. — Central Electric Stations— Gas and Oil En- gines, Horsepower, by States: 1912, 1907, and 1902. THOUSANDS' CHAPTER lY. GENEKATING EQUIPMENT AND OUTPUT OF STATIONS. Dynamos. — ^Except for the dynamos in the isolated electric plants and the comparatively unimportant equipment of this character in the telegraph and tele- phone offices, the totals for the central stations and electric railways practically represent all the dynamos installed for commercial and municipal uses in the respective census years. The totals for 1912 include the statistics of two stations located ia New Brunswick, but reported with those for the state of Maine. Most of the current generated at these two stations was disposed of in Maine, and since for that reason they were included with the stations in that state in 1907, the same action was deemed advisable in 1912. The total dynamo capacity of these two stations was 2,930 kilowatts, and forms 3.3 per cent of the total dynamo capacity reported for the state. The generating equipment of the stations was di- vided iato three classes of dynamos, namely, dhect- current constant voltage, direct-current constant am- perage, and alternating and polyphase current. In the early days of the industry the direct-current con- stant-voltage dynamos were used almost exclusively for incandescent hghting and power, while constant- amperage dynamos furnished current for arc lighting circuits, but although the direct-current dynamos are stiU in use, they are giving way to the alternating- and polyphase-current machines. Alternating-current dy- namos have steadily grown in favor because electricity generated by them can be transmitted long distances and the use of transformers renders the current avail- able for all kinds of hghting and power. Statistics of the dynamo equipment of central elec- tric stations and electric railways, showiag the num- ber and kilowatt capacity of the three types of dyna- mos, are presented in Table 22, for 1912, 1907, and 1902. CEXTRAL ELECTRIC STATIONS AND ELECTRIC RAILWAYS— NUMBER, KIND, AND KILOWATT CAPACITY OF DYNAMOS: 1912, 1907, AND 1902. Table 22 Total. KDTD OF DTNAMOS. Direct current, constant voltage. Direct current, constant amperage. Alternating and poly- phase current. Number. Kilowatt capacity. Number. Kilowatt capacity. Number. Kilowatt capacity. Number. Kilowatt capacity. Total: 1912 15,393 15, 297 15,786 7,642,755 4,432,641 2,110,697 4,967 6,872 6,684 1,161,213 1,347,962 1,065,411 820 1,686 3,539 82,162 80,992 146, 866 9,606 7,740 5,663 6,399,390 3,003,687 909,320 1907 1902 Central stations: 1912 . 12,597 12, 173 12,484 2,796 3,124 3,302 5,134,689 2, 709, 226 1,212,236 2,508,066 1,723,416 898,362 3,401 3,680 3,823 1,566 2,192 2,861 429,662 406,460 330,065 731,551 941,602 725,346 746 1,685 3,639 76 (') 43, 828 80,992 145, 886 38, 324 8,451 6,808 5,122 1,166 932 441 4,661,199 1907 1902 7361304 1 738 191 Electric railways: 1912 1907 781,914 173 016 1902 . PER CENT or I NCEEASE.2 Total: 1902-1912 -2.5 -3.1 262.1 72.4 110.0 -25.7 -15.4 -12.1 10.0 -13.9 27.7 -76.8 -51.3 -52.4 -43.7 1.4 -44.6 72.7 24.1 39.1 603.8 1907 1912 113 1 1902-1907 230.3 Central stations: 1902 1912 0.9 3.6 -2.6 -15.3 -10.6 -6.4 323.6 89.5 123.5 179.2 45.5 91.8 -11.0 -7.6 -3.7 -45.3 -28.6 -23.4 30.2 6.7 23.1 0.9 -22.3 29.8 -78.9 -56.8 -62.4 -70.0 -46.9 -44.5 65.0 24.1 32.9 161.9 23.9 111.3 533.1 1907-1912 109 8 1902-1907 201.7 Electric railways: 1902-1912 904.6 1907 1912" 122 3 1902-1907 351.9 1 Not reported separately. 2 A minus sign (— ) denotes decrease. 3 Less than one-tenth of 1 per cent. The number of dynamos in central electric and electric railway stations combined was 15,393 in 1912, compared with 15,786 in 1902, a decrease of 393, or 2.5 per cent, for the decade. In contrast with the decrease in the number of dynamos, the total capacity of these machines increased from 2,110,597 kilowatts in 1902 to 7,642,755 m 1912, a gain of 5,532,158 kilowatts, or 262.1 per cent, during the decade. Of this increase, 3-,922,454 Idlowatts, or 70.9 per cent, was contributed by central stations. Of (43) 44 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. the total kilowatt capacity for the two branches of the industry combined, the alternating-current ma- chines reported 83.7 per cent in 1912 and 43.1 per cent ia 1902, and the direct-current dynamos (the two types combined) 16.3 per cent and 56.9 per cent, respectively. Diagram 9.- — Central Electric Stations and Electric Bail ■WAYS — Kilowatt Capacity of Dynamos: 1912. CENTRAL GTATtONS MILLIONS ELECTRIC RAILWAYS W/M/mm/M///^^^^ I ALTERNATINO AND POLYPHASE CUORENT I DinECT CURRENT. CONSTANT VOLTAOE I DIRECT CURRENT, CONSTANT AMPERAOC Although there was an increase in the capacity of the direct-current constant-voltage dynamos in both central stations and electric railway plants during the decade, a better index of later conditions pertaining to the use of this djoiamo is furnished by a comparison of the totals for 1907 and 1912. The central stations re- ported an increase of 23,202 kilowatts, or 5.7 per cent, between 1907 and 1912, but for the electric railways there was a decrease of 209,951 kilowatts, or 22.3 per cent. The proportion which the kilowatt capacity of the constant-voltage dynamos formed of the capacity of all types for central stations and electric railway plants combined was 15.2 per cent in 1912, com- pared with 30.4 per cent in 1907 and 50 per cent in 1902. The corresponding percentages for central stations were 8.4, 15, and 27.2, and for plants oper- ated by electric railways, 29.2, 54.6, and 80.7, respec- tively. In 1902 and 1907 the schedule used for electric railways did not distinguish between the direct- current constant-voltage dynamo and the direct- current constant-amperage, reporting both classes as direct-current machines. In making a comparison, thereforcj of the total capacity of these dynamos both classes should be combined. Such a comparison for 1902 and 1912 shows an increase of 42,088 kilo- watts, or 3.5 per cent, during the decade. The alternating-current dynamos showed the largest actual and percentage gaia between 1902 and 1912 and also between 1907 and 1912. The total capacity of the machines of this type increased 5,490,070 kilo- watts, or 603.8 per cent, from 1902 to 1912. Of this increase, 3,924,895 kilowatts, or 71.5 per cent, was contributed by the central stations. Between 1907 and 1912 the total increase was 3,395,703 kilowatts, or 113.1 per cent, of which 2,439,426 kilowatts, or 71.8 per cent, was contributed Iby the central electric stations. The increasing use of alternating-current dynamos is demonstrated by the proportions of the total kilowatt capacity for these machines in the several census years. For all stations combined these proportions were 83.7 per cent in 1912, 67.8 per cent in 1907, and 43.1 per cent in 1902. For the central stations the corresponding percentages were 90.8, 82, and 60.7, while for the electric railways they were 69.3, 45.4, and 19.3, respectively. There were 12,597 dynamos of all kinds reported for the 5,221 central stations covered by the census of 1912. This would make an average of more than two machines for each station. Table 23 gives for commercial and municipal central electric stations the numbers which reported the sev- eral classes of dynamos for 1912, 1907, and 1902. Table 23 KIND or DYNAMO. COMMERCIAL AND MUNICIPAL CEN- TRAL ELECTRIC STATIONS— NDMBEE OF STATIONS, BT KIND OF DYNAMO: 1912, 1907, AND 1902. Census. Total. Commer- cial. Munici- pal. 1912 1907 1902 1912 1907 1902 1912 1907 1902 1,500 1,588 1,447 219 542 1,160 3,729 3,446 2,634 1,165 1,273 1,195 148 342 864 2,662 2,524 2,069 335 316 262 71 Alternating and polyphase current 200 296 1,167 922 565 The total number of stations shown in this table is in excess of the actual number of stations reported, since a single station having two or more different kinds of dynamos is reported under each class. From 1902 to 1912 there was an increase of 53, or 3.7 per cent, in the number of stations reporting direct-current constant-voltage dynamos, but a de- crease of 88, or 5.5 per cent, between 1907 and 1912. For the commercial stations, the number reporting the direct-current constant- voltage dynamos deci eased shghtly during the decade. The municipal stations showed an increase in the number reporting this class of dynamos at each succeeding census. The ehmination of direct-current constant-amper- age dynamos as generators of electricity is emphasized by the rapid and continuous decrease in the number of stations so equipped. The total number of stations using this type of dynamo decreased 941, or 81.1 per cent, from 1902 to 1912. Commercial stations de- creased 716, or 82.9 per cent, and municipal stations 225, or 76 per cent, during the same period. On the other hand, the number of stations equipped with alternating dynamos increased by 1,095, or 41.6 per cent, during the decade. Of this increase, the commercial stations show 493, or 45 per cent, and muni- cipal stations 602, or 55 per cent. The percentage of increase for the commercial stations during the decade was 23.8 per cent, and for the municipal stations it was 106.5 per cent. The increase that has taken place in the average capacity of all classes of dynamos at each census since 1902 is clearly demonstrated in Table 24, which gives, for commercial and municipal central electric sta- tions, for the different kinds of dynamos, the average GENERATING EQUIPMENT AND OUTPUT OF STATIONS. Mlowatt capacity per station and per machine for 45 1912, 1907, and 1902. Vable 24 COMMERCIAL AND MtTNICIPAL CENTKAL ELECTRIC STATIONS— AVERAGE KILOWATT CAPACITY OF DYNAMOS, PER STATION AND PER MACHINE HND OF DYNAMO. Total. Commercial. Municipal. 1912 1907 1902 1912 1907 1902 1912 1907 167 87 1902 Total kilowatt capacity: Average capacity— Per station PermachlQe 983 408 575 223 335 97 1,302 484 722 256 392 103 236 134 139 62 Direct current, constant volt- age: Average capacity— Per station.. 286 126 200 59 1,250 552 256 110 149 48 645 326 228 86 126 41 280 144 342 141 209 60 1,693 667 298 120 181 50 816 384 262 92 136 40 323 166 94 55 182 57 278 166 85 52 96 44 177 113 70 Direct current, constant am- perage: Average capacity— Per station 95 Alternating and polyphase current: Average capacity — Pftr TTianliiTift 82 The total average capacity per station, for all classes of dynamos combined, iacreased 648 kilowatts. or 193.4 per cent, between 1902 and 1912. For the commercial stations the total average capacity per station iacreased 910 kilowatts duriag the decade, and the correspondiag increase for municipal stations was 97 kilowatts. The average kilowatt capacity per station for each of the three groups of dynamos shows a greater or less increase at each census. The average for the alter- nating and polyphase current dynamos shows the greatest increase per station, 970 kilowatts, from 1902 to 1912. From 1902 to 1912 the average capacity of all dy- namos increased 310 kilowatts. Of the three classes of dynamos, the average capacity per machine for the alternating and polyphase current dynamo, for aU stations, shows the greatest and the only pronounced increase duriag the decade — ^408 kilowatts, or 283.3 per cent. Table 25 presents, for commercial and municipal electric stations, the number and kilowatt capacity of the three classes of dynamos for 1912, 1907, and 1902. COMMERCIAL AND MUNICIPAL CENTRAL ELECTRIC STATIONS— NUMBER, KIND, AND KILOWATT CAPACITY OF DYNAMOS: 1912, 1907, AND 1902. Table 35 TOTAL. KIND OF DYNAMOS. CLASS OF STATIONS. Direct current, constant voltage. Direct current, constant amperage. Alternating and polyphase current. Number. Kilowatt capacity. Number. Kilowatt capacity. Number. Kilowatt capacity. Number. Kilowatt capacity. Total: 1912 12,697 12,173 12,484 5,134,689 2,709,225 1,212,235 3,401 3,680 3,823 429,682 406, 460 330,065 745 1,685 3,539 43,828 80, 992 146,866 8,451 6,808 5,122 4,661,199 2,221,773 736,304 1907 1902 Commercial: 1912 9,837 9,778 10,662 2,760 2,395 1,822 4,766,012 2,600,209 1,098,865 368,677 209,016 113, 380 2,831 3,169 3,405 580 611 418 398,046 379, 706 312,509 31,616 26,754 17,556 518 1,246 2,957 227 439 682 30,880 61,763 117,695 12,948 19,239 28,171 6,498 6,363 4,300 1,953 1,445 822 4,337,086 2,058,750 668,651 324,113 163,023 67,653 1907 1902 Municipal: 1912 1907 1902 PER CENT OF INCREASE.l Total: 1902-1912 0.9 3.5 -2.5 323.6 89.5 123.5 -11.0 -7.6 -3.7 30.2 6.7 23.1 -78.9 -55.8 -52.4 -70.0 -45.9 -44.6 65.0 24.1 32.9 533.1 109.8 201.7 1907-1912 1902-1907 Commercial: 1902-1912 -7.7 0.6 -8.3 51.5 16.2 31.4 333.7 90.6 127.5 225.2 76.4 84.3 -17.2 -11.0 -6.9 38.8 13.5 22.2 27.4 4.8 21.5 80.1 18.2 62.4 -82.5 -58.4 -57.9 -61.0 -48.3 -24.6 -73.8 -50.0 -47.6 -54.0 -32.7 -31.7 61.1 21.2 24.7 137.6 35.2 75.8 1907 1912 . 110.7 207 9 1902-1907 Municipal: 1902-1912 379.1 1907 1912 1*302-1907 . . - 141 1 A minus sign (— ) denotes decrease. The total kilowatt capacity of the dynamos installed in central electric stations increased 3,922,454 kilo- watts, or 323.6 per cent, from 1902 to 1912. Of this increase, 3,667,157, or 93.5 per cent, was contributed by the commercial stations. The total capacity of the direct-current constant- voltage dynamos increased 99,597 kilowatts, or 30.2 per cent, in the 10 years, of which increase the commer- cial stations contributed 85.8 per cent. On the other hand, the capacity of the direct- current, constant-amperage dynamos decreased 102,- 038 kilowatts, or 70 per cent, during the same period. Of this decrease, 86,815 kilowatts, or 85.1 per cent, is shown for the commercial stations. The tendency to eliminate this latter type of dynamo is demonstrated by the fact that the total kilowatt capacity of con- stant-amperage dynamos in commercial and municipal stations combined constituted only nine-tenths of 1 46 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. per cent of the total reported for all types of dynamos in 1912, compared with 3 per cent in 1907 and 12 per cent in 1902. The total capacity of the alternatiQg-current dyna- mos in all central electric stations increased 3,924,895 kilowatts, or over 500 per cent, from 1902 to 1912. In 1902 the total kilowatt capacity of alternating dynamos located in commercial and municipal stations combined represented 60.7 per cent of the total capacity for all classes of dynamos; in 1907 this proportion was 82 per cent; and in 1912, 90.8 per cent. The kilowatt capacity of the alternating-current dynamos reported by commercial stations formed 60.8 per cent of the kilowatt capacity for all kinds of dynamos in 1902, 82.3 per cent in 1907, and 91 per cent in 1912, while for municipal stations the colresp ending proportions were 59.7 per cent, 78 per cent, and 87.9 per cent. Next to the output of the stations, the capacity of the generating equipment and the increase from census to census furnish a measure of the growth of the electrical industries. In Table 26 this growth is shown, as indicated by dynamo capacity of all central electric stations, by geographic divisions and states, for 1912, 1907, and 1902. CENTRAL ELECTBIO STATIONS- -TOTAL KILOWATT CAPACITY OF DYNAMOS, BY GEOGRAPHIC DIVISIONS AND STATES: 1912, 1907, AND 1902. ♦ Table 26 DIVISION AND STATE. United States. . , 6, 134, Geogkaphic divisions: New England Middle Atlantic East North Central. . West North Central. South Atlantic East South Central. . West South Central . . Mountain Pacific New England: Maine New Hampshire. Vermont Massachusetts... Rhode Island Connecticut Middle Atlantic: New York New Jersey Pennsylvania.. East North Central: Ohio Indiana Illinois Michigan Wisconsin West North Central: Minnesota Iowa Missouri North Dakota South Dakota Nebraska Kansas South Atlantic: Delaware, District oJ Columbia, and Maryland. Virginia West Virginia '. '.','.'.'.'.','. North Carolina V.'.'.'.V.'.'. S outh Carolina ".*.'.""."..'" Georgia Florida East South Central: Kentucky Tennessee Alabama Mississippi West South Central: Arkansas Louisiana Oklahoma Texas Mountain: Montana Idaho Wyoming Colorado New Mexico. Arizona Utah Nevada Pacitic: Washington. Oreson California total kilowatt capacity of DTNAMOS. 1912 514,889 378, 811 176, 628 404, 172 412,779 150,042 158,369 261,119 677,980 58,757 57,768 29, 468 252,732 35,609 77,655 772,030 179,477 427,304 244, 182 135,801 449,917 247,789 98,839 93,503 63, 237 122, 786 10, 824 20,032 34,686 69,206 87, 137 40,612 29, 772 43, 099 132,408 66, 232 23,619 54,062 49,640 24, 477 21,863 16,335 19, 169 38,301 &i, 664 74,398 36,656 8,212 71,668 7,981 14, 756 37,935 10, 513 57,283 32,416 588,281 1907 2,709,226 1902 1,212,236 289,388 765, 140 659,760 246,262 195,309 77,059 88,910 151,032 337,375 39,290 31, 917 21,864 135,924 21,040 39,363 482,031 70,666 212,643 126,633 81,676 209,226 101,714 40,711 78,516 32,056 68,467 5,819 10,046 20,041 30,307 62,956 9,195 14,726 13,911 51, 271 35, 446 7,804 29, 140 20,911 17, 124 9,678 16,175 15, 499 48,658 39,602 7,082 3,208 53, 130 3,789 4,939 33,592 6,690 66, 308 32,587 238, 480 162,789 354,760 276,569 99,945 62,301 39,327 42, 932 65, 952 108, 660 15,291 17,777 11,442 90,624 12, 139 15,516 187,262 46, 120 121,388 69,811 38, 144 100,320 44, 176 23, 118 20,999 24,886 32, 100 2,042 2,910 8,412 8,696 21,639 3,827 6,985 4,141 13,390 7,620 4,699 15,012 14,736 4,473 6,106 6,024 7,781 3,019 26, 108 2?, 055 2,774 1,831 21,808 986 1,811 13,923 764 13,679 11,166 83,816 Actual increase: 1902-1912 3,922,464 352, 100 1,024,051 900,969 304,227 360, 478 110, 715 115,437 195, 167 569,320 43, 466 39, 991 18,026 162, 108 26,370 62, 139 584,778 133,357 305,916 174,371 97,657 349, 697 203,613 76,721 72,503 28,361 90,686 8,782 17, 122 26, 174 60, 609 66, 498 36,686 22,787 38,968 119, 018 48,612 18,920 39,060 34,904 20,004 16,757 10,311 11,388 35,282 58, 466 52, 343 32,882 6,381 49, 860 6,996 1?,945 24,012 9,749 43,604 21,251 604,465 Per cent of in- crease: 1902-1912 216.3 288.7 326.9 304.4 662.6 281.5 268.9 295.9 523.9 284.3 225.0 167.5 178.9 217.2 400.5 312.3 289.2 262.0 249.8 256.0 348.5 460.9 327.5 346.3 113.9 282.5 430.1 588.3 311.2 706.1 302.7 5.9 326.2 4.1 888.9 638.0 402.6 260.1 236.9 447.2 328.2 171.2 14.6. 4 1168.7 223.9 237.3 1186.4 348.6 228.6 709.4 714.8 172.5 1276. 318.8 190.3 601.9 PER CENT DISTRIBUTIOir. 1912 100.0 1907 100.0 10.0 26.9 22.9 7.9 8.0 2.9 3.1 5.1 13.2 11.4 11.2 6.7 49.1 7.5 16.1 56.0 13.0 31.0 20.8 11.5 38.2 21.1 8.4 23.1 13.2 30.4 2.7 5.0 8.6 17.1 21.1 9.8 7.2 10.4 32.1 13.6 5.7 36.0 33.1 16.3 14.6 10.3 12.1 24.2 63.4 28.5 13.7 3.1 27.4 3.1 5.7 14.6 4.0 8.4 4.8 10.7 28.2 20.7 9.1 7.2 2.8 3.3 5.6 12.5 13.6 11.0 7.6 47.0 7.3 13.6 63.0 9.2 27.8 22.6 14.6 37.4 18.2 7.3 32.0 13.1 27.9 2.4 4.1 8.2 12.4 32.2 4.7 7.5 7.1 26.3 18.1 4.0 37.8 27.1 22.2 12.8 10.9 17.1 17.4 54.6 26.2 4.7 2.1 35.2 2.5 3.3 22.2 3.8 19.7 9.7 70.7 1902 100.0 13.4 29.3 22.7 a2 5.1 3.2 3.5 6.5 9.0 9.4 10.9 7.0 55.7 7.5 9.5 52. S 13.0 34.2 25.3 13. S 36.4 16.0 8.4 21.0 24.9 32.1 2.0 2.9 8.4 8.6 34.8 6.1 11.2 6.6 21.5 12.2 7.5 38.2 37.5 11.4 13.0 14.0 18.1 7.0 60.8 33.4 4.2 2.8 33.1 1.5 2.7 21.1 1.2 12.6 10.3 77.1 GENERATING EQUIPMENT AND OUTPUT OF STATIONS. 47 Table 26 furnishes a comprehensive idea of the growth of the central electric station industry in the different geographic divisions and states. Of the total kilowatt capacity reported for the United States in 1912, four of the geographic divisions combined, namely, the Middle Atlantic, East North Central, Pa- cific, and New England, ranking in the order named, contributed 73 per cent. The South Atlantic division, which reported but 8 per cent of the total kUowatt capacity in 1912, showed the greatest per cent of increase during the decade, and New England the smallest per cent. Diagram 10. — Central Electric Stations — Kilowatt Ca- pacity OF Dynamos, by States: 1912, 1907, and 1902. °ma^L^ ALTERNATING AND POLYPHASE CURRENT KILOWATT CAPACITY 11 Considering the relative importance of the different geographic divisions as measured by their proportions of the total, they were practically the same at aU three censuses. The only change in their relative positions took place between the South Atlantic and West North Central divisions. The former, occupying fifth place in 1902, dropped to sixth in 1907, but re- gained fifth place in 1912, while the West North Cen- tral, which was sixth in importance in 1902, in 1907 advanced to fifth place, but in 1912 dropped back again to the sixth position. Among the states. New York and California com- bined reported an actual increase in capacity of 1,089,243 kilowatts, or 27.8 per cent of the total in- crease for the United States, between 1902 and 1912. In addition to these two states, seven states, namely, Illinois, Pennsylvania, Michigan, Ohio, Massachusetts, New Jersey, and South Carolina, each reported an in- crease during the decade of 100,000 or more kilowatts in the dynamo capacity of their central stations. The combined increase for these nihe states was 2,537,223 kilowatts, or 64.7 per cent of the total increase for the United States. It appears from these figures that during the decade the remaining 39 states, together with the District of Columbia, reported a total actual increase in dynamo capacity of 1,385,231 kilowatts, or 35.3 per cent of the increase for all states combined. Exceptionally large actual increases in dynamo ca- pacity are shown during the decade for several of the states, among which may be mentioned New York, with 584,778 kilowatts; California, 504,465 kilowatts; lUinois, 349,597 kilowatts; and Pennsylvania, 305,916 kilowatts. Of these four states, the largest rate of increase is shown for California, 601.9 per cent. There are a number of states, however, for which larger percentages of increase are shown, but the sta- tions were generally small or the industry but shghtly developed in 1902, and, with the exception of South CaroHna, none of them had a capacity of 100,000 kilowatts or more in 1912. The largest percentage of increase from 1902 to 1912 (1,276) was for Nevada, for which state the capacity iacreased from 764 kilowatts to 10,513 kilowatts. As a further illustration of the growth in the dy- namo capacity of the central stations, Table 27 gives for these stations their number, arranged in groups according to the total kilowatt capacity of the dynamos, by geographic divisions, for 1912 and 1907. Of the total kilowatt capacity of dynamos in cen- tral electric stations in 1912, the Middle Atlantic division reported 26.9 per cent, the East North Central 22.9 per cent, the Pacific 13.2 per cent, and New Eng- land 10 per cent of the total for the United States. These four geographic divisions combined reported 73 per cent of the total for the United States in 1912 and 72.1 per cent in 1907. These four divisions also reported 78.7 per cent of the dynamo capacity for stations having a capacity of 5,000 kilowatts and 48 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. over, compared with 78.4 per cent in 1907. This table emphasizes the growth of stations having a dynamo capacity of over 5,000 kilowatts. The total capacity of dynamos of this class increased 2,177,429, or 152 per cent, dm-ing the five-year period 1907-1912, this gain forming 89.8 per cent of the total increase for the dynamos of all groups combined. The total kilowatt capacity for this class formed 70.3 per cent of the entire dynamo equipment in central electric sta- tions in 1912, compared with 52.9 per cent in 1907. Six of the nine geographic divisions show a de- creased capacity for the smallest class of dynamos, and there was a decrease of 12,030 kilowatts, or 4.6 per cent, during the five-year period ia their total for the United States. The tendency toward the use of dynamos of larger capacity is evidenced by the fact that the percentages of increase are greater for these classes than for the smaller ones. CENTBAL ELECTRIC STATIONS— NUMBEK, BY DYNAMO CAPACITY AND BY GEOGBAPHIC DIVISIONS: 1912 AND 1907. Table 27 DinaioN.i Cen- sus. United States 1912 1907 Per cent of increase 2 New England Per cent of increase 2. Middle Atlantic Per cent of increase 2. East North Central Per cent of increase 2. West North Central Per cent of increase . . . South Atlantic Per cent of increase . . . East South Central Per cent of increase 2 . . West South Central Per cent of increase . . . Mountain Per cent of increase ' . . Pacific Per cent of increase 2 . . 1912 1907 Num- ber of star tions. 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 5,221 4,714 10.8 1912 1907 365 0.8 705 -5.1 1,260 1,295 -2.7 1,077 800 34.6 512 390 31.3 330 284 16.2 507 395 28.4 250 219 14.2 248 261 -5.0 Kilowatt capacity. 5,134,689 2,709,225 89.5 514,889 289,388 77.9 1,378,811 765, 140 80.2 1,176,528 659,760 110.2 404, 172 245,252 64.8 412,779 195,309 111.3 150,042 77,059 94.7 158,369 88,910 78.1 261,119 151,032 72.9 677,980 337,375 101.0 STATIONS GKOUPED ACCOEDING TO DYNAMO CAPACITY. Under 200 kilowatts. Num- ber of sta- tions. Kilowatt capacity. 2,902 3,038 -4.5 102 147 -30.6 249 334 -25.4 723 906 -20.2 760 621 22.4 278 260 11.2 216 219 -1:4 362 311 16.4 107 119 -10.1 105 131 -19.8 200 and under 500 kilowatts. Num- ber of sta- tions. 250,571 262,601 -4.6 9,609 13, 760 -30.2 23,823 31,928 -25.4 64, 843 79,935 -18.9 60,340 61,656 17.0 24, 825 22, 180 11.9 18,622 19,394 -4.5 30,697 23,626 29.9 9,791 9,976 -1.8 8,121 10,248 -20.8 948 821 15.6 64 74 -13.6 144 150 -4.0 241 229 5.2 166 117 41.9 107 90 18.9 69 46 60.0 87 52 67.3 44 32 37.5 26 31 -16.1 Kilo- watt ca- pacity. 500 and under 1,000 kilowatts. Num- ber of star tions. 278,605 246,015 13.2 20,300 24,544 -17.3 43,851 46,459 -5.6 70,782 66,357 6.7 47, 739 34,327 39.1 31,313 26,663 17.4 19, 499 13,285 46.8 23,769 15, 187 66.6 13,674 9,931 37.7 7,678 9,262 -18.2 337 269 25.3 39 41 -4.9 66 72 -8.3 76 70 8.6 64 25 116.0 28 11 154.6 16 7 114.3 24 13 84.6 24 20 20.0 11 10 10.0 Kilo- watt car pacity. 1,000 and under 2,000 kilowatts. Num- ber of sta- tions. 228,885 182,664 25.3 27,255 27,867 -2.2 46,037 50,424 -8.7 50,290 47,633 5.6 36,761 16,714 133.9 18,953 7,655 147.6 10,900 4,961 119.7 15, 175 8,865 71.2 14,996 13,302 12.7 8,618 6,243 36.4 214 169 26.6 35 2.9 43 41 4.9 54 34 16 13 23.1 17 10 70.0 3 166.7 11 8 37.5 18 9 100.0 11 16 -31.2 Kilo- watt car pacity. 301,495 228,313 32.1 60,260 60, 416 -0.3 61,815 52,674 17.6 75,376 41, 158 83.1 23,532 17, 798 32.2 22,394 13, 758 62.8 11,384 4,796 137.4 16,007 12, 125 32.0 25,666 12, 807 99.6 15,171 22,883 -33.7 2,000 and under 5,000 kilowatts. Num- ber of star tions. 162 116 32.2 26 22 18.2 36 28 28.6 30 22 36.4 12 5 140.0 13 8 62.5 6 6 6 50.0 10 -20.0 12 8 50.7 Kilo- watt ca- pacity. 6,000 kilowatts and over. Num. ber of star tions 464,993 366, 821 30.3 79,047 66,726 18.5 108,018 82,889 30.3 96,947 66,334 46.1 36,616 15, 420 136.8 35, 747 21,634 65.2 17,712 23,524 -24.7 30,172 18,608 62.1 21,200 31,067 -31.8 39,636 30,620 29.4 161 76 114.7 24 9 166.7 32 18 77.8 30 13 130.8 12 7 71.4 15 7 114.3 1 700.0 5 2 150.0 15 6 160.0 20 12 66.7 Kilowatt capacity. 3,610,240 507 1,432,811 227 152.0 123.3 Sta- tions hav- ing no gener- ating equip- ment (num- ber). 328,418 106,077 209.6 1,095,267 500,866 118.7 818,290 258,343 216.7 199,285 110,437 80.5 279,547 103,419 170.3 72,025 11,100 648.9 42,549 10,500 305.2 175,902 73,950 137.9 598,957 258,119 132.0 77 37 108.1 62 59.7 106 21 404.8 57 12 375.0 54 14 285.7 2 300.0 3 200.0 34 23 47.8 63 53 18.9 1 See page 25 for states composing the several geographic divisions. 2 A minus sign (— ) denotes decrease. Number of stations witJiout generators. — The economy and dependability of the generation of electrical energy by large stations and the continued extension of transmission lines enable them to supply electric current to the smaller stations at a price which has made it desirable for many stations to discontinue the use of their generattag equipment and to purchase cur- rent. In addition to this matter of economy of opera- tion, no doubt another reason for the abandonment of the generating equipment of a number of plants was the concentration of stations under a single ownership. In Table 28 are given the numbers of commercial and municipal stations that reported no generating equipment, by geographic divisions, for 1912. In 1912 ahnost one-tenth (9.7 per cent) of the 5,221 central electric stations were without generating equip- ment. In 1907, of the 4,714 stations, 227, or 4.8 per cent, were without generators, and in 1902, of the 3,620 stations, there were 78, or 2.2 per cent, without such eqmpment. In 1912 the proportion of stations without generators was greater for the commercial than for the municipal stations, 10.8 per cent and 7.2 per cent, respectively. A summary of these figures is significant of the growth of the number of central electric stations reporting no generators. The propor- tion of stations which purchased all of the current used formed 2.2 per cent of the total number of sta- tions in 1902, 4.8 per cent in 1907, and 9.7 per cent in 1912. Of the several geographic divisions, tlie Pacific, which reported 4.8 per cent of the total number of stations, and the New England, which reported 7 per cent, show the largest proportions of stations without generating equipment, 25.4 and 20.9 per cent, respec- tively, of the totals for those divisions, while the East South Central and West South Central, which reported GENERATING EQUIPMENT AND OUTPUT OF STATIONS. 49 6.3 and 9.7 per cent of all stations, had the smallest proportions without generators, 2.4 and 1.8 per cent of their respective totals. Table 28 TOTAL NTJMBER OF COMMERCIAL AND MUNICIPAL CENTRAL ELECTRIC STATIONS AND NUMBER HAVING NO GENEE- AHNQ EQUIPMENT, BY GEOGRAPHIC DIVISIONS: 1912. Total. Number of stations. DIVISION.' All stations. No generat- ing equip- ment. Commercial. Municipal. Num- ter. Per cent of total. Num- ber. rer cent of total. Total. No gener- ating equip- ment. Total. No gener- ating equip- ment. United States 5,221 100.0 507 100.0 3,659 394 1,562 113 ■Ka^ ■RnplfmH , , . . . 368 669 1,260 1,077 512 330 607 250 248 7.0 12.8 24.1 20.6 9.8 6.3 9.7 4.8 4.8 77 99 106 57 54 8 9 34 63 15.2 19.5 20.7 11.4 10.7 1.6 1.8 6.7 12.4 311 567 786 678 308 202 385 211 211 61 92 81 38 % 7 28 50 57 102 474 399 204 128 122 39 37 16 Middle Atlantic East North Central West North Central Poiith AtlaTitir 7 24 20 23 East South Central West South Central 2 2 6 Pacific 13 1 See page 25 for states composing the several geographic divisions. Output of stations in Icilowatt hours. — -It is impracti- cable to show relative figures for the capacity of dyna- mos as associated with the output of stations, since there is no- way to determine from the census returns the number of hours the dynamos were operated or the varying conditions, from peak load to but a frac- tion therebf. Neither is it possible to determine the average price per kilowatt hour from the income shown for electric service. The kilowatt-hour output represents the current as recorded at the switchboard, which is considerably in excess of the amount dehvered for consumption; and in addition the recorded output includes an indeterminable amount of current taken by the stations for their own uses, for which no income is received. Again, there is a duphcation of income for current which is bought and resold. Current is frequently taken for distribution and sale by the sub- sidiary stations of the company producing it at prices per kilowatt hour which are often matters of book- keeping, but which, in a sense, constitute a duphcation of income for the same current. It is doubtless true, however, that the equipment of all generating stations is in accordance with the demands made upon them for electrical energy; and probably no data, therefore, furnish a better idea of the growth of the industry than the figures showing the kilowatt-hour output of all stations from 1 902 to 1912. Table 29 gives for central electric stations and elec- tric railways the Idlowatt-hour output of generating stations for 1912, 1907, and 1902. The total current generated during 1912 amounted to approximately seventeen and one-half biUion kilo- watt hours, an increase of 268.8 per cent for the decade and 65.6 per cent between 1907 and 1912, in contrast 58795°— 15 4 with an iacrease of 122.7 per cent between 1902 and 1907. Table 29 CENTRAL ELECTRIC STATIONS AND ELECTRIC RAILWAYS— OUTPUT OF GENERATING STA- TIONS. 1912 1907 1902 KILOWATT HOURS. Total . .. 17,685,662,014 10,621,406,837 4,768,535,512 11,632,963,006 6,862,276,737 2,507,051,115 Commercial 10,995,436,276 637,526,730 6,052,699,008 5,672,813,949 289,462,788 4,759,130,100 2,311,146,676 195,904,439 2,261,484,397 PER CENT OF TOTAL. Central stations 66.6 55.2 52.6 62.5 3.1 34.4 52.6 2.7 44.8 48.5 Mnninipfll . 4.1 Electric railways - 47.4 PEE CENT OF INCREASE. 1902-1912 1907-1912 1902-1907 Total .' 268.8 66.6 122.7 360.0 96.7 133.8 375.8 174.4 167.6 97.3 85.7 27.2 141.1 Mnnip.ipftl 47.8 110.4 Diagram 11. — Central Electric Stations and Electric Railways — ^Kilowatt-Hour Output: 1912, 1907, and 1902. 1912 I7,586,6G2,0I4 1907 10,621,406,837 50 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. In 1902 central electric stations generated 52.6 per cent of the current, while electric railways produced 47.4. The corresponding figures for 1907 were 55.2 per cent and 44.8 per cent, and in 1912 central stations reported 65.6 per cent of the total, while the propor- tion for electric railways had dropped to 34.4 per cent. Of the entire output of central stations, the proportion for the municipal stations has decreased at each suc- ceeding census, forming 7.8 per cent of the total in 1902, 4.9 per cent in 1907, and 4.7 per cent in 1912. The per cent of increase in the output of the central electric stations during the decade 1902-1912 <360) was more than double that shown for the electric rail- ways (167.6). Table 30 shows the output of the central electric stations in kilowatt hours, by geographic divisions and states, for 1912, 1907, and 1902, together with the actual and the percentage of increase for the decade. CENTRAL ELECTBIC STATIONS— OUTPUT OF GENEBATING STATIONS, BY GEOGBAPHIC DIVISIONS AND STATES: 1912, 1907, AND 1902. Table 30 DIVISION AND STATE. OUTPUT OF STATIONS (KILOWATT HOUES). 1907 1902 Actual increase: 1902-1912 Per cent increase; 1902-1912 United States. Geographic divisions: New England Middle Atlantic East North Central.. West North Central. South Atlantic East South Central-. West South Central. Mountain Pacific New England: Maine New Hampshire - Vermont Massachusetts Rhode Island Connecticut Middle Atlantic: New York New Jersey Pennsylvania.. East Nokth Centk'al: Ohio Indiana , Illinois Michigan.. Wisconsan West Noeth Central: Miimesota Iowa Missouri North Dat:ota South Dakota Nebraska Kansas South Atlantic: Delaware.-, Maryland!'- District of Columbia- Virginia West Virginia North Carolina South Carolina Georgia Florida- East South Central: Kentucky Tennessee Alabama Mississippi West South Central: Arkansas Lonisianas Oklahoma Texas Mountain: Montana Idaho Wyoming-.. Colorado New Mexico - Arizona Utah Nevada Pacific: Washington 2, Oregons California 11,532,963,006 879,272,535 ,548,605,305 ,527,964,097 712,595,442 679,866,425 227,664,808 233,947,656 845,393,882 877,662,856 117,092,565 126,693,970 66,552,977 386,254,294 62,108,628 130,672,201 2,175,048,634 383,891,504 989,665,167 399,101,309 236,944,000 1,150,900,306 525,615,508 215,402,974 186,045,055 67,166,647 232,828,763 12,298,553 24,703,754 56,299,682 133,252,988 3,412,319 23,629,117 40,953,449 28,724,684 42,344,796 70,552,737 356, 77], 757 87,571,815 25,895,751 75,593,179 75,544,893 48,602,553 27,924,183 17,786,660 18,328,080 48,824,097 149,008,819 379 115, 11 165 9: 32", 86, 44, 212,617 812,292 680,567 196,068 027,824 960,084 ,658 1,772 71,414,473 58,789,342 1,747,459,041 5,862,276,737 2,507,051,115 473,802,067 2,009,304,160 1,075,933,354 386,180,647 266,437,175 118,631,967 138,765,643 381,032,187 1,012,199,637 247,727,601 1,021,603,600 475,097,910 169,964,203 102,990,575 73,750,879 80, 164, 471 145,780,112 189,981,964 66,136,651 55,258,921 29,923,333 219, 425, 607 36,661,323 67,406,232 1,452,222,471 140,527,522 416,654,167 217,311,924 130,263,693 467,657,328 208,154,199 52,546,210 87,579,431 37,729,072 147,328,446 8,229,765 13,616,015 31,958,739 69, 740, 179 4,714,074 47,868,675 25,829,448 10,208,360 24,871,317 13,171,681 68,696,424 69,311,202 11,766,994 37,232,623 34,847,966 30,846,764 15,704,624 11,619,316 26,421,316 24,985,903 75,829,108 137,379,261 9,577,688 6,499,084 123,275,212 4,614,349 9,392,302 61,672,661 29, 621, 730 257,785,236 92,807,992 661,606,309 21,987,700 27,377,793 22,374,060 125,813,392 23,436,435 26,738,121 701,769,716 78,739,456 241,094,328 127,437,383 75,685,493 161,643,646 80,664,630 29,966,768 40,258,632 36,506,425 57,450,731 5,850,115 4,256,007 12,315,775 13,326,518 2,794,620 22,128,125 15,077,362 6,879,243 11,355,905 8,351,346 18,426,763 9,911,243 8,066,078 27,835,614 24,472,632 11,616,707 9,826,926 9,965,997 17,474,261 3,825,763 48,888,460 36,435,76fi 6,018,149 3,888,285 60, 177, 084 2,637,810 3,662,045 32,467,063 1,608,910 19,722,262 17,531,660 152,728,042 9,025,911,891 631,545,034 2,527,001,805 2,052,866,187 542,631,239 576,865,850 153,913,929 153,793,185 699,613,770 1,687,680,892 95,104,865 99,216,177 34,178,917 260,440,902 38,670,093 103,934,080 1,473,278,918 305,152,048 748,570,839 271,663,926 161,358,507 989,356,660 445,050,878 185,436,216 145,786,423 30,660,222 175,378,032 6, 448, 438 20,447,747 43,983,907 119,926,470 617, 799 1,500,992 25,876,097 21,845,441 30,988,891 62,201,391 338,344,994 77,660,672 17,829,673 47,757,565 51,072,261 36,985,846 18,098,257 7,820,663 853,819 44,998,334 100-,120,369 342,776,851 110,794,143 7,697,282 105,018,984 6,390,014 29,298,039 64,177,696 43,460,862 51,692,211 41,257,682 1,594,730,999 360. 254.9 247.4 432.1 319. a 560.1 208..7 191.9 479.9 888.3 432.5 362.4 152.8 207. 165.0 388.7 209.9 387.6 310.6. 213.2 213.5 612.4 652.4 618.8. 362.1 84.0 305.3 110.2 480.4 357.1 899.9 22.1 6.8. 171.6 317.6 272.9 744.8 1,836.2 783.6. 221.0 171.6. 208.7 318.4 184.2 78.5- 4.9 1,176.2 204.8 940. 8-' 130. 8. 198.2 174.6. 242.2 800.0' 166.9 198.0 262.1 235.3 l,04i.2 1 The decrease from 1907 to 1912 is due to the fact that one of the largest companies in Maryland, which generated the current used tn 1907, purchased from outside the. state most of that used in 1912, 2 The deCTease from 1907 to 1912 is due to the fact that companies which were included among the central stations in 1907 have since that date been taken over bv thn, railways and moluded with them m the report for the electric railway industry m 1912. tanui over ay ina GENERATING EQUIPMENT AND OUTPUT OF STATIONS. 51 Comparing the output of central stations for 1912 with that for 1902, there was an increase of 9,025,- 911,891 kilowatt hours, or 360 per cent, in the amount of electricity produced annually. The proportions of the total output reported for the different geographic divisions show considerable varia- tion at the several censuses. The percentages of the total output for five of the divisions were less in 1912 than in 1902, as foUows: The proportion for the New England division decreased from 9.9 per cent iu 1902 to 7.6 per cent in 1912; the Middle Atlantic, from 40.7 to 30.8; the West North Central, from 6.8 to 6.2; the East South Central, from 2.9 to 2; and the West South Central, from 3.2 to 2 per cent. On the other hand, the proportions for the remaining divisions increased during the decade — that for the East North Central, from 19 per cent in 1902 to 21.9 per cent in 1912; the South Atlantic, from 4.1 to 5.9; the Mountain, from 5.8 to 7.3 ; and the Pacific, from 7.6 to 16.3, the in- crease for this division being little short of phenomenal. Of the total actual increase, the Middle Atlantic division reported 2,527,001,805 kilowatt hours, or 28 per cent; the East North Central division 2,052,866,187 kilowatt hours, or 22.7 per cent; and the Pacific division 1,687,680,892 kilowatt hours, or 18.7 per cent; these three divisions combined reporting an actual increase during the decade of 6,267,548,884 kilowatt hom-s, or 69.4 per cent of the total. The smallest proportion of the actual increase from 1902 to 1912 is shown for the West South Central division, with 153,793,185 kilowatt hours, or 1.7 per cent of the total: Diagram 12. — Central Electric Stations — Kilowatt-Hour Output, by Geographic Divisions: 1912, 1907, and 1902. MIDDLE ATLANTIC EAST NORTH CENTRAL PACIFIC NEW ENGLAND MOUNTAIN WEST NORTH CENTRAL SOUTH ATLANTIC WEST SOUTH CENTRAL EAST SOUTH CENTRAL Exceptionally large proportions of increase in the output of stations during the decade 1902-1912 are shown for South Carolina, Oklahoma, California, Mon- tana, Kansas, Arizona, Georgia, and North Carolina, in the order named. The totals shown in the table for these states are eloquent as indicating the growth therein of the electrical industries. Diagram 13. — Central Electric Stations — Kilowatt-Hour Output, by States: 1912, 1907, and 1902. HUNDREDS OF MILUONS The presentation of state totals of output of the central electric stations would be the best indication of the growth in the central station industry were it not for the fact, previously referred to, that central electric stations at one census may at another census be combined and reported with electric railways to an extent which might impair the comparative value of such figures. A noticeable instance of this kind took place in Washington, for which state the output was 257,785,236 kilowatt hours in 1907 and only 71,414,473 in 1912. Precisely the same condi- 52 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. tions existed in Louisiana and Delaware, for which states there was a decrease in the output between 1907 and 1912. Another decrease from 1907 to 1912 is shown for Maryland. In this latter instance, how- ever, the decreased output was due to the fact that one of the largest stations in the state, which in 1907 generated the current consumed, in 1912 purchased it from a station located in Pennsylvania. Purchased current. — Not until the census of 1912 did the schedule used by the Census Office call for the amount of electric current purchased, and statistics of this character, therefore, are confined to that year. In a very few instances some of the current purchased was generated in Canada, the most notable case beiag that for a company in New York state which reported the purchase of a large amount of current generated in that country. Table 31 gives for central electric stations and elec- tric railways the number of kilowatt hours of pur- chased current, the amount paid for such cmrent, and the average cost per kilowatt hour, by geographic divisions, for 1912. CENTRAL ELECTEIC STATIONS AND ELECTBIO RAILWAYS— PUBCHASED CURRENT, KILOWATT HOURS, AND AMOUNT PAID FOR PURCHASED CURRENT, BY GEOGRAPHIC DIVISIONS: 1912. Table 31 TOTAL. CENTKAL ELECTBIC STATIONS. ELECTBIC EAILWAYS. Divisioir.i Purchased . current, kilowatt hours. Amount paid for purchased current. Average cost per kilowatt hour (cents). Purchased current, kilowatt hours. Amount paid for purchased current. Average cost per kilowatt hour (cents). Purchased current, kilowatt hours. Amount paid for purchased current. 3 Average cost per kilowatt hour (cents). United States 5,580,821,386 $42,620,874 0.8 2,613,502,605 $18,074,344 0.7 2,967,318,781 J24,546,530 0.8 New KnfTlp,Tif5 , 232,382,012 1,884,722,386 1,073,512,511 383,167,448 656,623,987 57,811,414 92,487,788 259,796,097 940,317,743 2,818,501 13,778,379 9,584,184 3,945,449 3,207,015 507,933 952, 253 1,590,136 6,237,024 1.2 0.7 0.9 1.0 0.5 0.9 1.0 0.6 0.7 136,821,236 989,404,314 276,742,512 183,535,438 407,716,658 15,948,772 38,763,468 188,201,530 376,368,677 1,394,330 5,982,590 2,933,041 2,135,944 1,831,265 131,697 311,664 1,032,516 2,321,297 1.0 0.6 1.0 1.1 0.4 0.8 0.8 0.5 0.6 95,560,776 ■ 895,318,072 796,769,999 199,632,010 248,907,329 41,862,642 53,724,320 71,594,567 563,949,066 1,424,171 7,795,789 6,651,143 1,809,505 1,375,750 376,236 640, 589 557,620 3,916,727 l.fi 0.9 0.8 0.9 0.6 0.9' 1.2 0.8 0.7 Middle Atlantic East North Central West North. Central .Smith AtlantrV East South Central West South Central IWonntAin Pacific 1 See page 25 for states composing the several geographic divisions. In considering the amounts paid per kilowatt hour for current m the different geographical divisions, sev- eral conditions should be borne in mind. The rate for any given section is often greatly iafluenced by the in- terchange of current between two divisions of the same company, as from the lighting division to the railway division, or vice Versa. Again, the output of many large generating plants is sold at the switchboard to distributing companies organized for sales purposes. In such instances the price per kilowatt may be less than the prevailing price for current in the same lo- cality. Notwithstanding these conditions, there is a close harmony between the cost figures for central stations and those for electric railways in the same geographic divisions. In this connection it might be well to mention that the construction of large gener- ating stations makes the purchasing of current more economical and hence more general for a considerable number of the smaller stations that originally were equipped with generating machinery. The lowest average cost per kilowatt hour, namely, four-tenths of 1 cent, was reported by the electric stations in the South Atlantic group of states, and the electric railways in the same division reported the lowest average cost for electric railways, five-tenths of 1 cent. The highest average cost per kilowatt hour for the central electric stations was reported by the states of the West North Central division, \^ cents, and the highest average cost shown for railways was 2 Includes a smal lamount paid for power other than electric in the New England group, 1^ cents. The latter geographic division also shows the highest average cost per kilowatt hour, 12 mills, for both classes of stations combined. Diagram 14. — Centkal Electric Stations— Purchased Cue- rent, Kilowatt Hours, by States: 1912. HUNDREDS OF MILLIONS c NEW YORK CALIFORHtA 2 4 S s ni — "^T^"" SOUTH CAROUNA I^B 1 ILLINOIS JkJMIJI H MINNESOTA ■H^n H • PENN6YT.VAWA mnn b MARVLAK* ^BBB I^HW MICHIGAN m^B COUORABO !■■ UTAH BB MIBSOURI IB MONTANA ■ LOUISIANA B WISCONSIN B CONNECTICUT ■ WASHINO-ON INDIANA NORTH CAROLINA WEST VIRGINIA IOWA NEW JERSEY OEORQIA TENNESSEE IDAHO KENTUCKY ARIZONA KANSAS MAINE OHIO OREGON TEXAS NEW HAMPSHIRE NEW MEXICO RHODE ISLAND VERMONT NEBRASKA VIRGINIA GENERATING EQUIPMENT AND OUTPUT OF STATIONS. 53 Central stations and electric railways combined. — Previous tables have shown separately the primary- power, the dynamo capacity, and the output of sta- tions for central electric stations and electric railways combined, for the United States, but it is deemed im- portant that these totals, which so largely represent the generating equipment of the two industries com- bined, be brought together in a single table and presented for the different states and geographic divi- sions. Table 32, therefore, gives for central stations and electric railways combined the primary power equipment, kilowatt capacity of dynamos, and output of stations, by geographic divisions and states, for 1912 and 1907. Of the several geographic divisions, the three which showed the greatest actual increase in primary power are as foUows: Middle Atlantic, 1,063,906 horsepower, or 55.2 per cent; East North Central, 1,041,757 horse- power, or 70.7 per cent; and Pacific, 696,261 horse- power, or 102 per cent. In dynamo capacity the East North Central division led in actual increase, with 779,949 kilowatts, or 79. 9 per cent, followed by the Middle Atlantic, with 709,086 kilowatts, or 53 per cent, and the Pacific, with 483,283 kilowatts, or 117.7 per cent. In the output of stations the ranking order of these three divisions in actual increase was Middle Atlantic, East North Central, and Pacific. The rates of increase for these divisions were 46 per cent, 70.5 per cent, and 117.3 per cent, respectively. During the five-year period 1907-1912 New York, California, Illinois, and Pennsylvania, in the order named, showed the largest actual increase in total pri- mary horsepower and in the capacity of dynamos, but for tiiese states the percentage of increase was greatest for California. For New York the increase in primary power was 673,725 horsepower, or 59.1 per cent, and for Cahfornia it was 435,571 horsepower, or 97.7 per cent. In dynamo capacity New York increased 422,890 kilowatts, or 53.3 per cent, and California 329,868 kilowatts, or 116.6 per cent. Of these four states, in the output of stations, California leads in the actual increase, 985,255,952 kilowatt hours, and also in the per cent of increase, 127.4. In actual increase of output New York, Pennsylvania, and Ilhnois foUow in the order named, but for the rate of increase the order is changed somewhat, as f oUows : Pennsylvania, with 68.1 per cent; Illinois, with 64.2 per cent; and New York, with 39.4 per cent. A number of states show percentages of increase during the five-year period that are greater than those shown for the four states named, but the totals for these states are comparatively small. The states embraced in the Mountain division may be mentioned as an illustration. 54 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. COMPAKATIVE SUMMARY— CENTRAL ELECTRIC STATIONS AND ELECTRIC RAILWAYS— PRIMARY POWER, DYNAMO CAPACITY, AND OUTPUT OF STATIONS, BY GEOGRAPHIC DIVISIONS AND STATES: 1912 AND 1907. Table 32 DIVISION AHD STATE. United States. Geoqbaphic divisions: New England Kiddle Atlantic Bast North Central.. West North Central . South Atlantic East South Central. . West South Central.. Mountain ." Pacific New England: Maine New Hampshire. . Vermont Massachusetts . . , . Rhode Island Connecticut Middle Atlantic: New York New Jersey. . Pennsylvania East Noeth Centeal: Ohio Indiana... Illinois Michigan. Wisconsin West Nobth Central: Minnesota Iowa Missouri North Dakota. South Dakota. Nebraska Kansas Census. 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 pkimaet power. Total horse- power. 11, 193, 699 6,618,011 1,157,132 718,499 2,991,020 1,927,114 2,615,706 1,473,949 929, 220 677,054 1,004,038 552,496 354,338 218,799 344,799 206,039 618,721 261,697 1,378,725 682,464 129, 773 78,225 88,330 60,414 58,018 44,016 623,676 387,422 95,349 67,071 162,086 101,351 1,813,529 1,139,804 268, 612 185, 537 908,879 601, 773 670,347 415,266 307,423 196,967 820,411 497,492 445,462 241,052 272,063 123, 182 261,694 173,055 133, 593 79,089 308, 035 202,938 16,249 10,627 27, 748 12,984 71,293 42,102 110,608 56,359 Steam engines and steam turbines. Num- ber. 10,108 11,422 886 1,126 1,961 2,478 2,627 3,137 1,513 1,538 945 950 616 603 890 813 306 365 440 Horse- power. 467 620 174 201 781 912 296 335 1,231 787 446 607 691 974 440 314 317 262 267 374 371 452 8,116,086 6,104,800 903,604 566,829 2, 291, 573 1,561,260 2,183,091 1,318,501 766,922 468,027 587, 888 374,427 315,628 210,492 318,767 199, 287 179,637 112,244 668,976 293,733 Gas and oil engines. Num- ber. 168 154 213 183 34, 136 31,469 27,306 23,095 17, 996 12,689 591, 615 365,216 91,784 53,808 140,867 80, 662 1,273,422 819,079 264,683 182,416 753,468 659,766 648, 155 406,091 281,468 176,066 774,807 484,991 309, 382 154, 711 169, 279 96,642 154, 767 89,691 123,908 74, 692 303, 661 199, 973 15,931 10,222 16,003 10,261 61,577 38,303 91,077 44,895 1,1154 604 192 118 224 123 424 97 153 59 Horse- power. Water wheels. Num- ber. 10 111 22 135,225 72, 163 10,017 6,823 33,939 17, 137 26,710 12,726 29,578 7,336 11,373 6,520 60 17,354 3,690 2,695 855 2,479 17,017 3,316 2,709 563 620 696 632 703 610 272 200 385 266 Horse- power. 1,905 1,115 95 205 5,872 3,797 1,125 1,000 885 706 9,186 6,290 2,360 1,328 22,393 10,519 11,602 6,878 2,040 1,295 3,042 870 1,626 603 8,500 4,079 4,765 1,428 2,658 664 2,472 963 318 205 4,832 628 3,832 845 10,711 2,803 313 231 403 297 199 164 117 103 111 107 141 124 105 262 249 208 166 124 83 2,942,388 1,441,048 243,511 144,847 665, 508 348,717 306,905 142,723 132,720 101,691 404,777 171,649 37,630 8,247 8,678 3,062 336,389 148,498 807,270 371,714 KILOWATT CAPACITY OF DYNAMOS. Total. 95,502 46,766 59,119 26,204 39, 927 31,222 26,189 18,409 2,440 2,263 20,334 19,983 630,921 315,435 1,669 1,794 133,018 31,488 10, 690 3,287 23,915 19,606 42, 562 11,631 134,454 85,738 94,284 22,461 102, 172 81,936 7,029 3,833 1,902 2,002 100 6,913 2,205 5,884 2,954 8,820 8,661 7, 642, 765 4,432,641 820,628 501,427 2,047,134 1,338,048 1,756,368 976,419 641,343 379,206 682,325 367, 195 241,347 147, 736 242,617 136,856 317, 176 176,220 893, 817 410, 534 89,991 52, 947 60,603 34,637 35,212 26, 729 450, 236 275, 116 70, 109 41,840 113,577 70, 158 1,216,336 793,446 203,209 137, 298 627, 6S9 407,304 477, 903 282, 182 228,748 136,666 576, 288 334,045 291,535 139, 638 181,894 83,888 173,070 113,434 96, 210 56,078 214,931 129,572 11,024 20,032 10,046 48,011 28,041 78,066 35,942 Direct current. Alternating current. 1,243,366 1,428,964 210,017 240,673 340, 876 449,693 342,488 371,929 113,222 113,895 79,616 89,764 48,608 51,604 17,089 22,677 43,163 44,895 17,387 14,765 4,796 6,112 3,372 4,775 136, 786 154,637 13,959 23,681 33,717 36,812 140, 143 226,994 49,660 48,866 161,173 173, 733 136,640 126,946 26,610 35,890 112, 163 138,379 31,811 37,428 35,264 33,286 17, 922 18,672 28,172 27,379 42,199 41, 713 4,807 4,063 2,492 1,488 8,985 9,655 8,645 10,926 6,399,390 3,003,687 610, 611 260, 764 1,706,258 888,455 1,413,880 604,490 528, 121 265,311 602,709 277,431 193,061 103,812 194,009 85,262 300,087 162,543 850,654 366,639 Total output of stations, kilowatt boon. 72,604 38, 192 65,707 28,525 32, 840 21, 963 313,450 120,579 56, 150 18, 159 79,860 33,346 1,076,193 566,452 163,649 88,432 476,416 233,571 341,263 155,236 202,138 100,776 464,125 196,656 259, 724 102, 210 146, 630 60,602 156,148 94, 762 68,038 28,699 172,732 87,869 6,217 2,030 17,540 8,658 39,025 18,386 69,420 25,017 17,585,662,014 10,621,406,837 1,655,814,478 1,015,385,019 6,371,253,169 3,679,460,449 3,995,158,144 2,343,163,832 1,209,359,546 786,641,429 1,074,027,912 643,771,881 476,150,487 298,426,946 425,302,675 258,425,302 980,641,612 446,471,639 2,497,963,991 1,149,660,340 171,241,221 95,270,976 131,950,020 68,209,739 63,420,652 34,056,513 838,789,192 589,133,532 124,222,051 93,410,987 226,191,342 145,303,2?3 3,374,059,343 2,420,974,919 417,089,681 318,320,064 1,580,104,145 940,165,466 1,011,186,644 667,104,385 454,911,393 274,795,437 1,649,487,964 943,581,414 649,339,814 318,743,484 330,232,329 138,939,112 275,281,155 189,029,616 150,640,398 79,979,727 600,619,707 375,903,548 12,334,563 8,261,885 24,703,754 13,615,016 95,169,030 62,026,421 150,610,949 67,825,217 GENERATING EQUIPMENT AND OUTPUT OF STATIONS. 55 COMPARATIVE SUMMARY— CENTRAL ELECTRIC STATIONS AND ELECTRIC RA.ILWAYS— PRIMARY POWER, DYNAMO CAPACITY, AND OUTPUT OF STATIONS, BY GEOGRAPHIC DIVISIONS AND STATES: 1912 AND 1907— Continued. Table 32— Continued. Census. PBIMAKl POWER KILOWATT CAPAaTT OP DYNAMOS. DIVISION AND STATE. Total horse- power. Steam engines and steam turbines. Gas and oil engines. Water wheels. Total. Direct current. Alternating current. Total output of stations, kilowatt hours. Num- ber. Horse- power. Num- ber. Horse- power. , Num- ber. Horse- power. South Atlantic: 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 ' 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 24,901 14,800 125,638 118,531 77,230 38,290 160,489 82,482 68.925 42.891 93,713 33,108 230,606 103,731 170.832 93,380 51, 704 25.283 108,227 71.409 122,361 68.386 83.403 62,619 40,347 26,386 42,604 24.494 70,910 66.723 63,597 24,423 167,688 90.399 117,230 69,967 56,375 13,694 11.696 6,125 182,636 104,217 11,015 5,728 22,675 7,746 101,874 48,140 15,420 6,980 341,701 109,661 155,465 126,815 881,559 445,988 42 47 112 150 24 42 125 138 132 118 118 116 84 86 196 155 113 98 188 192 164 166 122 114 142 132 134 125 118 171 204 117 434 400 39 33 14 19 45 34 122 164 32 30 36 32 13 21 6 4 83 114 72 66 210 260 23,826 14,515 121,692 117,054 77,230 38,290 93.905 55,046 69,804 37,989 31,882 20,296 51,596 20,111 84,625 48,108 43,429 23,018 107,661 71,394 94,166 • 67,145 73,504 45,592 40,307 26,361 3^,343 24.182 69,920 66.303 65,196 24,223 164,308 84.679 13.500 12,980 4,526 2.202 10,162 4.360 100,261 76,467 8,428 6,216 13,375 6,926 27,186 3,869 2,210 236 71,895 48,653 49,829 24,681 447,252 220,699 3 250 8 5 25 13 826 285 3,223 1,347 16,095 12,408 91,364 74,708 67,0.58 27,727 116,496 55,951 49,767 31,294 61..'!89 23,746 140,986 64.663 112.841 60,438 36,329 16,260 69,867 48.210 85, 690 46. 718 57.277 36,024 28,513 16,784 30,442 17,012 52.069 41,678 46,931 16,999 114.185 61.167 75.468 40.402 35,666 7,082 8.212 3,208 101,360 66.764 7,981 4,894 15,151 5,063 62,835 42,117 10,513 5,690 209,913 94,987 71,156 32,667 612,748 282,880 4,975 7,767 16,077 17,963 8,468 8,627 12,040 21,112 11,980 9,869 4.059 4,317 4,878 3,373 9,976 11,494 7,173 6,242 16.149 17,429 15,213 11.922 13.967 11,642 2.957 3.031 6.610 5.714 21.372 23.865 4,895 3.420 15,731 18,605 2,705 3,210 126 147 1.077 1,003 10,241 14,104 876 1,655 991 901 735 1,597 338 60 10,808 12,869 5,249 3,957 27,106 28,069 11,120 4,641 75,287 56,745 48,600 19, 100 104,466 34.839 37,787 21,425 57,330 19.429 136,108 61,290 102,865 48,944 29,166 11,018 53,718 30.781 70,477 34,796 43.310 24.482 26.556 13.753 23.832 11.298 30,687 ,17,813 41,036 13.579 98,454 42,562 72,763 37.192 36,630 6,935 7.135 2.205 91.119 62.660 7,105 3,239 14,160 4,162 62,100 40,520 10,175 6,630 199,105 82,118 65,907 28,710 585,642 254,811 26,840,778 12,238,788 8 5 823 130 36,758,348 153,451,176 116,923,808 66,008,336 3 5 24 12 6 185 960 3,085 1,275 1,680 92 69 14 11 76 52 88 68 71 50 11 8 66,399 26,476 6,036 3,627 60,161 12.812 178,565 83,470 82.487 42, 132 7.100 1,400 145,024.065 West Vircinia 94,939,273 102,198,976 64,729,936 88,701.306 33,969,179 3 1 5 2 9 6 6 1 4 456 150 3,720 3,140 1,175 865 576 15 445 365,575,968 96,312,449 142.082,277 Florida 94,637,017 50,922.414 Kast South Centbal: 27,487,727 149,408,653 90,658,286 32 14 15 15 27.760 1.240 9,880 7,007 157,305.115 98,498,291 2 1 1 1 5 1 9 3 39 2 100 53 1 19 20 40 25 221 12 990 420 6.266 200 9,877 3,058 75 131,657,661 78.964,853 37,879.158 30,316,510 West South Centeai: Arkansas 10 1 3.040 300 42,625,641 27,867,049 104,591.816 93,441,254 7 2,135 6.5,217.869 26,993,403 18 23 67 62 63 37 11 6 72 52 9 6 4 4 74 65 13 9 107 61 88 72 208 174 3,603 2,762 103.655 56,987 61,860 11.492 1.334 765 82,206 27,460 817 613 9,300 750 74,688 44,271 12,540 6,260 269,641 61,018 105,302 102,062 432,327 208,644 212,867,349 Mountain: 110,123,696 381,012,617 137,379,261 Idaho 115.812,292 9.677.588 1 100 11,580.567 5,499,084 Colorado 1 4 9 80 300 1,770 263,111.504 165,385,828 9,027,824 6,519,914 33,645,484 TTfaVi 3 70 9,611,342 121,481,552 83,876,892 44,969,772 8 6 3 2 9 6 11 13 670 485 165 90 334 182 1,980 16,746 Pacific: 29,621,730 510,822,535 283,302,190 228,398,346 92,880,992 1,7.58,733,110 773,477,158 CHAPTER Y. LINE EQUIPMENT. Central stations and electric railways. — In addition to the number of lamps, the line equipment covered by the statistics includes stationary motors and meters for recording the current consumed. There are other equipment and features of line con- struction, such as miles of wire, miles of duct for underground work, and number of transformers. Statistics concerning these were collected at prior censuses, but were found to be so imrehable that such inquiries were omitted from the schedule for 1912. The features of hne equipment covered by the census of 1912 are given in Table 33, for central stations and electric railways, for 1912, 1907, and 1902. CENTRAL ELECTRIC STATIONS AND STATIONS OPERATED IN CONNECTION WITH ELECTRIC RAILWAYS— LINE EQUIPMENT: 1912, 1907, AND 1902. [The statistics for electric railways in the following table are for central electric stations operated in connection with electric railways for which complete separate reports could not he secured, hence the full statistics for them have been included with those for electric railways. The statistics shown for these stations represent only the electric light and power departments.] Table 33 ESTIMATED NtJMBEK OF LAMPS WIRED FOR SERVICE. STATIONARY MOTORS SERVED. Arc. Incandescent. Other varieties- vapor, etc Nernst, Ntmiber ofmeters on con- sumption Total. Public. Com- mercial. Total. Public. Commer- cial. Total. PubUc. Com- mercial. Num- ber. Horse- power. circuits. Total: 1912 560,981 635,815 419,661 388,692 318, 819 229,403 172,389 316, 996 190,158 85,657,819 45,991,836 19,636,729 2,152,612 866,861 474,686 83,405,207 46, 124, 985 19,162,043 69,213 190, 979 1,743 6,090 57,470 184,889 (■) 435,473 187,652 111,113 4,130,619 1,807,949 473,693 3,617,189 1,897,803 639,290 1907 1902 Central stations: 1912 605,395 666,713 385,698 66,686 80,102 33,863 351,858 289,391 211,726 36,734 29,428 17,678 163,637 266,322 173,973 18,862 50,674 16,185 76,484,096 41,445,997 18,194,044 9,073,723 4,645,839 1,442,686 2,033,831 808,693 455,660 118,781 58, 158 19,026 74,450,265 40,637,304 17,738,384 8,954,942 4,487,681 1,423,659 23,046 162,338 m 36, 167 28, 641 912 5,716 « 831 374 22,134 156,622 (1) 36,336 28,267 436,473 167,184 101,064 m 20,468 10,049 4,130,619 1,649,026 438, 005 C) 158,923 35,688 3,617,189 1, 683, 917 1907 1902 582,689 213,886 66,601 Electric railways: 1912 1907 1902 PEE CENT OF 11 fCEEASE.' Total: 1902 to 1912 33.7 -11.8 51.6 69.4 21.9 39.0 -9.3 -46.6 66.7 335.7 86.0 134.2 363.5 148.3 82.6 335.3 84.8 136.5 291.9 132.1 68.9 772.0 128.5 281.7 1907 to 1912 -69.0 -71.4 -68.9 90 6 1902 to 1907 196.9 Central stations: 1902 to 1912 31.0 -9.1 44.1 64.1 -30.6 136.5 66.2 21.6 36.7 107.8 24.8 66.6 -11.7 -42.3 -63.1 16.6 62.8 213.1 320.4 84.5 127.8 528.9 99.6 215.1 346.3 151.6 77.6 624.3 104.2 206.7 319.7 83.2 129.1 629.0 99.6 216.2 330.9 160.5 66.4 843.1 150.5 276.5 1907 to 1912 -85.8 -84.0 -85.9 1902 to 1907 Electric railways: 1902 to 1912 1907 to 1912 26.3 122.2 25.0 1902 to 1907 103.7 345.3 277 9 1 Not reported separately. The general use of meter service makes it no longer necessary for the companies to preserve a record of the number of lamps wired for use, therefore the number reported by each company is largely an es- timate. One of the most noticeable features in connection with the data concerning lamps is the decrease in the number of "all other varieties" and the general ac- ceptance in the industry of two types — the incandes- cent and arc — as the standards for light service. Although the estimated number of arc lamps has in- creased during the decade, it is the incandescent lamp that has made the greatest gains. The total number of arc lamps increased from 419,561 in 1902 to 635,815 in 1907, but at the census of 1912 the num- ber was only 560,981, a decrease during the latter five-year period of 74,834 arc lamps, or 11.8 per cent. (56^ ' Not reported. s A minus sign (— ) denotes decrease. In 1902 arc lamps wired for commercial purposes formed 45.3 per cent of the total number in service; in 1907 this percentage had risen to 49.9, but in 1912 it had dropped to 30.7. Although the arc light lost ground in commercial or private lighting, it made con- siderable gains in the public field, showing increases of 21.9 per cent for the census period of 1907 to 1912 and 69.4 per cent for the 10-year period 1902 to 1912. In striking contrast to the small gains and losses for the arc form of lighting were the great strides made by the incandescent system. The total estimated number of incandescent lamps wired for service was 45,991,836 in 1907 and 19,636,729 in 1902, a gain of 26,355,107, or 134.2 per cent, for the five-year period. From 1907 to 1912 there was a gain of 39,565,983, or 86 per cent, while that for the decade was 65,921,090, or 335.7 per cent. The percentage of increase was practically the LINE EQUIPMENT. 57 same for both public and commercial lighting, 353.5 and 335.3, respectively. The invasion by the incan- descent lamp of the public field, formerly so largely occupied by the arc, is particularly noteworthy, and is due principally to the improvements in the tungsten lamp. Notwithstanding the great advances made, this system of lighting is stiU in a transitory state, as evidenced by the many methods now being used to light the streets in various cities, in the effort to meet the continued demand for a high candlepower, diffus- ible, economical lamp suitable for open-air service. Perhaps the best illustration of the revolution in incandescent lighting caused by the tungsten lamp is found in the following tabular statement showing the proportionate annual sales of different types of incan- descent lamps from 1907 to 1912, inclusive, as reported at the Chicago session of the National Electric Light Association in June, 1913, by the lamp committee of the association. TYPE. 1912 1911 1910 1909 1908 1907 Total 100.0 100.0 100.0 100.0 100.0 100.0 25.47 33.69 1.00 39.94 52.90 19.00 2.74 25.30 63.08 14.88 3.67 18.47 68.98 16.07 2.12 13.83 84.12 8.58 1.78 5.52 93.27 Gem 5.88 0.75 Mazda 0.10 What has been said of the total for lamps in the United States is equally appHcable to the two indus- tries shown in the table. The central stations reported 92.6 per cent of the total number of lamps in 1902, 88.6 per cent in 1907, and 89.4 per cent in 1912. A general decrease in commercial arc lighting, a moderate in- crease in pubhc arc hghting, and large gains in incan- descent Mghting for both public and commercial service represent the trend of events in the electric-lighting field for the five years from 1907 to 1912. Of the different items of line equipment presented in the table, capacity of stationary motors shows the greatest percentage of gain during the decade 1902- 1912, and meters were second in that respect for the same period. Table 34 gives for commercial and municipal sta- tions the numbers of lamps, stationary motors, me- ters, and customers for 1912, 1907, and 1902. Of the total number of lamps of aU types, the num- ber of arc lamps formed but seven-tenths of 1 per cent in 1912 and 1.3 per cent in 1907, while in 1902 it formed 2.1 per cent. The enormous increase during the decade in the number of incandescent lamps and the small increase in the number of arc lamps ac- count for this decreased proportion. In the com- mercial field for the decade there was a decrease in the number of arc lamps. While there have been im- provements made in the form of arc Hghting, much greater advances have been made in the incandescent lamp, which now lends itself to all forms of iUumina^ tion without the care and attention which necessarily accompany the arc Mght. Notwithstanding the de- crease in the number of arc lights reported by commer- cial companies from 1907 to 1912, during this period the number of arc lights furnished by municipal stations showed an increase of 10.7 per cent, as compared with 63.3 per cent for the five-year period 1902 to 1907. COMMERCIAL AND MUNICIPAL CENTRAL ELECTRIC STATIONS— LINE EQUIPMENT: 1912, 1907, AND 1902. Table 34 ABC LAMPS. INCANDESCENT LAMPS. • OTHEK VARIETIES— NEKNST, VAPOR, ETC. STATIONAEY | MOTORS SERVED, j Number of meters on consump- tion circuits. Number of cus- tomers. CLASS or STATIONS. Total. Public. Com- mercial. Total. Public. Com- mercial. Total. Public. Com- mercial. Num- ber. Horse- power. Total: 1912. 505,395 555,713 386,698 351,858 289,391 211,725 153,637 266,322 173,973 76,484,096 41,445,997 18,194,044 2,033,831 808,693 455, 660 74,450,265 40,637,304 17,738,384 23,046 162, 338 912 5,716 22, 134 156,622 435,473 167, 184 101,064 4,130,619 1,649,026 438,005 3,617,189 1,683,917 682,689 3,837,518 1907 1,946,979 1902 m Commercial: 1912 413,644 472, 773 334,903 91,861 82,940 60,795 267,113 216,309 166,723 84,746 73, 082 45,002 146,431 256,464 168, 180 7,106 9,858 5,793 69,428,356 37,393,649 16,616,593 7,066,740 4,052,448 1,577,451 1,602,865 638,456 372,740 430, 976 170,237 82,920 67,825,601 36,755,093 16,243,853 6,624,764 3,882,211 1,494,531 20,937 163,468 « 2,109 8,870 0) 491 4,584 (>) 421 1,132 (') 20,446 148,884 (') 1,688 7,738 (•) 413, 578 162,677 99, 102 21,896 4,507 1,962 3,966,328 1,617,337 434,681 164,291 31,689 3,324 3,146,998 1,468,763 526,011 470, 191 215, 164 56,678 3,311,870 1907 1,663,354 1902 m Municipal: 1912 525,648 1907 283,625 1902 C^) PEK CEI. IT or INCE EASE.' Total: iQno_iqio 31.0 -9.1 44.1 66.2 21.6 36.7 -11.7 -42.3 53.1 320.4 84.5 127.8 346.3 151.5 77.6 319.7 83.2 129.1 330.9 160.5 65.4 843.1 150.5 276.5 620.8 114.8 189.0 1907-1912 -85.8 -84 -85.9 97.1 1902-1907 Commercial: 23.5 -12.5 41.2 80.8 10.7 63.3 60.2 23.5 29.7 88.3 16.0 62.4 -12.9 -42.9 62.6 22.7 -27.9 70.2 317.8 85.7 126.0 347.3 74.1 166.9 330.0 151.1 71.3 419.7 153.2 105.3 317.5 84.6 126.3 343.3 70.6 159.8 317.3 154.2 64.2 1,016.0 385.8 129.7 812.5 145.2 272.1 4,842.6 418.4 853.3 498.3 114.3 179.2 729.6 118.5 279.6 1907-1912 -36.4 -89.3 -37.3 99.1 Municipal: 1907 1912 . -76.2 -62.8 -78.2 85.3 > Not reported separately. 2 Not reported. 8 A minus sign (— ) denotes decrease. 58 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. The proportion of the total number of arc lamps reported by the commercial stations decreased from 86.8 per cent in 1902 to 85.1 per cent in 1907, and to 81.8 per cent in 1912, and the proportions of arc lights in pubhc service reported by such stations were 75.9, 74.7, and 78.7 for the censuses of 1912, 1907, and 1902, respectively. Municipal plants reported less than 5 per cent of the number of arc lights in the com- mercial field in any of these census years. The proportion of the total number of incandescent lamps reported by commercial and municipal com- panies was about the same for each census, the com- mercial stations furnishing slightly more than 90 per cent in each year. There was an increase of over 4,800 per cent in the horsepower of stationary motors served by the mu- nicipal plants from 1902 to 1912. Notwithstanding this great percentage of increase, of the total amount of such power for all central stations in the latter year, that reported by the municipal stations was equal to only about 4 per cent. This was an increase, how- ever, as compared with the proportions shown for prior censuses, which were 1.9 per cent in 1907 and eight- tenths of 1 per cent in 1902. In Table 55 (p. 82) the line equipment of the cen- tral electric stations is shown for 1912 by geographic divisions and states. It appears from this table that two of the nine divisions, combined, the Middle Atlan- ticand East North Central, contributed a large propor- tion of this equipment, as follows: Of arc lamps, 63.2 per cent; incandescent lamps^ 53.2 per cent; horse- power of stationary motors, 48.7 per cent; and meters on consumption circuits, 49.3 per cent. These two divisions reported 46.8 per cent of the total number of customers. New York was the leading state in aU these items, as it is in population and manufactures. The increases in the line equipment of commercial and municipal central electric stations are presented in another form in Table 35. This table gives the average per station for number of arc and incandescent lamps, the average number of meters on consumption cir- cuits, and the average number of stationary motors, together with the average horsepower per station and per machine for stationary motors for 1912, 1907, and 1902. For both the commercial and municipal stations there was an increase in the average number of arc lamps per station ia 1907, as compared with that in 1902, but a decided decrease when the averages for 1912 are compared with those for 1907; in fact, the average for 1912 was less than that for 1902. In direct contrast to this condition, there was an iacreased average number of incandescent lamps per station shown for each succeeding census, the larger gain in the average for this type of lamp having taken place during the period of loss for arc lamps — that is, the period 1907 to 1912. The average number of meters per station has prac- tically doubled, as «hown by both commercial and municipal stations, at each succeeding census, and the average number of stationary motors per station shows even greater rates of increase. The increasing popularity of electric power is shown by the great increase in the motor load connected to each station. In 1902 the average horsepower per station was 121; in 1907 it was 350; while in 1912 it had jumped to 791 horsepower, equivalent to a gaia of 126 per cent in the average for 1912 over that for 1907. Table 35 COMMERCIAL AND MUNICIPAL CEN- TRAL ELECTRIC ■ STATIONS— LINE EQUIPMENT, AVERAGE PEE STA- TION: 1912, 1907, AND 1902. Census. Total. Commer- cial. Munici- pal. Arc lamps: Average number per station . . 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 97 118 107 14,649 8,792 5,026 693 357 161 83 35 28 791 350 121 9.5 9.9 4.3 113 137 119 18,975 10,801 5,924 860 424 188 113 47 35 1,084 407 155 9.6 9.9 4.4 59 Incandescent lamps: 66 62 4,517 3,237 1,936 301 Meters on consumption circuits: Average number per station . Stationary motors: Average number per station 172 70 14 Average horsepower per station Average horsepower per machine 4 2 105, 26 4 7.5 7.0 1.7 Street lamps. — In 1912, for the first time, the census schedule contained inquiries as to the number of arc and incandescent lamps used for street lighting. Not- withstanding the advances made* in lighting streets by electricity, the problem is still receiving careful consid- eration from both commercial and municipal stations, on account of the interdependence of the economics and the physics of illuminating engineering. The complexity of the subject may be understood when consideration is given to the number of factors in- volved, such as the character of buildings facing the street, the materials and conditions of sidewalks and streets, the presence of trees or other obstructions and even psychological conditions. Because of their characteristics, arc lamps were at first used to the exclusion of all others for outdoor service, and the improvement in this form of light from the origiaal open arc to the inclosed luminous arc and to the flaming arc has been remarkable and has caused this fight to continue the predominant one in street service. The wonderful advances in tungsten incandescent lamps, however, have made them a new and important feature in outdoor illumination. The great flexibifity of this style of fighting renders it specially valuable and economical where fighting by arc lamps would be impossible or impracticable. LINE EQUIPMENT. 59 Many of the municipalities operating their own plants, and some of the smaller commercial stations, have a greater proportion of arc than of incandescent lamps in street service. In addition to the two types of lamps shownj 23,046 lamps of other varieties were reported as used for all purposes. These have been disregarded in preparing Table 36. In order to make a comprehensive presentation of the lamps used for street lightiag in 1912, there are shown in Table 36 the numbers of arc and incandes- cent lamps used for this purpose by the commercial and municipal stations, by geographic divisions and states, and also the proportions which commercial and municipal form, respectively, of all arc and aU incan- descent lamps used for street service. COMMERCIAL AND MUNICIPAL CENTRAL ELECTRIC STATIONS— NUMBER OF LAMPS USED FOR STREET LIGHTING, BY GEOGRAPHIC DIVISIONS AND STATES: 1912. Table 36 DIVISION AND STATE. United States. Geogbapeic divisions: New England Middle Atlantic East North Central. . West North Central. South Atlantic East South Central. . West South Central. Mountain Pacific New England: Maine New Hampshire. Vermont Massachusetts Hhode Island Connecticut Middle Atlantic: New York New Jersey Pennsylvania.. East Noeth Central: Ohio Tnfliftna Illinois Michigan Wisconsin West Nokth Central: Minnesota Iowa Missouri North Dakota South Dakota Nebraska Kansas South Atlantic: Delaware Maryland District of Columbia. Virginia West Virginia North Carolina South Carolina Georgia Florida East South Central: Kentucky Tennessee Alabama Mississippi West South Central: Arkansas Louisiana Oklahoma Texas Mountain: Montana Idaho Wyoming Colorado New Mexico - Arizona Utah Nevada Pacific: Washington. . Oregon California ARC LAMPS. Total lor all pur- poses. 605,395 44,682 181, 582 138,042 40,860 21,389 18,365 19,645 9,926 30,904 1,863 1,900 1,080 28,238 4,419 7,182 94,324 22,685 64,673 36,318 17,328 53,486 20,516 10,394 9,201 4,679 13,394 866 1,134 3,682 7,904 131 6,047 1,966 2,689 2,468 1,928 2,345 2,651 1,264 7,814 4,808 3,920 1,823 1,102 7,267 3,659 7,617 2,193 1,349 492 4,175 377 686 333 321 4,729 1,285 24,890 Street lamps. Total. 348,643 20,633 109,039 106,688 24,751 17,679 15,247 14,326 8,150 23,130 1,411 1,482 1,013 17,601 3,058 6,068 47,391 16,052 45,696 30,893 14,989 35,399 16,220 9,187 6,495 3,637 6,687 644 904 2,451 3,933 91 4,147 1,166 2,513 2,096 1,887 2,196 2,370 1,213 7,332 3,938 2,314 1,663 1,045 4,474 3,303 5,504 1,660 1,109 396 3,859 247 464 321 204 2,661 1,128 19,341 Reported by- Commer- cial stations. 264,152 Munici- pal stations. 84,491 26,798 100,889 67,954 18,073 9,812 10, 766 11,078 7,879 20,903 1,094 1,482 709 15,834 2,993 4,686 44,403 16,661 40,926 21,234 10,077 13,686 5,310 7,747 6,239 3,066 4,786 385 627 1,910 2,061 3,474 1,166 652 1,313 835 1,399 660 227 6,263 1,888 1,652 963 373 4,166 2,642 3,907 1,547 1,024 376 3,783 229 454 262 204 1,016 1,068 18, 819 2,835 8,150 48, 734 6,678 7,867 4,481 3,248 271 2,227 317 304 1,767 66 2,988 491 4,671 9,669 4,912 21,813 10,910 1,440 1,266 571 1,902 269 277 541 1,872 5 673 1,861 783 1,052 797 1,710 1,069 2,050 662 700 672 318' 661 1,697 13 85 20 76 18 1,645 60 522 incandescent lamps.' Total for all pur- 76,4 7,956,766 22,096,036 18,590,902 8,327,120 3,886,979 2,147,154 3,285,680 2,239,281 7,965,178 481,656 397,487 404,049 4,686,834 640,769 1,344,971 12,884,436 2,961,264 6,250,346 3,454,142 2,375,533 7,376,038 3,601,427 1,784,762 1,857,876 1,512,652 2,526,616 219,451 278,042 1,034,661 898,023 41,959 1,025,961 658, 899 237,079 305,312 671,380 268,720 410,068 367,601 849, 194 . 670,870 347,871 279,219 243,725 684,016 592,311 1,865,629 388, 718 261,092 112, 226 1,032,846 112, 187 136,390 150,380 45,443 779,787 382, 196 6,793,195 Street lamps. Total. 681,379 124, 142 126,044 114, 419 102, 162 44, 142 18,816 27,083 23,317 102,264 9,100 5,563 67,372 10,640 21,628 62,706 33, 70S 28,630 20,168 19,873 41,065 22,425 10,888 21,776 27,479 16,719 6,074 4,382 12, 149 14,673 1,607 9,276 6,626 4,369 2,922 5,632 2,876 7,283 4,752 5,278 6,732 2,806 4,001 4,731 4,451 8,334 9,667 2,791 3,886 1,168 7,872 627 1,335 6,237 401 20,223 6,239 75, 802 Reported by- Commer- cial stations. Munici- pal stations. 207,331 96, 665 116, 766 55,216 59,734 27,579 9,766 18,445 17,632 72,357 27,477 8,279 59,203 42,418 16,663 9,061 8,638 5,785 29,907 7,790 8,584 3,787 63, 124 10,631 12,749 58,793 32,298 25,674 6,888 9,560 20,835 11, 688 6,265 13,584 17,784 8,603 3,320 3,246 6,883 7,314 850 7,608 5,626 2,098 2,826 2,046 1,380 1,848 3,398 3,172 1,135 1,562 2,837 2,692 4,699 8,317 2,040 2,536 1,059 7,073 533 1,335 2,706 251 4,986 4,721 62,650 2.049 616 1,776 14,248 9 8,879 3,913 1,410 2,956 13,280 10,323 20,230 10,737 4,633 8,192 9,695 8,116 1,764 1,136 6,266 7,259 667 1,768 2,271 96 3,487 1,496 5,436 1,354 1,382 3,560 1,670 2,449 1,894 1,859 3,635 1,260 761 1,351 109 799 94 PER cent distribution OF EACH class of STREET LAMPS. 2,631 150 15,237 1,518 13, 152 Com- mer- cial. 76.8 90.4 92.5 64.3 73.0 55.5 70.6 77.3 96.7 90.4 77.5 100.0 70.0 90.0 97.9 92.5 93.7 96.9 68.7 67.2 38.4 32.7 84.3 80.7 84.3 71.6 69.8 69.4 77.9 52.4 94.5 83.8 100.0 25.9 62.6 44.3 63.7 27.8 18.7 85.4 47.9 71.4 67.9 35.7 92.9 80.0 71.0 99.2 92.3 94.9 98.0 92.7 100.0 81.6 100.0 38.2 94.7 97.3 Munic- ipal. 9.6 7.5 45.7 27.0 44.5 29.4 22.7 3.3 9.6 22.6 30.0 10.0 2.1 7.5 6.3 3.1 10.2 31.3 32.8 61.6 67.3 16.7 19.3 15.7 28.4 40.2 30.6 22.1 47.6 5.5 16.2 74.1 37.4 65.7 36.3 72.2 81.3 14.6 52.1 64.3 7.1 20.0 29.0 0.8 7.7 5.1 2.0 7.3 18.4 61.8 5.3 2.7 Incandescent. Com- mer- cial. 77.9 93.4 48.3 68.5 62.5 61.8 68.1 75.2 70.8 79.2 94.3 68.1 78.9 99.9 58.9 95.8 89.7 34.2 48.1 60.7 52.1 57.4 62.4 64.7 51.6 66.4 74.1 48.4 50.2 66.4 80.9 100.0 48.0 96.7 37.0 48.0 26.4 71.5 73.8 47.1 40.5 60.0 58.2 66.4 73.1 66.2 90.7 89.9 85.0 100.0 61.7 62.6 24.7 76.7 82.6 Munic- ipal. 22.1 6.6 51.7 41.5 37.5 48.2 31.9 24.8 29.2 20.8 5.7 31.9 21.1 0.1 41.1 6.2 4.2 10.3 65.8 51.9 49.3 47.9 42.6 37.6 35.3 48.5 34.6 2,5.9 61.6 49.8 43.6 19.1 62.0 3.3 63.0 62.0 74.6 28.5 26.2 52.9 59.5 61.2 40.0 41.8 43.6 13.1 26.9 34.8 9.3 10.1 16.0 48.3 37.4 75.3 24.3 17.4 1 Exclusive of 23,046 lamps of other varieties, 578 of which were used tor street lighting. 60 CENTRAL ELECTRIC LIGHT AND POW^R STATIONS. Of the total number of arc lamps used for street lighting, 75.8 per cent were reported by commercial stations and 24.2 per cent by municipalities. In in- candescent street lighting 69.6 per cent of the lamps were reported by commercial stations and 30.4 per cent by municipal stations. In the Moimtain division the commercial stations furnished practically all (96.7 per cent) of the arc lights used for street lighting, a larger proportion than is shown for any other group of states. In the Middle Atlantic states 92.5 per cent of the arc lights used for street lighting were reported by the commercial com- panies, and this class of stations in the New England and Pacific states reported the next largest proportion, 90.4 per cent in each case. In four widely separated states — ^Arizona, Nevada, New Hampshire, and the District of Columbia — all of the street lighting by arc lamps was done by com- mercial companies. In the District of Columbia, Ari- zona, New Hampshire, Rhode Island, New York, New Jersey, West Virginia, and Wyoming over 90 per cent of the incandescent lamps for street Ughting were furnished by commercial companies; and in the Dis- trict of Columbia and Arizona all of the public street lighting, both arc and incandescent, was done by such companies. Street lighting by mtmicipal stations was of ex- ceptional importance in Georgia, for which state these stations reported 72.2 per cent of the arc lamps used for such purposes and 74.6 per cent of the incandes- cents. Virginia and North Carolina, of the same geo- graphic division, Washington, and several states in the East North Central division show large percentages of lamps for street lighting by municipal stations, but none that equal that for Georgia. Stationary motor service. — As a soiirce of income and as a consumer of current the stationary motor is second only to the lamp. The adaptability of the electric motor to all sizes of power units, the ease and small cost of installation, the economy of space required, its cleanliness, its instantaneous availa- bility, the absence of noise, and the ease of operation make it superior to aU other forms of motors or en- gines, except where conditions preclude its installation. The growth in the use of stationary motors driven by current received from central electric stations is shown in Table 37, which gives the number and horsepower of stationary motors, by geographic divi- sions, for 1912, 1907, and 1902. The increasing popularity of electricity as a motive power is shown by the comparative figures reported for the number and horsepower of stationary motors. The total number of stationary motors reported for central stations increased from 101,064 in 1902 to 167,184 in 1907 and to 435,473 in 1912, a gain for the two five-year periods equivalent to 65.4 per cent and 160.5 per cent, respectively. The increase in the horsepower was even greater, being 276.5 per cent from 1902 to 1907 and 150.5 per cent from 1907 to 1912. During the decade the total horsepower of these motors increased by 3,692,614, or 843.1 percent, and their number by 334,409, or 330.9 per cent. The average horsepower per motor, which in 1902 was 4.3, had increased to 9.5 in 1912. The average capacity of motors was largest for the Pacific and Mountain divisions, 19.71 and 19.44 horsepower, respectively. CENTRAL ELECTRIC STATIONS— NUMBER AND HORSEPOWER CAPACITY OF STATIONARY MOTORS: 1912, 1907, AND 1902. Table 37 1912 1907 1902 AVEKAGE CAPACITY. PEE CENT OF INCREASE IS HOESEPOWEE. PEE CENT OF TOTAL HOESEPOWEE. Number. Horse- power. Number. Horse- power. Number. Horse- power. 1912 1907 1902 1902- 1912 1907- 1912 1902- 1907 1912 1907 1902 United States 435,473 4,130,619 167,184 1,649,026 101,064 438,005 9.49 9.86 4.33 843.1 150.5 276.5 100.0 100.0 100.0 New England 55,042 124,416 114,404 47,540 26,163 7,692 15,337 12,114 32,865 391,308 1,213,681 799,421 316, 113 361,011 62,081 103,765 235,506 647,733 23,841 34,108 49,345 19,027 8,948 3,039 7,220 6,091 15,565 154,720 544,020 307,668 138,027 95,373 21,656 42,507 94,960 250,205 12,736 29,938 23,257 9,767 2,516 3,935 10,633 2,394 6,888 62,163 149,083 80,304 33,331 16,541 7,610 11,024 20,953 67,096 7.11 9.78 6.99 6.65 13.80 8.18 6.77 19.44 19.71 6.^9 15.95 6.23 7.25 10.66 7.13 5.89 16.59 16.07 4.88 4.98 3.45 3.41 6.57 1.91 1.04 8.75 9.70 629.5 714.1 895.5 848.4 2,082.5 726.6 841.3 1,024.0 1,034.6 152.9 123.1 159.9 129.0 278.5 186.7 144.1 148.0 158.9 148.9 264.9 283.0 314.4 476.6 188.4 285.6 353.2 338.2 9.5 2)9.4 19.4 7.7 8.7 1.5 2.5 5.7 15.7 9.4 33.0 18.6 8.4 5.8 1.3 2.6 5.8 15.2 14.2 Middle Atlantic. 34.0 East Nortli Central West Nortli Central South Atlantic 18.3 7.6 3.S East Soutli Central West South Central Mountain 1.7 2.5 4.8 13.0 1 See page 25 for states composing the several geographic divisions. In 1902 the so-caUed flat rate was the principal form of contract between the producer and consumer of electric current. Each year since then has seen a large decrease in the number of stations operating under this form of agreement and a proportionate increase in the metered service, so that at the present time practically all consumers are on a measured cur- rent basis. The number of meters reported is not, however, identical with the number of customers, be- cause of the conflicting methods of accounting in use by the different companies; with some each meter is a customer, while with others the customers are counted regardless of the number of meters in service. The electric railways did not report stationary motors in 1912, but in 1907 they reported 20,468 sta- tionary motors with a capacity of 158,923 horsepower, and in 1902, 10,049 motors with a capacity of 35,688 horsepower. LINE EQUIPMENT. 61 The largest amount of power capacity of stationary motors at each, census was reported by the states of the Middle Atlantic division. In 1912 this division reported 1,213,681 horsepower, or 29.4 per cent of the total for the United States; in 1907, 544,020 horse- power, or 33 per cent of the total; and in 1902, 149,083 horsepower, or 34 per cent of all of this kind of power shown. Although the amount of power re- ported by this group of states formed a decreasing proportion of the United States total for each suc- ceeding census, still it increased 264.9 per cent from 1902 to 1907, 123.1 per cent from 1907 to 1912, and 714.1 per cent for the decade 1902 to 1912. In 1912 the East North Central group, with 19.4 per cent of the total, and the Pacific states, with 15.7 per cent, were the next largest users of this kind of power. These three groups of states reported nearly two- thirds (64.4 per cent) of the total horsepower for sta- tionary motor service in the United States. The South Atlantic division, which in 1902 -showed but 16,541 horsepower in stationary motors, reported 361,011 horsepower in 1912, an increase of over 2,000 per cent, the largest percentage of gain for any of the geographic divisions. The Pacific and Mountain divi- sions, in the order named, show the next largest per- centages of increase for the 10-year period 1902 to 1912. In 1902 the Middle Atlantic division reported more than one-third (34 per cent) of the total of this kind of power, and the East North Central, the New England, and the Pacific divisions followed, in the order named, with 18.3 per cent, 14.2 per cent, and 1 3 per cent, respectively. Combined, these four groups of states reported for that year 79.6 per cent of the total for the United States. In 1907 these same groups again led all other divisions in the proportion of the total power reported, but the Pacific division had passed the New England group. In 1912 then- relative positions were the same as in 1907. In 1907 the proportion of the total shown by these four divi- sions combined was 76.2 per cent, and in 1912 a sUghtly smaller percentage, 73.9, was reported. Considering the horsepower of stationary motors in the individual states, as shown by Table 55 (p. 82), New York reported 795,256 horsepower in 1912, and led all the others for the three censuses. This horsepower was more than double the amount reported by any other state, with the exception of California, which state was second with 603,742 horsepower. California m.ade the greatest absolute gaia from 1907 to 1912, but New York takes precedence in this respect for the decade 1902 to 1912. In addition to the two states named, each of the following states reported more than 100,000 horsepower for stationary motors in 1912: lUinois, Massachusetts, Michigan, Missouri, Ohio, Pennsylvania, and South Carolina. The largest average horsepower capacity of the motors in 1912 was 38.3, reported for Montana. The states of Utah, South Carolina, Georgia, Nevada, and California followed, in the order named, with average motor horsepowers of 35.9, 28.5, 25.8, 22.4, and 20.8, respectively. The extensive use of stationary motors of varying capacity in connection with manufactures no doubt accounts for the smaller average capacity per motor in the more eastern states, where the manufacturing industries are largely centralized. Subsidiary equipment. — At the censuses of 1907 and 1902 data relative to the subsidiary equipment located in the power houses and that in the substations of cen- tral electric stations were reported separately. These data have been combiaed in Table 38 in order to ren- der the totals for 1902 and 1907 comparable with the information as reported at the census of 1912. The table also gives the subsidiary equipment of the elec- tric railways. Table 38 COMMEECIAI, AND MUNICIPAL CENTRAL ELECTKIC STATIONS, AND ELECTBIC BAIL-WAYS— SDBSIDIAKY EQUIPMENT: 1912, 1907, AND 1902. Cen- sus. Eotary convert- ers and motor generator sets.' Boosters. Transformers. Num- ber. Kilowatt capacity. Num- ber. Kilowatt capacity. Num- ber. Kilowatt capacity. Total 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 4,667 2,632 742 2,646,396 1,305,651 333,426 511 261 297 47,628 21, 856 31,677 22,304 11,062 3,467 6,461,336 2,826,693 631,936 Central stations 1,827 670 301 1,009,136 363,419 173,373 328 127 193 22,821 4,810 17,911 13,868 6,788 1,800 4,103,939 1,693,532 419,367 Commercial Municipal Electric railways... 1,781 665 299 46 5 2 2,840 1,862 441 998,531 362,706 173,229 12,605 713 144 1,637,260 942,232 160,053 295 106 184 33 21 9 183 134 104 20, 151 4,474 17,735 - 2,670 336 176 24,807 17,046 13,666 12,972 5,479 1,765 896 309 35 8,436 6,274 1,857 4,039,236 1,677,682 418,068 64,703 15,850 1,299 2,357,397 1,133,161 212,569 1 Prior to 1912 motor generator sets were not included. Electric railways reported 61.9 per cent of the total kilowatt capacity of rotary converters and motor generator sets in 1912, compared with 72. 2 per cent in 1907 and 48 per cent in 1902. Of the total kilowatt capacity of these machines located in central electric stations, the commercial stations reported 98.8 per cent in 1912, 99.8 per cent in 1907, and 99.9 per cent in 1902. The capacity of the transformers increased 5,829,400 kUowatts, or 922.5 per cent, from 1902 to 1912. The electric railways reported 36.5 per cent of the total kilowatt capacity of transformers in 1912, 40.1 per cent in 1907, and 33.6 per cent in 1902. For the central stations, the commercial stations reported 98.4 per cent of the kilowatt capacity in 1912, 99.1 in 1907, and 99.7 in 1902. The average capacity of the trans- formers for aU stations increased from 183 kilowatts in 1902 to 290 kilowatts in 1912. As in the case of most machines used ia central station work, the av- erage capacity of the transformers increased consider- 62 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. ably during the decade 1902-1912. During this period the average capacity of these machines in central sta- tions increased from 233 kilowatts to 296 kilowatts; of those in the commercial stations, from 237 to 311 kilowatts; and of those in municipal stations, from 37 to 72 kilowatts. The average capacity of transformers reported by the electric railways shows a very large increase — from 128 kilowatts in 1902 to 279 in 1912. The total kilowatt capacity of the boosters shows an increase for the decade 1902-1912 and for the five- year period 1907-1912, but from 1902 to 1907 the fig- ures indicate a decrease. The statistics for boosters for central stations in 1902 and 1907, however, are no doubt incomplete because, unlike the schedule used in 1912, the schedules used in 1902 and 1907 did not specifically call for boosters under the substation equipment, and when these machines were reported they were placed under the general heading of "Mis- cellaneous." The extent to which boosters were re- ported in 1902 and 1907, therefore, is uncertain. For the electric railway industry there has been a steady increase in the capacity of these machines. OHAPTEE TI. FINANCIAL STATISTICS. Capitalization. — The statistics of capitalization of central electric light and power stations for prior cen- suses were confined to the par value of authorized and outstanding preferred and conunon stock and bonds of commercial corporations; the par value of the bonds issued by mimicipalities to secure funds for the construction, purchase, or operation of the municipal stations; and the retiurns made on such capitalization in the form -of dividends and interest. For the year 1912, however, a more extended report was requested, and a balance sheet as of December 31, 1912, was secured from all central stations, commer- cial and municipal. The capitalization for 1912, there- fore, includes for commercial companies, in addition to capital stock and funded debt, the cash investments, value of real estate mortgages, and floating debt. The balance sheet for municipal central stations shows funded debt amounting to $31,189,357 and cash investments amoimting to $27,064,963, which to- gether aggregate $58,254,320. It is' doubtful, how- ever, that this sum fairly represents the capitaliza- tion of this class of stations, since no cognizance is taken of the indebtedness which has been liquidated. In Table 39, therefore, the capitalization of municipal stations for 1912 is given as the amount reported for the cost of construction and equipment. Table 39 Total CommercM stations Capital stock Comraon Preferred Funded debt Cash investments Real estate mortgages Floating debt Municipal stations; Cost of constmction and equipment. Central electric stations — • Capitalization: 1912. $2,289,622,199 2,212,557,055 1,154,587,016 977,639,057 176,947,959 897,907,681 12,165,075 10,170,898 137,726,385 77,065,144 Of the total capitalization in 1912, as shown in Table 39, the commercial stations reported 96.6 per cent and the municipal stations 3.4 per cent. The capital stock, of which 84.7 per cent was common stock and 15.3 per cent preferred, represented 50.4 per cent of the total capitalization. The funded debt was equal to 39.2 per cent of the -total capitalization, the floating debt to 6 per cent, the cash investments to five-tenths of 1 per cent, and real estate mortgages to four-tenths of 1 per cent. Gross and net capital, commercial stations. — In the preceding table the total capitalization of the industry as a whole is shown. The table which follows gives for commercial companies the gross and net capital and the net capital pertaining strictly to the electric light and power industry. Table 40 Common stock PrefeiTed stock Funded debt Cash investments Real estate mortgages Floating debt Total Deduct intercompany holdings and treasury securities ,- Net capital Deduct investments outside of electric light and power industry. Net capital based on electric light and power industry Commercial central electric stations— Gross and net cap- ital: 1912. $977,639,057 176,947,959 897,907,681 12,165,075 10,170,898 137,726,385 2,212,557,055 126,305,618 2,086,251,437 76,721,716 2,009,629,721 To arrive at the net capital it is necessary to de- duct intercompany holdings, $77,787,160, and treasury securities, $48,518,458, leaving $2,086,251,437 as the net capital. The intercompany holdings or the stocks and bonds of certain electric companies held by other electric companies are deducted, since they have been reported as capitalization by the companies which originally issued them, and their inclusion by a purchasing company is a duphcation. In like man- ner, treasury securities constitute a duplication, since they represent stock or bonds legally ready for dis- posal, which have already been reported as outstand- ing capitalization but held in the treasury subject to issue. To arrive at the net capital pertaining strictly to the electric light and power industry it is necessary to deduct outside investments. These include in- vestments in the stock and bonds of companies other than electric, $65,895,784, and other permanent in- vestments, $10,825,932, a total amounting to $76,721,716, leaving $2,009,529,721 as the net capital based on the electric light and power industry. It wiU be seen from these figures that after the elimina- tion of the duplications referred to the net capital shows a shrinkage of 5.7 per cent, as compared with the gross capital, while the net capital based on the electric fight and power industry shows a falling off of 9.2 per cent, as compared with the gross capital. Capital Steele and funded debt of commercial sta- tions. — In order to present comparative statistics of capitalization it is necessary to use the totals as secured at the censuses of 1907 and 1902. The data are con- fined, therefore, to those for the commercial stations, since the statistics of capitalization for municipal sta- tions are unsatisfactory. (63) 64 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. COMMERCIAL COMPANIES— CAPITAL STOCK, FUNDED DEBT, AND DIVIDENDS: 1912, 1907, AND 1902. Table 41 1912 1907 1902, PEE CENT OF INCREASE. 1902-1912 1903-1912 1902-1907 Number of commercial companies having outstanding capitalization Total capitalization outstanding ■2,663 $2,052,494,697 2 2,516 $1,341,995,182 2,049 $627,515,875 30.0 227.1 5.8 52.9 22.8 113.9 Capital stock 1,154,587,016 977,639,057 176,947,959 34,580,872 28,602,399 5,978,473 897,907,681 741,317,497 666,003,772 75,313,725 19,300,572 16,883,812 2,416,760 600,677,685 372,951,952 349,080,281 23,871,671 6,189,837 5,560,341 629,496 254,563,923 209.6 180.1 641.2 468.7 414.4 849.7 252.7 55.7 46.8 134.9 79.2 69.4 147.4 49.5 98.8 90.8 Preferred 215.5 Dieirienfls, amnmit 211.8 203.6 On preferred stocli 283.9 Funded debt 136.0 ■ Exclusive of the capitalization of 169 electric railways which operated electric light and power departments, and 116 central electric stations not reporting stock and bonds for sundry reasons, but including 18 stations whose capitalization was reported by other stations, and 23 stations reporting bonds only. "Exclusive of 37 companies (21 operating electric railways with capitalization included in report for street and electric railways; 9. corporations reporting capitali- zation in one state and owning estabhshments in another stete, which are reported separately in certain of the tables; and 7 not reporting capitalization for sundry rea- sons), but including 2 oompames reporting bonds only, their capital stock not being separable from that representing other interests. The capitalization of commercial companies in- creased $714,479,307, or 113.9 per cent, from 1902 to 1907, and $710,499,515, or 52.9 per cent, from 1907 to 1912. The kilowatt-hour output shown in Table 29 increased 141.1 per cent and 97.3 per cent, respec- tively, for the same periods. It will be seen, there- fore, that there was a harmonious relation between the percentages of increase in capitalization and in output. The number of stations reporting capitahzation in- creased 147, or 5.8 per cent, from 1907 to 1912, as com- pared with an increase of 467, or 22.8 per cent, from 1902 to 1907. Of the entire capitalization, the total capital stock formed 56.3 per cent in 1912, 55.2 per cent in 1907, and 59.4 per cent in 1902, while bonds (funded debt) represented 43.7 per cent, 44.8 per cent, and 40.6 per cent, respectively. The relative im- portance of stocks and bonds, therefore, showed con- siderable variation between 1902 and 1907, but changed only slightly between 1907 and 1912. The funded debt increased $346,113,762, or 136 per cent, from 1902 to 1907, and $297,229,996, or 49.5 per cent, from 1907 to 1912. There has been a gradual lessening in the proportion of common stock, from 93.6 per cent of the total capital stock in 1902 to 89.8 per cent in 1907 and 84.7 per cent in 1912, and neces- sarily a corresponding increase in the percentage for preferred stock. The statistics of capitalization collected by the Cen- sus Bureau should not be used as a basis for comput- ing the return on investments in central electric stations. Many companies operate other industries in connection with central stations, and their systems of accounting are such that it is impossible to obtain data pertaining to the investment, income, and ex- penses for each branch, although the information for the entire enterprise may be very complete. However, in 1912 the 2,663 commercial companies reported dividends on common stock to the amount of $28,602,399, being equivalent to 2.9 per cent on $977,639,057 of common stock, as compared with 2.5 per cent in 1907 and 1.6 per cent in 1902. The amoimt of dividends on the preferred stock in 1912 was $5,978,473, equal to 3.4 per cent; in 1907 the rate was 3.2 per cent, and in 1902, 2.6 per cent. Some of the 2,663 companies reported for 1912 did not pay divi- dends for the census year, while others declared them upon one class of stock only. Cost of construction and equipment. — ^The schedule used at the census of 1902 called for a separate state- ment as to the cost, during the year and to date, of land; buildings; machinery, tools, and implements within stations; overhead electric service construction; underground electric service construction; lamps, motors, meters, and transformers, wired for use; sup- plies of every description on hand; and miscellaneous equipment. The object of these inquiries was to ascertain the total cost of the plant and equipment, and the expenditures during the year for extensions, additions, and repairs. It was presumed that the electric companies kept an account of this kind, but a majority contended that it was impossible to report the cost in such detail, and many asserted that they had no data from which even the total cost of the plant and equipment to date could be estimated with a fair degree of accuracy. Moreover, a considerable number of the electric stations have changed ownership during recent years, and the purchase price often has little relation to the actual cost of the plant, and in fact seldom, if ever, represents this cost. The transfer is frequently made through the exchange of stock or by some other arrangement whereby it is impossible to ascertain the money equivalent. In view of these conditions the attempt to ascertain the cost of con- struction in such detail was abandoned in 1907, but in an effort to preserve the comparative value of the statistics the total cost of the plant and equipment to date and the cost of construction during the census year were requested. Even this modification of the inquiry was imsatisfactory, and in 1912 it was still further simplified, and only the total cost of construc- tion, equipment, and real estate was called for. Many and varying factors enter into the cost of plants and equipment. Sites and rights, which in one FINANCIAL STATISTICS. 65 instance may cost but little, in another may be very expensive. The equipment of a station designed and prepared to supply current to a lai^e city or thickly settled community is quite unlike that of a station transmitting electricity considerable distances and sell- ing in bulk to but few customers. Notwithstandiag these limitations the data pre- sented in the following table may be accepted as presenting a fair approximation of the growth of the industry in respect to cost of construction and equip- ment for the United States, for the several geographic divisions, and for the individual states. CENTRAL ELECTBIC STATIONS— COST OF CONSTRUCTION AND EQUIPMENT: 1912, 1907, AND 1902. Table 42 DIVISION AND STATE. United States GEOGKAPmo divisions: New England Middle Atlantic East North Central West North Central South Atlantic. : East South Central West South Central Mountain Pacific New England: Maine New Hampshire Vermont Massachusetts Rhode Island Connecticut ^ Middle Atlantic: New York New Jersey Pennsylvania East Noeth Central: Ohio Indiana Illinois Michigan Wisconsin West Noeth Centeal: Minnesota Iowa Missouri North Dakota South Dakota Nebraska Kansas South Atlantic: Delaware, Maryland, and District of Columbia Virginia West Virginia North Carolina South Carolina Georgia Florida East South Centeal: Kentucky Tennessee Alabama Mississippi West South Centeal: Arkansas Louisiana Oklahoma Texas Mountain: Montana Idaho Wyoming Colorado New Mexico Arizona Utah Nevada Pacific: Washington Oregon California total cost 01? CONSTKUCTION AND equipment. 1912 $2,175,678,266 163, 684, 388, 170, 134, 76, 203, 390 468,258 107, 361 675, 873 306, 935 310, 186 964,574 052, 774 195, 798 696,607 19,926,292 18,061,576 10,027,600 71,707,238 11,339,294 22,406,268 350,626,904 69,058,381 164,522,076 69,243,894 47,930,262 162,104,228 72,764,830 36,632,671 44,360,910 22,126,518 48,624,710 4,881,632 11,318,041 12,971,316 26,023,808 39,970,422 10,927,379 13,390,173 12,090,231 34,012,368 19,890,925 4,028,688 19,709,023 41,517,416 8,726,776 6,011,359 4,811,879 14,275,269 13,352,640 43,612,986 64,583,391 32,482,666 2,200,032 66,989,142 3, 133, 760 9,268,049 11,655,496 12,993,362 22,610,528 23, 796, 747 344,389,232 1907 $1,096,913,622 92,582,360 391,858,983 203,869,358 86,378,763 68,513,594 27,384,959 31,981,172 57,380,775 146,973,678 12,629,101 8,695,652 7,234,498 43,279,226 7,327,862 13,416,011 252,731,789 65,219,446 73,907,749 42,657,000 26,680,710 88,142,233 37,001,060 10,478,365 24,138,081 9,986,666 33,866,760 1,619,997 2,806,363 7,372,081 6,589,806 34,010,868 1,790,271 2,682,936 2,241,791 8,803,382 7,354,286 1,630,061 10,356,088 7,614,333 7,293,876 2,220,662 1,922,668 11,614,121 7,130,864 11,313,529 17,960,677 3,251,460 942,326 23,126,179 989,317 1,672,689 5,148,696 4,299,631 20,789,849 14,403,278 111,780,661 1902 $504,740,362 56,538,120 211,010,618 87,654,667 39,840,684 19,462,480 9,081,612 13,247,115 23,662,909 45,242,147 4,824,850 6,447,660 2,691,170 29,662,267 6,428,706 6,583,477 112,998,778 56,432,502 41,570,338 26,381,397 6,706,510 38,329,275 11,669,169 4,678,316 9,236,505 8,664,234 16,679,872 416, 843 623,504 3,305,840 2,023,886 11,825,756 1,039,347 1,123,449 803, 936 2,442,989 1,252,678 974,425 3,670,162 3,603,088 908,895 899,477 1,082,605 6,066,603 597,516 5,510,491 4,740,807 785,030 467, 463 8,665,826 369, 877 810,341 7,521,780 301, 785 3,637,022 6,167,661 36,647,474 Actual increase: 1902-1912 $1,670,937,914 97,930,138 373,096,743 300,921,206 130,466,251 114,847,706 65,882,962 62,805,659 179,632,889 345,454,360 15,101,442 11,614,016 7,336,430 42, 144, 971 6,910,498 16,822,781 237,628,126 12,625,879 122,942,738 42,862,497 41,223,742 123, 774, 951 61,205,661 31,854,365 35,124,405 13,572,284 32,944,838 4,464,789 10,694,637 9,666,476 23,999,922 28,144,666 9,888,032 12,266,724 11,286,295 31,669,379 18,638,347 3,064,263 16,038,871 37,914,328 7,817,881 4,111,882 3,729,374 8,218,666 12, 766, 124 38,102,495 69,842,684 31,697,536 1,732,569 68,323,316 2, 763, 883 8,447,708 4,033,716 12,691,677 18,973,506 18,639,096 307,841,758 Per cent of increase: 1902- 1912 331.0 176.3 176.8 343.3 327.5 690.1 725.5 474.1 768.7 763.6 313.0 180.1 272.6 142.6 108.9 240.3 210.2 22.4 295.7 162.5 614.7 322.9 529.5 680.9 380.3 158.7 210.1 1,071.1 1,715.2 292.4 1,186.8 238.0- 951.4 1,091.9 1,403.9 1,292.2 1,488.0 313.4 437.0 1,052.3 860.2 457.1 344.5 135.7 2,134.7 691.6 1,262.3 4,037.7 370.6 673.0 747.2 1,042.5 63.6 4,206.5 536.4 361.4 842.3 The cost of construction of central electric plants, which includes that of the equipment devoted to the generation and distribution of electric current, for the United States as a whole, increased $1,670,937,914, or 331 per cent, from 1902 to 1912. In all of the geo- graphic divisions, with the exception of the New 58795°— 15 5* England, the Middle Atlantic, amd the West North Central, the per cent of increase was greater than the rate of gain for the United States. The largest per- centage of increase, 763.6 per cent, is shown for the Pacific group; the Mountain 'division is second, with 758.7 per cent; and the East South Central group 66 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. third, with 725.5 per cent. The largest actual gaia, $373,096,743, was in the Middle Atlantic states, and the relative value of the equipment in this group may be better understood when it is considered that the amount representing this increase was greater than the total amount of the entire investment reported in 1912 by the central electric stations in any other group except the East North Central and Pacific divisions. This latter division was second in the amount of actual increase, and the East North Central third. Several of the geographic divisions show considerable change in their respective proportions of the cost of construction and equipment in 1912, as compared with their proportions in 1902. The most noticeable de- creases are as follows: The Middle Atlantic division, from 41.8 per cent m 1902 to 26.8 per cent ia 1912, and the New England division, from 11 per cent to 7.1 per cent. Of the increases duriag the 10-year period, those for the Pacific division from 9 per cent in 1902 to 18 per cent in 1912, and for the Mountain division from 4.7 per cent to 9.3 per cent, were the most pronounced. Considering the states iadividually. New York had the largest amount invested at all three censuses, although California reported the greatest increase. $307,841,758, durmg the decade. The greatest per- centages of increase are shown for Nevada and Idaho. Oklahoma shows a gain of more than 2,000 per cent, and 10 other states — Arizona, Georgia, Kansas, Mon- tana, North and South Carolina, North and South Dakota, Tennessee, and West Virguiia — made increases of over 1,000 per cent from 1902 to 1912. These large percentages of increase, however, represent the states wherein the electrical industries were practically undeveloped 10 years ago. Important water powers are located in many of these states, and by their utili- zation electricity is generated at a minimum cost. The water powers in the Pacific, Mountain, and East South Central states have been developed very ex- tensively during the past decade, and the states in these divisions show the largest increases in the cost of construction and equipment of central electric systems. Table 43 gives for commercial and municipal stations the total number of stations, the cost of construction and equipment, the kilowatt capacity of d3Tiamos, the horsepower of primary machines, and the average cost of construction per kilowatt capacity of dynamos and per horsepower of prime movers, for 1912, 1907, and 1902. DOMMEKCIAL AND MUNICIPAL CENTRAL ELECTRIC STATIONS— COST OF CONSTRUCTION AND EQUIPMENT; AVERAGE COST OF CONSTRUCTION PER KILOWATT CAPACITY OF DYNAMOS AND PER HORSEPOWER OF PRIMARY POWER MACHINES: 1912, 1907, AND 1902. Table 43 TOTAL. COMMEECIAL. MUNICIPAL. 1912 1907 1902 X912 1907 1902 1912 1907 1902 5,221 $2,175,678,266 6,134,689 $424 7,528,648 $289 4,714 $1,096,913,622 2,709,225 $405 4,098,188 $268 3,620 $504,740,352 1,212,235 $416 1,845,048 $274 3,669 $2,098,613,122 4,766,012 $440 6,969,320 $301 3,462 $1,054,034,176 2,600,209 $422 3,776,837 $279 2,805 $482,719,879 1,098,855 $439 1,685,020 $286 1,562 $77,065,144 368,677 $209 559,328 $138 1,252 $42,879,447 209,016 $205 321,351 $133 815 Cost ot construction and equipment . . Kilowatt capacity ot dynamos Average cost of constraction per kilo- $22,020,473 113,380 $194 160,028 Horsepower of primary power ma- Average cost of construction per horsepower of primary power ma- The total cost of construction and equipment for aU stations reported for 1912 was an increase of $1,078,- 764,644 over the cost reported in 1907, or 98.3 per cent. For the same period the commercial stations increased $1,044,578,947, or 99.1 per cent, and the municipal stations $34,185,697, or 79.7 per cent. The commercial stations reported 96.5 per cent of the total cost of construction for the 5,221 central electric sta- tions in 1912 and 95.6 per cent of the total for the 3,620 stations in 1902. The average cost per station in 1912 was $416,717, as compared with $232,693 in 1907 and $139,431 in 1902. The averages per station for the commercial stations for the same years were $573,548, $304,458, and $172,093, and for municipal stations $49,337, $34,249, and $27,019, respectively. The average cost of construction per kilowatt capacity of dynamos for all stations decreased from $416 in 1902 to $405 in 1907, but increased to $424 for 1912. Similar changes took place in the average cost per horsepower of prime movers, which decreased from $274 in 1902 to $268 in 1907, but increased to $289 in 1912. The averages for commercial stations are in harmony with those for all stations, but for munici- pal stations the average cost of construction per kilo- watt capacity has increased during each five-year period, while the average for the primary power units was the same in 1912 as in 1902, although showing a decrease from 1902 to 1907. Income. — The schedule used at the census of 1912 called for returns of income in less detail than in 1907 and 1902, because the detailed information secured in the earlier years was unsatisfactory. In the census of 1907, for instance, the attempt was made to secure separate income data for arc and for incandescent lighting, for stationary motor service, for charging automobiles, and for electric heating, cooking, welding, etc., but these were aU abandoned as separate inquiries in 1912. FINANCIAL STATISTICS. 67 The inquiries as to income, and also as to operating expenses, used in the schedule for 1912, with slight modifications, conform to the system of accounting adopted by the United States Interstate Commerce Commission. The different items of income for which separate totals were reported are shown in Table 44. This table also shows, the per cent each item forms of the total income. Table 44 Total income Electric service Commercial light, power, and heat Municipal street Ughting Municipal building lighting... Current sold to other public service corporations. Estimated value of free service: Commercial stations Municipal stations Interest and dividends from investments All other sources CENTRAL ELECTKIC STA- TIONS—INCOME: 1912. Amount. 8302,115,599 286,980,858 221,200,466 27,273,226 2,504,611 31,019,660 513,644 4,469,351 4,891,449 10,243,292 Per cent of total. 100.0 95.0 73.2 9.0 0.8 10.3 0.-2 1.6 1.6 3.4 The great bulk of the mcome was for electric service, but 5 per cent of the total income being derived from other sources. As might be expected, most of the income (nearly three-fourths) was reported for com- mercial light, power, and heat. Current sold to other public service corporations was second in importance, and municipal street hghting, shown separately for the first time at the census of 1912, was third. The income from interest and dividends from investments and aU other income were comparatively imimportant. The estimated value of free service formed but 1.7 per cent of the total income. In 1912 the estimated amount reported for free service was $4,982,995, while in 1907 this item was reported as $6,010,595, indi- cating a decrease during the five-year period of $1,027,600, or 17.1 per cent. Although in 1912 a small amount ($513,644) was shown for such service for commercial stations, for franchise privileges, etc., free service was chiefly reported by the municipal stations, such stations reporting 89.7 per cent of the total in 1912 and 94.4 per cent in 1907. The differences in reporting the items of income at the several censuses render it impracticable to give comparative figures, except for gross income, for elec- tric service, and for receipts from all other sources. Data relating to these three items of income and to the nimiber of stations are shown for commercial and municipal stations for 1912, 1907, and 1902. The municipal stations formed 22.5 per cent of the total number reported at the census of 1902. This proportion increased to 26.6 per cent in 1907 and 29.9 per cent in 1912. This increase in number, however, loses much of its significance when it is considered that the gross income of the municipal stations formed only 8.1 per cent of the total income of both classes of stations in 1902, 8 per cent in 1907, and 7.7 per cent in 1912. Table 4S CLASSIFICATION OF INCOME. COMMERCIAL AND MTJNICIPAL CENTRAL ELECTRIC STATIONS — GROSS INCOME: 1912, 1907, AND 1902. Census. Total. Commercial. Municipal. NnmhRr n{ statinns 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 6,221 4,714 3,620 3302,115,599 175,642,338 85,700,605 286,980,868 169,614,691 84,186,606 15,134,741 6, 027, 647 1,514,000 44.2 10.8 30.2 252.5 72.0 104.9 240.9 69.2 101.5 899.7 151.1 298.1 3,659 3,462 2,805 S278,896,610 161,630,339 78,735,500 264,317,150 156,000,257 77,349,749 14,579,460 5, 630, 082 1,385,751 30.4 5.7 23.4 254.2 72.6 105.3 241.7 69.4 101.7 962.1 169.0 306.3 1,662 1,252 815 $23,218,989 14,011,999 6,966,106 22,663,708 All other sources 13,614,434 6,836,856 556,281 Per cent of increase; Number of stations— 1902-1912.. . 397, 565 128,249 91.7 1907-1912 24.8 1902-1907 53.6 Gross income— 1902-1912 233.4 1907-1912 65.7 1902-1907 101.2 Electric service— 1902-1912 231.5 1907-1912 66.5 1902-1907 99.1 All other sources — 1902-1912 333.0 1907-1912 . 39.7 1902-1907 210.0 Table 56 (p. 88) shows that in income, as in most other features of the industry, the Middle Atlantic and East North Central divisions lead all others, these two divisions combined reporting in 1912 $160,005,679, or 53 per cent of the total income. The Pacific division was third in gross income, with $32,195,997, or 10.7 per cent of the total. With few exceptions these three divisions lead in the several items of income shown in Table 56. For municipal building lighting the Middle Atlantic division reported $1,287,893, or 51.4 per cent of the total for such service; and for interest and dividends from investments, $2,529,416, or 51.7 per cent of the total. In estimated value of free service for municipal stations, the East North Central division led, with $1,846,837, or 41.3 per cent, whUe of the total shown for "all other income" this division reported $3,484,991, or 34 per cent. Four of the states showed a gross income in 1912 of upward of $20,000,000, as follows: New York, $57,- 218,973; Illinois, $30,045,297; California, $27,685,573; and Pennsylvania, $24,387,863; their proportions of the total income being 18.9 per cent, 9.9 per cent, 9.2 per cent, and 8.1 per cent, respectively. In the amounts reported for commercial light, power, and heat these four states also led, but with California instead of Illinois in second position. The amounts reported for this service were: New York, $42,388,607, or 19.2 per cent; California, $19,941,719, or 9 per cent; Illinois, $19,693,842, or 8.9 per cent; and Pennsylvania, $16,811,493, or 7.6 per cent. In income for municipal street lighting. New York reported $4,556,339, or 16.7 per cent of the total for such service; Pennsylvania, $3,363,079, or 12.3 per cent; and Massachusetts, 68 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. $2,322,146, or 8.5 per cent. In income for current sold to other public-service corporations, Illinois led, with $5,231,534, or 16.9 per cent, followed by New York, with $5,090,032, or 16.4 per cent; California, with $4,763,032, or 15.4 per cent; and Pennsylvania, with $2,801,257, or 9 per cent. No other state re- ported as much as $2,000,000 for such service. DiAOBAH 16. — Central Electric Stations — Gross Income, by States: 1912, 1907, and 1902. NEW VORN ^■n & ■■■■ w^ ™ m mm "■ ILLINOIS ^~ CALIFORNIA PENNSVLVANIA Bffl ^~ tMHi Swz Wmi ^ggcSS MAeSACHUSETTS OHICEI wm SP" - MICHIOAH , "■" ■ jMH NEW JERSEY MISSOURI ^^T ^ ^^^ ^^^ INDIANA 9^9 ■■ MINNESOTA ^^ ■ TEXAS W^ ■ WISCONSIN ^^ ■ CONNECTICUT ^™ DELAWARE, D.G.,ANO MD. s^ COLORADO w^ SOUTH CAROUNA ^" IOWA P" MONTANA w WA8HINQT0N ^^a KANSAS ^ NEBRASKA ^ KENTUCKY W W^m 1913 TENNESSEE r ^^S 1007 OKLAHOMA eZSZ 1002 r RHODE ISLAND LOUISIANA w MAINE w GEORQIA !• IDAHO UTAH NORTH CAROUNA OREQON FLORIDA ALABAMA VERMONT ARIZONA MISSISSIPPI WEST VIRGINIA SOUTH DAKOTA ARKANSAS ■, NORTH DAKOTA VinoiNIA F NEVADA WYOMINO NEW MEXICO Diagram 16. — Central Electric Stations — Income from Electric Service, bt States: 1912, 1907, and 1902. MILUOHS 90 90 40 BO NEW YORK Y^u??) ^^. pffl ^ras Hssaui ILUNOIS V ^^ ^^ , CAUFORNIA SS2S i mmm PENNSYLVANIA ■SsSS psp W^ ' MASSACHUSETTS jMNH F^" OHIO ^^^H ■ T NEW JERSEY MISSOURI mm ■ TEXAS MINNESOTA ^r^ WISCONSIN DELAWARE. D. C..AND MD. CONNECTICUT COLORADO SOUTH CAROUNA w IOWA MONTANA WASHINQTON KANSAS KENTUCKY w NEBRASKA ?" i^^ieii TENNESSEE OKLAHOMA LOUrSIANA w ^S^ieoT RHODE ISLAND w NEW HAMPSHIRE r GEORQIA MAINE IDAHO r f r UTAH f NORTH CAROUNA ^ OREGON f' FLORIDA f ALABAMA ' VERMONT r WEST VIRGINIA r MISSISSIPPI ^ ARIZONA r SOUTH DAKOTA p ARKANSAS r NORTH DAKOTA p VIRGINIA F NEVADA WYOMING NEW MEXICO Changes in the size of the dynamos used in central stations and data as to earning capacity in respect to size are presented in the following comparative table, which gives for 1912, 1907, and 1902 the gross income for stations grouped according to dynamo capacity. FINANCIAL STATISTICS. 69 CENTEAL ELECTRIC STATIONS— GROSS INCOME FOR STATIONS GROUPED ACCORDING TO DYNAMO CAPACITY: 1912, 1907, AND 1902. Table 46 Census. Total. STATIONS QBOUPED ACCOBDDJG TO DYNAMO CAPACITY. Stations CLASS OF INCOME. • Under 200 kilowatts. 200 and under 600 kilowatts. 600 and imder 1,000 kilowatts. 1,000 and under 2,000 kilowatts. 2,000 and under 5,000 kilowatts. 6,000 kUo- watts and over. having no generating equipment. 1912 1907 1902 5,221 4,714 3,620 44.2 $302,115,599 175,642,338 85,700,605 252.5 286,980,858 169,614,691 84,186,605 240.9 16,134,741 6,027,647 1,514,000 899.7 2,902 3,038- 2,587 ■12.2 $16,625,878 17,140,070 14,440,351 15.1 15,934,092 16,344,745 14,090,189 13.1 691,786 795,326 350,162 97.6 948 821 686 61.8 $18,111,238 14,786,719 10,409.319 74.0 17,166,227 13,964,088 10,122,092 69.6 945,011 832,631 287,227 229.0 337 269 172 96.9 $14,079,923 10,465,110 7,001,486 101.1 13,322,200 10,075,476 6,896,143 93.2 757, 723 389,634 105,343 619.3 214 169 98 118.4 $16,518,064 13,149,808 8,414,307 96.3 15,832,796 12,617,855 8,175,941 93.7 686,269 631,963 238,366 187.5 152 115 67 126.9 $25,448,629 21,91.5,199 13,839,846 83.9 24,398,710 21,277,402 13,635,206 78.9 1,049,819 6.37,797 204,640 413.0 161 76 32 403.1 $188,434,343 89,930,073 30,027,061 527.5 179,107,243 87,277,832 29,766,206 601.9 9,327,100 2,6.62,241 270,856 3,343.6 607 Per cent of increase: 1902-1912 227 78 660.0 1912 1907 1902 $22,897,634 8,265,359 1,668,235 1,360.1 21,219,591 8,067,293 1,510,828 1,304.6 1,678,043 188,066 57,407 2 823 1 Klectric service 1912 1907 1902 Per cent ot increase: 1902-1912. . . , 1912 1907 1902 Per cent of increase: 1902-1912 .' The distinctive changes brought out by this table are the exceptionally large growth of income for sta- tions with dynamos of the largest capacity and the remarkable increase in that for stations without gen- erating equipment. Between 1902 and 1912 the total income increased by $216,414,994, of which amount the increase for the stations reporting a dynamo capacity of 5,000 kilo- watts and over was $158,407,282, or 73.2 per cent, and for the stations without generating equipment, $21,S29,399, or 13.5 percent; the increases for these two classes alone thus representing 86.7 per cent of the total growth. In 1902, of the total income for electric service that for stations reporting dynamos of 5,000 kilowatts and over represented 35.3 per cent and that for stations without generating equipment 1.8 per cent. In 1912 the proportions for these classes of stations had increased to 62.4 per cent and 7.4 per cent, respectively. The smallest increase in gross income during the decade is shown for the stations having less than 200- kilowatt capacity, while, on the other hand, the largest increase for stations reporting dynamos is shown for those of 5,000 kilowatts and over. The largest percentage of increase in gross income for any class of stations in the table is reported for the stations having no generating equipment, which em- phasizes the growth in the operations of stations using purchased current. . This condition has largely been brought about by the economy connected with the generation of electricity in stations of large dynamo capacity, which is made available over large areas by means of long-distance transmission lines. Expenses. — Details for expenses, like details for income, were reported differently at the several cen- suses. In the following table the expenses are shown in detail as reported in 1912, with the percentage which each item of expense forms of the total. Table 47 Total expenses Fuel Electric current and electric power purchased Rent of offices, conduits, underground and water privi leges Supplies, materials, salaries and wages, and other miscel- laneous expenses, not elsewhere specified Taxes: Real and personal property Capital stock Federal corporation. Earnings Miscellaneous Interest on funded and floating debt Injuries and damages Insurance Charges for depreciation Charges for sinking fund CENTEAL ELECTRIC STATIONS— expenses: 1912. Amount. $234,419,478 34, 748, 764 18, 074, 344 4,279,696 91, 847, 508 8,048,291 997, 012 668, 706 2, 698, 338 ' 944, 991 48,302,900 1,200,989 2, 320, 161 18, 843, 863 1,654.035 Per cent of total. 100.0 14.8 7.7 39.2 3.5 0.4 0.2 1.1 0.4 20.6 0.5 1.0 8.0 0.7 Of the expenses reported in 1912, supplies, etc., constituted the chief item, and formed 39.2 per cent of the total; interest on fimded. and floating debt, 20.6 per cent, was second; and cost of fuel, 14.8 per cent, was third. Charges for depreciation and charges for sinking fund, not reported at prior censuses, combined formed 8.7 per cent of the expenses; and taxes, which are reported in considerable detail, formed 5.6 per cent. For comparison with prior censuses it is necessary to arrange the expenses into the four groups for which separate figures are given in the following table. The total for supplies, materials, and salaries and wages includes sundry expenses incident to operation and maintenance, such as advertising, law expenses, tele- 70 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. graph and telephone service, power other than electric, and expenses of a similar character not elsewhere re- ported. In the reports for 1902 and 1907 interest on funded debt was treated as a fixed charge and not as an item of expense; but to make the data for these two years comparable with the figures for 1912, interest amounting to $27,991,762 in 1907 and $12,623,545 in 1902 has been included with the expenses for those two years. The total for rent of ofiices, etc., in 1912 includes charges for depreciation, $18,843,863, and charges for sinking fund, $1,654,035, or $20,497,898 in all for items that were not reported at the censuses of 1907 and 1902. Table 48 Number ol stations: 1912 1907 1902 Total expenses: 1912 ■.. 1907 1902 Rent ot oflBces, conduits, and water privileges; taxes , interest on fund- ed and floating debt, injuries and damages, insurance, and charges lor depreciation and silikiBg fimd— 1912 1907 1902 , Cost of luel — 1912 1907 1902 Electric power pm- cbased — 1912 1907 ^ 1902 Supplies and materials, including salaries and wages, and other ex- penses not elsewhere mcluded — 1912 1907 1902 Per cent of increase; Number of stations — 1902-1912 , 1907-1912 1902-1907 Total expenses — 1902-1912 1907-1912 1902-1907 Rent of offices, conduits, and water privileges; taxes, interest on fund- ed and floating debt, injuries and damages, insurance, and charges for depreciation and sinking fund — 1902-1912 1907-1912 1902-1907 Cost of fuel — 1902-1912 1907-1912 1902-1907 Electric power pur- chased— 1902-1912 1907-1912 1902-1907 Supplies and materials. Including salaries and wages, and other ex- penses not elsewhere Included — 1902-1912 1907-1912 1902-1907 COMMEKCUl AND MUNICIPAL CENTEAL EMCTKIC STATIONS— expenses: 1912, 1907, AND 1902. Total. 5,221 4,7U 3,620 1234,419,478 134,196,911 68,081,375 89,748,872 61,061,122 21,817,004 34, 748, 754 23,057,745 11,635,509 18,074,344 6,417,237 12,130,759 91,847,508 53,660,807 32,498,103 44.2 10.8 30.2 244.3 74.7 97.1 311.4 75.8 134.0 198.6 50.7 98.2 748.3 ' 181. 7 201.2 182.6 71.2 65.1 Commer- cial. 3,659 3,462 2,805 $217,502,313 123,880,291 62,835,388 87,022,175 49, 434, 241 21,094,560 30,373,445 19,824,962 10,189,685 16,912,612 6,080,905 1 2,007,193 83,194,081 48,540,183 29,543,950 30.4 5.7 23.4 246.1 75.6 97.2 312.5 76.0 134.3 198.1 53.2 94.6 742.6 178.1 203.0 181.6 71.4 64.3 Municipal. 1,562 1,252 815 $16,917,165 10,316,620 5,245,987 2,726,697 1,626,881 722,444 4,375,309 3,232,783 1,446,824 1,161,732 336,332 1123,566 8,663,427 5,120,624 2,954,163 91.7 24.8 53.6 222.6 64.0 96.7 277.4 67.6 125.2 202.6 35.3 123.6 840.2 245.4 172.2 192.9 69.0 73.3 Per cent of total. Com- mer- cial. 70.1 73.4 77.5 92.8 92.3 92.3 97.0 96.8 96.7 87.4 86.0 87.6 93.6 94.8 94.2 90.6 90.5 90.9 Mu- nici- pal. 26.6 22.5 7.2 7.7 7.7 3.0 3.2 3.3 12.6 14.0 12.4 6.4 5.2 5.8 9.4 9.6 9.1 ' Includes a small amount paid for power other than electric. In 1912 the largest single item of expense, $91,- 847,508, was for supplies and materials, etc., which formed 39.2 per cent of the total expenses for that year, as compared with 47.7 per cent in 1902. The largest percentages of increase are shown for electric power purchased, and although the amoimt shown for this item forms but a small proportion of the total, the increased percentage in 1912 is in harmony with the general trend toward the concentration of gen- erating stations into larger units of capacity and the purchase of current by the smaller ones wherever practicable. In fact, the economy of large units is generally recognized in the electrical world. Of the total expenses, the proportions contributed by the two classes of stations, commercial and munic- ipal, vary but little from census to census. For the municipal stations the largest proportion for any one item, 12.6 per cent in 1912 and 12.4 per cent in 1902, is shown for cost of fuel. These stations are generally small and buUt to meet the demands of the munici- palities, and water-power is seldom available. The municipal stations, for instance, in 1912 reported 20.2 per cent of the total horsepower for gas and oil engiaes, 8.2 per cent of the total for steam power, and for water power but 5.3 per cent. Balance sheet, commercial companies. — The special data covered by this inquiry embrace details relative to assets and liabilities, together with the deficit or surplus. The difference between the deficit and sur- plus shows a net surplus for each geographic division and state. Table 49 (p. 72) gives the assets and liabilities for commercial central stations, by geographic divisions and states. ^ssefe.— The $2,098;613,122 reported as the cost of construction, equipment, and real estate should not be considered as representing the value of properties which are engaged exclusively in the generation and distribution of electric current. In the case of the large hydroelectric station — the type which has had the greatest growth in the last five-year period, 1907 to 1912 — many and varying conditions under which the stations are built and equipped must be given consideration. Often large tracts of land must be purchased, miles of riparian rights secured, large reser- voirs built to secure a plentiful supply of water, and private rights of way acquired for the high-voltage lines; these and many other factors enter into the values shown by the figures in the table. Again, the franchise values, good vnU, intangible assets, etc., are often included, so that the actual cost of construction, equipment, and real estate is affected more or less according to the methods of bookkeeping employed by the reporting company. There were many different methods of bookkeeping shown in the balance sheets of the various companies reporting, but it is probable that a company would not imderestimate the value of its properties or magnify the sum of its liabilities. The average cost per kilowatt capacity of dynamos of FINANCIAL STATISTICS. 71 commercial stations in 1902 was $439 in 1907 it had decreased to $422, while in 1912 it had increased to $440 — practically the same as 10 years before. The average cost per horsepower capacity of prime movers, which had decreased from $286 in 1902 to $279 in 1907 increased to $301 in 1912, a gain of $22 per initial horsepower in the latter five years. The 3,659 companies whose financial condition is reflected in the balance sheet held as assets in 1912, stocks and bonds of companies other than electric to the value of $65,895,784, and of other electric com- panies to the value of $77,787,160, in addition to other permanent investments listed at $10,825,932. These combined holdings amounted to over 6 per cent of the total assets. A number of companies hold as assets varying amounts of their own stock and bonds which may be carried as current assets or used as collateral for floating loans or for immediate dehvery in case of sale. These are more or less a bookkeeping liability and represent a certain amount of duphcation which should be deducted from the total invested to sectu-e the net capitalization. The item of cash, current assets, and supplies was $140,138,589, and includes bills, notes, and accounts receivable, and represents the working capital of the companies. The total amount reported for the sinking and other special ftmds was $9,939,237. Liabilities. — In addition to the $977,639,057 of common stock, $176,947,959 of preferred stock, and $897,907,681 of bonds issued, there was $12,165,075 reported as "cash" invested in central electric stations. This amount represents the cash capital of the 587 indi- viduals, 293 firms, and seven other forms of ownership engaged in the generation of electric current. There were also a few cases of large corporations engaged in other branches of industry which, either from local pride or from sociological motives, furnished electric current for lighting small towns in the immediate neighborhood. The investment in electrical equip- ment in such cases was so small as compared with the whole establishment, that, for accounting purposes, it was carried as "cash investment" upon the books of the company. The item of $137,726,385, which is shown as floating debt, includes loans and notes, in addition to short-time securities floated for the purpose of construction, pm-chase of new equipment, etc. It forms 6.3 per cent of the aggregate amount of stock, funded debt, cash investment, and floating debt. Notwithstanding the fact that the difference between the deficit and surplus results in a net surplus amount- ing to $115,671,116, for the commercial stations as a whole, that not all of these companies were successful financially is evidenced by the deficit shown of $7,409,621. In but few states, however, does the deficit form an appreciable part of the total. Balance sheet, municipal stations. — Table 50 (p. 74) presents a balance sheet of mimicipal stations for the year ended December 31, 1912. Many of the municipalities operatuig electric stations do not have systems of bookkeeping which are adapted to the uniform system of accounts generally employed by the commercial stations. The lighting plant is often operated not upon a separate basis but as one of the branches of the utilities of the mimicipality; and some other branch of the utilities may not only absorb the surplus and supply the deficit, but use the income, which often is not commensurate with the services rendered for various purposes, and may im- pose upon the electric plant, without adequate reim- bursement, many expenses in the way of service. Under these conditions the comparison of the cost of construction, equipment, and real estate with the funded debt, cash investments, and real estate mort- gages has but httle significance. The additions and betterments are often made by a special tax levy or a sum voted for the purpose out of the general receipts from taxation without any additional encumbrance being placed on the plant. With many of the stations the balance sheet is really a yearly statement rather than an accumulative summary of the financial condition. DETAILED COMPAKATIVE SUMMAET. In the several tables of this report comparative statistics have been presented for the various features pecTiliar to the electric light and power industry, such as primary power, djmamo capacity, and line equip- ment, each subject being treated in a separate table. Table 55 (p. 82) brings together the principal facts in a detailed comparative summary, by geographic divi- sions and states, for 1912, 1907, and 1902. 72 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. COMMERCIAL CENTRAL ELECTRIC STATIONS— BALANCE Table 49 DIVISION AND STATE. Cost of con- struction, equipment, and real estate. United States. Geogeaphic divisions: New England Middle Atlantic East North Central. . West North Central . South Atlantic East South Central.. West South Central. . Mountain Paciflc New England: Maine New Hampshire- , Vermont Massachusetts Rhode Island Connecticut Middle Atlantic: New York New Jersey Pennsylvania. . East Nohth Centp.al: Ohio Indiana Illinois Michigan Wisconsin West North Central: Miimesota Iowa Missouri North Dakota South Dakota Nebraska 'K'flTisa.q ^ South Atlantic: Delaware, District of Co- lumbia, and Maryland. Virginia West Virginia North Carolina South CaroUna Georgia Florida East South Central: Kentucky Tennessee Alabama Mississippi West South Central: Arkansas Louisiana Oklahoma Texas Mountain: Montana Idaho Wyoming . . . Colorado New Mexico. Arizona Utah Nevada Pacific: Washington. Oregon Cahfomia 52,098,613,122 Stock and bonds of other electric companies. Stock and bonds of companies other than electric. S77, 787, 160 147, 947, 181 580,011,561 357,102,214 159, 568, 592 127,170,089 70, 769, 454 71,991,145 201,905,259 382, 081, 617 19,687,956 17,905,032 9, 277, 420 68,395,610 11,330,919 21,350,244 348,696,341 68,669,160 162,646,060 64, 625, 010 43, 747, 700 147, 782, 820 06, 285, 610 34,661,074 41,767,683 20,555,159 46,350,586 4, 598, 964 10, 985, 158 11,565,718 23,745,324 39,527,113 9,517,318 13, 280, 643 10,722,951 33,436,891 13,344,251 2,346,922 19,025,541 39,953,142 7,975,241 3,815,530 2, 769, 854 25, 851, 737 3,924,608 15,648,"'" 6, 137, 901 59, 025 451,013 11,214,352 11, 829, 734 4, 242, 013 13,693,106 11,697,720 42,358,300 64, 441, 739 32, 245, 940 2, 167, 032 66,709,390 3,070,644 9,268,049 11,096,475 12,977,000 16,316,527 23,230,309 342, 534, 781 136, 700 2,222,026 361, 128 50,000 18, 542, 881 280, 772 7,028,084 198,350 17,088 1,504,780 144, 100 2,060,290 10,461,780 10,XIOO 781,196 3,025,700 $65, 895, 784 5,076,669 23, 167, 238 7, 574, 629 801,540 4,312,-" 8,990 18, 000 1, 743, 797 23,132,572 2,540,131 3,425 166, 726 1, 103, 534 1,703,952 68, 990 42,000 4,322,959 25,000 34,025 7,600 423,513 20,000 2,000 10,134,400 864,322 149, 502 6,000 68,128 394, 700 227, 764 11, 207, 270 301,388 534, 195 1,697,530 16,139,282 68,488 6,959,468 1, 758, 289 184,456 6,605,686 55,030 71,168 15,416 19,611 393, 136 14, 700 114,"'- 27,912 276,072 1,375,675 Treasury securities. Stock. $16,418,819 479, 202 3,345,030 4,330,426 1,579,441 601,650 187, 529 166,997 3,111,275 2,717,369 463, 600 3,500 7,000 2,875 11, 274 2,735,425 185,000 2,200 1,110 7,180 700 2,500 363 7,350 7,787 1,379,846 70, 176 263,382 1,155 2,! 10,600 15,750 10,225 6,871 23, 115, 476 2,699,070 23,750 622, 210 479,414 1,680,502 960, 000 68,435 1,142,076 18,760 491,514 2,500 Bonds. Other permanent invest- ments. $32,099,639 413,507 7,430,486 8, 006, 267 7, 896, 900 740, 119 1, 134, 566 144,004 2, 983, 000 3,350, 108,643 32, 981 175,283 218,818 146,869 701,000 8,300 18,500 130,000 344, 750 4, 32, 600 150, 000 101,000 6,910 3,831 56,266 35,425 1,206,686 1, 711, 632 16, 077 130) 966 11,500 368,920 446,608 1, 902, 841 63, 600 33,000 882,418 2,259,370 4,288,698 1,719,890 3,268,850 1, 928, 672 147, 800 941, 055 3,442,600 1,668,345 409, 683 1,314,700 163, 000 638, 772 370,000 428,649 31,000 70, 760 30,000 51,970 52, 750 75,000 1,020,825 14,230 $10,825,932 Cash and current assets, including supplies. 688,661 3,782,301 1,618,117 77,118 577, 760 149,637 72,648 2,663,959 1,296,931 99,600 143,664 350 73, 000 983,000 1,507,000 125,000 70, 000 225,000 166,426 209,918 2,974,457 10,128 138, 005 8,391 201,334 330,803 2,715,977 376,996 689,328 70,341, 51, 131 633, 534 214, 603 648,508 $140,138,589 11,582,678 47,902,799 25, 590, 642 13,150,220 7,475,162 3, 057, 994 3,637,253 12,685,623 15,166,218 Stock and bond discount. $20,229,893 Sinking amd other special funds. $9,939,237 $10,665,361, 64, 118 15, 000 1,000 7,000 166,718 26,466 44,044 346,242 6,300 600 17,723 12,880 5,321 36,624 2,334 1,831,793 352, 846 358, 664 91,922 26,600 161,539 39, 454 1, 104, 938 1,024,179 836, 059 483, 6. 963. 643 1,131,589 2. 143. 644 36,014,118 3,311,007 8,577,674 3,176,248 2,836,320 12, 190, 007 4,932,454 2,456,613 3,936,332 1,690,230 4,572,167 340,286 442,441 589, 092 1,580,673 2,442,026 223,670 426, 772 440, 529 3,047,810 728,243 166, 112 710, 746 1,568,238 548, Oil 231, 000 252,932 408, 286 637,444 2,338,691 7,646,623 1,184,677 164,438 2,234,277 170,—" 352, 729 446, 187 495, 732 1,015,679 691,314 13,549,226 173,714 2,077,714 2,380,046 1, 684, 643 659, 112 888,016 569,794 2,671,574 9, 236, 380 50,153 64,768 36,110 1,446,210 66,723 574,781 314, 828 774,621 164,006 938,907 197,684 378,641 118, 833 819, 000 119, 875 49,440 47,911 150,943 400,031 331 69,288 593,362 2,840,929 1,130,978 819,601 600, 087 101,963 156,297 345, 603 3,350,427 109, 637 62,400 17,425 565,000 68 143,905 179,043 38,000 251,035 270,759 980,420 238,646 28,400 569,438 60, 000 621,645 83,126 351,609 225, 733 1,668,038 55,975 84,244 118, 736 246,374 74, 104 13,929 2,508,855 154,881 177,193 213,209 42,262 399,452 157,439 318,616 403,331 13,268 30,902 82, 630 19, 812 266,658 3,000 455,967 4,614 8,564 10,543 116, 133 5,276 Sundries. Profit and loss deficit for com- panies showing a deficit. $7,409,621 1,006,191 2,559,306 1,349,152 856,469 173,117 296, 662 635,264 1,708,670 2,080,531 85,964 3,773 29 12,187 9,820 114,070 27,921 56,327 15,564 38, 797 121,589 6,838 20,030 87,458 6,094 23,909 1,320,424 45,856 176, 707 75, 333 594, 407 14,292 99,596 1,577,871 354,746 156,386 169, 090 246, 203 571, 267 207,206 46,482 258, 766 176, 136 1,212 220, 730 28,691 124,582 73,080 2,625 8,643 38,527 49,156 1,014 72 39, 613 119,339 137,096 614 28,084 34,793 195,981 376,406 67,608 577, 261 4,098 309, 218 21,281 672, 616 56,248 440 33,646 192, 742 1,854,243 143,463 1,716,163 2,705,922 491,553 778,670 116,437 370,687 382,442 704,384 23,248 18,963 16,931 70,250 1,337 12,744 1,290,269 92,070 333,824 113,812 195,003 8,884 2,076,938 311,285 66,869 131,083 123,410 28,617 70,733 70,841 93,350 11,395 25,037 23,833 429,979 129,265 66,811 62,166 25,758 34,665 3,958 50,493 11,997 132,433 176,664 16,985 208,015 11,552 110,716 22,036 6,407 675 6,056 126,135 21,435 566,814 FINANCIAL STATISTICS. SHEET, BY GEOGRAPHIC DIVISIONS AND STATES: 1912. 73 $2,490,023,157 Total- Assets or liabilities. LIABILITIES. Capital stock. Common. 1977,639,057 Preferred. $176,947,959 Fimded debt. $897,907,681 Cash in- vestments. $12,165,076 Beal estate mortgages $10,170,898 Floating debt. $137,726,385 Eeserves. $64,122,773 Accounts payable. $40,936,406 Interest and taxes due and accrued. $19,007,229 Divi- dends due. $3,214,790 $26,804,167 Sundries. Profit and loss surplus for com- panies showing a surplus. $123,080,737 Net surplus. $116,671,116 170,874,482 700,685,263 415,613,001 202,534,913 149,131,916 76,770,152 78,202,902 241,275,664 454,934,964 75,834, 253,732, 163,343, 65,534, 54,165, 39,038, 32, 128, 109,037, 194,824, 4,439, 26,025, 26,166, 18,814, 20,043, 2,310, 10,328, 23,045, 45,774, 34, 266, 160, 83, 56, 27; 22, 74, 173 085,052 347,898 241,006 185, 109 663,669 589,301 391,853 017,501 386,292 388,573 1, 114, 734 3,529,160 2,592,464 714,564 447,055 1,408,455 704, 199 1,265,871 3,590,-632 3,126,937 1,261,846 1,144,148 279,217 245,053 256,925 184,624 81,516 17,180,314 49,067,682 19,093,604 11,095,205 7,458,913 2,725,615 4,258,274 17,233,618 9,613,160 3,294,642 25,230,361 19,218,390 4, 400, 763 1,537,995 381, 783 1,101,204 1,640,982 7,616,653 2,350, 11, 608, 6,088, 4,492, 1,320, 1,003, 1,022, 3 141, 9,906, 473, 7,0371 6,085, 1,406, 573, 425, 452, 1,370, 2,181, 715,705 211,549 389,878 380,467 654,616 121,966 60,389 169,930 620,290 18,885,334 3,146,683 1,045,172 204,854 1,151,197 115,988 1,092,901 664,777 497,261 9,635,906 64,035,936 20,149,093 9,283,234 4,668,899 2,365,162 3,711,905 10,064,295 9,166,307 9, 492, 443 52,319,773 17,443,171 8,791,681 3,890,229 2,248,725 3,341,318 9,681,853 8,461,923 24,146,569 21,485,700 10,198,868 75,773,006 13,511,164 25, 759, 176 431, 562, 109 76,871,088 192,252,066 72,825,777 52,967,023 171,213,044 75,592,583 43,014,574 60,536,664 25,000,917 53,673,616 9,498,066 12,243,709 13,448,972 28,132,969 46,664,761 9,903,899 14,108,606 11,277,657 44,644,202 19,514,499 3,018,292 21,505,273 41,718,258 9,170,064 4,376,557 4,742,565 14,289,905 13,526,209 45,644,223 74,602,307 48,696,156 2,404,317 74,743,810 3,984,219 11,081,995 12,100,696 13,662,064 18,941,400 25,216,057 410,778,507 8,510,358 9,283,000 4,662,705 33,972,627 6, 769, 700 12,636,330 140,362,305 39,512,305 73,857,477 28,992,200 17,040,804 70,796,718 22,335,887 14,177,674 14,806,119 9,462,131 17,481,761 2,040,000 5,340,310 6,325,977 10,078,304 14,037,170 4,100,306 6,078,571 5,260,350 15,601,572 7,752,100 1,335,117 8,657,069 25,828,823 2,916,433 1,736,072 1,618,722 3,276,320 5,456,700 21,776,569 39,629,391 23,123,232 957, 460 28,603,993 1,617,900 4,937,684 6,956,858 4,311,225 7,872,053 12,261,703 174,690,972 1,423,600 1,256,400 99,760 368,850 1,045,800 245,000 18,193,887 419,560 7,411,729 6,300,859 1,741,200 11,735,682 3,054,650 3,334,335 7,507,000 1,451,853 1,415,070 2,019,900 1,198,600 669,838 4,552,250 4,192,024 1,129,663 1,089,337 125,600 13,104,300 372,986 30,000 860,333 190,000 852,500 407,950 166,890 3,374,653 1,112,375 5,674,167 5,119,240 5,364,600 145, 000 10,912,740 13,000 1,490,567 2,831,400 2,454,800 40,488,121 9,885,583 7,427,102 3,732,384 3,854,100 3,912,300 5,273,583 150,915,443 30,778,222 84,654,233 17,578,400 24,261,900 65,798,061 34,702,061 17,900,584 • 28,771,483 9,799,321 23,246,160 3,371,700 4,108,144 4,171,151 9,717,150 23,755,200 3,405,625 5,173,957 4,616,632 10,975,957 8,120,806 615,493 8,944,500 13,322,894 3,769,917 1,651,990 1,649,406 5,167,487 6,208,882 10,466,078 21,714,533 15,901,499 821,000 26,331,676 1,489,000 3,452,034 3,526,860 781,000 6,558,303 8,756,419 158,071,570 134,030 37,368 113, — 98,069 1,418,400 296, 583 15,650 1,831,500 5,241 123,629 392,415 1,028,272 354,572 791,830 1,100,848 253,638 392,619 592,774 345,527 205,450 141,318 374,470 640,306 129,705 118,331 81,575 147,600 77,620 107,279 52,454 112,886 161,321 137,481 35,368 473,540 30,857 150,791 753,267 203,000 63,000 65,801 117,208 190,338 84,862 28,500 1,297,528 438,559 1,390,850 446,650 37,640 192,284 258,200 328, 172 325,600 121,629 149,500 77,800 273,500 44,785 151,434 83,650 19,000 10,000 3,500 45,000 20,000 98, 167 101,933 24,800 13,600 104,720 29,731 67,176 43,560 116,468 65,000 27,000 10,000 62, 124 9,500 21,000 270,178 65,528 930, 165 31,050 16,000 34, 466 1,173,910 1,063,279 608,571 10,414,874 216,765 3,702,926 41,676,041 736,654 6,655,087 3,878,738 3,295,910 4,584,295 6,116,810 1,217,861 4,420,924 1,341,668 1,422,558 1,312,853 490, 146 689, 136 1,418,020 1,601,396 807,882 995,169 602,763 1,723,646 1,298,767 529,300 1,429,686 407,752 669, 111 219,066 276,368 914, 155 613, 160 2,454,591 4,424,853 1,108,056 119,415 3,115,551 434,547 241, 100 849,577 6,940,519 501,748 329,814 8,781,598 67,085 318,482 225,238 1,64'8,557 789,281 245,999 24,144,403 360,374 725,584 9,883,289 642,238 5,307,928 1,483,419 1,901,516 964,466 157,723 2,750,603 50,618 88,335 89,630 309,398 960,630 3,962 93,274 87,194 353,035 40,000 226,548 92,371 52, 161 10,703 67,789 342, 194 76, 639 614,582 489,981 109,373 15,766 306, 129 68,660 181, 199 372,512 97,362 35,031 27, 929 7,553,693 175,616 342,154 140,947 1,058,504 112,287 621,329 6,860, 1,018,801 3, 728, 962 1,527,425 631,514 1,072,372 1,673,870 1,193,674 666,532 414,936 2,567,462 42, 128 161, 673 181,365 458,695 405,894 145,596 215,009 118,778 199,079 139,513 96,685 332, 496 438,369 171,464 61,607 .73,217 154,018 197,887 697,089 612,493 1,612,493 85, 404 331,012 70, 713 132,542 258, 160 38,993 273,788 695,316 9,037,796 55,696 88,934 17,618 133, 36, 892 140,521 4,611,474 1, 481, 299 944, 716 377,863 296,363 2,076,612 1,862,352 472,808 630,664 141,222 388, 842 44,333 99, 124 81,401 121,179 171,409 32,212 34,075 7,915 137, 173 187, 416 3,096 170,235 166,924 54,530 33,534 19,113 160, 482 111,952 170,842 344,315 219,287 18,987 661, 196 18,397 18,529 73,943 16,294 156, 156 128, 581 1,897,928 25,891 6,969 520,147 94,300 69,408 169, 437 16,670 35,442 265,589 3,933 2,375 19,366 98,615 159,700 55,799 100, 368 33,057 2,524 610 28,509 43,878 1,406 3,500 72,740 432, 158 794 140 67,409 40,578 9,946 4,033 3,000 20,811 22,995 3,583 13,648 112, 178 4,000 28,746 10, 120 1,238 680 '6i9,'6i0 12,070 124,361 19,906 17,888,821 117,915 722,261 2,308,809 218,539 619,335 246,624 64,249 614,364 91,541 28,394 27,520 68,480 61,682 82 12,526 29,611 24,963 6,182 964 996 4,464 61,804 1,084,878 1,919 60,001 1,843 40, 739 13,406 170,003 313,318 83,656 626,924 3,863 14,370 8,037 108,720 1,678 32,037 17, 671 478,511 18,619 173,386 305,256 1,264,430 1,242,089 662,214 3,983,161 415,934 2,168,078 40, 433, 123 1,766,576 11,836,237 2,300,968 4,606,710 8,240,523 2,893,579 2,107,313 1,974,147 1,403,481 3,754,083 300, 145 327,509 791,098 732,771 1,277,823 138,952 333, 143 330,241 1,942,858 389,961 255,921 642, 178 1,042,683 482, 192 198, 209 294,786 478,434 447,622 2,491,063 2,092,000 1,051,068 163,447 4,164,816 260,924 395,845 938,035 998,160 393,394 405,681 8,367,332 1,241,182 1,223,136 545,283 3', 912, 911 414,597 2,155,334 39,142,854 1,674,506 11,602,413 2,187,156 4,411,707 8,231,639 816,641 1,796,028 1,907,278 1,272, 3,630,673 300, 145 298, 892 720, 365 661,930 1,184,473 127,557 308, 106 306, 408 1,512,879 260,696 190, 110 590,022 1,016,825 447,627 194,261 244,293 466,437 315, 189 2,315,399 2,075,015 843,053 151, 895 4,054,100 238, 888 389, 438 937,360 992, 104 267,259 384, 146 7,810,618 74 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. MUNICIPAL CENTRAL ELECTRIC STATIONS— BALANCE 32 Table 50 BmaioN Jjn> state. United States. Geographic divisions: New England Middle Atlantic East North Central.. West North Central. South Atlantic East South Central.. West South Central. Mountain Paciflo New England: Maine New Hampshire. Vermont Massachusetts... Ehode Island... Connecticut Middle Atlantic: New York New Jersey Pennsylvania. . East North Central: Ohio Indiana Illinois Michigan Wisconsin West North Central: Minnesota Iowa Missouri North Dakota South Dakota Nebraska Kansas South Atlantic: Delaware, District of Columbia, and Maryland., Virginia West Virginia North Carolina South Carolina Georgia .] Florida '.'.'.'.'.'.'.'." East South Central: Kentucky Teimessee Alabama Mississippi West South Central: Arkansas Louisiana Oklahoma Texas Mountain: Montana Idaho Wyoming Colorado New Mexico. Utah Nevada Pacific: Washington. Oregon Caluomia . . . Cost of con- struction, •quipment, and real estate. $77,065,144 6,521,077 4,095,800 31,473,659 10,738,343 7,134,097 4,195,120 4,061,629 1,230,529 8,614,890 Other per- manent invest- ments. 238,336 156,544 750, 180 3,311,628 8,375 1,056,014 1,830,563 389,221 1,876,016 4,618,884 4, 182, 652 14,321,406 6,479,220 1,871,597 2,693,227 1,571,359 2, 274, 124 282, 668 332,883 1,405,598 2,278,484 443,309 1,410,061 109,530 1,367,280 675,477 1, 546, 674 1,681,766 1,564,274 7151,535 1,195,829 682,163 1,654,914 1,254,686 141,652 236,626 33,000 279,752 63,116 460,021 16,362 6,194,001 666,438 1,854,451 $41,336 9,506 7,830 24,000 9,606 Cash and cur- rent assets, including supplies. $5,381,152 637,841 264, 779 1,584,067 826,373 570,190 112,886 87,239 103,816 1,303,961 Stock and bond discount. $18,432 150 4,000 20,000 6,241 3,339 69,817 416, 752 2,300 39,392 211,940 4,985 37,854 216, 534 286,647 408, 131 503,287 169,568 299,483 184,934 87,615 28,269 24,453 107,665 94,064 13, 201 11,650 2,322 91, 299 51,602 188,328 211,888 13,241 46,380 12,898 40,367 12,342 17,466 38, 164 19,277 22,121 11,050 27,900 6,874 36,852 19 1,142,055 14,767 147,139 130 42 10,650 6,006 1,706 Sinking and other special funds. $1,659,098 360, 642 47,422 418,957 61,876 689,619 17,318 36,334 13,706 113,224 10,000 2,600 3,605 102 1,603 1,644 19,500 10,542 296,056 33,000 25,436 18,217 286, 311 28, 856 60,023 24,731 19,036 2,886 4,147 41,463 2,000 Sundries^ $1,907,100 68,768 7,624 1,769,389 48,870 5,189 3,978 6,927 2,637 3,718 8,000 60,768 Profit and loss deficit for sta- tions showing a deficit. $448,863 248,118 3,074 44,343 60,764 7,810 34,942 9,777 6,000 34,045 6,071 5,310 4,-320 1,070 810 3,900 6,394 673,125 1,318 15,500 500 4,000 1,067 10,302 20,975 13,706 56,720 6,307 60,197 2,624 's'm 4,536 75 1,733,780 13,786 7,218 1,380 2,650 43,650 1,190 190 3,049 1,800 150 35 3,943 6,927 45 2,692 1,527 2,191 6,100 243,018 3,074 5,138 2,897 857 16,701 19,750 32,941 11,324 2,745 4,512 9,232 2,579 4,764 467 9,790 2,500 19,199 3,453 25 9,707 45 1,500 4,600 34,045 Total- Assets or liabilities. $86,521,126 6,745,952 4,408,829 35,288,287 11,770,766 8,312,910 4,365,949 4,201,906 1,366,688 10,069,838 246,121 179,383 853,146 4,328,222 10,875 -1,128,406 2,051,970 419,642 1,937,217 5,131,403 4,508,607 16,524,197 7,036,869 2,087,211 2,929,916 1,774,414 2,463,497 312,937 367,336 1,645,036 2,387,630 460,830 1,422,681 112,852 1,468,028 634,963 1,746,310 2,467,246 707,831 1,628,791 789,178 1,240,149 693,160 600,686 1,713,077 1,294,983 163,773 247,676 33,000 309,152 73,535 513,171 16,381 7,428,348 587,612 2,053,97S FINANCIAL STATISTICS. SHEET, BY GEOGRAPHIC DIVISIONS AND STATES: 1912. 75 LU.BIUTIES. Fonded debt. $31, 189, 357 Casti investments. 127,064,963 Keal estate mortgages. $344,608 Floating debt. $4,959,382 Reserves. $2,509,652 Accounts payable. $1,347,263 Interest and taxes due and accrued. $723,087 Sundries. $235,728 Profit and loss surplus lor stations showing a surplus. $18,147,085 Net surplus. $17,698,222 2,844,716 2,048,491 7,141,321 5,312,801 3,966,415 2,188,741 2,246,529 675,811 4,764,632 1,480,678 723,714 18,000,729 2,236,522 1,025,604 1,543,408 913,648 196,752 943,908 266,666 1,150 41,000 24,150 6,667 4,975 678,350 85,463 2,803,312 322,308 200,751 204,099 218,071 63,300 383,728 186,876 167,879 1,048,969 128,870 4,603 14,000 600 13,313 944,542 73,946 30, 118 235,431 204,932 332, 2«5 67,333 35,093 17,005 361,160 18,602 6,214 650,720 13,824 4,623 4,218 8,228 753 16,906 161,906 16,568 23,715 15,322 6,925 600 6,032 4,922 738 1,034,212 1,331,382 5,382,940 3,496,187 2,747,594 346,883 769, 730 38t,832 2,654,326 786,094 1,328,308 5,338,597 3,434,433 2,739,784 311,941 759,953 378, 832 2,620,280 48,500 115,000 541,900 1,782,742 356,574 765,980 164,663 1,117,848 2,533,520 641,239 585,905 2,496,601 884,056 1,091,336 509,789 1,268,000 120,300 104,315 634,333 1,584,728 231,500 1,030,324 28,700 845,888 398,900 1,078,280 352,823 72,400 828,600 467,600 820,241 191,929 91,800 1,448,800 514,000 41,000 170,000 126,929 51,700 271,186 15,000 3,683,200 443,500 637,832 161,500 38,968 40,000 1,236,210 5,000 229,776 185,275 308,663 2,220,809 2,836,920 10,483,525 1,837,098 622,377 887,845 317,412 171,565 55,000 88,637 459,123 256,940 63,829 23,000 72,670 447,549 70,012 124,006 224,538 641,259 640,841 92,217 269,091 83,100 166,419 80,278 £83,851 19,430 30,000 108,002 39,320 838,003 «,700 99,205 266,666 400 ■756 32,500 8,500 18,000 7,113 96,933 520,304 7,000 47,000 55,661 '*'"29,"862 8,880 58,854 2,584,485 62,035 99,058 126,455 43,520 25,700 15,013 2,940 48,238 60,442 16,800 77, 158 22,419 116,841 47,616 157,443 10,436 24,644 32,259 796,902 90,645 104,619 24,662 69,982 10,097 6,905 15,184 2,040 11,836 5,384 60,581 400 5,576 20,919 1,291 7,908 85,375 27,293 36,375 62,074 34,314 68,107 26,087 61,322 13,980 6,652 12,077 26,707 13,769 1,600 6,150 6,667 4,975 64,000 7,155 29,870 5,768 15,842 12,857 162,000 13,400 63,270 79,546 24,105 61,150 1,174 2,629 800 14,000 13,313 18,656 7,894 46,433 243,893 18,450 19,760 9,092 10,031 9,589 8,312 10,922 6,270 4,137 37,200 5,500 20,600 6,744 820 5,304 236,234 57,971 89,523 725,805 '2i8,'737 303,741 "57,'4i9' 1,032 "i7,'4i6' '"'ieo' 4,014 "'i,"266 4,043 960 629,169 7,291 9,267 5,619 300 719 281 2,500 404 4,001 10 1,200 1,139 2,274 1,000 118 3,100 900 300 6,600 428 453 '366 14,150 "2,' 756 16,000 145,906 16,568 15,419 1,191 2,120 4,985 3,900 1,422 10,000 484. '6,'44i 260 '4,"772 3,750 'i,'i72 738 35,952 5,434 130,509 459,228 3,275 399,814 801,609 57,977 471, 796 238,713 909,491 1,407,836 2,498,255 328,645 735,892 803,424 893,594 101,458 137, 108 380,939 442,772 116,932 290,699 11,482 91,925 141,994 463,953 1,630,709 58,880 112,615 48,002 127,386 244,112 253,709 137,600 134,309 105,323 68,246 3,000 26,078 16,515 175,289 1,381 1,626,477 79,341 948,507 35,952 5,434 125,409 216,210 3,275 399,814 798,535 67,977 471,796 233,576 906,694 1,406,979 2,482,654 308,895 702,951 792, 100 890,849 101, 458 137, 108 376,427 433,540 116,932 290,699 11,482 91,925 139, 415 459,189 1,630,242 49,090 110,115 28,803 123,933 244,087 253,709 127,893 134,264 105,323 58,246 3,000 24,578 11,015 175,289 1,381 1,592,432 79,341 948,507 GHAPTEE TIL EMPLOYEES, SALARIES, AND WAGES. CTiaracter of the statistics. — Each census has ob- tained statistics of the number of salaried employees and wage earners and the amounts paid in salaries and wages during the year. The schedules used at the censuses of 1902 and 1907 called for the average num- ber employed during the year. Three classes of salaried employees were reported separately in 1907: Salaried officers of corporations ; other officers (general mana- gers, superintendents, electricians, and experts) ; clerks and bookkeepers. Separate data were also required for four classes of wage earners: Foremen; inspectors ; en- gineers; and all other employees (includiag firemen, dynamo and switchboard men, linemen, mechanics, and lamp trimmers) . To compute the correct average number employed during the year, it would be necessary to consider the number employed each day. In 1907 many of the larger stations contended that it was impracticable to compute such an average, and therefore reported the number employed under normal conditions. It also developed that in many stations the same em- ployees performed the duties covered by two or more of the separate classes of employees. In fact, in each of the smaller stations two or three persons did aU of the work, and it was impossible to assign them to dis- tinctive classes. In view of these conditions it was thought best to simplify the inquiries, and the schedule for 1912 called for the number employed on Septem- ber 16 of that year, or if data were not available for that day, for the number employed on the nearest representative or normal day. Separate figures were required for three classes of salaried employees: Salaried officers of corporations ; superintendents and managers; clerks, stenographers, and other salaried employees. The wage earners were not reported by classes. The change in the form of the inquiry had some effect on the numbers reported for the different classes at the census of 1912, as compared with prior censuses. It probably resulted ia a larger number being assigned to the class of clerks and other salaried employees. For example, it may be that for some stations fore- men, inspectors, and engineers who were specified as wage earners in the schedules of 1902 and 1907 were considered salaried employees in 1912 and reported as such. The comparability of the statistics is also affected to some extent by the method of reporting employees in the small composite and municipal stations where the employees devote only a part of their time to central station work. In some instances the entire number of such employees was reported, and in others only a portion of the number, depending upon the time employed in the central station or the system of bookkeeping used. The effect of these various conditions on the com- parability of the statistics, while noticeable, varies con- siderably in the several states. It is believed, how- ever, that the average number reported for preceding censuses is fairly comparable with the number for a given date or normal day in 1912, but in view of the conditions named it is thought best to limit the detail comparisons with 1902 and 1907 to the totals for the United States, which are given in Table 51. A comparison of the total number of employees and the total salaries and wages paid, for 1912, 1907, and 1902, by geographic divisions and states, is given in Table 52. COMMEBCIAL AND MUNICIPAL CENTBAL ELECTBIC STATIONS- 1912, 1907, AND 1902. -EMPLOYEES, SALABIES, AND WAGES: Table 51 CLASS. TOTAL. COMMEKCIAL. MUNICIPAL. PER CENT OF INCREASE: 1902-1912. 1912 1907 1902 1912 1907 1902 1912 1907 1902 Total. Com- mercial. Munici- pal. Total; 79,335 $61,161,941 47,632 $35,420,324 30,326 $20,646,692 71,395 $55,658,515 42,066 $31,935,309 26,909 $18,766,970 7,940 $5,503,426 6,566 $3,486,015 3,417 $1,879,722 161.6 196.2 165.3 196.6 132 4 Salaries and wages.. . 192. & Salaried employees: Officers of corporations- 2,181 $3,839,136 4,792 $6,482,749 19, 120 $13,985,419 153,242 $36,864,637 1,761 $2,202,028 4,357 $5,058,236 6,872 $4,473,523 34,642 $23,686,537 1,416 $1,465,471 2,564 $2,481,278 3,016 $1,716,831 23,330 $14,983,112 2,181 $3,839,136 3,629 $5,397,004 18,067 $13,400,937 1 47,518 $33,021,438 1,761 $2,202,028 3,268 $4,243,307 6,346 $4,293,620 30,691 $21,196,364 1,416 $1,465,471 1,875 $2,088,298 2,765 $1,652,430 20,863 $13,660,771 54.0 162.0 86.9 161.3 534.0 714.6 128.2 146.0 64.0 162.0 93.5 158.4 555.8 711.0 127.8 143.5 Salaries Superintendents and man- agers- Number 1,163 $1,085,745 1,053 $584,482 »5,724 $3,833,199 1,089 $814,929 626 $179,903 3,961 $2,490,183 689 $392,980 261 $64,401 2,467 $1,422,341 68.8. 176.3 319.5 807.6 132.0. 169.5 Clerts, stenographers, and other salaried employ- ees- Salaries Wage earners: Average Tinmher (76) ' Number Sept. 16, or nearest representative day. EMPLOYEES, SALARIES, AND WAGES. 77 CENTRAL ELECTRIC STATIONS— TOTAL NUMBER OP EMPLOYEES AND SALARIES AND WAGES, BY GEOGRAPHIC DIVISIONS AND STATES: 1912, 1907, AND 1902. Table 52 DIVISION AND STATE. United States. Geographic divisions: New England Middle Atlantic East North Central. . "West North Central. South Atlantic East South Central . . West South Central.. Mountain. Pacific New England: Maine.. New Hami^ire. , Vermont Massachusetts Rhode Island Connectieut , Middle Atlantic: New York New Jersey Pennsylvania... East Nobth Centbal: Ohio Indiana Illinois Michigan Wisconsin West Noeth Centbal: Minnesota Iowa Missouri North Dakota South Dakota Nebraska. Kansas South Atlantic: Delaware, Maryland, and District of Colum- bia Virginia West Virginia North Carolina South Carolina. Georgia. Florida East SotriH Central: Kentucky Tennessee Alabama Mississippi. West South Centbal: Arkansas Louisiana Oklahoma Texas Mountain: Montana Idaho Wyoming Colorado New Mexico. Arizona Utah Nevada PAcrnc: Washington. Ort^on California 1912 Num- ber. Salaries and wages. 79,335 261,161,941 629 578 340 3,954 5U 1,340 13,733 2,989 7,300 3,131 2,269 8,036 3,876 1,921 1,568 1,329 2,434 232 338 882 1,109 1,249 341 439 453 683 697 455 907 666 456 407 785 2,021 514 324 163 1,166 158 217 401 147 1,078 632 6,738 402,394 434,617 219,897 2,981,043 612, 771 1,064,261 11,034,898 2,479,219 6,098,266 2,264,892 1,525,875 6,223,882 2,843,371 1,227,013 1,222,493 921,096 1,883,844 197,983 264, 159 598, 703 787, 189 936,806 170, 884 265, 471 261,078 452, 456 417,959 286,053 635,829 456,212 286,936 263,793 242,267 371,034 581,580 1, 348, 966 625,918 334,063 149,356 999, 864 119,088 219, 798 365,399 113, 636 880,309 387, 119 6,823,203 1907 Num- ber. Salaries and wages. 47, 632 6,088 13,977 10,324 5,007 2,622 1,632 2,474 2,028 4,480 $35,420,324 3,899,439 10,431,544 7,213,771 3,538,044 1,692,982 919,524 1,594,619 1,819,343 4,311,058 602 422 297 2,672 450 746 7,716 1,759 4,602 2,157 1,618 3,902 1,780 867 1,062 855 1,800 150 169 404 667 1,024 178 262 248 261 384 266 685 416 288 244 541 414 1,275 319 188 148 198 78 467 3,128 308,006 286, 749 188, 780 2,235,647 350,605 529,652 5,819,617 1,370,606 3,241,421 1,543,925 969,263 3,032,721 1,126,813 541,049 755,778 547, 177 1,306,640 113,383 127, 143 313, 427 374, 496 759,508 99,060 168,633 131,013 145,357 232, 711 156,700 301,794 247, 764 208,633 161,433 167, 814 382,982 264, 604 789,219 360,768 171, 125 77, 811 775,045 66,981 130,663 159, 686 77,264 800,441 416, 424 3,094,193 1902 Num- ber. Salaries and wages. 30,326 3,673 9,675 6,866 3,067 1,537 1,017 1,350 1,320 1,821 $20,646,692 2,680,627 6,821,860 4,260,583 1,946,600 799, 317 663,828 887,919 1,123,285 1,662,673 340 294 242 2,024 274 499 6,421 1,074 3,180 1,766 941 2,339 1,266 565 649 732 997 75 85 237 292 549 170 178 141 160 203 136 367 162 182 149 336 92 773 202 88 63 588 45 86 240 18 274 187 ,360 202, 726 187, 933 132, 646 1,588,836 238,724 329,763 3,904,706 821, 739 2,096,415 1,053,991 549, 428 1,603,904 728,952 324,308 433,266 406,819 684, 197 47,260 68,116 149, 190 167,762 326,599 68,249 95,343 67,996 75,642 92, 173 73,315 216, 438 165,041 87,049 95,300 90, 759 226,050 61,929 509, 181 218,302 66, 719 46, 125 482,588 34, 740 82, 644 1.77,391 14,776 218, 177 167,756 ., 176, 741 PEE CENT or INCBEASE.l 1902-1912 Num- ber. 100.2 148.3 180.1 157.3 180.9 138.6 170.7 134.1 303.6 85.0 96.6 40.5 95.4 86.5 168.5 153.3 178.3 129.6 77.3 141.1 243.6 208.8 240.0 141.6 81.6 144.1 209.3 297.6 272.2 279.8 127.6 100.6 146.6 221.3 326.9 243.3 234.6 147.1 114.4 181.5 123.6 141.6 45.6 763.3 161.4 154.6 268.2 207.5 98.3 251.1 152.3 67.1 716.7 293.4 184.5 321.9 Salaries and 196.2 109.1 172.8 230.6 201.8 247.9 191.2 186.5 160.6 353.8 98.5 131.3 65.8 87.6 114.8 219.7 182.6 201.7 143.3 114.9 177.7 288.0 290.1 278.3 182.2 126.4 175.3 318.9 364.5 301.3 369.2 186.8 150. 4 167.9 284.0 498.2 353.4 290.2 193.8 175.8 229.6 176.8 166.9 64.1 839.1 164.9 186.7 400.7 223.8 107.2 242.8 166.0 106.0 669.1 303.6 130.8 394.9 1907-1912 Num- ber. 44.6 71.9 86.3 67.6 64.6 48.7 47.7 52.4 64.0 25.3 37.0 14.5 48.0 13.6 79.9 78.0 69.9 62.2 45.2 40.2 105.9 117.8 121.8 47.6 65.4 35.2 64.7 100.0 118.3 96.6 22.0 91.6 67.6 82.7 161.7 81.6 71.7 55.0 57.7 32.9 41.3 47.6 -9.6 89.6 58.5 61.1 72.3 69.8 27.0 90.4 46.6 102.6 88.5 21.8 13.9 83.4 Salaries and 72.7 43.7 78.4 95.3 66.1 64.2 78.5 69.5 60.9 64.5 30.6 51.6 16.5 33.3 46.3 99.0 89.6 80.9 67.3 46.7 67.4 105.2 152.3 126.8 61.8 68.3 44.2 74.6 107.8 91.0 110.2 23.3 72.5 51.5 99.3 211.3 79.6 82.5 110.7 83.7 37.6 63.4 53.5 -3.1 119.8 70.9 73.6 95.2 91.9 29.0 77.8 68.2 128.8 47.1 10.0 -7.0 88.2 1902-1907 Num- ber. 67.1 38.6 44.6 60.4 63.3 70.6 60.5 83.3 63.6 146.0 47.6 43.6 22.7 32.0 64.2 49.3 42.3 63.8 41.6 22.1 71.9 41.8 63.5 63.6 16.8 80.5 100.0 98.8 70.5 94.2 86.5 4.7 47.2 75.9 63.1 89.2 94.9 59.4 35.9 111.7 58.2 63.8 61.0 350.0 64.9 67.9 113.6 81.1 66.1 84.4 72.1 -17.5 333.3 223.0 149.7 130.0 Salaries and 71.6 45.5 52.9 69.3 81.8 111.8 63.1 79.6 62.0 175.9 61.9 62.6 42.3 40.7 46.9 60.6 49.0 66.8 64.7 46.6 76.4 89.1 64.6 74.4 34.5 91-0 139.9 118.8 110.1 123.2 132.6 45.1 76.9 92.7 92.2 152.5 113.7 39.4 50.1 139.6 69.4 73.9 69.4 327.3 55.0 65.3 156.5 68.7 60.6 92.8 68.1 -10.0 422.9 266.9 148.2 162..9 1 A minus sign (— ) denotes decrease. The employees represent those engaged in the operation and maintenance of the plants, including those employed in making ordinary repairs and replacements. It is probable that the regular em- ployees in some stations were engaged in making additions to the plants and in new construction. In such cases it was impossible to segregate the data, and therefore the total numbers were included in the census report. As a rule, however, the numbers of persons employed on addition and extension work were not so included. As shown in Table 51 on the preceding page, the central electric light and power stations of the coun- try gave employment to 79,335 persons in 1912, as compared with 30,326 iu 1902, there haviag been an increase of 161.6 per cent during the decade. During 78 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. the same time tte amount paid amiually ia salaries and wages increased by 196.2 per cent. Of the total number reported for 1912, 26,093, or 32.9 per cent, were iacluded in the class of salaried employees, and their salaries amounted to $24,307,304, forming 39.7 per cent of the total annual salaries and wages. The number of wage earners formed 67.1 per cent of the total number of employees, and their wages 60.3 per cent of the annual salary and wage account. In 1912 the commercial stations of the coun- try gave employment to 90 per cent of the total num- ber of salaried persons and wage earners engaged in the industry. There were, of course, no officers of corporations to be reported for mxmicipal stations. There were, in 1912, however, 2,216 salaried employees reported, this number forming 27.9 per cent of the total for such stations. Their salaries amounted to $1,670,227, or 30.3 per cent of the total amount paid ia salaries and wages by this class of stations. Considering the total number of stations of all classes reported for 1912, the average number of per- sons employed ia each was 15.2, as compared with 10.1 for 1907 and 8.4 for 1902. The constant increase in the average number of employees per station is another indication of the increase in the average size of the station. Table 52 shows that for the decade 1902-1912 the percentages of increase both in number of employees and in salaries and wages were conspicuously the largest for the Pacific division, whUe the smallest per- centages of increase in these items are shown for the New England division. The actual increases, however, were greatest for the Middle Atlantic division. For each of the nine divisions the percentage of increase during the decade was greater for salaries and wages than for number of employees. This condition prevailed also in all but four states. Exceptionally large percentages of increase are shown for Oklahoma and Nevada, but the totals for these states are small, and the industry in 1902 was comparatively insignificant. The smallest percentage of increase in number of employees during the decade is shown for Vermont, while the smallest proportionate gain ia salaries and wages was made by Louisiana. As already explained ia another chapter, the totals for central stations in Louisiana have been diminished by the transfer of ownership since 1902 of large central stations to electric railways. The total output of central electric stations and the average per employee, in kilowatt hours, as reported at the censuses of 1912, 1907, and 1902, are given in Table 53. There was a much more rapid increase in the total Idlowattr-hour output of the stations than ia the total number of employees. While the data for the output of the stations reported for 1907 and 1902 are probably more defective than those for 1912, nevertheless they are sufficiently correct to use for general comparative purposes. The average output per employee for 1912 was 145,370 kilowatt hours, as compared with 123,074 for 1907 and 82,670 for 1902. The average output per employee for the hydroelectric stations, for which separate statistics are given in Table 20, was 341,457 kilowatt hours for 1912, as compared with 91,252 for all other stations reported at that census. A similar comparison can not be made for preceding censuses, but it is fair to presume that the output per employee for the hydroelectric stations was much greater than that for any other class. Table 53 OUTPUT OP CENTEAI, ELECTRIC STATIONS AND AVEKAGE OUTPUT PEB EMPLOYEE, BY GEOGRAPHIO divisions: 1912, 1907, AM) 1902. DIVISIOll.' Census. Total number ol per- sons em- ployed. Output of stations. Total kilowatt hours. Average per em- ployee. United States 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 79,335 47,632 30,326 11,532,963,006 6,862,276,737 2,507,051,115 145,370 123,074 82,670 Nrtf ■Rnglfl.Tir? . 7,352 5,088 3,673 24,022 13,977 9,675 19,233 10,324 6,866 7,892 6,007 3,067 4,317 2,622 1,537 2,426 1,632 1,017 3,655 2,474 1,350 3,090 2,028 1,320 7,348 4,480 1,821 879,272,536 473,802,067 247,727,601 3,548,605,305 2,009,304,160 1,021,603,500 2,527,964,097 1,075,933,364 475,097,910 712,595,442 386,180,647 169,964,203 679,856,425 266,437,176 102,990,575 227,664,808 118,631,967 73,750,879 233,947,656 138,765,643 80,154,471 845,393,882 381,032,187 145,780,112 1,877,662,856 1,012,199,537 189,981,964 119,596 93,121 67,446 147 723 Miflfllft At-lHTifiO East North Central 143,768 105,592 131,439 104,217 69,196 90 293 West North Central South Atlantic 77,128 55,417 157 484 East South Central 101,616 67,008 93 844 West South Central 72,691 72,518 64,008 66,086 59,374 273 590 Mountain Pacific 187,886 110,439 255,534 225,937 104,328 ' See page 25 tor states composing the several geographic divisions. Among the several geographic divisions the largest averages per employee are found for the Mountain and the Pacific states. These two divisions also show very large percentages of increase per employee. The largest actual increase during the decade for any division in the average per employee, 163,151 kilowatt hours, and the largest percentage of increase, 147.7, are shown for the Mouataia division. The Pacffic and South Atlantic states follow in both respects, in the order named. It is significant that in each of these three divisions water is the predominatiag primary power. Table 54 gives, for each of the several classes of employees as called for in the schedule used in 1912, their number and their salaries or wages, by geographic divisions and states. EMPLOYEES, SALARIES, AND WAGES. 79 CENTRAL ELECTRIC STATIONS -EMPLOYEES AND SALARIES AND WAGES, BY GEOGRAPHIC DIVISIONS AND STATES: 1912. Table 54 DmSION ANB STATE. United States. Geographic divisions: New England Middle Atlantic East North Central. . West North Central. South Atlantic East South Central. . West South Central- Mountain Pacific Ne'w England: Maine New Hampshire. . Vermont Massachusetts Bhode Island Connecticut. Middle Atlantic: New York New Jersey Pennsylvania... East Noeth Centeal: Ohio Indiana Illinois Michigan Wisconsin , West Noeth Central: Minnesota Iowa Missouri North Dakota South Dakota Nebraska Kansas South Atlantic: Delaware, Maryland, and. District of Columbia , Virginia West Virginia North Carolina South Carolina CI eorgia Florida East South Central: Kentucky Tennessee Alabama Mississippi. West South Central: Arkansas Louisiana Oklahoma Texas Mountain: Montana..... Idaho Wyoming... Colorado New Mexico. Arizona Utah Nevada PACIFiC: Washington. Oregon California.... aggregate. Num- ber. 79,335 7,352 24,022 19,233 7,892 4,317 2,426 3,655 3,090 7,348 578 340 3,954 511 1,340 13,733 2,989 7,300 3,131 2,269 8,036 3,876 1,921 1,568 1,329 2,434 232 338 882 1,109 1,249 341 439 453 683 697 455 907 656 456 407 360 489 785 2,021 514 324 163 1,166 158 217 401 147 1,078 532 5,738 Salaries and wages. $61,161,941 5,604,983 18,612,382 14,085,033 5,875,467 2,780,706 1,641,770 2,543,847 2,927,122 7,090,631 402,394 434,617 219,897 2,981,043 512,771 1,054,261 11,034,898 2,479,219 5,098,265 2,264,892 1,525,875 6,223,882 2,843,371 1,227,013 1,222,493 638 921,096 481 1,883,844 662 197,983 81 264,159 125 598,703 264 787,189 351 936,805 431 170,884 102 255,471 110 261,078 167 452,456 174 417,959 231 286,053 141 635,829 455,212 286,936 263,793 242,267 371,034 581,580 1,348,966 625,918 334,063 149,356 999,864 119,088 219,798 365,399 113,636 880,300 387,119 5,823,203 salaried employees. Total. Num- ber. 26,093 $24,307,304 1,952 7,467 6,921 2,602 1,356 730 1,188 1,228 2,649 179 170 128 992 146 337 4,726 640 2,101 967 700 3,539 1,225 490 246 191 181 112 110 175 265 638 165 141 40 415 54 74 271 68 311 181 2,157 Salaries. 1,873,727 7,004,263 5,819,483 2,307,605 1,154,759 658,536 1,037,868 1,368,792 3,082,271 172,777 141,361 92,242 945,461 191,582 330,304 4,469,644 656,493 1,878,126 740,974 542,408 3,101,656 1,040,732 393,713 592,723 377,129 609,860 85,667 130,532 230,423 281,271 417,391 62,383 82,720 108,049 179,250 181,345 123,621 254,065 169,011 147,488 87,972 89,048 158,233 232,790 557,797 235,172 167,883 46,660 446,686 50,916 99, 517 268,636 53,322 297,491 145,231 2,639,649 OiBcers of corporations. Num- ber. 2,181 335 527 465 218 196 78 114 105 143 52 34 148 14 48 58 221 107 54 117 106 81 35 23 16 104 Salaries. $3,839,136 471,626 999,610 811,479 325,627 248,425 127,097 175, lis 217, 105 463,049 47,794 46,128 29,458 224,034 38,840 85,372 563,178 140,597 295,835 147,517 70,492 292,240 200,010 101,220 74,529 49,050 109,829 3,800 19,275 29,661 94,421 11,760 17,554 20,911 66,453 22,304 15,032 66,246 39,140 12,450 9,261 7,539 20,708 36,272 110,599 33,420 32,143 90,090 3,412 23,390 30,610 4,040 28,481 24,349 410,219 Superintendents and managers. Num- ber. 4,792 1,043 758 430 269 374 273 376 60 41 38 168 26 59 443 97 350 170 191 263 270 149 168 155 140 29 44 83 139 39 34 71 59 116 54 30 97 193 79 51 246 Salaries. $6,482,749 631, 733 1,476,179 1,229,528 879,969 448,923 289, 014 405,230 410,261 711,912 78,975 48,093 37,372 313,061 58,773 95,459 812,508 148,271 515,400 198,477 209,932 354,387 298,201 168,531 185,669 176,731 182,234 42,757 54,676 91,689 146,213 98,567 33,001 38,896 64,177 65,748 108,844 39,690 95,227 82,091 57,236 54,460 59,160 40,013 114,179 191,878 64,102 71,445 25,480 121,123 26,209 36,943 56,189 10, 770 106,561 64,064 541,287 Clerks, stenogra- phers, and other salaried em- Num- ber. 19,120 $13,985,419 1,228 6,060 5,413 1,626 730 393 700 850 2,130 80 77 56 676 109 230 4,035 485 1,630 455 3,159 849 260 430 272 468 49 73 153 181 318 42 53 67 71 92 87 137 92 115 47 137 141 375 116 87 22 290 28 39 212 56 209 114 1,807 Salaries. 770,368 4,528,474 3,778,476 1,102,009 467,411 242,425 467,620 741,426 1,907,310 46,008 47,140 25,412 408,366 93,969 149,473 3,093,958 367,625 1,066,891 394,980 261,984 2,455,029 542,521 123,962 332,526 151,348 317, 797 39, 110 56, 681 109,073 96,575 224,403 17,632 26,270 22,961 47,049 50,197 92,592 47, 780 77,802 24,251 22,349 97,512 82,339 256,320 137,660 64,295 21,180 235,473 21,295 40,184 182, 837 38,512 162,449 56,818 1,688,043 wage eabnees. Num- ber. 53,242 5,400 16,556 12,312 5,290 2,961 1,696 2,467 1,862 4,699 450 408 212 2,962 365 1,003 9,007 2,349 6,199 2,164 1,569 4,497 2,661 1,431 1,772 151 213 618 768 818 239 329 286 509 466 314 661 465 276 295 250 314 620 1,383 123 751 104 143 130 79 767 •361 3,581 $36,854,637 3,731,256 11,608,119 8,265,560 3,567,862 1,625,947 983,234 1,605,979 1,558,330 4,008,360 229,617 293,256 127,655 2,035,582 321, 189 723,957 6,565,254 1,822,726 3,220,139 1,523,918 983,467 3,122,226 1,802,639 833,300 629,770 643,967 1,273,984 112,316 133, 627 368,280 505,918 519,414 108,501 172, 751 153,029 273,206 236,614 162,432 381,764 286,201 139,448 175,821 163,219 212, 801 348,790 791, 169 390,746 166, 180 102,696 553, 178 68, 172 120,281 96,763 60,314 582,818 241,888 3,183,654 Although not given in this table, the figures for geographic divisions in 1902, when compared with coirespondiag data for salaries and wages in 1912, show that the largest actual increase, $11,790,522, or 172.8 per cent, was for the Middle Atlantic division. During the decade 1902-1912 the largest percentage of iacrease (353.8) occurred in the Pacific division. The South Atlantic division was second in rate of growth in salaries and wages from 1902 to 1912, with 247.9 per cent, chiefly by reason of large gains in North Carolina, South Carolina, Florida, and Georgia. Reference to the statistics for central stations in 1902 shows that the six ranking states ia number of employees were New York, Pennsylvania, lUinois, Massachusetts, Ohio, and California, in the order named. In 1912 Ohio was seventh, and the six rank- ing states were New York, Illinois, Pennsylvania, Cah- fornia, Michigan, and Massachusetts. GENERAL TABLES. 81 TITLES OF GENERAL TABLES. The general tables listed below present the funda- mental data, as shown by the title, gathered at the 1912 census of central electric hght and power sta- tions. These data relate to commercial and municipal stations, considered separately and in combination, and embrace statistics of income, expenses, primary power, equipment of stations and line equipment, and number of customers. The first of the tables is a comparative summary, covering the whole field of the inquiry, and including the figures for 1907 and 1902, as well as those for 1912. Table 55. — Commercial and municipal central elec- tric stations — Comparative summary, by geographic divisions and states: 1912, 1907, and 1902 (p. 82). Table 56. — Commercial and municipal central elec- tric stations — ^Income, by geographic divisions and states: 1912 (p. 88). Table 57. — Commercial central electric stations — Income, by geographic divisions and states: 1912 (p. 89). • Table 58. — ^Municipal central electric stations — In- come, by geographic divisions and states: 1912 (p. 90). Table 59. — Commercial and municipal central elec- tric stations — Expenses, by geographic divisions and states: 1912 (p. 92). Table 60. — Commercial central electric stations — Expenses, by geographic divisions and states: 1912 (p. 94). Table 61. — ^Municipal central electric stations — Expenses, by geographic divisions and states: 1912 (p. 96). 58795°— 15 6 Table 62. — Commercial and municipal central elec- tric stations — Primary power, by geographic divisions and states: 1912 (p. 98). Table 63. — Commercial central electric sta- tions — Primary power, by geographic divisions and states: 1912 (p. 100). Table 64. — ^Municipal central electric stations — Primary power, by geographic divisions and states: 1912 (p. 102). Table 65. — Commercial and municipal central elec- tric stations — Generating and subsidiary equipment, and output of stations, by geographic divisions and states: 1912 (p. 104). Table 66. — Commercial central electric stations — Generating and subsidiary equipment, and output of stations, by geographic divisions and states: 1912 (p. 105). Table 67. — ^Municipal central electric stations — Generating and subsidiary equipment, and oui^ut of stations, by geographic divisions and states: 1912 (p. 106). Table 68. — Commercial and municipal central elec- tric stations — Line equipment and number of cus- tomers, by geographic divisions and states: 1912 (p. 107). Table 69. — Commercial central electric stations — Line equipment and number of customers, by geo- graphic divisions and states: 1912 (p. 108). Table 70. — Municipal central electric stations — Line equipment and number of customers, by geo- graphic divisions and states: 1912 (p. 109). 82 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 55.— COMMERCIAL AND MUNICIPAL CENTRAL ELECTRIC STATIONS— COMPARATIVE 4 5 6 7 8 9 10 11 12 13 14 15 18 19 20 21 22 23 24 25 26 27 28 29 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 DIVISION AND STATE. United States. Geogeaphic divisions. New England Census, Middle Atlantic. East North Central. West North Central. South Atlantic East South Central. West South Central.. Mountain., Pacific New England. Maine. New Hampshire.. Vermont . Massachusetts . Rhode Island., Connecticut . Middle Atlantic. New York New Jersey Pennsylvania 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 Num- ber of sta- tions. 6,221 4,714 3,620 365 314 70S 699 1,260 1,295 1,112 1,077 800 594 512 390 251 330 284 180 607 395 224 250 219 152 248 261 194 66 61 61 60 52 117 120 114 321 314 256 64 64 64 284 327 279 Total. 29, 634, 769 18, 660, 604 10,697,077 92,551,203 56,826,940 29,763,010 67, 454, 476 35, 898, 969 17,195,031 28,948,207 15,888,407 7,454,768 16,491,595 7, 672, 229 3,564,173 7,627,840 4, 660, 126 2,514,765 12,474,439 7,426,620 3, 752, 958 14,737,073 8,816,227 4,217,173 32, 195, 997 19,792,316 6,541,650 Electric service, including estimated value ol free service. 2, 118, 508 1,453,016 692,350 2,328,263 1,422,345 832,322 1,228,361 841, 701 486, 505 16,306,909 10,749,240 6,340,944 2,305,176 1,724,659 1,026,407 5,347,562 2,469,543 1,319,549 57,218,973 34,859,170 16,854,839 10,944,367 6,952,378 3,421,304 24,387,863 16,015,392 9,486,867 $286,980,858 169,614,691 84, 186, 605 All other sources. $15,134,741 6, 027, 647 1,514,000 28, 457, 210 18,123,382 10,504,638 87,258,721 65,378,928 29,410,254 63,390,456 34,141,889 16,866,344 27,543,539 15,201,470 7,287,241 15,980,397 7,480,058 3,494,151 7,473,022 4,642,134 2,476,638 12,209,711 7,259,900 3,697,480 13,849,566 8,504,933 4,127,455 30,818,236 18,981,997 6, 324, 404 1,177,559 537, 122 192,439 5,292,482 1, 448, 012 362,766 4,064,020 1,757,080 329, 687 1, 404, 668 686, 937 167,627 511, 198 192, 171 70,022 154,818 117,992 39,127 264,728 166,720 55,478 887,507 311,294 89,718 1,377,761 810,319 217,246 Total expenses, including salaries and $234,419,478 134,196,911 68,081,376 1,816,086 1,324,648 668,575 2,200,733 1,321,296 826, 176 1,182,797 796,391 461, 898 15,996,463 10,602,498 6,244,882 2,204,999 1,627,190 985,596 6,067,132 2,462,359 1,317,512 53,189,000 34,067,383 16,742,239 10,587,513 5,910,745 3,366,699 23,482,208 16,400,800 9,311,416 303,422 128,368 23,776 127,530 101,049 6,146 46,564 46,310 23,607 310,446 146, 742 96,062 100,177 97,469 40,812 290,420 17, 184 2,037 4,029,973 791, 787 112,600 356,854 41,633 64,705 905,665 614.592 175,451 21,414,431 12,676,539 7,963,633 71,821,417 42, 716, 857 25,668,247 53,414,485 26, 290, 791 12,727,726 22,939,987 13,617,624 5,953,048 12,126,361 7,012,180 2, 792, 672 5,867,329 3,658,852 1,868,522 9,166,847 5,905,917 2,616,226 11,400,236 6,365,126 3,441,299 26,279,396 16,253,126 6,070,102 Total number of per- sons em- ployed. 79, 335 47,632 30,326 7,352 6,088 3,673 24,022 13, 977 9,675 19,233 10,324 6,866 7,892 6,007 3,067 4,317 2,622 1,537 2,426 1,632 1,017 3,655 2,474 1,360 3,090 2,028 1,320 7,348 4,480 1,821 Number of customers furnished sumption current, circuits. 3,837,618 1,946,979 313,227 162, 875 822,906 419,837 Number of meters on con- 3,617,189 1,683,917 582, 689 972,903 485, 634 606,019 236, 622 193,909 93,471 132,433 70,798 223,283 117,056 182,108 107,831 1,577,938 1,181,255 571,089 1,596,152 912, 214 564,967 824,443 682, 003 333,853 11,651,739 7,065,197 4,708,732 1,654,848 1,063,639 803,161 4,109,311 1,682,231 981,831 44,297,869 25,961,930 14,706,366 9,348,864 4,699,686 3,413,914 18,174,684 12,1,')5,341 7,547,967 ' Includes auxiliary engines. 629 502 340 578 422 294 340 297 242 3,954 2,672 2,024 511 460 274 1,340 745 13,733 7,716 5,421 2,989 1,759 1,074 7,300 4,502 3,180 491,730 262, 956 28,611 19, 614 22,752 14,082 22,380 15,361 163,993 80,713 19,088 11,691 56,603 21,614 434,110 201, 701 106,785 67,179 283,011 160,967 312,278 161,800 87,986 842,460 414, 944 152,147 940,883 425,378 151,977 451,386 193, 930 63,828 167,314 72, 130 17,384 107, 106 60,417 14,736 192, 764 83,181 23,331 152, 738 78, 742 28,606 450,270 203,395 42, 794 25, 062 16,230 6,157 21,241 11, 764 5,490 18,880 12, 698 5,051 170,310 87,824 56, 969 24,276 13,212 6,152 52,509 20,072 9,167 461,691 217,462 73,789 108,679 55, 296 21,484 272,280 142, 186 56,874 PEIMAET POWEE. Total horse- power. 7, 528, 648 4, 098, 188 1,845,048 735,244 415, 794 247,044 2,013,317 1, 118, 792 667,684 1,690,999 838,281 385,446 601,750 381, 635 154,223 621,114 296,266 92,641 216, 731 112, 640 65,698 233,563 131, 782 61,494 426,783 225,287 105,338 990,147 578,712 175, 480 Steam engines and steam turbines.i Num- ber. 7,844 8,054 6,295 57,880 24,889 84,228 46, 784 28,096 60, 363 38, 666 23,867 350, 780 188, 335 124, 213 50,499 27,986 17,600 109,691 66, 243 28,389 1,167,809 722,653 . 323, 413 239,514 93,602 68, 761 615,994 302,537 176,510 660 673 635 1,419 1,562 1,412 2,025 2,199 1,818 1,328 1,308 865 663 573 523 475 290 780 636 358 268 297 237 278 331 281 Horse- power. 4,946,532 2, 693, 273 1,394,395 67 43 40 41 36 270 323 18 46 35 118 123 93 553 570 523 251 224 197 615 768 692 519,426 280,940 184,207 1,340,485 768,073 426,687 1,404,897 690, 946 346,000 466,027 284,013 139,625 274,488 167,283 71,889 177,021 104,333 54,979 208,206 •125,030 60,055 108,769 87,414 43,457 448,213 195,241 67,496 19,610 18,114 11,843 25,386 20,265 12,640 14,996 9,889 7,436 323,128 170,457 115,195 46, 934 24,723 16,675 89,372 37,492 21,418 638,932 413,388 192,623 235,685 90,480 67,325 465,968 264,205 166,739 COMPARATIVE SUMMARY. SUMMARY, BY GEOGRAPHIC DIVISIONS AND STATES: 1912, 1907, AND 1902. 83 FBiMAitY POWEK — continued. Gas and oil engines. Number 1,116 463 165 Horse- power. 111,035 56,828 12,181 Water wheels. Number. 2,933 2,481 1,390 Horse- power. 2,471,081 1,349,087 438,472 KILOWATT CAPACITY OF DYNAMOS. Total. 5,134,689 2,709,225 1,212,235 Direct current. 473,490 487, 462 475,931 Alternating current. 4,661,199 2,221,773 736,304 Total output of stations, kilowatt hours. 11,532,963,006 5,862,276,737 2,507,051,115 ESTIMATED NUMBER OP LAMPS WIRED FOR SERVICE. Arc. 505, 395 2 565,713 385,698 Incandescent and other varieties. 76,607,142 241,608,335 18,194,044 STATIONARY MOTORS SERVED. Number 435, 473 167, 184 101, 064 Horse- power capacity. 4,130,619 1,649,026 438,005 50 34 14 171 103 218 120 51 416 94 28 64 18 10 13 3 4 151 69 2 20 13 11 23 19 6 7,317 4,123 666 26,664 12, 112 4,219 22,120 10,475 3,238 26,003 6,211 1,360 6,098 1,445 700 70 16,679 3,690 108 2,695 865 1,202 2,479 16,857 618 135 1,905 1,115 60 95 205 125 3,172 1,097 86 1,126 1,000 885 706 406 6,471 3,315 2,005 2,360 1,328 431 17, 733 7,469 1,783 611 462 659 603 305 636 673 270 224 188 194 48 47 35 24 14 294 216 141 329 292 220 175 132 54 115 101 99 101 406 362 241 18 22 14 136 119 50 208,601 130,731 62,171 646,268 338,607 136,778 263,982 136,860 36,208 110,720 91,411 13,238 340,528 136,537 20,052 37,630 8,247 8,678 3,062 1,331 316,319 137,018 60,679 639,455 366,614 107,366 69,938 39,766 13,046 66,937 26,404 15,406 35,272 28,472 16,296 24,480 16, 781 8,933 2,440 2,263 1,925 19,434 18,046 6,565 512,406 305,960 128,785 1,569 1,794 1,005 132,293 30,863 514,889 289,388 162,789 1,378,811 765, 140 354,760 1,176,528 669,760 275,569 404,172 245,252 99,945 412,779 195, 309 62,301 160,042 77,059 39,327 158,369 88,910 42,932 261,119 151,032 65,962 677,980 337,375 108,660 58,767 39,290 16,291 57,768 31, 917 17,777 29,468 21,854 11,442 262,732 136,924 90,624 38,509 21,040 12,139 77,655 39,363 15,516 772,030 482,031 187,252 179,477 70,566 46,120 427,304 212,643 121,388 39,368 65,008 66,748 158,759 150,199 137,693 132,064 129,564 138,663 54,168 64, 246 44,839 20,059 20,664 20,083 17,181 13,602 14, 166 23,201 23,826 14,668 11,873 16,088 19,821 18,480 23,083 3,763 7,005 5,164 3,261 3,782 3,614 183 1,401 2,205 21,357 33,892 42,585 3,659 10,181 7,060 7,145 8,747 6,120 69,024 69,914 60,494 35,428 24,984 20,866 54,307 65,301 56,344 476,621 224,380 96,041 1,220,062 614,941 217,067 1,044,464 430,206 137,006 360,004 191,006 65,106 392,720 174, 645 42,218 132,861 63,467 25,161 135,168 65,084 28,264 252,250 139,169 49,864 668,169 318,895 85,577 879,272,535 473,802,067 247,727,501 3,548,605,305 2,009,304,160 1,021,603,500 2,527,964,097 1,075,933,354 475,097,910 712, 696, 442 386,180,647 169,964,203 679,856,425 266, 437, 176 102,990,576 227,664,808 118,631,967 73,750,879 233,947,656 138,755,643 80,154,471 846,393,882 381,032,187 145, 780, 112 1,877,662,856 1,012,199,637 189,981,964 44,682 56,041 47,017 181,682 186,279 122,537 138,042 153,534 110,607 40,860 50, 714 35,022 21,389 27, 103 17,183 18,365 17,911 11,328 19,646 21,883 11,992 11,869 9,348 30,904 30,389 20, 764 7,957,913 4,678,690 2j 425, 236 22,103,919 12,689,744 6,135,970 IS, 600, 072 9,688,947 4,392,386 8,327,927 4,629,533 1,784,533 3,887,442 1,926,688 611,001 2,147,461 1,164,424 463,437 3,286,431 1,543,610 658,861 2,239,337 1,321,876 612,258 7,356,640 4,065,923 1,210,363 54,994 32,285 10,127 54,607 28, 136 14,163 29,285 20,453 9,237 231,375 102,032 48,039 34,850 10,869 5,079 70,510 30,616 9,396 703,006 422, 117 126,768 144,049 45,582 26,265 372,997 147,242 65,044 117,092,565 66,136,661 21,987,700 126,593,970 65,258,921 27,377,793 66,562,977 29,923,333 22,374,060 386,264,294 219,426,607 125,813,392 62,106,528 36,661,323 23,436,435 130,672,201 67,406,232 26,738,121 2,176,048,634 1,462,222,471 701,769,716 383,891,504 140,527,522 78,739,456 989,665,167 416,654,167 241,094,328 1,863 3,187 2,254 1,900 3,510 2,879 1,080 1,866 1,634 28,238 33,869 28,790 4,419 5,970 6,161 7,182 7,639 6,399 94,324 97,629 69,130 22,585 21,973 15,685 64,673 66,777 47,722 481,748 443,192 204,632 397,491 301, 734 170,541 404,151 306,245 161,106 4,687,246 2,655,303 1,420,963 640,769 385,329 196, 188 1,346,508 686,887 271,805 12,884,911 7,017,061 3,705,525 2,961,343 1,675,021 646,762 6, 257, 665 3,897,662 1,783,683 55,042 23,841 12,736 124,416 34, 108 114,404 49,345 23,257 47,540 19,027 9,767 26,163 8,948 2,516 7,592 3,039 3,936 15,337 7,220 10,633 12,114 6,091 2,394 32,865 16,666 6,888 2,268 1,304 625 1,958 1,061 415 1,966 776 273 37,191 15,877 9,663 3,690 2,082 7,979 2,741 871 82,525 18,061 13,581 12,772 5,994 2,213 29,119 10,063 14^144 391,308 154,720 62,163 1,213,681 544,020 149,083 799,421 307,558 80,304 316,113 138,027 33,331 361,011 95,373 16,541 62,081 21,656 7,510 103,765 42,507 11,024 235,506 94,960 20,963 647,733 250,205 67,096 2 Exclusive of 7,082 arc and 267,997 incandescent lamps reported by the electric companies to light their own properties. 32,635 19,372 6,437 18,488 10,231 4,683 23,695 9,778 2,787 228,868 81,246 35,749 28, 186 12,947 6,236 59,536 21,146 6,371 796,256 393,966 109,277 85,011 27,604 9,246 333,414 122,461 30,660 84 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 55.— COMMERCIAL AND MUNICIPAL CENTRAL ELECTRIC STATIONS— COMPARATIVE DIVISION AND STATE. East Noeth Centkal. Ohio Illinois. MicbigELn. ■Wisconsin. West Nokth Centeai. Hizmesota Missouri. , North Dakota. South Dakota. Nebraska Kansas. South Atlantic. Delaware, District of Colum- bia; and Maryland Virginia West Virginia North Carolina South Carollaa Georgia Florida 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 Num- ber of tions. 304 272 233 201 200 180 383 346 235 234 201 251 206 162 195 171 138 223 192 169 190 162 123 42 29 • 21 77 37 28 174 98 54 176 111 61 126 93 43 SO 37 26 $11,903,111 7,643,997 4,431,038 7,711,223 4,438,332 2,105,146 30,045,297 15,465,993 6,757,015 11,518,256 6,072,010 2,613,812 6,274,589 2,278,637 1,288,020 6,937,841 3,478,009 1,858,789 4,405,365 2,479,969 1,545,663 9,746,600 6,805,828 2,392,149 873, 111 533,383 197,689 1,162,522 513,682 207, 868 2,.802,614 1,562,669 601, 777 3,020,154 1,514,867 650,833 5,230,604 3,347,728 1,712,048 805,022 390, 628 210,632 1, 167, 583 724,253 322,015 1,458,786 643,322 250, 133 4,499,800 901,537 387,010 1,968,599 1,110,510 357,565 1,361,201 654, 251 324,770 Electric service, including estimated value of free service. All other sources. $11,514,628 7,474,980 4,347,606 7,417,484 4,222,610 2,038,121 27,376,119 14,566,772 6,692,248 11,127,031 6,760,447 2,516,800 5,955,194 2,127,080 1,270,669 6,647,199 3,333,469 1,838,806 4,078,167 2,317,880 1,477,348 9,299,495 5,683,795 2,360,150 835,504 480,042 197,375 1,095,922 492, 767 204,292 2,678,240 1,474,426 697,304 2,909,012 1,419,091 611,966 5,146,534 3,298,747 1,693,396 794,858 380, 779 210, 176 1, 148, 089 689, 919 320,443 1,404,167 627, 672 241, 903 4,265,983 865, 708 356, 066 1,881,985 1,086,601 348, 753 1,338,781 630, 632 323, 414 8390,483 169,017 83,532 293,739 215, 722 67,025 2,669,178 899,221 64,767 391,225 321,563 97,012 319,395 151,557 17,351 290,642 144,540 19,983 327, 198 162,089 68,315 447, 106 122,033 31,999 37,607 53,341 314 66,600 20,915 3,576 124,374 88,243 4,473 111,142 95,776 38,867 84,070 48,981 18, 652 10,164 9,849 456 19,494 34,334 1,572 54,619 15,650 8,230 233, 817 35, 829 30,944 86,614 23,909 8,812 22,420 23, 619 1,356 Total expenses, including salaries and wages. Total number of per- sons em- ployed. $8, 722, 293 6,027,780 3,286,336 6,028,909 3,627,336 1,573,908 23,557,887 10,055,463 4,961,915 9, 784, 138 4,611,070 1,948,546 5,321,258 1,969,142 957,021 5,580,525 2,986,277 1,459,874 3,328,740 1,983,613 1,223,682 7,484,853 6,341,126 2,042,422 714,294 413,506 157,275 965,763 433,841 157,971 2,239,542 1,158,060 431,342 2,626,270 1,201,101 480,482 4, 056, 055 3, 819, 147 1,446,850 567,459 261,795 171,185 897,843 534,365 229,558 1,046,217 437,215 192, 775 2, 850, 661 634,375 272, 729 1,655,420 844,667 254,838 1,052,696 480, 726 224,637 3,131 2,157 1,766 2,269 1,618 941 8,036 3,902 2,339 3,876 1,780 1,255 1,921 867 565 1,568 1,062 649 1,329 855 732 2,434 1,800 997 232 160 75 338 169 882 404 237 1,109 567 292 1,249 1,024 549 341 178 170 262 178 453 248 141 683 261 160 697 384 203 465 265 136 Number of customers furnished current. Number of meters on con- sumption circuits. 174,467 100,071 166,603 86,237 364,046 167,645 187,545 87,500 90,242 44,081 104,504 64,214 90,299 48,616 143,997 61,575 15,618 7,999 20,391 7,940 61,814 27,086 68,396 29,292 66, 465 33,333 14,948 6,969 18,165 9,404 25,676 9,719 17,602 8,054 29,109 15,462 21,944 10,540 PBIMAEY POWEE. ' Includes auxiliary engines. 170,756 92,964 31,508 146,185 72,483 18,758 356,074 146, 208 69,836 181,872 78,950 29,272 85,996 34,773 12,603 46,701 16,528 83,294 39,492 17i034 120,689 50,670 16,096 14,489 6,493 1,484 18,644 6,500 1,851 57,995 22, 710 5,746 57,615 21,364 5,089 62,230 32,614 8,602 10,642 2,835 772 14,833 6,936 1,819 20,800 6,068 1,346 16,765 6,632 1,032 21,109 10,075 1,424 20,935 7,970 2,389 Total horse- power. 337,272 179, 111 103,745 185,503 116,828 54,237 645,631 299,246 126,866 377,182 184,207 64,883 145,411 58,889 35, 715 148, 111 121,825 34,823 77,131 46,739 39,504 182,095 111,416 45,318 16, 169 10,277 3,930 27,748 12,984 6,057 52,168 30,020 12,308 98,328 48,374 13,283 113, 078 85,346 29,863 69,585 14,619 6,443 43,185 21,428 10,820 64,983 20,683 6,566 218,496 84,115 21,205 87,951 54, 704 12,630 33,836 14,370 6,114 Steam engines and steam turbines.* Num- ber. 606 615 485 352 381 284 576 733 575 319 323 272 247 191 247 250 207 308 284 243 301 362 207 74 58 30 50 52 30 156 135 64 192 167 84 106 148 117 66 40 47 81 44 68 51 37 156 104 47 90 74 Horse- power. 317,160 171,446 101,314 159,888 95,927 62,035 605, 227 287,898 117,069 250,477 97,866 48,614 72,145 37,809 63,184 48, 741 28,118 67,444 42,342 36,705 177,721 108,461 44,307 15,851 9,972 3,830 16,003 10,251 4,010 42,452 26,221 10,406 82,372 38,035 12,249 107,956 83,584 29,508 15,120 5,008 4,222 34,064 16,876 10,100 14,952 10,721 4,646 39,486 8,535 10,790 35,274 18,229 6,509 27,636 14,330 6,114 COMPARATIVE SUMMARY. SUMMARY, BY GEOGRAPHIC DIVISIONS AND STATES: 1912, 1907, AND 1902— Continued. 85 PRIMAKT POWER — Continued. Gas and oil engines. Number 10 S 91 17 3 103 19 Horse- power. 11,252 5,628 755 1,700 1,295 1,097 3,042 870 292 1,626 603 184 4,500 2,079 910 4,755 1,428 665 2,658 564 400 2,472 963 11 318 205 4,832 S28 202 3,832 845 82 7,136 1,678 1,073 130 80 185 60 3,085 925 455 160 720 140 500 40 Water wheels. Number. 92 80 52 245 249 114 176 140 78 52 Horse- power. 8,860 2,037 1,676 23,915 19,606 1,105 37,362 10,478 9,505 125,079 85,738 16,085 68,766 19,001 7,837 80,f72 71,656 6,040 7,029 3,833 2,399 1,902 2,002 1,000 100 100 6,913 2,205 845 5,884 2,954 1,820 8,820 8,661 1,034 4,049 1,632 275 44,280 9,551 1,221 3,627 100 49,951 9,962 1,920 178,555 75,430 10,415 51,957 36, 335 6,121 5,700 Kn.OWATT CAPACITY OP DYNAMOS, Total. 244,182 126,633 69,811 135,801 81,676 38,144 449,917 209,226 100,320 247,789 101,714 44,176 98,839 40, 711 23,118 93,502 78,516 20,999 63,237 32,056 24,886 122,786 68,467 32,100 10,824 5,819 2,042 20,032 10,046 2,910 34,586 20,041 8,412 69,205 30,307 , 87,137 62,956 21,639 40,512 9,195 3,827 29,772 14, 726 6,985 43,099 13,911 4,141 32,408 61,271 13,390 66,232 35,446 7,620 23,619 7,804 4,699 Direct current. 49,450 40,121 41,448 14,605 19,290 16,961 33,707 44,250 51,216 13,566 15,089 18,043 20,737 10, 804 10,895 13,864 14,364 9,333 13,611 12,297 12,786 10,859 10,938 13,889 4,607 3,789 1,470 2,492 1,488 1,032 4,310 4,080 2,420 4,435 7,300 3,909 7,660 10,900 12,321 1,966 1,486 1,077 4,510 2,764 2,285 814 2,147 1,182 2,615 191 1,581 1,702 1,471 923 1,474 1,067 Alternating current. 194,732 86,412 121,196 62,286 21,183 416,210 164,976 49,104 234,224 86,625 26,133 78,102 29,907 12,223 79,648 64,162 11,666 39,626 19, 769 12,100 111,927 57,529 18,211 6,217 2,030 672 17,540 8,668 1,878 30,276 15,961 6,992 64,770 23,007 4,687 79,477 52,066 9,318 38,556 7,709 2,760 25,262 11,962 4,700 42,285 11,764 2,959 129,793 61,080 12,710 54,651 33,744 6,149 22,696 6,330 3,632 Total output of stations, kilowatt hours. 399,101,309 217,311,924 127,437,383 236,944,000 130,263,693 75,685,493 1,150,900,306 467,657,328 161,643,646 625,615,608 208, 154, 199 80,664,630 216,402,974 52,646,210 29,966,758 186,045,055 87,679,431 40,258,632 67,166,647 37,729,072 36,606,425 232,828,763 147,328,446 67,450,731 12,298,553 8,229,765 5,850,115 24,703,754 13,616,015 4,256,007 56,299,682 31,958,739 12,316,776 133,262,988 69,740,179 13,326,518 67,994,885 78,412,197 39,999,997 28,724,684 10,208,360 6,879,243 42,344,796 24,871,317 11,355,905 70,552,737 13, 171, 681 8,351,346 356,771,757 68,696,424 18,426,763 87,671,815 59,311,202 9,911,243 25,895,751 11,766,994 8,066,078 ESTIMATED NTJMBER OF LAMPS WIBED FOB SEKVICE. Arc. 36,318 43,849 31,839 17,328 22, 165 15,325 53,486 66,309 38,215 20,616 23,514 17,712 10,394 8,697 7,416 9,201 13,398 4,679 7,352 5,929 13,394 17,676 13,144 1,134 1,278 798 3,682 4,262 2,608 7,904 6,686 8,144 13, 765 8,905 2,589 1,415 1,278 2,468 2,885 1,898 1,928 1,936 1,178 2,345 2,621 1,366 2,661 3,173 1,462 1,264 1,408 1,106 Incandescent and other varieties. 3,454,515 2,267,968 934,213 2,375,680 1,330,660 656,461 7,375,639 3,691,309 1,667,665 3,602,606 1,717,339 805,127 1,791,732 781,681 428,930 1,858,306 903,023 384, 706 1,612,668 ■ 809,386 420,847 2, 626, 615 1,706,396 693, 798 219,432 119, 233 41,916 278,221 129,643 63,248 1,034,661 490,101 151,162 898, 204 472,761 128,857 1,727,106 1,055,779 282, 768 237,079 93,635 37,645 305,312 160,279 78,066 571,384 144,266 46, 181 268, 721 150,018 46,068 410,068 180,337 60, 139 367,772 141,284 61, 144 STATIONARY MOTORS SERVED. Number. 29,022 13,083 6,704 14,005 6,132 2,631 46,278 21,676 11,838 18,400 7,089 2,271 6,699 2,366 813 12,203 3,711 1,855 8,773 2,643 1,064 15,429 8,923 4,646 1,145 327 81 1,394 279 43 3,675 1,719 604 5,021 1,425 1,484 13,718 6,623 1,429 753 268 450 1,279 340 136 1,876 249 161 5,452 969 160 1,964 410 47 1,121 189 133 Horse- power capacity. 145,331 64,941 21,956 91,897 33,716 6,663 315,669 137,661 36,928 174,009 63,245 11,337 72,525 17,995 6,430 75,973 41,095 9,481 43,820 14,647 4,193 116,971 64,111 14,562 6,128 1,816 703 13,619 3,649 239 26,325 10,776 2,278 33,277 12,033 1,886 76,527 32,866 5,919 8,570 3,690 257 22,925 4,432 291 32,830 4,345 950 156,386 37,388 6,546 60,633 11,078 2,123 14,141 1,584 465 86 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 55.— COMMERCIAL AND MUNICIPAL CENTRAL ELECTRIC STATIONS— COMPARATIVE DmaiON AND STATE. East South Centeal, Kentucky Tennessee Alabama West South Centeal. Arkansas Louisiana.. Oklahoma. Texas Census Mountain. Montana.. Idaho.. Wyoming. Colorado.. New Mexico. , Arizona.. Utah. Nevada., Pacific. Washington Oregon California 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1908 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 Num- ber of sta- tions. 74 63 42 50 42 25 130 72 20 253 218 137 27 61 39 112 129 115 Total. $2, 754, 115 1,660,700 850,086 2,448,218 1,299,983 912,482 1,257,720 1,012,743 385,263 1, 167, 787 686, 700 1,053,763 675, 718 425,317 2,278,754 1, 852, 383 971,631 2,357,950 1,106,316 281,452 6,783,972 3, 792, 203 2,074,558 3,883,410 2,469,131 1,025,971 1,615,940 719,395 192,206 607,095 317,580 159,216 4,791,340 3,410,240 1,652,505 497,895 292,682 135,307 1,173,186 569,850 293,066 1,549,265 665,241 714,353 618,942 372, 108 44,549 3,087,721 3,410,642 783, 651 1,422,703 1, 965, 245 691,582 27,685,573 14,416,529 5,066,417 Electric service, including estimated value of free service. S2, 683, 137 1,610,475 848,399 2, 408, 762 1, 266, 610 911, 555 1,234,540 997,506 374, 138 1,146,583 667,543 341,546 1,016,664 664,916 413,775 2,251,102 1,829,128 967,027 2, 287, 329 1, 097, 134 267,453 6,654,616 3, 668, 722 2,049,225 3,292,385 2,376,472 1,017,805 1,580,082 692, 489 191, 126 595,465 303,683 159,016 4,626,693 3,317,844 1,628,953 488, 422 289, 962 133,747 1,128,862 544, 192 288,019 1,530,060 627,332 664,240 607,697 352,959 44,549 2,976,297 3,219,814 739, 743 1,380,785 1, 840, 155 638,571 26,461,154 13,922,028 4,946,090 All other sources. S70, 978 50, 225 1,687 39,456 33,373 927 23,180 15,237 11,125 21,204 19, 157 25,388 37,099 10,802 11,542 27,652 23,255 4,604 70,621 9,1S2 13,999 129,356 123,481 25,333 591,025 92,659 8,166 35,858 26,906 1,080 11,630 13,897 200 164,647 92,396 23,552 9,473 2,720 1,560 44,324 25,658 5,047 19,205 37,909 50,113 11,345 19, 149 Total 111,424 190, 728 43,908 41,918 125,090 53,011 1,224,419 494,501 120,327 including salaries and wages. $2,244,906 1, 283, 918 709,234 1,753,875 882, 763 687,032 872,302 284,537 878,379 519,869 277,719 749,029 491,871 278,817 1,604,019 1,291,908 682,939 1,888,706 1, 025, 702 176, 539 4,924,093 3, 096, 430 1,477,931 2,411,668 1,469,808 660,476 1,537,260 475, 818 141, 160 445, 789 235,846 111,582 3, 997, 760 2,785,401 1,537,471 449,516 226, 937 102,201 923,258 464,350 240,953 1,206,729 461,675 607,769 428,255 245,291 39,687 2,270,132 2,388,628 651,495 1,205,738 1,283,560 499,632 22,803,526 12,580,937 3,918,975 Total number of per- sons em- ployed. Number of customers furnished current. 907 585 367 656 416 306 456 343 162 407 288 182 244 149 541 785 414 92 2,021 1,275 773 514 319 202 324 188 163 96 53 1,166 918 158 83 45 217 148 401 198 240 147 78 18 1,078 885 274 532 467 187 5,738 3,128 1,360 51,204 24,282 35,326 16,426 23,890 16,261 22, 013 13,829 Number of meters on con- sumption circuits. 20,600 12,071 27,838 15, 972 46, 860 20,565 128,085 68,447 32,312 17,630 26,078 12,656 8,437 5,116 68,046 46, 911 8,551 4,494 12,668 5,854 19, 887 11,212 6,129 3,958 73,421 46,452 33,627 33,475 384,682 173,029 41,200 18,350 5,209 29,678 11,397 6,118 17,870 11,436 1,460 18,358 9,234 1,949 15,035 6,503 2,791 26, 538 15,116 5,551 37,860 13,937 1,211 113,331 47, 625 13,778 30,543 15, 105 4,923 17, 694 7,160 647 6,729 3,199 997 66,359 41,050 14,275 7,129 2,701 10,256 6,025 1,360 9,329 2,197 6,014 4,699 2,305 68 66, 106 38,699 6,675 24,290 21,312 2,895 359,874 143,384 34,224 PBIMABT POWEB. Total horse- power. 81, 767 41,984 21,415 68,994 28,730 19,003 34,473 26,404 7,620 30,497 15,522 7,660 25,860 13,S53 8,433 27,165 23,292 13,767 53,922 22,623 4,407 126,616' 71, 914 34,887 115, 710 68,817 31,887 56,375 13,694 5,454 11,596 5,125 3,229 134,004 82,427 38,268 11,015 4,548 1,780 22,075 7,746 2,540 60,588 35,950 20,460 15,420 6,980 1,720 95,884 67,224 22,894 46,015 126,815 17,798 848,248 384,673 134,788 Steam engines and steam turbines.' Num- ber. 171 157 100 130 128 93 94 84 37 128 106 60 Horse- power. 81,191 41,969 21,340 40,799 27,490 18,384 24,574 19,377 7,595 30,457 15,497 7,660 115 98 63 22,599 13,641 8,206 86 86 49 26,175 22,872 13,767 194 113 28 45,821 22,423 4,407 385 339 218 113,611 66,094 33,675 38 31 30 12,750 11,830 7,885 14 19 14 4,525 2,202 1,480 45 34 25 10,162 4,360 2,654 94 141 114 56,919 56,547 25,518 32 26 21 8,428 4,035 1,730 33 32 20 12,775 6,926 1,890 6 10 9 1,000 1,279 2,050 6 4 4 2,210 235 250 55 64 48 18,128 11,016 5,656 54 66 39 15,879 24,581 6,603 169 201 194 414,206 159,644 55,237 ilacludes auxiliary engines. COMPARATIVE SUMMARY. SUMMARY, BY GEOGRAPHIC DIVISIONS AND STATES: 1912, 1907, AND 1902— Continued. 87 PBiMABY POWER — Continued. Gas and oil engines. Number Horse- power. "Water wheels. 576 15 45 445 221 12 990 420 5,966 200 9,502 3,058 108 50 100 500 80 300 1,770 70 650 670 485 165 90 334 182 1,980 16,585 618 Number. Horse- power. 60 72 46 205 172 133 30 27,750 1,240 619 9,880 7,007 3,040 300 227 2,135 2,762 1,104 102,885 56,987 ,24,000 51,850 11,492 3,924 1,334 765 75 77,005 25,580 12,750 817 613 60 9,300 750 59,588 34,671 18,410 12,540 6,260 1,470 77,591 56,118 17,238 29,802 102,052 11,195 432,062 208,444 78,933 Kn.OWATT CAPACITY OF DYNAMOS. Total. 54,062 29, 140 15,012 49,640 20,911 14, 736 24,477 17,124 4,473 21,863 9,884 5,106 16,335 9,678 6,024 19,169 15, 175 7,781 38,301 15,499 3,019 84,564 48,558 26,108 74,398 39,602 22,055 35,656 7,082 2,774 8,212 3,208 1,831 71,668 53, 130 21,808 7,981 3,789 14,756 4,939 1,811 37,935 33,592 13,923 10,513 5,690 764 57,283 66,308 13,679 32,416 32,687 11,165 588,281 238,480 83,816 Direct current. 7,144 5,944 6,626 3,113 2,265 4,772 4,442 4,342 1,769 2,482 1,051 2,053 2,599 1,485 5,697 5,762 4,690 4,130 3,120 740 11,321 12,345 7,753 1,635 2,410 3,521 126 147 797 1,077 1,003 701 3,391 6,029 7,131 876 925 657 991 777 435 522 2,208 338 60 165 1,658 5,484 5,019 624 3,877 1,780 17,639 9,119 16,284 Alternating current. 46,918 23,196 8,386 46,527 18,646 9,964 20,035 12,782 2,704 19,381 8,833 4,107 14,282 7,079 4,539 13,472 9,413 3,091 34, 171 12,379 2,279 73,243 36,213 18,355 72,763 37,192 18,634 35,530 6,935 1,977 7,135 2,205 1,130 68,277 47,101 14,677 7,105 2,864 329 13,765 4,162 903 37,500 33,070 11,715 10,175 6,630 699 55,626 60,824 8,660 31,792 28,710 9,385 670,742 229,361 67,532 Total output of Stations, kilowatt hours. 75,593,179 37,232,623 27,835,614 75,544,893 34, 847, 966 24,472,632 48,602,553 30,846,764 11,616,707 27,924,183 15,704,624 9,825,926 17,786,660 11,519,316 9,965,997 18,328,080 26,421,316 17,474,261 48,824,097 24,985,903 3,825,763 149,008,819 75,829,108 48,888,460 379,212,617 137,379,261 36,435,766 115,812,292 9,577,688 5,018,149 11,580,567 6,499,084 8,883,285 166,196,068 123,275,212 60,177,084 9,027,824 4,614,349 2,637,810 32,960,084 9,392,302 3,662,046 86,634,668 61,672,661 32,457,063 44,969,772 29,621,730 1,508,910 71, 414, 473 257,785,236 19,722,262 58,789,342 92,807,992 17,531,660 1,747,459,041 661,606,309 152,728,042 ESTIMA.TED NTJMBEK OF LAMPS WIRED FOR SERVICE. Arc. 7,814 6,884 4,598 4,808 4,407 3,920 4,926 2,033 1,823 1,694 1,035 1,102 1,669 1,654 7,267 8,587 4,278 3,669 3,451 914 7,617 8,176 5,146 2,193 3,132 1,648 1,349 966 667 492 617 259 4,175 6,391 4,770 377 332 272 764 333 440 321 327 78 4,729 6,771 2,977 1,285 3,927 2,023 24,890 19,691 15,764 Incandescent and other varieties. 849,220 483, 796 142,662 671,150 306, 903 174,291 347,871 232, 646 61,373 279,220 141,079 85,111 243,728 142,525 82,234 584,015 377, 225 135,593 592,315 219, 537 37,443 1,866,373 804,323 303,691 388,718 231,201 101,868 261,096 122,491 33,262 112,228 69,674 22,082 1,032,865 649,494 295,605 112, 207 65,379 22,507 136,400 72,028 36,656 160,380 67,670 92,165 45,443 63,939 8,213 781,244 624,866 108,443 382, 196 372,844 95,045 6,793,200 3,068,214 1,006,875 STATIONARY MOTORS SERVED. Number. 4,106 1,124 785 1,720 1,193 1,218 1,065 541 750 701 181 1,182 994 198 2,428 1,713 1,129 3,470 1,086 i' 430 8,445 4,223 1,962 971 161 1,723 406 163 672 131 1 4,780 3,232 1,264 639 195 75 741 339 432 1,044 406 295 653 411 13 2,279 1,933 295 1,527 2,072 403 29,059 11,660 5,190 Horse- power capacity. 22,621 9,962 3,172 20,357 4,524 3,335 11,148 6,650 747 7,955 1,520 256 5,283 1,177 722 24,657 16,110 5,128 23,056 6,686 347 50,869 18,634 4,827 75,184 33,240 1,401 27,142 4,054 205 6,224 685 1 60,451 41,161 12,484 4,084 1,231 100 12,547 2,220 714 37,490 6,619 6,868 12,384 6,860 180 28,148 29,686 2,780 15,843 20,452 4,020 603,742 200,067 60, 296 88 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 56.— COMMERCIAL AND MUNICIPAL CENTRAL ELECTRIC STATIONS— INCOME, BY GEOGRAPHIC DIVISIONS AND STATES: 1912. DIVISION AND STATE. United States. Geogeaphio divisions: New England Middle Atlantic East North Central. . West North Central . South Atlantic East South Central . . West South Central. , Mountain Pacific New England: Maine New Hampshire.. Vermont Massachusetts Ehode Island Connecticut Middle Atlantic: New York New Jersey Pennsylvania.. East Nokth Central: Ohio , Indiana Illinois Michigan Wisconsin West North Central: Minnesota Iowa Missouri North Dakota South Dakota Nebraska Kansas South Atlantic: Delaware, District of Columbia, and Maryland , Virginia , West Virginia , North Carolina , South Carolina , Georgia , Florida East South central: Kentucky Tennessee Alabama Mississippi West Sotjth Central: Arkansas Louisiana Oklahoma Texas Mountain: Montana. ... Idaho Wyoming Colorado , New Mexico. , Arizona Utah Nevada Pacuic: Washington. Oregon California Num- ber of sta- tions. 5,221 1,260 1,077 612 330 507 250 248 79 69 61 117 8 44 321 64 284 304 201 269 235 251 195 223 190 42 77 174 176 66 67 58 94 61 126 60 74 50 130 263 70 66 112 Gross income. 1302,115,699 29,634,769 92,661,203 67,454,476 28, 948, 207 16,491,695 7,627,840 12,474,439 14,737,073 32,195,997 2,118,508 2,328,263 1,228,361 16,306,909 2,305,176 5,347,552 67,218,973 10,944,367 24,387,863 11,905,111 7,711,223 30,046,297 11,518,256 6,274,689 6,937,841 4,406,365 9,746,600 873,111 1,162,622 2,802,614 3,020,154 5,230,604 805,022 1,167,583 1,468,786 4,499,800 1,988,699 1,361,201 2,754,116 2,448,218 1,257,720 1,167,787 1,053,763 2,278,754 2,357,950 6,783,972 3,883,410 1,615,940 607,095 4,791,340 497,895 1,173,186 1,549,265 618,942 3,087,721 1,422,703 27,685,573 Electric service. Total. $286,980,858 28,457,210 87, 258, 721 63,390,456 27,543,539 15,980,397 7,473,022 12,209,711 13,849,666 30,818,236 1,815,085 2,200,733 1,182,797 15,996,463 2,204,999 6,057,132 63, 189, 000 10,587,613 23,482,208 11,514,628 7,417,484 27,376,119 11,127,031 5,955,194 6,647,199 4,078,167 9,299,496 835,604 1,095,922 2,678,240 2,909,012 6,146,634 794,858 1,148,089 1,404,167 4,266,983 1,881,985 1,338,781 2,683,137 2,408,762 1,234,540 1,146,683 1,016,664 2,251,102 2,287,329 6,654,616 3,292,385 1,680,082 595,465 4,626,693 488,422 1,128,862 1,630,060 607,597 2,976,297 1,380,785 26,461,154 $221,200,466 Commercial light, power, and heat. 21,828,121 66,477,359 47,560,417 22,110,443 12,024,424 6,692,315 10,246,400 11,799,538 23,661,449 Municipal street lighting. 827, 273, 226 Munic- ipal building lighting. Current sold to other public service corpora- tions. $2,504,511 $31,019,660 Estimated value of free service. Commer- cial stations. Munic- ipal stations. $513,644 $4,469,351 1,286,393 1,257,060 964, 097 12,629,631 1,615,465 4,076,575 42,388,607 7,277,259 16,811,493 9,196,976 6,877,523 19,693,842 8,323,535 4,468,541 4,956,955 3,418,723 7,535,558 715, 386 937, 193 2, 241, 643 2,314,985 4,319,619 665,006 921,114 1,070,442 2,693,071 1,302,228 1,152,944 2,041,648 1,695,155 984, 779 870,733 1,835,548 1,864,748 5,729,136 3,062,191 1,274,624 523, 382 3,760,180 398,453 979,918 1,231,328 669,462 2,436,225 1,183,505 19,941,719 3,911,874 9,656,407 5,309,275 2,294,839 1, 292, 029 921,673 1,005,672 725,953 2,155,604 168,004 272, 209 121,851 2,322,146 443, 690 683,974 4,556,339 1,736,989 3,363,079 1,500,781 885,881 1,369,315 870,479 692,819 666,141 600, 111 522,980 76,506 102, 205 231, 700 293, 196 686,373 146,673 108,432 102,062 128,706 91,436 130,447 466,917 182, 019 117,217 156,420 69, 272 324,300 243,868 368,232 143,692 109,267 56,368 285,689 25,947 44,693 39,545 20,852 416,444 133, 105 1,606,055 378,686 1,287,893 262,063 124,273 167,072 39,600 68,411 39,783 136,840 6,552 14,023 6,691 307,194 9,627 35, 799 1,006,637 198,590 82,666 33,996 21, 637 62, 783 113, 192 30,445 43,538 25,111 19,605 2,394 3,286 15,077 15,262 144,660 1,888 1,635 1,860 3,668 6,747 6,614 18,084 3,853 9,180 4,886 34,464 4,664 24,497 6,835 2,334 2,431 20,332 489 3,308 1,771 2,283 45,808 3,867 87, 176 2,011,201 9,223,081 8,351,410 2,461,161 1,943,667 425,941 543,662 1,192,588 4,867,079 281,909 656, 176 35,748 542, 179 136,317 368,872 5,090,032 1,331,792 2,801,257 314,348 393, Oil 5,231,634 1,679,498 733,019 988,096 73,643 1,065,946 28,643 24,933 101,540 188,350 54,747 37,057 69,787 113,319 1,390,321 276,952 11,474 78,496 204,495 75,800 67, 150 29,304 24, 165 65,908 424, 176 74,441 165,324 11,651 540,326 61,296 99,989 224,561 15,000 60,288 43,769 4,763,032 65,989 231,846 60,464 37,781 22,774 16,674 26,920 31,486 19,710 9,931 1,265 61,289 1,592 1,912 41,008 27, 102 163, 736 14,985 9,992 20,295 5,919 9,273 7,357 .7,656 7,168 1,725 3,999 3,867 6,009 1,235 1,646 10,712 693 4,405 316 3,769 4,238 8,555' 1,881 2,000 4,019 982 15,918 6,001 1,852 6,936 1,456 6,776 905 954 12,609 261,339 382, 135 1,846,837 617,052 528,441 477,019 318, 756 60,218 77,564 64,297 3,221 193, 821 2,648 7,722 9,340 108,377 15, 7S1 259,977 453,542 229,440 1,008,350 134,408 21,097 85,112 62,923 168,238 10,850 24,306 84,413 91,210 39,900 42,689 46,409 115,791 45,812 204,307 33, 533 73, 764 314,685 45,683 42,897 82,215 31,643 102,323 102,675 3,374 21,597 178 13, 491 1,332 20,246 14,884 8,837 63,833 Interest and dividends from invest- ments. $4,891,449 234,854 2,529,416 679,029 247,684 218,432 8,872 66,438 387,638 630,086 All other income. $10,243,292 72,967 75,614 607 17,957 12,604 55,205 2,204,211 31,234 293,971 245,043 29,176 146,811 22,797 135,202 165,301 1,200 56,933 5 12,476 3,904 7,865 4,758 585 2,094 198, 280 12,715 4,602 "4,"376' 10,054 44,963 421 334,387 4,875 1,017 40,111 3,858 2,610 19,479 7,404 603, 203 942,705 2,763,066 3,484,991 1,166,984 292, 766 ■ 145,946 209,290 499,869 747,675 230,455 51,916 45,057 292,489 87,573 236,216 1,825,762 326,620 611,684 145,440 264,563 2,522,367 368,428 184,193 125,341 325,998 390,172 37,602 54,124 120,470 103,277 79,312 9,579 19,494 52,525 35,537 73,899 22,420 66,476 39,456 23,180 16,834 37,099 17,598 25,658 128,935 256,638 30,983 10,613 124,536 6,615 41,814 18,325 11,345 91,945 34,514 621,216 GENERAL TABLES. 89 Table 57.— COMMERCIAL CENTRAL ELECTRIC STATIONS— INCOME, BY GEOGRAPHIC DIVISIONS AND STATES: 1912. DIVISION AND STATE. United States GEOGBAPmc divisions: New England Middle Atlantic East North Central West NorOi Central South Atlantic East South Central West South Central Mountain. Pacific New England: Maine New Hampshire Vermont Massachusetts Rhode Island Connecticut Middle Atlantic: New York New Jersey Pennsylvania East Nobth Central: Ohio Indiana Tllinois Michigan Wisconsin. West Noeth Central: Minnesota Iowa Missouri North Dakota South Dakota Nebraska Kansas South Atlaiotc: Delaware, District of Colum- bia, and Maryland Virginia West Virginia North Carolina South Carolina Georgia Florida East South Central: Kentucky Tennessee Alabama Mississippi West South Central: Arkansas Louisiana Oklahoma Texas Mountain: Montana Idaho Wyoming Colorado ■ New Mexico Arizona Utah Nevada Pacific: Washington Oregon CaiLfomia Num- ber ol sta- tions. 3,659 311 667 786 678 308 202 385 211 211 56 239 186 130 170 127 173 91 159 125 33 64 112 94 56 27 67 235 Gross income. 8278,896,610 27,778,263 91,181,552 59,799,662 24,946,539 13,639,654 6,153,632 11,078,636 14,308,681 30,009,991 2,038,013 2,302,631 1,061,086 15,013,562 2,294,628 5,068,343 56,618,990 10,816,549 23,746,013 10,297,613 6,335,268 27, 639, 832 9,864,363 5,662,586 6,859,001 3,738,647 8,941,729 760, 378 1,016,577 2,246,368 2,395,839 5,063,370 520, 318 1,109,575 852, 818 4,260,076 1,210,989 632,508 2,508,254 1,919,225 984,422 741,731 795, 190 2,009,170 1, 934, 526 6,339,760 3,812,303 1,638,596 595,227 4,692,333 477,277 1, 173, 186 1,403,703 616,056 1,638,574 1,310,383 27,061,034 Electric service. Total. $264,317,150 26,657,472 85,921,962 55,888,687 23,730,309 13, 153/340 6,023,620 10,828,036 13,429,311 28,684,413 1, 735, 191 2, 175, 658 1,031,174 14,740,609 2,194,451 4,780,489 52,605,611 10, 462, 106 22,864,245 9,946,996 6,071,467 24,989,798 9,518,774 5,362,662 5,614,964 3,472,242 8,521,947 719, 624 952,811 2, 143, 078 2,305,643 4,971,133 610, 279 1, 090, 381 801, 993 4,028,100 1,137,931 613, 523 2,442,619 1,887,218 964, 299 729,484 762, 841 1, 984, 768 1, 866, 233 6,214,194 3,226,342 1,502,838 583, 597 4,528,086 467,804 1,128,862 1,387,071 604, 711 1,559,019 1,268,725 25,856,069 Commercial light, heat, and power. ?205,973,946 20,492,151 65,726,802 43,263,084 19,180,674 9,968,487 4,718,175 9,259,910 11,462,621 21,913,142 1,272,212 1,236,649 850,407 11,673,376 1,608,817 3,860,690 42,018,699 7,204,681 16,502,422 8,250,024 4,887,874 18,732,297 7,343,935 4,038,964 4,119,300 2,933,636 6,977,661 624,565 825, 731 1,822,577 1,877,204 4,218,920 419,902 911, 589 60S, 697 2,527,637 770,213 511,629 1,884,819 1,499,830 775,806 657,720 660,332 1,634,346 1,550,796 6,414,436 3,005,641 1,218,977 513,812 3,683,484 380,097 979,918 1,113,264 567,328 1,354,974 1,093,837 19, 464, 331 Municipal street lighting. $24,852,137 3,769,303 9,463,802 4,305,938 1,960,711 1,093,365 836,380 940,791 705, 759 1,796,088 165,587 267, 746 94,594 2,245,982 439, 790 546,605 4,454,714 1,699,941 3,309,147 1,346,055 763,800 1,172,116 465,717 668,250 464, 717 437, 194 462, 471 62, 813 94, 917 203, 397 225,202 571,247 66,292 106,932 78,839 102,600 84,216 83,239 459, 299 171, 319 104,624 101,238 67, 400 292, 793 229, 813 350,786 138,237 109,267 54,248 277,957 26,017 44,693 36, 172 20, 168 138, 880 119,866 1,637,343 Municipal building lighting. $2,278,622 352,980 1,279,716 146,356 110,249 162,086 36, 195 66,629 37,262 89, 161 6,562 13,823 6,081 285,377 9,527 32,020 1,001,342 198,690 79,783 21,484 18, 570 41, 786 39, 799 24,716 36,933 21,961 18, 851 1,878 3,231 13,233 14, 162 144,560 1,434 1,635 1,321 3,137 6,487 3,512 17,869 3,424 7,584 6,328 4,286 32,482 4,564 24, 197 6,171 2,334 2,431 19,544 489 3,308 760 2,215 2,274 3,642 83, 345 Current sold to other public service corporations. $30,698,901 1,987,049 9,220,797 8,122,846 2,450,894 1,906,628 417,196 634, 886 1,192,293 4,866,312 281,909 656, 176 28, 803 634, 182 136,317 349,662 5,089,848 1,331,793 2, 799, 167 313, 448 391,231 6,023,304 1,673,404 721, 469 986,657 71, 795 1,056,796 28,643 24,933 100,004 183,066 35, 171 21, 006 59,613 112,443 1,390,321 276, 700 11,474 76,404 204,090 74,504 62,198 26, 804 24, 165 65, 142 418, 775 74,441 165,324 11,651 640,326 61,296 99,989 224, 266 16,000 60, 243 43, 759 4, 762, 310 Estimated value of free service. $613,644 65,989 231,846 60,464 37, 781 22, 774 16,674 26,920 31, 486 19, 710 9,931 1,265 61,289 1,592 1,912 41,008 27, 102 163, 736 14,985 9,992 20, 295 6,919 9,273 7,357 7,656 7,168 1,726 3,999 3,867 6,009 1,235 1,645 10, 712 693 4,405 315 3,769 4,238 8,656 1,881 2,000 4,019 982 15,918 6,001 1,852 6,936 1,465 6,775 905 954 12,609 2,648 7,722 9,340 Interest and dividends from in- vestments. $4,869,226 231,288 2,529,181 664, 274 244,944 217,832 8,872 65,438 387, 622 629, 775 AU other income. 72,967 75,614 14,935 12,604 65, 168 2,203,976 31,234 293,971 245,006 28,960 135, 428 20,669 134,321 166,301 1,200 64,193 12,476 3,904 7,866 4,758 685 2,094 197, 080 12, 715 4,502 '4,"376' 10,054 44,963 421 334,387 4,875 1,017 40, 111 3,858 2,510 864 19, 479 7,404 602, 892 $9,710,234 889,603 2,730,409 3,346,701 971, 286 268, 482 121, 140 196, 162 491, 748 229,855 61, 359 29,912 268, 118 87,573 232,686 1,809,403 323,209 697,797 106,611 234,841 2,514,606 325,030 165,613 265,205 365,589 30,749 50,290 98, 386 82,331 77,479 9,454 19, 194 48,731. 34,298 60,343 18,985 61, 133 32,007 20,123 7,877 32,349 14,348 23,330 126,135 251,574 30,883 10, 613 124, 136 5,615 41,814 15,768 11,345 60,076 34,254 601,473 90 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 68.— MUNICIPAL CENTRAL ELECTRIC STATIONS— INCOME, BY GEOGRAPHIC DIVISIONS AND STATES: 1912. DIVISION AND STATE. United States... Geogeaphic divisions: New England Middle Atlantic East North Central. , West North Central. South Atlantic East South Central.. West South Central. Mountain Pacific New England: Maine.* New Hampshire. Vermont Massachusetts Bhode Island CoDuecticut Middle Atlantic: New York New Jersey Pennsylvania.. East Nobth Central: Ohio Indiana Illinois Michigan Wisconsin West North Central: Minnesota Iowa Missouri North Dakota South Dakota Nebraska: Kansas South Atlantic: Delaware, District of Colum- bia, and Maryland Virginia West Virginia North Carolina South Carolina Georgia Florida East South Central: Kentucky Tennessee Alabama Mississippi West South Central: Arkansas Louisiana Oklahoma Texas Mountain: Montana Idaho Wyoming Colorado New Mexico. Utah Nevada Pacipic: Washington.. Oregon Califomia Num- ber ol sta- tions. 1,562 57 102 474 399 204 128 122 39 37 118 71 99 108 78 104 64 65 9 13 62 82 Gross income, $23,218,989 1,856,506 1,369,651 7,654,814 4,001,668 2,851,941 1,474,208 1,395,808 428, 392 2,186,006 80,495 25,632 167,275 1,293,347 10,548 279,209 599,983 127,818 641,850 1,607,498 1,375,955 2,405,465 1,653,893 612,003 1,078,840 666, 718 804,871 122,733 146,945 557,246 624,315 177,234 284,704 58,008 605,968 239,724 757,610 728,693 245,861 528,993 273,298 426,056 258,573 269,584 423,424 .444,222 71, 107 77,344 11,868 99,007 20,618 145,662 2,886 1,449,147 112,320 624,539 Electric service. Total. $22,663,708 1,799,738 1,336,759 7,501,769 3,813,230 2,827,057 1,449,402 1,381,675 420,255 2,133,823 79,895 25,075 151,623 1,255,954 10,548 276,643 125,407 627,963 1,568,632 1,346,017 2,386,321 1,608,257 592,542 1,032,235 605,925 777,548 115,880 143,111 636, 162 175,401 284, 579 57,708 602, 174 237,883 744,054 725,258 240,518 521,544 270,241 417,099 253,823 266,334 421,096 440,422 66,043 77,244 11,868 98,607 20,618 142,989 2,886 1,417,278 112,060 604,485 Commercial light, heat, and power. $15,226,520 1,335,970 751,557 4,307,333 2,929,769 2,055,937 874, 140 986,490 337,017 1,648,307 13,181 20,411 113, 690 956, 155 6,648 225,885 72,678 309,071 946,952 989,649 961,545 979,600 429,587 837,655 485,087 647,897 90,821 111,462 419,066 437,781 100,699 146, 104 9,525 461,745 165,434 532,015 641,415 156,829 195,325 208,973 313,013 166,636 201,202 303,952 314,700 56,550 55,647 9,570 76,696 18,356 118,064 2,134 1,081,251 89,668 477,388 Municipal street lightmg. $2,421,089 Municipal building lighting. $225,989 Current sold to other public serv- ice corpora- tions. $320,759 Estimated value of free service. 152,571 192,605 1,003,337 342, 128 200,664 85,193 64,881 20, 194 359, 516 2,417 4,464 27,257 76,164 3,900 38,309 101,625 37,048 53,932 154,726 122,081 187, 199 414,762 124,569 101,424 62,917 60,509 13, 693 7,288 28,303 67,994 15,126 80,281 1,500 23,223 26,106 7,220 47,208 7,618 10,700 12,693 54,182 1,872 31,507 14,055 17,447 5,455 25,706 8,178 116,698 14,024 4,986 4,305 2,882 2,531 47,679 2,120 7,632 930 3,373 277,564 13,240 68,712 200 510 21,817 3,179 5,295 '2,m 12,512 3,067 20,997 73, 393 5,729 6,605 3,150 754 516 65 1,844 1,100 100 454 24,152 2,284 228,564 10,257 37,029 8,745 8,666 295 767 539 531 260 3,102 225 429 1,596 2,055 600 300 664 788 1,011 68 43,534 315 3,830 6,945 7,997 9,210 184 '2,'i66' 900 1,780 208,230 6,094 11,560 1,439 1,848 150 $4,469,351 261,339 382, 135 1,846,837 517,052 528,441 477,019 318,756 60, 218 77,554 64,297 3,221 193,821 1,536 5,284 19,576 16,051 274 876 252 2,092 405 1,296 4,952 2,500 766 5,400 295 45 '722 106,377 15,781 259,977 453,542 229,440 1,008,350 134, 408 21,097 85, 112 52, 923 168,238 10,850 24,306 84,413 91,210 39,900 42,689 46,409 115,791 46,812 204,307 33,533 73,754 314,685 45,683 42,897 82,215 31,643 102,323 102,575 3,374 21,597 178 13,491 1,332 20,246 Interest and dividends from in- vestments. 14,884 8,837 53,833 $22,223 3,566 235 14,755 2,740 600 16 311 All other income. $533,058 607 3,022 37 235 37 216 11,383 2,238 881 2,740 16 311 63,202 32,657 138,290 185,698 24,284 24,806 14,128 8,121 51,872 600 667 15,145 34,371 2,529 16,359 2,411 13,887 38,829 29,722 7,761 43,398 18,580 46,605 60,793 24,583 6,853 3,834 22,084 20,946 1,833 125 300 3,794 1,241 13,556 3,435 5,343 7,449 3,057 8,957 4,750 3,250 2,328 3,800 5,064 100 400 '2,' 557 31,869 260 19,743 92 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 59.— COMMERCIAIi AND MUNICIPAL CENTRAL ELECTRIC STATIONS— DIVISION AND STATE. United States. Geographic DiviaioNs: New England Middle Atlantic East North Central.. West North Central. , South Atlantic , East South Central.. West South Central. , Mountain Pacific New England: Maine New Hampshire. Vermont Massachusetts Ehode Island Connecticut Middle Atlantic: New York New Jersej^, ... Pennsylvania. . JiAST Noeth Centisal: Ohio Indiana Illinois Michigan Wisconsin West NoETn Central: Minnesota Iowa Missouri North Dakota South Dakota , Nebraska , Kansas South Atlantic: Delaware, District of Columbia, and Maryland. Virginia West Virginia ["] North Carolina ]]"" South Carolina [["[[[[[[ Georgia '..'.'.'.'. Florida . . East South Centeal: Kentucky Tennesseo Alabama Mississippi West South Centeal: Arkansas Louisiana Oklahoma Texas Mountain: Montana Idaho Wyoming Colorado New Mexico . Arizona Utah Nevada Pacdtc: Washington. Oregon , Califomia Number of stations. S,221 669 1,260 1,077 512 330 607 250 248 61 117 321 64 284 304 201 2C9 235 261 195 223 190 42 77 174 176 56 67 68 04 61 126 60 74 60 130 253 70 66 112 Aggregate. 1234,419,478 21,414,431 71,821,417 63,414,485 22,939,987 12,126,351 5,857,329 9,165,847 11,400,235 26, 279, 396 1,577,938 1, 696, 162 824,443 11,661,739 1,654,848 4,109,311 44,297,869 9,348,804 18,174,684 8,722,293 6,028,909 23,557,887 9,784,138 6,321,258 5,580,525 3,328,740 7,484,853 714,294 965, 763 2,239,642 2,626,270 4,056,055 567,469 897,843 1,046,217 2,860,661 1,655,420 1,062,696 2,244,906 1,753,875 980, 169 878, 379 749,029 1,604,019 1,888,706 4,924,093 2,411,668 1,637,260 446,789 3,997,760 449,616 923,258 1,206,729 428,255 2, 270, 132 1,206,738 22,803,626 Fuel Electric current and electric power purchased. $34,748,754 3,166,590 8,570,870 9,982,296 4,582,050 1,692,015 1,111,029 2,383,832 755,084 2,605,988 46,823 192,294 88,650 ., 866, 063 276, 715 695,045 3,780,868 1,896,366 2,893,646 1,922,131 1,456,877 3,812,211 1,539,632 1,252,445 699,572 918,222 1,239,272 207,336 259,662 621,858 636, 128 316,314 106,660 178, 403 136,620 216,894 327, 482 309, 652 384, 145 248, 133 211,409 267,342 214, 526 238,023 474,202 1,457,081 87,699 8,478 87, 187 279,096 103,768 146,326 10,757 31,773 101,515 102,054 2,402,419 Rent of of- fices, conduits, underground and water privileges. 118,074,344 1,394,330 5,982,590 2,933,041 2,135,944 1,831,265 131,697 311, 664 1,032,516 2,321,297 106,367 45,210 33,809 774,871 59, 250 374, 823 4,722,622 111,991 1,147,977 90,527 232,334 1,269,028 832,065 509,087 956,205 210, 648 707,673 16, 403 12,881 61,540 172,694 396,365 19,828 102,050 213,528 1,017,640 74,748 7,106 Supplies, mate- rials, salaries, and wages, and all other miscella- neous expense, not elsewhere specified. $4,279,596 342,355 2,667,763 607,180 203,437 127,182 40,554 57,660 133, 613 199,962 35, 201 68,408 3,764 23,324 3,570 208,790 3,772 95,532 102,595 107,829 460,962 48,006 106,658 216,460 1,106 371,516 73,792 1,875,989 28,691 14,840 17,551 233, 430 11,805 1,924,084 62,669 581,010 60,453 39, 493 200, 274 240, 170 66,790 62, 648 29, 119 71,712 1,774 7,347 17,444 13,393 84,115 4,283 7,457 4,961 6,537 18,077 1,762 19,141 6,939 10, 700 3,774 4,625 3,308 14,342 35,385 6,161 25,369 4,520 62,854 4,411 7,567 4,727 17,904 19,999 9,896 170,067 $91,847,508 9,136,705 27,186,433 22,092,732 8,329,977 4,451,671 2,630,092 3,960,732 4, 306, 193 9,763,073 664,507 651,075 386, 747 6,161,731 771,672 1,500,973 15,948,642 3,583,049 7,664,742 3,311,092 2,403,844 10,601,605 3,994,210 1,782,081 1,794,465 1,398,418 2,479,600 272, 530 354,613 969,225 1,071,226 1,470,290 271,291 379,065 413,485 744,816 646,913 626,711 1,042,369 763, 254 428,019 396,460 359,576 620,298 816,879 2,164,979 852,682 477,539 254,772 1,466,021 171,135 324,128 557,442 203,474 1,045,774 476,180 8,231,119 GENERAL TABLES. EXPENSES, BY GEOGRAPHIC DIVISIONS AND STATES: 1912. 93 EXPENSES — continued. Tases. Total. $13,147,338 Beal and personal property. $8,048,291 Capital stock. $997,012 Federal corporation. $558, 706 Earnings. $2,598,338 Miscellane- ous. $944,991 Interest on funded and floating debt. Injuries and damages. $48,302,900 $1,200,989 Insurance. $2,320,151 Charges for depreciation. $18,843,863 Charges for sinking fund. $1, 654, 035 2,005,523 4,041,031 3,054,689 1,063,683 493,471 319,372 496,612 545, 518 1,127,439 1,184,916 2,384,205 2,243,632 677,591 304,371 195,721 357,480 495,072 205,303 654,902 257,966 3,941 6,837 23,796 25,128 9,348 7,758 7,336 68,404 214,089 104,786 38,433 27,894 9,599 19,878 32, 148 43,470 16,828 646,592 668, 687 260,859 100, 229 34, 585 35, 190 4,522 840,846 80,473 538, 179 43,643 79,958 37,181 54,339 74,716 6,018 30,484 3,012,631 15, 563, 769 8, 251, 910 4,474,467 2,624,907 1,345,067 1,419,123 4,039,908 7, 571, 128 48,556 333,609 360, 125 109,366 49,917 36,464 65, 980 103, 221 93,861 372,096 660,239 524,701 237, 149 103,418 74,943 116,752 71,040 159, 813 1,679,730 6,805,122 4,950,649 1, 623, 681 650,263 159, 961 342,742 370, 648 2, 261, 167 256, 915 110,101 657, 162 180,333 202,342 8,160 10,750 42, 594 185, 678 82,075 117,565 26,030 1,449,081 156,469 174,303 3,015,150 364,225 661,656 682,799 225,781 1,405,329 492,498 248,282 259,383 105,032 427,481 28,609 25,631 127,494 90,053 243,000 15,003 29,030 22,346 123,032 52,155 8,905 141,936 99,089 51,582 26,765 21,056 139, 194 116,522 219,840 142,218 50,202 14, 719 189,671 13,023 40,583 67,197 27,905 62,197 46,485 1,018,757 78,022 104,061 24,308 808, 527 77,609 92,299 2,057,065 173,977 153,163 521,444 142,352 865,594 475,567 238,675 209,991 86, 131 172,384 28,083 24,575 73,660 82,767 104,599 12,619 25,260 14,716 88,183 50,915 8,079 70, 140 79,844 19,780 25,957 17,655 65,336 98,122 176,367 125,943 43,963 12,699 175,342 11,329 38,234 64,855 22,707 61,319 42,448 101,536 434 8,990 370 583,174 95 61,819 24,839 10,744 222,383 460 1,664 919 3,688 1,521 222 776 16,212 270 1,200 965 4,941 160 48 3,701 1,353 19,628 446 445 207 165 8,531 3,379 25 2,001 1,203 62 140 135 175 7,026 3,060 4,433 809 37,914 10,388 11,800 125,676 26,935 61,478 19,837 12,291 50,162 14,837 7,659 8,865 4,797 17,078 526 471 3,403 9,245 605 1,553 5,546 10,335 140 470 3,261 4,074 1,377 287 63 4,291 4,474 11,050 13,296 2,231 655 9,644 491 1,703 2,157 2,071 521 563 42,386 71 302 ■400 16,055 332, 506 148,345 165,741 125,783 45,599 486,049 1,266 36,776 12,229 159, 948 48,832 3,074 91,979 1,217 51 705 5,752 25,349 313 8,923 6,610 11,847 16,733 1,703 108 1,440 221 80 2,044 SS»,T22 539 10 151 19,068 62,322 8,385 475,064 4,224 58,891 14,837 25,079 1,860 1,175 692 63 354 77,441 363 823 914 20,965 292 966 414 13,821 513 210 39,485 12,905 1,874 75 2,893 62, 760 1,914 7,159 1,267 621 2,463 584 45 1,138 142 1,255 29,087 568,895 433, 995 208,667 838,267 179, 373 763, 434 8, 680, 777 2,977,408 4,005,674 1,147,079 1,126,200 3,314,163 1,851,392 813,076 1, 446, 538 472, 142 1,551,990 112, 523 235, 675 227,949 427,650 1,050,224 115,844 136,720 214,365 577,204 453, 176 78,374 452,927 523, 106 239,793 129,241 110,730 304,967 353,609 649, 927 1,098,214 774,260 63, 524 1,439,544 83,220 215,421 232,768 132,967 482,292 437, 657 6, 651, 179 9,015 10,460 2,789 10,648 3,338 12,306 230,869 55,700 40, 940 61, 411 28,507 203,328 42,282 24,597 16,421 12, 710 49,681 2,559 3,926 16,942 7,127 28,273 719 3,884 4,580 8,412 2,469 1,580 16,309 4,043 8,342 7,760 3,858 9,463 3,058 49,601 22,402 22,775 3,750 16,661 649 16,088 19,383 1,613 9,605 1,428 82,828 16,001 31,043 15,365 245, 274 21,336 43,072 410,061 44,248 205,930 63,660 58,893 298,226 55,439 48,483 52,072 34,036 81, 144 11,065 12,366 16,501 29,966 23,247 10,166 15, 458 8,631 23,335 14, 767 7,824 29,901 13, 134 19, 338 13, 570 11, 654 16,234 33,664 55,300 11,799 9,457 5,238 25,328 6,278 9,490 827 2,623 14,578 17, 554 127,681 41,080 83,287 37,600 994,876 145,784 377,203 5,596,134 245,760 963,238 1,361,166 449,326 1,901,480 695, 157 643,520 189, 773 144,217 835,768 59, 595 51,472 189,423 173,333 352,307 22,605 43,294 20,216 79,008 22,041 110,792 119,287 25, 269 6,522 8,883 16,434 63, 762 70,858 191,698 68, 627 61,351 12,079 55,334 19,026 67,097 97, 134 161,666 39, 692 2,059,819 14,484 16,378 7,335 57,498 29, 106 132,114 88,672 7,468 13,971 21,975 8,654 562,343 41,293 32,897 124,448 4,197 40,632 2,900 2,290 1,166 4,700 91,920 1,070 2,482 7,495 53,783 45,592 2,700 3,600 700 1,260 3,000 3,000 4,760 19,271 13,289 1,034 9,000 1,000 1,000 183,678 94 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 60.— COMMERCLA.L CENTRAL ELECTRIC STATIONS— DIVISION AND STATE. United States... Geographic divisions: New England Middle Atlantic East North Central.. West North Central. South Atlantic East South Central . , West South Central. Mountain Pacific New England: Maine New Hampshire. Vermont Massachusetts . . . Rhode Island Connecticut Middle Atlantic: New York New Jersey Pennsylvania.. East Nokth Centeal: Ohio Indiana Illinois Michigafi Wisconsin West North Central: Minnesota , Iowa Missouri , North Dakota South Dakota Nebraska Kansas South Atlantic: Delaware, District of Columbia, and Maryland . Virginia West Virginia North Carolina " . ' South Carolina ' Georgia [,.'." Florida [ East South Central: Kentucky Tennessee Alabama Mississippi West South Central: Arkansas Louisiana Oklahoma Texas Mountain: Montana Idaho Wyoming Colorado New Mexico. Arizona Utah Nevada Pacific: Washington. Oregon Califomia Number of stations. 3, 659 311 667 786 678 308 202 385 2n 2U 272 66 239 186 130 170 127 173 91 159 12S 33 64 112 94 66 27 67 235 Aggregate. $217,502,313 19,960,887 70,799,455 47,940,189 19,824,954 10,080,424 4,855,061 8,087,574 11,113,312 24,840,457 1,521,129 1,578,563 697,631 10,620,760 1,648,794 3,894,010 43,839,868 9,249,612 17,709,975 7,546,896 5,106,111 21,889,335 8,580,242 4,817,605 4,747,361 2,804,309 6,860,194 614,024 852,992 1,826,631 2,119,663 3,934,301 372,737 853,449 640,436 2,689,713 1,108,986 480,802 2,063,403 1,489,761 766,621 636,376 586,916 1,396,189 1,482,274 4,622,195 2,354,067 1,493,871 437,104 3,926,649 430,846 923,268 1,120,767 426,750 1,348,871 1,143,166 22,348,421 Fuel. $30,373,445 2,878,156 8,292,638 8,612,861 3,480,162 1,031,294 808,623 2,025,092 701,668 2,543,061 44,300 189,701 67,776 1,643,236 275,467 667,687 3,644,185 1,872,413 2,775,940 1,593,605 1,143,130 3,591,902 1,195,642 1,088,682 405,010 726,385 1,012,301 163,230 223,610 467,176 493,550 271,686 78,288 166,226 40,249 177,348 134,518 163,979 343,866 173,112 139,348 162,297 158,276 139,943 337,493 65,127 8,478 85,087 264,055 97,227 146,326 3,685 31,773 98, 192 94,571 2,360,298 Electric cur- rent and electric power purchased. $16,912,612 1,262,828 5,942,909 2,612,324 2,035,620 1,671,062 118,767 266,373 1,007,949 1,994,790 Kent of offices conduits, underground and water privileges. $4,214,120 Supplies, mate- rials, salaries and wages, and all other miscellaneous expense not else- where specified. 319,641 2,666,722 587,730 196,244 122,503 39,032 65,567 132,767 193,914 104,807 43,910 27,332 679,686 69,260 347,883 4,706,335 108,735 1,127,839 53,759 196,794 1,072,183 801,466 488, 122 903,454 204,771 706,968 14,736 4,881 34,983 165,827 393, 698 16,211 102,050 125, 193 985,748 i4,385 4,777 36, 103 60, 108 3,764 18,782 3,670 208,790 3,172 50,841 102,695 97,568 442, 612 48,006 106,568 210,620 166,437 73,792 1,754,501 28,691 14,732 16,631 212,391 11,806 36,491 1,923,630 62,369 580,723 57,643 36,116 191,289 237,622 65,060 62,210 28,513 67,371 1,714 6,987 16,689 12,860 83,920 4,218 7,467 4,521 6,195 14,690 1,602 18,546 6,628 10, 260 3,598 4,340 2,983 13,039 36,205 6,161 26, 174 4,620 62,864 4,411 7,667 4.1S5 17,895 14,697 9,440 169,777 $83,194,081 8,480,568 26,622,821 19,003,231 6,831,153 3,475,769 2,091,418 3,441,599 4,152,018 9,035,614 617,877 643,543 324,199 4,711,316 767,685 1,415,938 15,711,487 3,528,343 7,382,991 2,706,994 1,901,441 9,566,667 3,336,929 1,662,300 1,419,493 1,112,647 2,167,078 235,185 307,577 783,902 805,271 1,416,837 183,195 349,422 244,977 677,173 390,491 214,674 911,671 620,661 328,964 230,122 273,698 522,447 626,070 2,019,384 828,734 457,024 260,062 1,426,094 162,208 324,128 500,624 203,084 550,218 433,073 8,062,223 GENERAL TABLES. EXPENSES, BY GEOGRAPHIC DIVISIONS AND STATES: 1912. 95 EXPENSES — continued. Taxes. Total. Heal and personal property. Capital stock, Federal corporation. Earnings. Miscella- neous. Interest on funded and floating debt. Injuries and damages. Insurance. Charges for depreciation. Charges for sinking fund. 513,117,198 $8,027,176 $997,012 $658, 706 $2,598,338 $935,966 $46,864,763 $1,166,668 $2,169,446 $17,989,627 $1,620,453 1,995,870 4,039,082 3,037,748 1,062,426 493,358 319,243 496,526 545,518 1,127,427 1,183,602 2,382,459 2,227,111 676,397 304,268 195,592 367,394 496,072 205,291 654,902 257,966 3,941 6,837 23,796 25,128 9,348 7,758 7,336 68,404 214,089 104,786 38, 438 27,894 9,599 19,878 32,148 43,470 16,828 646,692 668,687 260,859 100,229 34,585 36,190 4,622 840,846 72,134 637,976 43,223 79,895 37,181 64, 339 74,716 6,018 30,484 2,875,326 15,474,817 7,900,378 4,234,053 2,428,668 1,228,431 1,299,263 4,001,416 7,422,412 46,085 332,732 348,562 109,098 47,932 34,664 60,719 103,221 74,765 347,930 650,871 483,264 203,052 86,901 62,969 104,079 67,617 153, 773 1,639,872 6,769,489 4,678,619 1,526,202 523,870 149,744 332, 106 359, 689 2,110,136 216,621 107,474 616,572 146,944 200,067 2,300 6,260 41,660 184,665 82,075 117,565 24,914 1,448,756 156,361 166,199 3,013,834 364,225 661,023 682,799 225,648 1,390,102 491,017 248,282 259,320 105,032 427,366 28,559 25,631 127,494 89,034 242,987 14,903 29,030 22,346 123.032 62,155 8,905 141,807 99,089 51,582 26,765 20,970 139, 194 116,522 219,840 142,218 50,202 14,719 189, 671 13,023 40,583 67,197 27,905 62,197 46, 473 1,018,767 78,022 104,061 23,282 808,437 77,601 92,299 1,055,749 173,977 152,733 521,444 142,119 850, 367 474,506 238,675 209,991 86,131 172,259 28,033 24,675 73,660 81,748 104,586 12, 619 26,260 14, 716 88, 183 50,915 8,079 70,011 79,844 19, 780 25,967 17,669 65,336 98,122 176,367 126,943 43,963 12,699 175,342 11,329 38,234 64,866 22,707 61,319 42,436 101,636 454 8,990 370 583,174 95 61,819 24.839 10,744 222,383 460 1,664 919 3,688 1,521 630 222 776 16,212 270 1,200 965 4,941 160 3,701 1,353 19,628 446 445 207 165 8,531 9 3,379 26 2,001 1,203 62 140 939 135 175 7,026 3,060 4,433 809 37,914 10,388 11,800 126, 676 26,935 61,478 19,837 12,291 60, 162 14,837 7,659 8,865 4,797 17,078 626 471 3,403 3,298 9,246 606 1,553 5,646 10,336 140 470 3,261 4,674 1,377 287 63 4,291 4,474 11,050 13,296 2,231 555 9,644 491 1,703 2,157 2,071 521 563 42,386 71 302 400 16,055 332,606 148,346 165,741 125,783 45,699 486,049 1,266 36,776 12,229 159,948 48,832 3,074 91,979 1,217 51 705 5,762 427 98 26,349 313 8,923 6,610 11,847 16, 733 1,703 108 1,440 221 539 10 151 18,831 62,322 281 475,064 4,224 68,688 14,837 25,079 1,860 765 692 364 77,441 363 823 914 20,966 292 966 414 13,821 613 210 39,485 12,906 1,874 76 2,893 62,750 1,914 7,159 1,267 521 2,463 80 2,044 838,722 684 45 1,138 142 1,266 29,087 666,745 429,621 184,188 774,198 178,916 741,668 8,546,322 2,969,683 3,958,812 1,037,214 1,089,415 3,251,857 1,746,182 775,710 1,392,072 446,334 1,497,781 106,193 230,088 197,487 365,098 1,039,471 65,380 135,533 170,673 558,071 397,368 62,282 448,826 493,745 204,713 81,147 100,363 295,949 281,994 620,967 1,095,966 765,010 62,024 1,431,766 80, 160 216,421 218 122 132,957 372,961 426,492 6,622,969 9,016 10,460 2,781 7,426 3,338 12,065 230,747 66,046 46,940 61,381 26,922 198,588 41,346 21,325 16, 189 12,700 49,681 2,559 3,926 16,942 7,101 27,098 719 3,884 4,064 8,412 2,369 1,386 16,309 3,993 7,142 7,110 3,608 9,463 3,058 44,690 22,402 22, 776 3,760 16,661 649 16,088 19,383 1,613 1,588 1,428 71,749 14,995 30,726 13,348 227,247 21,092 40,522 405, 168 44,078 201,625 62, 170 52,368 286,822 48,004 43,910 41,771 29,634 72,572 9,391 11,322 13,424 24,938 22,204 8,212 15,071 6,931 21,368 8,659 3,456 26, 788 9,166 17,526 9,489 10,603 13,668 29,768 60,040 10,227 9,397 4,863 24,314 6,076 9,490 627 2,623 10,386 17,204 126,183 41,080 81,927 32,662 872,824 146,784 365,696 5,669,488 238,663 961,338 1,298,781 434,663 1,792,682 645,268 607, 145 148,033 137,696 820,204 62,067 39,070 177,368 151,874 346,960 2.611 43,294 14,387 79,008 18,869 19, 741 117,287 23,269 3,122 6,066 8,498 63, 762 68, 168 191,698 61,376 68,263 12,079 66,334 19,026 57,097 96,424 11,484 16,378 4,000 43,781 29,106 110,872 88,672 6,068 12,744 2,650 734 648,343 36,776 27,069 99,799 2,697 38,882 400 1,166 4,000 91,440 2,482 7,195 63,368 45,692 %200 100 3,000 3,000 260 19,271 13,289 71,206 39,692 1,999,239 9,000 1,C00 1,000 182,666 96 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 61.— MUNICIPAL CENTRAL ELECTRIC STATIONS— EXPENSES, BY GEOGRAPHIC DIVISIONS AND STATES: 1912. DIViaiON AUD STATE. United States. Geogeaphio divisions: New England Middle Atlantic East North Central.. West North Central . South Atlantic East South Central.. West South Central. Mountain Pacific New England: Maine New Hampshire. . Vermont Massachusetts Rhode Island Coimecticut Middle Atlantic: New York New Jersey Pennsylvania . . East North Centeal: Ohio Indiana Illinois Michigan Wisconsin West North Central: Minnesota Iowa Missouri North Dakota South Dakota Nebraska Kansas South Atlantic: Delaware, District of Co- lumbia, and Maryland. Viginia West Virginia North Carolina South Carolina Georgia Florida East South Central: Kentucky Tennessee Alabama Mississippi West South Central: Arkansas Louisiana Oklahoma Texas Mountain: Montana Idaho Wyoming... Colorado New Mexico. Utah Nevada Pacific: Washington. Oregon California Num- ber of sta- tions. 1,662 fi7 102 474 399 204 128 122 39 37 118 71 108 78 104 64 65 9 13 62 82 EXPENSES. S16,917,165 1,453,544 1,021,962 6,474,296 3,115,033 2,045,927 1,002,268 1,078,273 286,923 1,438,939 56,809 17,589 126,812 1,030,979 6,054 215,301 458,001 99,252 464,709 1,175,397 922,798 1,668,562 1,203,896 503,653 833,174 624,431 624,669 100,270 112,771 413,011 506,717 121,764 194,722 44,394 405,781 160,948 646,434 671,894 181,503 264, 114 213,648 343,003 162, 113 207,830 406,432 301,898 57,601 43,389 8,685 71, 111 18,670 85,962 1,505 921,261 62,673 455, 105 Fuel. $4,375,309 287,434 278,33? 1,369,435 1,101,888 560,721 302,406 358,740 63,426 62,927 Electric current and elec- tric power purcnased. $1,161,732 2,623 2,593 20,874 222,828 1,258 37,358 136,673 23,953 117,706 328,626 312,747 220,309 343,990 163,763 294,662 192,837 226,971 44,106 36, 152 164,682 142,578 44,628 28,362 13,177 96,371 39,646 192,964 145,673 40,279 76,021 72,061 115,045 56,250 98,080 136, 709 67, 701 22,572 2,100 15,041 6,641 7,172 3,323 7,483 52, 121 131 39; 320, 100, 160, 12, 45, 24, 326; Rent of offices, con- duits, under- ground and water privi- leges. $65,476 1,500 1,300 6,477 96,285 26,940 16,287 3,256 20,138 36,768 35,540 196,845 30,599 20,966 51,751 6,877 605 667 8,000 26,557 6,867 2,667 4,617 22,714 1,041 19,450 7,193 4,679 1,622 2,093 746 6,038 Supplies, materials, salaries and wages, and all other mis- cellaneous expense not else- where specified. $8,663,427 656,147 563,612 3,029,501 1,498,824 975,802 538,674 619,133 154,175 717,659 88,335 31,892 30,363 2,329 8,300 4,642 600 44,691 10,271 8,360 4,840 1,106 205,079 "i2i,"428' 108 1,020 21,039 547 454 300 287 2,810 3,377 8,985 2,548 1,730 438 606 4,341 eo 360 865 633 195 65 440 342 3,487 150 595 311 440 176 285 325 1,303 180 642 9 5,302 456 280 46,630 7,632 62,648 460,415 3,987 86,035 237,165 54,706 271,751 604,098 602,403 1,035,938 657,281 229,781 374,972 285,771 312,622 37,345 46,936 176,323 265,956 64,463 88,096 29,643 168,508 67,643 255,422 312,037 130,688 142,593 99,065 166,338 85,878 97,851 189,809 145,696 23,948 20,515 4,710 38,927 8,867 66,818 390 495,656 43, 107 178,896 $30,140 Taxes. Total. Real and per- sonal prop- erty. 9,-653 1,949 16,941 1,257 113 129 1,116 325 108 8,104 1,316 233 15,227 1,481 63 125 50 $21,115 Miscel- laneous $9,025 1,314 8,339 1,746 203 16,621 420 1,194 63 ., 113 ■' 129 1,116 90 108 Interest on funded and float- ing debt. $1,438,137 235 '8,"i64 203 15,227 1,061 13 100 129 125 50 1,019 13 100 137,305 88,942 351,532 240,414 196,239 116,636 119,860 38,493 148.716 Inju- ries and dam- $44,321 2,150 4,374 24,479 84,009 467 21,776 34,455 7,725 46,702 109,866 36, 785 62,306 105,210 37,366 54, 466 26,808 54,209 6,330 5,587 30,462 62,562 10,753 50,464 1,187 43, 792 19, 133 64,818 16,092 4,101 29,361 36,080 48,094 10,377 9,008 71,515 28,960 2,258 9,250 1,500 7,779 3,060 14,646 3,471 777 11,663 268 1,985 1,900 5,261 Insur- ance. Charges for depre- ciation. $160,705 19,096 122 665 30 2,585 4,740 936 3,272 232 10 24,166 9,368 41,437 34,097 17,617 11,984 12,673 3,423 6,040 109,341 11,166 28,210 28 1,175 616 100 194 60 1,200 650 5,011 8,017 11,079 1,006 322 2,017 18,027 244 2,560 4,893 170 4,305 11, 490 6,636 11,404 7,435 4,573 10,301 4,401 8,572 1,674 1,044 3,077 5,028 1,043 1,964 387 1,690 1,967 6,108 3,113 2,978 1,812 4,081 1,061 2,666 3,796 5,260 1,672 60 376 1,014 202 200 $854,336 139,858 35,633 272,130 97,379 126,393 10,217 10,636 11,059 161,031 1,360 4,938 122,052 11,508 26,646 7,087 1,900 62,385 14,673 108,798 49,899 36,375 21,740 6,621 15,564 7,538 12,402 12,055 21,459 6,347 19,994 6,829 3,172 91,061 2,000 2,000 3,400 2,817 7,9 2,700 7,251 3,098 710 4,192 360 1,498 90,461 "60," 580' Charges for sinking fund. $133,582 41,294 2,627 41,590 33,389 2,275 6,860 4,500 1,034 1,013 3,000 3,335 13,717 21,242 1,400 1,227 19,325 7,920 4,000 4,517 5,828 24,649 1,500 1,750 2,500 2,290 700 1,070 300 426 500 3,600 600 1,260 4,500 1,034 1,013 98 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 62.— COMMERCIAL AND MUNICIPAL CENTRAL ELECTRIC STATIONS— DinaiON AND STATE. Nuni' ber of sta- tions. rHIMABT POTfEK. Aggregate. Num- ber. Horse- power. Total steam. Num- ber. Horse- power. Steam engines. Total. Num- ber. Horse- power. 600 horsepower or under. Num- ber. Horse- power. Over 500 horse- power and under 2,000 horsepower. Num- ber. Horse- power. 2,000 horse- power and under 5,000 horsepower. Num- ber. Horse- power. 5,000 horse- power and over. Num- ber, Horse- power. United States. Geogeaphic DmsrONs: New England Middle Atlantic East North Central.. West North Central. South Atlantic East South Central . . West South Central.. Mountain Pacific Ne-w Enoland: Maine , New Hampshire. . Vermont Massachusetts Bhode Island Connecticut Middle Atlantic: New York New Jersey Pennsylvania. . . East Noeth Centeal: Ohio Indiana Illinois Michigan Wisconsin West Noeth Central: Miimesota Iowa Missouri North Dakota „ South Dakota , Nebraska Kansas South Atlantic: Delaware Maryland District of Columbia. Virginia West Virginia North Carolina South Carolina Georgia Florida East South Central: Kentucky Teimessee Alabama Mississippi. West South Central: Arkansas Louisiana Oklahoma Texas Mountain: Montana Idaho Wyoming Colorado New Mexico. Arizona Utah Nevada Pacific: Washington. Oregon California 5,221 11,893 7,528,648 7,844 4,946,532 6,809 1,892,076 6,136 1,037,655 565 608,373 92 240,794 1,260 1,077 612 330 607 260 61 117 321 64 284 304 201 235 251 196 223 190 42 77 174 176 14 41 1 67 68 94 61 126 60 74 60 130 253 70 66 112 1,121 2,149 2,879 1,968 1,016 683 966 582 630 736,244 2,013,317 1,690,999 601, 750 621, 114 215,731 233,663 426,783 990, 147 660 1,419 2,026 1,328 663 623 780 268 278 519,426 1,340,486 1,404,897 465,027 274,488 177,021 203,206 108,769 448,213 401 1,188 1,766 1,232 697 477 724 220 206 168,721 492,401 438,121 260, 443 123,729 93,990 144,291 63,917 126,463 319 962 1,614 1,177 577 451 681 200 165 75,061 199,329 262,300 172,843 96,079 70,497 97,364 33,294 31,898 192 133 46 15 25 37 18 32 66,660 182,108 120,683 36,900 11,250 21,147 31,937 16,123 31,665 37,000 62,410 48,638 19,700 10,700 2,346 16,000 4,500 40,500 236 182 141 350 36 176 1,024 290 835 632 469 703 591 494 377 418 328 82 151 291 321 33 107 . 10 132 126 144 159 205 99 177 166 111 129 130 96 239 502 103 77 67 162 60 37 69 27 122 123 84,228 60,363 360,780 60,499 109,691 1,167,809 239,614 615,994 337,272 185,603 646,631 377,182 146,411 148,111 77,131 182,096 16, 169 27,748 52, 168 98,328 4,651 54,563 63,864 59,586 43,186 64,983 218, 496 87,961 33,836 81,767 68,994 34,473 30,497 25,860 27, 166 63,922 126,616 115,710 56,376 11,596 134,004 11,016 22,075 60,688 16,420 95,884 46, 015 848,248 68 66 40 270 18 118 653 251 615 506 352 676 319 272 247 308 301 74 50 156 192 68 166 90 171 130 94 128 115 86 194 386 19,610 25,386 14,996 323,128 46,934 89,372 236,685 465,968 317,160 159,888 605,227 250,477 72,146 63,184 67, 444 177,721 16,861 16,003 42,462 82,372 3,575 50,617 53,864 16, 120 34,064 14,962 39, 486 35, 274 27,636 81,191 40,799 24,674 30,467 22,699 26,176 45,821 113,611 12,760 4,626 10, 162 56,919 8,428 12,776 1,000 2,210 18,128 15,879 414,206 66 44 31 188 468 214 616 460 289 616 266 244 229 293 284 72 41 141 172 22 67 6 67 77 86 58 145 81 163 118 86 121 107 82 187 49 113 14,640 18,386 7,465 98,963 6,450 22,927 196,413 103,899 192,089 126,788 70,120 129,002 62,947 49,254 60,497 78,764 14,661 6,960 20,908 40,064 3,576 29,101 4,200 7,870 19,684 12,582 8,437 24, 519 13,761 33,629 22,407 15,669 22,495 16,681 23,050 44,064 60,606 5,260 2,776 6,026 22,839 6,f~ 9,' 1,000 710 7,633 10,379 108,451 52 36 30 133 1 67 377 153 432 405 269 472 240 228 220 277 266 70 41 140 163 67 70 84 58 143 81 140 113 82 116 105 71 176 330 12,690 8,211 6,706 30,478 100 16,977 69,313 34,474 96,642 67,113 48,446 76,512 38,161 32,069 28,909 37,547 39,364 13,261 6,960 20,168 26,664 3,675 11,701 7,870 14,934 11,782 8,437 23,019 13,761 23,337 16,061 12,469 18,640 15,481 9,510 27,364 44,999 5,260 2,026 6,026 9,449 4,416 4,419 1,000 710 5,783 8,829 17,286 1,950 7,175 760 34,485 6,350 6,960 55,140 51,676 76,293 30,066 15,175 41, 490 20,626 13,327 5,500 12,950 11,400 1,400 760 4,900 4,200 4,750 800 1,600 10, 192 4,000 3,100 3,866 1,200 8,740 6,490 16,607 750 8,890 1,433 5,060 1,860 1,550 28,165 3,000 34,000 33,460 17,760 11,200 29,610 11,000 4,160 3,868 4,200 7,000 10,700 2,346 4,800 10,200 4,600 40,500 16 105,254 48,664 6,600 21,000 6,700 22,500 38,600 10,064 21,000 6,700 22,500 GENERAL TABLES. PRIMARY POWER, BY GEOGRAPHIC DIVISIONS AND STATES: 1912. 99 FBiMAitT PO'WEB— continued. ■ Steam turbines. Water wheels and turbines. Gas and oil engines. Total. 500 horse- power or under. Over 600 horsepower and under 2,000 horse- power. 2,000 horse- power and under 6,000 . horsepower. 5,000 horse- power and over. Total. 500 horse- power or under. Over 600 horsepower and under 2,000 horse- power. 2,000 horse- power and under 5,000 horsepower. 6,000 horse- power and over. Total. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. 1 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- ber. Horse- power. Num- ber. Horse- power. 1,035 3,054,456 193 53,715 477 470,178 202 604,587 163 1,925,976 2,933 2,471,081 1,995 333,795 638 694,440 147 448,760 163 1,094,086 1,116 111,035 1 159 231 96 66 46 56 48 73 350,706 848,084 966,776 214,584 150,759 83,031 63,915 54,852 321,750 21 37 36 27 12 13 20 18 9 5,464 11,485 11,890 5,905 3,590 2,704 4,955 4,487 3,235 94 91 135 40 32 16 25 19 25 100,164 89,334 135,328 37,060 32,022 15,607 22,251 17,105 21,247 31 50 37 18 14 15 8 10 19 97,375 151,802 110,743 54,242 35,383 49,220 19,709 26,550 59,563 13 63 52 11 8 2 3 1 20 147,702 595,463 708,815 117,377 79,764 15,500 17,000 6,650 237,705 511 659 636 224 298 47 35 294 329 208,501 646,268 263,982 110,720 340,628 37,630 8,678 315,319 639,455 405 377 486 192 176 34 31 151 143 74,650 64,401 76,407 24,806 29,518 4,230 5,978 27,164 26,641 91 104 124 25 69 8 4 109 104 83,751 100,567 86,375 18,414 75,110 11,800 2,700 114,355 101,368 13 24 24 2 17 5 40,100 65,800 86,800 4,600 46,600 21,600 2 64 2 5 36 10,000 415,600 14,400 63,000 189,400 50 171 218 416 54 13 151 20 23 7,317 26,564 22,120 26,003 6,098 1,080 16,679 2,696 2,479 a 3 4 S 6 7 8 20 42 71,800 111,660 14 40 102,000 299,786 9 10 3 12 9 82 10 43 95 37 99 56 63 60 53 28 18 15 17 2 9 15 20 5,070 7,000 7,541 224,165 40,484 66,445 442,519 131,686 273,879 190,372 89,768 476,225 187,530 22,881 24,575 16,947 98,957 1,200 9,053 21,544 42,308 2 9 7 46 4 26 31 16 44 23 41 26 29 16 11 8 3 1 2 4 11 2,320 6,500 6,871 46,502 6,150 31,821 27,918 17,456 43,960 21,789 36,218 28,355 33,980 14,986 10,660 7,705 2,998 760 1,716 3,086 10,155 1 2,750 175 115 99 58 13 51 406 18 136 33 90 92 245 176 76 68 5 69,'938 56,937 35,272 24,480 2,440 19,434 612,406 1,669 132,293 8,860 23,916 37,362 125,079 68,766 80,172 7,029 1,902 136 96 79 43 13 39 265 18 94 30 86 44 168 158 62 56 4 24,693 17,837 16,285 7,461 2,440 5,934 48,297 1,569 14,535 4,260 19,315 7,332 26,734 18,766 9,872 5,329 902 35 12 19 13 29,845 11,100 16,987 12,319 2 8 1 2 5,400 28,000 2,000 4,700 2 10,000 3 11 2 22 5 7 66 21 84 93 17 35 27 46 54 52 22 8 86 91 103 3 8 135 1,905 95 3,172 1,125 885 6,471 2,360 17,733 11,252 1,700 3,042 1,626 4,600 4,755 2,658 2,472 318 4,832 3,832 7,136 260 823 11 3 2 8 500 670 1,700 12 1.1 19 4 7 19 10 21 10 10 7 7 3 2 1 6 55,928 17,667 21,030 53,253 32,430 66,119 29,633 28,300 22,730 24,050 6,030 4,800 2,681 20,734 9 2 2 27 9 17 13 3 27 9 120,035 16,667 11,000 357,067 80,900 157,496 135,925 21,750 425,140 126,000 14 15 8 18 2 17 10 9 2,694 4,281 900 6,304 3,025 3,500 12 68 13,500 67,309 1« 24 65,800 48 331,000 17 IS 36 3 4 48 63 6 9 2 1 33,258 4,600 4,600 30,030 40,345 6,800 7,300 1,700 1,000 6 84,500 1» 20 21 2a 8 9 4 6 2 1 4 7 4 3,500 1,865 1,125 1,199 626 450 670 1,033 803 12 12 43,600 43,200 2 14,400 23 24 1 1 6 8,000 5,362 74,600 5 63,000 '?fi 27 ?« 3 3 3 6,667 12,010 7,350 15 44 26 8 25 6,913 6,884 8,820 826 3,223 5 42 23 8 25 490 4,458 3,755 826 3,223 10 2 1 6,423 1,426 565 ?<♦ 1 2 5,415 24,000 m 2 4,500 31 31t 7 5 9 11 4 10 11 9 18 12 9 7 8 4 7 37 6 3 6 19 6 6 21,416 49,664 7,250 14,380 2,370 31,049 10,765 13,876 47,662 18,392 9,015 7,962 5,918 3,126 1,767 53,105 7,500 1,750 4,136 34,080 2,580 3,306 3 3,266 3 8,050 1 6 10,100 49,664 83 34 9 8 2 3 5 5 7 3 3 3 6 3 1 15 1 1 3 7 2 3 7,250 3,970 1,470 3,416 6,900 5,750 7,426 3,250 2,840 2,092 5,283 3,000 750 13,218 700 750 3,336 6,410 1,999 2,470 63 14 52 88 45 3 44,280 6,036 49,951 178,555 51,957 5,700 48 8 36 23 28 8,680 1,366 5,451 5,815 4,157 8 6 8 35 10 2 6,600 4,670 6,500 39,640 14,000 3,700 3 9,000 4 20,000 3 24 3 3 4 6 6 4 2 1 6 9 38 99 1 185 3,085 80 455 720 S0« 576 445 19 40 221 990 8,966 9,502 % ■15- 2 2 2 5 1 3 a 5 2 2 1 6 11 3 2 3 3 4 3 410 900 300 1,855 125 387 452 1,675 190 635 125 1,017 3,178 800 1,000 800 470 681 836 4 10,000 1« 2 8 3 1 5,000 18,700 11,800 2,000 6 22 4 33,000 114,400 22,000 37 3 1 3 6 6 1 2 7,333 2,000 8,000 24,350 14,690 4,600 5,680 2 20,000 38 '10 2 15,500 41 32 15 27,750 9,880 25 9 2,950 1,280 2 6 3,200 8,600 5 21,600 4? ^'^ '14 10 3,040 8 1,640 2 1,600 'I'l 'to 7 18 64 63 11 67 9 4 63 13 64 60 205 2,135 3,603 102,885 51,860 1,334 77,005 817 9,300 69,588 12,540 77,591 29,802 432,062 7 16 22 34 11 40 9 1 30 4 44 30 63 2,135 2,303 5,272 5,725 1,334 7,005 817 300 6,451 260 7,741 4,957 13,943 VI 8 2 19,709 6,000 3 17,000 2 27 25 1,200 27,213 23,126 w 9 2 34,400 6,000 6 2 36,000 17,000 'lO 50 1 1 9 100 80 1,770 n 8 20,560 1 6,660 20 18,000 2 8,000 5 44,000 62 5? 3 4 9,000 14,400 '\\ 28 9 10 23 71 53,737 12,280 10,050 19,845 71,473 1 5,000 55 2 12 5 66 1,500 10,496 6,600 305,765 2 5 4 16 1,500 4,169 2,833 14,245 8 3 9 11 670 166 334 1,980 5fi 5 1,660 2 1 16 4,666 2,667 52,230 3 6,800 7 1 32 53,000 5,000 241,786 1^7 4 1,575 20 237,705 39 104,860 59 100 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 63.— COMMEBCIAL CENTRAL ELECTRIC STATIONS— DIViaiON AND STATE. Num- ber of sta- tions. PEIMAET POWEK. Aggregate. Total steam. Steam engines. Total. 600 horsepower or under. Over 500 horse- power and imder 2,000 horseiMJwer. 2,000 horse- power and under 5,000 horsepower. 5,000 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. 1 United States 3,659 311 667 786 678 308 202 386 211 211 9,317 6,969,320 6,820 4,539,866 4,898 1,686,683 4,252 762,702 538 486,833 92 240,794 16 105,254 ? Geogkaphio divisions: 997 1,958 2,070 1,328 719 384 761 526 674 689,240 1,981,623 1,510,373 617,217 554,269 179,925 201,793 416,586 918,294 483 1,273 1,378 856 403 334 598 240 255 483,612 1,314,357 1,269,337 392,139 216,386 142,679 178, 180 104,714 439,463 341 1,048 1,160 '775 354 293 650 193 184 164,177 468,408 339,683 184,761 85,851 63,823 118,620 49,997 120,363 261 824 1,018 728 334 270 508 173 136 61,917 176,836 171,152 112,861 57,201 43,080 72,483 29,374 27,798 66 190 124 37 16 22 36 18 30 56,260 180,608 113,293 31,200 11,260 18, 397 31,137 16,123 29,566 14 26 17 7 4 1 6 2 16 37,000 62,410 48,638 19,700 10,700 2,346 16,000 4,600 40,600 s Middle Atlantic 8 1 3 1 48,654 6,500 21,000 6,700 4 East North Central. . fi West Nortli Central 6 Soutli Atlantic 7 East Soutli Central R West South Central . . A MnnTitB.iTi . . . in Pacific 3 22,500 New England: 11 75 56 48 87 7 38 272 56 239 186 130 170 127 173 91 159 125 33 64 112 94 8 34 1 53 62 46 39 42 33 73 60 34 35 56 27 67 235 27 35 18 62 18 16 28 7 60 54 97 227 177 119 285 35 164 941 275 742 440 346 508 402 374 210 314 222 67 125 194 196 21 95 10 101 118 84 130 96 64 150 109 67 68 99 63 138 471 99 71 52 145 44 37 51 27 102 107 365 87,195 82,983 43,597 324,703 50,399 100,363 1,144,308 236,761 600,554 299,466 154,186 594,630 330,564 131,527 126,918 63,763 165,275 13,969 25,130 40,406 81,756 3,031 60,409 63,864 48,379 41,490 55,128 214,516 70,818 16,634 74,252 67,649 28,054 19,970 19,880 21,290 41,940 118,683 114,785 65,276 11,320 131,089 10,285 22,075 66,337 15,420 38,259 41,342 838,693 66 63 35 218 17 104 492 240 641 338 246 436 177 182 110 230 200 59 41 100 116 10 65 10 51 82 39 40 60 56 145 76 65 68 86 48 107 358 34 14 41 79 30 33 3 6 63 60 162 18,760 24,541 13,096 299,206 46,834 81,175 628,486 233,104 452,767 282,914 129,051 582,506 213,813 61,053 45,091 66,941 161,143 13,651 14,813 32,611 68,889 1,955 46,568 53,864 9,720 32,534 6,078 35,566 18,631 10,469 73,696 29,979 19,034 19,970 16,769 20,666 34,785 106,961 11,825 4,525 9,922 54,804 8,128 12,776 625 2,210 17,738 15,324 406,401 63 41 28 148 7 64 403 203 442 290 199 376 136 159 95 216 185 67 32 91 99 10 60 5 47 71 37 30 40 54 129 66 46 62 78 46 103 323 28 11 36 61 24 27 3 4 41 46 98 13,690 17,541 7,025 89,341 6,350 20,230 188,102 101,418 178,888 100,152 62,637 107,031 40,866 38,897 22,061 39,394 63,076 12,451 5,760 13,388 28,631 1,955 27,752 4,200 6,570 18,154 6,178 4,517 7,931 9,594 28,509 13, 137 10,019 12,158 11,701 18,665 33,298 64,966 4,325 2,776 6,786 20,859 6,548 9,469 625 710 7,243 9,824 103,296 50 33 27 94 11,740 7,366 6,275 21,606 3 7 1 41 7 7 61 63 76 31 19 38 21 15 5 15 10 2 1,950 7,176 750 33,736 6,350 6,300 65,140 61,676 73,793 27,575 16,176 38,990 18,226 13,327 4,050 12,400 9,000 1,400 n 1 3,000 n Vermont. T 14 13 34,000 15 RhoHA T Nevada 67 Pacific: Washington 2 2 26 1,850 1,550 26,165 68 Oregon m California 15 40,500 3 22,500 GENERAL TABLES. PEIMARY POWER, BY GEOGRAPHIC DIVISIONS AND STATES: 1912. 101 PKIMAET POWEE— COUtinUBd. Steam turbines. Water wheels and turbines. Gas and oil engines. Total. 500 horse- power or under. Over 600 horsepower and under 2,000 horse- power. 2,000 horse- power and under 5,000 horsepower. 5,000 horse- power and over. Total. I 600 horse- power or under. Over 600 horsepower and under 2,000 horse- power. 2,000 horse- power and under 6,000 horsepower. 6,000 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- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. Num ber. Horse- power. 922 2,954,283 147 42,649 423 417,455 189 568,203 163 1,925,976 147,702 595,463 708,815 117,377 79,764 15,500 17,000 6,660 237,706 2,664 475 541 528 207 269 41 32 270 301 2,340,820 200,024 643,677 224,220 108,962 333,141 36,455 8,258 309,607 476,476 1,797 298,674 576 554,100 144 441,960 147 1,046,086 833 88,634 1 142 225 218 81 49 41 48 47 71 329,435 845,949 929,754 207,378 129,534 78,856 59,560 54, 717 319,100 le 35 le li U 11 16 17 9 4,194 10,850 5,305 4,124 3,53S 2,504 4,550 4,352 3,235 86 89 118 34 19 13 21 19 24 92,681 87,834 118,768 31,636 18,852 11,632 18,301 17,166 20,597 27 50 32 18 11 16 8 10 18 84,858 151,802 96,876 64,242 27,383 49,220 19,709 26,660 57,563 13 63 62 11 8 2 3 1 20 371 359 426 175 151 28 28 129 130 67,398 61,810 66,200 23,048 24,631 3,066 6,568 22,662 24, 422 89 104 76 26 66 8 4 107 98 82,526 100,567 56,820 18,414 72,710 11,800 2,700 113,166 95,408 13 24 24 2 17 5 40,100 65,800 86,800 4,600 46,500 21,600 2 54 2 5 36 10,000 415,500 14,400 63,000 189,400 39 144 164 266 47 9 131 16 18 6,604 23,589 16,816 16,116 5,743 791 15,355 2,265 2,355 2 3 4 5 6 7 8 20 39 71,800 104,860 14 34 102,000 251,786 9 10 3 12 7 70 10 40 89 37 99 48 47 59 41 23 15 14 15 2 9 9 17 5,070 7,000 6,071 209,865 40, 484 60,945 440,384 131,686 273,879 182,762 76,414 475,475 172,947 22,156 23,030 16,547 98,067 1,200 9,053 19,223 40,258 2 9 6 41 4 24 29 16 44 20 31 25 26 16 10 8 2 1 2 2 9 2,320 6,500 6,871 42,169 6,160 29,671 26,418 17,466 43,960 18,289 27,581 27,605 30,297 14,986 9,650 7,705 2,333 750 1,716 1,336 8,145 1 2,750 168 113 82 62 13 47 394 17 130 32 90 43 209 154 66 55 6 68,300 66,637 30,406 23,283 2,440 19,058 510,521 1,457 131,699 8,636 23,915 9,242 115,862 66,676 78,960 6,639 1,902 129 93 64 37 13 35 254 17 88 29 86 39 136 136 52 63 4 23,056 17,437 12,644 6,264 2,440 6,568 46,412 1,457 13,941 4,036 19,315 5,212 21,062 16,676 8,660 4,939 902 35 12 17 18 29,845 11,100 15,762 12,319 2 8 1 2 6,400 28,000 2,000 4,700 2 10,000 3 11 2 15 5 3 55 18 71 70 10 30 16 38 34 29 17 8 69 54 54 3 7 136 1,905 96 2,214 1,126 130 5,301 2,200 16,088 7,917 1,220 2,882 899 3,898 2,867 1,183 2,230 318 3,404 2,067 4,047 260 758 3 1 4 500 200 900 n 1^ 16 4 6 19 10 21 9 9 7 4 3 2 1 6 46,761 17,667 17,680 63,253 32,430 66,119 27,133 25,633 22,730 16,350 6,030 4,800 2,681 20,734 9 2 2 27 9 17 13 3 27 9 120,035 16,667 11,000 357,067 80,900 157,496 135,925 21,750 425,140 126,000 u 15 8 14 2 17 6 4 2,594 3,646 900 6,304 1,415 1,450 12 68 13,600 67,309 15 24 66,800 48 331,000 17 36 3 4 4 69 6 9 2 1 33,258 4,600 • 4,600 4,030 36,790 6,800 7,300 1,700 1,000 6 84,500 19 ?0 ?1 2 4 2 4 1 1 4 3 3 1,300 1,140 580 799 40O 450 670 462 763 12 12 43,600 43,200 2 14,400 23 1 1 6 8,000 5,362 74,600 6 63,000 ''5 ■f) V '^B 3 3 3 6,667 12,010 7,350 16 40 26 8 23 6,913 6,728 8,820 826 3,083 6 38 23 8 23 490 4,302 3,765 826 3,083 10 2 1 6,423 1,426 565 1 2 5,415 24,000 ^n 2 4,500 31 33 33 6 5 4 11 2 10 10 2 16 10 9 6 7 2 4 35 8 3 6 18 6 6 18,816 49,664 3,150 14,380 900 31,049 10,700 875 45,187 16,842 9,015 7,812 5,068 2,000 1,487 51,005 7,500 1,750 4,136 33,945 2,580 3,306 1 666 3 8,060 1 5 10,100 49,664 4 5 3,!60 3,970 47 14 44 88 42 3 38,474 6,036 49,000 178, 666 61,467 6,700 36 8 28 23 25 6,274 1,366 4,500 5,815 3,667 4 6 8 35 10 2 4,200 4,670 6,600 39,640 14,000 3,700 3 9,000 4 20,000 3 22 1 2 4 5 6 3 1 185 2,920 50 395 720 465 566 220 16 35 36 37 3S 39 40 41 2 2 2 4 1 3 2 5 1 2 410 900 300 1,800 125 387 402 1,675 40 635 4 10,000 2 8 3 1 6,000 18,700 11,800 2,000 6 22 4 33,000 114,400 22,000 3 5 1 5 2 3 3 i 1 13 1 1 3 7 2 3 3,416 6,900 750 4,950 1,760 2,840 2,092 4,433 2,000 750 11,118 700 760 3,336 6,410 1,999 2,470 3 1 7,333 2,000 2 20,000 6 6 1 2 24,350 14,690 4,600 5,680 2 15,500 30 11 27,450 9,006 23 6 2,650 405 2 6 3,200 8,600 6 21,600 43 44 45 46 47 48 49 50 51 52 53 54 55 69 57 58 59 10 3,040 8 1,640 2 1,500 4 5 26 96 1 71 625 5,320 9,339 75 3 11 3 2 3 2 4 3 737 3,178 800 1,000 800 335 681 836 5 17 64 57 10 66 9 4 48 13 46 63 202 i,836 3,383 102,886 60,750 1,298 76,205 817 9-300 66,812 12,540 20,356 25,808 430,312 6 16 22 28 10 38 9 1 17 4 36 33 61 1,836 2,183 6,272 4,625 1,298 6,205 817 300 3,875 260 6,306 4,523 13,595 8 2 19,709 6,000 3 17,000 2 27 26 1,200 27,213 23,125 9 2 34,400 6,000 6 2 36,000 17,000 1 1 5 100 80 1,340 8 20,560 1 6,660 20 18,000 2 8,000 6 44,000 3 4 9,000 14,400 26 9 9 19 70 32, 637 12,280 9,050 16,285 70,073 1 6,000 2 12 5 64 1,500 10,495 5,500 303^105 2 5 4 15 1,500 4,169 2,833 8 3 4 11 670 165 210 1,980 5 1,660 2 1 4,666 2.667 60,230 5,000 6,000 241, 786 1 32 4 1,676 13,695 15 20 237,.705 39 104,860 102 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 64.— MUNICIPAL CENTEAL ELECTRIC STATIONS— PRIMARY 44 DIVISION AND STATE United States. . . Geookaphic DinsioNs: New England Middle Atlantic East North Central.. West North Central. South Atlantic East South Central. . West South Central. Mountain Pacific New England: Maine New Hampshire. . Vermont Massachusetts Ehode Island Connecticut MiDDiE Atlantic: New York New Jersey Pennsylvania.. East North Centkal: Ohio ^diana Illinois Michigan Wisconsin West North Central: Minnesota. Iowa Missouri North Dakota South Dakota Nebraska Kansas. SoiiTH Atlantic: Delaware Maryland Virpnia West Virginia.. North Carolina. South Carolina. Georgia Florida East South Central: Kentucky Tennessee Alabama Mississippi West South Central: Arkansas Louisiana Oklahoma Texas Mountain: Montana Idaho Wyoming... ^ Colorado New Mexico. Utah Nevada Pacific: Washington. Oregon CaUfomia.-... Num- ber of sta- tions. 1,662 67 102 474 399 204 128 122 46 118 71 108 78 104 64 65 9 13 62 PRIMARY POWER. Aggregate. Num- ber. 2,576 Horse- power. 124 191 809 640 298 199 205 56 66 192 113 195 189 120 167 104 106 15 26 97 125 13 12 31 8 60 29 109 35 31 42 101 31 46,004 31,694 180, 626 84,633 66,845 35,806 31,770 10, 197 71,863 Total Num- ber. 2,024 2,488 1,245 6,766 26,077 100 9,328 13,601 2,763 15,440 37,806 31,317 61,001 46,618 13,884 21, 193 13,368 16,820 2,200 2,618 11, 762 16,672 1,620 4,154 11,206 1,695 9,855 3,980 17, 133 17,202 7,615 11,345 6,419 10, 527 5,980 5,875 11,982 7,933 925 1,100 276 2,915 730 4,251 77 146 647 472 260 23 57,625 4,673 9,555 168 106 141 142 90 137 78 101 15 9 66 76 12 9 15 6 50 28 106 34 30 Horse- power. 35, 814 26, 128 136, 660 72,888 59,103 34,342 30,026 4,055 8,760 850 846 1,900 23,922 100 8,197 10,446 2,481 13,201 34,246 30,837 22, 721 36,664 11,092 18,093 11,503 16,678 2,200 1,190 9,841 13,483 1,620 3,949 6,400 1,630 8,874 3,920 16, 643 17,167 7,495 10, 820 6,540 10, 487 6,830 6,610 11,036 7,650 925 Steam engines. Total. Num- ber. Horse- power. 60 140 605 457 243 184 174 27 21 240 2,115 300 475 390 655 7,805 160 90 140 130 86 134 77 99 15 9 50 73 12 7 10 6 48 28 105 27 306,493 500 horsepower or under. Over 600 horse- power and under 2,000 horsepower. Num- ber. 1,884 14,544 23,993 98, 538 65,682 37, 878 30,167 25,671 3,920 6,190 850 845 430 9,622 100 2,697 8,311 2,481 13,201 26,636 17,483 21,971 22,081 10,367 16,548 11, 103 15,688 2,200 1,190 7,620 11,433 1,620 1,349 1,300 1,530 7,404 3,920 16,588 4,167 6,020 9,270 6,540 10,337 4,980 4,386 10,756 5,660 58 138 696 449 243 181 173 27 19 300 475 390 655 5,156 157 90 137 127 85 132 76 96 15 9 49 72 12 7 10 6 48 28 105 27- Horse- power. 284,953 13,144 22,493 91,148 59,982 37,878 27,417 24,871 3,920 4,100 850 845 430 8,872 100 2,047 8,311 2,481 11,701 24,146 17,483 19, 471 19,681 10,367 15,098 10,563 13,288 2,200 1,190 6,770 10,883 1,620 1,349 1,300 1,630 7,404 3,920 16,588 4,167 4,270 7,270 6,540 10,337 4,980 4,386 10, 756. 4,750 925 Ntmi- ber. 240 390 655 3,165 27 Horse- power. 21,540 1,400 1,500 7,390 5,700 2,750 800 2,000 750 660 1,500 3 2,490 2,500 2,400 1,450 550 2,400 750 560 750 2,000 800 2,000 GENERAL TABLES. POWER, BY GEOGEAPHIC DIVISIONS AND STATES: 1912. 103 PKiMABT POWER— continued. Steam turbines. Water wheels and turbines. Gas and oil engines. Total. 500 borsepower or under. Over 600 horse- power and under 2,000 horsepower. 2,000 horse- power and tmder 5,000 horsepower. Total. 500 horsepower or under. Over 500 horse- power and under 2,000 horsepower. 2,000 horse- power and under 5,000 horsepower. 6,000 horse- power and over. Total. 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- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. 113 100,173 46 11,066 54 52,723 13 36,384 269 130,261 198 35,121 62 40,340 3 6,800 6 48,000 283 22,401 1 17 6 42 15 17 S 8 1 2 21,270 2,135 37,022 7,206 21,225 4,175 4,355 135 2,650 5 4 20 9 1 2 4 1 1,270 635 6,585 1,781 55 200 405 135 8 2 17 6 13 3 4 7,483 1,500 16,570 5,42S 13,170 3,975 3,950 4 12,517 36 18 108 17 29 6 3 24 28 8,477 2,591 39,762 1,758 7,387 1,175 420 5,712 62,979 34 18 60 17 25 6 3 22 13 7,252 2,591 10,207 1,768 4,987 1,175 420 4, .512 2,219 2 1,226 11 27 54 151 7 4 20 4 6 1,713 2,975 5,304 9,887 355 289 1,324 430 124 9. 3 6 13,867 48 29,555 4 R 3 8,000 4 2,400 6 7 S 2 6 1,200 5,960 q 1 650 1 2,000 3 6,800 « 48,000 10 7 2 17 6 1,638 400 4,866 1,197 7 2 16 6 1,638 400 3,641 1,197 11 19 2 12 1,470 14,300 1 4 470 800 1 5 1,090 4,333 2 1,225 13 3 9,167 7 958 M "" }t^ 3 6 5,500 2,135 2 2 2,160 1,500 1 3,350 4 11 1 6 1 376 1,885 112 594 225 4 11 1 6 1 376 1,885 112 594 225 4 11 3 13 23 7 6 11 8 20 23 5 755 1,170 160 1,645 3,335 480 160 727 602 1,888 1,476 242 1R 4 635 ^ 17 19 8 16 1 12 S 3 1 2 7,610 13,354 750 14,583 725 1,545 400 890 4 S 1,610 2,060 3 10 1 3 3,500 8,637 750 3,683 1 1 2,500 2,667 ''1 49 36 22 10 3 28,120 9,227 2,190 1,212 390 5 32 22 10 3 2,120 5,672 2,190 1,212 390 44 4 26,000 3,555 oo 6 5 2 1 1 2,200 725 545 400 225 3 8,700 n '}^ 1 1,000 '5 ''S 1 665 07 28 17 37 49 1,428 1,765 3,089 6 3 2,321 2,050 4 1 571 40 2 2 1,750 2,010 4 156 4 156 ^1 32 2 5 2,600 4,100 2 5 2,600 4,100 2 16 140 5,806 2 12 140 3,406 1 66 4 2,400 ?1 2 2 1 165 30 60 •}i^ 2 1,470 2 1,470 8 951 8 951 ?S 1 7 2 2 55 13,000 2,475 1,550 1 55 3 490 3 490 ■ ^S 4 2 1 5,000 2,475 1,500 3 8,000 1 1 35 20 225 4 40 150 366 646 163 1 50 2 4 300 875 2 4 300 875 1 1 1 1 4 12 3 11 i\n 1 1 2 3 2 150 850 1,125 280 2,100 1 150 1- 1 850 1,000 44 15 1 3 125 280 2 1 300 120 2 1 300 120 't6 2 2,100 47 IS 6 1 2 1,100 36 800 6 1 2 1,100 38 800 49 ^0 1 135 1 135 4 430 15 3,776 13 2,676 2 1,200 ^i? ■ r,^ 18 7 3 57,235 3,994 1,750 8 3 2 1,435 1 1,000 3,560 1,400 3 6,800 6 48,000 55 434 4 360 1 6 124 56 2 2.650 .... 1 660 1 2,000 "i? 104 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 65,— COMMERCIAL AND MUNICIPAL CENTRAL ELECTRIC STATIONS— GENERATING AND SUBSIDIARY EQUIPMENT, AND OUTPUT OP STATIONS, BY GEOGRAPHIC DIVISIONS AND STATES: 1912. DIVISION AND STATE. Num- ber of sta- tions. GENERATINQ EQXnPMENT— NUMBER AND KILOWATT CAPACITY OF DYNAMOS. Total. Num- ber. KUo- watts. Direct current, constant voltage. Num- ber. Kilo- watts. Direct current, constant amperage. Num- ber. Kilo- watts. Alternating and polyphase current. Num- ber. Kilo- watts. SUBSIDIARY EQUIPMENT. Rotary con- verters and motor genera- tor sets. Num- ber. KUo- watts Boosters. Num- ber. Kilo- watts. Transformers. Num- ber. Kilo- watts. Auxiliary generators- Num- ber. Kilo- watts. Output of stations, kilowatt hours. United States. Geographic divisions: New England Middle Atlantic East North Central.. West North Central. . South Atlantic East South Central... West South Central. . Moimtain Pacific New England: Maine New Hampshire. Vermont Massachusetts Bhode Island Connecticut Middle Atlantic: New York New Jersey Pennsylvania. . East North Central: Ohio Indiana Illinois Michigan Wisconsin West North Central: Minnesota Iowa -. Missouri North Dakota , South Dakota Nebraska Kansas South Atlantic: Delaware Maryland Dist. of Columbia . Virginia West Virginia North Carolina South Carolina Georgia Florida East South Central: Kentucky Tennessee Alabama Mississippi West South Central: Arkansas Louisiana Oklahoma Texas Mountain: Montana Idaho Wyoming Colorado New Mexico.. Arizona Utah Nevada Pacific: Washington.. Oregon California 5,221 12,597 5,134,689 3,401 429,662 4,661,199 1,827 1,009,136 328 13,868 4,103,939 35,689 11,532,963,006 368 669 1,260 1,077 512 330 607 260 248 1,128 2,459 3,077 1,973 1,060 612 1,076 592 620 514,889 1,378,811 1,176,628 404, 172 412, 779 150, 042 158,369 261, 119 677,980 246 673 869 773 194 160 302 112 92 36,437 142,421 114,942 52,398 17,017 15,736 22,683 8,457 19,671 303 30 42 19 8 10 6 2,931 16,338 17, 122 1,770 3,042 1,445 618 412 150 1,517 1,916 1,170 824 443 766 470 522 79 69 61 117 8 44 321 64 304 201 269 235 251 195 223 190 42 77 174 176 14 41 1 67 58 94 61 126 50 74 60 130 253 70 66 112 187 169 116 426 55 185 1,084 382 993 756 472 813 535 501 447 335 95 143 271 316 34 142 26 130 141 132 160 195 100 186 159 129 138 135 112 243 105 68 66 163 50 50 74 112 120 388 58,757 57, 768 29,468 252, 732 38,609 77,656 772,030 179,477 427,304 244, 182 135,801 449,917 247, 789 93,502 53,237 122, 786 10,824 20, 032 34,686 69,206 2,895 43,034 41,208 40,512 29,772 43,099 132, 408 56,232 23,619 54,062 49,640 24,477 21,863 16,335 19,169 38,301 84,664 74,398 35,656 8,212 71,668 7,981 14,756 37,936 10,513 67,283 32,416 588,281 36 26 7 106 286 118 270 247 110 183 127 192 184 198 93 52 63 114 34 47 27 194 3,: 3,261 143 20,452 2,250 7,035 63,999 32,012 46,410 45,906 11,692 26,624 12,313 19,407 '13,754 13,423 9,520 4,491 2,492 4,293 4,425 376 1,786 3,000 1,966 4,077 814 2,615 1,546 6,174 2, 4,367 2,202 1,915 6,697 4,130 10,841 1,685 126 1,077 3,279 801 991 435 163 1,658 624 17,389 51 141 467 40 905 1,409 110 77 5,026 3,416 7,897 3,544 2,913 8,083 1,252 1,330 100 188 1,339 116 1,891 608 970 120 76 138 480 50 112 75 138 133 107 301 26 120 722 213 582 434 315 608 379 279 181 241 226 40 80 156 246 24 93 7 97 87 110 139 180 87 120 116 97 111 97 65 216 87 62 40 122 42 36 65 16 95 93 334 475,521 1,220,052 1,044,464 350, 004 392, 720 132,861 135, 168 262,250 658,159 54,994 54, 507 29,285 231,375 34,850 70,510 703,006 144,049 372,997 194,732 121,196 416, 210 234,224 78, 102 79,648 39,626 111, 927 6,217 17,540 30,276 64,770 2,620 39,367 37,600 38,656 25,262 42,285 129,793 54,651 46,918 46,527 20,036 19,381 14,282 13,472 34,171 73,243 72,763 35,530 7,135 68,277 7,105 13,765 37,500 10,175 55,625 31, 792 570,742 . 178 700 385 148 111 ,63 173 /44 125 72,044 453,965 217,429 72,416 .71,201 14,204 20,845 11,073 75,969 37 151 41 16 -, 2 2 12 7 11 ' 2 131 426 83 191 158 119 27 4 4 117 2,300 3,763 350 52,266 -* 7,100 ; 6,265 332,613 53,329 68,013 26,605 14, 797 103,870 58,037 14, 120 22,005 1,705 24,100 510 656 2,338 21,203 26,400 29,300 431 5,897 150 6,820 1,000 1,203 7,675 2,397 2,158 1,974 500 7,840 2,595 9,910 2,090 2,205 805 3,573 350 1,550 500 1,260 459 74,260 6,934 1,785 2,832 2,706 1,552 1,205 227 289 1,047 2,225 287,514 1,032,083 607,904 276, 567 603,245 41,835 16, 062 333, 678 906,051 4,782 4,029 3,208 1,985 5,470 326 329 2,385 13,175 879,272,535 3,548,605,305 2,527,964,097 712,595,442 679,856,425 227,664,808 233,947,656 845,393,882 1,877,662,856 20 1,021 ■ 2 240 239 26 126 13 2,628 650 146 467 430 203 i,080 705 451 108 156 20 8 30 510 415 650 222 30O 3 46 50 138 120 30 6,814 431 137 167 805 1,799 213 820 401 801 666 746 193 816 109 95 12 114 248 158 12 136 99 447 92 17 70 32 13 14 76 186, 155 233 21 329 3 63 204 49 110 211 1,904 48,873 42,008 17,381 125, 492 18,896 34,864 718,691 76,403 236,989 85,239 72,484 148,293 259,639 42,249 186,156 13,917 14,828 805 12,736 8,166 38,960 320 32,477 19,452 39,450 45, 190 54,701 355,705 54,390 1,560 11,997 19,344 9,469 1,035 1,123 5,186 4,715 5,038 91,377 47, 168 2,174 104,579 30 14,877 53,396 20,077 31,528 45,073 829, 450 27 13 715 485 300 2,932 350 2,719 1,310 405 360 1,375 733 335 309 1,125 45 120 381 250 100 300 1,300 320 3,050 150 140 100 16 283 30 900 240 38 1,200 375 550 12,250 117,092,565 126,593,970 56,552,977 386,254,294 62,106,528 130,672,201 2,175,048,634 383,891,504 989,665,167 399,101,309 236,944,000 1,150,900,309 525,615,508 216,402,974 186,045,055 67,166,647 232,828,763 12,298,553 24,703,754 56,299,682 133,252,983 3,412,319 23,629,117 40,953,449 28,724,684 42,344,796 70,652,737 356,771,757 87,571,815 25,895,751 75,593,179 75,544,893 48,602,553 27,924,183 17,786,660 18,328,080 48,824,097 149,008,819 379,212,617 115,812,292 11,580,567 165,196,068 9,027,824 32,960,084 86,634,658 44,969,772 71,414,473 58,789,342 1,747,459,041 GENERAL TABLES. 105 Table 66.— COMMEKGIAL CENTRAL ELECTRIC STATIONS— GENERATING AND SUBSIDIARY EQUIPMENT, AND OUTPUT OP STATIONS, BY GEOGRAPHIC DIVISIONS AND STATES: 1912. DIViaiON AND STATE. TJnited States. Geographic divistons: New England Middle Atlantic East North Central- - West North Central. South Atlantic East South Central- - West South Central.. Mountain Pacific New England: Maine New Hampshire. Vermont Massachusetts Khode Island Connecticut Middle Atlantic: New York New Jersey Pennsylvania . . East Noeth Centkal: Ohio TTidiaTia Illinois Michigan Wisconsin West Nobth Centeal: Minnesota Iowa Missouri North Dakota South Dakota Nebraska South Atlantic: Delaware Maryland Distelct of Columbia. Virginia West Virginia North CaroUna South Carolina Georgia Florida East South Central: Kentucky Tennessee Alabama Mississippi West South Central: Arkansas Louisiana Oklahoma Texas Mountain: Montana Idaho Wyoming Colorado New Mexico. Arizona Utah Nevada Pacific: Washington. , Oregon Caluomia Num-| ber of sta- tions. 1,659 311 567 786 678 308 202 385 211 211 272 56 239 186 130 170 127 173 91 159 126 33 64 112 56 27 67 235 generating equipment— number and kilowatt CAPACITY of dynamos. Num- ber. Total. 9,837 4,766,012 1,007 2,240 2,132 1,324 753 403 865 541 572 482,629 1,357,040 1,057,393 346,927 367,716 126,311 137,455 254, 612 635,929 180 156 95 362 52 163 991 363 629 332 549 339 383 193 338 224 76 119 183 191 18 123 26 99 127 78 129 88 65 155 102 64 142 555 100 65 53 146 44 50 57 98 106 Kilo- watts. Num- ber. 57,467 57,098 25,261 233,228 38,365 71,^10 762,869 177,243 416,938 216,545 112,030 423,932 215,701 89,185 79,613 44,231 110,907 9,144 18,356 26,747 57,929 1,! 40,133 41,208 33,442 28,999 37,559 129,304 44,424 10,652 49,199 42,628 19,903 14,681 12,570 14,945 30,336 79,604 73,778 34,966 8,045 69,716 7,496 14,756 35,352 10,513 24,223 29, 768 681, 948 Direct current, constant voltage. 2,821 234 634 671 541 161 111 273 109 87 Kilo- watts. Num- ber. 398,046 34,927 140,541 103,670 40,361 15,763 13,427 21,426 8,418 19,533 26 5 104 55 262 117 265 194 76 146 89 166 84 151 73 45 52 82 64 27 33 20 193 3,296 3,261 118 19,852 2,260 6,150 63,010 31,987 45,544 43,027 9,337 22,736 10,651 18,019 8,676 10,452 8,100 4,026 2,076 3,060 3,971 115 1, 3,000 1,761 4,077 409 2,611 1,546 678 6,774 2,023 4,135 1,495 1,560 6,130 3,996 10, 741 1,686 126 1,060 3,257 801 991 436 1,668 486 17,389 Direct current, constant amperage. 54 238 162 16 31 5 7 76 46 116 Kilo watts. Num- ber. 30,880 2,766 719 14,838 1,368 7,624 1,308 1,168 767 2,589 561 816 287 568 585 362 423 150 479 1,366 60 5,007 3,166 6,665 2,682 2,187 1,078 667 1,210 6 8 1 123 1,019 16 1 10 19 10 1,891 60S 1 16 1 3 75 640 75 200 4 480 112 76 Alternating and polyphase current. 6,498 131 129 89 240 23 107 653 200 516 279 222 385 234 189 109 181 143 30 67 101 136 16 78 7 73 83 63 110 74 57 104 76 65 52 72 33 122 358 59 38 107 36 36 48 16 81 84 314 Kilo- watts. 4,337,086 444,936 1,201,661 946,099 305,408 349,374 112,069 116, 461 245, 832 616, 246 SUBSIDIARY EQUIPMENT. Eotary con- verters and motor genera- tor sets. Num- ber. 1,781 53,704 63, 837 25,118 212, 527 34, 750 66,000 694,842 142,090 364,729 170,936 100,506 400, 118 204,583 69,956 70,937 33,656 101, — 5,102 16,280 23,697 53,948 1,880 36,676 37, 600 31, 691 24,907 37, 160 126, 693 42, 878 42,885 40,505 15,693 12,986 10,922 9,815 26,341 68,383 72,193 34,830 6,985 66,347 6,620 13, 765 34,917 10, 176 22,566 29,272 564,409 174 698 365 143 105 60 70 44 122 7 11 2 129 9 16 424 83 191 42 32 146 118 27 10 Kilo- watts. Num- ber. 996,531 71,809 453,902 208, 167 71,993 70,027 14,146 20,605 11,073 74,909 2,300 3,763 360 62,081 7,100 6,216 332,560 53,329 68,013 26,365 14,685 96, 1^0 57,987 14, 120 21,905 1,655 23,900 510 520 2,300 21,203 26,400 29,300 260 5,897 160 6,820 1,000 200 7,676 2,397 2,152 1,922 500 7,840 2,495 9,670 2,090 2,206 805 3,573 360 1,650 500 200 459 74,260 Boosters. Kilo- watts 295 20,161 26 35 151 34 15 1 2 12 19 4 3 5 126 13 Num- ber. 12,972 1,567 3,274 7,886 1,198 1,400 25 60 233 4,619 2,678 550 146 467 430 203 6,080 705 406 99 156 20 415 550 132 300 60 46 50 138 4,519 Transformers. 4,039,236 1,687 2,815 2,333 1,422 1,131 168 219 1,028 2,179 281,311 1,031,162 676,366 272, 229 594, 695 39, 629 12,845 331,648 899,351 426 136 140 746 96 143 1,790 211 814 336 716 463 646 173 799 103 60 12 114 229 106 11 136 46 48 283 87 436 77 5 11 26 178 165 233 21 322 3 53 192 49 104 201 1,874 Kilo- watts. Num- ber. 48,571 41, 933 15, 779 121,326 18, 896 34,806 717,991 76,368 236,803 80,607 70,666 134,861 248,693 41,549 185,523 13, 792 13,786 805 12,735 7,716 37, 873 306 32,467 19, 452 36,600 45,190 62,561 354,650 53,220 260 11,997 17, 780 9,128 724 6,126 2,167 4,910 91,377 47, 168 2,174 103,654 30 14,877 52,391 20,077 30,828 43,448 825, 076 Auxiliary generators. 217 24 Kilo- watts 33,114 4,762 3,r"- 1.1 1,679 6,070 240 329 2,385 13, 100 715 485 300 2,902 360 2,719 1,250 286 360 275 436 335 6 309 1,000 46 120 100 250 100 300 1,300 320 2,800 140 100 16 283 30 900 240 38 1,200 300 560 12,260 10,995,436,276 Output of stations, kilowatt hours. 840,036,140 3,619,216,083 2,280,324,043 660,867,731 630,531,082 196,999,962 211,060,496 836,590,469 1,830,820,270 115,034,805 126, 129, 170 62,635,978 368,663,754 61,991,961 126,680,472 2,160,064,465 381,674,327 977,477,291 359,821,051 206,722,726 1,047,003,985 461,111,350 206,664,931 170,985,436 67,191,263 219,381,412 10,766,533 23,537,072 47,766,962 121,240,053 2,255,400 20,676,129 40,953,449 20,664,230 40,905,654 63,898,266 353,704,032 75,270,065 12,404,867 65,882,463 66, 773, 123 43,320,030 21,024,346 13,791,366 13,851,237 42,690,541 140,817,352 377,172,532 114,882,022 11,463,667 163,855,226 8,513,344 32,960,084 82,773,822 44,969,772 37,107,773 56,194,216 1,738,618,281 106 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 67.— MUNICIPAL CENTRAL ELECTRIC STATIONS— GENERATING AND SUBSIDIARY EQUIPMENT, AND OUTPUT OF STATIONS, BY GEOGRAPHIC DIVISIONS AND STATES: 1912. Num- ber of sta- tions. generating equipment— number and kilowatt CAPACp'T of dynamos. SUBSIDLiBY equipment. DIVISION AND STATE. Total. Direct current, constant voltage. Direct current, constant amperage. Alternating and polyphase current. Rotary con- verters and motor genera^ tor sets. Boosters. Transformers. Axudliary generators. Output of stations, kilowatt hours. Num- ber. Kilo- watts. Num- bet. Kilo- watts. Num- ber. KUo- watts. Num- ber. KUo- watts. Num- ber. Kilo- watts. Num- ber. Kilo- watts Num ber. Kilo- watts. Num ber. Kilo- watts. United States 1,662 2,760 368,677 580 31,616 227 12,948 1,953 324, 113 46 12,605 33 2,670 896 64, 703 34 2,575 537,526,730 Geoqkaphic divisions: New England 67 102 474 399 204 128 122 39 37 121 219 945 649 307 209 211 51 48 32,260 21, 771 119, 135 57,245 45,063 23,731 20,914 6,507 42,061 12 39 188 232 33 39 29 3 5 1,510 1,880 11,272 12,047 1,264 2,309 1,157 39 138 4 31 151 14 11 14 1 1 165 1,500 9,498 602 453 630 50 50 106 149 606 403 263 156 181 47 43 30,585 18,391 98,365 44,696 43,346 20,792 19, 707 6,418 41,913 * 4 2 20 5 6 1 3 3 235 63 9,262 423 1,174 58 340 3 2 29 50 98 17 373 130 74 69 70 19 46 6,203 921 31,538 3,338 8,550 2,206 3,217 2,030 6,700 1 1 14 6 5 2 30 60 1,518 406 400 86 39,236,395 29,389,222 247,640,064 61,727,711 49,325,343 31,664,846 22,897,160 8,803,413 46,842,586 Middle Atlantic East North Central.... West North Central... South Atlantic East South Central.... West South Central... 7 1 1 84 90 2 Mountain Pacific 3 1,060 19 ■2,415 6 76 New England: Maine 4 3 13 30 1 6 49 8 45 118 71 99 108 78 104 64 65 9 13 62 82 6 7 14 6 48 22 84 17 16 30 35 47 18 23 63 18 2 3 2 11 3 17 1 10 12 15 7 4 21 64 3 22 93 19 107 227 140 264 196 118 173 109 111 19 24 88 125 16 19 31 14 54 31 107 35 31 57 47 74 33 46 101 31 5 3 3 17 1,290 670 4,207 19,504 144 6,445 9,171 2,234 10,366 27,637 23,771 25,985 32,'088 9,664 13,889 9,006 11,879 1,680 1,676 7,839 11,276 900 2,901 7,070 773 5,640 3,104 11,808 12,967 4,863 7,112 4,574 7,182 3,765 4,224 7,965 4,960 620 700 167 1,952 7 4 18 61 2 13 69 13 67 155 93 123 146 90 72 60 83 10 13 65 110 8 15 24 4 47 29 106 30 16 39 42 69 26 32 94 30 4 3 2 15 1,290 670 4,167 18,848 100 5,510 8,164 1,959 8,268 23,796 20,690 16,092 29,641 8,146 8,711 6,970 10,139 1,115 1,260 6,579 10,822 640 2,781 6,866 365 5,135 3,100 11,773 12,697 4,033 6,022 4,342 6,396 3,360 3,667 7,830 4,860 570 700 160 1,930 2 4 5 1 27 59 302 75 1,602 4,166 2,057,760 464,800 3,916,999 27,690,540 114,567 4,991,729 14,984,169 2,217,177 12,187,876 39,280,258 31,221,274 103,896,321 64,504,158 8,738,043 15,059,619 9,975,384 13,447,351 1,532,020 1,166,682 8,533,720 12,012,935 1,156,919 3,053,988 New Hampshire Vermont 2 2 25 600 1 1 1 1 1 5 25 19 13 104 13 2 1 2 8 2 16 66 44 50 18 250 1,232 962 726 7,005 685 120 100 65 320 100 Massachusetts 2 185 1 26 1 30 Rhode Island Connecticut 8 23 1 16 53 34 37 38 26 100 47 20 7 11 32 15 8 4 885 989 26 866 2,879 2,365 2,888 1,762 1,388 5,078 2,971 1,420 465 416 1,243 464 260 120 2 2 50 53 6 9 2 6 65 86 102 100 20 17 6 35 58 700 35 186 4,632 1,828 13,432 10,946 700 633 125 1,043 Middle Atlantic: NewYorlc 2 50 New Jersey Pennsylvania , 1 2 60 120 East North Central: Ohio 3 4 12 1 250 212 8,750 50 Indiana. Illinois 2 10 1,100 298 Michigan Wisconsin West Noeth Central: Minnesota 1 1 1 100 SO 200 4 2 45 9 Iowa Missouri 1 125 North Dakota South Daicota 1 1 35 38 Nebraska 1 17 1 30 19 53 1 1 450 1,087 16 20 Kansas 5 281 South Atlantic: Delaware Maryland West Virginia North CaroUna 7 2 405 4 ""io ""lis i ""90 26 ""i2 11 16 9 2,850 ""2,'i46 1,056 1,170 1,300 8,160,454 1,439,142 6,664,471 3,067,725 12,301,768 13,490,884 9,710,716 South Carolina 1 260 Georgia 1 35 East South Central: Kentucky Tennessee, 5 6 16 5 13 7 14 7 1 i 2 270 400 9'0 232 707 356 667 135 100 i7 22 10 430 3 1,003 4 150 Alabama :. Mississippi 2 1 SO 50 1 2 6 52 i 2 4 10 8 3 51 8 7 331 311 480 61 2,548 128 "i,'625 2 86 5,282,523 6,899,837 3,996,294 4,476,843 West South Central: Arkansas Ix)uisiana Texas Mountain: Montana Idaho Wyoming Colorado 1 50 i 2 ioo 240 6,233,666 8,191,467 2,040,085 930,270 116,900 1 340 842 Utah '.'.'.'.'.'.'. Nevada Pacific: Washington 17 14 14 20 2,583 33,060 2,658 6,333 6 17 14 9 20 485 2,683 33,060 2,620 6,333 3 1,060 8 120 ""i2 6 10 30 ""i,'665 700 1,626 4,376 6 75 614,480 3,860,836 Oregon California 5 138 3,595,126 ii 2,295 8,940,760 GENERAL TABLES. 107 Table 68 — COMMERCIAL AND MTJNICIPAL CENTRAL ELECTRIC STATIONS-LINE EQUIPMENT AND NUMBER OF CUSTOMERS, BY GEOGRAPHIC DIVISIONS AND STATES: 1912. DIVISION AND STATE. United States. . . oeoobapmc divisions: New England Middle Atlantic East North Central. West North Central. South Atlantic East South Central. West South Central. Mountain. Pacific. New England: Maine New Hampshire . Vermont Massachusetts Bhode Island Connecticut IfiDDLE Atlantic: New York New Jersey Pennsylvania... East Noeth Centeal: Ohio. Indiana. Illinois Michigan Wisconsin West Noeth Centeal : Miimesota Iowa Missouri North Dakota South Dakota Nebraska Kansas South Atlantic; Delaware Maryland Dist. of Colomhia . . Virginia West Virginia North Carolina South Carolina Georgia Florida East South Central: Kentucky Tennessee Alabama Mississippi West South Centeal: Arkansas Louisiana Oklahoma Tezas Mountain: Montana..... Idaho Wyoming Colorado New Mexico. Arizona Utah Nevada Pacific: Washington. Oregon California Num- ber of sta- tions. 5,221 1,260 1,077 612 330 S07 250 248 79 69 61 117 8 44 321 64 284 304 201 235 251 195 223 190 42 77 174 176 14 41 1 67 68 94 61 126 50 74 60 130 253 70 66 112 bstimated numbee of lamps wieed foe seevice; Total. Arc. 605,396 44,682 181,582 138,042 40,860 21,389 18,365 19,645 9,926 30,904 1,863 1,900 1, 28,238 4,419 7,182 94,324 22,586 64,673 36,318 17,328 63,486 20,516 10,394 9,201 4,679 13,394 866 1,134 3,682 7,904 131 6,047 1,966 2,589 2,468 1,928 2,346 2,651 1,264 7,814 4,808 3,920 1,823 1,102 7,267 3,659 7,617 2,193 1,349 492 4,175 377 686 333 321 4,729 1,285 24,890 Incan- descent. 76,484,096 7,955, 22,096, 18,690, 8,327, 3,886, 2,147, 3,285, 2,239, 7,966, 481,656 397,487 404,049 4,686,834 640,769 1,344,971 12,884,436 2,961,254 6,250,346 3,454,142 2,376,533 7,375,038 3,601,427 1,784,762 1,867,876 1,612,562 2,526,615 219,451 278,042 1,034,661 898,023 41,959 1,025,961 658,899 237,079 305,312 571,380 268,720 410,068 367,601 849,194 670,870 347,871 279,219 243,725 684,015 692,311 388,718 261,092 112,226 1,032,845 112,187 136,390 150,380 46,443 779,787 382,196 (,793,195 AU other vari- eties. 23,046 2,147 7,883 9,170 807 463 307 751 56 1,462 102 412 1,537 475 89 7,319 373 147 501 1,179 6,970 430 16 179 "isi 265 171 4 744 Street lighting. Public buildings. Arc. 348,643 29,633 109,039 108,688 24,751 17,679 15,247 14,326 8,150 23,130 1,457 Incan- descent. 681,379 124,142 125,044 114,419 102, 162 44,142 18,816 27,083 23,317 102,264 1,411 1, 1,013 17,601 3,058 5,068 47,391 16,052 45,696 30,893 14,989 36,399 16,220 9,187 6,495 3,637 6,687 644 904 2,451 3,933 91 4,147 1,166 2,613 2, 1, 2,196 2,370 1,213 7,332 3,938 2,314 1,663 1,046 4,474 3,303 6,504 1,660 1,109 247 464 321 204 2,661 1,128 19,341 9,839 9,100 5,563 67,372 10,640 21,628 62,706 33,708 28,630 20,168 19,873 41,065 22,425 10,888 21,776 27,471 16,719 5,074 4,382 12,149 14,673 AU other vari- eties. 578 290 1,507 9,276 5,626 4,369 2,922 6,532 2,875 7,283 4,762 5,278 6,732 2,805 4,001 4,731 4,461 8,334 9,567 2,791 3,-~- 1,168 7,872 627 1,336 6,237 401 20,223 6,239 75,802 290 Arc. 3,215 505 845 98 1,515 49 63 17 97 138 213 228 64 116 187 379 155 40 1,456 Incan- descent. 1,352,452 218,171 429,890 238,186 133,748 143,372 38,715 44,414 28,486 77,470 All other vari- eties. 50 26 14 23 14,666 9,680 6,325 133,974 29,291 24,246 283,019 87,905 68,966 25,957 26,092 84,786 76,293 26,058 28,054 35,635 24,920 3,319 6,444 21,351 16,125 920 61,278 46,519 4,001 3,657 4,180 5,391 15,475 11,951 11,889 12,660 6,935 7,331 3,168 19,722 6,496 16,028 1,297 1,800 3,229 13,158 3,381 1," ■ 3,481 498 14,808 2,631 60,031 50 Commercial. Arc. 153,537 15,023 72,038 30,509 16,011 2,195 3,069 6,256 1,769 7,677 233 452 413 64 10,622 1,361 2,111 46,720 6,305 19,013 S, 2,152 17,708 4,141 1,199 2,685 1,027 6, — 215 214 1, 3,961 Incan- 74,450,266 7,613,453 21,641,102 18,238,297 8,091,220 3,699,465 2,089,623 3,214,183 2,187,478 7,775,444 44S 800 76 149 274 44 468 856 1,601 144 67 2,744 356 2,099 633 235 96 307 130 229 12 117 2,002 149 6,526 AU other vari- eties. 22,134 1,807 7,794 8,937 654 392 307 725 56 1,462 457,161 378,707 392, 161 4,485,488 600,838 1,299,098 12,638,711 2,839,641 6,162,760 3,408,017 2,329,568 7,249,187 3,503,709 1,747,816 1,808,046 1,449,638 2,484,876 211,058 268,216 1,001,161 868,325 39,532 965,407 606,754 228,709 298,733 561,668 260,464 387,310 360,898 832,027 651,678 338,131 267,887 235,826 559,842 577,481 1,841,034 384,630 256,406 107,829 1,011,816 108,179 133,413 141,662 44,544 744,756 373,326 6,657,362 92 4 52 412 1,247 475 7,319 373 147 501 946 6,970 ,429 16 1 171 37 22 206 4 718 1,457 STATIONARY MOTOBS SEEVED. Num- ber. 435,473 65,042 124,416 114,404 47,640 26, 163 7, 16,337 12,114 32,865 Horse- power. 4,130,619 391,308 1,213,681 799,421 316,113 361,011 62,081 103,765 235,606 647,733 2,258 1,968 1,966 37,191 3,690 7,979 82,525 12,772 29,119 29,022 14,005 46,278 18,.400 12,203 8,773 15,429 1,146 1,394 3,576 5,021 74 10,884 2,760 763 1,279 1,876 5,452 1,964 1,121 4,106 1,720 1,066 701 994 2,428 3,470 8,445 1, 1,723 672 4,780 639 741 1,044 663 2,279 1,627 29,069 32,635 18,488 23,695 228,868 28,186 69,536 795,266 85,011 333,414 145,331 91,897 316,669 174,009 72,625 76,973 43,820 116,971 6,128 13,619 26,325 33,277 443 59,848 16,236 8,670 22,925 32; 830 155,386 60,633 14,141 22,621 20,367 11,148 7,955 6,283 24,557 23,056 50,869 75,184 27,142 6,224 60,451 4,084 12,547 37,490 12,384 28,148 15,843 603,742 Num- ber of meters on con- sump- tion circuits. 3,617,189 3,837,518 312,278 842,450 940,883 451,386 167,314 107, 106 192,784 162,738 450,270 25,062 21,241 18,880 170,310 24,276 62,609 461,591 108,579 272,280 170,756 146,185 356,074 181,872 85,996 98,660 83,294 120,689 14,489 18,644 57,996 57,615 2,337 40,097 19,796 10,642 14,833 20,800 16,766 21,109 20,935 41,200 29,678 17,870 18,358 16,035 26,538 37,860 113,331 30,643 17,694 6,729 66,359 7,129 10,256 9,329 66,106 24,290 359,874 Num- ber of cus- tomers. 313,227 822,906 972,903 506,019 193,909 132,433 223,283 182,108 491,730 28,511 22,762 22,380 163,993 19,088 86,503 434,110 106,785 283,011 174,467 156,603 364,046 187,545 90,24^ 104,504 00,299 143,997 15,618 20,391 61,814 68,396 3,445 42,613 20,402 14,943 18,165 26,676 17,602 29,109 21,944 51,204 35,326 23,890 22,013 20,600 27,838 46,860 128,085 32,312 26,078 8,437 68,046 8,661 12,668 19,887 6,129 73,421 33,627 384,682 108 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Table 69.— COMMERCIAL CENTRAL ELECTRIC STATIONS— LINE EQUIPMENT AND NUMBER OF CUSTOMERS, BY GEOGRAPHIC DIVISIONS AND STATES: 1912. DIVISION AMD STATE. United States. .. Geogkaphic divkions: New England Middle Atlantic East North Central. , West North Central. , South Atlantic East South Central. . West South Central . . Mountain Pacific New England: Maine New Hampshire.. Vermont Massachusetts Ehode Island Connecticut Middle Atlantic: New Yorlc New Jersey Peimsylvania... East North Central: Ohio Indiana Illinois Michigan Wisconsin West North Central: Minnesota Iowa Missouri North Dakota South Dakota Nehraska , Kansas South Atlantic: Delaware , Maryland , District of Columbia, Virginia West Virginia North Carolina , South Carolina Georgia , Florida , East South Central: Kentucky Tennessee Alabama Mississippi West South Central: Arkajisas Louisiana Oklahoma Texas Mountain: Montana Idaho Wyoming Colorado New Mexico. Arizona Utah Nevada Pacific: Washington . Oregon California Num- ber of sta- tions. 3,659 311 667 786 678 308 202 385 211 211 ESTIMATED NUMBER OP LAMPS TVIRED FOR SERVICE. Total. Arc. 87 272 56 239 186 130 170 127 173 91 159 125 33 64 112 94 66 27 67 235 413,544 41,287 173,273 88,397 30,885 13,197 13,798 16,314 9,637 26,766 1,546 1,900 769 25,992 4,354 6,726 91,232 22,094 69,947 26,430 12,171 31,652 9,241 7,841 4,079 11,425 685 857 3,136 2,— 126 5,186 1,966 684 1,681 842 1,534 910 263 6,692 2,747 3,253 1,106 418 6,930 2,998 5,968 2,171 i,r" 472 4,099 359 686 269 321 1,172 1,221 24,363 Incan- descent. 69,428,356 7,331, 21,668, 16,402, 6,891, 3,033 1,798: 2,98i; 2, 119, 7,203, All other vari- eties. 20,937 461,237 383, 719 338, 772 4,246,296 637,760 1,263,436 12,670,024 2,913,857 6,084,443 2,860,529 1,895,115 7,100,992 2,991,026 1,654,463 1,453,474 1,264,497 2,249,490 188,882 238,870 824,362 671,612 20,578 1,006,449 658,899 153,826 300,435 379,626 188,950 175,928 148,605 772,375 696,461 265,994 163,479 175, 705 519,073 603,673 1,782,691 373,687 241,131 110,433 996,860 106, 543 136,390 110, 278 43,943 312,995 360,709 6,539,795 2,026 7,: 8,936 664 309 307 751 56 6 396 'i,"537 475 89 7,319 373 147 600 946 6,970 429 16 1 175 43 22 265 4 744 Street lighting. Arc. Incan- descent. 264,152 474,048 26,798 100,889 67,964 18,073 9,812 10, 766 11,078 7,879 20,903 1,094 1,482 709 15,834 2, 44,403 16,561 40,925 21,234 10,077 13,686 5,310 7,747 5,239 3,066 4,786 385 627 1,910 2,061 86 3,474 1,166 652 1,313 835 1,399 660 227 6,263 1,888 1,662 963 373 4,166 2,642 3,907 1,547 1,024 376 3,783 229 454 262 204 1,016 1,068 18,819 AU other vari- eties. 440 96,665 116,765 55,216 59, 734 27,679 9,755 18,445 17,632 72,367 7,790 8,684 3,787 63,124 10,631 12,749 58,793 32,298 26,674 9,650 20,835 11,688 6,265 13,584 17,784 8, 3! 246 6,883 7,314 850 7,608 6,626 2,098 2,826 2,046 1,380 1,848 3,398 3,896 3,172 1,136 1,552 2,837 2,592 4,699 8,317 2,040 2,535 1,059 7,073 633 1,336 2,706 251 4,986 4,721 62,650 Public buildings. Arc. 2,961 22 471 743 67 1,502 42 61 17 36 203 228 40 113 177 370 76 7 40 1,450 Incan- descent. 1,128,807 200, 189 412,674 164,847 91,627 117,294 26,070 38,849 25,707 61,760 10,715 9,486 5,666 122,256 29,291 22,775 277,864 86,206 48,516 13,412 18,611 68,469 32,296 22,160 19,099 23,507 16,347 2,867 4,183 17,083 9,441 60 51,207 46,619 1,177 3,666 1,170 4,896 4,624 3,995 10,207 7,740 4,017 4,106 2,393 18, 662 4,732 13,072 1,082 1,042 3,229 12, 199 3,310 1-1 2,720 483 1,183 2,296 58,271 AU other vari- Commercial. Arc. Incan- descent. 146,431 67,825,501 20,446 26 14,467 71,913 29,700 12, 745 1, — 2,990 5,175 1,741 5,817 452 413 57 10,147 1,361 2,037 46,626 6,306 18,982 5,083 1,917 17,696 3,865 1,149 2,696 999 6,625 196 214 1,224 891 262 800 32 368 7 135 245 34 417 846 1,699 128 45 2,727 356 2,047 231 96 307 130 229 7 117 149 147 5,521 AU other vari- eties. 7,034,366 21,138,985 16, 192-061 6,739,926 2,888,423 1,762,484 2,923,848 2,076,016 7,069,392 442,732 365,649 329,319 4,070,916 597,838 1,227,912 12,333,377 2,.795,354 6,010,254 2,840,229 1,867,054 7,011,688 2,947,042 1,526,048 1,420,791 1,223,206 2,225,540 182,695 231, 441 801,396 664,857 19,678 947,734 606,754 150,551 293,963 376,411 182,674 169,456 141,212 758,272 585,549 260,842 167,821 170,475 497,829 494,242 ,761,302 370,566 237,554 106, 146 977,578 102, 700 133,413 104,852 43,209 306,826 343,692 6,418,874 1,736 7,794 8,936 649 238 307 725 56 5 92 2 396 1,247 475 '7,"3i9 373 147 500 946 6,970 428 16 1 167 37 22 205 4 718 STATIONARY MOTORS SERVED. Num- ber. Horse- power. 413,678 52,346 123,601 106,813 43, 141 24,063 7,019 14,443 11,645 30,617 2,240 1,956 1,812 35, 118 3,686 7,635 82,201 12,647 28,653 27,669 12,062 44,225 16,996 6,972 10,824 7,861 14,871 1,091 1,271 3,006 4,217 67 10,741 2,760 624 1,279 1,213 6,227 1,' 612 1,635 944 564 871 2,282 3,134 8,166 1,852 .1,1"" ( 4,695 613 741 848 544 1,214 1,380 28,023 3,966,328 370,050 1,207,890 744,235 292,956 337,466 67,396 97,828 232,428 626,081 Num- ber of meters on con- sump- tion circuits. 3,146,998 32,408 18,334 21,484 213,612 28,184 56,128 792,909 84,471 330,510 135,580 78,613 296,458 164, 150 69,434 69,916 39,219 113, 182 5,345 12,971 23,532 28,791 394 58,492 16,236 5,461 22,925 26,613 163,665 46,940 6,749 21,709 18,634 10, 196 6,866 4,561 24,064 20,009 49,204 74,544 26,655 6,174 59,790 3,894 12,647 36,483 12,341 15,602 14,434 596,046 282,463 818,007 796,681 352,948 117,369 83,709 168,940 144,075 383,806 Num- ber of cus- tomer. 3,311,870 24,608 20,545 15,226 150,020 24,090 47,974 450,090 106,583 261,334 136,643 105,414 338,433 143,909 71,282 70,404 ■65,640 104,050 12, 263 15,912 ,42,974 41,705 1,494 38,287 19,796 7,201 14,696 8,735 12,034 5,708 9,418 35,468 24,696 12,974 10,671 11,226 22,092 30,316 105,306 29,465 16,584 6,669 63,610 6,791 10,256 6,211 4,489 20,936 21,815 341,056 283,006 794,908 812,361 396,110 136,268 101,371 193,560 169,265 425,031 27,873 22,023 17,518 144,708 18,902 61,982 420,433 103,711 270,761 137,304 114,257 341,415 146,497 72,878 74,373 71,365 124,136 13,097 17,263 45,767 50,109 2,048 40,645 20,402 10,592 17,689 10,728 12,596 10,560 11,118 44,903 28,059 16,328 12,081 16,473 22,625 36,368 119,094 31,182 24,645 8,237 65,137 8,051 12,668 13,436 5,909 29,287 30,104 365,640 GENERAL TABLES. 109 Tablk 70.— municipal CENTRAL ELECTRIC STATIONS— LINE EQUIPMENT AND NUMBER OF CUSTOMERS, BY GEOGRAPHIC DIVISIONS AND STATES: 1912. DIVISION AND STATE. Num- ber 01 sta- tions. United States..., Oeooraphic divisions: New England Middle Atlantic East North Central. West North Central. South Atlantic East South Central. West South Central. Mountain Pacific New Enqiand: Maine New Hampshire. . Vermont Massachusetts Bhode Island Connecticut Middle Atlantic: New York. New Jersey. Pennsylvania. . East Noeth Centeal: Ohio TTif^ift-na , Illinois Michigan Wisconsin West Noeth Central; Minnesota Iowa Missouri North Dakota South Dakota Nebraska Kansas SoirrH Atlantic: Delaware Maryland Virginia West Virginia.. North Carolina. South Carolina- Georgia Florida East South Central: Kentucky Tennessee Alabama sippi West Sottth Central: Arkansas Louisiana Oklahoma Texas Motintain: Montana..... Idaho Wyoming Colorado New Mexico. Utah Nevada PACmc: Washington. Oregon California 1,562 57 102 474 399 204 128 122 39 37 118 71 99 108 104 64 65 9 13 62 82 18 estimated number of lamps wired for service. Total. Arc. 91,851 3,395 8,309 49,645 9,975 8,192 4,567 3,331 289 4,148 317 311 2,246 65 456 3,092 491 4,726 9,888 5,157 21,834 11,275 1,491 1,360 600 1,969 281 277 546 4,942 5 861 1,905 787 1,086 811 1,741 996 1,122 2,061 667 717 684 337 661 1,649 3,557 64 527 Incan- descent. 7,055,740 624,546 427,712 2, 188, 778 1,435,933 853,683 348,845 304,538 120,026 751,679 20,419 13,768 65,277 440,538 3,009 81,535 214,412 47,397 165,903 593,613 480,418 274,046 610,402 230,299 404,402 248,055 277,025 30,569 39,172 210,299 226,411 21,381 19,612 83,253 4,877 191,764 79, 770 234,140 218,996 76,819 74,409 81,877 115,740 68,020 61,942 88,638 82,938 15,031 19,961 1,793 35,995 6,644 40,102 1,600 466,792 31,487 253,400 AU other vari- eties. 234 143 154 1,457 4 100 17 1 233 1,457 Street lighting. Public buildings. Arc. 84,491 2,835 8,150 48,734 6,678 7,867 4,481 3,248 271 2,227 317 304 1,767 65 382 2,988 491 4,671 9,659 4,912 21,813 10,910 1,440 1,256 571 1,902 259 277 541 1,872 5 673 1,861 783 1,052 797 1,710 1,069 2,050 662 700 672 318 661 1,597 1,645 60 522 Incan- descent. 207,331 27,477 8,279 59,203 42,418 16,563 9,061 8,638 5,785 29,907 2,049 516 1,776 14,248 9 8,879 3,913 1,410 2,956 13,280 10,323 20,230 10,737 4,633 8,192 9,695 8,116 1,754 1,136 6,266 7,259 657 1,768 2,271 96 3,487 1,495 6,435 1,354 1,382 3,560 1,670 2,449 1,894 1,859 3,635 1,250 751 1,351 109 799 94 2,531 150 15,237 1,618 13, 162 All other vari- eties. 138 138 138 Arc. 264 4 34 102 31 13 7 2 10 10 Incan- descent. 223,645 17,982 17,316 83,339 42,221 26,078 12,645 6,565 2,779 16,720 3,941 194 659 11,718 1,470 5,166 1,700 10,461 12,546 7,681 16,317 42,998 3,898 8,955 12,028 9,573 452 1,261 4,268 5,684 870 71 2,824 3,010 495 10,851 7,966 1,682 4,820 2,918 3,225 776 1,070 1,764 1,956 215 768 959 71 761 15 13,625 335 1,760 AU Other vari- eties. 283 60 "233' 50 233 Commercial. 7,106 656 125 312 79 81 18 7 475 226 235 12 286 60 6 3,060 183 44 62 Incan- descent. 6,624,764 679,087 402,117 2,046,236 1,351,294 811,042 327,139 290,335 111,462 706,052 14,429 13,058 62,842 414,672 3,000 71,186 205,334 44,287 162,496 567,788 462,514 237,499 656,667 221,768 387,255 226,332 259,336 28,363 36, 775 199,766 213,468 19,864 17,673 78, 168 4,780 185,257 77, 780 217,864 73,755 66,029 77,289 110,066 65,351 62,013 83,239 79,732 14,065 17,852 1,684 34,237 6,479 36,810 1,336 437,930 29,634 238,488 AU Other vari- eties. 1,688 71 1 6 154 1,457 150 1,457 stationary motors SERVED- Num- ber. 21,896 2,696 916 7,691 4,399 2,110 573 2,248 18 3 154 2,073 4 444 324 125 466 1,463 1,963 2,063 1,405 727 1,379 912 558 54 123 669 804 17 143 225 324 609 120 185 121 147 123 146 336 110 37 6 85 26 196 9 1,065 147 1,036 Horse- power. 164,291 21,268 5,791 55,186 23,157 23,546 4,686 5,937 3,078 21,662 127 154 2,211 16,356 2 3,408 2,347 540 2,904 9,751 13,284 19,201 9,859 3,091 6,057 4,601 3,789 783 648 2,793 4,486 49 1,366 3,109 6,217 1,730 3,693 7,392 912 1,723 962 1,099 732 493 3,047 1,666 640 487 60 661 190 1,007 43 12,646 1,409 7,697 Num- ber of meters on con- sump- tion circuits. 470,191 29,816 24,443 145, 202 98,438 49,945 23,397 23,824 8,663 66,464 464 696 3,664 20,290 186 4,635 11,601 1,996 10,946 34,113 40,771 17,641 37,963 14,714 28,256 17,654 16,639 2,226 2,732 15,021 15,910 1,810 3,441 137 12,065 4,731 15,401 11,617 5,732 4,982 4,896 7,787 3,809 4,446 7,644 8,025 1,078 1,110 60 2,749 338 3,118 210 45,170 2,475 18,819 Num- ber of cus- tomers. 525,648 30,221 27,99S 160,652 108,909 67,641 31,062 29,723 12,843 66,699 633 729 4,862 19,285 186 4,521 13,677 2,074 12,247 37,163 42,34S 22,631 41,048 17,364 30,131 18,934 19,861 2,521 3,123 16,047 18,287 1,397 1,973 4,356 576 14,943 5,006 18,569 10,826 6,301 7,267 7,662 5,027 6,213 10,492 8,991 1,130 1,433 200 2,909 600 6,451 220 44,134 3,523 19,043 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Part II.— TECHNICAL By Thomas Commbeford Maetin, Expert Spedal Ageni. TECHNICAL ASPECTS OF THE PEEIOD. GENEEAL CONDITIONS. The first Census Office report on central electric light and power stations for 1902 contained a his- torical review of their development and of the appa- ratus" which had been employed up to that time or was then in use. The descriptions then given in- cluded some of the earher stations, as weU as dy- namos, engines, motors, transformers, arc and incan- descent lamps, meters, and other apphances. The next report (that of 1907) embraced data of the same general character, and the present report may there- fore be considered as a continuation in its discussion of the evolution that has taken place since 1907. The general statistics that have been presented in the preceding chapters of this report contain in them- selves evidence of the changes which have taken place, and the remarks which will now be made on the tech- nique of the industry wUl only serve to illustrate even more strikingly the incessant advances that charac- terize the electric art so preeminently. It stands to reason that an industry which has doubled itself in the two five-year periods within the time covered by the work of the Bureau of the Census is far from hav- ing reached a position of equilibrium, while there are no indications that this rate of increase has any ten- dency to fall off. Electric lighting is still the one great field in which electrical energy generated by central stations is employed, but more particularly within the last five years the appUcation of the elec- tric motor has been broadened and universaUzed, while a number of kindred arts, all based upon the consumption of electricity, have grown apace, ia- creasing enormously the percentage of the miscel- laneous sources from which central station income is derived. Detailed reference to these aspects of the industry wiU be made later. The interesting fact develops in connection with this greater increase of electric service to the pubhc, that its cost has steadily decreased during the census periods referred to, while the cost of living has steadily increased. A typical example may be cited from the statistics of Massachusetts between 1904 and 1912, based upon the reports of the State Board of Gas and Electric Light Commissioners, which show that while in the seven years the cost of hving predicated upon current market prices had risen 37 per cent, the rates for elec- tricity had been reduced about 17 per cent. In other words, while the cost of food, coal, shoes, house- hold equipment, etc., had increased over one-third in the seven years, the cost to the pubHc of a very large proportion of its hght and power furnished by public utilities had been lowered one-sixth. Three remarkable developments are associated with the period 1907-1912, as contrasted with those of antecedent date, although the results are probably only a continued exemplification of the trend of the art and the irresistible push of the forces that have made it what it is as a centralized source of supply. Consolidation of central stations. — One of these con- ditions of development has been the marked tendency toward central station consohdation. The process was never more active than during the period 1907- 1912, taking on chiefly two aspects. In the earlier days of the industry it was only natural that a com- pany operating within a small area in a given city or district should reach out with its circuits and cover additional territory or should merge in some way with other competitive companies covering the same region or municipality, in order to secure the economies and efficiencies which come from the operation of a large plant as compared with that of a small one. Hence there are very few cities or towns in the United States to-day where competitive cen- tral stations exist, the vast majority of them being under unffied control but subject to the regulation of pubhc-service commissions as to their rates, capital, conditions of service, and other features of the work. Some of these city systems have expanded so as to embrace large contiguous areas far beyond the orig- inal city limits. In the case of the Boston Edison Co ., which supphed electricity originally to only one- eighth of a square mile, the area embraced by the circuits of the same company is now 700 square miles. The same principle has been given another appHca- tion ia the bringing together under one management of a large number of extraurban central station proper- ties whose areas of service march together. (Ill) 112 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. The Public Service Co. of New Jersey furnished electricity, gas, or electric street railway service, in 1912, to 202 municipahties in the state with a total population of 2,028,947, of which 173 communities with a population of 1,947,199 were suppHed with electricity for Hght, heat, power, etc. It is unques- tionably true that in all these places the quahty, price, and continuity of the service were superior to what could be obtained through a number of small and often struggling local enterprises. Equally notable in respect to extent and compre- hension of system is the Pacific Gas cS; Electric Co. of California, which in 1912 was the owner or operator of plants and properties in 30 counties in central California, furnishing electric Hght and power to 187 communities, besides supplying gas, water, and street railway service in many of these or other places. The area covered was approximately 37,700 square miles, with a population in 1910 of 1,325,000, or about 55 per cent of that of the entire state. The electric generating capacity at the census of 1912 was 192,573 horsepower, of which 92,973 horsepower was hydro- electric, and the water-power capacity was being in- creased by a 53,300 horsepower plant then under construction. The total earnings of the company in 1911 were $14,500,000. In 1910 it had already 1,408 miles of high-tension transmission line, 950 miles of distributing transmission hne, and 167 miles of under- grpund cable in the central district of San Francisco. The state of IlHnois affords another example of what has been done in this respect. The Central lUinois Public Service Co. at the end of 1912 was serving 87 communities which were originally suppUed by no fewer than 49 separate generating plants under nearly as many distinct managements.^ This number had rapidly been reduced by consolidation to eight, which in turn were to be reduced to four, capable of generat- ing aU the needed energy. The advantages of such interconnected operation are best illustrated by the example of the Lake County district, lUinois, where this unified service effected a decrease in production costs from 7.08 cents per kilowatt hour to 2.87 cents per kilowatt hour, a saving of 4.21 cents per unit. The average price of electrical energy to the consumer was reduced by this process from 9.4 cents to 7.7 cents per kilowatt hour. The consumption per capita increased also from 40 kilowatt hours to 85. These figures and others were presented by President Samuel Insull, of the Commonwealth Edison Co., before the Frankhn Institute in March, 1913, at which time he also called attention to the economies effected by the use of electricity in the operation of coal mines and in the farming districts in the state of Illinois. There were also other economies of a striking nature. A survey of central station plants in smaller Ilhnois towns showed that the plant-equipment reserves ranged from 15 to ' National Electric Light Association, Report on Progress, 1913. 82 per cent, yet the rehabiUty of such servica was always question able. Although the maximum demands of various uses described totaled 305,000 Idlowatts, the simultaneous maximum load on a unified system reach- ing these customers would be but 225,000 kilowatts. Such a system would show a load factor of about 48.7 per cent. Replacing the 437,530 kilowatts in small- plant capacity necessary to furnish the indicated serv* ice, with a unified system (allowing 20 per cent capacity reserve above the 225,000 kilowatts of maxi- mum demand), a saving was shown as follows: 437,530 kilowatts in small plants, at $100 per kilowatt, $43,- 753,000; 270,000 kilowatts, unified, at $75 per kilowatt, $20,250,000, making a saving in investment of $23,- 503,000. In addition to this tremendous saving in plant investment there would be similar economies in operation, although it would be difficult to give a fair estimate of these without assimaing special conditions, for under conditions of individual plant operation it is hardly conceivable that there could be obtained, either at all or on anything approaching a similar scale, such applications of electric service as unified operation makes possible. Holding companies. — ^The other tendency of the period in the way of unification has been that exem- plified in the creation of "holding" companies, now so much under discussion, whereby unrelated proper- ties distributed widely over several states have been brought together imder one central control and man- agement, one of the objects and results being to in- vite capital by averaging the profits and losses over a wider area so that the risk of "putting all the eggs in one basket" is minimized or abolished. The num- ber of commercial central stations in the United States in 1912 is given as 3,659. According to an authentic table,^ the results of an investigation into the control or ownership of central stations in cities having a population of 5,000 or more showed 1,159 communities, in 528 of which syndicated properties of one kind or another were given service. It is not the intention here to discuss the political aspects of this problem, but to point out that under such cen- tralized management there have invariably followed a renovation and enlargement of the properties, the installation of new apparatus, increase in service and facihties, and supervision by men of higher abifity or attainments, each of whom is expert in his chosen field, furnishing, therefore, talent utterly beyond the power of a small plant to hire or retain. It is be- cause of results shown in unification of the one kind or other that in such states as New York, where there are some 321 central station plants, it has been contended that the efficiency would be much higher and the cost of service to the pubHc much lower if there were only 40 such plants, or even only 10. The distribution of electrical energy from this minimized 2 Electrical World, Sept. 28, 1912. 1. 60-CYCLE ROTARY CONVERTERS, CLEVELAND RAILWAYS CO., CLEVELAND, OHIO. 2. STEAM TURBO-GENERATORS, LONG ISLAND RAILWAYS, LONG ISLAND CITY, N. Y. (Face p. 112.) TECHNICAL ASPECTS OF THE PERIOD. 113 number is easy of practice under modern methods of power transmission, and not at all necessarily depend- ent upon hydroelectrical development. It tas been pointed out, for example, that in some of tbe small communities at tbe eastern end of Long Island, New York, coal costing tbe central station company only $1.15 per ton at tbe pit's mouth comes with a burden of $2.65 per ton freight charges when it reaches the company's coal bin, so that the best price the company can make to its customers is about 18 cents per kilo- watt hour. The same Uttle system fed from a sub- station could be operated much more economically from a large transmission plant at tidewater midway of the island, supplying a large area, or even from the steam-generating system of the Brooklyn Edison Co. at the western end of the island, 100 miles away. Utilization of water power. — One further aspect of the enormous racrease in. the industry dm-ing the period 1902-1912 is the utilization of water power as a source of primary energy supply ia driving the electrical generators. It is to be noted from the general table on the statistics of the continental United States that the number of water wheels employed more than doubled and that their horsepower increased 463. 6 per cent, or from 438,472 horsepower ia 1902 to 2,471,081 ia 1912. During the same period the horsepower of steam engines and turbines in the in- dustry increased only 254.7 per cent, or barely half as much. Such figures, however, do not reveal the full extent of the tremendous development that has taken place in some states. Thus the statis- tics of North and South Carolina are nothing short of extraordinary. The increase in North Carolina in water-wheel capacity in the 10 years reached 2,500 per cent, while in South Carolina the increase amounted to not less than 1,614 per cent. The increase in North Carolina in the horsepower capacity of the stationary motors, served almost whoUy from these water-power systems, was 3,356 per cent in the 10 years 1902 to 1912. In view of such figures, which have various im- plications as to their bearing on the art and science of power transmission, it is easy to understand the rapid development of many industries in the South requiriag crude energy ia large quantities. Relationship ietween central stations and electric rail- ways. — The interrelations, already close between the central station industry and electric street railway sys- tems, have been much more strongly knitted by these developments in large power production, although not quite in the maimer revealed ia earlier reports. At one time there was a marked tendency toward the con- solidation of lighting and traction properties, largely with the object of mergiog their power plants to secure higher economy in operation. Greater efficiencies were secured without doubt, but it has often been contended that the general quality of the service from the light- ing circuits was not improved; or that the preoccupa- 58795°— 15 8 tion of the management in the anxieties of running street cars hindered the fight and power part of the business from receiving the fiill attention it required in order to give satisfaction to the pubfic and grow at the highest rate attainable. Be this as it may, it ia now certainly the fact that there is an increasiag dis- position to treat the matter the other way around, the street or interurban railway abandoning its own gen- eration of cmrent and buying it in bulk from the local central station. Chicago has been notably a leader ia this development, and the Commonwealth Edison Co., which has steadily maintained that it is uneconomical to supply a given territory by more than one system of electrical energy transmission, has for several years suppfied all the power requirements of the Chicago city railways and part of those of the elevated railways and the Chicago railways. Thus the railway portion of the total output of energy has become a very large percentage of the whole and is growing rapidly. But there are many other places where the same change has occurred, as, for example, in Cleveland, Ohio, where the Cleveland Railway Co. in 1912-13 put out of commis- sion two large plants of nearly 5,000 horsepower in steam e!ngiaes, and is now purchasiag 60-cycle alter- nating current from the Cleveland Electric Illuminat- ing Co., converting it into direct current for use on the street car lines, through 1,500-kilowatt rotaries, with the supplement of storage batteries. Even more striking is the instance of Philadelphia, where for some time past the Philadelphia Electric Co. has been feed- ing a load of 35,000 horsepower daily to the Philadel- phia Rapid Transit Co. Adopting the same method, the Pennsylvania Railroad has made a contract with the Philadelphia Electric Co. for the energy used ia the electrification of its lines between Broad Street station and Paofi, and also between Broad street sta- tion and Chestnut Hill. The contract is for five years. At the beginning the Pennsylvania Raiboad will use about 4,500 horsepower, a minimum of 3,750 kilowatts with a load factor of 25 per cent being specified. The energy is to be furnished for the main line to Paofi and any addition or extension thereto, the railroad c6mpany reserving the right to call on the Philadelphia Electric Co. for any additional power that may be necessary for its general system from time to time. With the comple- tion of the present work as planned, the Pennsylvania Railroad will have 32 miles of electrified lines in the Philadelphia suburban district. The significant importance of this contract is that it carries with it a solution of one of the great difficul- ties encountered in the electrification of the steam railroads of the country. If each of the railroads were to put in its own power plants an enormous outlay in the aggregate would be necessary, and they are not in such financial position as to assume this burden, in spite of the cenceded gains in volume and density of traffic due to electrffication. But the liaes in most 114 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. parts of the country pass through towns and cities which aheadyhave large central stations capable of furnishing this energy to the respective sections of the track. In other districts where the population is sparse the liaes are frequently near water-power transmission networks that could be tapped for this additional serv- ice. This latter work has, indeed, already been taken up in the Far West, and in the meantime, through the intermediary of the local central station system at Baltimore, some of the energy from the huge hydro- electric plant on the Susquehanna River, 40 miles away, is being fed into the circuits of the Baltimore & Ohio Railroad. STEAM POWER. The general conditions as to steam power are dis- cussed ia Chapter III, and bear emphatic testimony to the vogue and supremacy of the steam turbine in cen- tral station work. Steam will probably remain the chief prime power for driving the generators of the in- dustry, but the fact is not to be overlooked that while the total steam engine equipment in 1912 was 4,946,532 horsepower, that of the water wheels was 2,471,081 horsepower, and showed a gain in the 10 years of 463.6 per cent, while the steam increase was 254.7 per cent. The proportion of central station service given in urban communities is very large, and demands ab- solute reliability and continuity. Hence the exclusive use of water power is out of the question, and there is a growing practice of associating heavy steam-reserve equipment with hydroelectric installations, if only as an assurance of uninterrupted supply. A factory or a metallurgical plant might conceivably be deprived of power even for hours without serious loss or discom- fort to any one. A train may be late and inflict tem- porary inconvenience upon only a comparatively few persons by its delay; but no large community likes to run the risk of being deprived suddenly, even for a short time, of its light, heat, and power. Thus few great central station systems to-day, however depend- able m,ay be their hydroelectric plants, are without a fair percentage of steam stand-by, if the companies are responsible for the continuous service of a considerable population; and hence the very increase of hydroelec- tric development generally brings with it an increase in steam plant that is reflected in these returns. Tendency toward greater efficiency. — A general sum- mary of existing conditions in steam central stations was made before the Association of Edison Illuminat- ing Companies in September, 1911, by President T. E. Murray, dealing with reliability of service, operating economy, and structural excellence. Larger boilers have come into vogue, and the evolution of boiler fur- naces is such that fuels heretofore considered worth- less can now be burned to advantage. Stokers are less automatic but more efficient than formerly, and the growing scarcity of steam sizes of anthracite, ren- dering a greater use of bituminous coal necessary, car- ries with it a wider adoption of the mechanical stoker. The steam-piping systems in use are designed on the unit plan, with intercotmecting mains and steam speeds of 12,000 feet a minute. Steam pressures still remain between 175 and 200 pounds, and the use of superheated steam is becoming more general. A great improv ement in boiler feeding has followed the use of the centrifugal pump and accurate water meters, and open heaters and forced draft are most widely employed in later stations. The steam turbine has supplanted the reciprocating engine in large stations, and it is very doubtful if any more large reciprocating units will be installed for power-station purposes. Coming to the electrical equipment, the design is largely influenced by the char- acter of the load and the distance to which energy is to be transmitted. In busbar arrangements, standard practice favors the group method of generator and feeder connections having two sets of busbars section- alized at one or more points by switches. For bus and switch compartment work concrete is coming largely into use, but brick makes a more finished construction, while for high-tension switches, and for flooring high- tension compartments, soapstone is still the best avail- able material. The improvements made in protective devices and instruments for switchboards are noted, as well as. methods of control which have worked well in practice, especially in stations having system operators or load dispatchers. As to operating costs, Mr. Murray stated that attention to station economics with large units and careful design has resulted in a station cost which is gradually approaching a minimum. He divided the cost of a fair-size station per kilowatt aa follows : Total. Building structure Boilers, furnaces, and boiler room auxiliaries Tm-bines, generators, and condensers with auxiliaries. Piping systems Switchboard and other electrical work Miscellaneous small items not otherwise included Per cent. 30 20- 25 10 7 8. The importance of striving after a low cost of con- struction per kilowatt of station capacity will be appreciated when it is considered that the effect of a saving in the station investment cost of $5 per kilo- watt is equivalent to an annual saving in the coal bill of 12 per cent with coal at $3 a ton, where a fixed an- nual charge on the investment of 14 per cent is allowed to cover interest, depreciation, and taxes. It would appear, according to Mr. Murray, who spoke from a vast experience, that, further gains , must come from advances in the direction of reduction in cost, increase of output, and improvement in the load factor under which the stations operate, rather than in the efficiency of the individual units. NEW GENERATING STATION, UNITED ELECTRIC LIGHT AND POWER CO., NEW YORK CITY. (Face p. 114.) UNITED ELECTRIC LIGHT AND POWER CO., NEW YORK CITY. 1. GENERATING ROOM. 2. REACTANCES, TECHNICAL ASPECTS OF THE PERIOD. 115 Facilities for obtaining coal and water. — Other aspects of the situation were noted by Mr. I. E. Moultrop, in the -winter of 1912-13, before the Worcester (Mass.) Polytechnic Institute. It had been found, for exam- ple, that in the design of a large station wharf privi- leges having a channel of ample depth for coal carriers of large size and the avoidance of drawbridge toUs are important factors, and that an inland plant should, so far as possible, not be dependent upon a single rail- road for its supply of coal. The coal-storage f acih- ties should permit the holding of at least a month's fuel supply at all times and three months' supply in vrinter, to guard against interruptions. The supply of circulating water should be almost unlimited in a plant of great size. At the South Boston plant of the Boston Edison Co., with seven units in operation, 10,000,000 gallons of circulating water per horn- were required to •maintain the vacuum. The practice of drawing such water from a channel rather than from shallow places in a harbor is highly desirable. Al-ri though the cost of land is not the factor it used to be in connection with large stations, on account of the tendency to locate such plants outside the centers of cities, the burden of fixed charges carried by the real estate investment in plants of very high capacity is a factor to be considered with some care. While it is always possible to build a plant in a new location when the demand for service necessitates it, it is more desir- able to extend a well located existing station, as this does not require a new operating organization or new coal-storage and wharfing facihties. Boilers. — ^Water-tube boilers are the only kind suit- able for large stations, and Mr. Moultrop held that units of from 500 horsepower to 750 horsepower rating are as large as is desirable. Engineers are not agreed regarding the desirabihty of very high-power boiler units, although these have made excellent records in the Delray station of the Detroit Edison Co. and in European plants. Large boilers complicate the ques- tion of spare equipment and are liable to the same troubles as the smaller units, so that a larger percent- age of the total steaming capacity is taken from service in case of trouble with a boiler of large size. As to the general design of a central station and the selection of its equipment, Mr. Moultrop indicated the flexibUity of methods and range of selection in an art already well standardized by stating that in a recent case as many as 25 preliminary station designs were made with the assistance and for the criticism of the operating de- partment to which the station would have to be entrusted. In connection vdth the resort to larger boiler units that should correspond in some degree to the larger turbo-generators in steam stations — ^a practice which, as the preceding paragraph shows, is not deemed fundamentally essential— reference should be made here to the 10 huge water-tube boilers installed in 1911-12 by the Detroit Edison Co. at its Debay plant on the river front. Each of these great units is rated at 2,365 boiler horsepower, on the assumed basis of 10 square feet of heating surface per horsepower, or 30 pounds of steam per horsepower hour. The Delray boilers have been tested up to 214 per cent of full load, which is equivalent to generating steam at about 7 pounds per hour per square foot — ^not an excessive evaporation for boilers in modern practice. Ordinarily the units carry 6,000 kilowatts to 7,000 kilowatts each. This load increases to 8,000 kilowatts per boiler during the peak periods, and for short durations has reached 11,000 kilowatts. Each boiler is 36 feet high, 30 feet wide, and 28 feet deep, being fired from both ends. The three huge steam drums are connected with the two -mud drums by no fewer than 1,564 3|-inch tubes. Each boiler has four water columns and an even dozen safety valves designed to reheve the pressure if it rises above the normal steam condition of 205-pound pressure and 150-degree superheat. At normal rating the big units have shown a combined thermal effi- ciency of 80 per cent (about 89 per cent being the maximum possible value), and this observed efficiency decreased only to 76 per cent at 100 per cent overload. It is held that the remarkable economies obtained could hardly be traced to exceptional flue tempera/- tures or any other furnace conditions differing ma- terially from ordinary experience. But the large units decrease the usual proportion of radiation losses, and, with their single huge fires, enable the closest attention to be given to the one bed. Labor costs are thus reduced correspondingly and the boiler-room layout •is simplified and cheapened. The boilers themselves cost less per unit of rating than similar small units. Difi&culties with furnace brickwork have apparently been solved as rapidly as they presented themselves, A series of tests on two of the Dekay units was carried out under the direction of Dr. D. S. Jacobus, and formed the subject of a paper presented by him at the annual meetiag of the American Society of Me- chanical Engineers.* The test required the services of 50 men working in eight-hour shifts for six weeks , During this time 5,000 tons of coal and 45,000 tons of water were measured. The results obtained show that with the two kinds of stokers the combiaed effi- ciency of both boiler and furnace ranges from 80 per cent at shghtly below normal rating to about 76 per cent at double rating. Such results are attributed not less to the skill employed in the test, the expert- ness of the stokers, and the careful selection of the fuel, than to the design and size of the boilers. Size and power of turbines. — The notable feature in generating units in the last census period has been the increase in the size of the turbines as well as in the speed of revolution. At the time the present text went through the press the size of units had been carried to the highest point reached in the order given by the Philadelphia ^Journal, American Society of Mechaiiical Engineers, Novem- ber, 1911, p. 1437, et seq. 116 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Electric Co. for two machines rated at 30,000 and 35,000 kilowatts, respectively, and with iacreasiag rotative speeds even this is not regarded as at all the hmit in capacity. The smaller of these units would supply the adjacent state of Delaware with all the current needed by aU its public utility companies. In the meantime, the largest actual unit is one rated at 25,000 kilo- watts, with a maximum ratiag of 40,000 horsepower, contracted for in England, 1911-12, by the Common- wealth Edison Co. of Chicago. This unit is of the horizontal type, the low-pressure end being double- flow. The unit is 75 feet long and 18 feet wide, with a speed of 750 revolutions per minute, the generating part being 25-cycle, 3-phase, 4,500-volt. The exciter is carried on the shaft, and the auxiharies are of rotary type, electrically driven. This compares with a unit of 30,000 kilowatts of American manufacture ordered by the Interborough Co. (subway) of New York City, the high-pressure element being a single-flow turbine operating at 1,500 revolutions per minute, and the low pressure element being a double-flow turbine operat- ing at 750 revolutions per minute. Another horizon- tal turbo-generator unit of American make, ordered by the Commonwealth Edison Co. for the Northwest station, is of 30,000-kilowatt capacity. The exciter will be installed on the shaft of the machine, and the over-all length of the unit will be 60.5 feet. The width is 18.4 feet, and the height 14 feet. The gener- ator part is a 9,000-volt, 25-cycle, 3-phase machine, operating at a speed of 1,500 revolutions per minute, and designed for an output of 1,925 amperes per phase. The turbine is to be operated at a steam pressure of 230 pounds, with a supertemperature of 200 degrees Fahrenheit. The weight of the entire unit is about 1,000,000 pounds. Meanwhile some very large units have been put in actual operation in steam central stations, as, for instance, in the Waterside plant of the New York Edison Co. on the East River, where in November, 1911, the first of three 20,000 kilowatt turbo- generators was installed. These generators are 4-pole, 3-phase, 25-cycle, wound for 6,600 volts. The normal speed is 750 revolutions per minute. They are direct- connected to six-stage vertical turbines, designed to operate on 175-pound gauge pressure, with a back pressure of 1^ pounds absolute in the exhaust cham- ber, and with steam superheated 100 degrees Fahren- heit. The steam consumption in pounds per kilo- watt hour under these conditions is guaranteed to be as follows: LOAD IN KILOWATTS. Steam, pounds per kilowatt hour. Total steam per hour, pounds. 10,000 16 14.4 15 150,000 15 000 . - 216,000 20,000 300,000 The dimensions of the base of the machine are 17 feet 6 inches by 17 feet. The height above the base is 35 feet 7 inches, and the height of the foundation above the basement floor is 10 feet. Each machine weighs, approximately, 420 tons, the revolving parts weighing 112 tons. The runners are 13 feet in diame- ter, and the total number of steam buckets they con- tain is 7,200. It is interesting to note that the area occupied by one of the 20,000-kilowatt units is 297 square feet. The area occupied by the single 3,500- kilowatt engine-generator unit of the type displaced is 918 square feet, so that the unit generates, ap- proximately, eighteen times as much power as the old reciprocating engine per unit of area occupied. Assuming that the turbine is fully loaded aU day and that there is an evaporation of 9 pounds of water per 1 pound of coal, the unit will require 7,200,000 pounds of steam a day, and about 400 tons of coal. While awaiting the installation of its huge new units above referred to, the Chicago Commonwealth Edison Co. had put into operation in the winter of 1911-12 its Northwest station with units of 20,000 -Idlowatt capacity. These are spaced 44 feet apart. The steam turbines are six-stage machines, and each one has 7,392 buckets. The outside diameter of the sixth wheel is 13 feet 2 inches, and it has a peripheral velocity of over 500 feet a second, or about 6 miles a minute. The guaranteed steam consumption, with steam at 250-pound pressure and 100-degree superheat, is 14 pounds per kilowatt hour at loads of 10,000 kilowatts and 13.45 pounds at a load of 15,000 kilowatts. Comhistion tests. — Two types of boilers are used at the Northwest station, one with a vertical pass for the hot gases and one with a horizontal gas pass. The purpose of using the two types is to give a thorough test to determine which is the better, with the idea of insuring practically perfect, therefore practically smokeless, combustion. Each boiler should be able to generate 30,000 pounds of steam an hour, and this requires a rate of coal burning of 4,500 pounds an hour under each boiler, so that in each second of time 300 cubic feet of air passes through the grate. With 60 boilers, all running at the maximum rate, the amount of air entering the grates each minute would be over 1,000,000 cubic feet. To avoid unpleas- ant drafts of cold air in winter, provision is made to admit air directly under the grates from the train shed below. Use of lignite and low-grade coal. — The creation of the numerous hydroelectric plants included in this report has been of incalculable benefit not only in the utilization of resources hitherto utterly wasted, but in directing attention to the higher economies possible in the use of fuel, and to the employment of grades of coal regarded previously as too low in calorific values. The central stations of the country have played a large part in this branch of "conservation," TECHNICAL ASPECTS OF THE PERIOD. 117 and it is interesting to note how the ascending prices for anthracite and bituminous coal have thrown them back on lignite where this happens to be obtainable within a reasonable hauling range. The Denver Gas & Electric Co. may be cited as one instance of a large system utiHzing lignite within "striking distance," as well as being an example of the large use of hydro- electric energy transmitted irom remote water powers. A notable example of fuel economy has been wit- nessed in Pennsylvania in the creation of a large elec- tric plant whose operation is based entirely on the use near the pit mouth of coal that is undesirable for trans- portation. Coal available commercially is sent away by track, but the residue is now being made by elec- trical methods equally serviceable for light, heat, and power over large local areas and with a minimization of the waste hitherto represented by huge culm piles. As to the utOization of low-grade fuel, economical methods for the combustion of the brown lignite found in parts of North and South Dakota and Montana have received the attention of Government investi- gators. In a 40-page pamphlet, prepared by Messrs. D. T. Randall and Henry Kreisinger, of the United States Geological Survey, the results of a series of tests are presented and analyzed. The authors con- clude that the combiaation of boiler and furnace setting which they describe gives good results with North Dakota lignite, and they state that steam can be produced with a fuel efficiency of 55 to 58 per cent of aU the heat ia the coal. They experienced no dif- ficulty in working the boiler to full capacity. Equally good or perhaps better results could be obtained by the use of mechanical stokers. Although this fuel is generally considered unsatisfactory, they concluded that it might be used with fair economy under boilers at their fuU rated capacity. The subject of the utihzation of lignite received special attention at the meeting in 1912 of the South- western Electrical Association, at San Antonio, Tex., when many central station managers testified as to their success in its use, especially as compared with oil. Mr. E. W. Kellogg, of El Paso, declared that while the ordinary run of mine-slack refuse coal, averaging 10,500 heat units per pound, gave a dense black smoke when burned on ordinary grates, the Colgate lignite was practically smokeless, showing economies expressed in cents per kilowatt hour very much higher than those obtained with even the highest grade of steaming coal. Mr. R. C. Brooks, of Dallas, explained that hgnite was usually not adapted for burning on automatic stokers, since it required a stronger draft than that ordinarily afforded. While it produced more ash, it was nevertheless found to be a satisfactory fuel, and at $1.33 per ton, dehvered, compared well with Oklahoma coal at $5 per ton. The Texas lignite had to be transported about 65 miles, and in even that distance suffered considerable reduction in size through slacking. Mr. W. S. Kathell, of Waco, related the results of some comparative tests of lignite and oil made on a 150-horsepower boiler, six-hour periods being adopted. These tests showed 1 ton of McAlester slack to equal 3 barrels of fuel oil, while 1 ton of Rockdale hgnite equaled 2.25 barrels of oil. Lignite-burning boUers had the disadvantage that they could not be forced. There was also an objectionable tendency to slacking in the hgnite. As the result of all these drawbacks, the local company found it necessary to carry auxihary fuel, fearing to depend upon the hgnite coal alone. Chain grates for burning Hgnite were installed, but without success. The slow ignition of the fuel made it impossible to keep up steam pressure. An excessive amount of labor was also required in removing ashes, etc. Even when protected from the weather by sheds and roofs, hgnite slacked and then ignited from spontaneous combustion. Mr. A. E. Judge, of Tyler, reported that his company had been burning hgnite with success for three years, having changed from oil when the latter reached $3 a barrel to hgnite at $1.90 per ton, with an incidental saving of about one-third of the fuel expense. At the outset lump hgnite was used, but slack was afterward purchased at $1.40 per ton, about 10 per cent more being required to produce the equivalent heating effects of the large size. The fuel was burned under forced blast on a special grate having many small holes. The use of hgnite had about doubled the cost of labor, so that the net saving of lignite over oil represented the difference between $1,000 and $600 per month in operating expense. From every viewpoint hgnite had proved a success, and there had been no trouble in forcing the boilers thus fired up to loads well beyond their normal rating. Dr. A. C. Scott, of Dallas, called attention to the marked difference in the quahties of lignite mined in different sections of Texas. The ash content of such lignite was of the greatest importance in pro- ducer operation. The combustion of lignite contain- ing 7,500 to 8,000 heat units, at 60 per cent efficiency and $1.50 per ton, was about equivalent to oil fired at 75 per cent efficiency, the oil containing 18,500 heat units and costing $1 per barrel. The heat- unit value of lignite varied, however, with the condi- tions of mining, transit, etc. For the proper combus- tion of lignite, the grate bars should be at least 24 inches from the boiler shell, the exact distance depend- ing on the moisture content of the fuel. Troubles with lignite as fuel had been due chiefly to slow burning, but this difficulty could be solved by mix- ing the fuel with bituminous material of a higher grade. Thus a half-and-half mixture of hgnite and McAlester slack burned very well. To get full steam- ing capacity it was advisable to provide a Dutch- oven furnace and a high stack. The cost of handling 118 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. lignite had averaged on test from 8 to 12 cents per ton, suggesting the employment of some simple and effi- cient conveyor. Comparing oU at 93 cents per barrel with lignite at $1.15, there was a saving shown in favor of oil. Mr. John A. Walker, of San Angelo, told how his company had changed to lignite after oil rose in price from 95 cents a barrel to $1.15. After trying lignite for 18 months the use of oil was resumed, owing to the trouble of handling the lignite, which had to be hauled IJ^ ncdles at an expense of $150 a month. Prof. F. C. Bolton stated that the three years' ex- perience at the Texas Agricultural and Mechanical College had proved oU at $1 per barrel to be a less expensive fuel than lignite at $1.50 per ton. When available, lignite screeniags were cheaper than either. Mr. Frank E. Scoville, of Laredo, said that while Ugnite required a larger boiler equipment for the same output, it was his experience while operating a plant at Austin that this low-grade fuel was more satisfac- tory and cheaper than cannel coal mined only 26 miles away. Another speaker declared, however, that wherever lignite was used some auxiliary means must be provided for forcing the boilers, and that some mechanical device had to be arranged for con- veying the fuel from the cars to the furnaces. Storage of coal. — Coal storage has necessarily received the attention of central station managers, as will have been gathered from various statements already noted above; and huge piles are now to be noted within the vicinity of modern plants. The adoption of under- water coal storage is one of the newer developments of the central station industry. Coal which is ia open-air storage even six months may lose as much as 25 per cent of its fuel value, while there is always the tendency to spontaneous combustion. Coal can be stored under water, however, almost indefinitely without loss of its fuel value, and such storage offers an opportunity for holding large coal reserves almost indefinitely against a time of need. With this idea of guarding against strike or other shortage, and following expensive experience, the Omaha (Nebr.) Electric Light & Power Co. built in 1911-12 a large under- water storage pit capable of holding 10,000 tons, with the bunker contents enough for three months' operation of its 13,000-kilowatt plant. This storage pit measures 100 feet by 116 feet in plan and is 22 feet deep below the water level, which is in turn 23 feet below the crane runway. It will submerge 7,000 tons of coal, while 3,000 tons more can be piled on above the water level. The coal is unloaded from cars run alongside the pit by means of a grab bucket car- ried on a crane of 145-foot span. The coal car track passes directly above the hoppers leading to the coal crushers, which in turn discharge into the conveyors elevating the fuel to the overhead bunkers. This arrangement provides that the ordinary route of the fuel is from the cars to the boiler room, the storage pit always being kept filled with a fixed quantity of coal. The pit is of reinforced concrete and is carried on 400 piles at 5-foot centers driven to bedrock 19 feet to 30 feet below the semiliquid quicksand. The presence of this quicksand made it necessary to rein- force the structure for both internal and external pressures to prevent collapse of the pit when empty. The pUes are capped with 2-foot 6-inch concrete slabs, reducing the stresses in the pit floor, which is 12 inches thick. Besides the steel reinforcing in the floor, old rails have been embedded in the concrete at 1- foot distances, their heads being flush with the waterproofed floor surface, to serve as an armor against the impact of the bucket when removing coal from the pit. The side walls are 4 feet thick at the bottom, tapering to 2 feet 6 inches at the top. The pit has been so constructed as to be capable of extension in both directions as the generating plant grows. Spanning the pit and the crusher hoppers, a total width of 145 feet, is a 5-ton bucket crane. This crane is made up of two girders 12 feet apart, between which runs the trolley carriage with its 2-cubic-yard bucket. The bridge is propelled by a 45-horsepower motor at 300 feet per minute, and the trolley is operated at a similar speed by a 16-horse- power motor. The main hoisting is performed by two motors, one of 45-horsepower and the other of 30-horsepower rating, giving a hoisting speed of 120 feet per minute. With this crane bucket a 50-ton car has been unloaded in 20 minutes. The cost of each handling of the coal is estimated to be about 4 miUs per ton, whether from car to pit or from pit to crusher hoppers. On account of the muddy sediment of the Missouri River, on the banks of which the plant stands, waste water from the plant supply (which has been allowed to settle in sediment basins) is used to fill the coal- storage pit. For draining the pit, outlets fitted with Valves are provided just above the sewer level, so that the water can be drained to this point by gravity, be- yond which the pump used to fill the pit can be brought into service for the purpose of discharging its contents into the sewer. This Omaha imder-water coal-storage pit is estimated to have cost about $70,000, a part of this being due to the unusual and difficult conditions of quicksand on which the pit had to be foundationed. A similar plant was built a little later by the Indian- apolis Light & Heat Co., which stores 15,000 tons under water, while 15,000 tons more are just above water. The bin is 100 feet by 300 feet, and there is a depth of more than 20 feet below the water line. The concrete on the bottom and sides is 1 foot to 18 inches thick, reinforced with twisted steel; and the bottom has in addition a system of T-rail. The rail top stands half an inch above the surface of the concrete, and the rail is laid lengthwise of the bin, 18 inches from center to center; the intention being to protect the concrete from being destroyed by a lowered bucket TECHNICAL ASPECTS OF THE PERIOD. 119 ■when it is scraping for coal. A track runs across the top of the bin with a locomotiye hoisting crane. The tin was excavated in plain gravel, and cost about $28,000, there being left gravel worth $4,000 available for other purposes, making the net cost $24,000. Use of gas and oil as fuel. — ^An interesting plant in respect to fuel used is that of the Kansas Gas & Electric Co., at Wichita, whose capacity in 1911-12 of 8,750 kilowatts was based upon gas burning or oil burning, while- the design permitted additions, if necessary later, for coal burning. The plant comprised turbogenerators and alternators. There were four boilers of the tubtJar type, each with 5,680 square feet of heating surface. The boiler furnaces were equipped with both oil burners and gas burners. They had very large combustion chambers and were of unusual size . They were fired from under the rear of the boilers on the side facing the turbine room, so that the tur- bine-room attendant might also care for the boilers, if necessary. There was a steel stack 14 feet in diameter and 199 feet 6 inches in height above the boiler-room floor, with the breeching placed in the base of the stack in such a manner that it would not be necessary to dis- turb it in case the station was equipped later for burning coal. About foxrr years ago, following the advent of nat- ural gas into the city, the Fort Smith (Ark.) Light & Traction Co. began the use of this fuel instead of coal for its steam-driven generating station. Auxiliary provision had been made also for burning oil in case of low pressure or accident to the gas-supply lines. The cost of operation with gas at 8 cents per 1,000 cubic feet had been found to be just about equal to that of coal formerly purchased at $1.20 to $1.45 per ton. With the use of gas, however, there had resulted important savings in the cost of handling coal and ashes and in labor generally. Magnitude and importance of central station worTc done hy steam power. — Before passing on to a consider- ation of other forms of power, it is only proper to close this section of the report by noting how large and important the work done by steam remains in comparison. The table below shows the outputs, peak loads, and load factors of the central stations in Chi- cago, New York^ Philadelphia, Boston, and Brooklyn for 1912. Coimnon*ealt]i Edison.. New York Edison ' New York Edison Philadelphia Electric ' . . Boston Edison Brooklyn Edison DATA ON LAKGE GENEEATING SYSTEMS. Peak load in kil- owatts 233,000 189, 726 210, 813 65, 489 60, 143 42,600 Date of peak load. Dec. 11 Dec. 20 Dec. 23 Dec. 23 Dec. 18 Dec. 17 Yearly out- put in kilowatt hours. 799,000,000 613,926,429 2 619,290,064 183,969,665 161,702,965 125,770,000 Yearly load fac- tor of system— per cent. 43-44 30.8 2 33.4 32 30.6 33.7 1 Exclusive of service to railroads. 2 Including railroad load estimated tor entire year. ' Philadelphia only. The Commonwealth Edison system had the highest peak load and the largest output of the central station systems, owing to its great railroad load. The New York Edison Co. took over the load of the Third Avenue Raihoad Co., approximating 28,000 kilowatts, but too late to make any impression on the yearly output. In this connection the output of the Niagara Falls Power Co. and the Canadian Niagara Power Co., which virtually constitute a single system, the stations being operated in parallel, is of interest. The peak load on that system occurred on March 8, 1912, and was 115,900 kilowatts. The output for the year, how- ever, was 868,392,750 kilowatt hours, and the load factor of the system (ratio of yearly average to highest peak in year) was 82.29 per cent, making it ia point of output the largest system in the wprld. The fig- ures, however, did not reflect natural conditions at Niagara Falls. During most of the year the output of each of the plants was rigidly limited by the restric- tions of the Burton Act, and during several months a part of the Buffalo load was suppUed from the plant of the Toronto Power Co., at Niagara Falls, Ontario. Figures for the total output of Niagara would run far beyond those quoted, but at the best would show that the steam generation of electrical energy is compar- able on terms of equaUty. In regard to electric current transmission, it is also to be noted that steam central stations have demon- strated their ability to operate in this field success- fully in a most surprising manner, and that it has been seriously suggested that electrical energy pro- duction wherever possible wiU take place at the pit mouth. To indicate what this might mean, it is suffi- cient to quote some figures given in his presidential address in November, 1910, before the British Insti- tution of Electrical Engineers, by Mr. S. Z. de Ferranti, who suggested that there was feasibUity, economy, efficiency, and greater pubhc wealth in taking the 150,000,000 tons of coal then used in England miscel- laneously and turning it all into electrical energy. He would furnish 131,400,000,000 kilowatt hours at a 60 per cent load factor from plants of a normal capacity of 25,000,000 kilowatts, and would group that appa- ratus into 100 stations, each of a capacity of a quarter of a mUlion kilowatts, in 10 units of 25,000-kilowatt capacity each. The generating and distributing plants would require only 500,000,000 poimds sterUng ($2,500,000,000). Instead of usmg up 150,000,000 tons of coal, these plants would require only 60,000,000, and taking all items into accoimt Mr. Ferranti esti- mated that the pubhc could be profitably served with current in some instances as low as one-fourth cent per kilowatt hour. Meantime a good deal of just such work has been done in the United States. One example is furnished by the Empire District Electric Co., operating in the zinc and lead mining district of Missouri and Kansas, which at the time of this report had in service 9 120 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. generating stations, 19 substations, 100 miles of 33,000- volt transmission lines, and an equal mileage of 2,300- volt distribution circuits. It served, besides, the run- ning needs of a scattered community of more than 150,000 people and 165 miles of interurban railway. This service of itself is not remarkable, but that it should grow and prosper where gas can be had for 25 cents per 1,000 cubic feet and coal is somewhere about $2 per ton speaks volumes for the practical advantages of electric power. Mining, however, involves peculiar conditions in the use of power, and experience has shown that under the circumstances of average use the power costs in mining run abnormally high. For instance, in one case of mine pumping it was found that even with fuel gas at only 12.5 cents per 1,000 cubic feet the actual fuel cost per 1 ,000 gallons pumped rose to 4.8 cents. "When the steam pump was dis- carded and an electric pump was installed in its place, the cost for the power fell to 8.3 mills per 1,000 gallons. In addition to more than 100 pumping installations, many motor-driven air compressors were in use, with hoists and other equipment, bringing the total con- nected motor load up to about 25,000 horsepower. Another instance is furnished from Iowa, where in 1909 the Bullock Public Service Co. bought the electric light plants at Missouri VaUey, with a popula- tion of 3,000; Blair, Nebr., 3,500 population, distant 15 miles; and Logan, Iowa, 2,000 population, 9 miles distant. None of these plants were able to pay any returns on the respective investments. They were replaced by a modern plant of a 62 5-kUo volt-ampere steam turbo alternator installed at Missouri Valley, and lG,500-volt transmission lines were built to Logan and Blair, with a 2-mile branch from the Logan line to Magnolia, Iowa, 300 population. A number of enterprising farmers who had been operating a gasoline plant built a 2-mile line to connect with the 2, 300- volt local distribution in Missouri Valley for 24-hour service. At Missouri Valley 2, 300- volt, 3-phase service was used for the local distribution, and at Blair and Logan 1,150 volts. At a meeting of the American Institute of Electrical Engineers in Pittsburgh early in 1913 it was stated that the West Penn system had during 1912 no fewer than 76 coal mines on its circuits with an aggregate load of 14,831 horsepower, each mine finding it more economical to use central station energy than to generate electricity for itseK. Another case is that of the Luzerne County Gas & Electric Co., at Kingston, Pa., which presents the very unusual condition of an electrical system, covering some 30 square miles of territory r^ht in the heart of a coal-mining region, selling a great deal of electrical energy to the mines and buying coal locally at current prices. It is in effect hauling coal from the mines and delivering back electric energy more cheaply than it can be generated at the mine mouth. A somewhat singidar set of cir- cumstances led to the unusual results noted. To begm with, the coal costs from $1.10 to $1.30 per ton, delivered. The refuse and screenings available at the mouth of the mine would be cheaper than the buckwheat used, yet it appears that, on investigating the relative economies, the saving by using the cheaper coal had been found not so great as might be antici- pated. In some instances this result was due to the scarcity of water supply at the mouth of the ordinary mine, and still more chargeable to the difficulty of utilizing very cheap fuel on a small scale. The eco- nomical burning of culm and similar fuel requires conveying apparatus on a large scale and can be best done in a plant much larger than the ordinary mine would require. Hence the central plant can afford to utilize cheap coal hauled from near-by mines and then distribute electrical energy back to the mines at a profit to all concerned. The coal is hauled to the sta- tion in carts and dumped into a large concrete coal bin, from which a motor-driven conveyor distributes it to the boiler room. It is not even burned on auto- matic stokers, nor are the ashes disposed of automat- ically, although an ash-conveying system has been installed. The operating conditions make the success of the plant in energy distribution all the more remark- able. The cost of fuel per ton is so low that any dif- ference secured by a more expensive plant would make the economy a questionable one until the plant had to carry a much greater load. The requirements necessary with coal selling at $3 or $4 prove uneco- nomical with coal at $1.25. Carrying out the same idea of a transmission system based on steam-driven generators, the Interstate Light & Power Co. went into operation in 1910 in the zinc and lead mining field in southwestern Wisconsin with a plant near Galena, on the Fever River, Illinois. This plant of 3,000-kilowatt steam-driven alternators deHv- ered energy at 33,000 volts, 60 cycles, over 27 miles of line to three substations across the Wisconsin line, from which 2,300-4,000-volt secondaries fed a large number of mines through local transformers reducing to 220 volts. The region thus covered economically and successfully embraces over 200 square jniles of hilly and rough country, where diOacult haulage made the price of fuel extremely high, and where the local water was notoriously bad for boiler supply. Energy was sold at the mines on a scale of 8 cents down to 2 cents for aU in excess of 80,000 kilowatt hours. A nunim-um charge was made of $1 per month per horse- power of connected load. The average rate secured by a mine consuming from 500,000 to 600,000 kilowatt hours was about 2.7 cents per kilowatt hour. GAS AND OIL PLANTS. Increase during 10-year period. — ^As the general sta- tistics show, there has been a very large increase in the use of gas and oil engines in the central siiation TECHNICAL ASPECTS OF THE PERIOD. 121 industry, with percentage gains of 576.4 in number and 811.5 per cent in horsepower during the 10-year period. The figures for 1912 are 1,116 engines with a capacity of 111,035 horsepower. It will be noted the average units are not large. Gas-producer plants. — Apparently no notable fea- tures require comment as to the use of engines depend- ent onUlumiaatiag gas, but other types have developed features of interest. Reference has been made to the use of lignite coal directly under the boilers of many central stations ; but it has also been employed ia gas- producer plants for gas engines, in spite of the trouble reported from plants required to meet sudden increases of load. The response of the producer to an increased demand for gas if the load rises quickly is generally slug- gish, and the engine will therefore suffer from insuffi- cient supply. This tendency of the lignite producer to balk under irregular load conditions has stood in the way of wider application where its low fuel costs and other advantages make it very useful. In discussing the lignite producer before the South- western Electrical Association convention in 1911, Mr. W. B. Head, general manager of the Stephenville, Tex., Light & Water Co., recounted his own satisfac- tory experience duriag four years' operation, 24 hours daily, of a 100-horsepower updraft producer plant doing both electric lighting and water pumping. The performance of this equipment he characterized as unqualifiedly successful, whatever troubles were met with having been of a purely mechanical nature, such as might occur with any internal-combustion engine. The Stephenville plant had been rvm. continuously 24 hours per day, except Sundays, when it was shut down 12 hours for overhauling. The cost of fuel, at 80 per cent load factor, had averaged under 5 mills per kilowatt hour. Unlike steam plants of equivalent sizes, producer plants of even very small ratings share the high efficiencies and the economies of the larger sizes. The Blooming Grove (Tex.) Ice & Electric Co. had had a 60-horsepower lignite producer-engine plant in operation during the pastthree years. The early experi- ences were quite disappointing, and for a time the plant was virtually a failure, minor misadjustments or broken parts, the causes of which were often ap- parently undiscoverable, resulting in refusals to start or run; but in 1912 the plant was reported as being in satisfactory operation. Night electric lighting service for 100 customers and the town water supply were ■furnished by the producer engine, the waterworks pumps being run during the night hours after the evening peak had been passed. The plant equipment comprised a 60-horsepower gas producer providing fuel gas for a vertical, double 12-inch by 13-inch cylinder engine running at 290 revolutions per minute. A 35-kilowatt, 2,200-volt, 60-cycle, single-phase alter- nator was belted to the engine flywheel, and from clutch-driven extensions of the engine shaft the air-lift compressor and high-duty water pumps were driven. Lignite from the Beargrass, Tex., field had been used in the producer. This fuel cost about $1 a ton at the mine and $2.10 a ton laid down at the plant when con- tracted for in quantities. For this had been substi- tuted Malacoff lignite from a nearer and newly devel- oped field, costing $1 .40 per ton laid down. The plant required about 1,500 pounds of lignite per 12- to 14- hour night's run, and about 20 carloads were used per year. During four to five months of the summer the plant was run 24 hours per day. Natural gas. — There are various natural gas central stations in different parts of the country, but it is more particularly, perhaps, in the Southwest that one expects to find them. A successful small station of the kind is that of the Independence Electric Co., at Independ- ence, Kans., a 775-kilowatt plant which in 1912 con- tained three different types of gas engines. In spite of cheap natural gas a number of the local industries were operated from the lines of the electric company, whose connected day load in motors was larger than its evening lighting peak. Under the average operating conditions of the Independence plant during a 30-day test, including periods of light as well as fuU loading, a kilowatt hour was produced for every 20 cubic feet of gas taken by the engines. This natural gas from the Oklahoma fields had a fuel value of about 950 pound Fahrenheit heat units per cubic foot. Under conditions of J to 60 per cent load at the time of another test, the engine produced a horsepower hour on 11.75 cubic feet of gas. Oil engines. — With regard to oil engines, the data for the plant of the Citizens Electric Light & Power Co. of Lebanon, Ind., are of interest. Its seK-igniting en- gines of the Diesel type had been in operation over six years in 1912. The principal equipment of thfe station comprised two 22'6-horsepower, 164-revolutions-per- minute, 3-cylinder engines, direct-connected to 160 kUovolt-ampere, 2,300-volt, 60-cycle, 3-phase alter- nators, and a 125-horsepower, 83-kilovolt-ampere, 225-revolutions-per-minute unit of similar tjrpe. The last of the larger units was installed in 1907, the other two engines having been in service since 1905. Each set was arranged with its own belt-driven exciter, and one engine could also be belted to an air compressor in the main engine room; but the compressed air for the plant was principally supplied by two motor-driven compressors in an adjoining room. At the rear of the plant building was the cooling tower for reducing the temperature of the engine-jacket water. The fuel used in the engines was a partly refined heavy oil, testing 30° Baum6 and containing about 19,000 pound-Fahrenheit heat units. From it the sulphur and other materials were removed. The oil 122 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. cost 2.75 cents per gallon delivered in tank cars to the 11,000-gallon underground storage container, 30 feet south of the plant. The engines derived their immediate fuel supply from two 30-gallon steel tanks within the station, into which the oil was pumped by hand from the underground reservoir once every hour. The quantity of oil fed was exceedingly small. Under ordinary conditions the engines consumed from 10 gallons to 20 gallons of oil per hour, and produced 10 kilowatt hours per gallon of oil. The cost of produc- ing a kUowatt hour in the Lebanon plant had averaged 2.8 mills for fuel oil alone and 1.9 miUs for labor. Three men were employed about the station, but one of them gave only half of his time to the operation of the plant, having also outdoor charge of making arc- lamp renewals, overhead repairs, etc. Lubricating oil and waste averaged 0.2 mill per kilowatt hour. The plant had an excellent load factor, its total output averaging about 41 per cent of the 24-hour equivalent of its maximum demand. During the eight hours of the working day its load due to motors averaged 78 per cent of its evening peak. Among the profitable power services supplied by this station was the city waterworks pumping plant, whose 60-horse power load occurred 18 hours daily during off-peak periods; a 25-horsepower planing mill, a 50-horse- power flour mill, and 60 horsepower in motors in a cream-separator factory. There was a total of 518 horsepower connected in 3-phase motors. WATER POWEE. The remarkable extent of the development of water power in central station systems and transnaission enterprises has already been referred to. It is true that the increase of such capacity applied separately to electric railways as shown by the statistics of that industry was no less than 859 per cent, but the total water power used by electric railways in 1912 was only 471,307 horsepower, as compared with 2,471,081 horsepower for central stations. This indicates that the railways as such have not gone in for the develop- ment of hydroelectric energy of their own on a large scale devoted specifically to street-car operation; a fact further estabhshed by the significant disclosure that with 6,000,000,000 kilowatt hours of current produced by railway power plants, nearly half as much more was purchased. Undoubtedly a large part of that came from central station steam plants, as in Chicago, New York, Boston, or Philadelphia, but a considerable pro- portion was taken from the hydroelectric systems whose output is embraced in this report, in the development of which, however, utilization in some degree by street railways was a factor. Thus the production of elec- trical energy at Niagara is registered enth-ely in the central station report, but the current itself not only is used in the operation of the local street railways. but is dehvered for traction purposes at Buffalo, Rochester, Syracuse, and other points. While the period covered by this report included some extraordinarily large and important enterprises, to which attention wiU now be called, it is worthy of note that few such have been of recent origin, one rea- son being that their construction and maintenance has proven in many cases expensive and unprofitable, as exemplified by two of the undertakings whose large financial requirements had much to do with the panic of 1907. It is also maintained that the restrictions and onerous regulations thrown around water-power development of later years with the idea of protecting the public have operated as a severe check, driving away capital that at best has had a poor return from this form of investment, and thus leaving the powers to remain wasted and the water stiE to flow idly to the sea. This is not the place to discuss the various poHt- ical features of the "conservation" movement, but there is an obvious relation between the advance and perfection of such an art and the manner in which the investor is invited or repelled. If one feature more than any other could be said to arrest the gaze of the observer in the central station field to-day, it would be that of the consohdation into one system of numer- ous small plants in a given territory, requiring the application to ordinary central station operation of the principles and practices that hitherto have applied to pure power-transmission systems. It was the habit, only a few years ago, to think of central stations and of power-transmission systems as things apart. To- day, so swift is the march of events and improvement in the field, the two arts are found overlapping, blend- ed, merged, and the whole revolution is predicated upon the conservation and utilization of hitherto wasted re- sources of power, upon the greater economy possible in dealing with existing equipment, and upon cheaper, better service to the public. At the water-power con- ference of the National Electric Light Association held in New York in April, 1911, and addressed by Secretary of the Interior Fisher, it was stated by the chairman, Mr. Henry L. Doherty, that over 33,000,000 unreser- voired horsepower of hydroelectric energy still awaited development in the United States, and that at least $200,000,000 a year could be saved in coal, but that $7,000,000,000 would be required to create the neces- sary plants. Pennsylvania Water Power Co. — The notable water- power plants of the period have been of both high and low head. One of the most striking is that of. the Pennsylvania Water & Power Co. at McCaUs Ferry, Holtwood, Pa., on the Susquehanna Eiver, which, next to the St. Lawrence, is the largest stream flowing into the North Atlantic, drains 27,000 square miles, and takes up the annual precipitation over that area of approximately 42 inches. One of the largest in the PENNSYLVANIA WATER AND POWER CO., McCALLS FERRY, PA. 1. POWER HOUSE, SUSQUEHANNA RIVER. 2. GENERATING STATION, FIRST FIVE MAIN GENERATORS. (Face p. 122.) TECHNICAL ASPECTS OF THE PERIOD. 123 world, the dam is half a mile in length, and is built of solid reinforced concrete with an average height of 55 feet and a base width of 65 feet. The storage reservoir thus formed covers an area of more than 3 square miles. The power house is also built of rein- forced concrete at the easterly end of the dam, and is itself no less than 500 feet long, providing space for 10 hydroelectric units with a total maximum capacity of 120,000 horsepower, 7 being installed. The first five water wheels were of the vertical type, 15,300 horse- power each, and the later ones, of the same type, have by change of design been carried to 18,000 horsepower each. The generators are 3-phase, 25-cycle, 11,000- volt, the largest having a capacity of 12,000 kilowatts each, with the water wheels at 94 revolutions per minute under 53 feet head and 80 per cent gate opening. These are unusually large units for hydro- electric work. Within a radius of 75 miles of the plant over 750,000 horsepower is being developed by steam, iudicating the size of the market to be supplied. A large amount of power has been suppHed to the Consolidated Gas, Electric Light & Power Co. and the United Railways & Electric Co. of Baltimore, 40 miles away, as well as to the Baltimore & Ohio Eaihoad. The Edison Electric Co. at Lancaster, Pa., 20 miles away, is also suppHed. The first transmission line to Baltimore on a 100-foot right of way has 500 steel towers ranging in height from 58 to 120 feet, carrying two 70,000- volt circuits each consisting of three aluminum cables. This line is to be duplicated, owing to the rapid ia- crease iu demand for energy. The receiving substa- tion in Baltimore has transformer capacity to handle 80,000 horsepower and provision for an ultimate 100,000 horsepower. Mississip'pi Biver electrical development at Keokuk, Iowa. — The completion of this immense hydroelectric enterprise, involving an expenditure of about $25,- 000,000, was one of the notable engineering achieve- ments of 1912-13. The plant of the Mississippi River Power Co. at Keokuk, Iowa, is one of the largest that have ever been undertaken in this country and ranks highest among the plants of its kind in the world. It is located at the foot of the Des Moines Rapids, a dam having been constructed across the river between the cities of Keokuk, Iowa, and Ham- ilton, 111., and the power house erected on the Iowa side. The history of the project of developing power from the Des Moiues Rapids dates back as far as 1848, but no success attended the various attempts until in 1899, when the Keokuk & Hamilton Water Power Co. was organized, with a capital of about $2,500, raised by the sale of stock. The city coimcils of Keokuk and Hamilton were applied to for help, and by tmanimous consent of the citizens $7,500 was ap- propriated and turned over to the promoting company, every cent of which has been paid back to the city treasuries. With these funds at their disposal further investigations were carried on, and Congress was ap- plied to for a franchise, which was granted early in 1905 after a thorough investigation to safeguard the rights of the public. In the early part of 1910 sxifficient capital had been assured for the larger enterprise, and the actual work on the construction was started on January 5, 1910, just 30 days before the franchise expired. The Mississippi River Power Co. was formed in the spring of 1911 to succeed the old Keokuk & Hamilton Water Power Co., and is now the owner of the entire plant and equipment. Current was delivered to St. Louis on July 1, 1913, as provided by contract made long before this water- power development was even an assured project. The idtimate capacity is 300,000 horsepower. The present power-house installation comprises only one- half of the final equipment, although the substructure of the building is complete for the second section, which will be erected as soon as the demand for addi- tional power warrants it. Several transmission lines have been erected, one 110,000- volt line covering the territory along the river as far south as St. Louis, 144 miles from Keokuk; one 66,000-volt liae from Meppen to Alton; two 33,000-volt lines, one to Hannibal and one to Quincy; and one 11, 000- volt line covering the territory up the river to Burlington. The bulk of the present energy is disposed of in St. Louis, where 60,000 horsepower is contracted for on a 99-year lease. The plant consists of the dam across the river, the power house, a navigation dock and dry dock, a retaining wall for protecting the radroad tracks, and an ice fender — all one concrete mass with a total linear dimension of 2^ mdes. One of the restrictions made by the Government when granting the franchise was that a deep waterway must be maintained, the old locks, dry dock, and canal being submerged under many feet of water with the new development. A lock and dry dock had therefore to be built by the water- power company and ceded free of cost to the Govern- ment, which has complete ownership of them. The lock, 400 feet long and 110 feet wide, is one' of the largest in existence, the width being the same as that of the Panama Canal locks. Power for operating both the lock and dry dock, as weU as the machine shops, is also furnished free from a separate turbine- driven air-compressor plant built by the company and turned over to the Government. The dam is of the gravity type, built of mass con- crete without reinforcement and keyed down into the limestone bottom of the river about 5 feet. The structure, including the east and west abutments, has a total length of 4,649 feet, a width of 29 feet at the top and 42 feet at the bottom, and a height from the bottom averaging about 53 feet. It com- prises 119 equal spans, consisting of arches supported on piers between which the spillway sections are 124 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. placed. The structure therefore acts as both a bridge and a dam, with the water flowing over the spiQways beneath the arches. The piers are 6 feet wide, and the spillway sections 30 feet long and about 32 feet high. In designing this dam the extreme variations in the stream flow of the river had to be provided for, varying from a minimum of 20,000 cubic feet per second to a maximum of 372,500 cubic feet. While the normal operating head is 32 feet, this will vary from 21 to' 39 feet from high to low water. It was also necessary to hmit the water level above the dam to prevent flooding of such land as had not been included in the flowage lands. The height of the spillway has therefore been designed to take care of the limit of the upper level. In order to keep the water above the dam at a constant level with smaller flow, steel gates have been provided on top of aU the spillways. In extreme high-water periods these gates are all open, while at lower stages a sufficient number will be closed to maintain the pool above the dam at the proper level. The spillway gates are built of steel truss framework faced- with steel plates, and they are raised or lowered by means of two electrically operated derricks, travehng on a track on top of the dam. Two standard-gauge railroad tracks previously used for construction are also located on the dam and serve the gates. The erection of this dam across the Mississippi River at Keokuk has formed a lake which covers an area of approximately 43,000 acres. It extends 65 miles upstream to Burhngton, Iowa, and varies in width from 1 to 3 miles. Navigation for this distance, which formerly was very difi&cult during low-water periods, has therefore been greatly benefited. The power house is located some distance from the Iowa shore, the intervening space forming the f orebay. It lies almost parallel with the river, and the water runs through the intakes and draft tubes nearly at right angles to the river flow, resuming its normal direction in the taikace, which is excavated in the river bed from the upper end of the power house along its entire length and for some distance beyond the downstream end. The total length of the power house is 1,708 feet. It has been completed to its full height on the forebay side for the entire plant, including the future exten- sion, while on the river side the downstream half has been built above high water. It includes, however, the draft-tube openings for the future units. The width of the building is 132 feet 10 inches, and the total height 177 feet 6 inches, of which the height of the substructure to the generator floor is 70 feet and to the transformer floor 78 feet. The height of the generator room is 68 feet, which gives ample head room for the traveling cranes, aiid makes it possible to take out the turbine runners with their shafts and carry them to the repair shop at the end of the genera- tor room. To gain head, and in order that the draft tubes might always be covered with water, the power-house foundation has been extended down in the bedrock of the river about 25 feet below the hmestone bottom. The substructure is built entirely of concrete, the intake, scroU chambers, and draft tubes being moulded in. It contains 211,400 cubic yards of concrete. The superstructiu'e is a reinforced concrete building of massive, dignified design, containing four floors. The generator room is located on the main floor along the river side. The exciter sets and transformers are installed in compartments in the center of the build- ing, while the gateroom occupies the shore side of the building. The floor level for the exciter, transformer, and gate rooms is 8 feet higher than the floor of the generator room. ; For the low-tension switches, bus- bars, and reactances, there are provided two narrow mezzanine floors in the center of the building. Except at the ends, where, additions are bmlt out over the generator room to accommodate offices and store rooms, the fourth floor extends for the entire length of the building on the shoreward side only. This floor contains the switchboard-control room, the 11 0,000- volt switches, busbars, and lightning arresters. From the forebay the water enters each turbine through four intakes converging into a scroll chamber moulded in the concrete around the turbine. The design of this spiral-formed scroll chamber and the intakes has been made very carefully in order to in- sure an equal velocity and force of the water all around the circumference of the wheel and thus obtain the highest efficiency possible. Three of the intakes for each turbine are entirely separate from the fourth, uniting in a common passage some distance from the scroll chamber for passing the water to the farther side of the wheel, while the fourth intake supplies the water to the near side. The scroll chamber has an average diameter of 39 feet and a height of 22 feet. The outer openings of the intakes, which are 7^ feet wide by 22 feet high, are provided with steel gates sHding in cast-iron guides. For raising these gates, as wefl as the screens, a 75-ton traveling crane is provided, running the fuU length of the gatehouse. For lowering the gates, however, there is a separate brake mechanism for each gate. The water from the turbines is discharged to the tailrace through concrete draft tubes. These are about 60 feet long, gradually curved from a vertical to a horizontal direc- tion. The foimdations at their outlets are about 25 feet below the normal river bed. The draft tubes have a diameter of 18 feet at the wheels, but their cross section changes from a circular shape at this point to an oval at the outlet, the tailrace open- ings measuring 22 feet 8 inches in height by 40 feet 2 inches in width. This enlargement and change in shape is calculated to reduce the discharge velocity MISSISSIPPI RIVER POWER CO., KEOKUK, IOWA. 1. GENERATING STATION. 2. CONTROL SWITCHBOARD. (Face p. 124.) o O I TECHNICAL ASPECTS OF THE PERIOD. 125 of the water to four feet per second at the outlet into the tailrace. The initial installation comprises 15 turbines of the vertical single-runner tj^e with a normal rating of 10,000 horsepower each, based on a head of 32 feet. Their design is, however, such that they wiU operate eiii- ciently with a head varying from 21 to 39 feet. The actual speed is 57.7 revolutions per minute, the specific speed 338, and the maximum efficiency at normal head about 88 per cent. The turbine itself is placed at the bottom of a large concrete-encased steel cylinder called the pit liner. Bolted to the upper and lower ends of this steel shell are large cast-iron rings, we^hing 30 to 40 tons each, which support the entire weight of the unit, or ap- proximately 1,000,000 pounds. Each turbine has 20 cast-steel guide vanes, which are placed just below the pit-liner cylinder between two heavy cast-iron foimdation rings, which are separated by 8-inch bolts. Each runner has 16 vanes, the outside diameter at the bottom being approximately 17 feet and at the top 12J feet, the length being 11 feet. The rutmer is mounted on a forged-steel shaft, which has a diam- eter of 25 inches and is coupled to the generator shaft above. The weight of each runner alone is 64 tons, while the weight of the total revolving element, including the water thrust and the generator field, is 275 tons. This weight is carried by a thrust bearing at the top of the wheel and below the generator, the bearing being supported from the upper foimdation ring. Two guide bearings are also provided for each turbine unit. Two different kinds of thrust bearings are used. Twelve of the units are equipped with combination oil-pressure and roller bearing. Under normal operation, oil is forced between the two bear- ing faces at 225-pound pressure, separating these by a thin film of oil, on which the revolving element is supported. However, if for any reason the oil press- ure or supply shoidd fail, the upper bearing plate will settle down on a set of oil-immersed steel rollers, which will then carry the weight of the rotating ele- ment without interrupting the operation. The three remaining thrust bearings require lubrication at only atmospheric pressure. For lubricating the pressure-type thrust bearings each unit is provided with a separate triplex oil pump chain-driven from the governor shafts and having a capacity of 150 gallons per minute at 225-pound pres- sure. A central oil-supply system for the thrust bearings is also installed, to be used in case of emergency. This consists of two motor-driven triplex oil-pressure pumps located in the main pump room and pipes to the different bearings. The lubricating oU for the guide bearings is furnished by either two water-wheel driven or two motor- driven pumps. The oil is pumped to large tanks, whence it flows by gravity to the bearings and thence to reservoirs under the lower bearings. From the reservoirs it is pumped to the filtering and central supply tanks. The oil can also be simultaneously pumped directly to the bearings and the gravity tanks. Revolving indicators, designed on the principle of water meters, are inserted in the piping leading to the guide bearings of each unit. These indicators are so adjusted that a certain number of revolutions correspond to a certain quantity of oil. Thermometers have been inserted in the ingoing and outgoing oil-supply pipes for each unit. In addition to the main units there are two smaller tinbines for driving the auxiliary generators furnishing .power to the motor-driven exciters. These turbines, of the vertical type, have a capacity of 2,200 horse- power and a speed of 125 revolutions per minute. The regulation of each turbine is accomphshed by a specially designed oil-pressure governor, the balanced guide vanes being controlled through an exposed oper- ating mechanism from the actuators, which are located on the generator floor in front of each unit. The operating mechanism consists of a rocker ring carried on baU bearings and connected by links to the cranks on the guide vane stems. The rocker ring is operated by means of piston rods from two high-pressure regu- lating cylinders, which, together with the relay valves, are located on the thrust-bearing floor. Under 200-pound oil pressure, these cylinders develop 250,000 foot-pounds, and the oil pressure is furnished by a separate induction motor-driven triplex pump for each unit. This pump and motor, as well as the accumu- lator and receiving tanks, are also installed on the thrust-bearing floor. By means of automatic control the pump is started up if the pressure faUs below 140 poimds and continues to nm until it has reached 180 pounds. The speed-control element and the anti- racing devices are instaUed in the governor pedestals on the main floor, and the governor fly baUs are driven mechanically from a countershaft. On the governor pedestals are mounted various gauges indicating the ofl pressure, the gate opening, and the speed, vs^hile the atitomatic regulation can be changed over to hand control if desired. The governor mechanism is also equipped with a motor connected electrically to the control switchboard, in order that the switchboard operator can control the speed of any unit when synchronizing. The governors maintain the speed steady within one-half of 1 per cent, and on decrease in load bring the speed to normal within five seconds. The 15 main generators are located directly above the turbines and are spaced along the generator room 48 feet apart. Two auxiliary generators are equipped with direct-connected exciters mounted on top of the units, while the individual exciters for the main generators are motor-driven, the sets being instaUed in compartments on the same level as the gatehouse floor, 8 feet above the generator room. These ex- citer compartments are entirely open toward the 126 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. generator room, and openings are further provided in tlie partitions between the compartments, thus affording a continuous passage through the whole length of the exciter gallery. The auxiliary exciter, lighting and power transformers, as well as the aux- iliary switchboards, are aU located ta compartments on this gallery, facing the generator room. The large main transformers are installed on the same floor level and back of the exciter sets, in com- partments opening toward the gatehouse. The low-tension busbars and oil switches are located above these compartments. The high-tension room occupies almost the entire top floor of the gateroom section of the buildiag, at the same elevation as the roof of the generator room, and divided into a number of compartments, or, rather, rooms, for separating the variotis high-tension switches, lightning arresters, connections, etc. The outgoing hnes run through bushiags to the roof structure, to which the long river spans are anchored. These roof structures also support the line-disconnecting switches and the Ughtning-arrester horn gaps, while the arrester tanks are installed on the high-tension switch-room floor. The control switchboards are located in a large room at the south end of the high-tension switch-room floor, entirely shut off from the generator room; but, by descending a short flight of stairs to an inspection, gallery, a view of the entire generator floor is obtained. All the pumps for water, vacuum, and air-compressor systems are located in the tunnel below the trans- formers. The present rastallation comprises the 15 main units of the 3-phase, 25-cycle, vertical revolving-field type, having 52 poles and operating at a normal speed of 57.7 revolutions per minute. They have a maximum continuous rating of 9,000 Idlovolt-amperes, at 11,000 volts, and when operating at 80 per cent power-factor the temperature rise will not exceed 50 degrees Cen- tigrade on the armature winding measured by resist- ance or temperature coils placed in the armature slots between the top and bottom coils, 50 degrees Centi- grade on the field winding measured by resistance, or 50 degrees Centigrade on all other parts measured by thermometer. The machines are designed for a high internal reactance, limiting the instantaneous short- circuit current to about five times the normal value. At the same time they have an inherent regulation of approximately 8 per cent at unity power factor and 20 per cent at 80 per cent power factor. The system of excitation is of unusual interest. In order to obtain the greatest flexibihty, each generating unit is provided with a separate exciter. These are naotor-driven and operate at a much higher speed than would have been possible with direct-connected units. The exciter sets receive their driving power normally from an entirely independent source, consisting of two auxiliary water-wheel driven alternators feeding into a set of busbars which run the full length of the station; sectionali2dng switches being proArided only in the middle so that if desired the bus can be di\T.ded into two sections with one a*uxiliary alternator connected to each. The exciter sets can also be fed from the main bus, four step-down transformers being provided for this purpose. They connect the main bus with a second auxiliary exciter bus, sectionalized in four groups with one transformer ior -each group. Con- nections can also be established, in case of emergency, with one of the duphcate storage batteries used ordinarily for the operation of the oil switches. The two auxiliary alternators are equipped with individual direct-connected exciters, and regulators serve to keep the auxiliary bus voltage constant. Besides supplying the exciter sets, energy is also nor- mally taken from this bus for the power and Hghting of the station. The field current is conducted directly from the motor-driven exciters to their respective generators, the commutator brushes of the former simply being connected to the collector ring brushes of the latter, with solenoid-operated field switches inserted in one of the leads. The regulation is accomplished by adjust- ing the fields of the individual exciters, thus ehminat- ing large field rheostats and energy losses in the main field circuits. Each exciter is provided with its own regulator, and parallel operation with compensation for cross currents is obtained by means of current and potential transformers which are installed in the gen- erator leads and connected 90 degrees out of phase with each other. The two auxiliary alternators are of the vertical type direct connected to water wheels. They have a maxi- mum continuous rating of 2,000 kilovolt amperes at 460 volts and operate normally at 125 revolutions per minute. Their general design is the same as that of the main units, with the exception that each is equipped with a direct-connected exciter mounted on the upper bearing bracket so that the machines can be started as self-contained units. The upper bearing bracket also supports a roller thrust bearing which carries the weight of the total revolving element, including the water-wheel runner and the water thrust. There are nine main 3-phase oil-insulated water- cooled transformers of the shell-type construction, with a maximum continuous rating of 9,000 kilovolt amperes and a temperature rise not exceeding 50 degrees Centigrade based on an ingoing water quan- tity of 46 gallons per minute at a temperature of 27 degrees Centigrade. The low-tension, 11,000-volt winding is delta connected, and the high-tension 110,000-volt winding Y connected. The high-voltage winding is very heavily insulated and has been sub- mitted to a one-minute high-potential test of 250,000 volts from primary to secondary and core, and across the full winding, while the high-tension bushings have HIGH TENSION SWITCHING EQUIPMENT, ST. LOUIS SUBSTATION, ELECTRIC COMPANY OF MISSOURI TECHNICAL ASPECTS OF THE PERIOD. 127 been tested at 450,000 volts. The efla.ciency of the transformers at normal load is approximately 98.5 per cent; the regulation at unity power factor is 1.3 per cent, and the reactance 5.7 per cent. The supporting framework, which holds the core and coils together, is built of structural I-beams, channels, and angles. The tanks are made of boiler plate reinforced by numerous ribs and designed to withstand atmospheric pressure. The top covers are provided with gaskets, making the transformers practically air-tight. However, a 4-inch overflow pipe is provided and sealed with oil-paper gaskets. The cover, core, and leads can be lifted out of the tanks without detaching any parts, while the whole unit rests on a wheeled truck which permits moving the transformer from its compartment out into the gatehouse where it may be handled by the crane. , The cooling coils are of l^Lnch wrought-iron pipe, each coil being made up ia three sections, the total length being 1,834 feet. They are designed to with- stand a water pressure of 500 pounds per square inch. The water for cooling pm-poses is pumped from the gatehouse by motor-driven centrifugal pumps, after which it is filtered and led to the cooling coUs. A duplicate system of piping is provided, the valves and visible discharge nozzles being mounted back of the transformer compartments on the waUs facing the generator room. Ea,ch transformer requires about 10,000 gallons of insulating oil, and a complete piping system with pumping equipments has been installed for handling this between the cars, tanks, and the various trans- formers. Large storage tanks for both filtered and unfiltered oil are installed in separate compartments in the lower tunnel below high tailrace water level, the tanks being embedded in sfend as a fire protection. Each transformer occupies a floor space of approxi- mately 9 feet by 16 feet. The height to the top of the cover is 18 feet 6 inches, and to the top of the high- tension leads 24 feet 3 inches. The weight of the complete transformer units, including the oil, is 246,000 pounds. The contract entered into to supply 60,000 horse- power of electric energy to the public utilities of St. Louis is very elaborate. The base rate made is $18 a horsepower year at 60 per cent load factor. However, by an interesting provision, it is agreed that there shall be a revaluation every 10 years, made by arbi- trators, if necessary, to fix anew the rate for electrical energy according 'to the fluctuation in the market price for coal as determined by taking the average for a term of two years before the date of revaluation. The base rate for coal is taken as $1.42 a ton. For each increase or decrease of 1 cent in the price of coal a corresponding increase or decrease of one-half of 1 per cent shall be made in the price of the hydro- electric energy. Thus, if in 10 years the price of coal has gone up 20 cents a ton, the price of the energy de- livered in St. Louis wUl be advanced 10 per cent. making it at that time $19.80 a horsepower year. Similarly, a reduction in the price of coal will mean a reduction in the price of electricity under the St. Louis contract, which is for a term of 99 years. Other low Tieads. — The report of 1905 described a plant of 21 feet head belonging to the Indiana and Michigan Electric Co. on the St. Joseph Eiver, Michi- gan. On the same river the same company has ob- tained 2,000 horsepower from a 10-foot-faU plant near Buchanan. The concrete dam has a spillway 396 feet in length, its sill creating a head of 10 feet above the tailrace. The generating plant is housed in a brick structure 272 feet long on a massive concrete foimda- tion forming part of the dam. In October, 1911, an interesting plant was put in operation under an 11-foot head at Marseilles, III., sup- plying energy to half a dozen lighting systems as well as to 125 miles of interurban railway. The Marseilles plant utilizes water from the Illinois Eiver, which was first dammed at that point some 40 years ago. Power is still supplied to local industries from the faU thus made available and also to this new plant. The diffi- culties in utilizing so low a head for hydroelectric work are the very I'ow speed of the wheels, if the indiAddual wheels are to be of any considerable power, and the regulation, which becomes increasingly difficult as the head falls. There is also very frequently extreme trouble from "drowning out" the wheels during times of flood, and extraordinary means have often to be taken to secure anything like uniform speed of the wheels on account of the variable head. In this par- ticular instance the trouble from variable head was less than would be found in many comparable plants. With only 11-foot head available, large horizontal turbines were practically out of the question. It has been not unusual in such cases to install several tur- bines with vertical shafts connected by beveled gears to a common driving shaft by which, either directly .or indirectly, the generator is driven. In this way it becomes possible to combine several fairly high-speed wheels on a single generator which can then be of normal construction and speed. The objections to this plan are the loss of efficiency in the gearing and the amount of space taken. Such construction calls for costly mechanical equipment and a loss of energy in the gears greater than would ordinarily be found in a change of the design in the dynamo to adapt it to lower speed. European practice has gradually drifted away from this construction for hydroelectric work toward the use of special very low-speed generators, direct- connected to the water wheel on the vertical shaft. In the Marseilles power house this later plan of oper- ation has been adopted with admirable results. The old hydrauhc equipment did not lend itself readily to this arrangement and there was installed in the new power house along the old Unes, three 62-inch tur- bines being geared to a common horizontal shaft driving a single generator, in such groups as fully to 128 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. utilize tte old equipment. The later units are of 320 Mlovolt-amperes each. The generators are of a typi- cal umbrella type, each directly driven from a 74-inch vertical-shaft turbine at 75 revolutions per minute. One specially interesting feature of the equipment is the means taljen to support the weight of the revolving parts, necessarily considerable, since in addition to the runner of the turbine the rotor of the generator is some 10 feet in diameter. The low head and con- siderable weight were uiifavorable to the use of the ordinary water-step support, and in this case the entire weight of the revolving parts is taken on a roller bear- ing, oil-lubricated, at the top of the umbrella. In other words, the rotor and the runner are hung from a thrust bearing at the top of the unit, where they can be inspected with the greatest readiness. The ar- rangement is such that the rotor and, if necessary, the ruimer can be easily lifted out by the traveling crane. Each individual turbine is controlled by a quick-act- ing governor, operated by pressure oil and controlled by a push-button switch on the main board, so that the speed of the machines can be very easily adjusted for the purpose of synchronizing. A plant with 13-foot head was started in July, 1910, Ln north-central Kansas by the Rocky Ford Milling & Power Co., securing 800 kilowatts in capacity from 3-cycle, 60-volt generators, delivered into the city of Manhattan, 3 miles away, at a pressure of 6,600 volts to a local distributor, the Manhattan Light, Ice & Power Co., which maintains its steam plant as a stand- by. The generating company does not sell its energy outright to the distributing company, but accepts as its payment a fixed proportion of the amoimt paid by the consumer at his prevailing rate. By this arrange- ment the distributor pays aU the charges for getting the current dehvered to the rertail purchaser, as well as for selling, metering, billing, and other local expenses. Water power development in Atlantic seaboard and East South Central states. — In the Atlantic seaboard states the medium water-power heads have found their development, while on the Pacific slope extremely high heads are not uncommon. The census period has witnessed several important developments both in New England and south of the national capi- tal. In New England the conspicuous example is the Connecticut River Transmission Co., which, beginning a few years ago with a plant on the river at Vernon, Vt., of 20,000 horsepower, has grown into a large enterprise, reaching through its circuits such cities as Fitchburg, Chnton, and Worcester, Mass., and Provi- dence, R. I., with energy developed at a series of plants aU capable of feeding into the common transmission network, in which the line pressure runs up to 120,000 volts. The Southern Power Co. has long been a leader in electrical power development and transmission, and its work has been instrumental not only in stimu- lating a great variety of industries in North and South Carolina, but in setting an example to other sections of the country. This company now has operating voltages of 100,000 and transmits energy to a distance of 210 miles, a range exceeded slightly at probably only one or two other points within the United States, and nowhere else in the world. An interesting southern plant which went into opera- tion during 1911-12 is the third installation of the North Carolina Electrical Power Co., of Asheville, N. C, on the French Broad River, 25 miles northwest of that city, in the mountains. The normal rating of the plant is 5,000 horsepower, and it represents in roxuid figures an expenditure of $500,000, or $100 per horse- power. To make a suitable site it was necessary to raise and rebuild 2.5 miles of the track of the Southern Railway, which skirts the river at this point. The track at the dam was raised 20 feet higher than the old roadbed, the total excavation amounting to about 60,000 cubic yards, 80 per cent of which was of soUd granite. The change in roadbed alone cost $75,000 and required one year to complete. All of the reloca- tion work was done without interference with traffic, although there were operated over this line an average of from 30 to 40 trains per day. The dam is 630 feet long, 30 feet high, 43.75 feet thick at the base and 11 feet at the top. It is built of very heavy concrete, the large stones in some instances representing 5 cubic yards. The downstream face of the dam is curved in such a manner as to insure that the water will always cHng to the surface and prevent the formation of a vacuum under the falling sheet. In the dam, next to the power house, are two circular mud gates, 7 feet in diameter, which are opened and closed by an elec- trically driven pump in the power house. The gates and cylinders are entirely submerged. The four pen- stock gates are among the largest cast-iron gates made; each gate covers a clear opening of 18 feet by 7.25 feet, and weighs 13 tons ; and they are operated in pairs by an electric motor. There are two 1,875-kilowatt, 3-phase units, 60-cycle, 6,600 volts, with vertical shafts, the exciters being on top of the alternators. For transmission the electromotive force is stepped up to 66,000 volts. Duplicate transmission lines have been built on private right of way, one on the west side and the other on the east side of the river, to Plant No. 2, 6 miles northwest of Asheville, where there is a substation for distributing energy to Ashe- ville, Canton, and other places. The other two hydro- electric plants owned by the company develop 4,000 horsepower, all of which has been utilized in Asheville. One of the most notable of the recent hydroelectric developments in the South is that of the Ocmulgee River by the Central Georgia Power Co., at Lloyds Shoals, Ga., midway between the cities of Atlanta and Macon, where four streams, the South, Yellow, Alcovy, and Tussahaw Rivers, unite the liquid resources of a huge watershed and afford an unusually vast reservoir capacity. The reservoir itself has an area of some TECHNICAL ASPECTS OF THE PERIOD. 129 4,000 acres, estimated to contain at least 3,000,000,000 cubic feet of water, and tlie water lias been backed up by its creation for a distance of 15 nailes.' The dam is 11 feet wide at the crest, 95 feet wide at the base, and 1,710 feet between the abutments. It is erected -be- tween two high bluffs, which with the river bed are of soUd gray granite. The power house, integral with the dam, is 200 feet long, while the spillway occupies 728 feet. The power house is a brick and steel structure, designed for six main generator units of 3,000 kilo- watts, at 60 cycles. The voltage of 2/300 is stepped up to 63,000 for the long-distance transmission serv- ice over '41 miles to Forsyth and Macon on the south and 18 miles to Griffin on the north. Steel-tower transmission lines are used, the towers being on an average 500 feet apart. The right of way, which is owned by the company, is 100 feet wide and entirely cleared of standing timber. The Central Georgia Co. is a wholesaler, deUvering to customers in a field where there is widely diversified industry requiring energy in considerable blocks, for cotton nulls, cottonseed-oil mills, breweries, flour mills, fertilizer factories, packing plants, brick fields, knitting mills, railway plants, etc. Another notable southern installation of the period is the 27,000-horsepower hydroelectric plant of the Eastern Tennessee Power Co. on the Ocoee River at Parksville, Tenn. The dam, built of concrete, is 840 feet long at the crest and is from 115 to 125 feet thick at the base, with a spillway 362 feet in length. The water enters the penstocks at a point about 30 feet below the crest. The main building of the power house, 165 feet long and 35 feet wide, situated immedi- ately below the dam, of which its superstructure is an integral part, contains five main generating units, each rated at 5,400 horsepower when operating under 98 feet head at 360 revolutions per minute. The energy is generated at 2,300 volts, the electromotive force being raised to 66,000 volts by transformers housed in a wing at the north of the main building. In addition to the 27,000 horsepower available from this plant, provision for a secondary development of 11,000 horse- power at Parksville has been made by building two openings in the dam, to which penstocks leading to a power station about 400 feet below the dam will be attached. The energy available from this source will be used as a reserve to the main plant. Besides these plants, a second development of 20,000 horsepower has been under construction on the Ocoee River, the available water-power resources of which aggregate 75,000 horsepower. Energy is transmitted at 66,000 volts over two 3-phase circuits to Cleveland, Tenn., a distance of 13 miles from the plant; and from the switching station in Cleveland, where the lines separ- ate, the energy is carried over single-circuit wood-pole lines 26 miles west to Chattanooga, Tenn., 85 miles northeast to Knoxville, Tenn., and 75 miles south to Rome, Ga. 58795°— 15 9 High-head water-power plants. — ^Examples of low- head and medium-head hydroelectric plants are found chiefly in the Central, Eastern, and Southern states, and it is to the Pacific slope that one looks for the high-head systems and the more spectacular instances of power transmission. One such system is that of the Arizona Power Co., which has no great river flow to depend upon, but uses water direct from springs. Such a plant is quite exceptional. The source of power is the overflow from springs at Fossil Creek, which pour from luiknown subterranean depths in Gila County, Ariz. These springs are heavily minerahzed, so that the deposit from them coats the surroundings in a way that suggested the name. On investigation they proved to yield a flow which, except when temporarily swollen by one of the rare rainfalls of the region, remains absolutely constant year in and year out at 43 cubic feet per second. This is not a large quantity, but, backed by a drop of 1,600 feet, it makes a power with large possi- bihties. In the present development the whole of the head has not been utflized, since by employing the lower 1,100 feet it was feasible to utihze a small basin having an area of about 28 acres as a storage reservoir. Under this plan the power-house site, which, while, hydrauhcally speaking, upon Fossil Creek, is ac- tually on the Verde River at a point where it is more convenient to drop the water into the river than at the actual confluence of Fossil Creek with the Verde. To the west and southwest, at a distance of 50 or 60 miles, are Prescott, Ariz.,. and an important mining district eager for cheap power. To get the water from the head works to the power house in- volved covering a distance of 38,000 feet, of which 12,000 feet is in reinforced concrete flume, 11,000 feet of concrete tunnels, 7,500 feet of steel gravity siphon (part of it on four long steel bridges) and 2,200 feet of wooden flume on trestles, the remainder being of reinforced concrete and steel piping, taking up the pitch downward to the power house. The power house itself contains three 1,800-kilowatt generating units with the customary electrical equipment for a line pressure of 45,000 volts, which is carried over 75 miles of steel-tower transmission line. One of the interesting features of the plant is the use of a large amount of reinforced concrete flume, to which the constructors were driven by the rocky nature of the ground. The smoothness of the flume is a very mate- rial advantage, particularly where the flow is rapid, inasmuch as the coefficient of friction is reported to be a good deal less than for ordinary ditches or the wooden flumes so extensively used on the Pacific coast. The storage reservoir is a very important feature of the undertaking. It is 5 miles from the head works and on the line of the concrete flume, and can be drawn off at an average depth of 10 feet over 28 acres, yielding sufficient capacity to run the entire 130 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. plant for 3^ days at the average steady flow of the stream. Below the lake, 5,600 feet of the hydraulic way next to it is a concrete-lined tunnel through the mountain, and the rest is reinforced concrete and steel pipe. The power house is installed with three 1,800-kilowatt generating units each driven by a 3,000-horsepower impulse water wheel, and the ar- rangement of the station is exactly as if three stations, each of one unit, were independently located at dif- ferent pokits along the transmission line. The wheels have needle-valve regulation. The only switches are those on the high-tension side of the transformers. For purposes of distribution the hne voltage is reduced to 11,000 volts in the substations, and energy is deUv- ered to customers at 400 volts, 60-cycle, 3-phase. One mining company alone takes 2,000 horsepower. Another unusual western plant, though not one of extremely high head, was put into commission in 1912, utOizing a head of 181 feet from the Thousand Springs, rising from lava beds ia Idaho. Practically the whole state of Idaho and parts of Utah and Nevada are overlaid with a great lava sheet which covers the sedimentary rock, in some places to a depth of several hundred feet. This lava rock, now hardened and more or less impervious to water, lies on a sandstone equally impervious. But in the plane of contact between these two formations, underground streams are collected and flow for miles without meeting the light of day. In southwestern Idaho, where the Snake River has cut its channel more than 300 feet deep through the 100-foot surface layer of igneous lava, and then through the softer sedimentary rocks for 200 feet or more, egress is afforded for one of these under- ground rivers in a curious way. For a distance of nearly half a mile along the side of the canyon the water pours out into view from the plane of the lava contact, forming the famous Thousand Springs. The source of the water itself is unknown and cer- tainly is not within 100 miles of the point where it emerges from its underground chaimel. The stream has an average flow of about 750 cubic feet per second and is very uniform in character, varying httle during the seasons of the year. From the level where it emerges, 100 feet below the top of the canyon, a head of 181 feet is available down to the Snake River, which flows below, and here a 3,000-horsepower water-power plant has been constructed, with provision for exten- sions to 12,000 horsepower to utihze the fuU flow of the springs. Many different attempts have been made in earher years to coUect and utihze the flow from the Thousand Springs, but without success, owing to the pecuhar nature of the problem, the difficulty of foun- dationing structures on the side of the chff, and the long contact outlet of the water. The solution of the problem was the erection of a concrete canal wall on the side of the cliff at the outflow level. This waU is 400 feet long and in places 16 feet high. It forms a canal 20 feet wide, whose other side is the native cliff, and in which the water from the numerous spring out- lets is collected. At one end for a distance of 150 feet the canal is widened out to 40 feet, forming a forebay opening to the penstocks which lead to the power house, nearly 200 feet below. The Thousand Springs development is capable of furnishing 12,000 horse- power. The ioitial machinery consists of two 1,500- horsepower units, spiral scroll-case water wheels, op- erating under the head of 181 feet, driving 2,300-volt, 60-cycle, 3-phase alternators. No gate valves are pro- vided for the penstock tubes, but quick-closing head gates are inserted at the tops of the pipes. These head gates are hoisted by worm-geared motors, although it is possible to close them almost instantaneously from the power-house floor, by means of a tripping rope allowing them to fall and shut. From the alterna- tors the electromotive force of the 2,300-volt, 60-cycle energy is stepped up to 40,000 volts for transmission to Idaho points, where the energy is chiefly used for irrigation pumping. The hydroelectric site is 8 miles south of WindeU, Idaho, on the Snake River. The "tying in" of hydroelectric plants with irriga- tion systems is also one of the newer and interesting features of work in the far West and on the Pacific coast. One example may suffice. For a number of years the Davis & Weber Counties Canal Co. has op- erated an extensive irrigation system supplying a large district near Ogden, Utah. By means of a canal ex- tending far up the famous Weber Canyon and parallel- ing the Union Pacific Railroad's right of way, water is diverted from the Weber River and led out through a concreted channel, which for miles skirts the foothills, and marginal slopes of the lower river, supplying water to the farms below and beyond. Reahzing the water- power possibilities of the original irrigation system, it was found feasible to develop over 13,000 horsepower with the 200-foot head available between the canal and the river. Of this total capacity, an initial installa- tion of 3,750 horsepower has now been completed. At the point selected as the most advantageous for this development the river flows on the far side of an old broad flood-plain (now rich farm land), bringing the natural discharge channel more than half a mile from the hillside canal. The water-power plant was accordingly located at about the midpoint of this 2,800-foot distance, being supphed through steel pen- stocks 1,400 feet in length, while a tailpiece of about the same length had to be excavated to connect the turbine shaft tubes with the river. In many respects the Riverdale plant is therefore unique, having huge steel penstocks of extraordinary length under fuU hy- drauHc head, and special features of design to control and withstand the remarkable normal and impact forces involved in these great moving masses of water. Utilizing its own available resources to the limit, the plant also "borrows" the flow of an independent irri- gation ditch, later returning it to the lower channel by means of a centrifugal pump after extracting the net TECHNICAL ASPECTS OF THE PERIOD. 131 energy of nearly 200 feet of fall, whicli would other- wise be wasted. In spite of tlie difficult natural con- ditions to be overcome, and the completeness and ex- cellence of its equipment, the plant has been erected at a very low cost, said to have been less than |45 per kilowatt. The point of diversion of the main irrigation-ditch supply is ia the Weber Canyon, 8 miles from the power house. The 30-foot channel has been con- creted, rendering it waterproof and permitting higher velocities of stream flow without danger of "washing" the sides. Originally 325 cubic feet per second was the water allowance granted the irrigation company, but this quantity has since been augmented by addi- tional fillings of 300 cubic feet per second. These amounts do not include, however, the 18 cubic feet per second obtained from the Riverdale ditch, which passes the plant. From September 15 to April 15, 643 cubic feet per second is thus available for waterpower use. During the remaining months of the year, which con- stitutes the irrigation season, only 318 cubic feet can be taken. The initial installation comprised two principal water-wheel units, one of 2,500-kilowatt and the other of 1,250-kilowatt rating. Each is separately supplied from the gatehouse through its own steel tube, 1 ,400 feet in length. To form the forebay, the 30-foot concrete-liijed canal on the side of the hill has been widened to 60 feet for a distance of 250 feet, providing a basin which is in part closed on the plant side by the gatehouse. This concrete and brick struc- ture provides four penstock openings, including two other outlets for additional 2,500-kilowatt imits in the future. Trash racks protect the intakes of the present penstocks, which can be closed, respectively, by 96- inch and 72-inch sluice gates, operated by 3-horse- power induction motors. These gates work imder 19-foot head and can be manipulated from the power house or from the gatehouse itself, as desired. In the first 400 feet the penstock tubes drop 173 feet, reach- ing the flood-plain surface, on which they are carried, practically level, for nearly 1,000 feet to the power house. Perhaps the most spectacular work embraced within the present census period, and fitly closing it, is that of the Big Greek development in central Cali- fornia carried out by the Pacific Light & Power Cor- poration. In addition to -involving the highest volt- age for transmission over the longest distance yet attempted, the installation possesses many features of interest from the purely hydraulic standpoint. It is 175 miles from San Francisco and 240 miles from Los Angeles, and the elevation is about 7,000 feet. In the total installation a fall of 4,000 feet wiU be utilized to generate 120,000 kilowatts for the system of the Pacific Light & Power Corporation, which already has an aggregate equipment rating of 70,000 kilovolt-amperes in sis hydroelectric and three steam plants, and serves a population of 400,000 in Los Angeles and surrounding cities, including Pasadena, Eiverside, and San Bernardino. The scheme involves the construction of two power houses, each with an idtimate equipment of 60,000 horsepower in four wheels, of which two are installed initially; and the plants can be operated independently. The generat- ing -units are 3-phase, 6,600-volt machines driven by two overhxmg impulse wheels on the same shaft. The combined rating of the two wheels of each unit is 20,000 horsepower. The current is to be stepped up to 150,000 volts for the line of 240 miles, which wiU consist of a double set of steel towers, each supporting three steel-cored aluminum conductors arranged hori- zontally. The line stands largely on a private right of way, and the plant is located in the Sierra National Forest, about 70 miles west of Fresno, the permit granted by the United States Department of Agri- culture being the most important thus far issued. The annual rainfall of the Big Creek watershed is more than 80 inches for an average year, and the run- off is equivalent to at least 50 inches. Three gravity- section concrete dams, two 100 feet and the third 164 feet in height, close all the natural openings in the basin. These dams are built upon solid granite forma- tion, the construction material, with the exception of the cement, being available close at hand. Upon leav- ing the basin, Big Creek drops about 4,000 feet within a distance of 6 miles. With such a great difference in elevation, and with a reservoir to equalize the flow of the stream, a comparatively small amount of water is necessary for hydroelectric development. If there were no inflow for five months, it would probably be possible to operate during that period on storage aloney assuming a 50 per cent load factor. From the reser- voir the water is led southwest through a 4,000-foot tunnel cut in solid granite to a steel flow pipe, which continues 6,800 feet along the siu-face to the moimtain- side above Big Creek. Here the water enters pressure pipes and drops about 2,100 feet through the wheels of power house No. 1 to the forebay of a second tunnel formed by a dam 70 feet in height, built across the bed of the creek. Tunnel No. 2 carries the water through solid granite to the crest of the gorge, about 4 miles southwest of power house No. 1. From the outlet of this timnel the water enters pressure pipes and falls about 1,900 feet to power house No. 2. It wiU be pos- sible to generate about the same power at each of the plants, as the forebay of the second tunnel is located at a point just below the juncture of Pitman and Big creeks, and the additional supply of water increases the power available at station No. 2 and in a measure compensates for the difference in static heads at the two plants. On November 8, 1913, the plant went into operation, transmitting 18,000 horsepower to Los Angeles at a pressure of 135,000 volts. The Southern Sierras Power Co., a subsidiary com- pany of the Nevada^California Power Co., of Denver, 132 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Colo., completed in 1912 a double, 3-pliase, high- tension, steel-tower transmission line northward from its San Bernardino, Cal., plant, through the Owens River Valley for a distance of 236 miles to Bishop^ Inyo County, where the company has two hydroelec- tric developments with an aggregate rating of 4,000 horsepower. The Southern Sierras Power Co. owns and operates a 5,000-horsepower steam turbo-gene, rating and distributing system at San Bernardino, the distributing system at Corona, Cal., and also an 80- mile distributing system covering the San Bernar- dino, Riverside, Corona, San Jacinto, and Ferris Valley districts, embracing a thickly settled territory of at least 50,000 population. The hydroelectric stations are on Bishop Creek, a tributary of the Owens River. One of the stations, which is already in opera- tion, has a rating of 2,000 horsepower, while another of the same rating h as recently been constructed. At Long Lake, west of Spokane (Wash.) , there has been imder construction a new plant for the Washing- ton Water Power Co., with the highest spillway dam in the world. It is 200 feet in total height, a fall of 170 feet has been created, and a storage lake 23 miles in length and averaging three-eighths of a mile in width has been made. Considering only 15 feet of storage, the water thus held for reserve amounts to 2,695,000,- 000 cubic feet, all of which is available not only for the Long Lake plant, but also for the older one at Little Falls. The dam is unique in at least two im- portant particulars. Owing to the topography it has not been considered feasible to provide a spillway for flood waters except over the dam itself. This means that the dam is not only higher than any other spillway dam now in existence, but will at times of flood carry about 10 feet of water over its crest. It has been determined to hold the low-water level of the lake at the same level as at high water. This will be accomplished by the use of three roUer dams of German type mounted upon the crest of the spillway, Each roUer is 65 feet long and 19 feet deep, and will be operated by suitable power mechanism. The plant will consist of an ultimate installation of four 13,900- kilovolt-ampere generators having a continuous over- load capacity of 25 per cent, each generator being con- nected to a water wheel rated at 22,500 horsepower. These are the largest water wheels ever built. The Washington Water Power Co., for which this new plant is needed, supplies electrical energy to Spokane, Wash., as well as to all the towns and cities in the Inland Empire within a territory extending approximately 100 miles west, north, and south of that city. It has 534 miles of 60,000-volt transmission line, two sections of which feed the Coeur d'Alene mining district in Idaho, the largest producing lead-mining center in the world. From Spokane to Wallace, Idaho, two independent lines traversing different routes carry the electrical energy to the center of the extensive lead-mining district, nsarly 100 miles east of its point of genera- tion. Another high-tension line extends south for nearly 65 miles into the fruit-raising Palouse country, one of the great wheat belts of the Northwest. From this line the towns along the route are lighted, flour nulls are operated, and electricity is distributed for general use. Still another line extends 117 miles into the Big Bend country contiguous to the Columbia River, a rich fruit-growing and wheat-raising addi- tion to the older Palouse coimtry. The line to the north extends as far as Newport in the lumber region, traversing also a part of the state of Idaho. In Spokane the energy is distributed for the operation of over 24 miles of interurban electric railways and 88 miles of city lines, the company's two interurban lines connecting Spokane with Cheney and Medical Lake. The Great Northern RaUroad shops are among the many industrial establishments supplied in Spokane from its circuits. The system generates a large part of its energy from water power at the very heart of the city, and has other sources of supply, as at Post Falls, Idaho, and more recently at Little Falls, Wash., 30 inUes west of Spokane, with 20,500- kilowatt capacity. Attention may be called to the automatic pumping station at the Mill Creek, Utah, plant of the Knight Consolidated Power Co., a singularly clever and in- genious method of conserving water supply in a ter- ritory where water is precious and the available amount is limited. This plant, working on the some- what scant and variable supply of a mountain stream, fortunately rendering available a head of over 1,000 feet, at certain seasons of the year found itseH pain- fully short of water. Had there been a second stream available, it would have paid to go to considerable expense to add its flow to that of the primary source of power. This has often been done to meet the exigencies of increasing load and stationary water supply. In this case no such auxiliary stream was available at or near the level of the main supply. A group of springs, however, at a lower level gave hope of additional water in useful quantity, and the bold expedient was adopted of pumping this supply to the level of the main headworks by electric power. A cubic foot of water which one can drop more than 1,000 feet onto the wheels below by pumping it less than 150 feet is not a source of energy to be held in con- tempt. The project as actually carried out involves an automatic pumping statipn driven by an induction motor coupled directly to a centrifugal pump capable of dehvering 3.5 cubic feet of water per second against a head of 138 feet. The little pumping plant requires no attention. The result is very interesting. Except in May and June, when the primary water supply out- runs the capacity of the pipe hne, it pays to pump the spring water. At normal load it takes 67 kilowatts to dehver the 3.5 cubic feet per second at the upper level, and this quantity of water represents 237 kilo- watts at the generators below. There is therefore ABBREVIATIONS (OTHER THAN FOR MANUFA(yrURKRS) AND SYMBOLS. Al.— Aluminum. B. & S. — Brown & Sharpe wire gauge. Circ. M. — Circular mil (a circle x,>Vir inch in diameter). Cu .—Copper. D.— Direct. llor. — Horizontal. H y d . — H y draulic . R. or Res. — Resistance. S. P.— Steel poles. S. T.— Steeltowers. Sq. in. — Square inches. Susp.— Suspension. Vert. — Vertical. W. P.— Wood poles. .■. or •: —Triangular arrangement of conductors. A. — Mesh -grouping: The three phases joined up as an equilat- eral triangle. Y— Star grouping: The three phases united at a common junction. TRANSMISSION SYSTEMS OF THE WORLD OPERATING AT AND ABOVE 70,000 VOLTS, RANKED ACCORDING TC [Ctompiled by Selby Ilaar as supplement to Electrical World April 25, 1914, and revised and brouglit up to date by Mr. Haar for Hydro-Electro Section, Natioaal Electric Light Convention, Phil No. 1 2 i 3 4 5 1 6 7 8 9 10 11 V2 13 14 15 16 17 18 19 20 1 21 22 23 24 26 26 1 27 28 1 29 1 30 31 32 ■ 1 NAME. Ojperat- mg voltage. Fre- quency, cycles. RATING OF PLANT, KILOWATTS. Begin- ning of opera- tion. TURBINES. GENEKATOES. STEP-UP TRANSFORMERS. STEP-DOW^N TRANSFORMERS. Pres- ent. Ultimate. Hydrau- lic or steam. Horse- power. Head, feet. Revo- lutions per mmute Shaft hori- zontal or verti- cal. Manufac- turer. Kilo- volt- am- peres. KUo- watts. Power factor. Voltage. Manufac- turer. KUovolt- amperes. Phases Connection. Con- nection Y, ground- ed di- rect or with resist- ance. Total kilovolt- ampcres con- nected to trans- mission lines. Manufac- turer. Line voltage. Connection. TERMINI. Distance of trans- mission, miles. ' Steel towers or steel or wood poles. Height, feet. About 4»- Low ten- sion. : High ten- sion. Low tension. High tension. Low ten- sion. High ten- sion. Noi fe T:; Pacific Light «fe Power Co 150,000 60 69,600 300,000 1913 Hyd. 2x10,000 1,780 1,900 375 Hor. Al.-Ch. 17,500 14,875 .85 6,600 W. G.E. 5,833 1 A Y 1 D. 70,000 W. G.E. 72,000 18,000 I.n0,000 A A 241 S. T. 2 140,000 60 19,000 86,500 1912 Hyd. 3,500 4,150 26 35 40 120 164 180 Hor. Al.-Ch. 2,200 3,333 3,333 2,000 3,000 3,000 .90 2,500 G.E. 3,000 1 A i A No 19,000 G.E. 5,000 22,000 44,000 140,000 A A 245 S.T. 3 4 140,000 60 8,760 40,000 19)5 Hyd. 3,300 814 and 258 300 164 Hor. Hendy Pelton Doble 2,250 2,000 2,250 2,000 1. 2,200 C.W. Al.-Ch. 750 2,000 1 A i Y R. 8,250 W. 33,000 to 4,000 138,500 140,000 A Y Bishop-San Bernardino, Cal 239 S. T. 70- 1 TTf ah Power A Lieht Co 130,000 60 33,000 84,000 1914 Hyd. 16,500 15,000 482 140 514 180 Vert. I. P. Morris 12,222 11,111 11,000 10,000 .90 6,600 G.E. 4,000 1 A A No 24,000 G.E. 44,000 120,000 A A Grace, Idaho-Salt Lake City, Utah 1.35 S. T. 82- 6 125,000 to 110,000 60 20,000 to 25,000 142,500 1913 Hyd. 2x8,600 1,375 360 Hor. Pelton Doble 12,500 10,000 .80 6,600 W. 4,260 1 A 1 Y D. 25,500 Al.-Ch. 60,000 100,000 Y Y 110 S.T. 50- 82 6 7 8 West Pennsylvania Traction & Water 125,000 60 32,000 105,000 1914 Hyd. 12,000 82 144 Vert. W. S. M. 10,000 8,000 .80 6,600 Al.-Ch. 10,000 3 A A No 40,000 Al.-Ch, 22,000 6,600 120,000 A A Cheat Haven-Bui ler. Pa 106 S.T. Tennessee Power Co 120,000 60 15,000 76,000 1914 Hyd. 10,000 250 360 Hor. I. P. Morris. 9,375 7,500 .80 6,600 W. G.E. 9,375 3 A A No 18,750 G.E. 13,200 120,000 to 96,000 A A Cleveland-Nashville, Tenn HO S.T. 50-210 1 Connecticut River Transmission Co. . . 120,000 60 14,400 14,400 About 1914 Hyd. About 3,300 57 to 64 257 Hor. W. S. M. 2,000 1,600 .80 2,300 G.E. 3,000 3 A Y D. 18,000 G.E. 13,200 110,000 A A&Y Shelbumn Falls-Millbury , Mass 60 S.T. 75- 9 Inawashiro Hydroelectric Power Co. (Japan) 115,000 50 42,000 73,500 1914 Hyd. About 10,000 350 375 Hor. Voith 7,775 7,000 .90 6,600 Dick Kerr 4,400 1 A A No 52,800 W. 11,000 100,000 A A Ml S.T. [ 70-990 10 11 12 110,000 30 9,000 45,000 1906 Hyd. 14,400 40 225 Hor. Leffel 3,000 3,000 1. 6,600 W. 3,760 1 A A No 11,250 W. 19,000 7,200 A Croton-Grand Rapids and Muskegon, Mich 35 S.T. Hydro-Flectric Power Commission of 110,000 25 106,800 176,000 1910 Hyd. 12,500 12,500 13,400 175 187J Hor. Voith W. S. M. 7,500 8,950 9,700 7,500 8,950 9,700 1. 12,000 W. G.E. 3,500 1 A Y R. 42,000 w. 26,100 13, 200 6,600 110,000 A Y Niagara Falls-Toronto and St. Thomas, Canada.. 135 90 S.T. 61.. 3-1 70 Lauchhammer, A. G^ (Germany) 110,000 50 15,000 20,000 1911 Steam 1,000 Hor. A. E. G. M. A. N. 14,300 6,250 10,000 5,000 .70 .80 5,000 5,000 A. E. G. s.-s. 6,250 3 Y Y No 20,000 s.-s. 60,000 16,000 110,000 Y Y Lauchhammer Mines-Riesa, Germany 35 S.P. 13 110,000 60 50,000 63,000 1912 Hyd. 17,000 580 514 Vert. S. M. Smith 12,500 10,000 .80 6,600 G.E. 3,333 1 A Y R. 60,000 G.E. 22,000 11,000 110,000 A A A&Y Tallulah Falls-Lindale, Atlanta, Ga., etc 170 S.T. 66-105 14 15 110,000 60 48,000 300,000 1913 Steam 17,500 W 100 Vert. LP. Morris 14,000 12,000 .85 6,600 W. 4,667 1 A. Y R. 56,000 W. 22,000 110,000 A Coosa River-Birmingham, etc., Ala 150 S. T. 6,-|- 68 110,000 25 112,500 225,000 1913 Hyd. 10,000 32 57.7 Vert. LP. Morris W. S. M. 9,000 11,000 G.E. 9,000 3 A Y D. 72,000 G. E. 66,000 33,000 13,200 95,000 A A Keokuk, lowa-St. Louis, Mo 144 C T 79-231 16 Lehigh Navigation Electric Co 110,000 26 33,750 100,000 1914 Steam 1,500 Hor. G. E. 12,500 11,250 .90 11,000 G.E. 3,350 1 A Y R. 30,160 G.E. 22,000 110,000 A A Hauto-Siegfricd, Pa 26 S. T. 7S.5 17 Cedar Kapids Manufacturing & Power 110,000 60 90,000 135,000 1914 Hyd. 10,800 30 65.4 Vert. I. P. Morris W. S. M. 10,000 7,600 .75 6,600 G.E. 4,000 8,000 1 A A No 72,000 6,600 110,000 A A Cedar Rapids, Canada-Massena, N. Y 60 S. T. ,u 1 18 19 Mexican Northern Power Co. ( Jlciico) . 110,000 60 26,080 1914 Hyd. 10,000 230 360 Hor. Esch. W. 7,800 7,630 .85 4,000 G.E. 2,500 1 A Y R. 22,500 G. E. 13,200 110,000 ^ Y 47 S. T. Ebro Irrigation & Power Co. (Ltd.) (^Spain) 110,000 50 50,000 200,000 1914 Hyd. 14,500 164 250 Vert. Esch. W. 16,666 10,000 .60 6,600 G.E. 4,444 1 A A No 66,666 W. 25,000 6,000 100,000 Y A 105 S. T. 65 20 110,000 50 40,000 160,000 1915 Steam 1,500 Hor. Esch. W. 10,000 10,000 1. 5,000 S.-S. 10,000 3 Y Y No 40,000 s.-s. 5,000 About 100,000 Y Y Tocopilla-Chuquicamata, Chile 86 S. T. 47- j '^1 Sterm Btertfie PoWiif Oj>. ...;......... iw;m» 22, »6 H7d. i J 22 Stena i San Francisco Power Co 104,000 60 34,000 i 1910 Hyd. 11,750 1,500 400 Hor. Polton 8,500 8,600 1. 4,000 G.E. ; 2,233 1 A Y D. 26,800 G.E. 11,000 104,000 . A Y 138 S. T. j 5.i- ' i 23 Great Falls Power Co 102,000 60 21,000 126,000 1910 Hyd. 6,000 105 225 Hor. 8. M. Smith 3,500 3,500 1. 6,600 G.E. 1,200 1 A A No 21,600 G.E. 2,500 91,800 A A Great Falls-Butte and Anaconda, Mont i.-o S. T. 45- 24 Yadkin River Power Co 100,000 60 24,000 1912 Hyd. 5,9(10 5,200 45 164 Hor. S. M. Smith 6,000 4,600 4, .500 3,600 .75 .78 4,000 1 G E. 1 6,260 3 A Y D. 37,600 G.E. 60,000 100,000 A / Blew itt', 1 alls-Ra.eigh and Lumberton, N . C . . . 96 S. T. S. T. 72.6- 25 Colorado Power Co 100,000 60 10,000 10,000 1909 Hyd. 9,000 170 400 Hor. LP. Morris 5,000 5,000 1. 4,000 t 0. E. , 3,333 1 A A No 15,000 G.E. 6,600 90,000 A A Glcn\\ cod-Denver, Colo 152 44. 2^ 2fi Great Western Power Co. 100,000 60 .50,000 100,000 1909 Hyd. 18,600 18,000 450 525 100 Vert. LP. Morris 12,. 100 10,000 10,000 10,000 .80 1. 11,5110 11,000 G. E. i 10,000 3 A A No i 50,000 G. E. 11,000 90,000 A A Big Bend-Oakland, Cal 154 S. T. 75-210 27 Southern Power Co 100,000 fiO 75,000 1909 Hyd. 5,200 69 225 Hor. Holvolio Mach. Al.-Ch. 3, 000 2,550 .85 2,400 W. 4,000 1 A Y E. 24,000 W. 44,000 13,000 2,400 100,000 A A 1 Great Falls, S. C.-Durham, N. C 210 S.T. .' 76- — Shawenegan Water - 1 ^ 1 ( ( WiO " 11 1,455 2 2 OB. &S. 0.083 sq. in. Cu. 6 None Vert. 108 7-Susp. 6-Susp. Thomas 7-Susp. Thomas Steel 8 In. 1 1 Al. G.E. G.E. 24 ' A No 15,000 G.E. 6,«X) 90,000 A., A Glenwood-Dimver, Colo V,2 2,900 1 1 OB. &S. 0.083 sq. in. Cu. 6 Hemp Hor. 132 4-Susp. 6-later G. E. 4-Susp. 5-Susp. G.E. I None ; None i G.E. 25 -:, A No ,50,000 G.E. 11,000 90,000 A.^ A Big 15cnd-0aHaad, C al 1 )4 2,740 2 2 OOOB.&S. 0.132 sq. in. Cu. 7 Vert. 120 5-Susp. Ohio Brass Co. Thomas Susp. Ohio Brass Co. Locke Thomas Steel iln. 1 Al. G.E. G.E. 26 Y E. 24,000 W. 44,000 13,000 2,400 100,000 A A Great Falls, S. C.-Duiham, N C 210 <- 1 7)- (00 1,800 land 2 2 00 B. & S. 0.105 sq. in. Cu. Al. Cu. Al. Vert. 124 4-Susp. 6-Susp. 4-Susp. Thomas Ohio Brass Co. Locke 5-Susp. 8-Susp. 5-Susp. Thomas Ohio Brass Co. Locke Steel iln. 1 Al. W. G.E. G.E. W. 27 1 23 Great Falls Power Co .; 102,000 60 21,000 1 123,000 1910 Hyd. 6,000 10. 225 Her. i S. M. Smith 3,500 3,500 j 1. 6,600 G. E. 1,200 1 A A No 21,600 G. E. j 2,500 91,800 A A ■ , Great Falls-Butte and Anaconda, Mont 150 S. T. ! 43- 600 ^^ 24 Yadkin River Power Co . 100,000 60 24,000 1912 1 Hyd. 5,900 5,200 4c 164 Hor. S. M. Smith 6,000 4,500 4,600 3,600 1 . 75 .78 4,000 1 G. E. 1 6,250 1 3 j A Y D. ■ 37,500 i G. E. i 60,000 I 100,000 ) A A Blewitts Falls-Ra-.;igh and Lumberton, N. C. 96 S. T. 1 72.6- "'" 26 Colorado Power Co .i 100,000 60 10,000 i 10,000 1909 Hyd. f 9,000 17C : 400 Hor.' LP. Morris 5,000 5,000 1. 4,(jOO 1 0. E. 1 3,333 1 A i A No : 15,000 G. E. 6,600 1 90,000 !■ A A Glenwood-Denver, Colo 132 S. T. -14.2- 660 T 26 . 100,000 60 50,000 100,000 1909 Hyd. 18,500 18,000 45C 623 i 400 Vert. LP. j Morris 12,500 10,000 10,000 10,000 .80 1. 11,500 11,000 G. E. 1 10,000 3 A A 1 No 50,000 G. E. 11,000 90,000 1 A A i Big Bend-Oakland, Cal 154 S. T. 75-210 730 -~ 27 j - 100,000 60 75,000 . 1909 Hyd. 6,200 69 226 Hor. Holyoke j Mach. 1 Al.-Ch. 3,000 j 2,550 1 1 .85 i 2,400 1 W. 4,000 1 A Y R. 1 24,000 W. 44.000 13,000 2,400 100,000 i A A Great Falls, S. C.-Durham, N. C 210 S. T. 75- 600 28 Shawenegan Water & Power Co. . 100,000 60 46,000 80,000 1911 Hyd. 18,600 145 1 225 Hor. 1 I. P. Morris 15,000 i 12,500 .86 6,600 1 W. 14,000 3 A Y R. i 28,000 i 85,000 A A Shawenegan Falls-Montreal, Canada 87. S. T. 70.6- ! 620 - - i 12,800 29 100,000 50 22,600 138,000 1914 Hyd. . 14,000 i 870 200 Hor. Doblo 9,375 I 7,600 .80 6,600 W. 3,150 1 A Y D. i 28,350 W. 33,000 1 16,500 1 ^ Y San Francisquiio-Los Angeles, Cal 47 S. T. 30- 660 -- 30 Tata Hydroelectric Co. (India) 100,000 60 32,000 64,000 1914 Hyd. 11,000 1,661 to ; 1,727 300 Hor. Esch. W. 10,000 8,000 .80 5,000 \ S.-S. 3,333 1 i A A i No , 40,000 G. E. 6,600 1 83, 800 A j i A ' Khopoli-Bombay , India 43 S. T. 66-160 t 500 31 Pfalzwerke, A. G. (Germany) 100,000 50 1 10,000 60,000 1915 Steam . 1,500 Hor. 1 M. A. N. 6,2,30 5,000 1 1 .80 5,000 : S.-S. 1 i 1 Hamburg-I.udwigshafen, Germany 65 S. P. 62.3 656 j 32 S c i e t a-Italiana di Elettrochimica (Italy) 88,000 42 23,2S0 1 29,100 1912 Hyd. 8,200 249 420 Ilor. Eiva 7,300 3,820 .80 Brown 6,600 , Boveri 3,600 1 A Y No 32,400 Brown Boveri 9,600 1 72.000 A Y Pescara River-Naples, Italy 124 S. P. 59. 4- 65 656 i~" 33 88,000 60 20,610 75,000 1912 Hyd. 6,000 3,600 51 i 37 j 116 97 Vert. LP. Morris 4,000 2,300 3,600 2,070 [ .90 1 13,200 . G. E. 6,000 3 A A No 1 24,000 88,000 A A New River-Roanoke, Va., Coalwood and Blue- ' field, W. Va 75 1 W. P. 39- 250 ,— G. E. 13,200 34 Rio Janeiro Tramway, Light & Power ' Co (Brazil) ! 88,000 50 48,800 90,000 1913 Hyd. 19,000 8,700 1,017 300 Vert. 1 Esch. W. 12,500 6,000 10,000 4,800 .80 6,300 , W. 4,167 1,700 1 1 A A 1 No 56,600 W. i 6,000 80,000 A A Lages River-Rio Janeiro, Brazil 51 S. T. 56- 71 400 600 ' 3o Sao Paulo Electric Co. (Brazil) 88,000 1 60 30,000 50,000 j 1914 Hyd. 14,600 600 600 Hor. Voith 12,600 10,000 .80 6,300 W. 3,333 1 A A No : 30,000 W. 25,000 ■ 6,600 3,000 210 80,000 Y A Sorocaba-Sao Paulo. Brazil 36 S. T. 63 730 36 Tasmania Hydroelectric & Metal Co. ( Tasmania) 88,000 [ 50 60,000 Hyd. : 1 j I i ^- ; 1,350 1 A Y D. 13,600? i w. 8S,00O A Y River Ouse-Hobart, Tasmania 64 37 Mexican Light & Power Co. (Mexico).. 85,000 50 68,600 100,000 1910 Hyd. 7,000 13,000 to 14,000 1,200 to 1,300 j 300 Vert. Esch. W. 7,500 12,500 6.000 li;250 .80 .90 ! i S.-S. 4,000 G. E. 2,000 6,000 1 A Y D. 70,000 G. E. 81,000 A Y Necaxa-Mexico City, Mexico 169 S. T. 52- 500 750 38 Toronto Power Co . (Canada) 8o,*)0 25 80,000 96,000 1914 Hyd. 13,000 to 15,000 133 to 1 135 i 260 Vert. Esch. W. LP. Morris 7,500 10,000 6,000 8,000 .80 ■ 2,666 6,000 1 3 A A Y No ; 51,000 G-E. ! 12,000 80,000 A A Niagara Falls-Toronto, Canada 80 j S. T. 32- 63- 400 650 ~" 39 Victoria Falls & Transvaal Power Co. (South Africa) 84,000 50 40,667 40, 667 1913 Steam 1 1,000 Hor. A. E.G. 12,600 18,000 8,333 12,000 .67 5,000 A. E. 0. • 12,600 i 9,000 Y R. 1 61,000 S.-S. A. E. G. W. 20,000 About 80,000 Y A Vereenigung-Johannesburg, South Africa 30 1 ' S.T. .53- 71 500 " 40 Northern Power Co 80,000 60 Hyd. W. 1 4,400 G-E. 22.000 Hannawa Falls-Potsdam, N. Y 60 107 S. T. r'sO 41 Energia Electrica do Cataluna (Spain) 80,000 50 Kva. 30,000 Over 100,000 ? 1913 Hyd. ? i 2,620 1 1 j 11,000 Pyrenees Mountains-Barcelona, Spain S. P. 560 42 Katsuragawa Denryoku Kabushiki Kaisha (Japan) 77,000 60 22,400 56,900 1912 Hyd. 8,000 470 300 Hor. Voith 7,000 5,600 .80 11,000 G. E. 3,500 1 1 A Y K. 31,500 G.E. 11,000 70,000 A Y Komahashi-Tokio, Japan 48 S. T. ■ 450 43 Southern California Edison Co 75,000 60 20,000 1907 Hyd. 2x5,375 874 260 Hor. Al.-Ch. 6,000 6,000 1. 2,300 G. E. 1,667 1 A : Y 30,000 15,000 Y Y ' A j Y Kern River-Los Angeles, Cal 117 S. T. 30- 60 700 "'^ 44 Au Sable Electric Co 72,000 30 3,000 3,000 1906 Hyd. 7,000 38 225 Hor. Leflel 1,600 1,500 1. 6,600 (6,000)? W. 1,200 1 A : A No 3,600 W. 6,000 66,000 7A ?A Rogers Dam-Muskegon, Mich 06 w.P. 1 33- 75 1?2 — 45 City of Milan (Italy) 72,000 42 21,000 1910 Hyd. 12,000 1040 315 Hor. Riva 8,750 7,000 .80 10,000 Brown Boveri 2,850 1 A Y Brown Boveri 8,650 65, 000 A Y Grossoto-Milan, Italy 93 s. p.? 66.6 658 " 46 Societa Generale Elettriea doll' Ada- mello (Italy) 72,000 43 About 45,000 About 75,000 1910 Hyd. 6,500 5,000 2,985 1,542 420 Hor. Esch. W. Riva 7,333 6,000 5.500 4; 000 .76 .80 13,000 12,000 Brown Boveri A. E. G. 2,700 1 A A No i 40,500 G. E. ! 13,0(X) ^ 60,000 Y Y Cedegolo-Milan, Italy 72 s. p. 60- 607 47 70,000 60 21,600 60,000 1901 Hyd. 1.000 4,000 40 65 157 226 Hor. Day-Sm. S.M. Smith 750 2,800 750 2,800 1. 630 2,400 W. 1,260 2,000 1 i A i A No : 25,000 W. 2,400 60,000 A A Canyon Ferry, Hauser Lake-r>utte, Mont 100 w. p. 40- 110 43 Hidroelectrica Espanola Molina 70,000 50 22,600 22,600 1910 Hyd. 7,200 217 428 Hor. Voith 6,750 6,400 .80 7,000 S.-S. 6,750 3 Y i Y No ; 27,000 S.-S. 6,000 60,000 Y Y Molina-Madrid, Spain j 158 w. p. 40- 50 328 " 49 i Pennsylvania Water & Power Co 70,000 23 71,600 Over 100,000 1910 Hyd. 13,500 to 17,000 63 to 63 94 to 116 Vert. LP. Morris 7,500 10,000 12,000 7,500 10,000 12,000 1. 11,000 G. E. W. 7,600 10,000 3 A ■ Y R. i 71,600 Q. E. W. ! 13,000 i 60,000 Y ^ 1 Holtwood, Pa.-Baltimore, Md [ 40 S. T. 40- 600 50 Compania Hidro-Electrica e Irrigadora del Chapala, S. A. (Uexico) 70,000 50 8,400 8,400 About 1911 Hyd. 4,100 200 375 Hor. Esch. W. 3,300 2,800 .80 j io,eoo I S.-S. 4,000 3 Y Y No i 12,000 S.-S. 20,000 3,000 1 67,500 Y Y i Santiago River-Guadalajara, et al., Mexico | 71 S. T. 49 610 '51 Societa Elettriea Riviera dl Ponenta (Italy).: 70,000 50 16S 27,000 60,000 1911 Hyd. 10,000 2,300 500 Hor. Riva 9,375 7,300 .80 1 A. E. G. 6,000 S.-S. 4,690 3,100 I Y Y R. i 60,000 A. E. G. 12,000 1 1 Y I Y S. Dalmazzo-Novi, et al., Italy 155 s. p. 39.4 494 52 Swedish State Railways (Sweden) .... 70,000 25 17,600 52,800 1915 Hyd. 14,000 164 250 Hor. 11,000 8,800 .80 10,000 AU. Sv. El. Akt. 3,670 1 A Y D. 11,000 15,000 1 1 . . - j Porjus-Kimna, Sweden 73.4 S. T. 625 53 City of Winnipeg (Canada) 66,000 to 72,000 60 15,000 48,000 1911 Hyd. 6,200 45 164 Hor. Boving 3,750 3,000 .80 6,600 Vickers 3,000 1 A A 18,000 W. 12,000 60,000 1 A A Point Dubois-Winnipeg, Canada 77 S.T. 42-90 600 64 Cie Grenobloiso de force et lumiere (f ranee) About 70,000 ( Direct urrent Over 4,000 Hyd. 1,750 216 300 Hor. Piccard Pictet &Cio. 270 Direct current 3,600 Cie de rind, el & meo Geneve ; I j Pombliere-Lyons, France 111 W. P. 1 S.P. ' 65 Olten-Gosgcn Power Plant (Switzer- land) _ 70,000 . 1913 Hyd. 1 1 1 Anwil-Bottmingeu, Switzerland 19 S. P. 75 590 — ' S879S''— 16. (To face p. 132.) - ! 1 ■ " " i ^ Stanis!aus-San FrancLsco, Cal 138 S. T. i 6- 850 1,600 land 2 2 1 0.105 sq. in. Cu. 3 Hem I i Vert C6 5-Susp. Locke 5-Susp Locke . None Al. G. E. G. E. ?■> A ] No 1 21,600 G. E. j 2,500 91,80C A ! Great Falls-Butte and Anaconda, Mont 150 S. T. 45- : 600 3,034 1 OB. AS. 2 ; 0.083 sq. in. Cu. 6 Hemp Hor. j 124 6-Susp. 1 Ohio Brass Co. 1 2-Susp Ohio Brass Co. Steel 2 1 Al. G.E. O. E. 23 Y D. ' 37,500^ G. E, 1 60,000 i 1«1,000 A A Blewitts Falh-Ri;-.;igh and Lumberton, N. C 96 S.T. 72.6- 650 , 1,456 2 B. & S. 2 0.083 sq. in. Cu. 1 ; 6 1 None Vert. : 108 j 7-Susp. 1 6-Susp. Thomas 7-Susp i Tliomas Steel -3 In. 1 Al. G. E. G. E. 24 A ■ No 1 15,000 , G. E. 6,600 1 90,000 A A Glenwood-Benvcr, Colo 1,52 S. T. 44.2- 660 , 2,900 1 OB. &S. 1 0.083 sq. in. Cu. „ i ,, 4-Susp. ; . 4-Susp. ! ■ Hemp I Hor. , 132 | 5-later | G. E. ; 6-Susp. j G. E. 1 l%)ne None G.E. , 25 A No 1 50,000 G. E. 11,000 i 90,000 A A ; Bis Bend-Oakland, Cal 154 S.T. 75-210 ^ 750 2,740 2 000 B. & S. 2 0.132 sq. in. Cu. 1 : 7 ^ Vert, i 120 i j 5-Susp. Ohio Brass Co. Ohio Brass Co. : Locke Thomas , Susp. Thomas Steel fin. 1 Al. G. E. G. E. 26 Y E. 24,000 W. 44.000 ' ; 13,000 1 i 2,400 1 100,000 i A A Great Falls, S. C.-Durham, N. C 210 S.T. i t .5- 600 1 1,800 11 and 2 00 B. & S. 2 0.105 sq. in. Cu. Al. Cu. 7 1 Al. , Vert. 124 4-Susp. 6-Susp. 4-Susp. Thomas 6-Susp. j Thomas 1 Ohio Brass Co. ! 8-Susp. 1 Ohio Brass Co. i Steel Locke ' 5-Susp. Locke 1 | In. ' 1 1 ' Al. G.E. G.E. 1 W. 1 27 Y E. 1 28,000^ G. E. 12,800 83,000; A A Shawenegan Falls-Montreal, Canada 1 87. i S. T. 70.6- j 520 ! 1,400 i 2 250,000 Circ. M. 2 : 0.196 sq. in. Al. 19 i -41. Vert, i 96 , „ ' ■ Steel ' 7-Susp. 1 Ohio Brass Co. 8-Susp. ; Ohio Brass Co. I i In. 2 | Al. G. E. W. i 28 Y 1 33,000 j D. ; 28,350, W. 1 16,500 1 | A Y San Fjancisquito-Los Angeles, Cal i 47 j S. T. 50- \ 660 1,750 2 4 260,000 Circ. M. 0.196 sq. in. 300,000 Circ.M. 0.2,35 sq. in. Cu. 19 1 Cu. ; Vert, i 120 i I . 1 7-Susp. 1 Ohio Brass Co. i 8-Susp. ; Ohio Brass Co. Steel i 1 Al. W. 29 A 1 No 40,000 G. E. 6,600 1 85,800 I A A Khopoli-Bombay, India 43 \ S. T. 66-160 600 1 1,17c 2 2 0.096 sq. in. Cu. 1 j i , 126 6-Susp. ; Bullsrs i 7-Susp. Bullers i ? 1 ? Al. i G. £. G. E. .30 i ) I Hamburg-I.udw igshafen, Germany 65 S. P. i 62.3 , 666 i 740 1 50 Sq. Mm. 1 ; 0.078 sq. in. : Cu. Cu. Al. 1 1 1 1 ,1 ' : 19' Cu. i •: i !07 6-Susp. 1 Hermsdorf 6-Susp. Hcrmsdorf None? Horn and Res. : S.-S. 1 S.-S. 1 31 Y A i ' 1 Brown No 32,400 ' Boveri 9,600 ' 72.000 i A Y Pescara Eiyer-Naples, Italy ! 124 : S. P. 69.4- 65 , 656 i 1,174 1 2 1 66 Sq. Mm. 0.102 sq. in. . „ , „ , „. Richard ' Richard Horn and i Br. ' Cu. 1 i 8o 1-Pm , Gmon 1-Pin : Ginori , None i V/ater Jet | Bov. Br. Bov. 32 1 No 1 24,000 G. E. 13,200 88,000 A New Eiver-Roanoke, Va., Coalwood and Blue- A [ fleld,W.Va 75 1 W. P. 39- 2.50 ! 1,200 1 OB. &S. 0.083 sq. in. 7 ; Al. 1 •: 1 96 4-Susp. ; Thomas j 5-Susp. Thomas ! Steel Jin. 1 , i i Al. G. E. G.E. 33 A No 55,600 , W. , 6,000 80,000 A A 1 Lagos River-Eio Janeiio, Brazil 51 ' S. T. 56- 71 400 600 1,936 2 : 1 i ■ OOOB. &S. 1 Miscellane- 4 0.132 sq. in. I Cu. fi , Hemp ' .: ; 96 '"^'^ ^"° Thomas 5-Susp. Locke Steel -1 Tn. 1 I W. Horn and Liq.l G. E. i W. 34 A i No 30,000 1 W. 23,000 80,000 Y A I Sorocaba^Sao Paulo, Brazil 56 S. T. 65 750 ; 1,200 2 00 B. & S. 4 0.105 sq. in. Cu. 7 1 Cu. Miscellane- .-. 1 96 °"^1''" : Several j 5-Susp. Several Steel Jin. 1 Al. G.E. G.E. .36 Y D. 1 13,600? i W. 6,600 88,000 A Y i Eiver Ouse-Hobart, Tasmania 64 j 1 1 1 I ; [ 1 1 Al. W. W. 36 Y D. 70,000 \ ^ ^ ' 3,000 i G- E. 1 210 1 81,000 A Y Necaxa-Mexico City, Mexico 169 S. T. 52- 500 750 1,500 2 4 r 0000 B. AS. 0.166 sq. in. Cu. 6 j Hemp 52 3-Pin i Thomas ] 3-Pin Thomas Steel 1 Al. G.E. G.E. 37 A Y No ! 51,000 i G. E. : 12,000 80,000 A A 1 Niagara Falls-Toronto, Canada 80 S.T. 52- 65- 400 1 650 800 2 4 190,000 Circ.M. 0.149 sq. in. Cu. 7 1 Cu. 72 .-. i 96 Miscellane- 1 t i i , ons Pin i Locke , , steel ous rm ^ Thomas : 5-Susp. ; Locke ! J In. 1 : S.-S. Horn 1 G. E. ; G. E. ,38 Y ! S.-S. i A. E. G. E. : 61,000 W. 20,000 About 80,000 Y A Vercenigung-Johannesburg, South A frica 30 S. T. 63- 71 500 ' i 2 4 60 Sq. Mm. 0.093 sq. in. Cu. Yes ; •: ; 110 : 1 : Steel : ; '35 6-Susp. G. E. i 6-Susp. I G. E. ; Sq. Mm. | 3 Horn and Res. Al. S.-S. A. E.G. 1 A.E. G G. E. 1 W. 39 W. 1 4,400 G. E. 1 22,000 Hannawa Falls-Potsdam, N. Y 60 107 S. T. .560 0. B. & S. 0.083 sq. in. Al. i 1 ' 1 1 ! 1 108 : 6-Susp. i Locke ] 6-Susp. , Locke ? | 2 ; 40 I 11,000 i Pyrenees Mountains-Barcelona, Spain S. P. 560 1 2 2 79 Sq. Mm. 0.122 sq. in. Cu. j i Hermsdorf i Hermsdorf •: 79 ■ Susp. Rosenthal Susp. ' Rosenthal Horn and Res. S.-S. 41 Y I E. 1 31,500 G-E. j 11,000 70,000 A Y Komahashi-Tokio, .Japan 48 S. T. 450 850 il and 2 o 18-No. 12 B. W. G. 0.168 sq. in. Cu. 18 1 Hemp ; Nippon 1 Steel .-. i 84 j 4-Pin Toki G. K 1 3 B. ct S. 1 Al. G.E. G.E. 42 Y D. 1 20,000 1 G. E. 30,000 15,000 2,300 Y Y A Y 1 Kern River-Los Angeles, Cal 117 S. T. 30- 60 700 1,500 2 2 0000 B. & a. i 0.166 sq. in. Cu. 7 Cu. 4-Pin Ohio Brass Co. I i and Thomas .-. I 72 1 Susp. i Locke Pin Ohio Brass Co. None Multiplex Al. G. E. G.E. 43 A No 3,600 W. 6,000 1 66,000 ?A ?A Rogers Dam-Muskegon, Mich i 66 1 W. P. 3.5- 75 132 1 1 1 2 B. & S. 0.052 sq. in. Cu. No Cu. 80 Av. , 4-Pin 1 Locke 4-Pin 1 Locke Steel No. 10 1 1 Stat. Ind. and M. G. W. W. 44 Y E. 1 25,650 Brown \ [ \ I Boveri j 8,650 ' 65,000 j A i Y Grossoto-Milan, Italy 93 S. P.? 65.6 656 1,066 2 4 80 Sq. Mm. 0.124 sq. in. Cu. 19 Cu. 1 . Eichard .-. 1 63 ! Pin Ginori Pin Richard j Ginori , None H.and R. W. J., Cyl. Several Br. Bov. j 45 A 1 ' ' 1 No 1 40,500 j G. E. i 13,000 60,000 Y Y Cedegolo-Milan, Italy 72 S. P. 60- 607 1 ! 1 ^ 9 79 Sq. Mm. 0.122 sq. in. Cu. ., : _„ j Osculati and 4-Pin 1 Carini 4-Pin Osculai i and ; Carini i None Horn and Ees. A. E. G. A. E.G. 40 A 1 1 ' No : 25,000 W. 2,400 60,000 A A Canyon Ferry, Hauser Lake-F.utte, Mont 100 1 w. p. 40- no 200 1 2 OB. &S. 0.083 sq. in. Cu. „ Cu. 72 1 Pc. i Glass Hemingray Glass Hemingray None Al. W. W. 47 Y No 27,000 S.-S. 6,000 i 60,000 Y Y I Molina-Madrid, Spain 1S8 W. P. 40- 50 328 ,, 2 50 Sq. Mm. 0.078 sq. in. j Cu. 1 Cu. 71 Hermsdorf Pin Eosenthal Pin Hermsdorf Eosenthal None Horn and Res. S.-S. S.-S. 48 Y G. E. I R. , 71,500 W. i 13,000 i 60,000 Y A 1 Holtwood, Pa.-Baltimore, Md 40 1 S. T. 40- 500 610 1,750 j 2 4 300,000 Circ. M. 0.235 sq. in. i Al. ^ Al. Vert. 84 5-Susp. 7-Susp. Ohio Brass Co. 6-Susp. 8-Susp. Ohio Brass Co. Steel iln. 1 Al. G. E. W. G. E. 1 49 Y No j 12,000 S.-S. 20,000 I 3,000 i 67,500 1 Y Y Santiago River- Guadalajara, ct al., Mexico 71 S.T. 49 1,803 1 1 50 Sq. Mm. 0.78 sq. in. Cu. 19 Cu. 185 3-Susp. Hermsdorf 6-Susp. Hermsdorf Steel fin. 1 Al. Horn and Hes. S.-S. S.-S. 60 Y E. 60,000 A. E.G. 12,000 Y Y S. Dalmazzo-Novi, et al., Italy j ],i5 S. P. 39.4 494 2,300 2 1 78 Sq. Mm. 4 j 0.121 sq. in. i Cu. Cu. 65 j Pin Richard Ginori Pin Richard Ginori None? Horn, W. J., Con. A. E.G. Fri- bourg A. E. G. Br. Bov. 51 Y D. 11,000 15,000 . . . [ Porjus-Kirana, Sweden , 73.4 S. T. 625 740 2 2 40 Sq. Mm. 0.062 sq. in. Cu. Hor. 166 6-Susp. fi-Susp. Iron So Sq. Mm. 1 Horn and Eos. 1 62 A ; 18,000 W. 12,000 60,000 A A Point Dubois-Winnipeg, Canada 77 S.T. 42-90 600 939 2 2 278,600 Circ. M. 0.219 sq. in. Al. 19 Al. 72 4-Pin Locke 4-Pin Locke In exposed : places only i , Al. W. W. 63 1 Pombliere-Lyons, France 111 W. P. S. P. 1 1 i 64 Sq. Mm. 1 1 0.099 sq. in. Cu. 1 18? 3-Pin 3-Pin iNone? Horn and Res. Ciedel'ind.' d & raec j Geneve i 64 ;.......|.::.... Anwil-Bottmingen, Switzerland 19 s. p. 75 590 2 1 2 60 Sq. Mm. 0.093 sq. in. | Cu. ; 19 Cu. 112 Slant 110 Vert. 4-Susp. Rosenthal 4-Susp. 1 Eosenthal Steel 1 40 1 Sq.Mm. i 1 65 TECHNICAL ASPECTS OF THE PERIOD. 133 obtainable, at merely the expense of the pumping plant, 170 additional Idlowatts for 10 months in the year, amountitig to a yearly output of nearly 1,250,000 kilowatt hours. It is sufficiently obvious that this additional supply, as large as that dehvered by the central station ia many a small eastern city, is a val- uable asset. In point of fact, the saving is more than enough to pay for the pumping plant in a single year. It is an extraordinary case of "hoisting yourself by your jack boots," which only electricity could do in this fashion. Development work done ly U. S. Reclamation Service. — It is not perhaps generally recognized that the United States Reclamation Service work has carried -with it a great deal of incidental power development. The following is from an article" by Mr. C. J. Blanchard, of the Service : In the working out of a definite plan for the utilization of our natu- ral resources and particularly the water powers, only one Federal bureau has been actually engaged in the engineering work of de- veloping power. The Keclamation Service, organized in 1902 for the purpose of making habitable large areas of irrigable pubhc lands, has constructed a number of power plants and has launched the Government in the power-producing business in several locali- ties. Originally the idea of power development was solely for the purpose of pumping water to lands above the reach of the gravity canals, but wise management decreed when there was demand for surplus power that all such power which could be eco- nomically developed should be provided for in the construction of the plant. In this way the Government has found itself in the field as a maker and seUer of electric power. It is a rather ad- vanced step in the governmental activities, but no one has yet seriously questioned its practicability and certainly no one can gainsay its success financially. The following table shows the present condition as well as the possibilities of power development on the reclamation projects: Total.. Arizona, Salt River Arizona, Yujna Califonua, Orland Colorado, Uncompahgre Colorado, Grand Valley Idaho, Boise Idaho, Minidoka Montana, Huntley ; . . . Montana, Lower Yellowstone Montana, Sun Eiver Montana, Flathead Nebraska-Wyoming, North Platte. . Nevada, Truckee-Carson New Mexico, Rio Grande North Dakota, Williston Oregon, Klamath. Oregon^ Umatilla Utah, Strawberry VaUey Washington, Yakima Wyoming, Shoshone Horse- power devel- oped. 27,670 9,030 3,000 10,000 380 1,660 '3,'666' 1,600 Possible horse- power. 394,845 20,000 600 10, 000 2,000 3,000 30, 000 380 290 (1) 300,000 m 8,000 W 3,000 75 3,500 15,000 1 Not determined. Discussing all these general conditions, and some of the data already presented, it is remarked by a leading expert, Dr. Louis Bell: ^ A conHpicuous item of the year in hydraulics was the sensational performance of the 6,000-horsepower turbines for the Appalachian ' Scientific American, Apr. 5, 1913. • Electrical World, Jan. 3, 1914. Power Co. These wheels under test reached the highest point of fuU-load efficiency that has yet been recorded, 93.7 per cent, and at moderate loads still showed efficiencies well above those here- tofore recorded for wheels under similar conditions. This remark- able performance resulted in an efficiency of 88 per cent from water to busbars, again a record figure well maintained at more moderate loads. The point of the matter seems to be that with wheels working under sufficient head to give a fairly normal design remarkable efficiencies can be obtained provided the output is sufficiently great. Wheels operating under freak conditions of gpeed or head can not be expected to do so well, yet it is very evi- dent that wheel design on the whole has been so far improved within the past few years as to reduce greatly all the losses save those which must be classified as physically unavoidable. An- other plant worthy of special notice on account of the hydranlic situation is that of Hale's Bar, on the Tennessee Eiver. Here the fundamental difficulty is variable head, and in this case the variation between low water and flood is from 40 feet to as low as 19 feet. This very uncomfortable situation was met by placing three turbines on each vertical generator shaft, two of them being used together at times of fairly high head and moderate flow, and the third added only when the head is reduced by flood condi- tions. This is, of course, an extreme of variable head, but no better solution of the difficulty has been devised than this of mul- tiple wheels. When the head is sufficiently high, placing them separately on the shaft, as at Hale's Bar, is the natural arrange- ment. The arrangement tried on one of the well-known Swiss plants, a composite runner with three sets of buckets arranged radially to meet the difficulty of extreme low head, has not yet been used in America. Nor has the scheme, tried years ago in one of the plants on the Willamette, of an additional turbine coupled to a separate shaft for low-head work connected to the dynamo shaft by pulleys and a wide belt, been repeated elsewhere. TRANSMISSION SYSTEMS. The transmission hnes themselves have necessarily been the subject of much consideration in recent years, involving many technical problems, aside from those associated with rights of way, relationship to other electrical circuits of lower voltage, and the crossing of steam railway traclis. Incidentally, details have aheady been given in the foregoing text as to some of the lines, and a valuable table is herewith presented which affords a survey of the whole situation of the development during the census period 1907-1912 and its results during 1913. Owing to its great range there may be incidental minor errors or omissions, but its broad survey may be taken as comprehensively correct. Increase in voltage. — ^The significant fact brought out by this table is the remarkable advance in the voltage or pressure of current on the circuits. A few years ago, pressures of 10,000 or 15,000 volts for transmission were regarded as extreme, but the table assumes that any- thing below 70,000 volts is now merely for "distribu- tion" and should not be included in "transmission." In line with this is the ruling of the state commission of Virginia, which in dealing with a proposal to carry a 110,000- volt line along a railroad right of way, decided favorably as to its feasibility and safety. It has become altogether a matter of proper construction. The whole tendency has been toward the placing of these high- voltage circuits on steel towers, but a great many lines 134 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. in the pressures below 70,000 volts are carried on wooden- poles. Tower and line construction and installation. — ^A typical steel- tower installation at high voltage was that put in operation in 1911 for 135,000-volt trans- mission from Au Sable to Flint, Mich., 125 miles away, and also to Battle Creek, 65 miles farther, tying in at various other points to the 44,000-volt network spread out over southern and central Michigan. The transmission line comprises a single 3-phase circuit of three No. 9 copper wires carried on suspension- type insulators hung from the cross arms of 55-foot steel towers. Two braced bracket arms extend from one side and one arm from the other, carrying the wires at the apices of a tipped isosceles triangle with a 12-foot base and 17-foot sides. The lowest wire is 40 feet above the ground. The suspension insulators to be used have eight disks linked in series, each disk having been tested to withstand 75,000 volts continuously, and 100,000 volts for a brief period. Each complete eight-disk porcelain insulator measures 52 inches from the tower hook to the line conductor. A clear right of way into each substation was pur- chased for the 135,000-volt lines. At the substation the end wall of the building is apparently cut away, leaving only a hanging pediment which serves as a rain shield to protect the vertically downward entries of the wires through bushings in a horizontal shell carried.by a second wall several feet inside the building line. The high-tension lines are delta connected to the transformers, subjecting the insulation to the entire 135,000-volt stress. It appears that a line of such high insulation is little injured by lightning strokes. In fact, the 110,000- volt Grand Rapids line has given less trouble than many others of much lower potential in the system, and although afforded no lightning protection, has operated through the most severe storms without interruption. During 1912 the Central Colorado Power Co. adopted a wooden transmission-tower construction for a new 70-mile line at 100,000 volts. Each tower com- prises one 45-foot and one 40-foot pole, which are set into the ground to a depth of 5 feet 6 inches. At the ground the poles are separated by a distance of 17 feet 6 inches, and converge to a distance of 11 feet at a level 35 feet above the ground. The cross arm is formed of a pair of 4-inch, 5|-pound steel channels bolted together at their ends and inclosing the poles as a bow spring. Although pinned to the poles by through bolts, the spring pressure of these deflected channels is sufl&cient to hold them securely in posi- tion. A 10-inch spacing block is inserted at the mid-point of the bow, and the channels are braced to the poles with 4-foot knee pieces. These towers are spaced at 500-foot intervals throughout the 70-mUe line. The arrangement of the suspension insulators places all 3-ph.ase wires in the same plane. The ground wire is carried at a distance of hearly 8 feet from the nearest conductor. At each pole a ground tap is run down under staples and wrapped in a spiral about the pole butt to provide a permanent earth con- nection. The Central Colorado Co. has used a con- struction shnUar to this in some of its 13, 000- volt lines, where the bow-spring cross arms are formed of two 6-inch by 6-inch hardwood members. With this construction, spans as long as 1,100 fee.t have been used. Another special modification used on these 13,000- volt lines, where it is desirable to avoid guying against the fierce winds that prevail in the region, has been an A-frame arrangement. Two 30-foot poles are erected 30 feet apart, at an angle of 30 degrees with the per- pendicular, forming an equilateral triangle. Theframe is linked and braced by f-inch bolts extending through plate crosspieces. At distances 6 feet down each pole, measured from the apex of the frame, provision is made for attaching strain insulators, the jumpers be- tween spans passing around the poles. The top wire is then attached to the frame crosspiece, while the lower conductors clear the ground by 20 feet. This construction has been used in a mountainous country for a distance of nearly 3 miles, the maximum of the 47 spans being 1,10.0 feet. Some idea of the general conditions prevaihng in high-voltage "distribution," as distinguished from "transmission," may be formed from the 1912 report of the committee on electrical transmission of the Ohio Electric Light Association, comprising iniormation as to a number of fines operating at from 6,600 to 33,000 volts in Ohio, Indiana, and Kentucky. The com- mittee reported that the practical working radius of 2,300-volt transmission was very finaited> being about 1 mile for 25 cycles and 3,700 feet for 60 cycles, when the wire is loaded to its carrying capacity and the pressure drop is 10 per cent. The transmission-line design centered on the operating voltage. A good rule was 1,000 volts per naile of fine. For example, a 6-mile fine would require 6,000 volts. The usual spacings were summarized as follows: VOLTS. Minimum spacing, mches. Maximmn spacing, mches. 6,600 - - - 12 18 30 36 48 13,200 >. , 36 22,000 36 33 000 72 The greater the number of provisions against fight- ning, the better the possibifity of uninterrupted service. The aluminum-cefi arrester had proved very efficient. It not only afforded a path to ground for fightning but aided in removing aU internal fine disturbances. How- ever, this arrester had the disadvantage of the neces- sity for charging it each day, thus making its efficacy dependent on the operator. The multi-gap arrester ST. LOUIS TRANSMISSION, MISSISSIPPI RIVER POWER CO. ,-^'. f-=s * ^p^^x ^p^'' ^< n 'I^'* r : ?•'*. ? ' \1 j^f\l /_ y 4 ^'^^ ^ / I a'^t> ^ kM l^\ 1 \ 1 J 1 1, \ 1 \ f^ ii ^5 ^B^»S^ i*^S^aciK^ s,^^S_^m^^mM fe^-iaS 1. 135-FOOT RIVER-CROSSING TOWERS. L£l_. 2. DEAD END TOWERS. 3. STANDARD TOWERS. (Face p. 134.) TECHNICAL ASPECTS OF THE PERIOD. 135 also relieved surges and was found very effective up to 13,200 volts. Ground wire was placed at the top of the line structure so that it had a shade angle of 45 degrees to the outside cojiductors. It might be a 1-inch stranded galvanized plow steel or binietallic wire. The ideal construction comprised ground Avires at the highest poiats of the poles and aluminum-cell arresters at both ends of the line and in the center. Transmission work in recent years has seen the introduction of a great deal of alunainum for the cir- ■cuits, its use being naturally controlled more or less by the ruling price for copper. In some instances the newer metal is associated with steel as a core, the same practice being followed also with copper. In the Big Creek-Los Angeles transmission, 241 nailes of double circuit, the use of very large steel-core aluminum con- ductors is to be noted. Following the usual practice of the day, the area of the steel in these cables is ap- proximately one-seventh that of the aluminum, there being seven steel wires around which are stranded 54 aluminum wires, giving the cable a diameter of 950 mil- limeters. The critical current pressure with this con- ■ductor on a 17-foot spacing would be 210,000 volts, so that there is an ample margin against the dangerous formation of "corona" at the normal voltage of the transmission at 150,000; while with copper the spacing between the circuits would be 30 feet to secure the same factor of safety. The Pacific Gas & Electric Go. in California, in carrying out extensions during 1912-13, has made frequent use of aluminum, one of the most important instances being its Drum-Cordeha line. ■Copper has been used for the cond.uctors on the sea coast and in regions where sleet and snow are most •encountered, but elsewhere the line is built of 19-strand aluminum, No. 5 B. & S. gauge. The standard trans- mission-tower spacing is 800 feet on the level, with which there is no imusual sag with aluminum if freedom from sleet is enjoyed. Suspension insulators have virtually abolished pin insulators for high- voltage transnaission Unes, and they are now used exclusively, the practical Unait of the pin insulator beiag about 60,000 volts. The suspension type came into use in 1905 and marks a radical change in methods of operation. In the pin-insulator hne, the ■conductor is held rigidly at every insulator, so that the lateral and longitudinal movement of the conductor is resisted at every point of support, with results that may be seen of all men after a severe snowstorm or a deposition of sleet. Time and again the telegraphic and telephonic systems of the country over large areas liave been paralyzed and prostrated by the snapping of the wires or the breakage of the cross arms and poles. Suspension insulators are, however, except at dead-end connections, free to move in all directions, but what is thus gained in flexibility and safety has to be compensated for in large clearance spaces. The displacement of the wires in high winds is dangerous mechanically and electrically, so that longer cross arms are needed, and the height and cost of towers are increased. Outdoor substations. — The development of outdoor substations has been one of the marked features of the period, associated with long-distance transnaission work. The problem of furnishing electricity to iso- lated communities and consumers has received much attention and is now generally recognized as a serious and important undertaking. There never has been any question as to the desirability of giving service to outljdng territories, providing the investment and maintenance charges were such that a fair return could be expected. Prior to the building of transmission networks and high-tension distribution feeders radi- ating from central points to small communities, the cost of lines to reach the small consumer, combined with the high cost per kilowatt of switching and pro- tective equipment, practically closed a field now open to development. The situation, therefore, is im- proved, as the consolidation and unification of central- station systems have resulted in a large mileage of trans- mission Unes passing through the districts ready and waiting for electrical service. The problem has re- solved itself into the building of fines from a large- capacity centrahzed plant to definite points where loads of suitable characiteristi«s to justify the expense can be secured. From these high-tension feeders, branches extend along the way, to farms, miUs, stone quarries, grain elevators, irrigation projects, railways, pumping installations, dairy farms, carming factories, brick or tile plants, excavating shovels, etc. The smafi generating station supplying a town or village is necessarily at a distinct disadvantage in the generation and distribution of electricity as compared with the larger stations, as the economy is low. This condition is due to the small quantity of power gen- erated, the poor load factor, and the fact that the size of the enterprise does not justify the employment of high-class engineers or operators. The smaU gener- ating station is therefore being quite generally super- seded by a substation, suppfied from a high-tension transmission hne serving a number of communities. With one or more small towns as a nucleus, the trans- mission fine is built — the first step toward supplying an entire district or even a county from a centralized plant. The supply of power along the main trans, mission fines has thus become a comparatively simple matter, aided largely by the outdoor substation, re- ducing the investment reqmred and therewith the cost of the current furnished. In this class of work the wooden-pole outdoor sub- station is extensively used. The steel-tower equip- ment has, however, many advantages and its use is steadily increasing. This is especiaUy true since manufacturers have designed stations with proper equipment for quickly, easily, and cheaply handling 136 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. heavy transformers. The development of switch gear which will not freeze has also had an important bearing on substation equipment. Improvements in high- tension chernical fuses have been pushed, and the general tendency in aU the outdoor equipment has been toward simphcity and cheapness. , The operation of outdoor transformers is held to be no longer experi- mental. In general the type is similar to that for indoor use, except that the cover and the leads are designed to shed moisture and furnish higher factors of safety by superior insulation. It was to take care of small isolated loads that the development of the outdoor substation began, and these have afforded its greatest field to date. Com- plete outdoor installations up to several hundred kilo- volt-amperes have enabled service to be given to isolated customers and small commimities which other- wise could not be profitably served directly from the main transnaission Hues. It is possible to locate such substations almost anywhere, the structural and foundation requirements varying with conditions. The high-tension switching is usually Hmited to air- break types, instead of the costly oil switches, while lightning protection is afforded by either the electro- lytic lightning arrester or the simpler horn type. Most of these installations have been free from elaborate secondary control, that provided, if any, being of the simplest type and estabHshed in weatherproof housings. The apphcation of the outdoor substation has been carried to large-capacity installations. The sub- station thus combines not only the functions of a switching station, but that of supplying a large load to a commimity. With substations of this character, involving attendance, it is necessary to provide a suit- able building designed for at least part of the instal- lation. What part of the high-tension apparatus may properly be installed out of doors depends largely on the saving thereby effected. The actual outdoor apparatus must be provided for separately, and a combination of the indoor and outdoor substation will in many cases prove most advantageous. In some cases it is feasible to place the whole outfit out of doors, including the low-tension control equipment, pro- vided the latter is not extensive, but in most cases it is questionable whether the operating conditions permit this extreme. In cases where attendance is required it is believed advisable to install the secondary equip- ment outdoors. The manner of installing the outdoor equipment depends, of course, upon the size and im- portance of the layout. In general, the incoming and outgoing hues must have proper terminal structures for connection and distribution to the banks of trans- formers. The transformers themselves are provided with sohd foundations, preferably of concrete, so designed that they may be removed on rails, and provision should be made for heating the cases if climatic conditions require it, while the piping for oil or water must be carefully considered. A most important detail of the outdoor installation is that of providing proper facUities for repairing damaged apparatus, and large substations provide some shelter where such repairs can properly be made. The space occupied by the outdoor installation is, of course, large, and adequate provision must be made for preventing anyone from coming in contact with the equipment. The element of safety to employees and the pubhc can not be neglected, especially in view of the fact that the equipment of outdoor installations represented at the end of 1913 no less than 300,000 kilovolt-amperes in high-tension outdoor transformers.^ Many illustrations of this class of work might be cited. Among the most recent were two substations installed in 1912-13 by the Amherst (Mass.) Power Co.^ Of these, one is located at Chicopee and the other at Agawam, Mass., both being supplied from the company's double-circuit, 60-cycle, 3-phase, 66,000- volt transmission line extending from Tiu-ners F-aUs to Springfield, Mass. Each station is of an ultimate 10,000-kilovolt-ampere capacity. In these plants all the high-tension switching apparatus for 66,000 volts and the transformers are out of doors. The low- tension apparatus at 13,200 volts is indoors, as well as apparatus at Agawam distributing at 2,300 volts. The control switchboards and instruments, motor- generator sets, etc., are not developed to the point where it is practical to operate them outside, but it is remarkable that in the exacting climate of New England such a general plan as this can be carried out with a considerable saving in first cost of the substation and no increase in operating expense. The note may be made that oil transformers of the radiator type are used. In outdoor transformers the oil freezes at —15 degrees Centigrade. Steps are taken to keep the temperature of the oil above that point by connect- ing the apparatus that may be standing idle to the busbar on the low-tension side from about January 1 to March 10 each year, thus securing artificial heat. The transformers and oil switches are connected by a complete piping system to a two-compartment oil tank buried in the ground, so that oil can be drained from any transformer or oil switch into its respective compartment of the oil tank and thence can be pump- ed through a portable oil-filter press back into the transformers or switches. Alarm thermometers on the transformers are connected to bells in the station. There is installed in the cover of each transformer a small heating unit taking 200 watts at 110 volts. The object of this unit is to keep the air in the top of the transformer, and especially the spare transformer when not -excited, a little above the temperature of the air outside, so that in the process of "breathing," which is sure to be present to some extent in any large trans- 1 Proceedings, Am-erican Institute of Electrical Engineers, Feb- ruary, 1914. Macomber. " Proceedings, American Institute of Electrical Eugineers, Feb- ruary, 1914. F. L. Hunt. TECHNICAL ASPECTS OF THE PERIOD. 13V former subjected to varying temperatures, the air taken in, even though heavily laden with moisture, will have that moisture vaporized by coxning in con- tact with the warmer air inside, rather than fur- ther condensed by coming in contact with cooler air inside, which would occur if there were no artificial heat inside the cover of the transformer. When it becomes necessary to disassemble a trans- former it is rolled on to a transfer truck upon which it is run into a compartment at one end of the substation where a hoist is available of sufficient capacity to lift and remove the core. Switch hooks, used for operating the disconnecting switches outdoors, are fitted with a copper cone at about the middle of the handle, the cone being grounded when the hook is to be used. All the outdoor aluminum lightning-arrester cans are painted white to overcome a difficulty experienced in climates where the absorption of the sun's heat by dark- colored cans has raised the temperature of the electro- lyte of the arrester to a point where it was damaged. Two coats of white paint on these cans have been sufficient to keep the temperature of the arresters below the danger point in these installations, up to the present time. The same treatment may be appUed with similar results to the transformers where excessive temperatures are reached on accoimt of the sun's direct rays. The winter-weather test of these sub- stations has been satisfactory in frost, sleet, and snow. Each outdoor station is surrounded by an iron picket fence and all the equipment is set on concrete foimdations extending below frost line and about 15 inches (38.1 centimeters) above the final level of the ground. Thus far in the operation of these stations nothing has occurred which iadicates any important point of disadvantage in the outdoor arrangement, except that some difficulty was at first experienced in keepiag the joints of the cooling radiators on the transformers oil-tight, due to the wide range ia temperature to which they were subjected every 24 hours. The design of these radiators was changed, and the new radiators have thus far stood the test of wide temperature changes without developing leaks. Outdoor apparatus is also used on this system at several of the local consumers' substations, where energy is delivered to factories, miUs, etc., at 13,000 volts and stepped down to 2,300, 550, 440, or other voltages. The transformers are connected to the 13,200-volt circuit through combination horn-gap arresters and choke coils, and horn-gap disconnecting switches, and the power is metered at 13,200 volts by the Tise of outdoor potential transformers, indoor current transformers under shelter, and a meter in a box with glass cover. The tower stands approximately 20 feet high, the bottom of the transformers being about 10 feet from the ground. STORAGE BATTEEIES. The use of storage batteries by central stations has continued to extend, and some of these equipments are of extraordinary size. The ConsoUdated Gas Electric Light & Power Co., of Baltimore, Md., possesses what ia held to be the largest single storage-battery installation in the world, the next largest being owned by the New York Edison Co. The Baltimore company has a large steam station at Westport, just on the outskirts of Baltimore. It is also the largest user of the trans- mitted energy generated by the Pennsylvania Water & Power Co., at Holtwood, Pa., on the Susquehanna River, reference to which has already been made. Ordinarily the greater part of the load in Baltimore is carried by the hydroelectric station at Holtwood, a 40-mile transmission line connecljing the terminal receiving station at Highlandtown, Md., with the generating station. In order to safeguard its custom- ers against interrupted supply in case of mishap to the hydroelectric station at Holtwood, to the transmis- sion fine, or to the steam station at Westport, it was decided to install the battery. The battery house adjoins the substation of the company on McClellan Street, Baltimore, and was especially designed and constructed for the battery and its equipment. Pro- vision has been made for an additional story to accom- modate another battery of similar size, if necessary. The battery comprises 152 cells, each of which con- tains 133 lead plates. The cells are arranged in four rows and are covered with heavy glass plates. The total weight of the equipment is 616.5 tons. The battery is kept connected to the busbars supplying the direct-current service, and in the event of any interruption can immediately assume the load so as to carry it without interruption to the service. It will deHver 44,000 amperes at 250 volts for six minutes, or 11,000 amperes for one hour. The capacity at the six-minute rate is 11,000 kilowatts. The battery is thus able to carry the entire direct-current load on the system for a period varying from 10 minutes to several hours, depending on the magnitude of the load" at the time of discharge. ARC LAMPS. It will have been noted that in the statistics for the estimated number of lamps mred for service the total of arc lamps in 1912 was only 505,395, as compared with 555,713 in 1907, thus indicating a 9.1 per cent falling off in that short period, although the whole 10 years showed an increase of 31 per cent. These figures of decline embrace a most interesting chapter in electrical history, and are eloquent as to the rapid changes now going on in the central station art. It is true that in the 10 years the number of arcs operated from municipal plants 138 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. increased 80.8 per cent, and that from 1907 to 1912 they ■ increased from 82,940 to 91,851, but this is simply a proof that the municipal plants for well-known inher- ent reasons do not respond so quickly in any of their enterprises as does private capital to advances in invention and industrial art, but follow the more con- servative method of adding to an old plant rather than adopting the policy of scrapping it because the apparatus has become obsolete. Usually bonds have been issued for the installation, and the natural tend- ency is to keep as much of the plant going as possible until full amortization has occurred. In an industry like the central station, where one invention or im- provement succeeds another in swift and even start- ling succession, it becomes imperative to make these advances in order to give the public better and cheaper service with the latest appliances even if relatively new machinery has to be scrapped and new capital risked. Obsolescence plays a large part in the field of electric light and power. It is not to be understood, however, that the municipal lighting systems have fallen behind quite as these figures would indicate, for many of the lamps enumerated are of the later modern types evolved during the period. The development of the arc lamp as a street illumi- nant has been treated in earlier central station reports, and an account of the later arcs will be foimd in the census report on manufactures — Electrical machinery, apparatus, and suppUes — for the Thirteenth Census. It may be remembered that single and double carbon, direct-current, open-arc lamps run in series from a constant-current arc generator were at first the base of the whole lighting industry, and they are still in use in some places. Series arcs run from alternating- current machines were little patronized on account of their lower efficiency. Constant-potential direct- current and alternating-current open arcs were in extensive use for a time, not as a part of civic lighting but for auxiliary illumination. About the close of the last century most of the plain open arcs were replaced by inclosed-arc lamps, having an inner globe chamber around the carbons, and were favored on account of their longer carbon, life, steadier light, and lower cost and time for trimming, these qualities offsetting a lower efficiency. The direct-current series inclosed arcs were operated from arc dynamos of the old type at higher wattage and the alternating-current lamps were run from constant-current transformers. This latter transformer system has had a very wide use, but has lately been superseded in a large degree by "luminous-arc" lamps on series circuits supplied by merctu-y rectifiers and constant-current trans- formers. The use of constant-potential flaming arcs is also increasing. The alternating-current series in- closed-carbon arc lamp of '6.6 amperes has done the bulk of American street lighting for many years in the recent past, while more lately the 4-ampere, 300-watt magnetite or luminous arc has been successful in replacing the carbon arc, giving an available 300 candlepower; the titanium arc of 400 candlepower and 200 watts also making a place for itseK. It is here that the issue for supremacy has been joined with the novel large gas-filled mazda or tungsten incandescent street lamps giving 400 candlepower at 300 watts, as compared with the former reigning favorites, especially the old inclosed arc with about 175 mean spherical candlepower. In discussing these changes, the well-known authority. Dr. C. P. Steinmetz, in a recent article,^ gives a table of relative efficien- cies of the various candlepower of illuminants: RELATIVE EFFICIENCY OF VARIOUS CANDLEPOWER OF ILLUMINANTS. 200 MEAN SPH. C-P. 300 MEAN SPH. C-P. 400 MEAN SPH. C-P. 500 MEAN SPH. C-P. 1,000 MEAN SPH. C-P. Type. Watt. Type. Watt. Type. Watt. Type. Watt. Type. Watt. 490 380 310 620 480 470 300 250 620 350 310 290 210 Standard magnetite Gas-filled mazda Special magnetite White flame 400 390 350 350 280 250 Gas-fllled mazda standard magnetite Special magnetite White flame 780 Standard magnetite Gas-fllled mazda Special magnetite Titanium 700 550 Standard magnetite Special magnetite 520 Yellow flame Yellow flame 400 Titanium 360 Dr. Steinmetz also says: There is a general desire for more light, but more still is the desire for cheaper lighting, and there is a much greater appreciation of getting a reasonable increase of illumination — 50 to 100 per cent — at a reduced cost to the city, than there is of getting much more light at the same price; while even a very great increase of light, if accompanied by an increased cost, is rarely acceptable in street lighting, except in special cases of decorative lighting, of white way lighting, etc.; and such special application naturally represents only a small part of the country's lighting. This is well illustrated by the experience of the arc-lighting industry. When the arc- lighting engineers became so interested in "large units" as to lose some interest in the low-poWer high-efficiency arcs and began to push the big luminous or flame arcs, the replacement of the 175- candlepower inclosed-carbon arc by low-power luminous arcs, which had been going on rapidly before, practically stopped, and the country turned to the mazda incandescent lamp, which offered lower power and therefore cheaper units. It will certainly be very interesting, therefore, to see where the arc lamp is placed relatively at the close of the period 1912-1917, but obviously meantime there is being a great deal of work done with over half a mUlipn of these large units in service. Much of this work with the flaming arc is for commercial purposes, but there are many excellent street-lighting systems ' General Electric Review, Vol. XVII, No. 3, March, 1914. TECHNICAL ASPECTS OF THE PERIOD. 139 with the other modern arcs, one of the best being notably that with the 6.6-ampere luminous arc in the central section of the city of Washington along Penn- sylvania Avenue, the same city having also a system of incandescent street lighting. Figures of interest are given by Mr. Walter C. Allen, the electrical engineer of the District of Columbia, for the main avenue, as follows, as to lighting with the luminous arcs: Length of roadway on center line, 6,356 feet. Width of roadway, 109 feet. Square feet of roadway, 692,804 feet. Number of lamps, 123. Total watts at 520 each, 63,960. Annual maintenance cost ($97.50 each), $11,992.50. Watts per linear foot, 10.06. Watts per square foot, 0.0923. Cost to maintain per linear foot, $1,886. Cost to maintain per square foot, $0.0173. The cost of installation is estimated to be $170 per unit, exclusive of the posts, ribbed frames, glass, and special parts, which are furnished by the District and cost as follows: Cast-iron ;post Cast aluminum ribbed spherical frame Special parts Total Cost. $26.90 37.50 3.00 67.40 The work of installing the cables, erecting the posts, etc., was done by the Potomac Electric Power Co. at its own expense. The company also maintains the lamps at the rate of $97.50 each per annum, less $4.40 deducted as interest and depreciation on the munici- pally owned posts, in accordance with the acts of Con- gress establishing rates for street lighting in the Dis- trict of Columbia. Another recent installation of similar character was that made by the Lynn (Mass.) Gas & Electric Co. for the Massachusetts Metropolitan Park Commis- sion along two miles of the North Shore Boulevard, with 40 lunainous arcs, operating on a 4-ampere recti- fier circuit and. consuming about 300 watts each. The lamps are carried on slender iron posts 18 feet high, spaced from 200 to 300 feet apart. They give, at a less cost, some twelve times the illumination of the gasoline lamps previously used. This resort to low posts for the modern arcs is be- coming quite general, having been inaugurated in 1912 at New Haven, Conn., when a "White Way," comprising two of the principal business streets, was dedicated with most impressive ceremonies, and a slogan sign, "Old Ehns but New Ideas," was flashed upon the gaze of over 100,000 enthusiastic celebrants. The "boulevard" luminous arc was then put in service for the fijst time, with 78 "inverted" 6.6-ampere lamps, on 11.5-foot posts, spaced at intervals aver- aging 87 feet, and staggered on opposite sides of the two streets. By "inverted" is meant that the globe of the lamp is placed above the mechanism instead of below it, as usual. The effect of the Ulumination is most pleasiQg and satisfactory, and the installation has marked the point of a new departure in an effective response of the modem arc on low posts to the ornar mental street lighting with tungstens that has threat- ened the old supremacy of the arc outdoors. The minimum illumination is estimated at about 2 foot- candles, which is quite high by street-lighting stand- ards. In other parts of the country the progress of the luminous and other arcs for street lighting is quite noticeable. The city of Baltimore now has 365 or more luminous arcs on ornamental posts distributed over 2J miles of business streets, in an area compris- ing nearly 50 blocks, the lamps being of the inverted type rated at 6.6 amperes. The posts are 14.5 feet high. The merchants paid the initial cost of the lamps, the ConsoMdated Gas Electric Light & Power Co. obtaining this money from the city and the latter collecting from the merchants. The lamps and posts erected represent an investment of approximately $105 each, and are spaced from 50 feet up, according to the amount of money collected, which ranged from ap- proximately $2 a front foot to $1.20 a front foot. The city of Kochester, N. Y., may be mentioned as one which had 86 of the same type of 6.6-ampere magnetite arcs installed during 1912 in East Avenue, one of the finest residential streets, running from the center of the town to the city line, the lamps being placed 200 feet feet apart and staggered. The cost was borne partly by local assessment on the abutting property, and the rest came out of the general lighting fund. Omaha, Nebr., has completed the installation of 140 10-ampere flaming-arc lamps, placed four to the 350-foot block On downtown thoroughfares. In each block the lamps, two on a side, are so staggered as to bring one unit to every 90 feet of street length. They are hxmg from ornamental gooseneck arms 20 feet above the street surface. In each block it was found possible to use one of the two former lamp- posts in its existing position, moving the other to a new location to conform to the installation of the two new posts per block. The Omaha Electric Light & Power Co. installed the entire system, includuig conduit, cable, posts, labor, and repaving, for $15,000. This, of course, was exclusive of the lamps themselves, which cost $3^ each. The Omaha company is under contract to do the city lighting for $75 to $85 per lamp year, but as the city receives a rebate in the form of a lighting assessment of 3 per cent of the company's gross income, besides a 3 per cent occupation tax payable into the general fund, the net cost per lamp year is but $68 to $70. The system is to be extended to outlying districts. 140 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. The adoption of a new lighting system for Federal Street, Pittsburgh, Pa., was brought about by the influence of the local North Side Board of Trade. The grade of Federal Street had been raised consid- erably in order to place it above the flood level. With the street ia a much better condition than previously, it was decided to complete the improvements with an efficient lighting system. After an investigation of the subject, a long-burning flaming-arc lamp was adopted. This was the lamp used to illumiaate the hall at Baltimore where the latest Democratic national convention was held nominating President Wilson. There are installed 90 lamps in all, each with the commercial rating of 3,000 candlepower. The street is 48 feet wide and the lamps are placed 60 feet apart. They are hung on ornamental poles of colonial pattern, 25 feet high, with ornamental goose- necks. The lighting of the luminous-arc lamp standards in Utica, N. Y., in 1912 was made the basis of a public celebration. The installation, which is fed from the circuits of the Utica Gas & Electric Co., consists of 66 inverted-type luminous-arc lamps rated at 6.6 amperes and installed on cast-iron posts spaced 85 feet apart along both sides of Genesee Street, from Bragg Square to the first block above the city haU, a distance of about one-half mile. The lamps were installed at the expense of the merchants and business men along this section of the street, and their mainte- nance after January 1, 1913, falls to the city under the regular contract for street lighting. Houston, Tex., and Missoula, Mont., may be cited as examples of places where the new magnetite light- ing has been coupled with the use of the trolley poles. In the summer of 1912 the Houston (Tex.) Lighting & Power Co. completed the installation of 80 handsome iron poles carrying 4-ampere magnetite arc lamps which furnished fllumination for the business district of the city. These poles are of an attractive design, originated locally and built to conform in base pattern with the new troUey poles in the business streets, in some cases combination poles being used for both railway and lighting purposes. The standard arc- lamp poles are, respectively, 6 inches, 5 inches, and 4 inches in diameter, tapering in three sections. The combination trolley and arc-lamp poles are 8 inches, 7 inches, and 6 inches in section and weigh 800 pounds each. Three-inch pipe forms the gooseneck, the lamp itself being suspended with the arc 19 feet above the roadway. There are four lamps to each 330-foot block in the downtown section, the posts being stag- gered so that each corner is lighted by two lamps, while the greatest mid-block distance between lamps is about 110 feet. Lead-covered, paper-insulated No. 6 single conductor cable is used to convey the cur- rent to the lamps. The lamps are trimmed with the aid of a ladder wagon. Alba globes are used to diffuse the direct rays of the 4-ampere magnetite arcs, but these have been replaced in some cases with clear glass to increase the light from the lamps. At Mis- soula the 100-foot- wide main street, Higgias Avenue, is lighted for a distance of nearly one mile by 6.6-ampere magnetite arcs of the inverted type carried on trolley- pole brackets at 100-foot intervals, the lamps being held up by 24-inch straight bracket arms 18 feet from the street surface. The erection of the system was facihtated, it is said, by the Montana state law which provides for the creation of special lighting-improve- ment districts. The law specifies that "the portion of the entire cost of erecting and maintaining posts and of the annual maintenance of lamps therein in such district, not less than one-fourth nor more than three-fourths, as shall be determined by the city councfl, shall be borne by property embraced within said district abutting upon some portion of the street or avenue within such district to be lighted." To create such an improvement district requires the consent of 61 per cent of the abutting property hold- ers, in addition to an ordinance passed by the local city government. The Missoula Light & Water Co., however, went even further in its initiative, offering to assmne the entire expense of installation on the assurance of a three-year contract for the lighting. The proposition was accepted without opposition, and the introduction of the system has already led to a strong demand throughout the city for better street lighting everywhere. That is really what all our cities need, for the standard of street illumination is still at a low point. Other instances of the new street lighting could be mentioned here, the installations in some cases hav- ing been made in record time, but those just given must suffice. It may be noted that in Chicago, outside of street lighting, the South Side Park Commission is using 280 flaming arcs of 7.5 amperes to replace the former inclosed carbon arc lamps at important boule- vard and drive intersections, adding to the safety of travel on foot or by vehicle and saving the turf from invasion. Until a short time ago the streets of Chicago were very badly lighted by the municipal plant with lamps of an old type poorly installed, but recent changes are putting that city in the front rank of progress as to arc lighting, a transition having been made to flaming arcs, of which two or three types are used. Several thousand have been installed, and a total of not less than 62,000 is proposed. This is a notable advance. In the residence section these arcs are installed, one at every street intersection and alley, and under no circumstances more than 350 feet apart. These are hung 22 to 23 feet from the sidewalk. In the business section two lamps are placed at every street intersection, and one at each alley intersection, and never more than 250 feet apart. The lamps in this section are 25 feet above the sidewalk. The lamp TECHNICAL ASPECTS OF THE PERIOD. 141 is carried on a SO-iach bractet, with automatic series cut-outs, and is lowered for trimming, the lowering gear being entirely concealed. Very many attempts have been made to light large outdoor spaces by means of plaia carbon-fed arc lamps, but the newer attempts are based upon the use of flaming arcs with the modern impregnated carbon. The effect is different in the extreme, and, according to all reports, much more successfid. Two of the examples are furnished by Chicago. In July, 1910, a military tournament was given at night in an arena 400 by 600 feet, surrounded by tiers of seats about 100 feet deep, making a total of about 11 acres. The seats accommodated 40,000 people. This vast open space was illuminated by eighty 550- Vfatt flaming arcs, hung 50 feet between centers, in 10 spans of 8 each. They were suspended by drop wires at a uniform height of 35 feet above the arena from 600-foot twin spans of steel messenger wire passing over 50-foot poles set back of the seats and guyed from the tops of 40-foot poles, which in turn were anchored. The lamps were fed with 60-cycle current, two in series across each side of a 110-220- volt 3- wire circuit supphed from a temporary transformer instal- lation. In the arena nearly 3,000 soldiers took part in all kinds of drills and evolutions twice daily, and every one, including the soldiers, seemed very well pleased with the quahty and intensity of the evening illumination. An average intensity of about 1 foot- candle was obtained, the Hghts being concentrated above the arena. E-eadings at the center of the field gave an average of 1.35 foot-candle illmnination. The energy consimiption was about 0.18 watt per square foot. The work was done by the local Com- monwealth Edison Co. Although opal globes were used in this experiment, .some inconvenience from glare was experienced, and another effect, even on a clear night after rain, was that of a luminous mist over the arena, due to the dust. Both conditions seemed susceptible of im- provement. Another attempt along different lines was made at Chicago in August of 1910 at the new American League Baseball Park, where the low score of 3 to for the game showed how effective the illu- mination was. The park contains about 8 acres and seats about 32,000 persons, with the usual spaces allotted to the stands and the "diamond." The total installation consisted of 20 powerful flaming arcs with IJ-inch carbons taking about 100 amperes each. Ten of the lamps were placed on 80-foot towers or on the grandstand roof, and the other 10 were placed around the park about 7 feet above the ground and were used only when the game was played. Of the high lamps two were placed on a 30-foot tower over the r^ht pavflion flanking the grandstand, and two similarly over the left pavilion. The preponderance of light was on the first-base side, where most of the plays are made. This scenic lighting was supplemented by serv- ice Hghting to the extent of 150 tungsten lamps of 100 watts placed in passageways and exits. The total load was about 250 kilowatts. It should be added that high poles or standards for arc lamps are still in vogue, and they are of increasing beautj^, serving as ornaments to the street instead of as disfigurements, as was so often the case in earlier years. Many separate arc pole lines have been abol- ished by the joint use of trolley poles. INCANDESCENT LAMPS. Street lighting. — Street hghting by incandescent lamps is so intimately connected with arc street light- ing and has developed so enormously of recent years in competition with the older method that it is fitting to discuss it here, taking up later the incandescent lamp itseff. There is nothing new about street lighting by incandescent lamps. It goes back to an early stage of the art. But the differences in practice have been radical. The primitive illumination of this type was attempted with small units, single carbon-filament lamps carried on brackets. Much of this lighting stni prevails, although marked improvement has been seen in the adoption of metaUic-filament single lamps placed on low posts or standards of wood, metal, or concrete; and the streets of numerous rural or suburban commimities are lighted in this manner. The great change has come about chiefly through the adoption of group or clustered lamps ou low standards; and now the introduction of the much laiger tungsten units, ranging up as high as from 300 to 5,000 candle- power, has injected new elements for consideration into the vexing problem of jvhat is really best to-day for street illumination. These larger, high-power incandescent units are, however, mounted on taU. poles in the same maimer as the familiar large arc lamps, and, while some have thus been tried on streets and in parks, no regular installations could be cited up to the time the present report went to press. The use of tungsten-lamp street lights on single posts and in clustered standards had begun at the time of the last report and was referred to therein. Later examples show how extensive has since been this development. A special report of the National Electric Light Associa- tion of June, 1911, gives a list of no fewer than 84 cities in which ornamental posts for incandescent street lighting had then been installed. The example was cited of Atlanta, Ga., where the system illuminated a length of street approximately 13,000 feet and in- cluded 239 handsome low posts, each carrying five 100-watt tungsten lamps in opal-glass globes. At Warren, Ohio, up to about 1909-10, the city streets were lighted with open arcs, and themimici- pality then considered changing to inclosed, but the local company intervened with some suggestions and demonstrations as to tungsten posts, and finally a new 142 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. contract was made for series tungstens on a 10-year basis, the company to install and operate the entire system. It seemed only natural that a great incan- descent lamp manufacturing center should thus use its own product. The installation is divided into the residential and the downtown systems. In the former there are 355, 90, and 175 street series lamps of 40, 60, and 80 candlepower, respectively. All the units are equipped with reflectors and are suspended by goose- neck brackets from wooden poles arranged in a straight line along one side of each residential street. In the spacing of these units, in the residential district one lamp is located at each street intersection and the intervfening distance' between corner lamps is divided so that the spacing is as uniform as possible. This varies, however, from 100 to 300 feet in the different streets, dependtag on the traffic demands and to som^e extent on the foliage of the shade trees. The lamps are 14 feet above the pavement, and they are sus- pended 3 feet beyond the curb line over the road. The illumination m the residential districts is highly satisfactory and is far superior to that furnished by the former open arcs. The lighting of the downtown streets is ornamental. Sixty-two 3-lamp iron stand- ards, each supporting 2 pendant lamps and 1 upright, are employed on the principal business streets, while around the central park 22 single-lamp standards are located. At the entrance of the courthouse, on the north side of the park, two 5-lamp standards are situated, one on either side of the approach. All upright lamps (except nineteen 60-candlepower lamps on the siagle-lamp standards) are rated at 80 candlepower and are surrounded by 14-iach globes, while 12-uich globes are used on the 40-candle- power pendant lamps. The spacing of the 3-lamp standards is uniform in each street, but varies from 65 to 75 feet in different streets; that of the siagle- lamp standards is from 65 to 85 feet. The comer standards at street intersections are set where the street lines extended meet the curb lines; thus there are eight of these standards at each intersection. Each ornamental standard is anchored to a 2i- foot cube of concrete, the center of which is placed 18 inches back from the curb line in the business streets, thus allowing the outside pendant lamp to be hung directly above the face of the curb. The wiring of the standards is aU underground. The contract specifies the following prices per annum to the light- ing company for maintaining the three sizes of lamps in the two systems and under the two operating schediiles. The cost of installation is taken care of in these prices. SIZE OF LAMP. 40 candlepower . 60 Candlepower . 80 candlepower . ORNAMENTAL. All night. Midnight. S19. 60 23.00 $12.00 14.60 18.00 Residential, all night. S13.50 19.60 23.00 Included in the cost of installation, that of the standards, bases, conduits, and wire was as follows: 5-lamp standards, $40; 3-lamp standards, $36.50; 1-lamp standards, $30. These figures are based on one standard of each kind, exclusive of lamps, globes, sockets, etc. The 3,065 feet of steel-armored cable cost 36 cents per foot and an additional 5 cents per foot for laying. The lead cable, of which there was 4,550 feet, cost 21^^ cents per foot, and the bases for the 86 posts were estimated at $3.50 each. The fiber conduit laid cost 51 cents per foot, and the total cost of the globes was approximately $1 each. In the old open-arc lighting system there were 161 units, consumiQg 500 watts each and operating on 9.6 amperes. Seventy-one of these lamps burned on all- night schedule and the remainder till midnight, in the former case the city paying the central station $80 each and in the latter $55 each a year. In 1911 a number of concrete posts for tungsten lamps were set up at Ann Arbor, Mich., in the effort to secure somewhat cheaper construction. The cost was $7.47 per pole. The posts are 25 feet long, 8 inches in diameter at the base and 5 inches at the top, and are reinforced with four f-inch steel rods, one at each corner. Complete, the posts weigh 1,185 pounds each. Six inches frorn their tops single arms or buck arms are cast into the concrete, 1^ by | by 18 inch steel angles being used. These arms are bored for f-inch bolts, which support the insulators carrying the line wires. Nineteen feet from the butt of the pole, three J-inch bolts are cast into the concrete for carrying the lamp bracket. The posts are set 5 feet into the ground, bringing the lamp 12 feet above the curb. On each post is stenciled the number of the lamp and its circuit. The wooden forms required for the construction of these poles cost $200 to build, $155 of which was for lumber and mill work. A concrete mixture of one part Portland cement, two parts sand, and four parts i-inch crushed limestone was used, the cement being mixed wet and poured and troweled in the form. Another treatment of the "ornamental street light- ing" i'dea, which is more or less typical of this kind of work, is found at Des Moines. The city agrees to- pay for the operation of the top lamps in the clusters on the curb-lighting posts from dusk to midnight, the energy used between midnight and dawn by the lamp being donated by the Des Moines Electric Co. Up to the close of 1912 the electric service company, assisted by "booster" organizations, had put in position in Des Moines 440 curb lighting posts, each supporting five 100-watt tungsten lamps in translucent white-glass globes. One of these globes surmounts the post and four are suspended from brackets. The original ar- rangement was that merchants or abutting property owners should pay the electric service company for posts and equipment at the rate of $60 for each post, with a monthly operating and maintenance charge of 1. FIVE-LIGHT CLUSTER LAMP PILLARS, ELKS CLUB, NEW YORK CITY. 2. TWO ALBA FLAMING LAMPS, 4-5 FEET ABOVE SIDE- WALK, PLAZA, FIFTY-NINTH STREET, NEW YORK CITY. 3. LAMP PILLARS ON BOARD WALK, AT LA NT iC CITY, N.J. (Face p. 142.) TECHNICAL ASPECTS OF THE PERIOD. 143 $5.80 per post. In the event of failure to pay the monthly charge the electricity was cut off. The retail merchants then started a movement to cause the city to take over the 440 electroliers and pay for their operation and maintenance as street lighting. They were not successful ia s&curing all they asked for, but they did obtain a substantial re- duction as the result of an arrangement by which the merchants, the city, and the company agreed to share the burden. The initial cost of the installation of new posts, $60, remains as before. However, the city agrees to pay $12 a year for the lighting and mainte- nance of each top lamp from dusk until midnight. The cost of this service from midnight until dawn is assumed by the company. The merchants agree to pay $43.68 a year, or $3.64 a month, for the operation and maintenance of the four other lamps from dusk until midnight. The posts are spaced 44 feet apart, so that the cost to each merchant having 22 feet front- age is only $1.82 a month. The electric service com- pany's total revenue from each post, operating the lamps as related, is $55.68 a year. In order to get revenue to pay for the top lamps on the curb-lighting posts, the city discontinues entirely the ordinary street- lighting arc lamps at street intersections in the districts affected. After midnight the street lighting is thus confined entirely to these top lamps, which are thought to afford sufficient light for the purpose. Chicago is a striking example of this newer develop- ment in street lighting. Taking figures published in September, 1912, it would appear that 3,000 privately owned street-lighting posts were then being operated by the Commonwealth Edison Co., which has devoted special attention to securing this class of contracts in outlying business centers. A load of about 1,200 kilowatts was thus connected and in use for this kind of public illumination, the cost of which was defrayed by abutting merchants. Of the total number of posts, 85 per cent were installed under the company's regular two-year contract, by the terms of which the central station company erected and maintained the instal- lation, operating it a given number of hours daily, for a fixed sum, collectible weekly from the individual merchants or from the neighborhood business men's associations. About 500 posts were served on a meter basis, the customers installing their own equipment and purchasing energy from the Commonwealth Co. at a fixed kilowatt-hour rate. The rates for this ornamental street fighting, under the standard two-year contract, are as follows for posts each carrying a single 250-watt tungsten lamp or four 60-watt tungsten lamps: Dusk to 10 p. m. 6 nights and dusk to midnight 1 night per week Dusk to 11 p. m. 6 nights and dusk to midnight 1 night per week Dusk to midnight 7 nights per week Dusk tola. m. 7 nights per week ' For posts equipped with five 60-watt lamps the schedule is: Dusk to 10 p. m. G nights and dusk to midnight 1 night per week Dusk to 11 p. m. 6 nights and dusk to midnight 1 night per week Dusk to midnight 7 nights per week Dusk to 1 a. m'. 7 nights per week Per lamp- post per week. $2.00 2.13 2.26 2.37 These charges are payable weekly and are subject to a discount of 25 cents per post if paid within three days from date of bdl. After the original term of the two-year contract has expired, the service may be continued, if desired, at a cost of 66.7 per cent of the above-hsted rates. Lamps are switched on and off at the specified hours by the company's patrolmen. Changes in posts or wiring are made at the expense of the customer. In outlying districts the Unes of the Commonwealth Edison Co. follow the alleys, and to reach the street-lighting installation taps are brought across the customers' premises to the curb, a group of three or four posts being served in this way from each tap. It may be noted that Chicago exemplifies the use of various styles of post, including concrete, also the single-unit type with one lamp, with a decided tend- ency toward the cluster fixture. Kansas City may also be quoted as an example of work in this direction. Seven miles of its down- town streets are lighted by 1 ,500 troUey-post brackets, each carrying three 150-watt tungsten lamps in a single clear-glass inclosing globe, besides one 16- candlepower carbon unit pointed upward. For sev- eral years a more ornamental fixture has been sought, and as the result of competitive exhibits an official design has been selected. To this pattern all instal- lations are required to conform in order to receive a city permit. The patterns have been acquired by the city, so that the manufacture of the posts is thrown open to all. While of course local property owners can in no way be forced to substitute for their present fixtures posts of the newer design, it is the plan that, as from time to time new installations are erected or old ones replaced, these approved patterns shall be employed, with the result that ultimately a uniform ornamental lighting system wiU be in use throughout the entire city. The designs accepted from the competitive exhibits submitted include both complete 5-lamp standards and bracket arms for trolley posts. The standards to be used on streets without trolley lines are of slender and graceful proportions and carry five upturned 100-watt lamps 13 feet above the sidewalk. The post base is 13 inches in diameter, and the distance measured across the pairs of 10-inch globes is 2 feet 10 inches. Delivered at the curb and com- pletely equipped, these 5-lamp standards cost $50 each. This outlay is met by the abutting property 144 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. owners. The Kansas City Electric Light Co. makes the installations and is paid by the city $32.50 per post per year. The selection of the designs was made by a committee representing local improvement associations, the Mmiicipal Art League, and city officials. A pleasing modification or variation of the low-post plan has been afforded in one or two cities, of which Minneapolis may be cited as an example. Its down- town streets have been rendered attractive duriag dayhght horn's by the greenery of flower baskets, which grace a nmnber of the curb-lighting posts. This ornamentation of the tungsten standards is due to a general movement, encouraged by the Minneapofis Civic and Commerce Association, to decorate tlie busi- ness section -with "hanging gardens," window boxes, flower baskets, etc. A special container is arranged to fit over the top of the 5,-lamp standard, and in this flowers, ferns, and trailing vines are planted, producing a charming effect. The cost of equipping such a post is about $6 the first year and $4.50 annually there- after. This outlay has in each case been defrayed by the abutting property owner or tenant. In the Minne- apolis instance these bits of green which fleck the downtown streets in summer time have given to the town the appropriate title of "The City of Hanging Gardens." Many general questions have naturally been in- volved in the change to incandescent street lighting, outside of the technical problems. Those who have made such installations have met with frequent objec- tion raised by the storekeeper at the comer liable to payment on a curb-foot basis for both his narrow front on the main street and his longer front on the side street. The difficulties thus created proved almost fatal to the plans for tungsten curb fixtures at Great Falls, Mont., where the corner-property objectors refused to go into the agreement. An adjustment was finally secured, however, by instaUing 32-candle- power lamps in the alleys behind the stores, and charg- ing these lamps to the mid-block occupants on the same curb-foot basis as in front. The conduits for the curb fixtures are fed through overhead fines in the alleys adjoining the main street, so that it was a simple matter to install 32-candlepower graphitized carbon- filament lamps and reflectors on wooden poles. The presence of these alley lamps has also a positive pofice value in preventing depredations on merchants' stores from the rear. Under the arrangement, the cost of erecting and operating the lamps is borne on a footage basis in which both front street and alley frontings are counted equally, the discrepancy between the corner and mid-block occupants being reduced to a point where the former were all satisfled to come in. Eighty posts, each carrying four 60-watt till-midnight lamps and one 100-watt aU-night lamp, have been installed. The posts are of an elaborate type manufactured locally and cost $135 each, completely installed. The Great Falls Electric Properties operate the entire sys- tem, including the alley lamps, at the rate of $6 per curb post per month. There are two of the alley lamps to each block, located at points one-third the distance between streets. Under a Montana statute, the cost of building and operating this ornamental lighting sys- tem is borne one-half by the city government, one- third by the abutting owners and tenants, and one- sixth by the street railway company, the latter being required by law to contribute this amount to the fight- ing of streets traversed by its cars. TJie tungsten lamp. — The report of 1907 bore evi- dence to the place already made for itself by the tung- sten, or as it is now quite generally known, the "Maz- da" lamp. Its inroads since 1907 upon the field pre- viously occupied by the carbon-filament lamp have been remarkable; as exemplified in one respect by the data given in preceding pages as to its adoption for street fighting, where, however, it was in competition with the old-fashioned arc lamp. A very rapid devel- opment of interior and domestic electric fighting by central stations has gone on throughout the census period, due in part to the development of the incan- descent lamp and in part also to the increased economy of central station service and the lower price of current. Of course, the tungsten lamp is by no means the only one in use, as will be shown, but it has been the leader in improvement, and a few of its advances may be referred to briefly. The pressed tungsten-filament lamp was introduced commercially in this country about 1907, the filament being then made by squirting the material through a die. The stronger drawn-wire filament soon followed in 1910, being made from tung- sten wire drawn from bars of the pure metal. A reduc- tion in the size of the glass bulb was made possible by improvements in methods of manufacture, and there was a great decrease in the depreciation of candle- power throughout the fife of the lamp, due to lessened blackening of the bulb. A higher vacuum was ob- tained by chemical methods, the use of a chemical mak- ing it possible to obtain a much better exhaust than with the pumps alone. The efficiency of representa- tive types of tungsten lamps rose as follows: YEAR. Efficiency — Watts per candle. YEAR. Efficiency — Watts per candle. 1907 1.25 1.25 1.25 ■1.20 1911 1.18 1 15 1908 1912 1909 1913 l.i2 1910 At the Cooperstown, N. Y., convention in September 1913, of the Association of Edison Illuminating Com- panies, large tungsten lamps from 350-candlepower to 5,000 candlepower with chemical "vacuum getters" — such as nitrogen gas, upon which considerable antece- dent experimental work had been done — ^were exhib- TECHNICAL ASPECTS OF THE PERIOD. 145 ited for the first time, having the low record consump- tion of 0.5 watt per candle in the largest units. In the period 1907-1912 the tungsten lamp rose from 10 per cent of the total American output of in- candescent lamps to 39.94 per cent, while carbon- filament lamps fell from 93.27 per cent to 25.47 per cent. In the same period the approximate average candlepower of ail incandescent lamps rose from 19 in 1907 to 29 in 1912.^ The price of the lamp went down in stiU greater proportion, the 40-watt lamp being listed at $1.50 in 1907 and at 45 cents m 1912. The number of all lamps sold in the United States in 1912 is placed at 90,000,000, being an increase from 1907 to 1912 of 41.7 per cent.^ The proportions of carbon and tungsten filament lamps have already been noted. But graphitized carbon-filament lamps represented no less than 33.59 per cent of the total iu 1912, the tantalum metallic-filament constituting only 1 per cent. It is interesting to note in this connection that under date of May 1, 1913, the Treasury Department of the United States issued an order covering instructions for the use of incandescent lamps which set forth that after that date "gem" or graphitized lamps of any descrip- tion would not be used, thus adopting the tungsten lamp exclusively for the piu-poses of the National Government. In the earher pressed-fHament process and in the initial stage of the tungsten wire-drawing process, it was commercially impossible, on account of the high price that would result from a sufficiently close selec- tion, to make filaments of the exact amperage desired. It was necessary, therefore, in lamps intended for series-biu-ning service, to make them as nearly as possible of the correct amperage, photometer them to determine the current necessary to produce the cor- rect efficiency, and then to sort them out into narrow ampere ranges. Only lamps of the same ampere range were suitable to bum in series together. It was necessary, therefore, to use extreme care that each customer always received lamps selected for his range of service. In cases of errors in photometry, poor sorting or accidental mixing, customers received lamps of widely different amperages, which when burning in the same series naturally produced ununi- form candlepower and variable, short fives. Improve- ments in the wire-drawing process have made it possible to select wire that will produce lamps of approximately exact amperages. Hence it is possible now to have, instead of a range of amperages for each size of lamps, a single current rating for each size. For instance, in the case of the 6.6 ampere, 40-candle- power street-series lamp, where it was formerly neces- sary to have ampere ranges corresponding to 6.3, 6.4, 6.5, 6.6, 6.7, 6.8, and 6.9 amperes and always to ' Presidential address, Millar, Illuminating Engineering Society, September, 1913. ^ Eeport of Lamp Committee, National Electric Light Association, June, 1913. 58795°— 15 10 supply each customer with lamps from a single one of these ranges, it is now possible to make aU lamps of this size almost exactly 6.6 amperes. This im- provement appHes to all lamps intended for street- series service and series-burning sign service, and has been productive of greatly improved results in both cases. It has also made possible the adoption of only five standard amperages for street-series circuits, namely, 3.5,4.5,5.5, 6.6, and 7.5 amperes. All central station companies are adjusting their street-series fight- ing circuits to one of these standard current values. Electric signs. — One of the most interesting develop- ments of recent years in the incandescent-lamp field has been the growth of sign lighting. The use of the elec- tric sign is universal, and the more prominent thorough- fares in every American city of any size or pretensions to activity are ablaze after dark with large and small signs, many of them being of the "flashing" type, and some of them being buUt up with several thousand lamps. The estimate was made in 1912 that there were at that time instaUed on central station circuits no fewer than 80,000 electric signs, which, at an aver- age of 100 lamps, would represent 8,000,000 lamps. These signs for commercial purposes have been supple- mented by a large number in a special class, of the "slogan" type. Cities in aU parts of the country have placed signs of this character near the railroad track, or in other conspicuous places, so as to catch the eye, emphasizing the desirabihty of the city as a business or manufacturing center or as a home. The sign of this character at Toledo, Ohio, is the largest of its kind in the world. It flashes an express train at full speed, then a lake steamer, and finally advises the traveler that " You can do better in Toledo." It weighs 25 tons and is 75 feet long and 68 feet high. There are 7,000 tungsten lamps of 10 watts each in this sign. As a usual thing, the lamps used in signs are smaller and of lower candlepower than those employed for illumination. Display illumination. — ^A further development in incandescent lighting of this natm-e has been seen in its employment as a means of outfining large edifices at night, either permanently or for special occasions. Perhaps the most conspicuous example that could be cited was the illumination of St. Patrick's Cathedral, New York City, on the return from Eome, in Jan- uary, 1912, of Archbishop Farley after he had been raised to the cardinalate. The pride of the citizens and the joy of the parishioners found admirable ex- pression in one of the most beautiful nightly spec- tacles the city has ever seen. The fighting plan in- cluded all of the vertical and horizontal lines, the arches, windows, buttresses, and doors, as weU as the two great spires and the crosses surmounting them, 340 feet above the asphalt of Fifth Avenue. In ad- dition, there was outlined over the main entrance in various colored lamps the coat-of-arms of the cardi- nal, a shamrock with two eagle heads to the left and 146 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. two doves on the right. A special system of cables was used extensively on the spires, and there, during the bitterly cold weather, the steeplejacks working on the job were clad with electric heating-pad jackets in circuit with the lights, to keep them warm. Some twenty-seven thousand 8-candlepower lamps and 20 miles of wire were required in outlining the buildiag. A mile of independent low-tension feeders was run underground from the New York Edison Co.'s sub- station at Fifty-third Street and Sixth Avenue to and around the cathedral to supply the energy. Surround- ing the cathedral were arranged twenty-four 5-lamp gilded tungsten standards equipped with 150-watt lamps. By means of control from the substation the illumination was brought up gradually from a dim glow to a full blaze of glory. Special lighting was also arranged temporarily for the interior of the cathedral. Forty-watt tungstens replaced the two thousand and one hundred 16-candlepower carbon- filament lamps, and the seven great chandeHers, 130 feet above the floor, five in the nave and one in each of the transepts, Were lowered for greater effect. The lamps around the columns were also changed. The sanctuary illumination was modified to accentuate the beauty of the marble altar and reredos, the altar itself remaining untouched. VAPOR LAMPS. Vacuum-tube lamps of various kinds were noted in the 1907 report, and they have since then made a place for themselves in the art which would ap- parently indicate their abihty to survive, in com- petition with other iUuminants, or in association with them, as exemphfied in the Allegheny County Soldiers' Memorial at Pittsburgh. This fine building, somewhat suggestive of Grant's Tomb or that of Hahcarnassus, cost $1,500,000. Its lighting cost about $60,000, or only 4 per cent of the total, but is a very large part of the decorative scheme. At night the fapade is illuminated by the hght of the mercury vapor tubes inside, with marvelous effectiveness. Within, tungsten lamps are used very brilhantly in the corridors. The main room is the auditorium, 110 by 120 feet and 65 feet from the center of the floor to the ceil- ing. It seats 3,000 persons. Here all hghting is indirect through an elaborate glass septum, divided into panels. Tungsten lamps of 60.5-kilowatt consumption radiate more than 50,500 candlepower. The 444 dim stars in the ceiUng are represented by 25-watt carbon lamps ; the bright stars are represented by 129 tungstens of 40-watts. These lamps are carried in plaster rosettes helping to accentuate the larger elements. The cen- tral panel is outhned in rosy pink by the vacuum tube which incloses it. There are nine centers which con- sist of circular panels of rich pierced plaster ornament, above each of which are suspended two 18-ampere flaming arcs. A group of glass sashes is arranged aroimd each of these arc panels and forms a series of geometrical sm-faces. Each of the main rectangular panels, comprising a flaming-arc center and its group of sashes, is framed by a nitrogen vapor tube, with a reflector that projects the Hght through an encircling slot, so that each panel is banded by. rose-colored Hght. Glass panels are located close to the side walls,, one over each window, and over each is a paraboHc reflector containing a 400-watt mercury vapor lamp. The Hght from these sources is directed against the waUs of the room, and through the windows, and is so softened by the panel glass as to acquire a pale sky- blue tone. The effect of this ceiling may perhaps be compared with that which would be furnished by a vasi luminous canopy in Persian rug tints. Fbttures would have cost as much, but coidd not have given any such illumiaation. The Hghting is so controUed that any feature can be used siagly, and the quaHtiea of moonlight, dawn, early morning, high noon, and sunset are all obtainable at will. In aU, 30 differ- ent effects are available. Five systems of electric- Hghting are employed for single effects or ia a har- monious whole. The people who did this were not afraid of color and knew how to use it. As Mr. Henry Hornbostel, of the firm of architects responsible for the design of the buildiag, has said, the time has com& for abandoning certaia traditions relative to illumina- tion and for estabHshiag new ideals, especiaUy con- cerning color combinations. TTie quartz lamp. — A newcomer of the period has. been the quartz mercury arc lamp, which is dis- tinguished from its immediate predecessor, the glass mercury arc, by the fact that, by reason of the change in the material of the tube itself, a considerably larger- amount of energy can be concentrated in a given space for illumiaation, with a higher potential drop per unit length of tube, a higher mercury vapor pressure, and a higher temperature. All this leads to a greater efficiency of Hght production. The greater concentration of energy is made possible by the em- ployment of quartz, a material of far higher meltii]^ point than even the most refractory glass that can now be obtaiaed, as the envelope. The two classes of lamps are similar in utiHzing the principle of the passage of an electric current through mer- cury viapor to produce Hght, but they differ not. only in the character of the container but in the pressure of the vapor, the temperature of the arc^ the color of the Hght, and other incidental features. Quartz as a refractory substance for vessels and tubes in laboratory work has been used for a number of years, but it is only the advent of the high-pressure mercury vapor lamp that has made a demand for it on a large scale. With a mercury vapor lamp operat- ing at a pressure of one atmosphere, it has been cal- culated that the temperature at the center of the arc is between 4,000 degrees and 6,000 degrees centigrade. TECHNICAL ASPECTS OF THE PERIOD. U1! Ordinary lead glass will soften at about 300 degrees. The quartz used in these new lamps is made in Europe by fusing the tubes from rock crystal. It is extremely hard, being 7 on a scale where the diamond rates as 10. It is transparent and practically colorless.^ The operation of the quartz lamp on commercial-Hne circuits from central stations supplying direct current offers no serious difficulties, and lamps are being manufactured for 110-, 220-, or 550- volt direct-current circuits, the 220-Tolt lamp being the more generally used. The best value of the quartz tube as a light source is given as 0.4 watt in specific consumption of energy per mean spherical candlepower. The color of the hght, according to measurement with the Ives colorimeter, is closely the same in average as that of daylight. Some quartz lamps have aheady been introduced abroad in street hghting, and in this country a number of small street-hghting installa- tions have been made in cooperation with business men's associations, but the field has been narrowed by the absence of lamps that could be operated in series or with an' alternating current. The neon tube. — The last addition to the Hghting resources of the central station art is the neon tube of Claude, a French physicist, which has already been exhibited before the central station bodies of this country but has not entered into actual service here. It employs the very rare gas neon, which forms a constituent part of the atmosphere and is now ob- tained in conmiercial quantities as a by-product of the preparation of Hquid oxygen from air. The ordi- nary tubes are about 6 meters in length and give 900 spherical candlepower with a specific consumption of 0.72 watt per candlepower. The light is of a warm orange color, entirely lacking in blue rays, just as the ordinary mercury arc is lacking in red rays. use OF CUEEENT FOE POWEE. The significant fact appears from the returns that while the total central station income from light, heat, and power increased 240.9 per cent in the census period 1902-1912, the number of stationary motors served increased 330.9 per cent and their horsepower capacity 843.1 per cent. This is alto- gether independent of the large percentage of in- come derived from the supply of current for street- railway service, already noted. Moreover, while the average gain is very high, it falls extraordinarily short of the gain in some individual states in electric- power work, due wholly to the development of hydro- electric power plants and the incidental transmission and distribution. It is when one turns to the statis- tics of the two neighboring states of North and South Carohna that the unprecedented extent of hydro- electric development emerges. Going back a dozen 1 The Mercury Vapor Arc Lamp, Trans., Illuminating Engi- neers' Society, Pittsburgh, 1913, Evans. years, these two states were utterly undistinguish"ed in the arts of the central station industry and power transmission. Since 1902 the income of central statipn plants in South Carohna has risen from $387,010 to $4,499,800 in 1912, a percentage increase of 1,063. In addition, the water-wheel capacity has increased 1,614 per cent, the station output 1,836 per cent, and the stationary-motor capacity 2,274 per cent. North Carolina rivals these figures in some respects, and, astounding as it may seem, echpses them in others. The income there rose from $250,133 in 1902 to $1,458,786 in 1912, which is only 483.2 per cent for the period, an average of 48 per cent per annum, but the water-wheel capacity increased from 1,920 to 49,951 horsepower, or 2,502 per cent, and the capacity of stationary motors rose from 950 to 32,830 horsepower, or 3,356 per cent. It is doubtful if there is anything to equal such data in present-day de- velopment in America. There can not be many industries expanding at an average rate of 335 per cent per annum for a term of 10 years. It could hardly be expected as within human probability that such rates of advance could be maintained, especially in these two states. And yet, in September, 1911, Mr. G. K. Hutchins, of the Columbus, Ga., Power Co., in a discussion of this subject, reported a large per- centage of cotton mills still operated entirely by stearn power; while Mr. F. P. Catchings, of the Georgia Power Co., stated that only about 25 per cent of the cotton mills in North Carolina were driven wholly by electricity. Operation of textile miUs. — Among the distinctive features of the electric drive mentioned by Messrs. Hutchins and Catchings is the great flexibihty it introduces into all departments of the null, thus permitting the various processes to be kept bal- anced, and affording economical means in any department for overtime work which might be re- quired for the finishing of special orders. Not only does the constant and uniform speed serve to secure a better quality of product, but experience has shown that there is obtained a substantial increase in product, conservatively estimated at an average of 10 per cent. The textile mill affords a very satisfactory demand for energy throughout its running hours, and fur- nishes an attractive day load for any central station of sufficient size to handle this class of business. Five textile mills in which the average of maximum demand was taken for a 12-month period showed a ratio of demand to the motor rating installed varying from 71 to 96 per cent. Gotten ginning. — In hke manner the cotton gin has loomed up as a desirable load for southern plants. In general, electric companies in the South and Southwest have avoided cotton-ginning loads on account of their comparatively heavy demand during only a few months in the year, overlapping the winter Hghting season. The 148 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. cotton-ginning season usually begins in August or Sep- tember and lasts through December, running much of this period 24 hours a day, the latter part coming at a time, however, when the capacity of generators is needed for the evening peaks. In the case of a 65- horsepower cotton gin at Coalgate, Okla., motor-driven by the local central station, not only does the electric company consider this good business, but the gin, though in the midst of a coal-mining section, has been able to reduce its total operating expenses from 50 cents down to 30 cents per bale, with energy at 4 cents per kilowatt hour. This gia has a capacity of about 1 bale each 10 minutes when running continuously. With electric drive the heavy boUer operating and upkeep costs have been eliminated, together with the boiler-room force, leaving only one gin-stand man and one packer to operate the plant. The gin usually be- gins operation August 15 and runs until about the first of the year. The heaviest cotton-ginning season is near the middle of this period, when the gin is some- times run 24 hours per day. At other times the gia- ning load by agreement is kept off the peak period of the Hghting plant, being operated principally during daylight hours. Special uses. — 'These details as to one iadustry might well serve as an example or illustration of what is happening all along the line in the operation of the inniunerable industries of the United States, and it is in reahty only possible here to refer to such typical apphcations, where a whole industry is affected, or to special cases where the electric motor makes possible and economically successful that which could not pre- viously be attempted. An admirable presentation of the value of the power load for central stations was made in September, 1911, before the Vermont Elec- trical Association by Mr. F. M. Kimball, who outhned the value of some of the special uses to which electrical energy is being put, as follows: For driviag printing machinery, because of its quahties of cleanliness, vari- ation in speed, safety, and economy; for running ele- vators, where electrical devices for securing control in speed and direction of movement are more simple and effective than when any mechanical drive is used ; for operating woodworking machinery, requiring essenti- ally a high rate of speed; in stores, markets, and jew- elry shops, and by opticians; in shipyards and erect- ing works, in conjunction with machine tools that can be carried to various portions of floor or yard; for driving fans and exhausters, bellows, etc.; by bakers and confectioners, with whom perfect cleanliness is highly desirable; in pumpiag water for irrigation; in lumbering operations, enabling portable mills to be operated anywhere on the cut; in small refrigerating apparatus; on doclss, to move and load merchandise; in building operations, to raise material; in cash-car- rier systems ia stores; for driving laundry machinery; ia hotels, etc.; for quarry work, in driOing. The capacity of motors Mr. Kimball placed as not far from 1,000,000 horsepower ia the United States alone. Large users of electric power are indeed increasing rapidly in number, sometimes in new fields and quite often in old. In the summer of 1911, for example, the Worcester (Mass.) Pressed Steel Co. contracted with the Connecticut River Transmission Co. to supply cur- rent for 600 horsepower in motors, with a 24-hour load, using 3-phase, 60-cycle, 13,000-volt current, lowered to 500 volts. A large number of other and more ex- tensive steel-plant installations could be cited. Min- ing operations by electricity are exemplified by the Empire District Electric Co., of Joplin, Mo., giving service the same year with 2,300-volt motors in no fewer than 125 different mines, for pumping, hoistiag, and other operations; the company having at that time 37,000 horsepower of generating capacity for all services and a motor load of not less than 16,500 horse- power, all energy being sold on a horsepower basis and on a demand schedule. A somewhat analogous service is the operation of oil-well pumps by central stations. Near Folsom, W. Va., a number of motor- driven oil wells have been in operation several years. Central station service has been introduced among the wells of the Kern River and Los Angeles fields in California, where more than 300 motors were at work in 1912, resulting in a saving of half the former cost of steam drive. On the basis of 233 wells served the saving in operating expenses was nearly $120,000 per annum. Pumping water. — ^Water pumping for large and small communities is another of the newer fields of impor- tance. For example, the Niagara River has been made to pump itself electrically for the water supply of the city of Niagara Falls, N. Y. Motor-driven centrifugal pumps lift the water from the seething river and deliver it to settling beds, from which it passes to the street mains. The plant in 1911-12 was capable of deliver- ing 13,000,000 gallons per day. Some waterworks fig- ures were given before the Michigan Electrical Asso- ciation in 1911 by Mr. F. D. Spencer, of Cheboygan, who cited a number of examples with the data of elec- trical consumption for 1,000 gallons pumped. One company operating a triplex pump driven by a 35- horsepower motor and pumping against 100-foot head reported an average consumption of 700 watt hours per 1,000 gallons pumped. Another company operat- ing a motor-driven deep-well plunger pump reported a consumption of 1,333 watt hours per 1,000 gallons pumped against a head of 120 feet. Another plant reported a consumption of 1,220 watt hours per 1,000 gallons pumped by a motor-driven deep-well plunger pump lifting 110 feet. At Coalgate, Okla., the water supply for the 4,000 population is lifted from 250-foot wells by one 50- horsepower motor-driven compressor supplying air- lift pumps and one 16-horsepower deep-well pump. TECHNICAL ASPECTS OF THE PERIOD. 149 The reservoir level is maintained by a 25-horsepower centrifugal pump capable of delivering 300 gallons per minute. Tests made by Mr. H. L. Reager, manager of the local central station company, show that about 1.25 watt hours are required by the deep-well pump for every gallon lifted. As this means a considerable saving over the air lifts, the town decided to replace the latter by deep-well pumps. The pumping station is 5 miles from the town and the powerhouse, and the attendant who takes care of the pumps augments his income by farming. AU of the motors are 2,300-volt machines. Ordinarily the pumps are operated from 3 p. m. to 5 p. m. and for several hours in the early morning beginning at 12 midnight. The town pays 4 cents per kilowatt hour for its pumping service, from which the central station derives an income of about $500 a month. The water of Webb City and Carterville, Mo., is similarly supplied by motor-driven pumps. The joint waterworks company serving the two nearby com- munities has installed five double-plunger deep-well pumps, each capable of delivering 500 gallons per min- ute from the 300-foot depth and driven by 25-horse- power 25-cycle motors. The pumps discharge into a 5,000,000-gallon reservoir. Energy for the water- works is purchased from the system of the Empire District Electric Co. at the rate of $1.25 per month for each horsepower coimected, plus 1 J cents per kilowatt hour consumed. The extreme flexibility of motor drive is again shown by a Louisville installation which furnishes water from a well of special quality to a brewery 3,040 feet dis- tant. This brewery is located on the dry bed of Bal- lards Creek, from which its supply was formerly obtained, but, with the use of the creek water for other industrial purposes at points above, recourse was had to the well above mentioned, the water of which is found especially valuable for use in the brewing plant. This water is raised by an air lift and is then conveyed 3,040 feet from the well to the brewery by a'15-horse- power, 3-phase induction motor-driven centrifugal pump capable of delivering 200 gallons per minute. Electric service is supplied from the lines of the Ken- tucky Electric Co. The Kansas City Electric Light Co. gives service under contract to Armour & Co. in pumping 18,000,000 gallons of water per 24 hours for the latter's local packing plant. For several years the electric com- pany furnished the packing plant 6,000,000 gallons daily from a motor-driven pump on a barge anchored in the Kansas River near its generating station. The permanent installation for delivering the larger quan- tity comprises a 500-horsepower, 6,600-volt, 25-cycle motor, driving a single-stage centrifugal pump. This equipment is located in the basement of the com- pany's operating station. The pump delivers into a 30-inch pipe leading to the packing plant, against a hydrostatic head of 111 feet. This water is used principally for cooling purposes in the refrigerating plants, and is required in nearly uniform quantities throughout the 24 hours. Before leaving this topic it is only right to note that the huge cofferdam around the wreck of the battle- ship Maine in Havana Harbor was emptied by three large centrifugal pumps each driven by electric motor and mounted on a barge. The electrical energy for this unique pumping service was furnished through submarine cable by the local Havana Lighting Co., an American institution. An unusual pumping performance is that of marsh drainage along the Illinois River. The Pekin and La Marsh Drainage District consists of about 2,500 acres of land along the Illinois River, near Pekin, pro- tected from overflow by a dike on the river bank run- ning back to the bluffs at both ends of the district. This area is in charge of drainage commissioners, who drain the land and keep it in condition for cultivation by pumping the water from the inclosure over the dike into the river. Thus at all stages of the river the land is available for agriculture. The first pumping plant in connection with this drainage system was driven by steam engines, but, as the cost proved too high, the engines were superseded by gas engines sup- plied from a producer plant. After a year's service the gas-engine equipment was in its turn replaced by electric motors supplied with energy from the local central station companies. Suction dredging. — In the Susquehanna River there accumulate large deposits of anthracite washed down by every spring freshet, the greatest deposits occur- ring at Plymouth and Northumberland. These are reclaimed for use by the local central stations. At Plymouth a barge equipped with motors of 190 horse- power has a centrifugal pump which sucks coal from the bed of the river and forces it with the water through a long pipe fine to the shore, where the coal is dumped. The pump can suck up 50 tons of coal an hour. Another kind of river pumping is exemplified at St. Louis, where in April, 1912, work began on a dike 40 feet high and three miles long to protect the lower sections of East St. Louis against the inroads of the Mississippi River. With current taken from a local plant through a submarine cable, a dredge with an 800-horsepower electric motor handles 15,000 cubic yards of wet material per day, sucking it from a maxi- mum depth of 35 feet and lifting it to the extreme height of the dike wall. The pumping dredge is equipped also with other apparatus including a 250- horsepower rock-cutting machine electrically driven. Flour milling. — The operation of flour mills has become a large part of electric-motor application, with notable economy and increase in efficiency. In 1879 the famous Queen Bee flour mill was built at Sioux Falls, S. Dak., at a cost of $500,000, but was shut down 150 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. a year later on account of transportation troubles. It stood idle until 1912 when it was found that motor drive for it with central station current was possible and profitable. When first operated with an ordinary 800-horsepower water-wheel plant its capacity was 800 barrels of flour per day. Now, with only 485 horse- power of electric motors, its capacity is 1,200 barrels. Sewage disposal. — Oklahoma City, Okla., in 1912, contracted with the Oklahoma Gas & Electric Co. for 130 horsepower to be used for the electrolytic disposal of the city sewage. A 75-horsepower purification plant has been instaUed in the Packingtown district. The scheme of sewage purification used is sinular to that at Santa Monica, Cal. There would appear to be a large, whoUy new field of central station activity in this direction. Street paving. — The city of Leavenworth, Kans., began to repave a prominent business street, and let a contract for that purpose to a paving firm, which used a steam engine to run the paving machinery. Com- plaints from residents on the street soon followed on account of the smoke, dirt, and noise from the engine, and the Leavenworth Light, Heat & Power Co. finally induced the contractor to rent a motor for the power service. A 15-horsepower motor to run the paving ma- chine was mounted on a wagon, the machine and wagon being moved three times a week; and as the company's lines were on the street where the paving was being done, connection to the service wires was easily changed, the meter and starting box being carried on the wagon with the motor. As the use of the steam engine had caused some delay, working nights was st^gested to the contractor, and twelve 100-watt tungsten lamps on portable poles were installed to furnish light for the night work. The contractors were much gratified with the change to electricity. Wood working. — The introduction of central station energy into wood-working plants has often proved diffi- cult and is a subject of much discussion. It may there- fore be noted that a large stave mill at Galveston, Tex., which formerly burned its refuse in its own 100-horse- power steam plant, is now operated by 40 horsepower in electric motors using central station service. ■ This motor drive costs the mill $60 to $65 a month at 4 cents- per kilowatt hour, while it sells to the local gas company the refuse formerly burned, for $1.15 per ton delivered, or about $150 per month. The gas company utili2;es the oak shavings and refuse for fuel in its water-gas plant, replacing oil that formerly cost $400 to $500 a month. Telpherages. — It has long been evident that one of the seriously neglected fields of central station is that of operating docks, piers, and railway freight yards, many managers not being aware, apparently, that practical "telpherage" systems and other devices are in use whereby package freight, and even bulk material, are handled successfully; thus opening up an enormous demand for apparatus and energy. As an example, the fact may be cited that at New Orleans and Mobile the United Fruit Co. makes use of motor- driven machines of the marine-leg type for unloading the bunches of bananas from the holds of vessels, thus saving much time, loss, labor, and damage in compar- ison with hand unloading. On some other docks, as noted in previous reports, the overhead telpherage system, as on the New York river fronts, has found adoption. At the two southern ports named, from an extension boom projecting over the water's edge a 35-foot verti- cal marine leg is dropped into the hatch of the vessel drawn up to the wharf. Sprocket wheels on the marine leg and stationary portions of the unloader carry a pair of chains 4 feet apart, between which, on crops-bars, is attached a canvas strip so arranged with slack as to form pockets at 3-foot intervals. The four machines at New Orleans have 92 pocket belts, and each is driven by its own 15-horsepower induction motor. These machines have individual equipments for unloading 2,500 bimches of bananas per hour, the bunches weighing from 60 pounds to 120 pounds each. In the hold of the vessel the conveyors are filled from three levels, each loading into every third pocket of the con- veyor, the speed of which is, of course, too high to per- mit filling successive pockets from a single position. After reaching the back or dock end of the conveyor, the pocket-chain passes over a straight roller which discharges the bananas gently onto a moving belt run- ning back to the cars where the fruit is loaded for rail shipment. At New Orleans the Mississippi River level varies periodically by about 1 4 feet, and the unloaders naust accommodate themselves to this variation, as well as be able to reach the hatches of any ordinary vessel. The suspended marine leg is supported from an auxihary boom hinged to the main boom, so that, by making a jackknife bend, practically any hatch level or distance from the wharf can be negotiated. The manipidation of the booms and hoists and the side travel of the huge machine along the dock front are all controlled by friction clutches on the main conveyor-motor shaft. Within three to five minutes after the vessel's hatches are made ready, the machines can be located in posi- tion and unloading begun. The four machines at New Orleans working together can unload 10,000 bimches per hour. Besides 'expediting the work of unloading and saving labor, the machines effect their most important economy in preventing damage to the fruit. Energy to operate the unloaders at New Orleans is taken through cables and plug connections on the dock from the lines of the New Orleans Railway & Light Co. The machines at Mobile are suppUed with energy by the Mobile Electric Co. In similar manner the New York Edison Co. has entered into contract with the United. Fruit Co. to supply current to its steamers when at their docks in TECHNICAL ASPECTS OF THE PERIOD. 151 New York, to be used for operating cargo winches and for other purposes. This lessens the amount of steam equipment necessary to be kept in operation and facil- itates speedy handling of the cargo. Ice manufacture. — The manufacture of ice, either in combination central station plants or through the supply of electrical energy to ice factories, has become an important mdustry. An interesting example of both businesses being carried on under one management is that of the Kentucky Traction & Terminal Co., of Lexington, which takes the condensate from its sur- face condensers, rebods and filters it, and uses it in making artificial ice. The plant is of 5,000- kilowatt capacity. Besides supplying the local Lex- ington utilities, the new turbine station transmits 33,000-volt, 60-cycle energy to railway substations at Paris, Frankfort, and Nicholasville, and to combina- tion railway and Mghting substations at VersaOles and io. per kwh.; minimum 60c. per hp. connected, lie. to 6c. and 4o. per kwh., less Ic. lor cash, minimum 600. per hp. connected. Chicago (suhurhs) Direct-current, primary 50 kw. at $1.40, excess at 90c.: secondary 6c. to 9o. Discount 10 per cent secondary charge, lie. to 6c. and 4c. per kwh., less Ic. for cash; minimum $1.50 per charge plug. CUnton, Iowa Flat rate 5c. per kwh. riat rate 5c. per kwh. Colorado Springs, Colo. . . Fixed charge 60c. per hp. connected, plus 7o. to .77c per kwh. 10 per cent discount; minimum $1 hp. He. per kwh., less 45 per cent discount; minimum $5. Council Bluffs, Iowa 6c. per kwh., less 10 per cent discount; no minimum. 6c. per kwh., less 10 per cent discount; no minimum. Dallas, Tex So. to 3 l/3o. per kwh. , less 10 per cent. Discount 60c. hp. Connected minimum. 6c. to 3 1/3C. per kwh. , less 10 per cent. Discoimt 50o. hp. Connected minimum. Danville, 111 6c. to 2c. per kwh. Must be used during off-peak hours. Flat rate 5c. per kwh.; minimum 85. Dayton, Ohio 4.2c to 3c. per kwh., according to hours use of demand, 5 per cent discount. 6.6o. to 5.4c. per kwh., less 5 per cent; no minimum. Denver, Colo $1 hp , plus 4c. kwh., less 10 per cent; also $2 per hp. , plus $1.75, less 10 to 15 per cent discount. Flat rate 4c. per kwh., less 10 per cent; minimum from $5-to $12.60. Des Moines, Iowa 5c. to 3c. per kwh., depending upon hours use of capacity, 5 per cent discount; mtnimum $2.60. 6c. to 3c. per kwh., depending upon hours use of capacity, 5 per cent discount; minimum $2.50. Detroit, Mich Flat rate 3c. kwh. , less 5 per cent or demand $3 per kwh. plus Ic. to 6c. per kwh.; minimum $1. Flat rate 4c. per kwh., less 5 per cent discount; mini- mum $1. Flat rate 2c. per kwh. Do not sell to private garages. Dover, N. H Flat rate 4c. per kwh. net- Flat rate 4c. per kwh. net. Dubuque, Iowa Flat rate 6c. per kwh., less Ic; minimum $lhp. 10c. per kwh. down, according to quantity; minimum $1 per hp. Duluth, Minn 3c. per kwh., less 20 per cent discount; minimum $15 per month. 6c. per kwh., less 20 per cent discount; minimum $4 per month. Elmlra, N. Y 7c. to 2c. per kwh. 7c. to 2c. per kwh. Erie, Pa 3c. per kwh., less 5 per cent; minimum 75c. month. 5c. per kwh., less 5 per cent; minimum 75c. month. Evansville, Ind Fixed charges $2 net per active kw., plus Ic. per kwh. 5o. to 2)^c. per kwh., less 10 per cent; minimum 500. per hp. Fall River, Mass 6c. to*lKo. per kwh., less 10 per cent; minimum $1 per hp. 6c. to lj.^c. per kwh., less 10 per cent; minimum $1 per hp. Fort Smith, Ark 6c. to 1.99c. per kwh. 5o. to 1.990. per kwh. Fort Worth, Tex 5c. to 3o. per kwh.; minimum $1. 6c. to 3c. per kwh.; minimum $1. Supply and rates to railways. — As typical of the heavy power contracts and rates made by central sta- tion companies may be given in abstract the terms agreed to between the Great Falls (Mont.) Power Co. and the Chicago, Milwaukee & Puget Sound Eailway in 1912-13. The plans for the electrification of the railway, from Harlowton, Mont., to Avery, Idaho, a distance of 440 miles, include the supply of whole- sale power from the Great Falls Power Co., Great Falls, Mont., with plants at Rainbow Falls and Black Eagle Falls on the Missouri River. The railway company agreed to electrify its line between Harlowton and Deer 170 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Lodge, Mont., a distance of 238 miles, before January 1, 1918, and also to buy from the power company electric energy at tjie rate of 10,000 kilowatts, maximum de- mand, for the full period of the 99-year agreement, but two years' notice is to be given the power company as to the time when delivery must begin. The railway company has several options for more power, up to a total rate of 25,000 kilowatts, maximum demand, the agreement as to this additional demand being as fol- lows: Not less than 4,000 kilowatts, nor more than 8,000 kilowatts, if called for prior to January 1, 1923; not less than 3,500 kilowatts, nor more than 7,000 kilowatts, if called for at any time between January 1 , 1918, and January 1, 1928, if at least 6,300 kilowatts additional has been called for prior to January 1, 1923. Additional energy, when once called for, as above, will be supplied for the entire remaining term of the contract. Delivery of energy will be made to not more than five receiving substations between Deer Lodge and Harlowton, at 60,000 volts or 100,000 volts, three- phase, 60 cycles, alternating current. The railway substations are to contain sufficient synchronous ma- chinery to secure a power factor of at least 80 per cent. The power company will have the right to install regulators in the substations, for the operation of syn- chronous machinery, in such manner as to receive any power factor between 80 per cent leading and 80 per cent lagging. The rate of energy will be 5.36 mills per kilowatt hour, subject to a minimum bill, after the first year of service, equivalent to 60 per cent of all the energy contracted for. The power company is also required to pay the Federal Government a tax of 5 mills per 1,000 kilowatt hours for all energy de- livered over transmission lines crossing the public domain. This region is moiuitaiaous, embracing some very heavy grades, and it is estimated that electrical operation will result in large economies as compared with operation by steam locomotives usiug expensive fuel. Rate schedules. — Herewith are appended a number of typical rate schedules from various Anierioan cities, which have been reduced to uniformity, enabling bet- ter comparison, on the basis of the scale or schedule provided by the rate research committee of the National Electric Light Association; but before presenting them it is desirable to exhibit the general conditions as to average rates prevailing in 1912 in 30 representative cities of the United States. Of the 30 cities, 1 had a population of less than 25,000, 9 had populations between 25,000 and 50,000, 8 between 50,000 and 100,000, 7 between 100,000 and 200,000, 4 between 200,000 and 500,000, and 1 in excess of 1,000,000. It is perhaps better to summarize the rates of some of the larger cities for 1913-14, iastead of attempting to present all the voluminous schedules. Even from this brief synopsis, which follows the tabular statement, the complexity of the tariSs dealt with may be inferred, but, whatever the method employed, the aim of the companies has naturally been to cultivate and develop the universal use of electricity. Average Rates fob Centeal Station Service in Thirty Cities. mSTALLATION. Residence, large Residence, small Retail store, large. . . Retail store, small. . . Drugstore Saloon Churcli Industrial, 1 motor. . Industrial, 2 motors . Industrial, 3 motors . Industrial, 8 motors . Industrial, 20 motors Con- Maxi- Monthly nected TTnnm load demand (kilo- watt hours). (kilo- (kilo- watts). watts). 3.0 2.2 127 0.6 0.5 27 7.0 7.0 1,126 0.5 0.5 67 1.5 1.5 200 1.5 1.5 377 6.0 5.0 156 1.5 2.0 109 3.7 5.0 286 10.3 10.0 244 18.7 25.0 3,318 59.7 50.0 4,180 Average rate per kilowatt hour (cents). 9.1 9.4 6.3 8.1 7.4 6.4 8.7 6.6 6.0 6.7 3.2 3.5 Boston. — Steam only. Meter rate, 10 cents per kilowatt hour. No discount; lamps free. Minimum, $9 per year. State regulation fixed 12-cent rate; present rate reduced by company. New York. — Steam only. Block rate, 10 cents first 250 kilowatt hours; 9 cents next 250; 8 cents next 250; 7 cents next 250; 6 cents next 500; 5 cents excess over 1,500 kilowatt hours. No discount; lamps free. No minimum charge. Buffalo. — ^All Niagara water power. Wright demand, 7 cents first 60 kilowatt hours' use per month; 4 cents next 120 kilowatt hours; 1.5 for excess. Maximum demand, residence one-quarter con- nected load; commercial one-half connected load. Minimum charge, $12 per year. No lamp renewals; no discount. Rate fixed by state commission. Pending court review, commission has al- lowed company to charge one-half cent additional on use over 60 hours. Philadelphia. — ^All steam. Alternating current, overhead, 10 cents straight line meter rate. Direct current, underground, 12- cent straight line meter rate. Free lamps; no discount up to |10. Minimum charge, $1 per month. State commission has not regu- lated rates. Baltimore. — Susquehanna water power, steam auxiliary. Eight and one-half cents per kilowatt hour, meter rate. Minimum charge $12 per year. Free lamps; no discount. Rate fixed by state com- mission after complete investigation. Washington. — All steam. Wright demand, 10 cents first 120 kilo- watt hours per month; 5 cents excess kilowatt hour; minimum charge $1; lamps free. Delay payment penalty 1 cent per kilowatt hour. District commission has not regulated rates. Chicago. — ^All steam. Wright demand, 11 cents first 30 kilowatt hours' use per month; 6 cents next 30 kilowatt hours' use per month, 4 cents excess kilowatt hours. Maximum demand estimated per- centage of connected load up to 30 lights; measured by indicators over 30 lights. Lamps free; no minimum charge; prompt payment discount 1 cent per kilowatt hour. Rates fixed by state council 1913 for five years. Cleveland. — All steam. Wright demand, 10 cents first 36 kilowatt hours use assessed maximum demand, 5 cents next 30 hours, 3 cents excess kilowatt hours. No discount; no minimum, free lamps. State commission can not regulate rates in first instance. City council early in 1914 voted flat uniform 3-cent rate. Old rate still prevails under the law. Cincinnati. — All steam. Load factor rate based on hours use of 70 per cent connected load. Base 10 cents per kilowatt hour, 40 hours use, 9 J cents; 90 hours use, 7 cents; 180 hours use, 5^ cents; 270 hours use, 5 cents. No free lamp renewals; no discount. Miid- mum charge $1. State commission has no jurisdiction over rates in first instance. TECHNICAL ASPECTS OF THE PERIOD. 171 St. Louis. — Keokuk water power, steam auxiliary. Nine and one-half cents net per kilowatt hour. Residence Wright demand, room basis, 10 cents per kilowatt hour first 4 kUowatt hours for each of first four rooms plus 2J kilowatt hours for each additional room; 6 cents for excess used. Minimum $1 per month; discount 5 per <:ent; free lamps. Rate ordinance fixed by state commission at 9J cents upset by court. Company voluntarily reduced rates to maximum fixed by the commission. State commission has not Tegulated. Kansas City.— All steam. Nine cents per kilowatt hour; no dis- count; minimum charge $1 per month. State commission has not regulated rates, but city appealed to commission to fix rates. Denver. — ^Water power, steam auxUiary. Doherty rate, customer charge $9 per year; demand charge $36 per year per kilowatt con- nected; energy charge 5 cents per kilowatt hour; discount 10 per cent. Free lamps. Rate schedules in detail. — Below are given in greater detail the typical rates of some other cities which illus- trate the general practice in different parts of the country. The information is from the Rate Research, a pubhcation issued by the National Electric Light Association and devoted to the compilation of this class of data. Omaha, Nebr.— The Omaha Electric Light & Power Co. Green Bay, Wis. — Green Bay Gas & Electric Co. JSforristown and Conshohochen, Pa. — The Counties Gas & Elec- tric Co. Superior, Wis. — The Superior Water Light & Power Co. Madison, Wis. — ^Madison Gas & Electric Co. Waterlown, N. Y. — ^The Watertown Light & Power Co. Pittsfield, Mass. — Pittsfield Electric Co. Evansmlle, Ind. — The Evansville Public Service Cp. Meadville, Pa. — People's Incandescent Light Co. Southern California. — Southern California Edison Co. Bridgeport, Conn. — ^The United Illuminating Co. Idaho. — ^Utah Power & Light Co. Brooklyn, N. F.— The Flatbush Gas Co. New Glancs, Wis. — New Glarus Municipal Electric Light and Water Plant. Hartford, Conn. — ^Hartford Electric Light Co. Marquette, Mich. — Light and Power Commission. Marshall, Mich. — Electric and Water Works Department. Omaha, Nebe. — ^The Omaha Electric Light & Power Co. has pub- lished the following lighting rate (effective July 1, 1913) and power rate (effective Oct. 1, 1913): LIGHTING BATE. Character of service. — Effective for commercial and residence ligMing. The second- ary lighting rate of 6 cents per unit (k w h.) is effective for all electrical heating de- vices and the charging of storage-batteries designed for use in electric vehicles. Rate. — Twelve cents per kilowatt hour for the first 30 hours' use per month of maximum demand; 6 cents per kilowatt hour for excess use. Determination of demand. — Commercial lighting: Active load, 100 per cent of total connected load. Residence lighting: Active load, 60per cent of total connected load. Prompt payment discount. — Five per cent discount on total bill if paid within 10 days from date. Minimum charge. — For regular service, none. For emergency or throw-over serv- ice, $1 per month per kilowatt of capacity connected to the service lines, and for no less a period than one year. Lamp renewals. — Standard carbon or gem incandescent lamps will be furnished and renewed only on customer's premises without additional charge (to customers entitled to free lamp renewals) in standard sizes of 4 c. p. 20 watts, 10 c. p. 30 watts, 16 c. p. 50 watts, 32 c, p. 100 watts, either clear or frosted. RETAIL POWEE RATE. Rate. — ^Nine cents gross per kilowatt hour for the first 200 kilowatt hours per month; 5 cents net per kilowatt hour for the next 400 kilowatt hours per month; 3 cents net per kilowatt hour for tte next 2,600 kilowatt hours per month; 2 cents net per kilowatt hour for all excess kilowatt hours per month. Discount. — One cent per kilowatt hour on first 200 if paid within 10 days from date. Minimum charge.— For regular service, J>3 per month. For emergency service or throw-over service, $1 per kilowatt of capacity connected to the service lines, and for no less a period than one year. WHOLESALE POWEE RATE. Character of service.— This rate is designed to apply to large industrial enterprise using 3-phase 60-oycle alternating current and requiring long hours' use of power apparatus (where the guarantee of a minimum income of $140 per month to the com- pany is warranted under a long term contract). Rate. — Demand charge: SI. 25 per month per kilowatt of capacity connected, for installations of over 150 horsepower. Energy charge: One cent per kilowatt hour. Determination of demand. — The demand is considered as the total of capacity con- nected. Discounts. — None. Minimum charge. — One himdred and forty dollars per month. Green Bay, Wis. — City of Green Bay v. Green Bay Gas & Electric Co., decision of the Wisconsin Railroad Commission, establishing gas and electric rates, July 11, 1913. The electric rates fixed by the commission are as follows: GENEEAL LIGHTmG RATE. For all lighting service furnished residences, business places, and public buildings including incidental use of appliances for heating and power measured by the same meter: Rate. — Ten cents net or eleven cents gross per kilowatt hour for the first 30 kilo watt hours per month per active kilowatt connected. Eight cents net or nine cents gross per kilowatt hour for the next 60 kilowatt hours per month per active kilowatt connected. Four cents net or five cents gross per kilowatt hour for all use in excess of 90 kilowatt hours per month per active kilowatt connected. For allsigns, outlines, and window lighting on a yearly contract basis five cents net or six cents gross per active 50-watt lamp or its equivalent per month plus four cents net or five cents gross per kilowatt hour for current consumed as estimated according to the schedule of lighting hours. Determination of active connected load. — The active load shall be determined as ordered for Class A, B, C, E, and F in In re Madison Gas & Electric Co. (7 W. R. C. R. 152, 107). Minimum charge. — One dollar net or Sl-10 gross per month per meter. Prompt payment discount. — The difference between the gross and net rates shall constitute a discount for prompt payment of bills. Terms and conditions. — For the reconnection of meters for the same consumer on the same premises, a charge of SI per meter shall be made. Where the company is unable to read meter, after reasonable eUort, the fact shall be plainly indicated on the monthly bill, the minimum charge shall be assessed and the differences shall be adjusted with the consumer when meter is again read. NoKRisTowN AND CoNSHOHocKEN, Pa. — The Counties Gas & Electric Co. rates, effective December 31, 1913: NOEP.ISTOWN AND CONSHOHOCKEN. Electric lighting. Rate.— Ten cents per kilowatt hour for the first 200 kilowatt hours per month: 7 cents per kilowatt hour for the next 50 kilowatt hours per month; 5 cents per kilo- watt hour for the next 100 kilowatt hours per month; 4 cents per kilowatt hour for over 350 kilowatt hours per month. Discount. — Bills to be rendered at 1 cent per kilowatt hour above the foregoing rates and subject to a discount of 1 cent per kilowatt hour if paid at the office of the company within 10 days after presentation. Minimum charge. — One dollar and fifty cents per meter per month. Electric ppwer. Rate.— Ten cents per kilowatt hour for the first 100 kilowatt hours per month; 7 cents per kilowatt hour for the next 100 kilowatt hours per month; 6 cents per kilowatt hour for the next 100 kilowatt hours per month; 5 cents per kilowatt hoiu' for the next 100 kilowatt hours per month; 4 cents per kilowatt hour for the next 400 kilowatt hours per month; 3 cents per kilowatt hour for the next 500 kilowatt hours per month; 2 cents per kilowatt hour lor over 1,300 kilowatt hours per month. Diseount.—Bills to be rendered at 1 cent per kilowatt hour above the foregoing rates and subject to a discount of 1 cent per kilowatt hour if paid at the oflSce of the company within 10 days after presentation. When the current consumption tor any month computed at the aforesaid rates exceeds S75, the consumer shall be entitled to a further discount at 10 per cent thereon, provided the amount of such further discount shall not reduce the amount due lor such consumption to an amount less than $75. Supplementary discount.— No. 1: Where the company supplies the consumer with electric energy at the primary voltage of its distribution line, and the con- sumer furnishes the necessary transformers, a further discount of 5 per cent will be allowed from the monthly bill, figured at the aforesaid rate. No. 2: If the power factor on the entire load, due to a lagging current is maintained at 95 per cent or better , a further discount of 5 per cent will be allowed on bills figured at the aforesaid rate. Minimum charge.— t^o biU submitted on this schedule less than $2. If the con- nected load of a consumer is more than 2 horsepower the minimum charge shall be SI per horsepower for all connected load. 172 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. MAIN UNE. The following rates apply to consumers on company's distribution lines suitable for supplying service demanded: Electric ligfUin^. Sate. — Ten cents per kUowatt hour for the first 200 kilowatt hoiirs per month; 7 cents per kilowatt hour for the next 50 kilowatt hours per month; 5 cents per kilo- watt hour for the next 100 kilowatt hours per month; 4 cents per kilowatt hour for over 350 kilowatt hours per month. Minimum charge. — One dollar per meter per month. Electric power. Hate. — Ten cents per kilowatt hour for 100 kilowatt hours per "month; 9 cents per kilowatt hour for 101 to 300 kilowatt hours Jjer month; 8 cents per kilowatt hour for 301 to 600 kilowatt hours per month; 7 cents per kilowatt hour for 601 to 1,000 kilowatt hours per month; 6 cents per kilowatt hour for 1,001 to 1,500 kilowatt hours per month; 5 cents per kilowatt hour for 1,501 to 2,000 kilowatt hours per month, 4 cents per kilowatt hour for 2,001 to 2,500 kilowatt hours per month; 3 cents per kilo, watt hour for over 2,500 kilowatt hours per month; 2J cents per kilowatt hour for 10,000 or more kilowatt hours per month. Minimum charge.— T^o bill submitted under this schedule less than $1. If the con- nected load of a consumer is more than 1 horsepower the minimum charge shall be $1 per horsepower for all connected load. CONSHOHOCKEN. Demand rate. — Ten cents per kilowatt hour for the first 20 kilowatt hours per month per horsepower; 6 cents per kilowatt hour for the first lOO kilowatt hours per monthin excess of the above; 4cents per kilowatt hour for the next 900 kilowatt hours per month; 2^ cents per kilowatt hour for over 1,000 kilowatt hours per month. Rating of demand.— Vndei 10 horsepower demand, connected load; from 10 horse- power to 50 horsepower in one motor, 90 per cent connected load; from 10 horse- power to 50 horsepower in more than one motor, 80 per cent connected load. Over 50 horsepower demand obtaiaed from curve-drawing instruments, when the demand will be taken as the highest average demand during any five consecutive minutes during the month. » Minimum charge. — No bill submitted on this schedule less than SI. SupEBiOK, Wis. (population 40,384). — The Superior Water, Light & Power Co. rates, effective January 1, 1914, are aa follows: EESmENCE LIGHTING RATE. For all electric energy furnished residences, dwellings, flats, and private boarding houses for lighting. This service may include energy for other uses than lighting, where appliances of not over 600 watts capacity, each, are employed, whose aggre- gate demand does not require special wiring or enlarged meter or transformer capacity. Hate.— Ten and one-half cents per kilowatt hour for all or part of first 6 kilo- watt hours used per month in house having 3 rooms or less, plus 2 kilowatt hours for each additional room; 8* cents per kilowatt hour for all or part of next 6 kilowatt hours used per month in house having 3 rooms or less, plus 3 kilowatt hours for each additional room; 6 cents per kilowatt hour for all energy used in excess of 12 kilowatt hours per month in house having 3 rooms or less, plus 5 kilowatt hours for each additional room. Determination of rooms. — In applying the above rate, the count of rooms is to be made on the so-called real estate agents' rental basis (which excludes bathrooms, hallways, and unfinished attics and basements), except that rooms having an area of more than 300 square feet will count as two rooms. "Where two or more room exceed 300 square feet each, only one extra room will be counted for each 300 square eet of excess area. Minimum charge. — One- to 5-room house or flat, 50 cents, plus 10 cents for each additional room. The following is a tabulation of above rate: Add for NUMBER OF BOOMS. 1-3 4 5 6 7 8 9 10 11 12 13 each addi- tional room. KILOWATT HOLTRS. Kate per kilo- watt hour: lOicents.flrst. 6 8 10 12 14 16 IS 20 22 24 26 2 8i cents, next . 6 9 12 15 18 21 24 27 30 :« 36 3 6cents,allover 12 17 22 27 32 37 42 47 52 57 62 5 Min imum monthly bill 80.50 80.50 $0.50 SO. 60 SO. 70 SO. 80 SO. 90 SI. 00 SI. 10 SI. 20 SI. 30 $0.10 Prompt payment discount. — One cent per kilowatt hour when paid on or before 10 a. m. on 16th and one-half cent per kilowatt hour when paid later than this, but not later than 10 a. m. on the 26th of month following that for which bill is rendered. When the 15th or 16th falls on a Sunday or holiday, discounts allowed until 10 a. m. on the 17th; and until 10 a. m. on the 27th, when the 25th or 26th falls on a Sunday or holiday. Lamp renewals. — Lamps may be purchased from the company at prices as pub- lished. No allowance for lamps returned. The company assumes no responsibility for lamps after they have been delivered to the consumer. Term of contract.— This agreement shall remain in force for the term stated, if any, and in any event, for the full period during which service is taken and until tlirea days after receipt at the company's office of written notice from the consumer of his wish to discontinue. A term contract may be required when special investment is required in order to furnish service. Terms and conditions. — When electric mains pass in front of a house, a charge of S5 is made for the labor cost of running service wires. When two or more houses are coimeoted at the same time, by extending a single service drop from house to house and when the distance between the houses is less than 20 feet, the charges are as follows: Two houses, $7.50; three houses, S9; four houses, $10; five houses, $11. COMMERCIAL LIGHTING KATE. This service may include energy for other uses than lighting when motors or other appliances of not over 750 watts capacity each and not over 1,500 watts aggregata capacity are used. Rate. — Ten and one-half cents per kilowatt hour for all or part of first 3 kilowatt, hours used per month per 100 watts of active load; Si cents per kilowatt hour for all, or part of next 6 kilowatt hours used per month per 100 watts of active load; 6 cents per kilowatt hour for all current used in excess of 9 kilowatt hours per month per 100 watts of active load. Determination of active connected load. — Active connected load shall in every case be a percentage of total connected load consisting of lamps, appliances, etc., in- tailed upon consumers' premises, and shall be fixed as follows: Class A: Window, sign, basement salesroom, and outside decorative lighting, 66§ per cent of the total coimeoted load shall be deemed active. Class B : Stores, oflices, etc., 70 per cent of the total coimeoted load shall be deemed active when such load is equal to or less than 2i kilowatts; 55 per cent of such con- nected load over and above 2^ kilowatts shall be deemed active, provided that lamps used exclusively in space devoted to the storing of goods shall be treated as 20 per cent active and shall not be included in the 2i kilowatts specified above. Class C: Public buildings, churches, hotels, factories, 55 per cent of the total con- nected load shall be deemed active. In classes A, B, and C, the minimum connected load to be used in figuring active load shall he 200 watts. Prompt payment discount. — Same as tor residence lighting. Note: On bills owed by the United States of America, the State of Wisconsin, the county of Douglas, and the city of Superior, an additional 30 days' time is al- lowed without forfeiture of discount. Quantity discounts. — First 250 kilowatt hours per montli, discount, none; second 250 kilowatt bours per month, discount, O.S cent per kilowatt hour; third 250 kilo, watt hours per month, discount, 1 cent per kilowatt hour; fourth 250 kilowatt hours per month, discount, 1.5 cents per kilowatt hour; fifth 250 kilowatt hours per month discount, 2 cents per kilowatt hour; sixth 260 kilowatt hours per month, discount, 2.5 cents per kilowatt hour; seventh 260 kilowatt hours per month, discount, 3 cents per kilowatt hour; all additional consumption, discount 1.5 cents per kilowatt hour. The average discounts are as follows: Monthly consumption of 500 kilowatt hours, average discount, 0.25 cent per kilowatt hour; monthly consumption of 750 kilowatt hours, average discount, 0.5 cent per kilowatt hour; monthly consumption of 1,000 kilowatt hours, average discount, 0.75 cent per kflowatt hour; monthly consump- tion of 1,250 kilowatt hours, average discount, I cent per kilowatt hour; monthly consumption of 1,500 kilowatt hours, average discount, 1.25 cents per kilowatt hour; monthly consumption of 1,750 kilowatt hours and over, average discount, 1.5 cents per kilowatt hour. Minimum charge. — Net 50 cents per month for 500 watts or less of connected load, plus 5 cents for each additional 50 watts connected. Lamp renewals. — Same as for residence lighting. Term of contract— S&ma as for re.'iidence lighting. Madison, Wis. (population 25,531). — The Madison & Gas Elec- tric Co. rate schedule as of November 30, 1913: GENERAL LIGHTING RATE. Rate. — Eleven cents gross or 10 cents net per kilowatt hour for the first 30 hoursT use per month of active connected load; 7 cents gross or 6 cents net per kilowatt hour fOr the next 60 hours' use per month of active connected load; 3 cents gross or 2 cents net per kilowatt hour for all excess use per month of active connected load. Determination of active connected load. — Active connected load shall in each case be a fixed percentage of the total connected load, consisting of lamps, appliances, etc., installed upon the consumers' premises. Prompt payment discount. — The difference between the gross and net rates or 1 cent per kilowatt hour shall constitute a disooimt for payment before the 13th day of the month following the last day of meter reading. Minimum charge. — One dollar net per month per meter. Lamp renewals. — Company shall renew burned-out or badly dimmed carbon fila- ment lamps of the type originally furnished or installed by the company when returned unbroken to its office. Charges for the maintenance and replacement of other iUu- minants shall be reasonable and in accordance witb the schedule of charges filed with the railroad commission. Terms and conditions. — For the reconnection of meters for the same consumer upon the premises a charge of $2 is deemed reasonable. TECHNICAL ASPECTS OF THE PERIOD. 173 POWER BATES. To any single consume- signing the company's standard forms of contract pro- Tided for service for three years or more and located within the residence districts adjacent to the company's 3-phase A. C. power lines, the charge lor A. C. electric power service shall he computed upon the following basis: JJote.— Demand charge: Twenty-eight dollars per year for each kilowatt of demand of the first 10 kilowatts; $18 per year for each kilowatt of demand of the next 00 kilo- watts; S9 per year for each kilowatt of demand in excess of 100 kilowatts. Energy charge: Two and one-half cents gross or 2 cents net per kilowatt hour for the first 500 kilowatt hours consumed during the month; IJ cents gioss or 1 cent net pel kflowatt hour for the next 1,000, kilowatt hours consumed during the month; 1 cent gross or 5 cent net per kilowatt hour for all energy consumed during any month in excess of 1,500 kilowatt hoSrs. Watebtown, N. Y. (population26,730).— The Watertown Lighted Power Co. schedule revised as of January 1, 1914. LIGHTINQ KATES. i2a(e.— Bates are named varying with hours and tenths of hours use per month from 11 cents gross, per kfiowatt hour, for the first horns' use of consumer's demand, to 7.5 cents gross, per kfiowatt hour for 8 hours' use of consumer's demand, 7 cents gross, per kfiowatt hour for 13 hours' use of consumer's demand, and 6.3 cents gross, per Mowatt hour tor 24 hours' use of consumer's demand, etc. Determination of assessed demand. — The consumer's demand is assessed from an inspection of the consumer's lamps and appliances connected and use is made of the f oUowing table when watts consumption is not marked on label or name plate : Two candlepower carbon lamps, 13 watts; 4 candlepower carbon lamps, 22 watts; 8 can- dlepower carbon lamps, 32 watts; 10 candlepower carbon lamps, 35 watts; 16 can- dlepower carbon lamps, 56 watts; 20 candlepower carbon lamps, 70 watts; 24 candle- power carbon lamps, 84 watts; 32 candlepower carbon lamps, 112 watts; empty- sockets that may be used, 40 watts; inclosed arc lamps, 550 watts. Three-fourths of the whole connected load as obtained is taken as the basis on which to render bills with a roinimum connected load of one-half kfiowatts. Quantity discounts. — Ten per cent discount on bUls amounting to from $50 to $75 per month ; 15 per cent discount on bills amounting to from $75. 01 to SlOO per month ; 20 per cent discount on bills amounting to from $100.01 to $125 per month; 25 per cent discount on bills amounting to from $125.01 to $150 per month; and 30 per cent discotmt on bifis amounting to over $150 per month. Prowpt payment discount. — A discoimt of 2 cents per kilowatt hour is aUowed if bills are paid on or before the discount date named on the bill. Minimum charge. — One doUar per month per consumer. Terms and conditions. — ^Two or more business places owned by the same person or company wiU be considered as one in rendering bfils if so desired, but in such cases the total connected load will be used as a basis instead of three-fourths of the con- nected load. Anyone who owns and uses a lighting plant and reqmres coimection to our system will be charged a TniTiimnm of $1 per month per kfiowatt connected load as a breakdown service charge. PirrsiTELD, Mass. (population 32,121). rate schedule of the Pittsfield Electric Co.: -The following is the EESIDENCE LIGHTMG RATE. Sale. — Twelve cents per kflowatt hour for the first kfiowatt hour used per month per 25-watt lamp connected; 8 cents per kfiowatt hour for aU excess use. Themini- mum capacity that will be provided is 500 watts. Prompt payment discount. — ^Ten per cent discount is aUowed on bifis if paid on or before the 15th of the month in which the bill is rendered, provided there exists no unpaid balance of previous months. Minimum charge. — For any month that the meter for lighting service does not register at least 8 kflowatt hours, no bUl for current wfil be rendered, but a net charge of 50 cents for maintenance of service wiU be made. If in any 12 consecutive months ending January 1 the consimiption of electricity at regular rates, less discount equals $9 or more, a rebate wlU be made of amounts paid for maintenance of service as speci- fied above. Terms and conditions. — For each meter Installed where customer is not on the com- pany's books, a deposit vrill be required equal to one month's bifi, or $3 for residence. The company wiU pay 4 per cent interest on same annually, deposit to be returned when the meter is removed. COOKING BATES. To encourage the use of electric flatirons, ranges, and other household appliances, the company recommends the installation of a special heating circuit so that the current used by these devices may be registered on a separate meter. Bate. — Four cents per kfiowatt hour is made a special flat rate for this class of service. Minimum charge.— X minimum charge of $1 per month is required. COMMEKCIAL LIGHTING RATE. For stores and places of business in congested section of city: Rate.— Twelve cente per kfiowatt hour for the first 30 hours' use per mouth of consruner's demand ; 8 cents per kfiowatt hour for the next 50 hours' use per month of consumer's demand; 6 cents per kfiowatt hour for the next 100 hours' use per month of consumer's demand; 5 cents per kfiowatt hour for aU over 180 hours' use per month of consumer's demand. Determination of demand. — Connected load not in excess of 1, 2, 3.5, 5, 7.5, 10, 15, 20, 25, 30, 40, or 50 kfiowatts. Basis of demand, 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 13, or 15 kfiowatts. The minimum capacity that wfil be provided is 1 kfiowatto Prompt payment discount, — Same as in residence lighting. Terms and conditions. — For each meter installed where customer is not on the com- pany's books, a deposit wfil be required equal to one mouth's bfil, or $5 per store. EvANSViLLE, Ind. (population 69,647). — ^The Evansville Public Service Co. schedule taking as the maximum rate 7)4 cents per kilowatt hour, prescribed as the rate for light and power in the franchise rendered the company, made effective the following rates January 1, 1913: RESIDENCE LIGHTING RATES. iJa(e.— Seven and one half cents per kilowatt hour for the first 100 kilowatt hours consumed per month; 7 cents per kilowatt hour for the next 100 kilowatt hours; 6H cents per kilowatt hour for the next 100 kilowatt hours; 6 cents per kflowatt hour for the next 100 kilowatt hours; 5J^ cents per kilowatt hour for the next 100 kilowatt hours; 6 cents per kilowatt hour lor the next 100 kilowatt hours; 4H cents per kflowatt hour for the next 100 kilowatt hours; 4 cents per kilowatt hour for the next 100 kflowatt hours; 3^ cents per kflowatt hour for aU over 800 kflowatt hours consumed per month. Prompi'payment discount. — Ten per cent if bill is paid on or before the 12th day of the month succeeding that month for which biU is rendered. Minimum charge,— One dollar net per consximer per month. COMMERCIAL LIGHTING RATES. Regular Rate. Same schedule as for residence lighting. Optional Rate. Under this schedule, stores and commercial establishments of every character will be biUed, if they so elect by contract for lighting service. iSofe.— Fixed charge plus energy charge. Fixed charge: Two dollars and fifty cents net or S2.77 gross per active kilowatt per month. Energy charge: Three cents net or 3 J^ cents gross per kflowatt hour for the first 90 hours' use per month of active connected load; 2 cents net or 2.22 cents gross per kflowatt hour for aU energy use in excess of 90 hours' use per month of the active connected load. Determination of active connected load. — Class A: Banks, office bufldings, profes- sional establishments, wholesale and retail merchandise establishments, etc., the foUowing percentage of the connected load shafl be deemed active: 90 per cent of the first 2 kilowatts, 80 per cent of the next 3 kflowatts, 60 per cent of all over 5 kflo- watts. Class B: Department stores, hotels and ofiSce bufldings where company sella service to the building as one customer, but not including stores on the first floor, the foUowing per cent of the connected load shall be deemed active: 70 per cent of the first 5 kilowatts, 50 per cent of the next 5 kilowatts, 30 per cent of aU over 10 kflo- watts. Class 0: Vaudeville theEiters, moving-picture shows, etc., the foUowing percentage of connected load shaU be deemed active: 60 per cent of the first 5 kilowatts, 40 per cent of aU over 5 kilowatts. For 40-week theaters, 33K per cent of connected load, and for summer parks, and aU similar transient customers, 100 per cent of the connected load, sh^ be deemed active. Prompt payment discount. — The difference between the gross and net rates will constitute a discount for prompt payment on bills paid on or before the tweUth day of the month. POWER KATES. Regular Rate, Rate. — Five cents per kUowatt hour for the first 300 kilowatt hours per month; 4J^ cents per kilowatt hour for the next 300 kilowatt hours per month; 4 cents per kilowatt hour for the next 300 kilowatt hours per month; 3^ cents per kilowatt horn" for the next 300 kflowatt hours per month; 3 cents per kilowatt hours for the next 300 kilowatt hours per month; 2}4 cents per kilowatt hour for aU over 1,500 kflowatt hours per month. Prompt payment discount, — Ten per cent if biU is paid on or before the 12th day of the month succeeding the month for which biU is rendered. Minimum charge, — Fifty cents net per hoi-sepower connected per month. Optional Rate. iJate.— Fixed charge plus energy charge. Fixed charge: Two doUars net or $2.22 gross per active kilowatt per month. Energy charge: One cent net or 1.11 cents gross per kflowatt hour for aU current consumed. Prompt payment discount,— Same as in regular rate. Additional 50 per cent discount from fixed charge aUowed tor off-peak power users. A ctive connected load, — The foUowing percentage of total nominal rated capacity of motor or motors instaUedshaU be deemed active: ninety per cent of the first 5 horse- power of connected load, 80 per cent of the next 5 horsepower of connected load, 70 per cent of the next 20 horsepower of connected load, 60 per cent of the next 20 horsepower of connected load, 50 per cent of aU over 50 horsepower of connected load. 174 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Meadville, Pa. (population 12,780). — The following is the rate schedule of the Peoples' Incandescent Light Co., effective January 1. 1914: EETAIL LIGHT SERVICE. Available for and applying to aU consumers using the company's standard light- ing service, appUcable especially to residence lighting and other lighting service where average monthly consumption is low. Rate. — Ten cents per kilowatt hour. Prompt payment discount. — Discount of 10 per cent if paid on or before the 10th day of each month. Minimum charge. — One dollar per month per consumer. Terms and conditions. — A cash deposit of S3 will be required with each service application when customer is not a property owner, or when monthly service charges are not guaranteed by a responsible party. The company reserves the right to discontinue service in case of failure of customer to make prompt payment of bills when due, or in case of violation of the rules and regulations of the company gov- erning use of the electric service. WHOLESALE LIGHTING SEKVICE. Available for and applying to all consumers using the company's standard light- ing service, and especially applicable to commercial lighting and other lighting service where average monthly consumption warrants a minimum charge of S2. Rate.— Ten cents per kilowatt hour for the first 10 kilowatt hours per month; 8 cents per kilowatt hour for the next 20 kilowatt hours per month, 6 cents per kilo- watt hour for the next 70 kilowatt hours per month, 5 Cents per kilowatt hour for the next 900 kilowatt hours per month, 4 cents per kilowatt hour for all over 1,000 kilowatt hours per month. Prompt payment discount. — Discount of 5 per cent if paid on or before the 10th day of each month. Minimum charge. — Two dollars per month per consumer. Terms and conditions. — Same as in retail lighting service except that S5 is required as a cash deposit. SIGN AUn WINDOW LIGHTING. Available for consumers using the company's standard lighting service for sign, window, and display lighting. This service is turned on and off by the company and will be operated between dusk and 11 p. m. each day. iSaJe.— One cent per watt per month for each watt installed. Prompt payment discount. — Five per cent if paid on or before 10th day of each month. Minimum charge. — One dollar per month per consumer. Terms and conditions. — Same as for retail lighting service. COOKING AND HEATING SEKVICE. Available for all consumers using the company's standard service for heating and cooking purposes and offering a special low rate to consumers desiring to use electric cooking utensils and heating devices. Rate. — Four cents per kilowatt hour. Prompt payment discount. — Five per cent if paid on or before the 10th day of each, month. Minimum charge. — One dollar per month per consumer. Terms and conditiorts.—Same as for retail lighting service. GENEKAL POWER SERVICE. Available for all power consumers using the company's standard service. Rate. — Unit charge: Five cents per kilowatt hour for all use less than 250 kilo- watt hours per month; ii4 cents per kilowatt hour for 250 kilowatt hours per month; 4 cents per kilowatt hour for 600 kilowatt hours per month; 3)^ cents per kilowatt hour for 1,000 kilowatt hoinrs per month; 2)4 cents per kilowatt hour for 2,000 kilo- watt hours per month; 2Ji cents per kilowatt hour lor 3,000 kilowatt hours per month; 2 cents per kilowatt hour for 5,000 kilowatt hours per month; IJ^ cents per kilowatt hour for 10,000 kilowatt hours per month; IJ^ cents per kilowatt hour for 20,000 kilowatt hours per month. For amounts between those named above, charge will be made at rate given for next larger amoimt. Demand charge: Wbere unit consumption exceeds 2,000 kilowatt hours per month a monthly charge of SI per kilo- watt demand wiU be made in addition to unit charge as named above. Determination of demand. — Where installation does not exceed 15 kilowatts the maximum monthly demand will be the actual installed demand. Where installa- tion exceeds 15 kilowatts the maximum monthly demand will be determined by maximum demand meters. Prompt payment discount. — Five per cent if paid on or before the 10th day of each month. Minimum charge. — One dollar per month per kilowatt demand, provided that in no case an amount wUl be charged less than S2. Terms and conditions. — A cash deposit of SIO will be required with each service application when the customer is not a property owner or when monthly service charges are not guaranteed by a responsible party. RESERVE OR BREAKDOWN SERVICE. Rate. — ^In accordance with previous schedules herein named as conditions and requirements of consumers may demand. Minimum charge. — One dollar per month per kilowatt of installed demand. Terms and conditions. — Same as for general power service. Southern California. — The Southern California Edison Co. has filed with the California Railroad Commission a new schedule for electric lighting service which applies in Los Angeles, Riverside, San Bernardino, and Orange Coimties, except in the cities of Los Angeles and Pasadena. This schedule becomes effective March 1, 1914. Rate. — Seven cents per kilowatt hour for the first 100 kilowatt hours per month; 6f cents per kilowatt hour for the next 200 kilowatt hours per month; 6 cents per kilowatt hour for the next 200 kilowatt hours per month; 5 J cents per kilowatt hour tor the next 500 kilowatt hours per month; 5 cents per kilowatt hour for the next 1,000 kilowatt hours per month; 4 cents per kilowatt hour for the next 1,000 kilowatt hours per month; 3 cents per kilowatt hour for the next 2,000 kilowatt hours per month; 2^ cents per kilowatt hour for all over 5,000 kilowatt hours per month. Minimum charge. — One dollar per month. Lamp renewals. — Free renewals of Gem metalized filament lamps of 8-candlepower and over. Bridgeport, Conn, (population 102,054). — The United Illumi- nating Co. now charges the following rates for electric Hght and power: LIGHTING RATES. Rate. — Eight cents per kilowatt hour. Quantity discounts.— Viva per cent less for 400 kilowatt hours or more per month;- 10 per cent less for 600 kilowatt hours or more per month; 15 per cent less for 800 kilowatt hours or more per month; 20 per cent less for 1,600 kilowatt hours or more per month; 25 per cent less for 2,400 kilowatt hours or mtore per month; 30 per cent less for 3,200 kilowatt hours or more per month; 35 per cent less for 4,000 kilowatt hours or more per inonth. Minimum charge.— Twelve dollars per year per meter. Lamp renewals.— The above rate includes free renewal of standard Gem metaUzetf filament lamps. POWER RATES. Rate. — Six cents per horsepower hour for less than 50 horsepower hours per months 5 cents per horsepower hour tor 50 horsepower hours or more per month 4.5 cents for 100 or more; 4.25 cents for 200 or more; 4 cents for 400 or more; 3.75 cents for eOO-or more; 3.5 cents for 800. or more; 3.3 cents for 1,200 or more; 3.1 cents for 1,600 or more; 2.9 for 2,400 or more; 2.7 cents for. 3,600 or more; 2.5 cents for 4,800 or more; 2.3 cents for 6,000 or more; 2.1 cents for 8,000 or more; 1.9 cents for 10,000 or more; 1.8 cents for 15,000 or more; 1.7 cents for 20,000 or more; 1.6 cents for 30,000 or more; and 1.5 cents per horsepower hour, for 40,000 horsepower hours or morfr per month. Minimum charge. — One dollar per month for ^ horsepower installed, S1.50 per month for 1 horsepower installed, $2 per month' for 2 horsepower installed, 32.50- per month for 3 horsepower Installed, $3 per month for 4 horsepower installed, 84 per month for 5 horsepower installed, S4 per month for 7i horsepower installed, S5 per month for 10 horsepower installed, 50 cents per horsepower per month for all over 10 horsepower installed. Idaho. — The Utah Power & Light Co. has put into- effect in its Idaho territory the following schedule, effective March 1, 1914: LIGHTING — METER RATE. Rate. — Ten cents per kilowatt hour for the first 60 hours' use per month of cus- tomer's demand, 7 cents per kilowatt hour forall additional hours' use per month of customer's demand. Determination of demand. — Customer's demand in the above shall be calculated as a percentage of the coimected lighting load in, accordance with the following' classification: Class 1: Any customer with less than five interior lights; also sign and outline lighting, displays, windows, hallways, and public lights, of buildings (these are figured separately from the balance of the installation), 100 per cent. Class 2; Art stores, banks, barber shops, bakeries, book stores, bowling alleys, caf6s, cigar stores, clothing stores, clubs, coffee and tea stores, commission houses, confectionery stores, dance halls, department stores, dressmaking and millinery stores, drug stores, dry goods stores, fiorists, furniture stores, furnishings stores, groceries, hardware stores, hat stores, hotels and rooming houses, lodge halls, meat markets, moving-picture theaters, photographers' studios, public halls, railroad business, restaurants, saloons, shoe-shining parlors, shoe stores, telegraph and tele- phone business, theaters, wholesale liquor and wine stores, general stores, 85 per cent. Class 3: Apartment houses, automobile stores and garages, bicycle and electrical shops, breweries, business offices, churches, cleaning and dyeing shops, engraving and printing shops, express companies, hospitals, jewelry stores, laundries, livery stables and barns, loan offices, manufactories, machine, carpenter and blacksmith shops, music and piano stores, paint shops, pool and.billiard halls, public buildings, publishing establishments, residences, schools, tailor shops, undertakers' establish- ments, warehouses, wholesale houses, 70 per cent. Prompt payment discount.— A. discount of 10 per cent on all metered bills for retail lighting and retail power service will be given, provided such hills are paid in full on or before 10 days from date rendered; and provided further that no previous biUs remain unpaid. Failure to receive bUls will not entitle the customer to discount. Minimum charge.— A. minimum monthly charge of $1 net shall apply. Terms and conditions. — The company will furnish the necessary meters which will be maintained by and remain the property of the company. Any meter registering within 2 per cent either way from normal is to be considered satisfactory. If (he TECHNICAL ASPECTS OF THE PERIOD. 175 company's measuring instruments shall fail to register, the account tor the period during which stoppage occurred, shall be made up and settled on the basis of previous days of like use. Property owners will ordinarily not be required to make any meter deposits covering electrical service to property owned and occupied by them. Cus- tomers occupying rented premises, even though they may own other property, will be required to pay a deposit covering the furnishings of electric service to the premises occupied, on the basis of an estimated 60 days' bill; it being understood, however, that tor residential customers said deposit shall in no case be less than $2.50 nor greater than $5. The company will pay interest on meter deposits at the rate of 8 per cent per annum. HEATING AND COOKING — METER RATE. This schedule is for alternating current service supplied at 110, 220, or 440 volts, for heating and cooking purposes only, and measured by a separate meter. Rate. — Four cents per kilowatt hour for the first 50 kilowatt hours of monthly consumption, 3 cents per kilowatt hour tor all additional kilowatt hours of monthly consumption. Prompt payrnent discount. — A discount of 10 per cent on all metered bills for retail lighting and retail power service will be given, provided such bills are paid in full on or before 10 days from date rendered; and provided further that no previous bills remain unpaid. Failure to receive bills will not entitle customer to discoimt. Minimum charge. — A TninimnTti monthly charge of $2 net shall apply. Terms and conditions. — Same as in lighting, meter rate. RETAIL POWER METER RATE. This schedule is for alternating current service supplied tor power purposes only (including irrigation), for installations aggregating 50 horsepower or less, and meas- ured by a single meter. Bate. — For delivery at 110, 220, or 440 volts: Five cents per kflowatt hour for the first 60 hours' use per month ot customer's connected load, 3 cents per kilowatt hour for all additional hours' use per month of customer's connected load. For delivery at 2,300, 4,000, 6,600, or 11,000 volts: Four cents per kilowatt hour for the first 60 hours' use per month of customer's connected load, 2 cents per kilowatt hour for all additional hours' xise per month of customer's connected load. Prompt payment discount. — A discount of 10 per cent on all metered bills for retail lighting and retail power service will be given, provided such bills are paid in full on or before 10 days from date rendered, and provided fiarther that no previous bills remain unpaid. Failure to receive bills will not entitle the customer to discount. Miniinum charge. — A TniTn'Trm-m monthly charge of SI net per horsepower of con- nected load shall apply. Terms and conditions. — Same as in lighting, meter rate. IRRIGATION POWER — FLAT RATE. This schedule is for alternating current service supplied for irrigation power pur- poses only, for installations aggregating 50 horsepower or less. Bate. — For delivery at 110, 220, or 440 volts: Five dollars per month per horsepower of customer's connected load. For delivery at 2,300, 4,000, 6,600, or 11,000 volts: Four dollars and fifty cents per month per horsepower of customer's connected load. Prompt payment discount. — A discount of 10 per cent on all metered bills tor retail lighting and retail power service will be given, provided such bills are paid in full on or before 10 days from date rendered; and provided further, that no previous bills shall remain unpaid. Failure to. receive bills will not entitle customers to receive discount. Term. — Charges shall continue as long as customer's apparatus is connected to company's line or until company receives written notice to discoimect. This sched- ule is tor a minimum period of three consecutive months per season. Terms and conditions.— Same as in lighting, meter rate. WHOLESALE POWER — METER RATE. This schedule is for alternating current service supplied for power purposes only (including irrigation) for installations aggregating more than 50 horsepower and measured by a single meter of each kind needed. Bate.—VoT delivery at 110, 220, or 440 volts: Demand charge, S1.33J per month per kilowatt of customer's demand; energy charge, 1.8 cents per kilowatt hour. For delivery at 2,300, 4,000, 6,600, or 11,000 volts: Demand charge, S1.33J per month per kilowatt of customer's demand; energy charge, 1.5 cents per kilowatt hour. For delivery at 44,000 volts: Demand charge, S1.33J per month per kilowatt of customer's demand; energy charge, 1.3 cents per kilowatt hour. Determination of demand. — Customer's demand in the above shall be determined by periodic tests, or by suitable permanent meters, or in any other mutually satis- factory manner. Discounts. — The following quantity discounts on the total monthly bill shall apply: First $400 or fractional part thereof, net; next $400 or fractional part thereof, 15 percent; next $400 or fractional part thereof, 30 per cent; all in excess of $1,200, 45 per cent. Minimum charge.— X minimum monthly charge of $1 net per horsepower of con- nected load shall apply. Brooklyn, N. Y.— The Flatbuish Gas Co., Borough of Brooklyn (Twenty-nipth ward only), Greater New York, has been granted special permission by the New York Public Service Commision (first district) to put into effect seven days after publication a supplement to its schedule of rates for power purposes. In its application the company stated that it had a request from an ice manufacturer for the supply of electric current for power purposes in quantities so large that it was necessary to extend the old scale of discounts to make a rate for the prospective consumer. The pres- ent rate is: JJaic— Twelve cents per kilowatt hour for first 800 kilowatt hours per month; 10 cents per kilowatt hour for from 800 to 1,200 kilowatt hours per month; 8 cents per kilowatt hour for from 1,200 to 2,000 kilowatt hours per month; 7 cents per kilowatt hour for excess over 2,000 kilowatt hours per month. Dtscounts.—On monthly bills for 100 horsepower hours and over (less than 200), 20 per cent; 200 horsepower hours and over (less than 400), 25 per cent; 400 horse- power hours and over (less than 600), 30 per cent; 600 horsepower hours and over (less than 800), 35 per cent; 800 horsepower hours and over (less than 1,000), 40 per cent; 1,000 horsepower hours and over (less than 1,600), 45 per cent; 1,500 horse- power hours and over (less than 5,000) , 50 per cent; 6,000 horsepower hours and over (less than 10,000), 55 per cent; 10,000 horsepower hours and over (less than 15,000), 60 per cent; 15,000 horsepower hours and over (less than 20,000), 65 percent; 20,000 horsepower hours and over (less than 25,000), 70 per cent; 25,000 horsepower hours and over (less than 35,000), 76 per cent; 36,000 horsepower hours and over (less than 55,000), 80 per cent; 55,000 horsepower hours and over (less than 80,000), 81i per cent; 80,000 horsepower hours and over, 83J per cent. These discounts were already in use up to 55 per cent on monthly consumption of 5,000 horsepower hours and over. The new supplement authorized by the com- mission extends the sliding scale of discounts up to 83J per cent, as above. New Glaeus, Wis. — Application of the New Glarus (population 708) Municipal Electric Light & Water Plant for authority to in- crease its rates. Decision of the Wisconsin Kaikoad Commission, increasing the rates, November 22, 1912. Application was made for permission to increase electric rates on the ground that the rate then in effect, which was a flat one ot 8 cents per kilowatt hour, did not meet expenses. The commission made a valuation of the property and an analysis of the revenues and expenditures, also a careful apportionment as between the electric and water plants and between the different departments of electric service. All free service was ordered to be discontinued, and the following rates were established: COMMERCIAL LIGHTING. Bate. — Customer charge: Twenty-five cents per meter per month. Energy charge: Eleven cents per kilowatt hour. Prompt payment discount. — One cent per kilowatt hour tor payment within 15 days. COMMERCIAL POWER. Demand charge. — One dollar per rated horsepower per month. Prompt payment discount.— Twenty-&ve cents per rated horsepower tor payment within 15 days. Energy charge. — Six cents net per kilowatt hour tor first 30 hours use of connected load per month, 4 cents net per kilowatt hour tor excess over 30 hours use of con- nected load per month. STREET LIGHTING. Bate, to he credited to plant. — Fifty dollars per 640-watt arc per year, $25 per 230-watt tungsten lamp per year. (Moonlight schedule till 11 p. m., 1,100 hours amiually.) Hahtford, Conn. — The schedule of the Hartford Electric Light Co., effective December 1, 1912, comprises a residence rate that is not available for business purposes, a cooking rate not available for power, and a power rate not available for cooking. RESmENCE LIGHTING. Available lor all consumers using the company's standard service. iJaJc— Nine cents per kilowatt hour. Prompt payment discount. — Five per cent when bUls are paid on or before 10 days after their respective dates. Minimum charge. — None. Lamp renewals. — The rate given above includes the renewal of standard metal- lized filament lamps and tungsten lamps of 250 watts and over, when burned-out lamps are returned unbroken. Standard riders. — None given. Term of coTiirocf.— None given. Terms and conditions.— Se^ contract form. SCHEDULE A— RESIDENCE LIGHTINQ. 1. On meter. — Current for residence lighting will be furnished to customers sign- ing contract embodying the company's terms and conditions at the rate of 9 cents per kilowatt hour, less 6 per cent for 10 days' cash payment. H. Flat rate.— Customers may, at their option, sign a fiat-rate contract for not less than one year for low-voltage tungsten lighting under the following schedule: Ten- candlepower lamps, $1 per month; each additional lO-candlepower lamp, 6 cents 176 CENTRAL ELECTRIC LIGHT AND POWER STATIONS. per month, less 5 per cent for 10 days' cash payment. Ten to 20 candlepower lamps, 11.50 per month; each additional 20-candlepower lamp, 12 cents per month, less 5 per cent for 10 days' cash payment. SCHEDULE B— TTHOLESALE UGHTINS. On meter. — Current for commercial lighting will be furnished customers signing contract embodying company's terms and conditions according to the following schedule: Monthly consumption. — For the first 500 kilowatt hours, 9 cents per liilowatt hour; for any part of next 1,000 kilowatt hours, 7 cents per kilowatt hour; for any part of next 2,500 kilowatt hours, 4 cents per kilowatt hour; for any part of next 6,000 kilowatt hours, 3i cents per kilowatt hour; lor all excess, 2i cents per kilowatt iiour. Under this contract the following discounts from the gross bill for long-biuning hours wUl be allowed: Thirty-five per cent for over 350 hours' use of installed load per month, 30 per cent for over 280 hours' use of installed load per month, 25 per cent for over 230 hours' use of installed load per month, 20 per cent for over 195 hours' use of installed load per month, 15 per cent for over 165 hours' use of installed load per month, 10 per cent for over 140 hours' use of installed load per month, ' S per cent for over 115 hours' use of installed load per month, 2 per cent for over 100 hours' use of installed load per month. A further discount of 6 per cent for 10 days' cash payment will also be allowed. .Flat rate. — Flat-rate contract, based upon meter schedule and subject to revision at the expiration of one year, will be given to customers desiring to contract for a definite number of hours' use of installed load. This rate will include lamp renew- als up to a normal amount for the contracted hours of burning. SCHEDULE C— POWEE. Current for wholesale power purposes will be furnished to regular users of power upon signing contract embodying the company's terms and conditions according to the following schedule; Monthly consumption. — For the first 500 kilowatt hours, 4J cents per kilowatt hour; for any part of next 1,000 kilowatt hours, SJ cents per kilowatt hour; for any part of next 3,500 kilowatt hours, 2J cents per kilowatt hour; for any part of next 65,000 kilowatt hours, IJ cents per kilowatt hour; for all excess, IJ cents per kilo- watt hour. These rates are for power only. Energy used directly or indirectly for lighting purposes must be metered separately, and billed at lighting rates, except that for any month when the energy used for power exceeds 90 per cent of the total the amount of energy used for lighting will be included with that for power, and the total billed at power rates. SCHEDULE D— NiaHT POWEE. [Current used for power at night.] In order to encourage the use of power at night any customer contracting for energy under either the power or cooking schedule, upon a guaranty of a minimum payment of $20 per month, for their night power, will be allowed a discount of 40 per cent on such a fraction of their total power as is used between the hours of 10 p. m. and 7 a. m. The company will install special meters for recording this power without charge, provided the demand for such night power amounts to at least 10 per cent of the total. SCHEDULE E COOKINQ. The company will furnish energy for operating cooking and heating apparatus to customers signing contract embodying the company's terms and conditions at the rate of 3 cents per kilowatt-hour on a guaranteed minimum payment of $1 per month. This schedule may be used in residences to include such other household appliances as fiatirons, cleaners, etc., as may be desired, in addition to the cooking apparatus contracted for. SCHEDULE F— AUXttlAKT SEKVICE. The company will maintain a service for supplying electric current as a reserve, auxiliary, or breakdown to a private generating plant, provided the customer guarantees a minimum monthly payment for this service of $3 per kilowatt per month for the first 25 kilowatts contracted for; S2 per kilowatt per month lor the next 75 kilowatts contracted for; $1.50 per kilowatt per month for the next 100 kilowatts contracted for. Current will be delivered at customer's switchboard and billed monthly according to regular lighfor power schedules, subject to above minimum monthly payments. No lamp renewals are supplied under this schedule. SCHEDULE G — SPECLAL APPLICATIONS. In order to encourage novel uses of electric current, the company is prepared to investigate any proposed installations, and to quote low experimental rates thereon, subject to revision at the expiration of one year's contract. Marquette, Mich, (population 11,503). — Light and Power Commission. This is a large water-power plant, the full power available being greater than all present uses. The following new schedule of rates was put into effect March 1, 1913: LIGHTING BATES. Rate. — Five cents per kilowatt hour for first 200 kilowatt hours per month; 4 cents per kilowatt hour for next 100 kilowatt hours per month; 3 cents per kilowatt hour for next 100 kilowatt hours per month; 2 cents per kilowatt hour for excess over 400 kilowatt hours per month. POWEK BATES. iJoic— Three cents per kilowatt hour for first 200 Mlowatt hours per month; 2 cents per kilowatt hour for next 200kUowatt hours per month; 1 cent per kilowatt hour for excess over 400 kilowatt hours per month. STREET LIGHTING. Hate. — Sixty dollars per year per 7.6-ampere inclosed arc lamp (all night schedule). Marshall, Mich. — Electric and Water Works Department. The present electric rates are: RESIDENCE LIGHTING. Rate. — Five cents per kilowatt hour. Prompt payment discount. — Ten per cent if paid within 16 days Minimum charge. — Fifty cents per month. COMMERCIAL LIGHTING. iJo(«.— Four cents per kilowatt hour. Prompt payment discount. — Ten per cent if paid within 16 days. Minimum charge.— Filty cents per month. STREET LIGHTING. Thirty-five dollars per 6.6-ampere arc light per year, SIO per tungsten light (aver- age 68 watts), (all-night schedule). STREET AND ELECTRIC RAILWAYS Part L -STATISTICAL. Part II.— TECHNICAL. 58795°— 15 12 (,177) STREET AND ELECTRIC RAILWAYS. Part I.— STATISTICAL. CHAPTER I. INTEODUCTION AND GENERAL EXPLANATIONS. Classes of railways included. — The statistics in this report represent all railways, other than steam roads, in operation during any portion of the year 1912, in continental United States. The canvass did not cover Alaska or the insular possessions. Comparative sta- tistics are shown for the censuses of 1907, 1902, and 1890. At the census of 1890 the term "street railways" was used in defining the scope of the inquiry. As a rule, the roads for which statistics were presented were those operated on the public streets and thoroughfares of urban districts, and electric traction represented less than one-sixth of the total mileage. At the census of 1902 the term "street and electric railways" was used, and the same designation was employed at the censuses of 1907 and 1912. Since 1902 there has been an extensive development of suburban and iaterurban electric railways, and by 1907 the Irack mileage outside of city limits constituted approximately two-fifths of the total track mileage covered by the inquiry. The scope of the inquiry has been materially increased by the electrification of steam roads which own their rights of way, and by the extension of suburban and inter- urban electric liaes located largely on private rights of way. As at prior censuses, the report covers roads operated by cable power and by animal power; roads operating self-propelled cars using gasoline motors, gas-electric motors, and by storage batteries; and one road of a street railway character employiag steam traction solely. In 1912 there were 21 roads employing cable trac- tion, 13 cable exclusively and 8 cable in conjunction with o ther power. The 1 3 exclusively cable ro ads com- prise 2 street railway companies in San Francisco and 11 inclined-plane cable roads located 3 in California, 4 in Pennsylvania, and 1 each in Ohio, Minnesota, Virginia, and Tennessee. In 1890 cable roads were an important factor. The trackage then operated by cable power constituted 6 per cent of the total trackage. The inclined-plane cable roads were included as a feature of the cable systems, and have been carried along at the subsequent canvasses. The exclusively gasoline motor roads are located 2 in Geoi^a, 2 in Texas, and 1 each in the states of Massachusetts, Illinois, California, and Florida. The roads still operated by animal power exclusively are located 3 in Texas and 1 each in Maine, Indiana, Ohio, Kansas, Arkansas, and Nebraska. The longest has but 3 miles of track. Electrically operated divisions of steam roads. — The statistics for electrically operated divisions of steam roads are included only in cases where fuU reports could be made therefor separately from those for the steam railroad operations. Some companies reported the same tracks as operated by both steam and elec- tricity, and others that the traffic and operating statis- tics of an electrically operated branch did not permit of segregation from those pertaining to the main line operated by steam. Statistics for these roads are there- fore not iacluded ia the general statistics for electric railways. There are also excluded from the general statistics the Chicago Tunnel Co., operating the sys- tem of narrow-gauge freight tunnels under the streets of Chicago, the Bingham Central Railway of Utah, a narrow-gauge electric tunnel road serving miaes, and the road owned by the state of North Dakota, at Bismarck, and operated in connection with the state capital. A summary of all electrically operated trackage as it existed at the close of the year 1912, including the electrified divisions of steam roads, the electrified ter- minals of the New York Central and Hudson River and the Peimsylvania systems, the electrified tunnels of the steam roads, and the two freight tunnel roads above referred to, wUl be found on page 205 of this report. Municipal railways. — The only railways owned by municipalities in operation in 1912 were those owned by the city of Monroe, La., the North Dakota State Railway, above referred to, and the municipal rail- way of San Francisco. The first-named railway is regularly operated for public service and is included in this report. The municipal railway of San Francisco was constructed during 1912 and went into opera- tion just before the close of the year (Dec. 24, 1912). In view of the fact that the Geary Street, Park & Ocean Railway, which it supplanted, was operated until May 5, 1912, and had to be included, as it was in operation during the year, the statistics for the mu- nicipal railway, although in operation for a few days within the year, were excluded. (179) 180 STREET AND ELECTRIC RAILWAYS. Railway and nonrailway operations. — Many electric railway companies sell electric current for lighting and industrial purposes. When it was impossible to obtain complete separate reports for the railway and for the electric light and power department, the data for both branches were included in the report for the railway. Statistics of the income of such hght and power departments of electric railways, and of the lamps wired for service, are shown in the report for central electric light and power stations, and there are given in that report the aggregate power statistics for the combined industries — central electric light and power stations and street and electric railways. In some cases electric railway companies are engaged in other businesses, such as the manufacture of gas or ice, the distribution of natural gas, or the operation of a ferry, or have investments in other property not inci- dent to the operation of a railway. When possible, the investments in such collateral enterprises are re- ported separately from the investments in railway property, and only the net income derived therefrom is reported as revenue. A notable instance where in- vestment in nonrailway property is not separable from that in railway property is the case of the 22-story office buildings known as the Hudson Terminal Buildings of the Hudson & Manhattan Railroad of New York City, the subsurface and lower portions of which per- tain to railway operations, while a large revenue is derived from office rentals. Bridge properties, tun- nels, amusement parks and resorts, and turnpikes, which have been constructed or acquired by electric railway companies, are as a rule covered by the capi- talization of the railways, and in such cases statistics therefor are included. There are several cases where properties of this character are owned by independent corporations and operated by the railway companies under lease or contract, and the capitalization and statistics of operation for these properties are included with those for the railways. Period covered. — ^The reports, as a rule, are for the calendar year. Of the 975 operating companies, 817 submitted reports for the year ending December 31, 1912; 114 for the year ending June 30, 1912; 14 for fiscal years ending at other dates in 1912; and 30 for years extending into 1913. Every comp any that was in operation dm-ing any portion of the year is included, but the operations of 34 companies did not cover the fuU year. In 1907 there were 55 part-time companies. It should be noted that in the preparation of Part II, which deals with the technical features of the in- dustry, the account of improvements and develop- ments in power plants, cars, equipment, etc., has been brought down to date of preparation (1914) and is not confined to conditions existing at the close of 1912. Class of companies. — The companies are funda- mentally classified as (1) operating companies, (2) nonoperating or lessor companies, and (3) holding companies. Operating companies. — This class includes compa^- nies operating railways, whether the property be owned or leased. The 975 operating companies re- ported at the present census operated 41,064.82 miles of track, of which 33,416.86 miles was owned by the operating companies, 7,414.33 miles was leased, and 233.63 miles was operated under trackage rights from steam raihoad companies. There were 26 companies in 1912, operating 2,576.45 mUes, that did not own any track. Lessor companies. — This class includes companies owning railway property leased to operating com- panies, in most cases under agreement providing for the payment of interest on the ftinded debt and fixed dividends on the stock of the lessor companies. There were 285 such companies in 1912. Holding companies. — These are organized for the purpose of acquiring the stock and bonds of railways for the pxirpose of investment, though some of them control the operations of other properties. They may be divided into two classes — (a) incorporated compa- nies duly organized as holding corporations; and (6) unincorporated associations managed by a board of trustees. There were 61 holding companies reported at the present census. They are largely, though not necessarily entirely, identified with railway interests. The line of demarcation between electric railway hold- ing companies and holding companies controlling other public utihty corporations is not clearly defined, and the group is largely a matter of selection. Another phase of railway operations is represented by organizations which act as managers and do not own the roads or the stock of the operating companies. These are not within the scope of this report. Basis of classification. — Operating companies are grouped under three main classifications in order that statistics may be presented for companies operating under similar conditions. The first is a classification according to size, based upon income from railway operations; the second, a classification according to character of business, whether without or with a merger of railway operations and light and power business; and the third, a grouping according to kind of system — "elevated and subway" and "surface." In 1907 statistics were presented for a group of 50 selected interurban fines and 100 selected small urban roads. This classification is of httle statistical value and has not been retained. Classification according to income from railway opera- tions. — Three classes, conforming to the groupings adopted by the Interstate Commerce Commission for electric railways, are distinguished, namely: Class A. — Companies having income from railway operations of more than $1,000,000. Class B. — ^Companies having income from railway operations of more than $250,000 but not in excess of $1,000,000. Class C. — Companies having income from railway operations not in excess of $250,000. INTRODUCTION AND GENERAL EXPLANATIONS. 181 Classijication according to commercial lighting rela^ tions. — Two classes are distinguished : Companies with- out light and power departments and ia operation for the full year, designated as class X ; and companies cov- ering in single reports the operations of a railway and a Ught and power department, and in operation for the fuU year, designated as class Y. There are a few com- panies whose operations were reported for less than a year, and a few which operated for the purpose of hold- ing franchises, etc . , and not primarily for traffic . These as a whole are designated as "Miscellaneous," or "class Z." A combination of the financial statistics for companies engaged in commercial Ughting and com- panies that did not sell current gives imsatisfactory results, and the financial accounts of companies com- posing the "Miscellaneous" group are not strictly comparable with those of full-time companies operated for traffic. Classijication as "Elevated and subway" and "Sur- face." — ^This classification presents the statistics of the companies operating on elevated, subway, or tunnel tracks, in comparison with the data for surface roads or those which are essentially surface. The elevated and subway group includes only those whose elevated or subway trackage exceeds their sur- face trackage, and assembles in one class all roads (except the mixed elevated, surface and subway systems of Boston, Mass., and Philadelphia, Pa.) operating on their own exclusive ways, free from the interruptions of street traffic, and in districts of great density. This group comprised in 1907 the four elevated roads of Chicago (Northwestern Ele- vated, South Side Elevated, Metropolitan West Side Elevated, and Chicago & Oak Park Elevated), and the Interborough Rapid Transit and Brooklyn Union Elevated of New York. These six roads operated 420.40 miles of track, comprising 386.32 miles of elevated and subway tracks and 34.08 miles of surface tracks. The group for 1912 includes seven roads, namely, the four Chicago roads and the Interborough Rapid Transit above named, the New York Consolidated, which includes the Brooklyn Union Elevated of 1907, and the Hudson and Man- hattan, which operates tunnels under the Hudson River. These seven companies operate 554.49 miles of track, comprisiug 437.78 miles of elevated, sub- way, and tunnel tracks, and 116.71 miles of surface tracks. Urban and interurlan. — ^There is no sharp line of demarcation between urban and iaterurban roads. Many roads primarily urban do a large interurban business, and vice versa, and in some cases, although the interurban trackage exceeds the urban trackage, the bulk of the traffic is within the urban territory. The schedule employed for the present census classi- fied the track operated as "city and suburban" or "interurban," but no attempt has been made thus to classify the traflic. CHAPTER II. DEVELOPMENT OF THE INDUSTEY. Table 1 is a summary for the railways of all the classes iacluded at the census of 1912. This table shows the principal facts ascertaiaed at this census, and distiaguishes, first, operating companies, and lessor or nonoperating companies ; and, second, (a) railways operated by electric power, wholly or in part; (5) cable roads exclusively includitig inclined planes; (c) railways operated exclusively by gasoline motor power; and (d) railways operated exclusively by animal power. Table 1 Total. Operating companies. Lessor electric companies. OPERATED TRACKAGE, CLASSIFIED PY CHARACTER OF POWER. Electricity (wholly or in part). Power other than electric, exclusively— Cable.i Gasoline motor. Animal.! Number of companies Miles of line Miles of track operated Cost of construction and equipment , Niunher of employees Number of passenger cars Number of revenue passengers 1.260 30,437.86 41,064.82 $4,596,663,292 282,461 76, 162 9,545,664,667 975 25,525.62 3 34,060.26 1,867,215,202 282,461 76, 162 1,645,554,667 285 4,912.34 < 6,998.56 $729,348,090 943 30,340.36 40.967.72 $4,596,563,292 281,960 76,016 9,628,339,013 14 19.86 26.48 $3,023,062 414 96 16,019,850 61.42 64.55 $1,674,595 49 21 861,842 10 16.23 17.07 $90,670 38 29 343,962 1 Includes 1 company with both cable and animal power (0.49 of a mile of track operated by animal power). 2 Includes 1 company with 2 miles of line and 2.03 miles of track operated exclusively by steam power. ' Includes track leased from steam raihoads, bridge companies, etc. < Track owned by nonoperating electric railway companies. Electric railways are by far the most important class of roads covered by the census. Of the 943 companies included in this group, three reported the use of animal power, seven cable, and two gasoline motors as the motive power for a portion of the track. The electric railway companies operated 99.7 per cent of the total trackage covered by the census. There were only nine companies that reported the use of animal power exclusively, although this was practi- cally the only kind of power used 30 years ago. Electric railways and central electric stations. — A comparison of the primary power, dynamo capacity, and output of stations for both central electric stations and electric railways is of uiterest. It is necessary to make such a combiaation of the statistics for the two industries because of the constant changes in the extent to which railway companies engage ia central station work. A central station reported as such at one census may have been absorbed by some railway company and reported as part of its system at the next enumeration. Table 2 presents the com- bined totals for the two industries, with reference to primary power, dynamo capacity, and output of stations, by geographic divisions, for 1912 and 1907. There has been a large increase in primary power during the last five years. The total horsepower in. creased from 6,618,011 in 1907 to 11,193,699 in 1912, or 69.1 per cent. Steam power still largely predomi- nates, although the increase in water power has been (182) much greater than that for any other class. There was a decrease of 1,314 in the number of steam engines and steam turbines, while this class of power increased 3,011,286 horsepower, or 59 per cent, the increase in horsepower per unit being from 447 in 1907 to 803 in 1912. The utihzation of water power has resulted in the completion of many large hydroelectric plants in all sections where it is available and within transmitting distance. This class of power increased from 1,441,048 horsepower in 1907 to 2,942,388 in 1912, or 104.2 per cent, the increase per unit beuig from 532 to 887. The greatest development of water power has been in the Pacific division, although that in the Middle Atlantic division has been very marked. The increase in horsepower of gas and oil engines was 87.4 per cent for the five years. The increase in generating capacity has been greater than that in primary power, the kilowatt capacity of dynamos having increased from 4,432,641 in 1907 to 7,642,755 in 1912, or 72.4' per cent, as compared with an increase of 69.1 per cent in primary power. This increase is wholly in alternating-current generators, direct-current dynamos showing a decrease in aU geo- graphic divisions with the exception of the East South Central. There were 17,585,662,014 kilowatt hours generated during the year, an increase of 6,964,255,177 kilowatt hours, or 65.6 per cent, over the figure for 1907. DEVELOPMENT OF THE INDUSTRY. 183 OOMPARATIVE SUMMARY— ELECTRIC RAILWAYS AND CENTRAL ELECTRIC STATIONS COMBINED— PRIMARY POWER, DYNAMO CAPACITY, AND OUTPUT OF STATIONS, BY GEOGRAPHIC DIVISIONS: 1912 AND 1907. "Table 2 Census. PRIMAEY POWER. KILOWATT CAPACITY OF DYNAMOS. DIVISION.! Total horse- power. Steam engines and steam turbines. Gas and oil engines. Water wheels. Total. Direct current. Alternating current. Total output of stations, kilowatt hours. Num- ber. Horse- power. Num- ber. Horse- power. Num- ber. Horse- power. United States 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 11,193,699 6,618,011 10)108 11,422 8,116,086 5,104,800 1,164 604 135,225 72,163 3,316 2,709 2,942,388 1,441,048 7,642,755 4,432,641 1,243,365 1,428,954 210,017 240,673 340,876 449, 593 342,488 371,929 113,222 113,895 79,616 89,764 48,286 43,924 48, 608 51,604 17,089 22,677 43,163 44,895 6,399,390 3,003,687 610,611 260,754 1,706,258 888,455 1,413,880 604,490 528, 121 265,311 602,709 277,431 193,061 103,812 194,009 85,252 300,087 152,543 850,654 365, 639 17,585,662,014 10,621,406,837 -New England 1, 157, 132 718,499 2,991,020 1, 927, 114 2,515,706 1,473,949 929,220 577,054 1,004,038 552,496 354,338 218, 799 344,799 206,039 518, 721 261,597 1,378,725 682,464 885 1,126 1,961 2,478 2,627 3,137 1,513 1,538 945 950 616 603 890 813 306 337 365 440 9031604 666,829 2,291,573 1,561,260 2,183,091 1,318,501 766,922 468,027 587,888 374,427 315,628 210,492 318, 767 199, 287 179,637 112, 244 568,976 293,733 55 39 192 118 224 123 424 97 60 31 13 3 153 59 20 13 23 21 10,017 6,823 33,939 17,137 26,710 12,725 29,578 7,336 11,373 6,520 1,080 60 17,354 3,690 2,695 855 2,479 17,017 563 520 595 532 703 610 272 200 385 266 47 29 35 24 313 231 403 297 243,511 144,847 665 508 348,717 305,905 142,723 132, 720 101,691 404, 777 171,549 37,630 8,247 8,678 3,062 336,389 148, 498 807,270 371,714 820, 628 501,427 2,047,134 1,338,048 1,756,368 976,419 641,343 379,206 682,325 367, 195 241,347 147,736 242,617 136,856 317,176 175,220 893,817 410,534 1,555,814,478 1,016,385,019 5,371,253,169 3.679.460.449 Q qctri 1K0 144 Middle Atlantic Kast North Central. "West North Central 2,343,163,832 1,209,359,546 786,641,429 1,074,027,912 643,771,881 "West South Central 298,426,948 425,302,675 258,425,302 980,641,612 446,471,639 2,497,953,991 1,149,660,340 Pacific 1 See page 25 (Central Electric Light and Power Stations) for states composing the several geographic divisions. In addition to power employed for electric generation by the electric railways and the central electric sta- tions, 193,956 horsepower was utilized in electric generation by traction companies not included in the street and electric railway iadustry, namely, those operating the electrified divisions of steam roads, the electrified tunnels of steam roads, and the two freight tunnels already referred to. Table 3 gives the com- bined power statistics for electric traction systems and central electric stations in 1912. 'Table 3 POWER STATISTICS FOR ALL ELECTRIC TRACTION SYSTEMS AND CENTRAL ELECTRIC STATIONS: 1912. Total. Electric railways. Electrified divisions of steam roads, electrified tunnels, etc. Central electric stations. Total horsepower 11,387,655 3,665,051 193,956 7,528,648 Steam engines and steam turbines: 10,175 8,302,042 1,164 135,225 3,319 2,950,388 7,800,591 1,264,205 6,546,386 17,872,783,119 2,264 3,169,554 48 24,190 383 471,307 2,608,066 769,875 1,738,191 6,062,699,008 67 185,956 7,844 4,946,532 Gas and oil engines: 1,116 3 8,000 157,836 10,840 146,996 287,121,105 111,035 Water wheels and turbines: 2,933 Horsepower ,. . Xilowatt capacity of dyna- 2,471,081 5,134,689 473,490 Altemating current Total output of stations. 4,661,199 11,532,963,006 Oomparison with prior censuses. — The censuses of 1890 and 1902 covered the 12 months ending with June 30 of the respective years, whUe those for 1907 and 1912 related to the calendar years. Since 1890 the scope of the ijiquiry has been broadened to meet the changes incident to the more general use of elec- tricity as a motive power, and the interests repre- sented by the statistics for 1912 differ in many impor- tant respects from those covered by the figures for the earher censuses. In 1890 practically aU railways, except those operated by steam, were correctly desig- nated "street railways," as they were confined mainly to urban districts and operated on public streets. Now, however, many of the roads included in the class of " street and electric railways " extend into rural districts and engage in business- similar to that of steam raUroads. Substantially the same form of schedule was used at the censuses of 1902, 1907, and 1912. In formu- lating the schedule for 1912, however, it was deemed advisable to omit some of the subinquiries used at prior censuses because the statistics secured from these inquiries were not entirely satisfactory. The most important change affecting the comparability of the statistics relates to the number of persons em- ployed. For the censuses of 1902 and 1907 the aver- age number employed during the entire year was re- ported; the schedule of 1912 called for the number employed on September 16, and if statistics were not 184 STREET AND ELECTRIC RAILWAYS. available for that day or month, data were obtained for the nearest representative or normal day. For the majority of establishments it was impossible to obtain a correct average of the number employed dur- ing the entire year, and it was believed that obtaining the number on a specified day would result in greater uniformity, also thatthisnumberwouldnotvary greatly from the average number if the average was correctly computed. In many instances it is difBcult to clas- sify the employees according to the work upon which they are engaged, and in preparing the schedule for the census of 1912 it was decided to attempt only three groupings of wage earners, namely, conductors, motormen, and all other wage earners. In 1890 only 706 out of the 789 street railways in the country made reports to the Census Bureau. The figures of trackage, cost of construction, number of cars, number of employees, and number of passengers for the remaining 83 companies were either obtained from outside sources or estimated. The data thus secured from sources other than certified returns constituted from 4.2 to 10.4 per cent of the totals for the respective items mentioned. The returns of earnings and expenditures and of car-mileage were incomplete, even in the case of many of the companies which re- ported fuUy other statistics; but these returns 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. Of the operating and lessor companies covered by the census of 1902, only 20 failed to report the cost of construction; and of the operating companies, only 20 failed to furnish statistics of employees, 6 of fare passengers, and 18 of earnings and expenses. More- over, two of the six companies that did not report the number of fare passengers were exclusively freight companies. The statistics for 1907 represent operating com- panies, whether they were in operation during the whole year or only a portion of the year. Six oper- ating companies, however, failed to report financial data. The statistics for 1912 are essentially complete and based upon certified returns. In only a few cases has it been necessary to resort to the reports of public- service commissions, railroad commissions, or other similar sources for data. Table 4 is a comparative summary, and shows the principal features covered by the census of street and electric railways that are comparable for 1912, 1907, 1902, and 1890, together with the percentages of increase. STREET AND ELECTRIC RAILWAYS— COMPARATIVE SUMMARY. Vable 4 Number of companies Operating Lessor Miles oJ line Uiles of track Operated by- Electricity Cable Animal power Steam Gasoline motor Cost of construction and equipment Number of employees Number of passenger cars Number of revenue passengers Number of revenue passengers per mile of track.. Batio of operating expenses to operating revenues (per cent) 1912 1,260 975 285 2 30,437.86 3 41,064.82 40,808.39 56.41 57.52 76.34 66.16 $4,596,563,292 282,461 76,162 9,545,554,667 '232,556 58.7 1907 1,236 945 291 25,547.19 4 34,381.51 34,037.64 61.71 136. 11 105. 06 40.99 $3,637,668,708 221,429 70,016 7,441,114,508 8 216,522 60.1 1902 987 817 170 16,645.34 6 22,576.99 21,901.53 240.69 259.10 169.61 »6.06 1,261.97 488.31 5,661.44 711.30 $2,167,634,077 140,769 60,290 4,774,211,904 9 212,217 $389,357,289 70,764 32,505 2,023,010,202 249,047 1890 769 20 5, 783. 47 8,123.02 68.4 PER CENT OF INCBEASE.l 1902-1912 1907-1912 1902-1907 1890-1902 27.7 19.3 67.6 82.9 81.9 86.3 -76.6 -77.8 -55.0 991.7 112.1 100.7 26.3 99.9 9.6 1.9 3.2 -2.1 19.1 19.4 19.9 -8.6 -57.7 -27.3 61.4 26.4 27.6 8.8 28.3 7.4 25.2 15.7 71.2 53.5 52.3 55.4 -74.4 -47.5 -38.1 67.8 57.3 16.1 65.9 2.0 25.1 6.2 750.0 187.8 177.9 1,635.5 -50.7 -95.4 -76.2 456.7 98.9 8'i.5 136.0 -14.8 1 A minus sign (-) denotes decrease. 2 Exclusive of 19.73 miles not operated and 18.26 miles leased to steam railroad companies. 3 Exclusive of 23.49 miles not operated and 31.22 miles leased to steam railroad companies. * E.xclusive of 17.05 miles not operated and 5 miles leased to steam railroad companies. 6 Exclusive of 17.60 miles of duplicated track but including 4.47 miles not operated. 8 Compressed air. ' Exclusive of trackage of two railways carrying freight only and of track not operated by electric railway companies. 8 Exclusive of trackage of one railway carrying freight only and of track not operated by electric railway companies. 9 Exclusive of trackage of two railways carrying freight only and of four companies not reporting revenue passengers. The total trackage shown in the tables throughout this report represents the mileage owned or leased by companies in continental United States. In some cases the track extends across the border into Canada and Mexico. This trackage outside of the United States amounted to 31.91 miles in 1912, 27.52 miles in 1907, and 4.20 miles m 1902. The total trackage reported as owned by the rail- way companies at the census of 1912 was 40,470.13 miles, this including 23.49 miles of idle track and 31.22 miles of track leased to steam railroads. The railway companies operated 415.77 miles of track leased from steam roads and operated over 233.63 miles of trackage rights from steam roads. Deducting from the track owned that which was idle or leased to steam roads, and adding thereto the track leased from steam roads and the trackage rights from steam roads, there is obtained the total trackage operated by the street and electric railways, namely, 41,064.82 miles. The total trackage owned is comparable with 34,- 403.56 miles in 1907, an increase for the five-year DEVELOPMENT OF THE INDUSTRY. 185 period of 6,066.57 miles, or 17.6 per cent. The increase during the same period in track operated was 6,683.31 miles, or 19.4 per cent. The electrification of the street railways was essentially completed by 1902, the track- age operated by power other than electric in that year constituting but 3 per cent of the total trackage. In 1907 the trackage other than electric constituted 1 per cent of the total and in 1912 six-tenths of 1 per cent. The percentages of increase show a large growth during each five-year period. The cost of construction and equipment as reported by a lai^e number of companies is practically the par value of their outstanding stock and bonds, but there are many exceptions to this rule, due to a considerable extent to the investment of surplus earnings in plant and equipment without a corresponding increase in capitalization. The amount reported for cost of con- struction and equipment should not be taken as repre- senting the actual amount invested in tracks, railway equipment, and railway property. It includes in- vestments in installations for the generation of electric power not all of which is used for railway purposes, and in distributing installations of light and power depart- ments of electric railways; some investments in other industries, office buildings, etc., not separable from railway investments; and a large amount of iatangible capital, capitalized franchise values, etc. At the census of 1907 nearly one-haK (48.3 per cent) of the companies furnishing balance sheets stated that fran- chise values were included under cost of construction, and one-third (32.9 per cent) that they were not in- cluded, the remainder failing to answer the inquiry. The totals for 1912, 1907, and 1902 are more nearly comparable with each other than either is with 1890, because of greater uniformity in the practice of railway accountants in the later years in regard to the items which should be charged to cost of construction. The cost of construction and equipment as reported shows an average of $113,579 per mile of track owned in 1912, as compared with $105,735 per mile of track in 1907 and $96,005 in 1902. For 1890, when horse cars prevailed, the average investment per mile of track was $47,933. The number of revenue passengers carried per mile of track indicates a steady increase in density of traffic during the last decade, namely, from 212,259 in 1902 to 216,522 in 1907 and 232,556 in 1912. During the prior census period 1890 to 1902 there was a decrease in traffic density, due to the great expansion of electric lines, the trackage increase being relatively greater than the growth in passenger traffic. At the censuses of 1912, 1907, and 1902 sub- stantially the same form of schedule was used, so that a comparison more in detail can be made for these years. Such a comparison is given in Table 5. This table shows remarkable gains for all branches of the industry. The track operated during 1912 exceeded that in 1902 by 18,492.30 miles, the percent- age of increase being 81.9. The horsepower of the prime movers required to generate the electric motive power increased almost threefold. The number of passengers carried during 1912 was more than twice as great as the corresponding number for 1902. There were 1,260 companies reported in 1912, an increase of 24, or 1.9 per cent, since 1907, of which 975 were operating and 285 lessor. Operating companies showed an increase of 3.2 per cent during the last five-year period, whde there was a decrease of 2.1 per cent in the number of lessor companies. No effort was made to secure data for railway prop- erties under construction in 1912 unless actuaUy in operation during a portion of the year. Limited data of this character were secured for the census of 1907, but owing to the difficidty in obtaining actual figures for the amounts invested in partially expired con- tracts for construction, equipment, etc., it was decided to abandon the inquiry. In considering the large increase in the number of salaried employees and in total salaries paid, cog- nizance must be taken of the differences between the schedules used at the two censuses. In 1907 among the enumerated classes of wage earners were foremen, inspectors, and electricians, and it appears probable that some companies included certain classes of employees that had been reported as wage earners in 1907, as salaried employees in 1912. The relatively large increase in cars, other than passenger cars, is due to the development of freight business on interurban fines. Figures are not available for the quantity of cur- rent purchased in 1907 and 1902, but the expenditure for power purchased was $24,546,530 in 1912, as com- pared with $12,342,258 in 1907 and $3,871,518 in 1902. The aggregate of current generated and current pur- chased involves duplication, as it includes power pur- chased from railway companies as well as that pur- chased from electric power companies. It is not practicable to determine the extent of this duplication, though it may be stated that the greater part of the current purchased is generated by electric power com- panies. The value of current purchased from electric railway companies also causes duplication in the financial data, appearing as income in the reports of the railway companies generating the current, and as expense in the reports of the companies to which it was sold. Nor can any comparison be made between quantity of current generated and purchased and car mileage, as considerable current is sold by the railway companies for light and industrial purposes. The revenue received from the sale of current for light and power, including sale of current to other public-service corporations, was $36,500,030 in 1912, $20,093,302 in 1907, and $7,703,574 in 1902. The percentages of increase for this class of revenue, namely, 373.8 per cent, 81.7 per cent, and 160.8 per cent for the census periods 1902-1912, 1907-1912, and 1902-1907, re- spectively, are about threefold those for transportation revenues, the percentages of increase for the latter being, respectively, 120.4, 33.3, and 65.4. 186 STREET AND ELECTRIC RAILWAYS. COMPARATIVE SUMMARY, INCLUDING TRAFFIC, INCOME, AND CAPITALIZATION: 1912, 1907, AND 1902. Table 5 Number of companies Operating Lessor Miles of line Miles of single track ' Boiling stoclr: Cars, number Passenger All other Electric locomotives Persons employed by operating companies: Number Salaries and wages Salaried employees- Number Salaries Wage earners — Average number Wages Power: Horsepower, total Steam (mcluding turbines) and gas engines- Number Horsepower Water wheels — Number Horsepower Kilowatt capacity of dynamos Output of stations, kilowatt hours Current purchased, kilowatt hours Traffic: Passengers carried Eevenue Transfer Free Eevenue car mileage Passenger Express, mail, and freight Revenue car hours « Passenger Express, maU, and freight Average number of revenue passengers — Per mile of track operated ' Per revenue passenger car mile Per revenue passenger car hour Condensed income accounts: Operating companies — Gross income » Operating revenues ■ Transportation revenues Nontransportation revenues Income from other sources Operating expenses Net earnings (operating revenues less operating expenses) Gross income, less operating expenses Deductions from income Taxes Interest on funded and floating debt and mortgages... Rent of leased lines and terminals Miscellaneous Net income Dividends Surplus Lessor companies — Gross income^ Rentals from operating companies Miscellaneous income Deductions from income Interest on funded and other debt Miscellaneous deductions Net income Dividends Surplus Capitalization: Total Operating companies •. Lessor companies Capital stock . Operating companies , Lessor companies Funded debt Operating companies Lessor companies , 1912 1,260 975 285 30, 437. 86 41, 064. 82 94,016 76, 162 17,854 277 282, 461 $200,890,939 23,271 J26, 128, 786 * 259, 190 $174, 762, 153 3,665,051 2,312 3,193,744 383 471,307 2,608,066 6,052,699,008 2,967,318,781 12,135,341,716 9, 545. 554, 667 2,423,918,024 165,869,025 1,921,620,074 1, 885, 870, 157 35, 749, 917 190,478,140 187, 590, 223 2,887,917 232, 556 5.06 $585,930,517 567,511,704 620, 184, 773 47,326,931 18,418,813 332,896,356 234,615,348 253,034,161 191,123,408 35, 027, 965 98,025,338 44, 784, 621 13,285,684 61,910,753 51,650,117 10,260,636 35,605,367 36, 144, 521 460, 846 16, 090, 372 15,234,132 856, 240 19,514,995 19, 342, 101 172, 894 4,708, 3,956, 751, 2,379, 1,957; 422, 2,329, 1,999, 329, 568,141 718,023 850, 118 346,313 300, 149 046, 164 221,828 417,874 803,964 1907 1,236 946 291 25,547.19 34,381.51 83,641 70,016 13,625 117 '221,429 $150,991,099 11,700 $12,909,466 209,729 $138,081,633 2,519,823 3,409 2,427,862 228 91, 961 1, 723, 416 4. 759. 130. 100 (') 9,633,080,766 7, 441, 114, 508 1. 996. 658. 101 96, 308, 167 1,617,731,300 1,583,831,199 33,900,101 151,338,944 148, 678, 062 2,660,892 216,522 4.70 43.06 $429,744,254 418,187,858 390,276,347 27,911,511 11, 656, 396 251,309,252 166,878,606 178,435,002 138,094,716 19, 765, 602 63, 740, 744 48,022,596 6, 575, 774 40,340,286 26, 454, 732 13,885,654 47,913,249 47,600,933 412, 316 19,465,984 18,030,622 1,435,462 28, 447, 265 28, 030, 542 416, 723 3, 774, 2,811, 962, 2, 097, 1, 543, 654, 1,677, 1,268, 408, 772, 096 876, 374 895, 722 708, 856 269, 002 439, 864 063,240 607, 372 456, 868 1902 987 817 170 16,645.34 22,572.52 66,784 60,290 6,494 3 » 140, 769 $88,210,165 7,128 $7, 439, 716 133, 641 $80, 770, 449 1,359,285 2,652 1,310,132 159 49,153 898, 362 2,261,484,397 6,836,616,296 4,774,211,904 1,062,403,392 1, 144, 430, 466 1,120,101,944 24,328,522 66,869,342 65,403,287 466, 055 212,217 4.26 33.28 $250,504,627 247,653,999 236,997,006 11, 556, 994 2, 950, 628 142, 312, 597 105,241,402 108, 192, 030 77,595,053 13,078,899 38,085,911 25, 518, 225 912, 018 30, 696, 977 16, 882, 110 14,714,867 26,138,899 26, 116, 884 22,015 8,779,294 8,376,559 402, 736 17,359,605 17, 157, 061 202,544 2,308,282,099 1,776,468,781 632, 813, 318 1,316,672,960 982, 969, 070 332,603,890 992, 709, 139 792, 499, 711 200,209,428 PEB CENT OF INCEEASE.l 1902-1912 1907-1912 1902-1907 27.7 19.3 67.6 82.9 81.9 40.8 26.3 174.9 100.7 127.7 226.5 251.2 93.9 116.4 169.6 -12.8 143.8 140.9 858.9 179.2 167.6 107.9 99.9 128.2 67.9 68.4 46.9 133.9 129.2 120.4 309.5 524.2 133.9 122.9 133.9 146.3 167.8 167.4 75.5 102.3 226.2 36,2 34.6 83.3 81.9 112.6 12.4 12.7 -14.6 104.0 122.9 41.1 80.9 99.1 26.8 134.6 152.3 64.7 1.9 3.2 -2.1 19.1 19.4 12.4 8.8 31.0 27.6 33.0 102.4 23.6 26.6 45.4 -32.2 31.6 68.0 412.6 45.5 27.2 27.3 28.3 21.5 72.2 18.8 19.1 6.5 7.4 36.3 35.7 33.3 69.6 59.4 32.5 40.6 41.8 38.4 77.3 53.8 -6.7 63.5 95.2 -26.1 -25.7 -26.0 11.8 -17.3 -15.5 -40.4 -31.4 -31.0 -58.5 24.7 40.7 -21.9 13.4 26.8 -23.9 38.9 57.6 -19.3 25.2 15.7 71.2 63.5 52.3 26.2 16.1 109.8 67.3 71.3 64.1 73.5 56.9 7L0 85.4 28.5 8S.3 43.4 87.1 91.3 110.4 63.3 65.9 87.8 4L4 41.4 39.3 2.0 71.6 68.9 65.4 141.5 291.7 76.6 58.6 64.9 78.0 51.0 67.4 88.2 31.8 66.6 6.6 83.3 81.9 121.7 115.2 256.4 63.9 63.4 105.7 63.5 68.4 80.7 59.5 67.0 69.7 68.9 60.1 104.0 > A minus sign (— ) denotes decrease. 2 Includes track lying outside the United States, namely, 1912, 31.91 miles; 1907, 27.52 miles; and 1902, 4.20 miles. Exclusive of track not operated. 3 For 939 companies m 1907 and for 797 companies in 1902. « Number employed Sept. 16, 1912. ^ Figures not available. ' Represents 899 companies in 1912, 734 companies in 1907, and 390 companies in 1902. ' Exclusive of companies doing freight traffic only and in 1902 of 4 companies not reporting revenue passengers. B Exclusive of 6 companies in 1907 and of 18 companies in 1902 which failed to furnish this information. 8 Exclusive of 12 companies in 1902 which tailed to furnish this information. DEVELOPMENT OF THE INDUSTRY. 187 Although, the number of lessor companies in 1912 is but six less than the number reported in 1907, notable decreases are shown in the income, dividends, and capitahzation of such companies. The income of the lessor companies on account of rentals from the operating companies was $35,144,521 in 1912, as compared with $47,600,933 in 1907, a de- crease of 26 per cent; and the capitahzation of the companies leasing their properties was $751,850,118 in 1912, as compared with $962,895,722 in 1907, a decrease of 21.9 per cent. The changes that occurred during the decade are brought out more clearly by the percentages given in Table 6. T'able 6 Number of companies.. Operating Lessor Cars, total number.. Pa All other.. Persons employed, total number. . Salaried employees : Wage earners Power, total horsepower. .. Steam and gas engines. Water wheels •Traffic: Passengers carried, total number. . Revenue , Transfer , Free Per cent of revenue passengers i Revenue pa^engers Transfer Free Revenue car-mileage. . Express, mail, and freight . Revenue car-hours Express, mail, and freight. Income accounts: Operating companies — Gross income Operating revenues Transportation revenues Nontransportation revenues Income from other sources Operating expenses Net earnings (operating revenues less operating expenses) Gross income less operating expenses Deductions from income Net income Dividends Surplus Lessor companies — Gross income Rentals from operating companies Miscellaneous income Deductions from income Interest Miscellaneous Net income Dividends Surplus Capitalization Operating companies Lessor companies Capital stock Operating companies Lessor compames Funded debt. '. Operating companies Lessor companies Dividends Operating companies Lessor compames , Interest on fimded debt, floating debt, and mortgages. Operating companies Lessor compames PEE CENT DISTKIEtJTION OF ITEMS IN TABLE 5. 1912 100.0 77.4 22.6 100.0 81.0 19.0 100.0 8.2 91.8 100.0 87.1 12.9 100.0 78.6 20.0 1.4 100.0 25.4 1.7 100.0 98.2 1.8 100.0 98.5 1.5 100.0 96.8 88.7 8.1 3.2 56.8 40.0 43.2 32.6 10.6 8.8 1.8 100.0 98.7 1.3 45.2 .42.8 2.4 54.8 54.3 0.5 100.0 84.0 16.0 50.5 41.5 9.0 49.5 42.5 7.0 100.0 72.8 27.2 100.0 86.5 13.6 1907 100.0 76.5 23.5 100.0 83.7 16.3 100.0 5.3 94.7 100.0 82.8 17.2 100.0 90.3 9.7 100.0 6.1 94.9 100.0 100.0 96.3 96.4 3.7 3.6 100.0 100.0 78.1 81.8 20.9 18.2 LO 100.0 100.0 26.8 22.3 1.3 100.0 100.0 97.9 97.9 2.1 2.1 100.0 100.0 98.2 99.3 1.8 0.7 100.0 100.0 97.3 98.8 90.8 94.2 6.6 4.6 2.7 1.2 68.5 66.8 38.8 42.0 41.6 43.2 32.1 31.0 9.4 12.2 6.2 6.3 3.2 6.9 100.0 100.0 99.1 99.9 0.9 0.1 40.6 33.6 37.6 32.1 3.0 1.5 59.4 66.4 58.5 66.6 0.9 0.8 100.0 100.0 74.5 76.9 25.6 23.1 56.6 57.0 40.9 42.6 14.7 14.4 44.4 43.1 33.6 34.4 10.8 8.7 100.0 100.0 48.6 48.1 51.4 51.9 100.0 100.0 78.0 82.0 22,0 18.0 1 Ratio of transfer and free passengers to revenue passengers. This table brings out a number of important changes which took place in the equipment, trafl&c, income, and expenses of the street and electric rail- ways between 1 902 and 1912. Cars, other than passen- ger cars, form an increasing proportion of the total number at each census, and water power shows a marked relative increase as compared with steam and gas power. SHght gains are also shown in the num- bers of revenue and free passengers carried. As previously explained, the increase in the proportion of salaried employees as compared with wage earners is due probably to differences between the constructions placed upon the inquiry at the last two censuses. There appears under "Income" a relatively large and steady gain in nontransportation and nonoperat- ing income. In this connection a comparison of income and expense on a passenger basis is of interest. Table 7 shows the gross income, the several classes of income, and the distribution accounts, reduced to a unit revenue-passenger basis, for 1912, 1907, and 1902. Table 7 Gross income Transportation revenue Passenger revenue Other transportation revenue . . . Nontransportation income Operating expenses Gross income less operating expenses Deductions from income Net income INCOME AND EXPENSE PEE EEVENUE PAS- SENGER. 1912 Cents. 6.14 5.45 8.27 0.18 0.69 3.49 2.65 2.00 0.66 1907 Cents. 5.78 6.25 6.14 0.11 0.53 3.38 2.40 1.86 0.64 1902 Cenis. 5.25 4.95 4.90 0.05 0.30 2.27 1.63 0.64 Increase in size of companies. — There is no uniformity in the size or importance of the properties operated by the separate compames, and frequently, because of certain legal restrictions, several properties that practically form one system have been reported as distinct units and counted as separate companies, while, on the other hand, where legal restrictions have not prohibited similar groups of properties have been reported in combination and counted as one. The combination of formerly independent compames has characterized the development of electric railways during recent years, and the change in the number of companies reported at the different censuses is no in- dication of the increase or decrease in the extent of the industry. Table 8 shows the average size and traffic of the operating companies in 1912, 1907, 1902, and 1890, in miles of track, number of cars, passenger-car-miles, revenue passengers, and number of emploj'-ees. In 1912 the average company operated approxi- mately four times as much track and almost twice as many cars as in 1890, while the average number of revenue passengers per car carried in 1912 was 125,332, as compared with 62,237 in 1890. This shows an in- crease in the average number per car of a little more than 100 per cent for the period. The mileage of pas- 188 STREET AND ELECTRIC RAILWAYS. senger cars was not reported prior to 1 902 . The average number of passenger-car-miles per company increased from 1,370,994 in 1907 to 1,938,202 in 1912, or 41.4 per cent, and during the same period the miles of track per company increased from 27.63 to 42.12, or 52.4 per cent- Table 8 COMPAKATIVE SIZE OF OPERATING COM- PANIES 1 AS INDICATED BY AVERAGE NUM- BER OF— Miles Of track. Pas- senger cars. Passen- ger-car- miles. Revenue passen- gers. Num- ber of em- ploy- ees. Censas: 1912 42.12 36.38 27.63 10.56 62.4 15.7 31.8 161.6 78 74 74 42 5.4 5.4 "76.'2' 1,938,202 1,677,787 1,382,842 m 40.2 16.6 21.3 9,810,436 7,882,537 6,886,821 2,630,702 66.7 24.5 33.9 123.8 290 1907 236 1902 177 1890 92 Per cent of increase: 1902-1912 63.8 1907-1912 22.9 1902-1907 1890-1902 33.3 92.4 1 In 1912, 2 companies, and in 1907, 1 company, had no revenue passengers (freight only). ^ Figures not available. The increase in the size of companies is further illustrated by the classification of the companies according to miles of fine for the several census years, given in Table 9. The term "miles of line" refers to the length of the first main track or road, and does not cover second tracks, sidings, or turnouts. Table 9 COMPANIES CLASSIFIED ACCORDING TO MILES OF LINE. Total. Classification groups— miles of line per company. Less than 10. 10 and less than 50. 60 and less than 100. 100 and over. Number of operating com- panies: 1912.. 975 945 817 1691 100.0 100.0 100.0 100.0 30,437.86 25,547.19 16,645.34 2 5,119.53 100.0 100.0 100.0 100.0 406 399 394 567 41.6 42.2 48.2 80.6 1,992.51 2,012.37 1,957.16 2,304.49 6.6 7.9 11.8 46.0 421 424 364 126 43.2 44.9 43.3 18.2 9,337.41 9,337.33 7,340.65 2,183.59 30.7 36.5 44.1 42.7 89 75 44 6 9.1 7.9 5.4 0.9 5,985.93 6,136.33 2,998.43 392.80 19.7 20.1 18.0 7.7 59 1907 47 1902 25 1890 2 Per cent of total — 1912 6.1 1907 5.0 1902 3.1 1890 0.3 Miles of line: 1912 13,122.01 9,062.16 4, 349. 10 1907 1902 1890 238.65 Per cent of total— 1912 43.1 1907 35.5 1902 26.1 1390 . . 4.7 1 Exclusive of 78 companies that did not make precise returns of trackage. 2 Exclusive of 663.94 miles, estimated. The lower group, "Less than 10" miles of line, in- cluded the largest amount of line and four-fifths of the companies in 1890, and the higher group, "100 and over," the largest amount of line in 1912, the "10 and less than 50 " group having the largest number of com- panies. The increase in miles of line from 1907 to 1912 is found in the two larger groups, the lower group de- creasing 19.86 miles and the "10 and less than 50" group being essentially the same in 1912 and 1907. In 1912 there was no company in Connecticut, Rhode Island, or Utah with less than 10 miles of line; no company in South Dakota, New Mexico, or Nevada with more than 10 miles; no company in Vermont, North Dakota, Delaware, District of Columbia, North Carolina, Florida, Mississippi, .Aj-kansas, Montana, Arizona, or Wyoming with more than 50 miles; and no company in New Hampshire, Nebraska, Kansas, West Virginia, South Carolina, Kentucky, Tennessee, Ala- bama, Louisiana, Oldahoma, Texas, Idaho, or Utah with more than 100 miles of fine. The average length of line per company in 1890 was 7.4 miles; in 1902, 20.4 miles; in 1907, 27 miles; and in 1912, 31.2 miles, or more than four times the average in 1890. At the last census there were 59 companies that reported more than 100 miles of line, as compared with 47 in 1907, 25 in 1902, and 2 in 1890. The aver- age length of line for these companies increased from 119.3 miles in 1890 to 174 miles in 1902, 192.8 mUes in 1907, and 222.4 miles in 1912. The 59 companies that operated over 100 miles of line during 1912 include a number that operated more tlian 500 nules of track. The following statement shows the miles of hne and track for the 10 systems reporting the greatest mileages for 1912, ranked accord- ing to length of line: Bay State Street Railway, Massachusetts Ohio Electric Railway Co., Ohio The Connecticut Co. , Connecticut Pacific Electric Co., California Public Service Railway Co., New Jersey Philadelphia Rapid Transit Co., Pennsylvania New York State Railways Pittsburg Railways Co^ Pennsylvania Chicago Railways Co., Illinois Boston Elevated Railway Co., Massachusetts. . Line. 754. 73 601. 00 592.80 552. 48 484. 90 436. 62 337. 05 334.58 244.00 237.78 Track. 941. 79 669. 10 803.09 970.80 809.60 649. 72 576.95 594.30 515.00 500.52 Increase in traclcage and motive 'power. — Between 1890 and 1907 the miles of track of street and electric railways increased 26,280.54 miles. During tlie last five years of this period the increase was 11,826.57 miles, an annual average of 2,365.31 miles. The increase from 1907 to 1912 was 6,715.97 miles, the annual average being 1,343.19 miles. The annual increase computed from a comparison of trackage by years indicates that the greatest development oc- curred during the year 1906.^ 1 The following statement compiled by the Electric Railway Journal shows the total miles of track for each year from 1890 to 1912. The figures for 1890, 1902, and 1907 are not comparable with those obtained by the censuses for those years because there were fewer restrictions in regard to the class of companies included in the statistics presented in the Journal than in the case of those covered by the census. The table, however, shows the years in which the greatest development occurred. YEAE. Miles of track. TEAR. Miles of track. 1912 43,043 41,028 140,088 40,490 40,247 38,812 36,932 32,517 29,648 27,920 26,292 23,184 1900 . 20,442 18,942 1911 1899 1910 1898 17,549 15, 718 1909 1897 1903 1896 15,094 14, 470 1907 1895 1906 1894 13 588 1905 1893 12, 187 1904 1892 11,634 10,599 8 123 1903 1891 1902 1890. . . . 1901... ' Apparent decrease probably due to some discrepancy in the returns. DEVELOPMENT OF THE INDUSTRY. 189 Table 4 shows that from 1890 to 1912 the miles of Une increased 24,692.38. During each of the periods between the first three censuses the percentage of increase for miles of line was greater than for miles of track, by reason of the fact that a large proportion of the extensions consisted of single-track roads in small towns and rural districts. Since 1907, however, the miles of track have increased slightly more than the miles of line. The increase in trackage and line has been almost entirely for lines employing electricity as motive power. Except in, the case of Hues operated by gasohne motor power, which are of but little importance, there has been a rapid decrease in the trackage operated by all other kinds of power. Table 10 shows the number of miles of track operated by each of the several kinds of power, for 1912, 1907, 1902 and 1890. Table 10 MILES or TKACK, BY CHAEACTEB OF POWBR. 1912 1907 1902 1890 Total 41,064.82 34,381.51 22,576.99 8,123.02 Electric 40,808.39 56.41 57.52 76.34 66.16 99.4 ai 0.1 34,037.64 61.71 136. 11 105.06 40.99 99.0 0.2 0.4 0.3 0.1 21,901.53 240.69 259.10 169.61 '6.06 97.0 1.1 1.1 0.8 P) 1, 261. 97 488.31 ATliTTlfll , 6, 661. 44 Steam 711. 30 Per cent of total: 15.6 Cable 6.0 69.7 Steam 0.2 0.2 8.8 1 Compressed air. 2 Less tlian one-tenth of 1 per cent. The table shows conclusively that since 1890 elec- tricity has practically superseded all other kinds of power. The percentage of trackage operated by electric current increased from 15.5 in 1890 to 99.4 in 1912. Animal power was the most important form of power in 1890 (69.7 per cent), while in 1912 it had decreased to one-tenth of 1 per cent. In 1912 gasoline motor cars were operated on 66.16 miles of track, the increase in such mileage having been 61.4 per cent since 1907. Cable and steam power were never extensively used in the operation of street railways, but they reached their maximum about 1890. The 56.41 miles of cable track reported for 1912 includes 11.70 miles of track reported by 15 companies operating incliaed planes, and 44.71 miles of street cable tracks operated by 6 companies. In 1907, 12 companies operated 8.96 miles of inclined-plane cable tracks, and 8 com- panies 52.75 miles of street cable tracks. Thus during the period 1907-1912 there was an increase in inchned- plane cable trackage of 2.74 miles, and a decrease ui street cable trackage of 8.04 miles. The trackage of the Geary Street, Park & Ocean Railroad Co., of San Francisco, which operated 6.93 miles of street cable, is included in the foregoing. Operations of this company were discontinued on May 5, 1912, and the tracks taken up to make way for the municipal road. The munic- ipal line did not begin traffic operations until just before the close of the year (December 24, 1912), and has not been included as an operating road. At the close of the year, therefore, the total cable track- age in operation was 49.48 miles, consisting of 11.70 miles of inclined-plane cable and 37.78 miles of street cable. Traffic. — No distinction as to classes of passengers was made at the census of 1890. Generally, the num- ber reported represented revenue passengers, although in some instances the total of revenue and transfer passengers was reported. It is probable that transfer passengers included were relatively few, and that the total is fairly comparable with the figures for revenue passengers at later censuses. This condition, however, accounts in part for the high average number of reve- nue passengers per mile of track shown for that year, though it is possible that the proportion of "satu- rated" trackage in 1890 Was greater than in 1902 or 1907, when lines had been built in many communities that could not furnish dense traffic. It is almost impossible to compile accurate statistics of the territory from which the electric railways of the country draw their traffic. A zone established by an arbitrary radius would be unsatisfactory, and it is im- practicable to estimate the population by a personal inspection of the territory traversed by every road or to make a special enumeration for this purpose. There- fore the importance of the electric railways, as indicated by their traffic, can be estabUshed in a general way only by comparing, in the case of each geographic division, the number of passengers carried with the total population. Comparisons of this character are given in Table 1 1 . The Middle Atlantic division ranks first in average number of rides on the basis of total population for each year, and the Pacific division ranks first on the basis of urban population. 190 STREET AND ELECTRIC RAILWAYS. STREET AND ELECTRIC RAILWAYS— RELATION OF TRAFFIC TO POPULATION, BY GEOGRAPHIC DIVISIONS : 1890 TO 1912. Table 11 Census. POPULATION. Number of revenue passengers. PER CENT OP INCREASE SINCE PRIOB CENSUS. AVERAGE NUMBER OF REVENUE PASSEN- GERS PER INHABITANT. DIVISION. Total. Urban (cities of 8,000 and over, includ- ing New- England towns). Population. Number of rev- enue pas- sengers. Total poTiula- tion. Urban Increase since prior census. Total popula- tion. * Urban Total. Urban. ^r" United States 1912 1907 1902 1890 1912 1907 1902 1890 1912 1907 1902 1890 1912 1907 1902 1890 1912 1907 1902 1890 1912 1907 1902 1890 1912 1907 1902 1890 1912 1907 1902 1890 1912 1907 1902 1890 1912 1907 1902 1890 95,545,336 87,455,366 79,365,396 63,056,438 37,860,711 30,525,632 27,072,106 18,514,664 9,545,554,667 7,441,114,508 4,774,211,904 2,023,010,202 9.3 10.2 25.9 ,24.0 12.8 46.2 28.3 65.8 136.0 100 85 61 32 252 244 176 109 15 25 28 8 68 6T GE0GE4PHIC divisions: 6,767,513 6,281,102 5,794,687 4,708,176 20,179,371 18,224,327 16,269,282 12,729,124 18,757,149 17,610,294 16,463,438 13,499,198 11,926,513 11,273,096 10, 619, 680 8,943,905 12,586,562 11,699,773 10,812,980 8,871,135 8,602,701 8, 166, 171 7,729,642 6,438,475 9,288,200 8,147,821 7,007,446 4,765,911 2,847,946 2,362,446 1,876,947 1,217,776 4,589,381 3,690,336 2,791,294 1,892,738 4,655,256 4,013,946 3,610,052 2,521,549 12,986,304 11,041,010 9,623,622 6,701,026 8,626,244 6,834,472 6,648,298 4,029,132 3,164,085 2,580,793 2, 279, 781 1,780,575 2,696,840 2,107,591 1,869,031 1,422,231 1,248,541 946,992 844,036 603,372 1,527,762 1,003,245 813,396 546,225 717,449 473,626 393,828 257,836 2,338,230 1,623,868 1,090,062 652, 618 1,051,161,737 875, 115, 527 642,546,579 206,907,358 3,513,720,591 2,839,019,161 1,975,982,220 934,280,102 2, 159, 620, 746 1,607,894,497 991,335,624 365,805,163 787,301,146 616,630,862 352,666,327 172,504,724 616,724,741 487,981,628 297,198,541 101,647,174 268,786,533 220,887,485 117,841,573 52,027,193 270,745,675 193,338,141 92,262,288 45,977,833 154,224,248 113,304,063 61,908,903 27,229,937 723,270,250 487,943,254 242,470,669 116,630,718 7.7 8.4 23.1 16.0 11.2 43.2 20.1 36.2 210.5 155 139 111 44 174 156 121 73 115 91 60 27 66 65 33 19 49 42 27 11 31 27 15 8 29 24 13 10 54 48 33 22 158 132 87 62 226 218 178 82 271 267 205 139 250 • 235- 161 91 249 239 155 97 237 232 159 71 215 233 140 86 177 193 113 84 215 239 157 106 309 320 222 179 • 16 28 67 8 4» 9ft Middle Atlantic 10.7 12.0 27.8 17.6 14.7 43.6 23.8 43.7 111.5 18 35 48' 14 b2 6ft 6.5 7.0 22.0 26.2 4.4 62.5 34.3 62.2 171.0 24 31 33 1ft 84 60 We«t North Central ... 5.8 6.2 18.7 22.6 13.2 28.0 27.9 74.6 104.4 11 22 14 10 84 68 7.6 8.2 21.9 23.2 12.8 31.4 26.4 64.2 .192.4 7 15 16 5 73 88 East Soutli Central 5.3 5.6 20.1 31.8 12.2 39.9 21.7 87.4 126.5 4 12 7 P) 93 54 West South Central 14.0 16.3 47.3 52.3 23.3 48.9 40.0 109.6 100.7 5 11 3 0) 80 29 20.6 26.9 54.1 61.5 20.3 62.7 36.1 83.0 127.4 6 15 11 (}) 82 61 Pacific 24.4 32.2 47.5 53.4 39.8 67.0 48.2 101.2 107.9 26 45 25 (') 98 43 1 Decrease in average number. Oar mileage. — The car-mile is another unit by which to measure growth, although it is affected by changes in car capacity. The passenger-car mileage m 1912 amounted to 1,885,870,157, and in 1907 to 1,583,831,199, an increase of 19.1 per cent, as compared with an increase of 41.4 per cent for the 1902-1907 period ; but the percentages of increase in number of revenue passengers for the same periods were 28.3 and 55.9, respectively, while the number of revenue pas- sengers per car-mile increased from 4.26 in 1902 to 4.70 in 1907 and 5.06 in 1912. Car-hours. — The car-hour is not employed by all roads, but is much more generally used than formerly. In 1912 car-hour statistics were reported by 899 roads, or 92.2 per cent of the total number, as compared with 734, or 77.7 per cent, in 1907, and 390, or 47.7 per cent, in 1902. The increase in density of traffic from census to census, as shown by the average number of revenue passengers per car-hour, namely, 33.28 in 1902, 43.06 in 1907, and 48.38 in 1912, con- forms to the growth in traffic density as measured by car-mile unit and by mile of track. Capitalization. — The statistics of capital stock and funded debt were not fully reported at the census of 1890; in fact, the capitalization and trackage were given for roads controlling only 78.5 per cent of the total mileage. Therefore the figures for that year given in Table 12 are not strictly comparable with those for the three later censuses. The capitalization of railways includes considerable investments in nonrailway properties. This is espe- cially true of the figures for 1902, 1907, and 1912, which include the capital invested in plants engaged in the generation of electricity for general light and power purposes and in other interests not allied to railway operations. In computing the average capi- talization per mile of track, the amounts invested in stock and bonds of other companies, treasury securities, and other permanent investments, have been deducted for 1902, 1907, and 1912, but it is im- possible to determine the amount, if any, that should be deducted for 1890. With the exception of those for 1890, the totals include the capitalization for both lessor and operating companies. I 1 DEVELOPMENT OF THE INDUSTRY. 191 Table 12 capitalization: 1890 to 1912. 1912 1907 1902 1890 Per cent of increase. • 1902- 1912 1907- 1912 1902- 1907 1890- 1902 $4,708,668,141 $2,379,346,313 $2,329,221,828 $465,260,414 $4,243,317,727 M41,484 '104,930 $3,774,772,096 $2,097,708,856 $1,677,063,240 $374,664,197 $3,400,107,899 134,961 100,495 $2,308,282,099 $1,315,572,960 $992,709,139 8152,513,997 82,156,768,103 130,560 96,287 $449,063,669 $272,441,843 $176,611,826 (■) 104.0 80.9 ,134.6 205.1 96.8 8.4 9.0 24.7 13.4 38.9 24.2 24.8 4.8 4.4 63.5 69.6 68.9 145.7 57.7 3.4 4.4 414.0 Capitalstock 382.9 Funded debt 462.1 Investments in stocks and bonds of other companies, treasury- Capitalization less investments Average capitalization less investments: Per mile of line ."' 98,848 32.1 Per mile of track 1 Figures not available. " 29,991.42 miles of line represented. ' 40,439.40 miles of track represented. Funded debt has formed at each census a propor- tionately larger part of the capitalization. It does not comprise all of the borrowed capital chargeable to in- vestment, as a large amoimt of investment capital is represented by short-time notes carried as floating debt, but it is not possible to separate such from other current liabilities. The floating debt reported in 1912 was $296,161,797, an amount equal to 6.3 per cent of the capitalization, as compared with $278,927,097, or 7.4 per cent of the capitalization, in 1907. The period from 1890 to 1902 covered the change of the most of the roads from animal power to elec- tricity, which accounts for the large increase during this period in capitalization per mile of line and per mile of track. Since 1902 the increase ia capitaliza- tion per unit ha^ been small and constant. Income and expenses. — The statistics for income and expenses for 1912 cover all companies, but 6 companies in 1907, 18 in 1902, and a considerable number in 1890 did not report these data. Table 13 shows the revenue constituents of the gross income and the distribution of income by lead- ing items of expenditure for each census from 1890 to 1912, inclusive. Table 13 DISTKIBUTION OF GROSS INCOME OF OPEKATING COMPANIES. Amount. Per cent. 1912 1907 1902 1890 1912 1907 1902 1890 $585,930,517 667,511,704 502,651,637 64,860,067 18,418,813 332,896,356 191,123,408 35,027,065 98,025,338 44,784,521 13,286,684 51,650,117 $429,744,254 418,187,858 382,132,494 36,055,364 11,566,396 251,309,252 138,094,716 19,766,602 63,740,744 48,022,696 6,676,774 26,454,732 $250,504,627 247,553,999 233,821,548 13,732,461 2,950,628 142,312,697 77,595,053 13,078,899 38,086,911 25,518,225 912,018 16,882,110 ,$91,721,845 90,617,211 89,711,830 905,381 1,104,634 62,011,185 13,978,903 3,308,190 8,086.216 2,561,343 23,164 10,180,726 1,217,193 4,333,838 100.0 96.8 85.7 11.1 3.2 56.8 32.6 6.0 16.7 7.6 2.3 8.8 100.0 97.3 88.9 8.4 2.7 58.5 32.1 4.6 14.8 11.2 1.5 6.2 100.0 98. 8 93.3 6.6 1.2 66:8 31.0 5.2 15.2 10.2 0.4 6.3 100.0 98.8 97.8 Otber 1.0 1.2 Distribution: 67.6 15.2 3.6 8.8 Rent of leased lines and terminals 2.8 (') 11.1 1.3 10,260,636 13,885,554 14,714,867 1.8 3.2 5.9 4.8 ' Less than one-tenth of 1 per cent. An estimate based on a 5-cent fare per passenger carried in 1890 would increase the operating revenues for that year to the neighborhood of $100,000,000,. as compared with $247,553,999 in 1902, $418,187,858 in 1907, and $567,511,704 in 1912. However, this com- parison, like those for practically all of the items shown for the census of 1890 and the later censuses, is indicative rather than exact, as it was apparently impossible to obtain complete reports at the first census of the industry. There is shown a noticeable increase in operating income other than passenger, due to growth of freight, mail, and express business and the sale of current. The income from passenger service formed 99 per cent of the total income from operation in 1890, but this proportion decreased to 94.5 per cent in 1902, 91.4 per cent in 1907, and 88.6 per cent in 1912. The per- centage that the income from other sources formed of the gross income was 1.2 in both 1890 and 1902, 2.7 in 1907, and 3.2 in 1912. With the introduction of electric traction during the period 1890-1902 there came a marked drop in the operating ratio, that is, the ratio of operating expenses to operating revenues. This fell from 73.7 per cent for horse roads and 68.4 per cent for all roads in 1890 to 57.5 per cent in 1902. The average operating ratio in 1912 was 58.7 per cent. But offsetting the fall in the operating ratio there was a counterbalancing rise in the ratio for deductions from income, which rose from 15.2 per cent in 1890 to 31 per cent in 1902, and increased slightly at each of the later censuses. The per cent distribution of the fixed charges is given in the next tabular state- ment, interest ranking first, followed by rentals and then taxes, except in 1890, when taxes exceeded rentals. 192 STREET AND ELECTRIC RAILWAYS. PER CENT DISTRIBUTION OF FIXED CHARGES. 1912 1907 1902 1890 Total 100.0 100.0 100.0 100.0 Taxes 18 3 1 14 R 16.8 49.1 32.9 1.2 23 7 51.3 23.4 7.0 46.1 34.8 4.8 57.8 Eentals. 18 3 0.2 After 1907 there was a decrease, both actual and pro- portionate, in rentals for leased lines and terminals, though prior to 1907 there had been a progressive increase in this item of expense. In harmony there- with there was a decrease in nimiber of lessor com- panies from 1907 to 1912, and an increase for the period prior thereto, although the leased mileage shows an increase from 1907 to 1912 as well as for the prior periods. Table 14 shows the percentage of income absorbed by invested capital and that consumed by expense other than that representing return on capital invest- ment. Keturns on invested capital include dividends, interest paid on funded. debt, etc., and rentals paid for leased lines and terminals, which are disbursed by the lessor comp8,nies to their stock and bond holders. Table 14 Gross income of operating companies Expenses otlier than interest and rentals. Operating expense other expenses Returns on invested capital As interest on funded and floating debt and mortgages As rent of leased lines and terminals. As dividends Surplus PER CENT DISTRIBUTION OF INCOME BETWEEN EXPENSES AND INVESTED CAPITAL. 1912 100.0 65.1 56.8 8.3 33.1 16.7 7.6 100.0 64.6 58.5 6.1 32.2 14.8 11.2 6.2 3.2 100.0 62.4 56.8 5.6 31.7 15.2 10.2 6.3 5.9 1890 100.0 72.5 67.6 4.9 22.7 2.8 11.1 4.8 Although the percentages for the subitems fluctuate somewhat for the different years, the group percentages have a uniform trend. Employees. — The number of wage earners employed on September 16, 1912, was taken as representing under general conditions an average of the number required to operate the railway sys terns . At the prior censuses the numbers reported by the companies were their estimates of the average numbers employed during the year. The number of salaried employees was not fully reported in 1890. At the census of 1902, 20 companies oper- ating 417.03 miles of track, and in 1907, 6 companies, with 292.95 miles of track, failed to report the number of employees. The average number of revenue passengers carried per employee, in 1912, 1907, and 1902, varied but little, although there was a marked increase in the num- ber of salaried employees as compared with that of wage earners for the period 1907-1912. This may be due in part to the inclusion under salaried employees in 1912 of certain classes of men reported as wage earners in 1907. In 1907 the schedule specified the various classes of employees to be reported as wage earners, namely. foremen, inspectors, starters, dynamo and switch- board men, engineers, electricians (skilled), etc., as well as conductors and motormen, but the schedule for 1912 only asked under this heading for conduc- tors, motormen, and all other wage earners. On the basis of conductors and motormen employed, the aver- age number of revenue passengers shows a steady increase. The averages are shown in the following tabular statement : AVERAGE NUMBER OF REVENUE PASSENGERS. PER CENT OF INCREASE.' CENSUS. Per employee. Per con- ductor and motorman. Per employee. Per con- ductor and motorman. 1912 33,794 33,605 33, 915 72,689 64,415 59, 570 0.6 -0.9 12.8 1907. 8.1 1902 1 A minus sign (— ) denotes decrease. The following diagrams and maps illustrate graph- ically certain of the statistics for the years 1912, 1907, and 1902. Diagram 1 shows the miles of track by states, excluding states with less than 100 miles of track in 1912. The data upon which this diagram is based are given in Table 153 (p. 282). Diagram 1. — ^Miles op Track, by States: 1912, 1907, and 1902. [States with 100 miles of track in 1912 — Based upon net trackage in states.] THOUSANDS OF MILES NEW YORK PENNSYLVANIA ^"^" ■■ ■■ ^^.immmx'//m ^ ' ■" ^^^" ^^^" ^-^^ raP»mfwy»iy^%%a OHIO mmimx$&iismiismi^m ILLINOIS wm ^mm 8S»«^ ^ MASSACHUSETTS ^^^^^^^^B BHBipBIHI ^^^H HBIHI CALIFORNIA S^ ftW ?MW V//////, '■\ INDIANA ^RHNw fw^ »%¥j> 7//A JMICHIQAN •m-//^ NEW JERSEY •■■ ,-?S: 1 WA5HINOTON mmm^/J CONNECTICUT mat^ MISSOURI «S! WieCONStN IOWA ^^ TEXAS mi^/i'//^ MARVLANO fm^ VIRGINIA H^^ MINNESOTA J I ORCQON ii^ MAINE ;:■ M KENTUCKY COLORADO KANSAS OEOnOIA WEST VIRGINIA 1903 1907 1913 RHODE ISLAND mm* • . TENNESSEE mPi IK^KI^^^^S^ n El ^® m* m m m m E 1* ALABAMA LOUISIANA UTAH OKLAHOMA NEW HAMPSHIRE NEBRASKA OIBT. OF COLOMBIA SOUTH CAROLINA NORTH CAROLINA FLORIDA ARKANSAS MISSISSIPPI VERMONT * Oecr ® NOT i; lASE IN 1 EPORTED V/////A 913 IN 1903 DEVELOPMENT OF THE INDUSTRY. 193 Diagram 2 shows the number of revenue passengers by states, excluding states having less than 20,000,000 revenue passengers in 1912, The data upon which this diagram is based are given in Table 156 (p. 292). Diagram 2. — Number of Revenue Passengers, by States: 1912, 1907, AND 1902. [States with 20,000,000 revenue passengers in 1912— Based on total lor companies credited to the several states.] HUNDREDS OF MILLION© Diagram 3 shows the capitalization of all companies by states, excluding states having less than $10,000,000 of capitalization in 1912. The data upon which this diagram is based are given in Table 157 (p. 299). 58795°— 15 13 The maps show the average number of revenue pas- sengers per inhabitant, by geographic divisions, for 1912, 1907, 1902, and 1890. The data upon which the maps are based are given in Table 11 (p. 190). Diagram 3. — Capitalization Outstanding ow Operating and Lessor Companies Combined, by States: 1912, 1907, and 1902. (States with $10,000,000 of outstanding capitalization in 1912.) HUNDREDS OF MILLIONS OF DOLLARS NEW YORK ^^ "f^^'^yif^^^^^. yf/////' '??7?7?y? PENNSYLVANIA MMfl H^M gpg^m ^ ■■■■I CALIFOfiNIA Z^A ^Z ILLINOIS fff?/^ ^p OHIO RPHW IRMK m m^m INDIANA ^^ MASSACHUSETTO Wfffk V ^ NEW JERSEY ^n MISSOURI ■nn M WASHINGTON w^ ■ MICHIQArt sSSS"" MARYLAND jBUpi GEORGIA ff- CONNECTICUT NMp LOUISIANA ■■■ gasfiSl VIRGINIA ^ WISCONSIN w OREGON w COLORADO w MINNESOTA w OIST. OP COLUMBIA w IOWA r w ■IHiM 1012 ^S^S lOOT TENNESSEE TEXAS T KENTUCKY W WEST vmoiNu r NEBRASKA r MAINE F RHODE ISLAND W ALABAMA 9 KANSAS r NORTH CAROUNA OKLAHOMA UTAH SOUTH CAROLINA. ARKANSAS FLORIDA DELAWARE 194 STREET AND ELECTRIC RAILWAYS. MAPS SHOWING AVERAGE NUMBER OF REVENUE PASSENGERS PER INHABITANT, BY GEOGRAPHIC DIVISIONS: 1912, 1907, 1902, AND 1890. i I LEU THAU 2B 00TOI60 JSOCCI 160 AHPOvei 1902 1890 I I LEsa THAN 26 JIBO Kli/iQ t50 ANDOVER I' [|.E33 60 AND OVER CHAPTER III. POWER EQUIPMENT AND OUTPUT OF STATIONS. TraflS.c and financial operations are, perhaps, the more important features of the railway industry, but the physical equipment of the roads naturally takes precedence. The power plant is the primary equip- ment unit, and statistics concerning it will be presented in advance of those for track and roUing stock. The following discussion considers the data for all com- panies, the comparison of statistics being confined to the years 1912, 1907, and 1902 because in 1890 there were comparatively few electric roads in operation and the information concerning them was not complete. The following table shows the number of companies using the several kinds of power in 1912: Table 15 NTTMBEE OF COMPANIES, CLASSIFIED ACCOEDING TO KIND OF POWEE: 1912. KDfD OF TOWER. Total for each kind. Kind indi- cated, ex- clusively. Mixed power — electric and otlier kind. 1943 3 21 n3 9 9 1925 13 9 8 1 2 18 Cable 8 Animal 4 1 8 1 Includes one gas-electric. 3 Total number of companies with mixed power — electric and other kinds. 8 One company part cable and part animal. Electricity was used wholly or in part by 943 com- panies, or 96.7 per cent of the total number, in 1912, as compared with 904, or 95.7 per cent, in 1907. In 1912, however, the majority of the companies did not operate power plants but purchased power, while in 1907, 57 per cent of the companies operated power plants, and in 1902, 66.6 per cent. Table 16 shows the number of companies with and without power plants, classified according to kind of motive power. In 1912, 31 companies having power equipment reported that it was not operated during 1912, current having been purchased from central stations or other railway companies. The idle equipment is included in the general tables for power equipment, but the number of companies with power plants in Table 16 refers to operated plants. In 1907, 37 companies had idle equipment and in 1902, 33 companies. Table 16 CHAKACTEE OF POWEE. Total number With operated power plants Electric exclusively Current generated Steam power rented, current generated. Electric and other power Cable exclusively Without operated power plants ' Electric current purchased Electric exclusively Electric and other power Gas-electric motors exclusively Gasoline motors exclusively Cable exclusively, power rented Animal exclusively Steam exclusively Per cent of total With power plants Electric exclusively All other Without power plants Electric current purchased AH other COMPANIES WITH AND WITH- OUT POWEE PLANT EQUIP- MENT, CLASSIFIED ACCORD- ING TO CHABACTEE OF POWEE. 1912 975 463 446 441 5 11 6 512 485 477 1 100.0 47.5 45.7 1.8 52.5 49.7 2.8 1907 539 518 515 3 14 7 406 371 3 363 8 1 5 3 23 3 100.0 67.0 54.8 2.2 43.0 39.3 3.7 1902 544 611 498 13 20 113 273 216 '210 1 53 3 100.0 66.6 62.5 4.1 33.4 26.4 7.0 1 Includes 1 company using cable and other than electric power, and 1 using compressed air. * Includes 31 companies in 1912, 37 in 1907, and 33 ia 1902 with idle povrer plants, current purchased. 3 Includes 1 company operating with storage batteries. Table 17 shows, for 1912, 1907, and 1902, the number of companies having power plants, including idle equip- ment; the number, kind, and capacity of the primary power units of the electric generators or dynamos, and of the various units comprised in the subsidiary apparatus; the quantity of current generated and pur- chased; and the percentages of increase for the census periods. In 1912, 50.8 per cent of the street and electric rail- ways had their own power-plant equipment, as com- pared with 61 per cent in 1907 and 70.6 per cent in 1902; or, in other words, the number of operating companies without power plants has increased from 240, or 29.4 per cent of the total number in 1902, to 480, or 49.2 per cent of the total number in 1912. The statistics for the equipment of roads operated by power suppMed from central power plants in 1890 were not complete, although 358 steam engines with 79,387 horsepower were returned, the larger portion thereof being reported as used in the operation of cable systems. (195) 196 STREET AND ELECTRIC RAILWAYS. STREET AND ELECTRIC RAILWAYS— POWER-PLANT EQUIPMENT AND OUTPUT OF STATIONS. Table 17 1912 1907 1902' PER CENT OF INCKEASE.' 1902-1912 1907-1912 1902-1907 Number of operating companies Number of companies with power-plant equipment Primary power: Number of units Horsepower Steam power — Number of units Horsepower Engines — Number Horsepower ■. Turbines — Number Horsepower Gas and oil engines — Number Horsepower "Water wheels and turbines — Number Horsepower Dynamos: Number Kilowatt capacity Direct current — Niunber Kilowatt capacity Alternating and polyphase current- Number Kilowatt capacity Subsidiary equipment: Rotary converters and motor generator sets — Number. Kilowatt capacity Boosters — Number Kilowatt capacity ', Transformers — Number Kilowatt capacity Auxiliary generators- Number Kilowatt capacity Output of stations and current purchased, kilowatt hours: , Generated Purchased 975 495 2,695 3,665,051 2,264 3,169,554 1,802 1,706,764 462 1,462,800 48 24, 190 383 471,307 2,797 2,608,066 1,642 769,875 1,155 1,738,191 2,840 1,637,260 133 24,807 8,436 2,357,397 .144 12,227 052,699,003 967,318,781 945 576 3,637 2,519,823 3,368 2,411,527 3,116 1,876,123 252 635,404 41 16,335 228 91,961 3,124 1,723,416 2,192 941,502 781,914 1,862 942,232 134 17,046 5,274 1,133,161 311 19, 152 4,759,130,100 817 577 2,811 1,359,236 2,637 1,308,207 m (>) C) 15 1,925 159 49, 153 3,302 898,362 2,861 725,346 441 173,016 <441 160,053 »104 13,666 « 1,657 212,569 '71 3,763 19.3 -14.2 -4.1 169.6 -14.2 142.3 3.2 -14.1 -25.9 45.4 -32.8 31.4 2,261,484,397 220.0 1,156.6 140.9 858.9 -15.3 179.2 —42.6 6.1 161.9 904.6 544.0 922.9 76.0 81.5 409.1 1,009.0 102.8 224.9 167.6 -42.2 -9.0 83.3 173.2 17.1 48.1 68.0 412.5 —10.5 45.5 -25.1 -18.2 23.9 122.3 52.5 73.8 36.6 45.5 60.0 108.0 —53. 7 —36.2 15.7 -0.2 29.4 85.4 27.7 84.3 173.3 748.6 43.4 87.1 -6.4 91.8 —23.4 29.8 111.3 351.9 322.2 488.7 24.7 218.3 433.1 338.0 409.0 110.4 1 Totals do not include 1 electric motor of 150 horsepower reported as primary power. = A ramus sign (-) denotes decrease. >■ j j ' Not reported separately. • Exclusive of 8 rotary converters for which capacity was not reported. » Exclusive of 3 boosters for which capacity was not reported. • Exclusive of 23 transformers for which capacity was not reported ' Exclusive of 1 Bjuxiliary generator lor which capacity was not reported. • Figures not available. The aggregate capacity of all primary motive power reported by the street and electric railways increased during the decade 1902-1912 from 1,359,285 to 3,665,051 horsepower, or 169.6 per cent, and the capacity of the electric generators or dynamos from 898,362 to 2,508,066 kilowatts, or 179.2 per cent. The capacity of all dynamos reduced to horsepower was equal to 91.2 per cent of the capacity of the primary power equipment in 1912, as compared with the same ratio in 1907 and 88.1 percent in 1902. This compar- ison, however, is only approximate, as not all of the primary power is employed for electric generation. Table 18 gives the average indicated capacity of aU classes of power units for 1912, 1907, and 1902: Table 18 Primary power, all units (horsepower) Steam power Engines Turbines Gas and oil engines Water wheels and turbines Dynamos (kilowatts) Direct current Alternating or polyphase cuiTent.. AVEEAGE mniCATED POWEK CAPACITY PER UNIT. 1912 1,360 1,400 917 3,106 504 1,231 897 469 1,505 1907 1902 693 484 716 496 602 2,125 398 128 403 309 552 272 430 254 839 392 The number and horsepower of auxiliary engines were not reported separately in 1912, and those reported in 1907 and 1902 have been treated as steam engines for comparative purposes. The average horsepower per steam unit increased from 496 in 1902 to 1,400 in 1912. The horsepower of steam engines shows a marked decrease, the development of steam power being confined to the installation of large turbines. Steam turbines were not reported separately in 1902, but in 1907 they averaged 2,125 horsepower per unit and in 1912, 3,166. The develop- ment of the larger stations is further shown by the figures for water wheels and turbines, the average size of which increased from 309 horsepower in 1902 to 1,231 in 1912. Dynamos increased in kilowatt capac- ity more than threefold during the 10-year period, almost all of the increase being in alternating and polyphase current generators. Table 19 shows the per cent distribution of power, by kind, for the three census years. A marked feature is the growth in steam turbines, in water power, and in alternating and polyphase current dynamos. There were few, if any, steam turbines in 1902 and they were not reported sepa- POWER EQUIPMENT AND OUTPUT OF STATIONS. 197 rately, but from 1907 to 1912 the horsepower of the steam turbines increased 173.2 per cent and the horsepower of the water wheels and turbines 412.5 per cent. The increase for the decade 1902-1912 in water power was from 49,153 horsepower to 471,307 horsepower, or more than eightfold, and in alternating and polyphase current dynamos, from 173,016 kilowatts to 1,738,191 kilowatts, or more than ninefold. Table 19 Primary power Steam power Engines Turbines Gas and oil engines Water wheels and turbines Dynamos Direct current Alternating and polyphase current. PER CENT DISTEIBUTION OF lOTAL ranlCATED POWER CAPACITY. 1912 100.0 86.5 46.6 39.9 0.7 12.9 100.0 30.7 69.3 1907 100.0 95.7 74.5 21.2 0.1 3.6 100.0 54.6 45.4 1902 100.0 96.2 0.1 3.6 100.0 80.7 19.3 The growth in subsidiary or substation equipment, under which heading is included all equipment for manipulating current, whether in the main station or at outside points, has been in keeping with the growth in power. The increase in capacity of the alternating and polyphase current dynamos during the period 1902-1912 was 905 per cent, the increase in capacity of rotary converters and motor generator sets 923 per cent, and in capacity of transformers a little over 1,000 per cent. The rapid extension of the use of large power units is evidenced by the statistics given in Table 20, which shows the total number of units and the total primary power for the United States, and the number and horsepower of steam engines and turbines, gas and oil engines, and water wheels and turbines, grouped according to the indicated horsepower of the sepa- rate machines. These data cover the three censuses, 1912, 1907, and 1902, and include the percentages of increase for the two periods and the decade. Table 20 ■ PBIMAEY POWEK, MACHINES, NUMBEB, KIND, AND HOESEPOWEK: 1912, 1907, AND 1902 Number of units. Total horse- power. Power units grouped according to horsepower. KIND. 600 horsepower or under. Over 500 and under 2,000 horsepower. 2,000 and under 6,000 horsepower. 5,000 horsepower and over. Number. Horse- power. Number. Horse- power. Number. Horse- power. Number. Horse- power. Total: 1912 2,695 13,637 2 2,811 3,665,051 12,519,823 2 1,359,285 1,162 12,348 2 2,034 333,374 1464,217 2 455,503 1,039 970 777 1,047,001 933,480 903, 872 346 250 960,281 699,926 (=) 148 69 1,324,396 422,200 (=) 1907 1902 Steam power: 1912 2,264 13,368 2 2,637 1,802 13,116 462 1252 48 41 15 383 228 159 3,169,554 12,411,527 2 1,308,207 1,706,754 11,876,123 1,462,800 635,404 24,190 16,335 1,925 471,307 91,961 49, 153 925 1 2, 142 2 1,890 892 12,119 33 23 32 34 15 205 172 129 272,892 1423,019 2 431,125 264,628 1419,231 8,264 3,788 8,390 8,435 1,925 62,092 32,783 22,453 907 910 747 704 789 203 121 13 6 915,186 874,682 877,082 697,017 756,404 218, 169 119,278 8,800 2,900 312 247 (") 167 162 146 86 3 2 871,281 691,626 (') 432,859' 458,488 438,422 233,138 7,000 5,000 120 69 39 46 81 23 1,110,195 422,200 (•) 312, 260 1907 1902 Engines— 1912 ... 1907 243,000 797,9*5 179,200 Turbines * — 1912 1907 Gas and oil engines: 1912 1907 .. 1902 Water wheels and turbines: 1912 119 55 30 123,015 56,898 26,700 31 1 82,000 3,300 28 214,200 1907 1902 PE B CENT OP INCREASE. s Total: 1902 to 1912 -4.1 -25.9 29.4 169.6 45.4 85.4 -42.9 -50.6 16.4 -26.8 -28.2 1.9 33.7 7.1 24.8 15.8 12.2 3.3 1907 to 1912 38.4 37.2 114.6 1902 to 1907 Steam power: 1902 to 1912 -14.1 -32.8 27.7 -42.2 83.3 220.0 17.1 173.3 140.9 68.0 43.4 142.3 31.4 84.3 -9.0 173.2 1,156.6 48.1 748.6 858.9 412.5 87.1 -61.1 -56.8 13.3 -67.9 43.5 113.3 -5.9 126.7 68.9 19.2 33.3 -36.7 -35.6 -1.9 -36.9 118.2 335.8 -0.5 338.2 132.0 69.0 45.9 21.4 -0.3 21.8 -10.8 67.8 4.3 4.6 -0.3 -7.7 82.9 1907 to 1912 . 26.3 26.0 73.9 163.0 1902 to 1907 Engines— 1907tol912 3.1 70.6 -5.6 88.1 -15.2 252.2 28.5 345 3 Ttirbines— 1907 to 1912 Gas and oil engines: 1902 to 1912 1907 to 1912 160.0 203.4 60.0 40.0 1902 to 1907 Water wheels and turbines: 1902 to 1912 296.7 116.4 83.3 360.7 120.1 109.4 ]907tol912 1902 to 1907 1 Includes 857 units of 43,344 horsepower reported as auxiliary engines. 2 Includes 301 units of 10,074 horsepower reported as auxiliary steam engines. 2 Included in "500 and under 2,000 horsepower; " engines over 2,000 horsepower not reported sepaititely in 1902. * Steam turbines included with steam engines in 1902. i A minus sign (— ) denotes decrease. 198 STREET AND ELECTRIC RAILWAYS. In 1912, 62.3 per cent of the power was in units of 2,000 horsepower or over, compared with 44.5 per cent in 1907. Steam is the predominating primary power, although the number of companies using steam power has de- creased and the number using water power and internal-combustion engines has increased. Table 21 shows the number of companies with power plants classified according to kind of primary power for 1912, 1907, and 1902. Table 21 Total number with power plants. Steam exclusively Water exclusively Gas exclusively Steam and water Steam and gas steam, water, and gas Total number using — Steam Water Gas COMPANIES CLASSIFIED AC- COBDINQ TO KIND OP PBI- MABT POWER EQinpMENT (NUMBER). 1912 495 425 6 9 480 63 18 1907 576 476 8 8 39 523 47 16 1902 577 500 6 3 32 3 535 38 6 The presence of mixed equipment does not neces- sarily mean that more than one kind of power is ordi- narily used. One may be held in reserve, particularly in the case of water power along with steam or gas. Table 22 shows the power and output of stations for all companies, classified according to income from railway operations, for 1912, 1907, and 1902. Companies of class A (those having an income of $1,000,000 and over from railway operations) con- stituted 9.3 per cent of all companies in 1912, as com- pared with 5.4 per cent in 1902, and companies of class B (those having an income from railway operations of $250,000 but less than $1,000,000) 15.9 per cent in 1912, as compared with 10.4 per cent in 1902, while companies of class C (those having an income less than $250,000 from railway operations) constituted 74.8 per cent iji 1912, as compared with 84.2 per cent in 1902. Of the total number of operating companies in 1912, 50.8 per cent generated power, but for class A the ratio was 90.1 per cent, as compared with 64.5 per cent for class B and 42.9 per cent for class C. Nearly three-fifths (58.9 per cent) of the water power was reported by companies of class A for 1912, as compared with 14.9 per cent for 1907 and 22.1 per cent for 1902, while class C reported 63.3 per cent of the water power for 1907 and 75.1 per cent for 1902. The lower group, or class C, shows the largest amount of gas power in all three years — 37.7 per cent in 1912, 54.8 per cent in 1907, and 79.2 per cent in 1902. Table 151 (p. 278) gives the statistics for primary power, by geographic divisions and states, for 1912. Table 2Z POWER AND OUTPUT OP STATIONS FOB COMPANIES CLASSIFIED ACCORDING TO INCOME FROM RAILWAY OPERATIONS: 1912, 1907, AND 1902. CLASSIFICATION GROITP. Number of oper- ating com- panies. Number of com- panies with power plants. Primary horsepower. Dynamos— kilowatt capacity. Output Of stations — kilowatt hours. Total. Steam en- gines and turbines. Gas and oil en- gines. Water wheels and tur- bines. Total. Direct current. Alternating and poly- phase cur- rent. Total: 1912 975 946 817 495 576 677 3, 665, 051 2,476,479 1,349,211 3,169,554 2,368,183 1, 298, 133 24,190 16, 335 1,925 471,307 91, 961 49, 163 2,608,066 1,723,416 898,362 769, 876 941,602 725,346 1,738,191 781,914 173,016 6,062,699,008 4,769,130,100 2,261,484,397 1907 1902 Class A— 51,000,000 and over: 1912 91 77 44 156 132 86 729 736 688 82 100 313 8 2, 573, 122 1,696,880 736,832 595,892 382,514 224,293 496,037 497,086 388,086 2,288,643 1, 677, 444 726,560 474, 198 360,844 222,948 406,713 429,895 349,625 6,790 5,740 400 8,290 1,660 277,689 13,696 10, 872 113,404 20,020 1,345 80,214 68,245 36,936 1,739,980 1,096,101 477, 101 416,959 268,659 154,069 351, 127 358, 666 266,737 497,667 607, 191 393,926 137,157 140,364 129,769 135,061 193,947 201,651 1,242,313 488,910 83,630 279, 802 128,235 24,300 216,076 164, 709 65, 086 3,559,068,286 3,491,483,244 1,421,910,468 945,257,949 662,994,538 4nR Q44 Q.IS6 1907 1902 Class B— $250,000 but less than S1,000,000: 1912 1907 1902 Class C— less tban $260,000: 1912 9,110 8,945 1,525 1,548,372,773 604,663,318 432,628,973 1907 1902 1 Figures not available. There were 2,695 primary power units reported for street and electric railways. Of this number, 2,264 were steam units (1,802 engines and 462 turbines) ; 48, gas or oil engines; and 383, water wheels. The distribution of the number of primary power units and indicated horsepower according to size of units has been given in Table 20 in connection with similar statistics for prior censuses. The steam turbine is an interesting feature of the power equipment. This type of steam engine repre- sented in 1912 nearly 40 per cent of the primary power and 60 per cent of the power developed by units of 5,000 horsepower and over. Table 152 (p. 280) gives in detail the statistics relat- ing to electric generating and subsidiary or substation equipment, including output of stations and quantity of current generated in 1912, by geographic divisions and states. The dynamos aggregated 2,797 in number, with a capacity rating of 2,508,066 kilowatts. Of these, 58.7 per cent in number and 30.7 per cent in capacity were direct-current, and 41.3 per cent in number and 69.3 POWER EQUIPMENT AND OUTPUT OF STATIONS. 199 per cent in capacity were alternating- or polyphase- current machines. The 6,052,699,008 kilowatt hours of current gener- ated is equal to the output of the entire equipment at rated capacity for an average of 6.6 hours per day for the year. More or less current was purchased in every state, and in South Dakota, New Mexico, Idaho, Wyoming, and Nevada all current was purchased. The 2,967,318,781 kilowatt hours of current pur- chased includes intercompany sales of current as well as current purchased from central electric power star- tions; hence the aggregate of current generated and cur- rent purchased includes some duplication, the amount of which it is impossible to determine. The amount paid for purchased power was $24,546,530, which in- dicates an average cost of approximately 0.83 cent per kilowatt hour. The operating power expense reported by the railway companies indicates an operative cost of production for current generated of approximately 0.59 cent per kilowatt hour. On account of the mixed railway and light and power operations of many companies, operating ratios involving cost of current consumption can not be deduced from the returns as a whole, but Table 23 presents statistics derived from the reports of 130 companies that neither bought nor sold current in 1912, in comparison with ratios based upon the reports of 176 similar companies in 1907. Table 'ZS ELECTRIC RAILWAYS THAT NEITHER BOUGHT NOR SOLD CURRENT: MILES OF TRACK, POWER, PASSENGERS CARRIED, AND CAR MILEAGE, 1912, AND OPERAT- ING RATIOS, 1912 AND 1907. United States Massachusetts and Connecticut. New York, New Jersey, and Pennsylvania. Illinois, Indiana, Oliio, and Wisconsin. All other states.i Number of companies Miles of track Power: Primary horsepower Dynamos (kilowatt capacity) Output of stations (kilowatt hours) Cost of operating power plants Passengers carried: Total Revenue Transfer Tree Eevenue car mileage: Total Passenger Express, mail, and freight Operating ratios: ^ Eevenue passengers — Per mile of track— 1912 1907 Per passenger-car-mile — 1912 1907 Kilowatt consumption per car-mile — 1912 1907 Cost of current per kilowatt hour (cents)- 1912 1907 130 4,276.98 727, 826 509, 720 ,258,241,204 $6, 881, 819 ,876,179,388 , 613, 112, 449 253, 672, 918 9,394,021 331,082,917 328,505,324 2,577,593 377, 162 268,050 4.91 4.92 3.80 3.26 0.55 0.65 10 274.93 13,640 9,210 19,951,180 «225, 445 31, 844, 689 29,425,674 2,365,467 53,548 6,173,738 6,070,935 102,803 107,030 86,860 4.85 4.34 3.23 3.10 1.13 1.13 505,014 351, 259 960,112,531 $4, 664, 807 1, 388, 124, 889 1, 226, 283, 661 167,839,890 4,001,338 247,816,231 246,539,177 1,277,064 670,511 363,570 4.97 5.12 3.87 3.39 0.49 0.68 26 1,047.51 128, 130 90,083 161,884,498 $952, 696 201, 864, 591 163,850,623 46,063,700 1,950,268 34,143,394 33,358,643 784,751 146,873 202,226 4.61 4.39 4.45 3.08 0.63 0.68 43 1, 126. 66 81,142 59, 168 126,292,995 $1,038,871 254,345,219 203,562,491 47,403,861 3,388,867 42,949,654 42,536,569 412,985 180,829 246,979 4.79 6.02 2.94 3.21 0.82 0.72 1 Includes companies as follows: Alabama, 1; Arkansas, 1; California, 2; Colorado, 1; Delaware, 1; District of Columbia, 1; Florida, 2; Iowa, 1; Kansas, 3; Kentucky, :; Louisiana, 3; Maryland, 2; Michigan, 2; Missouri, 3; Montana, 1; New Hampshire, 1; North Carolina, 1; North Dakota, 1; Oklahoma, 2; Tennessee, 1; Texas, 4; Vermont, 2; Virginia, 2: and West Virginia, 3 2 Operating ratios for 1907 are based upon returns for 176 companies with 7,341.73 miles of track Ratio deductions must necessarily be of a general character, as even the companies that did railway business solely and neither bought nor sold current are not on equal footing in regard to current consump- tion. The Ughting and heating of cars is now chiefly electric, though in earher years other methods were largely used, but' the consumption of current for car heating is, of course, proportionately greatest in the northern districts. The companies represented by the statistics in 1912 and 1907 are not ui all cases the same, and the density of trafiic measured by the number of revenue passen- gers per mile of track shows marked variations, due to the inclusion or exclusion in 1912 or 1907, as the case may be, of companies operating ia thicldy settled dis- tricts; but the resulting ratios of revenue passengers per passenger-car-mile, kilowatt consumption per car- mile, and cost of current per kilowatt hour show but slight changes for the two years. OHAPTEE IT. TRACK AND EOLLING STOCK. TRACK. The track operated by the companies embraced in the census of street and electric railways includes not only the first, second, and other main tracks, but also sidings, turnouts, and track in car barns, storage yards, etc. The length of these various kinds of track, in single-track miles, amounted to 41,064.82 miles in 1912, as compared with 34,403.56 miles in 1907 and 22,572.52 miles in 1902. The in. crease from 1902 to 1912 amounted to 18,492.30 miles, or 81.9 per cent. Table 153 (p. 282) gives the statistics in detail for track mileage, by geographic divisions and states, for 1912, 1907, and 1902. Table 24 gives, for the United States, the statistics pertaining to operated trackage for 1912, 1907, and 1902, with percentages of increase. STREET AND ELECTRIC RAILWAYS— TRACK MILEAGE, CLASSIFIED BY CHARACTER OF MOTIVE POWER, OWNERSHIP, AND LOCATION. Table S4 1912 1907 1902 PEE CENT OF INCKEASE.' TEACK. 1912 1907 1902 PEE CENT or INCEEASE.' TRACK. 1902- 1912 1907- 1912 1902- 1907 1902- 1912 1907- 1912 1902- X907 Kind. Total 41,064.82 34,403.56 22,572.52 81.9 19.4 52.4 Olassifkation—Coatd. By ownership: 33,416.86 7,647.96 1,284.82 1,051.19 233.63 40,532.02 420.10 112.70 26,271.10 14,793.72 24,699.02 16,365.80 27,458.97 6,922.54 692.28 692.28 33,966.40 366.69 70.67 23,431.72 10,971.84 '■'} 19,038.98 3,534.78 559.68 559.68 22,263.58 308.94 (=) 18,774.92 3,802.07 75.5 116.4 129.6 87.8 21.7 10.5 86.6 51.8 44.2 96.8 38,333.62 30,437.86 7,895.76 2,731.20 40,808.39 40,704.91 38,958.06 1,395.13 351. 72 38.81 64.67 56.41 57.52 76.34 66.16 32,485.87 26,647.19 6,938.68 1,917.69 34,059.69 34,«54.19 32,501.71 1,209.78 322. 70 22.50 3.00 61.71 136.11 105.06 40.99 21,681.94 16,661.68 5,030.36 907.53 21,901.63 21,899.06 21,290.09 342.91 266.06 76.8 82.8 57.0 20O.9 86.3 85.9 83.0 306.8 32.2 18.0 19.1 13.8 42.4 19.8 19.6 19.9 15.3 9,0 72.5 49.8 53.4 37.9 111.3 55.5 55.4 52.7 252.8 21.3 Road or first track Second (including tliird,etc.) track Sidings and turnouts, in- cluding track in car barns, storage yards,eto. Clasaiftcation. Operated under track- age rights 23.7 From electric rail- way companies — From steam roads *... By location: 23.7 82.1 36.0 39.9 289.1 19.3 14.6 69.7 12.1 34.8 52,6 18.7 By character of motive power: Subways and tun- nels (b) On public thor- oughfares Electric line trans- mission 24.8 Overhead trolley. . . Third rail On private right of way 188.8 Conduit (c) City and subur- Gas-electric motors. . . Storage batteries Cable 2.47 240.69 259.10 169. 61 »6'.06 -76.6 -77.8 -66.0 -8.6 -57.7 -27.3 61.4 -74.4 -47.5 -38.1 Interurban lines Gasoline motors ' A minus sign (— ) denotes decrease. » Compressed air. ^ Includes trackage rights from steam roads. * Included under "Leased." ' Figures not available. • Figures not available; included under "Surface." ' Reported in 1907 and 1902 as within and without city limits; figures not comparable. One pair of rails on any thoroughfare constitutes a single main track, and a second pair of rails alongside of the first is a second main track. The length of the second main track, therefore, represents double track- age, except that third and fourth main tracks, in the few places where they occur, are included under second main track. The length of track that should be regarded as second track rather than sidings and turnouts is left to the judgment of each company. The difference between first main track, or length of road, and second track represents, approximately, the amount of single-track line, although this is not strictly correct, because of the inclusion of third, fourth, etc., main tracks with second main track. The amount of third, etc., main track is relatively small, although figures for the aggregate amount are not. avaUable.- Ignoring this factor, the (200) length of single track in 1912 was 22,542.10 miles, as compared with 18,608.51 miles in 1907 and 11,621.22 miles in 1902, an increase of 21 .1 per cent for the period 1907-1912, 60.1 per cent for the period 1902-1907, and 94 per cent for the decade. Track operated iy electric power. — ^Electricity was used as the motive power on 40,808.39 miles of street and electric railway track in 1912, or 99.4 per cent of the total mileage for that year. In 1902 there were 675.46 miles of track operated by nonelectric power, while in 1912 there were but 256.43 miles, but little more than one-third of the amount reported at the former census. All classes of nonelectric power show a rapid decrease, with the exception of gasoline motors. There was no trackage operated by this class of power in 1902, but there were 40.99 miles in 1907 and 66.16 in 1912. TRACK AND ROLLING STOCK. 201 Table 25 shows the percentages of the total trackage operated by the several kinds of motive power in use in 1912, 1907, and 1902. Table Z& Kiiid. Total Main track Road or fiist track Second (includtng third, etc.) track Sidings and turnouts, including track in car barns, storage yards, etc Claasification. By character ol motive power: Electric Electric line transmission Overhead trolley Third rail Conduit Gas-electric motors Storage batteries Cable Animal Steam Gasoline motors By ownership: Owned Leased Operated under trackage rights From electric railway companies From steam roads By location: (o) Surface Elevated Subways and tunnels (&) On public thoroughfares On private right of way (c) City and suburban lines Interurban lines TRACE MILEAGE— PER CENT OF TOTAL (BASED ON TABLE 24). 1912 100.0 93.3 74.1 19.2 6.7 99.4 99.1 94.9 3.4 0.9 0.2 0.1 0.1 0.2 0.2 81.4 18.6 3.1 2.5 0.6 98.7 1.0 0.3 64.0 36.0 60.1 39.9 1907 100.0 94.4 74.3 20.2 5.6 99.0 98.9 94.5 3.5 0.9 ('J (') 0.2 0.4 0.3 0.1 79.8 20.1 2.0 2.0 98.7 1.1 0.2 68.1 31.9 1902 100.0 96.1 73.8 22.3 4.0 97.0 97.0 94.3 1.5 1.2 (') (') 1.1 1.1 0.8 84.3 15.7 2.5 2.5 98.6 1.4 83.2 16.8 1 Less than one-tenth of 1 per cent. Table 26 shows comparative statistics for track operated by the different electric systems, for 1912, 1907, and 1902. Table 26 ELECTRIC TRACK— NUMBER OF COMPANIES AND MILES OF TRACK, BY KIND OF SYSTEM. KIND OF SYSIEM. 1912 1907 1902 Per cent of increase. 1902- 1912 1907- 1912 1902- 1907 Number of operating companies reporting elecuTic track 942 926 25 13 10 1 40,808.39 38, 958. 06 1,395.13 351.72 164.67 38.81 95.5 3.3 0.9 0.2 0.1 904 895 23 10 1 1 34,059.69 32,501.71 1,029.78 322.70 3.00 22.50 95.4 3.6 0.9 0.1 747 736 11 11 2 26.1 25.8 4.2 3.5 21.0 Overhead trolley 21.6 Conduit Gas-electric motors Miles of electric track. .. Overhead trolley — Third rail 21,901.53 21,290.09 342.91 266.06 2.47 86.3 83.0 306.8 32.2 19.8 19.9 35.5 9.0 55.5 52.7 200.3 21.3 Storage batteries Per cent of total electric track: Overhead trolley.. . . 97.2 1.6 1.2 Storage batteries — I Includes 2.44 miles which is also operated with gasoline motors, a Less than one-tenth of 1 per cent. Overhead troUey. — The proportion of electric track- age operated by overhead trolley was slightly less in 1912 and 1907 than in 1902, although it was prac- tically in universal use during the three census periods. The miles of electric track operated by overhead trol- ley increased from 21,290.09 in 1902 to 38,958.06 in 1912, a gain of 83 per cent. It formed 97.2 per cent of the total trackage in 1902 and 95.5 per cent in 1912. The number of companies and the miles of electric track other than overhead trolley are shown, by states, for 1912, 1907, and 1902, in Table 27. Table 27 ELECTRIC SYSTEMS, OTHER TROLLEY. THAN OVERHEAD KIND AND STATE. Number of panies eom- Miles of single track. 1912 1907 1902 1912 1907 1902 Third rail. United States 25 23 11 1,395.13 1,209.78 342. 91 California 3 2 ...... 4 2 1 ...... 11 194. 79 114. 70 Connecticut lUinois 5 1 2 1 7 1 4 1 13 5 1 2 2 6 1 4 1 10 253.33 33.96 138.68 9.56 496. 66 71.18 134.06 63.01 351.72 213.44 19.19 81.13 132.45 415.86 71.10 115.60 £0.41 322.70 Massachusetts 41 45 New Jersey * New York Ohio Washington Conduit. United States 266 06 District of Columbia 7 6 7 3 6 4 1 2 115. 18 236.54 96.14 226.66 86 88 New York 178 89 Storage batteries. United States ; 10 1 64.67 3.00 Delaware 1 1 10.80 2 2.44 District of Columbia Illinois 1 1 3.00 Maryland 1 4 2 1 1 3.16 28.17 17. 10- 3.00 38.81 New York 1 Gas-electric motors. United States 1 22.50 1 22.50 1 38.81 1 One company with 130.95 miles of track in 1907, reported as an electric road, classified as an electrified division of a steam road in 1912. ' Also operated by gasoline motors. Third rail. — The third-rail system, being Umited to elevated structures, subways, and tunnels, and to tracks on private right of way, is still of minor im- portance. The trackage operated under this system, however, was more than four times as great in 1912 as in 1902. Conduit. — The conduit system (sometimes referred to as "conduit trolley") is the most expensive type of electric traction construction, and is in use only where municipal regulations prohibit the use of over- head trolleys. The 13 companies reporting this system in 1912 were confined to New York City and the Dis- trict of Columbia. Their trackage increased from 266.06 miles in 1902 to 351.72 miles in 1912, a gain of 32.2 per cent. Storage latteries. — In 1907 there was but one road, with 3 miles of track, operated by storage batteries. In 1912, 10 companies reported the use of storage ba1> teries, and the miles of track had increased to 64.67, practically all of which was in New York, Pennsyl- vania, and Delaware. 202 STREET AND ELECTRIC RAILWAYS. Gas-electric motors. — ^The term refers to the electric motor system in which the car carries an electric gen- erating set and is independent of outside power. The equipment consists of an internal-combustion engine, a dynamo, a storage battery, and the car motors. The storage battery absorbs the charge dur- ing the periods of rest or light load and supplements the dynamo at times of heavy power consumption. Table 28 gives the miles of track, classified as "Electric" and "All other," by geographic divisions and states, together with the miles of track within each division and state, for 1912, 1907, and 1902. STREET AND ELECTRIC RAILWAYS- -NUMBER OF OPERATING COMPANIES AND MILES OF TRACK OPERATED: 1912, 1907, AND 1902. Table 38 MILES or TKACK OPERATED MILES OP track operated Num- BY COMPANIES IN DIVISION Num- BY COMPANIES IN DIVISION ber of OK STATE: 1912, 1907, AND Miles of ber of OE state: 1912, 1907, AND Miles of DrVISrON AND STATE. Census oper- ating com- 1902. track in division or state. DIVISION AND .ST4TE. Census. oper- ating com- 1902. track in division or state. panies. Total. Electric. AU other. panies. Total. Electric. A.11 other. United States. . . 1912 1907 975 945 '41,064.82 34,381.51 '40,811.49 34,037.64 253.33 343. 87 41,032.91 34,363.99 East North Central 1902 817 22,572.52 21,897.06 675. 46 22,668.32 Ohio 1912 1907 1902 75 73 63 4,069.12 3,762.69 2,353.43 4,067.06 3,718.63 2, 351. 32 2.06 44.06 2.11 3,999.22 3, 671. 45 2,338.60 Geogeaphic divi- sions: Indiana 1912 34 2,301.34 2,298.27 3.07 2,323.38 New England 1912 91 3 5,294.55 5,280. 01 14.54 5,299.02 1907 33 1, 932. 93 1,928.68 4.25 1,928.78 1907 121 4, 874. 04 4,870.61 3.43 4,862.93 1902 27 646. 66 643.87 2.79 656.63 1902 141 4,008.32 4,005.32 3.00 4,013.52 1912 246 « 10,043.03 9,993.81 49.62 10,064.31 1912 1907 67 70 3,125.84 2, 774. 67 3,086.04 2, 738. 03 39.80 36.64 3,185.73 Middle Atlantic... 2,753.71 1907 249 8,829.98 8,714.80 115.18 8,891.06 1902 50 1,635.20 1,628.07 107.13 1,659.35 1902 220 6, 152. 10 6,917.52 234. 58 6, 168. 14 Michigan 1912 22 1,607.26 1,507.26 1,526.25 East North Cen- 1912 222 11, 809. 69 11,764.76 44.93 11,883.69 1907 24 1,275.03 1,275.03 1,32.3.71 tral. 1907 1902 220 181 10,336.97 6, 074. 60 10,251.02 5,962.57 84.96 112.03 10,363.18 6, 148. 88 Wisconsin 1902 1912 24 24 1,022.81 806. 13 1,022.81 806. 13 1,048.26 849.11 West North Cen- 1912 85 3,098.62 3,089.71 8.91 3,030.50 1907 20 590.65 690.65 675.63 tral. 1907 73 2,508.36 2,469.85 48.61 2, 454. 61 1902 17 416.50 416.50 446. 14 1902 60 1, 740. 72 1,671.26 69.46 1,688.67 WestNorthCentral: South Atlantic 1912 107 1 2,962.28 '- 2, 922. 09 40.19 2,899.75 Minnesota 1912 9 555. 18 652.55 2.63 538.48 1907 101 2, 294. 23 2,286.95 8.28 2,244.46 1907 5 '467. 15 466.02 1.13 437.82 1902 80 1,670.15 1, 656. 47 13.68 1,628.90 1902 6 338. 17 338. 17 316.27 East South Cen- 1912 1907 45 40 1,287.26 1, 064. 69 1,285.41 1,052.81 1.85 11.88 1, 290. 68 1,074.75 1912 1907 24 24 803. 87 639. 84 803. 87 619. 45 "20.' 39' 783.87 tral. 641.39 1902 34 768. 17 731.34 36.83 762. 90 1902 22 378. 26 374. 43 3.82 341.35 West South Cen- 1912 1907 79 50 11,376.23 841.22 1,363.05 831.19 13.18 10.03 1,371.80 839.98 1912 1907 19 14 996. 00 921. 67 993.63 919. 20 2.47 2.47 959.01 tral. 866. 68 1902 32 554. 28 539.09 15.19 563. 13 1902 16 758. 38 719. 48 38.90 713.68 Monntain 1912 40 1, 007. 32 1, 001. 19 6.13 1,047.62 630.24 3 4 26.02 16.09 19.18 1907 28 601.39 601.39 1907 16.09 13.66 1902 20 409. 48 401.03 8.45 409.48 South Dakota 1912 2 21.59 21.69 21.69 Pacific 1912 60 4,185 84 4 111 46 74 38 4 145 64 1907 1902 1 1 5.00 2.00 5.00 5 00 1907 1902 63 49 3,031.63 1,194.70 2,970.02 1,012.46 61.61 182. 24 3,002.78 1,194.70 2.00 2.00 1912 1907 7 8 243.80 218. 73 242.00 211.01 1.80 7.72 214:46 184.34 New England: 1902 4 113. 66 110. 55 3.11 119.66 Maine 1912 1907 1902 16 17 19 3 536.38 424. 06 331. 55 533.28 421. 06 328. 66 3.10 3.00 3.00 630. 49 418. 12 328. 50 1912 21 452. 16 450. 16 2.01 493. 91 1907 17 249. 88 233.08 16.80 305. 72 1902 12 150. 26 128.63 21.63 195. 81 New Hampshire.. 1912 13 246. 26 246.26 268. 15 South Atlantic: 1907 1902 16 7 247. 10 167.65 247. 10 167.65 268.38 174. 45 1912 1907 4 4 90.37 95.93 90.37 96.93 99.37 104.93 1902 3 85.61 85.61 85.61 1912 1907 1902 9 10 9 102.85 124.31 80.56 102.85 124.31 80.55 120.83 113.38 86.05 Maryland. 1912 14 692 51 685 68 6 83 719. 74 1907 13 536. 18 536. 18 651.51 1902 10 437.84 437.84 455.44 Massachusetts 1912 43 3,010.48 3,009.28 1.20 2,950.96 District of Colum- 1912 7 214.23 2 214.23 188.46 1907 63 2,877.50 2, 877. 07 0.43 2,851.11 bia. 1907 6 176. 03 176. 03 160.02 1902 75 2,521.18 2,621.18 2,603.11 1902 8 161.97 161.97 146. 17 Rhode Island 1912 1907 2 6 395.71 419. 92 385.47 419. 92 10.24 Virginia. . . 1912 18 561 86 564 88 6 98 561.49 430. 76 1907 23 615.54 515.54 512.99 1902 8 328. 90 328.90 342.92 West Virginia 1902 1912 21 21 359.30 404.98 357.30 404.98 2.00 358. 17 330.18 Connecticut 1912 8 1,002.87 1,002.87 993.22 1907 15 265.41 266. 41 207.72 1907 9 781. 15 781. 15 781. 18 1902 8 140. 00 140. 00 93.08 Middle Atlantic: 1902 23 678. 49 578.49 578. 49 North Carolina. . . 1912 1907 13 11 190. 26 106.44 188.23 103. 69 2.03 2.75 190.26 106.44 New York 1912 101 M, 605. 44 4,566.55 38.89 4, 485. 81 1902 7 46.32 46.32 46.32 1907 101 3,884.74 3,788.24 96.60 3,809.19 South Carolina 1912 6 202. 60 202.60 228.08 1902 96 2,809.91 2,690.16 219. 75 2,797.90 1907 1902 7 7 131.26 76.98 129.76 73.80 1.50 3.18 131. 18 76.98 New Jersey 1912 1907 1902 24 26 26 1,319.85 1,324.12 861. 28 1,319.85 1,324.12 868.66 1,308.97 1912 440.63 349. 18 428.63 346.28 12.10 2.90 2. 62 866.66 1907 12 351.41 1902 10 300.38 296.63 3.76 306.38 Pennsylvania 1912 121 4,117.74 4, 107. 41 10.33 4, 269. 63 Florida... 1912 10 164 84 152.59 117. 13 12.25 1.13 164 84 1907 122 3,621.12 3,602.44 18.68 3,762.07 1907 10 118.26 118! 26 1902 9S 2,480.91 2,468.70 12.21 2,504.58 1902 6 61.75 57.00 4.75 61.76 1 Includes 31.91 miles of track lying outside of the United States. 2 Includes 2.44 miles operated by storage battery and gasoline motor. ' Includes 3 miles of track in Canada. ' Includes 24.48 miles of track in Canada. 5 Includes 4.43 miles of track in Mexico. TRACK AND ROLLING STOCK. 203 STREET AND ELECTRIC RAILWAYS— NUMBER OP OPERATING COMPANIES AND MILES OF TRACK OPERATED: 1912, 1907, AND 1902— Continued. Table 28— Contd. DIVISION AND STATE. Census. Num- ber of oper- ating com- panies. miles of track operated BY companies in DmSION OR state: 1912, 1907, and 1902. Miles of track in division or state. DIVISION AND STATE. Census. Num- ber of oper- ating com- panies. MILES OF TRACK OPERATED BY COMPANIES IN DIVISION OR state: 1912, 1907, AND 1902. Miles Of track in division Total. Electric. All other. Total. Electric. AU Other. or state. East South Centeal: Kentucky 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1912 1907 1902 1912 1907 1902 1912 1907 1902 10 13 12 12 9 g 11 10 9 12 8 5 10 8 7 13 11 8 17 8 39 23 17 6 5 5 16 11 8 493.21 389.13 283.95 370.28 297.50 254.20 306.63 291.66 204.72 117.14 86.40 25.30 122.92 87.39 52.49 285.10 238.52 198.52 251.56 100.44 1716.65 414.87 303.27 99.22 69.24 63.21 467.97 317.37 234.53 493.21 389.13 283.95 369.31 296.62 248.40 306.63 280.66 173.69 116.26 86.40 25.30 121.94 86.41 49.83 285.10 238.52 192.86 251.56 100.44 704.45 405.82 296.40 99.22 69.24 63.21 467.97 317.37 233.28 0.97 0.88 5.80 "ii.'oo' 31.03 0.88 0.98 0.98 2.66 ■"■5.' 66" 12.20 9.05 6.87 ""i.'25" 502.38 402. 34 284.35 360.93 292.15 248.53 308.80 293.86 204.72 118.57 86.40 25.30 113.72 82.22 51.33 285.10 238.52 198.52 251.56 100.44 721.42 418.80 303.28 99.22 69.24 63.21 467.97 317.37 234.53 MouHTAiN— Contd. NewMesioo 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1912 1907 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 2 2 1 4 4 2 3 2 1 2 2 1 6 3 3 19 14 8 6 8 6 35 41 35 10.60 10.10 2.10 46.24 30.75 17.10 88.93 44.24 3.50 22.91 11.27 7.15 260. 18 122.54 89.04 1,035.92 764.73 228. 93 544.64 253.41 136. 67 2,605.28 2,013.49 829. 10 10.60 10.10 ) "'i'io' ""&.m 6.13 9.61 21.09 14.60 23.61 1.02 4.50 41.16 39.50 163. 14 10.60 10.10 2.10 Tennessee 46.24 30.75 12.00 88.93 44.24 3.50 22.91 11.27 7.15 254.05 122.54 89.04 1,026.31 743. 64 214.33 521.03 252. 39 132. 17 2,664.12 1,973.99 665.96 46.24 Alabama Idaho 30.75 17.10 129.13 Mississippi Wyoming Nevada 73.09 3.50 22.91 11.27 West South Centkal: Utah 7.15 260. 18 Pacific; Washington 122.54 89.04 Oklahoma 991. 17 730.27 228.93 549. 19 Texas California. 259.02 136. 67 2,605.28 Mountain: 2,013.49 829.10 Colorado. . 1 Includes 4.43 miles of track in Mexico. Interstate trackage. — The term "miles of track op- erated" refersto the operated trackage of thecompanies credited to the respective geographic divisions and states. The miles of track ia a state or division excludes trackage outside of the state or division but owned by companies within it, and includes trackage within the state or division but owned by outside companies. The differences between totals for the United States represent trackage lying out- side of the United States. Table 29 shows the actual trackage in each state and the statistics in detail for interstate trackage for 1912. It wiU be seen that certain states do not receive credit for the operation of considerable trackage located within them, notably New Hampshire, Ver- mont, Ehode Island, Pennsylvania, Maryland, South Carolina, and Idaho; and on the other hand, the sta- tistics for certain other states are inflated by outside business, the states chiefly profiting being Massachu- setts, New York, Ohio, Missouri, Nebraska, District of Columbia, West Virginia, Georgia, and Washington. Diagram 1 (p. 192) shows the net trackage graphically by states. The track lying outside of the United States but operated by companies for which statistics were in- cluded in the reports for the respective censuses is shown in the following tabular statement: COUNTRY OR PROVINCE. MILES OF TRACK LYING OUT- SIDE or THE UNITED STATES. 1912 1907 1902 Total 31.91 27.52 420 27.48 24 48 3.00 443 26.28 23.23 3.05 1.24 Ontario, operated by a company in New York . New Brunswick, operated by a company in Maine 3 05 In Mexico, operated by a company in Texas 1.15 204 STREET AND ELECTRIC RAILWAYS. STREET AND ELECTRIC RAILWAYS— MILES OP TRACK OPERATED: 1912. Table 29 United States... New England: Maine New Hampshire Vermont Massachusetts Rhode Island Connecticut Middle Atlantic: New York New Jersey Pennsylvania East Nokth Central: Ohio Indiana Illinois Michigan Wisconsin West Nokth Centkal: Minnesota Iowa Missouri North Dakota South Dakota Nebraska Kansas South Atlantic: Delaware District of Columbia. Maryland Virginia West Virginia North CarohnaJ South Carolina Georgia Florida East South Central: Kentucky Tennessee Alabama Mississippi West South Central: Arkansas Louisiana Oklahoma Texas Mountain: Montana Colorado New Mexico i. Arizona Idaho Wyoming Nevada Utah Pachtc: Washington Oregon Galifomla Net total in state. 41,032.91 630.49 268. 15 120.83 2,960.96 436,37 993. 22 4,486.81 1,308.97 4,269.53 3,999.22 2,323.38 3,186.73 1,626.26 849. 11 638.48 783.87 969. 01 19.18 21.69 214. 46 493.91 99.37 188.46 719. 74 661.49 330.18 190. 26 228. 08 417.33 164.84 602.38 360.93 308.80 118. 67 113.72 286. 10 261. 66 721.42 99.22 467.97 10.60 46.24 129. 13 22.91 11.27 260. 18 991.17 649.19 2,606.28 Reported by com- panies in state. 41,064.82 636.38 246. 26 102.86 3,010.48 395. 71 1,002.87 4,605.44 1,319.86 4,117.74 4,069.12 2,301.34 3,125.84 1,507.26 806. 13 656. 18 803.87 996.00 26.02 21.69 243.80 462. 16 90.37 214.23 692. 61 561.86 404.98 190. 26 202. 60 440.63 164. 84 493.21 370. 28 306.63 117. 14 122.92 286. 10 261. 56 716.65 99.22 467. 97 10.60 46.24 88.93 22.91 11.27 260. 18 1,036.92 644.64 2,605.28 LOCATED OUTSIDE OF STATE, OPERATED BY COMPANIES IN STATE. Total. 31.91 2.87 69.52 1.95 19.07 133.12 22.56 25.74 141.70 26.32 20.15 18.42 6.48 23.97 49.34 64,22 7.27 29.34 22.47 30.48 4.50 4.71 74.80 27.66 1.00 9.35 9.20 4.43 States and miles of track. Canada, 27.48; Mexico, 4.43. N. H., 2.89; Canada, 3.. N.H.,2.87 N. H., 16.13; R. I., 22.54; Vt., 20.85. Conn., 1.95 R. I., 19.07 Conn., 7.47; N. J., 11.68; Pa., 89.49; Canada, 34.48. Pa., 22.66 Md., 1.25; Ohio, 2; N. Y., 13.49; Del., 9 Ind., 43.31; Mich., 37.41; Pa., 60.9S HI., 24.22; Ky., 2.10 Mo., 4.76; Wis., 16.39 Ohio, 2.84; Ind., 5.06; Wis., 10.53. IU.,6.48 Wis., 23.54; N. Dak., 0.43. m., 49.34 Kans., 64.22 Minn.,7.27 Iowa, 29.34. Mo., 22.47.. Md., 30.48 Pa., 4.60 D.C.,4.71 Ohio, 66.96; Ky., 8.07; Va., Ala., 2.17; S. C, 25.48. Ohio, 1 Ga., 4.36; Va., 3.67; Miss., 1.43. Tex., 9.20. Mexico, 4.43- Idaho, 40.20; Or«g., 4.55. LOCATED WITHIN STATE, OPERATED BY COMPANIES OUTSIDE OP STATE. Total. 21.89 20.85 41.61 9.42 13.49 11.68 173.03 71.80 48.36 80.04 37.41 49.46 7.27 29.34 27.23 0.43 64.22 9.00 4.71 31.73 4.34 25.48 4.36 10.17 2.17 1.43 9.20 40.20 4.65 States and mUes of track. Me., 2.89; Vt., 2.87; Mass., 16.13. Mass., 20.85. Mass., 22.54; Conn., 19.07. R. I., 1.95; N. y., 7.47. Pa., 13.49. N. Y., 11.68. N. Y., 89.49; N. J., 22.56; Ohio, 60.9 Pa., 2; Mich., 2.84; W. Va., 65.96; Ky., 1. Ohio, 43.31; Mich., 5.05. Ind., 24.22 ; Wis., 6.48; Iowa, 49.34. Ohio, 37.41. ni., 15.39; Mich., 10.53; Minn. 23.64. N. Dak., 7.27. Nebr., 29.34. HI., 4.76; Kans., 22.47. Minn., 0.43. Mo., 64.22. Pa., 9. , Va., 4.71. Pa., 1.25; D. C, 30.48. W. Va., 0.77; Tenn., 3.57. Ga., 25.48. Tenn., 4.35. Ind., 2.10; W. Va., 8.07. Ga., 2.17. Tenn., 1.43. Ark., 9.20. Wash., 40.20. Wash., 4.55. Electrified trackage of all companies and systems. — In addition to the 41,064.82 miles of track operated by the street and electric railways in 1912, there were 1,409.15 miles of single track operated by roads out- side of the classified industry, this supplemental trackage comprising 1,284.11 miles operated by the electrified divisions of steam roads, 63.04 miles of electrified trackage through tunnels on steam roads, and 62 miles of narrow-gauge track (2-foot gauge) of the tunnel companies operated by the Chicago Tunnel Co., which does a merchandise and freight business in tunnels under the streets of Chicago, and the Bingham Central Eailway Co. of Utah, which does an ore-haul- age business. The 1,284.11 miles operated by the electrified divi- sions of steam roads comprises 1,184.49 miles of electria trackage and 99.62 miles of exclusively steam trackage. Of the 313.60 miles of steam trackage, 213.98 miles was reported by companies operating both steam and. electric trains, so that of the 1,284.11 miles reported by the electrified divisions of steam roads, 970.51 was operated by electricity exclusively, 213.98 was used by both steam and electric trains, and 99.62 by steam, trains only. TRACK AND ROLLING STOCK. 205 Table 30 gives tlie track statistics for all com- panies and systems and shows the total electrified trackage of the country, by states, for all states where there is electrified trackage other than that reported for street and electric railways. Table 30 Mn.ES OP CLASSES 1912. TRACK— ELECTKIFIED TKACKAGE OP ALL OP COMPANIES AND SYSTEMS, BY STATES: Total. Street and electric railways. Tunnel com- panies not in- cluded with street and elec- tric rail- ways. Steam railroads. Electri- fied di- visions. Electric tunnel haulage. Number of operating com- 1,000 42,473.97 42, 117. 92 39,724.63 1,938.19 465.20 1389.94 180.09 2,714.42 2,486.51 227.91 1,470.22 1,318.94 151.28 5,181.71 4,080.02 836.98 264.71 32,751.57 31,839.06 722.02 190.49 2,486.51 2,994.69 683.54 3,013.97 1,370.93 122.60 1,318.94 4,080.02 4,010.08 423.93 26.08 258.05 616.82 973.30 17,346.07 227.91 151.28 836.98 722.02 975 41,064.82 40,808.39 38,958.06 1,395.13 466.20 76.34 180.09 2,564.12 2,369.33 194. 79 1,319.85 1,310.29 9.66 4,563.45 3,802.08 496.66 264.71 32,360.97 31,476.36 694. 12 190.49 2,369.33 2,832.71 682.62 2,975.32 1,368.68 99.22 1,310.29 3,802.08 3,995.88 386.47 21.59 254.05 551.55 963.30 17,346.07 194.79 9.66 496. 66 694.12 2 62.00 62.00 62.00 18 1,284.11 1,184.49 669.33 515. 16 WflA*! nf sinplfi f.rAo]e . . 63 04 Electric . . 63.04 35.14 Overhead trolley Tliird-rail Other electric 1313.60 Cable, aEumal, and gaso- line motor Electric. 150.30 117. 18 33.12 160.37 8.66 141.7? 618.26 277. 94 340.32 Overhead trolley Third rail Overhead trolley Third rail New York Other electric... 62.00 62.00 265.56 265.66 Overhead trolley Third rail 35.14 27.90 Other electric Overhead trolley. 117.18 103.98 TlliTioi<5 58.00 1.02 16.78 21.87 Michigan. 2.25 23.38 8.65 277.94 14.20 38.46 4.49 New Jersey... New York. Ohio Hhode Island-... South Dakota Utah 4.00 Vireinia 64.27 10.00 Third rail. 33.12 141.72 340.32 New York 27.90 1 Includes 213.98 miles of duplicated track. Power other than electricity. — Table 31 shows the number of companies using motive power other than electricity and the number using such power exclusively, with miles of track operated by each kind of power, for 1912, 1907, and 1902. The 21 companies employing cable traction in 1912 include 7 in California, 5 in Pennsylvania, 2 each in Minnesota and Washington, and 1 each in Mississippi, Missouri, Ohio, Tennessee, and Virginia. The 13 companies using animal power include 3 in New York, 3 in Texas, and 1 each in Arkansas, Indiana, Kansas, Maine, Mississippi, Nebraska, and Ohio. Steam trackage operated by street and electric rail- ways was reported by 9 companies, 1 each in 9 states, and gasoline motor trackage was reported by 2 com- panies each in Georgia, California, and Texas, and by 1 each in Florida, Illinois, and Massachusetts, Table 31 NUMBER OF COMPANIES USING POWER OTHER THAN ELECTRIC, AND MILES OF TRACK OPERATED. KIND OP POWER. 1912 1907 1902 Per cent of increase.i 1902- 1912 1907- 1912 1902- 1907 Numher of companies using— Cable 221 ns 9 9 13 9 1 8 256.43 56.41 57.62 76.34 66.16 20 28 12 6 10 23 3 5 343.87 61.71 136. 11 106.06 40.99 26 67 12 ai 12 53 3 '1 675.46 240.69 259. 10 169.61 = 6.06 -19.2 -80.6 —25.0 8.3 -83.0 -66.7 -62.0 -76.6 -79.0 -56.0 5.0 -63.6 -26.0 80.0 30.0 -60.9 -66.7 60.0 -25.4 - 8.6 -60.0 -27.8 61.4 -23.1 Animal -58.2 Number of companies (in- cluded above) operating ex- clusively by- Cable -16.7 -66.6 StBam . . Miles of track -40.9 Cable -74.4 Animal -47.6 Steam -38.1 Gasoline motors 1 A minus sign (— ) denotes decrease. 2 One company part cable and part animal. ' Compressed air. Elevated and subway trackage. — The elevated and subway or tunnel trackage in 1912 aggregated 532.80 miles, as compared with 437.16 miles in 1907, and the sm-face trackage amounted to 40,532.02 miles in 1912, as compared with 33,966.40 miles in 1907. The pro- portionate increases in nonsurface and surface track- age were substantially the same, namely, 21.9 per cent for nonsurface (elevated and subway and tunnel) and 19.3 percent for surface. In 1902 tracks in sub- ways and tunnels were not reported separately, but the mileage of track on elevated structures aggregated 308.94. Table 32 shows the miles of single track located on elevated structures, and in subways and tunnels, for 1912, 1907, .and 1902. TaWe 32 ELEVATED AND SUBWAY AND TUNNEL TRACKAGE, BY STATES. STATE. Miles of single track. Per cent of increase. 1912 1907 1902 1902- 1912 1907- 1912 1902- 1907 EUmtei. United States 420.10 362.39 308. 94 36.0 15.9 17.3 Illinois 144.20 1.40 26.58 2.88 4.37 230. 80 9.87 112. 70 125.77 1.40 16.70 3.18 17.26 200.41 7.67 74 77 107. 96 33.2 14.6 16.5 Massachusetts 16.02 65.9 59.0 4.2 New Jersey New York 184.96 24.8 15.2 28.7 50.7 8.4 Pennsylvania Subway and tunnel. United States (») Illinois 1.87 18.45 11.68 70.54 8.42 1.74 0.60 7.75 Massachusetts 138.1 New Jersey New York 60.38 6.62 0.42 16.8 49.8 Pennsylvania All other states ^ 1 Includes 3.06 miles of Camden & Atlantic Branch of West Jersey & Seashore Kaih'oad Co., tabulated as an electrified division of a steam road in 1912 2 Figures not available. » Includes; 1912— California, Kansas, Missouri, Oregon, and Tennessee- 1907— Missouri. ' 206 STREET AND ELECTRIC RAILWAYS. The elevated and subway tracks of Illinois, Massa- chusetts, New York, and Pennsylvania represent the districts of Chicago, Boston, New York City, and Phil- adelphia, respectively. The 11.68 miles of subway and tunnel trackage of New Jersey is the portion of the Hudson & Manhattan system extending into that state, which in other tables is credited to New York, to which latter state the system as a unit is credited. The subway and tunnel trackage reported in the group of "All other states" no doubt represents track in under-crossings of steam railroad lines, not properly subways or tunnels, although so reported. Elevated trackage was reported by 13 companies in 1912, distributed as follows: Illinois, 4; New York, 4; and 1 each in Maryland, Massachusetts, Missoxiri, New Jersey, and Pennsylvania. Subway and tunnel trackage was reported by 14 companies, located, 4 in New York (1 of which extends into New Jersey), 2 in Massachusetts, 2 in Pennsylvania, and 1 each in California, Illinois, Kansas, Missouri, Oregon, and Tennessee. Ownership of track. — The track statistics, as reported by the operating companies, show the track owned by the companies, the track leased, and that operated imder trackage rights. The trackage reported by the lessor street and electric railway companies is included in the leased track reported by the operating companies. This leased trackage includes not only the track of lessor street and electric railway companies, but all track leased from steam railroads, bridge companies, municipalities, etc., and also trackage rights over steam roads. In 1912, of the 41,064.82 miles of track oper- ated, 33,416.86 miles, or 81.4 per cent, was owned by the operating companies and 7,647.96 miles, or 18.6 per cent, was leased, this leased trackage comprising 6,998.56 of operated track owned by lessor street and electric railway companies, 415.77 miles of track leased from steam roads, bridge companies, manufacturing corporations, and municipalities owning bridges, and 233.63 miles of trackage rights from steam roads. The statistics for this subdivision of trackage are given for 1912, 1907, and 1902 in Table 33. STREET AND ELECTRIC RAILWAYS— MILES OF TRACK OWNED AND LEASED BY OPERATING COMPANIES: 1912, 1907, AND 1902. Table 33 DIVISION AND STATE. United States. , Geogeaphic divi- sions: New England Uiddle Atlantic. East North Cen- tral. West North Cen- tral. South Atlantic. . . Bast South Cen- tral. West South Cen- tral. Mountain. Pacific. New England: Maine New Hampshire . Census. 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 Total. 41,064.82 34,403.56 22,676.99 5,294.65 4,883.39 4,012.79 10,043.03 8,829.98 6, 152. 10 11,809.69 10,342.17 6, 074. 60 3,098.62 2,508.36 1,740.72 2,962.28 2,300.73 1,670.15 1,287.26 1,064.69 768. 17 1,376.23 841. 22 554.28 1,007.32 601.39 409.48 4,185.84 3,031.63 1,194.70 636. 38 424. 06 331. 65 246. 26 247. 10 167. 65 102.85 124.31 80.55 Owned. Leased. 33,416.86 27,480.65 19,025.85 3,957.04 3,846.66 3,432.43 6,709.96 5,616.11 4, 166. 29 9,826.45 8,046.39 6,462.75 3,034.81 2,409.16 1,379.83 2,440.35 2,186.31 1,660.47 1,278.41 1,060.42 768. 17 1,241.18 721.94 654.28 897. 49 593. 64 407.93 4,031.17 3,001.02 1,194.70 430. 01 424.06 328. 08 215.54 247. 10 111.43 102.85 124.31 80.65 7,647.96 6,922.91 3, 651. 14 1,337.51 1,037.73 680.36 3,333.07 3,213.87 1,986.81 1,983.24 2,296.78 611.85 63.81 99.20 360.89 521.93 114.42 9.68 8.85 4.27 135.05 119.28 109.83 7.75 1.56 154. 67 30.61 106.37 "3.47 30.72 ' "66.22 PER CENT OF TOTAL. Owned. Leased. 81.4 79.9 84.3 74.7 78.7 85.5 66.8 63.6 67.7 83.2 77.8 97.9 96.0 79.3 82.4 95.0 99.4 99.3 99.6 100.0 90.2 85.8 100.0 89.1 98.7 99.6 96.3 99.0 100.0 80.2 100.0 99.0 87.6 100.0 66.6 100.0 100.0 100.0 18.6 20.1 16.7 25.3 21.3 14.5 33.2 36.4 32.3 16.8 22.2 10.1 2.1 4.0 20.7 17.6 5.0 0.6 0.7 0.4 0.8 14.2 10.9 1.3 0.4 3.7 1.0 19.8 "i.o 12.5 '33.'5 division and state. New England — Con. Massachusetts Bhode Island Connecticut Middle Atlantic: New York New Jersey Pennsylvania East North Central: Ohio Indiana Illinois Michigan Wisconsin West Nokth Cen- tral: Minnesota Iowa Census. 1912 1907 1902 1912 1907 1902 1913 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 Total. 3,010.48 2,886.86 2,625.65 395. 71 419.92 328.90 1,002.87 781.15 678. 49 4,605.44 3,884.74 2,609.91 1,319.86 1,324.12 861. 28 4,117.74 3,621.12 2,480.91 4,069.12 3,767.10 2,353.43 2,301.34 1,932.93 646. 66 3,125.84 2,776.46 1,635.20 1,607.26 1,275.03 1,022.81 806. 13 590. 65 416.60 555. 18 457. 15 338. 17 803.87 639.84 378.25 Owned. 2,463.10 2,339.88 2,040.41 54.77 146.97 328.90 690.77 663. 34 543.06 3,811.34 2,877.14 2,287.25 728. 75 926. 99 623.37 2,169.87 1,811.98 1,254.67 2,946.71 2,718.08 2, 101. 21 1,788.82 1, 159. 68 646.66 3,044.12 2,302.95 1, 275. 57 1,248.67 1,276.03 1,022.88 798. 13 690. 65 416. 50 644.35 467. 15 338. 17 788. 25 578. 62 378. 26 Leased. 547.38 546.97 485.24 340.94 272.95 312. 10 217.81 35.43 794. 10 1,007.60 622.66 581. 10 397. 13 237.91 1,957.87 1,809.14 1,226.24 1,122.41 1,049.02 252. 22 512. 62 773. 25 81.72 473. 51 359. 63 8.00 10.83 15.62 61.22 Owned. Leased, PEB CENT OP TOTAL. 81.8 81.1 80.8 13.8 35.0 100.0 68.9 72.1 93.9 82.8 74.1 81.4 66.0 70.0 72.4 62.6 60.0 60.6 72.4 72.2 89.3 77.7 60.0 100.0 97.4 82.9 78.0 82.8 100.0 100.0 99.0 100.0 100.0 98.0 100.0 100.0 98.1 90.4 100.0 18.2 18.9 19.2 86.2 65.0 31.1 27.9 6.1 17.2 25.9 18.6 44.0 30.0 27.6 47.5 60. 49.4 27.6 27.8 10.7 22.3 40.0 2.6 17.1 22.0 17.2 1.0 2.0 L9 9.6 TRACK AND ROLLING STOCK. 207 STREET AND ELECTRIC RAILWAYS— MILES OF TRACK OWNED AND LEASED BY OPERATING COMPANIES: 1912, 1907, AND 1902— Continued. Table 33— Contd. DinSION AND STATE. Census. Total. Owned. Leased. PEE CENT OF TOTAL. DIVISION AND STATE. Census. Total. Owned. Leased. PEE CENT or TOTAL. Owned. Leased. Owned Leased. West North Cen- TBAL — Continued. 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 996.00 921. 67 758.38 243.80 218.73 113.66 462.16 249.88 150.26 47.61 21.09 2.00 90.37 95.93 85.61 692.61 536.18 437.84 214.23 176.03 161.97 561.86 615.54 359.30 404.98 266.41 140.00 190.26 106.94 46.32 202.60 131.26 76.98 440.63 364.18 300.38 164.84 118.26 61.75 993.51 917.07 397.49 210. 10 186.35 113.66 450.99 248.88 150.26 47.61 21.09 2.00 46.30 84.32 85.61 643.13 525.76 431.92 214.23 176.03 161.97 429.29 456.30 355.79 392.48 255.22 140.00 161.83 86.98 46.07 158.77 131.26 76.98 241.85 364.18 300.38 152.47 117.26 61.75 2.49 4.60 360.89 33.70 32.35 99.8 99.5 52.4 86.2 85.2 100.0 99.7 99.6 100.0 100.0 100.0 100.0 51.2 87.9 100.0 92.9 98.1 98.6 100.0 100.0 100.0 76.4 88.5 99.0 96.9 95.8 100.0 85.1 80.4 99.6 78.4 100.0 100.0 54.9 100.0 100.0 92.6 99.2 100.0 0.2 0.5 47.6 13.8 14.8 0.3 0.4 48.8 12.1 7.1 1.9 1.4 23.6 11.5 1.0 3.1 4.2 14.9 19.6 0.6 21.6 45.1 7.6 0.8 East South Central Kentucky Tennessee Alabama 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 493.21 389. 13 283.96 370.28 297.60 254.20 306. 63 291.66 204.72 117. 14 86.40 26.30 285.10 238.52 19^52 1,091.13 602.70 356.76 467.97 317.37 234.63 88.93 44.24 3.50 260. 18 122.64 89.04 190.24 117.24 82.41 1, 035. 92 764. 73 228.93 2, 605. 28 2,013.49 829. 10 644. 64 253. 41 136. 67 490.02 386.36 283.95 369.34 297. 60 254.20 301.91 291.18 204.72 117. 14 86.40 25.30 166.56 119.24 198.62 1,085.63 602.70 366. 76 434.68 317.37 232.98 12.39 44.24 3.60 260. 18 114.79 89.04 190. 24 117.24 82.41 1,014.01 744.80 228.93 2,472.62 2,002.81 829. 10 544.64 253.41 136.67 3.19 3.77 99.4 99.0 100. 99.7 100.0 100.0 98.6 99.8 100.0 100.0 100.0 100.0 54.6 50.0 100.0 99.6 100.0 100.0 92.9 100.0 99.3 13.9 100.0 100.0 100.0 93.7 100.0 100.0 100.0 100.0 97.9 97.4 100.0 94.9 99.6 100.0 100.0 100.0 100.0 0.6 1.0 Nebraska 0.94 0.3 4.72 0.60 1.17 1.00 1.5 Mississippi West South Cen- tral: Louisiana AH other West South Central states. Mountain: 0.2 North and South Datota. 129.55 119.28 Sottth Atlantic: Delaware 44.07 11.61 45 4 50.0 49.38 10.42 5.92 6.60 0.5 District of Colum- 33.29 bia. 132.57 59.24 3.51 12.50 11.19 Idaho Virginia 1.56 76.54 0.7 86 1 Utah .. West Virginia.... All other Moun- tain states- Pacific: Washington California 7.76 6.3 28.43 20.96 0.25 43.83 North Carolina . . . South Carolina 21.91 19.93 2.1 2.6 198.78 132.76 10.68 5.1 0.5 12.37 1.00 1 Leased track. — There has been a considerable increase in the mileage of leased track since 1907, though the proportion that it forms of the total track was smaller in 1912 than m 1907. The 6,922.91 miles of leased track in 1907 constituted 20.1 per cent of the total, but while the mileage had increased to 7,647.96 in 1912, it then constituted but 18.6 per cent of the total mileage. Leased track was reported by companies operating in 34 states ia 1912, and in 2 states — Idaho and Rhode Island — almost 90 per cent of the trackage operated was under lease. In 7 states more than 40 per cent was leased, these 7 states reporting 43.5 per cent of the total leased track. There were 8 states in which not more than 2 per cent of the total mileage was leased, while there was no track leased in 15 states, including the District of Columbia. In 16 states the proportion was less in 1912 than in 1907. In 1912 the track leased from steam roads formed 5.5 per cent of the total leased trackage; in 1907 it constituted 3.9 percent of all leased track, and in 1902, 1.5 per cent. Trackage rights. — Track operated under trackage rights is to be considered ia determining the total track operated by individual companies. In deter- mining the total miles of track operated in a state or division, trackage rights over the lines of street and electric railway companies are covered by the track mileage reported as owned or leased by the operating companies, but trackage rights over steam railroad lines, not being included in the owned or leased track- age of operating electric railways, must be included in determining the total miles of track over which the street and electric roads operate. In the reports for street and electric railways for 1907 and 1902 track leased from an operating company was shown as operated under trackage rights, to avoid duplication of trackage in the leased track data. Track operated under trackage rights from steam railroad companies, not exclusively operated by the electric railway com- pany but used in conjunction with the owning com- panies, was included under leased track. In taking the present census provision was made for showing 208 STREET AND ELECTRIC RAILWAYS. the operated track owned by steam railroad companies separately from that owned by street and electric rail- ways, whether such track was leased and operated ex- clusively or was operated under trackage rights. The statistics for 1907 and 1902 have been revised to make them comparable with the 1912 figures, except that, siQce leased trackage and trackage rights, if any, from steam roads are not separable, the track shown as leased from steam companies for these years covers both. Track shown as leased from electric companies for all three census years, as here presented, covers that leased from operating as well as nonoperating companies, the amount of the former being given in footnotes. In 1912, 1,284.82 miles of track was operated imder trackage rights, an amount equal to 3.1 per cent of the total track operated. In 1907 trackage rights ag- gregated 692.28 miles, or 2 per cent of the total, and in 1902, 559.68 miles, or 2.5 per cent of the total. The detailed statistics for track operated under trackage rights from electric companies and from steam com- panies are given in Table 153 (p. 282), by states. Track on private rights of way. — ^The large increase in track on private rights of way is an important feature of railway development. In 1912, 14,793.72 miles of track, or 36 per cent of the total track operated, was located on private rights of way, as compared with 10,971.84 miles, or 31.9 per cent, in 1907, and 3,802.07 miles, or 16.8 per cent, in 1902. The increase in miles of track for the period 1902-1907 was 11,826.57 miles, of which increase 7,169.77 miles, or over 60 per cent, was on private rights of way. For the period 1907- 1912 the increase in track was 6,661.26 miles, of which 3,821.88 miles, or 57.4 per cent, was on private rights of way. The statistics for miles of track located on pubhc thoroughfares and miles of track located on private rights of way are given in Table 153, above referred to. The per cent distribution of track located on pubhc thoroughfares and on private rights of way in the several geographic divisions is as follows: Table 34 PEE CENT DISTRIBUTION OF MILES OF ACCOKDING TO LOCATION. TEACK, DIVISION. On public thorough- fares. On private rights ol way. 1912 1907 1902 1912 1907 1902 United States 64.0 68.1 83.2 36.0 31.9 New England 83.4 66.3 52.4 70.0 65.6 73.1 73.9 67.8 54.0 88.3 68.9 55.3 73.6 67.1 76.8 88.3 81.2 61.8 90.9 84.7 76.6 86.4 73.1 84.3 89.3 94.5 84.6 16.6 33.7 47.6 30.0 34.4 26.9 26.1 32.2 46.0 11.7 31.1 44.7 26.4 32.9 23.2 11.7 18.8 38.2 9 1 Middle Atlantic East North Central. .. 23 4 West North Central South Atlantic 26 9 East South Central West South Central 10 7 Pacific 15 4 The greater proportion of street and electric railway track is on streets or pubhc thoroughfares, but the suburban companies often own their rights of way or have obtained the privilege of operating tracks on private ways, and in districts where interurban lines are extensively developed a large portion of the track is now on private rights of way. Since 1902 track on private ways has increased nearly fourfold, and such track now forms considerably more than one-third of the entire trackage. States with major portion of track on private rights of way in 1912 were Indiana, with 69.3 per cent; Kan- sas, with 62.2 per cent; Oklahoma, with 52.4 per cent; Idaho, with 80.8 per cent; and Oregon, with 53.2 per cent. In 1902 the major portion of the track in aU states was on pubhc thoroughfares, and in 1907 only two states — Indiana and Idaho — had more than one-half their trackage on private rights of way. City and suburban and interurban lines. — The sched- ule employed in taking the census of 1912 provided for classification of track as "city and suburban*' or "interurban." At the censuses of 1907 and 1902 track was reported as within or without city limits, but this classification was not applicable to Massa- chusetts and Connecticut, in which states city and township boundaries are coextensive. Statistics to show the growth of city and suburban lines and interurban lines, respectively, are therefore not avail- able. The statistics for track classified as city and suburban and interurban in 1912 are given in Table 153 (p. 283), by geographic divisions and states. The per cent distribution of city and suburban and inter- urban trackage for the geographic divisions and states is given in Table 35, which follows: Table 35 DIVISION AND STATE. PEE CENT DISTEIBUTION OF MILES OF TEACK (BASED UPON TABLE 153). DIVISION AND STATE. PES CENT DISTEIBUTION OF MILES OF TEACK (BASED UPON TABLE 153). City and sub- urban. Inter- urban. City and sub- urban. Inter- urban. United States... 60.1 39.9 West Nobth Cen- TEAi^Continued. Nebraska 89.5 46.2 66.3 88.0 100.0 76.6 36.5 72.6 65.6 86.2 90.9 74.3 92.5 100.0 92.2 100.0 96.3 56.9 72.1 92.1 71.4 89.6 62.3 22.6 52.0 29.3 65.6 68.7 44.7 68.0 Geographic divi- 73.8 66.6 39.1 73.6 71.1 87.3 76.6 66.4 56.4 26.2 34.4 60.9 26.5 28.9 12.7 23.4 33.6 43.6 10.5 53.8 New England Middle Atlantic... East North Central South Atlantic: Maryland... 33.7 West North Cen- Delaware 12.0 tral . . . District of Co- East South Cen- Virginia 23.5 tral West Virginia North Carolina.... South Carolina 63.5 West South Cen- tral 27.4 44.4 14.8 Pacific Florida. 9.1 East South Centeal: Kentucky New England: Maine 49.1 66.7 72.5 73.6 97.2 82.6 64.9 79.7 61.8 32.5 22.8 57.0 39.5 48.6 93.0 46.9 91.7 86.2 100.0 50.9 43.3 27.5 26.4 2.8 17.4 36.1 20.3 38.2 67.6 77.2 43.0 60.6 51.4 7.0 53.1 8.3 13.8 26.7 New Hampshire... Vermont Tennessee 7.5 Massachusetts Rhode Island Connecticut Middle Atlantic: Mississippi .... West South Cen- teal: 7.8 New York 4.7 New Jersey Oklahoma 43.1 Pcmisylvama Texas.. 27.9 East Noeth Centeal: Ohio Mountain: 7.9 28.6 Illinois New Mexico Ariynna 10.4 Michigan 37.7 Wisconsin Idaho 77.4 Wyomine 48.0 West Noeth Cen- 70.7 teal: Utah 34.5 Minnesota Pacific: Washington Missouri... 41 3 North Dakota 55.3 South Dakota California . 42.0 TRACK AND ROLLING STOCK. 209 The greatest development ol interurban track is found in the East North Central division and the least in the East South Central. The leading state, ranked according to miles of interiurban track, is Ohio, with 2,747.42 miles, followed by Indiana, New York, Pennsylvania, and Illinois. Ranked ac- cording to ratio of interurban track to all track, the leading state is Idaho, with 77.4 per cent, followed by by Indiana, Nevada, Ohio, and West Virginia. In Alabama, Arkansas, District of Columbia, and South Dakota the roads are all classed as city and suburban, and in Rhode Island, Louisiana, Minnesota, Tennessee, Mississippi, Montana, Missouri, and Florida the inter- m-ban trackage formed less than 10 per cent of the total. ROLLING STOCK. Table 154 (p. 288) presents comparative statistics for roUing stock for 1912, 1907, and 1902, by geographic divisions and states, and Table 155 (p. 290) gives the statistics in detail for 1912 by geographic divisions and states. Table 36, which follows, shows the numbers of the different varieties of cars and the electric locomotives reported at the censuses of 1912, 1907, and 1902. Table 36 CABS— NUMBEB AND KIND. KIND, Number. Per cent of total. Per cent of increase.! 1912 1907 1902 1912 1907 1902 1902- 1912 1907- 1912 1902- 1907 Total 94.016 83,641 66,784 100.0 100.0 100.0 40.8 12.4 26.2 Tlflvenufi cars 83,956 76,162 48,123 18,993 7,986 1,061 7,794 10,060 16,012 149 73,779 277 75,685 70,016 40,470 22,537 6,442 567 5,569 7,956 61,404 60,290 32,658 24,259 3,134 239 1,114 5,380 89.3 81.0 51.2 20.2 8.5 LI 8.3 10.7 17.0 0.1 78.5 90.5 83.7 48.4 26.9 7.7 0.7 6.8 9.5 92.0 90.3 48.9 36.3 4.7 0.4 1.7 ao 36.7 26.3 47.3 -21.7 154.8 344.0 699.6 87.0 10.9 8.8 19.0 -15.7 24.0 87.1 40.0 26.4 23.3 16.1 Closed 23.9 -7.1 Combination- Closed and open.. Passenger, with baggage, ex- press, freight, or mail Express, Ireigbt, mail, and baggage. . Service cars — work cars, snow plows, sweep- 105.6 137.2 399.9 47.9 Prepayment cars Parlor, sleeping, din- ing, and private cars. Cars equipped with 118 63,517 117 50,699 3 0.1 75.9 26.3 16.1 136.8 75,9 45.5 2.5.3 Electric locomotives . . . 1 A minus sign (— ) denotes decrease. 2 Figures not available. Prepayment cars. — Prepayment cars have been quite generally adopted during the last five years and were reported for the first time in 1912. In the East South Central division 39.9 per cent of all passenger cars were prepayment cars, in the West North Central divi- vision 38.7 per cent, and in the other divisions, with the exception of New England and the Moimtain states, they are in quite general use. The growth of freight and express traffic on inter- urban and rural lines is indicated by the relatively 58795°— 15 14 large increase in express and freight cars. Passenger cars with baggage, express, freight, or mail compart- ments, and express, freight, mail, and baggage cars, together numbered 8,855 in 1912, as compared with 6,136 in 1907 and 1,353 in 1902, an increase for the decade of 554.5 per cent, while the ratio of increase for passenger cars for the decade was 26.3 per cent. Table 37 shows the distribution, by states, of the express, freight, mail, and baggage cars for states having 100 cars or more in 1912. Table 37 EXPRESS, PBEIGHT. MAIL, AND BAOGAOI (NUMBEE). CAES STATE. 1912 1907 1902 Increase. 1902- 1912 1907- 1912 1902- 1907 United States. 7,794 5,669 1,114 6,680 2,125 4,555 Illinois 1,917 1,507 816 494 428 398 366 328 200 163 163 138 121 755 1,384 971 837 179 425 140 305 84 412 98 76 98 91 669 251 48 14 5 181 41 44 8 51 1 42 48 94 286 1,666 1,459 802 489 247 357 322 320 149 162 121 90 27 469 533 536 -21 315 3 268 61 244 -212 65 87 40 30 186 1,133 California 923 Washington 823 174 New York 244 Iowa 99 Ohio 261 76 Pennsylvania 361 Colorado 97 34 Michigan SO -3 All other states 283 ' A minus sign (— ) denotes decrease. It is apparent that the Pacific coast and the North Central states lead in the growth in freight and express business. Motor cars. — The number of cars equipped with mo- tors is the number available for service at one time and is comparable with the niunber of motor equipments for motor cars as reported in 1907. At the census of 1902 the inquiry was for number of cars with electrical equipment. Table 38 shows the distribution of motor cars, by kind of motors and by number of electric motors, in 1912 and 1907. Table 38 CARS EQUIPPED WITH MOTOES. Knro AND NUMBEE OF MOIOES. 1912 1907 Per cent of total. Per cent 1912 1907 of in- crease. Total number 73,779 63,517 16 2 Electric motors 73, 758 63,504 100.0 100.0 16 1 1,207 46,996 749 25,806 21 629 46,660 422 16,793 13 1.6 62.4 1.0 35.0 1.0 71.9 0.7 26.4 Two motors 7 77 5 Four (or more) motors 53 7 Gasoline motors 61 5 The detailed figures for motor equipment, by states, in 1912 are given in Table 155, before referred to. In the West North Central and Pacific divisions four- motor cars constitute more than one-half of the motor cars (57.5 and 53.3 per cent, respectively), and in the Mountain states nearly one-half (46.3 per cent). 210 STREET AND ELECTRIC RAILWAYS. Brake equipment. — Table 39 gives the statistics of cars eqtiipped with hand and other types of brakes for 1912, 1907, and 1902, by geographic divisions. The statistics by states for 1912 -will be found in Table 155 (p. 291). Air brakes constitute the bulk of those included under "Other types of brakes." This group represents power brakes as distinguished from hand brakes. Table 39 Census. CAKS— BEAKE equipment. DIVISION AND STATE. Total number. Cars equipped with— Per cent of total with brakes. Hand brakes exclu- sively. Other types of brakes. Hand brakes exclu- sively. Other types of brakes. United States. . GEOQEAPmc divi- sions: 1912 1907 1902 194,016 83,641 66,784 40,304 49,213 53,731 53,360 34,428 13,063 43.0 68.8 80.6 57.0 41.2 19.6 New England... 1912 1907 1902 13,845 12,774 11,500 8,080 8,864 9,808 6,768 3,910 1,692 58.4 69.4 85.3 41.6 30.6 14.7 Middle Atlantic. 19i2 1907 1902 30,507 27,884 23,263 13,327 17,658 18,090 17,085 10,326 6,173 43.8 63.0 77.8 56.2 37.0 22.2 East North Cen- tral. 1912 1907 1902 21,686 20,282 15,758 7,107 10,195 11,807 14,445 10,087 3,951 33.0 50.3 74.9 67.0 49.7 25.1 West North Central. _ 1912 1907 1902 6,405 5,300 4,954 1,931 2,646 4,430 4,467 2,764 524 30.2 48.0 89.4 69.8 62.0 10.6 South Atlantic-. 1912 1907 1902 6,923 6,002 4,604 4,832 4,837 4,177 2,031 1,166 433 70.4 80.6 90.6 29.6 19.4 9.4 East South Cen- tral. 1912 1907 1902 2,675 2,361 1,970 1,663 1,823 1,856 998 638 114 ' 62.4 77.2 94.2 37.6 22.8 5.8 West South Central. 1912 1907 1902 2,493 1,816 1,279 1,675 1,362 1,252 814 454 27 67.3 7S.0 97.9 32.7 25.0 2.1 Mountain 1912 1907 1902 1,526 1,030 690 474 639 622 1,045 391 68 31.1 62.1 90.2 68.9 37.9 9.8 Pacific 1912 1907 1902 7,956 6,192 2,766 1,225 1,389 1,695 6,727 4,803 1,071 15.4 22.4 61.3 84.6 77.6 38.7 1 Includes 352 oars without brakes. Electric locomotives. — There were 277 electric loco- motives employed by the street and electric railways in 1912, as compared with 117 in 1907 and 3 in 1902. This number does not include those employed on the electrified divisions of steam roads, and those used for the electric haulage of steam trains through tunnels, etc., which were not included in the statistics. At the census of 1902 there were reported 422 steam locomotives and 3 electric locomotives, 413 of the steam locomotives being in use on the Manhattan Elevated and Brooklyn Rapid Transit systems. These systems were electrified prior to 1907, and at the census covering that year 92 steam locomotives were reported as used in connection with street and electric railways. Steam locomotives were not reported in 1912. The distribution of the electric locomotives by states is given in Table 155. The statistics by geo- graphic divisions are shown in Table 40, which follows: Table 40 electric locomotives. DIVISIOM. 1912 1907 1902 Per cent of in- crea.se. 1907-1918 United States 277 117 3 136. S New England 22 39 56 32 11 3 S 10 99 15 19 21 10 3 2 1 5 41 2 i' 46.7 103.3 East North Central 166.7 West North Central 220.0 South Atlantic. 266.7 East South Central . . 60.0 West South Central 400. 100. Paciflc. . 141.5 There were 341 electric locomotives employed iti 1912 on the electrified divisions of steam roads, etc., making a total of 618 for aU electrified systems and hues. Table 41 shows their distribution by geographic divisions. Table 4X electric locomotives— all electrdied koads and systems: 1912. DIVISION. Total number. Street and electric railways. Tunnel companies not in- cluded with street and electric railways. Steam railroads. Electri- fied divi- sions. Tmmel haulage. United States 618 277 122 189 30 27 219 189 32 22 3 5 15 106 22 39 66 32 11 3 5 10 09 & Middle Atlantic. ISO 4 East North Central West North Central 117 12 South Atlantic 2 » ■ West South Central . . . . 5 Pacific 3 4 The 180 electric locomotives in use by steam rail- roads of the Middle Atlantic division are on the New York divisions of the New York Central & Hudson River and Pennsylvania RaUroad systems. The 30 credited to tunnel haulage are employed in the haulage of steam trains through the Hoosac (Mass.) tunnel, the Detroit & St. Clair (Mich.) tunnels, the Baltimore (Md.) tunnel, and the Cascade (Wash.) tunnel. TracJc and rolling stock of companies classified accord- ing to income from, railway operations. — The statistics pertaining to track and rolling stock for all operating companies, classified according to size based upon income from railway operations, are given in Table 42, for 1912, 1907, and 1902. TRACK AND ROLLING STOCK. 211 Table 4,3 TEACK AND EOLUNG STOCK— COMIPANIES CLASSITIED ACCOEDING TO INCOMK FEOM EAILWAT OPEBATIONSI 1912, 1907, AND 1902. Total. Class A— $1,000,000 and over. Class B— $260,000 but less than $1,000,000. Class C— less than $250,000. 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 Number of operating companies Tracl. Miles of track 975 41,064 82 40,80&39 38, 95a 06 1,850.33 256.43 33,416.86 7,647.96 1,051.19 24,699.02 16,365.80 26,271.10 14,793.72 94,016 76,162 17,854 277 945 34,403.56 34,059,69 32,501.71 1,557.98 343.87 27,480.65 6,922.91 692. 28 817 22,576.99 21, 901. 53 21,290.09 611.44 676.46 19,026.85 3,651.14 559.68 91 21,305.99 21,212.84 20,074 35 1, 13a 49 93.15 15,170.72 6,136.27 370.33 15,629.37 5, 676. 62 15,385.05 5,920.94 67,168 56,704 10,464 119 77 16,564 34 16,394 00 14,487.11 906.89 170. 34 10,119.09 5,445.25 19a 33 44 8,414 31 8,030.93 7,645.66 386. 27 383.38 5,543.67 2,870.64 68.04 165 9,652.09 9,613.74 9,080.62 ■ 533.22 38 35 8,645.22 1,106.87 305.08 4,400.03 6,262,06 5,313.11 4, 33a 98 14,442 10,497 3,945 75 132 8,396.00 8, 37a 92 7,969.61 409.31 17.08 7,421.84 97416 161.62 85 4,909.88 4,814 93 4,743.91 71.02 94 96 4,468 87 441.01 169. 67 729 10, 106. 74 9,981.81 9,803.19 178 62 124 93 9,700.92 406.82 375. 78 4,669.62 5,437.12 6,572.94 4,633.80 12,406 8,961 3,445 83 736 10,443.22 10,286.77 10,044 99 241.78 166.45 9,939.72 503.60 342.43 688 9,262.80 Electric 9,055.67 Overhead trolley . 8,900,62 Other electric 155. 15 Another 197. 13 By ownership: Owned 9,013.31 leased (Including trackage rights from steam roads) . . 239.49 Operated under tracteige rights. . By location: 321.97 TTltfimrhnTi 23,431.72 10,971.84 83,641 70,016 13,625 117 18,774 92 3,802.07 66,784 60,290 6,494 3 12,396.65 3,167.69 55,692 49,004 6,688 22 7,745.38 668.93 41,702 3a 543 3,159 5,059.75 3,336.25 14,323 10,676 3,648 52 4,086.86 823.02 10,802 9,645 1,167' 5,975.32 4,467.90 13,626 10,337 3,289 43 6,942.68 On private rights of way. . . 2,310.12 BoUing stock. Cars 14,280 Passenger 12,102 Another 2,178 3 Table 43 shows the percentages of increase from census to census for the principal items given in Table 42. Table 43 TEACK AND EOLLING STOCK— COMPANIES CLASSIFIED ACCOED- ING TO INCOME FKOM BAIL WAY OPEEATIONS: PEE CENT OF mCEEASE (BASED ON TABLE 42). I 1902-1912 1903-1912 1902-190J A B c A B c A B c Miles of track 153.2 173.7 113.7 4443 9a 5 785.1 61.1 47.1 231.2 96.6 91.2 161.0 79.8 30.0 427.2 33.7 a 8 241.0 9.2 7.6 60.5 16.7 -19.7 96.3 -13.1 -26.0 5a 2 36.9 49.9 12.7 86.7 240 86.9 20.6 15.7 56.5 15.0 16.1 13.6 101.3 6.0 30.1 0.8 1.7 ai -3.2 -2.4 -19.4 9.7 -6.7 1.5 9.0 -13.3 4 7 85.0 82.5 89.7 162.1 60.1 373.5 33.5 27.1 111.7 71.0 66.1 120.9 -10.7 23.8 305.4 32.6 10.7 215.3 12.9 10.3 110.2 Operated imder trackage rights On pubUe thor- oughfares On private rights of way. 6.4 -13.9 93.4 -4 6 Passenger Ail other -14 6 51.0 1 A minus sign (— ) denotes decrease. With the exception of track operated under trackage rights, all classes of track and kinds of cars show a greater percentage of increase from 1907 to 1912 for roads included in group A than for those of the smaller groups. In the case of the smaller roads actual decreases are shown for several items. Table 44 gives the proportion each class of track and kind of car formed of the total for the United States at each census, 1912, 1907, and 1902. The changes in the proportions that the several classes form of the respective totals show the move- ment toward larger companies. In the leading items the proportionate gains are largest for class A, and larger for class B than for class C, the latter class showing decreases in many items. Table 44 TRACK AND BOLLING STOCK — COMPANIES CLASSIFIED ACCOBDING TO INCOME FEOM EAttWAY OPERATIONS: PEE CENT OF TOTAL (BASED ON TABLE 42). Class A. Class B. Class C. 1912 1907 1902 1912 1907 1902 1912 1907 1902 Miles of track 51.9 52.0 61.5 61.5 36.3 46.4 80.2 35.2 63.3 34.7 71.4 746 5a 6 43.0 45.2 45.2 44.6 6a2 49.5 36.8 7a 8 28.6 37.3 36.7 35.9 63.0 56.7 29.1 80.8 12.1 23.5 23.6 23.3 28.8 16.0 26.6 145 29.0 17.8 32.1 15.4 13.8 22.1 27.1 24.4 24.6 24.5 26.3 5.0 27.0 141 21.9 21.7 22.0 22.3 11.6 14.1 23.5 12.4 30.3 24.6 244 25.2 9.7 48.7 29.0 6.3 36.7 lag 33.2 13.2 11.8 19.3 30.0 30.4 30.2 30.9 15.6 45.4 36.2 7.2 49.5 41.0 Electric 41.3 Overhead trol- ley 41.8 other electric. All other Owned Leased Operated under trackage rights... City and suburban. 26.3 29.2 47.4 6.8 57.6 Cars 66.6 70.0 49.1 las 62.4 63.9 48.6 17.1 15.2 26.8 44.4 16.2 16.0 17.8 16.3 14 8 241 36.8 21 4 Passenger Another Electric locomotives. . . 20.1 33.6 100.0 Track and rolling stock of companies classified as "Elevated and subway" and "Surface." — Asimilarpre- sentation of the statistics relating to track and cars is given in Table 45 for companies classified by kind of system, based upon location of tracks on elevated or in subway structures, or on surface ways, the latter including all companies with surface tracks pre- domiaating. 212 STREET AND ELECTRIC RAILWAYS. Table 45 Number of companies Miles of track Electric Overhead trolley Other electric All other Owned Leased On public thoroughfares On private rights of way Boiling stock: Cars Passenger AU other Electric locomotives TRACK AND KOLUNG STOCK — COMPANIES CLASSIFIED A3 " ELEVATED AND SUBWAY," AND AS ' ' SURFACE." Total. Elevated and subway.' Surface. Per cent of increase.' 1912 1907 1912 1907 1912 1907 Total. Elevated, etc. Surface. 975 41,064.82 40,808.39 38,958.06 1,850.33 256.43 945 31,403.66 34,059.69 32,501.71 1,557.98 343.87 27,480.65 6,922.91 23,431.72 10,971.84 83,641 70,016 13,625 117 7 517. 81 517. 81 44.58 >473. 23 6 420.40 420.40 25.89 2394.61 968 40,547.01 40,290.58 38,913.48 1,377.10 256.43 33,027.01 7,520.00 25,991.93 14,555.08 88,310 70,638 17,672 277 939 33,983.16 33,639.29 32,475.82 1,163.47 343.87 27,189.30 6,793.86 23,130.10 10,853.06 79,188 65,696 13,492 117 3.2 19.4 19.8 19.9 18. S -25.4 21.6 10.5 12.1 34.7 12.4 8.8 31.0 136.8 16.7 23.2 23.2 72.2 20.0 3.1 19.3 19.8 19.8 18.4 25 4 33,416.86 7,647.96 26,272.10 14,792.72 94,016 76, 162 17,854 277 389.85 127. 96 280.17 237.64 5,706 5,524 182 291.35 129.05 301.62 118. 78 4,453 4,320 132 33.8 -0.8 -7.1 100.1 28.1 27.9 37.9 21.5 10.7 12.4 34.1 11.5 7.5, 31.0 136.8 1 Exclusive of the mixed elevated, subway, and surface ' A minus sign (— ) denotes decrease, a Third rail. systems of Boston, Mass., and Philadelphia, Pa., which are included under "Surface." The elevated and subway railways operate in dis- tricts of the highest traffic density, and naturally the items for this small group do not form large percentages of the totals of the several items relating to track except in the case of "Other electric," which refers to track of the third-rail system used on the elevated and subway Hnes. The car equipment of the roads of this group is relatively large, averaging 11 cars per mile of track in 1912 and 10.6 in 1907, compared with 2.2 and 2.3, respectively, for all other lines. OHAPTEE Y. TKAFFIC. Passengers, car mileage, and car-hours. — ^The sta- tistics pertaining to traffic are given in Table 156 (p. 292) for 1912, 1907, and 1902, by geographic divisions and states. The table shows the miles of track oper- ated, the number of passengers carried, the revenue car-ndles, the revenue car-hours, and the average number of revenue passengers carried per milo of track per car-mile and per car-hour. It is impracticable to make comparisons in detail for each company, conse- sequently the statistics wUl be shown for geographic divisions, states, and classified groups of companies. The state totals relating to passengers, car-miles, and car-hours represent the aggregates for the com- panies credited to the respective states, and not the net totals for traffic within the territorial limits of the states, since a number of companies operate track in more than one state. The net trackage within each state is shown in Table 29, but it is not possible so to present the statistics of passengers carried. Car mileage is given for all companies in 1912 and 1907 and for all but 5 companies in 1902, and car- hours for 92.2 per cent of the companies in 1912, 77.7 per cent in 1907, and 47.7 per cent in 1902. On the basis of revenue passengers, the companies reporting car-hours represent 95.1 per cent of the traffic in 1912, 86.3 per cent in 1907, and 45.6 per cent in 1902. The ratios per mileof track are based upon the total trackage operated. The ratios, as a rule, show an increase in density of traffic, the average number of passengers per mile of track being larger in most of the states in 1912 than in 1907 and larger in 1907 than in 1902. The number of passengers per car-mile, in all but a few instances, is also larger. Number of passengers. — ^It is probabie that more interest centers around the number of passengers car- ried than around any other feature of the railway service. While the increases in capital, miles of track, rolling stock, etc., show the development of the indus- try, no other fact is so impressive as the great number of pepple carried annually on the street and electric railways and the constant increase in passenger traffic. The total number of passengers in 1912 aggregated 12,135,341,716, as compared with 9,533,080,766 in 1907 and 5,836,615,296 in 1902, the increase being 2,602,260,950, or 27.3 per cent, and 3,696,465,470, or 63.3 per cent, respectively, or 107.9 per cent for the decade. The statistics for 1907 and 1912 include free passengers. This class was not reported separately in 1902 and, if included in that year, probably was reported xmder the heading "Transfer passengers." The number of revenue passengers is the basis used for all deductions relating to passengers, since trans- fer passengers, as a rule, represent a duplication and the number of free passengers has little significance in this coimection. Although transfer passengers in some cases pay an additional charge for transfers, the returns do not permit the segregation of passengers paying such extra charge, and in some cases passen- gers riding on transfer tickets for which an extra charge is made are reported as fare passengers. Table 46 shows the per cent distribution and the per cent increase for revenue passengers, passenger-car mileage, and express, mail, and freight-car mileage, and Table 47 gives the per cent distribution by class of passen- gers and by geographic divisions for 1912, 1907, and 1902, the proportions being based on the data shown in Table 156. Table 46 TBAITIC STATISTICS— PERCENTAGES (BASED ON TABLE 166). DIVISION-. Per cent distribution. Per cent of increase.' 1912 1907 1902 1902- 1912 1907- 1912 1902- 1907 Revenue Passengers. United States 100.0 100.0 100.0 99.9 28.3 55.9 GeograpWo divisions: New England 11.0 36.8 22.6 8.2 6.5 2.8 2.8 1.6 7.6 100.0 11.8 38.2 21.6 8.3 6.6 3.0 2.6 1.5 6.6 100.0 13.5 41.4 20.8 7.4 6.2 2.5 1.9 1.3 6.1 100.0 63.6 77.8 117.8 123.2 107.6 128.1 193.5 149.1 198.3 68.4 20.1 23.8 34.3 27.9 26.4 21.7 40.0 36.1 48.2 19.1 36.2 Middle Atlantic 43 7 Bast North Central West North Central 62.2 74.6 64.2 East South Central West South Central Mouni^ain 87.4 109.6 83.0 Pacific 101.2 EEVENtJE Cae Mileage. Passenger. United States 41.4 Geographic divisions; 10.0 34.9 24.6 8.0 6.6 3.0 3.2 1.6 8.2 100.0 10.9 35.7 24.8 8.0 6.6 3.1 2.9 1.4 6.6 -100.0 12.8 36.9 24.4 8.2 7.1 2.9 2.8 1.2 4.8 100.0 31.8 63.7 69.2 64.3 54.9 76.5 100.4 116.4 186.4 46.9 8.8 16.6 17.5 19.0 17.2 18.3 34.4 30.1 48.4 6.5 21.3 Middle Atlantic 40.3 East North Central West North Central South Atlantic 44.0 38.0 32.2 East South Central West South Central 49.2 49.1 66.3 Pacific 93 Express, mail, and freight. . United States 39 3 Geographic divisions: 8.1 13.2 35.3 6.3 4.6 1.7 1.5 0.7 28.7 10.1 18.3 32.3 3.4 2.6 2.0 1.9 1.2 28.1 9.8 72.4 8.7 2.6 3.8 0.6 0.2 0.2 1.8 21.2 —73.2 493.2 282.8 74.5 327.0 884.6 608.4 2,182.6 —15.2 —24.1 15.1 96.3 84.1 —13.6 —19.5 —35.9 7.7 43.0 Middle Atlantic 64 7 East North Central West North Central South Atlantic 416.1 96.0 — 6 2 East South Central West South Central 393.7 1,122.6 849.1 2,020.1 Pacific ' A minus sign (— ) denotes decrease. (213) 214 STREET AND ELECTRIC RAILWAYS. Table 47 REVENUE, TEANSFEE, AND FEEE PASSENGEES— PEE CENT DISTEIBUTION (BASED ON TABLE 156). DIVISION. Revenue. Transfer. Eree. 1912 1907 1902 1912 1907 1902 1912 1907 1902 United States 78.7 78.1 81.8 20.0 20.9 18.2 1.4 1.0 76.2 85.2 72.7 74.0 77.9 78.6 81.9 83.2 76.3 77.1 80.8 75.1 74.2 78.4 78.8 86.4 81.2 76.3 79.8 84.7 79.6 76.6 79.1 87.9 92,0 83.4 78.8 22.6 14.0 25.5 24.9 20.6 19.3 16.2 15.0 21.3 22.4 18.4 23.8 24.8 20.1 19.0 12.1 17.1 23.3 20.2 15.3 20.5 23.4 20.9 12.1 8.0 16.6 21.2 1.2 0.8 1.8 1.1 1.4 2.1 1.9 1.8 2.4 0.5 0.8 1.1 1.0 1.6 2.2 1.6 1.6 1.4 Middle Atlantic East Nortli Central ... - "West North Central.... South Atlantic East South Central West South Central.... Pacific. Table 48 shows the "per cent ratio" (ratio ex- pressed as percentage) which the number of transfer and free passengers (combined) bears to the number of revenue passengers in each division and state for 1912 and 1907: Table 48 DIVISION AND STATE. PEE CENT EATIO OF TEANSFEE AND FEEE PASSENGEKS TO REVENUE PASSENGEBS (BASED ON TABLE 166). DIVISION AND STATE. pee cent EATIO OF TEANSFEE AND FEEE PASSENGEES TO EEVENUE PASSENGEES (BASED ON TABLE 156). 1912 1907 1912 ■1907 t,7. United States. . 27.1 28.1 South Atlantic: 21.4 39.2 34.9 24.6 6.4 20.1 20.7 19.6 26.0 27.7 33.0 19.8 18.1 11.3 24.4 15.2 22.8 13.5 24.1 9.4 4.6 10.3 1.0 22.6 38.8 31.3 17.4 37.5 35.1 28.3 27.3 22.1 20.2 31.1 29.7 23.7 33.1 34.8 27.6 26.9 15.8 23.1 32.9 New England Middle Atlantic . Dist. of Columbia. 42.5 14 6 East North Central West North Central South Atlantic West Virgtaia North Carolina South Carolina 4.4 12.6 16.5 20 3 Florida 17 6 East South Centeal: 25.6 34.6 20.6 13.0 12.6 7.7 38.1 16.3 20.4 16.3 26.9 10.4 28.8 22.2 49.6 29.4 30.7 33.5 17.2 43.2 7.6 5.5 28.1 16.3 10.7 9.6 5.0 36.3 14.4 19.3 28.1 28.3 14.5 26.6 22.9 41.2 29.4 28.8 28.9 19.8 42.3 12.5 ""■25."2 17.9 Maine Mississippi West South Centeal: Arkansas 13 6 New Hampshire. . . Vermont . 22 11.3 Rhode Island. . OklalLoma... . 16 7 19.0 Middle Atlantic: MOTTOTAfN: 16.4 New Jersey Penasyl vania East Noeth Centeal: Colorado 27 6 New Mexico 44.3 8 3 13.6 Indiana Wyoming . . Illinois Nevada 6.6 Michigan Utah. 18.4 29.2 33.4 31.2 25 2 Pacific: Washington West Noeth Centeal: 28.9 29.3 34.7 North Dakota South Dakota Tra,nsa.n 25 for SI Cleburne 11 for 60 cents... 2.6 ... -do... Corpus Christi 2.5 2.5 2.6 Parkersburg , . 6 for 25 Cents 23 2.6 Dallas 2.5 2.6 2.6 2.6 Wheeling do El Paso 61 do 2.5 Fort Worth 22 for SI Asheville Galveston 2.6 2.6 2.6 2.5 Charlotte Greenville Fayetteville 6 for 25 cents ^ Houston 2.5 do 2.6 2.5 2.5 3.12 Laredo 24 for $1 Marshall 2.5 Paris 6 for 25 cents WihuingtOQ. do San Angelo 2.5 2.5 3.33 2.5 2.6 2.5 3.75 2.5 Winston-Salem do 3.12 San Antonio 2.6 South Carolina' 22 for $1. Waxahachie Wichita Falls 25 for $1 Greenville («) Moiwtain. Montana: Great Falls Spartanburg 2.84 Georgia: Gainftsvillfl 24 for $185 , Rome Savannah 21 for $1 i's" 2.5 Valdosta Florida: Jacksonville Key West 25 for SI » 2.5 2.5 Missoula Idaho: Boise Caldwell 11 for 50 cents... do St. Augustine Tampa 6 for 25 cents 2.'5" Nampa Wyoming: Cheyenne..... do 25 for $1 East South Central. 25 for $1 do 6 for 25 cents Colorado: Boulder 24 for SI 2.5 2.5 2.5 2.6 Kentucky: Ashland Catlettsburg Frankfort Denver Durango FortColUns Grand Junction 6for25oentsII!! Louisville Maysville Owensboro Paducah 25 for SIM 6 for 25 cents.... 2.5" 2.'5 ■ 2.'5" Greeley Manitou Pueblo New Mexico: Albuquerque 21 for $1 40forSlM 22 for SI 6 for 25 cents 2.78 i's" Tennessee: Bristol 6 for 25 cents'".. Arizona: Douglas Phoenix 20 for 90 cents... 2.6 i"" Clarksville Jackson Knoxville 24 for SI 6for 25 cents 2.'5" 2."5" Utah: Brigham Logan 8 for 25 cents 6for25 cents do-"-.. i'e" Nashville 50 for $2 Salt Lake City "...!;! do 50forS2 z"" TRAFFIC. 221 STREET AND ELECTRIC RAILWAYS— RATES OF FARE WITHIN CITY LIMITS, BY GEOGRAPHIC DIVISIONS AND STATES— Continued. [See notes at the end of this table.] Table 67-Cont(I. KATES QTHEK TEAN 5 CENTS. DIVISION, STATE, AND CITY. BATES OTHER THAN 5 CENTS. DIVISION, STATE, AND CITY. Tickets— Number for amount indicated. Children — EatBoffare. School tickets — Eateotfare. Working- men's tickets— Eateoftare. Tickets— Number for amount indicated. Children— Bate of fare. School tickets— Bate of fare. Working- men's tickets- Bate of fare. Pacific. Washington: Bellingham 6 for 26 cents 'K . Cents. Cents. 2.5 Cents. Pacific— Continued. California: Bakersfield 110 for $5 Cents. Cents. 2.5 2.5 2.6 2.6 2.6 Cents. Cheihalis 50forS2 Everett 67 2.5 2.5 3.03 2.5 Exeter M North Yakima 6 for 25 cents".. Fresno . . Olympia 24 for $1 Los Anseles ™ Seattle 6 for 25 cents ».. Spokane 22 for $1 22 for $1 2.5 2.5 2.5 2.6 2.6 2.5 Tacoma" do 2.6 Vancouver 50 for SI San Francisco Oregon: 60 for $2.25 Albany Eugene do Stockton 23 for $1 North Portland 50 for $2 Portland" 3.33 Salem 50 for $2.26... • And in cities and towns served by Brunswick & Yarmouth Street Bailway, except that in Brunswick school tickets are 2 cents. ' And in cities and towns served by Lewiston, Augusta & Waterville Street Bailway, except that in Brunswick and Topsham school tickets are 2 cents. ' Six-cent cash fare in winter. • One hundred tickets (family), $4; lOO tickets (limited), $2.50. ' Cash fare, 6 cents; excursion summer tickets, 8 for 40 cents. • Twenty tickets for 75 cents, or 6 tickets for 25 cents. ' Cash fare, 6 cents; tickets sold on basis of 5 per cent reduction. ' Cash fare, 6 cents. > Cash fare, 6 cents; round-trip ticket, 10 cents. >• And for any city or town served by Bay State Street Eailway Co. " Mail carriers' tickets, 2i cents. " And in all cities served by Berkshire Street Eailway. i» And in all cities served by Worcester Consolidated Street Eailway Co. " Workingmen's tickets good between various points of the system sold at differ- ent rates— 30 for Jl, 24 for 90 cents, 20 for 76 cents, 12 for 60 cents, 20 for 60 cents, and 6 for 25 cents. « Fifty-two tickets (40 days), $2.08. '• For pupils attending schools at which tuition is charged in all cities served by the Connecticut Co. " Brooklyn Bridge line, local railroad, 3 cents and 2^ cents. M And in all cities served by Hoosick Falls Eailroad Co. " Mail carriers' tickets, 4i cents. » Joint rate over lines of two companies, 8 cents. n Fifty tickets for $2. " And all other cities served by New York & Stamford Eailway Co. n Twenty-flve tickets for $1. " And all cities served by Public Service Eailway Co. «i Fifty-two tickets for $2. " Thirty-three tickets for $1, good in city of McKeesport only. " One hundred tickets for $4 (30 days). *8 For 3 cents additional to 6-cent fare transfer tickets are issued. » Sixty tickets for $2. » Cash fare, 3 cents on tracks of the Cincinnati, Newport & Covington Eailway Co. in Cincinnati. Referring to the rates of fare for children, pupils, and workingnaen: A 2.5-cent rate indicates, as a rule, the sale of 10 tickets for 25 cents, though in some cases it is necessary to buy 20 tickets for 50 cents or 40 tickets for $1. In Beloit, Wis., 50 school tickets are sold for $1, making a 2-cent school fare. The 2.08-cent rate indicates the sale of 12 tickets for 25 cents; the 2.78-cent rate, 9 tickets for 25 cents; the 2.86-cent rate, 35 tickets for $1; the 3-cent rate, a cash fare, or in some cases 40 tickets for $1.20 "■ Twenty tickets for 60 cents on one road; 26 tickets for 50 cents on another road. M Thirty tickets for $1. M Thirty-three tickets for $1. !• Fifty-four tickets for $2. ^ Mail carriers' tickets, 3^ cents. s« One hundred tickets for $4. >' One hundred tickets (60 days) for $4; 100 tickets (30 days) for $3. S8 City employees' tickets, 4 cents. 39 One hundred and fifty tickets, $5. "> Mail carriers' tickets, 31 cents; paper carriers' tickets, 2i cents. " On certain lines, 8 tickets for 25 cents. « Under 12 years, tree. " One hiindred tickets for $4.25. « Ten tickets for 45 cents. « Fifty tickets for $1.60. « With return coupon. " And for all cities served by Newport News & Old Point Eailwiy & Electric Co. « Tickets in books of 20 tickets sold for 90 cents when as many as 100 books are purchased by one person or firm. " Two hundred and fifty tickets for $9. Ki One hundred tickets for S3. " Five hundred ticket? for $20. " One hundred tickets for $4.26. M Employees' families, 60 tickets for $1. " Bate of fare for clergy, 2i cents. » To residents. " Company employees, 60 tickets for $1.25. " Post-office employees, 4 cents. " Police tickets, 1 cent; city employees, 3 cents; mail carriers, 31 cents; coupon, 2J cents. 6' And for all cities served by Visalia Electric Eailroad Co. " And for all cities served by Pacific Electric Eailway Co. •1 Two hundred tickets for $7.50. " And for all cities served by Peninsular Eailway Co. and San Jose Eailroad. M Mail carriers' tickets, 2 cents; employees' families, 100-ride tickets, $2.60. and in other cases 100 tickets for $3; the 3.03-cent rate, 30 tickets for $1; the 3.12rcent rate, 8 tickets for 25 cents in some cases and 16 tickets for 50 cents in others; the 3.33-cent rate, 15 tickets for 50 cents and 30 tickets for $1; the 3.57-cent rate, 7 tick- ets for 25 cents; the 4-cent rate, 25 tickets for $1; and the 4.17-cent rate, 6 tickets for 25 cents. In Plattsburg, N. Y., workingmen's tickets good for two 5-cent fares, one being outside of the city, are sold 10 for 50 cents. 222 STREET AND ELECTRIC RAILWAYS. Freight, mail, and express iusiness. — Table 58 gives the comparative statistics for freight, mail, and ex- press business, by geographic divisions, for 1912, 1907, and 1902, and shows the growth in income therefrom and in number of companies engaged in the respec- tive hnes of business. Table 58 TEAFFIC STATISTICS— 1912, FREIGHT, MAIL, 1907, AND 1902. AND express: TRAFFIC STATISTICS— FREIGHT, MAIL, AND EXPRESS: 1912, 1907, AND 1902. Num- ber Of Freight. Mail. Baggage, ex- press, and milk. Num- ber of Freight. Mail. Baggage, ex- press, and milk. DIVISION.l Cen- sus. pa- nics re- port- ing finan- cial data. Num- ber of Num- ber of Num- ber of DIVISION. Cen- sus. pa- nics re- port- ing finan- cial data. Num- ber of Num- ber of Num- ber of com- pa- nies re. port- ing. Income. com- pa- nies re- port- ing. Income. com- nies re- port- ing. Income. com- pa- nies re- port- ing. Income. com- pa- nies re- port- ing. Income. com- pa- nies re- port- ing. Income. United States.. 1912 1907 1902 1912 1907 1902 975 939 799 406 342 195 $10,165,616 5,231,216 1,038,097 371 385 286 $723,640 646,576 432,080 381 229 117 $3,687,947 1,560,802 401,672 South Atlantic... East South Cen- tral. 1912 1907 1902 1912 1907 1902 107 100 76 46 40 34 41 41 33 14 17 6 $519,795 210,613 74,735 171,760 154,110 38,233 37 45 24 14 17 8 $60,310 69,924 46,999 16,749 13,635 8,419 33 15 4 7 3 2 $189,703 76,333 13,187 New England.... 91 118 137 43 39 29 826,646 286,385 178,276 59 75 72 105,118 103,368 69,460 38 36 27 404,179 261,332 32,633 102,861 1,115 6,524 Middle Atlantic. 1912 1907 1902 246 247 219 102 82 60 1,407,074 781,690 238,261 93 95 73 168,163 185,866 131,276 100 67 38 707,422 519,009 92,786 West South Central. 1912 1907 1902 79 50 32 11 5 2 43,507 14,191 3,026 12 11 3 6,816 5,586 2,237 11 4 1 24,735 8,149 719 East Nortli Cen- tral. 1912 1907 1902 222 220 177 114 100 65 3,492,643 2,131,237 301,692 90 93 61 172,862 141,888 91,662 121 69 32 1,769,893 644,870 239,526 Mountain 1912 1907 1902 40 28 18 16 8 i 126,632 128,232 50,544 8 2 5 4,951 2,722 3,165 12 2 1 50,883 1,503 34 West North 1912 1907 1902 85 73 68 31 20 8 727,275 229,821 24,927 31 22 22 126,797 91,563 63,969 31 18 6 131,229 34,485 13,624 Pacific 1912 1907 1902 60 63 49 34 30 11 2,860,384 1,294,936 128,413 27 26 18 63,874 42,123 24,903 28 15 6 317,052 114,006 3,739 Central. ' See page 25 (Central Electric Light and Power Stations) for states composing the several geographic divisions. Two of the operating companies reporting in 1912, namely, the St. Louis and BelleviUe Electric Railway Co. of IlHnois and the Bluff City Railway Co. of Missis- sippi, were engaged exclusively in freight traffic, and one, the first named, in 1907. Other exclusively electric freight roads not included in the general tabulation are the Chicago Tunnel Co. of Chicago and the Bingham Central Railway Co. of Utah. CHAPTEE YI. CAPITALIZATION. Basis of statistics. — The capitalization of street and electric raUway companies consists of their capital stock and funded debt. The capital stock of many companies is divided iato two classes of secm-ities, com- mon stock and preferred stock, which, as a rule, differ from each other only in the preference given the latter with respect to dividends and with respect to the dis- tribution of assets in case of liquidation, when the pre- ferred shares frequently have to be paid in full before the holders of the common shares receive any benefit of the distribution. The capital represented by funded debt takes a variety of forms, and the dividing liae between funded debt and floating debt is not clearly defined. Funded debt is generally indebtedness evi- denced by obligations issued in a group by a corpora- tion, bearing a fixed rate of interest, and usually se- cured by a mortgage on property of the company. It may include mortgage bonds secured by a lien on the road and its franchises, income bonds which are a lien on revenue only, and miscellaneous obligations, such as collateral trust bonds, which comprise liens on specified property distinct from the road and its franchises. The term " debentures," sometimes used, has no fixed meaning. It is generally used, however, with reference to corporate obligations bearing a fixed rate of interest which are not secured by mortgage. There are other classes of securities, notably receivers' certificates, which partake of the nature of funded indebtedness, as they take precedence over funded and so-called ctu-rent lia- bilities, but as these are necessarily short lived and are soon paid or funded, they are not treated as part of the funded debt. Ownership. — With the exception of the municipal railway of Monroe, La., and a few railways owned by individuals, all of the street and electric railways are operated under corporate ownership. The munici- pal railway of San Francisco was not completed until just before the close of 1912, and therefore was not in- cluded in the report. Neither do the statistics include data for one road at Bismarck owned and operated by the state of North Dakota in connection with the state capitol, and not included in the industry. The invest- ments by owners other than incorporated companies, with a few exceptions, have been included in the total for common stock. Capitalization. — Table 157 (p. 299) presents the sta- tistics of track and capitalization, stock and funded debt, dividends, floating debt and mortgages, and net capitalization per mUe of track, by geographic divisions and states, for 1912, 1907, and 1902. These statistics are stunmarized in Table 59. STREET AND ELECTRIC RAILWAYS— CAPITALIZATION: 1912, 1907, AND 1902. Xable 59 1912 1907 1902 PEE CENT OF INCEEASE.I 1902- 1912 1907- 1912 1902- 1907 1,265 970 286 1,230 939 291 980 811 169 28.1 19.6 68.8 2.0 3.3 -2.1 25.5 15.8 72.2 All Companies. $4,708,668,141 2,379,346,313 1,970,385,003 408,961,310 2,329,221,828 302, 259, 042 70,992,218 113,259,470 $3,774,772,096 2,097,708,856 1, 776, 920, 076 320, 788, 780 1,677,063,240 282, 986, 902 54,486,274 81,771,266 $2,308,282,099 1,315,572,960 1,187,642,781 127,930,179 992.709,139 33,039,171 46, 462, 470 104.0 80.9 65.9 219.7 134.6 114.9 143.8 24.7 13.4 10.9 27.5 38.9 6.8 30.3 38.6 63.5 Canital stock 59.5 49.6 160.8 68.9 64.9 76 OPERATING COMPANIES. 3,966,718,023 1,957,300,149 1,606,071,639 351, 228, 610 1,999,417,874 285,503,649 51,650,117 98,025,338 751,850,118 422,046,164 364,313,464 57,732,700 329,803,954 16,755,393 19,342,101 15,234,132 2,811,876,374 1,543,269,002 1,270,690,322 272,678,680 1,268,607,372 225,210,178 26,454,732 63,740,744 962,895,722 554,439,854 606,329,754 48, 110, 100 408,455,868 57,776,724 28,030,542 18,030,622 1,775,468,781 982,969,070 893,735,791 89,233,279 792,499,711 16,882,110 38,085,911 532,813,318 332,603,890 293,908,990 38,696,900 200,209,428 A 17,157,061 8,376,559 122.9 99.1 79.7 293.6 153.2 225.2 157.4 41.1 26.9 24.0 49.2 64.7 12.7 81.9 40.7 26.8 26.4 28.8 67.6 26.8 95.2 63.8 -21.9 -23.9 -28.0 20.0 -19.3 -71.0 -31.0 -15.5 68 4 67.0 42 2 205.6 FnTidfid debt 60 1 66 6 67 4 LESSOR COMPANIES. 80 7 66 7 104.0 115.2 ' A minus sign (— ) denotes decrease. ^ Exclusive of 5 companies in 1912, 6 in 1907, and 7 in 1902, not represented ty capitalization. s Figures not available. (223) 224 STREET AND ELECTRIC RAILWAYS. This table also includes, for 1912 and 1907, floating debt and mortgages, because the interest reported for 1912 covered all interest without distinguishing the class of security. The amount of floating debt and mortgages was not reported separately at the census of 1902. The capitalization statistics apply to aU but 5 of the 1,260 companies in 1912. In 1907, 6 of the 1,236 companies, and in 1902, 7 of the 987 companies, failed to report capitalization. The total amounts reported as the par value of common stock for each census include the cash investments of certain munici- palities and individuals, but these investments are of such minor importance that the totals are not materi- ally affected thereby. The amount shown as interest on funded debt, floating debt, and mortgages is the amount charged as the deduction from income, and therefore does not represent the fuU interest charges, as some companies engaged in construction work charged part of the interest to construction account. The increase in capitalization is but one of the many factors which should be considered as an indication of the increase in railway construction. The par value of the outstanding capital stock and bonds reported for 1912 shows an increase of $933,796,045, or 24.7 per cent, over the total for 1907, while the track mileage represented by capitaliza- tion increased by 6,605.86 miles (from 33,833.54 in 1907 to 40, 439.40 in 1912), or 19.5 per cent. The increase in capitalization reported for 1907 over that for 1902 was $1,466,489,997, or 63.5 per cent, and in track mileage owned, 11,597.15 miles, or 51.5 percent. Of these two factors, the increase in miles of track furnishes the more satisfactory indication of the extent of the actual in- crease in electric railway development. Comparable with the increase in capitalization (24.7 per cent and 63.5 per cent, respectively, for the two 5-year periods) is the increase in revenue passenger traffic for the same periods, 28.3 per cent and 55.9 per cent, respec- tively, and the increase in gross income, 36.3 per cent and 71.6 per cent, respectively. Table 60 shows the per cent distribution of the cap- italization in 1912 and 1907, for all companies and for operating and lessor companies, according to class of securities and according to class of companies. Common stock formed the largest proportion of the total outstanding capitalization at each of the two prior censuses, but the proportion decreased steadily tmtil in 1912 it formed but 41.8 per cent of the total, while the funded debt increased until it formed 49.4 per cent in that year. Preferred stock, while forming but a small fraction of the total capitalization, increased from 5.6 per cent in 1902 to 8.8 per cent in 1912. Table 60 Census. CAPITALIZATION (PEBCENTAQES BASED ON TABLE 59). Per cent distribution. Per cent of total. Total. Operat- ing com- panies. Lessor com- panies. Operat- ing com- panies. Lessor com- panies. Capitalization 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 84.0 74.5 76.9 16.0 25. 5 23.1 Capital stock Common Preferred Funded debt 50.6 65.6 56.9 41.8 47.1 51.3 8.8 8.5 5.6 49.4 44.4 43.1 49.5 54.9 55.4 40.6 45.2 50.4 8.9 9.7 5.0 50.5 45.1 44.6 56.1 57.6 62.4 48.4 52.6 54.9 7.7 5.0 7.5 43.9 42.4 37.6 82.3 73.6 74.7 81.5 73.2 75.3 85.9 85.0 69.8 85.8 75.6 79.8 17.7 26.4 25.3 18.6 26.8 24.7 14.1 15.0 30.2 14.2 24.4 20.2 The foregoing does not take into account the capital invested in the form of real-estate mortgages and floating debt, which are generally grouped under cur- rent liabilities. The liabilities reported as floating debt and real-estate mortgages represent to a large degree funds used for carrying on the business of the companies, as well as the subscribed capital and bonds, and in a broad sense they constitute invested capital on which profits are realized in the form of interest; in fact, in many cases, funds for betterments and equipment are secured on short-term notes and car- ried as floating debt. These liabilities were not called for separately in the schedule for 1902, but in 1907 they amounted to $282,986,902 and in 1912 to $302,259,042. If these are included imder "Capitali- zation," on the assumption that they are used for construction and equipment purposes or for oper- ating capital, there is obtained a gross capitalization of $5,010,827,183 for 1912 and $4,057,758,998 for 1907, of which amounts floating debt and real-estate mortgages formed 6 per cent in 1912 and 7 per cent in 1907. In order, however, to arrive at the net capitaliza- tion per mile of track, it is necessary to deduct the amount of stock and bonds of other electric railway companies and the stock and bonds held as treasury securities by the reporting companies. Furthermore, it is necessary to deduct the amount of investments in other securities and nonrailway properties to de- termine the net capitalization, inclusive of floating debt and real-estate mortgages, based on street and electric railways exclusively. Table 61 shows the gross and net capitalization resulting from this arrangement of accounts and the net capitalization based upon street and electric rail- ways exclusively. CAPITALIZATION. 225 Table 61 CAPITALIZATION, DTCLDDnrO PLOATINQ DEBT AND EEAL-ESIATE MORTGAGES. 1912 1907 Per cent of in- crease.' Capital stock $2,379,346,313 1,970,385,003 408,961,310 2,329,221,828 302,259,042 $2,097,708,856 1,776,920,076 320,788,780 1,677,063,240 282,986,902 13 4 Common Preferred 27 5 Funded debt Floating debt and real-estate mortgages. 6.7 Total 5,010,827,183 360,105,164 4,057,768,998 237,896,093 23 5 Stocks and bonds of other electric rail- way companies and treasury securities 51.4 Net capitalization 4,650,722,019 105,145,250 3,819,862,905 136,768,104 21 8 Investments in other securities and nomailway properties Net capitahzation based on street and electric railways: Inclusive of floating debt and real- 4,545,576,769 112,405 4,243,317,727 104,930 3,683,094,801 107,942 3,400,107,899 100,495 Exclusive of floating debt and real- Pftrmiipof track 4 4 » A minus sign (— ) denotes decrease. The capitalization per mile of track is ascertained by dividing the net capitalization by the single-track mileage owned by the companies. The averages of $104,930 in 1912 and $100,495 in 1907 are comparable with $96,287 in 1902. The net capitalization per mile of track for the several divisions and states is given in Table 157 (p. 299) for 1912, 1907, and 1902. These data are summarized in Table 62. Table 63 NET CAPITALIZATION PEE MttE OP TRACK. DIVISION. 1912 1907 1902 Per cent of in- crease: 1 1902- 1912 United States S104,930 $100,495 $96,287 61, 577 134. 702 87, 102 97,807 125,409 92,051 93,272 77,514 145,428 64,724 140,724 87,292 102, 948 112, 013 93, 925 100,083 76,358 102, 272 45,441 143,284 85, 122 106, 125 114, 289 70,742 67,405 58,406 82,761 MiriHiB AtlanKp 6 East North Central 2 3 West North Central Pouth Atla"tio, ...',' 9 7 East South Central MnnntaiTi 32 7 Pacific 'A minus sign (— ) denotes decrease. The average net capitalization per mile of track in the several geographic divisions shows a considerable variation during the five years 1907 to 1912. The West South Central division shows a decrease from $100,083 per mile to $93,272, or 6.8 per cent, while the capitalization in the Pacific division increased from $102,272 per mile in 1907 to $145,428 m 1912, or 42.2 per cent. As stated more fully in a later chapter, these averages are affected by varying proportions of expensive line construction and the inclusion to a greater or less extent of power plants, etc. As before stated, capitalization is confined to the securities representing continuing or permanent in- vestments — to capital stock and funded debt or bonds — the securities that represent the basic fund for 58795°— 15 15 the conduct of the business and on which its profits or dividends are calculated. Undoubtedly a part of the current habihties of many street and electric railways should be considered as capitalization, but it is im- possible to determine to what extent, and on account of the uncertainty existing in the current liabiHty accounts and their unstable nature they are not in- cluded in capitahzation statistics except as specially noted. Table 63 is a summary of the statistics for capital stock, funded debt, and current Habilities for the three census years. Table 63 CAPITALIZATION AND CURRENT LIABILITIES. 1912 1907 1902 Per cent of increase. 1902- 1912 1907- 1912 1902- 1907 Total $5,316,258,541 $4,263,243,100 $2,560,427,534 107.6 24.7 66.5 Capitalization Capital stock Funded debt Current liabilities. . Floatingdebt and real-estate mortgages 4,708,568,141 2,379,346,313 2,329,221,828 606,690,400 302,259,042 296,161,797 6,097,245 304,431,358 88.6 5.7 6.7 3,774,772,096 2,097,708,856 1,677,063,240 488,471,004 282,986,902 278,927,097 4,059,805 205,484,102 88.5 6.7 4.8 2,308,282,099 1,315,572,960 992,709,139 252,145,435 104.0 80.9 134.6 140.6 24.7 13.4 38.9 24.2 6.8 6.2 50.2 48.2 63.5 59.5 68.9 93.7 Floating debt Eeal-estatc m r t - gages Other current UabiUties Percent of total: Capitalization Floating debt and real -estate mortgages other current 90.2 I 9.8 JLiabiUties 1 Figures not available. The slight variation in the proportion which current Habilities form of the total capitalization is note- worthy. The total of fioating debt, real-estate mort- gages, and other current Habilities formed only 9.8 per cent of the aggregate capitahzation in 1902, 11.5 per cent in 1907, and 11.4 per cent in 1912. The funded debt has constantly increased until in 1912 it very nearly equaled the total amount of capital stock outstanding. Capitalization and cost of construction. — In making their returns for the balance-sheet inquiry on the schedule, the majority of the companies inserted an amount for the cost of construction, equipment, and real estate that practically equaled the par value of their outstanding stock and bonds. There were, of course, many exceptions to this rule, due largely to the practice followed by some companies of rein- vesting surplus earnings in plant and equipment without a corresponding increase in capitahzation. Table 64 compares the net capitahzation reported by both operating and lessor companies with the cost of construction, equipment, and real estate, for 1912, 1907, and 1902. 226 STREET AND ELECTRIC RAILWAYS. Table 64 NKT CAPITALIZATION AND COST OF CONSTRUCTION, EQUIPMENT, AND HEAL ESTATE. 1912 1907 1902 Per cent of increase. 1902- 1912 1907- 1912 1902- 1907 Cost of construc- tion, equipment, and real estate. . . Net capitaliza- tion. . $4,596,563,292 4,243,317,727 353,245,665 92.6 7.6 $3,537,668,708 3,400,107,899 237,660,809 93.5 6.5 32,167,634,077 2,117,619,302 50,014,776 97.7 2.3 112.0 100.4 29.9 24.8 63.2 60 6 Balance Per cent of cost of construction : Net capitaliza- Balance Holding companies. — In addition to the companies for which capital statistics have been presented, there are a large number of holding oi^anizations, including both incorporated companies and unincorporated associations, oi^anized to control the financial poli- cies and management of operating and lessor com- panies. These companies have capital stock, or par- ticipating shares, and funded securities based upon the securities of the operating companies controlled by them. They may be divided into two classes: (a) incorporated companies duly organized as holding corporations; and (h) collateral trusts or voluntary associations managed by boards of trustees and having participating shares, generally both common and pre- ferred, which are handled on the stock exchange on the same basis as the stock of incorporated companies. These shares in some cases have no stated par value, but in case of Uquidation the preferred shares are generally rated at $100, and for statistical purposes, in connection with the statistics of incorporated companies, the shares of these associations have an assigned par value of $100. There were 61 holding companies or organizations in 1912 identified largely with the street and electric rail- way industry. Table 65 shows the capital stock and funded debt of the two classes of companies. Table 65 Total Incorporated companies. - .* Collateral trusts or voluntary associations Per cent of total: Incorporated companies Collateral trusts or voluntary associations. HOLDING COMPANIES— CAPITALIZATION: 1912. Number of com- panies. 61 83.6 16.4 Total capi- talization. $1,122,031,503 969,921,320 162, 110, 183 85.5 14.5 Capital stock. Total. $711,217,744 689,617,361 121,600,383 82.9 17.1 Common. $473,013,868 415,615,853 57,398,005 87.9 12.1 Preferred. $238,203,886 174,001,508 64,202,378 73.0 27.0 Funded debt. $410,813,759 370,303,959 40,509,800 90.1 The collateral trusts or voluntary associations are the Chicago City & Coimecting Railways of Illinois, and nine Massachusetts associations, namely, Boston Suburban Electric Cos., Boston & Worcester Electric Cos., Massachusetts Electric Cos., Massachusetts Northern Railways, New England Investment & Se- curities Co., New Hampshire Electric Railways, South- eastern Electric Cos., Springfield Railway Cos., and the Worcester Railways & Investment Co. Table 66 shows the statistics of capitalization and the dividends and interest paid, for the holding com- panies in 1912 and 1907. It is to be noted that the capitalization is based in part upon properties other than electric railways, and that in many cases the apportionment of investments between electric railway properties and nonrailway properties is a matter of estimate. The assets, as reported in 1912, include stocks and bonds and other permanent investments to the amount of $1,028,- 853,667, of which sum $764,475,457, or 74.3 per cent, represents, in the main, electric railways. The income of the holding companies comes chiefly' from dividends and interest on the securities of the controlled companies. A comparison of the divi- dends with the total par value of stock outstanding is misleading, since not all stock pays dividends. Table 66 Number of companies Capitalization Capital stock Common Preferred Fimded debt Floating debt Dividends Interest Total assets Stoclcs and bonds of electric rail- . way companies Stocks and bonds of companies other than electric railways Treasury securities stocks Bonds Other permanent investments All other assets HOLDING COMPANIES. 61 $1,122,031,503 711,217,744 473,013,858 238, 203, 886 410,813,759 34,796,043 16,697,073 13,839,644 1,234,805,590 764,475,457 196,427,753 22,089,133 3, 582, 163 18,506,970 67,950,457 183,862,790 1907 70 $964,695,373 663,361,168 484,241,086 179,120,072 291,334,215 m 11,353,657 11,616,034 1,048,407,343 2 763,858,954 10,600,200 183,183,377 90,764,812 Per cent ofin- crease.' -12.9 17.5 7.2 -2.3 33.0 41.0 47.1 19.1 17.8 25.8 108.4 -62.9 102.6 1 A minus sign (— ) denotes decrease. ' Figures not available. 3 Beported as stocks and bonds of other electric railway and light companies. Table 67 analyzes the securities of holding com- panies with respect to dividends for 1912 and 1907. CAPITALIZATION. 227 Xable 67 HOLDINQ COMPANIES- ANALYSIS OF DIVIDENDS. 1912 1907 Capital Stock. Number of companies reporting. . . 61 42 68.9 $293,806,930 41.3 $16,697,073 5.7 61 27 44.3 $174,022,225 $11,067,249 6.4 36 25 69.4 $119, 784, 705 50.3 $5,629,824 4.7 70 Number oJ companies declaring dividends 32 Per cent of total Amount on wbioh dividends were declared $285,629,301 43 1 Per cent of total capital stock Amount of dividends $11,353,657 4 Average rate (per cent) COMMON STOCK. Number of companies reporting Number of companies declaring dividends 16 Per cent of total Amount on which dividends were declared $156,882,450 §2.4 Per cent of total common stock Amount of dividends 86,187,389 Average rate (per cent) PEEFEKBED STOCK. Number of companies declaring dividends 25 Per cent of total 65.8 Amount on which dividends were declared $128,746,851 71 9 Per cent of total preferred stock. . Amount of dividends $5,166,268 4 Average rate (per cent) 1 Two companies reported no common stock. The investments of these 61 holding companies include the securities wholly or in part of 230 oper- ating companies, chiefly electric railways. In this connection Table 68 shows the income account of the holding companies by states, as reported for 1912, and Table 69 the balance sheet. The total income reported by the 61 holding com- panies in 1912 amounted to $38,046,553. Of these 61 companies, 44 reported a surplus over deductions from income and dividends amountiag to $6,169,329. There were, however, 17 companies which reported deficits for the year amounting to $831,768, leaving a net sur- plus of $5,337,561. The total assets of holding companies as reported in 1912 amounted to $1,239,057,329, of which $764,475,- 457, or 61.7 per cent, was invested in stocks and bonds of electric railway companies. There were but 7 holding companies in New York. These,? companies, however, controlled $444,450,716, or 35.9 per cent of the total investments. The profit and loss surplus for all companies reporting a surplus amounted to $25,684,620, but a number of companies showed a profit and loss deficit the aggregate of which amounted to $4,251,739, leaving $21,432,881 as the net surplus for all companies. Table 68 United States Illinois Kentucky Massachusetts New York Pennsylvania Texas All other states ■ HOLDING COMPANIES — INCOME ACCOUNT: 1912. Number of com- panies. Number of oper- atmg compa- nies. Income. $38,046,553 4,532,199 1,239,953 2,876,220 14,754,346 9,418,657 1,715,980 3,609,198 Deductions from income. Total. $16,011,919 1,661,030 81,452 707, 495 7,545,644 2,815,212 513,686 2,687,400 Interest. $13,839,644 1,671,014 33, 733 655,504 6,787,504 2,043,733 433,625 2,314,531 Miscella- neous. $2,172,275 90,016 47,719 51,991 768,140 771,479 80,061 372,869 Net income. $22,034,634 2,871, 1,158, 2,168, 7,208, 6, — 1,202, 821, Dividends. $16,697,073 2,129,652 1,121,838 1,949,457 2,912,044 6,478,227 982,635 1,123,320 Surplus. $5,337,561 741,617 36,663 219,268 4,296,658 125,218 219,659 2 301,522 1 Includes: California, 2; Georgia, 1; Michigan, 1; Minnesota, 1; Missouri, 2; New Hampshire, 1; New Jersey, 3; Ohio, 3. 2 Deficit. Table 69 Number of companies Total— Assets and liabilities. Assets. Stocks and bonds of electric railway companies Stocks and bonds of companies other than electric rail- way, and other permanent investments Treasury securities Stocks Bonds Cash and current assets Stock and bond discount, sinking and other special funds, and sundries , Deficit for companies showing a deficit Liabilities. Capital stock.. Common.. Preferred.. Funded debt.. Floating debt. Accoimts payable Interest and taxes due and accrued Dividends due Sundries Surplus for companies showing a surplus. Net surplus HOLDINQ COMPANIES— BALANCE SHEET: 1912. United States. 61 $1,239,057,329 2 764,475,457 264,378,210 22,089,133 3,582,163 18, 606, 970 117,934,765 65,928,025 4,261,739 711,217,744 473,013,868 238,203,886 410,813,759 34,796,043 1,337,544 38,792,395 4,246,693 1,330,286 10,838,245 25,684,620 21,432,881 Illinois. 6 $114,902,872 106,999,059 660,676 1,260,000 880,000 380,000 3,186,735 2,789,002 107,400 78,516,800 37,508,200 41, 008, 600 32,281,000 355,692 33,375 880,934 466,877 662,600 391,307 1,414,387 1,306,987 Kentucky. $32,847,254 21,536,297 9,504,400 582,800 328,800 264, 000 1,189,340 34,417 30,723,407 19,943,487 10,779,920 1,468,000 209,000 118, 550 7,716 119,375 4,649 196, 567 196,557 Massachu- setts. $105,274,330 77,765,986 19, 615, 082 700, 300 700, 300 3,406,689 3,261,894 624,379 81,600,383 42,398,006 39,202,378 18,509,800 745,000 103, 940 247, 826 151,635 207,493 3,708,263 3,083,874 New York. $444,450,716 268,451,954 96,471,768 16,098,320 268,320 15,830,000 47,661,741 16,862,485 14,468 217,235,029 162, 547, 792 54,687,237 197,879,020 13,747,328 2,696,911 2,787,499 270 335,000 9,869,659 9,855,201 Pennsylva- nia. 17 $152,713,178 101,464,040 2,585,879 561,970 561,970 10, 242, 465 36,058,743 1,800,081 79,723,910 76,595,870 3, 128, 040 49,902,939 6,459,164 355, 245 1,410,374 198,329 257,312 6,993,999 8,411,916 6,611,835 Texas. $42,625,128 33,361,622 844,000 480,000 364,000 7,975,681 398,483 45,342 22,143,300 10,143,300 12,000,000 19,017,000 139, 200 378,950 3,411 13,001 840,266 794,924 All other states. 1 14 $346,243,851 154,896,499 136,740,415 2,041,743 924,743 1,117,000 44,382,114 6,523,001 1,660,079 201,274,915 123,877,204 77,397,711 91,766,000 13,140,669 347,484 33,656,350 541,226 183,336 4,100,289 1,243,582 8 416,497 'Includes: California, 2; Georgia,!; Michigan,!; Minnesota,!; Missouri, 2; New Hampshire, 1; New Jersey, 3; Ohio, 3. ' Includes $44,562,778 reported as cost of construction, equipment, and real estate. » Net deficit. 228 STREET AND ELECTRIC RAILWAYS. Analysis of dividends and interest. — The extent to which the street and electric railways of the country afford a return on the capital invested in them is a matter of great interest not only to those directly connected with the industry but to the public as well. Table 70 presents an analysis of the statistics relat- ing to dividends and interest, for operating and lessor companies combined, for 1912, 1907, and 1902. Table 70 OPEEATING AND LES30B COMPANIES COMBINED— ANALYSIS OF DIVIDENDS AOTJ INTEREST. 1912 1907 1902 Per cent oj increase.' 1902- 1912 1907- 1912 1902- 1907 Capital Stock. Number of companies reporting Number of companies declaring dividends . . Per cent of total Amount outstanding Amount on which dividends were declared. Per cent of total Amount of dividends Average rate (per cent) 1,260 473 37.5 1,379,346, 313 ,267,935,989 53 3 870,992,218 5.6 COMMON STOCK. Number of companies reporting Number of companies declaring dividends . . Per cent of total Amount outstanding Amount on which dividends were declared . Per cent of total Amount of dividends Average rate (per cent) 1,260 401 31.8 $1,970,385,003 $997, 135, 284 50.6 $58, 759, 715 5.9 PREFERRED STOCK. Number of companies reporting Number of companies declaring dividends . . Per cent of total Amount outstanding Amount on which dividends were declared . Per cent of total Amount of dividends Average rate (per cent) $408, $270, $12, 266 140 52.6 961,310 800,705 66.2 232, 503 4.5 Funded Debt. Number of companies reporting . Per cent of total number Amount outstanding Floating debt and real-estate mortgages . Amount of interest On funded debt On floating debt and real-estate mortgages. . 974 77.3 $2, 329, 221, 828 $302,259,042 $113, 269, 470 m 1,227 398 30.7 $2,097,708,856 $1,012,929,430 48.3 $54,485,274 5.4 1,227 321 26.2 $1,776,920,076 $805,210,600 45.3 $44,960,796 5.6 204 97 47.5 $320,788,780 $207, 718, 830 64.8 $9,524,478 4.6 992 80.8 $1,677,063,240 $282,986,902 $81,771,266 $71,468,788 $10,302,478 974 298 30.6 $1,315,572,960 $644, 195, 176 49.0 $33, 039, 171 5.1 974 258 26.5 $1, 187, 642, 781 $560,326,121 47.9 $28, 737, 887 5.1 85 40 47.1 $127, 930, 179 $83,869,055 67.7 $4,301,284 5.1 781 80.2 3992, 709, 139 $46, 462, 470 $43,578,961 $2, 883,509 29.4 58.7 2.7 18.8 25.9 80.9 96.8 iii'g' 13.4 25.2 59.5 57.2 30.3 64.9 29.4 55.4 2.7 24.9 25.9 24.4 65.9 78.0 10.9 23.8 104.5 30.7 43.7 '66."5 212.9 260.0 30.4 44.3 140.0 142. S 219.7 222.9 27.5 30.4 150.8 147.7 184.4 28.4 121.4 24.7 isi.'e -1.8 "sh'.i' 6.8 38.5 27.0 '68^9 76.0 64.0 257.3 » A minus sign (— ) denotes decrease. Of the 1,260 operating and lessor companies in 1912, 473, or 37.5 per cent, declared dividends on $1,267,- 935,989 capital stock, representing 53.3 per cent of the capital stock of all companies. The dividends declared aggregated $70,992,218, making the average rate of return 5.6 per cent on the stock of the companies declaring dividends. Dividends to the amount of $58,759,715 were paid on common stock by 401 com- panies, or 31.8 per cent of the total number, the stock on which dividends were paid constituting 50.6 per cent of the total common stock outstanding, the aver- age rate of return being 5.9 per cent. There were 266 companies reporting preferred stock, 140 of which paid dividends aggregating $12,232,503 on 66.2 per cent of the total stock of this class, the average rate of return being 4.5 per cent. There were 974 companies reporting funded debt, and while the amount of interest on bonds was not called for separately from that on floating debt and mortgages, it is fairly safe to assume that interest was paid on substantially all of the $2,329,221,828 of funded debt outstanding. 2 Figures not available. It can not be assumed that the interest disburse- ments are applicable to the total funded debt, floating debt, and mortgages, aggregating $2,631,480,870, as in many cases bonds are used as collateral for floating debt, and in some instances interest was not paid, the companies in some cases being in the hands of receivers. The average rate of dividends on common stock has increased slightly at each census since 1902, whUe the rate on preferred stock dividends has decreased in prac- tically the same ratio. Capitalization per mile of road of street and electric railways and steam roads. — Table 71 presents a com- parison of the capitaUzation per mile of road of street and electric railways and steam roads. Since the In- terstate Commerce Commission computes the rela- tion of capitalization to trackage on the basis of line mileage or length of road, the figures for street and electric railways in Table 71 are also presented on this basis, although the general statistics for street and electric railways are based upon mileage of all tracks. CAPITALIZATION. 229 Table 71 Miles of road (or first track) represented Total capitalization Stock Fvmded debt _ Investments in securities and nonrailway properties Net amount not held by railway companies Average amount per mile of road CAPITALIZATION STATISTICS OF STKEET AND ELECTKIC RAILWAYS AND STEAM roads: 1912. Total- Street and electric railways and steam roads combined. 267,458.22 J24, 461, 104, 405 11,001,747,134 13,459,357,271 5,130,186,028 19,330,918,377 72,277 Street and electric railways. 29,991.42 M, 708, 568, 141 2,370,346,313 2,329,221,828 465, 260, 414 4,243,317,727 141, 484 Steam roads. 237, 466. 80 819,762,636,264 8,622,400,821 11,130,135,443 4,664,935,614 15,087,600,650 63,635 Per cent of totaL Street and electric railways. 11.2 19.2 21.6 17.3 9.1 22.0 Steam roads. 78.4 82.7 90.9 78.0 The investments in securities and nonrailway prop- erties have been deducted from gross capitalization, but, as stated in the report of the Interstate Com- merce Commission, "This assignment to other proper- ties is one that can not be made with any consider- able accuracy even by the reporting companies." Funded debt constitutes 56.3 per cent of the gross capitalization of the steam roads and 49.5 per cent of the electric railways. ' Thefunded debtof thestreet and electric railways averages $77,663 per mile of roads, as compared with $46,870 per mile for the steam road. Oapitalization of companies classified according to income from railway operations. — Table 72 presents statistics bearing on capitalization, for companies classe 1 according to income from railway operations, for 1912, 1907, and 1902. STREET AND ELECTRIC RAILWAYS— CAPITALIZATION OF OPERATING AND LESSOR COMPANIES COMBINED, CLASSIFIED ACCORDING TO INCOME FROM RAILWAY OPERATIONS: CLASS A, $1,000,000 AND OVER; CLASS B, $250,000 BUT LESS THAN $1,000,000; CLASS C, LESS THAN $250,000. Table 73 Number of companies. Class A ClassB ClassC Miles of- track owned 2 . Class A ClassB ClassC Capitalization Class A ClassB ClassC Capital stock. Class A... ClassB... ClassC... Funded debt Class A Class B ClassC Investments in securities and nonrailway property . Class A ClassB ClassC Net capitalization Class A ClassB ClassC Dividends Class A ClassB ClassC Total capitalization. Class A ClassB ClassC Capitalstock Class A ClassB ClassC Funded debt ClassA ClassB ClassC Pee Mile of Track. Net capitalization. ClassA ClassB ClassC 1912 14, 1,260 283 217 760 40,439.40 20,976.16 9,644.20 9,919.04 708,568,141 251,909,701 825,806,276 630, 852, 164 379,346,313 576,441,609 459,944,577 343,960,227 329,221,828 676,468,192 365,861,699 286,891,937 465,260,414 309,929,016 87,403,903 67,917,495 243,317,727 941,980,685 738,402,ai73 662,934,669 70,992,218 68, 116, 534 9,425,960 3,450,724 116,435 156,029 86,524 63,600 68,837 75, 106 48, 191 34, 677 57,698 79,923 38,333 28,923 104,930 140,254 77,367 56,763 1907 1,230 240 214 776 33,833.54 16,346.60 8,336.78 10, 150. 16 $3,774,772,096 2,443,813,815 672,081,782 658,876,499 2,097,708,856 1,356,664,140 353,782,282 387,362,434 1,677,063,240 1,087,249,675 318,299,600 271,514,065 374,664,197 212,395,041 72,184,390 90,084,766 3,400,107,899 2,231,418,774 699,897,392 668, 791, 733 54,485,274 47,935,519 4,623,123 1,926,632 111,669 169,241 80,616 64,913 62,001 88,395 42,436 38, 163 49, 568 70,846 38, 180 26,760 100,495 145,402 71,968 66,377 132 133 715 22,389.04 8,386.91 4,877.23 9, 124. 90 $2,308,282,099 1,493,396,343 378,066,241 436,829,515 1,315,572,960 872,603,911 204,256,078 238,712,971 992, 709, 139 620,792,432 173,800,163 198, 116, 544 162,513,997 128,387,767 13,010,932 11, 116, 308 2,165,768,102 1,366,008,586 36,5,045,309 425, 714, 207 33,039,171 28,890,831 2, 762, 125 1,396,216 103,099 178,063 77, 515 47,872 58,760 104,044 41, 880 26,161 44,339 74,019 36,635 21,712 96,287 162,766 74,847 46,654 PER CENT OP INCREASE.! 1902- 1912 28.6 114.4 63.2 6.3 80.6 150.1 95.7 8.7 104.0 117.8 118.4 44.4 80.9 80.5 126.2 44.1 134.6 170.1 110.5 44.8 205.1 141.4 571.8 511.0 96.8 115.5 102.3 32.2 114.9 101.2 242.6 147.1 1907- 1912 2.4 17.9 1.4 -2.1 19.5 36.7 14.5 -2.3 24.7 33.1 22.9 -4.3 13.4 16.1 30.0 -11.2 38.9 54.2 14.9 6.7 24.2 45.9 21.1 -24.6 24.8 31.8 23.1 -1.0 30.3 21.2 103.9 79.1 1902- 1907 25.5 81.8 60.9 8.5 51.1 83.0 70.9 11.2 63.5 63.6 77.8 50.8 69.5 55.5 73.2 62.3 68.9 76.1 83.1 37.0 145.7 65.4 454.8 710.5 57.7 63.5 64.3 33.6 64.9 66.9 68.0 38.0 ' A minus sign (— ) denotes decrease. 2 Exclusive of track for which no capitalization was reported. 230 STREET AND ELECTRIC RAILWAYS. Table 73 gives the per cent distribution of the several items, by classified groups. Table 73 Number of companies Miles of track CapltaUzation Capital stock Funded debt Investments in securities and nonrail- way property. Net capitalization Dividends Census. 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 CAPITALIZATION — PEE CENT DISTKIBUTION (BASED ON TABLE 72). Class A. 22.5 19.5 13.5 51.9 45.4 37.5 69.1 64.7 64.7 66.2 64.7 66.3 72.0 64.8 62.5 66.6 56.7 84.2 69.3 65.6 63.3 81.9 88.0 87.4 Class B. 17.2 17.4 13.6 23.6 24.6 21.8 17.5 17.8 16.4 19.3 16.9 15.5 15.7 19.0 17.5 18.8 19.3 8.5 17.4 17.6 16.9 13.3 8.5 Class C. 60.3 63.1 73.0 24.5 30.0 40.8 13.4 17.6 18.9 14.5 18.5 18.1 12.3 16.2 20.0 14.6 24.0 7.3 13.3 16.7 19.8 4.9 3.6 4.2 It should be remembered that class A includes the companies operating in urban districts of highest density. The percentage of increase from 1907 to 1912 in capital stock reported by companies of class A was much lower than the percentage of increase in trackage, while the percentage of increase in funded debt was much greater. The trackage of this group increased 36.7 per cent; capital stock, 16.1 per cent; and funded debt, 54.2 per cent. In class C, or the group having an income of less than $250,000, there was a slight decrease in both trackage and capital stock, while the funded debt increased by 5.7 per cent. It may be noted that while the average total and net capitalization per mile of track increased 4.3 per cent during the last five-year period, the increase was in funded debt only. Capitalization of companies classified as "Elevated and subway" and "Surface." — Table 74 gives the capi- talization statistics for the group of elevated and sub- way roads in comparison with all other roads, which are essentially surface and are so designated for 1912 and 1907. The small group of elevated and subway systems represents the most expensive construction and the highest investment per mile of track for any class. It comprised 7 operating and 2 lessor companies in 1912, and 6 operating and 3 lessor companies in 1907. The Hudson tube system has been the chief factor in increasing the average net capitahzation per mile of track. The increase in miles of single track for the group for the period 1907-1912 was 91.53 miles, but the increase in net capitalization was $149,251,535, or an average of over $1,630,000 per mile of track, if we charge the increase in capitaliza- tion entirely to the new trackage. Table 74 Number of operating and lessor com- panies Elevated and subway Surface Miles of track owned^ Elevated and subway Surface Capitalization Elevated and subway Surface Capital stock Elevated and subway Surface Funded debt Elevated and subway Surface Investments in securities and nonrail- way property Elevated and subway Surface Net capitalization . . : Elevated and subway Surface Pee Mile of Track. Total capitalization Elevated and subway Surface Capital stock Elevated and subway Surface Funded debt Elevated and subway Surface Net capitalization Elevated and subway Surface CAPITALIZATION STATISTICS— ELEVATED AND SUBWAY, AND SUEFACE. 1912 1,260 9 1,251 40,439.40 508. 33 39,931.07 $4,708,668,141 438,820,350 4,269,747,791 2,379,346,313 206,881,350 2,172,464,963 2,329,221,828 231,939,000 2,097,282,828 465,250,414 22,955,047 442,295,367 4,243,317,727 415,865,303 3,827,452,424 116,435 863,259 106,928 68,837 406,982 54,405 57,698 456,277 62,'523 104,930 818,101 96,851 1907 1,230 9 1,221 33,833.54 416.80 33,416.74 $3,774,772,096 294,632,500 3,480,239,596 2,097,708,856 160,745,500 1,936,963,356 1,677,063,240 133,787,000 1,543,276,240 374,664,197 27,918,732, 346,745,466 3,400,107,899 266,613,768 3,133,494,131 111,569 706,652 104,147 62,001 385,666 67,984 49,668 320,986 46,183 100,496 639,668 93, 770 Per cent of in- crease.! 2.4 2.5 19.5 22.0 19.6 24.7 49.0 22.7 13.4 28.7 12.2 38.9 73.4 35.9 24.2 -17.8 27.6 24.8 66.0 22.1 4.4 22.2 2.7 -5.1 6.5 -6.1 16.2 42.1 13.7 4.4 27.9 2.2 ■ A minus sign (— ) denotes decrease. 2 Exclusive of track for wldch no capitalization was reported. Capitalization, hy states. — The statistics as to cap- itahzation, by states, are given in Table 157 (p. 299). The total for a state or geographic division is the ag- gregate capitahzation of the operating and lessor com- panies credited thereto, each lessor company being credited to the state of the operating company. As a result, New York receives credit for the entire capitalization of the Hudson tube system, although 11.68 miles of the track is in New Jersey. Changes in organization have in some cases cha,nged the states to which certain companies have been accredited at different censuses, but such changes are not important. Diagram 3 (p. 193) shows graphically the capitaliza- tion, by states, for 1912, 1907, and 1902, for all states with more than $10,000,000 in 1912. OHAPTEE VII. FINANCIAL OPERATIONS. INTEODUCTION. Form oj accounting. — The reports of the financial transactions of street and electric railways conform to the system of accounting adopted by the United States Interstate Commerce Commission and by the American Electric Railway Accomitants' Associa- tion. In cases where the method of accounting in use by a reporting company differed from the standard form, the differences, as a rule, could be readily ad- justed. Adjustments in the statistics for 1907 and 1902, necessary to make them comparable with those for 1912, have been made where possible. The accoxmts, "Cleaning and sanding track" and "Re- moval of snow and ice," under "Operation of cars" in the 1907 report, have been transferred to "Mainte- nance of way;" "Hired equipment," formerly under "Operation of cars," has been transferred to "General expense;" and "Advertising and attractions," for- merly under "General expense," now appears under "Traffic." As a rule, the detailed statistics were obtained from bookkeeping entries. In only a few cases was it nec- essary to resort to estimates for the segregation of totals. In such cases the totals were distributed on a per cent basis of distribution derived from the combined totals of operating expense for 20 selected railways for the census of 1912. Parks, summer hotels, theaters, and pleasure resorts operated by electric railways for the purpose of attract- ing traffic are treated as parts of the railway systems. The net income (or net expense) is included in the railway income account, and the cost or value of such properties is regarded as a part of the assets of the railways. In the case of an electric railway operating a light and power plant that could not supply separate data for the two industries, the railway report included the gross income and expenses of the Hght and power plant, the cost of construction and equipment form- ing a part of the total reported for the railway com- pany. In some cases the operating expense accounts of the light and power department and the railway department were merged in the detailed expense ac- coimts, while in other cases the expenses of the light and power department were not included in the detailed accounts but were reported separately. The accounts are so presented as to show the total expenses of the light and power departments, whether included iu the detailed accounts or reported separately. In the case of a company carrying on other business in connection with the operation of an electric rail- way, the net income from the nonraUway industry and the total taxes and fixed charges were included in the income account, and the cost or value of the nonrailway plant in the balance sheet as "Other permanent in- vestments." An exception to the rule was made in the case of two companies operating ferries, the ferry service being closely allied to the railway operations, and in the case of one company having a large office building not separable from terminal railway property. The income, expenses, etc., of these companies were therefore treated as part of the corresponding accounts of the railways. References have been made to companies operated for less than a full year, companies operated for the purpose of holding franchises, companies operated in connection with a college or hotel during the college term or summer season, etc., and a few exclusively horse railroad companies, 47 companies in all, which under the present development of the industry are not in the same class with companies operated during the full year for traffic. These 47 companies are included in a group designated as "Miscellaneous." AU other companies are classified according to whether or not they furnish light and power serme in connection with their railway operations. The inclusion of these companies does not materially affect the financial results of operations for all companies, as shown by subsequent tables. The track and traffic statistics for this miscellaneous group for 1912, and for the part- time companies for 1907 and 1902, are as foUows: Number of companies Miles of track Number of revenue passengers . Gar mUeage TRACK AND TRAFFIC OF COMPANIES CLASSIFIED AS "iUSCELLAJOlOUS." 47 356.33 13,175,329 3,825,688 19071 55 800.16 12,269,577 5,279,809 19021 57 831.17 37,738,491 13,020,048 1 Operated only a part of the year. In addition to these 47 companies, there were a few companies whose operations, though largely confined to the summer or tourist season, assumed considerable proportions. As their organization expense, taxes, and other fixed charges were accruing and payable for the entire year, they were treated as operating the whole year and not included in the miscellaneous group. Totals for states. — The totals reported for financial data for states do not represent the exact income, ex- pense, etc., as the case may be, chargeable to the traffic within the state lines, but cover the traffic of the com- panies credited to the respective states. A considerable (231) 232 STREET AND ELECTRIC RAILWAYS. number of companies operate tracks in more than one state. Thus New York is credited with the traffic and financial data incident to 133.12 miles of track located outside the state, and the traffic and financial data applying to 173.03 miles of track located in Pennsyl- vania are included in the totals for adjoining states. The net trackage and income from railway operations chargeable thereto for the various states are given in Table 123 (p. 259). INCOME ACCOUNT. All income from railway operations originates with the operating companies, but a portion of it is paid as' rentals to nonoperating lessor companies and is re- ported by them as income. This requires the preserva- tion of the distinction between operating and lessor companies, and reports were therefore secured from the nonoperating lessor companies at the present census and in 1907. The statistics for' lessor companies in 1902 were largely compiled from the rentals reported as pai 1 by the operating companies and from information obtained from street railway journals and similar sources. Oross income.— Hh.e gross income of the 1,260 op- erating and lessor companies was $621,535,884 in 1912, of which amount $35,144,521 was reported by the lessor companies as income from rentals paid by the operating companies. Excluding this duplication, the total income for all companies amounted to $586,391,- 363. This total includes a considerable income de- rived from sources other than railway operations, by both operating and lessor companies. One of the most important of these items is $7,182,933 reported as interest on bonds and dividends on stock of other electric railways. This involves a further duplication in the statistics of gross income as reported by all com- panies, since it represents the income from electric railway securities held by other operating railway companies. Table 75 gives the comparative statistics of the income of lessor and operating companies, for 1912, 1907, and 1902. Table 75 INCOME OF OPEEATmG AOT) LESSOR COMPANIES COMBINED. 1912 1907 1902 Per cent of Increase.i 1902- 1912 1907- 1912 1902- 1907 Gross income $621,535,884 42,327,464 35,144,521 7,182,933 579,208,430 $477,657,503 50,756,551 47,500,933 3,255,618 426,900,952 $276,643,626 26,116,884 26,116,884 250,626,642 124.7 62.1 34.6 "i3i.'2 30.1 -16.6 -26.0 120.6 35.7 72.7 94.3 Rentals Irom op- erating com- panies 81.9 Income from in- tereston bonds and dividends on stock of other electric railway com- panies 70.4 » A minus sign (— ) denotes decrease. 8 Figures not available. Such items as operating earnings, operating ex- penses, and net earnings from operation pertain exclu- sively to operating companies, and the gross income for these companies is shown in Table 76, while the income of the lessor companies and the net or con- densed income of operating and lessor companies com- bined will be shown in later tables. Table 76 GROSS INCOME OF OPERATING COMPANIES, BY SOURCE. ACCOITNT. 1912 1907 1902 Per cent of increase. 1902- 1912 1907- 1912 1902- 1907 Gross income S.585,930,517 $429,744,254 $250,504,627 133.9 36.3 71.6 Operating revenues 567,511,704 502,651,637 1,036,620 10,165,616 723,640 3,687,947 1,919,413 36,600,030 10,826,901 18,418,813 96.9 85.8 0.2 2.5 6.2 2.2 3.1 418,187,358 382,132,494 705,261 5,231,216 646,675 1,560,802 247,553,999 233,821,548 303,608 1,038,097 432,080 401,672 129.2 116.0 241.4 879.3 67.5 818.1 35.7 31.5 47.0 94.3 11.9 136.3 68.9 63.4 Parlor, chair, and special car 132.3 403.9 Mail 49.6 Baggage, express, and 288.6 Other transportation Sale of electric current Other nontransporta- tion revenue Income from other sources Pee Cent or Gross Income. Operating revenues 20,093,302 7,818,209 11, .556, 396 97.3 88.9 0.2 1.7 4.7 1.8 2.7 7,703,674 3,853,420 2,950,628 98.8 93.3 0.1 0.8 3.1 1.5 1.2 373.8 181.0 521.2 81.7 38.5 69.4 160.8 102.9 291.7 Parlor, chair, and Freight, mail, bag- gage , and express . . other operating reve- A notable feature is the increase in income other than passenger, freight, mail, and express, and also in freight, mail, and express income as compared with passenger. Income other than that from passenger, parlor, chair, and special cars, and freight, mail, bag- gage, and express, formed 11.5 per cent of the gross income in 1912, as compared with 5.8 per cent in 1902, and income from freight, maU, baggage, and express 2.5 per cent in 1912, as compared with eight-tenths of 1 per cent in 1902. Table 77 gives the gross income of the operating companies, by geographic divisions and states, for 1912, 1907, and 1902, the divisions and states being ranked according to income^ 1912. The rapid development of electric railways on the Pacific coast has advanced the Pacific division from sixth place in 1902 to fourth in 1912, while among the states California advanced from seventh place to sixth, "Washington from seventeenth to thirteenth, and Oregon from twenty-eighth to seventeenth. The de- velopment in the West South Central division has also been large, the division having advanced from eighth place in 1907 and 1902 to seventh in 1912, chiefly because of growth in Texas, which advanced from twenty-fourth place in 1902 to sixteenth in 1912, and in Oklahoma, which, with no electric railways in 1902 and occupying thirty-seventh place in 1907, stood thirty-third in 1912. Other states which advanced in rank during the decade are Ohio, New Jersey, Michigan, Indiana, Virginia, West Virginia, Kansas, North Carolina, and Arkansas. FINANCIAL OPERATIONS. 233 Table 77 DIVISION AND STATE. United States... Geoghaphic divisions: Middle Atlantic East North Central. , New England , Pacific West North Central. South Atlantic West South Central. East South Central. Mountain $585,930,517 States: New York Peimsylvania. . Illinois Ohio Massachusetts. California Missouri New Jersey Michigan Delaware, Maryland, and District of Co- lumbia Indiana Connecticut and Rhode Island Washington Minnesota Wisconsin Texas... Oregon.. Iowa Georgia.. Virginia. Louisiana. Colorado. . . Kentucky. Tennessee. Alabama.. West Virginia.. Nebraska Maine Kansas North Carolina. Florida Arkansas Oklahoma South Carolina. . New Hampshire. Montana Mississippi Vermont North and South Dakota All other states GEOSS INCOME OF OPEKATING COMPANIES, BY GEOGRAPHIC DIVISIONS AND STATES. 1912 $429,744,254 198, 139, 57, 56, 45, 41 18, 17, 11 038,906 260,473 423,017 293, 175 179,223 368,967 853, 761 662, 269 950, 736 123,523,376 56,194,047 55,889,644 40,706,038 37,490,704 34,845,771 21,240,533 18,321,483 17,864,692 17,318,667 16,142,076 14,457,064 13,590,933 9,685,168 8,648,124 8,514,403 7,856,471 7,452,454 7,421,747 7,247,066 6,998,131 6,630,480 6,155,248 6,151,953 4,344,668 3,708,197 3,618,337 3,593,617 2,944,154 2,348,715 1,969,315 1,891,949 1,449,278 1,356,270 1,250,391 1,065,597 910,390 631,241 238,587 4,264,659 1907 $250,604,627 475,317 418, 112 751,626 576,347 866,469 604,986 706,326 646,689 699,393 91,686,673 46,706,986 40,961,652 31,274,901 31,073,962 21,545,797 18,082,732 13,082,658 11,031,974 12,890,776 11,496,768 11,838,033 8,402,560 7,056,508 6,662,817 4,857,997 3,627,990 4,391,140 4,720,695 5,401,415 5,994,976 4,483,254 4,791,933 4,480,991 3,467,476 2,688,726 2,744,104 2,293,197 1,478,846 1,296,477 1,371,541 1,275,396 577,957 1,336,457 1,092,182 902,621 906,289 454,252 112,129 2,313,618 99,416,430 65,887,241 33,378,366 13,563,639 18,386,649 16,164,235 4,829,650 6,556,640 3,332,777 60,881,780 30,367,727 26,029,257 16,599,851 23,633,410 9,967,838 10,734,692 8,176,923 6,521,173 8,393,872 3,813,076 7,320,035 2,542,906 3,727,648 3,923,884 1,547,846 1,042,895 2,403,834 2,375,229 1,667,022 2,910,244 2,227,766 2,933,800 1,866,835 1,497,351 1,102,171 1,148,994 1,671,662 370,481 442,467 629,743 371,560 653,736 604,131 492,023 258,664 249,228 Rank. 1912 1907 1902 10 39 10 17 14 12 24 28 18 19 22 16 20 16 21 25 27 26 23 34 32 31 33 29 30 The foUowiQg table gives the per cent distribution of the number of companies and of the gross income, by geographic divisions, at the three censuses, the divi- sions being ranked according to gross income in 1912: Table 78 PEE CENT OF TOTAL. DIVISION. Number of companies. Gross income. 1912 1907 1902 1912 1907 1902 United States 100.0 100.0 100.0 100.0 10O.0 100.0 Middle Atlantic 26.2 22.8 9.3 6.2 8.7 11.0 8.1 4.6 4.1 26.3 23.4 12.6 6.7 7.8 10.6 5.3 4.3 3.0 27.4 22.2 17.1 6.1 7.3 9.4 4.0 4.3 2.3 33.8 23.8 9.8 9.6 7.7 7.1 3.2 3.0 2.0 35.0 23.6 10.9 7.8 7.9 6.9 3.0 3.2 1.8 39.7 22.3 13.3 6.4 West North Central 7.3 6.1 West South Central 1.9 2.6 Mountain 1.3 It will be perceived that with respect to proportion of total gross income all of the Central, Southern, and Western divisions have advanced since 1902 at the expense of the Middle Atlantic and New England divisions. Condensed income account of operating companies. — The condensed income account of operating companies, by geographic divisions and states, is given in Table 158 (p. 302) for 1912, 1907, and 1902. Table 79 is a consolidation of the income accounts of the operating companies, of the companies reporting a net income, and of the companies reporting a net deficit for 1912, 1907, and 1902. This table may be regarded as representing all oper- ating companies consolidated as a single unit, and those reporting net income and those reporting net deficit, respectively, consolidated as units. The per cent of increase for all companies for the decade 1902- 1912 was the same for gross income and for operating expenses, namely, 133.9 per cent, but the ratio of in- crease in operating revenues was 129.2 per cent, a little less than that for operating expenses. For the first half of the decade the ratio of increase was higher for operating expenses than for operating revenues, but for the last half the per cent of increase for operat- ing revenues was higher than for operating expenses. The increase during the decade in deductions from income, 146.3 per cent, was greater than for gross income or operating revenues, chiefly because of the increase in taxes, 167.8 per cent, and the increase in interest, 157.4 per cent; consequently the ratio of increase for net income during the decade, 102.3 per cent, was considerably lower than for gross income or operating revenues. The disbursements in the form of dividends have increased actually and proportionately with each census. In 1902 dividends declared formed 51 .9 per cent of the net income; in 1907, 65.6 per cent; and in 1912, 83.4 per cent; and as a result there has been a progressive decrease in the net surplus for all operating companies. A decrease in the surplus account does not necessa- rily reflect an unfavorable financial condition, since it may be the result of changes in financial policy or bookkeeping practice rather than of changes in trafiic conditions. Charges for sinking funds and deprecia- tion accounts, other than depreciation entered as a regular operating expense, are reported under miscel- laneous deductions from income, and these deductions increased from $912,018, or 1.2 per cent of all deduc- tions from income, in 1902, to $6,575,774, or 4.8 per cent of all deductions from income, in 1907, and to $13,285,584, or 7 per cent, in 1912. Approximately one-third of the companies operated at a loss — that is, operating expenses and deductions from income or fixed charges exceeded gross income in the case of 34.7 per cent of the companies in 1912, 28.4 234 STREET AND ELECTRIC RAILWAYS. per cent in 1907, and 29.2 per cent in 1902. The gross income of the companies operating at a loss formed but 11.1 per cent of the gross income of all companies in 1912, as compared with 13.1 per cent in 1902. STKEET AND ELECTRIC RAILWAYS— CONDENSED INCOME ACCOUNT. Table 79 1912 1907 1902 PEB CENT OF INCEEASE.l 1902- 1912 1907- 1912 1902- 1907 All OpEEATmo CoMPAMIES. Num'ber of companies Gross income Operating revenues Operating expenses Ratio of expenses to revenues (per cent) Net operating revenue Miscellaneous income Gross income less operating expenses Deductions from income Taxes Interest Eent of leased lines and terminals Miscellaneous deductions Net income Dividends .- Surplus COMPANIES EEPOETING NET INCOME. Number of companies Gross income Operating revenues Operating expenses Ratio of expenses to revenues (per cent) Net operating revenue Miscellaneous income Gross income less operating expenses Deductions from income Taxes Interest Rent of leased lines and terminals Miscellaneous deductions : Net income Dividends Surplus COMPANIES EEPOETING NET DEFICIT. Number of companies Gross income Operating revenues Operating expenses Ratio of expenses to revenues (per cent) Net operating revenue Miscellaneous income Gross income less operating expenses Deductions from income Taxes Interest , Rent of leased lines and terminals Miscellaneous deductions Net deficit Dividends Total deficit Pee Cent of Total. Number of comjtoies Companies reporting net income Companies reportiag net deficit Gross income Companies reporting net income Companies reporting net deficit Operating expenses Companies reporting net income Companies reporting net deficit Deductions from income ■ Companies reporting net income Companies reporting net deficit SS8S, 567, 332, $234, 18, 263, 191, 35, 98, 44, 13, 61 Si: 10, 975 930, 517 511, 704 896, 356 58.7 615,348 418, 813 034, 161 123, 408 027, 965 025,338 784,521 285, 584 910, 753 650, 117 260, 636 S520, 505, 3216. 15; 232, 16i; 31, 79, 38, 11, 70, 51, 19, 637 898,845 201,891 468,430 57.1 733, 461 696,954 430, 415 612, 494 919, 382 388,657 870, 160 434, 295 817, 921 592, 632 225,289 165 62; 44, $17, 2, 20, 29, 3, 18, 5> 1 338 031, 672 309,813 427,926 71.3 881,887 721,859 603, 746 510, 914 108,583 636,681 914, 361 851,289 907, 168 57,485 964,663 100.0 65.3 34.7 100.0 88.9 11.1 100.0 86.7 13.3 100.0 84.6 15.4 939 $429,744,254 418,187,858 251,309,262 60.1 $166,878,606 11,666,396 178, 435, 002 138,094,716 19, 755, 602 63, 740, 744 48,022,696 6,575,774 40,340,286 26,454,732 13,885,564 672 $334,366,519 324,630,690 190,734,840 58.7 $133,896,850 9, 735, 829 143,631,679 92,429,698 15,974,845 49,161,890 21,315,683 5,977,380 51,201,981 26,444,987 24,756,994 267 $95,377,735 93,557,168 60,674,412 64.7 $32,982,766 1,820,567 34,803,323 46,666,018 3,780,757 14,578,854 26,707,013 598,394 10,861,695 9,745 10,871,440 100.0 71.6 28.4 100.0 77.8 22.2 100.0 75.9 24.1 100.0 66.9 33.1 799 $250,604,627 247,553,999 142,312,597 57 5 $105,241,402 2,960,628 108, 192, 030 77,595,063 13,078,899 38,086,911 25,518,225 912, 018 30,596,977 15,882,110 14,714,867 566 $217,753,909 216,370,744 121,264,907 66.0 $95,105,837 1,383,165 96,489,002 62,136,318 11,354,983 30,917,983 19,157,641 705,811 34,352,684 15,776,079 18,577,605 233 $32, 750, 718 31,183,255 21,047,690 67.5 $10,135,565 1,667,463 11,703,028 15,458,735 1,723,916 7,167,928 6,360,684 206,207 S, 7S6, 707 107,031 S,86e,7S8 100.0 70.8 29.2 100.0 86.9 13.1 100.0 86.2 14.8 100.0 80.1 19.9 22.0 133.9 129.2 133.9 122.9 524.2 133.9 146.3 167.8 157.4 75.6 1,356.7 102.3 225.2 -30.3 12.5 139.2 133.5 137.9 127.9 1,034.9 140.9 160.1 181.1 156.8 102.9 1,620.0 106.1 227.1 3.5 45.1 98.7 111.1 76.4 73.6 76.1 90.9 80.3 160.0 -7.0 797.8 137.2 -46.3 132.1 3.8 36.3 35.7 32.6 40.6 59.4 41.8 38.4 77.3 53.8 -6.7 102.1 63.5 95.3 -26.1 -5.2 55.8 55.6 51.2 61.9 61.2 61.8 74.8 99.8 61.5 82.3 91.3 38.3 95.1 -22.4 26.6 -31.8 -33.4 -26.7 -45.8 49.5 -40.8 -35.4 -17.8 27.8 -77.9 209.4 -18.0 489.9 -17.5 ^ A minus sign (— ) denotes decrease. 17.5 71.6 68.9 76.6 68.6 291.7 64.9 78.0 51.1 67.4 88.2 621.0 31. S 18.7 63.6 60.0 67.3 40.8 603.9 48.9 48.8 40.7 59.0 11.3 746.9 49.1 67.6 14.6 191.2 200.0 187.8 225.4 16.1 197.4 195.4 119.3 103.4 319.9 190.2 189.2 -90.9 181.4 Table 80 shows the per cent distribution of gross income according to the several objects for which the income was employed. It gives the distribution for all companies, for companies operating at a profit, and for those operating at a loss. It will be seen that in the case of the companies op- erating at a loss approximately two-thirds of the gross income was absorbed by operating expenses, or an aver- age of 68.3 per cent in 1912, as compared with an aver- age of 55.4 per cent for the companies reporting a net income; and that interest charges, in the case of com- panies operating at a loss, consumed 28.7 per cent of the gross income, as compared with 15.2 for the companies reporting a profit. Similar conditions are shown for 1907 and 1902, except that in 1907 rentals paid for leased lines and terminals consumed a much larger share of the gross income, reaching 28 per cent in 1907. FINANCIAL OPERATIONS. 235 Table 80 PER CENT DISTRIBUTION, BY ACCOUNTS, OF GROSS INCOME OF OPERATING COMPANIES (BASED ON TABLE 79). ACCOUNT. Total— AU companies. Companies report- ing net Income. Companies report- ing net defloit.i 1912 1907 1902 1912 1907 1902 1912 1907 1902 100.0 96.9 3.1 56.8 32.6 6.0 16.7 7.6 2.3 10.6 8.8 1.8 100.0 97.3 2.7 58. S 32.1 4.6 14.8 11.2 1.5 9.4 6.2 3.2 100.0 98.8 1.2 56.8 31.0 5.2 15.2 10.2 0.4 12.2 6.3 5.9 100.0 97.0 3.0 55.4 31.0 6.1 15.2 7.5 2.2 13.6 9.9 3.7 100.0 97.1 2.9 57.0 27.6 4.8 14.7 6.4 1.8 15.3 7.9 7.4 100.0 99.4 0.6 55.7 28.5 5.2 14.2 8.8 0.3 16.8 7.2 8.5 100.0 95.8 4.2 68.3 45.4 4.8 28.7 9.1 2.8 is. 7 0.1 IS. 8 100.0 98.1 1.9 63.5 47.9 4.0 15.3 28.0 0.6 11.4 100.0 95.2 4.8 64.3 47.2 5.3 ■ 21.9 19.4 Operating revenues, luscellaneous in- come Operating expenses Deductions from in- come Taxes Interest.. Kent ofleasedlines and terminals Miscellaneous de- Net income or net de- flciti 11.6 3 Dividends Surplus or deficit ■ . . 11.8 1 Italics indicate deficit. 2 Less than one-tenth of 1 per cent. Table 81 gives comparative statistics for companies showing a net deficit for 1912, 1907, and 1902, by geographic divisions. Table 81 Cen- sus. CONDENSED INCOME ACCOUNT OF OPERATING COM- PANIES REPORTING NET DEFICIT, BY GEOGRAPmc DIVISIONS: 1912, 1907, and 1902. DIVISION. Num- ber of com- panies. Gross income. Operating expenses. Deductions from income. Net deficit. UnitedStates. 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 338 267 233 $66,031,672 95,377,735 32,760,718 $44,427,926 60,574,412 21,047,690 $29,610,914 45,665,018 15,468,736 18,907,168 10,861,696 3,756,707 North Atlantic (New England and Middle At- lantic). North Central South Atlantic South Central Westem(Mountain and Pacific). 129 120 140 84 76 44 34 26 22 43 18 14 48 28 13 33,987,536 69,736,683 12,107,564 19,532,630 14,358,999 18,790,867 1,796,707 1,122,509 1,092,183 1,792,672 1, 657, 142 465,130 7,922,227 8,502,402 294,974 23,053,531 42,063,080 8,709,588 12,657,729 10,055,401 10,820,471 1,627,732 961,428 859,977 1,549,959 1,309,957 387,844 6,638,975 6,184,646 269,810 16,416,848 34,004,760 5,373,376 8,419,496 6,656,632 9,396,631 578,372 383,222 464,662 609,119 596,836 133,094 3,488,079 4,124,678 91,972 6,481,84$ 6,331,147 1,975,400 1,544,695 2,262,034 1,425,235 309,397 222,141 232,458 see, 606 249,651 66, SOS 1,204,827 1,806,722 66,808 The bulk of the deficit comes from companies in the New England and Middle Atlantic divisions, combined as the North Atlantic for comparative purposes. In 1912 these divisions furnished, 61.5 per c^nt of the total deficit, as compared with 58.3 per cent in 1907 and 52.6 per cent in 1902. Table 82 gives the condensed income account for all operating companies, for companies reporting "net income," and for companies reporting "net deficit," by geographic divisions, for 1912. For the country as a whole, 637 companies, or 65.3 per cent of the total number, show net profits to the amount of $70,817,921, and 338 companies, or 34.7 per cent of the total number, show net deficits to the amount of $8,907,168, making a net profit balance of $61,910,753 for all companies. In the Middle Atlantic division 41.1 per cent of the companies, with 15. 6. per cent of the gross income, reported net deficits aggrega- ting $5,191,923, and in the Mountain division more than half of the companies (52.5 per cent), with 14.1 per cent of the gross income, reported net deficits. On the other hand, in the West North Central division but 25.9 per cent of the companies, with 2.1 per cent of the gross income, reported net deficits. Table 83 CONDENSED INCOME ACCOUNT OF ALL OPERATING COMPA- NIES, OF COMPANIES REPORTING NET INCOME, AND OF COMPANIES REPORTING NET DEFICIT: 1912. DIVISION AND CLASS. Num- ber of com- panies. Gross income. Operating expenses. Deductions from income. Net income or net deficit. All Companies. UnitedStates 975 $686,930,617 $332,896,356 $191,123,408 $61,910,763 New England 91 246 222 85 107 46 79 40 60 67,423,017 198,038,906 139,260,473 45,179,223 41,368,967 17,562,269 18,853,761 11,950,736 56, 293, 176 37,316,197 108,656,704 78, 747, 118 27,363,397 21,591,731 9,867,378 10,390,837 6,426,225 32,636,769 14,062,569 76,286,805 45,893,986 11,226,491 13,277,196 4,727,566 6,139,540 3,729,066 17,781,190 6,044,251 Middle Atlantic 14,095,397 East North Central West North Central South Atlantic 14,619,369 6,590,335 6,500,041 East South Central West South Central Mountain 2,967,315 3,323,384 1,795,445 Pacific. 5,975,216 companies REPORTING NET INCOME. UnitedStates 637 520,898,845 288,468,430 161,612,494 70,817,921 63 145 160 63 73 28 63 19 33 338 54,297,694 167,176,793 120,662,129 44,244,937 39,572,260 16,617,679 18,006,869 10,269,050 50,052,634 65,031,672 34,842,387 88,076,983 66,814,733 26,638,053 20,063,999 9,144,231 9,564,026 5,014,622 28,309,397 44,427,926 13,121,036 59,812,490 37,775,198 10,924,783 12,698,823 4,373,480 4,884,607 3,106,129 14,916,048 29,510,914 6,334,171 Middle Atlantic East North Central West North Central South Atlantic 19,287,320 16,072,198 6,682,101 6,809,438 East South Central West South Central 3,099,868 3,667,337 2,148,299 6,827,189 8,907,168 COMPANIES reporting NET DEFICIT. UnitedStates 28 101 62 22 34 17 26 21 27 3,125,423 30,862,113 18,598,344 934, 286 1,796,707 944, 680 847, 892 1,681,686 6, 240, 541 2,473,810 20,579,721 11,932,385 726,344 1,627,732 723,147 826,812 1,411,603 4,227,372 941,633 16,474,316 8, 118, 788 300,708 578,372 364,086 255,033 622,937 2,866,142 289,920 5,191,923 1,452,829 91,768 309,397 132,563 233,953 352,864 851,973 Middle Atlantic East North Central West North Central South Atlantic East South Central West South Central Mountain Pacific. Condensed income account of nonoperating lessor com- panies. — ^There were 285 nonoperating lessor companies in 1912, as compared with 291 in 1907 and 170 in 1902, but 12 of these companies in 1902 did not furnish financial reports. WhUe all but a small portion of the income of these companies was paid as rental by other operating companies, its distribution is a matter of importance. Table 83 gives the income account of these companies for 1912, 1907, and 1902. The nonoperating companies reported a gross income of $35,605,367 m 1912, as compared with $47,913,249 in 1907 and $26,138,899 in 1902. The decrease in the financial accounts for 1912, as compared with 1907, is due largely to changes in the status of a few roads. In 1907 the Metropohtan Street Eailway Co., the Third Avenue Railway Co., the Second Avenue Eaihoad Co., and the Central Park, North and East River RaUroad Co., of New York City, were nonoperating lessor companies, with an aggregate gross income of $8,735,171, but in 1912 they were operating companies, the first constitut- 236 STREET AND ELECTRIC RAILWAYS. ing a part of the New York Street Railways. In Chicago 6 lessor companies in 1907, with incomes aggregating $1,767,445, were constituent elements of the Chicago Railways Co., an operating company, in 1912. These changes alone involve an amount equal to 85 per cent of the shrinkage in lessor com- pany revenues. In some cases the operating com- pany is charged with the payment of the taxes for the lessor company, as well as interest on its bonds and other rental considerations, and the taxes are included along with the taxes of the operating company, instead of being entered as a part of the rental and charged against the income of the lessor company as an expense of that company. Variance in methods of handling these accounts in the reports for different censuses probably accounts for a portion of the difference. In Pennsylvania there was a shrinkage in income of lessor companies from $13,937,422 in 1907 to $9,650,103 in 1912» There were 138 lessor companies in Pennsyl- vania in 1912, and the shrinkage is distributed among a large number of those companies. Table 83 condensed income account of nonoperating les30b companies. 1912 1907 1902 Per cent of increase.' 1902- 1912 1907- 1912 1902- 1907 NuMBEB OF Companies. United States 285 291 2 158 80.4 -2.1 84.2 Geographic divisions: 28 190 31 6 16 1 4 2 8 $35,605,367 35,144,521 460,846 16,090,372 15,234,132 856,240 19,514,995 19,342,101 172,894 98.7 1.3 45.2 42.8 2.4 54.8 64.3 0.5 27 203 43 4 10 29 2 113 12 1 2 1 -3.4 68.1 158.3 400.0 700.0 Middle Atlantic East North Central West North Central East South Central West South Central 1 1 2 $47,913,249 47,600,933 412,316 19,465,984 18,030,522 1,435,462 28,447,265 28,030,542 416, 723 99.1 0.9 40.6 37.6 3.0 59.4 58.6 0.9 1 1 1 100.0 Pacific Income Account. $26,138,899 26,116,884 22,015 8,779,294 8,376,569 402,735 17,359,606 17,167,061 202,544 99.9 0.1 33.6 32.1 1.5 66.4 65.6 0.8 36.2 34.6 83.2 81.9 112.6 12.4 12.7 -14.6 -25.7 -26.0 11.8 -17.3 -16.5 -40.4 -31.4 -31.0 -58.5 83 3 Eentals from operating 81.9 Miscellaneous income... Deductions from income Interest 121.7 115,2 Taxes and miscellane- ous (maintenance of organization, etc.) 256.4 Dividends 63 4 106.7 Pee Cent op Geoss Income. Bantals from operatingcom- Deductions from income TntRrpqt Taxes and miscellaneous Net income Surplus > A minus sign (— ) denotes decrease. 2 Exclusive of 12 companies which failed to furnish financial information. The deductions from income for the lessor com- panies were relatively much greater in 1912 than in 1907, and in 1907 than in 1902. The increase is chiefly found in the disbursements for interest, which formed 42.8 per cent of the gross income in 1912, as compared with 32.1 per cent in 1902. Conversely, the propor- tion of gross income remaining as net income decreased from 66.4 per cent in 1902 to 54.8 per cent in 1912, and the disbursements in dividends from 65.6 per cent to 54.3 per cent. Of course, there is no neces- sity for the lessor companies to retain any consid- erable amounts as surplus. The income account in detail for the nonoperatmg lessor companies, by states, for 1912, 1907, and 1902, is given in Table 159 (p. 305). Condensed income account of operating and lessor companies combined. — A combination of the income accounts of the operating and lessor companies is given in Table 84 to show the aggregates for all street and electric railways of the United States, the duplications due to rentals paid by the operating companies to' the lessor companies being eliminated. Table 84 condensed income account of opeeatinq and LESaOE companies combined. ACCOUNT. 1912 1907 1902 Per cent of increase: ' 1902- 1912 1907- 1912 1902- 1903 Number of companies 1,260 $586,391,363 567,511,704 332,896,356 234,615,348 18,879,659 253,496,007 172,069,269 113,259,470 2 58,809,789 81,425,748 70,992,218 10,433,530 96.8 3.2 58.3 27.8 17.5 10.3 13.9 12.1 1.8 1,230 $430,156,570 418,187,868 261,309,252 166,878,606 11,968,712 178,847,318 110,069,787 81,771,266 2 28,288,501 68,787,651 54,485,274 14,302,277 97.2 2.8 58.4 25.6 19.0 6.6 16.0 12.7 3.3 957 $260,526,642 247,553,999 142,312,697 105,241,402 2,972,643 108,214,045 60,856,122 46,462,470 14,393,662 47,357,923 33,039,171 14,318,762 98.8 1.2 56.8 24.3 18.6 6.7 18.9 13.2 6.7 31.7 134.1 129.2 133.9 122.9 635.1 134.3 182.7 143.8 308.6 71.9 114.9 -27.1 2.4 36.3 35.7 32.5 40.6 57.8 41.7 66.3 38.5 107.9 18.4 30.3 -27.1 28. S 71.7 Operating revenues Operating expenses Net operating revenue. . . Miscellaneous income Gross income less oper- 68.9 76. ft 68.6 302.6 65.3 Deductions from income. . 80. ft 77.0 Miscellaneous, iuclud- 96. & Net income 45.3 64.9' Surplus -0.1 Pee Cent of Geoss Income. Operating revenues Miscellaneous income.. Operating expenses Deductions from income Miscellaneous, includ- Net income Surplus > A minus sign (— ) denotes decrease. 2 Includes rentals paid to other operating companies, steam railroads, munici- palities for subways, etc. The rentals reported by the lessor companies as received do not, in aU cases, agree with the amounts reported as paid for rental by the operating companies, the discrepancy being due primarily to differences in methods of accounting. In some cases not aU of the rental reported by the lessee company was paid, but the full amount of the obligation was reported by the lessee company and the cash payments by the lessor company. In other cases the reports of the related operating and lessor companies did not cover the same period of time. To make the figures com- parable the rentals received by the lessor companies are deducted from the income side of the account and a like amount from the fixed charges. The excess of rentals paid by the operating companies over rentals FINANCIAL OPERATIONS. 237 received by the lessor companies represents rentals paid to companies other than the lessor street and electric railway companies and includes rentals paid other operating companies, rentals paid to municipahties for subways, as in New York and Boston, rentals for track leased from steam raUroads, etc. The amount paid by operating companies for track leased from other operating companies is a duphcation that can not be eliminated, but this amount is not relatively large. In 1912 the trackage leased by operating companies from other operating companies constituted but 1.3 per cent of the total trackage leased from electric railway companies. The proportion of the gross income disbiu'sed in dividends was necessarily higher for all companies combined than for operating companies alone, on ac- count of the elimination of the dupUcations due to rentals and to the disbursement by the lessor com- panies of more than half of their income in the form of dividends. The income account for operating and lessor com- panies combined is presented, by states, in Table 160 (p. 306) for all states for which the statistics of lessor companies are given in Table 159. Condensed income account of operating companies, classified according to income from railway operor tions. — ^There is considerable variation in the relative importance of the various items of the income account for companies of different sizes. Table 85 is a com- parative summary of the income account of operating companies, grouped according to income from railway operations, for 1912, 1907, and 1902; and Table 86 presents percentages based upon the data given in Table 85. Table 86 shows for each item the percent- age each class forms of the total for the United States for each year, and the percentage of the gross iacome represented by each item for the several classes of companies. A study of the statistics shows a progressive move- ment of the companies from the lower to the higher class groups. The proportion of the total number formed by companies of class C decreased from 84.4 per cent in 1902 to 74.8 per cent in 1912, while classes B and A both showed an increase in their respective proportions. With respect to income account, class B maintained about the same relation to the total at each census, there being but little change in the percentages of totals represented by gross income, operating revenues and expenses, deductions from income, and net income. The decreases in percentages of totals for class C are accounted for chiefly by the increases for class A. Table 85 condensed income acbount of opekatina companies, classitied accokding to income fbom eailway operations: class a, $1,000,000 and ovee; class b $260,000 BUT LESS THAN $1,000,000; CLASS C. LESS THAN $250,000. ACCOUNT AND CLASS. 1912 1907 1902 Per cent of increase.! 1902- 1912 1907- 1912 1902- 1907 Number of companies. . . . Class A 975 91 165 729 8585,930,517 436,410,066 89,008,683 60,611,869 567,611,704 422,793,977 86,264,601 58,463,126 332,896,356 239,739,927 63,250,043 39,906,386 234,616,348 183,064,050 33,014,558 18,546,740 18,418,813 13,616,088 2,743,982 2,058,743 253,034,161 196,670,138 36,758,640 20,605,483 191,123,408 148,640,699 25,426,631 17,067,178 61,910,753 48,029,439 10,333,009 3,648,305 51,650,117 40,034,088 8,309,512 3,306,517 10,260,636 7,996,361 2,023,497 241,788 939 76 130 733 $429,744,254 303,071,003 69,462,248 57,211,003 418,187,858 297,062,346 66,807,839 54,317,673 251,309,252 173,358,511 41,344,061 36,606,680 166,878,606 123,703,835 25,463,778 17,710,993 11,556,396 6,008,667 2,654,409 2,893,330 178,435,002 129,712,492 28,118,187 20,604,323 138,094,716 102,004,702 20,911,111 15,178,903 40,340,286 27,707,790 7,207,076 5,426,420 26,454,732 20,819,820 3,921,313 1,713,599 13,885,554 6,887,970 3,285,763 3,711,821 799 44 81 674 $250,504,627 170,328,500 39,867,063 40,319,064 247,553,999 167,743,251 39,743,376 40,067,372 142,312,597 91,842,001 23,354,624 27,115,972 106,241,402 76,901,250 16,388,752 12,961,400 2,950,628 2,685,249 113,687 251-,692 108,192,030 78,486,499 16,502,439 13,203,092 77,595,063 66,819,948 10,936,393 9,838,712 30,696,977 21,666,661 5,566,046 3,364,380 15,882,110 12,174,336 2,342,179 1,366,696 14,714,867 9,492,215 3,223,867 1,998,785 22.0 106.8 91.4 8.2 133.9 156.2 123.3 50.1 129.2 152.0 117.1 45.9 133.9 161.0 128.0 47.2 122.9 104.1 101.4 43.2 524.2 3.8 19.7 19.2 -0.6 36.3 44.0 28.1 6.8 35.7 42.3 29.1 7.6 32.5 38.3 28.8 9.0 40.6 48.0 29.7 4.7 59.4 17.6 72.7 Class B.. 60.5 Class C 8.8 Gross income 71.6 Class A 77.9 Class B 74.3 Class 41.9 Operating revenues Class A 68.9 77.1 Class B 68.1 ClassC 36.6 Operating expenses Class A 76.6 88.8 ClassB 76.6 Glass C . . 35.0 Net operating revenue . . . Class A 58.6 63.0 Class B 55.4 ClassC 36.8 Miscellaneous income Class A 291.7 Class B . . . ClassC Gross income less oper- 133.9 160.6 116.7 56.1 146.3 161.6 132.6 72.3 102.3 121.7 86.6 5.5 225.2 228.8 264.8 142.1 -30.3 -16.8 -37.2 -87.9 41.8 51.6 27.2 (.'), 38.4 45.7 21.6 12.4 63.5 73.3 43.4 -34.6 95.2 92.2 111.9 93.0 -26.1 16.1 -38.4 -93.6 64.9 ClassA 65.3 ClassB 70.3 ClassC 56.1 Deductions from income. ClassA 78.0 79.5 Class B 91.2 ClassO 64.3 31.8 Class A 27.9 Class B 29 5 ClassC 61.3 66.6 Class A Class B 67 4 ClassC 26 5 Surplus 5 6 ClassA Class B 1 9 Class C ' A minus sign (— ) denotes decrease. ' Less than one-tenth of 1 per cent. Referring to Table 86 : The economy in the opera- tion of large companies as compared with small ones shows ra the smaller per cent of gross income absorbed by operating expenses. It is true that deductions from income as a total absorb a larger proportion of the gross income for class A than for class B and a larger proportion for class B than for class C, but this is due chiefly to rentals paid nonoperating companies, essen- tially the entire amount of which is disbursed by the lessor companies as interest on funded debt or as divi- dends. Deductions from income are hereafter con- sidered in detail (see p. 250). >, 238 STREET AND ELECTRIC RAILWAYS. Table 86 Class A— $1,000,000 and over. Pee Cent of Total. Number of companies. . Gross income Operating revenues Operating expenses Net operating revenue. . Miscellaneous income. . Gross income less oper- ating expenses Deductions from in- come Net income Dividends Surplus Pee Cent of Geoss Income. Operating revenues. . . lusceUaneous income. Operating expenses . . . Deductions irom in- come Net income Dividends Surplus condensed income account of companies classtfied ACCOEDING to income from EAILWAT OPEEATIONa— PERCENTAGES (BASED ON TABLE 85). 1912 1907 1902 9.3 74.5 74.6 72.0 78.0 73.9 77.7 77.8 77.6 77.5 77.9 96.9 3.1 54.9 34.1 11.0 9.2 1.8 8.1 70.5 71.0 69.0 74.1 62.0 72.7 73.9 68.7 78.7 49.6 98.0 2.0 67.2 33.7 9.1 6.9 2.3 5.5 68.0 67.8 64.6 72.1 87.6 72.6 73.2 70.8 76.6 64.6 98.5 1.6 53.9 33.4 12.7 7.1 5.6 Class B— $250,000 but less than S1,000,000. 1912 1907 1902 15.9 15.2 15.2 16.0 14.1 14.9 141 13.3 16.7 16.1 19.7 96.9 3.1 59.8 28.6 11.6 9.3 2.3 13.8 16.2 16.0 16.5 16.3 23.0 15.8 15.1 17.9 14.8 23.7 96.2 3.8 59.5 30.1 10.4 6.7 4.7 10.1 15.9 16.1 16.4 15.6 3.9 15.3 14.1 18.2 147 21.9 99.7 0.3 27.4 140 6.9 8.1 Class C — Less tban 8250,000. 1912 1907 1902 74 8 10.3 10.3 12.0 7.9 11.2 8.9 5.7 6.4 2.4 96.6 3.4 65.9 28.2 5.9 6.5 0.4 78.1 13.3 13.0 14 6 10.6 25.0 11.5 11.0 13.4 6.6 26.7 949 5.1 640 26.5 9.6 3.0 6.5 844 16.1 16.2 19.1 12.3 8.6 12.2 12.7 11.0 8.6 13.6 99.4 0.6 67.3 24.4 3.3 5.0 The operating ratio — that is, the percentage which operating expenses form of operating revenues— is a gauge or index to economy in operation. The follow- ing statement gives the operating ratios for the three classes : CLASS. OPERATING RATIO — COMPANIES CLASSIFIED ACCOEDING TO INCOME FEOM EAILTVAY OPERATIONS. 1912 1907 1902 All companies 58.7 60.1 57.6 56.7 61.7 68.3 58.4 61.9 67.4 54.8 Class B— $250,000 but less than 81,000,000 Class C— Less than $260,000 58.8 67.7 The average operating ratios for classes A, B, and C, for the three years, based upon the aggregate oper- ating revenue and the aggregate operating expenses for the three years, are: For class A, 56.9 per cent; class B, 61.2 per cent; and class C, 67.8 per cent. Condensed income account of operating ccmpanies vnthout and with commercial lighting. — ^The generation and sale of electricity by railway companies for pur- poses other than the operation of the railways neces- sarily have some effect upon the proportions that the diflFerent items of income and expense represent of the respective totals. Table 87 is a comparative summary, for 1912, 1907, and 1902, of the iacome accounts of operating companies that do not conduct light and power departments in connection with the railways, designated as companies "without commercial light- ing," or "class X;" companies that generate and sell electricity for light, power, and other purposes, desig- nated as companies "with commercial lighting," or "class Y;" and the group of miscellaneous companies. chiefly those operated for a part of the year only and including most of the small horse railroads, designated as " miscellaneous," or " class Z." Class Y does not in- clude railway companies with light and power depart- ments which made separate reports, with segregation of capitalization and all financial data, for the railway and light and power departments. Table 87 ACCOUNT AND CLASS. Number of companies Class X Class Y Class Z Gross income. ClassX... Class Y... Class Z.... Operating revenues, ClassX Class Y ClassZ Operating expenses . ClassX Class Y ClassZ Net operating reve- nue ClassX ClassY ClassZ CONDENSED INCOME ACCOUNT OF OPERATING C0MPANIE3 WITHOUT AND WITH COMMERCIAL LIGHTING: CLASS X, WITHOUT COMMERCIAL LIGHTING; CLASS T, WITH COM- MERCIAL lighting; class z, miscellaneous. 1912 975 760 M68 47 $585,930,517 476,872,0^5 108,004,359 1,064,133 567,511,704 461,908,807 104,675,497 1,027,400 332,896,366 273,622,168 68,520,068 754,120 Miscellaneous income. ClassX ClassY ClassZ Gross income less operating expenses. . ClassX ClassY ClassZ Deductions from in- come ClassX ClassY ClassZ Taxes Class X. ClassY. ClassZ.. Interest Class X. ClassY. ClassZ.. Rent of leasedlines and terminals, ClassX ClassY ClassZ Miscellaneous. ClassX... ClassY... ClassZ.... Net income ClassX. ClassY. ClassZ.. Dividends . . ClassX. , ClassY. ClassZ.. Surplus ClassX. ClassY. ClassZ.. 1907 8 939 709 6 175 55 $429,744,254 356,704,386 71,768,709 1,271,169 418,187,858 347,956,013 68,986,416 1,246,429 251,309,252 208,847,846 41,566,682 894,825 234,615,348 188,286,639 46,056,429 273,280 18,418,813 14,963,218 3,428,862 26,733 253,034,161 203,249,857 49,484,291 300,013 191,123,408 157,930,180 32,938,36) 254,867 35,027,965 29,507,142 5,477,369 43,454 98,025,338 78,108,916 19,708,006 208,417 44,784,521 39,246,647 5,536,054 2,820 13,285,584 11,067,476 2,217,932 176 61,910,753 45,319,677 16,545,930 45,146 51,650,117 39,439,692 12,199,679 10,846 10,260,636 5,879,985 4,346,351 34,300 166,878,606 139,107,168 27,419,834 351,604 11,556,396 8,749,373 2,782,293 24,730 178,435,002 147, 856, 541 30,202,127 376,334 138,094,716 117,688,116 19,944,704 461,897 19,755,602 16,755,648 2,976,684 23,270 63,740,744 50,534,496 12,782,361 423,887 48,022,596 45,328,842 2,693,754 1902 S799 112 57 $250,504,627 225,611,197 22,418,065 2,475,366 247,553,999 222,989,978 22,088,656 2,475,365 142,312,597 128,038,482 12,834,941 1,439,174 105,241,402 94,951,496 9,253,715 1,036,191 2,950,628 2,621,219 329,409 Per cent of increase.' 1902- 1912 22.0 20.7 50.0 133.9 36.3 71.6 111.4 33.7 58. T 381.8 50.5 220.1 129.2 3,5.7 68.9 107.2 32.7 66.0 373.4 51.6 212.3 133.9 32.5 76.6 113.7 31. C 63.1 355.9 40.8 223.9 122.9 40.6 58.6 98.3 35.4 46.5 397.7 68.0 196.3 624.2 470.8 940.9 6,575,774 5,069,129 1,491,905 14,740 40,340,286 30,168,426 10,257,423 -86,563 26,454,732 22,476,056 3,971,069 7,617 13,885,554 . 7,692,370 6,286,364 -93,180 108,192,030 97,672,715 9,583,124 1,036,191 77,595,053 71,027,194 6,007,847 560,012 13,078,899 12,294,685 733,575 60,739 38,085,911 32,728,041 4,849,800 508,070 25,518,226 25,470,229 47,413 583 912,018 534,339 377,069 620 30,596,977 26,545,521 3,575,277 476,179 15,882,110 15,022,519 813,091 46,600 14,714,867 11,523,002 2,762,186 ~ 429,679 133.9 108.3 416.4 146.3 122.4 448.3 167.8 140.0 646.6 167.4 138.7 306.3 75.6 54.1 1907- 1912 7.2 -40 59.4 71.0 23.2 41.8 37.5 63.8 38.4 34.2 65.1 77.3 76.1 84.0 53.8 54.6 54.2 -6.7 -13.4 102.3 70.7 362. 225.2 162.5 -30.3 -48.9 57.4 1902- 1907 17.5 12.5 66.3 291.7 233.8 744.6 649 51.6 215.2 78.0 65.7 232.0 5L0 36.3 305. S 67.4 54.4 163.6 88.2 78.0 53.6 31.8 50.2 13.6 61.3 186.9 95.2 75.6 -26.1 -23.6 66.6 49.6 -5.6 -33.2 127.6 1 A minus sign (— ) denotes decrease. ' Exclusive of 6 companies which failed to furnish this information. < Exclusive of 18 companies which failed to furnish this infonuation. < Exclusive of 1 part-time company. ' Exclusive of 2 part-time companies. FINANCIAL OPERATIONS. 239 There were 44 railway companies with light and power departments that made separate reports for such departments in 1912, and these are included in the report on Central Electric Light and Power Sta- tions. Table 88 gives percentages based upon Table 87. It shows the percentages which each item for classes X and Y forms of the total for the United States at each census, together with the percentage of gross income represented by each item for these classes. Percentages for class Z are omitted from these tables, as they are so small as to be of no sta- tistical value. Table 88 Feb Cent of Total. Number of companies Gross income Operating revenues Operating expenses Net operating revenue . .' MisceUaneous Income Gross income less operating Deductions from income Taxes Interest 'Rent of leased lines and terminals Miscellaneous Net income Dividends. Surplus Feb Cent of Gkoss Income. Operating revenues . . . Miscellaneous income . Operating expenses Deductions from income Taxes Interest Rent of leased lines and terminals Miscellaneous Net income Dividends Surplus condensed income account of companies ■without and with commercial uahting — per cent of total.' Class X. Companies without commercial lighting. 1912 190t 1902 77.9 81.4 81.4 82.2 80.3 81.2 80.3 82.6 84.2 79.7 87.6 83.3 73.2 76.4 57.3 3.1 57.4 33.1 6.2 16.4 8.2 2.3 9.5 8.3 1.2 75.5 83.0 83.2 83.1 83.4 75.7 82.9 85.2 84.8 79.3 94.4 77.1 74.8 85.0 55.4 97.5 2.5 58.5 33.0 4.7 14.-2 12.7 1.4 8.5 6.3 2.2 78.8 90.1 90.1 90.1 90.2 90.2 91.5 94.0 85.9 99.8 58.6 86.8 94.6 78.3 1.2 56.8 31.5 5.4 14.5 11.3 0.2 11.8 6.7 5.1 Class Y. Companies with com- mercial lighting. 1912 1907 1902 17.2 18.4 18.4 17.6 19.6 18.6 19.6 17.2 15.6 20.1 12.4 16.7 26.7 23.6 42.4 96.8 3.2 64.2 30.5 5.1 18.2 5.1 2.1 15.3 11.3 4.0 18.6 16.7 16.5 16.5 16.4 24.1 16.9 14.4 15.1 20.0 5.6 22.7 25.4 15.0 45.3 96.1 57.9 27.8 4.1 17.8 3.8 2.1 14.3 5.5 14.0 8.9 8.9 9.0 8.8 11.2 7.7 5.6 12.7 0.2 41.3 11.7 5.1 18.8 98.5 1.6 57.3 26.8 3.3 21.6 0.2 1.7 15.9 3.6 12.3 »■ Class Z — Miscellaneous: 4.8 per cent of companies in 1912, 6.9 per cent in 1907, and 7.1 per cent in 1902; 1 per cent or less of income accounts. Not all of the income from sale of electric current by railway companies is included under class Y. There were 381 companies in 1912 which reported income from the sale of current. Of these, 169 had light and power departments (168 in class Y, and 1, a part-time company, in class Z), The other 212 companies re- ported a total income of $5,515,475 from the sale of current, chiefly current supplied to affiliated or connect- ing railways, or sold incidentally. As this amount was not so great as to affect perceptibly the operating rail- way accounts, these companies were included in class X. In 1907 there were 153 such companies, with $3,516,747 income from the sale of current, included in class X. Table 89 shows the number of companies selling electric current in 1912 and how reported, by geo- graphic divisions. Table 89 NUMBER OF ELECTRIC RAILWAY COMPANIES WITH INCOME FROM SALE OF ELECTRIC CURRENT: 1912. Companies with light and power departments. Companies reporting sale of electric current. DIVISION.' Total. Data tor light and power depart- ments In- cluded In report for Street and Elec- tric Bail- ways. Separate reports for light and power depart- ments in- cluded in report for Central Electric Light and Power Stations. Total. Com- panies doing commer- cial lighting. Com- panies not doing commer- cial lighting. United States.. - 213 169 44 381 169 212 12 20 59 26 38 21 17 9 11 6 12 49 22 35 14 14 7 10 6 8 10 4 3 7 3 2 1 33 78 107 39 53 19 23 11 18 6 12 49 22 35 14 14 7 10 27 Middle Atlantic. East North Central... West North Central . . . South Atlantic East South Central... West South Central... 66 68 17 18 5 9 4 Pacific 8 ' See page 25 for states composing the several divisions. Income from sale of electric current was a more im- portant factor in 1912 than at the earlier censuses, and formed 6.4 per cent of the operating revenues in 1912, as compared with 4.8 per cent in 1907 and 3.1 per cent in 1902. The companies of class Y contributed 18.4 per cent of the operating revenues for aU companies in 1912, as compared with 16.5 per cent in 1907 and 8 .9 per cent in 1 902 . The percentages of increase for all items shown in Table 87 range, as a rule, much higher for this class of companies than they do for companies of class X. For the most part the railways engaged in commercial Ught and power business are located in the smaller cities or towns. The per cent of income absorbed by rentals of leased lines and terminals ranges much lower than for companies of class X, although considerably higher in 1912 than in 1907, and in 1907 than in 1902, and the proportions for total deductions from income are considerably lower for class Y than for class X, the former showing a much higher ratio for net income, namely, 15.3 per cent, as compared with 9.5 per cent for class X, in 1912, and 15.9 per cent, as compared with 11.8 per cent for class X, in 1902. The operating ratios for these classes of companies, for 1912, 1907, and 1902, were as follows: CLASS. COMPANIES WITHOUT AND WITH COMMERCIAL UQHT- INO — OPERATING RATIO (PEB CENT). 1912 1907 1902 All coTTipaTiies 58.7 60.1 57.5 69.2 56.0 73.4 60.0 60.3 71.8 57.4 58.1 58.1 Class Y — With commercial lightmg Condensed income account of companies classified as ' ' Elevated and subway" and " Surface." — The operating conditions of the elevated and subway railways and 240 STREET AND ELECTRIC RAILWAYS. the surface roads are so different as to give value to an analysis of the statistics for these groups. Table 90 is a comparative summary, for 1912 and 1907, of the income accounts of operating companies, classified as "Elevated and subway" and "Surface," and Tables 91 and 92 give percentages based upon Table 90, the former showing the percentage of the item total rep- resented by each group and the latter the percentage of the gross income represented by each item. Table 90 ACCOUKT AND CLASS. Number of companies Elevated and subway Surface Gross income Elevated and subway Surface Operating revenues Elevated and subway Surface , Operating expenses Elevated and subway Surface Net operating revenue Elevated and subway Surface Miscellaneous income Elevated and subway Surface Gross income less operating expenses Elevated and subway Surface Deductions from income Elevated and subway Surface Taxes Elevated and subway Surface Interest Elevated and subway Surface Rent of leased lines and terminals.. Elevated and subway Surface Miscellaneous Elevated and subway Surface Net Income Elevated and subway Surface Dividends Elevated and subway Surface Surplus Elevated and subway Surface Batio of operating expenses to operating revenues (per cent) : All companies Elevated and subway Surface CONDENSED INCOME ACCOtmT OF OPERATING COMPANIES, CLASSIFIED A3 ''ELEVATED AND SUBWAY" AND "SUKFACE." 1912 975 7 968 $585,930,517 55,246,361 530,684,156 567, 511, 704 52,238,727 515,272,977 332,896,356 23,612,867 309,283,489 234,615,348 28,625,860 205,989,488 18,418,813 3,007,634 15,411,179 253,034,161 31,633,494 221,400,667 191,123,408 22,732,065 168,391,343 35,027,965 3,600,657 31,527,308 98,025,338 9,654,473 88,370,865 44,784,621 8,795,655 36,988,866 13,285,684 781, 280 12,504,304 61,910,763 8,901,429 53,009,324 51,660,117 8,529,636 43, 120, 481 10,260,636 371,793 9,888,843 58.7 45.2 60.0 1907 939 $429,744,254 34,257,979 395,486,275 418,187,858 33,874,054 384,313,804 251,309,252 15,129,025 236,180,227 166,878,606 18,745,029 148, 133, 577 11,656,396 383,925 11, 172, 471 178,436,002 19,128,954 169,306,048 138,094,716 13,459,216 124,635,500 19,755,602 1,986,249 17,769,353 63,740,744 3,700,602 60,040,142 48,022,596 6,966,120 42,056,476 6,575,774 1,806,245 4,769,529 40,340,286 6,669,738 34,670,548 26,464,732 4,008,880 22,445,852 13,885,554 1,660,858 12,224,696 60.1 44.7 61.5 Per cent ofin- crease.i 3.8 16.7 3.8 36.3 61.3 34.2 35.7 64.2 34.1 32.5 56.1 31.0 40.6 52.7 39.1 59.4 683.4 37.9 41.8 65.4 39.0 38.4 68.9 35.1 77.3 76.2 77.4 53.8 160.9 47.2 -6.7 47.4 -14.4 102.0 -56.7 162.2 53.5 57.0 52.9 95.2 112.8 92.1 —26.1 -77.6 -19.1 1 A minus sign (— ) denotes decrease. Table 91 Number of companies Gross income , Operating revenues Operating expenses Net operating revenue Miscellaneous income Gross income less operating expenses. . Deductions from income Taxes Interest Rent of leased lines and terminals. Miscellaneous Net income Dividends Surplus CONDENSED INCOME ACCOUNT OF COMPA- NIES CLASSIFIED AS "ELEVATED AND SUBWAY" AND "SUEFACE" — PERCENT OF TOTAL. Elevated and subway. 1912 0.7 9.4 9.2 7.1 12.2 16.3 12.5 11.9 10.0 9.8 19.6 5.9 14.4 16.5 3.6 1907 0.6 8.0 8.1 6.0 11.2 3.3 10.7 9.7 10.1 5.8 12.4 27.5 14.1 15.2 12.0 Surface. 1912 99.3 90.6 90.8 92.9 87.8 83.7 87.5 88.1 90.0 90.2 80.4 94.1 85.6 83.5 96.4 1907 99.4 92.0 91.9 94.0 88.8 96.7 89.3 90.3 89.9 94.2 87.6 72.5 85.9 84.8 88.0 Table 93 CONDENSED INCOME ACCOUNT OP COMPANIES CLASSIFIED AS "ELEVATED AND SUBWAY" AND "SURFACE"— PER CENT OF GROSS INCOME. ACCOUNT. Total— All com- panies. Elevated and subway. Surtace. 1912 1907 1912 1907 1912 1907 Gross income 100.0 100.0 100.0 100.0 100.0 100.0 96.9 3.1 56.8 32.6 6.0 16.7 7.6 2.3 10.6 8.8 1.8 97.3 2.7 58.5 32.1 4.6 14.8 11.2 1.5 9.4 6.2 3.2 94.6 5.4 42.7 41.1 6.3 17.5 15.9 1.4 16.1 15.4 0.7 98.9 1.1 44.2 39.3 5.8 10.8 17.4 5.3 16.5 11.7 4.8 97.1 2.9 58.3 31.7 5.9 16.7 6.8 2.4 10.0 8.1 1.9 97.2 2.8 69.7 31.5 4.5 15.2 10 6 Miscellaneous income OpP.Tatlnp RTpRTlRP-Q Deductions from income Taxes.-, . Tntp.rp.tjt: Rent of leased lines and ter- minals Miscellaneous 1 2 Net income . 8 8 Dividends 5 7 3 1 The elevated and subway group shows a low ratio of operating expenses to gross income and a reduction ia the ratio from 1907 to 1912, namely, from 44.2 per cent in 1907 to 42.7 per cent in 1912. The proportion absorbed by deductions from income for the elevated and subway group is largely in excess of that for the surface roads, primarily by reason of the large propor- tion of income required for rentals. OPERATING REVENUES AND MISCELLANEOUS INCOME. Operating revenues. — Table 161 (p. 308) gives the operating revenues, by geographic divisions and states, for 1912, 1907, and 1902, and the sources from which derived. Operating revenues include the in- come from passenger, parlor, chair, and special cars, and from freight, mail, baggage, express, and mUk; other transportation revenue; receipts from sale of electric current; and other nontransportation revenue. Passenger revenue includes cash-fare collections, re- ceipts from sale of tickets, and the cash equivalent of nuleage tickets honored for transportation. Parlor, chair, and special car revenue iacludes fares collected for seats in parlor, observation, chair, and other special passenger cars, and revenue from cars chartered for special passenger service. Freight revenue is what the name implies. Mail revenue includes amounts received for the transportation of mails and for the use of railway post-office cars and special facihties, and bonuses for special mail transportation. Baggage revenue includes amounts received for the transpor- tation of baggage in excess of free allowances and for the transportation of packages, other articles, dogs, etc., as baggage. The term "express" covers matter handled at a higher rate than freight on account of quicker service or of collection and delivery, and express revenue includes amounts received for transportation or for facilities on cars and at stations incident to the transportation of express matter, not including the separate rent of ofiices at stations. On some lines the transportation of nulk is an important feature. ' ' Other transportation revenue" includes amounts received for switching service and for all transportation service not FINANCIAL OPERATIONS. 241 otherwise provided for. Income from the sale of elec- tric current, either to other public-service corporations or to the general pubUc, is, next to passenger revenue, the largest item of operating income, and it constitutes the greater part of the nontransportation operating revenues. Included under "Other nontransporta- tion revenue" are amounts received for station and car privileges, advertising at stations and on cars, parcel-room service, the storage of freight and bag- gage, car demurrage, telegraph and telephone service in cases where the expense can not be separated from the expense of conducting the railway service, rent of tracks and terminals, rent of cars, rent of electri- cal equipment of cars and other equipment, rent of buildiQgs or other property used in connection with railway operations, such as depot and station grounds and buildings, offices and rooms rented at stations, etc., and receipts from parks and pleasure resorts. The standard form of accoimtiag provides that only the net income or net expense of parks or amusement resorts operated primarily for the purpose of attracting traffic shall be carried in the railway accounts. In some cases it is possible that the total expense and the gross income were reported, which woidd not ajQFect the data for net income, although tending to inflate the income and expense accounts. The following statement illustrates the diflferences in the relative importance of the several sources of revenue for street and electric railways and steam railroads in 1912 and 1907: PEK CENT DISTRIBUTION OF OPEKATING BEVENUES, BY SOUECE, FOR STREET AND ELECTRIC RAILWAYS AND STEAM RAILROADS. CLASS OF SERVICE. Street and electric railways. Steam railroads. 1912 1907 1912 1907 Operating revenues 100.0 100.0 100.0 100.0 Passeneer service 88.8 1.8 0.1 0.6 8.7 91.5 1.3 0.2 0.4 6.7 23.2 69.3 1.8 2.6 3.2 21.8 70.4 1.9 2.2 All other 3.6 The income from passenger service represents ap- proximately nine-tenths of the operating revenues of the street and, electric railways, while freight service yields about seven-tenths of the operating income of the steam roads; but for each the percentage is slightly lower for 1912 than for 1907. Table 93, based on Table 161 (p. 308), gives the per- centages of increase for the census periods 1902-1912, 1907-1912, and 1902-1907, by geographic divisions, for operating revenues and the component accounts, grouped as "Passenger service," which includes "Pas- senger" and "Parlor, chair, and special car;" "Freight, mail, baggage, and express" (including milk) ; "Sale of electric current;" and "All other revenue," including "Other transportation revenue" for 1912. Table &3 OPERATING REVENUES, BY SOURCE AND BY GEOGRAPHIC DIVISIONS— PER CENT OF INCREASE' (BASED ON TABLE 161). DIVISION. Operating revenues. Passenger service.^ Freight, mail, baggage, and express.^ Sale of electric current. All other revenue. 1902- 1912 1907- 1912 1902- 1907 1902- 1912 1907- 1912 1902- 1907 1902- 1912 1907- 1912 1902- 1907 1902- 1912 1907- 1912 1902- 1907 1902- 1912 1907- 1912 1902- 1907 United States 129.2 35.7 68.9 115; 1 31.6 63.5 678.8 95.9 297.4 373.8 81.7 160.7 230.8 63.0 102 9 69.9 96.0 146.1 144.9 163.2 160.6 252.6 235.7 302.0 21.8 30.0 36.4 33.4 38.3 27.5 52.8 54.7 74.0 39.5 50.8 80.4 83.6 90.3 104.5 130.8 117.0 131.1 66.4 90.5 130.6 133.7 141.8 137.9 217.6 164.6 250.7 21.7 28.5 32.4 29.4 34.6 23.6 49.7 43.1 53.9 36.8 48.2 74.2 80.7 79.6 92.4 112.1 84.8 127.9 376.6 393.7 757.3 966.1 470.6 456.5 1,138.0 239.5 1,957.4 105.2 63.6 92.5 176.9 122.0 72.1 165.2 37.8 122.7 132.2 221.6 345.3 286.1 157.1 223.4 366.8 146.5 823.9 87.9 440.5 287.0 287.4 304.1 330.8 1,685.0 1,578.3 615.1 -11.5 67.6 80.9 70.1 49.0 50.2 68.8 95.6 340.7 112.3 222.5 113.9 127.9 171.1 186.8 957.6 768.2 62.3 89.7 199.8 273.6 385.5 115.2 436.0 419.7 409.5 679.4 24.5 62.3 34.3 116.6 47.5 -11.9 137.1 306.1 266.9 52 4 Middle Atlantic East Nortli Central 178.3 508.4 25.5 Pacific 112 4 1 A minus sign (— ) denotes decrease. 2 Including "Parlor, chair, and special car." 8 Including "Milk." The proportionate increase in income from freight, mail, baggage, and express business greatly exceeds that from passenger service for each division and each five-year period, except in the case of the Mountain division for the period 1907-1912; and the same is true of income from sale of electric current, except in the case of the New England division for the period 1907- 1912. The growth in freight, mail, baggage, and express business was specially large in the West Central divisions, both North and South, and on the Pacific coast. Table 94, also based upon Table 161 (p. 308), gives the per cent distribution of each class of operating revenue, by geographic divisions, and the per cent 58795°— 15 16 distribution of the operating revenues for each geo- graphic division, according to source or class, for 1912 and 1907. The Middle Atlantic division led in total operating revenue and passenger revenue for both 1912 and 1907 and in mail revenue for 1907, while the East North Central division led in revenue from parlor, chair, and special cars, from freight, and from baggage, express and nulk business for both years, and in mail revenue and income from sale of electric current for 1912. The South Atlantic division reported the largest amount of income from sale of electric current in 1907. In every division, with the exception of the Middle Atlantic, the proportion of the operating revenue 242 STREET AND ELECTRIC RAILWAYS. derived from passengers is less in 1912 than in 1907, and, with the exception of the New England and Middle Atlantic divisions, the proportion represented by income from sale of electric current is greater. The freight percentages, although small, show, as a rule, a proportionate increase. The only divisions where these percentages are less for 1912 than for 1907 are the East South Central and Mountain. STREET AND ELECTRIC RAILWAYS— PER CENT DISTRIBUTION OF OPERATING REVENUES, BY GEOGRAPHIC DIVISIONS: 1912 AND 1907 (BASED ON TABLE 157). Table 94 Per Cent of Total. United States. New England . Middle Atlantic. Census, East Nortli Central. . West Nortli Central. South Atlantic East South Central . . West South Central - Mountain Pacific Pee Cent of Opeeating Eeventjes. United States New England. Middle Atlantic. East Nortli Central. . West North Central. South Atlantic East South Central.. West South Central. Mountain Pacific. 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 Oper- ating revenues, total. 100.0 100.0 10.0 11.1 33.8 35.2 23.8 23.7 7.9 8.0 7.0 6.8 3.0 3.2 3.0 2.7 2.0 1.7 9.6 7.5 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 Passen- ger. 100.0 100.0 10.5 11.3 35.9 36.8 23.5 23.4 8.1 8.3 6.2 6.0 2.8 2.9 2.9 2.6 1.6 1.5 8.5 7.3 88.6 91.4 Parlor, chair, and special car. 100.0 lOO.O 92.9 93.0 94.2 95.4 87.3 90.0 91.0 78.4 81.2 83.6 86.9 88.7 72.6 78.4 78.7 88.9 18.7 21.2 24.4 24.5 31.3 25.5 3.9 4.4 5.9 3.6 1.1 2.8 2.7 2.0 2.6 3.2 9.4 12.9 0.2 0.2 Freight. 100.0 100.0 0.3 0.3 0.1 0.1 0.2 0.2 0.1 0.1 0.2 0.1 0.1 0.1 0.2 0.1 0.2 0.3 0.2 0.3 8.1 6.5 13.8 14.9 34.4 40.7 7.2 4.4 5.1 4.0 1.7 2.9 0.4 0.3 1.2 2.5 28.0 24.8 1.8 1.3 Man. lOO.O 100.0 1.5 0.6 0.7 0.6 2.6 2.2 1.6 0.7 1.3 0.7 1.0 1.1 0.3 0.1 1.1 1.8 5.2 4.1 14.5 16.0 23.2 28.7 23.9 21.9 17.5 14.2 2.2 2.1 0.8 0.9 0.7 0.4 6.5 0.1 0.1 express, and milk. 100.0 100.0 0.2 0.2 0.1 0.2 0.1 0.1 0.3 0.3 0.2 0.2 0.1 0.1 O 0.1 0.1 11.0 16.7 19.2 33.3 47.7 34.9 3.6 2.2 5.1 4.9 2.8 0.1 0.7 0.5 1.4 0.1 8.6 7.3 0.6 0.4 other transpor- tation revenue. 0.7 0.6 0.4 0.4 1.3 0.5 0.3 0.1 0.5 0.3 (■) 0.1 0.1 (') 0.6 0.4 100.0 100.0 24.7 6.0 1.5 Sale of electric current. 1.1 19.5 0.1 0.2 0.5 0.3 0.1 0.2 0.2 0.7 ' Less than one-tenth of 1 per cent. Other nontrans- portation revenue. 100.0 100.0 3.8 7.8 9.3 10.0 22.8 22.9 6.1 6.5 19.4 23.7 7.6 9.2 5.1 6; 5 7.2 6.7 18.7 7.7 6.4 4.8 2.5 3.4 1.8 1.4 6.2 4.6 5.0 18.0 16.7 16.2 13.7 10.9 9.9 23.7 18.7 12.5 4.9 100. 0' 100.0 9.2 11.1 43.0 40.4 21.6 29.2. 6.0 4.S 5.1 5.4 1.1 2.1 2.2 1.6- 1.7 0.6 10.0 5.1 1.9 l.» 1.8 1.9 2.4 1.9 1.7 2.3 1.5 1.1 1.4 1.5 0.7 1.3 1.4 1.0 1.6 0.7 2.» 1.3 Operating revenues of companies classified according to income from railway operations. — The classification of railways according to size is based upon income from railway operations ; hence iacome from the sale of cur- rent (which is an operating iacome), other nontrans- portation revenues, and items of income that make up the total of "Miscellaneous income" not from opera- tions, do not affect the classification, however large they may be. The development of interurban lines has brought in a large amount of freight and express busi- ness. The relative importance of the passenger service and other classes of service varies somewhat with the size and character of the companies and the locality served. Table 95 gives the comparative statistics for operating revenues, by source, for companies classified according to income from railway operations. FINANCIAL OPERATIONS. 243 Table 95 Number of companies . . . Class A ClassB ClassC Operating revenues Class A ClassB ClassC Passenger ClassA ClassB ClassC Parlor, chair, and special car 2 ClassA ClassB ClassC Freight ClassA ClassB ClassC Mail ClassA ClassB ClassC Baggage, express, and Tnillr 3 ClassA ClassB ClassC Other transporta- tion revenue * ClassA ClassB ClassC Sale of electric cur- rent ClassA ClassB ClassC Other nontranspor- tation operating revenue ^ ClassA ClassB ClassC OPEBATINQ REVENUES, BY SOUBCE, OK COMPANIES CLAS- SIFIED ACCORDING TO INCOME FROM RAILWAY OPERA- TIONS: CLASS A, $1,000,000 AND OVEB; CLASS B, $250,000 BUT LESS THAN $1,000,000; CLASS C, LESS THAN $250,000. 1912 975 91 155 729 $567,511,704 422,793,977 86,264,601 58,453,126 502, 651, 637 387,824,233 70,090,673 44, 736, 731 1,036,520 698,801 216,575 121,144 10, 165, 616 4,909,404 2,933,011 2,323,201 723,640 504,260 106, 163 113,217 3,687,947 1,916,102 1, 158, 131 613,714 1,919,413 1,228,410 404,405 286,598 36,500,030 17,738,966 9,728,987 9, 032, 077 10,826,901 7,973,801 1, 626, 656 1,226,444 1907 76 130 733 $418,187,858 297,062,346 66,807,839 54, 317, 673 382,132,494 280,387,112 58,176,517 43,568,865 705, 261 437,082 155, 292 112,887 5,231,215 1,571,763 1,958,313 1,701,139 646,575 448,462 81,931 116, 182 1,660,802 873, 980 396, 926 20,093,302 7,538,308 4,952,620 7,602,374 7,818,209 5, 805, 639 1,086,240 926,330 1902 799 44 81 674 $247,553,999 167, 743, 251 39, 743, 376 40,067,372 233,821,548 162,529,682 36,766,021 34 525,845 303,608 172, 269 64,030 67,309 1,038,097 164, 712 271,062 602,323 432,080 287,407 60,019 84,654 401,672 144, 465 118,552 138,656 7, 703, 574 2, 145, 348 1,721,828 3,836,398 3,853,420 2,299,368 741,864 812, 188 Per cent of increase.! 1902- 1912 22.0 106.8 91.4 8.2 129.2 152.0 117.1 45.9 115.0 138.6 90.6 29.6 241.4 305.6 238.2 80.0 879.3 ,880.6 982.0 285.7 67.5 75.5 76.9 33.7 818.1 1,226.3 876. 342.6 373.8 726. 465.0 136.4 119.3 61.0 1907- 1912 3.8 19.7 19.2 0.6 35.7 42.3 29.1 7.6 31.6 38.3 20.5 2.7 47.0 59.9 39.5 7.3 94.3 212.4 49.8 11.9 12.4 29.6 -2.6 136.3 119.2 191.8 111.7 81.7 135.3 96.4 18.8 38.5 37.3 32.4 1902- 1907 17.5 72.7 60.5 8.8 68.9 77.1 68.1 35.6 63.4 72.5 68.2 26.2 132.3 153.7 142.5 67.7 403.9 864.2 622.5 182.4 49.6 56.0 36.5 37.2 288.6 506.0 234.8 109.1 160.8 251.4 187.6 98.2 102.9 152.5 46.4 14.1 1 A minus sign (— ) denotes decrease. ' Reported as " Chartered cars" in 1907 and 1902. ' Reported as " Express" in 1907 and 1902. < Included In revenues from "Miscellaneous sources" in 1907 and 1902. 5 Reported as revenues from "Miscellaneous sources" la 1907 and 1902. The exclusion of income from sale of current, in classifying the companies according to size, obviously results in the assignment of some companies to classes lower than those to which they would have been assigned on the basis of gross income. The average operating revenues per company for all companies of each class are as follows : CLASS. AVERAGE OPERATING REVE- NUES PER COMPANY. 1912 1907 1902 $582,063 $445,354 $309,830 4,646,088 656, 646 80,183 3,908,715 513, 906 74, 103 3,812,347 Class B 490,669 59,447 Table 96 gives the percentage data, derived from Table 95, for each class and for each year. Table 96 Per Cent of Total. Number of companies Operating revenues Passenger Parlor, chair, and special car Freight MaU Baggage, express, and milk. other transportation reve- nue Sale of electric current other nontransportation revenue Per Cent of Operating Revenues. Operating revenue Passenger Parlor, chair, and special car. Freight Mail Baggage, express, and milk. other transportation reve- nue Sale of electric current other nontransportation revenue per cent distribution of operating revenues, BY source, of companies CLASSIFIED ACCORD- ing to income from railway operations (based on table 95). Class A. $1,000,000 and over. 1912 1907 1902 9.3 74.5 77.2 67.4 48.3 69.7 62.0 64.0 48. 73.6 100.0 91.7 0.2 1.2 0.1 0.6 0.3 4.2 1.9 8.1 71.0 73.4 62.0 30.0 69.4 m.o 37.6 74.3 100.0 14.4 0.1 O.S 0.2 0.3 2.5 2.0 5.5 67.8 69.5 56.7 16.9 66.6 36.0 27.8 59.7 100.0 96. 0.1 0.1 0.2 0.1 ClassB. $250,000 but less than $1,000,000. 1912 1907 1902 16.9 15.2 13.9 20.9 28.9 14.7 31.4 24.1 26.7 15.0 100.0 81.2 0.3 3.4 0.1 1.3 0.5 11.3 13.8 16.0 15.2 22.0 37.4 12.7 25.4 24.6 13.9 100.0 87.1 0.2 2.9 0.1 0.6 7.4 1 25.2 16.1 15.7 21.1 26.1 13.9 22.3 19.3 100.0 92.5 0.2 0.7 0.2 0. Class C. Less than $250,000. 1912 1907 1902 74.8 10.3 8.9 11 22.9 15.6 16.6 19.9 24.7 11.3 100.0 76.5 0.2 4.0 0.2 1.1 0.5 15.5 78.1 13.0 11.4 16.0 32.5 18.0 18.6 37.8 11. S 16.2 14.8 22.2 68.0 19.6 34.5 49.8 21.1 100.0100.0 80.2 0.2 3.1 0.2 0.5 14.0 1.7 86.2 0.2 1.5 0.2 o.a 9.6 2.0 The large companies, constituting class A, account for over three-fifths of the total receipts from passen- gers, from parlor, chair, and special cars, from mail service, and from miscellaneous nontransportation rev- enues, in 1912 and 1907; and the only specified classes of revenue for which these large companies did not re- port more than haK of the respective totals were freight service and the sale of electric current. Although passenger traffic is the chief source of revenue for all companies in class C, it constituted but 76.5 per cent of the operating revenues in 1912, as com- pared with 86.2 per cent in 1902. Passenger traffic furnished a considerably greater proportion for each of the other classes, but these percentages show a de- crease for each class from census to census. The counterbalancing increases for all classes are found in receipts from freight, baggage, express, and milk, and from sale of electric current. Freight service and sal© of current are relatively of more importance among companies of classes C and B than among those of class A. Operating revenues of companies without and witTi commercial lighting. — The operating revenues of com- panies without commercial lighting and with commer- cial lighting, respectively, and of the group of miscella- neous companies are distributed among the specified sources in Table 97. 244 STREET AND ELECTRIC RAILWAYS. Table 97 ACOOtTNT AND CLASS. operating eeventjes, by sottece, op companies ■with- out and with commercial lighting: class x, with- out commercial lighting; class t, with commercial lighting; class z, miscellaneous. 191 1907 1902 Percent of increase.' 1902- 1912 1907- 1912 1902- 1907 Number of companies... ClassX 975 760 168 47 $567,511,704 461,908,807 104,675,497 1,027,400 602,651,637 434,530,907 67,301,669 819,061 1,036,520 798, 151 237,990 379 10,165,616 7,547,669 2,529,931 88,016 723,640 631,994 89,696 2,050 3,687,947 2,466,056 1,214,906 7,985 1,919,413 1,516,984 400,314 2,115 36,500,030 6,465,104 30,948,468 86,458 10,826,901 8,952,942 1,852,623 21,336 939 709 175 56 8418,187,868 347,956,013 68,986,416 1,246,429 382,132,494 331,504,175 49,500,161 1, 128, 158 705,261 569,853 144,662 746 5,231,216 4,077,049 1,121,752 32,414 646,576 577,721 68,478 376 1,560,802 1,139,824 413,975 7,003 799 630 112 67 J247,653,999 222,989,978 22,088,656 2,476,366 233,821,648 216,392,393 15,084,684 2,344,571 303,608 261,654 38,949 3,006 1,038,097 834,233 182,076 21,788 432,080 409,376 20,623 2,081 401,672 378,693 17,660 6,419 22.0 20.6 60.0 3.8 7.2 -4.0 17.5 12.6 66.3 Class Y... Class Z Operating revenues ClassX 129.2 107.1 373.4 36.7 32.7 51.6 68.9 56.0 212.3 Class Y Class Z 142.8 100.8 346.2 48.6 31.1 36.0 63.4 53.2 228.2 ClassX... Class Y Class Z Parlor, chair, and special car2 ClassX.. 241.4 205.0 611.0 47.0 42.6 64.5 132.3 114.0 271.4 Class Y ClassZ r Freight 879.3 804.7 94.3 85.1 403.9 388.7 ClassX Class Y ClassZ Mail 67.5 54.4 334.4 11.9 9.4 30.8 49.6 41.1 232.0 ClassX Class Y ClassZ Baggage, express, and milt ' ClassX 818.1 65.1 136.3 116.3 288.6 201.0 ClassY ClassZ Othertransportation revenue' ClassX ClassY ClassZ Sale of electric cur- 20,093,302 3,504,084 16,530,807 58,411 7,818,209 6,692,307 1,206,681 19,321 7,703,574 1,196,026 6,445,542 62,007 3,853,420 3,617,604 299,322 36,494 373.8 366.9 380.2 81.7 56.0 87.2 160.8 193.0 156.5 Class X ClassY ClassZ Other nontranspor- tation revenue'... Class X 180.1 164.5 518.9 38.5 35.8 53.5 102.9 87.4 303.1 ClassY ClassZ 1 A minus sign (— ) denotes decrease. * Reported as "Chartered cars" in 1907 and 1902. s Reported as " Express cars " in 1907 and 1902. * Included in revenues from " Miscellaneous sources" in 1907 and 1902. 6 Reported as revenue from "Miscellaneous sources" in 1907 and 1902. Table 98 gives the percentage distribution of Ihe items shown in Table 97. As before explained, the income from the sale of electric current reported by companies without com- mercial hghting, though considerable in the aggregate, represents in the main sales of power to afl&liated elec- tric railway companies for traction purposes. Al- though the proportion it formed of the total income for companies of class X was slightly larger in 1912 than in former years, it constituted but 1.2 per cent of the total operatiQg revenue for that class, as compared with 29.6 per cent for class Y. It wiU be seen from Table 98 that while the sale of current by companies of class Y results in a virtual transposition of the proportions of revenues from sale of current and from passenger service, as compared with the corresponding proportions for companies of class X, it does not appreciably affect the proportions for the other services, either severally or as a whole. Table 98 Per Cent of Total. Number of companies Operating revenues Passenger Parlor, chair, and special car Freight Mail Baggage, express, and miUc Other transportation revenue Sale of electric current Other nontransportation revenue Per Cent or Operating Revenues Operating revenues Passenger Parlor, chair, and special car Freight Mail Baggage, express, and milk: Other transportation revenue Sale of electric current Other nontransportation revenue PER cent distribution op operating revenues, by source, op com- panies without and with com- mercial UGHUNG (based ON TABLE 97). ClassX. Companies with- out commercial lighting. 1912 77.9 81.4 76.6 77.0 74 2 87.3 66.8 79.0 15.0 82.7 100.0 94.1 0.2 1.6 0.1 0.5 0.3 1.2 1.9 1907 75..5 83.2 86.8 79.4 78.0 89.4 73.0 17.4 84.3 lOOO 95.3 0.2 1.2 0.2 0.3 1.0 1.9 1902 7a 8 90.1 92.6 86.2 80.4 94.7 94.3 16.5 91.3 lOOO 97.0 0.1 0.4 0.2 0.2 0.5 1.6 Class Y. Companies with commercial lighting. 1912 loao 644 0.2 2.4 (') 1.2 0.4 29.6 1.8 1907 18.6 16.6 13.0 20.5 21.4 10.6 26.6 1902 82.3 15.4 100.0 71.8 0.2 1.6 0.1 0.6 24 1.7 140 &9 6.5 12.8 17.5 48 44 sar 7.8 100.0 68.3 0.2 0.8 0.1 0.1 29.2 1.3 1 Less than one-tenth of 1 per cent. Oferating revenues of companies classified as " Ele- vated and subway" and "Surface." — ^Tables 99 and 100 present similar statistics for the groups of "Elevated and subway" and "Surface" companies, the former giving the operating revenues, by source, for the two classes of companies for 1912 and 1907, with per cent of increase for the 5-year period, and the latter the per cent distribution of the items contained in the former. Table 99 account and CLASS. OPERATING REVENUES OP COMPA- NIES CLASSIFIED A3 "ELEVATED AND SUBWAY" AND "SUBFACE." 1912 1907 Per cent of increase.' 975 7 968 $567,511,704 52,238,727 516,272,977 502, 661, 637 60,327,764 452,323,873 1,036,620 1,074 1,035,446 10,166,616 29,003 10,136,613 723,640 608 723,032 3,687,947 12,668 3,675,389 1,919,413 223, 612 1,695,801 36,600,030 387,273 36,112,757 10,826,901 1,256,835 9,570,066 939 6 933 $418,187,868 33,874,054 384,313,804 382,132,494 31,601,616 360,530,978 706,261 Operating revenues 35 7 Elevated and subway 64 2 Surface 341 Elevated and subway 69.3 Surface 29 Parlor, chair, and special car 2 47.0 . Elevated and subway 706,261 5,231,215 46.8 Freight 943 Elevated and subway Surface 5,231,215 646,575 17,948 628,627 1,560,802 31,721 1,529,081 93 8 Mail 11 9 Elevated and subway —96.6 15 Baggage, express, and milk s 136 3 Elevated and subway 60 4 Surface 140 4 Other transportation revenue *. Elevated and subway Surface Sale of electric current 20,093,302 107,775 19,986,627 7,818,209 2,116,094 6,703,115 8L7 Elevated and subway ... . 259.3 Surface 80.7 Other nontransportation revenue '>..'... Elevated and subway 38.5 Surface 1 A minus sign (—) denotes decrease. 2 Reported as "Chartered cars" in 1907. s Reported as " Express cars" in 1907. * Included in revenues from "Miscellaneous sources" in 1907. 5 Reported as revenue from "Miscellaneous sources" in 1907. FINANCIAL OPERATIONS. 245 Table 100 PEE CENT DISTRIBUTION OF OPERATING REVENUES OP COMPANIES CLASSIPKED AS "ELEVATED AND SUBWAY" AND "SURFACE" (BASED ON TABLE 99). ACCOUNT. Per dent of total. Per cent of operating revenues. Elevated and subway. Surface. Elevated and subway. Surface. 1912 1907 1912 1907 1912 1907 1912 1907 Number of companies 0.7 9.2 10.0 0.1 0.3 0.1 0.3 11.7 1.1 11.6 0.6 8.1 8.3 "i'.s 2.0 "o.a 27.1 99.3 90.8 90.0 99.9 99.7 99.9 99.7 83.3 98.9 88.4 99.4 92.9 91.7 100.0 100.0 97.2 98.0 ■gg.'s' 72.9 Operating revenues Passenger 100.0 96.3 (') (') 0.4 0.7 2.4 100.0 93.3 "o.'!' 0.1 "o.'s' 6.2 100.0 87.8 0.2 2.0 0.1 0.7 0.3 7.0 1.9 100.0 91.2 Parlor, chair, and special car 0.2 Freight 1.4 Mail 0.2 Baggage, express, and 0.4 Other transportation reve- Sale of electric current Other nontransportation 5.2 1.5 1 Less than one-tenth of 1 per cent. As the elevated and subway group is typical rather than comprehensive, the principal interest of the sta- tistics Hes in the per cent distribution of the revenues rather than in the absolute amounts. Aside from miscellaneous earnings from advertising, rents, etc., the passenger receipts are practically the only source of revenue of the elevated and subway lines. Miscellaneous income. — The term "miscellaneous income" is used to designate all income from other than operating sources. In 1912 the miscellaneous income of operating companies amoimted to $18,418,- 813, as compared with $11,556,396 in 1907, an increase of 59.4 per cent. It constituted 3.1 per cent of the gross income in 1912, as compared with 2.7 per cent in 1907. Table 101 gives the statistics relating to miscellaneous income for 1912 and 1907, by geographic divisions. Table 101 Census. MISCELLANEOUS INCOME OF OPERATING COMPA- NIES, BY SOURCE AND BY GEOGRAPHIC DIVI- SIONS: 1912 AND 1907. DIVISION. Total. Interest on bonds and dividends on stock of other electric railways. Income from other permanent invest- ments. Other miscella- neous income. United States '. 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 $18,418,813 11,656,396 §7,182,933 3,255,618 $4,315,624 4,972,164 $6,920,256 3,328,614 907,934 331,560 6,362,082 3,069,326 3,985,314 2,269,156 297,899 231,263 1,910,462 1,072,998 477,776 242,952 1,823,251 1,561,431 848,117 523,493 1,805,978 2,254,217 91,913 27,807 1,759,690 1,174,081 1,527,733 547,225 80,455 500 307,766 115,253 251,954 20,674 1,550,516 759,992 753,542 306,974 859,364 303,112 103,893 127,484 1,360,285 552,584 1,218,350 1,010,318 71,671 85,756 1,093,720 795,093 199,341 204,078 1,134 759,050 39,174 140,910 228,056 1,296,891 712,128 Middle Atlantic 176,269 3,242,107 East North Central West North Central South Atlantic 1,342,661 1,239,231 711,613 145,773 145,007 508,976 East South Central West South Central 162,652 26,481 18,200 271,601 42,389 55,401 Pacific 75,609 718,558 654,214 The total ($7,182,933) received from interest on bonds and dividends on stock of other electric rail- ways in 1912 represents an average return of 3.48 per cent on the value of the securities as reported in the balance-sheet statement of the companies, namely, $206,298,309. The "Income from other permanent investments" consists of the returns to the railway companies on other investments of aU sorts. The amount of this income ($4,315,624) represents an average rate of 4.41 per cent on a total reported in- vestment of $97,966,682. The income from sources other than those specified, designated as "Other miscellaneous income," includes interest on deposits and loans, office rentals, etc. Table 102 presents the miscellaneous income of op- erating companies for 1912, 1907, and 1902, by in- come classes, and Table 103 the distribution of mis- cellaneous income among the income classes for 1912, by source. Table 102 MISCELLANEOUS INCOME OF OPERATING COMPANIES, CLASSIFIED ACCORDING TO INCOME FROM RAILWAY OPERATIONS. CLASS. 1912 1907 1902 Per cent of total. 1912 1907 1902 Total— All companies . . $18,418,813 $11,556,396 $2,960,628 100.0 100.0 100.0 Class A— $1,000,000 and over. . Class B— $250,000 but less than $1,000,000 13,616,088 2,743,982 2,058,743 6,008,657 2,654,409 2,893,330 2,585,249 113,687 251,692 73.9 14.9 11.2 62.0 23.0 25.0 87.6 3.8 Class C— Less than $250,000. . 8.6 Table 103 MISCELLANEOUS INCOME, BY SOURCE, OP OPERATING COMPANIES, CLASSIFIED AC- CORDING TO INCOME FROM RAU.WAY OPERATIONS: 1912. CLASS. Total. Interest on bonds and divi- dends on stock of other electric railways. Income from other perma- nent invest- ments. Other miscella- neous income. $18,418,813 $7,182,933 $4,315,624 $6,920,256 Class A — $1,000,000 and over . 13,616,088 2,743,982 2,058,743 5,348,336 849,718 984,880 2,584,522 1,206,489 626,613 5,683,231 688,775 548,250 Class B— $250,000 but less than $1,000,000 Class C — Less than $250,000 . . . OPERATING EXPENSES. The factors influencing operating expenses are many and varied. Differences in character of system, whether electric or other, and if electric, whether overhead trolley, conduit, or third rail, or operated without line transmission by gas-electric motors or storage batteries; differences in respect to power whether generated or purchased, and if generated, whether by steam or water; differences in character of roadbed and rolling stock, in character of territory traversed, etc., all affect the cost of maintenance and operation. In no two cases are the conditions identi- cal, and comparisons for different years or between groups of companies are of interest and value only as illustrating general conditions. 246 STREET AND ELECTRIC RAILWAYS. The operating cost per unit is commonly used in judging efl&ciency of management, but the fixed and overhead charges have to be taken into account in judg- ing of the profitableness of railway properties. A com- parison of operating expenses and revenues, reduced to units of equipment and traffic, will be foimd in the section on "General results of operation" (p. 256). Operating expenses, in accordance with the standard classification of accounts of electric railways prescribed by the Interstate Commerce Commission, are classified under five general accounts: "Way and structures," "Equipment," "Trafiic," "Conducting transporta- tion," and "General and miscellaneous." Under these are the various primary accounts, a synopsis of which follows : I. WAT AND STRUCTURES. Superintendence of way and structures. — ^This account includes sala- ries and office and traveling expenses of officers and their assist- ants when directly in charge of maintenance of way and struc- tures, including chief engineer, engineer of maintenance of way, superintendent of electric Unes, superintendent of buildings, architect, division engineer, roadmasters, track foremen, and office and field forces; cost of drafting and engineering instru- ments and repairing same; cost of supplies used by employees whose salaries are charged to this account; office rent, cost of repairing rented offices, and miscellaneous office expenses when separate offices are maintained by officers whose salaries are charged to this account. Maintenance of way. — This account includes all expense, whether for material or labor, pertaining to maintenance of roadway and track, ballast, ties, rails, rail fastenings or joints; special work; underground construction for roads operated by underground electric contact system or cable; paving; roadway tools; cleaning and sanding track; removal of snow, ice, and sand; and repairing tunnels and subways, elevated structures and fotmdations, bridges, trestles and culverts, crossings, fences, cattle guards and signs, signal and interlocking systems, and telephone and telegraph systems owned by the railway. Maintenance of electric lines. — This account includes the material and labor expense pertaining to the maintenance and renewal of poles and fixtures, underground conduits for wires and cables, transmission systems, and distribution systems. Buildings and structures. — This account includes cost of material and labor expended in repairing and renewing buildings and struc- tures used in the operation of the road ; cost of fixtures and repairs and renewals of same; cost of maintaining walks, driveways, and grounds connected with buildings; cost of delivering material, including freight charges, if any; and all incidental expenses con- nected with the maintenance of buildings and structures. Depreciation of way and structures. — This account includes deprecia- tion of way and structures when carried as an operating expense, in which case charges for renewals should be excluded from all accounts affected by the introduction of this account. Such expenditures for renewals are then to be charged direct to an appropriate replacement account maintained by the prescribed charges to this account. Other operations. — This account includes the proportion of operating expenses chargeable to maintenance of way and structures of the railway department, but the distributed charges for which are made to the primary accounts of another coordinate department, such as electric light, heat, or power, within the same company. II. EQUIPMENT. Superintendence of equipment. — This account includes all expense pertaining to superintendence of equipment (see "Superintend- ence of way and structures"). Maintenance of power equipment. — This account includes cost of material used and labor expended in repairing and renewing power-plant equipment and substation or subsidiary equipment, including switchboards, cables, and feeder term i nals, and wiring in connection with same. Maintenance of cars and locomotives. — This account includes the repairing and renewal of all cars and locomotives, including all fixtures and appliances of or attached to the car body or truck (except the electric equipment) and the cost of shifting trucks. Maintenance of electric equipment of cars and locomotives. — This account includes cost of material used and labor expended in repairing and renewing the electric equipment and wiring of cars and locomotives, and cost of shifting the electric equipment from one to another. Miscellaneous equipment expenses. — This account includes aU expense for repairing and renewing shop machinery and tools; the Lighting and heating of repair shops and other shop expenses; wages of stationary engineers and firemen and unskilled laborers employed in general work in and about shops and shopyards; also cost of repairing and renewing harness and vehicles, including cost of horses purchased to replace others lost by death or worn out in service, etc. Depreciation of equipment. — (See "Depreciation of way and struc- tures.") Other operations. — (See "Other operations" imder "Way and structures, ") III. TRAPrlC. This account includes expenses pertaining to superintendence and solicitation of traffic and advertising; salaries and office and traveling expenses of officers and their assistants, including traf- fic managers, when directly in charge of traffic; cost of supplies used by employees whose salaries are charged to this account; office rent and cost of repairing rented offices, and miscellaneous office expenses when separate offices are maintained by officers whose salaries are charged to this account; salaries and ex- penses of advertising agents; cost of bill posting, and printing, publishing, and distributing advertising matter; advertising in newspapers and periodicals for the purpose of securing traffic; bulletin boards, cards, cases, display cards, photographs, and postage and express charges on advertising matter; net expense of music, parks, park properties, and resorts (after deducting all income from admittance fees, sale of privileges, etc.), when such expense is incurred primarily for the purpose of attracting traffic and not as an investment; donations made for traffic purposes, and other expenses for attracting traffic ; and the expense of traffic associations. IV. CONDUCTING TRANSPORTATION. Superintendence of transportation. — This account includes all expense pertaining to superintendence of transportation (see " Superintendence of way and structures"). Power. Power-plant employees. — ^This account includes all expenditures for labor in power plants, except labor employed in making repairs and renewals. Substation employees. — ^This account includes all expenditures for labor in substations, except labor employed in making repairs and renewals. Fu^l for power. — This account includes all expenditures for coal, oil, gas, and other fuel used at power plants, including transpor- tation. Other power supplies and expenses. — ^This account includes all expen- ditures for water used to produce steam or to operate a water- power plant; for pumping; for rent of ponds, streams, and pipe lines; for water rents; for boiler compoimds, lubricants, waste, carbon brushes, fuses, and lamps; and for other supplies and expenses of power plants and stations. FINANCIAL OPERATIONS. 247 Tower ■purchased. — ^This account includes all expenditures for power purchased from other companies. I'ower exchanged — balance. — ^This account includes the net debit or credit balance in cases where power is received from and deliv- ered to other companies. Other operations. — (See "Other operations" under "Way and structures.") Operation of cars. Conductors, motormen, and trainmen. — This account includes wages of aU conductors, motormen, and other trainmen, whether engaged in passenger, freight, express, or mail service. Miscellaneous transportation expenses. — ^This account includes wages of transfer agents, switch tenders, switchmen, flagmen, watch- men, trail-car couplers, bridge tenders, and other miscellaneous car-service employees: all expenditures for lubricants and waste for cars and electric equipment of cars; incandescent lamps, oil, and other supplies for lighting cars; supplies for cleaning cars; fuel for heating cars; tools and other materials and supplies, «xcept such as are used for repairs or renewals; cost of tickets, transfers, and baggage checks; secret inspection; conductors' books and punches; portable registers; tools for motormen; car- service employees' badges and uniforms, and all other car-service supplies and expenses: all station expense, including wages of station masters, of freight, express, ticket, baggage, and other etation agents, and of announcers, station gatemen, choppermen, platform men, janitors, porters, watchmen, and other station employees; wages of warehousemen, freight-hoxise foremen, truckmen, checkmen, and other express and freight-house em- ployees; all expenditures for heating and lighting stations, wait- ing rooms, freight houses, and other station buildings; rent of station buildings; cost of furniture, of tools and implements for handling freight and baggage, and of station employees' uniforms and badges; and outlays for water, ice, and all other station expenses: all car-house expense, including wages of car-house fore- men, watchmen, car placers, and car shifters, of car, motor, and brake inspectors, and of car cleaners, lamp and headlight tenders, car oilers, car-stove firemen, troUey oilers, and other car-house employees not engaged in making repairs or renewals; and all car-house supplies and expenses: wages of employees engaged in operating signal and interlocking systems covering the movement of cars, such as towermen, signalmen, levermen, and lampmen; and cost of supplies used in operating signal and interlocking systems, and supplies for signal offices: wages of telephone and telegraph operators; cost of supplies for telephone and telegraph service; payments for use of telephone and telegraph lines ; and other telephone and telegraph expenses in connection with trans- portation: wages of drivers and helpers employed on wagons used for the collection and delivery of express matter; amounts paid for handling express matter in wagons or other vehicles; and other expenses incident to the collection and delivery of express matter: all expenditures for loss, damage, delays, and destruction affreight, express, and baggage intrusted to a carrier for transporta- tion, and expenses directly incident thereto; and cost of getting derailed cars on track and removing obstructions and wreckage : and aU other expenses in connection with conducting transporta- tion not properly chargeable to other accounts. V. GENERAL AND MISCELLANEOUS. General expenses. — ^This account includes salaries and traveling and incidental expenses of chairman of the board, president, vice president, treasurer, secretary, comptroller, auditor, general manager, assistant general manager, chief engineer, general superintendent, purchasing agent, and all other officers when their jurisdiction extends over the entire system; salaries and traveling and incidental expenses of traveling auditors, book- keepers, cashiers, paymasters, stenographers, and clerks employed in counting cash, tickets, transfers, etc.: outlays for office sup- plies and expenses; repairs and renewals of office furniture; wages of janitors, porters, and messengers; rent, and all other mis- cellaneous expenses of general offices: law expenses (except those incurred in the defense and settlement of damage claims), in- cluding salaries and expenses of all counsel, solicitors, and attor- neys, their clerks and attendants, and expenses of their offices; cost of law books, printing briefs, legal forms, testimony, re- ports, etc.; fees and retainers for services of attorneys not regular employees; court costs and payments of special, notarial, and witness fees; expenses connected with taking depositions; and all law and court expenses not provided for elsewhere: salaries and expenses incurred in connection with conducting a relief department, and contributions made to such department: pensions paid to retired employees, and expenses in connection therewith; and the cost of telephone service, telegrams, gratuities, subscrip- tions, donations (except those provided for under "Traffic"), and other miscellaneous expenses coimected with the general management not otherwise provided for. Other operations. — (See "Other operations'' under "Way and structures.") Injuries and damages. — ^This account includes all expenditures on account of persons killed or injured and property damaged; sala- ries 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; expenditures for nursing, hospital attendance, and medical and surgical suppUes; fees and expenses of coroners and undertakers; fees of witnesses and others; law expenses incurred in coimection with the defense or settlement of damage claims, including the compensation of general solicitor or counsel; salaries, fees, and expenses of attorneys; fees of court stenographers; cost of law books, printing of briefs, court and other records; court costs; expenses connected with taking depositions; and aU other like expenses connected with the settlement of claims for injuries and damages; but does not include expenses incurred in connection with the settlement of claims for loss, damage, or delay of goods intrusted for transportation (see "Miscellaneous transportation expenses''). Insurance. — ^This account includes premiiuns paid to insurance companies for fire, fidelity, boiler, casualty, burglary, and all other insurance. The amount set aside as an insurance reserve by a company carrying its own insurance in whole or in part should be charged to this account. Stationery and printing. — ^This account includes expenditures for stationery and printing, including postage, and for stationery supplies not elsewhere provided for. Store and stable expenses. — ^This account includes all salaries and expenses in connection with storerooms, including cost of sending material and supplies from general storerooms to branch store- rooms, and of collecting scrap material; cost of feed, keep, and shoeing of horses; wages of stablemen and hostlers; veterinary expenses; and all other stable expenses. This account should include the stable expenses of all horses regardless of where they are used. (The replacement of horses lost by death or worn out in service, and repair and renewal of harness and vehicles are charged to "Miscellaneous equipment expenses.") Rent of tracks and terminals. — ^This account includes payments to other companies for rent or use of their tracks, whether on the basis of a fixed charge per month or per year, or a proportion of interest on valuation, or a proportion of expenses incurred in maintaining and operating such tracks, or car mileage, or a charge per car or per passenger, or under any other arrangement; also payments for use of facilities at terminal points, including main and other tracks and freight-house facilities, proportion of expenses of handling freight, union station facilities, etc. (Rent of leased line not operated by the lessor company is treated as a deduction from income under "Rent of leased lines and termi- nals.") Rent of equipment. — ^This account includes payments to other com- panies for rent or use of their cars, of electric equipment of cars, and of other equipment. 248 STREET AND ELECTRIC RAILWAYS. Table 162 (p. 311) gives the statistics of operating expense by general accounts, for 1912, 1907, and 1902, by geographic divisions and states, and Table 163 (p. 314) the statistics of operating expense by primary accounts, for 1912, by geographic divisions and states. Table 104 is a comparative summary for the industry as a whole for the three years, and Table 105 gives the per cent distribution of accounts. STREET AND ELECTRIC RAILWAYS— OPERATING EXPENSES, BY ACCOUNTS: 1912, 1907, AND 1902. Table 104 Number of companies . Operating expenses. . . Geneeal Accounts. Way and structures. Eqiiipment Trafno. Conducting transportation ■ Superintendence of transportation Power Operation of cars \ .\[[\[][\[[[[' \' [".[ General and miscellaneous '.!.!.'!.'!!!!!!!!!!!!!!!!!.'!."!!!!." Wages, supplies, and expenses incident to electric servlce.'not elsewhere included ., ,„ , . Primaky Accounts. Way and structures: ^ Superintendence of way and structures Maintenance of way "..".".'.'.".".''.'.*.'. Maintenance of electric lines .'..".'.".'.'.".'.'.'.' Buildings and structures ......V. ....................... Depreciation of way and structures ' . * Other operations * ''".'."."."."... Equipment: Superintendence of equipment Maintenance of power equipment !!!.".!! 1 !!.". ". Maintenance of cars and locomo tives .'....".'.".'..'..' . . . . . . . . . . . . . . . . . . . . . Maintenance of electric equipment of cars and locomotives '..'..'.'.'.'.'.. Miscellaneous equipment expenses Depreciation of equipment !.!!!'!!!!!!!!.!! other operations * '..'..". Traffic expenses ] .'.'.\V.'.V.V.V. Conducting transportation: Superintendence of transportation Power- Power-plant employees Substation employees '..'..'..'..'.. Puel for power ].""'.'.[[[ other power supplies and expenses Power purchased Other operations * ...!....!...!!.! Operation of cars — Conductors, motormen, and trainmen Miscellaneous transportation expenses !..!.!.... General and miscellaneous: General expenses Injuries and damages Insurance Stationery and printing Store and stable expenses ..'..'.'. Rent of tracks and terminals '.'.'.'.'.'. Rent of equipment other operations * ...!...... Wages, supplies, and expenses incident to electric service, not elsewhere included < . 1912 975 $332,896,356 46,371,685 40,066,378 2,606,057 189,689,432 7,127,204 60,484,917 122,077,311 54,172,804 1907 2,579,774 ■ 30,162,653 5,513,272 2,674,899 3, 705, 611 1,736,676 1,672,393 3,769,735 16,936,623 9,877,340 3,039,164 3,670,376 1,090,747 2,606,057 7,127,204 6,325,506 1,831,196 20,146,466 2,021,621 24,696,647 5,464,681 98,185,596 23,891,715 19,133,239 20,707,960 3,151,576 1,105,422 2,040,409 3,676,337 1,197,022 3,160,839 939 $251,309,252 28,520,925 31,485,810 2 1,730,851 141,095,350 3,545,418 43,972,669 93,577,263 42,307,443 6,168,873 1902 21,824,113 4, 777, 697 1,919,115 3,834,017 13,814,296 10,753,321 3,084,176 n, 730, 851 3,545,418 7,876,355 21,058,269 2,695,797 12,342,258 74,836,506 18,740,757 15,173,728 18,176,305 3,137,071 838,662 1,639,162 2,768,786 673,829 6,168,873 799 $142,312,597 13,600,236 16,676,532 2 1,122,816 84,035,067 2,598,935 23,062,328 58,373,804 24,689,193 2,188,753 FEE CENT OP INCREASE. 1 9,640,571 2,959,182 1,000,483 2,180,393 7,659,428 5,325,125 1,511,586 2 1,122,816 2,598,935 4,599,487 12,827,322 1,764,001 3,871,518 48,733,793 9,640,011 9,685,862 9,395,545 2,080,875 496, 381 1,659,237 1,471,293 2,188,763 1907- 1912 3.8 32.5 27.2 (») 34.4 101.0 37.6 30. S 28.0 C) 101.0 3.6 -4.3 -26.0 100.1 31.2 27.5 26.1 13.9 0.5 31.8 24.5 32.8 108.6 1 A minus sign (— ) denotes decrease. 2 Advertising and attractions only, s Not comparable. 4 Expenses of light and power departments not distributed among prior accounts. 5 Not reported separately. 1902- 1907 17.5 76.6 109.7 88.8 64.2 67.9 36.4 90.7 60.3 71.4 181.8 126.4 61.5 91.8 76.9 80.4 101.9 104.0 64.2 36.4 71.2 64.2 218.! 63.6 94.4 58.3 93.5 50.8 88.9 -1.2 88.2 181.8 The increase in the total operating expenses from 1907 to 1912 was $81,587,104, or 32.5 per cent, as compared with an increase of $149,323,846, or 35.7 per cent, in operating revenues, the rate of increase in revenues being slightly greater than that ia expenses. On the other hand, for the period 1902-1907 the per- centage of increase in operating expenses (76.6) ma- terially exceeded that in operating revenues (68.9). Of the more important items, the per cent of in- crease in purchased power is conspicuously large. On account of changes in the classification of ac- counts, not all of the primary accounts as reported in 1912 and 1907 are strictly comparable, but it is appar- ent that the increase in cost of maintenance of way has been especially large. The apparent decrease in expenses for maintenance of electric equipment of cars and locomotives and for miscellaneous equipment, in 1912 as compared with 1907, is due to book- keeping changes, for equipment expense as a whole increased 27.2 per cent. The decrease in "Fuel for power" and "Other power supplies and expenses" for the last half decade is due in part to the change from generation to the purchase of power on the part of many companies. The decrease in the ratio for "Injuries and damages," which item constituted 6.2 per cent of operating expenses in 1912, as compared FINANCIAL OPERATIONS. 249 with 7.2 per cent in 1907 and 6.6 per cent in 1902, indicates a material betterment since 1907 of condi- tions bearing upon the safety of passengers, employees, and others. The average expense for uijuries and damages per revenue passenger carried was 0.217 of a cent ia 1912, as compared with 0.244 in 1907 and 0.197 in 1902. Referred to a basis of passenger reve- nue, 4.1 per cent went to pay injuries and damages in 1912, 4.8 per cent in 1907, and 4 per cent m 1902. Table 105 Operating expenses Way and structures Superintendence ol way and structures. Maintenance of way Maintenance of electric lines Buildings and structures Depreciation of way and structures Other operations Equipment Superintendence ol equipment Maintenance of power equipment Maintenance of cars and locomotives. . . Maintenance of electric equipment of cars and locomotives Miscellaneous equipment expenses Depreciation of equipment Other operations TrafBc expenses Conducting transportation Superintendence of transportation Power Power-plant employees Substation employees !Fuel for power. other power supplies and expenses. Power purchased other operations Operation ofcars Conductors, motormen, and train- men Miscellaneous transportation ex- General and miscellaneous General expenses , Injuries ana damages , Insurance Stationery and printing Store and stable expenses , Rent of trades and terminals Kent of equipment Other operations Wages, supplies, and expenses incident to electric service, not elsewhere included. , . PER CENT DISTRIBUTION OF OPERAT- ING EXPENSES, BY ACCOUNTS (BASED ON TABLE 104). Operating expenses. 1912 100.0 13.9 0.8 9.1 1.7 0.8 1.1 0.6 12.0 0.5 1.1 6.1 3.0 0.9 1.1 0.3 0.8 57.0 2.1 18.2 1.9 0.6 6.1 0.6 7.4 1.6 36.7 29.5 7.2 16.3 6.7 6.2 0.9 0.3 0.6 1.1 0.4 1.0 1907 100.0 11.4 8.7 1.9 0.8 12.5 1.6 5.5 4; 3 1.2 0.7 66.1 1.4 17.5 8.4 1.1 4.9 29.8 7.5 16.8 6.0 7.2 1.2 0.3 0.7 1.1 0.2 2.4 1902 100.0 9.6 2.1 0.7 11.7 1.5 5.4 3.7 1.1 0.8 59.1 1.8 16.2 3.2 9.0 1.2 2.7 41.0 34.2 6.8 17.3 6.7 6.6 1.5 0.3 1.2 1.0 1.5 General accounts. 1912 100.0 5.6 65.0 11.9 5.8 8.0 3.7 100.0 4.2 9.4 42.3 24.7 7.6 9.2 2.7 100.0 100.0 3.8 31.9 / 3.3 U-O 10.6 1.1 13.0 2.9 64.4 51.8 12.6 100.0 35.3 38.2 5.8 2.0 3.8 6.8 2.2 5.8 1907 76.5 16.8 6.7 12.2 43.9 34.1 9.8 100.0 2.5 31.2 14.9 1.9 8.7 53.0 13.3 100.0 36.9 43.0 7.4 2.0 3.9 6.5 1.4 1902 100.0 70.9 21.8 7.3 100.0 13.1 45.9 31.9 9.1 100.0 3.1 27.4 6.5 16.3 2.1 4.6 58.0 11.6 100.0 38.8 38.1 8.4 2.0 6.7 6.0 Operating expenses of companies classified according to income from railway operations. — Table 106 shows, for 1912, the general operating expense accounts for companies classified according to income from rail- way operations, and Table 107 gives, for 1912, the per cent distribution of operating expenses, by class and by accounts. Figures are not available for 1907 and 1902 which are comparable, as to accounts, with those for 1912. The percentages of operating expenses represented by the several accounts show some variations for the different classes. Companies of class A show the largest proportion of operating expense consumed in maintenance of way and structures, equipment, super- intendence of transportation, and operation of cars; while those of class C stand highest for power and general and miscellaneous expense, companies of class B falling into line between those of the other two classes in each case. Economies in power expense and in general management accompany growth in size. The large urban systems operating in congested dis- tricts are in classes A and B, and this fact undoubtedly accounts for the relatively low ratios for cost of power and for general and miscellaneous expenses shown by companies in these classes. Table 106 OPERATING EXPENSES BY ACCOUNTS— COMPANIES CLASSIFIED ACCORDING TO INCOME FROM RAIL- WAY OPERATIONS: 1912. ACCOUNT. Total. Class A. $1,000,000 and over. Class B. $250,000 but less than $1,000,000. Class C. Less than $260,000. Number of companies 975 $332,896,356 46,371,685 40,056,378 2,606,057 189,689,432 7,127,204 60,484,917 122,077,311 64,172,804 91 $239,739,927 33,639,324 29,934,214 1,343,813 137,849,516 5,500,233 38,963,303 93,386,979 36,973,061 155 $53,250,043 7,399,478 5,811,139 766,013 29,733,036 983,641 11,346,267 17,404,128 9,651,377 729 $39,906,386 Way and structures 5,332,883 4,311,025 Traffic 607,231 Conducting transportation Superintendence ol transportation 22,106,881 643,330 10,176,347 Operation of cars . General and miscellaneous 11,287,204 7,648,366 Table 107 Number of companies Operating expenses Way and structures Equipment Traffic Conducting transportation Superintendence of teans- portation Power Operation of cars General and miscellaneous per cent distribution of operating ex- penses by accoiretts — companies classified according to income from railway operations: 1912 (based on table 106). Per cent of total. Class A. 9.3 72.0 72.5 74.7 61.6 72.7 77.2 64.4 76.5 68.3 Class B. 16.9 16.0 16.0 14.5 29.0 15.7 13.8 18.8 14.3 17.6 Class C. 74.8 12.0 11.5 10.8 19.5 11.7 9.0 16.8 9.2 14.1 Per cent ol operating Total. 100.0 13.9 12.0 0.8 57.0 2.1 18.2 36.7 16.3 Class A. 100.0 14.0 12.6 0.6 57.6 2.3 16.3 39.0 15.4 Class Class B. C. 100.0 13.4 10.8 1.3 55.4 1.6 25.5 28.3 19.2 Operating expenses of companies witTiout and with commercial lighting. — A grouping of the operating expenses of companies, classified as "Without commer- cial lighting," "With commercial lighting," and "Mis- cellaneous," for 1912, is given in Table 108, and per- centages of distribution based thereon are shown in Table 109. Comparable statistics for 1907 and 1902 are not available. Table 108 operating expenses, by ACCOtJNTS — COM- panies without and with commercial lighting: 1912. ACCOUNT. Total. Class X. Without commercial lighting. Class Y. With commercial lighting. Class Z. Miscel- laneous. 975 $332,896,356 46,371,685 40,056,378 2,606,057 189,689,432 7,127,204 60,484,917 122,077,311 54,172,804 760 $273,622,168 37,976,267 33,275,116 2,012,865 158,007,341 6,139,477 46,855,106 106, 012, 768 42,350,690 168 $58,520,068 8,316,381 6,714,229 579,887 31,241,842 973, 143 13,424,184 16,844,615 11,667,729 Operating expenses $764, 120 Equipment 67,034 13,305 440,249 14,584 206 627 Traflfo Conducting transportation. . Superintendence of transportation Power . ... Operation of cars General and miscellaneous . . 220, 038 154,485 250 STREET AND ELECTRIC RAILWAYS. Table 109 Number of companies Operating expenses Way and structures Equipment Traffic Conducting transportation Superintendence of transporta- tion Power Operation of cars General and miscellaneous PEE CENT DISTEIBUTIOrr OF OPEEATTNO EXPENSES, BY ACCOUNTS — COMPANIES ■WITHODT AND WITH COMMEECIAL lighting: 1912 (BASED ON TABLE 108). Per cent of total. Class X. 78.0 82.2 81.9 83.0 77.2 83.3 86.1 77.5 86.0 78.2 Class Y. 17.2 17.6 17.9 17.8 22.3 16.5 13.7 22.2 13.8 21.5 Class Z. 4.8 0.2 0.2 0.2 0.6 0.2 0.2 0.3 0.2 0.3 Per cent of operat- ing expenses. Total. 100.0 13.9 12.0 0.8 57.0 2.1 18.2 36.7 16.3 Class X. Class Y. 100.0 14.2 11.5 1.0 63.4 1.7 22.9 28.9 19.9 Power expense is naturally a somewhat more im- portant item of expense for companies of class Y than those of class X, while operation of cars repre- sents but 28.9 per cent of operating expenses for class Y, as compared to 38.4 per cent for class X. Operating expenses of companies classified as "Ele- vated and subway" and "Surface." — Table 110 pre- sents the leading operating statistics for the "Ele- vated and subway" and "Surface" groups for 1912. The expenses of equipment maintenance and of conducting transportation are proportionately high for the elevated and subway lines; and, conversely, out- lays for maintenance of way and structures and general and miscellaneous expense are relatively low. Table 110 OPEEATINO EXPENSES, BY ACGOIINTS— COMPANIES CLAS- SIFIED AS "ELEVATED AND SUBWAY" AND "SUBPACE: " 1912. ACCOUNT. Total. Elevated and subway. Surface. Per cent of operating expenses. Ele. vated and sub- way. Sur- face. Number of companies Operating expenses Way and structures.. Equipment 975 $332,896,356 46,371,685 40,056,378 2,606,057 189,689,432 54,172,804 7 $23,612,867 2,599,183 3,874,365 19,005 14,632,501 2,687,813 968 $309,283,489 43,772,502 36,182,013 2,587,052 175,156,931 51,684,991 100.0 11.0 16.4 0.1 61.5 n.o 100.0 14.1 11.7 Traffic 0.8 Conducting transpor- 56.6 Geueral and miscel- 16.7 DEDUCTIONS FEOM INCOME. The deductions from income shown in the census tables include taxes, interest, rent of leased lines and terminals, charges for sinking funds, and various mis- cellaneous deductions. In the standard form of ac- counting for electric railways adopted by the Interstate Commerce Commission and the American Electric Railway Accountants Association, salaries and mainte- nance of organization are included in operating ex- penses, and charges for permanent improvements are deductions from net income. Table 111 gives the statistics for deductions from income for all operating companies for 1912, 1907, and 1902. Table 111 Number of companies Deductions from income Taxes On real and personal property On capital stock On earnings Federal corporation tax Miscellaneous Interest on funded and floating debt and mortgages . Kent of leased lines and terminals Charges for sinking fund Miscellaneous deductions OPEEATING COMPANIES— DEDUCTIONS PEOM INCOME, BY ACCOtTNTS. 1912 975 $191, 123, 408 35,027,965 15,658,239 3,899,146 9, 486, 792 1,016,901 4,966,887 98,025,338 44,784,521 6,229,136 7, 056, 448 1907 939 $138,094,716 19,755,602 9,464,616 2,348,439 5,437,028 2,505,519 63,740,744 48,022,696 6,575,774 1903 $77,595, 13,078, 5,835, 2,931, 2,719, 1,592, 38,085, 26,518, m 912, Per cent of increase.i 1902- 1912 22.0 146.3 167.8 168.3 33.0 248.9 211.8 157.4 75.5 1907- 1912 3.8 38.4 77.3 65.4 66.0 74.5 98.2 63.8 -6.8 1902- 1907 17.5 78.0 51.0 62.2 -19.9 57.3 67.4 88.2 Per cent distribution. 1912 1907 1902 100.0 100.0 100.0 18.3 14.3 16.9 8.2 6.9 r.5 2.0 1.7 3.S 5.0 3.9 3.5 0.6 2.6 1.8 2.1 51.3 46.2 49.1 23.4 34.8 32.9 3.3 3.7 4.8 1.2 1 A minus sign ( — ) denotes decrease. Deductions from income as a whole increased at the rate of 38.4 per cent for the period 1907-1912, as com- pared with 78 per cent for the preceding five-year interval, but taxes increased by 77.3 per cent and interest by 53.8 per cent during the later period. Taxes. — ^Taxes represented 18.3 per cent of all deductions from income in 1912, as compared with 14.3 per cent in 1907 and 16.9 per cent in 1902, and the proportionate increase appears in every class of tax for 1912, as compared with either of the prior years, with the single exception of the tax on capital 2 Included under "Miscellaneous deductions." stock, which was 2 per cent of all deductions in 1912, as compared with 3.8 per cent in, 1902. This growth in the tax burden is specially marked when referred to the basis of income available for the payment of fixed charges. In 1912 taxes consumed 13.8 per cent of the gross income remaining after the payment of operating expenses, as compared with 11.1 per cent in 1907 and 12.1 per cent in 1902. The following statement shows this ratio of taxes to gross income less operating expenses, by geographic divisions : FINANCIAL OPERATIONS. 251 DmsiON. RATIO or TAXES TO 6K0SS INCOME LESS OPERATING EXPENSES £PEB CENT). 1912 1907 1902 United states 13.8 11.1 12.2 New England 21.1 12.6 15.2 14.0 11.9 14.4 10.4 10.7 12.2 17.2 9.4 11.2 11.4 11.6 15.0 9.3 6.6 11.5 19.4 11.9 10 7 -Middle Atlantic East North Central West North Central South Atlantic 11 6 East South Central West South Central 13 1 Mountain 8 5 Pacific In all the divisions, with the exception of the South Central, taxes consumed a larger proportion of the income left after paying operating expenses in 1912 than in either of the prior years, the proportion for the East South Central division being largest in 1907 and for the West South Central division in 1902. A marked feature is the very high ratio for the railways of the New England states. Table 112 presents the statistics for deductions from income, by geographic divisions and states, for 1912, 1907, and 1902. STREET AND ELECTRIC RAILWAYS— OPERATING COMPANIES— DEDUCTIONS FROM INCOME, BY ACCOUNTS, BY GEOGRAPHIC DIVISIONS AND STATES: 1912, 1907, AND 1902. 'Xable 112 DIVISION AND STATE. Census. Number of com- panies. Total. Taxes. Rent of leased lines and terminals. Charges for sinking fund.i Miscella- neous. United States. Geographic divisions: New England iliddle Atlantic . :East North Central. . West North Central. South Atlantic £ast South Central. . West South Central. Mountain. Pacific. New England: Maine New Hampshire.. Massachusetts, . Ehode Island and Connecticut. 2IIDDLE Atlantic: New York New Jersey Pennsylvania. 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 975 939 799 91 118 137 246 247 219 222 220 177 85 73 58 107 100 75 45 40 34 79 50 32 40 28 18 60 63 49 101 101 24 24 25 121 122 $191,123,408 138,094,716 77,695,053 835,027,965 19,755,602 13,078,899 $98,025,338 63,740,744 38,085,911 $44,784,521 48,022,596 25,618,225 $6,229,136 14,062,669 11,454,167 7,064,630 76,286,805 60,453,606 36,046,981 45,893,986 29,409,640 16,662,311 11,226,491 10,394,107 6,306,643 13,277,195 7,998,784 5,260,379 4,727,666 3,763,689 1,796,236 6,139,540 3,195,729 957,934 3,729,066 1,911,327 787,361 17,781,190 9,613,767 2,722,579 1,193,095 469,277 337,050 211,831 112,610 83,786 169,912 117,601 46,089 9,047,779 7,061,339 5,108,619 3,439,952 3,693,440 1,480,086 43,168,721 36,354,087 19,552,955 7,232,887 5,7.55,396 3,626,740 24,886,197 19,344,023 12,868,286 4,237,429 2,632,264 2,035,666 11,249,018 6,149,629 5,436,849 9,211,636 4,616,994 2,653,112 2,490,045 1,789,058 868,578 2,353,998 1,548,424 806,718 1,105,753 833,731 332, 896 883,447 545,066 244,288 689,860 238,304 109, 762 2,906,779 1,402,143 691,040 120,208 43,383 29,704 39,912 16,919 7,822 19,696 9,796 4,427 3, 108, 197 1,911,510 1,609,496 949,516 661,657 384,207 7,735,345 4,297,725 3,428,461 1,264,842 627, 610 431,912 ilncluded with " Miscellaneous ' 2,268,831 1,224,394 1,576,476 in 1907 and 1902. 4,639,940 3,635,477 2,882,605 30,679,925 16,891,268 13,962,704 25,000,144 16,229,354 8,673,771 8,102,645 7,033,298 3, 158, 091 7,826,289 5, 982, 698 4,437,607 3,438,560 2,780,486 1,458,580 3,414,904 2,278,836 707,016 2,468,536 1,563,607 674,228 12,454,396 7,345,832 2,131,309 806,622 425,894 301,772 111,618 96,591 47,390 160,315 107,451 40,662 3,269,282 2,610,927 1,524,248 302,203 394,614 968,533 21,539,215 9,730,805 10,333,127 2,732,775 2,840,704 1,573,411 6,407,935 4,319,749 2,056,166 4,943,924 4,031,369 2, 108, 160 2 ,908,785 35,106,326 16,208,237 6,219,368 7,770,336 4,941,643 177,948 115,499 2,254,228 2,395,330 345,370 2,695 11,698 54,273 1,824,521 651,667 320,449 179,312 "'3,"262 396,489 333,248 216,469 '""4,066 28,574 1 2,542,469 2, 146, 639 1,967,640 2, 185, 005 1,885,730 108,046 12,684,642 19,279,392 5,719,589 3,229,045 2,272,148 1,586,217 13,995,098 13,654,786 8,902,431 2,099,581 123,223 161,332 83,913 197, 999 387,368 1,296,928 25,956 7,495 20,823 728,452 1,096,069 S7, 056, 448 6, 576, 774 912,018 187,003 1,156,057 28,209 1,624,656 2,306,293 439, 191 3,363,257 792,957 393,785 331,630 1,456,252 25, 746 540,246 122,392 13,359 87,642 149,473 4,759 91,523 51,390 6,630 103,992 109,416 109 726,599 432,544 230 23,951 "i,"574 52,806 355 107,018 393,263 7,335 3,228 761,439 19,300 481,067 2,046,165 71,778 16,225 15,034 34,200 1,127,264 245,094 333,213 252 STREET AND ELECTRIC RAILWAYS. STREET AND ELECTRIC RAILWAYS— OPERATING COMPANIES— DEDUCTIONS FROM INCOME, BY ACCOUNTS, BY GEOGRAPHIC DIVISIONS AND STATES: 1912, 1907, AND 1902— Continued. Table 112— Continued. DIVISION AND STATE. Census. Number of com- panies. Total. Taxes. Interest. Rent of leased Imes and terminals. Charges for sinking fund.! Miscella- neous. East North Central: Ohio 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 75 73 62 34 33 26 67 70 48 22 24 24 24 20 17 9 5 5 24 24 22 19 14 16 6 6 7 8 4 21 17 11 26 23 21 18 22 16 21 15 8 13 11 7 6 7 7 14 12 10 10 10 6 10 13 12 12 9 8 11 10 9 12 8 5 $11,635,394 9,215,583 4,137,866 5,727,969 4,477,636 1,201,297 20,903,293 10,668,610 8,463,191 4,642,698 2,867,083 1,788,797 2,984,632 2,180,929 1,081,160 1,890,203 2,128,158 1,027,121 1,478,449 894,434 429,373 5,903,974 6, 150, 063 4,635,401 40,865 19,993 1,037,506 896,573 160,297 874, 495 305,888 . 64,451 6,031,007 3,911,923 3,314,632 2,434,012 1,287,931 647, 730 994,778 743,200 265,842 634, 904 353,806 98,993 300, 118 390,713 203, 196 2,667,669 1,124,989 755,207 424,717 186,222 74, 779 1,316,762 1, 109, 233 777,433 1,919,301 1, 418, 576 696,366 1,196,680 988,048 384, 762 296,833 247,833 38,684 $2,625,422 1,387,062 601, 142 536,210 499,273 185,014 4,885,069 2,018,189 1,488,359 760,270 386,614 228,538 504,665 325,966 150,059 612,291 415,985 131,128 209,664 99,682 54,115 1,249,643 1,098,222 646,682 7,375 2,069 265,235 139,398 28,262 145,837 33,822 8,401 1,166,421 793, 877 676,658 384,277 240,169 46,845 182,646 93,493 28,030 69,479 39,058 10,791 36,896 42,007 21, 109 447,764 290,235 110,846 97,517 49,686 12,439 376, 922 313,328 177,775 419,175 310, 140 113,673 276,364 178,373 37,047 33,302 31, 890 4,601 $5,429,129 4,612,432 2,457,584 3,217,272 1,883,272 984,391 ■ 12,182,594 5,907,636 3,037,830 2,419,622 2,445,809 1,547,772 1,751,627 1,380,206 646,194 1,178,760 1,122,138 870,038 1,053,700 749,454 353,118 4,668,005 4,490,780 1,766,840 30,806 17,761 613,977 390, 017 122,046 657,408 263, 148 66,060 3,967,167 3,067,630 2,734,999 1,609,103 766, 190 490,484 799,766 639,766 237,812 348, 740 220,922 87,219 97,820 340, 706 180,392 827,888 V 830, 767 644,361 285,816 136,637 62,340 924, 293 789, 097 598,694 1,418,102 1,040,976 478,473 8 2,634 741,292 347,330 263,631 209,121 34,183 $3,390,165 3,155,380 1,066,636 1,744,017 1,966,943 $98,120 $192,558 60,719 12,504 69,950 128,047 31,892 2,078,408 94,674 51 995 Indiana 170,520 Illinois 494,136 2,648,012 3,875,007 583,650 1,263,086 Mi(?hi£;aTi ... 614,936 364,321 34 760 12^487 688,020 474,757 284,907 94,912 590,053 1 891 7,500 52,920 West North Central: MinnfWfitA. , , 3,000 1,250 24,064 3,840 2,913 Iowa 66,973 144,272 42,485 22,140 17,178 546 661 Missouri 14,148 14,400 2,230,164 65,000 1,715 2,686 163 North and South Dakota Nebraska 156, 960 97,840 1,333 268,318 Kansas 71,250 8,572 346 South Atlantic: Delaware, Maryland, and District of Columbia. . 647,264 48,700 1,975 360,944 239,376 72,131 189,034 11,716 1,000 Virginia 16,561 163,127 62,197 10,401 West Virginia 26,801 4,795 5,000 5,156 North Carolina 56,678 52,600 70,007 41,326 983 South Carolina 161, 443 3,960 8,'666 975 720 1,142,200 26,000 3,997 Florida 38,680 2,705 10,462 2,900 6,808 1,064 Tp.Tmp.<^spp 82,024 67,460 3,310 Alabama 1,236 81,013 68,383 385 Mississippi 6,822 'Included with " Miscellaneous" in 1907 and 1902. FINANCIAL OPERATIONS. 253 STREET AND ELECTRIC RAILWAYS— OPERATING COMPANIES— DEDUCTIONS FROM INCOME, BY ACCOUNTS, BY GEOGRAPHIC DIVISIONS AND STATES: 1912, 1907, AND 1902— Continued. Table 1 12— Continued. DIVISION AND STATE. Number Census. of com- panies. 1912 10 1907 8 1902 7 1912 13 1907 11 1902 8 1912 17 1907 8 1912 39 1907 23 1902 17 1912 6 1907 5 1902 6 1912 16 1907 H 1902 7 1912 18 1912 12 1912 6 1907 12 1902 6 1912 19 1907 14 1902 8 1912 6 1907 8 1902 6 1912 35 1907 41 1902 35 Total. Taxes. Interest. Kent of leased lines and terminals. Cliarges for sinking fund. 1 Miscella- neous. West South Central: Arkansas Louisiana. Oklahoma. Texas. Mountain: Montana. Colorado. All other Mountain states Idaho, Wyoming, Nevada, and Utah. New Mexico and Arizona AH other Mountain states. Pacific: Washington Oregon., California. J474,638 263,537 68,071 2,295,075 1,890,680 690,380 498,584 109,230 1,871,243 932,282 199, 483 224,729 120,851 74,633 2,106,967 1,273,024 536,005 1,397,370 ■ 1,302,819 94,551 517,452 176,723 4,033,973 1,788,314 463, 101 3,050,248 992,748 146,519 10,696,969 6,732,705 2,112,959 $91,649 30, 817 7,213 408,323 359,837 200, 156 64,924 7,732 318,551 146,669 36,919 44,387 22,519 13,975 377,718 148, 462 78,264 167,755 156,302 11,453 67,323 17,523 858,974 388,322 78,239 560,380 117,548 17,622 1,487,425 896,273 495, 179 $374,635 232, 720 60,858 1,271,989 1,173,857 483,594 398,691 86, 645 1,369,689 785,613 162, 564 116,650 79,638 60,658 $8,354 $538, 820 320,449 $12,000 12,719 128 6,250 179,749 63,943 36,537 6,630 16,000 14,853 3,226 12,490 61,202 18,694 1,552, 1,033, 454, 799, 716, 83, 450, 159, 54,463 3,262 109,357 109,357 52,552 90, 722 320,413 320,413 238 238 2,846,702 1,281,023 384,862 2,127,132 875,200 128, 897 7,480,561 5,189,609 1,617,550 141,073 117,417 174,643 12,581 1,552 362,736 255,416 215, 831 1,122,285 351,282 430,992 230 I Included with " Miscellaneous " in 1907 and 1902. In all states, with one exception (South Carolina), there is shown an increase in taxes for 1912 over 1907, and in 1907 only one state (Pennsylvania) showed a decrease with respect to 1902, occasioned by a differ- ence in division of the taxes between operating and lessor companies at the two censuses. Table 113 shows, for geographic divisions and states, the taxes reported in 1912, by class. The payment of taxes on real and personal property was reported for all states, taxes on capital stock for 33 states, taxes on earnings for 40 states, and miscella- neous taxes for 41 states. In 1907, 26 states, and in 1902, 14 states, imposed a tax on capital stock and bonds. Taxes on earnings were levied in 33 states in 1907 and in 23 in 1902. The East North Central states reported the largest amoimts for real and personal property tax and tax on earnings, the New England states the largest amount for tax on capital stock, and the Middle Atlantic states the largest amounts for Federal corporation and miscellaneous taxes. 254 STREET AND ELECTRIC RAILWAYS. STREET AND ELECTRIC RAILWAYS— TAXES: 1912. Table 113 DIVISION AND STATE. Total. On real and personal property. On capital stock. On earnings. Federal corporation tax. Miscellaneous. United States. Geogeaphic divisions: New England Middle Atlantic East North Central. . West North Central. South Atlantic East South Central . . West South Central. Mountain Pacific New England: Maine New Hampshire Vermont Massachusetts Rhode Island and Connecticut. Middle Atlantic: New York New Jersey Pennsylvania East North Central: Ohio Indian^ Illinois Michigan Wisconsin West Noeth Central: Mumesota Iowa Missouri North and South Dakota. Nebraska Kansas South Atlantic: Delaware, Maryland, and District of Columbia. Virginia West Virginia North Carolina South Carolina .' Georgia Florida East South Central: Kentucky Teimessee Alabama Mississippi West South Central: Arkansas Louisiana Oklahoma Texas Mountain: Montana Colorado All other Mountain states . Pacfic: I Washington. Oregon California $35,027,965 237,429 249,018 211, 636 490,046 353, 998 105, 753 883, 447 2,906,779 120,208 39, 912 19,696 3, 108, 197 949, 516 7,735,346 1,254,842 2,258,831 2,525,422 536,210 4,885,069 760,270 504,665 612,291 209,664 1,249,643 7,375 265,235 146, 837 1,165,421 384, 277 162, 645 59, 479 36, 896 447,764 97,517 376,922 419, 175 276,354 33,302 91, 649 408,323 64,924 318, 551 44,387 377, 718 167, 755 858, 974 560,380 1,487,425 $16,658,239 $3,899,146 $9,486,792 $1,016,901 1,006,464 2,985,787 4,864,084 2,093,401 1,049,168 750,054 506, 683 482,068 1,920,530 1,658,536 1,603,794 424, 154 26,716 63,789 201,313 2,996 951 16, 899 827,761 3,028,632 3,385,171 243,264 1,036,976 11,395 136, 926 13,440 803,328 100,731 39,461 11,000 689, 910 166,362 2,370,041 489,941 125,805 1,634,991 471,517 1,716,491 650,771 491,314 628,181 192, 151 1,030,044 7,264 201,044 134,717 244,203 196, 149 141,557 61, 891 21,696 324,396 69,376 120,694 360,667 237, 430 31,263 70,979 171, 103 63,848 200,763 37,892 290,014 154, 162 727,509 567,001 636,020 11,893 2,029 1, 131, 962 624,509 273,363 2,022 1,228,409 91,561 '332,'693 21,270 2,024 1,791 1,060 670 56,568 3,593 1,063 740 150 1,685 195,216 179 5,918 1,836 199 960 374 677 11,708 625 4,666 6,282 571,615 237,971 1,785,353 693,000 660, 179 743,907 708 2,565,566 85,000 20, 141 4,626 161,066 67,296 135 747,784 169,861 11, 144 3,936 2,626 82,810 18,814 477 4,310 11,801 63,111 422 61,592 5,745 6,067 1,628 84,667 1,529 717,232 95,169 424,187 211, 730 82, 924 72,286 26,008 20, 760 20, 112 64,736 3,986 461 206 71, 656 18,871 250,163 28,087 145,947 62,515 18,290 101, 126 19,220 10,680 28,712 9,326 35,901 111 6,836 3,039 27,824 11,418 5,716 1,760 1,456 20,627 3,694 9,789 6,267 8,333 619 3,430 6,877 438 10,005 12,382 7,730 29,620 '35,'2i6' 84,968,887 649,499' 3,306,718 326,497 43,741 131,781 117,98a 216,093 73,289 101,285 3,553 79 643,064 2,803. 3,056,435 ■41,792 208,491 92,448 45,695 180,304 5,279 2,771 13,987 1,537 20,841 7,376 89,042 3,266- 3,175 1,162 11,217 19,881 4,048 44,615 61,585 20,363 1,429 3,603 167,033 216 45,241 750. 68,881 3,658 5,670 1,325 94,291 The per cent distribution of taxes, by kiad, ia 1912 is given in Table 114, for the geographic divisions. Table 114 PEE CENT DISTErBUnON OF TAXES: 1912 (BASED ON TABLE 113). DmSION. Total. On real and per- sonal property. On capital stock. On earn- ings. Federal corpora- tion tax. Miscel- laneous. United States. . 100.0 44.7 11.1 27.1 2.9 14.2 New England Middle Atlantic East North Central.. West North Central.. South Atlantic East South Central... West South Central.. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 23.8 26.5 52.8 84.1 44.6 67.8 57.4 81.7 66.1 39.1 13.4 4.6 1.1 2.7 18.2 0.3 0.1 0.6 19.5 26.9 36.7 9.8 44.1 1.0 15.5 2.3 27.6 2.2 3.8 2.3 3.3 3.1 2.3 2.4 3.5 2.2 15.3 29.4 3.5 1.8 5.6 10.7 24.5 12.4 3.6 Pacific In the New England and Middle Atlantic divisions taxes on real and personal property constituted but. one-fourth, approximately, of the total taxes, taxes on capital stock being the largest factor for New England as a whole, while miscellaneous taxes formed the great- est item for the Middle Atlantic diArision, principally on account of the special franchise taxes of the New York City lines. In the South Atlantic division the tax on earnings is but a little less in the aggregate than the tax on real and personal property, this being due to conditions in Maryland and the District of Columbia; and in the East North Central division tax on earnings consti- tutes a little more than a third of the total taxes, on FINANCIAL OPERATIONS. 255 account of conditions in Ohio and Illinois. Of the $2,555,556 reported as tax on earnings for Illinois, $2,529,992 is the share of net receipts (55 per cent) paid the city of Chicago by the Chicago City Railway Co. and the Chicago Railways Co. The large ratio for the Pacific division is due to conditions ia California, in which state the tax on earnings formed 48.2 per cent of all taxes. Interest. — The annual payments by street and elec- tric railways to meet interest charges on their funded and floating debt and real-estate mortgages amounted to $98,025,338 in 1912, an increase of 63.8 per cent over 1907. EarHer tables accompanying the discussion of income account show, for companies as a whole and by groups, the interest charges of operating and lessor companies in their relation to gross income, and in Chapter VI there appears an analysis of the statistics relating to interest on funded and floating debt and mortgages. The following statement shows the inter- est paid by operating and lessor companies : CLASS OF COMPANY. INTEKEST. 1912 1907 1902 Total — A W <'0"irfiTii**iS 8113,259,470 $81,771,266 546,462,470 OpprHting nnmpqnip-Q. . . . 98,025,338 15,234,132 63,740,744 18,030,522 38 085 911 8,376,559 Although the interest on bonds of leased companies is guaranteed by the lessor companies, and often paid directly by the latter to their bondholders, the distinc- tion between the two classes of securities with respect to the interest accruing thereon is preserved in the census statistics. By dividing the total interest by the aggregate funded and floating debt and real-estate mortgages, there is given an average rate of 4.3 per cent for 1912, as compared with 4.2 per cent for 1907. Rent of leased lines and terminals. — Payments by operating companies for the use of track owned by nonoperating lessor compianies form the greater part of this item, but it also includes a considerable amount paid by operating companies for the use of track leased from other operating companies and track leased from steam roads, as well as rentals paid munici- palities for subways and bridge trackage. It does not include, however, track rentals in cases where the own- ing companies also operate over the tracks. Such use is classed as a trackage right, and the rental is consid- ered an operating expense, and in accordance with the standard system of accounting is charged to "Rent of tracks and terminals" in the group of "General and miscellaneous" accounts of operating expenses. It should be explained that subway rentals paid the municipalities of New York and Boston, reported in 1912 under "Rent of leased lines and terminals," were classed in 1907 under "Miscellaneous deductions" from income. They aggregated in 1907, $1,996,821. The transfer of this amount to rent of leased lines and terminals for 1907, though not affecting deductions from income as a whole, gives a total of $50,019,417 for rent of leased lines and terminals for that year, as com- pared with $44,784,521 m 1912. The total amount paid by operating companies for the rent of leased lines and terminals in 1912 shows a decrease of 6.7 per cent from the alnount reported in 1907, or of 10.5 per cent with the above change in classification. Next to interest this item constituted the largest fixed charge. By reference to Table 112 it wiU be seen that although rentals for leased lines were paid in 1912 in 33 states, $29,908,785, or 67 per cent of the total, was reported for the Middle Atlantic division, as compared with $35,106,326, or 73 per cent, in 1907, and that the reduction in rentals in 1912, as compared with 1907, is due to changes in conditions in New York and Illinois, and in a shght degree in Indiana. Charges for sivJcing fund and miscellaneous deduc- tions. — Charges for sinking fund to the amount of $6,229,136 were reported in 1912. In 1907 and 1902 they were included under "Miscellaneous deductions" from income and not reported separately. In report- ing these minor accounts the practice of the companies lacks uniformity. In general, it appears that depre- ciation, when accounted for as a deduction from income and not as a charge to maintenance, is included under "Sinking funds," but the returns do not permit a sta- tistical presentation of depreciation accounts. Some of the items reported under "Miscellaneous deduc- tions" in 1912 are amortization of debt, discount, and expense; miscellaneous rents; taxes in Htigation; and deductions from income from outside sources. For comparative purposes it is necessary to combine sink- ing-fund charges and miscellaneous deductions. They aggregated $13,285,584 in 1912, as compared with $6,575,774 in 1907, an increase of 102 per cent. If the subway rentals included under "Miscellaneous deduc- tions" in 1907, above cited, are transferred to rent of leased lines, the increase is somewhat larger. Of the total of $6,575,774 reported under the heading of "Mis- cellaneous deductions" in 1907, $2,397,250 repre- sented charges for depreciation, specifically reported as such, or credits to depreciation and sinking funds. Deductions from income for groups of companies. — Table 115 presents the deductions from income for companies classified according to income from railway operations, at the censuses of 1912, 1907, and 1902; Table 116, percentages showing distribution of totals and accounts, based upon Table 115; and Table 117, statistics similar to those in Table 115, for companies classified as "Elevated and subway" and "Surface" in 1912. 256 STREET AND ELECTRIC RAILWAYS. Table 115 DEDUCTIONS FROM INCOME, BY ACCOUNTS, FOB COMPA- NIES CLASSIFIED ACCOBDINS TO INCOME FROM RAIL- WAY operations: class a, $1,000 000 and over; CLASS B, 8250,000 BUT LESS THAN $1,000,000; CLASS C, LESS THAN $260,000. ACCOUNTS, BY CLASS. 1912 1907 1902 Per cent of increase.' 1902- 1912 1907- 1912 1902- 1907 Number of companies Class A 975 91 155 729 $191,123,408 148,640,699 25,425,531 17,057,178 35,027,965 28,702,175 3,935,021 2,390,769 98,026,338 68,147,448 16,712,732 13,166,158 44,784,621 41,334,414 2,946,111 504,996 6,229,136 5,413,063 694,446 221,627 7,066,448 939 76 130 733 S138,094,7ia 102,004,702 20,911,111 16,178,903 19,765,602 16,524,362 2,479,106 1,752,134 63,740,744 35,648,870 15,502,292 12,589,582 48,022,596 45,188,356 2,302,537 531,703 P) 799 44 81 674 $77,695,053 66,819,948 10,936,393 9,838,712 13,078,899 10,326,341 1,499,191 1,253,367 38,085,911 21,796,628 8,219,411 8,069,972 26,618,225 24,296,050 922,925 299,260 22.0 106.8 91.4 8.2 146.3 161.6 132.5 73.4 167.8 178.0 162.5 90.7 167.4 212.7 103.3 63.1 75.6 70.1 219.1 68.8 3.8 19.7 19.2 0.5 38.4 45.7 21.6 12.4 77.3 84.8 68.7 36.5 53.8 91.2 10.8 4.6 -6.7 -8.5 27.9 5.0 17.5 72.7 Class B 60.5 Class C 8.8 Deductions from income . . Class A 78.0 79.5 Class B 91.2 ClassC 64.3 Taxes 51.0 ClassA 50.3 Class B 66.4 ClassC 39.8 Interest on funded floating debt and and mortgages ClassA 67.4 63.6 Class B 88.6 ClassC 56.0 Bent of leased lines and terminals Class A 88.2 86.0 Class B 149.5 ClassC 77.7 Charges for sinking ClassA ClassB Class C Miscellaneous deduc- 6.676.774 912,018 401,029 294,866 216,123 673.7 1157. 7 319.9 258.4 7.3 -10.6 97.4 163.6 621.0 Class A 5,043,6991 6,643,114 1,238, 221 1 627,176 774,628 .W6.4S4 1307. 2 Class B . . 112.7 ClassC 41.4 1 A minus sign (— ) denotes decrease. 2 Figures not available. Table 116 PER CENT DISTRIBUTION OF DEDUCTIONS FROM IN- COME, BY ACCOUNTS, FOR COMPANIES CLASSIFIED ACCORDING TO INCOME FROM RAILWAY OPERA- TIONS (BASED ON TABLE 115). ACCOUNTS, BY CLASS. , Per cent of total. Per cent of total deduc- tions from income. 1912 1907 1902 1912 1907 1902 100.0 9.3 15.9 74.8 100.0 77.8 13.3 8.9 100.0 81.9 11.2 6.8 100.0 69.5 17.0 13.4 100.0 92,3 6.6 1.1 100.0 86.9 9.5 3.6 100.0 71.5 17.6 11.0 100.0 8.1 13.8 78.1 100.0 73.9 16.1 11.0 100.0 78.6 12.6 8.9 100.0 55.9 24.3 19.8 100.0 94.1 4.8 1.1 100.0 6.6 10.1 84.4 100.0 73.2 14.1 12.7 100.0 79.0 11.5 9.6 100.0 57.2 21.6 21.2 100.0 95.2 3.6 1.2 Class B . Deductions from income ClassA 100.0 100.0 100.0 100.0 18.3 19.3 15.6 14.0 51.3 45.8 65.7 77.2 23.4 27.8 11.6 2.9 3.3 3.6 2.3 1.3 3.7 3.4 4.9 4.5 100.0 100.0 100.0 100.0 14.3 15.2 11.9 11.5 46.2 34.9 74.1 82.9 34.8 44.3 11.0 3.5 100.0 100.0 ClassB 100.0 ClassC 100.0 Taxes 16.9 ClassA 18.2 Class B 13.7 ClassC 12.7 Interest on funded and floating debt and mort- 49.1 ClassA 38.4 Class B 75.2 Class C 82.0 Rent of leased lines and ter- minals 32.9 ClassA 42.8 ClassB ... 8.4 ClassC 3.0 Charges for sinking fund . . . ClassA Class B Class C Miscellaneous deductions... ClassA 100.0 85.9 9.5 4.6 100.0 44.0 32.3 23.7 4.8 6.6 3.0 2.0 1.2 0.7 ClassB.... 2.7 ClassC 2.2 Table 117 DEDUCTIONS FROM INCOME, BY ACCOUNTS, FOE COMPA- NIES CLASSIFIED AS "ELEVATED AND SUBWAY" AND "surface:" 1912. ACCOUNT. Total. Elevated and subway. Surface. Per cent of deductions from income. Ele- vated and sub- way. Sur- face. Number of companies Deductions from income . . . 975 $191,123,408 35,027,965 98,025,338 44,784,621 6,239,136 7,066,448 7 $22,732,065 3,500,657 9,654,473 8,795,665 329,692 461,688 968 $168,391,343 31,527,308 88,370,865 35,988,866 6,899,444 6,604,860 100.0 16.4 42.5 38.7 1.5 2.0 100.0 18.7 Interest on funded and floating debt and morteaces 62.5 Kent of leased lines and terminals Charges forsinking fund Miscellaneous deduc- tions 21.4 3.5 3.9 GENERAL RESULTS OF OPERATION. The standards or units employed for gauging opera- tive results are the mile of track, the car-mile, and revenue passenger. The averages obtained by apply- ing these standards to the operating revenues, oper- atiag expenses, and operating or net earnings for all classes of companies operating under varying condi- tions furnish a much better measure of the general trend of operative conditions than is provided by large aggregates alone. A mile of track, as a unit of measure, expresses the foundation upon ■which all railway busi- ness rests and is perhaps the best unit of comparison for all general statistics. The car-mile unit is employed by all street and electric railway companies, and though the car-hour has certain advantages over the car-jnUe, it is not in general use. The revenue-passenger unit is used by all roads doing a passenger business. It must be borne in mind that the car-mile unit is com- plex and involves capacity as well as distance. Hence the unit is not fixed, since, while the distance factor is constant, the capacity of a car is varying. Indeed, the variation of this factor is one of the changes that car-mile statistics are designed to show. Capacity depends upon the size and tjrpe of car ajid to a certain extent upon speed. Similarly, the re-venue-passenger unit is influenced in a number of ways. A change in the policy of a rail- way in granting free transfers may mean a change in the number of revenue passengers carried without a change in other traffic statistics. Again, the revenue- passenger imit assumes a uniform average length of ride for all companies. This assumption is only roughly true for strictly urban trafiic, while the de- velopment of suburban and interurban lines has introduced a large and growing number of long-trip passengers, and in some cases long-trip passengers pay their fare by "zones" and in some cases by the trip. Where the zone system is used, the passenger as a unit is not far diEFerent from the passenger of the urban statistics, though undoubtedly representing a dis- FINANCIAL OPERATIONS. 257 tance traveled above the average for urban passengers, but to the extent that interurban passengers are counted by the trip the resultant averages are in- creased beyond what they would be if based solely upon urban traffic. Table 118 presents certain operating averages per mile of track, per car-mile, and per revenue passenger for all companies and for companies classified according to income from railway operations, for 1912, 1907, and 1902. Table 118 Number of companies Batio of operating expenses to operating revenues (per cent) Per mile of track: Operating revenues , Operating revenues exclusive of income from sale of current , Operating expenses Net operating revenue Per car-mile: Operating revenues , Operating revenues exclusive of income from saJe of current Operating expenses Conducting transportation All other Net operating revenue , Per revenue passenger: Operating revenues Passenger revenue , All other ■- Operating expenses Net operating revenue GENEEAI. RESULTS OP OPERATIONS OF ALL C0MPANIE3 ANB OF COMPANIES CLASSIFIED ACCORDING TO INCOME FROM KAILWAT OPERATIONS. Total — ^AU companies. 1912 975 58.7 tl3,820 12,931 8,107 5,713 Cents. 29.53 27.63 17.32 9.87 7.45 12.21 5.95 5.27 0.68 3.49 2.46 1907 60.1 $12,^68 11,678 7,373 4,895 Cents. 25.97 24.72 15.61 8.76 6.84 10.36 5.63 5.15 0.49 3.39 2.25 1902 799 57.5 $11,154 10, 807 6,412 4,742 Cents. 21.87 21.19 12.57 7.43 5.15 9.30 5.23 4.94 0.29 ■ 3.01 2.23 Class A. $1,000,000 or over. 1912 91 66.7 $19,844 19,011 11,252 8,692 Cents. 29.49 28.25 16.72 9.62 7.10 12.77 5.64 5.08 0.46 3.14 2.40 1907 76 58.4 $19,287 18, 798 11,256 8,032 Cents. 26.25 26.68 16.32 8.84 6.48 10.93 5.28 4.99 0.30 1902 54.8 $19,946 19,691 10,921 9,025 Cents. 22.92 22.63 12.55 7.62 4.93 10.37 5.00 4.84 0.16 2.74 2.26 Class B. $250,000 but less than $1,000,000. 1912 155 61.7 $8,937 7,929 5,517 3,420 Cents. 30.63 27.18 18.91 10.56 8.35 11.72 7.61 6.10 1.41 4.64 2.87 1907 130 61.9 $8,009 7,415 4,956 3,053 Cents. 25.71 23.80 15.91 9.01 6.90 6.53 6.69 0.84 4.04 2.49 1902 68.8 $8,265 7,907 4,857 3,408 Cents. 21.21 20. 29 12.46 7.31 6.15 8.75 5.57 5.16 0.42 3.28 2.30 Class C. Less than $250,000. 1912 729 68.3 $5,784 4,890 3,949 1,835 Cents. 28.32 23.94 19.33 10.71 8.62 7.68 5.87 1.80 6.24 2.44 1907 67.4 $6,251 4,516 3,539 1,712 Cents. 24.84 21.36 16.74 9.47 7.27 8.10 6.99 6.61 1.38 4.71 2.28 1902 674 67.7 $4,464 4,037 3,021 1,443 Cents. 18.85 17.04 12.75 7.66 5.19 6.10 5.24 0.84 4.11 1.96 A disturbing factor in all comparisons based upon total income or total expenses is the inclusion of in- come and expenses incident to the operation of electric light and power plants in conjunction with railways. If the proportions for the income and expenses incident to light and power business with respect to total income and expense remained the same, the averages for the different years would be on an equal footing, and hence would indicate the changes. But this is not the case, for the income from the sale of current formed 6.4 per cent of the total operating revenues reported for 1912, as compared with 4.8 per cent in 1907 and 3.1 per cent in 1902. Though these percentages are small, the amounts involved are large, and their exclusion percep- tibly affects the averages. Thus the exclusion of in- come from sale of current results in reducing the rev- enue per mile of track by $889 in 1912, as compared with $590 in 1907 and $347 in 1902; and the revenue per car-mile by 1.9 cents in 1912, as compared with 1.25 cents ia 1907 and seven-tenths of a cent in 1902. Table 119 presents similar averages for companies classified as without and with commercial lighting and for companies classified as "Elevated and subway" and "Surface." Table 119 Number of companies - - Eatlo of operating expenses to operatmg revenues (per cent). Per mile of track: Operating revenues Operating expenses Net operating Tovenue Per car-mile: Operating revenues Operating expenses Conducting transportation '. All other Net operating revenue Per revenue passenger: Operating revenues Passenger revenue All other Operating expenses Net operating revenue GENERAL RESULTS OF OPERATIONS. Companies without and with commercial lighting. Without commercial lighting. 1912 1907 1902 760 69.2 $14, 487 8,582 5,905 Cents. 28.05 16.62 9.60 7.02 11.43 5.54 5.21 0.33 3.28 2.26 709 60.0 $13, 178 7,910 5,268 Cents. 25.19 16.12 10.07 6.36 5.10 0.25 8.21 2.14 630 57.4 $11,794 6,772 6,022 Cents. 21. SI 12.39 9.18 6.08 4.93 0.15 2.92 2.16 With commercial lighting. 1912 1907 1902 169 66.0 $11, 840 6,632 5,208 Cents. 38.47 21.55 11.51 10.04 16.92 8.76 5.64 3.12 4.90 3.85 $10,022 6,039 3,983 Cents. 30.85 18.69 <") (') 12.26 7.66 5.42 2.13 4.66 3.00 112 68.1 $8, 978 5,217 3,761 Cents. 25.97 16.09 10.88 7.22 4.93 2.29 4.20 3.03 Companies classified as "Elevated and subway" and "Surface." Elevated and subway. 1912 7 44.1 $100, 884 45, 601 55,283 Cents. 23.80 10.76 6.62 4.14 13.04 5.27 5.08 0.19 2.38 2.89 6 44.7 $80, 727 36,054 44,673 Cents. 23.68 10.63 13.06 5.33 4.97 0.36 2.38 2.,96 Surface. 922 69.9 $12,708 7,628 6,080 Cents. 30.27 18.17 10.29 7.88 12.10 6.02 6.28 0.74 3.62 2.41 1907 61.5 $11,414 7,014 4,400 Cents. 26.20 16.10 10.10 5.66 5.17 0.60 3.48 2.18 58795°— 15 17 1 Figures not available. 258 STREET AND ELECTRIC RAILWAYS. Earnings per mile of track. — The averages based on totals whicli exclude earnings from the sale of current are undoubtedly the correct ones by which to gauge railway operations. On this basis the operating earn- ings per mile of track show a substantial increase for 1912 over 1907 and for 1907 over 1902. Table 120 shows the increases and decreases, for the census periods 1907-1912 and 1902-1907, in operating revenues, expenses, and net revenues per mile of track for all companies and for classes A, B, and C. Table 120 OPEEATTNG REVENUES, OPERATING EX- PENSES, AND NET EEVENUB PER MtLE OF TRACK. CLASS AND ACCOUNT. 1912 1907 1902 1902-1912 In- crease. crease. Total— All companies: Operating revenues S13,820 12,931 8,107 6,713 19,844 19,011 11,252 8,592 8,937 7,929 5,517 3,420 6,784 4,890 3,949 1,835 S12,268 11,678 7,373 4,895 19,287 18,798 11,256 8,032 8,009 7,416 4,956 3,053 6,251 4,516 3,539 1,712 $11,154 10,807 6,412 4,742- 19,946 19,691 10,921 9,025 8,266 7,907 4,857 3,408 4,464 4,037 3,021 1,443 $2,666' 2,124 1,695 971 ""'33i' 672 22 660 12 1,320 853 928 392 Operating revenues exclusive of in- come from sale of current Net operating revenue Classified accormng to income from railway operations: Class A— Operating revenues S102 Operating revenues exclusive of income from sale of current. . . 680 433 Class B- Operating revenues exclusive of income from sale of current. . . Operating expenses Net operating revenue Class C- Operating revenues - income from sale of current. . . Net operating revenue The decrease for the decade in revenue per mile of track shown for class A is accoxmted for by the fact that the proportionate increase in miles of track is greater than that in earnings exclusive of receipts from sale of current. The averages for classes A and B are affected by the inclusion in class A of six and in class B of one of the seven elevated and subway companies (1912) whose average earnings are shown in Table 119. Since the earnings and expenses per mile of track for these com- panies are large, they necessarily increase materially the averages for the two classes named, and particu- larly those for class A. Freight and.express business forms a growing depart- ment of activity for street and electric railways, and this service has added to operating earnings; and although the ratio between expenses incident to freight and express traffic and the income derived therefrom can not be determhied, it should be remembered in considering averages. Table 121 shows the freight and express revenues per nule of track, by groups of companies. There were 540 companies in 1912, or 55.4 per cent of the total number, that reported -earnings from freight, baggage, express, or milk business, as com- pared with 454, or 48 per cent of the total, in 1907, and 265, or 32.4 per cent, in 1902. It was impracticable, however, to ascertain the number of miles of track over which freight or express matter was carried, and there- fore the total trackage has been used in all cases as the divisor in computing the average earnings from this business. Table 121 FREIGHT AND EXPRESS REVENXTES PEE MIT.E OF TRACK. 1912 1907 1902 Increase. 1902- 1912 1907- 1912 1902- 1907 All companies $337 320 424 291 80 341 $199 159 282 192 75 201 $65 37 81 83 8 $272 283 343 208 $138 161 142 99 5 140 $134 122 Class B 201 Class C 109 Elevated and subway Surface ' Figures not available. Table 122 shows the number of companies doing freight, mail, express, etc., business, by geographic divisions, in 1912. Table laa NUMBER OF COMPANIES DOING FREIGHT , MAIL, EXPRESS, ETC., BUSINESS: 1912. Number of companies Per cent of total reportmg — number. Total num- DIVISION. ber of Either Either com- freight, Bag- freight, panies. bag- gage, bag- gage, Freight express, Mail gage, Mail express. rev- or rev- express. rev- or enue. TmJTr enue. or enue. milk rev- milk rev- enue. rev- enue. enue. United States... 975 540 406 382 371 55.4 38.0 91 62 43 38 59 68.1 64.8 Middle Atlantic 246 148 102 100 93 60.1 37.8 East North Central... 222 141 114 122 90 63.5 40.5 West North Central... 85 43 31 31 31 50.6 36.4 South Atlantic 107 . 52 41 33 37 48.6 34.6 East South Central. . . 45 17 14 7 14 37.8 31.1 West South Central. . . 79 19 11 11 12 24.1 15.2 40 60 19 39 16 34 12 28 8 27 47.5 65.0 20.0 Pacifxc. 35.0 In the New England division the largest proportion of the companies reported revenue from either freight, baggage, express, or milk business, namely, 68.1 per cent, while the West South Central division shows the lowest proportion, 24.1 per cent. ,With respect to the carrying of mails, 371 companies, or 38 per cent of the total number, reported mail revenue in 1912, the high- est proportion showing for the New England division, 64.8 per cent, and the lowest for the West South Central, 15.2 per cent. Income from railway operations in state. — ^The operat- ing revenues credited to the states, as given in Table 161 (p. 308), as well as all general state financial statistics, are based upon the returns of the com- panies credited to the respective states; but, as else- where explained, in some cases the statistics for a state include those pertaining to traffic outside of the state, while in other cases they exclude data for traffic within the state reported by a company of an adjoining state. It is possible to determine with approximate accuracy the income from railway operations charge- able to the trackage operated within a state by dis- tributing for each interstate company the income FINANCIAL OPERATIONS. 259 from railway operations on a mile-of-track basis and assigning to each, state a share of the income from railway operations corresponding to the proportion of its total trackage operated by the company in that state. There is thus secured a figure for the income from railway operations within the confines of a state commensurate with the miles of track operated therein, whether by companies within or without the state, and, as a result, the average income from railway operations per mile of track for the actual trackage of each state. Table 123 shows these statistics by states : First, the miles of track operated by the com- panies located in the respective states, the income from railway operations, and the average per mile of track; and, second, the miles of track operated within the respective states, the income from the operation thereof, and the average income per mile of track. STREET AND ELECTRIC RAILWAYS— MILES OE TRACK AND INCOME PROM OPERATIONS. Table 123 Miles of of track operated by com- panies in state. INCOME FBOM BAIL- WAY OPERATIONS OF COMPANIES LOCATED IN STATE. Amount. Average permjle of track. Miles of track operated in state, i INCOME FBOM BAIL- WAY OPEEATIONS IN STATE. Amotmt. per mile of track. New England: Maine Kew Hampshire. , Vermont Massachusetts Rhode Island Connecticut Middle Atlantic: New York New Jersey PennsylTania. . . East Nobth Central: Ohio Indiana Illinois Michigan Wisconsin West Nobth Centbal: Minnesota Iowa Missouri North Dakota South Dakota Nebraska Kansas South Atlantic: Delaware District of Columbia. . Maryland Virginia West Virginia North Carolina South Carolina Georgia Florida East South Central: Kentucky Tennessee Alabama Mississippi West South Central: Arkansas Louisiana Oklahoma Texas MotJNTAIN: Montana Colorado New Mexico. Arizona Idaho Wyoming... Nevada Utah Pacific: Washington. Oregon California 636.38 246.26 102. 85 3, 010. 48 395. 71 1,002.87 4,605.44 1,319.85 4,117.74 4,069.12 2,301.34 3, 125. 84 1,507.26 806. 13 555. 18 803.87 996. 00 26.02 21.59 243.80 452.16 90.37 214.23 692. 51 561. 86 404.98 190.26 202. 60 440.63 164.84 493. 21 370.28 306.63 117. 14 122. 92 285.10 251. 56 716. 65 99.22 467. 97 10.60 46.24 88.93 22.91 11.27 260. 18 1,035.92 544.64 2,605.28 $2,671,870 1,231,926 484, 663 35,744,786 13,996,897 112,301,108 17,747,541 53,593,671 35,120,522 14,052,261 51,297,689 17,016,992 7,119,748 9,477,206 5, 959; 210 20,393,924 234,383 3,334,753 2,595,344 15,775,248 4,742,483 3, 181, 763 1,266,911 963,857 4,490,138 1,391,590 5,740,328 4,729,610 3,107,694 621, 596 1,194,265 4,738,796 1,302,418 7,694,664 802,441 4,617,746 283,975 2,587,366 8,085,616 6,197,688 33,294,496 $4,981 5,003 4,712 11,873 10,008 24,384 13,447 13,015 8,631 6,106 16,411 11,290 17,071 7,413 20,476 4,923 13,678 5,740 15,821 8,441 7,857 6,659 4,767 10, 190 8,442 11,639 12,773 10, 135 6,306 9,716 16,622 6,177 10,737 8,087 9,868 4,996 6,750 7,806 9,543 12,780 530.49 268. 15 120.83 2,950.96 435.37 993. 22 4,485.81 1,308.97 4,269.63 3,999.22 2,323.38 3, 186. 73 1,526.25 849.11 638.48 783.87 959. 01 19.18 21.69 214. 43 493. 91 99.37 188.46 719. 74 561. 49 330. 18 190. 26 228. 08 417.33 164.84 502. 38 360. 93 308. 80 118. 57 113. 72 285.10 251.56 721.42 99.22 467. 97 10.60 46.24 129. 13 22.91 11.27 260. 18 991.17 649. 19 2,605.28 $2,648,810 1,412,609 597,071 35,260,375 14,278,954 109,298,347 19,772,211 54,764,712 34,830,349 14,156,071 51,830,711 17,040,685 7,540,125 9,212,493 5,874,614 19, 180, 241 196,089 2,831,631 3,912,446 15,819,760 4,726,041 2,407,664 1,266,911 1,121,960 4,360,277 1,391,590 6,822,096 4,670,391 3, 124, 692 624, 130 1, 129, 166 4,738,796 1,302,418 7,708,820 802,441 4,617,746 283,975 2,800,014 7,849,344 5,221,202 33,294,496 $4,993 5,268 4,941 11,945 24,365 16,105 . 12,827 8,709 6,093 16,270 11,165 8,880 17,108 7,494 20,000 4,810 13,204 7,921 15,701 8,417 7,292 6,659 4,919 16,448 8,442 11, 589 12,940 10,119 5,264 9,929 16,622 5,177 10,686 8,087 9,868 4,996 6,612 7,919 9,507 12,780 1 Excluding track located outside of state operated by companies in state and including track in state operated by outside companies. The miles of outside trackage operated by com- panies within the state, and the miles of inside track- age operated by companies without the state, are shown in detail, by states, in Table 29 (p. 204). In the majority of cases the diflFerence between the aver- age based upon miles of track operated by companies in the state and the average based upon the actual miles of track within the state is not marked. New York is not materially affected, although there were 133.12 miles of track outside of the state in Connecti- cut, New Jersey, Pennsylvania, and Canada operated by companies in the state, and but 13.49 miles of 260 STREET AND ELECTRIC RAILWAYS. track in the state operated by outside companies (Pennsylvania) . For New Jersey, however, the aver- age per mile of track is increased from $13,447 to $15,105, largely on account of the heavy traffic in and out of New York City, and the average for Penn- sylvania is decreased from $13,015 to $12,827. Kansas shows an increase from $5,740 to $7,921, chiefly on account of traffic tributary to Kansas City, Mo. The largest average income per mile of track from raUway operations is, of course, found in New York City. The Interborough Rapid Transit, the Hudson and Manhattan, and the Brooklyn Heights Railroad Co., operating in the aggregate 494.42 miles of track, averaged $115,552 per mile. The averages for the Philadelphia Rapid Transit, the Boston Elevated, the Chicago City Railways Co., and the Chicago Rail- ways Co. ranged from $31,000 to $35,000 per mile of track, the four roads operating in the aggregate 1,980.08 miles of track, with an average income per mile from railway operations of $33,752. Earnings per car-7nile. — ^Table 124; shows the oper- ating revenues, operating expenses, and net revenue per car-mile for 1912, 1907, and 1902, for all companies and for classes A, B, and C, and the increase during the five-year periods. Table 124 OPEEATING REVENUES, OPESATINO EXPENSES, AND NEa REVENUE PEE CAB-MILE CLASS AND ACCOUNT. 1912 1907 1902 Increase. 1902- 1907- 1902- 1912 1912 1907 All companies: Cents. Cents. Cents. Cents. Cents. Cents. Operating revenues 29.63 25.97 21.87 7.66 3.56 4.10 Operating revenues exclu- sive of income from sale 27.63 17.32 24.72 15.61 21.19 12.57 6.44 4.75 2.91 1.71 3 53 Operating expenses Net operating revenue 3.04 12.21 10.36 9.30 2.91 1.86 1.06 Classified according to income from railway operations: Class A— Operating revenues 29.49 26.25 22.92 6.67 3.24 3.33 Operating revenues ex- clusive oi income from sale of current. . . 28.25 25.58 22.63 5.62 2.67 2.95 Operating expenses 16.72 15.32 12.65 4.17 1.40 2.77 Net operating revenue . 12.77 10.93 10.37 2.40 1.84 0.56 Class B— Operating revenues .... 30.63 25.71 21.21 9.42 4.92 4.50 Operating revenues ex- clusive of income from sale of current. . . 27.18 23.80 20.29 6.89 3.38 3.51 Operating expenses Net operating revenue. 18.91 15.91 12.46 6.45 3.00 3.45 11.72 9.80 8.76 2.97 1.92 1.05 Class C— Operating revenues 28.32 24.84 18.86 9.47 3.48 5.99 Operating revenues ex- clusive of income from sale of current. . . 23.94 21.36 17.04 6.90 2.58 4.32 Operating expenses 19.33 16.74 12.75 6.58 2.69 3.99 Net operating revenue. 8.99 8.10 6.10 2.89 0.89 2.00 It is noticeable that every average based on the car- mile as a standard shows an increase for 1912 over 1907 and for 1907 as compared with 1902. The tacrease is nearly unifoim for all classes, although for the decade 1902-1912 the increments for operating revenues, operating revenues exclusive of sale of cur- rent, and operating expenses are highest for class C and lowest for class A. With respect to the increase in net revenue per car-mile, the gain during the decade was 2.97 cents for class B, as compared with 2.89 cents for class C and 2.4 cents for class A. Earnings per passenger.' — The average earnings per revenue passenger for 1912 were slightly in excess of those for 1907, and in like manner the earnings for 1907 exceeded those for 1902. Urban traffic is the pre- dominating factor, and the averages are influenced largely by the almost universal 5-cent fare for urban passengers. Variations therefrom are due to condi- tions heretofore described. Table 125 shows the average operating revenue and expense per revenue passenger for 1912, 1907, and 1902, for all companies, for classes A, B, and C, and for elevated and subway lines. Table 125 CLASS AND ACCOUNT. All companies: Operating revenues. All other Operating expenses Net operating revenue. Class A— Operating revenues Passenger All other Operating expenses — Net operating revenue. Class B— Operating revenues All other Operating expenses — Net operating revenue. Class C— Operating revenues All other Operating expenses — Net operating revenue . Elevated and subway — Operating revenues Passenger All other Operating expenses Net operating revenue . AVEEAGE OPEEATING EEVENUE3, OPEEATING EX- PENSES, AND NET OPEEATING EEVENUE PEE REVENUE PASSENGEE. 1912 Cents. 5.95 6.27 0.68 3.49 2.46 6.54 6.08 0.46 3.14 2.40 7.51 6.10 1.41 4.64 2.87 7.68 5.87 1.80 6.24 2.44 5.27 5.08 0.19 2.38 2.89 1907 Cents. 6.63 6.15 0.49 3.39 2.25 5.28 4.99 0.30 3.08 2.20 6.53 5.69 0.84 4.04 2.49 6.99 5.61 1.38 4.71 2.28 5.33 4.97 0.36 2.38 2.95 1902 Cents. 5.23 4.94 0.29 3.01 2.23 6.00 4.84 0.16 2.74 2.26 5.57 5.16 0.42 3.28 2.30 6.08 5.24 0.84 4.U 1.96 Increase.' 1902- 1912 Cents. 0.72 0.33 0.39 0.48 0.22 0.64 0.24 0.30 0.40 0.14 1.94 0.94 0.99 1.36 0.57 1.60 0.63 0.96 1.13 0.48 1907- 1912 Cents. 0.32 0.12 o:i9 0.10 0.21 0.26 0.09 0.16 0.06 0.20 0.98 0.41 0.57 0.60 0.38 0.69 0.26 0.42 0.63 0.16 -0.06 0.11 -0.17 1902- 1907 Cents. 0.40 0.21 0.20 0.38 0.02 0.28 0.15 0.14 0.34 -0.06 0.96 0.53 0.42 0.76 0.19 0.91 0.37 0.54 0.60 0.32 > A minus sign (— ) denotes decrease. 2 Figures not available. The eflect of long rides on the statistics shows to a slight extent in the average for companies of class B, which class includes many of the interurban lines, while the large city systems are in class A. The ele- vated and subway group, for which the average pas- senger revenue was 5.08 cents for 1912, as compared with 4.97 cents in 1907, is purely urban in character. The statistics indicate an increase in operating expense per passenger for all classes of roads, with the exception of the small elevated and subway group. It is generally recognized that in most cities the length of haul per passenger has increased steadily with the expansion of area served. The area within which a single fare applies has expanded, resulting in a demand for increased service facilities at the same price, and manifestly there is a point beyond which this expansion can not go without a readjust- ment of rates. In the case of roads doing an urban railway business, an analysis of their revenues and disposition of in- ' See "Passenger traffic and fares," p. 414. FINANCIAL OPERATIONS. 261 come on a revenue passenger basis may throw some light upon general conditions. Table 126 shows, by states, the average gross income and the distribution of the income per revenue pas- senger, for companies operating city and suburban trackage only and not engaged in the sale of electric current. These form a group of companies engaged essentially in urban trafl&c, which, as a rule, charge a single unit fare or count passengers by the zone system. Table 126 CLASS AKD STATE. All companies All companies without commercial light- ing (class X) Companies operating cit^r and suburban trackage only, and without commer- cial lighting (class X)— selected states: California : Illinois Elansas Kentucky Massachiisetts Minnesota Missouri New Jersey New York Ohio Pennsylvania Tejcas Virginia Wisconsin OPERATma COMPANIES — AVERAGE INCOME, EXPENSES, NET INCOME, AND DIVIDENDS PER REVENUE passenger: 1912. Num- ber Of com- panies. 975 760 Number of revenue passengers. 9,546,554,667 8,341,649,514 370, 832, 19, 93, 428, 185, 265, 318, 1,656, 367, 578, 84, 9, 106, 368,211 514,391 644,644 727, 509 907, 422 606,061 968, 645 015, 275 849, 982 060, 894 779,610 096,967 356, 894 996, 804 Gross income. Cents. 6.14 5.10 6.27 6.06 5.39 5.30 6.07 6.05 6.07 6.40 4.25 6.22 6.04 6.87 4.*45 Total. Cents. 5.49 4.63 4.80 3.90 4.32 4.97 4.05 4.58 4.89 4.81 3.49 5.07 4.61 7.42 3.72 Operat- ing ex- Deduo- tions from income, taxes and axed charges. Cents. 3.49 3.28 3.07 2.73 2.67 3.10 3.56 3.06 3.20 2.88 2.88 2.56 2.76 3.45 6.75 2.32 Cents. 2.00 1.66 2.07 1.23 1.22 1.41 0.99 1.38 2.01 1.93 0.93 2.31 1.06 1.67 1.40 Net in- come. Cents. 0.65 0.47 0.47 1.16 1.07 0.33 1.02 0.47 0.18 0.69 0.76 0.15 0.53 10.55 0.73 Divi- dends. Cents. 0.64 0.30 0.52 0.02 1.09 0.45 0.90 0.04 0.19 0.62 0.59 0.11 0.22 0.16 0.77 Sur- plus. Cents. 0.09 0.07 0.17 1.14 0.12 0.43 0.07 0.17 0.04 0.31 Divi- dends in excess of net in- come. 0.06 0.02 0.12 0.01 2 0.70 0.04 DIVIDEND RATE (PER CENT). Com- puted on total out standing capital stock of all com- panies exclusive of treas- ury stock. 2.68 2.66 1.37 5.11 0.20 8.37 5.72 6.60 0.22 1.50 6.06 6.01 1.09 1.99 0.42 7.02 Companies pay- ing dividends. Num- ber. 292 220 Com- puted on total out- standing capital stock ex- clusive of treasury stock. 4.85 5.13 1.70 6.18 2.67 8.74 5.96 6.69 2.67 ' 1.60 9.87 5.09 4.23 3.91 3.60 7.24 •I Deficit. Of the 282 companies which operated city and suburban trackage only and which did not do com- mercial hghting, 90 paid dividends and 192 did not report the payment of dividends. In the case of seven states the dividend rate computed on the capi- tal stock of the companies paying dividends was less than 5 per cent, these seven states representing 130 companies and 31 dividend-paying companies. The dividends paid exceeded the net income for the year in the case of six of these states, and in two of the remaining states the siurplus was less than one- tenth of a cent per revenue passenger. Operating ratio. — Operating ratio statistics have been heretofore presented in connection with different sections of this report, but are here assembled for convenience of reference. A comparison of the ratio of operating expenses to operating revenues for the different groups of companies indicates to some extent the effect of efficiency of management and density of traffic upon their financial showing. The oper- ating ratio depends upon two factors — expenses and revenues — and a high or low operatkig ratio may point either to high or low expenses or to low or high revenues. As a rule, the operating ratio is lower in the larger than in the smaller cities, owing largely to the fact that the density of traffic varies more or less directly with the density of population. As to expenses, the wages per employee range higher in the larger cities than in small cities or in rural districts, and interruptions to traffic and obstructions retarding 2 Deficit plus dividends. speed on surface lines are more prevalent in the larger cities, all of which circumstances tend to increase the average operating expense; but the effect of these conditions upon the operating ratio is offset by the larger number of passengers carried per car-mile and the greater passei^er revenue due to the greater density of traffic. Some of the factors that tend to vitiate operating ratio comparisons are the nonrailway activities of some railway companies, such as the sale of electric current, the operation of pleasure resorts, etc. Furthermore, freight, maU, and express busi- nesses are prominent elements in some cases and absent in others. Interurban railways are in many respects more closely allied with steam railroads than with urban street railways, and the conditions under which elevated and subway roads operate are very different from those in the case of surface lines. Table 127 assembles the operatiag ratio statistics for the various classified groups of companies. The expense factor of the operating ratio does not include taxes, these being included with interest and other fixed charges. The ratios for 1912, as a general rule,, are lower than those for 1 907 and higher than, those for 1902, and the range covered by these figures for the several divisions is somewhat narrower for 1912 than for the earlier years. The ratio of net revenue from operation to total operating revenues is very obviously the complement of the operating ratio, and therefore as the operating ratio increases the net revenue ratio decreases. 262 STREET AND ELECTRIC RAILWAYS. TaWe 127 DIVISION AND CLASS. All Companies. United States New England Middle Atlantic East North Central West North Central South Atlantic East South Central West South Central Mountain Pacific Classified Companies. Companies reporting net income Companies reporting net deficit Companies classified according to income from railway operations: Class A— $1,000,000 and over Class B— S260,C00 but less than $1,000,000 Class C— Less than $250,000 Companies without and with commercial lighting: Class X— Without commercial lighting, Class Y — With commercial lightmg , Companies classified as- Elevated and subway Surlace OPEKATINQ KATIOS. 1912 1907 1902 68.7 66.0 66.7 68.2 61.0 54.7 67.8 61.0 67.9 69.7 56.8 71.6 66.7 61.7 68.3 59.2 56.0 45.2 60.0 60.1 67.8 57.6 60.7 64 1 67.1 60.2 61.2 67.1 68.2 58.8 64.7 6&4 61.9 67.4 60.0 60.3 447 61.5 57.5 68.8 64 8 66.6 55.5 54.6 56.6 61.5 ■61.7 56.3 56.0 67.6 64 8 58.8 67.7 57.4 58.1 At the censuses of 1902 and 1907 an analysis of companies was made on the basis of their operating ratios. Table 128 shows the number of companies that had operating ratios falling within specified limits, for all companies for 1912, 1907, and 1902, and for com- pany groups for 1912 and 1907. Table 128 OPEEATING RATIO (PEE CENT). Total— All companies . Operating ratio (per cent): Under 50 50 but under 60 60 but under 70 70 but under 80 80 but under 90 90 and over Companies classified according to in- come from railway operations: Class A— $1,000,000 and over Under 60 60 but under 60.. 60 but under 70.. 70 but under 80.. 80 but under 90.. 90 and over Class B— $260,000 but less than $1,000,000 Under 60 50 but under 60.. 60 but under 70.. 70 but under 80.. 80 but under 90.. 90 and over Class C— Less than $260,000. , Under 50 60 but under 60.. 60 but under 70.. 70 but under 80.. 80 but under 90.. 90 and over Companies classified as ' subway" Elevated and Under 60 60 but under 60.. 60 but under 70.. 80 but under 90.. DISTRIBUTION OP OPERATING COMPANIES WITH RESPECT TO OPEEATING RATIO. 71 224 232 177 110 161 154 36 119 168 154 97 166 1907 78 195 263 160 109 134 130 10 47 46 20 6 1 733 56 119 196 130 99 133 799 73 169 216 121 92 128 m m m Increase in number.i X907- 1912 -7 29 -31 17 1 27 3 16 6 -6 -4 1 24 -20 -28 24 -2 23 1902- 1907 6 26 47 39 17 6 » A minus sign (^) denotes decrease. » Figures not available. The group of companies reporting operating ratios of 60 per cent but imder 70 contains the largest number of companies in any one group at all three censuses. Of the 271 companies with operating ratios of 80 and over in 1912, 253 are of class C, 17 of class B, and only 1 of class A. If the numbers of companies in the income-class subgroups are superadded and expressed as cumulative percentages of the totals, the pronounced correlation between the magnitude of a company's operations and its operating ratio is brought out. This is done in the following tabular statement : PER CENT OF COMPANIES REPORTING SPECIFIED ' OPERATING RATIOS. OPERATING RATIO (PER CENT). Class A. Class B. Class C. 1912 1907 1912 1907 1912 1907 Under 60 16 66 96 99 99 16 54 82 96 100 13 63 77 89 97 8 44 79 95 99 5 21 44 65 79 8 Under 60 24 Under 70 51 Under 80 68 Undergo 82 Although the operating ratios for individual com- panies vary greatly within each state, yet the ratio of operating expenses to operating revenues for all the railways of a state may be taken as a typical ratio for the state. State ratios of this character are pre- sented in Table 158 (p. 302), and are reproduced ia Table 129, the states being ranked according to oper- ating ratios in 1912. The average for the United States as a whole shows a decrease from 60.1 per cent in 1907 to 58.7 per cent in 1912, preceded by an increase from 1902 to 1907. Oregon shows the lowest operating ratio in 1912 (48.5 per cent), Nebraska the lowest in 1907 (48.4 per cent), and Minnesota the lowest in 1902 (46.1 per cent); while Arizona shows the highest ratios for all three years, 85.1, 83.8, and 84.7, respectively. Decreases appear for 26 states and increases for 22 states. Table 129 OPERATING RATIO. 1 1912 1907 1902 United States 68.7 60.1 67.5 Oregon 48.6 51.4 61.7 61.9 62.3 52.9 53.2 63.4 54 3 54 6 647 66.0 56.0 56.0 66.5 56.6 68.9 57.6 57.7 68.0 58.1 58.4 58.7 58.8 60.0 ■ 61. S 50.2 55.4 52.7 60.1 54.8 52.9 68. S 6S.S 56.2 50.8 66.7 65.1 48.4 es.s 65.5 71.1 58.2 87.6 66.2 81. S 70.0 53.8 62.7 Utah 6S.6 Maryland 47.2 Georgia 61.9 51.1 West Virginia 59. IS 57.8 ■Distrip.t of Cnlnmhia 52.0 7B.1 lUinois 58.4 Arkansas 58. B 68.4 New York 56.8 6t0 Nebraska 67.1 Virginia 65.0 Maine 7S.1 80.7 51.5 A labama 58.7 TndiaTiH 58. S New Jersey 53.1 Florida 64.1 Kansas 89.4 ' Italics indicate ratios above the average for the United States. FINANCIAL OPERATIONS. 263 Table 129— Continued. STATK. OPEBATING KATIO.' 1912 1907 1902 Kentucty 80.1 60. S 60.8 61. S 61. i 61.9 6S.S 6S.0 6S.6 63.6 63. 6 Si. 4 ee.e 67.1 67.6 68.0 70.1 72.5 73.0 73. i 75. B 79.3 80.1 83.5 85.1 59.2 59.5 60.0 65.8 63.7 53.8 60.8 59.8 66.8 61.9 70.5 65.3 62.7 63. i 68.5 59.9 61.8 65.1) 72.6 79.9 62.5 82.3 53 2* 60.4 46 1 Minnesota 61.3 Texas 64-2 56.8 Ohio 56.1 Mchigaa 66.3 r^nnfintimit... 64.7 Rhode Island 63.8 Cahfomia 54.2 North Dakota North Carolina. . 73 7 69.5 66.7 Triahn. . 60 9 74.3 74.2 Mnnti^Tl}^. , Pnnt.h r>aVnt^... New TTf^TTipshifp , , . , 79. S "WyoTTmig . 69.7 83.8 71. S Arizona.. 84.7 1 Italics indicate ratios above the average for the United States. Rdation of operating ratio to density of traffic. — One of the chief factors governing the ratio of operating expenses to operating revenues is density of traffic. A comparison of the number of revenue passengers carried per mile of track, which is a measure of traffic density, with the operating ratios shows, as a rule, that a decrease in the ratio accompanies an increase in traffic density; and a comparison of the number of revenue passengers carried per car-mile with the operat- ing ratios shows a similar relation. Table 130 gives the number of companies, by ratio groups, distributed according to number of revenue passengers carried per mile of track, and according to number carried per car-mile. It will be seen that the companies with low traffic densities have, proportionately, the largest repre- sentation in the high-ratio groups, while those with high traflic densities are, proportionately, the most numerous in the groups having low operating ratios. Thus, with respect to passengers per mile of track: The companies averaging fewer than 50,000 revenue pas- sengers per mile of track, which constituted 33.6 per cent of all companies in 1912, comprised but 22.2 per cent of the companies with an operating ratio of less than 60 per cent, and 48.1 per cent of those with an operating ratio of 80 per cent and over. Table 130 Total number. Revenue passengers per mile of track: Under 25,000 25,000 but under 60,000 50,000 but underlOO.OOO 100,000 but under 200,000 200,000 but under 300,000 300,000 but under 400,000 400,000 and over Revenue passengers per car-mile: Under 2 2 but under 3 3 but under i 4 but under 5 5 but under 6 6 but under 7 7 and over TOTAL NUMBER OF COMPANIES. 1912 1907 184 143 242 220 95 41 48 157 168 194 200 137 57 60 3 938 169 134 232 263 67 32 41 144 164 217 202 122 37 62 NUMBER OP COMPANIES EEPOETING OPEEATDfO KATIO— Under 50 per cent. 1912 1907 77 60 per cent but under 60 per cent. 1912 1907 60 per cent but under 70 per cent. 1912 1907 70 per cent, but under 80 per cent. 1912 1907 177 160 80 per cent but under 90 per cent. 1912 1907 109 109 90 per cent and over. 1912 1907 39 34 39 20 2 35 35 32 16 8 3 5 1 Not including 2 companies doing freight business only. In 1907 the companies averaging fewer than 50,000 revenue passengers per mile of track, which constituted 32.3 per cent of all companies, comprised 25 per cent of the companies with an operating ratio of less than 60 per cent, and 49.4 per cent of those with a ratio of 80 per cent and over. On the other hand, the roads averaging at least 300,000 fare passengers per mile of track, which constituted 9.1 per cent of all com- panies in 1912, comprised 17.7 per cent of the less than 60 per cent class, and but 2.6 per cent of the 80 per cent and over class; the 1907 proportions being 2 Exclusive of 6 companies which failed to furnish this information, and 1 freight road. The effect of density of trafiic upon financial ac- counts appears also when the ratios of operating ex- penses and deductions from income to total expenses are studied in connection with number of passengers per mile of track. Of roads operating under con- ditions otherwise similar, those with a heavy passen- ger traffic per mUe of track report relatively small amounts for operating expenses and large amounts for fixed charges as compared with roads of low traffic density. Table 131 shows the complementary ratios of operat- 7.8 per cent of all companies, 15.1 per cent of the less ing expenses and fixed charges to the totals for the than 60 per cent class, and 1.6 per cent of the 80 per cent and over class. Similar deductions can be made from the standpoint of revenue passengers per car-mUe. various income classes of roads, and the average num- ber of revenue passengers per mile of track for the re- spective classes. 264 STREET AND ELECTRIC RAILWAYS. Table 131 Census. complementaky ratios op operating expenses and deductions from in- come, and passengers per mile of track, for companies classifted ac- cording to income from railway operations: 1912, 1907, and 1902. Class B. Total- Class A. $260,000 but less Class C. Ail com- $1,000,000 Less than panies. and over. than $1,000,000. $260,000. Revenue passengers per mfle 1912 232,566 358,372 118,998 76,484 of track. 1907 216,622 361,701 123,390 74, 788 1902 212,217 399,068 160,218 74,009 Per cent of total expenses rep- resented by — Operating expenses 1912 63.6 61.7 67.7 70.1 1907 64.5 63.0 66.4 70.7 1902 64.7 61.8 68.1 73.4 Deductions from income ... 1912 36.5 '38.3 32.3 29.9 1907 35.5 37.0 33.6 29.3 1902 35.3 38.2 31.9 26.6 BALANCE SHEETS. The balance sheets furnished to the Census Bureau show the financial condition of the companies at the end of the year covered by the reports, and the general balance sheets shown are constructed by aggregating the figures contained in the reports of the companies. Securities and other liabihties of one company to another are included in the statement of Uabilities as reported by the debtor company and in the statement of assets as reported by the creditor company, al- though it may happen that the debtor company car- ries the securities at their face valuation and the cred- itor company at only a nominal valuation. Different methods of bookkeeping are reflected in the balance sheets, but the very general adoption of the standard classification of accounts and form of report pre- scribed by the American Street and Interurban Rail- way Accountants Association has tended toward uniformity in methods of bookkeeping, and reports deviating from the standard have been made to con- form thereto, so far as possible. Table 164 (p. 318) is a condensed balance sheet for operating and lessor companies combined, by geo- graphic divisions and by states, for 1912, 1907, and 1902. Table 165 (p. 322) is the balance sheet for oper- ating and lessor companies combined, by geographic divisions and states, for 1912. In Table 132 the statements furnished by all com- panies for 1912, 1907, and 1902 are combined and condensed in a net balance sheet. STREET AND ELECTRIC RAILWAYS— NET BALANCE SHEET, OPERATING AND LESSOR COMPANIES: 1912, 1907, AND 1902. Table 133 Census. Num- ber of compa- nies. assets. Total— Assets or liabilities. liabilities. Cost of con- struction, equipment, and real estate. Other investments. Current and other assets. Capital stock. Funded debt. Unfunded debt, reserves, and current and other liabilities. Net surplus. Operating and lessor compa- nies. Per cent of total Per cent of increase: 1902-1912 1912 1907 1902 1912 1907 1902 1,260 11,230 2 967 30.3 2.4 27.2 975 1939 3.8 286 291 -2.1 $4, 596, 563, 292 3,637,668,708 2,167,634,077 85.0 86.3 85.5 112.1 26.4 67.8 $3,867,215,202 2,719,051,703 84.3 84.4 42.2 $729,348,090 918,617,005 88.3 88.1 -20.6 $465,260,414 374,664,197 152,513,997 8.6 8.8 6.0 205.1 24.2 145.7 $385,973,185 329,803,587 8.4 10.2 17.0 $79,277,229 44,860,610 9.6 4.3 76.7 $348,731,487 261,528,687 213,699,184 6.4 6.9 8.4 63.2 38.6 17.7 $331,692,759 172,213,837 7.2 5.3 92.6 $17,038,728 79,314,850 2.1 7.6 -78.5 $5, 410, 545, 193 4,263,861,592 2,533,847,268 100.0 100.0 100.0 113.5 26.9 68.3 $4,584,881,146 3,221,069,127 100. 100.0 42.3 $825,664,047 1,042,792,465 100.0 100.0 -20.8 $2,379,346,313 2,031,986,366 1,266,883,289 44.0 47.7 50.0 87.8 17.1 60.4 $1,957,300,149 1,508,759,290 42.7 46.8 29.7 $422,046,164 523,227,076 51.1 50.2 -19.3 $2,329,221,828 1,672,959,930 974,112,422 43.0 39.2 38.4 139.1 39.2 71.7 $1,999,417,874 1,264,504,062 43.6 39.3 58.1 $329,803,954 408,455,868 39.9 39.2 -19.3 $606,690,400 488,471,004 252,145,435 11.2 11.5 10.0 140.6 24.2 93.7 $653,451,347 406,256,041 12.1 12.6 36.2 $53,239,053 82,214,963 6.4 7.9 -35.2 $95,286,652 70,444,292 40,706,112 1.8 1.7 1.6 134.1 1907-1912 35.3 1902-1907 73.1 Operating companies Per cent of total Per cent of increase: 1907-1912 1912 1907 1912 1907 $74,711,776 41,549,73^ \i 79.8 Lessor companies Per cent of total Per cent of increase: s 1907-1912 1912 1907 1912 1907 $20,574,876 28,894,558 2.5 2.8 -28. & 1 Exclusive of 6 companies which failed to furnish this Information. 2 Exclusive of 20 companies which failed to furnish this Information. 3 A minus sign (— ) denotes decrease. The designation "Net balance sheet" is used be- cause the surplus shown is a net surplus obtained by deducting the sum of the deficits from the siun of the surpluses, the total assets and total HabUities being reduced by an amount equal to the sum of the deficits. Assets. — The amount reported for cost of construc- tion, equipment, and real estate should not be taken as representing the actual amount invested in way and structures and equipment. ConsoHdations make it difiicult to secure true figures. In 1912 franchise val- ues were largely carried as sundries, but it is a conunon practice to charge these values to cost of construc- tion. Many of the street railway systems in the larger cities are the results of many consolidations, and the turnover in each instance has carried with it a large but unknown value for franchises, good will, etc., so that a considerable portion of the cost of construc- tion and equipment as reported represents capitalized franchise values, etc. Hence, to secure uniformity in the exceptional cases where franchise values were re- FINANCIAL OPERATIONS. 265 ported separately, they haTe been added to the cost of construction and equipment. The amount re- ported as cost of construction, equipment, and real estate represents approximately the same proportion of the total assets in 1912, 1907, and 1902, the varia- tion in the ratios being but one-half of 1 per cent. The increase in the amount reported was 112.1 per cent for the decade 1902-1912, as compared with an increase of 13.51 per cent in the total assets. The account of "Other investments" includes the detailed accounts designated in other tables as "Stoclis and bonds of other electric railway companies," "Stocks and bonds of companies other than electric railways," "Treasury secm-ities," and "Other permanent invest- ments," while "Current and other assets" comprise the balance of the detail accounts. The total amount of "Other investments" in 1912 ($465,250,414) is an in- crease of 205.1 per cent over the amoimt reported in 1902. It constituted, however, only 8.6 per cent of the total assets in 1912, a larger proportion than in 1902, but a little less than in 1907. Liabilities. — The ratio of capital stock to total lia- biUties is decreasing and the ratio of funded debt increasing. Capital stock constituted 44 per cent of the total Habihties in 1912, as compared with 47.7 per cent in 1907 and 50 per cent in 1902, while funded debt constituted 43 per cent in 1912, as compared with 39.2 and 38.4 per cent in the former years. Combined, there was but little change, the proportion of total Habihties represented by capitalization — capital stock and funded debt combined — being 87 per cent in 1912, as compared with 86.9 per cent in 1907 and 88.4 per cent in 1902, while the per cent of increase in capitaUzation for the decade was 110.1 per cent, as compared with an increase of 113.5 per cent for total Habihties and 112.1 per cent for cost of construction; but the per cent of increase for the decade for funded debt was 139.1 per cent and for capital stock 87.8 per cent. Differ- ences in statements of accounts at different censuses render a comparison involving primary balance- sheet accounts of questionable value. The net sur- plus, $95,286,652, in 1912, is the resultant foimd by deducting the total profit and loss deficit from the total profit and loss surplus. In 1912, 787 companies showed balance-sheet surpluses to the amount of $133,436,096, and 352 companies balance-sheet deficits to the amount of $38,149,444, 121 companies showing balanced statements with neither profit and loss sur- plus nor deficit. In Hke manner, the net surplus of $70,444,292 in 1907 is the balance of sm-pluses to the amount of $106,623,225 over deficits to the amoimt of $36,178,933, 710 companies reporting surplus balances, 303 deficit balances, and 217 balanced statements with neither profit and loss sxnplus nor deficit. The distribution of the number of companies reporting surplus balances and deficit balances, by geographic divisions, for 1912, is shown in Table 133. Table 133 NUMBEB OF COMPANIES EEPOBTING SURPLUS BAL4.NCE3 AND DEFICIT BALANCES: 1912. Number reporting a profit and loss- Number reporting balanced state- nrvisiON. All companies. Surplus. Deficit. ments — neither surplus nor deficit. M oil M q q .g .H 1 S ■^ t 3 "S 1 3 1 1 t< o 1-1 H o yA H 1-1 tH 1-1 TJnited States.... 1,260 975 285 787 641 146 352 310 42 121 24 97 119 91 ■>« R"' 61 ?1 33 ?R 5 4 2 2 Middle Atlantic 436 246 19(1 239 146 93 123 92 31 74 8 66 East North Central 253 222 31 172 157 15 64 61 3 IV 4 13 West North Central.. . . 90 K fi 63 6(1 3 21 21 6 4 2 South Atlantic 123 46 107 45 16 80 32 73 31 7 1 33 14 32 14 1 10 2 S East Smith Opntral West South Central. . . . 83 79 4 59 56 3 21 21 3 2 1 42 68 40 60 2 8 21 39 21 36 '"3 19 24 18 23 1 1 2 5 1 1 1 Pacific 4 The increase in deficit balances for the period 1907- 1912 was $1,970,511, and the increase in surplus balances was $26,812,871. The states showing net deficits in 1912 for the railway companies of each state as a whole were New Hampshire, Pennsylvania, Missis- sippi, New Mexico, Arizona, and Idaho. The deficit states in 1907 were Vermont and Delaware, and in 1902, New Jersey, Illinois, Kansas, North Carolina, and District of Columbia. Balance sheet of operating and lessor companies. — The balance-sheet statistics for operating and lessor companies, though combined to show the aggregate for the industry, are somewhat different in character and are presented separately in Table 134 for 1912. Comparative statistics for 1907 are not given, on account of differences in accounts as reported for the two "censuses. The lessor companies represented 15.3 per cent of the combined balance-sheet totals, whereas in 1907 they represented 24.5 per cent. The bulk of the invest- ments of the lessor companies in the stocks and bonds of other railway companies is confined to a com- paratively few companies. Of the 285 lessor com- panies, only 28 reported such investments — the same number as in 1907 j and of the total amount, $60,664,030, reported, $47,226,486, or nearly four-fifths, was re- turned by 15 lessor companies in Pennsylvania, four- fifths of this amount, in turn, being reported by two companies. Of the operating companies, 131 owned stocks and bonds in other electric railway companies to the amount of $206,298,309, as compared with 108 companies in 1907 to the amount of $180,941,984. The carrying of treasury stocks and bonds as assets by lessor companies was reported by 23 companies, but nearly one-half of the treasury securities so carried were reported by 1 company. The holdings of operating companies in treasury stocks and bonds, on the other hand, was distributed among 200 com- panies. 266 STREET AND ELECTRIC RAILWAYS. STREET AND ELECTRIC RAILWAYS— NET BALANCE SHEET, OPERATING AND LESSOR COMPANIES, BY ACCOUNTS: 1912. Table 134 Number ot companies Total — Assets or liabilities Assets. Cost of construction, equipment, and real estate Stocks and bonds oi otner electric railway companies Stocks and bonds of companies other than electric railways Treasury securities Stock Bonds Other permanent investments Cash and current assets, including supplies Stock and bond discount Sinking and other special funds Sundries Liabilities. Capital stock Common Preferred Funded debt Real-estate mortgages Floating debt Keservos Accounts payable Interest and taxes due and accrued Dividends due '. Sundries Net surplus Operating Lessor PEB CENT OF TOTAL. Total- All companies. companies. companies. Operating companies. Lessor compa- nies. 1,260 975 285 77.4 22.6 85,410,545,193 $4,584,881,146 $825,664,047 84.7 16.3 4,596,563,292 3,867,215,202 729,348,090 84.1 15.9 266,962,339 206,298,309 60,664,030 77.3 22.7 57, 774, 666 53,2.38,280 4,536,386 92.1 7.9 93,142,825 81,718,194 ■11,424,631 87.7 12.3 30,875,789 28,467,510 2,408,279 92.2 7.8 62,267,036 63,250,684 9,016,352 86.6 14.5 47,370,684 44,718,402 2,652,182 94.4 5.6 178,853,733 171,839,163 7,014,570 98.1 3.9 67,754,310 67,271,214 483,096 99.3 0.7 27,761,430 26,203,287 1,558,143 94.4 5.6 74,362,014 66,379,095 7,982,919 89.3 la? 2,379,346,313 1,957,300,149 422,046,164 82.3 17.7 1,970,385,003 1,606,071,539 364,313,464 81.6 18.5 408,961,310 351,228,610 57,732,700 85.9 14.1 2,329,221,828 1,999,417,874 329,803,954 85.8 14.2 6,097,245 5,693,168 504,077 91.7 8.3 296,161,797 279,910,481 16,251,316 94.5 6.6 80,775,824 77,275,608 3,500,216 95.7 4.3 86,715,392 81,617,168 5,098,224 94.1 6.9 54,079,730 52,!«2,137 1,197,593 97.8 2.2 4,164,748 4,011,406 163,343 96.3 3.7 78,695,664 52,161,380 26,534,284 66.3 33.7 95,286,652 74,711,776 20,674,876 78.4 21.6 Table 135 shows the total debt of the operating and lessor companies, represented by funded debt, real estate mortgages, and floating debt, in 1912 and 1907, by geographic divisions. TaWe 135 Cen- sus DEBT OF OPERATING AND LESSOR COMPANIES: 1912 AND 1907. DIVISION. Total. Funded debt. Beal- estate mort- gages. Floating debt. United States.... 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 $2,631,480,870 1,965,946,832 $2,329,221,828 1,672,959,930 $6,097,245 4,059,805 $296,161,797 278,927,097 148,135,670 146,201,708 951,262,709 689,061,342 623,356,969 482,373,354 175,940,636 151,032,942 218,740,732 165,512,631 75,153,648 58,821,027 76,228,219 54,287,979 54,906,270 33,094,273 307,766,027 175,671,576 34.5 129,639,840 130,606,958 801,582,533 657,410,106 589,361,398 436,565,900 155,092,155 130,683,800 206,449,168 151,682,049 71,298,580 53,768,167 65,691,669 45,827,950 46,014,459 29,699,600 265,094,026 136,825,400 39.2 330,842 269,032 4,229,917 2,376,778 381,621 1,140,538 605,830 29,100 403,100 78,900 22,286 17,000 58,050 57,357 18,164,988 Mi'ddle Atlantic East North Central .... West North Central. . . . South Atlantic 15,325,718 146,440,259 129,264,458 33,613,940 44,668,918 20,242,651 20,420,042 12,888,464 East South Central West South Central. . . . 13,763,682 3,834,783 5,045,860 10,478,500 8,402,672 8,891,811 3,394,873 42,606,401 Pacific 65,600 93,102 50.2 Pek Cent of In- crease, 1907-1912.1 United States . . . 38,663,074 6.2 New England 1.3 38.1 29.2 16.5 32.2 27.8 40.4 65.9 75.3 -0.7 43.8 36.0 18.8 35.4 32.6 43.3 64.9 93.7 23.0 78.0 -66.5 1,981.9 424.2 31.1 1.2 18.6 Middle Atlantic 12.5 East North Central -24.7 West North Central. . . . -0.9 South Atlantic -6.3 East South Central . —24.0 West South Central 24.7 161.9 Pacific -29.5 10.2 1 A minus sign (— ) denotes decrease. The interests of the lessor companies are, as a rule, confined to railway properties, their nonrailway in- vestments in 1912 constituting but nine- tenths of 1 per cent of their total assets. Only 14 lessor com- panies reported investments in stocks and bonds of companies other than electric railways and 10 in "Other permanent investments." The lessor companies represent proportionately less of the funded debt than of the capital stock, namely, 14.2 per cent of the total funded debt and 17.7 per cent of the total capital stock. There were 91 lessor com- panies and 194 operating companies in 1912 that reported no funded debt. Keal-estate mortgages were reported by 10 and floating debt by 39 lessor companies. Of the total amount reported as sundry liabilities, $23,577,916, or nearly 90 per cent, was re- ported by Pennsylvania companies, and of this amount, $17,398,074 was reported by 3 companies. The net surplus shown for lessor companies (Table 134) is the difference between an aggregate surplus of $24,125,159 reported by 146 companies and an aggre- gate deficit of $3,550,283 reported by 42 companies, the other 97 companies reporting neither surplus nor defi- cit. In 1907, 122 companies reported surpluses aggre- gating $32,201,859 and 38 companies deficits aggregat- ing $3,307,301. Of the lessor companies reporting defi- cits in 1912, 15 were in Pennsylvania, 11 in New York, 5 in Massachusetts, 5 in New Jersey, 2 in Indiana, and 1 each in California, Idaho, Illinois, and Virginia. Table 136 is an analysis of the surplus and deficit balances, for 1912 and 1907, and shows the number of companies reporting surplus balances, and deficit bal- ances, respectively, and the per cent each is of the total number. FINANCIAL OPERATIONS. 267 Table 136 Cen- sus. AIJALTSIS OF SUEPLUS .4ND DEFICIT BALANCES: 1912 AND 1907. Total— All companies. Operating companies. Lessor companies. Per cent of total. Oper- ating com- panies. Lessor com- panies. Number of com- panies. Net surplus 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1912 1907 1,260 1,230 $95,286,652 $70,444,292 787 710 62.5 57.7 $133,436,096 $106,623,225 352 303 27.9 24.6 $38,149,444 $36,178,933 121 217 9.6 17.6 976 939 $74,711,776 $41,549,734 641 588 65.7 62.6 $109,310,937 $74,421,366 310 265 31.7 28.2 $34,599,161 $32,871,632 24 86 2.5 9.2 285 291 $20,574,876 $28,894,558 146 122 51.2 41.9 $24,125,159 $32,201,859 42 38 14.7 13.1 $3,550,283 $3,307,301 97 131 34.0 45.0 77.4 76.3 78.4 59.0 81.4 82.8 22.6 23.7 21.6 41.0 18.6 17.2 Surplus: Number of com- panies. Per cent of total. 81.9 69.8 88.1 87.5 Deficit: Number of com- panies. Percent of total. 30.2 11.9 12.5 Ajnount... 90.7 90.9 19.8 39.6 9 3 Neither surplus nor deficit: Number of com- panies. Per cent of total. 9.1 80.2 60.4 The per cent distribution of the total assets and total liabilities, respectively, among the several accounts for operating and lessor companies, for 1912, is given in Table 137. Table 137 Assets, totaL. Cost of construction, equipment, and real estate. . . Stocks and bonds of other electric railway com- panies Stocks and bonds of companies other than electric railways Treasury securities Otherpermanent investments Cash and cvuxent assets, including supplies Stock and bond discoimt Sinking and other special funds Sundries Liabilities, total. Capital stock Fuhded debt Real-estate mortgages Floating debt Reserves Accounts payaible Interest and taxes due and accrued. . Dividends due Sundries Net surplus PEK CENT DISTEIBUTION OF ASSETS AND LIABILITIES; 1912. Total- All com- panies. 100.0 85.0 1.1 1.7 0.9 3.3 1.3 0.5 1.4 100.0 44.0 43.0 0.1 5.5 1.5 1.6 1.0 0.1 1.5 1.8 Operat- ing com- panies. 100.0 84.3 4.5 1.2 1.8 1.0 3.7 1.5 0.6 1.4 100.0 42.7 43.6 0.1 6.1 1.7 1.8 1.2 0.1 1.1 1.6 Lessor compa- nies. 0.5 1.4 0.3 0.8 0.1 0.2 1.0 100,0 51.1 39.9 0.1 2.0 0.4 0.6 0.1 (1) 3.2 2.6 I Less than one-tenth of 1 per cent. Balance sheet, hy states. — The iucrease in total assets and liabilities duiing the period 1907-1912 was, pro- portionately, the greatest in the Pacific, Mountain, and South Atlantic divisions, in the order named. The leading 10 states are ranked in the following tabular statement accordtag to per cent of increase during the decade 1902-1912 and during the two five- year periods 1907-1912 and 1902-1907: 1902-1912 1907-1912 1902-1907 State. Per cent of in- crease. State. Per cent of in- crease. State. Per cent of in- crease. (') 1,184 818 700 643 636 483 479 387 324 Oklahoma North Carolina. . . Georgia 200 168 140 105 101 94 78 68 66 64 538 Mississippi TTansfW 600 373 Washington Mississippi Washington Arkansas 330 310 Washington California Louisiana Nebraska Virginia 290 Texas 255 261 West Virginia.... California 191 West Virginia.... 169 1 No street or electric railways in 1902. The leading 10 states ranked in like manner accord- ing to the amount of increase iu assets and Uabihties are as follows: state. Amount of increase. State. Amount of increase. 1902-1912 1907-1912— Continued. New York $441,112,709 398,677,173 237,334,200 217, 194, 193 168,123,372 161,689,619 140,283,646 90,582,512 77,733,105 64,694,599 Massachusetts $47,872,162 42,433,043 33,407,317 31,857,219 California Oregon Ohio Illinois 29,139,243 Illinois 1902-1907 New York $231,451,906 210,997,729 199,327,866 174,591,128 1907-1912 Ohio .. Pennsylvania. . . 5209,660,803 187,579,444 82,216,537 62,743,072 53,449,863 TTidianfl. 134,716,055 129,832,400 60,538,962 58,067,109 42,710,350 39,442,718 TlUTiniB California T.nniRiq.Tiq. Wfi.qhiTigt,nn Wi^fioTisiTi . , . . The heavy development in Ohio occurred during the period 1902-1907, and Georgia during the period 1907-1912. A condensation of the balance-sheet statistics for the three census years is given in Table 138, by geo- graphic divisions. On the assets side, the item " Other investments " includes the holdings of stocks and bonds of other companies, both railway and nonraUway, and other permanent investments and treasury securities, for 1912 and 1907. Treasury securities held as assets were not reported separately in 1902. The profit and loss surplus in every case is the net surplus. 268 STREET AND ELECTRIC RAILWAYS. CONDENSED NET BALANCE SHEET OF OPERATING AND LESSOR COMPANIES COMBINED, BY GEOGRAPHIC DIVISIONS: 1912, 1907, AND 1902. Table 138 United States . Per cent of increase — 1902-1912 1907-1912 1902-1907 Geogeaphic divisions: New England Per cent of increase s 1902-1912 1907-1912 1902-1907 Middle Atlantic. Per cent of increase ^ 1902-1912 1907-1912 1902-1907 Cen- sus. 1912 1907 1902 1912 1907 1902 1912 1907 1902 East North Central. Per cent of increase ^ 1902-1912 1907-1912 1902-1907 West Nortli Central. Per cent of increase 3 1902-1912 1907-1912 1902-1907 South Atlantic. Per cent of increase — 1902-1912 1907-1912 1902-1907 East South Central. Per cent of increase- 1902-1912 1907-1912 1902-1907 West South Central. Per cent of increase » 1902-1912 1907-1912 1902-1907 Mountain. Per cent of increase- 1902-1912 1907-1912 1902-1907 Pacific. 1912 1907 1902 1912 1907 1902 1912 1907 1902 Num- ber of com- panies. 1912 1907 1902 1912 1907 1902 1912 1907 1902 Per cent of increase ^ 1902-1912 1907-1912 1902-1907 1912 1907 1902 1,260 1 1,230 2 967 30.3 2.4 27.2 119 145 166 -28.3 -17.9 -12.7 436 4.50 343 27.1 -3.1 31.2 253 263 189 33.9 -3.8 39.2 90 77 59 52.5 16.9 30.5 123 110 77 59.7 11.8 42.9 46 40 34 35.3 15.0 17.6 83 51 32 159.4 62.7 69.4 42 29 18 133.3 44.8 61.1 65 49 38.8 4.6 32.7 Cost of con- struction, equipment, and real estate. $4,596,563,292 S3, 637, 668, 708 $2,167,634,077 112.1 26.4 67.8 8354,605,174 $286,023,884 $194,281,999 82.5 24.0 47.2 $1,471,795,717 $1,266,196,650 $894,650,238 64.6 16.2 41.5 $1,099,283,481 $970,924,964 $518,927,728 111.8 13.2 87.1 $336,808,461 $280, 458, 765 $186,626,205 80.6 20.1 50.3 $376,467,897 $242,357,969 $162,507,689 125.5 54.9 49.1 $124,119,747 $107,392,029 $55,049,669 126.5 16.6 96.1 $136,296,611 $95,693,842 $32,245,293 322.7 42.4 196.8 $90, 534, 736 $50,578,599 $23,911,279 278.6 79.0 111.5 $607,652,478 $338,042,006 $99, 434, 177 511.1 79.8 240.0 Other investments. $465,250,414 $374, 664, 197 $162,513,997 204,9 24.2 145.7 $13,591,713 $4,985,719 $2,893,501 369.7 172.6 72.3 $201,261,361 $113,030,336 $69,201,142 190.8 78.1 63.3 $98,896,346 $129,874,662 $44, 172, 172 123.9 -23.9 165.8 $13,618,452 $5,804,107 $24,426,974 -44.7 132.9 -76.2 $40, 417, 302 $32,955,988 $6,063,844 666.5 22.6 443.5 $10,299,276 $4,623,624 $1,686,255 510.8 122.8 174.2 $24,184,728 $30,838,166 $180,486 13,299.8 -21.6 16,986.2 $18,588,315 $14,524,397 $1,892,662 882.1 28.0 667.4 $44,502,921 $38, 027, 298 $1,996,961 2, 128. 5 17.0 1,804.3 Current and other assets. $348,731,487 $251,528,687 $213,699,184 63.2 38.6 17.7 $23,649,590 $18,911,758 $13,676,176 73.5 24.6 39.3 $127,930,909 $133,576,459 $120,260,275 6.4 -4.2 11.1 $56, 645, 231 $32,500,080 $40,865,503 38.6 74.3 -20.5 $14,077,887 $6,459,986 $9,466,756 48.7 117.9 31.8 $31,574,645 $12, 718, 767 $6,560,203 381.3 148.3 93.9 $7,834,970 $3,625,222 $3,503,849 123.6 116.1 3.5 $12,792,829 $5, 738, 862 $10,597,959 20.7 122.9 -46.9 $4,935,757 $3,168,522 $1,116,920 341.9 55.8 183.7 $69,389,769 $34,829,041 $7, 761, 643 795.2 99.2 349.3 Total assets or liabilities. $5, 410, 646, 193 $4,263,861,592 $2,533,847,268 113.5 26.9 68.3 $391,746,477 $309,921,361 $210,761,676 85.9 26.4 47.1 $1,800,977,987 $1,612,803,445 $1,084,111,655 66.1 19.0 39.5 $1,254,825,058 $1,133,299,606 $603, 965, 403 107.8 10.7 87.6 $364,404,790 $292,722,858 $220,619,935 64.8 24.5 32.7 $447,459,744 $288,032,714 $175,131,636 155.5 55.4 64.5 $142,253,993 $115,640,876 $60,239,673 136.1 23.0 92.0 $173,273,168 $132,270,870 $43,023,738 302.7 31.0 207.4 $114,058,808 $68,271,518 $26,920,861 323.7 67.1 153.6 $721,546,168 $410,898,346 $109,182,681 560.9 75.6 276.3 LIABILITIES. Capitalization. $4,708,568,141 $3,704,946,296 $2,240,996,711 110.1 27.1 65.3 $334,083,440 $268,765,346 $180,450,839 85.1 24.3 48.9 $1,613,680,910 $1,266,289,832 $914,965,559 65.4 19.5 38.4 $1,123,665,109 $1,026,261,945 $654,232,171 102.7 9.5 86.2 $314,339,675 $256,776,596 $205,210,574 53.2 22.4 25.1 $402,016,673 $260,023,079 $167,107,079 140.6 54.6 65.6 $128, 466, 144 $104,223,447 $56,027,900 129.3 23.3 86.0 $152,233,874 $115,030,200 $37,542,000 305.5 32.3 206.4 $94,219,186 $60,132,051 $25,008,227 276.8 56.7 140.4 $645,963,130 $347,443,800 $100,461,362 643.0 85.9 245.8 Unftmded debt, re- serves, and current and other liabilities. 3606, 690, 400 $488,471,004 $252, 145, 435 MO. 6 24.2 93.7 $48,492,176 $33,647,659 $27,386,093 77.1 44.1 22.9 $263,183,933 $226,811,383 $146,105,604 80.1 16.0 56.2 $105,915,709 $91,716,445 $46,119,544 129.7 15.5 $40,228,343 $29,812,616 $11,229,369 258.3 34.9 165.5 $34,901,604 $21,600,176 $6,972,848 400.5 61.6 209.8 $10,394,792 $9,383,814 $2,786,504 273.0 10.8 $17,099,641 $12,978,346 $4,475,684 282.1 31.8 190.0 $14,407,043 $5,341,792 $1,341,791 973.7 169.7 298.1 $72,067,159 $57,178,873 $5,728,008 1,168.2 26.0 898.2 Netproflt andloss surplus. $95,286,652 $70,444,292 $40,706,112 134.1 35.3 73.1 $9,170,861 $7,608,356 $2,914,744 214.6 22.1 157.6 $24,213,144 $19,702,230 123,050,492 5.0 22.9 -14.5 $25,244,240 $15,321,216 $3,613,688 598.5 64.8 323.9 $9,836,772 $6,133,746 $4,080,002 141.1 60.4 50.3 $10,541,467 $6,409,459 $1,051,709 902.3 64. S 509.4 $3,393,057 $2,033,614 $1,425,269 138.1 66.8 42.7 $3,939,653 $4,262,324 $1,006,054 291.5 -7.6 323.7 $5,432,579 $2,797,675 $570,843 851.7 94.2 390.1 $3,614,879 $6,276,672 $2,993,311 17.4 -44.0 109.7 > Exclusive of 6 companies which faEed to furnish this information. ' Exclusive of 20 companies which failed to furnish this information. 3 A minus sign (— ) denotes decrease. OHAPTEE Till. EMPLOYEES, SALAKIES, AND WAGES. Character of the statistics. — The schedule used at the present census called for the average number employed on September 16 of the census year, or, if data were not available for that day, the number for the nearest representative or normal day. The schedule used at the censuses of 1907 and 1902 called for the average number employed during the year, but many com- panies contended that it was impracticable to com" pute such an average, and September 16 was therefore adopted as a normal date, considering all industries and all localities, at the census of 1912. Separate totals were required for three classes of salaried em- ployees—that is, salaried officers of corporations, naanagers and superintendents, and clerks, stenogra- phers, and other salaried employees. Separate totals were also required for three classes of wage earners — conductors, motormen, and all other employees. In 1907 and in 1902 wage earners were grouped, by occupation, into a number of classes, but except for conductors and motormen the grouping was unsatis- factory, as among the small and medium-size com- panies one employee acts in several capacities. The change in the form of the inquiry may ha-ve some effect on the numbers reported for the different classes at the census of 1912, as compared with prior censuses. It paay be that in some cases foremen, inspectors, start- ers, and engineers, that were specified as wage earners in the schedules for 1902 and 1907, were considered salaried employees in 1912 and reported as such. Table 139 gives the comparative statistics for the United States for the three census years. The employees represent those engaged in the oper- ation and maintenance of the street and electric rail- ways, including those employed in making ordinary repairs and replacements, and those employed in the operation and maintenance of light and power depart- ments of electric railways not repairable from railway operations. STREET AND ELECTRIC RAILWAYS— EMPLOYEES, BY CLASSES OF OCCUPATION. Table 139 TJumter of companies Persons employed: Number Salaries and wages Salaried employees — Number Salaries Salaried officers of corporation- Number Salaries Managers and superintendents — Number Salaries Clerks, stenograpbers, and other salaried employees — Number Salaries Wage earners — Average number Wages Conductors and motormen — Average number Wages Conductors — Average number Wages Motormen— Average number Wages All other employees — Average number Wages ■- 1912 975 282,461 $200,890,939 23,271 $26,128,786 1,927 708,563 2,882 376,626 18,462 043,707 259, 190 762, 163 131,321 1,451,626 65, 726 101,768 65,695 1,349,857 127,869 310,628 $5, $5, 815, 8174, 896, 847, 848, $79; 1907 221,429 $150,991,099 n,700 $12,909,466 1,518 $3,852,262 2,094 83,580,367 $5,476,847 209,729 $138,081,633 115,518 875,706,064 60,032 $38,234,158 56,486 $37,470,896 94,211 $62,376,679 1902 2 797 140, 769 $88,210,166 7,128 $7,439,716 1,480 $2,990,745 1,327 $1,819,166 4,321 82,629,806 133,641 880,770,449 80, 144 848,642,359 40, 141 $24,025,204 40,003 824,617,156 63,497 832,128,090 PEE CENT OF INCBEASE. 1902- 1912 100.7 127.7 226.5 261.2 90.! 117.2 196.6 32.. 3 472.0 93.9 116.4 63.9 96.2 63.7 96.1 64.0 96.4 139.0 146.9 J907- 1912 27.6 33.0 102.4 48.2 37.6 60.2 128.3 174.7 23.6 26.6 13.7 26.1 9.6 23.2 18.2 29.0 35.7 27.1 1902- 1907 17.8 57.3 71.2 64.1 73.5 2.6 28.8 87.2 108.3 56.9 71.0 44.1 S5.6 49.6 59.1 38.7 52.2 76.1 94.1 I Exclusive of 6 companies which failed to furnish this information. ^ Exclusive of 20 companies which failed to furnish this information. 3 Number employed Sept. 16, 1912. The street and electric railways gave employment to 282,461 persons in 1912, as compared with 140,769 in 1902, the increase being 100.7 per cent. During the same time the amount paid in salaries and wages increased 127.7 per cent. Although variations in methods of classifying at different censuses may affect some of the groupings, yet conductors and motormen form a clearly defined class, for which the increase during the decade was 63.9 per cent in number, and 96.2 per cent in wages. The per cent distribution of total salaries and wages is shown in Table 140. Talble 140 Total salaries and wages . Salaries officers of corporation Managers and superintendents Clerks, stenographers, and other salaried em- ployees Wages Conductors and motormen Conductors Motormen All other employees PEE CENT DISTRIBUTION Ol? SALARIES AND WAGES. 1912 13.0 2.8 2.7 7.6 87.0 47.5 23.4 24.1 39.5 1907 100.0 8.5 2.5 2.4 3.6 91.5 50.1 26.3 24.8 41.4 1902 100.0 8.4 3.4 2.0 3.0 91.6 55.1 27.2 27.9 36.5 (269) 270 STREET AND ELECTRIC RAILWAYS. The wages paid to conductors and motonnen con- stituted 47 >5 per cent of the total salaries and wages in 1912, as compared with 50.1 per cent in 1907 and 55.1 per cent in 1902. Table 141 gives the comparative statistics for em- ployees, salaries, and wages, by geographic divisions, and Table 142 the percentages of increase for the major groups of employees. EMPLOYEES, SALARIES, AND WAGES OP OPERATING COMPANIES, BY CLASSES OP OCCUPATION, BY GEOGRAPHIC DIVISIONS: 1912, 1907, AND 1902. Table 141 Number of companies.. Feisona employed: Nimiber. . . Salaries and wages. Salaried employees — Number Salaries. Salaried officers of corporation — Number Salaries. Managers and superintendents — Number Salaries. Clerks, stenographers, and other salaried employees — Number Cen- sus. Salaries. Wage earners — ■ Average ntmiber. Wages. Conductors and motoimen- Average number . . . Conductors — Average number . Wages. Motonnen — Average number. All other employees — Average number. . , 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1007 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 ■United States. 975 >939 »797 282,461 221,429 140, 769 $200,890,939 tl60,991,Q99 {88,210,165 23,271 11,700 7,128 $26,128,786 $12,909,466 $7,439,716 1,927 1,518 l,'"" $5,708,653 $3,852,252 $2,990,746 2,882 2,094 1,327 $5,376,526 $3,680,367 $1,819,166 18,462 8,088 4,321 $15,043,707 $5,476,847 $2,629,805 3 259,190 209,729 133,641 $174,762,153 $138,081,033 $80,770,449 131,321 115,618 80,144 $95,461,626 $75,705,054 $48,642,369 65,726 60,032 40,141 $47,101,768 $38,234,158 $24,025,204 65,595 55 40j003 $48,349,857 $37,470,896 $24,617,156 127,869 94,211 63,497 $79,310,528 $62,376,679 $32,128,090 GEOGEAPHIO DIVISIONS. New England. 91 118 137 34,224 28,146 20,867 $23,285,975 $19,373,192 $13,640,549 1,991 1,550 1,233 $2,329,050 $1,515,665 $1,270,105 144 227 $457,562 $461,852 $458,448 259 $511,810 $393,923 $336, 154 1,585 1,064 705 $1,359,678 $669,790 $475,503 32,233 26,596 19,634 $20,956,925 $17,857,627 $12,370,444 16,670 14,727 11,360 $10,819,328 $9,754,035 $7,349,409 8,219 7,447 5,724 $5,297,309 $4,858,874 $3,650,920 8,461 7,280 5,636 $5,622,019 $4,895,161 $3,698,489 15,663 11,869 8,274 $10,137,597 $8,103,692 $6,021,035 Middle Atlantic. 246 247 218 93,811 79,457 55,061 $66,387,065 $52,420,842 $33,635,995 6,895 3,304 2,268 $8,071,703 $3,418,274 $2,178,925 511 400 393 $1,656,386 $947,830 $768,408 726 652 $1,609,255 $913,932 $558,870 2,352 1,506 $4,906,062 $1,556,512 $861,647 86,916 76,153 62,793 $58,315,362 $49,002,668 $31,457,070 41,794 41,337 31,868 $30,628,007 $25,970,800 $18,965,007 21,135 22,439 16,957 $16,088,922 $13,363,043 $9,340,475 20,669 18,898 15,901 $15,539,085 $12,617,763 $9,624,532 45,122 34,816 20,935 $27,687,365 $23,031,762 $12,492,063 East North Central. West North Central. 222 220 177 66,721 51,028 $47,607,646 $34,902,979 $19,137,389 5,414 2,730 1,703 $5,774,907 $3,076,248 $1,801,409 676 388 363 $1,466,386 $1,076,332 $780,178 836 555 $1,394, $874,756 $396,162 4,002 1,787 1,054 $2,913,882 $1,126,160 $625,069 61,307 48,298 28,190 $41,832,730 $31,826,731 $17,336,980 30,366 26,071 18,245 $23,486,192 $17,709,200 $10,464,624 15,151 13,563 $11,673,262 $9,008,360 $5,301,874 15,215 12,508 7,859 $11,912,930 $8,700,834 $6,162,650 30,941 22,227 11,945 $18,346,647 $14,117,631 $6,871,456 South Atlantic. 20,930 14,892 9,612 $15,986,008 $10,856,438 $6,296,267 1,669 745 499 $i;925,201 $1,012,565 $590,791 138 93 $487,538 $368,134 $260,709 214 139 120 $400,933 $258,429 $154,339 1,307 613 281 $1,036,730 $386,002 $176,743 19,271 14, 147 9,013 $14,060,807 $9,843,873 $6,705,466 10,742 8,364 5,802 $7,806,487 $5,877,685 $3,630,890 5,358 4,150 2,848 $3,815,366 $2,894,309 $1,732,394 5,384 4,204 2,954 $3,991,122 $2,983,376 $1,798,496 8,529 5,793 3,211 $6,254,320 $3,966,188 $2,174,576 107 100 76 19,958 15,044 9,839 $12,601,028 $9,162,807 $5,032,132 2,158 1,002 606 $2,231,507 $1,192,053 $589,114 209 168 159 $555,166 $377,461 $260,940 328 199 108 $549,847 $356,657 $140, 131 1,621 635 $1,126,494 $469,045 $188,043 17,800 14,042 9,233 $10,269,621 $7,960,754 $4,443,018 9,587 6j612 $6,938,195 $4,439,698 $2,578,656 4,779 3,! — 2,788 $2,973,094 $2,187,020 $1,277,248 4,808 8,996 2,724 $2,965,101 $2,252,678 $1,301,308 8,213 6,140 3,721 $4,331,326 $3,521,056 $1,864,462 East South Central. 45 40 34 9,375 6,936 3,780 $5,824,724 $4,116,560 $1,986,846 780 336 186 $953, 189 $460,696 $221,075 102 74 64 $298,183 $161,045 $114,667 111 79 35 $191,850 $131, 762 $51,393 667 233 87 $463,156 $167,799 $55,115 8,595 6,549 3,694 $4,871,535 $3,665,964 $1,765,771 4,353 3,847 2,112 $2,613,888 $2,130,542 $979,676 2,152 1,902 907 $1,285,141 $1,047,481 $384,335 2,201 1,945 1,205 $1,328,747 $1,083,061 $595,340 4,242 2,702 1,-" $2,257,647 $1,525,422 $786,096 West South CentraL 79 60 32 8, 6,118 2,961 $5,717,503 $3,794,223 $1,895,591 810 336 161 $901,842 $390,160 $197,676 72 47 63 $162,055 $109,857 $119,289 149 82 25 $233,020 $148,995 $28,446 207 73 $506,767 $131,298 $49,842 7,583 5,782 2,800 $4,815,681 $3,404,073 $1,698^015 4, 3,600 1,783 $3,043,211 $2,048,^91 $1,074,761 2,178 1,772 811 $1,471,483 $997,002 $497,050 2,303 1,828 972 $1,571,728 $1,051,589 $577,711 3,104 2,182 1,017 $1,772,460 $1,365,482 $623,264 Mountain. 18 4,498 3,001 1,660 $3,997,836 $2,610,550 $1,240,652 494 288 103 $614,107 $367,624 $127,649 51 40 30 $129,304 $97,365 $63,070 64 16 $147,829 $114,264 $23,316 377 194 57 $336,974 $165,905 $41,163 4,004 2,713 1,457 $3,383,729 $2,243,026 $1,113,003 2,017 1,630 918 $1,777,500 $1,307,431 $713,449 1,014 817 450 $663,163 $350,850 1,003 813 468 $887,671 $654,268 $362,699 1,987 1,083 539 $1,606,229 $936,695 $399,554 Pacific. <0 63 4S 24,561 16,808 7,306 $19,583,154 $13,763,608 $5,344,854 3,070 1,359 379 $3,327,280 $1,476,491 $463,172 121 81 82 $495,973 $262, 39& $175,138 190 176 78 $437,343 $388,759 $130, 35» 2,766 1,10S 219 $2,393,964 $826,336 $167,680 21,481 15,449 6,927 $16,265,874 $12,287,017 $4,881,682 11,313 8,050 4,564 $9,338,817 $6,467,068 $2,986,088 6,742 4,038 2,270 $4,707,363 $3,234,900 $1,490,058 5,671 4,014 2,284 $4,631,454 $3,232,166 $1,496,030 10,188 7,399 2,373 $6,917,057 $5,819,951 $1,895,694 1 Exclusive of 6 companies which failed to fimiish this information. 2 Exclusive of 20 companies which failed to furnish this information. ' Number employed Sept. 16, 1912. EMPLOYEES, SALARIES, AND WAGES. 271 Table 142 EMPLOYEES, SALARIES, AND -WAGES OF OPEKAITNG COM- PANIES—PEE CENT OF INCEEA3E (BASED ON TABLE 141). Persons em- ployed. Salaried em- ployees. Wage earners. DIVISION. Conductors and motor- men. AU other employees. Num- ber. Sala- aries and wages. Num- ber. Sala- ries. Num- ber. Wages. Num- ber. Wages. United States: 1902-1912.... 1907-1912 1902-1907.... 100.6 27.6 57.3 127.7 33.0 71.2 226.5 98.9 64.1 251.2 102.4 73.5 63.9 13.7 44.1 96.2 26.1 55.6 139.0 35.7 76.1 146.9 27.1 94.1 New England: 1902-1912 64.0 21.8 34.9 70.4 18.1 44.3 123.2 30.8 70.7 120.0 40.5 56.6 102.8 32.7 52.9 148.0 35.2 83.5 184.4 37.2 107.3 188.3 49.9 92.4 236.0 46.1 130.1 70.7 20.2 42.0 97.4 26.6 55.8 148.8 36.4 82.4 153.9 47.2 72.4 148.4 36.6 81.9 193.2 41.5 107.2 201.6 50.7 100.2 222.3 53.1 110.4 266.4 42.3 157.5 61.5 28.5 25.7 204.0 108.7 45.7 217.9 98.3 60.3 232.5 122.7 49.3 256.1 115.4 65.3 319.4 102.1 107.5 436.4 141.1 121.5 379.6 71.5 179.6 710.0 125.9 258.6 83.4 63.7 19.3 270.4 136.1 56.9 220.6 87.7 70.8 225.9 90.1 71.4 278.8 87.2 102.3 331.2 106.9 108.3 356.5 131.2 97.5 381.5 67.1 188.1 618.4 126.4 218.8 46.7 13.2 29.6 31.2 1.1 29.8 86.9 16.5 60.5 85.1 28.6 44.0 73.9 21.3 43.4 106.1 13.2 82.1 151.2 24.4 101.9 119.7 23.7 77.6 148.4 40.5 76.8 47.2 10.9 32.7 61.5 13.0 43.0 124.4 32.6 69.2 121.1 32.8 66.5 130.3 33.8 72.2 166.8 22.7 117.5 183.2 48.6 90.6 149.1 36.0 83.3 212.7 44.4 116.6 88.1 31.1 43.4 115.5 29.6 66.3 169.0 39.2 86.1 165.6 47.2 80.4 120.7 33.8 65.0 186.2 67.0 82.3 205.2 42.3 114.6 268.6 83.5 100.9 328.5 37.4 211.8 1907-1912 25 1 1902-1907 Middle Atlantic: 1902-1912 1907-1912 1902-1907 84 4 East North Central: 1902-1912 167 1907-1912 1902-1907 105 5 West North Central: 1902-1912 187 6 1907-1912 57.7 1902-1907 82 3 South Atlantic: 1902-1912 132 3 1907-1912 23 1902-1907 88 9 East South Central: 1902-1912.. 187 2 1907-1912 48 1902-1907 94 1 West South Central: 1902rl912 184.4 1907-1912 30 8 1902-1907 117.5 Mountain: 1902-1912 302.0 1907-1912 71 7 1902-1907 134.2 Pacifle: 1902-1912 264.9 1907-1912 18.9 1902-1907. 207.0 The Pacific division had the largest percentages of increase for the decade, followed by the Mountain and West South Central; but for the period 1907-1912 the Mountain division had the highest rates of increase, and for the period 1902-1907 the Pacific division. As a rule, the percentages of increase for salaries and wages range higher than for the corresponding numbers of employees, whether they be of the salaried or of the wage-earning class, showing a general rise in salaries and wages. The few exceptions to the rule are un- doubtedly due to differences in methods of reporting certain classes of employees at different censuses. The number of employees is, ia a general way, a measure of the size of a company. Table 143 shows the average numbers per company for the several geographic divisions, for 1912, 1907, and 1902. Table 143 * DIVISION. AVERAGE NUMBER OF EMPLOYEES PEE COMPANY. 1912 1907 1902 United States 290 236 177 New England 376 381 301 246 187 208 106 112 409 239 322 232 204 150 173 122 107 267 152 Middle Atlantic 253 East North Central 169 West North Central 164 South Atlantic 131 East South Central 111 92 Mountain . 87 Pacific 152 The average for the United States as a whole was 290 in 1912, as compared with 236 ia 1907 and 177 in 1902; the percentages of increase for 1902-1912, 1907-1912, and 1902-1907, respectively, being 63.8, 22.9, and 33.3. The Pacific division led in average size, measured by number of employees, in 1912, followed by the Middle Atlantic and New England divisions; but in 1907 and 1902 the Middle Atlantic division was in the lead, followed by the Pacific division in 1907 and the East North Central division in 1902. Table 166 (p. 324) gives the number and salaries and wages for each of the several classes of employees, as called for in the schedule used in 1912, by geographic divisions and states. The six ranking states in number of employees were New York, Pennsylvania, Illinois, Massachusetts, Ohio, and Cahfomia. Employee and wage statistics of operating companies, hy classified groups. — The ratios of the number of em- ployees to miles of track, car-mileage, and number of revenue passengers carried depend upon various con- ditions, and the ratios for diverse company groups develop some features that may be of interest. Table 144 presents employee, wage, and ratio statistics for the several classified groups, heretofore considered, namely, companies classified according to income from railway operations, as elevated and subway and sur- face companies, and as companies without and with commercial lighting. 272 STREET AND ELECTRIC RAILWAYS. EMPLOYEES AND WAGE STATISTICS OP OPERATING COMPANIES, BY CLASSIFIED GROUPS: 1912, 1907, AND 1902. Table 144 Number of companies Miles of track Ee venue car-mileage Revenue passengers Salaried employees: Number Per 10 miles of track . . Per 1,000,000 car-miles. Per 1,000,000 revenue passengers- - . Salaries. Ratio of salaries to operating ex- penses (per cent) . Ratio of salaries to operating rev enues (per cent). Wage earners; Average number Per 10 miles of track Per 1,000,000 car-miles Perl,000,000revenue passengers Cen- sus. Ratio of wages to operating expenses (per cent). Ratio of wages to operating revenues (per cent). Conductors and motormen; Average number Per 10 miles of track Per 1,000,000 car-miles Perl ,000,000 revenue passengers Wages Ratio of wages to operating expenses (per cent). Ratio of wages to operating revenues (per cent). 1912 1907 1902 1912 1807 1902- 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 Total. 975 939 797 41,064.82 34,088.56 22,159.96 1,921,620,074 1,610,290,340 1,129,614,074 9,545,554,667 7,422,266,331 4,723,902,759 23,271 11,700 7,128 5.67 3.43 3.22 12.11 7.27 6.31 2.44 1.58 1.51 $26,128,786 12,909,466 7,439,716 7.8 6.1 6.2 4.6 3.1 3.0 259,190 209,729 133,641 63 62 60 135 130 118 27 28 28 S174,762,163 138,081,633 80,770,449 52.5 64.9 56.8 30.8 33.0 32.7 131,321 116,518 80,144 32 72 71 14 16 17 895,451,625 75,705,054 48,642,359 28.7 30.1 34.2 16.8 18.1 19.6 COMPANIES CLASSIFIED ACCORDING TO INCOME FROM KAIL WAT OPERATIONS. Class A. »1,000,000 and over. 91 76 44 21,305.99 15,402.09 8,414.31 1,433,600,031 1,131,741,688 731,882,858 7,635,471,119 5,622,329,267 3,357,796,250 14,926 6,641 3,731 7.01 4.31 4.43 10.41 5.87 5.10 1.95 1.18 1.11 $17,911,322 7,802,168 4,152,141 7.5 4.5 4.6 4.2 2.6 2.5 190,200 150,321 86,814 103 133 133 119 25 27 26 $131,765,049 101,436,272 54,764,832 65.0 68.5 69.6 31.2 34.1 32.6 97,739 83,907 52,178 46 54 62 68 74 71 13 16 16 $72,979,444 56,032,821 33,257,227 30.4 32.3 36.2 17.3 18.9 19.8 Class B. $250,000 but less than $1,008,000. 155 130 81 9,652.09 8,341.81 4,808.47 281,591,761 259,873,472 187,399,911 1,148,682,234 1,022,955,987 711,600,132 4,311 2,155 1,070 4.47 2.68 2.23 15.31 8.29 6.71 3.76 2.11 1.50 $4,627,872 2,461,344 1,287,109 8.5 6.0 5.5 5.2 3.7 3.2 40,233 31,610 23,226 42 38 48 143 121 124 36 31 33 $26,087,790 20,467,959 13,264,461 49.0 49.5 56.8 30.2 30.6 33.4 19,307 16,741 13,836 20 20 29 69 64 74 17 16 19 $13,391,743 11,029,078 7,819,147 25.1 26.7 33.6 16.5 16.5 19.7 Class C. Less tban $250,000. 729 733 672 10,106.74 10,344.66 8,937.18 206,428,282 218,675,280 210,331,305 761,501,314 776,981,077 654,606,377 4,034 2,904 2,327 2.81 2.60 19.54 13.28 11.06 5.30 3.74 3.55 $3,689,592 2,646,954 2,000,466 9.2 7.2 7.4 6.3 4.9 6.0 28,757 27,898 23,601 28 27 26 139 128 112 38 36 36 316,909,314 16,177,402 12,741,166 42.4 44.2 47.0 28.9 29.8 31.8 14,275 14,870 14,130 14 14 16 69 68 67 19 19 22 $9,080,438 8,643,155 7,566,985 22.8 23.6 27.9 15.5 15.9 18.9 "Without commercial lighting. 760 709 628 31,883.35 26,404.75 18,868.43 1,646,536,325 1,381,402,281 1,031,551,090 8,341,649,514 6,497,189,667 4,380,330,656 17,380 8,941 6,954 5.45 3.39 3.16 10.56 6.47 5.77 2.08 1.38 1.36 $20,068,510 10,063,426 6,320,132 7.3 4.3 2.9 2.8 215,858 175,385 119,261 With commercial lighting. 63 131 127 116 27 27 $147,543,971 117,178,860 73,330,581 53.9 56.1 67.3 31.9 33.7 32.9 110,582 98,505 72,681 35 37 67 71 70 13 15 17 $81,975,667 65,499,612 45,004,476 30.0 31.4 35.1 17.7 18.8 20.2 168 175 112 8,825.14 6,883.65 2,460.36 271,268,161 223,608,250 86,042,936 1,190,829,824 912,807,187 305,833,612 5,755 2,619 990 6.52 3.80 4.02 21.24 11.71 11.64 4.84 2.87 3.24 $5,980,176 2,789,382 998,460 10.2 6.7 7.8 6.7 4.0 4.5 42,617 33,187 12,498 48 61 157 148 147 36 36 41 $26,947,664 20,526,304 6,741,201 46.0 49.4 52.5 25.8 29.8 30.5 20,360 16,435 6,326 23 24 26 75 73 74 17 18 21 $13,308,953 10,032,766 3,225,960 22.7 24.1 25.1 12.7 14.6 14.6 Elevated and subway. 517.81 420.40 219,467,272 143,634,475 Surface. 968 40,547.01 33,668.16 1,702,162,802 1,466,655,866 991,062,330 636,653,072 907 362 17.62 8.61 4.13 2.52 0.92 0.67 $1,397,898 669,317 5.8 3.8 2.7 1.7 19,098 12,601 369 297 $13,866,813 68.7 66.8 26.5 25.4 13,831 2 4,582 126 109 $3,473,008 3,172,746 14.7 21.0 6.6 9.4 8,554,492,337 6,786,613,259 22,361 11,338 5.52 3.37 13.14 7.73 2.61 1.67 $24,730,888 12,340,149 8.0 5.2 4.8 3.2 240,092 197,228 59 141 134 $160,896,340 129,493,140 52.0 M.8 31.2 33.7 127,490 110,936 31 33 75 76 15 16 $91,978,617 72,532,308 29.7 30.7 17.9 18.9 ■ Exclusive of 2.676 guards on New York subway trains, who are included under "All other employees." conductors and motormen in computing the ratios. ■ Includes guards on New York subway trains. For comparative purposes these guards are included with EMPLOYEES, SALARIES, AND WAGES. 273 EMPLOYEES AND WAGE STATISTICS OF OPERATING COMPANIES, BY CLASSIFIED GROUPS: 1912, 1907, AND 1902— Continued. Table 144 — Continued. Cen- sus. Total. COMPANIES CLASSIFIED ACCOKDINQ TO INCOME TEOM KAILWAY OPEKATIONS. , Without commercial lighting. With commercial lighting. Elevated and subway. Class A. $1,000,000 and over. Class B. $250,000 but less than $1,000,000. Class C. Less than $250,000. Surface. Wage earners— Continued. All other employees— Averagft jinnibpr 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 19&7 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 127,869 94,211 63,497 3 28 24 67 59 47 13 13 11 $79,310,528 62,376,679 32,128,090 23.8 24.8 22.6 14.0 14.9 13.0 92,461 66,414 34,636 43 43 41 64 59 47 12 12 10 $58,785,605 45,403,451 21,507,605 24.5 26.2 23.4 13.9 15.3 12.8 20,926 14,769 9,390 22 18 20 74 67 60 18 14 13 $12,696,047 9,438,881 5,445,304 23.8 22.8 23.3 14.7 14.1 13.7 14,482 13,028 9,471 14 13 11 70 60 45 19 17 14 $7,828,876 7,634,247 5,176,181 19.6 20.6 19.1 13.4 13.9 12.9 105,276 76,880 46,580 33 29 25 64 66 45 13 12 11 $65,668,314 51,679,238 28,326,105 24.0 24.7 22.1 14.2 14.8 12.7 22,257 16,752 6,173 25 24 25 82 75 73 19 18 20 $13,638,611 10,493,548 3,615,241 23.3 25.2 27; 4 13.0 15.2 15.9 5,267 7,919 112,602 86,292 Per 10 miles of track. . ,. 243 188 28 26 Per 1,000,000 car-miles 57 65 66 59 Per 1 ,000,000 revenuepassengers 13 12 13 13 Wages $10,393,805 5,415,747 $68,916,723 56,960,832 Ratio of wages to operating expenses (per cent). 44.0 35.8 22.4 24.1 Ratio of wages to operating revenues (per cent). 19.9 16.0 13.4 14.8 For all operating companies combined there was an increase in the number of salaried employees and wage earners in 1912 as compared with 1907, and in 1907 as compared with 1902, for each unit of measurement, except in the case of wage earners per revenue passen- gers carried, where a sHght drop is shown from 1902 to 1912. Similar increases appear, as a rule, in the case of salaried employees of each group of companies. A certain number of salaried officials and clerks are necessary for the maintenance of a corporate organiza- tion, but the number does not increase at the same rate as the volume of business done per unit of track; for the companies of class A, handling approximately3,600,000 revenue passengers per 10 miles of track, averaged seven salaried employees for that trackage unit, while companies of class B, with an average of 4.5 salaried employees, handled but 1,190,000 revenue passengers, and companies of class C, with 4 salaried employees, 753,000 revenue passengers. Wage earners are more intimately aUied to track and traffic than are salaried employees, and the number of wage earners on a track basis is necessarily greater for the larger companies. The reverse is true when the number of wage earners is compared with the number of revenue passengers, and the changes in ratios from census to census are most marked for the larger companies. Relation of salaries and wages to cperating expenses and operating revenues. — ^The causes affecting the gen- eral operating ratio (see p. 261) are apphcable to the ratio of salaries and wages to operating expenses, which for all classes of companies was 60.3 per cent in 1912, a shade higher than in 1907 but lower than in 1902. Table 145 assembles the ratios of salaries and wages to operating expenses for the several groups of companies. 58795°— 15 18 Table 145 KATIO OF SALAKIES ANTV WAGES TO OPEBATING EXPENSES, BY QK0UP3 OF COMPANIES (PEK CENT). CLASSmCAnON GEOUP. Total. Salaries. Wages. 1912 1907 1902 1912 1907 1902 1912 1907 1902 Total— AH com- panies 60.3 60.1 62.1 7.8 5.1 5.2 52.5 54.9 56.8 Companies classified ac- cording to income from railway opera- tions: Class A— $1,000,000 62.5 57.5 61.6 61.2 66.2 64.6 60.0 63.0 55.5 51.4 60.9 56.1 60.6 60.0 64.2 62.3 64.4 62.2 60.3 7.5 8.5 9.2 7.3 10.2 5.8 8.0 4.5 6.0 7.2 4.8 6.7 3.8 5.2 4.6 5.5 7.4 4.9 7.8 55.0 49.0 42.4 53.9 46.0 58.7 52.0 68.5 49.5 44.2 56.1 49.4 56.8 54.8 59.6 Class B— $260,000 but less than $1,- 000,000 Class C— Less than $260,000 56.8 47.0 Companies without commercial lighting.. Companies with com- mercial lighting Elevated and subway railways 57.3 62.5 Surface railways ' " ' V The ratios for salaries and wages combined increase uniformly from class C to class A — that is, from the smaller to the larger groups. This is the reverse of the movement of operating ratios, which range high for the small companies and low for the large companies. When salaries and wages are considered separately, however, it will be seen that the ratios of salaries to operating expenses decrease steadily as the com- panies grow larger, while the ratios for wages increase; for consolidation into larger companies and expansion of operations tend to reduce the proportionate num- ber of salaried employees, while the large companies operating in the more densely populated districts require comparatively larger forces of workmen and correspondingly greater outlays in wages. 274 STREET AND ELECTRIC RAILWAYS. The ratios of salaries and wages combined and of wages alone to total operating expenses are lower for railway companies that do commercial lighting than for those without commercial hght and power service, while the salary ratio is higher; consequently the ex- penses iacident to electric light service are factors tending to reduce the ratios of wages to total operating expenses for the smaller companies, among which are found most of the companies with commercial light and power service. Table 146 shows the ratios of total salaries and wages to operating expenses, by states, for the three census years, arranged in the order of the ratios for 1912. There is a wide range in these ratios, and conditions affecting them are so varying that a comparison by states should be made with caution. Taltle 146 STATE. EATIO OP SALARIES AND WAGES COMBINED TO OPERATING EXPENSES (PER CENT). I STATE. EATIO OF SALARIES AND WAGES COMBINED TO OPERATING EXPENSES (PEE CENT). 1 1912 1907 1902 1912 1907 1902 United States 60.3 60.1 62.1 Indiana 69.6 69.1 68.6 67.9 67. S 66.6 66.0 56. S 54.9 64.7 6S.8 6S.S 62.7 62.6 62.2 61.8 61.8 60.9 BO. 4 SO. 2 47.7 46.4 41.0 S8.8 66.4 56.0 62.4 64.0 66.7 63.4 IS. 8 60.3 f.\ 6S.6 57. S 49.5 6S.6 65.5 69.9 43.6 49.9 60.0 60.0 46.0 49.8 66. a Oregoj 68.0 63.4 65.1 05.0 64.3 64.0 63.3 63.1 63.0 63.0 63.0 62.9 62.7 62.6 62.4 61.5 61.4 61.2 61.2 61.1 60.7 60.6 60.2 69. S 69.6 65.2 62.4 60.8 68.7 68.7 68.6 66.6 61.2 65.2 60.9 60.5 58.1 66.3 56. S 64.6 62.2 64.0 58.4 6S.S 77.9 63.7 68.1 61.6 S6.6 68.9 67.0 65.0 59.6 61.7 63.4 63.2 55.6 72.5 60.7 60. S 64.7 66. S 66.8 60.8 61.0 66.4 74.2 6S.0 62.1 ""jfi.i "e'o'.l Delaware 49. f 60.6 Utah Nebraska 57. e Maine Michigan 62.a Idaho 80.2 Colorado Missouri 62.1 62.2 Wiv*nn Italics indicate ratios helow the average lor the United States. Table 147 shows the ratios of salaries and wages to operating revenues, by groups of companies classi- fied according to income and as elevated and subway^ and surface railways, for 1912, 1907, and 1902. Table 147 CLASSIFICATION GEOUP. RATIOS OF SALARIES AND WAGES TO OPERATING REVENUES, BY GROUPS OF COMPANIES (PEE CENT). Total. 1912 1907 1902 Salaries. 1912 1907 1902 Wages. 1912 1907 1902 Total — All companies Companies classified according to income from railway operations: Class A-$1,000,000 and over Class B— 4250,000 but less than $1,000,000 Class C— Less than $250,000 Companies without commercial lighting Companies with commercial lighting Elevated and subway railways Surface railways 35.4 36.1 35.7 4.6 3.1 3.0 30.8 33.0 35.4 35.4 35.2 36.2 31.5 29.2 36.0 36.8 34.3 34.7 36.6 33.8 27.0 36.9 35.1 36.6 36.8 35.8 35.0 4.2 5.2 6.3 4.3 5.7 2.7 4.S 2.6 3.7 4.9 2.9 4.0 1.7 3.2 2.5 3.2 5.0 2.8 4.5 31.2 30.2 28.9 31.9 25.8 26.5 31.2 34.1 30.6 29.8 33.7 29.8 25.4 33.7 32.7 32.6 33.4 31.8 32.9 30.5 OHAPTEE IX. SALE OF QUERENT BY ELECTRIC-RAILWAY COMPANIES. The growth of electric railways since the census of 1902 has been accompanied by a large increase in the sale of current to other roads or to the general public for light, power, or other purposes. There were 425 railway companies in 1912 which sold current, in- cluding (a) 44 companies operating electric light and power departments for which reports separate and dis- tinct from those relating to the railway operations could be made; (6) 169 companies operating electric light and power departments more or less closely affili- ated with the railway departments and for which sepa- rate reports covering capitalization, operating expenses, etc., could not be made; and (c) 212 companies that sold current to affiliated companies or connecting lines or incidentally to the public. The light and power departments of the first class (a) are treated as central electric light and power stations, and the statistics relating thereto are included in the report for that branch of the electrical industries. The statistics bear- ing upon the lamp installations of the light and power departments not separable from railway operations are given in the report on Central Electric Light and Power Stations (p. 56), and need not be duplicated here. The income statistics for these departments are also given in the report on Central Electric Light and Power Stations (p. 18), in order to show the total iucome from, electric light and power service. Table 148 shows the revenue derived from sale of current and the income of electric light and power de- partments, by class of service, for 1912, 1907, and 1902. Table 148 CLA33 OF SEBVICE. REVENUE FKOM SALE OF CUEEENT AND INCOME OP ELECTRIC LIGHT AND POWEE DEPAET- MENTS, BY CLASS OF SERVICE: 1912, 1907, AND 1902. Per cent ol increase. ' 1902-1912 1907-1912 1902-1907 Revenue from sale of current for light and power. . Companies with light and power departments . other companies Companies with Light and Powee Depaetments. Number Income of light and power departments Electric service Commercial Municipal street lighting Municipal building lighting Sale of electric current to other public-service corporations. Profit on merchandise sales Income of light and power departments from other sources. . . . Estimated value of free service furnished municipalities (not included under income) 536,500,030 130,984,555 $5,515,475 $31,515,582 30,984,555 26, 102, 077 2,682,524 134, 894 2,065,060 140, 820 390,207 65,951 $20,093,302 $16, 576, 555 $3,516,747 177 $17,291,824 16,576,555 13, 778, 714 2,254,957 542,884 240, 704 474, 565 $7,703,574 $6,271,815 $1,431,769 118 $6,469,726 6,271,815 4,847,200 1, 417, 985 6,630 197,911 373.8 394.0 285.2 43.2 387.1 394.0 438.5 89.2 81.7 86.9 56.8 -4.5 82.3 86.9 89.4 19.0 160.8 164.3 145.6 50.0 167.3 164.3 184.3 59.0 97.2 C) 280.4 -41.5 -17.8 95.7 139.8 1 A minus sign (— ) denotes decrease. The income from current furnished for commercial service constituted 82.8 per cent of the income of the light and power departments in 1912, as com- pared with 79.7 per cent in 1907 and 74.9 per cent in 1902. The ratio of increase for the decade 1902-1912 in revenue from sale of current (373.8 per cent) was con- siderably higher than the ratio of increase for trans- ' Figures not available. portation revenues (120.4 per cent), the revenues from the sale of current constituting 6.6 per cent of the com- bined transportation revenues and revenues from sale of current in 1912, as compared with 4.9 per cent in 1907 and 3.2 per cent in 1902. The distribution of the electric light and power departments of electric railways, by states, in 1912, 1907, and 1902, is shown in Table 149. (275) 276 STREET AND ELECTRIC RAILWAYS. Table 149 DrVISrON AND STATE. ELECTRIC RAILWAYS WITH ELECTRIC LIGHT AND POWER DEPART- MENTS. DIVISION AND STATE. ELECTRIC EilLWAYS WITH ELECTKIC UGHT AND POWER DEPART- MENTS. 1912 1907 1902 1912 1907 1902 United States 169 177 118 South Atlantic: 1 1 7 5 6 2 9 4 i' 10 7 8 3 7 5 2 3 S 6 5 2 6 12 49 22 35 14 14 6 18 53 20 41 16 11 5 7 6 12 32 14 30 11 3 3 7 1 Naw "RjiglBTifl Viririnia 7 3 East North Central 5 West North. Central 3 East South Central . ... Florida 3 West South Central East Softh Central: Mountain 2 4 6 4 5 3 2 4 2 3 1 2 New England: i 3 1 3 1 3 Maine West South Central: New Hampshire , 2 1 1 1 Massachusetts 1 1 11 2 10 2 11 2 4 6 g 1 8 3 1 1 4 1 2 1 1 Middle Atlantic: New York 8 Mountain: 1 New Jersey , Colorado 2 Pennsylvania East North Central: 4 21 8 10 6 4 1 12 3 1 5 7 20 7 12 7 7 1 11 4 1 3 Ohio 1 9 1 Pacific: 6 i" Illinois 4 Wisconsin 2 West North Central: Minnesota Kansas The distribution of the revenue from sale of current for the three years, by geographic divisions and states, is given in Table 161 (p. 308). Table 150 gives the statistics pertaining to revenue from sale of current and to income, by detailed accounts and by geographic divisions, for 1912. 'Table 150 REVENUE EJIOM SALE OF CUEKENT A2iD INCOME or ELECTRIC LIGHT AND POWER DEPARTMENTS, BT GEOGRAPHIC DIVISIONS: 1912. Revenue from sale of electric cur- rent lor light or power— All companies. Revenue from sale of cur- rent by compa- nies with- out light and power depart- ments. Electric railways operating electric light and power departments. Num- ber of oper- ating com- panies. Income of light and power departments. Esti- mated value of free serv- ice fur- nished munici- palities (not in- cluded under income). DIVISION. Aggregate. Electric service. Profit on mer- chandise sales. Income of these depai-t- ments from other sources. Total. Commercial. Municipal street lighting. Mimlcipal building lighting. Sale of electric current to other pub- lic-service corpora- tions. United States $36,500,030 S5, 515, 475 169 $31,515,582 830,984,555 826,102,077 $2,682,624 $134,894 $2,065,060 $140,820 $390,207 $65,951 New England 1,384,764 3,381,090 8,330,313 2,233,356 7,089,358 2,766,420 1,860,737 2,628,273 6,825,719 339,439 2,404,655 1,250,028 610, 091 264,066 106,048 400,622 61,381 79,245 6 12 49 22 35 14 14 7 10 1,074,634 986,755 7,233,153 1,740,740 6,901,540 2,664,354 1,480,764 2,616,307 6,817,335 1,045,325 976,635 7,080,285 1,623,265 6,825,292 2,660,372 1,460,115 2,566,892 6,746,474 924, 134 521,623 6, 413, 936 1,437,685 5,931,476 2,428,230 1,297,846 2,330,949 5,816,298 106, 029 259,538 670, 634 174,029 686, 015 207,647 108,824 155,336 315,472 10,205 65,848 7,241 6,911 33,447 840 5,069 11,149 4,184 5,957 139,526 988,474 4,740 174,354 23,665 48,376 69, 468 610,620 3,093 5,544 48, 897 9,862 36, 049 2,198 4,766 16,408 14,003 26,216 4,676 103,971 107,613 40,199 1,784 16,883 33,007 56,S5S Middle Atlantic 11,392 East North Central West Nortli Central 13,560 8,018 5,354 Bast South Central West South Central 3,160 1,983 22,494 Pacific GENERAL TABLES. 277 TITLES OF GENERAL TABLES. The general tables listed below contain the funda- mental data obtained at the 1912 census of street and electric railways. These data relate to primary- power, electric generating and subsidiary equipment, track mileage, rolling stock, traffic, track and cap- italization, income, operating revenues, operating expenses, assets and liabilities, employees, and salaries and wages. Table 151. — Primary power, by geographic divi- sions and states: 1912 (p. 278). Table 152. — Electric generating and subsidiary equipment and current generated and purchased, by geographic divisions and states: 1912 (p. 280). Table 153. — Track mileage, by geographic divi- sions and states: 1912, 1907, and 1902 (p. 282). Table 154. — Rolliag stock — cars (number and kind) and electric locomotives, by geographic divisions and states: 1912, 1907, and 1902 (p. 288). Table 155. — Rolling stock — cars (number, kind, and equipment in detail) and electric locomotives, by geographic divisions and states: 1912 (p. 290). Table 156. — Traffic statistics — ^passengers, car mile- age, and car hours, by geographic divisions and states : 1912, 1907, and 1902 (p. 292). Table 157.— Track and capitalization, by geograph- ic divisions and states: 1912, 1907, and 1902 (p. 299). Table 158. — Condensed income account of oper- ating companies, by geographic divisions and states: 1912, 1907, and 1902 (p. 302). Table 159. — Income accoimt of nonoperating or lessor companies, by states: 1912, 1907, and 1902 (p. 305). Table 160. — Condensed income account of oper- ating and lessor companies combined, by states: 1912, 1907, and 1902 (p. 306). Table 161. — Operating revenues, by geographic di- visions and states: 1912, 1907, and 1902 (p. 308). Table 162. — Operating expenses, by accounts, by geographic divisions and states: 1912, 1907, and 1902 (p. 311). Table 163. — Operating expenses, by detailed ac- counts, by geographic divisions and states: 1912 (p. 314). Table 164. — Condensed balance sheet of operating and lessor companies combined, by geographic divi- sions and states: 1912, 1907, and 1902 (p. 318). Table 165. — Balance sheet of operating and lessor companies combined, by geographic divisions and states: 1912 (p. 322). Table 166. — ^Employees, salaries, and wages of operating companies, by classes of occupation, by geographic divisions and states: 1912 (p. 324). 278 STREET AND ELECTRIC RAILWAYS. Table 161.— PRIMARY POWER, BY nmSION AND STATE. Num- ber of oper- ating com- panies. Num- ber of com- panies with power plant equip- ment. Aggregate norse- power. 4 steam powee. Total Steam engines. Steam turbines. Num- ber or units. Horse- power. Total. 500 horse- power or under. Over 500 horsepower and under 2,000 horse- power. 2,000 horse- power and under 5,000 horsepower. 6,000 horse- power and over. Total. 500 horse- power or under. No. H. P. N». n. P. No. H. P. No. H. P. No. "h. P. No. H. P. No. H.P. 1 United S'EATES... Geogeaphic divisions: New England Middle Atlantic East North Central.. West North Central.. South Atlantic East South Central... West South Central.. 975 495 13,665,051 2,264 3,169,554 1,802 1,706,754 892 264,628 704 697,017 167 21 43 62 15 10 12 4 2 8 432, 859 69,400 101,000 126,644 45,000 27,000 28,875 10,290 6,150 19,500 39 312,250 462 32 94 116 39 81 34 29 16 21 1,462,800 140,932 358,479 341,312 185, 108 179, 468 78,710 60, 124 49,994 68,683 33 1 S 4 4 9 4 4 8,284 125 1,835 1,370 1,-100 1,398 1,385 705 "}, 91 246 222 85 107 45 79 40 60 55 127 127 48 66 22, 32 11 17 421,888 977, 703 824, 707 327,470 382,924 138,607 111,236 91,938 388,578 325 542 602 185 282 93 110 38 87 384, 178 951,088 778, 194 301,895 313,400 138,607 110,561 70,868 120,763 293 448 486 146 201 50 81 22 66 243,246 592,609 436,882 116,787 133,942 59,897 60,437 20,874 62,080 163 212 ISO 86 131 24 62 6 38 64,201 69,018 55, 460 19,845 41,281 7,412 14,691 2,350 10,380 109 157 254 44 58 23 26 14 20 119,645 140,341 254, 788 46,942 50,661 23,610 25, 466 13,374 22,200 3 4 36 292,250 6 6 7 1 2 6,000 15,000 8 q in •Pacific 2 346 New England: Maine. 11 16 13 9 43 2 8 101 24 121 75 34 67 22' 24 9 24 19 3 2 7 21 4 14 7 18 21 13 6 14 10 10 12 11 12 10 13 17 39 6 16 2 4 3 2 2 5 19 6 35 9 ? 27 1 6 48 16 63 52 21 27 14 13 4 17 13 1 40,090 4,102 7,655 272,796 44,850 52,395 655,720 29,098 292,885 333,075 121,920 174,780 68,280 126,652 113,583 66,462 125,940 80 31 8 14 197 19 56 228 45 269 281 94 116 70 42 16 66 70 1 14,526 1,920 3,000 268,387 44,850 51,495 634,490 29,098 287,600 330,995 121,580 169, 680 68,905 97,134 91,683 66,462 126,940 80 29 8 14 177 16 49 195 35 218 227 62 101 64 32 7 46 66 1 13,226 1,920 3,000 165,006 20,360 39,745 422,915 17,941 161, 753 176,148 47,310 137,002 46,055 31,367 8,250 23,662 70,540 80 23 8 13 95 5 19 79 19 114 88 24 20 36 12 4 31 34 1 7,126 1,920 2,400 33,680 1,500 7,575 20,400 6,776 31, 763 28,295 5,600 6,350 11, 705 3,600 1,150 7,246 6,840 80 5 3,800 2,300 2 1,300 1!? New Hampshire 13 1 66 7 30 55 16 86 127 37 55 24 11 2 13 19 600 76,225 6,850 32, 170 60,125 11,166 79,060 117,253 39,710 63,553 23,350 8,923 2,100 11,417 24,700 14 Massachusetts Rhode Island r.onTipntin.nt 16 55,100 12,000 20 3 7 33 10 61 54 32 14 6 10 8 20 4 103,382 24,500 11,750 211,575 11,157 136, 747 164,847 74,270 32,578 13,850 65,767 83,333 32,800 65,400 1 125 IS 1R 17 MiDDLS Atlantic: New York 25 60,050 36 292,250 18 New Jersey 1 4 2 3.35 1,600 804 19 Pennsylvania East Noeth Central: Ohio 18 12 1 26 4 9 40,960 30,600 2,000 63,100 10,000 18,944 ?fl ?I ?3 Illinois 2 566 ?a Michigan.. ?4 Wisconsin ?S West Noeth Centkal: Minnesota 1 5,000 ?fi 2 13 6,000 40,000 3 600 w Missouri HR North Dakota South Dakota Nebraska 29 30 2 11 3 4 2 11 10 10 1 6 4 6 \ 6 8 5 13 2 5 19, 125 12,280 20,250 71,075 23,366 100,904 25,740 28,730 12,110 82,881 17,868 26,460 63,367 48,930 9,850 16,744 43,746 9,676 41,072 1,520 48,532 12 21 20 38 14 69 44 29 16 39 23 17 34 28 14 19 32 10 49 1 28 19, 126 8,705 20,260 71,076 23,366 78,785 25,740 16,930 12,110 49,351 15,793 26,460 53,367 48,930 9,850 16,744 43,746 9,376 40,697 760 43,332 7 19 14 36 10 31 36 18 13 24 19 16 18 18 8 14 27 6 34 1 16 6,950 7,306 7,700 48,676 6,866 14,635 17,200 6,390 6,370 16,751 11,365 17,710 22,567 17,720 1,900 9,445 22,876 3,475 14,642 750 17,874 2 14 11 20 3 18 23 37 U 15 13 3 6 S 7 8 15 4 25 775 4,765 4,000 6,825 1,200 4,386 7,040 4,640 3,690 5,061 4,460 1,060 2,667 2,445 1,250 1,945 5,220 1,550 6,976 5 5 3 6 7 13 13 1 2 6^ 7 8 7 1 5 9 2 9 1 12 6,175 2,560 3,700 4,250 6,666 10,260 10,260 750 1,680 7,200 6,915 5,285 9,900 7,775 650 5,250 9,616 1,925 8,666 750 11,924 5 2 6 2 4 28 8 11 3 15 4 2 16 10 6 6 6 4 16 12,175 1,400 12,550 22,500 16,500 64,160 8,460 11,640 6,740 32,600 4,428 8,750 30,800 31,210 7,950 7,299 20,870 6,900 26,055 31 Kansas 1 600 ?f?. South Atlantic: Delaware V, Maryland . . 8 22,500 2 16,000 34 District of Columbia. Virginia 3.5 6 ■890 3R West Virginia North Carolina South Carolina 37 2 100 38 31 2 4,600 4(1 Florida 1 408 41 East South Centeal: Kentucky 5 4 3 11,375 10,000 7,600 4? Tennessee 2 1 1 900 35 450 43 Alabama 44 Mississippi 4,"; West South Centeal: 1 3 2,250 8,040 4ft T.nniiif^TiR 47 Oklahoma 4S Texas 4 705 4ft Mountain: Montana fin Colorado 2 800 2 5,160 12 25,458 fii B2 Arizona 1 600 2 600 2 000 2 609 (53 Idaho ,'i4 Wyoming W Nevada SB Utah 3 8 2 7 41,286 245,817 109,460 33,311 7 28 18 41 26, 186 53,767 33,960 33,046 3 18 12 36 1,650 14,450 12,450 25,180 2 8 6 24 950 1,700 2,600 6,080 8 5 7 700 7,750 6,350 8,100 4 10 6 5 24,536 39,317 21,500 7,866 87 PAcmc: WashiTiston 2 1 5 6,000 3,500 11,000 2 346 S8 Oregon ra Ca.iifomia * I Includes 46,631 horsepower of idle equipment distributed as follows: 85 steam engines of 42.226 horsepower, 1 steam turbine of 3,666 horsepower, and 5 water wheels of 740 horsepower. GENERAL TABLES. GEOGRAPHIC DIVISIONS AND STATES: 1912. 279 STEAM powEE— continued. QAa AND OIL ENGINES. - — WATEB WHEBLS AND UTEBINBa. Steam turtines— Continued. TotaL 50O horse- power or under. Over 500 horsepower and under 2,000 horsepower. 2,000 horse- power and under 5,000 horsepower. Total. 500 horse- power or under. Over 500 horsepower and under 2,000 horsepower. 2,000 horse- power and under 6,000 horsepower. 5,000 horse- power and over. Over 500 horsepower and under 2,000 horsepower. 2,000 horse- power and under 5,000 horsepower. 5,000 horse- power and over. No. H. P. No. H. P. No. H.P. No. H.P. No. H.P. No. H.P. No. H.P. No. H.P. No. H.P. No. H.P. No. H.P. No. H.P. 203 218,169 145 438,422 81 5 23 21 10 S 3 2 2 8 797,945 87,300 242,784 174,449 144,500 42,900 19,000 13,400 22,667 50,945 48 6 21 6 8 6 24,190 2,700 7,375 4,590 3,575 5,275 32 3 18 4 4 3 8,390 1,500 3,875 690 1,075 675 13 2 5 8,800 1,200 3,500 3 7,000 383 471,307 205 62,092 119 123,015 31 82,000 28 214,200 1 11 37 62 14 36 14 12 7 7 15,400 37,823 76,623 13,508 33,640 13,325 11,799 8,980 7,066 12 27 2D 11 31 13 11 7 4 38,107 76,037 88,865 26,000 101,520 45,000 34,220 18,347 10, .326 62 36 67 48 87 35,010 19,240 41,923 22,000 64,249 31 27 44 40 46 7,689 7,170 10,266 10,000 12,382 15 8 20 8 34 15,321 10,070 19,957 12,000 35,067 6 1 2 12,000 2,000 4,500 2 2 4,000 1 7,200 4 2 2,500 1,600 1 3,000 7 16,800 V 2 675 2 675 19 74 21,070 267,815 4 13 1,170 3,415 14 20 15,200 15,400 1 14 4,700 42,000 27 207,000 2 1,300 24 2 12 12 25,564 2,182 4,655 1,709 7 1 9 12 2,100 455 2,525 1,709 11 1 3 11,464 1,727 2,130 6 12,000 11 13 6 1 5 7 8 22 29 17 6 4 6 2 9 5,600 750 7,750 7,641 8,422 21,760 37,131 17,155 8,345 S,850 8,147 1,333 9,600 9 1 2 8 1 18 15 9 4 1 30,357 3,760 4,000 26,100 2,400 47,637 48,550 25,315 12,000 3,000 4 1 67,300 20,000 5 2,700 3 1,500 2 1,200 14 2 31 900 18,615 2 22 900 6,445 ib 18 177,834 10 2,715 9 2,115 1 600 8 10,070 1 2,000 17 18 7 8 6 2 1 4 5 1 3 64,950 68,362 31,800 11,667 5,000 57,620 80,000 6,000 53,000 11 2 2 4,660 250 340 7 2 2 1,760 260 340 4 2,900 5 5 726 1,830 5 6 725 1,830 lU 20 21 13 17 32 48 5,200 9,375 25,518 22,000 7 14 18 40 700 4,600 3,236 10,000 6 3 11 8 4,500 4,875 10,682 12,000 T2 23 2 4,000 2 4,000 2 4,600 1 7,200 24 1 7 1 2,000 16,600 2,400 25 2b 2V 28 29 2 1 4 1,676 900 2,800 2 5,000 1 5,500 3U 8 3,675 4 1,076 4 2,500 31 1 2,250 1 2 1 7,500 22,500 7,500 32 33 3 15 9,000 65,920 S4 7 8 7 1 7 2 7,340 8,450 5,290 1,340 6,400 2,020 29 22,119 14 4,107 15 18,012 35 3b 2 2 7 1 2 7 2 2 1 4 1 6 6,150 5,400 20,800 2,000 8,760 23,000 8,000 6,250 3,300 14,170 3,350 13,400 2 1,600 2 1,600 24 10,200 21 6,000 3 4,200 37 38 1 6,400 1 3 3,000 675 1 3,000 26 8 30,530 1,400 3 8 875 1,400 16 12,855 7 16,800 3i 3 675 41 41 7 i 3 6,900 4,175 2,250 3,999 42 3 19,000 4;- 4! 45 1 6,700 4b 3 S 2,666 6,250 1 1 300 375 1 1 300 375 47 1 6,700 AH 3 5 770 5,200 3 1 770 400 49 5 7,111 7 18,347 4 4,800 ■■a 51 5? 53 54 SS 2 3 1,869 2,866 2 4 4 22,667 33,445 17,500 11 43 28 3 15,100 192,050 75,500 265 10 4 IS 10,400 4,200 11,200 1 14 4,700 42,000 fit" 1 2 1 2,660 4,000 3,666 9 1 3 2,850 300 265 16 11 143,000 64,000 5- Sf 4 4,200 Rr 1""" . . . 1 - 280 STREET AND ELECTRIC RAILWAYS. Table 152.— ELECTRIC GENERATING AND SUBSIDIARY EQUIPMENT AND CURRENT GENERATED AND PURCHASED, BY GEOGRAPHIC DIVISIONS AND STATES: 1912. DIVISION AND STATE. United States. . . Geogeaphic divisions: New England Middle Atlantic East North Central . West North Central. South Atlantic East South Central . . West South Central . Mountain Pacific New England: Maine New Hampshire . Vermont Massachusetts Rhode Island Connecticut 81 10 28 227 19 71 Middle Atlantic: New York 268 New Jersey 50 Pennsylvania 286 East North Central: Ohio Indiana Illinois Michigan Wisconsin West North Central: Minnesota Iowa Missouri North Dakota South Dakota Nebraska Kansas South Atlantic: Delaware Maryland District of Columbia . Virginia West Virginia North Carolina South Carolina Georgia Florida East South Central: Kentucky Tennessee Alabama Mississippi West South Central: Arkansas Lotiisiana Oklahoma Texas Mountain: Montana Colorado New Mexico . Arizona Idaho Wyoming Nevada Utah Pacific: Washington. Oregon California generating equipment— number and kilowatt capacity of dynamos. Total. No. KUo- watt capac- itv. 2,797 2 2,508,066 436 604 706 264 372 102 117 59 147 319 101 145 78 63 305, 739 668,323 579, 840 237, 171 269, 546 91,305 84,245 66, 057 215, 837 Direct current. Kilo- No ™" capac- ity. 31,234 2,735 6,744 197, 604 31, 600 35,922 444,306 23,732 200,285 233, 721 92,947 126,371 43, 746 83,055 79, 568 42,973 92, 145 200 13,426 13,200 48, 330 16,860 75,984 19, 995 18,290 8,578 56, 609 12,710 15, 805 36, 050 32, 800 6,660 14, 107 32, 890 7,6.30 29,621 1,070 29,692 24,900 152,630 38, 740 393 148 176 52 64 17 61 17 198 13 68 163 37 203 191 33 98 41 30 769, 875 Alternating and polyphase cui^ent. No. 1,155 13,624 1,535 3,189 115, 429 10, 300 26, 572 71, 119 14, 132 96, 866 87, 190 12, 005 78, 466 18,246 14,527 4,068 14, 661 31,340 200 4,676 4,210 4,600 12, 400 4,850 10,084 7,470 3,245 2,263 8,395 9,005 12,100 9,526 476 4,557 15, 675 765 4,410 1,070 6,850 300 9,150 4,626 9,567 87 201 313 106 197 60 63 42 96 Kilo- watt capac- ity. 1,738,191 135,090 486, 206 369, 416 178,117 209,989 60, 200 58, 841 47,837 192,495 SUBSIDIARY EQUIPMENT. Rotary con- verters and motor- generator sets. No. Kilo- watt capac- ity. 2, 840 1,637,260 105 13 83 128 68 47 37 33 17, 610 1,200 3,555 82, 075 21,300 9,350 373, 187 9,600 103,419 146, 531 80, 942 47,915 25,600 68,628 75, 500 28,412 60, 805 8,760 4,650 8,600 35, 930 11,000 65, 900 12,525 15, 045 6,316 48, 214 6,460 2.3,960 23,276 6,175 9,550 17, 215 6,865 25, 211 22, 842 ""'"395 24,600 143, 480 34, 115 14, 900 259 737 903 180 246 77 82 68 38 15 10 109 27 60 463 18 256 313 191 236 101 62 123,438 650, 518 442, 786 131,836 132,410 38, 410 29,360 24,080 164,424 Boosters. No Kilo- watt capac- ity. Transformers. 183 24,807 12, 860 4,218 1,950 61,610 22,200 20,700 412,376 5,450 132, 692 129,060 62, 130 188,410 29,570 33,625 41, 985 14, 600 59, 200 8,000 7,250 3,050 37, 750 9,900 25, 125 6,900 8,906 6,775 31, 810 2,195 15,000 13, 860 7,075 •2,475 2,876 5,700 5,336 16, 450 1,430 9,750 100 1,950 560 10,300 56, 725 34, 740 73,959 4 4, .332 5,242 6,524 2,032 1,172 1,210 2,031 136 2,129 387 680 140 1,470 400 1,256 1,715 686 2,842 2,894 3,435 196 700 32 1,150 475 190 76 26 75 200 132 600 385 160 76 600 656 550 226 120 1,529 600 8,436 663 1,887 3,545 334 624 325 100 166 802 Kilo- watt capac- ity. Auxiliary generators. No. 144 137 46 42 239 1,367 51 469 1,910 588 673 201 173 126 76 93 30 169 26 99 81 140 23 92 4 66 205 30 24 80 323 140 339 185, 896 583,476 656, 908 111,573 207, 070 43,783 18, 815 63,250 496,627 48, 635 6,530 6,895 80, 193 24,500 20,143 483, 412 5,776 94,288 208,311 101,069 227, 183 41,610 78, 735 *50,210 12,685 7,675 3,150 55, 860 10, 825 31,918 9,732 44,185 4,575 49,375 600 14, 375 14, 793 11.900 2:715 1,625 6,450 2,710 8,030 1,275 17,475 34, 600 307, 181 94,631 94, 816 Kilo- watt capac- ity 12, 227 CURRENT GENERATED AND PUR- CHASED — KILOWATT HOURS. Output of station — current generated. 1,620 2,324 4,278 2,415 1,400 66 125 120 1,060 450 1,430 114 780 2,132 814 672 65 1,350 1,000 35 1,050 36 30 Current purchased. ,052,699,008 2,967,318,781 676, 1, 822, 1,467, 496: 394; 248, 191, 135, 620, 541,943 647, 864 194, 047 764, 104 171,487 485, 679 355, 019 2'17, 730 291, 135 54, 148, 656 5,366,050 6, 867, 675 452,634,898 62, 116, 523 96,619,141 1,199,010,709 33, 198, 177 690,438,978 612,085,335 217,967,393 398,687,668 123,724,306 114,829,355 89,236,100 83,473,751 267,790,944 36,000 38,869,348 17,357,961 22,428,469 13,129,229 76,970,364 116,299,371 59,854,180 18, 148, 568 8, 804, 201 54, 510, 462 25,026,663 73,815,374 81, 760, 222 82,955,108 9,954,976 24,838,981 86,263,736 16,393,772 63,868,530 1,800,000 97,915,436 685,400 34, 846, 894 439,408,062 169,609,004 11,274,069 95,560,776 895,318,072 796, 769, 999 199,632,010 248,907,329 41,862,642 53,724,320 71, 594, 567 563, 949, 066 Total generated and purchased.' 9,020,017,789 20, 818, 159 12, 198, 773 2, 121, 669 33,086,243 4,502,850 22,834,082 502,288,601 183,471,328 209,568,243 79,932,282 69,369,623 562, 249, 155 95,167,503 10,051,436 64, 132, 792 20,090,162 94, 203, 923 814, 871 806,380 790, 840 18,793,042 83,801 121,221,045 8,921,124 6, 810, 776 7,314,054 23, 672, 933 9,071,356 71,309,660 502,580 15,069,697 18,312,211 4, 796, 740 3,695,094 2,524,889 23,086,310 4,082,454 24,030,667 8, 426, 574 8, 458, 015 4B5, 700 2, 2.S4, 107 5, 108, 451 1,035,845 652,000 46, 163, 875 69,385,927 12,937,739 481, 625, 400 772,102,719 2,717,965,936 2,263,964,046 696,396,114 643,078,«16 290,348,321 245,079,339 206,842,297 1, 184, 240, 201 74, 966, 815 17,554,823 8,939,344 485,620,141 66,618,373 118,353,223 1,701,299,210 216,669,505 799,997,221 692,017,617 277,337,016 950, 836, 813 218,891,809 124,880,791 153,368,892 103,563,913 361,994,867 860, 871 806,380 39,660,188 36,151,003 22,612,260 134,360,274 84,891,478 123, 110, 147 67, 168, 234 41,821,501 17,875,567 126,820,123 26,529,243 88,874,971 100,072,433 87,750,848 13,650,069 27,363,870 109,350,046 20,476,226 87, 889, 197 10,226,574 106,373,451 466, 700 2,969,507 5,108,451 1,035,845 652,000 80,010,769 508,793,989 182,646,743 492,899,469 J Includes duplication to the extent to which current generated by railway companies is .sold to other raUway companies; amount of duplication not ascertainable, includes 32,761 kilowatts' capacity of idle equipment, distributed as follows: 64 direct-current dynamos with a total of 16,849 kilowatts' capacity, and 21 alternating- current dynamos with a total of 16,902 kilowatts' capacity. *■ j > — <> 282 STREET AND ELECTRIC RAILWAYS. Table 153.— TRACK MILEAGE, BY GEOGRAPHIC United States. Geoqkaphic divisions: New England Middle Atlantic. East North Central. West North Central. South Atlantic . East South Central. West South Central. - Mountain . New Englahd: Maine New Hampshire. . Massachusetts. Rhode Island.. Connecticut. Cen- sus. 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 Total. 141,064.82 8 34,403.66 "22,889.47 6,294.55 4,883.39 4,012.79 10,043.03 8, 829. 98 6, 162. 16 11,809.69 10,342.17 6,077.02 3,098.62 2,608.36 1,740.72 2,962.28 2,300.73 1,670.15 1,287.26 1,064.69 768.17 1,376.23 841. 22 554.28 1,007.32 001. 39 409.48 4,185.84 3,031.63 1,194.70 636.38 424.06 331.55 246.26 247.10 167. 65 102. 85 124.31 80.55 3,010.48 2, 886. 85 2, 525. 65 395.71 419.92 328.90 1,002.87 781. 15 578.49 MADf TBACK. Total. 38,333.62 32,485.87 21,681.94 4,959.60 4,612.10 3,795.93 9,402.14 8, 307. 18 6,881.43 11,096.19 9,809.16 5,852.37 2,864.96 2,365.95 1,683.51 2,782.65 2, 204. 60 1, 631. 85 1, 225. 11 998.92 740.71 1,296.23 799. 61 537.94 937.75 567. 76 395. 42 3,768.99 2,820.60 1, 162. 78 506.68 404.05 318.60 232. 02 235. 10 160.32 97.32 117.48 76.70 2,802.39 2,721.85 2,377.68 358.48 386.23 312. IS 962.71 748. 39 650. 55 Road or first track. 30, 437. 86 26,547.19 16, 651. 58 4,216.26 3,955.69 3,304.78 6,980.09 6, 198. 72 4,397.44 9,170.53 8, 128. 24 4,484.65 2, 129. 73 1,704.47 1, 146. 94 2, 199. 21 1,717.22 1, 196. 29 948. 46 761. 73 679. 87 1, 106. 62 649.44 427.23 793. 96 434. 82 287.69 2,894.01 1,996.86 827.69 486. 16 387.26 304.71 217.42 225. 12 155.03 96.65 116. 81 76.20 2, 328. 30 2, 278. 12 2,037.79 309.14 329. 18 270.00 778.59 619. 20 461.05 Second (includ- ing third, etc.), tracks. 7, 895. 76 6,938.68 5,030.36 743.34 656. 41 491. 15 2, 422. 05 2, 108. 46 1,483.99 1,925.66 1,680.91 1,367.72 735.23 661. 48 536. 67 683. 44 487. 38 436.56 276. 66 237.19 160.84 190. 61 150.17 110. 71 143. 79 132.94 107. 73 874. 98 823. 74 335.09 20.62 16.79 13.89 14.60 9.98 6.29 0.67 0.67 0.50 474.09 443.73 339.79 49.34 66.05 42.18 184.12 129. 19 89.60 Sidings and turn- outs. 2,731.20 1,917.69 907.53 334.95 271.29 216.86 640. 89 622.80 280.73 713. 50 633.02 224.65 233.66 142.41 67.21 179. 63 96.13 38.30 62.15 66.77 27.46 80.00 41.61 16.34 69.57 33.63 14.06 416. 85 211. 03 31.92 29.70 20.01 12.95 14.24 12.00 7.33 6.53 6.83 3.85 208. 09 165.00 148.07 37.23 34.69 16.72 40.16 32.76 27.94 Owned by operating company. 2 33,467.31 = 27,480.65 15 19,043.45 3 3,961.11 3,845.66 3,432.43 « 6, 716. 02 6,616.11 4,176.35 9, 826. 45 8,046.39 6,470.29 23 3,038.81 2,409.16 1,379.83 82 2, 445. 35 2,186.31 1,660.47 35 1,280.41 1,050.42 768.17 33 1,242.82 721. 94 554.28 897.49 593. 64 407.93 •'2 4,058.85 3,001.02 1, 194. 70 430.01 424.06 328.08 215.64 247.10 111.43 102.85 124.31 80.55 212,467.17 2,339.88 2,040.41 54.77 146. 97 328. 90 690.77 563.34 643.06 Total. 7, 611. 48 7,228.94 3, 652. 38 1,313.04 1,063.99 581.60 3,277.02 3,238.32 1,986.81 1,972.65 2, 296. 68 611.85 " 62.00 99.20 360.89 517.83 114. 42 7.93 4.27 143. 30 119.28 88.22 9.93 1.65 139.49 282.95 106.37 3.47 30.72 56.22 577. 63 573.23 340.94 272.95 257.38 217. 81 35.43 From electric compa- nies. 22 1,270.13 1,062.75 680.36 25 3,069.40 3,067.46 1,950.39 1,941.94 2,267.29 599.06 29 39.37 35.51 360.89 M 449. 30 107. 57 6.92 3.30 » 142. 26 119.28 « 80. 04 9.93 1.65 «99.98 276. 76 106.37 3.47 56.22 22 576. 14 571.99 486.24 330. 70 272.96 256.92 217.81 35.43 From steam compa- nies. 2»42.91 1.24 1.24 2« 207. 62 170. 86 36.42 2? 30. 71 29.29 12.79 W12.63 63.69 M68.63 6.85 3.76 »'4.63 4.27 « 1. 05 8.18 30.72 "1.49 1.24 1.24 0.46 OPERATED UNDER TRACK- AQB SIOHia. Total. 93.16 64.73 98.34 601.50 199.91 134.99 349. 13 341.60 228.06 74.50 40.87 15.75 68.83 19.32 49.07 39.32 4.88 12.41 22.61 13.54 6.40 54.57 81.30 17.53, 14.66 3.60 1.90 2.62 1.79 32.78 45.14 74.07 7.43 57.76 4.30 14.94 From electric compa- ss. 44 64.73 98.34 425.91 199.91 134.99 338.64 341.60 228.06 60.18 40.87 15.75 63.44 19.32 49.07 38.40 4.88 12.41 22.25 13.54 6.40 31.14 From steam compa- nies. 233.63 64.72 42.89 17.53 14.66 3.50 1.90 2.62 1.79 32.78 46.14 74.07 7.43 3.04 4.30 M.94 76.69 10.69 14.32 15.39 0.92 0.26 23.43 38.41 64.72 1 Excludes 23.49 miles not operated, 31.22 miles leased to steam roads, and a duplication of 92.89 miles leased from operating companies 2 Includes 19.23 miles not operated and 31.22 miles leased to steam roads. 3 Includes 4.26 miles not operated and 92.89 miles leased from operating companies. * Includes 6.67 miles leased from manufacturing companies, 7.91 miles leased from bridge companies, 7.21 miles on bridges owned by citv of New York and 6 79 miles leased from city of Cleveland. ■' ■• • 5 Includes 1.25 miles monorail. « Includes 38.81 miles gas-electric, 62.23 miles storage battery, and 2.44 miles storage battery and gasoline motor. ' Gasoline motor. 6 Includes 17.05 miles not operated and 5 miles leased to steam road. 9 Includes 16.68 miles not operated and 5 miles leased to steam road. 10 Includes 0.37 mile not operated and 306.03 miles leased from operating companies. u Includes 1.24 miles leased from manufacturing company, 8.89 miles leased from bridge companies, 9.60 miles on bridges owned bv citv of New York and 4 64 miles leased from city of Cleveland. j j i • 12 Includes 22.60 miles gas-eleotric and 3 miles storage battery. 13 Figures not available. " Includes 12.48 miles of duplicated track and 4.47 miles not operated, and excludes 5.12 miles of duplicated track and 1.24 miles trackaee rieht from steam road 1* Includes 4.47 miles not operated. 13 Includes 17.60 miles leased from operating companies. " Includes track leased from bridge companies, 1.24 miles given in prior censuses as trackage rights not carried into total, and 25 mile leased from a citv 13 Storage battery. , ' " " Compressed air. 2" Trackage not reported. a Includes 4.07 muea not operated. GENERAL TABLES. DIVISIONS AND STATES: 1912, 1907, AND 1902. 283 CLASSUTED ACCORDING TO MOTIVE rOWER. Electric. Total. 40,808.39 34,059.69 21, 901. 5J 6,280.01 4,879.96 4,009.79 9,990.71 S, 714. 80 S, 917. 52 11,764.76 10, 257. 22 8,962.67 3,089.71 2,459.85 1,671.26 2,922.09 2,292.45 1,656.47 1,285.41 1,052.81 731.34 1,363.05 831.19 539.09 1,001.19 601.39 401.03 4, 111. 46 2,970.02 1,012.46 Lino transmission. Overhead trolley. '38,958.06 32,501.71 21,290.09 5,246.05 4,860.77 3,942.45 « 9, 068. 62 7,828.43 5,607.48 11,301.67 9, 888. 55 5,815.39 3,050.90 2,437.35 1,671.26 2,787.51 2,196.31 1, 569. 59 1,285.41 1,052.81 731.34 1,363.05 831.19 539.09 1,001.19 601.39 401.03 3,853.66 2,804.91 1,012.46 Third rail. 1,395.13 1,289.78 342. 91 33.96 10.19 67.34 640.28 653.81 130. 18 463.09 365.67 145.39 Conduit trolley. 351.72 322. 70 266.06 236.54 226.66 178. 89 115. 18 96.14 86.88 257.80 165. 11 Other. « 103. 48 12 25.50 18 2.47 IMS. 27 0.97 3.00 1.50 M38.81 22.60 »19.40 Cable. 56.41 61.71 240. 69 4.92 5.94 11.26 0.61 1.21 9i31 5.10 3.60 33.00 0.76 1.36 0.88 1.80 43.66 60.08 102. 32 Ani- mal. 67.52 136. 11 259. 10 3.10 3.00 3.00 41.99 93.30 117.20 2.45 4.00 19.72 3.81 17.02 36.46 5.53 13.68 0.49 'i'.bi' 6.68 7.78 16.19 5.48 42.37 Steam. 76.34 105. 06 169. 61 10.24 0.43 6.41 15.94 100.06 15.87 46.25 24.89 15.08 1.60 11.00 32.00 23.61 6.05 37.65 Other. '66.10 » 40. 99 "6.06 6.06 26.00 34.49 3.00 24.35 1.25 7.50 2.25 7.11 Surface. 40,-632.02 33,966.40 22,268.05 6, 249. 52 4,858.94 3, 996. 77 9,707.35 8,548.64 6,967.14 11,663.62 10, 216. 80 6,966.64 3,095.39 2, 504. 76 1, 740. 72 2,960.88 2,299.33 1, 670. 15 1,286.96 1,064.69 768. 17 1,376.23 841.22 564.28 1,007.32 601.39 409.48 4, 184. 75 3,031.63 1, 194. 70 Ele- vated. 420. 10 366. 69 308. 94 26.68 16.70 16.02 245.04 219.54 184. 96 144.20 125. 77 107.96 2.88 3.18 1.40 1.40 Sub- way and tun- nels. 112.70 70.67 (!0) 18.46 7.75 90.64 61.80 1.87 0.60 0.36 0.42 0.30 City and sulmrban lines. 24,699.02 3,906.14 6,683.83 4,616.92 2,277.67 2,106.07 1, 123. 40 1,064.60 669.37 2, 361. 12 Inter- urban lines. 16,365.80 1,388.41 3,459.20 7, 192. 77 866.21 163. 86 337.95 1, 824. 72 On public thorough- fares. 26,271.10 23, 431. 72 18, 774. 92 4,414.70 4,312.06 3,646.97 6,655.58 6,084.17 5,208.08 6,188.72 5,721.84 4,655.41 2,170.06 1,846.12 1,503.31 1,942.71 1,544.38 1,221.12 941.20 817.96 647.52 1,016.48 742.94 495.22 682.66 488.31 386. 81 2,258.99 1,873.04 1,010.48 On private right of way. 14,793.72 10,971.84 3,802.07 879.85 671.33 366.82 3,387.45 2, 745. 81 944.02 6,620.97 4,620.33 1,419.19 928.56 662.24 237.41 1,019.67 756.36 449.03 346.06 24'6. 73 120.65 369.75 98.28 69.06 324.66 113.08 22.67 1,926.85 1,157.69 184.22 533.28 421.06 328.65 247. 10 167.65 102.85 124.31 80.55 3,009.28 2,886.42 2,525.65 385.47 419.92 328.90 1,002.87 781. 15 678.49 533.28 421.06 . 328.55 246.28 247.10 167.65 102.85 124.31 80.55 2,975.32 2,867.23 2,484.20 385. 47 419.92 328.90 1,002.87 781. 15 652.60 33.96 19.19 41.45 3.10 3.00 3.00 0.43 10.24 T 636.38 424.06 331. 55 246. 26 247. 10 167. 65 102.85 124.31 80.65 2,965.45 2,862.40 2, 509. 63 395.71 419. 92 328.90 1,002.87 781. 16 678.49 263.60 272.78 106.70 74.61 28.24 26.58 16.70 16.02 18.45 7.76 2,214.69 795.79 10.88 174.02 441.08 356.27 301.27 199.20 196. 34 163. 10 70.32 86.67 72.76 2,717.08 2,622.61 2,347.90 310.06 312. 67 256.01 676.96 737.50 606.93 ' Includea 3.75 miles not operated and 26.60 miles leased from operating companies. a Includes 1.49 miles leased from a manufacturing company. « Includes 6.06 miles not operated. 5 Includes 0.33 mile not operated and 19.21 miles leased from operating companies. " Includes 7.21 miles on bridges owned by city of New York. ' Includea 5.79 miles leased from city of Cleveland and 1.52 miles leased from a bridge company. 18 Includes 4 miles not operated. s Includea 2.51 miles leased from operating company. » Includes 0.63 mile leased from bndge company. 1 Gas-electric. » Includes 5 miles leased to a steam road. " Includes 11.29 miles leased from operating company. !* Includes 4.18 miles leased from a manufacturing company and 0.58 mile leased from a bridge company. 5 Includes 16.96 miles storage battery and 2.44 miles storage battery and gasoline motor. s Includes 2 miles riot operated. ' Includes 4.13 miles leased from bridge companies. " Includes 1.64 miles not operated. » Includes 8.61 miles leased from operating companies. » Leased from a brfdge company. 1 Includes 1.82 miles leased from operating companies. ' Includes 1.46 miles not operated and 26.22 miles leased to steam road. 3 Includes 0.18 mile not operated and 23.06 miles leased from operating companies. < Leased from a manufactuiiug company. 95.30 67.79 30.28 47.06 50.76 4.65 32.53 37.64 7.79 293.40 264.24 177. 75 85.65 107. 25 72.89 326.91 43.66 72.56 284 STREET AND ELECTRIC RAILWAYS. Table 163.— TRACK MILEAGE, BY GEOGRAPHIC STATE. Cen- sus. Total. MAIN TEACK. Sidings and turn- outs. Owned by operating company. leased. OPEEATED irNBEE TBACK- AGE BIGHTS. Total. Eoad or first track. Second (includ- ing third, tracks. Total. From electric compa- nies. From steam compa- nies. Total. From electric compa- nies. From steam compa- nies. 49 Middle Atlantic: New York. 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 4,605.44 3, 884. 74 2,818.97 1,319.85 1,324.12 861.28 4,117.74 3, 621. 12 2,481.91 4,069.12 3,767.10 2,353.43 2,301.34 1,932.93 646.66 3, 125. 84 2,776.46 1,637.62 1,507.26 1,275.03 1,022.81 806.13 590.65 416.60 555.18 457.15 338.17 803.87 639.84 378.26 996.00 921.67 758.38 26.02 16.09 21.69 5.00 2.00 243.80 218.73 113.66 452.16 249.88 150.26 90.37 95.93 85.61 692.51 636.18 437.84 214.23 176. 03 161.97 661.86 615.64 369.30 404.98 266. 41 140.00 190.26 106.94 46.32 202. 60 131.26 76.98 1 4,274.28 3,595.54 2,669.72 1,230.31 1,262.09 833.19 3,897.55 3,449.65 2,378.62 3,851.95 3,595.97 2,282.51 2,182.15 1,840.74 623.17 2,897.60 2, 617. 84 1,576.22 1,396.29 1,183.92 967.63 768.20 670.68 402.84 622.20 431.65 318.41 720.17 594.63 360.63 920.68 878.84 750.00 24.28 15.60 20.71 4.60 2.00 226.78 206.77 108.21 430. 14 234.06 144.36 85.61 93.69 83.00 646.43 516.67 435. 21 199.45 168.96 161.97 627.83 485.64 345.08 388.23 266.98 136. 49 171.29 100. 79 42.65 183.96 126.48 73.98 2,813.67 2,409.66 1,822.31 897.33 884.85 673.57 3,269.19 2,904.21 2,001.66 3,227.84 3,070.38 1,868.85 2,038.97 1,714.61 623.60 2,182.04 1,944.69 992.85 1,139.65 982.34 810.22 682.03 416.22 299.13 328.89 260.32 189.64 638.92 528.93 315.73 679.25 638.84 453.61 24.28 15.60 13.20 4.60 2.00 149.89 137.71 66.08 395.30 218.67 119. 88 74.37 82.45 71.56 419.92 330. 12 258.78 112.27 90.11 82.68 418. 57 385. 17 200.84 369.63 247. 73 133.06 164.48 93.60 39.44 168.95 110.87 63.33 1,460.71 1, 185. 88 847.41 332.98 377.24 259.62 628.36 646.34 376.96 624.11 525.69 423.66 143.18 126.13 99.67 716.56 673.16 583.37 266.64 201.68 167.41 186.17 154.46 103.71 193.31 171.33 128.77 81.25 65.70 44.80 341.43 340.00 296.39 331.16 289.20 149.25 89.54 62.03 28.09 220.19 171.57 103.39 217.17 171.13 70.92 119.19 92.19 23.49 228.24 158.62 61.40 110.97 91.11 55.18 37.93 19.97 13.66 32.98 25.50 19.76 83.70 45.21 17.72 75.32 42.83 8.38 1.74 0.59 0.88 0.60 13,817.40 2, 877. 14 2,296.31 738.75 926. 99 623.37 2,169.87 1,811,98 1,255.67 2,946.71 2,718.08 2,106.33 1,788.82 1, 159. 68 646.66 3,044.12 2,302.95 1,277.99 1,248.67 1,275.03 1,022.81 798. 13 690.65 416.60 544.36 457. 15 338. 17 788.25 578.62 378.26 "997.51 917.07 397.49 26.02 16.09 21.59 5.00 2.00 210. 10 186.35 113.66 460.99 248.88 160.26 46.30 84.32 85.61 643.13 525.76 431.92 214.23 176.03 161.97 429.29 456.30 365.79 392.48 255.22 140.00 161.83 85.98 46.07 158.77 131.26 76.98 757.61 1,032.05 522.66 579.37 S97.13 237.91 1, 940. 04 1,809.14 1.226.24 1,119.11 1,049.02 252.22 512.52 773.25 » 694. 39 866.87 486.24 537.59 397.13 -237.91 •1,937.42 1,803.46 1,226.24 1,106.82 1,042.38 262.22 607.46 767.75 » 163. 22 165.18 36.42 41.78 395.07 135.98 91.20 11.33 35.32 7.30 95.10 28.61 36.49 152.41 138.65 116.33 89.50 94.54 22.84 81.05 96.86 54.04 15.79 10.98 34.86 10.38 1.47 340.92 135.98 91.20 9.60 36.32 7.30 75.39 28.61 36.49 149.11 138.65 116.33 89.60 94.54 22.84 75.89 95.86 64.04 13.66 10.98 34.85 10.38 1.47 64.15 1.73 19.71 3.30 5.16 2.13 50 61 S2 53 54 M 2.62 6.68 66 67 ■East Noeth Central: Ohio 68 ' 12.29 6.64 59 60 61 5.06 6.60 62 63 Illinois. 64 76.56 474.31 359.63 266. 46 65.88 457.16 346.84 253.78 "10.68 17.15 12.79 2.68 65 66 67 Mifhi^n 68 Wisconsin m 70 8.00 8.00 71 West Nobth Centeal: Minnesota Vli 73 10.83 10.83 74 Iowa 'lb 76 3.16 61.22 3.16 3.13 51.26 35.94 8.66 14.68 38.80 36.94 8.65 12.82 12.46 1.86 77 78 Missoviri North Dakota 68.09 79 80 3.14 4.60 360.89 "2.51 "0.63 4.60 81 360.89 7.10 7.10 82 83 South Dakota 84 7.61 . . 85 Nebraska 86 87 76.89 69.06 42.13 34.84 15.39 24.48 11.24 11.24 11.46 225.51 185.55 176.43 87.18 78.86 79.29 109.26 100.47 78.24 18.70 9.25 3.43 16.81 7.13 3.21 15.01 9.61 10.65 17.02 11.96 5.45 22.02 16.82 5.90 4.76 2.24 2.61 47.08 20.51 2.63 14.78 7.07 33.70 32.38 33.70 32.38 5.89 4.93 6.89 4.93 88 Kansas. . 89 90 1.17 1.00 1.17 1.00 2.67 2.67 91 SoXTTH Atlantic: Delaware 92 93 44.07 11.61 44.07 11.61 94 Maryland 4.05 22.69 2.60 1.19 6.09 6.70 6.70 6.25 6.04 20.13 3.01 1.07 0.56 10.42 4.06 20.99 2.50 1.19 6.09 6.70 6.70 5.93 6.04 20.13 2.01 1.07 0.66 10.42 1.70 0.32 1.00 96 47.68 10.42 5.92 43.50 10.42 5.92 » 4. 18 97 District of Colinnbia Virginia 99 10? 34.03 29.90 14.22 16.75 9.43 3.51 18.97 6.15 3.67 18.64 4.78 3.00 132.25 59.24 3.51 22.79 11.19 69.36 65.80 62.89 3.44 3.51 "1.40 103 104 West Virginia... 106 "21.33 11.19 106 North Carolina 108 28.43 20.96 0.26 43.83 28.43 18.56 luy 110 South Carolina 2.41 0.25 12.44 2.00 12.44 2.00 111 43.83 113 i.66 i.66 ■ Includes 6.06 miles not operated. • Includes 0.33 mile not operated and 17.33 miles leased from operating companies. ' Includes 7.21 miles on bridges owned by city of New York. ' Includes 1.25 miles monorail. ' Storage battery. * Includes 1.88 miles leased from operating companiefi. ' Includes 5.79 miles leased from city of Cleveland. • Includes 1.52 miles leased from a bridge company. GENERAL TABLES. DIVISIONS- AND STATES: 1912, 1907, AND 1902— Continued. 285 CLASSinED ACCOBDmO TO MOTIVE POWEK. Surface. Ele- vated. Sub-' way and tun- nels. City and suburban lines. Inter- urban lines. On public thorough- fares. On private right of way. Electric. Cable. Ani- mal. Steam. Other. Total. Line transmission. Other. Overhead trolley. Thiid rail. Conduit trolley. 4,563.45 3,788.24 2,590.16 1,319.85 1,324.12 858.66 4,107.41 3,602.44 2,468.70 4,067.06 3,723.04 2,351.32 2,298.27 1,928.68 643.87 3,086.04 2,739.82 1,528.07 1,507.26 1,275.03 1,023.81 806.13 590.65 416.50 652.55 456.02 338.17 803.87 619.43 374.43 993.53 919.20 719.48 26.02 16.09 21.59 5.00 * 3, 802. 08 3, 145. 82 2,280.12 1,310.29 1,191.67 858.66 3,956.25 3,490.94 2,468.70 3,995.88 3,651.94 2,351.32 2,298.27 1,928.68 643.87 2,832.71 2,523.38 1,417.81 1,368.68 1,193.90 985.89 806.13 590.65 416.50 513.74 456.02 338.17 803.87 619.45 374.43 993.53 919.20 719.48 26.02 16.09 21.59 6.00 496.66 415. S6 130.18 9.36 132.45 236.54 226.56 178.89 '28.17 ""i.'is' 3.96 41.99 93.30 115.17 4,292.42 3,623.96 2,624.95 1,313.48 1,310.86 861.28 4,099.45 3,607.83 2,480.91 4,069.12 3,767.10 2,353.43 2,301.34 1,932.93 646.66 2,979.77 2,660.09 1,527.24 1,507.26 1,275.03 1,022,81 806.13 690.65 416.60 555.18 457.15 338.17 803.87 639.84 378.26 992.87 918.07 758.38 26.02 16.09 21.59 6.00 2.00 243.80 218.73 113.66 462.06 249.88 150.26 90.37 95.93 85.61 691.11 534.78 437.84 214.23 176.03 161.97 561.86 515. 54 359.30 404.98 266. 41 140.00 190.20 106.94 46.32 202.60 131.26 76.98 230.80 204.61 184.96 4.37 7.26 82.22 , 56.18 2,988.92 1,616.52 3,027.31 2,683.46 2,402.66 936.93 921.36 763.15 2,691.34 2,479.36 2,042.28 2,179.61 2,109.88 1,716.96 705.47 636.99 468.74 1,864.38 1,727.16 1,420.83 970.38 831.86 700.93 468.68 415.95 347.95 453.51 401.21 324.59 454.96 331.32 298.78 774.31 744.63 629.31 24.08 16.09 19.94 5.00 2.00 227.02 196.66 111.33 216.24 152.21 137.10 67.17 71.19 58.31 459. 61 306.25 223.02 163.84 138.34 125.16 301.87 286.85 275. 72 246.77 223.26 116.70 137.60 79.93 35.59 105.28 73.06 58.83 1,578.13 1,201.28 407.26 382. 92 402.77 98.13 1,426.40 1,141.76 438.63 1,889.51 1,657.22 636.47 1,595.87 1,295.94 177.92 1,261.26 1,049.30 214.37 536.88 443.17 321.88 337.43 174.70 68.55 101.67 55.94 13.58 348.91 308.52 79.47 221.69 177.04 128.87 1.94 44 2.05 94.56 50 0.97 6.06 51 1,062.15 267.70 571 53 1.40 4.92 4.79 5.90 0.61 0.61 0.61 1.22 '"6." si' 1.45 1.45 1.50 1.00 1.00 2.79 54 134.06 111.60 S17.10 6.41 13.89 6.60 9.87 7.67 8.42 6.62 2,542.76 1,574.98 55 56 57 71.18 71.10 1,321.70 2,747.42 5S 42.00 59 60 2.07 3.25 524.40 1,776.94 M m 61 253.33 213.44 108.76 138.58 81.13 36.63 13.80 26.00 34.49 144.20 125.77 107.95 1.87 0.60 1,783.15 1,342.69 64 3.00 1.50 0.60 91.70 1.65 15.43 65 66 696.83 911.43 67 68 0.29 69 391.84 414.29 70 71 7' '38.81 2.63 1.13 516.37 38.81 73 74 75 376.88 426.99 76 20.39 77 3.82 7S 2.47 2.47 33.00 2.88 3.18 0.25 0.42 913.43 82.57 79 80 5.90 ;:::::::":::::: i SI 22.43 3.59 R' SS 21.69 1.65 81 R5 2.00 1.80 3.22 3.U 2.01 13.80 21.63 86 242.00 211.01 110.55 450.15 233.08 128.63 90.37 95.93 86.61 685.68 336.18 437.84 214.23 176.03 161.97 554.88 515.54 357.30 404.98 266.41 140.00 188.23 104.19 46.32 202.60 129.76 73.80 242.00 211.01 110.55 450.15 210.58 128.63 79.57 95.93 86.61 682. .52 536.18 437.84 99.94 83.17 76.89 651.55 312.26 356.60 404.98 266.41 140.00 188.23 104.19 46.32 199.60 129.76 73.80 218.16 25.64 16.78 23.07 2.33 235.92 97.67 13.16 23.20 24.74 27.30 232.90 229.93 214.82 60.39 37.69 36.81 259.99 228.69 83.58 159.21 43.15 23.30 52.66 27.01 10.73 97.37 58.20 18.13 sy 4.60 RS 89 0.10 208.81 243.35 90 22.60 3.00 91 qi 6 10.80 79.57 10.80 91 91 05 »3.16 6.83 1.40 1.40 458.88 233.03 06 98 111.85 92.86 85.08, 3.33 3.28 1.80 "2.44 214. 23 90 101 0.76 6.22 429.70 132.16 2.00 104 105 147.76 257.22 107 103 109 110 111 112 113 2.03 1.60 ""i.'25' 138.13 52.13 ' 6 3.00 112.65 89.95 1.60 3.18 » Gas-electric. w Includes 4 miles not operated. " Includes 2.61 miles leased from operating company. " Includes 0.63 mile leased from bridge company. " Storage battgry and gasoline motor. " Leased from a manufacturing company. ■5 Includes 11.29 miles leased from operating company. IS Includes 0.38 miie leased from a bridge company. 286 STREET AND ELECTRIC RAILWAYS. Table 153.— TRACK MILEAGE. BY GEOGRAPHIC STATE. Cen- sus. Total. MAIN TKACK. Sidings and turn- outs. Owned by operating company. LEASED. 0PF.BATED TJKDEE TBACK- AOB BIQETS. Total. Eoad or first track. Second (includ- ing third, etc.), tracks. Total. From electric compa- nies. From steam compa- nies. Total. From electric compa- nies. From steam compa- nies. 114 South Atlantic— Contd. Georgia 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1912 1907 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 440.63 354.18 300.38 164.84 118.26 61.75 493.21 389. 13 283.95 370.28 297.50 254.20 306.63 291.66 204.72 117. 14 86.40 25.30 122.92 87.39 62.49 285. 10 238.52 198.52 251.56 100.44 716.66 414.87 303.27 99.22 69.24 63.21 467.97 317.37 234.53 10.60 10.10 2.10 46.24 30.75 17.10 88.93 44.24 3.50 22.91 11.27 7.15 260.18 122. 54 89.04 1,035.92 764. 73 228.93 544.64 253.41 136.67 2,605.28 2,013.49 829. 10 428.63 342.85 294.40 152.22 113.54 69.07 476.37 375.36 280.45 350.16 270.38 246.50 290.44 , 265.87 189.46 109. 14 81.32 24.31 116.14 83.03 60.00 268.40 226.54 193.58 232. 17 96.47 679.52 393.57 294.36 94.05 67.55 62.36 429.36 295. 11 223.63 10.00 9.40 2.00 45.32 29.42 16.00 87.83 43.00 3.33 20.80 10.73 7.00 239.66 116.28 88.20 923.16 689. 34 211.63 463.59 228.35 131.30 2,382.24 1,902,91 819.95 340.51 264.29 222.18 140.61 106.82 57.43 366.74 268.28 188.56 259.05 193.90 199.87 226. 62 214.73 167.70 107.04 79.82 23.74 96.15 63.45 38.01 198.67 161.76 134.67 214.48 89.00 597.32 335.23 264.65 82.37 67.85 55.19 348.43 206.36 154.17 10.00 9.40 2.00 44.19 28.42 15.00 87.83 43.00 3.33 20.80 10.73 7.00 189.61 82.79 58.00 739.07 663.48 181. 89 389.11 169.28 94.40 1,765.83 1,264.10 551.40 88.12 78.56 72.22 11.61 6.72 1.64 118.63 107.07 91.89 91.11 77.48 46.63 64.82 61.14 21.75 2.10 1.60 57 20.99 19.68 11.99 69.73 64.78 58.91 17.69 7.47 82.20 68.34 39.81 11.68 9.70 7.17 80.93 88.75 69.36 12.00 11.33 5.98 12.62 4.72 2.68 17.84 13.78 3.60 20.12 21.12 7.70 16.19 25.79 15,27 8.00 5.08 0.99 6.78 4.36 2.49 16.70 11.98 4.94 19.39 3.97 37.13 21.30 8.91 6.17 1.69 0.85 38.61 22.26 11.00 0.60 0.70 0.10 , 0.92 1.33 1.10 1.10 1.24 0.17 2.11 0.54 0.15 20.52 6.26 0.84 112. 76 75.39 17.40 81.05 25.06 6.37 223.04 110. 58 9.15 1246.86 354.18 300.38 162.47 117.26 61.76 490. 02 385.36 283.95 369.34 297.50 254.20 = 303.91 291. 16 204.72 117.14 86.40 25.30 122.26 87.39 52.49 155.55 119.24 198.52 < 251. 61 100.44 6 713.41 414.87 303.27 99.22 69.24 63.21 434.68 317.37 232.98 10.60 10.10 2.10 46.24 30.75 17.10 12.39 44.24 3.60 22.91 11.27 7.15 260.18 114. 79 89.04 8 1,015.47 744.80 228.93 644. 64 253. 41 136. 67 i» 2, 498. 74 2,002.81 829. 10 198. 78 198.78 6.00 3.01 3.00 12.37 6.00 3.01 3.00 12.37 115 116 117 118 East South Central: Kentucky 1.00 1.00 119 i?n 3.19 3.77 "3.19 3.77 32.80 4.88 12.41 5.60 32.80 4.88 12.41 5.60 121 ■in 19.3 0.94 a 0.94 174 Alabama 125 1?fl 3.80 0.50 3.30 0.50 0.50 0.92 0.92 127 Mississippi 128 129 130 West South Central: Arkansas 131 13? 0.67 2 0.67 133 T^jis'a"? 134 136 129.55 119.28 129.65 119.28 136 OklaJioma 4.61 0.32 0.26 4.61 0.32 0.26 137 138 0.27 0.27 139 140 12.81 « 12.43 2 0.38 22.25 8.93 6.08 22.25 8.93 6.08 --•■■■■ 141 Mountain: Montena 142 1l3 144 145 146 11.68 2.18 1.65 '3.50 2.18 1.65 8.18 64.07 30.64 23.43 147 148 149 ISO 151 152 1.13 1.00 1.00 163 Idalio. . . . , . 154 16,1 76.54 76.64 156 WyrnniTifr 167 158 159 Nevada 0.50 0.50 160 Utah 161 60.06 33.49 30.20 184.09 125.80 29.64 74.48 59.07 36.90 616.41 638.81 268.65 162 Pacific: WashingtiiTi. , 7.75 7.75 163 164 39.71 19.93 9 39. 71 13.74 24.90 12.17 19.47 12.17 5.43 165 166 Oregon 6.19 167 9.59 9.59 168 Cnlifomia 169 3.81 46.81 6.36 10.86 3.81 13.83 6.36 10.85 32.98 170 99.78 263.02 60.27 263.02 39.51 171 1V2 1 Includes 5 miles leased to steam road. 2 Leased from a bridge company, 3 Includes 2 miles not operated. < Includes 0.58 mile not operated. & Includes 1.06 miles not operated. GENERAL TABLES. DIVISIONS AND STATES: 1912, 1907, AND 1902— Continued. 287 CLAS3IFIKD ACCOBDING TO MOTIVE POWER. Surface. Ele- vated. Sub- way and tun- nels. City and suburban lines. Inter- urban lines. On public thorough- lares. On private right of way. Electric. Cable. Ani- mal. Steam. Other. Total. Line transmission. Other. Overhead trolley. Third rail. Condtiit trolley. 428.53 351.28 296.63 152.59 117.13 57.00 493.21 389.13 283.95 369.31 296.62 248.40 306.63 280.66 173.69 116.26 86.40 25.30 121.94 86.41 49.83 285.10 238.52 192.86 261.56 100.44 704.45 405.82 296.40 99.22 69.24 63.21 467.97 317.37 233.28 10.60 10.10 428.53 351.28 296.63 152.59 117.13 67.00 493.21 389.13 283.95 369.31 296.62 248.40 306.63 280.66 173.69 116.26 86.40 25.30 121.94 86.41 49.83 285.10 238.52 192.86 251.56 100.44 704.45 405.82 296.40 99.22 69.24 63.21 467.97 317.37 233.28 10.60 10.10 12.10 440.63 354.18 300.38 164.84 118.26 61.75 493.21 389. 13 283.96 369.98 297.60 264.20 306.63 291.66 204.72 117.14 86.40 25.30 122.92 87.39 52.49 285.10 238.52 198.52 251.56 100.44 716.65 414.87 303.27 99.22 69.24 63.21 467.97 317.37 234.63 10.60 10.10 2.10 46.24 30.75 17.10 88.93 44.24 3.50 22.91 11.27 7.15 260.18 122.64 89.04 1,035.92 764. 73 228.93 543.86 253.41 136.67 2,604.98 2,013.49 829.10 375.31 65.32 351.56 279.40 266.39 110.06 86.10 61.38 313.25 269.64 253.53 313.99 273.80 235.04 216.04 194.56 134.39 97.92 79.96 24.56 118.45 86.67 61.39 257.09 226.64 193.96 119.77 69.76 521.17 359.87 249.87 75.53 53.86 54.79 315.42 261. 18 223.66 10.35 9.85 2.10 24.54 22.75 14.10 17.09 14.44 3.60 11.91 11.27 6.49 216.55 119. 74 88.66 617.39 410.82 141.33 254.90 166.47 116.51 1,386.70 1,296.65 752.64 89.07 74.78 33.99 54.78 32.16 0.37 179.96 119.49 30.42 66.29 23.70 19.16 90.59 97.10 70.33 19.22 6.44 0.74 4.47 0.72 1.10 28.01 11.88 4.56 131.79 30.68 195.48 65.00 53.40 23.69 15.38 8.42 152.55 56.19 10.87 0.25 0.25 114 2.90 3.75 115 116 12.25 149.84 15.00 117 1.13 4.75 IIS 11» 366.31 126.90 120 :::;;;:::":: 121 122 0.97 0.88 1.80 0.30 342.40 27.88 123 124 4.00 12.5 306.63 ■ia> 11.00 28.00 127 3.03 0.49 1?« 0.39 108.06 9.08 1W» 130 1.31 0.98 0.98 2.66 122.92 132 133 134 271.60 13.50 135 136 5.66 137 143.06 108.50 1.3S 13<* 4.70 6.80 6.87 7.50 2.25 516.92 199.73 140 I'll 14? 91.34 7.88 14^ 144 145 333.92 134.05 146 147 1.25 148 9.50 1.10 149 2.10 151 46.24 30.75 12.00 88.93 44.24 3.50 22.91 11.27 7.15 254.05 122.54 89.04 1,026.31 743.64 214.33 521.03 252.39 132.17 2,564.12 1,973.99 665.96 46.24 30.76 12.00 88.93 44.24 3.50 22.91 11.27 7.15 254.05 122.54 89.04 963.30 693.23 214.33 521.03 252.39 132. 17 2,369.33 1,859.29 665.96 28.82 17.42 21.70 8.00 3.00 71.84 29.80 15' 153 5.10 20.14 68.79 155 157 11.91 3.30 11.00 7.97 11.00 159 0.66 43.63 2.80 0.38 418.53 353.91 87.60 289.74 86.94 20.16 1,218.58 716.84 76.46 160 161 162 163 164 165 166 167 168 169 170 171 172 6.13 170.44 89.74 63.01 50.41 ... 9.61 15.04 14.60 608.04 427.88 6.05 23.61 0.79 243.24 301.40 1.02 2.00 34.05 35.04 85 72 2.60 194.79 114.70 7.11 0.30 1,509.84 1,095.44 '.'.'.'.'.'".'. 4.46 42.37 35.05 • Includes 8.51 miles leased from operating companies. ' Includes 1.82 miles leased from operating companies. ' Includes 1.46 miles not operated. » Includes 0.18 mile not operated and 23.05 miles leased from operating companies >° Includes 26.22 milea leased to steam roads. 288 STREET AND ELECTRIC RAILWAYS. Table 154 ROLLING STOCK- -CARS (NUMBER AND KIND) AND ELECTRIC LOCOMOTIVES, BY GEOGRAPHIC DIVI- SIONS AND STATES: 1912, 1907, AND 1902. Cen- sus. OAKS. Cars equipped with motors. Elec- tric locomo- tives. DIVISION AND STATE. Cen- sus. CABS. Cars equipped motors. Total. Eevenue cars. Serv- ice cars: Work cars, snow- plows, sweep- ers, etc. Total. Eevenue cars. Serv- ice cars: Weft oars, snow- plows, sweep- ers, etc. Eleo- DIViaiON iKB STATE. Pas- senger. Ex- press, freight, mail, and bag- gage. Pas- senger. Ex- press, freight, mail, and bag- gage. trio loco- mo- tives. United States.. 1912 1907 1902 1912 1907 1903 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 94,016 83,641 66,784 76,162 70,016 60,290 7,794 6,669 1,114 10,060 7,956 6,380 173,779 63,517 60,699 277 117 3 East North Central: Ohio 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 6,283 6,690 4,395 2,408 1,699 1,146 8,843 9,330 7,778 2,822 2,382 1,757 1,330 1,181 682 1,139 754 1,083 1,465 1,080 858 2,683 2,657 2,484 64 52 29 5 2 548 618 295 477 334 232 200 212 163 2,186 1,754 1,689 1,464 1,259 1,010 946 1,072 681 537 448 287 326 229 131 276 189 135 6,122 4,774 3,976 1,612 1,374 998 6,272 7,260 7,021 2,268 1,946 1,631 1,012 954 621 1,044 720 1,026 962 853 675 2,326 2,270 2,305 57 48 26 3 2 490 483 282 388 276 207 183 197 161 1,892 1,586 1,487 1,363 1,190 977 794 915 626 473 415 272 279 197 99 214 176 123 366 305 44 328 84 8 1,917 1,384 261 138 98 48 7 6 1 27 2 398 140 41 27 27 27 10 3 1 51 19 10 1 1 163 76 42 8 7 4 33 71 26 24 10 3 24 S 26 45 4 6 795 611 376 468 211 140 654 686 506 416 339 178 311 221 60 68 32 57 105 87 142 331 260 152 7 4 4 2 48 32 12 38 40 15 16 14 12 131 92 60 93 62 29 119 86 30 40 23 12 22 27 7 17 9 6 6,172 4,296 3,188 1,546 1,393 818 5,777 6,469 3,316 2,119 1,660 1,466 916 891 599 1,080 736 814 828 704 535 2,429 2,242 1,932 34 26 25 3 TrifliaTia 6 Geogeaphic DmsroNs: Mflw F.njrlanfl 13,845 12,774 11,500 30,507 27,884 23,263 21,686 20,282 15,758 6,405 5,300 4,954 6,923 6,002 4,604 2,675 2,361 1,970 2,493 1,816 1,279 1,526 1,030 690 7,956 6,192 2,766 11,618 10,758 9,979 26,821 24,623 21,340 16,286 16,307 14,146 5,291 4,652 4,497 6,061 6,414 4,290 2,286 2,104 1,802 2,246 1,697 1,205 1,064 800 619 4,489 3,663 2,412 340 355 205 635 850 241 2,756 1,877 352 613 191 79 349 232 128 115 63 26 29 IS 6 240 109 10 2,817 1,987 67 1,887 1,663 1,316 3,061 2,411 1,682 2,644 2,098 1,260 601 457 378 513 356 186 274 204 142 218 104 68 222 121 61 660 542 287 12,788 9,049 10,569 24,690 23,754 18,627 15,530 13,709 9,386 5,258 4,365 3,699 6,524 4,887 3,746 2,130 1,918 1,444 2,136 1,669 1,050 916 737 571 4,807 3,539 1,607 22 15 39 19 56 21 2 32 10 11 3 1 3 2 5 1 10 6 99 41 Middle Atlantic... Illinois. 2 28 10 2 East North Central. West North Central 2 3 South Atlantic West Noeth Centkal: 1 East South Central. Iowa 1 22 West South Central Missouri 5 Mfti^Tit^^iTi North Dakota South Dakota Nebraska. 3 Pacific New England: 794 658 698 368 363 287 155 159 105 9,116 8,873 8,310 1,219 1,171 820 2,193 1,550 1,380 18,073 15,813 14,040 3,061 2,930 2,165 9,373 9,141 7,058 619 484 476 304 303 244 119 126 80 7,877 7,612 7,275 976 952 708 1,823 1,279 1,196 16,095 14,251 12,978 2,697 2,566 1,942 8,029 7,807 6,420 80 63 33 4 4 2 8 11 7 121 91 94 84 87 21 43 99 48 428 425 181 7 13 9 200 412 61 195 111 89 60 56 41 28 22 18 1,118 1,170 941 159 132 91 327 172 136 1,550 1,137 881 357 352 214 1,144 922 587 570 490 469 347 304 234 137 112 90 8,447 6,952 7,801 1,120 812 762 2,167 2 1,379 1,213 14,177 13,002 10,222 2,600 2,832 1,956 7,913 7,920 6,450 8 8 2 1 2 5 2 5 4 30 12 1 4 8 3 485 441 271 377 213 147 200 208 156 1,690 1,685 1,533 1,021 808 638 763 749 461 461 364 276 270 191 84 225 169 106 2 Mahie... 'K'HP^a'' I New Hampshire... South Atlantic: 1 Massachusetts Rhode Island Connecticut District of Columbia Virginia. . 2 1 1 Middle Atlantic: New York West Virginia North Carolina South Carolina 1 1 2 1 1 4 New Jersey Peimsylvania 1 Includes 21 gasoline-motor cars. 3 Revised to exclude idle motor equipment. GENERAL TABLES. 289 Table 164 — ROLLING STOCK— OARS (NUMBER AND KIND) AND ELECTRIC LOCOMOTIVES, BY GEOGRAPHIC DIVI- SIONS AND STATES, 1912, 1907, AND 1902— Continued. Cen- sus. CAKS. Cars equigged motors. Elec- tric locomo- tives. DIVISION AND STATE. Cen- sus. CABS. Cars equigged motors. Total. Revenue oars. Serv- ice cars: Work ears, snow- plows, sweep- ers, etc. Total. Revenue cars. Serv- ice cars: Work cars, snow- plows, sweep- ers, etc. Elec- DmSION AND STATE. Pas- senger. Ex- press, freight, mail, and bag- gage. Pas- senger. Ex- press, freight, mail, and bag- gage. tric loco- mo- tives. South Atlantic— Con. 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1908 1913 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1912 1907 1902 730 618 497 269 221 111 1,010 879 976 872 747 m sm «$S 370 197 139 49 287 212 135 747 631 670 300 146 1,159 827 474 645 549 454 228 189 101 850 808 889 806 684 555 475 488 311 15S 12* 47 250 202 130 681 699 626 257 117 1,058 779 449 29 33 17 22 25 6 30 11 2 2 6 3 65 35 21 28 2 4 1 2 2 1 8 8 15 5 4 66 36 26 19 7 4 130 60 85 64 58 17 68 73 38 14 13 2 33 9 3 64 31 44 35 21 86 43 21 667 632 403 227 181 85 879 750 704 722 649 470 388 405 233 141 114 37 236 182 89 722 566 695 226 112 952 709 366 1 1 2 2 1 3 1 1 Mountain: 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1912 1907 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 ieo2 160 126 109 785 631 393 11 13 8 41 27 19 42 23 3- 22 11 7 454 198 168 1,904 1,762 431 1,400 670 279 4,662 3,760 2,056 139 108 90 551 474 362 10' 12 8 37 27 17 37 22 3 20 9 6 261 161 149 976 791 312 722 466 250 2,791 2,406 1,850 1 4 9 163 98 1 i' 20 14 10 71 69 40 1 128 96 79 460 418 345 11 13 Florida East South Centeal: !E.ezitucky . . New Mexico 1 i 4 35 24 12 41 23 3 12 11 7 218 156 132 1,336 719 288 662 433 200 2,809 2,387 1,139 Idaho . 3 6 2 2 AlftbapiR Wyoming 73 816 837 14 494 179 6 1,507 971 48 2 2 1 120 47 9 112 134 105 184 25 24 354 383 158 Mi'ssi'^^'irri . Nevada. West South Centeal: Utah.. 8 3 Pacific; Washington Oregon 28 22 oiria>tnT"a California 7 Tpiras 15 58795°— 15 19 290 STREET AND ELECTRIC RAILWAYS. Table 155.— ROLLING STOCK— OARS (NUMBER, KIND, AND EQUIPMENT IN DETAIL) 40 DIVISION AND STATE. United States.. . Geographic divisions: New England Middle Atlantic East North Central. West North Central. South Atlantic East South Central. "West South Central. Mountain Pacific New England: Maine New Hampshire Vermont Massachusetts Rhode Island Connecticut Middle Atlantic: New York New Jersey Pennsylvania East Nobth Central: Ohio Indiana Illinois Michigan Wisconsin West North Central: Minnesota Iowa Missouri North Dakota South Dakota Nebraska Kansas South Atlantic: Delaware Maryland District of Colunabia Virginia West Virginia North Carolina South Carolina Georgia Florida East South Central: Kentucky Tennessee Alabama Mississippi West South Central: Arkansas Louisiana Oklahoma Texas Mountain: Montana Colorado New Mexico Arizona Idaho Wyoming Nevada Utah Pacific: Washington Oregon California Aggregate number. 94,016 13, 845 30,507 21,686 6,405 6,923 2,675 2,493 1,526 7,956 794 368 155 9,116 1,219 2,193 18,073 3,061 9,373 6,283 2,408 8,843 2,822 1,330 1,139 1,465 2,683 64 29 648 477 200 2,186 1,454 946 537 325 276 730 2G9 1,010 872 696 197 287 747 300 1,159 160 785 11 41 42 22 11 454 1,904 1,400 4,652 Revenue. Total. 83, 956 11,958 27,456 19, 042 5,804 6,410 2,401 2,275 1,304 7,306 599 308 127 7,998 1,060 1,866 16,523 2,704 8,229 6,488 1,940 8,189 2,406 1,019 1,071 1,360 2,352 57 25 600 439 184 2,055 1,361 827 497 303 259 674 250 630 183 254 683 265 1,073 140 714 10 37 40 20 9 334 1,792 1,216 4,298 Total. 76, 162 11,618 26,821 16,286 5,291 6,061 2,286 2,246 1,064 4,489 519 304 119 7,877 976 1,823 16,095 2,697 8,029 6,122 1,612 6,272 2,268 1,012 1,044 962 2,325 57 25 490 183 1,892 1,353 794 473 279 214 645 228 850 806 475 155 250 681 257 1,058 139 651 10 37 37 20 976 722 2,791 Passenger. Closed. 48, 123 5,479 17,381 12,185 4,342 3,195 1,668 1,680 454 1,949 223 139 55 ;,650 625 887 9,810 1,960 6,611 3,267 845 6,539 1,649 886 1,026 629 2,021 21 11 353 281 90 693 902 613 265 149 167 423 93 699 530 353 76 123 647 151 659 7 10 26 16 9 200 630 574 745 Open. 18,993 5,680 6,498 3,064 758 1,921 493 323 176 180 260 164 65 3,731 447 923 3,590 716 2,192 1,259 550 685 470 100 11 302 177 35 5 134 94 674 451 218 157 120 36 157 128 80 269 110 34 75 24 66 168 16 112 52 Combination. Closed and open. with bag- gage, ex- press, freight, or mail. 7,985 535 2,725 511 147 867 208 330 413 2,249 487 .... 2,587 15 123 352 1 21 127 10 7 123 10 696 146 7 12 43 50 9 32 239 3 387 2 15 3 285 16 1,001 24 217 526 44 78 27 13 21 111 108 6 103 244 216 27 22 17 29 25 Included with passenger. Prepay- ment. 16,012 104 6,471 4,816 2,046 971 912 628 28 1,037 101 Parlor, sleeping, dining, and private. Express, freight, mail, and 2,290 1,113 2,068 1,241 47 2,791 477 269 162 1,513 271 94 10 186 416 173 2 8 33 100 44 426 436 4 47 62 72 494 131 140 766 149 7,794 340 635 2,756 513 349 116 29 240 2,817 80 4 8 121 84 43 428 7 200 1,917 138 7 1 163 8 33 24 24 45 29 22 1 163 816 494 1,607 GENERAL TABLES. AND ELECTRIC LOCOMOTIVES, BY GEOGRAPHIC DIVISIONS AND STATES: 1912. 291 CARS— continued. Electric loco- motives. Service cars: Work cars, snowplows, sweepers, etc. Cars classified according to equipment. Brakes. Motors: number of cars equipped with— Cable. Hand brakes ex- clusively. Other types of brakes, including air brakes. Electric motors. Included with preceding. Gasoline motors. Total. One motor. Two motors. Three motors. Four motors: More than four motors. Storage battery. Gas- electric. 10,060 40,304 53,360 73,758 1,207 45,996 749 26,784 22 98 9 21 268 277 1 1,887 3,051 2,644 601 513 274 218 222 650 8,080 13,327. 7,107 1,931 4,832 1,653 1,675 474 1,225 5,758 17,085 14,445 4,457 2,031 998 814 1,046 6,727 12,786 24,690 16,527 5,258 5,618 2,130 2,131 916 4,802 960 70 41 5 30 20 37 22 22 7,364 17,882 8,416 2,222 4,210 1,466 1,749 465 2,222 9 565 113 9 42 6 4,449 6,163 6,951 3,022 1,236 638 345 422 2,568 4 10 6 2 22 39 56 32 11 3 5 10 99 1 92 18 4 9 2 26 3 3 4 9 fi 6 e « 7 5 H 5 2 9 5 209 1(1 195 60 28 1,118 159 327 1,550 357 1,144 795 468 654 416 311 68 105 331 7 4 48 38 16 131 93 119 40 22 17 56 19 130 64 66 14 33 64 35 86 20 71 1 4 2 2 2 120 112 184 354 563 160 102 5,942 476 847 8,512 1,286 3,529 2,319 1,042 2,469 489 798 124 617 548 62 29 267 294 174 1,452 1,285 522 237 272 263 497 150 633 676 332 112 214 517 185 759 37 223 11 22 10 13 4 164 618 89 618 241 208 63 3,167 743 1,346 9,489 1,773 5,823 3,941 1,347 6,379 2,246 532 1,006 848 2,127 2 " 570 347 137 8,445 1,120 2,167 14,177 2,600 7,913 5,172 1,546 6,774 2,119 916 1,080 828 2,429 34 25 485 377 200 1,690 1,020 763 461 270 225 663 226 879 722 388 141 236 722 226 947 128 460 11 35 41 12 11 218 1,336 662 2,804 2 30 342 167 95 6,191 601 1,068 11,452 1,020 5,410 3,108 1,002 2,362 1 1,691 ' 253 77 614 780 31 24 414 ' 282 191 1,091 863 693 309 232 172 673 186 649 547 264 116 216 692 167 674 1 97 209 10 25 14 8 9 93 233 615 1,474 226 145 42 2,319 618 1,099 2,229 1,663 2,371 2,012 618 3,340 422 669 1,000 214 1,642 1 1 71 93 9 598 132 166 152 23 32 87 37 311 175 132 20 16 22 68 250 25 233 1 7 27 4 8 2 2 5 5 11 3 2 12 13 927 1 6 2 2 14 15 16 40 11 19 16 5 14 3 3 2 447 6 112 30 21 68 3 1 1 9 88 30 1 8 16 6 28 3 3 17 IS 1 6 4 18 4 19 20 21 3 27 23 ?4 9> 4 25 22 7 ?« 2 £ 2 5 27 28 ?<) 281 193 26 734 189 401 294 63 12 231 91 377 296 264 61 72 229 113 400 123 666 2 1 .W 1 1 31 1 1 1 32 1 23 4 33 2 1 2 1 1 2 4 1 34 2 35 36 1 21 3 3 18 14 37 3 38 4 1 3<» 40 1 41 2 1 4? 2 43 6 21 2 1 44 5 8 1 23 5 12 4'i 46 3 1 47 6 ^S 1 4 41 2 2 nn •il 19 32 9 7 300 1,386 1,311 4,030 3 'T' ■iS 14 2 'i'i 125 1,101 8 28 22 49 "ifi 2 77 f^ l-l? 1,310 "iS 1 20 6 132 nt 1 292 STREET AND ELECTRIC RAILWAYS. Table 166.— TRAFFIC STATISTICS— PASSENGERS, CAR MILEAGE, AND CAR HOURS, 4 5 « 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 23 29 30 DrVISION AND STATE. TTiiiTED States. Gbogbaphic divisions: New England... Middle Atlantic . East North Central. . West N(»th Central. South Atlantic East South Centoal. . West South Cfflitral. . Mountain. Census. New ENGI.AND: Maine. New Hampshire . Vermont. Massachusetts. Bhode Island. Connecticut. Middle Atlantic: New York. . New Jersey. PennsylTania East Noeth Central: Ohio. Indiana. Illinois. Michigan. 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 U02 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1902 1907 1902 Number oi operat- ing com- panies. 1975 2 945 SS17 91 121 141 246 249 220 222 220 181 85 73 6 60 107 101 SO 45 40 34 79 60 32 Miles of track operated. 40 101 101 24 26 26 121 122 141,064.82 2 34,381.61 8 22,572.62 5,294.55 4,874.04 4,008.32 10,043.03 8,829.98 6,152.10 11,809.69 10,335.97 6,074.60 3,098.62 2,508.36 61,740.72 2,962.28 2,294.23 1,670.15 1,287.26 1,064.69 768. 17 1,376.23 841.22 554.28 1,007.32 601.39 409.48 4, 185. 84 3,031.63 1,194.70 NUaiBEB OF PASSENGERS CARRIED. Total. 536. 38 424. 06 331.55 246.26 247. 10 167.65 102.85 124.31 80.55 3,010.48 2,877.50 2,521.18 395.71 419.92 328. 90 1,002.87 781. 15 578.49 4,605.44 3,884.74 2,809.91 1,319.85 1,324.12 861.28 4,117.74 3,621.12 2,480.91 4,069.12 3,762.69 2,353.43 2,301.34 1,932.93 646.66 3,125.84 2,774.67 1,635.20 1,507.26 1,275.03 1,022.81 806.13 590. 65 416. 60 12,135,341,716 9,533,080,766 5,836,615,296 1,380,035,701 1,135,157,592 805,313,496 4,125,221,246 3,512,933,679 2,331,783,405 2,968,575,745 2,140,712,142 1,247,083,945 1,063,762,274 829, 769, 949 460,458,235 791,277,464 622,578,893 375,902,496 342,143,945 280,303,039 134,029,544 330,702,628 223,797,205 100,286,371 185,383,120 139,506,114 74,231,588 948,239,693 648,322,153 307,526,216 53,184,598 40,657,875 27,506,582 26,651,471 22,020,103 12,234,120 8,761,648 7,460,680 4,561,523 974,688,684 814,686,310 605,258,939 109,378,667 104,273,001 62,394,165 207,370,633 146,159,623 93,358,167 2,473,872,433 2,123.242,239 1,424,915,703 452,964,664 345,202,699 228,082,103 1,198,384,149 1,044,488,841 678,785,599 814,481,364 608,599,667 356,788,221 211,469,425 169,110,331 80,974,221 1,395,234,949 993,589,254 590,598,228 371,396,806 237,073,769 140,440,783 175,993,201 132.339.221 78,282,492 Revenue. 9,545,554,667 7,441,114,508 4,774,211,904 1,051,161,737 875,115,527 642,546,769 3,513,720,591 2,839,019,161 1,975,982,220 2,159,620,746 1,607,894,497 991,335,624 787,301,146 615,630.852 352,665,327 616,724,741 487,981,528 297,198,541 268,785,533 220,887,485 117,841,573 270,745,675 193,338,141 92,262,288 154,224,248 113,304,063 61,908,903 723,270,250 487,943,254 242,470,669 Transfer. 47,049,038 36, 730, 146 25,496,164 23,673,362 20,086,690 11,304,908 8, 135, 725 7,103,082 4,274,806 705,918,383 597,469,848 461,745,615 94,085,390 91,171,989 62,279,165 172,299,839 122,553,772 77,447,101 2,126,964,018 1,657,686,801 1,144,491,509 356,858,007 269,099,070 188,976,899 1,029,898,566 912,233,290 642,513,812 632,332,134 480,843,805 285,434,579 173,019,238 137,547,183 66,255,767 932,667,608 703,493,137 463,190,986 286,955,619 183,239,012 113,916,992 134,646,147 102,771,360 62,537,300 2,423,918,024 1,995,6.58,101 1,062,403,392 311,827,039 254,470,689 162,766,737 677,219,067 645,301,252 355,801,185 756,840,810 609,117,585 255,748,321 264,945,769 206,192,666 107,792,908 163,321,953 125,024,241 78,703,955 66,038,851 63,285,642 16,187,971 53,552,763 27,030,374 8,024,083 27,730,485 23,906,697 12,322,685 202,441,287 151,328,955 65,065,647 3,787,891 2,011,418 2,708,290 1,704,139 929,212 517,841 357,598 286,717 257,021,576 213,574,726 143,613,324 13,924,508 11,589,102 115,000 32,645,832 23,467,233 15,911,066 336,017,654 455,906,610 280,424,194 86,315,721 69,329,479 39,105,204 154,885,692 120,065,163 36,271,787 172,227,558 122,195,401 71,353,642 33,462,108 27,277,769 14,718,454 435,752,683 283,335,431 127,407,242 75,170,049 47,410,475 26,523,791 40,228,412 28,898,509 15,745,192 Free. 165,869,025 96,308,157 6) 17,046,925 5,671,376 34,281,5 28,613,2 52,114,189 23,700,060 11,615,369 7,946,431 11,230,770 9,573,124 7,319,561 6,129,912 6,404,190 3,428,690 3,428,387 2,295,354 22,528,056 9,049,944 1,126,568 269,819 229,274 108,082 11,748,725 3,541,736 1,368,769 1,611,910 2,424,962 148,618 10,890,761 9,648,828 9,790,936 6,774,050 13,599,891 12,190,388 9,921,672 5,560,361 4,988,079 4,285,379 26,814,658 6,760,686 9,271,138 6,424,282 1,118,642 1 Includes 2 companies representing 18. 51 miles of track operated , oarryini; freight only 2 Includes 1 company representing 15 miles of track operated, carrying freight only 3 Includes 6 companies representing 80.14 miles of track operated, which tailed to tuinish passenger statistics, or carried freight only. GENERAL TABLES. BY GEOGKAPHIO DIVISIONS AND STATES: 1912, 1907. AND 1902. 293 REVENTTE CAB MILES. Total. 1,921,620,074 1,617,731,300 1,144,430,466 191,451,065 176,730,085 145,300,636 663,588,817 571,192,811 420,186,221 474,239.256 403,817,479 274,890,992 152,346,875 127,231,467 91,956,441 124,691,004 105,825,575 80,327,931 68,056,424 49,264,244 32,692,996 61,616,556 46,122,447 30,543,662 30,149,835 23,372,469 13,859,274 165,580,241 114,174,723 54,672,313 Passenger caxs. l; 885, 870, 157 1,583,831,199 1,120,101,944 188,654,259 173,312,851 142,910,777 658,874,277 564,980,273 402,670,447 461,620,512 392,858,725 272,763,594 150,077,714 126,069,386 91,363,621 122,989,023 104,955,444 79,409,639 57,462,686 48,577,842 32,653,960 61,086,645 45,464,447 30,489,844 29,897,485 22,978,762 13,817,794 155,307,556 104,633,469 54,222,268 Express, mail, and freight 35,749,917 33,900,101 24,328,522 2,896,807 3,417,234 2,389,859 4,714,640 6,212,538 17,615,774 12,618,744 10,958,754 2,127,398 2,269,161 1,162,081 592,820 1,601,981 870,131 918,292 593,738' 686,402 139,036 529,911 658,000 53,818 252,350 393,707 41,480 10,272,685 9,541,254 450,045 COMPANIES EEPOETma EETENDE CAB HOUEa. Number of com- panies. 734 390 85 81 83 236 199 196 172 94 83 64 31 95 85 43 40 35 22 76 41 21 35 15 7 53 62 21 Revenue passengers carried. 9,075,785,815 6,401,840,576 2,176,886,659 1,045,799,694 673,592,890 520,109,110 3,442,612,865 2,739,389,161 171,882,189 1,864,265,520 1,225,717,593 762,512,703 786,475,592 692,237,640 312,959,874 600,168,042 273,663,022 125,619,466 265,607,299 167,080,195 80,213,017 266,688,939 189,930,142 80,875,281 108,340,232 69,168,514 38,974,727 705,827,632 471,161,429 83,840,192 Eevenue car hours. Total number. 190,478,140 161,338,944 65,869,342 19,639,455 14,348,466 14,214,264 67,971,951 60,836,678 6,899,909 40,806,316 32,614,702 22,106,603 16,355,142 13,203,237 8,286,197 14,201,650 7,277,269 4,038,197 6,638,414 4,421,298 4,634,747 7,020,648 5,097,144 3,173,219 2,361,962 1,537,628 1,002,814 15,682,702 12,002,522 2,613,392 Express, mail, and freight cars. 187,590,223 148,678,052 65,403,287 19,264,804 14,006,608 14,058,245 67,276,969 60,261,185 6,879,870 3,9,797,448 31,657,393 21,963,067 16,116,252 13,080,025 8,232,507 13,967,241 7,190,076 4,023,199 6,477,336 4,340,440 4,596,168 6,970,848 5,062,162 3,164,941 2,352,578 1,503,245 1,002,814 15,367,747 11,687,919 2,482,496 2,887,917 2,660,892 466,065 374,651 342,858 156,019 694,982 676,493 20,039 1,008,868 1,057,309 143,646 123,212 63,690 234,309 87,194 14,998 61,078 80,858 38,589 49,800 44,982 8,278 9,384 34,383 214,955 314,603 30,896 ATEBAQE NUMBER OP EEVENUE PASSENGEES — Per mile ottracl^ 232,666 216,622 212,259 198,636 179,646 160,368 349,867 321,620 321,188 183,142 156,789 163,773 264,081 246,432 207,484 208,193 212,699 179,258 208,947 207,466 163,406 196,730 229,831 166,454 163,104 188,404 162,711 172,790 160,951 202,965 Per revenue car mile. Per revenue passenger car hour. 5.06 4.70 4.28 6.67 5.05 4.50 5.33 6.02 4.91 4.68 4.09 3.63 6.25 4.88 3.86 6.01 4.66 3.74 4.68 4.65 3.62 4.43 4.25 3.03 6.16 4.93 4.48 4.66 4.66 4.47 48.38 43.06 33.28 64.28 48.09 37.00 61.17 46.46 29.23 46.69 38.84 34.72 48.80 46.28 42.97 38.06 31.20 41.01 38.49 17.45 33.26 37.69 26.55 46.06 46.01 45.93 40.31 33.77 4 5 6 7 S 9 10 11 12 13 14 16 16 17 18 19 20 21 23 25 26 27 28 29 30 31 32 34 36 3& 37 38 40 41 42 43 44 46 46 47 48 49 60 61 62 65 66 67 68 59 60 61 62 63 64 65 67 70 71 72 11,121,224 9,074,069 6,815,671 4,726,181 4,776,654 3,214,879 1,776,244 1,810,863 1,412,528 125,893,579 118,671,649 101,373,975 15,086,155 15,737,978 12,296,893 32,846,683 26,658,982 20,186,690 411,007,777 336, 783, 703 251,312,176 60,994,398 65,658,531 35,372,346 191,586,642 178,750,577 133,501,699 137,547,824 124,480,321 83,996,438 47,879,465 41,369,611 21,096,357 201,026,579 170,332,063 121,142,474 61,189,274 45,836,200 33,046,839 26,596,114 21,799,284 15,609,884 10,560,279 8,802,670 6,389,760 4,705,228 4,656,629 3,214,611 1,727,407 1,771,987 1,288,965 125,062,538 117,168,135 100,115,307 14,731,612 15,335,805 12,173,911 31,777,195 25,577,625 19,728,233 408,691,799 332,606,950 234,279,043 60,929,169 55,029,951 36,355,733 189,253,309 177,443,372 132,935,671 132,444,038 120,696,365 83,135,144 45,720,000 39,504,604 20,931,788 197,750,090 166,646,747 120,835,074 59,233,006 44,388,125 32,333,464 26,473,378 21,722,884 15,528,124 573,945 271,399 425,921 20,953 120,025 48,837 38,866 123,563 831,041 1,503,414 1,258,668 353,543 402,173 122,982 1,068,488 1,081,367 458,457 2,315,978 4,276,753 17,033,133 65,229 628,680 16,613 2,333,333 1,307,205 666,028 6,103,786 3,883,956 861,294 2,159,465 1,865,007 163,669 3,276,489 3,686,316 307,400 1,956,268 1,448,075 713,376 122,736 76,400 81,760 16 100 93 10 23 15 7 113 91 51 47,045,303 20,994,682 12,510,845 23,673,362 17,310,221 5,241,124 4,311,514 993, 148 959,210 704,384,286 532,280,812 428,650,827 94,085,390 90,715,622 651,276 172,299,839 11,298,405 72,196,828 2,068,884,824 1,651,300,284 34,793,948 356,865,814 243,076,632 19,794,395 1,017,862,227 846,012,235 117,293,846 350,683,612 292,606,636 145,116,450 169,281,684 132,470,602 36,719,137 918,406,869 643,214,662 430,296,986 286,317,588 57,737,109 92,325,111 130,575,967 99, 688, 785 59, 055, 019 1,140,928 554,707 456,023 495,171 443,367 161,145 100,890 37,003 47,981 12,744,981 11,281,728 11,287,251 1,759,107 1,782,707 36,600 3,398,378 248,954 2,226,364 39,241,635 35,767,446 1,620,117 6,788,325 5,443,917 700,478 21,941,991 19,625,316 3,679,314 9,188,940 8,114,202 4,642,664 4,201,242 3,923,040 1,636,344 18,669,459 16,687,877 12,014,959 6,126,437 1,656,067 2,325,843 2, 620, 238 2,233,526 1,587,893 1,057,073 617,402 379,444 492,691 414,060 161,146 98,340 35,763 45,164 12,617,068 11,066,616 11,244,744 1,718,345 1,729,046 29,200 3,281,387 243, 731 2,198,648 38,840,011 35,295,886 1,607,367 6,781,275 5,442,097 697,838 21,666,683 19,523,202 3,674,665 8,818,031 7,843,696 4,595,702 4,004,263 3,734,879 1,622,321 18,479,732 16,149,124 11,990,052 5,885,373 1,607,346 2,267,089 2,610,049 2,222,349 1,587,893 83,856 37,305 76,679 2,680 29,317 2,650 1,240 2,817 127,913 216,112 42,607 40, 762 63,661 7,300 116,991 6,223 26,816 401,624 4n,569 12,750 7,050 1,820 2,640 286,308 102,114 4,649 370,909 270,607 46,862 196,979 188,161 13,023 189,727 638, 763 24,907 241,064 48, 711 58, 764 10(189 11,177 87,716 86,616 76,897 96,132 81,290 67,432 79,103 57,140 63,070 234,487 207,636 182,822 237,763 217,118 189,366 171,807 166,889 134,194 481,837 426,718 407,306 270,378 203,229 219,414 250,113 251,920 258,983 165,398 127,793 121,284 75,182 71,160 102,458 300,066 254,919 287,036 190,382 143, 713 111,376 167,028 173,997 160,150 4.46 4.17 3.99 5.03 4.31 3.62 4.71 4.01 3.32 6.64 6.10 4.61 6.39 6.95 6.12 6.42 4.79 6.20 4.99 4.89 6.35 6.44 5.14 4.83 4.77 3.99 3.43 3.78 3.48 3.17 4.72 '4.22 3.83 4.84 4.13 3.62 6.09 4.73 4.03 44.61 40.68 32.97 48.06 41.81 32.52 43.84 27.77 21.24 65.83 48.10 38.11 54.75 52.47 22.30 62.61 46.36 32.84 63.27 46.78 23.08 52.48 44.67 28.36 4700 43.28 32.16 39.77 37.30 31.68 42.28 35.47 23.46 49.70 39.83 35.81 48.48 36.92 40.72 60.03 44.86 37.19 * Not reported separately. ' Includes 1 company in South Dakota with 2 miles of track operated, which failed to furnish passenger statistics. 294 STREET AND ELECTRIC RAILWAYS. Table 156.— TRAFFIC STATISTICS— PASSENGERS, OAR MILEAGE, AND CAR HOURS, DITI3I0N AND STATE. Census. Number of operat- iag com- panies. Miles of track operated. NTTMBER OF PASSENGERS CABBIED. Total. Revenue. Transfer. Free. r 95 ■96 ■97 fl8 99 100 101 102 103 104 105 106 107 108 109 110 111 112 113 114 115 116 117 118 119 120 121 122 123 124 125 126 127 128 129 130 131 132 133 134 135 136 137 138 139 140 141 West Noeth Centeal: Minnesota Iowa. Missouri.. North Dakota. South Dakota. Nebraska Kansas. South Atlantic: Delaware Maryland. District of Columbia. . Virginia. West Virginia. North Carolina. South Carolina. Georgia.. Florida. East South Central: Kentucky Tennessee. Alabama. Mississippi. West South Centbal: Arkansas Louisiana.. Oklahoma. Texas.. 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1912 1907 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1903 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1912 1907 1902 555. 18 457. 15 338. 17 803.87 639.84 378.25 996.00 921.67 758.38 26.02 16.09 "21.59 5.00 243.80 218. 73 113. 66 452.16 249.88 150.26 90.37 95.93 85.61 692.51 536. 18 437.84 214.23 176.03 161.97 561.86 515.54 359.30 404.98 265.41 140.00 190.26 106. 44 46.32 202.60 131. 26 76.98 440.63 349. 18 300. 38 164.84 118. 26 61.75 493. 21 389. 13 283.95 370.28 297.50 254.20 306.63 291. 66 204. 72 117. 14 86.40 25.30 122. 92 87.39 52.49 285.10 238.52 198. 52 251. 56 100.44 716. 65 414. 87 303. 27 249,490,524 175,451,502 90,698,793 109,450,938 73,611,748 44,076,534 575,813,719 492,716,513 290,092,823 3,078,958 2,105,860 1,748,284 125,615 82,867,689 61,731,806 27,619,604 41,312,262 24,027,005 7,970,581 21,881,379 19,282,805 11,440,702 259,978,572 211,402,192 135,625,650 153,887,045 130,490,524 90,203,941 114,601,299 88,614,999 52,369,902 56,226,800 44,616,042 22,183,794 25,500,960 15,858,622 6,783,695 21,567,797 18,277,936 10,748,724 103,592,240 71,820,439 37,004,361 34,041,372 22,215,334 9,541,727 132,217,034 107,798,494 61,683,130 122,188,294 99,268,212 45,476,511 74,889,360 62,923,421 23,741,963 12,849,267 10,312,912 3,127,940 28,168,102 20,916,339 7,835,569 117,037,478 94, 785, 724 60,285,120 25,491,981 11,089,973 160,005,067 97,005,169 32,165,682 136 73; 402. 346; 211, 186, 152! 99; 114, 91: 66; 91 77: 44; 52, 42, 21, 21 14; 5; 17. 15; 918,421 122,311 236,612 417,773 439,860 559, 689 209,826 361,741 808,737 861,707 871,994 656,744 125,515 709,312 323,061 228,325 527,363 386,380 832,064 023,562 723,757 956,559 828,016 208,326 989,552 099,618 569,066 162,321 980,005 300,268 275,661 841,464 749,821 706, 870 241,446 086,161 337,367 872,934 694,635 056,818 601,456 700,459 463,851 236,240 889,055 249,542 512,260 858,931 293,852 896,498 746,986 697, 835 493,698 197,482 748,871 883,077 084,086 101,015 24, 17; 6 94 85' 55; 22, 9, 130, 81 3o: 304,436 145,387 880, 479 052,645 193,632 343,843 120,519 502, 472 268,075 496,650 037,966 61 39 17, 13, 11, S, 167, 140, 78, 611,666 168,456 462,181 117,251 114,440 516, 945 213,033 454.246 284,086 195,391 81,711 17,570,540 11,975,339 6,391,179 6,166,177 3,256,319 1,138,517 3,498,863 3,227,211 1,484,143 69,914,407 55,614,404 36,636,098 39,078,631 38,439,924 24,041,620 20,704,367 9,531,818 8,094,241 2,334,154 1,183,122 476,924 3,605,985 1,652,848 1,446,328 2,894,271 2,104,371 1,691,906 15,180,307 10,154,556 4,540,610 6,110,968 3,115,987 1,292,186 26,903,064 20,545,140 5,389,278 27,368,078 22,829,867 9,778,676 10,321,925 8,842,346 993,092 1,445,784 1,068,289 26,925 3,072,453 3,078,670 955,090 21,355,874 8,045,350 4,941,277 2,982,221 1,563,932 26,142,215 14,342,422 2,127,716 960,437 170,735 2,915,914 1,057,448 6,390,860 5,900,526 21,860 687,737 433,416 628,722 384,306 358,954 331,837 3,236,149 3,519,462 708,796 481,644 1,916,927 1,782,913 1,051,182 683,099 653,529 119,623 800,592 478,930 1,810,477 1,965,424 694,164 210,292 1,801,710 1,394,423 2,923,718 2,691,359 2,073,727 1,883,593 520,406 160,537 791,213 1,628,959 1,546,742 389,241 23,569 3,594,777 1,166,097 GENERAL TABLES. BY GEOGRAPHIC DIVISIONS AND STATES: 1912, 1907, AND 1902— Continued. 295 REVENUE CAB MILES. Total. 32,793,134 24,370,694 15,692,887 22,122,186 17,128,619 11,809,254 72,573,075 69,137,991 55,762,991 660,451 389,218 474,292 48,600 12,613,274 10,356,712 6,273,945 11,110,464 6,799,633 2,417,364 3,967,217 4,013,211 3,006,798 34,438,526 29,351,027 24,832,662 18,668,418 19,385,292 16, 139, 141 19,902,981 18,096,361 12,335,072 11,706,784 8,296,777 6,734,171 5,997,546 3,868,204 1,676,978 4,637,872 3,825,478 2,620,231 19,217,358 14,600,261 10,733,429 6,144,302 4,388,974 2,349,449 22,274,394 18,750,421 15,477,507 18,936,984 16, 928, 762 10,138,603 13,313,460 11,785,298 6,152,896 3,532,596 2,799,763 923,990 5,593,487 4,331,294 2,144,776 21,812,319 20,506,652 18,594,869 6,142,726 2,479,202 28,068,024 18,805,299 9,804,017 Express, mail, and freight cars. 32,687,433 24,370,694 15,692,887 20,908,972 16,047,266 11, 688, 888 72,094,367 68,615,923 55,326,272 657,058 389, 218 474,292 48,600 12,414,530 10,248,974 6,238,210 10,841,072 5,748,711 2,417,364 3,957,461 3,991,161 2,969,238 33,810,936 28,963,767 24,238,490 18,664,716 19,377,792 16,082,204 19,541,487 17,960,718 12,304,104 11,507,300 8,247,777 6,734,171 6,890,872 3,809,645 1,629,299 4,644,233 3,805,370 2,502,844 19,013,795 14,488,830 10,690,826 6,068,223 4,310,384 2,258,463 21,998,513 18,346,627 15,451,572 18,898,337 15,884,612 10,134,919 13,041,770 11,564,680 6,043f479 3,624,066 2,792,923 923,990 5,585,314 4,329,034 2,144,196 21,794,369 20, 174, 162 18,694,869 6,104,688 2,400,668 27,602,276 18,500,683 9,760,779 105,701 1,213,213 481,353 120,366 478,718 522,068 436,719 3,393 198,744 107,738 35,735 269,392 60,922 9,756 22,050 37,660 627,690 387,260 694, 172 3,702 7,500 56,937 361,494 135,633 30,968 109,484 49,000 COMPANIES BEPOETINQ EEVENTTE CAB HOTJES. 106,674 58,559 47,679 13,639 20,108 17,387 203,663 111,431 42,603 76,079 78,590 90,986 275,881 404, 794 25,935 37,647 44,160 3,684 271,680 230,618 109,417 8,530 6,840 8,173 2,260 680 17,950 332, 490 38,040 18,534 465,748 304,716 53,238 Number of com- panies. Eevenue passengers carried. 186,918,421 136,122,311 73,236,612 92,998,963 59,891,661 29,924,683 402,209,826 336,851,227 206,971,707 2,861,707 1,871,994 1,250,000 125,515 64,709,312 49,299,051 35,527,363 8,075,881 3,826,872 18,023,662 15,723,757 7,906,086 184,739,227 9,067,717 1,793,292 114,099,618 50,581,076 37,799,766 90,206,115 76,086,616 41,723,913 52,841,464 21,632,707 3,996,475 16,061,771 12,393,199 1,160,519 14,730,360 15,694,635 1,315,212 85,145,417 54,037,305 26,250,493 24,320,508 18,357,110 3,574,720 101,423,145 34,694,077 91,533,893 73,746,986 16,594,974 62,269,135 52,197,482 21,508,671 10,381,126 6,641,650 2,414,886 24,303,786 10,036,189 Revenue car hours. Total number. 3,518,409 2,691,665 1,699,868 2,479,980 1,931,989 1,121,902 7,713,425 7,098,256 6,261,037 89,525 61,558 35,600 3,312 1,372,853 1,135,978 94,052,646 83,783,967 65,343,843 18,064,433 9,502,472 130,268,075 80,607,614 25,531,438 1,145,350 280,479 203,390 647,298 489,797 236,520 3,995,687 249,354 67,517 2,182,633 1,068,718 889,767 2,231,537 2,052,114 1,536,137 1,255,465 550,914 156,171 571,655 422,293 61,610 514,601 440,218 49,418 2,105,217 1,486,796 925,416 697,667 617,065 125,641 2,376,057 946, 637 3,006,631 2,216,241 1,867,141 783,406 1,664,752 1,360,911 761,719 381,364 246,009 83,092 655,993 442,725 Express, mail, and freight cars. 2,484,356 2,183,074 2,026,648 596,470 3,283,829 2,173,377 1,147,671 3,609,023 2,691,665 1,699,868 2,404,651 1,895,247 1,118,252 7,625,733 7,015,863 5,210,997 87, 804 61,658 35,600 3,312 1,349,078 1, 132, 741 1,103,463 279, 639 203,390 643,176 486, 197 236,520 3,886,016 246, 136 67,283 2,182,352 1,068,718 883,763 2,190,609 2,027,667 1,627,377 1,217,884 546, 646 166,171 663, 475 408, 183 51,610 513,301 436,618 49,418 2,079,916 1,472,260 926,416 690,513 498, 750 125,641 2,370,419 914, 716 3,003,976 2,216,063 1,857,382 779,765 1,510,780 1,321,734 729,335 380,074 246,609 83,092 665,261 439,356 2,482,663 2,182,974 2,025,648 588,792 289,368 3,244,132 2,140,466 1,139,293 9,386 75,429 36,742 3,650 87,692 82,393 50,040 1,721 23,776 3,237 41,887 840 4,122 3,600 109,671 3,218 281 40,928 24,547 8,760 37,581 6,268 8,180 14, 110 1,200 3,600 25,302 14,536 7,044 18,315 5,638 31,922 2,555 178 9 759 3; 650 63,972 39, 177 32,384 1,290 732 3,370 100 7,678 8,600 39,697 32,912 8,278 AVEBAOE ITOMBEE OP BEVENUE PA3SENGEBS — Per mile ' of track. 336,681 297,763 216,667 116,210 96,024 101,942 403,825 376, 798 279,291 109,981 116,345 76,737 25,103 266,420 225, 497 196,669 78,673 81,585 61,406 199,442 163,909 116,301 269,784 283,987 228,370 632,603 520, 190 408,485 163, 706 149,940 127,562 130,479 161,071 166,049 111,644 132,339 115,228 88,218 119,669 117,652 196,540 170,973 108,076 165,228 169, 725 133,696 209, 876 220,643 198,253 248, 181 247,889 140,432 203,808 178,967 111,122 93,610 100,140 122,570 197,726 196,194 131,082 329,894 357, 170 278, 782 87,933 94,608 181,774 196,439 99,047 Per revenue car mile. 5.72 6.59 4.67 4.47 3.69 3.30 6.58 6.06 3.83 4.36 4.81 3.49 2.68 6.21 4.81 3.56 3.55 2.83 4.55 3.94 3.35 5.53 6.26 4.13 6.15 4.73 4.11 4.71 4.30 3.60 4.69 5.18 3.22 3.61 3.70 3.28 3.85 4.12 3.62 4.55 4.12 3.04 4.49 4.38 3.66 4.71 4.68 3.64 4.86 4.64 3.62 4.79 4.52 3.76 3.09 3.25 3.36 4.35 3.96 3.21 4.32 4.22 2.98 3.62 4.72 4.41 3.08 Per revenue car hour. 53.27 60.57 43.08 38.68 31.60 26.76 62.74 48.01 39.53 32.69 30.41 35.11 37.90 47.97 43.52 32.20 28.88 18.82 28.02 32.34 33.42 47.64 36.80 26.65 52.28 47.33 42.77 41.18 37.63 27.32 43.39 39.66 26.69 28.60 30.36 22.49 28.70 36.95 26.61 40.94 36.70 28.37 35.22 36.81 28.45 42.79 37.82 13.21 41.30 39.70 21.28 41.22 39.49 29.49 27.31 26.63 29.06 37.09 36.60 37.88 38.38 27.32 32.84 40.15 37.66 22.41 73 74 75 76 77 78 79 84 85 87 90 91 94 96 97 101 102 104 105 106 107 108 109 110 111 112 113 114 115 116 117 118 119 120 121 122 123 124 125 126 127 128 129 130 131 132 133 134 135 136 137 138 139 140 141 296 STREET AND ELECTRIC RAILWAYS. Table 166.— TRAFFIC STATISTICS— PASSENGERS, CAR MILEAGE, AND GAR HOURS, 142 143 144 145 146 147 148 149 150 151 152 153 154 155 156 157 158 159 160 161 162 163 164 165 166 167 168 169 170 171 DinaiON AND STATB. MonKTADj: Montana Colorado New Mexico Arizona Idaho Wyoming. . . Nevada Utah Pacific: Washington. Oregon CaUfomia... Numter of operat- ing com- panies. 1912 6 1907 5 1902 S 1912 16 1907 11 1902 8 1912 2 1907 2 1902 1 1912 4 1907 4 1902 2 1912 3 1907 2 1902 1 1912 2 1912 2 1907 1 1912 6 1907 3 1902 3 1912 19 1907 14 1902 8 1912 6 1907 8 1902 6 1912 35 1907 41 1902 35 Miles of track operated. 99.22 69.24 63.21 467.97 317.37 234.53 10.60 10.10 2.10 46.24 30.75 17.10 44.24 3.50 22.91 11.27 7.15 260.18 122. 64 89.04 1,035.92 764.73 228.93 544.64 253. 41 136.67 2, 605. 28 2,013.49 829. 10 NUMBEE OP PASSENGEES CAEEIED. Total. 17,430,364 14,089,649 6,917,002 107,502,972 93,683,653 62,327,717 1,040,367 1,074,598 73,000 4,762,518 2,058,861 799,710 4,600,507 1,507,335 314,340 1,412,927 750,000 661,026 47,883,465 26,430,993 13,799,819 163,717,821 142,496,001 42,533,743 101,194,838 63,930,947 23,666,753 683,326,934 441,895,205 241,325,720 Bevenue. 15,351,219 13,862,231 6,858,502 86,597,205 73,458,468 42,371,590 951,347 1,029,048 73,000 4,553,831 1,901,861 797,970 4,169,451 1,326,964 314,340 1,399,330 750,000 620,000 40,451,865 21,105,491 11,493,501 126,686,767 110,506,620 41,644,228 76,842,324 49,459,483 18,729,442 520,741,159 327,977,151 182,196,999 Transfer. 1,605,849 145,231 58,500 18,813,014 18,362,433 9,956,127 77,000 27,300 126,354 128,000 1,740 276,204 157,246 2,647 31,025 6,829,417 5,065,462 2,306,318 30,226,149 29,951,966 989,515 21,916,726 12,146,734 4,937,311 150,298,412 109,230,265 59,128,721 Free. 473,296 82,187 2,092,753 1,862,762 12,020 18,250 82,333 29,000 154,852 23,125 10,950 10,000 602,183 270,040 6,804,905 2,037,416 3,436,788 2,324,730 12,287,363 4,687,799 GENERAL TABLES. ■BY GEOGBAPHIO DIVISIONS AND STATES: 1912, 1907, AND 1902— Continued. 297 SEYEmTB CAB MILES. Total. 2,901,249 2,432,477 1,354,822 17,202,137 14,596,838 8,925,060 308,665 249,050 61,320 1,019,012 918,054 306,600 1,419,984 385,965 164,250 380,885 270,000 250,000 6,647,903 4,540,065 3,047,222 29,516,695 24,364,214 8,378,420 19,509,670 15,025,037 4,781,105 116,553,876 74,785,472 41,512,788 Express, mail, cats. and freight cars. 2,901,249 2,432,477 1,313,942 17,162,190 14,297,798 8,924,560 308,665 248,450 61,320 1,019,012 918,054 306,600 1,355,667 378,585 164,250 380,885 270,000 250,000 6,499,817 4,453,398 3,047,122 27,096,799 22,943,472 8,285,417 17,792,258 10,470,327 4,719,355 110,418,499 71,219,670 41,217,496 40,880 39,947 299,040 500 64,317 7,380 148,086 86,687 100 2,419,896 1,420,742 93,003 1,717,412 4,554,710 61,750 6,135,377 3,665,802 295,292 COMPJUnES ^EPOKTmO EEVENTJE CAB HOUBS. Number of com- panies. Revenue passengers carried. 6,685,653 2,995,763 1,288,675 86,597,205 62,793,479 36,888,082 951,347 760,000 4,553,831 1,793,808 797,970 4,169,451 154,185 1,399,330 620,000 3,983,415 51,279 114,176,627 110,506,620 36,667,399 73,637,168 49,404,733 12,991,398 518,013,837 311,250,076 34,181,395 Revenue car hours. Total number. 170,387 84,337 65,070 1,770,191 1,294,187 910,004 34,439 24,090 114, 784 90, 155 37, 740 129,691 9,889 38,221 28,400 104,249 6,570 2,661,946 3,008,217 900,038 1,835,077 1,229,794 480,979 11,085,679 7,764,511 1, 132, 375 Passenger cars. 170,387 83,487 55,070 1,766,461 1,262,884 910,004 34,439 24,090 114,784 90, 155 37,710 125,379 38,221 27,400 102,907 6,570 2,499,897 2,820,150 876,471 1,835,077 1,225,414 477,379 11,032,773 7,642,365 1,128,646 Express, mail, and freight 3,730 31,303 4,312 1,230 1,000 1,342 162,049 188,067 23,567 4,380 3,600 52,906 122, 156 3,729 AVERAGE NTJMBEB OP EEVENtTE PASSENQEES — Per mile of track. 164,719 . 200,206 108,603 185,049 231,460 183,865 89,750 101,886 34,762 61,849 46,665 46,885 29,995 89,811 61,079 66,548 86,713 155,476 172,233 129,082 122,294 144,504 181,471 139,252 19«,176 137,041 199,879 162, 890 219, 753 Per revenue passenger oar mile, 5.29 5.70 6.22 6.05 6.14 4.75 4.14 1.19 4.47 2.07 2.60 3.08 3.51 1.91 3.67 2.78 2.48 6.22 4.74 3.77 4.68 4.82 6.01 4.26 4.72 3.97 4.72 4.61 4.42 Per revenue passenger car hour. 39.24 35.88 23.40 49.02 49.72 40.54 27.62 31.65 39.67 19.90 21.14 33.25 17.81 36.61 •22.63 38.71 7.81 45.67 39.18 41.84 40.13 40.32 27.21 46.95 40.73 30.29 142 143 144 145 146 147 148 149 150 151 162 153 154 155 156 157 158 159 160 161 162 163 164 165 166 167 168 169 170 171 GENERAL TABLES. 299 Table 157.— TRACK AND CAPITALIZATION, BY GEOGRAPHIC DIVISIONS AND STATES: 1912, 1907, AND 1902. DIVISION AMD STATE. United States.. Geogkaphic divisions: New England Middle Atlantic. East North Central. . "West North Central. South Atlantic East South Central. . West South Central. Mountain Pacific. New England: Maine New Hampshire. Vermont. Massachusetts. Rhode Island. Connecticut... Middle Atlantic: New York., New Jersey. Pennsylvania. Cen- sus. 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 Num- ber ol com- panies (oper- ating and 1,260 1,236 3 9S7 119 148 170 436 452 345 253 263 90 77 61 1^ 111 82 46 40 34 83 51 32 42 29 21 240,470.13 34,121.17 22,524.02 134 147 119 43 43, 30| 259 262 196 MILES OF TRACK. Owned. 5,204.74 4,882.15 4,012.79 9,766.21 8,659.12 6, 115. 68 11,768.39 10,312.88 6,061.81 3,075.67 2,444.67 1,740.72 2,883.36 2,293.88 1,666.39 1,283.71 1,060.42 768. 17 1,376.56 841.22 554.28 975.71 601.39 409.48 4, 135. 78 3,025.44 1,194.70 536.38 424.06 331.55 215.54 247.10 167. 65 102.85 124.31 80.55 3,016.81 2,885.61 2,525.65 385.47 419. 92 328.90 947.69 781.15 578.49 4,394.46 3,719.56 2,773.49 1,276,34 1,324.12 861.28 4,095.41 3,615.44 2,480.91 Oper- ated division or state. 41,032.91 34,353.99 22,568.32 5,299.02 4,862.93 4,013.52 10,064.31 8,891.06 6, 168. 14 11,883.69 10,353.18 6, 148. 88 3,030.50 2,454.61 1,688; 67 2,899.75 2,244.46 1,628.90 1,290.68 1,074.75 762.90 1,371.80 839.98 553.13 1,047.52 630.24 409.48 4,145.64 3,002.78 1,194.70 530.49 418. 12 328.50 268. 15 268.38 174.45 120.83 113.38 86.05 2,950.96 2,851.11 2,503.11 435.37 430. 76 342.92 993. 22 781. 18 578.49 4,485.81 3,809.19 2,797.90 1,308.97 1,319.80 865.66 4,269,53 3,762,07 2,504.58 CAPITAL STOCK. Common. 11,970,385,003 1,776,920,076 1,187,642,781 180,683,350 121,650,188 99,676,547 636,148,840 687,812,324 528,844,490 424,192,308 495,874,660 286,850,653 120,920,545 95,676,045 90,049,825 151,100,605 106,519,654 72,885,900 43,966,704 36,683,080 23,964,700 61,655,778 48,712,250 16,021,100 40,134,552 25,335,475 12,702,517 311,582,321 158,656,600 56,647,049 11,591,825 9,909,713 5,053,056 4,093,400 4,448,700 2,283,200 2,824,350 3,370,000 1,820,100 83,732,975 68,060,175 52,978,602 26,485,500 24,355,400 16,375,000 51,955,300 11,506,200 21,166,590 354,075,580 350,482,049 270,374,935 75,157,176 73,176,280 67,178,440 206,916,084 264,153,995 191,291,115 Preferred. 5408,961,310 320,788,780 127,930,179 23,760,250 16,570,700 10,510,050 75,849,537 62,748,400 27,263,117 110,111,403 97,821,385 43,717,141 38,326,975 31,217,300 24,129,600 45,466,900 20,788,695 8,536,271 13,202,860 13,782,200 3,850,000 24,886,427 20,490,000 6,500,000 8,070,175 5,410,200 224,000 69,286,783 51,961,900 3,200,000 4,450,000 1,035,000 70,000 70,000 50,000 15,000 10,058,600 6,400,000 6,400,000 150,000 200,000 9,007,900 8,865,700 4,045,050 34,943,500 27,565,500 5,830,737 1,600,000 1,035,100 995,000 39,306,037 34,147,800 20,437,380 Common. .$58,759,716 44,960,796 28,737,887 6,781,098 4,526,060 3,789,596 24,881,763 26,827,066 14,425,379 10,930,374 7,451,231 7,324,339 2,602,728 1,776,837 1,225,397 3,855,777 1,555,021 681,240 1,783,573 620,282 246,000 1,793,975 859,302 121,698 1,331,000 316,830 184,250 4,799,427 1,028,167 739,988 171,359 184,944 67,829 91,755 74, 170 8,250 82,286 18,000 8,000 3,501,259 3,277, — 2,670,455 1,057,565 850,000 760,000 1,876,874 121,257 275,062 17,445,609 16,317,307 6,826,754 1,818,375 910,398 425, 140 5,617,779 9,599,361 7,173,485 Preferred. S12,232,503 9,524,478 4,301,284 827,231 806,719 512, 760 2,826,011 2,273,713 1,054,005 3,644,042 2,036,340 1,001,717 734,037 1,276,156 1,080,0«7 1,619,593 660,016 66,125 676,666 641, 200 206,000 845,445 670,335 263, 100 69,j285 25,824 990,193 1,236,176 117,500 208,498 1,750 861 760 168,766 512,000 612,000 100,000 349,116 291,969 1,279,381 938, 126 54,110 95,487 43,500 22,500 1,451,143 1,292,087 977,396 Funded debt. .82,329,221,828 1,677,063,240 992,709,139 129,639,840 130,606,958 70,261,242 801,582,633 557, 410, 106 385,983,823 589,361,398 436,566,900 229,597,894 155,092, 165 130,683,800 94,981,149 206,449,168 156,785,359 115,081,908 71,296.680 53,758,167 28,213,200 65,691,669 45,827,950 16,020,900 46,014,459 29,699,600 12,531,710 265,094,026 136,826,400 41,024,313 19,102,382 11,039.000 6,166,000 2,322,000 2,689,000 1,666,000 2,813,558 2,548,667 931,600 80,728,700 60,279,000 37,966,942 6,623,200 7,070,200 6, 221, 200 18,160,000 47,081,091 17,433,600 481,571,770 336,447,138 262,929,373 94,932,000 86,260,600 57,490,750 225,078,763 134,702,468 75,663,70 Total capi- talization. S4,708,568,141 3,774,772,096 2,308,282,099 334,083,410 268,827,846 180,450,839 1,613, -580, 910 1,307,970,830 942,091,430 1,123,665,109 1,030,261,945 560,165,688 314,339,675 257,477,146 209,160,574 402,016,673 283,091,608 196,614,079 128,466,144 104,223,447 56,027,900 152,233,874 116,030,200 37,642,000 94,219,186 60,445,275 25,458,227 645,963,130 347,443,800 100,871,362 35,144,207 21,983,713 11,208,065 6,485,400 7,107,700 3,889,200 5,661,658 5,918,667 2,766,700 174,520,275 134,739,175 97,345,544 33,1,58,700 31,626,600 22,596,200 79,113,200 67,452,991 42,645,140 870,590,850 714,494,687 529,13.5,045 171,689,176 160,471,880 125,664,190 471,300,884 433,004,263 287,292,195 Net capital- ization per mile of track. $104,930 100,496 96, 287 61,577 54,724 45,441 134,702 140,724 143,284 87,102 87,292 86, 122 97,807 102,948 106,126 125,409 112,013 114,289 92,051 93,925 70,742 93,272 100,083 67,405 77,514 76,358 58,406 146,428 102,272 82,761 62,022 49,481 32,116 30,065 28, 764 23,198 61,310 41,981 34,348 57,786 46,683 39,067 79,037 81,494 76,979 80,232 84,852 74,49.'i 185,616 173,1 177,532 131,833 135,4.39 148, 155 81,261 109,072 103,267 Floating debt and mort- $302,259,042 282,986,902 18,495,830 15,594,760 149,670,176 131,641,236 33,996,661 45,807,454 20,848,481 20,449,142 13,291,564 13,830,682 3,857,068 5,062,860 10,536,650 8,460,029 8,891,811 3,394,673 42,672,001 38,746,176 61,998 264, 173 222,608 418,622 259,289 114,840 16,532,123 13,466,490 2,419,812 1,341,625 110,443,630 77,966,094 6,338,393 2,282,432 32,888,153 51,392,710 Interest on funded and floating debt and 3113,259,470 141,771,266 6 46,462,470 6,478,134 6,097,404 3,357,340 38,941,696 28,066,718 18,629,293 28,161,023 20,809,669 10,062,703 8,195,624 6,893,827 1,401,251 8, 864, 523 1,948,272 1,702,608 3,440,406 2,780,485 1,458,580 3,741,908 1,104,978 707,016 2,625,980 1,563,607 219,749 12,820,176 875,200 2,131,309 921,407 425,894 (') 111,618 W 84,515 160,315 107,451 40,662 4,115,136 3,362,738 2,219,926 1,179,658 1,211,321 1,012,237 24,352,988 16,832,136 12,241,187 4,569,033 4,205,064 2,733,971 10,019,675 7,029,518 3,654,135 1 Figures for 1902 not available. 2 Includes 30.73 miles not represented by capitalization, located 23.78 mJles in New York, 3.25 miles in Ohio, and 3.70 miles in Texas. ' Includes 6 companies in 1907 and 20 companies in 1902 not reporting financial data. < Total includes $13,631,206 interest on funded and floating debt and mortgages of lessor companies not distributed by divisions and states. 6 Total includes $6,902,621 interest on fimded and floating debt and mortgages of lessor companies not distributed by divisions and states. « Figures not available. 300 STREET AND ELECTRIC RAILWAYS. Table 157 ^TRACK AND CAPITALIZATION, BY GEOGRAPHIC DIVISIONS AND STATES: 1912, 1907, AND 1902— Contd. DIVISION AND STATE. East Noeth Central: Ohio Indiana.. Illinois. Michigan. Wisconsin. West Nokth Central: Minnesota Iowa. Missouri. North Dakota. Soath Dakota. . Nebraska. Kansas South Atlantic: Delaware Maryland District of Columbia. Virginia ^ West Virginia North Carolina. South Carolina. Cen- sus. Num- ber of com- panies (oper- ating and lessor) Georgia.. Florida. . 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 MILES OF TRACK. Owned. 4,053.53 3, 760. 46 2,353.43 2,296.28 1, 927. 43 646, 3,110.00 2,759.31 1,622.41 1,502.45 1, 276. 03 1,022.81 806. 13 590.65 416. 50 544.35 457.16 338. 17 791.41 681.75 378.25 997.51 917.07 758.38 26.02 16.09 21.59 5.00 2.00 243.80 218. 73 113..66 450. 99 248.88 150.26 90.37 95.93 85.61 636. 18 437.84 214.23 176.03 161. 97 498.65 512. 10 355.79 402.52 266.41 140.00 190.26 104.63 46.07 202.60 131.26 76.98 445.63 354.18 300.38 152.47 117.26 61.76 Oper- ated in division or state. 3,999.22 3,671.45 2,338.50 2,323.38 1,928.78 656. 63 3,185.73 2, 763. 71 1,659.36 1,526.25 1,323.71 1,048.26 849. 11 675.63 446.14 638.48 437.82 316.27 783.87 641.39 341.35 959.01 866.68 713.68 19.18 13.66 21.59 6.00 2.00 214.46 184.34 119.66 493. 91 305.72 196. 81 99.37 104. 93 86.61 719. 74 651. 51 455.44 188.46 160.02 146.17 561.49 612. 99 368. 17 330. 18 207.72 190.26 106.44 46.32 228. 131. 18 76.98 417.33 351.41 305.38 164.84 118.26 61.76 CAPITAL STOCK. Common. $162,629,150 190,033,060 99,643,650 71,742,225 75,830,260 15,245,887 129,583,927 170,358,660 134,819,316 37,726,606 34,388,400 26,588,100 22,«10,500 25,264,400 10, 653, 700 26,674,700 20,905,000 18,780,000 23,851,244 18,061,846 9,591,200 40,992,150 40,448,749 60,354,400 470,000 384, 490,360 86,000 100,000 13,871,376 7,664,685 5,312,225 14,570,726 8, 125, 785 6,912,000 8,071,000 2,732,000 2,264,990 23,662,000 17,356,660 15,962,700 21,064,800 22,658,500 17,543,560 25,630,600 27,746,869 17,087,000 16,140,300 10,924,076 4,273,600 13,482,200 3,353,100 1,657,660 Preferred. $49,138,300 40,812,825 9,250,000 30,203,910 18,393,710 1,689,141 21, 150, 193 29, 795, 850 26, 708, 100 4,269,000 4,219,000 2,446,000 5,360,000 4,600,000 4,624,900 5,644,600 3,000,000 4,500,000 4,975,975 2,631,200 960,000 18,306,700 18,986,200 17,979,700 7,712,900 6,199,900 699,900 1,686,900 400,000 600,000 169,996 1,664,000 65,000 73,306 8,500,000 8,600,000 8,675,000 6,925,000 4,726,000 3,480,800 2,267,100 1,056,700 337,965 7,332,905 1,640,000 3,384,200 600,000 2,489,400 100,000 31,181,200 14,360,400 9,867,600 4,636,600 4,104,860 1,749,400 17,500,000 3,760,000 3,100,000 1,150,000 730,000 200,000 Common. $3,720,039 3,114,766 2,289,554 667,937 457, 160 4,516,418 2,516,701 4,484,722 862,500 566, 750 619, 600 1,163,480 795, 854 30, 563 1,458,600 1,005,000 600,400 665,652 204, 500 107,660 227,000 291, 840 313,337 28,170 286,766 223,037 200,000 36,750 52,460 4,000 144, 72,200 9,331 502,475 6,000 4,420 980,000 720,000 602,827 622,228 101,760 270 373,425 26,400 22,000 92,217 17,500 Preferred. $1,292,557 1,039,401 344,000 761,415 249,898 33,974 1,080,490 353,928 261,243 223,080 120, 780 92,600 286,500 272,333 270,000 210,000 210,000 270,000 138,806 15,000 10,000 64,600 727, 160 769,287 327,082 294,996 30, 3,649 28,000 30,000 88,275 113,726 720 888,357 443,771 962 238,750 168,400 40, 720 425,000 426,000 398,960 33, 125 120,748 115,784 6,000 30,000 Funded debt. 354,807 200,016 33,000 66,019 30,000 $138,806,040 116,289,000 61,242,000 89,386,787 72,063,360 23,142,477 256,620,427 167,379,400 99,668,267 60,111,724 48,626,900 32,596,800 44,437,420 32,208,260 13,068,360 23,580,000 20,912,600 13,226,000 24,708,900 12,804,600 6,770,333 79,947,200 80,836,000 71,474,816 314,556 300,000 13,639,000 9,540,000 2,395,000 12,702,500 6,190,800 1,116,000 1,882,200 3,070,000 2,424,000 71,026,800 69,009,000 62,369,194 24,247,468 20,310,709 9,280,000 38,126,100 34,770,800 25,891,314 18,304,900 10,406,500 6,308,400 8,174,000 3,887,760 1,880,500 4,076,400 4,766,000 3,336,000 34,248,800 16,789,600 13,081,600 6,363,600 2,775,000 l,631,000l Total capi- talization. $360,573,490 347,134,875 170, 136, 660 191,331,922 166,287,320 40,077,605 407,354,647 367,633,800 260,085,683 102,107,230 87,233,300 61,629,900 72,297,920 62,072,650 28,236,950 56,899,200 44,817,500 36,606,000 53,636,119 33,497,546 17,311,533 139,246,050 140,270,949 139,808,916 784,565 790,350 85,000 100,000 35,223,276 23,404,685 8,407,126 28,860,126 14,716,686 7,027,000 Net capital- ization per mile of track. 10,563,200 6,971,996 4,688,990 96,342,800 76,419,560 68,396,200 53,812,268 61,369,209 26,823,560 72,330,700 68,442,669 47,703,314 37,926,000 21,330,676 9,682,000 23,923,300 8,297,650 3,876,125 13,049,305 8,750,200 6,925,400 82,930,000 34,900,000 26,039,100 11,149,100 7,609,860 3,480,400 Floating debt and mort- $13,052,133 17,160,603 $72,196 79,901 71,805 78,381 5,334,338 82,307 4,019,489 3 61,976 Interest on f undad and floating debt and mortgages. 127,803 115,341 135,607 64,083 63,288 58,233 72, 716 71,326 66,094 101,370 96,687 107, 952 66,882 66,070 45,641 137,547 150,217 152,206 30,152 42,572 36,607 17,000 60,000 112,270 106,266 73,967 60,644 66, 917 46,766 97,175 62,254 64,772 135,576 136,923 166, 142 206,638 2291,821 166,608 129, 178 131,231 124,845 82,875 70,732 2 68,443 89,221 64,214 70,250 59,083 66,786 2 76,973 175,785 88,436 2 86,687 68,247 63,942 66,363 > Figures lor 1902 not available. 2 Gross capitalization without the deduction of permanent or other investments. ' Figures not available. < No company reported for North Dakota, and the 1 company In South Dakota, failed to furnish this lolormatlon. 10,697,213 19,727,619 3,299,366 3,930,016 1,612,511 969,827 •451,962 1,654,300 5,086j336 1,787,921 14,937,965 16,701,747 60,000 95,100 108,993 133,503 203,226 176,671 2,962,958 3,913,626 2,913,272 3,019,184 1,273,224 2,923,084 1,725,194 1,115,631 1,987,964 1,330,420 1,645,158 920,638 783,794 608,000 $6,897,178 6,930,019 2,513,009 . 4,281,053 3,258,142 984,391 12,280,521 7,795,393 4,361,337 2,933,972 2,445,809 1,547,772 1,758,297 1,380,206 646,194 1,178,760 1,122,138 870,038 1,053,700 353,118 4,568,005 4,490,780 30,806 17,761 706,956 m,04S 667,408 263,148 56,050 4,111,167 ('} m 1,741,863 490,484 814,768 640,172 237,812 405,278 87,219 222,820 340,706 180,392 1,282,834 830,757 644,361 285,815 136,637 62,340 GENERAL TABLES. 301 Table 157.— TRACK AND CAPITALIZATION, BY GEOGRAPHIC DIVISIONS AND STATES: 1912, 1917, AND 1902— Contd. DIVISION AND STATE. East South Centkal: Kentucky Tonnessee. Alabama. Mississippi. West South Central: Arkansas Louisiana.. Otlahotoa. Texas Modntain: Montana. Colorado.. New Mexico. Idaho. "Wyoming - Nevada Utah. Pacific: Washington Oregon California... Cen- sus. 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 Num- ber of com- panies (oper- atmg and JULES OP TEACK. Owned. 490.02 385.36 283.95 369.34 297.60 254.20 307.21 291. 16 204.72 117. 14 86.40 25.30 122.25 87.39 62.49 2S«.10 238.52 198.52 251.88 100.44 717.33 414.87 303.27 99.22 69.24 63.21 436.36 317.37 234.53 10.60 10.10 2.10 48.24 30.75 17.10 88.93 44.24 3.50 11.27 7.15 260.18 122.64 89.04 1,032.13 758. 54 228.93 644.64 253.41 136.67 2,569.01 2,013.49 829. 10 Oper- ated in division or state. 502.38 402.34 284.35 292. 16 248.63 204.72 118. 67 86.40 25.30 113.72 82.22 el.33 285.10 238.52 198.62 251.66 100.44 721.42 418.80 303.28 69.24 63.21 467.97 317.37 234.53 10.60 10.10 2.10 46.24 30.76 17.10 129. 13 73.09! 3.50 22.91 11.27 7.16 260. 18 122.64 89.04 991. 17 730.27 228.93 649.19 259.02 136.67 2,605.28 2,013.49 829. 10 CAPITAL STOCK. Common. 816,341,220 12,757,400 8,830,900 13,701,000 10,970,200 8,160,400 9,482,000 9,480,900 6,346,900 4,442,484 3,474,680 626,600 3,642,893 3,345,600 886,300 30,016,514 29,709,700 7,384,900 8,299,660 19,696,721 11,661,160 7,760,900 2,942,532 2,407,276 2,045,613 23,679,650 17,112,300 7,338,804 326,000 450,000 25,000 3,544,700 1,383,400 127,800 4,661, 750,000 65,300 475,000 1,044,696 1,000,000 3,461,275 2,232,500 3,110,000 69,829,976 29,618,000 8,036,400 24,872,800 14,891,400 2,688,660 226,879,646 114,247,100 46,022,099 Preferred. $2,623,810 3,290,000 2,600,000 7,000,000 6,528,900 3,515,000 3,500,000 1,350,000 164,050 463,300 2,470,227 1,600,000 15,436, 17,130,000 5,100,000 2,644,400 150,000 4,435,000 1,710,000 1,400,000 690,000 374,000 1,224,000 886,200 224,000 320,000 1,473,000 150,000 4,363,175 4,000,000 19,489,633 10,936,900 3,000,000 354,000 7,537,600 200,000 49,443,260 33,487,600 DIVIDENDS. Common. $1,112,935 499, 738 246,000 328,888 79, 676 341, 760 40,868 150,000 60,228 1,024,495 464,904 107, 198 26,216 160,000 594,266 194, 170 14,600 16,830 1,300,000 300,000 181,260 31,000 Preferred. $125,000 126,200 125,000 341,666 205,000 210,000 210,000 81,000 139, 195 45,000 540,250 544,335 255,000 166,000 81,000 8,100 30,000 18,700 39,285 7,124 3,000 1,904,321 118,367 37,528 2,322,260 160,000 49,048 672,846 749,800 653,412 428, 193 438, 176 112,500 12,000 375,000 6,000 660,000 423,000 Funded debt. $20,397,120 16,726,000 12,204,300 28,878,000 19,348,000 8,686,400 17,002,600 15,181,667 6,678,600 6,018,960 3,502,600 644,000 6,652,736 4,453,000 1,068,000 31,922,750 29,145,000 10,010,000 7,161,000 2,029,000 20,066,183 10,200,960 3, 952, 900 2,514,220 1,650,000 1,275,000 31,280,130 19,460,000 8,395,660 191,000 407,000 1,414,800 214,600 61, 150 3,139,1 1,239,000 420,000 136,000 130,000 6,918,500 6,709,000 2,800,000 56,926,500 23,414,000 7, 747, 813 43,209,776 16,599,000 2,737,000 164,957,750 96,812,400 30,539,500 Total capi- talization. $39,262,150 31,773,400 23,635,200 49,579,000 36,847,100 16,846,800 29,999,500 28,162,567 14,375,400 9,625,494 7,440,380 1,270,600 12,666,856 9,298,600 1,943,300 77,376,064 75,984,700 22,494,900 17,995,050 6, 174, 800 44,196,904 23,672,100 13, 103, 800 6, 146, 752 4,331,276 3,320,613 66,183,680 37,448,500 16,958,364 616,000 867, 000 26,000 5,279,500 1,598,000 188,960 9,274,609 2,139,000 65,300 895,000 1,180,696 1,130,000 14, 742, 9.50 12, 941, 500 5,910,000 136,246, 63, 868, 900 18,784,213 68,436,576 39,027,900 6,526,660 441,280,546 244,547,000 76, 661, 699 Net capital- ization per .mile of track. $69,347 81,464 3 82,886 130,953 122,948 63,984 87, 116 87,457 65,684 77,316 71,406 2 50,217 103,135 90,924 36,261 196,866 198,631 113,313 68,608 59,258 59,305 55,239 2 43,208 51,727 39,705 62,533 92,981 80,686 68, 911 48,679 84,851 11,905 1C6,872 51,967 11,060 88,834 2 48,350 16,800 37,966 104,676 168,042 66,800 2105,610 2 66,375 122, 145 75,702 2 82,052 120,474 83,202 40,430 160, 131 114,681 90, 166 Floating debt and mort- $1,171,809 1,921,019 1,084,069 1,359,193 1,096,808 1,077,822 604,582 704,826 317,761 687,617 2,629,177 3,162,754 1,322,711 46,000 6,366,901 4,673,658 90,022 81,418 2,286,620 931,932 6,616,269 2,381,323 12,085,442 8,918,612 10,320,283 1,271,764 20,266,276 28,665,800 Interest on funded and floating debt and mortgages. $924,293 789,097 598,694 1,418,102 1,040,975 478,473 834,480 741,292 347,330 263,531 209,121 34,183 374,635 232,720 60,868 1,674,893 W 483,594 422,791 86,645 785,613 162,664 118,650 79,638 60,658 1,618,029 1,033,840 891,301 450,129 159,091 2,976,182 384,862 2,127,132 876,200 128,897 7,716,862 1,617,550 1 Figures for 1902 not available. 2 Gross capitalization witliout the deduction of permanent or other investments. 8 Figures not available. 302 STREET AND ELECTRIC RAILWAYS. Table 158.— CONDENSED INCOME ACCOUNT OF OPERATING COMPANIES, BY GEOGRAPHIC DIVISIONS AND STATES: 1912, 1907, AND 1902. DIVISION AND STATE. United States.. Qeoqkaphic divtsions: New England Middle Atlantic East North Central- West North Central . . . South Atlantic - East South Central. West South Central- Mountain.. Paoiflo.. New England: Maine New Hampshire. Vermont - Massachusetts . Rhode Island and Con. necticut. Middle Atlantic: New York New Jersey. P-ennsylvania.. East North Centeal: Ohio Indiana. niinois. Michigan. Wisconsin . Cen^ BUS. Num- ber of com- panies. 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 Gross income. 975 $585, 930, 517 2939 429,744,254 3 799 250,604,627 91 118 137 246 247 219 222 220 177 85 73 58 107 100 75 45 40 34 79 60 32 40 2S 18 60 63 10 101 101 24 24 25 121 122 67,423,017 46,751,626 33,378,366 198,038,906 150,475,317 99,416,430 139,260,473 101,418,112 65,887,241 45,179,223 33, 865, 459 18,385,649 41,368,967 29,604,986 15,164,235 17,602,259 13,646,689 6,556,640 18,853,761 12,706,326 4,829,650 11,950,736 7,699,393 3,332,777 56,293,175 33,570,347 13,553,639 3,593,617 2,293,197 1,571,662 1,250,391 1,092,182 604,131 631,241 454,252 249,228 37,490,704 31,073,962 23,633,410 14,467,064 11,838,033 7,320,035 123,623,376 91,686,673 60,881,780 18,321,483 13,082,658 8,176,923 66,194,047 46,706,986 30,357,727 40,706,038 31,274,901 16,699,851 16,142,076 11, 496, 768 3,813,076 65,899,644 40,951,652 25,029,257 17,864,692 11,031,974 6,621,173 OPEEATTNG ACCOUNTS. Ilevenues. 66,615,083 46,420,066 33,261,786 191,676,824 147,405,991 97,772,294 135,275,159 99,148,958 64,962,484 44,881,324 33,634,196 18,322,764 39,458,505 28,531,988 14,989,177 17,084,483 13,403,737 6,556,741 17,030,610 11,144,894 4,829,650 11,102,619 7,176,900 3,307,014 64,487,197 31,322,130 13,563,089 3,618,322 2,259,649 1,642,608 1,246,184 1,088,957 604,131 600,717 441,389 249,228 36,841,475 30,925,503 23,617,570 14,308,385 11,704,668 7,248,349 118,672,660 89,856,329 69,315,606 18,081,276 12,895,532 8,137,477 54,922,898 44,654,130 30,319,211 39,437,674 30,392,676 16,687,693 15,718,651 11,224,545 3,813,076 54,688,533 40,448,084 24,164,966 Expenses. 37,316,197 31,471,822 22,877,440 108,656,704 84,837,741 63,626,649 78,747,118 60,170,744 31,105,834 27,363,397 18,204,188 10,165,628 21,591,731 16,280,864 8,186,047 9,867,378 8,070,391 3,709,854 10,390,837 6,816,880 2,969,022 6,426,225 4,099,483 2,039,948 32,636,769 21,357,139 7,632,175 2,002,617 1,480,644 1,127,660 987,934 895,862 478,849 345,268 313, 845 201,179 24,889,596 21,179,642 16,403,667 9,090,782 7,601,929 4,666,085 66,401,113 60,928,866 33,677,724 10,552,653 7,905,138 4,324,112 Net reve- nues. 19,198,886 14,948,244 10,384,346 83,020,120 62,663,250 44,145,645 66,628,041 38,978,212 23,856,650 17,517,927 15,430,008 8,167,136 17,866,774 12,251,124 6,803,130 7,217,105 6,333,346 2,845,887 6,639,673 4,328,014 1,860,628 4,676,394 3,076,417 1,267,066 21,950,428 9,964,991 5,920,914 1,615,705 779,105 414,848 268,250 193,095 125,282 255,449 127,544 48,049 11,951,879 9,746,861 7,213,903 6,217,603 4,102,639 2,682,264 62,271,637 38,927,474 26,637,882 7,528,623 4,990,394 3,813,366 31,702,938 23,219,960 26,003,748 18,650,382 15,624,813 14,694,398 24,543,633 18, 479, 609 9,132,480 9,132,639 6,308,152 2,219,791 29,822,058 25,597,996 14,103,211 17,683,808 11,142,975 10,948,588 6,549,919 6,494,691 3,665,328 14,893,941 11,913,066 7,465,213 6,586,112 4,916,393 1,593,285 24,766,475 14,850,088 10,061,754 6,540,833 4,398,669 2,839,363 Per cent ratio; expen- ses of reve- nues. 58.7 60.1 67.6 66.0 67.8 66.7 67.6 64.8 68.2 60.7 66.6 61.0 64.1 55.5 54.7 57.1 54.6 67.8 60.2 56.6 61.0 61.2 61.5 67.9 67.1 61.7 59.7 68.2 66.3 66.9 66.5 73.1 79.3 82.3 79.3 57.6 71.1 80.7 67.6 68.6 69.6 63.5 64.9 64.4 56.0 68.7 58.8 68.4 61.3 63.1 57.7 58.2 51 62.2 60. 56.1 58.1 56.2 58.2 64.6 63.3 58.4 63.0 69. 66.3 Miscella- neous income. 907,934 331,560 118,580 6,362,082 3,069,326 1,644,136 3,985,314 2,269,156 924,757 297, 899 231,263 62,886 1,910,462 1,072,998 175,058 477,776 242,952 1,823,251 1,561,431 848,117 523,493 25,763 1,805,978 2,264,217 550 75,296 33,548 29,054 4,207 3,226 30,524 12,863 649,229 148, 459 15,840 148,879 133,465 71,686 4,850,726 1,829,344 1,666,174 240,207 187,126 39,446 1,271,149 1,052,856 38,616 1,268,464 882,226 12,168 423,424 272,223 1,311,011 503,568 864,292 180,884 83,386 26,482 Gross in- come less operating expenses. 20,106,820 16,279,804 10,500,928 89,382,202 65,637,676 46,789,781 60,513,355 41,247,368 24,781,407 17,816,826 15,661,271 8,220,021 19,777,236 13,324,122 6,978,188 7,694,881 6,578,298 2,846,786 8,462,924 6, 889, 446 1,860,628 6,624,511 3,699,910 1,292,829 23,756,406 12,219,208 6,921,464 1,691,000 812,853 443,902 262,467 196,320 126,282 286,973 140,407 48,049 12,601,108 9,894,320 7,229,743 5,366,282 4,236,104 2,653,960 67,122,263 40,756,818 27,204,056 7,768,830 5,177,620 3,852,811 24,491,109 19,703,238 14,732,914 16,162,405 12,795,292 7,467,371 7,009,636 5,188,618 1,593,285 26,077,486 15,353,658 10,928,046 6,721,717 4,482,055 2,865,845 Deductions from income (taxes and fixed charges). $191,123,408 138,094,716 77,695,063 14,062,669 11,454,167 7,054,630 75,286,805 60,453,506 36,048,981 45,893,986 29,409,640 18,662,311 11,225,491 10,394,107 6,306,643 13,277,196 7,998,784 6,260,379 4,727,566 3,763,689 1,796,236 5,139,640 3,195,729 957,934 3,729,066 1,911,327 787,361 17,781,190 9,613,767 2,722,679 8,648,124 7,846,593 4,105,913 3,740,680 62.3 801,531 4,542,211 6,662,817 6,135,064 3,235,068 2,899,998 62.7 627,753 3 427 749 3,923,884 3,902,059 1,995,024 1,907,035 51.1 21,825 1,928^860 1 Italic figures indicate deficits. 2 Exclusive of 6 companies which failed to furnish this information. 8 Exclusive of 18 companies which failed to furnish this information. 1,193,095 469,277 337,050 211,831 112,610 83,786 169,912 117,601 45,089 9,047,779 7,061,339 5,108,619 3,439,952 3,693,440 1,480,086 43,168,721 35,364,087 19,552,955 7,232,887 6,755,396 3,625,740 24,885,197 19,344,023 12,868,286 11,835,394 9,215,683 4,137,866 6,727,969 4,477,536 1,201,297 20,903,293 10,668,510 8,453,191 4,642,698 2,867,083 1,788,797 2,984,632 2,180,929 1,081,160 Net income.i 6,044,251 3,825,637 3,446,296 14,095,397 5,184,070 9,742,800 14,619,369 n, 837, 728 8,119,096 6,690,335 6,267,164 1,913,378 6,600,041 6,325,338 1,717,809 2,967,316 1,812,609 1,050,651 3,323,384 2,693,718 902,694 1,795,445 1,688,583 505,468 6,975,216 2,705,441 3,198,886 397,905 343,376 106,862 60,628 83,810 41,496 116,061 22,806 3,563,329 2,832,981 2,121,124 1,926,330 642,684 1,173,864 13,963,542 6,402,731 7,651,101 535,943 677,876 227,071 894,088 359,216 1,864,628 4,527,011 3,579,709 3,329,606 1,281,567 711,081 391,988 5,174,193 4,686,148 2,472,855 2,079,019 1,614,972 1,077,048 1,657,679 1,246,820 847,700 Divi- dends. 6,868,014 2,767,676 2,985,961 14,149,065 6,716,820 3,833,886 11,956,824 6,667,032 4,901,846 3,272,186 2,991,392 1,636,197 4,449,464 2,139,337 746,945 2,460,239 1,161,482 452,000 2,414,420 1,525,096 384,798 1,400,285 342,654 183,000 6,689,620 2,264,343 857,488 $10,260,639. 13,886,664 14,714,867 186,237 1,068,061 460,345 IS, sea i,ssi,no 6,908,914 2,662,545 6,280,696 3,217,251 3,318,149 2,276,772 377,181 2,060,577 3,186,001 970,864 607,076 661,127 698,551 908,964 1,168,620 617,896- 395,160 1,345,929 322,468 285,598. 441,093 2,341,397 329,882 186,694 67,829 91,755 74,170 8,260 83,147 18,000 8,750 3,521,465 2,421,056 1,910,060 1,831,766 57,656 991,062 12,229,777 6,565,684 3,133,855 654,405 172,928 78,420 1,264,883 977,228 621,811 3,146,8 2,315,6 1,644,6 924, 730 148,498 33,974 6,409,635 2,337,129 2,310,710 1,025,580 687,530 612,000 1,449,980 1,068,187 300,6631 Surplus.! 68,023 166,682- 39,023 il,U9 9,640 33,246 32,914 4,806 1,790 31,864 411,925 211,064 94,566 486,008 182,802 1,723,765 m,9ss 4,617,446 118, i6» 750,804 148,651 1,668,971 618,013 1,242,817 1,380,112 1,264,021 1,684,907 366,837 582, 583 358,014 m,us 2,348,017 162,145 1,053,439 927,442 465,048 107.599 178,633 547,137 GENERAL TABLES. 303 Table 168.— CONDENSED INCOME ACCOUNT OP OPERATING COMPANIES, BY GEOGRAPHIC DIVISIONS AND STATES: 1912, 1907, AND 1902— Continued. runsiON AMU state. West Noeth Central: Kinnesota Iowa. Missouri. North Dakota and Soutli Dakota.2 Nebraska. . South Atlantic: Delaware, Maryland, and District of Co- lumbia. Virginia.. "West Virginia. North Carolina. South Carolina. Georgia.. Tlorida. East South Centeal: Kentucky Tennessee. Alabama. MissiasippL West South Central: Arkansas Louisiana.. OHahoma' 1912 1907 Cen- sus. 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 Num- ber of com- panies. Gross income. 19,685,158 7,056,508 3,727,648 7,452,454 4,391,140 2,403,834 21,240,533 18,082,732 10,734,692 238,587 112,129 3,618,337 2,744,104 1,148,994 2,944,154 1,478,846 370,481 17,318,667 12,890,776 .8,393,872 7,247,056 5,401,415 1,667,022 3,708,197 2,588,725 1,102,171 2,348,715 1,295,477 442,467 1,355,270 1,336,457 653,736 7,421,747 4,720,595 2,375,224 1,969,315 1,371,541 529,743 6,155,248 4,791,933 2,933,800 6,151,953 4,480,991 1,866,835 4,344,668 3,467,476 1,497,351 10,390 906,289 258,654 1,891,949 1,275,396 371,660 6,998,131 6,994,975 2,910,244 1,449,278 577,957 8,514,403 4,857,997 1,647,846 opekatinq accounts. Revenues. $9,675,508 7,048,370 3,727,648 7,372,945 4,295,930 2,384,421 21,116,228 18,000,248 10,691,220 238,58' 112,079 3,577,746 2,737,756 1,148,994 2,901,310 1,439,813 370,481 16,619,698 12,373,382 8,393,725 6,847,216 5,152,173 1,653,478 3,615,257 2,502,800 1,102,171 2,127,884 1,186,469 437,259 1,345,450 1,273,617 597,677 6,934,010 4,616,337 2,375,224 1,968,990 1,367,210 529,743 5,919,344 4,776,098 2,932,901 6,124,678 4,443,891 1,866, 4,140,937 3,305,979 1,497,351 899,524 817,769 258,654 1,831,185 1,216,954 371,560 6,312,372 4,508,104 2,910,244 1,445,842 564,196 8,441,111 4,856,640 1,547,846 Expenses. $5,882,755 3,524,346 1,719,687 4,620,635 2,826,959 1,460,993 13,070,600 9,680,226 6,071,971 162, 123 72,412 2,021,647 1,325,038 655,729 1,705,737 776,207 257,248 8,718,499 6,460,116 4,231,128 3,875,733 3,261,670 1,009,356 1,910,770 1,640,395 652,862 1,416,802 743,357 322,344 914,391 762,853 398,662 3,600,445 2,555,713 1,232,320 1,155,091 956,860 339,375 3,556,537 2,825,497 1,560,270 3,257,823 2,434,252 1,079,237 2,401,152 2,276,100 878,291 661,866 534,542 192,056 1,001,342 683,262 216,433 3,232,460 2,682,481 1,758,989 970,447 357,91" 5,186,588 3,093,220 993,600 Net reve- nues. $3,792,753 3,624,024 2,007,961 2,852,310 1,468,971 923,428 8,044,728 8,320,022 4,619,249 76,464 39,66" 1,556,099 1,412,718 493,265 1,195,673 664,606 113,233 7,901,199 5,913,266 4,162,597 2,971,483 1,890,603 544,122 1,704,487 1,022,405 449,309 711,082 443,112 114,915 431,059 510,764 198,915 3,333,565 2,060,624 1,142,904 813,899 410,350 190,368 2,362,807 1,950,601 1,372,631 2,866,855 2,009,639 787,598 1,739,785 1,089, — 619,060 247,658 283,227 829,843 532,692 155,127 2,079,912 1,825,623 1,151,255 475,395 206,279 3,254,523 1,763,420 554,246 Per cent ratio; expen- ses of reve- nues. 60.8 50.0 46.1 61.3 65.8 61.3 61.9 53.8 56. 68.0 64.6 56.5 48.4 57.1 58. 53. 52.6 52.2 50.4 56.6 63.3 65.0 52.9 60.1 69.2 66.6 62.7 73.7 68.0 59.9 66.7 51.9 55.4 51.9 58.7 70.0 64.1 60.1 69.2 53.2 53.2 54.8 67.8 58.0 67.6 58.7 72.6 65.4 74.3 64.7 66.2 58.2 60. 59.6 60.4 67.1 63.4 61.4 63.7 64.2 Miscella- neous income. $9,650 8, 138 79,609 95,210 19, 413 126,305 82,484 43,472 60 40,591 6,348 42,844 39,033 517,394 147 399,840 249,242 113,544 92,940 25,925 220,831 109,008 6,208 9,820 62,840 56,169 487,737 104,268 325 4,331 235,904 15,835 899 27,275 37,100 203,731 101,497 10,866 88,520 60,764 69,442 1,685,759 1,486,871 3,4.36 13,761 73,292 1,367 Gross in- come less operating expenses. $3,802,403 3,632,162 2,007,961 2,931,819 1,564,181 942,841 8,170,033 8,402,606 4,662,721 76,464 39,717 1,596,690 1,419,066 493,265 1,238,417 703,030 113,233 8,600,168 6,430,660 4,162,744 3,371,323 2,139,845 657,666 1,797,427 1,048,330 449,309 931,913 652,120 120,123 440,879 573,604 255,074 3,821,302 2,164,882 1,142,904 814,224 414,681 190,368 2,598,711 1,966,436 1,373,630 2,894,130 2,046,739 787,598 1,943,516 1,191,376 619,060 258,624 371, 747 66,598 890,607 592, 134 156, 127 3,765,671 3,312,494 1,151,256 478,831 220,040 3,327,815 1,764,777 5.54,246 Deductions from income (taxes and fixed charges). $1,890,203 2, 128, 156 1,027,121 1,478,449 894,434 429,373 6,903,974 6,160,003 4,635,401 40,865 19,993 1,037,505 896,573 150,297 874,495 305,888 64,451 6,031,007 3,911,923 3,314,632 2,434,012 1,287,931 547, 730 994,778 743,200 266,842 634,904 353,;— 98,993 300,118 390, 713 203,196 2,657,659 1,124,' — 756,207 424,717 186,222 74,779 1,315,752 1,109,233 777,433 1,919,301 1,418,575 695,356 1,195,680 988,048 384,762 296,.833 247,833 38,684 474,638 263,537 68,071 2,295,076 1,890,680 690,380 498,684 109,230 Net income.i $1,912,200 1,404,006 980,840 1,453,370 669,747 613,468 2,266,059 2,252,443 27,320 35,699 19,724 559,185 623,493 342,968 363,922 397,751 48,782 2,569,161 2,618,737 848, 112 937,311 851,914 109,936 802,649 305,130 183,46" 397,009 198,314 21,130 140,761 182,891 51,878 1,263,643 1,039,893 387,697 389,507 228,469 115,689 1,282,959 857,203 696,097 974,829 628, 164 192,242 747,836 203,328 234,298 S8,S09 123,914 27,914 415,989 328,607 87,056 1,470,596 1,421,814 460,876 19,7BS 110,810 1,871,243 1,466,672 932,282 832,495 199,4831 354,763 Divi- dends. $1,668,500 1,215,000 870,400 703,497 218,900 117,660 281,600 1,019,000 313,337 28,170 550,120 458,032 230,800 40,299 80,460 4,000 2,025,750 1,202,000 616,168 68,750 33,396 493,673 26,400 22,000 185,501 720 611,183 643,787 33,952 294,769 198,400 40,720 1,237,935 625,938 371,000 670,654 284,676 651,750 250,868 81,000 289,195 105,228 1,339,745 994,698 362,198 25,215 150,000 760,265 275,170 22,600 Surplus.' $243,700 189,006 110,440 749,873 450,847 395,808 1,984,469 1,233,443 286,017 7,429 19,724 9,065 66,461 112,168 317,291 643,411 1,316,737 231,954 783,164 76,641 309,076 278,730 161,467' 211,508 198,314 21,130 140,761 182,891 51,158 652,46a 396, 106 353,745 94,738 30,059 74,869 45,024 231,265 225,097 304,275 343,488 192,242 196,086 163,298 S8,S09 123,914 27,914 126,774 223,369 87,056 130,851 427, 118 98,677 U.ses SB, 190 696,307 557,325 332, 163^ ' Italic figures indicate deficits. 2 No company reported in 1902 for North Dakota, and the 1 company in South Dakota in 1902 failed to furnish this information. 2 No company reported in 1902. 304 STREET AND ELECTRIC RAILWAYS. Table 158.— CONDENSED INCOME ACCOUNT OP OPERATING COMPANIES, BY GEOGRAPHIC DIVISIONS AND STATES: 1912, 1907, AND 1902— Continued. DinsIOIJ ANB STATE. Num- Cen- ber of sus. com- panies. 1912 6 1907 6 1902 S 1912 16 1907 11 1902 7 1912 18 1912 12 1912 6 1907 12 1902 6 1912 19 1907 14 1902 8 1912 6 1907 8 1902 6 1912 35 1907 41 1902 35 Gross inoome. OPEEATEfG ACC0TJNT3. Revenues. Expenses. Net reve- nues. Per cent ratio; expen- ses of reve- nues. Miscella- neous income. Gross in- come less operating expenses. Deductions from income (taxes and fixed charges). Net Income.i Divi- dends. Surplus.i Mountain: Montana Colorado AU other Mountain states Idaho, Wyoming, Nevada, ana Utah New Mexico and Arizona All other ' Mountain states Pacific: "Washington Oregon California.. 11,065,597 902,621 492,023 6,630,480 4,483,254 2,227,766 4,254,659 3,894,371 360,288 2,313,518 612,988 13,590,933 8,402,560 2,542,906 7,856,471 3,627,990 1,042,895 34,845,771 21,545,797 9,967,838 $1,055,283 760,201 5,829,146 4,130,962 2,227,286 4,218,190 3,873,086 345,105 2,284,737 687,705 12,706,499 7,898,743 2,642,906 J770,586 651,933 366,073 3,264,753 2,099,421 1,300,606 2,390,886 2,097,899 292,987 1,448,129 374,269 7,116,198 6,140,501 1,576,018 7,700,119 3,736,259 2,731,674 1,638,271 1,042,896 653,912 34,080,579 20,691,713 9,967,288 21,684,312 14,578,367 6,402,245 $284,697 208,268 126,950 2,664,393 2,031,541 1,827,304 1,775,186 52,118 836,608 213,436 6,590,301 2,758,242 966,888 3,963,860 1,093,403 388,983 12,396,267 6,113,346 4,565,043 73.0 72.6 74.2 66.0 60.8 58.4 56.7 64.2 84.9 63.4 63.7 56.0 65.1 62.0 48.6 60.0 62.7 63.6 70.6 54.2 $10,314 142,420 801,334 362,292 480 36,469 21, 15,183 28,781 25,283 884,434 603,817 156,362 896,316 765,192 854,084 660 $296,011 360,688 126,960 3,366,727 2,383,833 927,160 1,863,773 1,796,472 67,301 866,389 238,719 6,474,735 3,262,059 966,888 4,120,212 1,989,719 13,161,459 6,967,430 ■ 4,665,693 $224,729 120,851 74,633 2,106,967 1,273,024 036,005 1,397,370 1,302,819 94,651 617,462 176,723 $70,282 229,837 52,317 1,258,760 1,110,809 391,156 466,403 gr,!seo 347,937 61,996 4,033,973 2,440,762 1,788,314 1,473,745 463,101 603,787 3,050,248 992,748 146,519 10,696,969 6,732,706 2,112,959 1,069,964 996,971 242,464 2,464,490 234,726 2,462,634 $30,000 35,630 1,339,285 307,124 180,000 31,000 31,000 3,000 2,232,514 556,543 150,028 2,334,260 635,000 64,048 1,122,846 1,172,800 653,412 $40,282 194,307 62,317 803,685 211,155 435,403 493,663 S8,m 347,937 68,996 208,248 917,202 353,759 461,971 188,416 1,341,644 9S8,07i 1,799,222 ' Italic figures Indicate deficits. GENERAL TABLES. 305 Table 159.— INCOME ACCOUNT OF NONOPEEATING OR LESSOR COMPANIES, BY STATES: 1912, 1907, AND 1902. Census. United States. Calif ornia. Ulinois Indiana Massachusetts.. New Jersey. Num- terof com- panies. NewYori. Ohio. Pennsylvania . JUl other states >. . 1912 1907 1902 1912 1907 1902 1912 1907 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 285 291 2 158 46 23 13 17 4 138 140 Gross income. Rentals from operating compaoies, $35,605,367 47,913,249 26, 138, 899 252,995 260,202 2,628,488 3,758,762 1,726,807 1,945,781 1,050,882 2,128,500 1,986,774 3,109,034 2,166,850 1,586,217 9,540,387 18,882,040 6,703,608 3,376,083 3,178,599 1,059,814 9,650,103 13,937,422 9,608,918 6,638,874 3,045,569 2,434,806 Miscella- neous. $35,144,521 47,500,933 26,116,884 252,858 252,311 2,628,488 3,758,762 1,725,231 1,945,781 1,048,894 2,119,919 1,986,774 3,073,300 2,166,765 1,586,217 9,457,292 18,870,857 6,697,399 3,365,315 3,178,699 1,059,814 9,620,676 13,631,311 9,593,112 6,348,644 2,959,218 2,434,806 $460,846 412,316 22,015 137 7,891 1,576 1,988 8,581 35,734 85 83,095 11,183 6,209 10,768 DEDUCTIONS FROM INCOME. Total. 29,427 306, 111 15,806 290,230 86,356 $16,090,372 19,465,984 8,779,294 253,674 135,682 2,082,798 1,323,607 1,215,716 1,382,797 900,047 768,271 705,967 1,862,343 1,374,619 1,166,747 2,889,616 7,206,569 1,937,801 1,608,286 1,340,120 55,425 3,777,583 3,698,671 1,821,203 3,547,425 1,622,139 1,769,644 Interest. $16,234,132 18,030,622 8,376,569 236,301 97,929 1,887,758 1,323,607 1,063,781 1,374,870 846,854 741,811 695,678 1,836,268 1,364,360 1,160,560 2,813,773 7,101,331 1,908,060 1,468,049 1,317,587 55,425 3,611,740 2, 709, 769 1,497,969 3,260,447 1,533,036 1,735,360 Taxes and miscella- neous. $856,240 1,435,462 402,735 17,373 37,753 196,040 151,936 7,927 54, 193 16,460 10,289 26,085 10,259 6,187 75,843 105,238 29,741 40,237 22,533 166,843 988,902 323,234 286,978 89,103 34,284 Netincome.i $19,614,995 28,447,266 17,369,605 679 124,520 645,690 2,436,266 511,091 562,984 150,835 1,370,229 1,280,807 1,246,691 792,231 420,470 6,650,771 11,675,471 3,765,807 1,867,797 1,838,479 1,004,389 5,872,620 10,238,761 7,787,715 3,091,449 1,423,430 665,162 Dividends. $19,342,101 28,030,542 17,157,061 187,273 633,500 2,435,255 504.622 558; 560 148,660 1,368,633 1,272,395 1,259,467 780,970 369,220 6,495,213 11,689,769 3,747,209 1,865,697 1,838,479 988,956 5,804,039 9,914,220 7,629,069 3,077,250 1,346,411 814,957 Surplus.' $172,894 416,723 202,644 879 62,753 12,190 6,469 4,424 2,285 1,696 8,412 11,766 11,261 61,250 165,558 U,g9S 18,598 2,100 15,433 68,481 324,531 258,646 14,199 77,019 H9,79S 1 Italic figures indicate deficits, > Exclasive of 12 companies which failed to furnish this information. » Includes states as follows: 1912— Alabama, 1; Colorado, 1; Connectiout, 4; Delaware, 4; Georgia, 1; Idaho, 1: Iowa, 2; Louisiana, 2; Maine, 1; Maryland, 3; Michigan, 1; Nebraska, 3; North Carolina, 2; Ofclahoma, 1; Rhode Island, 6; South Carolina, 1; Texas, 1; V&gmia, 2; Washington, 1; West Virginia, 3; Wisconsin, 1. 1907— Califor- nia, 1; Connectiout, 3; Delaware, 3; Iowa, 2; Louisiana, 1; Maryland , 2; Nebraska, 2; New Hampshire, 2; North Carolina, 1; Rhode Island, 3; Utah, 1; virgiiiia, 1; Wash- aogton, 1; West Virginia, 3. 1902— Colorado, 1; Comiecticat, 4; Maine, 1; Maryland, 2; Missouri, 1; New Hampshire, 6. 58795°— 15- -20 306 STREET AND ELECTRIC RAILWAYS. Table 160.— CONDENSED INCOME ACCOUNT 01' OPERATING AND Census. NUMBEE OF COMPANIES. Total. Oper- ating. Lessor. Gross income. Bentals from operating companies. OPERATING ACCOUNTS. Eeveuues. Expenses. Net revenues. United States. States having operating and lessor companies. California * Illinois Indiana 6 M assachusetts New Jersey New York Ohio Pennsylvania Another States having operating companies only 1912 1907 1902 1912 1907 1902 1912 1912 1907 1902 1912 1907 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1,260 » 1,230 = 957 971 641 81 92 43 41 29 134 147 119 90 66 269 262 184 353 221 95 164 269 316 975 939 799 811 680 483 35 34 33 43 62 74 24 24 25 101 101 96 75 73 62 121 122 311 195 80 164 259 316 285 291 168 285 291 158 11 10 17 19 18 19 17 4 33 46 23 13 17 4 138 140 S621,635,884 477,657,503 276,643,526 $35,144,521 47,500,933 26,116,884 $567,511,704 418,187,858 247,553,999 $332,896,356 251,309,252 142,312,597 549,894,475 388,634,051 215,210,400 35,098,766 56,159,746 43,680,140 28,788,019 17,868,882 13,442,549 38,541,586 33,202,462 25,620,184 21,430,517 15,249,508 9,763,140 133,063,763 110,567,713 66,585,388 44,082,121 34,453,500 17,659,665 65,844,150 69,644,408 39,966,645 137,804,944 78,493,771 26,827,359 71,641,409 89,023,452 61,433,126 35,144,621 47,600,933 26,116,884 497,223,521 332,350,677 186,390,383 291,731,077 202,432,908 107,331,024 252,858 252,311 2,628,488 3,758,762 1,725,231 1,945,781 1,048,894 2,119,919 1,986,774 3,073,300 2,166,765 1,586,217 9,457,292 18,870,857 5,697,399 3,365,315 3,178,599 1,059,814 9,620,676 13,631,311 9,693,112 6,348,644 2,959,213 2,434,806 34,080,579 54,588,533 40,448,084 24,164,965 15,718,651 11,224,546 36,841,475 30,925,503 23,617,570 18,081,276 12,895,532 8,137,477 118,672,650 89,856,329 59,315,606 39,437,574 30,392,675 16,587,693 54,922,898 44,654,130 30,319,211 124,879,885 71,953,879 24,247,861 70,288,183 85,837,181 61,163,616 21,684,312 29,822,058 25,597,996 14,103,211 9,132,539 6,308,152 24,889,596 21,179,642 K, 403, 667 10,552,653 7,906,138 4,324,112 66,401,113 50,928,885 33,677,724 24,543,633 18,479,609 9,132,480 31,702,938 26,003,748 15,624,813 73,002,235 46,029,768 14,065,017 41,165,279 48,876,344 34,981,573 $234,615,348 166,878,606 105,241,402 205,492,444 129,917,769 79,059,369 12,396,267 24,766,475 14,850,088 10,061,754 6,586,112 4,916,393 11,951,879 9,745,861 7,213,903 7,528,623 4,990,394 3,813,365 52,271,537 38,927,474 25,637,882 14,893,941 11,913,066 7,455,213 23,219,960 18,650,382 14,694,398 51,877,650 25,924,111 10,182,844 29,122,904 36,960,837 26,182,043 1 Italic figures indicate deficits. ' Exclusive of 6 companies which failed to furnish this information. « Exclusive of 30 companies which failed to fumisli this information. GENERAL TABLES. LESSOR COMPANIES COMBINED, BY STATES: 1912, 1907, AND 1902. 307 Miscellaneous income. tl8,879,6S9 11,968,712 2,972,643 Gross income less operating expenses. $288,639,528 226,348,251 134,330,929 DEDUCII0N3 FBOil INCOME (TAXES AND FIXED CHAKGES). Total. $207,213,780 167,560,700 86,374,347 Interest. $113,259,470 81,771,266 46,462,470 Rent of leased lines and terminals. $44,784,521 48,022,596 25,518,225 Miscellaneous, including taxes. $49, 169, 789 27,766,838 14,393,662 Net income. $81,425,748 68,787,651 47,956,682 Dividends. $70,992,218 64,485,274 33,039,171 Surplus.! $10,433,530 14,302,277 14,917,411 17,526,433 8,782,441 2,703,133 765,329 1,318,902 503,568 864,292 425,000 272,223 651,217 157,040 15,840 275,941 187,211 39,446 4,933,821 1,840,527 1,572,383 1,279,232 882,226 12,158 1,300,576 1,358,967 54,322 6,576,415 3,580,679 144,692 1,353,226 3,186,271 269,510 258,163,398 186,201,143 107,879,376 187,653,673 133,001,619 71,802,227 99,154,459 63,387,517 34,828,503 13,414,454 26,337,688 17,982,144 14,684,808 8,736,343 7,134,397 13,651,990 12,022,820 9,216,617 10,877,864 7,344,370 5,439,028 66,662,650 59,638,868 32,907,664 19,538,488 15,973,891 8,527,185 34,141,212 33,640,660 24,341,832 64,802,709 32,464,003 12,762,342 30,476,130 40,147,108 26,451,563 10,950,643 21,038,975 12,751,308 9,776,698 6,943,685 5,860,332 9,947,826 7,819,610 5,814,586 9,095,230 7,130,015 4,791,487 46,068,337 42,560,656 21,490,756 13,143,680 10,555,703 4,193,291 28,662,780 23,042,694 14,689,489 41,812,517 23,281,301 11,045,920 19,660,107 24,559,081 14,572,120 7,716,862 12,280,523 7,795,393 4,361,337 4,281,053 3,258,142 4,115,136 3,352,738 2,219,926 4,569,033 4,206,064 2,733,971 24,352,988 16,832,136 12,241,187 6,897,178 5,930,019 2,613,009 10,019,675 7,029,518 3,664,135 24,922,011 14,984,607 7,204,938 14,105,011 18,383,749 11,633,967 44,756,910 48,007,850 25,493,441 255,416 494,136 2,648,012 3,875,007 1,744,017 1,966,943 2,542,459 2,146,639 1,967,640 3,229,045 2,272,148 1,586,217 12,684,642 19,279,392 6,719,689 3,390,165 3,155,380 1,066,636 13,995,098 13,664,786 8,902,431 6,421,932 2,986,550 2,376,021 27,611 14,746 24,784 43,742,304 21,606,252 11,480,283 2,978,365 8,264,316 2,307,903 1,540,354 918,615 635,247 3,290,231 2,321,233 1,627,120 1,297,152 652,803 471,299 9,020,707 6,449,128 3,529,980 2,856,337 1,470,304 613,646 4,648,007 2,458,390 2,232,923 10,468,574 6,311,244 1,464,961 5,427,485 6,160,686 2,913,369 70,609,725 63,199,524 36,077,149 2,463,811 5,298,713 5,230,836 4,908,110 1,792,658 1,274,065 3,704,164 4,203,210 3,401,931 1,782,634 214,355 647,541 20,604,313 17,078,202 11,416,908 6,394,808 5,418,188 4,333,894 5,478,432 10,697,966 9,652,343 22,990,192 9,182,702 1,716,422 10,916,023 15,588,027 11,879,433 62,606,034 45,653,682 27,660,793 1,122,846 5,596,908 2,870,629 4,745,965 1,429,352 707,068 3,670,015 3,789,689 3,182,465 1,913,862 953,898 447,640 18,724,990 17,265,433 5,012,596 4,154,167 2,633,564 7,068,922 10,891,448 8,150,880 17,966,543 5,031,360 1,619,436 8,486,184 8,831,592 5,378,378 8,003,691 7,646,842 8,416,366 1,340,965 $98,19S 2,360,207 162,145 363,306 667,007 34,149 413,521 219,476 ISl.BSS 7S9,S4S 199,901 1,879,323 177, BSl 4,536,044 1,382,212 1,264,021 1,700,340 1,B90,4S0 29S,m 1,601,463 6,023,649 4,151,342 96,987 2,429,839 6,766,435 6,601,055 * Included in "AH other" in 1907 and with " States having operating companies only " in 1902. ' Included with " States having operating companies only '.'. in 1902. 308 STREET AND ELECTRIC RAILWAYS. Table 161.— OPERATING REVENUES, BY GEOGRAPHIC DIVISIONS AND STATES: 1912, 1907, AND 1902. DIVISION ANB STATE, United States., Geogbaphic divisions: New England Middle Atlantic, East North Central. West North Central., South Atlantic East South Central. West South Central., Mountain.. Pacific NETf England: Maine New Hampshire.. Vermont , Massachusetts. Rhode Island and Connecticut Middle Atlantic: New York New Jersey.. Pennsylvania Bast North Centeal: Ohio. Indiana. Illinois. Michigan. Wisconsin.. Census, 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 Num- ber of Com- panies, 975 6 939 6 799 91 118 137 246 247 219 222 220 177 85 73 S8 107 100 75 45 40 34 79 50 32 40 28 18 60 101 101 96 24 24 25 121 122 Total operating revenue. $567,611,704 418,187,858 247,553,999 56,515,083 46,420,066 33,261,786 191,676,824 147,405,991 97,772,294 135,275,159 99, 148, 956 64,962,484 44,881,324 33,634,196 18, 322, 764 39,458,505 28,531,988 14, 989, 177 17,084,483 13,403,737 6,655,741 17,030,510 11, 144, 894 4,829,660 11,102,619 7,175,900 3,307,014 54,487,197 31,322,130 13,553,089 3,518,322 2,259,649 1,642,608 1,246,184 1,088,957 604,131 600,717 441,389 249^228 36,841,475 30,925,503 23,617,570 14,308,385 11,704,568 7,248,349 118,672,650 89,856,329 69,315,606 18,081,276 12,895,632 8, 137, 477 54,922,898 44, 654, 130 30,319,211 39,437,574 30,392,675 16,687,693 16,718,651 11,224,545 3,813,076 54,688,533 40,448,084 24,164,966 17,683,808 10,948,588 6,494,691 7,846,593 6,136,064 3,902,059 $502,661,637 382, 132, 494 233,821,648 52,520,631 43,187,257 31,617,422 180,633,603 140, 570, 256 94,874,768 118,127,553 89,261,625 61,267,333 40,853,962 31,578,834 17,483,675 30,921,390 22,985,107 12,794,719 13,868,509 11,205,666 5,830,030 14,790,406 9,883,647 4,669,255 8,060,857 6, 626, 365 3,047,246 42,874,826 27,833,768 12, 247, 110 2,458,114 1,872,406 1,311,198 1,201,565 1,022,366 579,646 423,348 380,659 216,013 35,146,740 29,524,676 22,807,316 13,291,764 10,387,152 6,703,349 110,699,835 84,605,880 67,347,930 17,615,561 12,682,531 7,989,544 62,318,207 43,281,845 29,537,284 32,672,145 27,007,611 15,293,916 12,795,929 9,815,012 3,632,679 49,815,164 37,453,153 23,270,828 15,876,873 9,915,719 6,014,842 6,967,442 5,069,630 3,166,168 Parlor, chair, and special car.i $1,036,620 705,261 303,608 194,012 149, 634 57,831 252,475 172,692 99,410 324,716 179,842 88,725 40,834 30,672 11,988 60, 864 25, 081 18,354 11,240 19,699 3,799 28,043 13,932 6,821 26,634 22, 770 9,303 97,702 91,039 7,377 6,697 4,217 6,011 3,576 973 130,204 103, 489 43,182 51,127 37,527 14,398 99, 161 77,453 53, 418 49,715 40, 108 21,685 103,599 55, 131 24, 407 100,841 64,887 37,460 31,303 19, 536 6,868 102,530 33,685 12,615 58,883 46,848 20,313 31,159 15,886 11,489 Freight, Mail, $10, 166, 616 6,231,215 1,038,097 826,646 286,385 178,276 1,407,074 781,690 238,251 3,492,643 2,131,237 301,692 727,275 229,821 24,927 519, 796 210, 613 74,736 171,760 154, 110 38,233 43,507 14, 191 3,026 126,632 128,232 60,544 2,850,384 1,294,936 128,413 159,704 95,075 80,380 18,457 13,726 1,182 50,590 38, 622 23,351 91,114 72, 640 12,876 606,781 66,322 60,487 866,584 612,866 197,324 40,601 20, 106 6,364 499, 989 148, 720 35,563 1,237,699 693, 638 211, 842 , 734,222 463, 122 18, 781 721,963 450,316 23,165 773,326 519, 932 47,904 25,333 4,230 express, and mlik,^ $723,640 $3,687,947 646,676 1,560,802 432,080 401,672 105, 118 103,368 69,460 168, 163 185,866 131,276 172, 862 141, 888 91,652 126,797 91,563 63,969 60, 310 69, 924 46, 999 16,749 13,635 8,419 5,816 6,686 2,237 4,961 2,722 3,166 63,874 42,123 24,903 11,494 9,260 6,179 2,578 4,350 4,050 2,717 2,610 2,201 73,328 73, 743 48,454 15,001 13,406 8,676 73,482 93, 186 66,077 13, 169 7,262 4,822 81,512 85, 428 61,377 72,415 48, 141 36, 171 5,348 6,951 1,977 67,602 66,965 42,696 23,428 18,483 11,143 4,069 1,348 765 Other transpor- tation revenue,^ $1,919,413 404, 179 261, 332 I 32,633 707, 422 519,009 1, 769, 893 644,870 239,626 131,229 34,485 13,624 189, 703 76, 333 13, 187 102,851 1,116 6,524 24,735 8,149 719 50,883 1,603 34 317,062 114,006 3,739 16,040 13, 135 9,409 2,022 560 / I 120 / 6,590 3,850 1,768 267,425 60,666 4,140 112,102 193,131 17,196 372,861 438,994 64,213 13,387 198 321, 184 79,817 28,477 753,955 334,312 67,679 407,609 73,264 17,893 289,834 120, 683 10,148 228,036 10,114 153,224 80,459 6,607 582 79, 656 473,683 729,645 Sale of electric current. $36,600,030 20,093,302 7,703,674 114,723 59,928 29,019 37,636 21,561 373,862 1,293 445 36,975 20,122 189, 195 15,208 269, 180 283,467 77,850 300,496 56,446 11,286 1,384,764 1,664,744 736, 976 3,381,090 2,017,330 625,570 8,330,313 4,604,766 2,152,612 2,233,356 1,312,722 J,-^ 576,526 / 7,089,358 4,766,566 . 1,764,372 2,766,420 1,841,790 ,^, 642,134 1,860,737 1,102,418 2,628,273 1,343,987 156,604 6,825,719 1,648,989 954,538 Other non trans- portation revenue,^ $10,826,901 7,818,209 3,853,420 789,166 228,637 102,318 21,293 10,625 100,744 9,779 1 Reported as "chartered cars" In 1907 and 1902, s Reported as "express" in 1907 and 1902, 8 Included with revenues from miscellaneous sources in 1907 and 1902. 396,124 471, 704 260,109 98,730 833,431 373,924 2,666,803 1,369,339 471,609 116,829 83,494 16,459 708,458 664, 497 138,602 3,766,405 1,607,699 602,619 1,144,774 383,177 144,323 2,343,709 1,301,130 519,958 461,731 340,856 195,428 613,694 971,996 690,284 1,000,177 867,346 569, 188 4,663,414 3,159,148 1,710,243 2,337,734 2,284,738 820,944 'U 663,148 356,099 158,155 557,157 418,364 286,811 118,935 167,933 27,602 239,730 116,971 63,360 182,828 60,331 40,118 1,083,778 397,279 187,009 67,286 37,020 32,773 14,258 23,098 15,310 5,043 5,895 700,565 628,685 461,493 212,758 173,600 70,419 3,815,739 2,658,612 1,116,135 216,906 61,844 100,607 620,769 438,692 493,501 550,647 636,487 349,016 621,616 462,893 90,665 947,235 1,022,253 285,655 205,085 97,637 61,837 113,151 65,468 43,771 4 Reported as revenues from "mlsoellaneons sources" In 1907 and 1902. 6 Exclusive of 6 companies which failed to furnish this information, ^ Exclusive of 18 companies which failed to furnish this informatioii. GENERAL TABLES. " 309 Table 161.— OPERATING REVENUES, BY GEOGRAPHIC DIVISIONS AND STATES: 1912, 1907, AND 1902— Continued. nrVISION AND STATE. West Nokth Central: Minnesota Iowa. Missouri. North Daliota and South Dakota.6 Nebraska Kansas. Census, South Atlantic: Delaware, Maryland, and District of Columbia. Virginia West Virginia.. North Carolina. South Carolina. Geoigla., Florida. Kasi South Centeal: Kentucky Tennessee. Alabama. Mississippi. West South Centeal: Arkansas Louisiana. Oklahoma'. Texas Mountain: Montana. 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1912 1907 1902 1912 1907 1902 Num- ber ol com- panies. 17 Total operating revenue. »9, 675, 608 7,048,370 3,727,648 7,372,945 4,295,930 2,384,421 21,115,228 18,000,248 10,691,220 238, 587 112,079 3,577,746 2,737,756 1,148,994 2,901,310 1,439,813 370,481 16,619,698 12,373,382 8,393,725 6,847,216 5,152,173 1,553,478 3,615,267 2,562,800 1,102,171 2,127,884 1,186,469 437,269 1,345,450 1,273,617 697,577 6,934,010 4,616,337 2,375,224 1,968,990 1,367,210 529, 743 5,919,344 4,776,098 2,932,901 6,124,678 4,443,891 1,866,835 4,140,937 3,366,979 1,497,351 899,524 817, 769 258,664 1,831,185 1,216,954 371, 560 5,312,372 4,508,104 2,910,244 1,445,842 664, 196 8,441,111 4,856,640 1,647,846 1,055,283 760,201 492,023 S9, 420, 572 6,943,683 3,660,483 5,259,416 3,415,603 1,959,965 20,216,633 17,266,141 10,422,636 221,690 100,273 3,277,008 2,584,426 1,107,494 2,459,743 1,268,709 343,197 16,480,227 11,920,958 8,076,302 4,531,942 3,531,681 1,103,732 3,034,495 2,139,823 958,805 1,176,841 680,472 247,812 928, 847 793,956 401,563 4,394,781 2,962,857 1,594,982 1,374,257 955, 360 411,633 5,592,234 4,441,781 2,780,487 4,664,650 3,698,013 1,759,680 3,004,002 2,577,777 1,135,266 607, 723 488,084 154,597 1,183,389 824, 335 322,805 4,725,416 4,284,357 2,835,262 1,263,482 629,455 7,628,119 4,245,600 1,601,188 800,150 613,251 382,452 Parlor, chair, and special car.' Freight. 16,227 9,069 4,138 4,678 1,436 964 18,003 13,606 6,652 47 2,483 3,435 1,044 9,496 3,128 200 36,621 5,003 10,443 7,979 6,390 2,036 3,371 1,926 100 652 845 75 278 1,186 61 10,379 7,592 4,972 1,584 2,140 667 3,815 7,319 1,407 1,813 6,833 68 6,612 6,304 2,211 143 113 , 3,020 1,001 114 6,064 5,604 4,457 1,403 942 18,666 6,386 2,250 tl2,828 1,871 662,236 173,415 17,548 55,366 34,300 7,379 12,596 754 84,249 19,481 150,108 43,318 18,680 160,429 70,356 12,791 69,157 18,372 6,160 62,979 14, 953 8,367 31,416 17,384 16,679 34,356 31,574 9,772 11,361 14,656 2,486 40,996 62,339 2,500 34,082 4,508 1,239 83,406 78,630 34,494 13,276 18, 733 Mail. 2,812 444 26 2,122 31,487 12, 182 7,086 1,565 3,000 1,516 64,575 50,644 t4,442 4,915 4,335 17,691 6,831 5,299 74,476 67,945 41,071 150 613 27,612 9,285 2,526 1,974 566 43,607 49,039 42,168 6,190 4,184 1,617 3,719 1,631 755 1,009 453 express, and'milk.2 Other transpor- tation revenue," *28,687 2,682 856 1,504 2,200 2,919 440 903 842 615 3,134 2,546' 2,168 9,380 7,967 3,060 2,622 1,415 176 400 240 240 1,454 1,740 1,682 1,076 674 3,046 2,932 566 365 42,527 12, 109 9,132 29,446 16,772 4,392 8,996 4,599 21,673 2,005 62,300 15,708 11,169 23,913 100 65,032 35,100 4,665 2,368 1,500 602 10,376 40,038 12,487 150 3,153 204 96,864 "4,' 162 1,932 4,055 282 1,362 833 245 432 7,676 798 16, 727 7,106 719 34 Sale o! electric current. 14,660 72,762 1,000 18,764 17,657 12,385 12,030 20,765 32 8,386 '342 3,285 17,753 7,669 4,804 4,318 7,394 21,020 775 1123,234 60, 656 49,680 1,144,220 679, 115 296,730 661,422 452, 174 172,036 130,958 84,041 36,073 283,622 136, 736 23,007- 622,393 214,123 67,795 2,007,620 1,437,087 387,031 333,665 126,117 833,480 473,651 163,657 372,768 437,483 171,562 2,305,083 1,484,966 727,847 661,416 375,691 110,363 103,324 160, 629 133,337 1,372,745 701,683 86,901 1,017,134 671,425 318,660 273,217 308,053 103,236 612,953 383,226 46,630 649,047 191, 728 37,753 130,096 16, 708 668,641 610, 757 20,859 242,305 77, 993 43,284 Other nontrans- portation revenue.* ' Reported as "chartered cars" in 1907 and 1902. " Reported as "express" in 1907 and 1902. 'Included with revenues from" misceUaneoua sources" In 1907 and 1902 * Reported as revenues from " miscellaneous sources" in 1907 and 1902. 6 No company reported in 1902 for North Dakota, and the 1 company in South Dakota in 1902 failed to furnish this information • No company reported ia 1902. $75,068 28,176 19,012 269,515 107,422 94,793 169,882 150,311 38,164 4,204 11,193 112,035 51,217 2,685 22,444 7,780 3,611 222,057 126,233 167,268 97,113 102:375 45,903 46,896 32,384 10,234 27,493 13,737 15,843 8,825 12,378 6,318 138,789 113,942 37,061 15,984 18,317 4,179 78,692 111,484 8,840 22,423 25,887 14,111 16,109 29,039 3,943 4,711 1,523 708 23,967 6,464 2,985 24,529 24,675 31,090 13,328 3,437 177,906 82,395 19,275 10, 537 14,382 15,344 310 • STREET AND ELECTRIC RAILWAYS. Table 161.— OPEEATING REVENTJES, BY GEOGRAPHIC DIVISIONS AND STATES: 1912, 1907, AND 1902— Continued. DIVISION AND STATE. Mountain— Continued. Colorado All other Mountain states Idaho, Wyoming, Neva- da, and Utah New Mexico and Arizona All other Mountain states 6 Pacific: ■Washington Oregon. California. . Cansus. Num- ber of com- panies. 1912 1907 1902 16 11 7 1912 18 1912 1912 12 6 1907 1902 12 6 1912 1907 1902 19 14 8 1912 1907 1902 6 8 6 1912 1907 1902 35 41 35 Total operating revenue. 85,829,146 4,130,962 2,227,286 4,218,190 3,873,085 345,105 2,284,737 687, 705 12,706,499 7, 898, 743 2,642,906 7,700,119 2,731,674 1,042,895 34,080,579 20,691,713 9, 967, 288 Passenger. J4, 521, 013 3,696,500 2,091,824 2,739,694 2,458,252 281,442 1,316,604 672,970 7,282,685 6,070,685 1,813,156 4,578,419 2,529,990 969,231 31,013,722 19,233,083 9,464,723 Parlor, chair, and special car.i $22,273 15,887 8,106 4,361 4,181 180 6,883 1,197 33,001 16,980 3,233 14,322 607 60,379 75,059 3,637 Freight. $47,915 55,856 77,201 76,203 998 17,801 677,472 629,567 63,501 511,634 164,651 17,287 1,661,278 600, 818 47, 625 MaU. $2,144 1,584 2,000 2,807 2,657 250 1,138 800 19,842 9,150 1,883 6,744 6,690 2,904 37,288 26,283 20, 116 express, and rnilTr 2 $10,486 40,397 39,902 495 1,503 61, 753 16,060 67,398 600 163 207,901 97,346 3,576 Other transpor- tation revenue.' $13,916 6,871 6,261 610 20,763 29,171 323,928 Sale of electric current. $1,064,247 344,468 111,104 1,321,721 1,266,588 65,133 921,526 2,216 4,422,080 1,182,423 641,800 2,327,822 33,522 75,817 366,566 279,216 Other nontrans- portation revenue.* 1 Reported as "chartered cars" in 1907 and 1902. 2 Reported as " express " in 1907 and 1902. ' Included with revenues from " miscellaneous sources " in 1907 and 1902. 1 Reported as revenues from "miscellaneous sources" in 1907 and 1902. 6 Includes states and territories as follows: 1907— Arizona, Idaho, Nevada, New Mexico, and Utah. 1902— Arizona, Idaho, New Mexico, and Utah. $147,153 16,667 14,262 25,138 19,141 6,997 19,282 10,622 198,903 74,878 19,333 174,609 29,843 19,281 710,266 292,558 148,395 GENERAL TABLES. 311 Table 162.— OPERATING EXPENSES, BY ACCOUNTS, BY GEOGRAPHIC DIVISIONS AND STATES: 1912, 1907, AND 1902. DinaiON AOT> STATE. United States, Geogeafhic divisions: New England Middle Atlantic East Nortli Central., "W^est Nortli Central. South Atlantic. East South Central.. West South Central. Census. Mountain. Pacific. New England: Maine New Hampshire . Vermont. Massachusetts. . Rhode Island and Con- necticut. Middle Atlantic: New York. New Jersey. Pennsylvania. East Noeth Central: Ohio. Indiana. Illinois. Michigan.. Wisconsin.. 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1912 1907 1902 1912 1907 1902 1912 1907 1912 1907 1902 Num- ber of operat- ing compa- nies. 975 1939 "799 1332,896,356 251,309,252 142,312,597 91 118 137 246 247 219 222 220 177 73 58 107 100 75 45 40 34 79 60 32 40 28 18 60 63 49 Total operating 101 101 . 24 24 25 121 122 37,316,197 31,471,822 22,877,440 108,656,704 84,837,741 63,626,649 78,747,118 60, 170, 744 31,105,834 27,363,397 18,204,188 10,165,628 21,591,731 16,280,864 8,186,047 9,867,378 8,070,391 3,709,854 10,390,837 6,816,880 2,969,022 6,426,225 4,099,483 2,039,948 32,536,769 21,357,139 7,632,175 $46,371,685 28,520,925 13,600,236 Way and structures. 140,056,378 31,485,810 16,676,532 2,002,617 1,480,544 1,127,660 987,934 895, 862 478,849 345,268 313,845 201, 179 24,889,596 21, 179, 642 16,403,667 9,090,782 7,601,929 4,666,085 66,401,113 60,928,855 33,677,724 10,552,653 7,905,138 4,324,112 31,702,938 26,003,748 15,624,813 24,543,633 18,479,609 9,132,480 9,132,539 6,308,152 2,219,791 29,822,058 25,597,996 14,103,211 11,142,975 6,649,919 3,665,328 4,105,913 3,235,068 1,995,024 5,512,046 4,096,186 2,743,368 15,196,953 9,675,264 4,804,948 9,782,125 6,610,803 2,765,110 4,390,762 1,676,071 888,635 3,044,858 1,687,851 508,447 1,308,182 841, 792 439,277 1,178,911 670,030 312,381 855,554 618,090 301,703 5,102,294 2,845,838 836,467 Equip- ment. $2,606,067 1,730,851 1,122,816 284,734 202,968 160,610 159,640 122,072 40,711 61,141 49,827 28,697 3,615,816 2,621,961 1,806,696 1,390,715 1,199,358 706,754 9,101,193 6,453,039 2,727,448 1,733,090 604,494 299,806 4,362,670 3, 617, 731 1, 777, 694 3,655,805 2,188,337 871,448 1,491,836 667, 792 212,633 2,505,728 2, 755, 147 1,182,824 1,731,826 722,056 347,646 396,930 277,472 160,669 4,775,073 3,888,876 2,627,529 13,932,504 11,281,813 6,385,445 8,741,177 7,130,860 3,768,645 3,487,192 2,089,896 1,237,861 2,107,036 1,631,473 849,231 1,205,036 792,400 400,996 1,151,899 772, 135 373,921 679,832 502,393 198,998 3,976,629 3,396,974 843,906 243,683 176,594 167,745 131,203 91,367 48,640 57,032 37,616 20,705 3,172,557 2,686,026 1,895,793 1,170,598 898,373 504,746 9,306,172 7,068,741 3, 771, 757 1,234,938 1,229,375 676,440 3,391,394 2,983,697 2,037,248 3,061,946 2,486,726 863,348 1,100,299 763, 452 305, 976 2,809,217 2,807,087 1,999,348 1,328,692 770,641 424,800 441,023 303,044 165,173 Traffic. 273,873 349,393 206,490 514,806 274,020 319,014 643,699 293, 608 182,390 194,603 182,300 100,059 222,296 172, 122 111,354 69,930 75,842 31,999 116,997 114,562 28,605 97,272 78,493 73,091 582,681 190,611 70, 814 $189,689,432 141,095,350 84,036,067 26, 871 31,438 45,130 15,737 29,806 16,288 7,208 6,708 175,758 184,265 92,324 48,299 98,186 48,119 266,166 134,684 111,378 26,049 18,561 15,660 232,592 120, 775 191,976 170,308 61,245 68,975 100,916 56,503 31,887 128,427 113,802 28,645 121,136 62, 486 66,624 22,813 9,573 6,369 conducting transportation. Total. 20,932,067 17,590,924 13,254,905 61,440,393 48,561,093 32,095,680 47,626,604 34,115,982 18,293,697 14,773,377 10,679,902 5,997,577 12,012,821 8,621,684 4, 713, 132 6,172,936 4,116,775 1,909,316 5,888,213 3,749,898 1,804,395 3,776,552 2,246,600 1,182,980 18,066,479 11,412,692 4,783,485 1,116,900 812,415 662,284 552, 188 474,386 291,812 151,826 167,681 129,676 13,909,741 12,204,200 9,725,188 5,201,402 3,932,242 2,546,045 36,980,094 29,070,621 20,363,935 6,956,622 4,617,937 2,631,836 18,504,677 14,872,535 14,047,674 10,284,474 5,743,234 4,805,932 3,327,708 1,193,404 19,913,993 14,913,063 8,049,012 6,293,176 3,910,144 2,213,419 2,565,929 1,680,693 1,094,628 $7,127,204 3,545,418 2,598,936 Superin- tendence of trans- portation. $60,484,917 43,972,669 23,062,328 756,319 453,671 734,036 2,887,596 1,346,047 1,059,284 1,300,093 685, 194 321,392 484,917 289,359 122,484 519,246 218, 180 110,322 224,478 154,584 106,656 214,338 82,093 29,499 84,429 51,256 23,732 656,788 266,034 92, 631 26,612 17,947 18,059 24,404 16,262 7,549 6,739 6,961 5,210 661,994 322,901 640, 791 136,570 89,610 62,427 1,888,496 844, 654 721, 162 365,367 153,335 66,302 633, 743 348,058 281,830 Power. $122,077,311 93,577,263 68,373,804 6,143,461 6,492,244 3,686,167 17,988,021 14,266,693 8,076,845 16,865,913 11,205,813 5,384,707 4,942,168 3,371,743 1,694,422 4,387,003 3,059,854 1,546,103 1,834,205 1,403,020 624,614 2, 120, 747 1,292,628 627, 648 1,585,653 726,804 360,677 5,617,846 3, 154, 970 1,262,266 448,202 307,076 200,631 248,159 213, 171 134,413 46,168 67,087 41,449 3,758,140 3,689,680 2,673,845 1,642,802 1,216,230 734,919 10,976,674 8,656,144 6,266,237 1,718,517 1,635,249 763,759 6,292,930 4,074,300 2,056,849 485,394 4,737,502 267,641 3,411,273 113,153 1,616,321 160, 178 76,665 27,146 359,089 202,484 89, 704 230,691 88,219 56,533 74,741 61,295 34,856 1,912,698 1,291,281 363,879 6,607,267 4,744,442 2,353,311 1,832,562 1,229,521 660,257 875,984 629,296 390,939 Operation of cars. 14,032,277 11,645,009 8,836,712 40,664,776 32,949,353 22,959,551 30,460,698 22,224,976 12,587,498 9,346,292 7,018,800 4,180,671 7,106,572 5,343,560 3,056,707 3,114,253 2,559,171 1,279,147 3,563,128 2,376,277 1,247,248 2,106,670 1,468,440 798,671 11,792,845 7,992,688 3,428,599 642,086 487,392 343,694 279,625 244,963 149,850 98,929 93,633 82,917 9,589,607 8, 191, 619 6,510,652 3,422,030 2,627,402 1,748,699 24,115,024 19,669,823 14,376,546 3,871,748 2,829,353 1,821,775 12,578,004 10, 450, 177 6,761,230 8,824,678 6,605,660 4,013,760 2,743,156 1,960,872 802,379 13,047,637 9,966,137 6,605,997 4,229,923 2,592,404 1,496,629 1,615,204 1,100,002 668,733 $54,172,804 42,307,443 24, 689, 193 General and miscel- laneous. $6,168,873 2,188,753 5,823,148 4,925,813 3,769,326 17,572,048 14,700,636 9,826,039 12,053,613 10,677,744 6,663,714 4,617,463 3,276,627 1,800,769 4,204,720 2,661,861 1,398,019 2,121,294 1,589,429 692,712 2,054,817 1,105,341 444,368 1,017,015 593,971 257,166 2,876,032 937,080 330,429 216,231 152,663 129,166 176,300 79,011 68,061 63, 113 18,672 4,015,724 3,530,122 2,841,003 1,279,768 952,047 678,077 10,767,489 8,970,126 6,521,514 1,602,954 1,432,536 788,891 5,211,606 4,297,974 2,515,634 3,608,000 2,824,831 1,494,674 1,633,657 1,332,106 376,587 4,464,693 4,907,847 2,790,614 1,668,145 973,936 601,175 679,218 539,024 300,664 I Wages, supplies, and ex- penses in- cident to electric service not else- where in- eluded. 276,822 344,916 195,523 1,441,757 642,378 300,392 140,827 1,605,983 605,864 654, 153 235,654 404,914 6,352 160,036 26,010 636,092 160,423 41,898 49,228 2,931 2,487 54,078 42,763 521,723 182,344 231,645 181,692 ""2,'235 11,479 111,036 2,352 633,996 100,801 160,591 99,404 101,050 62,768 120, 758 11,764 425,362 277,641 1 Exclusive of 6 companies which failed to furnish this information. 2 Exclusive of 18 companies which failed to furnish this information. 312 STREET AND ELECTRIC RAILWAYS. Table 162.-0PEBATING EXPENSES, BY ACCOUNTS, BY GEOGRAPHIC DIVISIONS AND STATES: 1912, 1907, AND 1902- Continued. DIVISION AND STATS. West North Centkal: Minnesota Iowa . Missouri.. North Dakota and South Dakota. Nebraska. South Atlantic: Delaware, Maryland, and District oi Colum- bia. Virginia. West Virginia... North Carolina.. South Carolina.. Georgia Florida. East South Central: Kentucky Tennessee., Census. Al&bama.. Mississippi West South Centbal: Arkansas. Louisiana. Oklahoma. Tezas. . 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 11902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 il902 1912 1907 1902 Num- ber of operat- ing compa^ nies. Total operating expenses. $5,882,755 3,524,346 1,719,687 4,520,635 2,826,959 1,460,993 13,070,500 9,680,226 6,071,971 162, 123 72, 412 2,021,647 1,325,038 655,729 1,705,737 776,207 257,248 8,718,499 6,460,116 4,231,128 3,875,733 3,261,670 1,009,356 1,910,770 1,540,395 652,862 1,416,802 743,357 322,344 914,391 762,853 398,662 3,600,445 2,655,713 1,232,320 1,165,091 956,860 339,375 3, 556, 537 2,825,497 1,660,270 3,257,823 2,434,252 1,079,237 2,401,152 2, 276, 100 878,291 651,866 634, 542 192,066 1,001,342 683,262 216, 433 3,232,460 2,682,481 1,768,989 970,447 357,917 Way and structures. IS5L488 259, 326 109,740 448,766 235, 789 167,524 2,600,031 953, 887 459,948 8,456 6,836 5,186,688 3,093,220 993,600 297, 362 137, 882 123,837 184,659 81,351 27,486 1,222,116 551,059 221, 761 687,181 332,253 96,276 304,645 282,940 52,897 137,689 50,678 30,601 87,812 88,062 26,349 476,127 226,838 57,636 129,288 66,031 23, 138 622, 648 407, 510 243, 811 288,028 137,639 101,335 307,934 230,454 76,544 89,572 66, 189 17,587 84, 676 40, 629 19,601 419, 819 281,361 174,383 105,923 40,094 Equip- ment. S808,630 321,462 221,043 362,571 240,922 156, 305 1,841,322 1,326,580 767,517 11,984 6,102 568,593 308, 046 118, 397 263,665 116, 898 63, 765 199,020 78,932 29,231 969,250 774,272 510,230 357,924 265,926 98,804 188,683 129,769 48,669 130,219 56, 874 28,216 59,311 98,407 35,435 288,201 208,733 101,608 113,448 97,492 26,270 380,750 266, 893 145,386 419,222 241,226 126,362 322, 859 227,241 114, 402 82, 205 57,040 14,857 143,755 62, 403 19,405 397,227 380,784 244,121 92, 494 35,756 Traffic. «43, 115 58,852 6,195 76,926 64, 145 40, 183 28,063 36, 129 50,227 340 624 18,254 15,927 618,423 293,192 110,395 27,905 16,623 3,454 85,178 32,489 24, 531 47,102 52,828 24,531 19,437 16, 193 1,716 32,363 20,291 13,133 4,540 19,994 11,122 29,904 24,121 28,297 3,772 6,206 8,025 10,340 16,273 14,344 32,986 23,386 4,010 16,007 34,095 11,078 597 3,088 2,567 11, 668 16,902 44,040 63,913 13,109 5,903 3,142 conductinq tbanspoktation. 55,386 30, 605 14,927 Total. $3,255,060 2, 160, 682 1,031,147 2,590,944 1,607,317 798,988 6, 665, 128 5,683,070 3,638,488 107,261 48,221 1,151,760 810, 882 384,765 1,003,224 469,730 144, 199 6,051,401 3,973,401 2,700,350 1,954,762 1,538,643 659,931 1,061,763 830,061 371,946 809,721 341,977 156,772 583,312 395,652 188,485 1,933,695 1,139,616 570,344 618,167 402,334 165,304 1,804,124 1,463,460 829,793 1,711,764 1,302,141 568,343 1,286,392 1,034,368 409, 590 370, 656 316,826 101,690 563,939 321,962 142,317 2,047,945 1,590,430 1,115,560 569,538 226,013 Superin- tendence of trans- portation. $177, 088 95, 701 21,488 70,280 32,654 13,192 195,022 126,226 679 331 2,706,791 1,611,493 546, 518 27,097 22,526 1,875 14,851 11,921 6,080 254,811 99,880 49,075 78,186 39,461 17,734 28,827 11,426 6,682 10,543 10,971 4,288 18,856 16,463 16,906 97,848 22,325 9,461 30,175 17,664 6,286 92,024 65, 284 58,187 77,981 44, 190 26,700 44,628 37,877 20,273 9,845 7,233 1,395 14,902 13,907 2,551 67,316 32,260 10,610 17,101 3,123 Power. $900, 350 598, 449 263, 689 988,916 601, 440 293,226 2,249,617 1,769,902 970,997 39,231 16,788 331,336 206,558 122,058 432,718 188,606 44,452 1,346,745 1,286,138 829,243 755,200 604,360 243,083 395,181 298,751 97,029 490, 669 170,665 78,996 297,109 185,399 65,636 865,759 371, 724 176,835 236,340 143,817 66,281 492,244 378,188 184,764 622, 411 434,437 163,842 523,498 403,489 114,063 196,052 186,906 61,945 243,933 113,805 65,129 699,371 486,384 295,083 216,903 87, 434 115,019 32,803 16, 338 Operation of cars. $2,177,622 1,466,532 745,970 1,631,748 973, 223 492,570 4,220,489 3,698,942 2,586,642 67,451 31, 102 793,327 581,798 260,822 656,655 269,203 94,667 3,449,845 2,588,383 1,822,032 1,121,376 894,832 299,114 637,765 519,884 268,335 308,509 160,341 73,488 267,347 193, 790 116,943 970,088 745,467 384,058 351,652 240,853 93,737 1,219,866 1,019,978 686,842 1,011,372 823, 514 378,801 718, 266 692, 992 275,264 164,759 122,687 38,250 305, 104' 194,250 84,637 1,281,268 1,071,786 809,867 336, 534 135,456 960,540 604,905 177,436 1,631,232 973,785 362, 744 General and miscella- neous. $924, 462 680,916 321,765 1,041,428 464,561 219,621 1,935,956 1,751,751 1, 129, 412 34,082 11,629 290,606 243,449 83,372 290,929 124,321 46,599 1,390,664 1,128,895 767,359 828,764 503,914 180,420 336,242 218,444 104,992 306,810 118,034 44,002 179,416 138,281 57,294 872,518 403, 788 189,838 290,416 150,495 54,114 738,675 608, 279 299, 166 805,823 474,106 233,724 467,960 415, 646 113,027 108,836 91,399 46,795 197,404 107,634 32,986 323,429 296, 443 208,019 196,589 62,912 1,357,395 648,352 203,363 Wages, Bupplies, and ex- penses in- cident to electric service not e\a&- where in- cluded. $43, 108. 29,797 224,225 78,372' 28,80» 26,379 4,250 6,279 6,90r 668, 00& 49,391 62,988 72,643 155,503 49,721 22,467 79,977 562,717 284, 69S 244,302 62,624 64,092 27,771 255,754 45,473 334,307 153,650 133,832 1,655 69,550 3,797 201,532 • No company reported in 1902 for North Dakota, and the 1 company in South Dakota iu 1902 failed to furnish this information. 3 No company reported in 1902, GENERAL TABLES. 313 Table 162 — OPERATING EXPENSES, BY ACCOUNTS, BY GEOGRAPHIC DIVISIONS AND STATES: 1912, 1907, AND 1902- Continued. DIVISION AND STATE. Mountain: Montana Colorado All other Mountain states Idaho, Wyoming, Nevada, and Utah. New Mexico and Arizona All other Mountain states.' Pacific: Washington , Oregon Califomia Num- ber of operat- compa- nies. 1912 6 1907 S 1902 5 1912 16 1907 11 1902 7 1912 18 1912 12 1912 6 1907 12 1902 6 1912 19 1907 14 1902 8 1912 6 1907 8 1902 6 1912 35k 1907 it 1902 35 Total operating expenses. $770, 586 651,933 365,073 3,264,753 2,099,421 1,300,606 2,390,886 2,097,899 292,987 1,448,129 374,269 7,116,198 5,140,601 1,576,018 3,736,259 1,638,271 653,912 21,684,312 14,578,367 5,402,245 Way and structures. S79, 693 66,905 45, 118 411,901 191,227 198,662 364,060 304,643 59,417 269,958 67,923 1,083,640 504,539 193,774 428,537 183,600 74,905 3,590,217 2,157,799 567,788 Equip- ment. $65,655 55,068 28,317 318, 675 258,731 128,618 295,602 247,713 47,889 188,604 42,063 905,733 546 373 1S6;767 394,687 201,920 86,486 2,676,209 2,647,681 621,663 Traffic. $63,715 47,594 39,150 32,981 23,293 32,959 10,576 9,004 1,672 7,606 982 54,347 23,765 32,957 47,977 6,517 2,310 480,357 160,229 36,547 CONDUCriNO TKANSPOKTATION. Total. $413,141 277,692 193,160 1,938,760 1,210,218 760,376 1,424,651 1,274,500 150,151 758, 690 229,444 3,576,314 2,447,832 782,791 1,998,388 973, 244 396,906 12,491,777 7,991,616 3,603,788 Superin- tendence of trans- portation. $4,316 1,695 60O 47,281 25,479 16,032 32,832 27,820 5,012 24,082 7,100 114,831 66,379 83,835 10,452 9,405 467,122 199,203 73,246 Power. $120,769 68, 182 68,983 763,108 364,025 240,298 711,616 636,951 74, 605 314,597 61,296 1,370,862 695, 131 274,662 540, 771 169,846 108,877 3,706,213 2,389,993 878,710 Operation of cars. $288,056 217,815 133, 577 1,138,311 830, 714 504,046 680,203 609,729 70,474 419,911 161,048 2,090,621 1,797,322 498, 149 1,373,782 792,940 278,624 8,328,442 6,402,420 2,651,826 General and miscella- neous. $158,482 70,366 37,588 562, 536 339,814 175,721 295,997 262,030 33,958 183,801 43,857 1,496,264 996,960 278,333 866,670 273,090 85,278 2,445,7:2 1,605,976 673,469 supplies, and ex- penses in- cident to electric service not else- where in- cluded. 344,328 21,740 70,138 4,270 39, 670 021,025 152,326 8,027 • Includes states and territories as follows: 1907— Arizona, 4; Idaho, 2; Nevada,!; New Mexico, 2; Utah, 3. 1902— Arizona, 1; Idaho, 1; New Mexico, 1; Utah, 3. 314 STREET AND ELECTRIC RAILWAYS. Table leS.-OPERATING EXPENSES, BY DETAILED DIVISION AND STATE. United States. Geogkaphic divisions: New England Middle Atlantic East North Central.. West North Central. . South Atlantic East South Central. . West South Central., Mountain Pacific New England: Maine New Hampshire Vermont Massachusetts^ Rhode Island and Connecticut.. Middle Atlantic: New York New Jersey Pennsylvania East Nokth Centkal: Ohio Indiana Illinois Michigan Wisconsin West North Central: Minnesota Iowa Missouri North Dakota and South Dakota . Nebraska Kansas South Atlantic: Delaware, Maryland, and District of Columbia Virginia West Virginia North Carolina South Carolina Georgia Florida East South Central: Kentucky Tennessee Alabama Missis tippi West South Central: Arkansas Louisiana Oklahoma Texas Mountain: Montana Colorado Idaho, Wyoming, Utah, and Nevada. New Mexico and Arizona Pacific: Washington. Oregon California Number of com- panies. 975 91 246 222 85 107 45 79 40 60 101 24 121 Total operating expenses. 5332,896,356 37,316,197 108,656,704 78, 747, 118 27,383,397 21, 591, 731 9, 867, 378 10,390,837 6, 426, 225 32, 536, 769 2,002,617 987,934 345, 268 24,889,596 9,090,782 66, 401, 113 10,552,663 31,702,938 24,543,633 9, 132, 539 29,822,068 11,142,976 4,106,913 5,882,765 4,520,635 13,070,500 162, 123 2,021,647 1,705,737 8,718,499 3,875,733 1,910,770 1,416,802 914,391 3,600,446 1,155,091 3,666,537 3,257,823 2,401,162 651,866 1,001,342 3,232,460 970, 447 5,186,588 770,686 3,264,763 2,097,899 292,987 7, 116, 198 3, 738, 259 21, 684, 312 WAY and structures. Total. $48,371,686 5,512,046 16,196,963 9, 782, 125 4,390,762 3,044,858 1,308,182 1,178,911 866, 554 5,102,294 284,734 159, 640 61, 141 3,615,818 1,390,715 9,101,193 1,733,090 4,362,670 3,665,805 1, 491, 836 2,506,728 1, 731, 826 398,930 851, 488 448, 766 2,600,031 8,466 297,362 184,669 1,222,116 687, 181 304, 646 137,689 87,812 476, 127 129,288 622,648 288,028 307,934 89,572 84, 676 419,819 105,923 568,693 79,593 411,901 304,643 59, 417 1,083,540 428, 637 3,590,217 Superin- tendence of way and structures. $2,679,774 281, 762 986,262 561, 309 163, 037 168, 748 42, 757 71, 668 58, 431 256,900 7,637 6,037 3,574 204, 463 60,061 646,060 127,862 212,340 261,944 76, 270 103,904 85,670 24,621 20,368 24, 408 91,664 240 12,915 13,442 83,501 40,086 20, 413 6,843 4,238 10, 845 2,824 18, 113 13,620 8,905 2,219 2,654 16,488 43,918 3,618 34,810 17, 576 2,428 44,296 22,301 190,303 Mainte- nance of way. $30,162,663 3,987,658 10,312,190 6, 879, 162 2, 186, 481 1, 517, 413 819, 438 760, 464 450, 920 3,259,927 187,938 129, 878 41, 696 2,817,553 1,030,693 5,949,966 1,128,416 3,233,808 2,407,239 1, 102, 685 1,734,316 1,366,696 268, 427 326, 719 316, 492 1,324,148 6,298 89,349 123,475 674, 833 278,992 209, 169 54, 454 59, 679 190, 744 49,662 483,669 174, 478 124,860 36,531 34,468 283,374 65,574 387,048 60,831 217,806 144,292 37,992 494, 491 257, 495 2,507,941 Mainte- nance of electric lines. $5,513,272 734, 101 1, 723, 244 1,216,188 359,609 437, 509 229,460 164, 187 82, 195 686, 799 38,832 16, 746 6,689 600, 484 172,671 1,030,863 145, 793 648,698 473, 767 210, 916 296, 779 156,822 77,915 45,294 71, 797 187,403 1,477 25,817 27,821 166,653 98,398 67, 799 16, 726 19,832 67, 484 20,719 56,956 63,587 87,096 21,842 12,998 72,272 11,947 66,952 5,847 41,627 28,643 6,178 86,524 72,972 408,303 Buildings and structures. $2,674,899 422,002 1, 114, 138 548,038 166,662 94,976 50, 166 41,900 52, 108 186,020 13,180 6,980 2,376 278, 618 120,849 772, 114 62,982 279,042 128,304 71, 228 257, 175 70,214 23, 117 33,228 17,898 97,692 441 9,481 6,912 48,240 14,969 8,506 6,661 4,166 7,663 4,893 17,441 20,573 10, 137 2,014 2,405 20,487 2,720 16,288 1,395 27,639 21,760 1,314 20,430 17,616 147,974 Deprecia- tion of way and structures. $3,705,511 18, 184 947, 224 196, 828 1,476,562 333, 906 106, 461 76, 756 29,833 623, 768 12,000 "'4,'i84' 662,235 222,615 62,374 137,973 2,752 25,123 29, 748 1,232 411,223 316 899,224 159,800 4,989 257,171 62,868 2,439 11,438 46,670 9,260 37,667 11,974 6,903 40,487 15, 141 14,224 11,587 499 6,242 11,605 183,757 4,315 336,696 Other operations. $1,735,578 70,339 114,895 390,600 41,531 492,306 60,901 74,057 182,067 45,347 8,027 10,514 6,451 40,966 46,422 28,608 248,688 29,086 88,431 22,877 1,618 15,656 17,855 1,818 191,890 6,330 41,877 199,391 51,200 6,640 39,269 14,992 25,150 6,711 2,033 40,163 6,315 89,621 86, 131 266,042 ' Expenses of light and power departments not distributed among prior accounts. GENERAL TABLES. ACCOUNTS, BY GEOGRAPHIC DIVISIONS AND STATES: 1912. 315 EQUIPMrNT. Total. Superin- tendence of ecLuip- ment. Mainte- ance of power equip- ment. Mainte- nance of cars and locomo- tives. Mainte- nance of electric equip- ment of oars and locomo- tives. Miscella- neous equip- ment ex- Deprecia- tion of equip- ment. Other opera- tions.i Traffic expenses. COKDUCTING TEANSPOKTATION. Total. Superin- tendence of trans- portation. Power. Total. Power- plant em- ployees. Substa- tion em- $40,056,378 51,672,393 53, 769, 735 $16,936,623 $9,877,340 53,039,164 83,670,376 51,090,747 $2,606,057 8189,689,432 $7, 127, 204 $60,484,917 $6,325,606 $1,831,196 4,775,073 13,932,604 8,741,177 3,487,192 2,107,036 1,205,036 1,151,899 679,832 3,976,629 243,683 131, 203 57, 032 3, 172, 567 1, 170, 598 9,306,172 1,234,938 3,391,394 3,061,946 1,100,299 2,809,217 1,328,692 441,023 808,630 362,571 1,841,322 11,984 263,665 199,020 969,250 357,924 188,683 130, 219 59, 311 288,201 113,448 380, 760 419,222 322,859 82,205 143,755 397,227 92,494 618,423 65,655 318,575 247, 713 47,889 905,733 394,687 2,676,209 221,197 572,975 378,007 106, 169 102,995 41,208 60, 707 31, 165 157,970 681,065 2,007,375 1,267,389 5,802,435 902,493 4,078,181 254,673 1,175,770 175,026 862,648 128,323 476,402 121,287 530,498 43,176 260,598 196,303 1,742,710 1,485,338 3,618,469 2,285,980 725,044 416, 728 242,815 259, 737 124,907 818,332 306, 637 1, 195, 202 638, 109 240, 203 134,898 68, 638 80, 244 70, 766 314, 607 20,972 1,446,727 155, 112 968, 579 244,150 171, 935 61, 900 32,655 679,340 52,589 130, 317 303,295 16, 694 170,591 86,816 47, 620 116,665 167,361 5,894 3,615 3,798 162,667 45,223 348, 776 46,881 177,319 111,317 40,229 148,390 64,881 23,190 26,345 17, 797 43,052 873 5,363 12,739 50,913 16,000 5,333 3,703 2,411 19,364 5,271 20,734 10,851 7,645 1,978 4,670 18,897 5,908 31,232 3,913 12,904 12,763 1,595 26,577 14,900 116,493 27, 277 14,697 2,891 367,372 268, 828 776,227 34,790 456,372 319,380 137,429 345,092 75, 165 25,427 35,336 32,452 150,481 546 21,189 14,670 59,468 28,018 30,166 9,450 1,206 38,110 8,608 57,322 26, 154 36,389 8,458 7,047 77,964 9,229 27,047 214 34,846 6,807 1,309 67,904 6,250 122, 149 76,317 69, 266 16,307 1,364,598 490,827 3,746,593 595,722 1,460,120 1,420,625 480,200 1,358,418 644,460 174,678 219,388 173,406 620,144 7,253 77,667 77,913 391,566 154,004 92,677 56, 751 32,803 83,426 61,421 146,929 186, 172 114,329 30,972 43, 176 164, 760 43,788 278, 774 28,356 125,376 98,465 8,411 341,535 209,369 1, 191, 822 68,638 46,656 11,064 1,038,145 320,926 2,227,219 341,513 949,727 737,661 331,185 681, 766 394,997 140,382 117,443 77, 782 438,393 2,804 35,868 62, 754 193,114 80,363 38,175 14,913 20,777 40,220 29,166 83,151 70, 997 71,323 17,344 28,851 102,635 17,868 110,383 11,157 75,045 30,983 7,722 141,441 92,563 684, 328 17, 852 7,000 6,353 230,619 44,753 866, 706 88,038 240,459 199, 539 75, 208 173, 898 126, 143 63,321 37,732 44,741 128,221 609 14,778 14,282 87, 146 13,124 6,614 3,106 2,114 19,940 3,854 12,044 18, 718 24,139 3,637 22,324 15,955 7,294 34,671 7,900 30,320 10, 699 21,847 64, 769 17, 781 242, 067 18,041 "'2,'93i' 1,331,915 21,696 92, 117 108,289 28,903 14,916 3,004 368,656 3,600 460,962 108,800 26,662 186,054 43,582 6,889 7,626 61,570 44,649 52,047 13,669 22,276 13,496 3,535 12,600 10,681 11,980 2,989 7,005 120,400 39,590 419,360 29, 664 16,659 6,325 41 8,738 106,299 15,280 165,235 36,048 72,761 18, 130 11,121 3,731 12,894 69 22,833 9,829 34,671 87,141 15,128 62,681 16,987 6,147 15,412 3,620 4,872 23,716 3,434 28,104 86,027 273,873 514,806 643,599 194,603 222, 296 69, 930 116,997 97,272 582, 681 163,117 14,244 26,871 16, 737 7,208 176, 768 48,299 256, 165 26,049 232,592 170,308 100, 915 128,427 121, 136 22,813 43,115 76,926 28,063 340 18,264 27,906 85,178 47,102 19,437 32,363 4,540 29,904 3,772 10,340 32, 986 16,007 697 11,668 44,040 5,903 55,386 53, 716 32, 981 9,004 1,672 54,347 47,977 480, 367 20,932,067 61,440,383 47, 626, 604 14,773,377 12,012,821 6, 172, 936 6, 888, 213 3, 776, 552 18,066,479 1,116,900 652, 188 151, 826 13,909,741 6,201,402 36,980,094 5,955,622 18,504,677 14,047,574 4,805,932 19,913,993 6,293,176 2,566,929 3,255,060 2,590,944 6,665,128 107,261 1,151,760 1,003,224 5,051,401 1, 954, 762 1,061,763 809, 721 583, 312 1,933,695 618, 167 1,804,124 1,711,764 1,286,392 370,666 563,939 2,047,946 569,638 2,706,791 413, 141 1,938,760 1,274,600 160,161 3,576,314 1,998,388 12,491,777 756,319 2,887,696 1,300,093 484, 917 519,246 224,478 214,338 84,429 656, 788 6,143,461 17,988,021 15,865,913 4, 942, 168 4,387,003 1,834,206 2, 120, 747 1, 686, 653 6,617,846 869,124 2,200,544 1,686,793 521,928 444,172 233, 639 251,495 110, 700 108,111 26,612 24,404 6,739 561,994 136, 570 365,367 633,743 485,394 160,178 359,089 230, 691 74, 741 177,088 70,280 196,022 579 27,097 14,861 254,811 78,186 28,827 10,543 18,856 97,848 30,176 92,024 77,981 44,628 9,846 14,902 67,316 17,101 115,019 4,316 47,281 27,820 5,012 114,831 83,836 457, 122 448,202 248, 169 46, 158 3, 758, 140 1,642,802 10,976,574 1,718,617 5,292,930 4,737,602 1,912,598 6,607,267 1,832,562 876,984 900,360 988,916 2,249,617 39,231 331,336 432,718 1,346,745 755,200 395,181 490,669 297,109 886, 759 236,340 492,244 622,411 623,498 196,052 243,933 699,371 216,903 960,540 120, 769 753,168 636, 951 74,665 1,370,862 540, 771 3, 706, 213 31,602 7,376 6,416 622,464 201,267 1,306,230 78,282 816,032 681,625 244,698 396, 729 158, 613 104, 228 68,882 121,467 244,077 900 44,926 41,686 156, 788 68,534 64,136 46,893 68,972 10,279 28,570 69, 733 70,272 69,074 24, 560 33,211 102,276 33,881 82,127 1,382 84,236 19,378 5,704 73,110 161 34,840 112,711 610,588 614,968 100,622 107,047 14,083 41,462 38, 798 290, 927 20,681 6,099 624 52,167 34, 140 433, 273 6,627 170,688 173,417 86,484 186,615 38, 027 30, 525 25, 613 15,487 42,208 3,834 13,480 51,141 14,091 12,563 11,990 4,097 12,845 10,325 1,049 2,709 2,000 16,976 4,884 17,592 4,787 8,829 24,337 80,233 15,180 196,614 44 316 STREET AND ELECTRIC RAILWAYS. Table 163.— OPERATING EXPENSES, BY DETAILED DIVISION AND STATE. United States. Geogbaphio DmsioNs: New England Middle Atlantic East North Central.. West North Central., South Atlantic East South Central.. "West South Central. Mountain Pacific New England: Maine New Hampshire Vermont Massachusetts Rhode Island and Connecticut. Middle Atlantic: New York New Jereey Pennsylvania East, North Centeal: Ohio Indiana Illinois Michigan Wisconsin West North Central: Minnesota Iowa , Missouri North Dakota and South Dakota., Nebraska Kansas coNDncTiNQ TRANSPORTATION — Continued. Power — Continued. Fuel for power. South Atlantic: Delaware, Maryland, and District of Columbia. Virginia West Virginia North Carolina South Carolina Georgia Florida East South Central: Kentucky Tennessee Alabama Mississippi West South Central: Louisiana.. Oklahoma.. Texas Mountain: Montana Colorado ' Idaho, WyomtQg, Utah, and Nevada. . New Mexico and Arizona Pacoto: Washington.. Oregon California $20,145,466 Other power supplies and expenses. 3,194,864 6,603,815 6, 223, 268 2,099,604 1,064,457 738, 135 855,008 279,356 86,960 78,393 8,833 2,263,919 843,719 4,243,890 217, 167 2,142,758 2,006,935 705,691 1, 402, 328 602, 105 606,209 397,637 385, 766 967,969 3,120 243,491 101, 632 476,257 176, 625 156,551 86,975 96,518 8,483 66,048 233,980 233, 971 191,942 78,242 102,003 338,524 88,435 326,046 252,422 17,336 9,597 4,344 5,350 77,266 *2, 021, 621 Power purchased. S24,546,630 319,326 713,608 444,541 160,432 111,161 114,035 62,270 29,920 76,238 6,326 2,416 5,313 222, 115 83, 157 496,286 16,956 200,367 171,379 48, 433 145,134 31,325 48,270 13,304 22, 182 82,388 1,628 19,328 11, 702 19,589 17,899 7,892 17,650 5,679 5,659 21,946 17,527 58, 976 15,586 16,068 22, 277 6,190 18,735 4,426 18,564 3,091 49,617 614 26, 107 1,424,171 7,796,789 6,661,143 1,809,605 1,376,750 376, 236 640, 589 667, 620 3,915,727 Power ex- changed — balance. $160,117 1,348 6,112 14,802 3,661 'i24,'264' 167,442 224,436 29,871 S67, 163 436,269 4,446,174 1,399,485 1,950,130 941,839 607, 637 4,029,543 922, 443 149, 781 348,025 273, 336 912,975 33,683 19,456 222,030 620,521 62,562 108, 686 145,716 110,872 317,385 10,019 166,260 109,665 66,041 44,270 25,233 189, 181 70,820 366,355 92,263 167,313 253,374 64,670 429,674 148,693 3,337,460 1,348 Other operations.' $5,464,681 4,477 'i,'635 6,932 2,706 5; 164 89, 178 35,026 221,917 57,665 1,431,398 260, 077 1,284,426 368,077 266,282 669, 160 1,015,679 143, 768 3,935 28,964 45,260 46,245 Operation of cars; Total. $122,077,311 11,320 755,376 219, 765 347,018 77,443 31,807 46,889 170,699 301 42, 188 6,155 414,809 36,367 191,203 511,188 125, 714 189, 927 134, 756 33,394 65,418 30,137 13,693 167,034 17, 911 231,814 319,435 733,984 281,695 14,032,277 40,564,776 30,460,698 9,346,292 7,106,672 3,114,253 3,653,128 2,106,570 11,792,846 642,086 279,625 98, 929 9,689,607 3,422,030 24,115,024 3, 871, 748 12,578,004 8,824,678 2, 743, 156 13,047,637 4,229,923 1,616,204 2,177,622 1,531,748 4,220,489 67, 461 793,327 566,665 3,449,845 1,121,376 637, 756 308,609 267,347 970,088 351,662 1,219,866 1,011,372 718,266 164, 759 305, 104 1,281,258 335,534 1,631,232 288,056 1,138,311 009, 729 70, 474 2,090,621 1,373,782 8,328,442 Conductors, motonnen, and train- men. $98,185,696 10,933,511 32,545,206 23,991,968 7,779,376 6,961,818 2,638,470 3, 142, 144 1,802,316 9,390,797 497,501 231, 768 83,673 7,349,707 2,770,972 18,620,323 3,269,139 10,765,744 7,095,072 1,939,438 10,397,616 3,266,198 1,293,634 1, 764, 145 1,220,216 3,614,190 59,814 678,063 452,948 2,904,973 887, 437 553,616 269, 775 218,569 832,868 304,690 1,041,138 877,979 574,949 144,404 261,626 1,228,961 278,206 1,373,361 266,415 963,380 609,006 64,515 1,730,067 1,072,327 6,688,403 Miscella- neous trans- portation $23,891,715 3,098,766 8,019,670 6,468,640 1,566,916 1,144,764 476,783 410,984 304,264 2,402,048 144,685 47,867 15,316 2,239,900 651,068 5,594,701 602,609 1,822,260 1,729,606 803,718 2,650,021 963,726 321,570 423,477 311,532 606,299 7,637 115,264 102,707 644,872 233,939 84,139 48,734 48,788 137,220 47,062 178,718 133,393 143,317 20,356 43,478 62,297 67,328 267,881 22,641 174,931 100,723 6,969 360,554 301,455 1,740,039 ' Expenses of light and power departments not distributed among prior accounts. GENERAL TABLES. ACCOUNTS, BY GEOGRAPHIC DIVISIONS AND STATES: 1912— Continued. 317 GENERAL AND MISCELLANEOUS. Total. $54,172,804 5,823,148 17,572,048 12,053,613 4,517,463 4,204,720 2,121,294 2,054,817 1,017,015 4,808,686 General Other expenses, operations.^ $19,133,239 2,072,266 5, 658, 605 4,424,014 1,689,431 1.601,600 '626,905 767,018 500, 196 1,893,204 330,429 129, 166 68,061 4,015,724 1,279,768 10,757,489 1,602,954 5,211,605 3,608,000 1,633,557 4,464,693 1,668,145 679,218 924,462 1,041,428 1,935,956 34,082 290,606 290,929 1,390,554 S28, 764 336,242 306,810 179,416 872,518 290,416 738,675 805,823 467,960 108,836 197,404 323,429 196,589 1,337,395 158,482 562,536 262,039 33,958 1,496,264 866,670 2, 445, 752 144, 155 56,397 37,729 1,490,289 343,696 3,370,551 586,564 1,701,600 1,511,078 595,862 1,415,181 642,210 259,683 419,040 332,668 639, 101 22,012 136,711 139,899 589,427 317,420 161, 115 109,511 95, 634 215,068 113,425 174,287 175,360 46,313 78,773 83,493 122, 698 482,154 111,993 250,253 115,301 22, M9 472,259 244,097 1,176,848 $3,160,839 $20,707,960 119,622 31,788 666, 197 357, 801 770,638 194,445 177, 824 200,057 642, 467 72,120 15,441 12,824 19,237 25,493 "6,"295 383,458 76,864 132,499 46,217 27,159 24,992 305,464 "Undistributed accounts. Injuries and damages. $3,151,576 2,595,922 7,732,062 4,052,475 1,808,499 1,114,961 990, 424 7«, 716 162, 926 1,603,985 27,345 2,668 176, 159 8,069 124,718 366,646 93,388 116,568 57,441 20,436 42,342 63,720 9,113 62,649 112,316 78,472 376, 949 265, 518 59,670 47,032 5,230 1,783,315 700,775 4,562,416 711,657 2,468,080 983,352 410, 687 1,761,874 632,643 263,919 332,107 156,907 1,115,693 7,383 114,984 81,425 514,910 175,512 63,357 36,649 61,927 200,646 61,960 362,683 394,765 202,910 30,066 51,190 54,761 46, 143 29,412 83,607 42,204 7,703 424. 181 179,622 900. 182 In- surance. $1,105,422 409,429 1,002,157 736, 713 314,535 242, 712 80, 600 138, 226 47, 706 179,498 36,561 12,219 4,960 248, 153 107,536 597.467 102,386 302,304 215,191 99,675 294,603 78,789 48,555 67,739 55,281 166,374 3,337 10,025 22,779 97,141 44,000 25,221 19,333 13,446 32,366 11,205 31,391 24,941 18,379 6,889 14,383 79,667 7,996 36,290 6,538 31, 149 8,430 1,689 61,498 30, 651 87, 349 Station- ery and printing. S2, 040, 409 127,083 270,098 269,564 80,665 96,898 33, 480 59,996 23,670 143,978 6,272 2,605 1,237 95,646 21,423 144,338 29,278 96,482 80,673 49,396 70, 742 47,936 20,807 18,783 24,605 24,301 1,340 5,138 6,498 39,297 21,755 6,485 4,331 3,827 15,676 5,627 7,053 14,909 9,230 2,288 4,964 26,633 3,980 24,419 12,042 9,668 961 35,919 23,166 84,893 Store and stable $3,676,'337 256,415 937,294 354, 461 148,082 109, 629 17, 582 48,862 22,691 146,493 8,098 3,605 1,505 188, 471 54,736 640, 729 63,696 115,008 36,495 109, 540 66,679 26,739 39,301 25,433 71,582 10 7,042 4,714 52,668 26,388 6,720 1,904 3,609 14,535 3,805 6,628 6,710 2,400 3,844 4,226 10, 673 5,170 271 15,691 6,813 816 25, 836 15, 108 104, 549 Rent of tracks and ter- minals. $1,197,022 137,323 1, 470, 705 1,321,780 154,969 153, 541 174, 342 111,863 33,659 117,865 640 4,022 1,141 121,037 10,883 1,017,626 107,365 345, 724 207,735 342,330 631, 798 116,875 24,042 32,500 85,381 12,718 16,706 7,664 27,640 30,687 61,052 6,581 27,681 157,633 16,269 440 1,526 4,692 715 104,930 33,219 100 240 28,419 65,385 34,061 Rent of equip- 104, 688 469,349 228, 419 63,481 114, 741 3,616 4,312 26, 310 182,206 3,013 3,286 818 76,089 21, 482 398,870 2,228 68,251 111, 505 22,248 48,556 37, 796 8,314 56,689 7,187 605 66,803 37,943 4,233 3,783 973 1,006 1,716 1,800 874 3,438 24,259 2,051 71,203 63, 123 67,880 TOTAL OPERATING EXPENSES OF LIGHT AND POWER DE- PARTMENTS INCLUDED IN TOTAL OPERATING EXPENSES OF ELECTRIC EAILWATS. Total. $14,195,822 479,332 761, 829 3,397,906 980, 455 3, 480, 259 949, 745 813, 834 1, 159, 888 2, 172, 574 305, 754 43, 962 68, 627 70, 989 510,797 162,887 98, 145 1,867,599 375, 854 658, 715 266,227 229, 511 91,268 601,501 90,338 49,322 148,026 188, 791 943, 966 166,098 477,025 230, 719 1,188,230 285,430 601,269 248,453 200,033 258,353 157,146 69, 154 329, 181 94, 768 463,656 669,065 32,399 1,557,279 615,295 S2, 101, 103 72,059 187, 781 464, 812 65,281 606, 565 100, 033 98, 843 189, 164 316,675 Way and struc- tures. $1,339,176 53,958 169, 940 360, 988 39, 729 235, 616 109, 357 78, 972 119,903 170, 713 47,067 8,027 10,514 6,451 107,537 46,465 34, 779 300,441 29, 686 88,431 28,187 IS, 167 15,656 26,275 10,375 12,975 21,818 217,341 19,634 56,170 39, 454 200,938 51,200 39,269 28,364 15,391 10,241 44,847 6,315 89,623 86,131 7,095 262,737 53,838 Equip- ment. $6,886,995 31,033 16, 669 6,325 41 44,916 106,362 18,662 196,967 36,648 72, 761 23,043 31, 679 3,731 17, 850 7,989 31,127 18,312 42, 553 17, 132 90,375 16,128 74,347 16, 987 18,023 36,909 9,845 5,670 26,648 3,434 28,104 85,027 3,338 156,469 14,244 Power. $3,869,548 148,314 3,935 28,964 45,260 235,117 796 29,198 904, 625 226, 165 365, 024 156,089 97,591 46, 889 246,244 48,360 32,604 79, 432 100, 777 476,384 102, 558 232,310 110, 596 619,556 125, 714 254,922 134, 756 94, 703 125, 657 67, 980 36,270 176, 745 43,802 233,525 319,435 15,820 749,293 281, 695 General and miscel- laneous. 126,842 138, 997 823,622 421, 916 970, 193 255, 974 239, 467 238,239 654,298 79,340 16,441 12,824 19,237 123,227 264 15,606 466,576 84,465 132,499 68,908 82, 174 24,992 311, 132 23,614 16,718 46,460 45,207 219, 114 25,594 146,992 63,537 377,361 93,388 148,054 57,441 50,479 67,623 73,930 17,073 80,941 41,217 112, 404 78,472 6,146 388,780 265, 518 36 318 STREET AND ELECTRIC RAILWAYS. Table 164.— CONDENSED BALANCE SHEET OP OPERATING AND LESSOR COMPANIES COMBINED, BY GEO- GRAPHIC DIVISIONS AND STATES: 1912, 1907, AND 1902. DIVISION AND STATE. United States. Geoqeaphic divisions: New England Middle Atlantic. East Nortli Central West Nortli Central. Soutli Atlantic. East South Central., West South Central. Mountain. Paciflo. New England: Maine. New Hampshire. Vermont Massachusetts.. Ehode Island and Con- necticut. Middle Atlantic: New York New Jersey . Pennsylvania. East Noeth Centeal: Ohio Indiana. Illinois. Michigan.. Wisconsia.. Cen- sus. Num- ber of com- panies. 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1,260 il,230 3 967 119 145 166 436 450 343 253 263 90 77 69 123 110 77 46 40 34 83 61 32 42 29 18 65 134 117 119 43 41 29 259 262 195 84,596,663,292 3,637,668,708 2,167,634,077 354,606,174 286,023,884 194,281,999 1,471,795,717 1,266,196,650 894,650,238 1,099,283.481 970,924,964 618,927,728 336,808,451 280,458,765 186,626,205 376,467,897 242,357,969 162,607,689 124,119,747 107,392,029 55,049,669 136,295,611 95,693,842 32,246,293 90,634,736 60,578,699 23,911,279 607,652,478 338,042,006 99,434,177 Cost of con- struction, equipment, and real estate. $465,260,414 374,664,197 152,513,997 28,479,941 21,413,212 11,176,566 7,011,443 7,848,816 4,118,457 6,073,617 5,382,047 2,850,460 194,677, 149,681,514 109,782,044 118,362,483 101,698,295 66,354,482 913,345,909 709,343,843 521,942,967 176,912,642 161,901,839 126,589,270 381,537,166 394,950,968 246,118,011 323,609,762 321,678,074 169,058,687 193,842,423 166,387,274 39,420,184 406,577,828 346,693,323 225,507,387 109,694,970 88,391,281 66,682,232 65,558,498 47,776,012 29,359,238 Other invest- ments. $348,731,487 261,628,687 213,699,184 13,591,713 4,985,719 2,893,501 201,251,361 113,030,336 69,201,142 98,896,346 129,874,562 44,172,172 13,518,452 5,804,107 24,426,974 40,417,302 32,955,988 6,063,844 10,299,276 4,623,624 1,686,266 24,184,728 30,838,166 180,486 18,688,315 14,624,397 1,892,662 44,502,921 38,027,298 1,996,961 7,240,814 1,000,662 559,960 5,241 384,399 700,000 190,501 1,116,829 212,011 5,770,758 2,168,228 2,121,530 59,320,861 70,032,687 36,751,267 3,425,461 4,336,865 138,505,039 38,660,784 31,568,967 68,157,628 46,671,014 1,147,336 11,347,204 7,646,403 10,435 9,886,219 49,073,436 40,237,103 5,826,260 6,639,663 2,068,542 Current and other assets. $38,149,444 36,178,933 11,286,047 23,549,590 18,911,768 13,576,176 127,930,909 133,576,469 120,260,276 66,646,231 32,500,080 40,866,503 14,077,887 6,459,986 9,466,766 31,574,545 12,718,767 6,560,203 7,834,970 3,625,222 3,603,849 12,792,829 6,738,862 10,597,959 4,935,757 3,168,522 1,116,920 69,389,769 34,829,041 7, 751, 543 1,558,524 701,904 421,341 274,902 138,221 313,007 360,984 83,299 330,013 16,119,438 12,583,872 11,227,224 6,235,742 5,404,462 1,284,591 102,996,073 79,686,661 80,932,371 4,250,179 2,354,131 3,604,951 20,685,657 61,635,767 36,722,963 14,389,117 10,496,568 10,982,197 6,047,029 3,394,437 3,890,682 25,787,715 13.154,827 16,275,609 4,852,469 2,577,316 8,462,629 Profit and loss deficit for com- panies shoSving a deficit. 1,814,262 1,670,677 1,124,962 20,736,273 20,624,376 6,190,926 7,389,291 8,965,594 3,418,919 390,597 273,787 660,265 1,673,443 1,273,932 706,947 397,074 250,690 38,466 855,978 290,224 26,769 633,601 260,029 90,316 4,258,925 2,679,724 27,488 63,607 69,631 318,370 287,779 58,164 3,730 68,718 396,620 22,866 1,222,633 955,785 406,371 191,625 90,677 373,626 8,465,710 15,403,659 3,388,249 1,405,771 1,618,654 954,164 10,864,792 3,702,063 848,523 2,451,774 1,896,288 226,868 341,211 742,436 133,194 4,390,982 5,863,939 2,933,026 138,822 281,476 124,483 Total- Assets or liabilities. $5,448,694,637 4,300,040,626 2,645,132,306 393,560,739 311,492,038 211,876,638 1,821,714,260 1,633,427,821 1,089,302,581 1,262,214,349 1,142,265,200 607,384,322 364,795,387 292,996,646 221,180,200 449,133,187 289,306,646 176,838,683 142,651,067 116,891,465 60,278,139 174,129,146 132,661,094 43,050,497 114,692,409 68,621,647 27,011,176 725,804,093 413,678,069 109,210,169 37,332,886 23,185,409 12,476,227 7,679,365 8,045,201 4,435,194 6,877,718 6,661,866 3,203,339 212,210,162 164,338,000 121,627,660 129,560,608 109,361,562 70,134,228 1,084,127,553 874,466,760 643,014,844 185,994,053 170,111, — 132,029,283 561,592,664 488,849,682 314,268,464 398,608,281 380,741,944 181,414,088 211,677,867 178,170,650 43,464,495 446,642,744 414,786,525 284,963,125 120,612,521 97, 789, 735 66,227,886 $2,379,346,313 2,031,986,366 1,266,883,289 liabilities. Capital stock. $2,329,221,828 1,672,959,930 974,112,422 204,443,600 138,158,388 110,186,597 711,998,377 708,879,726 528,971,736 534,303,711 689,696,046 328,198,994 159,247,520 126, 192, 796 110,229,425 196,567,505 108.341,030 66,887,171 57,169,564 60,465,280 27,814,700 86,542,206 69,202,260 22,621,100 48,204,727 30,432,461 12,626,617 380,869,104 210,618,400 59,447,049 16,041,825 10,944,713 5,053,065 4,163,400 4,618,700 2,333,200 2,848,100 3,370,000 1,835,100 93,791,575 74,397,675 69,378,602 87,698,700 44,927,300 41,686,640 389,019,080 377,967,549 276,209,172 76,757,176 71,811,."- 69,333,440 246,222,121 269,110,797 183,429,124 211,767,450 226,845,876 108,638,650 101,946,135 94,223,970 16,636,028 150,734,120 200,164,400 168,713,616 41,995,506 38,607,400 29,033,100 Funded debt. 1606,690,400 488,471,004 252,145,435 129,639,840 130,606,958 70,264,242 801,582,533 657,410,106 386,983,823 689,361,398 436,666,900 226,033,177 155,092,155 130,683,800 94,981,149 205,449,168 161,682,049 100,219,908 71,296,580 53,758,167 28,213,200 65,691,669 45,827,960 15,020,900 46,014,459 29,699.600 12,381,710 265,094,026 136,825,400 41,014,313 19,102,382 11,039,000 6,155,000 2,322,000 2,689,000 1,566,000 2,813,558 2,548,667 931,600 80,728,700 60,279,000 37.966,942 24,673,200 64,151,291 23,654,700 481,671,770 336,447,138 262,929,373 94,932,000 86,260,500 67,490,750 225,078,763 134, 702, 468 75,563,700 138,806,040 116,289,000 60,942,000 89,385,787 72,063,360 21,660,760 266,620,427 167,379,400 97,886,267 60,111,724 48,626,900 32,696,800 Unfunded debt, re- serves, and current and other liabilities. 48,492,176 33,647,669 27,386,093 263,183,933 226,811,383 146,105,604 105,916,709 91,716,445 46,119,644 40,228,343 29,812,616 11,229,369 34,901,604 21,600,176 6,972,848 10,394,792 9,383,814 2,786,604 17,099,641 12,978,346 4,475,684 14,407,043 5,341,792 1,341,791 72,067,169 67,178,873 5,728,008 13,679,035 5,668,901 66,602 84,872,936 27,860,500 44,437,420 19,944,046 2,876,932 181,466 70,777,446 29,864,400 32,208,260 708,756 1,264,386 2,348 31,334,728 16,178,600 13,068,360 > Italic figures indicate deficits. 2 Exclusive of 6 companies which failed to furnish this information. ' Exclusive of 20 companies which failed to furnish this information. 1,077,798 896,027 888,265 971,873 673,893 463,885 370,770 350,020 401, 785 32,811,427 26,785,601 21,897,899 13,260,308 6,942,118 3,744,259 179,364,982 136,460,961 96,837,093 11,647,540 9,947,942 4,385,087 72,181,411 81,412,480 44,883,424 38,563,945 30,294,146 9,416,549 15,923,124 8,604,850 4,866, — 31,830,766 38,600,298 26,247,246 10,736,626 7,661,102 3,624,018 8,862,358 6,756,049 1,964,844 Profit and loss surplus for compa- nies show- ing a sur- plus. 10,985,123 9,079,033 4,039,706 44,949,417 40,326,606 28,241,418 32,633,631 24,286,810 7,032,607 10,227,369 6,407,633 4,740,267 12,214,910 7,683,391 1,758,666 3,790,131 2,284,204 1,463,736 4,795,631 4,662,648 1,032,813 6,066,180 3,047,704 661,158 7,773,804 8,955,396 3,020,709 1,110,881 306,669 379,907 122,092 263,608 92,109 845,290 293,179 34,864 4,878,460 3,876,724 2,384,207 4,028,400 4,340,863 1,148,. 34,181,721 24,611,102 17,039,206 2,657,337 2,091,667 820,006 8,110,359 13,623,837 10,382,206 9,470,846 7,312,923 2,416,889 4,322,821 3,278,380 401,820 7,457,441 8,751,427 2,106,996 7,669,765 2,996,333 973,968 3,712,658 1,948,747 1,132,934 Net surplus.' $95,286,652 70,444,292 40,706,112 9,170,861 7,508,366 2,914,744 24,213,144 19,702,230 23,060,492 26,244,240 15,321,216 3,613,688 9,836,772 6,133,746 4,080,002 10,541,467 6,409,459 1,051,709 3,393,057 2,033,614 1,425,269 3,939,653 4,262,324 1,006,064 6,432,579 2,797,675 670,843 3,614,879 6,275,672 2,993,311 1,057,274 236,038 61,637 m,68T 205,444 88,379 786,572 103, Sit 11,988 3,655,927 2,919,939 1,977,836 3,836,775 4,250,276 776,004 26,716,011 9,207,443 13,660,957 1,251,568 673,013 m,m Z,7H,JiSS 9,921,774 9,633,683 7,019,072 5,416,635 2,191,021 3,981,610 2,536,944 268,626 3,066,459 2,887,488 8S6,0SO 7,530,943 2,713,858 849,485 3,646,156 1,767,291 1,130,686 GENERAL TABLES. 319 Table 164.— CONDENSED BALANCE SHEET OF OPERATING AND LESSOR COMPANIES COMBINED, BY GEO- GRAPHIC DIVISIONS AND STATES: 1912, 1907, AND 1902— Continued. DmSION AND STiTE. Cen- sus. Num- ber of com- panies. Cost of con- struction, equipment, and real estate. Other invest- ments. Current and other assets. Profit and loss deficit for com- panies showing a deficit. Total- Assets or liabilities. LiA-Bn-iriES. Capital stock. Funded debt. Unfunded debt, re- serves, and current and other liabilities. Profit and loss surplus for compa- nies show- ing a sur- plus. Net surplus.' West Noeth Centbal: Minnesota Iowa , Missouri North Dakota and South Dakota.' Nebraska Kansas South Atlautic: Delaware, Maryland, and District of Co- lumbia. Virginia West Virginia North Carolina South Carolina Georgia Plorida East South Centeai: Kentucky Tennessee Alabama Mississippi West South Centeal: Arkansas Douisiana Oklahoma Texas. 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1912 1907 1902 12 12 10 160,781,293 47,567,987 39,273,860 60,135,647 35,319,366 18,035,123 158,721,248 156,852,689 117,628,659 1,517,1 831,358 28,670,146 25,050,412 8,599,242 26,982,227 14,836,953 3,089,321 147,147,538 122,253,326 101,263,370 66,483,222 40,306,693 15,414,124 34,958,364 22,087,542 9,039,281 18,819,628 7,698,294 2,408,661 12,708,219 9,154,985 4,523,752 83,962,495 32,381,692 26,157,673 11,388,431 8,475,437 3,710,728 36,301,326 34,693,140 22,850,276 49,356,376 38,731,679 16,931,576 29,239,743 27,189,363 13,999,633 9,223,302 6,777,857 1,268,084 12,985,385 9,042,616 2,207,346 57,175,403 62,216,789 14,282,507 17,456,621 6,034,862 48,678,202 28,399,675 16,765,440 J718,354 1,119,824 1,396,387 1,460,567 47,704 2,041,345 2,511,524 24,379^270 7,861,866 161,079 1,510,500 651,123 14,568,430 14,680,971 30,000 7,916,085 9,216,670 3,284,535 4,567,151 2,486,732 244,819 6,948,164 1,686,259 639,690 1,079,101 1,296,600 l,730i000 4,594,871 3,577,856 134, 743,500 112,000 6,280,966 384,262 40,928 1,212,638 270,000 682,015 3,236,923 2,698,456 949,116 668,749 1,270,907 114,196 57,545 1,352,780 40,486 21,637,612 28,607,234 714,162 222,918 1,876,409 666,234 140,000 $1,862,667 1,646,357 731,325 2,771,526 1,390,691 1,764,935 6,444,829 2,858,451 6,542,348 363,611 13,358 749,944 430,195 205,999 1,895,410 221,034 222,149 13,218,868 3,869,632 2,169,975 7,143,966 3,588,090 1,017,041 2,697,258 926,905 718,802 2,397,901 1,192,248 1,348,622 2,008,902 340,797 3,193,231 2,326,444 764,425 914,420 474,641 111,-" 1,669,184 923,044 2,326,661 3,420,102 1,161,147 627,594 2,021,394 938,706 489,540 724,290 602,326 60,054 1,427,916 341,232 253,498 6,685,444 3,762,506 9,775,621 1,769,559 416,231 3,009,910 1,219, 568,840 893,271 "iijioo 37,770 142,233 129,898 159,873 49,764 510,243 142 14,157 "'i,'846 85,384 81,790 7,179 642,035 1,025,456 606,563 791,706 84,281 57,597 181,689 86,843 2,450 19,674 25,114 34,103 4,333 1,981 6,244 900 15,642 33,107 35,615 125,091 44,227 21,921 3,177 641 1,122 63,942 187,604 13,638 214,864 18,118 1,785 24,400 18,656 36,520 26,959 210,970 42,738 626,353 186,666 800 S63,445,485 50,234,168 40,016,285 64,341,330 38,312,747 19,977,660 167,367,295 162,272,428 149,060,520 1,881,643 844,716 37,286,113 25,641,686 8,807,086 30,473,521 15,690,900 3,318,649 175,676,871 141,829,385 104,059,898 82,334,977 53,196,734 19,773,297 42,404,462 25,687,022 10,005,362 28,185,367 10,600,915 4,430,976 15,800,655 10,794,263 6,689,525 91,751,497 38,301,634 27,056,898 13,079,458 9,097,693 3,822,637 43,376,567 36,044,673 25,239,786 53,991,293 40,163,467 18,142,307 34,552,002 31,014,117 15,461,927 10,731,205 8,669,208 1,444,119 14,470,846 10,761,028 2,501,330 85,317,114 84,623,049 24,084,087 20,151,312 6,715,749 64,189,874 30,461,268 16,465,080 832,319,200 23,906,000 23,280,000 28,827,219 20,693,046 10,541,200 59,298,860 68,819,400 68,234,100 1,060,350 384,980 21,684,276 13,864,586 ■ 6,012,126 16,157,625 8,525,786 2,162,000 63,551,800 61,371,046 36,844,546 34,205,600 14,926,650 7,277,000 19,621,100 10,704,076 4,273,600 16,749,300 4,409,800 1,996,625 8,972,905 3,984,200 2,589,400 48,681,200 18,110,400 12,957,600 6,785,600 4,834,860 1,949,400 18,866,030 16,047,400 11,330,900 20,701,000 17,499,100 8,160,400 12,997,000 12,980,900 7,696,900 4,606,534 3,937,880 626,500 6,113,120 4,845,600 885,300 45,453,314 46,839,700 12,484,900 10,844,050 4,146,800 24,131,721 13,371,150 9,160,900 »23,680,000 20,912,600 13,226,000 24,708,900 12,804,600 6,770,333 79,947,200 80,836,000 71,474,816 614,666 300,000 13,639,000 9,540,000 2,395,000 12,702,600 6,190,800 1,115,000 97,156,468 82,389,709 64,063,194 38,125,100 30,667,490 11,019,314 18,304,900 10,406,500 6,308,400 8,174,000 3,887,750 1,880,500 4,076,400 4,766,000 3,336,000 34,248,800 16,789,600 13,081,500 5,363,500 2,775,000 1,531,000 20,397,120 16,726,000 12,204,300 28,878,000 19,348,000 8,686,400 17,002,500 15,181, — 6,678,600 6,018,960 3,502,600 644,000 6,662,736 4,463,000 1,068,000 31,922,750 29,145,000 10,010,000 7,151,000 2,029,000 20,066,183 10,200,950 3,952,900 $6,780,114 4,492,385 720,675 7,801,338 2,797,664 1,476,591 23,949,862 20,384,868 8,783,327 240,947 120,916 1,906,844 1,622,190 207,641 394,603 41,125 11,271,499 6,917,430 3,631,459 8,379,445 6,439,231 1,267,342 2,914,661 3,288,847 287,580 3,464,232 1,579,275 537,562 2,471,648 1,678,781 688,659 6,086,676 1,793,-- 346,232 1,314,443 902,778 214,014 3,371,938 3,233,557 823,596 2,877,846 2,697,966 1,029,231 3,218,637 2,370,628 782,767 926,371 1,081,663 160,910 983,840 944,487 466,040 6,697,321 6,369,083 954,207 1,932,727 416,671 8,486,753 6,248,106 3,066,437 $1,766,171 924,283 2,789,610 3,003,873 2,017,547 1,189,536 4,171,: 2,232,160 568,277 66,791 38,820 155,993 614,911 192,320 1,064,158 679,812 524 3,597,104 1,161,201 520,699 1,624,832 2,162,363 209,641 1,663,801 1,187,600 135,772 797,836 624,090 17,289 279,602 365,282 75,466 3,736,821 1,607,800 671,666 616,915 586,055 128,223 742,479 1,037,716 1,534,447 618,401 266,276 1,333,865 480,922 293,760 179,340 147,165 22,709 821,150 617,941 102,990 2,243,729 2,269,266 634,980 223,536 124,278 1,507,217 1,641,063 294,843 $1,672,900 924,283 2,778,610 2,966,103 1,875,314 1,059,638 4,011,510 2,182,396 68,034 66,649 38,820 141,836 614,911 190,476 978,774 498,022 2,955,069 125,745 SS,864 833,127 2,078,082 162,044 1,382,112 1,101,767 133,322 778,161 698,976 16,814 275,269 363,301 69,222 3,734,921 1,592,168 671,566 582,808 549,440 128,223 617,388 993,489 859,069 1,631,270 617,760 265,164 1,279,923 293,318 280,122 SS,BU 129,047 20,924 821,150 493,541 102,990 2,225,074 2,232,746 609,021 12,565 81,540 1,454,497 294,043 1 Italic figures indicate deficits. s The 1 company in South Dakota in 1902 failed to furnish this information. 320 STREET AND ELECTRIC RAILWAYS. Table 164.— CONDENSED BALANCE SHEET OF OPERATING AND LESSOR COMPANIES COMBINED, BY GEO- GRAPHIC DIVISIONS AND STATES: 1912, 1907, AND 1902— Continued. DIVISION AND STATE. Mountain: Montana , Colorado , All other Mountain states Idaho, Wyommg, Nevada, and Utah , New Mexico and Ari- zona , All other Mountain states. 2 Pacific: Washington Oregon California Cen- sus. Num- ber of com- panies. 1912 1907 1902 1912 1907 1902 1912 1912 1907 1902 1912 1907 1902 1912 1907 1902 1912 1907 1902 Cost of con- struction, equipment, and real estate. $5,957,245 3,191,227 3,228,632 45,575,992 28,039,230 16,174,735 39,001,499 34,049,694 4,951,805 19,348,142 4,608,012 136,195,547 64,863,788 18,574,439 76,935,219 21,485,428 6,236,570 394,521,712 261,692,790 74,624,168 Other Invest- ments. $1,014,356 1,582,097 15,610,613 11,841,272 210,062 1,963,346 1,625,614 337,732 1,101,028 1,682,600 10,176,670 6,445,689 191,793 2,821,462 17,943,670 31,504,789 13,637,939 1,805,168 Current and other assets. S337,lll 174,746 453,999 2,415,! 1,380,009 425,882 2,182,726 1,365,075 827,651 1,613,768 237,039 13,377,442 6,287,263 1,277,694 4,001,809 2,437,757 306,486 62,010,518 26,104,021 6,167,463 Profit and loss deficit for com- panies showing a deficit. 85,637 1,1 65,566 333,174 38,996 9,967 294,790 173,850 120,940 209,394 14,783 677,813 514,195 538,408 21,737 3,142,70'l 2,165,629 6,751 Total- Assets or liabilities. 87,314,349 4,949,708 3,748,096 63,936,699 41,299,607 16,820,646 43,442,361 37,204,233 6,238,128 22,272,332 6,442,434 160,327,472 78,110,935 20,043,826 84,296,898 41,866,865 6,663,793 481,179,723 293,600,279 82,602,650 LIABILITIES. Capital stock. 13,632,532 2,781,276 2,045,613 24,903,650 17,998,600 7,362,804 19,668,645 15,478,945 4,189,700 9,652,676 3,218,100 79,319,508 40,464,900 10,636,400 26,226,800 22,428,900 2,788,650 276,322,796 147,734,600 46,022,099 Funded debt. $2,514,220 1,650,000 1,275,000 31,280,130 19,450,000 8,295,660 12,220,109 10,614,309 1,605,800 8,699,600 2,811,160 56,926,500 23,414,000 7,747,813 43,209,776 16,599,000 2,737,000 164,957,750 96,812,400 30,629,600 Unfunded debt, re- serves, and current and other liabilities. $644,871 138, 988 260,290 4,911,014 2,125,432 797,222 8,951,158 8,569,137 382,021 3,077,372 284,279 21,227,988 10,909,697 1,104,228 14,216,321 2,181,847 383,878 36,622,850 44,087,329 4,239,902 Profit and loss surplus for compa- nies show- ing a sur- plus. $622,726 479,445 167,193 2,841,005 1,725,575 365,060 2,602,449 2,541,842 60,607 842,684 128,905 2,853,476 3,332,338 555,386 1,644,001 657,108 664,365 3,276,327 4,965,950 1,811,049 Net surplus.! $617,089 477,806 101,628 2,507,831 1,686,679 355,093 2,307,659 2,367,992 eo,sss 633,290 114,122 2,275,663 2,818,143 665,385 1,105,593 657,108 133,623 2,800,421 1,805,298 1 Italic figures Indicate deficits. » Includes states as follows: 1907— Arizona, 4; Idaho, 2; Nevada, 1; New Mexico, 2; Utah, 4. 1902— Arizona, 1; Idaho, 1; New Mexico, 1; Utah, 3. 58795°— 15 21 322 STREET AND ELECTRIC RAILWAYS. Table 165.— BALANCE SHEET OF OPEEATING AND LESSOR 10 27 30 37 DIVISION AND STATE. United States. . 84, 696, 563, 292 S266, 962, 339 S57, 774, 666 Geographic DifisioNs; New England Middle Atlantic East North Central. West North Central. South Atlantic East South Central.. West South Central. Mountain Pacific New England: Maine New Hampshire Vennont Massachusetts Rhode Island and Connecticut. Middle Atlantic: New York New Jersey Pennsylvania East Noeth Centeal: Ohio Indiana Illinois Michigan Wisconsin West Noeth Centeal ; Minnesota Iowa Missouri North Dakota and South Dakota. Nebraska Kansas South Atlantic: Delaware, Maryland, and District of Co- lumbia. Virginia.... West Virginia North Carolina South Carolina Georgia Florida East Soitth Central: Kentucky Tennessee Alabama Mississippi West South Centeal: Arkansas Louisiana Oklahoma Texas Mountain: Montana Colorado Idaho, Wyoming, Nevada, and Utah. New Mexico and Ari- zona. PAcmc: Washington Oregon California Cost of constructionj equipment, and real estate. 354,605,174 1,471,795,717 1,099,283,481 336,808,451 375,467,897 124, 119, 747 136,295,611 90, 634, 736 607,652,478 28,479,941 7,011,443 6,073,617 194,677,690 118,362,483 913,345,909 176, 912, 642 381,537,166 323,609,762 193,842,423 406,677,828 109,694,970 65,558,498 60,781,293 60,135,647 158,721,248 1,517,890 28,670,146 26,982,227 147,147,538 66,483,222 34,958,364 18,819,628 12,708,219 83,iJ62,495 11,388,431 36,301,326 49,355,376 29,239,743 9,223,302 12,985,385 67,175,403 17,456,621 48,678,202 6,957,246 45,575,992 34,049,694 4,951,805 136,195,547 76,935,219 394,521,712 Stocks and bonds of other electric railway companies. Stocks and bonds of companies other than electric railways. 4,487, 147,788, 42,571, 1,372, 12,397, 4,449, 21,474, 12,494, 19, 926, 5,351,690 23,966,798 6,088,199 496,072 17,305,283 107,499 65, 156 1,108,012 3, 295, 958 S93, 142, 825 3,639,674 3,086,7401 71,806 100,000 775,863 31,608,537 1,109,006 115,071,103 22,682,881 1,400,018 3,673,871 2,870,685 11,944,617 466,660 98,672 604,000 14,075 189,600 3,128,810 4,247,955 3,676,618 901,800 232,760 210,000 1,988,396 379, 103 81,660 449,315 11,060,021 985,010 7,499,098 22,000 12,404,586 22,601 2,242,449 17,890,981 634,320 5,431,497 1,878,620 3,688,608 148, 592 163,214 319, 165 29,666 61,800 400,827 3,879 7,646,140 1,261,597 273,233 3,811,385 801,876 3,318,062 193,000 34, 100 73,099 300 6,039 9,112 60,000 4 1,002,002 96, 154 9,856 116,322 268, 280 2,921,356 Treasury securities. Total. 972,915 20,404,957 32,096,986 11,496,359 8,164,324 2,487,200 1,723,701 2,829,610 12,976,773 Stock. Bonds. $30,875,789 $62, 267, 036 687,382 5,000 312, 533 68,000 1,557,700 1,666,152 17,281,105 16,731,305 6,270,245 6,450,817 2,802,469 842,160 250,500 1,226,600 1,312,645 7,394,000 1,312,714 3,662,450 1,613,274 617,400 603,381 40,500 1,066, 560,600 1,292,570 794, 600 187,230 212,800 200 54,000 663,000 1,016,601 33,750 2,169,610 399,460 226,800 1,072,900 1,608,766 10,395,117 316,382 8,776,552 6,095,557 7,342,715 2,778,020 919, 998 673,701 1,984,010 1,988,854 $47,370,684 656,533 11,628,406 26,001,429 4,153,644 6,376,304 1,667,202 1,050,000 845, 600 10, 987; 919 4,382 312,000 1,427,100 701, 900 6,647,552 4,236,350 287,200 996, 148 37,459 638,400 167,500 400, 100 23,115 6,000,000 762,000 1,660,900 60,100 617,400 2,301 442,319 105,000 863,000 61, 100 5,898 200 32,000 25,000 616,501 1,367,610 389,600 226,800 62,900 1,935,954 683,000 5,000 533 68,000 130,600 864, 262 10,633,553 12,494,955 6,983,045 4,464,669 2,765,000 303, 760 83,000 826,500 1,289,430 1,394,000 560, 714 2,101,550 1,563,174 601,080 40,500 624,500 446,500 429, 570 743, 500 181,332 212,800 22,000 628,000 400,000 33,750 802,000 9,860 1,020,000 1,608,756 8,459,16? Other permanent invest- ments. 5178,853,733 2,779,715 9, 100, 961 18,139,289 153, 124 2,559,862 3,255,418 921,372 2,166,347 8,304,606 27,018 241 Cash and current assets, including supplies. $67,754,310 15,838,786 61,620,328 34,433,949 7,884,142 13, 732, 613 4,863,638 7,471,158 2, 939, 971 30, 169, 149 2,732,466 8,263,643 115, 984 721,334 16,864,822 88,333 612,939 2 673, 193 1,304 41,649 63,000 42,964 4,307 131,030 793,259 1,631,598 3,965 4,836 2,976,694 273, 989 61,306 11,162 858,904 531,291 1,378, 145,000 101,076 1,488,350 1,032,426 5,783,730 1,189,855 202, 894 345,853 9,851,949 4,248,234 47,201,890 2,017,101 12,301,337 6,639,200 3,102,426 16,719,043 4,072,341 3,900,939 1,306,133 2, 104, 970 3,386,303 62,949 571,313 462,474 4,145,637 3,369,742 2,343,999 964, 571 514,464 1,518,820 875,380 1,588,685 1,322,512 1,644,623 307,818 714,092 4,299,637 629,077 1,928,352 308,453 1,709,800 802,605 119,213 11,726,035 3,236,303 16,207,811 Stock and bond discount. $27,761,430 1,432,438 14,743,635 8, 159, 046 4, 108, 058 2,861,031 1,753,225 3, 518, 634 1,165,082 30,013,262 248,652 11,000 1,172,886 Sinking and other special funds. $74,362,014 2,072,717 6,411,395 6,640,623 660, 116 1, 737, 115 942,840 942,697 637, 397 7,826,630 12,470,246 190,365 2,082,924 784,327 1,026,081 6,748,511 163,743 436,383 10,850 303, 970 2,081,466 296,006 88,585 1,327,182 148,197 2,047,359 237, 708 398, 706 9,061 20,000 2,500 1,374,002 376, 723 576,151 1,136,393 1,203,611 602,579 20,688 466,493 677,901 1,700 297,257 29,714,305 94,972 66,508 1,067 1,271,438 638,732 4,663,689 36, 698 1,711,008 1, 969, 891 1,641,660 1,611,749 535,634 991,589 466,692 103,603 65, 108 3,677 Stmdiles. $38,149,444 4,205,660 46,255,651 7,411,714 1,435,571 13,243,786 275,267 860,340 293, 307 1,380,728 21,136 431, 169 1,009,749 110, 193 66,723 117,299 1,— 35-173 618,881 249,037 39,749 60,799 467, 181 23,950 400,767 637,348 1,410,522 298, 672 6,117,436 25,146 6,500 3,064 3,823,165 348, 776 38,659,248 2,006,015 4,690,388 6,005,699 276,862 1,808,412 80,751 239, 990 68,992 258,983 921,962 Profit and loss def- icit for companies showing a deficit. 1,814,262 20,736,273 7,389,291 390,697 1,673,443 397,074 865,978 633,601 4,268,926 90,046 94,618 717,116 6,368 967, 901 1,494,438 1,648,051 17,058 42,826 104, 707 127,734 76,874 692,233 13,021 78,212 7,921 239,627 15,222 30,537 239,185 170,577 970, 966 53,607 287,779 58,718 1,222,533 191,625 8,465,710 1,405,771 10,864,792 2,451,774 341,211 4,390,982 138,822 66,502 93,271 37,770 159,873 142 14,157 85,384 642,035 791,705 181,689 19,674 4,333 900 33,107 125,091 3,177 53,942 214,864 18,655 210,970 626,353 5,637 333, 174 173,860 120,940 677,813 538,408 3,142,704 1 Italic figures indicate deficits. GENERAL TABLES. COMPANIES COMBINED, BY GEOGRAPHIC DIVISIONS AND STATES: 1912. 323 Total- Assets or liabilities. LiABnjTms. Capital stock. Total. Common. Preferred. Funded debt. Beal estate mort- rioating debt. Reserves. Accounts payable. Interest and taxes due and accrued. Divi- dends due. Sundries. Profit and loss sur- plus for companies sbowing a surplus. Net surplus. 1 55,448,694,637 393,560,739 1,821,714,260 1,262,214,349 364,795,387 449,133,187 142,651,067 174, 129, 146 114,692,409 725,804,093 $2,379,346,313 204,443,600 711,998,377 634,303,711 159,247,520 196,667,505 67,169,564 86,542,205 48,204,727 380,869,104 $1,970,386,003 $408,961,310 $2,329,221,828 $6,097,245 37,332,886 7,579,365 6,877,718 212,210,162 129,560,608 1,084,127,553 185,994,053 661,692,654 398,608,281 211,577,867 446, 642, 744 120,512,521 84,872,936 63,445,485 64,341,330 167,367,295 1,881,643 37,288,113 30,473,521 175,576,871 82,334,977 42,404,462 28,185,367 15,800,555 91,751,497 13,079,458 43,376,667 63,991,293 34,552,002 10,731,205 14,470,846 85,317,114 20,151,312 54,189,874 7,314,349 63,935,699 37,204,233 6,238,128 160,327,472 84,296,898 481, 179, 723 16,041,825 4,163,400 2,84S,100 93,791,575 87,698,700 389,019,080 76,767,176 246,222,121 211,767,450 101,946,135 150,734,120 41,995,606 27,860,600 32,319,200 28,827,219 59,298,850 1,060,350 21,584,276 16,157,625 63,551,800 34,205,600 19,621,100 15,749,300 8,972,905 48,681,200 5,785,600 18,865,030 20,701,000 12,997,000 4,606,634 6,113,120 45,453,314 10,844,050 24,131,721 3,632,532 24,903,660 15,478,945 4,189,700 79,319,608 26,226,800 276,322,796 180,683, 636, 148; 424, 192, 120,920, 161,100, 43,966, 61,665, 40, 134, 311,582, 760,250 849,537 111,403 326,975 466,900 202,880 886,427 070, 175 286,783 129,639,840 801,682,533 589,361,398 155,092,166 205,449,168 71,296,680 65,691,889 46,014,469 265,094,028 330,842 4,229,917 381,621 605, 830 403,100 22,285 58,050 85,600 $296,161,797 18,164,988 145,440,269 33,613,940 20,242,651 12,888,464 3,834,783 10,478,500 8,891,811 42,806,401 $80,775,824 7,800,359 24,623,281 19, 196, 664 7,710,913 5,378,276 1,717,079 1,847,430 2,276,829 10,226,093 $86,715,392 5,965,531 28,832,197 26,238,232 7,009,328 4,463,634 1,461,861 1,734,341 1,040,321 9,989,947 $64,079,730 3,186,926 21,308,600 12,670,095 3,080,730 3,372,881 1,970,684 1,387,145 1,241,668 5,863,001 $4,164,748 $78,695,664 198,621 1,636,380 279, 555 16, 891 648,389 500, 839 378,281 290,523 215,389 11,591,826 4,093,400 2,824,350 83,732,976 78,440,800 354,076,580 75, 157, 176 206,918,084 182,629,150 71,742,225 129,583,927 37,726,508 22,510,600 28,674,700 23,861,244 40,992,150 960,350 13,871,378 14,570,725 62,797,800 26,530,600 16,140,300 13,482,200 7,332,905 31,181,200 4,635,600 16,341,220 13,701,000 9,482,000 4, 442, 484 3,642,893 30,016,514 8,299,650 19,696,721 2,942,632 23,679,660 9,642,770 3,869,700 69,829,975 24,872,800 226,879,546 4,450,000 70,000 23,750 10,058,600 9,157,900 34,943,500 1,600,000 39,306,037 49,138,300 30,203,910 21, 150, 193 4,269,000 5,350,000 5,644,500 4,975,975 18,308,700 100,000 7,712,900 1,588,900 10,764,000 8,675,000 3,480,800 2,267,100 1,840,000 17,600,000 1,150,000 2,523,810 7,000,000 3,515,000 184,050 2,470,227 15,438,800 2,644,400 4,435,000 890,000 1,224,000 6,836,175 320,000 19,489,533 364,000 49,443,250 19,102,382 2,322,000 2,813,558 80,728,700 24,673,200 10,075 12,267 307,000 1,500 481,671,770 94,932,000 225,078,783 138,806,040 89,385,787 258,620,427 80,111,724 44,437,420 23,580,000 24,708,900 79,947,200 514,556 13,639,000 12,702,500 97,156,468 38, 126, 100 18,304,900 8,174,000 4,076,400 34,248,800 5,363,600 20,397,120 28,878,000 17,002,600 5,018,960 6,552,736 31,922,750 7,151,000 20,065,183 2,514,220 31,280,130 10,614,309 1,605,800 56,926,600 43,209,776 184,957,750 2,440,662 232,185 1,557,170 131,600 42,200 45,863 158,590 6,688 5,800 65,000 601,830 33,200 10,800 4,500 18,300 10,000 361,500 4,285 18,000 60,000 1,250 61,923 210,341 259,289 15,225,123 2,418,312 332,808 270,980 7,695 4, 138, 463 3,060,413 108,003,068 6,106,208 31,330,983 20,342,192 122,813 4,168,276 2,100 63,500 12,920,533 5,292,138 10,661,550 3-, 142, 776 1,606,-- 446, 182 5,021,335 14,436,135 60,000 108,993 170,026 2,952,158 2,908,772 1,256,924 1,716,194 1,987,964 1,283,658 783,794 1,167,524 1,084,069 1,096,608 486,582 287, 781 2,522,377 1,322,711 6,365,651 90,022 2,286,520 6,486,247 29,022 12,083,342 10,320,283 20,202,776 7,562,861 2,375,644 2,910,479 3,338,693 3,007,987 3,554,063 416,366 2,634,540 28,244 1,161,105 17,606 1,259,696 1,892,441 455,128 382,243 153, 160 960,030 295,578 872,833 580,003 223,874 40,369 133,244 976,265 220,411 617,510 307,919 738,291 1,209,361 21,268 6, 426, 148 928 4,799,017 304, 671 81, 113 52, 194 4,269,163 1,268,490 20,506,312 2,891,935 5,433,950 10,256,814 1,846,378 8,429,207 3,073,682 2, 832, 151 252, 826 943,535 5,032,992 123, 534 601,935 154,506 688,353 2,078,062 370,280 206, 719 239, 434 799,201 81,685 450,263 378, S72 618,326 114,701 183,616 687,689 139,837 823,300 673,949 258, 311 119,993 1,284,499 1,322,830 7,362,618 202, 762 31,826 39, 460 2,677,126 336,763 18,204,025 1,287,325 3,835,260 2,388,674 1,406,888 7,129,932 806,322 939,399 968,679 489,614 1,405,995 20, 103 67,922 128,517 1,599,161 1,169,012 252,638 167, 623 26,752 53,156 114,549 482,409 781,696 495,899 210,880 247, 134 759,249 167,388 213,374 51,973 705,631 302,386 181,678 1,762,985 1,210,682 2,889,354 26,500 36,585 136, 436 1,352,651 14,453 269,266 9,018 60,899 50,836 13,928 144,875 7,873 '9,"666 18 242,043 240, 721 100, 170 63, 701 ■■ii;764 251,438 3,775 245, 489 137 32,659 345,722 190, 523 100,000 215,389 12,845,009 37,115,319 13,536,702 1,582,000 7, 746, 860 887,261 1,216,894 665,891 3, 120, 728 149, 169 328, 762 12, 132 6, 159, 116 6,195,830 10,608,172 1,012,821 25,598,626 6,294,545 5,100,097 2,813,090 203,535 325, 435 '652,694 858,715 38,370 68,871 45,384 4,519,298 85,937 463, 221 958, 752 64, 338 1,616,377 143, 186 49, 731 638, 642 55, 702 69, 627 499, 219 82,380 564, 888 6,1 418, 100 212,832 30,070 688,934 1,361,598 1,090,196 $133,436,096 10,985,123 44,949,417 32,633,631 10,227,369 12,214,910 3, 790, 131 4, 796, 631 6,066,180 7,773,804 1,110,881 122,092 845,290 4, 878, 460 4,028,400 34,181,721 2,667,337 8,110,359 9,470,846 4,322,821 7, 457, 441 7,689,765 3,712,658 1,766,171 3,003,873 4,171,383 65, 791 155,993 1,064,158 3,597,104 1,624,832 1,563,801 797, 835 279, 802 3,735,821 616,915 742, 479 1,634,447 1,333,866 179,340 821,150 2,243,729 223,535 1,507,217 622,726 2,841,005 2,541,842 60,607 2,853,476 1,644,001 3,276,327 $95,286,652 9,170,861 24,213,144 26,244,240 9, 836, 772 10,541,467 3,393,057 3,939,653 6,432,579 3,514,879 1,057,274 166,687 788, 672 3,655,927 3,836,775 25,716,011 1,261,566 g,7SJ,,iSS 7,019,072 3,981,610 3,066,459 7,530,943 3,646,156 1,672,900 2,986,103 4,011,510 65,649 141,836 978, 774 2,955,069 833, 127 1,382,112 778, 161 275,269 3,734,921 582,808 617,388 1,531,270 1,279,923 821,160 2,225,074 12,686 817,089 2,507,831 2,367,992 60,SSS 2,275,863 1,106,593 133,823 27 4Q 324 STREET AND ELECTRIC RAILWAYS. Table 166.— EMPLOYEES, SALARIES, AND WAGES OF OPERATING COMPANIES, 37 DIVI3ION AND STATE, United States Geographic divisions: New England Middle Atlantic East Nortli Central . West North Central South Atlantic East South Central Wes t S outh Central .■ Mountain Paciflo New England: Maine New Hampshire Vermont Massachusetts Rhode Island and Connecticut Middle Atlantic: New York New Jersey Pennsylvania East North Central: Ohio Indiana Illinois Michigan Wisconsin West North Central: Minnesota Iowa Missouri North Dakota and South Dakota Nebraska Kansas SoxJTH Atlantic: Delaware, Maryland,' and District of Columbia Virginia *. . . , West Virginia North Carolina South Carolina Georgia Florida East South Central: Kentucky Tennessee Alabama Mississippi West South Central: Arkansas Louisiana Oklahoma Texas Mountain: Montana Colorado Idaho, Wyoming, Utah, and Nevada New Mexico and Arizona Pacific: Washington Oregon California Number of com- panies. 91 246 222 85 107 45 79 40 60 101 24 121 Number. 282, 461 34,224 93, 811 66, 721 20, 930 19,958 9,375 8,393 4,498 24, 551 Salaries and 1,771 837 268 23,169 8,179 55,683 9,436 28,692 21,245 8,553 23,661 9,500 3,762 4,267 4,034 9,550 133 1,579 1,367 8,553 3,563 1,939 1,282 794 2,852 975 3,591 3,304 1,973 507 755 3,238 791 3,611 390 2,498 1,448 162 4,761 3,041 16,749 S200;890,939 23,285,975 66,387,065 47, 607, 646 15,986,008 12, 501, 028 5,824,724 5, 717, 503 3,997,836 19,583,154 1,302,347 512, 100 175, 669 15,680,837 6,615,022 40,315,540 6, 105, 245 19,966,280 14,500,590 5,444,020 18,769,450 6,304,409 2,589,177 3,782,870 2,830,356 7,230,808 98,607 1,159,065 884,402 6,513,163 2,040,845 1, 192, 759 775,076 436, 369 1,936,434 606,382 2,142,523 2,062,317 1,317,365 302,619 533,151 1,986,691 594, 006 2,603,655 471, 777 2,089,255 1,318,544 118, 260 3,716,543 2,541,897 13, 324, 714 salaried employees. Total. Number. 23,271 1,991 6,895 6,414 1,659 2,168 780 810 494 3,070 175 68 43 1,259 446 3,878 918 2,099 1,973 797 1,644 766 344 486 376 616 14 108 161 792 482 154 175 105 337 113 181 306 63 91 119 151 449 226 210 19 624 698 1,748 Salaries. $26,128,786 2,329,050 8,071,703 6,774,907 1,925,201 2,231,607 963, 189 901, 842 614, 107 3,327,280 164,700 68,599 38, 286 1,666,180 491,285 4,661,467 1,091,295 2,318,941 2,052,444 855,057 1,916,307 628,649 322, 450 710, 790 419,513 462, 619 19, 197 173,705 139,377 875, 670 428, 080 174,261 152,238 57,961 425, 380 117,917 245,007 383,928 265, 460 68,794 83,065 147, 397 167, 490 503,890 68,118 272, 098 251,342 22,549 606,629 689, 298 2,031,353 Salaried ofScers of corporation. Number. 1,927 144 511 676 138 209 102 72 61 124 243 53 216 201 96 179 76 26 Salaries. $5,708,563 457,562 1,656,386 1,466,386 487, 538 655,166 298, 183 162, 055 129,304 495,973 50,068 14,855 17, 429 321,314 53,896 979,084 149, 423 627,879 520,920 214,668 475, 796 182,242 72,860 157,418 83,296 130,489 6,358 69,899 50,078 191, 792 150,588 42,125 44,376 15,457 102,616 8,312 108,883 107,929 69,124 12,247 22,380 47,253 39,755 52,667 10,072 77,950 40,647 736 64,528 116,088 316,357 GENERAL TABLES. BY CLASSES OF OCCUPATION, BY GEOGRAPHIC DIVISIONS AND STATES: 1912. 325 SALASiED EMPLOYEES— continued. ■WAGE EAENEES. Managers and superin- tendents. Clerks, stenographers, and other salaried employees. Total. Conductors. Motormen. All other employees. Number. Salaries. Number. Salaries. Number. Wages. Number. Wages. Number. Wages. Number. Wages. 2,882 $5,376,526 18,462 $15,043,707 259, 190 $174, 762, 153 65,726 $47,101,768 65,595 $48,349,"867 127,869 $79,310,628 1 262 726 836 214 328 111 149 66 190 511,810 1,509,255 1,394,639 400,933 549,847 191,850 233,020 147,829 437,343 1,685 5,658 4,002 1,307 1,621 567 689 377 2,756 1,359,678 4,906,062 2,913,882 1,036,730 1,126,494 463,156 506,767 336, 974 2,393,964 32,233 86,916 61,307 19,271 17,800 8,695 7,583 4,004 21,481 20,956,925 58,316,362 41,832,739 14,060,807 10,269,521 4,871,535 4,815,661 3,383,729 16,256,874 8,219 21,135 16,151 5,358 4,779 2,152 2,176 1,014 5,742 5,297,309 15,088,922 11,573,262 3,815,365 2,973,094 1,286,141 1,471,483 889,829 4,707,363 8,451 20,659 15,216 5,384 4,808 2,201 2,303 1,003 6,571 5,522,019 15,539,086 11,912,930 3,991,122 2,965,101 1,328,747 1,671,728 887,671 4,631,454 15,563 46,122 30,941 8,629 8,213 4,242 3,104 1,987 10,168 10,137,697 27,687,355 18,346,647 6,264,320 4,331,326 2,257,647 1,772,460 1,606,229 6,917,057 2 3 5 6 7 8 9 10 36 22 13 155 36 46,174 29,169 13,858 344,953 77,656 113 33 18 1,032 389 68,458 24,576 6,999 899,913 359,733 1,596 769 225 21,910 7,733 1,137,647 443,501 137,383 14,114,657 5,123,737 374 203 61 5,668 2,013 236,695 115,361 40,048 3,651,718 1,363,487 382 205 63 6,778 2,023 240,745 116,242 40,984 3,682,789 1,441,269 840 361 101 10,564 3,697 660,207 211,898 66, 351 6,880,150 2,328,991 11 12 13 14 15 346 87 293 871,320 140,641 497,294 3,289 778 1,591 2,811,063 801,231 1,293,768 51,805 8,618 26,593 35,654,073 5,013,960 17,647,339 11,506 2,227 7,402 8,123,742 1,613,366 6,351,814 10,953 2,228 7,478 8,493,250 1,656,206 5; 390, 630 29,346 4,063 11,713 19,037,081 1,745,379 6,904,895 16 17 18 257 121 311 97 60 423,454 189,281 509,068 150,803 122,043 1,515 581 1,054 683 269 1,108,070 451,208 931,463 295,604 127,647 19,272 7,766 22,117 8,744 3,418 12,448,146 4,588,963 16,853,143 5,676,760 2,266,727 4,869 1,415 6,649 2,364 864 3,500,793 934,099 4,919,439 1,601,912 617,019 4,860 1 443 6,679 2,360 873 3,651,213 984,518 5,091,508 1,626,163 669,528 9,553 4,898 10,789 4,020 1,681 6,396,140 2,670,346 6,842,196 2,447,685 990,180 19 20 21 22 23 36 80 48 4 11 35 91,375 132,002 102,338 8,680 26,380 40,158 434 265 435 7 85 81 461,997 204,216 229, 792 4,169 87,426 49,141 3,782 3,658 9,036 119 1,471 1,206 ■ 3,072,080 2,410,843 6,768,189 79,310 985,360 745,026 1,147 812 2,684 43 451 321 872,443 598,467 1,774,105 28,296 330,935 211,119 1,161 807 2,529' 45 470 382 914,035 614,720 1,849,166 29,236 341,192 242,773 1,484 2,039 3,922 31 550 503 1,285,602 1,197,656 3,144,918 21,778 313,233 291,133 24 25 26 27 28 29 95 58 38 48 22 44 23 176,316 121,160 59,893 55,012 22,634 78,370 36,662 642 372 98 97 66 262 84 507,562 156,332 72,243 52,850 19,970 244,494 73,043 7,761 3,081 1,785 1,107 689 2,515 862 4,637,493 1,612,765 1,018,498 622,838 378,408 1,511,054 488,465 2,265 697 430 245 205 665 282 1,462,864 455,602 272,150 126,410 109,884 407,834 148,460 2,226 651 448 234 197 767 286 1,468,511 426,124 274,767 124, 721 107,947 418,652 154,489 3,281 1,733 907 628 287 1,083 294 1,726,118 731,139 471,691 371,707 160,577 684,668 185,526 3D 31 32 33 34 35 3& 28 32 28 23 54,236 54,770 55,183 27,661 117 234 184 32 81,888 221,229 141,153 18,886 3,410 2,998 1,743 444 1,897,516 1,678,389 1,061,906 243,725 854 736 467 106 499,449 438,562 284,067 63,083 930 697 435 139 534,453 445,166 271,337 77,792 1,626 1,566 851 199 863,614 794,672 496,511 102,850 37 38 39 40 21 21 25 82 28,612 42,317 41,772 120,319 61 85 104 339 32,073 57,827 86,963 330,904 664 3,117 640 3,162 450,086 1,839,294 426,616 2,099,765 178 880 178 940 116,004 567,600 127,710 661,169 227 878 212 986 143,774 576,229 163,926 698,799 259 1,359 250 1,236 191,308 696,465 144,880 739,797 41 42 43 44 11 32 17 a 32,776 61,076 40,342 13,636 26 169 173 10 25,270 133,072 170,463 8,179 361 2,272 1,238 143 403,659 1,817,157 1,067,202 96,711 100 613 268 43 118,325 495,587 246,646 29,271 122 670 263 48 138,132 461,687 262, 708 35,244 129 1,089 717 52 147,202 859,983 667,848 31,196 46 46 47 48 68 24 98 143,082 63,642 230,719 531 640 1,685 399,019 509,668 1,485,277 4,137 2,343 15,001 3,109,914 1,852,599 11,293,361 1,146 690 3,906 811,686 662,928 3,332,750 1,163 696 3,812 823,422 486,198 3,321,834 1,828 1,067 7,283 1,474,807 803,473 4,638,777 49 50 61 STREET AND ELECTRIC RAILWAYS. Part II.— TECHNICAL ADVANCES IN THE INDUSTRY. By Thomas Commeeford Martin, Expert Special Agent. GENERAL FIGURES. The general and detailed figures of the report show a, remarkable technical advance in the industry, broadly considered, and when examined closely reveal many interesting changes of condition since the re- port for 1907. The small increase in the number of operating and lessor companies compares strikingly, for example, with the high percentages of gain in plant equipment, the use of electrical energy, the number of passengers carried, the use of water power, and the employment of electric locomotives in street railway service. Here is evidence of the natural tendency toward the grouping of properties into one xmified system, just as the New York Central Railroad grew out of a number of lines, between New York and •Chicago, at the terminal of each of which the unfortu- nate "through" passenger had to transfer, with great inconvenience and loss of time. Another aspect of the data is the growth in size of all the units. The mUes of line and of single track increased, respectively, 82.9 per cent and 81.9 per cent in the 10-year period, but the number of cars was only 94,016 in 1912, as com- pared with 83,641 in 1907 and 66,784 in 1902— an increase of 40.8 per cent for the decade. Relatively, passenger cars increased even less than that — from 60,290 in 1902 to 76,162 in 1912, or 26.3 per cent— but the mere statistics are utterly misleading when one compares the small cars of 1902 with the ponderous *and capacious cars of 1912 and of later date, many of them double-deckers, referred to later in this chapter. The increase in passengers carried is also much greater than that in car mileage, a fact due both to the higher density of travel within cities and to the falling off in new construction not only within city hmits but also in suburban and rural territory, where the trolley is more or less of a competitor with steam railroads. Both contestants for transportation patronage in the five years seem to have suffered in some way from difficulty in raising new capital, smaller income from larger travel, and lack of the rapid expansion associated with earher periods. And yet it is obvious to anyone familiar with the conditions that, ahke in the city and in the country, the opportunity and necessity for greater transportation facilities have never been more pronounced than in the latter half of the decade end- ing with 1912 and at the present time. Due to this inadequacy of service, created apparently by discour- agement of enterprise, there have resulted a loss of time, a lower land value of suburbs, a lesser tax assessment, and a greater congestion of population paying higher rent for less desirable homes, which if totalized and capitaUzed would represent a far greater sum than would have been necessary to create these facilities and pay a fair return. Such problems are somewhat aside from the technical ones here discussed, but no one can question their intimate relationship and in- teraction with the technique of the industry. POWER-PLANT ENGINEERING. Conditions described and discussed in the report for 1907 have not changed in any radical degree as to power-plant engineering except in the significant ex- tent to which street-railway systems have ceased in a great many instances to manufacture their own elec- trical energy and have found it more economical and equally rehable to buy power from the local central station systems. There have, however, been several no.table new plants, both steam and hydroelectric, in- stalled during the period for the express purpose of fur- nishing power for electric transportation. These newer plants mark the passing away of the old ' ' double-deck ' ' plants so famihar in the preceding regime, when the steam engines or steam turbines were set directly over the boilers, a type of* design which, from the standpoint of steam economy, is as nearly as possible theoretically correct. Another feature of the newer plants is the introduction of units whose size far out- runs anything utiHzed in the past. South Boston power plant. — The South Boston Sta- tion of the Boston (Mass.) Elevated Railway is a fine example of a plant designed for efficient operation with fluctuating loads.* It is part of the general scheme of improvement which has been under way for some years. Ultimately it is to be of 125,000-kilowatt ca- pacity, but at present an output of only 30,000 kilo- watts is being produced with two units. The tubu- lar boilers, now sixteen in number, are rated at 600 horsepower on the usual basis of 10 square feet of heat- ing surface per boiler horsepower. The turbine room ' Electric Railway Journal, Prof. H. H. Norria, Jan. 4, 1913. (327) 328 STREET AND ELECTRIC RAILWAYS. is nearly 500 feet long and about 80 feet wide, and the boiler room is of the same length and only slightly wider. This is a remarkable fact in view of the ten- dency which has been evident for some time to con- sider the turbine room, so far as space is concerned, a mere annex to the boiler room. The hberal space allowed in the turbine room in this and other recent plants is partly to accommodate the enormous con- densers ; partly to provide room for as many auxiHaries on the main floor as possible, and to house the increas- ingly elaborate and bulky electrical switching and transforming apparatus; and partly to give ample space in which the turbines and generators may be taken apart for inspection and repair. In the Boston plant provision is made for taking care of variable loads by means of forced draft controlled by pressure regu- lators. These regulators, operated by variation in steam pressure, adjust automatically the speed of stoker engines as well as fan engines to suit the load requirements. The forced draft is necessarily accom- panied by hberal combustion chamber space in the boilers, the tubes of which are set high, giving the fuel oportunity to burn before the gases are chilled by the tubes. The stokers, of the seven-retort type, are designed to carry several times the rated boiler load, and the fans are of similar overload capacity, so that the boilers can be forced to generate steam at a rate far greater than their nominal capacity. In fact, the present installation of 9,600 boiler horsepower is counted upon to supply steam for turbo-generators of 45,000-kilowatt (equivalent to about 60,000 horse- power) capacity. As a few boilers will usually be out of commission for cleaning or repairs, the remaining ones must evidently be ready for strenuous duty. Such forcing for peak loads is now recommended practice for railway plants and in no way injures the boilers. At the same time the necessary investment is kept down. At Boston the result is evident in the small relative size of the boiler room, which is arranged with the firing aisle parallel to the turbine room. This plan has the advantage of convenience ui handling and in inspection. The steam header, of 14-rnch pipe, is placed in the boiler room 2 feet above the floor near the turbine-room partition and on about the same level as the turbine valves. A high-arch connection is made to each turbine, and excellent flexibihty is thus assured. Steam-flow meters are connected in the boiler leads. The utility of such meters in assisting the firemen to keep each boiler steaming properly is recognized, and if the experience of such companies as have been using steam meters establishes the rug- gedness of the device, a wide field of usefuhiess is open befoie them. The electric generators are wound for the moderate voltage of 6,600, and this is doubled by means of auto- transformers or compensators, which serve also as reactance coUs to limit short-circuit currents. The generators are ventilated in a somewhat novel manner, the air being drawn in through large ducts terminating above the boiler room and downward through the generator by the usual internal fans. The air, thus drawn from a considerable elevation, is cool and free from dust. Indianapolis power plant. — ^The new plant of th© Tene Haute, Indianapolis & Eastern Traction Co. is a good example of up-to-date practice. It has two units installed in 1912-13, out of an ultimate capacity four times as great. The boilers, of which 60 wiU ulti- mately be required, are divided into three sections, with the firing aisles perpendicular to the turbine room, somewhat on the oider of the famihar unit system. Twelve boilers of 520 horsepower each are installed to provide steam for two 6,000-kilowatfc horizontal steam turbines. The ultimate boiler ca- pacity of 31,200 horsepower wiU supply 48,000 kilo- watts of rated turbine capacity. While this boiler allowance appears high, it includes provision for the very large overload rating of the turbines, which are expected to be able to deliver a maximum output of 80,000 kilowatts. The boiler tubes are set lOJ feet above the boiler-room floor, illustrating again the tendency toward liberal combustion space. The boil- ers are equipped with stokers and differential draft gauges. The absence of the usual coal and ash con- veyors is noticeable in the Indianapolis plant, the work being accomplished by an industrial railway system. A narrow-gauge track is located over the coal bunkers and under the ash hoppers, and the cars which run upon this track are hoisted by means of two electric elevators. Each of the horizontal turbo-alternator units of 6,000-kilowatt capacity discharges its steam into a surface condenser hung from the bottom of the turbine frame. The basement floor is thus kept clear for the accommodation of auxiliaries. The steam piping is of open-hearth steel, and the fittings are of cast steel, which is approved practice in plants using superheated steam. The header is located in the basement about 10 feet below the boiler-room floor, and the steam pipes to the turbines are brought up from below without ' conspicuous arches in the turbine room. The Indianapolis station is conspicuous for the neat appearance of the turbine room. The enameled brick walls with simple ornamentation assist the manage- ment in instilling into the operatives a sense of pride in keeping the machinery in good order. The glass-inclosed operating gallery is free from the noise of the turbine room, insuring strict attention to switch- ing and to the indications of the instruments. The simplicity of the turbine room is enhanced by the par- titioning off of the space occupied by all the switch gear, which is located on several galleries, one over the other, closely adjacent to the turbine room but invisi- ble from it. Washington, D. O., plant. — An interesting plant which shows at a glance the progress made in steam- turbme development is that of the Capital Traction Co. of Washington, D. C, at Georgetown, with two TECHNICAL ADVANCES IN THE INDUSTRY. 329 1,500-kilowatt, one 3,000-kilowatt, and one 5,000-Mlo- watt horizontal turbines. Although the smaller ma- chines have been in use but a few years, such has been the progress in design that the 5,000-ldlowatt turbine is not noticeably larger than the 3,000-]dlowatt . ma- chine, or even the still smaller ones. The same condi- tion has been shown in other plants using vertical turbines, where units of 20,000-kilowatt capacity now occupy little more floor space, except for the con- densers, than did the 5,000-ldiowatt machines of 10 y'eai-s ago. The Georgetown plant is the result of the rapid outgrowing of former stations, and much of its equipment has been moved from them. This has, however, been so sMllfTiUy incorporated with the new apparatus that there is no evidence of patchwork. On account of the gradual development of this plant a considerable variety of condensing equipment is found in it. The smallest turbines have jet condensers maintaining a 28-inch vacuum. A surface condenser on the 3,000-kilowatt unit holds a 29-iach vacuum, which is about the same as in the condenser of another type on the 5,000-kilowatt unit. The air and circu- lating pumps for the condensers are of the centrifugal type, but the boiler-feed pumps are reciprocating. In the design of the building the architect has been very successful in producing a structure which, while it looks like a power station, would be an ornament anywhere but in a residential neighborhood. Much more attention is being given to the architecture of power plants than formerly, and it is fitting that in a vicinity containiag so many handsome structures the railway power plant should be in keeping with its surroimdings. LouisviUe, Ky., generating 'plant. — A modem gen- erating station, with an initial capacity of 12,000 kilowatts, which may be taken as one example of modem work, has been put in operation by the Louis- ville Traction Co., owner of the Louisville Railway and the Louisville & Interurban Eaihoad companies. This new station feeds the underground and overhead trans- mission system at 13,200 volts, 25 cycles, 3-phase, to two city substations, and to an old generating station which has been tied in with the new station, and in tiu-n feeds six substations on the seven interurban lines radiating from Louisville. The unit system of design was followed in the construction of this new station, which will have an ultimate capacity of 48,000 kilo- watts. The Louisville Eailway and the LouisviUe & Interurban Railroad companies operate 165 miles of city track and 96 miles of interurban track, respec- tively. Prior to the completion of the new plant this system was supplied with electrical energy from the old plant situated on Beargrass Creek in the southeastern part of Louisville. This generating plant contaiaed one 3,500-kilowatt and one 3,000-kilowatt steam turbine and two 1,650-kilowatt reciprocating vertical-engine- type units, all generating alternating current at 13,200 volts, 25 cycles, 3-phase. In addition to these, the old plant was equipped with two 1,650-kilowatt and three SOO-ldlowatt, 550-volt, direct-current generators, making a total of 14,600 Idlowatts, alternating cm:- rent and direct current, installed in coimection with one 3,000-ampere-hour storage battery which was used as a reserve during peak-load periods. Beargrass Creek, on which the old plant was situated and from which circulating water was obtained, re- ceived the discharge from a number of sewers. This did not materially impair the value of the water for use in the condensers, but a few years ago the city of Louisville constructed sewers parallel to the creek, and this resulted in reducing the flow of water to an almost negligible quantity. It thus became necessary for the railway company to seek a new supply of condensing water or a new site for a power station. It put off the day when it woiild be necessary to build a new plant and sunk artesian wells and installed a spray cooling system to furnish condensing water. These meth- ods, with the limited amount of water suppUed and the amount of pmnping necessary, were costly and materially reduced the efficiency of the plant. To eliminate these difficulties and at the same time take advantage of modern generating efficiencies, it was decided to build a new station at a more advantageous location and especially where plenty of water was available. In the meantime other difilculties arose which also tended to give impetus to the building of a new gen- erating station. The average daily output in the existing plant increased from 35,000 kilowatt hoin-s in 1900 to practically 150,000 kilowatt hours at the close of 1912. At the same time the maximum hourly load demand rose from 3,000 kilowatts in 1900 to 15,000 kilowatts in 1912. This rapid rise in the output was due to various causes, namely, increased car-mileage, track-mileage, car sizes, and car equipment. During 1902 the generating station output was 1.5 kilowatt hours per car-mile; in 1905 this had increased to 2.5 kilowatt hours, and in 1912 to approximately 3.9 kilo- watt hours, per car-mile. The factors entering into the location of the new plant were (1) ample condensing water supply, (2) ready access to steam raiboad tracks for coal, and (3) cheap real estate for coal storage. To obtain these necessary requirements a site for the new plant was selected on the Ohio River. At a point in the river opposite Louisville the Federal Government has built a remov- able dam to limit the low-water stage in the Louisville Harbor. Rapids in the river opposite the city have also made necessary locks for transporting boats around the falls dm-ing low-river stages. Accordingly, prop- erty for the plant was pm-chased above the locks at a point where a definite minimum stage of the river could be obtained. The new plant site fronts 1,358 feet on the Ken- tucky & Indiana Terminal Raihoad Co.'s right of way, which adjoins the Louisville and Portland Canal. The 330 STREET AND ELECTRIC RAILWAYS. transportation facilities offered at this location are es- pecially desirable, because this railroad forms a part of a double-track belt hne around about half the city and connects with all the steam roads entering Louisville. In addition, the general level of the plant property is approximately 5 feet above the maximum high-water stage of the river. The site is underlaid with bedrock at a depth of about 36 feet. Switches at each end of the plant property connect with a long sidetrack parallehng the steam road's right of way. A lead from one end of this sidetrack in turn divides into five tracks, two of which lead over the coal hopper beside the boiler house, one into the boiler house, and one into the generating room under the crane. The space remaining between these four tracks furnishes sufficient area to store two or three months' coal supply in the open. This space has been graded, so that all surface water drains off readily. Approx- imately 30 cars of coal will be required every 24 hours for the completed station, and the yard layout of 4,000 feet of track provides for two days' supply of coal on cars at all times, with extra space for one day's empties. The first section of the generating station includes a boiler room, 100 feet by 180 feet in plan, built with its long axis at right angles to that of the turbine, room, which is 80 feet by 175 feet. This boiler room houses the initial equipment of eight 507-horsepower boilers, with spare space for a duphcate battery under the same roof. The turbine room was also designed large enough not only to house the initial installation of two 6,000-kilowatt steam turbines, but to provide space for the foundations of two additional units. The buildings are constructed of plain and reinforced concrete, brick and steel, and are thoroughly fire- proof structures. They rest either on concrete cais- sons taken down to rock or on concrete mats resting on concrete pihng driven to bedrock or to refusal. Ample provision is made for natural illumination and ventilation in the turbine and boiler rooms by laige window-glass areas with steel sash. In addition, a double monitor skylight surmounts the firing aisle of the boiler room and the long axis of the turbine room. For serving the initial installation of eight 507- horsepower water-tube boilers, a 13-foot by 255-foot dark red radial brick stack was erected on a concrete foundation resting on bedrock. This stack provides 1 square foot of cross-section for each 36.25 horsepower. The present boiler equipment generates steam at 200 pounds' pressure per square inch and 125" Fahrenheit superheat. Each unit is equipped with a chain-grate stoker having a grate 9 feet 6 inches wide by 12 feet 3 inches long. This size of grate was particularly de- signed to produce economical results with the Ken- tucky pea and slack coal used. The stack rises to an elevation 253 feet above the grate level, and with six of the boilers in service the draft at the base of the stack has averaged 1 .2 inches of water. Tests made over the front of the grates, the main breechings and the boiler dampers being open, showed pressure of 0.45 inch of water, while the draft at the last boiler pass measured 1 inch of water. A preliminary test of station efficiency during the sec- ond month's operation, before the steam piping was completely covered and while some steam was being used for drying-out and testing purposes, gave a coal consumption of 2.975 pounds per kilowatt hour, with 12.5 per cent ash. The coal used was western Ken- tucky pea and slack, containing approximately 12,000 heat units per pound when dry. From the receiving track hoppers, 2-ton hand push cars convey the coal to the structural-steel bunkers over the boiler room by way of duplicate electric ele- vators. An industrial railway leads from the elevator shaft over the battery of bunkers, so that these cars may be pushed by hand and dumped at any point desired. The two platform elevators are of 6,000 pounds' capacity. They were designed to operate at 100 feet per minute, one being driven by a 550-volt, 30-horsepower, direct-current motor and thef other by a 440-volt, 30-horsepower, S-phase, alternating-current motor. Each battery of two boilers is equipped with a coal bin holding 225 tons, which represents four and one- haK days' fuel supply for ordinary operation. This laige coal-bin capacity was deemed necessary as a precaution against shortage diiring extreme high- water periods when the tracks of the steam railroad might be inundated. The ashes drop from the chain grates into two steel ash hoppers lined with fire brick and are dumped into push cars on an industrial railway. Siftings from the grates are dumped into the cars and returned to the coal bunkers. The small cars loaded with ashes are elevated to a steel ash hopper lined with fire brick, which 'is installed over the coal-unloading hoppers. By this arrangement, after the coal has been unloaded into the track hoppers the cars may again be loaded with ashes from the hoppers overhead. The steam-pipe layout includes one steam header installed over the front of the boilers and at right angles to the turbine room. This header varies in size from 12 inches to 16 inches and is connected to a crossheader in the boiler room running parallel to the turbine room. Out of this crossheader steam is taken to the turbines by way of 12-inch long-radius bends. Two 10-inch long-radius bends take the steam to an auxiliary header in the basement of the turbine room, which in furn feeds all station auxiliaries. When the second row of boilers is installed a ring system of steam piping is contemplated which will encircle the boiler room so that any battery or any steam bend may be cut out of service for repairs without disturbing the other steam units. Circulating water for the plant is taken from the canal through eight 4-foot 8-inch by 8-foot openings, TECHNICAL ADVANCES IN THE INDUSTRY. 331 the bottoms of which are approximately 50 feet below the generator-room floor, or 12 feet below normal water levfel in the canal. The tops of these intake openings are approximately 4 feet below normal water level, which, it is hoped, will prevent to a certain extent the clogging of the intake screens by floating trash. Just inside the intake openings in the canal walls there are cast-iron racks set at 20 degrees from the vertical and composed of 4-inch by IJ-inch bars with 2-inch openings between them for screening off logs and large trash. Manholes are provided over each of these racks in the intake structure, so that any trash collected may be hauled out with a long-handled fork. A duplicate set of screens is installed in a screen house on the railway company's property, approxi- mately 90 feet from the intake. At the screen house, which measures 18 feet 6 inches by 30 feet 4 inches in plan, the intakes flare to provide supports for stop planks and a double row of movable vertical screens. The latter have been installed with four double screens in each of the four channels. The sizes of the openings for bo.th intake and discharge were figured for a flow of 160,000 gallons per minute, or 20,000 gallons per minute for each of the eight units in the initial station installation. At this rate of flow, the openings pro- duce a discharge speed of only 1.19 feet per second, such a reduction having been necessary in order not to interfere with small boats passing in the canal. Two 30-inch cast-iron pipes are laid over the outside walls of each intake conduit. These pipes are con- tinuous from taps in the discharge-water conduit to the inlet at the canal end of the intake and were pro- vided to protect the intakes from clogging with needle ice. Valves installed in these cast-iron connections may be opened and hot water discharged into the canal at the mouth of the intakes. As the hot water is taken from the discharge conduit, the only expense involved is that of maintaining the pipe line from the turbine room to the intake structure at the canal. The turbine room and its basement for the auxilia- ries measure 174 feet long by 61 feet 6.5 inches wide, with four galleries on one side, 21 feet 10.5 inches in width. The turbine room is served by a 50-ton crane. Each turbine foundation consists of two parallel walls resting on bedrock and extending to within 18 inches of the main turbine-floor level. These walls are so placed and spaced that the surface condensers may be dropped in place under the turbines by the overhead crane. The turbine proper rests on an I-beam grillage, supported in turn on the two concrete foundation walls. Special attention was given to the design and installation of these turbine concrete foundations, in view of the fact that their bases are below water level in the river. The circulating pumps are installed 45 feet below maximum high water and only 1 foot above the low- water stage of the Ohio River. This has made it neces- sary to seal all pipes into the concrete conduit to pre- vent flooding during high water, when all the water- ways inside the building are under very great pressure. Each of the 6,000-kilowatt horizontal steam turbo- generators is equipped with a 20,000-square-foot sur- face condenser. Circulating water is supplied to each condenser by a 26-inch tri-rotor centrifugal pump, driven by a steam turbine. Each has an emergency 30-uich pipe connection to the circulating pump of the other turbine. The units are arranged in pairs with condensing auxiliaries in a pit between the two foiui- dations. Thus the first two units are spaced 45 feet apart and the second and third units are 30 feet apart. In this way one operator can care for the auxiliaries of two units. This arrangement also permits sets to be cross connected more readily and economically. The dry-vacuum pumps, the main circulating pumps, and the hot-well pumps are connected and arranged so that either generating unit may be used with either of the auxiliaries. A 4-inch, two-stage hot-well pump driven by a 27-horsepower steam turbine completes the steam-turbiae equipment. The turbo-generators deliver 13,000-volt, 25-cycle, 3-phase energy, which is transmitted over the feeder lines at this same bus pressure. Regulators control the voltage of the main alternators, the excitation energy for which is supplied by a 30-kilowatt motor- driven direct-current set and by one lOO-kUowatt and one 150-kilowatt steam-turbiae-driven exciter set. The first 2,000-kilowatt rotary converter has been installed on one of the foundations provided for it beside the auxiliary pit, and feeds the trolley sections in the vicinity of the new generating station. This substation equipment is tied in with the two city sub- stations by way of a 600-volt direct-current trunk line. This iastallation required three 750-kilowatt, single- phase, oil-cooled, step-down transformers rated at 13,200/440 volts. A four-level gallery adjoins one side of the turbine room. On the lowest level, which is below the tmbine-room floor, the conduit carrying the under- ground transmission cables is brought in from the street. From the conduit the cables radiate through the necessary cable-end bells, supported from a central concrete wall which also carries the transformer com- partment. This compartment extends the full length of the turbine room and is completely separated from the basement under the turbine-room floor by a 13- inch brick curtain wall. All openings between this gallery and the turbine room are fitted with doors, so that the space may be entirely closed and used as an air chamber to supply air to the turbines. An air intake is provided outside of the station at one end of this lower gallery, and air is taken into this chamber by way of louvered openings. After the air passes through the intake into this lower gallery it is screened 332 STREET AND ELECTRIC RAILWAYS. through one-fourth-inch mesh copper screens covered with cheesecloth and set at 30° to the direction of the air ciurent. A machine shop is situated on the main-floor gallery along with the tool room and store rooms and the oil switches controlling the high-tension generator and feeder circuits. These 13,200-volt switches are in- stalled in the concrete switch and bus structure, which is built in two parallel sections. At the present time these two sections are divided at their mid-point, so that there are four sections of the high-tension bus. The bus and feeder arrangement is such that each sec- tion of the bus connects one generator and four feeder switches. Each generator has two oil switches in series, while each feeder is provided with a single oil switch. Disconnecting switches are provided in each pha^ and on both sides of each oil switch so any one rnay be cut out of service for repairs or cleaning. The complete high-tension bus structure was built for 4 generating units and 16 feeders. The structure itself has been erected for the complete station. AE generator switches are nonautomatic, and the feeder oil switches and jimction bus section switches are auto- matic and provided with inverse time-limit relays. Large turbo-generator units. — The turbines for the Interborough Rapid Transit Co. of New York, exem- plifying some of the latest advances in steam use for electrical energy generation, are tmusual, not only for their size but also because of the fact that each set is made up of two units, one operating with high-pressure steam at 1,500 revolutions per minute and the other receiving the exhaust from the former and running at 750 revolutions per minute. Each set has a combined capacity of 30,000 kilowatts, but owing to the enor- mous amounts of power required by the whole system the new units can be operated at the most economical load during the major part of the time, and therefore they were designed to give the very highest obtainable efficiency, nearly regardless of their cost — the only essential superior to this desideratum being reliability in operation. Turbines of 30,000-kilowatt capacity may be de- signed in single units, operating at 750 revolutions per minute. Such machines would be relatively economi- cal and would probably show a steam-consumption performance higher than has hitherto been obtained. The turbine cylinder structure, however, on account of the slow rotative speed, would be relatively large, and this, together with the temperature differences existing within the one structure, would involve in a machine of such large capacity an engineering problem of some magnitude. Similarly, both steam turbine and generator of this capacity might be designed and constructed to operate at 1,500 revolutions per minute. In this case the structure would be less gigantic, but in order to avoid congestion of the steam in the low- pressure portions of the turbine, and to permit it to expand efficiently down to the very low limits of con- denser pressure, 29-inch vacuum in this instance, blade speeds rather beyond what has hitherto been cpnsidered the limit of good practice would be involved. Either of these would be a combination type machine, compris- ing an impulse element for the first expansion, followed by an appropriate number of reaction elements for the low-pressure stages, the latter being arranged for double flow. The highest degree of economy, however, is not to be obtained with an impulse element, as compared with a reaction element, provided the steam volumes, speed, etc., are appropriate for the design of the reaction turbine; but in any reaction turbine designed for high- expansion ratios the problem of having to deal with relatively minute volumes of steam at the high- pressure end and enormous volumes at the low-pressure end is serious, the increase of volume being roughly on the order of a geometric progression. It is evident that if the high-pressure portions of a turbine may be operated at twice the rotative speed of the low-pressure portions, this problem is largely eliminated, and the capacities and speeds in this particular application, where the high pressure is a single-flow turbine, operating at 1,600 revolutions per minute, and the low pressure is a double-flow turbine, operating at 750 revolutions per minute, point to the possibility of designing plain reaction machines which will have an efficiency beyond anything yet constructed. The blade speeds involved are low, and either turbine element is of exceedingly simple mechanical construc- tion, involving no new engineering problems and thoroughly fulfilling the first desideratum of absolute reliability. The scheme of employing two turbine elements having the steam pass serially through them is not new. A number of such units of from 1,000-kUowatt to 2,000- Idlowatt capacity were built in 1901. This construc- tion has again come to the front in the case of the Enghsh-built turbines for the Commonwealth Edison Co. of Chicago. It is new, however, to employ high- pressure and low-pressure elements driving separate generators, each at a difl'erent synchronous speed. There are other advantages in dividing large turbines into two separate elements besides those due to em- ploying different speeds. The temperature range in either element is reduced. A sufficient number of stages may be introduced to give the very highest efficiency without any mechanical difficulties, such as increased length between bearings, etc. Some little advantage is to be gained by separating between the two turbine elements the water which has been precipitated in the steam expansion. Either element is more reliable and simple, because of its smaller size. There is some slight loss of efficiency due to the employment of two generators instead of one of twice the capacity, but this is more than overbalanced by the gain in economy due to the operation of TECHNICAL ADVANCES IN THE INDUSTRY. 333 the two turbine elements at different speeds. It is guaranteed that each set will dehver energy at the terminals of the generator equivalent to 75f per ceut of that available in the steam. Interurhan light and railway plant. — ^A tendency toward the occupancy of a broader field of service has been shown among interurhan electric railways. The Cleveland, Painesville & Eastern Railroad, for ex- ample, has adopted the poHcy of entering the lighting field in the towns traversed by its lines, as the company believes that the benefits gained by the recent con- soUdation of its plants in the railway field may be ex- tended to the other branches of pubhc service. The town of Willoughby, Ohio, where the company's head- quarters are located, has a mimicipally owned plant and current is bought by it from the railway company at the switchboard. Power in large quantities, how- ever, is sold directly to users by the railway company. From Willoughby, lighting fines are extended to Wick- liffe on the west and Mentor on the east. From a substation in Painesville are fed the towns of Perry, Richmond, and Fairport, and the Geneva substation suppfies Madison, Unionville, and Saybrook, the aver- age run being about 8 miles on each side of the gener- ating plant or substation. The company has secured lighting loads of over 250 kilowatts in the towns of Willoughby and Mentor, and this without making any extensive campaign for the business. It is contracting with several municipahties to pump their water supply. The rate charged for fighting is 11 cents per kilowatt hoiu", less 2 cents discount if paid on or before the tenth of the month. Power rates are based on a sfiding scale, depending on the load factor. They vary from 5 cents per kilowatt horn* to If cents per kilowatt hour, with a guaranteed minimum of $1 per month per horsepower of connected load. Another schedule in force makes use of a maximum demand meter, with the same rates for instaUations over 50 horsepower in capacity, in which case the customer furnishes the transformer equipment and buys energy on the high- tension side at 2,200 volts. The entire railway tra^ verses a well populated, fertUe country, abounding in agricultural and dairy products and having great natural beauty. About 40,000 people are located in the territory served by the line. The power house is located in the town of Paines- ville, Ohio, on the bank of Grand River. It consists of a main building approximately 97 feet by 105 feet and an annex 42 feet by 21 feet. The chimney is of radial brick, 200 feet in height and 13 feet in inside diameter, built to take care of an ample increase in boiler capacity. Coal is obtained over the tracks of the Lake Shore & Michigan Southern Railroad, and the method of handfing it is one of the unique features of the station. A steel hopper with a capacity of 500 tons which receives coal direct from railroad cars is built into the trestle over which pass the tracks of the electric railway. The railroad car containing the coal is taken out on the trestle between the scheduled time for the interurhan cars by a home-made electric loco- motive, and the coal is dumped direct into the hopper, the entire unloading being accomplished in a period of about 10 minutes. The hopper has sufficient capacity for approximately 10 days' supply. The locomotive is weighted down with steel punchings from the shop and is equipped with two 50-horsepower motors and automatic air brakes. It will haul two gondola cars of coal at each trip and obviates the necessity of sending a work car and its crew from the car house at Willoughby whenever it is desired to unload coal. From the hopper the coal descends by gravity into cars on a track beneath. These run into the boiler room upon an elevated track located above the stoker hoppers, and the coal is dropped into the stokers as required. The average consumption is about 40 tons a day. The ashes drop into brick-lined steel hoppers equipped with gate valves of the same type as those used for the coal. Tlie ash tunnel is located directly under the furnaces, arid ash cars run from there to an elevator, where they are hoisted to an outside track. The ashes are used for filling in the low ground adjacent to the power house. The ash cars are interchangeable with those used for hauling the coal. The boiler plant consists of three batteries of two 166-horsepower boilers each, aggregating 2,200 horse- power in actual capacity. Coohng water for the surface condensers is taken from the Grand River, and the siphon circulating system used possesses some novel features. A pump house is located on the bank of the river, approxi- mately 350 feet from the power house. It is of brick, 26 feet by 17, and, owing to its proximity to the river, it was found impossible to secure ev'fen a clay founda- tion on which to build it. Consequently, it was con- structed in the form of a reinforced concrete basket set on concrete pifing. In order to secure an uninterrupted supply of circu- lating water, free from all debris, a concrete intake box having two sets of screens was sunk near the edge of the main channel of the river. The upper portion of the box is covered with a perforated cais- son built of boiler plate and having a screen bolted to the top, so that, even when flood waters completely cover the intake, clean water can be secured. The intake box is connected with a 24-foot storage well Just outside of the pump house by a 48-inch tiling some 80 feet in length. The water before entering the weU. passes through another box equipped with double screens, and it has been found that an ample supply of clean water is assured without the use of the twin strainers or similar appfiances usually intro- duced in circulating lines. 334 STREET AND ELECTRIC RAILWAYS. The pumping equipment consists of two 14-inch centrifugal pumps, each having a capacity of 500 gallons per minute and driven by a 50-horsepower, 440-volt, induction motor. These motors are con- trolled entirely from the power house, although air- break switches are installed at the pump house for use in case of emergency. It is unnecessary, there- fore, for anyone to Adsit the pump house except for purposes of inspection. Each pump has a separate suction pipe to the well, but they both discharge into a single 20-inch main leading to the power house. The various condensers receive water from this single main and discharge it into another single 20-iQch main, which leads back to the river, making a complete siphon system. These pipes are of cast iron, having flanged joints, and they are laid in a 6-foot concrete tunnel extending from the power house to within 75 feet of the pump house. Gate valves operated from the turbine floor control the supply and discharge hnes to each con- denser, so that any condenser may be taken off the Une for purposes of inspection or repair without break- ing the siphon effect of the circulating system. At the same time these permit regulation of the amount of water used in the condensers under various oper- ating conditions. A combination wet and dry pump is installed to start the system if for any reason it should become empty of water. The discharge pipe to the river is provided with a Y connection to insure a supply of warm water in order to get rid of any needle ice which may gather at the intake in the winter. Owing to the fact that the system embraces a siphon, the motor-driven pumps have only to over- come the friction of the complete circulating system, thus calling for considerably less expenditure of energy than if they had to work against the entire head. A steam-driven centrifugal pump is also in- stalled at the pump house for cleaning out the Ivell, and a telephone hne between the pump house and the power house affords a ready means of communi- cation when anyone has occasion to visit the pump house for the purpose of inspection. AH of the valves used in connection with the engines, turbines, and condenser equipment are con- troUed from the engine-room floor, so that the engi- neer does not have to leave the floor, but can control all machinery therefrom. Great importance is attached to the value of tests, and one is being run all the time to ascertain just what is being done and what results are secured. Accurate records are kept of coal, water, and ash, so that the operating efficiency can be computed at any time. A water meter accurately measures the boiler-feed water, the ashes are weighed, and the percentage of ash in the coal is obtained. The total operating force consists of 11 men, working in two 12-hour shifts. The scheme of painting the piping around the station in different colors facihtates greatly the work of the employees, as one can tell at a glance just what the pipe is carrying. Live steam is indicated by green, exhaust steam by brown, hot water by red, cold water by black. The engine-room walls are painted white, with a green border. The generating equipment consisted formerly of two 360-kilovolt-ampere, 25-cycle generators, direct con- nected to two i 8-inch by 36-inch by 42-inch engines delivering current at 6,600 volts. The natural in- crease in load, however, and that due to extensions and other business secured, required additional station capacity, and the following apparatus was installed in 1912: Two 1,670-kilovolt-ampere, 25-cycle, 6,600- volt turbo-generators operating at 1,500 revolutions per minute, and two 50-kilowatt, 125- volt turbo- exciter sets, together with a 22-panel switchboard. The switchboard is located on a raised portion of the floor overlooking the remainder of the engine room. A swinging bracket at the end contains two voltmeters, a frequency meter, and a synchroscope. Each generator panel is equipped with an ammeter, a voltmeter, power-factor meter, watt-hour meter, field rheostats, and nonautomatic oil switches. The high-tension feeder panels are equipped each with three ammeters, a watt-hour meter, an automatic oil switch, and relays. Four panels are devoted to the control of the exciters, with the usual equipment of ammeters, voltmeters, rheostats, and knife switches. A substation, consisting of two 360-kilovolt-ampere, 600-volt, direct-current rotary converters and a portion of the main switchboard devoted to their control, is located in the power house. The main transformers are arranged in two banks, each having three 500-kilo- volt-ampere units, located in the basement. They step up the voltage from 6,600 to 13,200 for transmis- sion to the other substations at Willoughby, Geneva, and Ashtabula. It has been proposed, however, to raise the transmission voltage to 22,000. Evolution of Minneapolis plant. — The evolution of the steampower plant of the Twin City Kapid Transit Company in Miimeapolis is a good example of the rapid changes which have taken place generally in the methods of power production in the street railway field. Originally this plant contained triple-expan- sion Corliss engines, representing the best practice of 20 years ago, and these engines were connected through jack shafts to 1 50-horsepower generators, large for the time. This equipment produced electrical energy at high cost for fuel, because the nature of the load did not permit the engines to be used under good operating conditions, and also at high cost for maintenance, on account of the complicated character of the machin- ery . Ten years ago a modern steam plant was designed to contain ultimately five vertical cross-compound reciprocating engines of 5,000-horsepower capacity, direct-connected to 3-phase, 13,200-volt, 35-cycle gen- TECHNICAL ADVANCES IN THE INDUSTRY. 335 erators rated at 3,500-kilowatt capacity, or at, say, 4,000 kilowatts on the now standard temperature rise. Three of these engines were installed by 1905, giving the plant an actual capacity of 12,000 kilowatts. The engines were supplied from a boiler room containing 18 standard water-tube boilers with 5,560 square feet of heating surface each, giving a nominal rating of 556 horsepower. These were equipped vsdth stokers of a continuous capacity of 825 boiler horsepower to pro- duce a 50 per cent overload output of the boilers. The boilers contained superheaters of a capacity to pro- duce 120 degrees superheat at rated load. Draft was furnished by two radial-brick stacks, 162 feet high, mounted on masonry 63 feet above the boiler-room floor. The flue diameter was 16 feet. Two flues, each of 125 square feet cross-section, connected the boiler uptakes with each stack. Following the original plan, a fourth engine and eight more boilers were added in April, 1906. By this time, however, the steam turbine had entered the field; and instead of the fifth reciprocating engine, two 5,000-kilowatt vertical turbines were installed in Feb- ruary and July, 1907, respectively, in the place provided for it. The fact that this space accommodated tur- bines with three times the capacity of the engines which could have been installed therein is significant. No increase in boiler capacity was made. The plant was typical of the best practice of the time. Hardly had the new turbines been installed, however, when it was found possible to secure larger and more economical ones, and the process of replacing the engine units began. In the meantime experiments had been made with chain-grate stokers, and in January, 1909, two, in July four more, and during the fall six more, were installed. By this time the stack capacity was greatly overtaxed, and one of the brick stacks was replaced, in November, 1910, by two brick-lined steel stacks, with internal diameters of 14 feet, mounted on structural- steel frames over the boilers. Their tops were 265 feet above the boiler-room floor. A 4,000-kilowatt, vertical steam-turbine unit was put into service in February, 1911, and in July six more chain grates were installed. Two more boilers, of 5,000 square feet heating surface, were added in the space formerly occupied by masonry stack foundations, and the remaining furnaces were equipped with chain grates. Again the stacks were overtaxed, and the second brick one wap replaced with two steel ones in August, 1912. During the following month a 1 5,000-kilowatt turbine set displaced the second engine. More steam being required, two more boilers were added in January,. 1913, in the space formerly occupied by the second brick stack. The installation of a third large turbine, also of 15,000-kilowatt capacity, was completed ia 1913, and but one engine of the original four oi 1906 remained in service. The story of advance and obso- lescence was practically complete. Combination steam and Jiydraulic plant. — The North- em Ohio Traction & Light Co.'s plant of 1913 illus- trates the combination of steam and hydroelectric service in one system for the supply of electrical energy. It includes a steam station with a present rating of 20,000 kilowatts and an ultimate rating of 50,000 kilowatts, a hydroelectric station of 2,000-kilowatt rat- ing, eight substations, and the necessary transmission Unes. The company owns and operates approxi- mately 216 miles of single track, consisting of the city lines in Akron and Canton and the interurban lines from Akron north to Cleveland, south to Canton, Massnion, Urichsville, Canal Dover, etc., east to Kent and Ravenna, and southwest to Barberton and Wads- worth. In addition, it supphes electricity for all services in the city of Akron and numerous towns and villages on the railway lines. The latter business has developed more rapidly during the past few years than the company's facilities for handling it, and in several instances the proffered business has necessarily been refused. The gross receipts of the company during 1912 exceeded those of 1911 by 11.2 per cent. The company's Gorge power station, supplemented by the hydroelectric station, replaces stations at Akron, Silver Lake Junction, and Bedford, and furnishes all energy required north of Canton. The existing sta- tions at Canton, generating alternating current at 25 cycles, however, continue to supply the city lines in Canton and the interurban lines south of Canton. The Gorge station is located in the valley of the Cuyahoga River, just below the Cuyahoga Falls, Ohio. As the low-water flow of the Cuyahoga River was not sufii- cient for condensing purposes, it was necessary to build a dam so that a suitable pond for cooling water would be provided; and as the fall of the Cuyahoga River is quite rapid at this point, it was found possible, by utiUzing the head from this dam ia connection with a fall below the dam, to secure a head of about 100 feet one-half mile below the dam. The coal for the station is delivered over the Penn- sylvania Railroad, the only raflroad near the site. The company has a siding from this road which runs along the top of the river bank at an elevation about 90 feet above the boiler-room floor. A trestle with coal bunkers underneath allows loaded cars to be shifted by the company's motor car. From the bunkers the coal passes through valves into the crusher and through this crusher into individual bunkers for the boilers. The power station proper consists of the boiler room, 56 feet wide by 330 feet long, and the turbine room, 63 feet wide by 227 feet long, separated by a division wall, the turbine room being on the river side. The turbine room was located on this side in order to decrease the length of the condensing-water tun- nels and also to simplify the delivery of coal to the boiler room. In addition, there are two small wings, 336 STREET AND ELECTRIC RAILWAYS. in one of which are the blowers for the forced draft and in the other are the lightning arresters. The maia floor of the boiler room, which is flush with the basement of the turbine room, is placed at elevation 918.5 (above sea level), which is about 40 feet above the head of the stream and about 90 feet below the top of the bluff, where coal is delivered. The dam, which is about haK a mfle below this station, has its spillway at elevation 910, so that low water would only be 8 feet 6 inches below the turbine-room basement. During the famous 1913 floods in Ohio the water rose to elevation 918.2. The boiler room contains sixteen 604-horsepower tu- bular boilers and superheaters, arranged in a single row, the stack being placed in the center of the boiler room, with eight boilers on one side and eight on the other. All boilers are equipped with stokers. Fans, located in the blower room, just south of the bofler room, furnish the forced draft for these stokers. The ashes are dumped into ash pockets underneath the grates and thence into a small car running on a track in the basement. Steam at a pressure of 200 pounds is used with a superheat from 75° to 90°. Each boiler is equipped with recording instruments in order that a complete comparative record of coal consumption and steam furnished may be kept. The radial-brick stack is 275 feet high. The stack is unusuaUy high because the station is about 90 feet below the surrounding country. There are two openings for the breeching, each 20 feet high and 7.5 feet wide. The novelty in its construction was the use of ^-inch American ingot iron plates. The main steam header has been so arranged that the boilers may be divided into four groups, one or more of which may be out of service at any time. All nozzles were welded on by an electric arc. The main steam piping consists of a 12-inch header in the boiler room, connected to the boilers by 8-inch compound bends. This header is connected to the three turbines by 12-inch leads, each of which is pro- vided with a suitable separator at the lowest point and an angle valve adjacent to the throttle valve. This arrangement allowfe the separator to drain the header at aU times, whether the turbine is in service or not. There is an 8-inch auxiliary header in the turbine-room basement, connected to this 12-inch header at three points, from which all connections are taken to auxiharies. A 60,000-gaIlon steel tank set on the bluff just above the station, with a head of about 100 feet, sup- pHes the general service water, the cooling water for transformers, the water lines for cooling ashes, and the fire fines. Air piping has been carried throughout the building, as compressed air is used in cleaning the generators, rotaries, etc., in the turbine room, and for operating turbine tube cleaners in the boiler room. The oil piping for the transformers is so arranged that the oil from any transformer may be removed through pipe to barrels which are set in a pit at one end of the pipe line; or, in case of fire, this oil can be run to a pit outside of the building. The installation of generating equipment consists of three 6,300-kilowatt, 2,300-volt, 60-cycle, 3-phase turbo-generators, 1,800 revolutions per minute, directly connected to three horizontal double-flow steam tur- bines, with a guaranteed steam consumption not to exceed 14.8 pounds per Idlowatt hour at 100 per cent of rating and 15.4 pounds at 150 per cent. Space has been provided for two additional similar or larger units in the future. Two 150-kilowatt steam-driven exciters have been installed with an extra motor-driven unit. These exciters are placed on the turbine-room floor be- tween main units and directly in front of the main switchboard. The exhaust from the turbines discharges into steam condensers, which are in the basement, immediately underneath the turbines. The circulating and air pumps for these condensers are on a single shaft and are driven by a 228-horsepower steam turbine. As there was a possibifity that at some time the level of the pond would be drawn below the spillway of the dam, single-stage booster pumps were provided in the turbine-room basement, near the condensers, driven by 75-horsepower, 2,300-volt, 3-phase motors. Three boiler-feed pumps driven by steam turbines have been provided in the basement of the turbine room. The pumps normally take their water from three feed-water heaters placed on a platform midway between the turbine-room floor and the basement floor. The feed-water heaters are filled from the hot-well or discharge tunnel by means of two pumps directly connected to motors. Two service pumps directly con- nected to motors, each having a rating of 150 gallons per minute, are ajso located in the basement. These pumps are used in filling the service tank on the bluff. The electrical operation of the station is controlled from a gallery about 40 feet long on the river side of the turbine room. A bench board on this gallery con- tains 14 panels. Three of these are used for the control of the main units, two for the exciters, three for out- going high-tension lines, three for 2,300-volt fines to substation No. 3, one for 2,300-volt lines to the booster-pump motors, and two are blank for future connections. Indicating and recording instruments are on vertical panels above the bench board. The structure for the busbars and oil switches is on the main floor under the front of this gallery. The ends of this structure are inclosed, forming a room in which the high-tension circuit-breakers are installed. The main cables from the generators are carried under the turbine-room floor to the 2,300-volt busbar. From this bus cables lead to three 3,000-kilowatt trans- formers. The transformers are located in the turbine- room basement directly beneath the switchboard gal- TECHNICAL ADVANCES IN THE INDUSTRY. 337 lery and step up to 22,000 volts for the outgoing high- tension lines which feed the substations mentioned before. The high-tension cables pass through ducts in the turbine-room floor to the Hghtning-arrester room. In this room are installed three sets of electro- lytic hghtning arresters. Directly above this room is a transmission tower which is the starting point for all hnes. Substation No. 3 is located in the northwest corner of the turbine room and consists of three 500- kilowatt, 6-phase, 60-cycle rotaries and three step- down transformers, which are fed directly from the 2,300-volt main busbar. The switchboard for this substation contains the necessary panels for the rotaries and outgoing feeders. Sixty-cycle rotaries were finally selected for this service to avoid frequency changes, in view of the fact that remarkable progress has been made during the past few years in their design. Additional panels for switches and circuit- breakers for Hghting and auxihary motors are placed on the turbine-room floor near the substation board. Combination railway, lighting, and ice plant. — ^There are some instances where the steam generator plant of a street railway, besides being available for traction, lighting, and industrial motors, has been appUed directly or through an intermediary to ice-makiag, especially in the South. The Louisville, Ky., plant may be cited as one example. Another illustration is the plant of the Newport News & Old Point Railway and Electric Co., where the reconstruction of the engiae equipment, introducing turbo-generators, has cairied with it improvements in the ice-making apparatus. The ice plant, adjacent to the power house, had a rated capacity of 100 tons of ice and contained two anunonia compressors, one a 40- ton, 14-inch by 28-iQch tandem-compound condensing machine, and the other a 60-ton, 16-inch by 24-uich tandem-compoumd con- densing maclune. The 40-ton freezing tank had fallen into disuse, and, owing to inadequate auxiliaries, both compressors were operated on the 60-ton tank diiriag hot weather without getting full capacity. The plant has now been completely overhauled, and recent records show that with an outside temperature of 100° in the shade a regular output of 105 tons of ice per day can be maintained aside from the refrig- eration of storage rooms, estimated as equivalent to 3 tons or 4 tons of ice production. The new atmo- spheric ammonia condensers were constructed out of the old atmospheric condenser of the 40-ton equip- ment by adding ejectors and sprinkling troughs. The stands are 20 feet long and are made up of 2-inch pipes 12 pipes high. Seven stands were erected for the 60-ton and five stands for the 40-ton compressor. Each stand takes approximately 60 gallons of water per minute. The coolers are of construction similar • to that of the condensers, but are made of standard- weight galvanized-iron pipe, and consist of three stands for the 40-ton equipment. These are supplied from the 58795°— 15 22 same water and pumps as the condensers, but use only 30 gallons per minute per stand. The 40-ton freezing tank, containing 12,880 feet of H-inch pipe and 596 300-pound cans, which was formerly operated on the dry-gas system, has been changed to a wet-gas system by installing a 30-inch by 8-foot accumulator set down in the tank. A 6-inch space underneath the tank was filled with fine regranu- lated cork by blowing it in with compressed air and thoroughly sealing it with waterproof paper and hard pine. The sides, which were formerly of wood and were badly decayed, were replaced by walls of hollow tiles and 8 inches of regranulated cork. The 60-ton freezing tank, containing 12,036 feet of l|-inch pipe and 720 300-pound cans arranged for the flooded system, was changed to a wet-gas system by the addition of two 20-inch by 8-foot accumulators. New handling rooms of 450 square feet and 750 square feet, respectively, were prepared for the 40-ton and 60-ton tanks, and these, together with two storage rooms of 680 tons capacity, are refrigated by direct expansion. The storage tanks are cooled by direct expansion and not by passing the return gas from the freezing tanks through the coils. Each tank contains 300 feet of 2-inch pipe, and the water leaves these tanks at 40° Fahrenheit for the freezing cans. HYDROELECTRIC DEVELOPMENT. There are not many examples of huge hydroelec- tric development intended solely for the utilization of their electrical energy in street railway work, or even in the electrification of steam railroads; but on the other hand there are very few, if any, electric power- transmission systems without a railway "load." Thus the plant of the Mississippi Eiver Power Co.,^ at Keokuk, Iowa, with an initial capacity of 108,000 kilowatts, transmits energy at 110,000 volts 140 miles to St. Louis for street railway operation; and the 54,500-kilowatt plant of the Pennsylvania Water & Power Co. on the Susquehanna River at Holtwood, Pa.,^ transmits energy at 70,000 volts 40 miles to Balti- more to provide a part of the power for operating the street cars of that city. The circuits of the Pacific Gas cS; Electric Co. ramify over more than half the state of California, and a large proportion of the current generated at its plants and fed into the circuits is employed in transportation. Talluldh Falls, Ga., water -power. — ^The Georgia Rail- way & Power Co., of Atlanta, Ga., has built an unusu- ally large hydroelectric system at a point on the TaUulah River known as TaUulah Falls, the region and locality being one of the most famous summer-holiday resorts of the South. This is the only large develop- ment at high head east of the Mississippi, if one excepts 1 See p. 99, Central Electric Light and Power Stations, for fuU description of this plant. 2 See p. 98, ibid. •338 STREET AND ELECTRIC RAILWAYS. Niagara, where the head is only one-third as high. Six hundred feet of fall is unusual anj^where, and to find a large installation working at this head in the southern Appalachian country is impressive. The present in- stallation consists of five 17,000-horsepower turbines, each connected to a 10,000-knowatt generator. The general construction of the system is typical of the development of high heads, except that advantage was taken of the topographical conditions to build a 110- foot dam above the natural falls of the stream. Below the dam is a tunnel cut-off, nearly a mile and a quarter long, through solid rock, terminating in an artificial forebay of concrete and steel, from which drop five 60-inch penstocks, a little over 1,000 feet long, to the wheels below. Another interesting feature of the plant is the storage pond and its appurtenances. The reservoir is about 6 miles above the head works, where a 90-foot dam has been thrown across the stream, impounding more than 1,000,000,000 cubic feet of water. This pond renders available, when it is drawn upon, a considerable power, and the plans include an auxiUary plant at this point containing two 3,000- kilowatt units to utilize the water drawn from storage and transmit the energy to the main line below. At the main dam, provision has been made for keeping the head constant during floods by the installation of automatic swinging flashboards controlled by counter- weights so as to hold the elevation of the pond back of the dam practically constant. The generators are on vertical shafts with the weight carried in suspension from oil-pressure bearings at the upper ends of the shafts. There are five '17,000-horse- power turbines, each direct connected to a 10,000- kilowatt generator. Energy is transmitted over a steel-tower, copper-fine circuit at 110,000 volts to substations at Atlanta, Newnan, Lindale, Gainesville, and Cartersville, all of the modern outdoor type, the Atlanta receiving substation being the largest of the kind anywhere in the world. It is close to the city limits, with a present rating of 30,000 kilowatts and an ultimate of 60,000 kilowatts in 1 10,000/1 1,000-volt transformer equipment. The distance from the faUs to Atlanta, which has a large trolley street-car system thus served, is 87.5 miles. Bull Run plant of Portland, Oreg. — A recent typical plant on the Pacific Northwest coast is that of the Port- land Railway Light & Power Co. in the rocky gorges of the BuU Run River, 28 miles from Portland. The plant derives its energy from the two confiuents of that river, the Little and Big Sandy, which, together with the BuU Run itself, drain an area of approxi- mately 521 square miles.' The drainage basin ex- tends away up into the Oregon Forest Reserve, and in the case of the Big Sandy, to the melting snow and ice of the glaciers on Mount Hood. The Sandy and its tributaries drain the western slope of the Cascade Moun- tains in the northern part of Oregon. ' Electric Traction, July, 1913, Vol. IX, No. 7. The Bull Run River supplies Portland with its drinking water. A Government reserve, which carries the name of the river, was created by Congress as a protection for the city's water supply. Two steel pipes, 54 inches and 42 inches in diameter, carry the clear, cold water of the Bull Run to Portland. Although the power plant is on the banks of the BuU Run, the water necessary to operate it comes from the Little Sandy, a branch of the BuU Run, and the Big Sandy, about 7 miles above its junction with the BuU Run. As the Little Sandy could only furnish a smaU percent- age of the total amount of water needed during the low-water months, a "hogback" mountain, known as the "Devil's Backbone," was pierced, and from the portal of this tunnel opening on the Big Sandy side a flume 12 feet by 8 feet 6 inches, approximately 1.42 miles long, connects with a 32-foot-high, 30P-foot-long, timber-crib, rock-fiJled dam, set in concrete abutments. The headworks of the intake to the flume at this dam consist of two timber gates, 5 feet by 10 feet, set in the abutment section. The main tunnel is about 4,700 feet long, 10 feet 11 inches by 10 feet 8 inches, lined with timber, and opens up on the Little Sandy side above a diversion dam of concrete, 13 feet high and 114 feet long, 17^ feet thick through apron, and 18 inches wide at top. Thence the water is carried through a 9-foot 6-inch by 6-foot 10-inch flume, 3.25 miles long, to the forebay or reservoir of 1^- acres. Li this reservoir are three concrete intakes to the 9-foot penstocks that sup- ply water to the turbines in the power house 325 feet below. The reservoir site is to a large extent a natural one, but in order to increase its storage facilities an earth-rock, riprap-faced dike was erected around two sides of it. The storage available here is sufficient for 48 hours' operation of the plant in case of an accident to the flume. The 9-foot penstocks are 1,400 feet long, and for the first 475 feet of their length run in tunnels under the reservoir. Just outside the portals of these tunnels, standpipes 5 feet in diameter and 42 feet high, topped with surge tanks 15 feet in diameter and 15 feet high, are riveted to the penstocks to take care of any vacuum stresses, surging, or water-hammer action that might be set up, due to opening or closing of the huge butterfly valves located in the concrete in- takes in the reservoir or to the sudden taking off of the load on the generators in the power house. The penstocks run in trenches, with concrete anchors located at frequent intervals. About 140 feet from the power house, each 9-foot penstock branches into two, 6i feet in diameter, each feeding a water wheel. Pro-vision has been made for four units, and three are instaUed. Each of the two 6,400-horsepower, 514- revolutions-per-minute wheels consists of a single 42- inch wheel mounted on a horizontal shaft and arranged . to discharge into a cast-iron quarter-turn. The wheel is inclosed in a cast-iron spiral flmne casing, the neck end of which is 54 inches in diameter. The gates TECHNICAL ADVANCES IN THE INDUSTRY. 339 through which the water is discharged iato the buckets are of the wicket or spring pattern type, so designed that the head of water on the wheels is always tending to close them. As these turbines are of single-rmmer type, it was necessary to take care of end thrust. This was overcome by means of a water-step bearing in the neck of the quarter-turn, of sufficient diameter to take the fuU end thrust of the wheel when working under operating head. The water for this thrust bearing comes from the penstocks supplying the wheels, but is cleansed by being forced through a strainer so arranged that it can be cleaned without having to be dismantled. In addition to the hydrauhc method of taking care of the end thrust, there is also installed an oil coUar bearing. On the outside of the oil chambers a water jacket is installed to prevent the oil from heating. The governors are of the vertical type, with oil pump and pressure tank. The pump is driven from the shaft of the water wheel by means of a belt. It is possible to obtain regulation as close as 6 per cent. The governor is driven by a silent chain and can be controlled electrically from the switchboard. The other turbine wheel is what is known as the scroll case, single-runner, horizontal-shaft type, guar- anteed to deliver 6,000 brake horsepower at 514 revo- lutions per minute under 320-foot head. The oper- ating mechanism of the gates is of the wicket type and so balanced that under ordinary operating con- ditions they do not require a very large force to open or close them. They can be operated by hand with the oil-pressure governor. The case covering the runner is of cast iron, of a spiral form, split on the horizontal diameter. With this wheel also the thrust bearing can be re- moved without disconnecting the piping to it. To take care of the thrust, an automatic hydraulic piston is keyed to the shaft and held in position by a bronze sleeve extending through the stuffing-box. Penstock pressure is utilized against this bearing. Relief valves and bursting plates have been installed on the supply pipes to the several units to take care of the changes in pressure caused by fluctuation in turbine speeds or a sudden dropping of the load. The electric equipment consists of three 3,750-kilo- volt-ampere, 3-phase, 60-cycle, 6,600-volt alternators, direct connected to the wheels before mentioned. The exciter units are both 150-kilowatt, compound- Wound, interpole machines, 250-volt, 720 revolutions per minute, direct connected to 300-horsepower tur- bines. The pipes supplying water to the exciter tur- bines are so arranged that they can be run from either pipe line. The station switchboard is located on a gallery directly over the exciter sets, where is mounted on a bench board the remote-control apparatus for all switches. Over the bench board, supported by three hoUow cast-iron posts, is located a board containing the indicating ammeters, wattmeters, etc. A space about 2 feet wide from the bottom of this board to the top of the back of the bench board allows the ope- rator a full view of the main operating room. To the left of the bench board, on an ornamental pedestal that can be seen from almost any point on the gallery, are located the station frequency indicator, a synchro- scope, and a voltmeter. Against the back wall on the gallery are located the panels on which are mounted the graphic recording instruments, all relays, and regulators for the entire station. A doorway in the wall back of the gallery and a Httle above the level of the gaUery floor opens into a building that contains the low-tension switching room and busses. The 6,600-volt cables from the alternators are car- ried in fiber conduits up through the first floor of this building. In this room are located all current and potential transformers. On the next floor above is the switch room proper, containing all the 6,600-volt switches, and above them the 6,600-volt busbars are carried between concrete barriers. Each bus struc- ture controls two generators and one transformer bank, arranged for separate or multiple operation. Located in this room is the station fuse board, contain- ii^ all current, potential, and operating circuit fuses or finks. The leads from this board go to the operat- ing switchboard. On the lower floor is installed a storage battery for operating the "Switches. Coming up throTigh the oil room, in which are located the transformer oil tanks, oil pumps, and filters, the visitor enters the transformer building immediately in the rear of the low-tension switching rooms. The lower floor contains the transformers, each installed in a concrete compartment. A track connecting with the main fine runs Into the building on the level, a transfer track running at right angles with it. A 40-ton crane is used for fifting the transformers to the transfer track. Single-phase, 3,000-kilovolt- ampere, oil-water-cooled, 6,600/57, 100-volt trans- formers are used. A reserve transformer can be cut in, in case of emergency. The floor of the trans- former compartments is sloped toward the rear, and emeigency drains take care of the scattered oil in case of the bursting of the transformer shell. On the second floor of the transformer building is the high-tension switching equipment. From the oil switches the leads are carried straight up through choke coils and roof cones to the transmission fine. Two electrolytic fightning arresters are located on this floor, the horn gaps, of which are on the roof. Separate leads from the horn gaps through another set of roof cones extend directly down to the arresters. The water system that suppfies coofing water to the transformers is so arrai^ed that by means of a manifold valve system there is virtually a dupficate service. Any break in either will not cause a shut-down of the transformers on account of lack of water. The oil system is provided with two means of supply to 340 STREET AND ELECTRIC RAILWAYS. each transfonner. One of them is an emei^ency supply for xise only in case of accident; the other can be used to fill or to drain the transformers. The power plant thus comprises three structures — the generator, the low-tension switching, and the transformer buildings. All are of reinforced-concrete construction. The generator room is 150 feet by 44 feet by 39 feet high; the travehng crane rail is 31 feet above the floor level. The low-tension switch- ing rooms are 53 feet by 33 feet by 12 feet high. The transformer building is 88 feet by 53 feet by 49 feet high, containing two stories. The roof is sup- ported by a steel truss, and the crane rails lie on arched buttresses. The station lighting is furnished by tungsten lamp clusters in ornamental iron brackets, the lighting wires being run in conduit. In case of trouble the lighting system would not be interrupted, as the wiring system provides for emergency supply from the storage battery. Hydroelectric energy for Massachusetts trolleys. — A very interesting example of tying together steam and hydroelectric plants for the operation of street rail- ways is afforded by the Worcester (Mass.) Consoli- dated Street Kailway System, in which a variety of old and new steam-generating stations have been sup- planted and supplemented and the service revolu- tionized by the entrance of the 66,000-volt lines of the Connecticut River Transmission Co. into the dis- trict. The lai^e enei^y consumption of such an extensive railway network makes it a desirable cus- tomer for any wholesale manufacturer of electrical energy, its demands for service extending over at least 18 hours a day. The Worcester Consolidated Street Railway serves the second largest city in Massachusetts and a tributary suburban and rural district extending from Fitchburg on the north to the Rhode Island state line on the south. It operates about 90 mUes of track in the city of Worcester and 170 miles outside, its schedules demanding the daily rush-hour use of about 400 cars and meeting the traffic requirements of a territory about 40 miles long by 30 miles in width. On its Hues are operated both a passenger service, varying in density from that required in the most congested city street to that suitable for cross-country or interurban service, and a rapidly growing electric express business. For many years the principal source of power on the Worcester system was steam in various plants using the old reciprocating ermines. In 1911 an important change was inaugurated by the building of a 5,000-ktlowatt steam-turbine station at Millbury, 6 miles south of Worcester; the construction of a 3,000-kilowatt rotary-converter substation ob Madi- son Street, in the heart of the city of Worcester; and the building of a 13,200-volt, 25-cycle, steel-tower line between these points. The Millbury station was planned for the ultimate addition of several units of the capacity initially installed, and a second 5,000- kilowatt turbo-generator set has been added. Since the Millbury steam station was placed in op- eration, the important high-tension hydroelectric trans- mission system of the Connecticut River Transmission Co. has been extended into the southern part of Worces- ter County, and a contract has been made for the sup- ply of energy to the Consolidated Co. at a number of points, the most important of these being at Millbury, which has thus become the operating energy head- quarters of the Connecticut River Transmission Co.'s system in that region. The yearly output of the plants connected with the Connecticut River Co.'s lines exceeded in 1912-13 that of the combined central stations of Massachusetts, with the notable exception of the Boston Edison Co., whose system covers a large part of the state. The water- power generating stations of the Connecticut Co. are located on the Connecticut River at Vernon, Vt., and on the Deerfield River ia the Shelbume Falls dis- trict. The rating in 1913 of the hydroelectric station of the Connecticut Co. and its afBhated interests on the Connecticut and Deerfield Rivers was about 35,000 kilowatts. The transmission lines form a loop from Vernon to Shelbume Falls and back through the Fitchburg, Clin- ton, Worcester, Millbury, and Brookfield districts, with various branch lines and an extension loop through Rhode Island to Providence, and thence back to Mill- bury via northeastern Connecticut. On the north side of the system the lines between Vernon and MUlbury are designed for 66,000 volts and are operated at this pressure, while on the south the fines from Shelbume Falls to Millbury and thence to Providence are de- signed for operation at 120,000 volts. The frequency is 60 cycles. The system is aheady the most extensive power system in New England deriving its energy from water wheels, and its line arrangements are being car- ried out with the object of providing continuous service in face of every emergency which can be foreseen. Each of the main lines carries two 3-phase transnussion circuits. Steel-tower construction is employed on aU the high-tension trunk lines. At the Deerfield River plant, reservoir capacities aggregating 7,000,000,000 cubic feet are laid out to insure absolute uniformity in the water supply for power generation. Energy is furnished to the Worcester Consolidated Street Railway System from, the Connecticut River Transmission fines through substations at Millbury, Greendale, Fitchburg, Leominster, West Berlin, North- boro, and West Boylston, Mass., the attendance at the Greendale and Fitchburg instaUations beitig provided by the transmission company in connection with the operation of adjoining substations for its own commer- cial customei-s' service. In addition to the Madison Street substation in Worcester, the railway company operates distributing substations at Oxford, Webster, Leicester, and Sturbridge. TECHNICAL ADVANCES IN THE INDUSTRY. 341 The Consolidated Co.'s steam generating plants have an aggregate capacity of 18,300 kilowatts, including the second 5,000-kilowatt turbine set at MiUbury. The company also purchases about 330 kilowatts from the Worcester Suburban Electric Cos. at the Uxbridge generating station of the latter, so that the total aux- iliary steam power available is about 18,630 kilowatts. Generators belted to water wheels and having a com- bined capacity of 500 kilowatts are installed hi the Leominster power station of the raUway company. In general the substations on the south side of the Consohdated System are equipped with 25-cycle rota- ries, while those on the north side use 60-cycle ma- chines. At Millbury 13,200-volt lines between the Connecticut River System and the Consohdated plant provide for the supply of current at both frequencies from the water-power system. The Madison Street substation contains two 1,500-kilowatt, 25-cycle rota- ries, and two 2,000-kilowatt, 60-cycle rotaries, each pair being suppUed with energy through transformer banks and an independent 3-phase No. copper line to Millbury, 6 miles distant. The steam-generating plants of the Worcester Co. are as follows: Millbury, 10,000 kilowatts; Fremont Street, Worcester, 5,650 kilowatts; Union villa, 800 kilowatts; Charlton City, 400 kilowatts; Northboro, 650 kilowatts; West Berlin, 225 kilowatts; Leomin- ster, 800 kilowatts (not including 500 kilowatts in water-wheel driven generators). The Millbury station is the only one of these which measures up to the most modem standards, and the smaller plants are useful in their reserve capacity only in relation to the power supply throughout the system. The smaller stations contain generating units of moderate capacity, fre- quently belt driven, and with boilers hand fired. While most of the engines are of the condensing type, the local load factors are not favorable to high steam economy, and coal supply is expensive. The installation at Millbury includes the Consoli- dated Co.'s power house, a switch house for the rail- way company's 13,200-volt service lines on the further side of the Blackstone Canal, the Connecticut River Transmission Co.'s substation, and in connection with this, one of the most advanced outdoor types of switching and transformer installations for high- voltage service. The entire high-tension equipment, including transformers, oil switches, and hghtning arresters, connected with the 66,000-volt and 120,000- volt lines of the transmission company, is located in the open air at the rear of the substation building. The transformers will eventually have three inde- pendent wmdmgs, of 120,000, 66,000, and 13,200 volts, respectively, and the station will serve as a tie-in and equalizing center between the 66,000-volt and 120,000-volt systems, and also as a step-down sub- station, taking energy from either or both systems and delivering it at 13,200 volts. The ultunate capacity will be about 20,000 kilovolt-amperes. There has been installed a complete switching equipment for the control and interchange of two 120,000-volt lines and two 66,000-volt hnes, with the usual protective appa- ratus. Space is provided for four, and possibly six, 120,000-volt hnes for future service. A special steel structure has been designed by the engineers of the hydroelectric organization for the support of the out- door busses. It consists of square towers, A-frames, and latticed girders, assembled in combinations to suit the various requirements. In a brick building are installed the 3,000-kilovolt-ampere, 60- to 25-cycle, frequency-changer set, all the control panels for the Coimecticut River Co.'s high-tension and low-tension apparatus, the bus structures for the 13,200-volt, 60- cycle and 25-cycle service, and low-tension lightning arresters. The station has an ultimate capacity of twelve 13,200-volt feeders, six of each frequency, and the installation consists of six 2,000-kilovolt-ampere, 66,000/13, 200-volt transformers of the water-cooled type, the frequency-changer set with a 3,000-kilovolt- ampere, 3-phase transformer, and a portion of the switching apparatus. The 120,000-volt Connecticut Power lines between Shelburne Falls and Millbury are carried on square, double-circuit steel towers, measuring 50 feet to the lowest cross-arm and 75 feet over all. The line is 60 miles long, and the towers are spaced about ten to the mile. The power conductors are of No. 00 medium- hard-drawn 7-strand copper with a ground wire of f-inch double-galvanized steel strand. Suspension insulators are used, the number of disks being six in suspension and seven on strain. The Hne is transposed once every 20 miles, and the telephone circuit is carried on a separate pole line. In connection with the Millbury installation, a tie-line has been constructed between the Greendale substation and the former point around Lake Quinsigamond, a distance of about 11 miles, two 3-phase circuits of No. 2, 3-strand copper being used. The steel bridges supporting the bus conductors at the MUlbury switching station are in general carried 30 feet above the ground and are about 60 feet long. Disconnecting switches are installed on both sides of every oil switch. All transformers, high-tension hghtning arresters, and oil switches are mounted upon concrete foundations, and the Hghtning arresters are installed with tanks coated with white paint to keep the electrolyte cooler when in the sun's rays than is feasible with the ordinary dark-colored tank. A concrete pier carrying three 66,000-volt oil switches is 16.5 feet long, 4 feet wide, and 3 feet high above the ground. A typical transformer pier consists of two concrete beams 20 inches wide and 22 inches above the ground in each case, carrying two 4-inch T rails 3 feet 6 inches apart, upon which rests a set of wheels permitting the more rapid movement of the transformer in case its location has to be changed quickly. Circulating water from the Blackstone River is supphed to the transformers through a 342 STREET AND ELECTRIC RAILWAYS. system of 3-iiich pipes by two triplex vertical pumps, each geared to a 5-liorsepower, 110- volt, 3-phase induction motor. The water is filtered and is drawn from a well at the pump house. Wooden galleries facihtate the opening and closing of disconnecting switches from below. The disconnecting switches are composed of suspension insulators, with a hinged blade at one end and a Y-shaped spring clip at the other. Several 13, 200- volt, 60-cycle feeders connect the Con- sohdated Co.'s switching station with the Connecticut River Co.'s substation, and in addition a feeder of this voltage leads from the frequency changer. The minimum spacing between high-tension conduc- tors in the open-air switching station is 8 feet, and in most cases 10 feet. Choke coils are in series with the high-tension oil switch leads, and horn-gap and electrolytic arresters are hberally provided. The frequency changer consists of a 3-phase, 24- pole, 2,300-volt, 60-cycle synchronous motor rated at 4,250 horsepower and directly connected to a 10-pole, 3,000-kilovolt-ampere, 25-cycle, 13,200-volt generator with auto-transformer, the speed of the unit being 300 revolutions per minute. The Madison Street substation in Worcester is note- worthy through the use of 2,000-ldlowatt, 60-cycle, rotary converters. These machines were among the first of their size placed in electric railway service for 60-cycle operation. Each occupies a space 10 feet 11 inches long by 9 feet 3 inches wide, the extreme length of the machine along the shaft and including the end-play being 11 feet 7.5 inches. Each has 18 poles and operates at 400 revolutions per minute, hav- ing 6-phase connections on the alternating-current side. On the direct-current side the machines each deliver 3,333 amperes at 600 volts at normal rating. The incoming lines from Millbury terminate in a lightning-arrester house adjacent to the substation, from which underground cables are run to the second story of the latter. With 15-inch spacing between conductors, one line is carried on insulators supported on 1^-inch pipe framing, 12.5 feet above the floor, to 15,000-volt automatic oU switches. The leads from the switches thence pass through waU bushings of porcelain to the transformers supplying the two 60- cycle rotaries. Corresponding switches control the transformers for the 25-cycle rotaries, which are sup- plied from the other incoming line. The current transformers are placed in the incoming lines just inside the cable potheads, and an automatic oil switch is included in each line, disconnecting switches being installed between the main-line oil switches and those controlling the sets of transformers for each rotary. Individual current transformers are pro- vided in each transformer primary circuit. The oil switches controlling each bank of transformers for the 60-cycle service are housed in concrete compart- ments 31 inches long and 12 inches wide per phase, the over-all width being 50 inches. Trip coils are installed at the rear of the compartments, and the ends of the latter are protected by vertical concrete slabs 56 inches high and 6 inches wide, which also serve as foundations for the pipe framing of the local disconnecting switches and current transformers. The oil switch and bus room is 120 feet long. The transformer installation consists of three 700- kilovolt-ampere, 13,200/430-volt air-blast units for each 2,000-kilowatt rotary and two sets of three 550- kilowatt air-blast units for the smaller rotaries. AH are located on top of a brick air duct in the second story of the building, immediately above the operating room. The transformer room is 126 feet long by 14 feet wide, and the air duct is 6 by 9 feet in outside dimensions, with a division wall between the two fan systems. The Leominster, West Boylston, West Berlin, and Northboro substations are each supplied with energy from the Clinton substation of the transmission com- pany through a 3-phase No. 1 copper line carried on a wooden-pole line owned by the Consolidated Co. Disconnecting switches are installed at convenient points in these lines foi sectionalizing purposes. The poles are chestnut, 35 feet in length, set on the aver- age 100 feet apart, and the line is supported on porce- lain insulators cariied on 10-foot cross-arms. The substations are of standard type, the 300-kilowatt rotary being the usual unit of equipment. The West Boylston installation is representative and consists of two 300-kilowatt rotaiies, six 110-kilowatt, 13,200/ 370-volt oil-cooled transformers, two 45-kilowatt reactance cods, and a four-panel switchboard 5^ feet long, housed in a concrete and biick building. The incoming line is brought through choke coils and selector switches with multigraph lightning-arrester connections, the transformers being arranged in a single row with the rotaries in front. The usual direct-current feeder equipment is installed on the switchboard panels. Automatic oil switches are installed in the transformer piimary leads, and prac- tically the entire equipment is in sight on the working floor of the building. The telephone facilities in- clude both public and private lines. At Fitchburg a 300-kilowatt rotary converter with three 110-kilo- volt-ampere, oil-cooled transformers and auxiliary equipment is housed in a 19-foot by 21-foot brick extension of the Connecticut Eiver Transmission Co.'s main 9,000-kilowatt substation in the outskirts of the city. A switchboard with two 16-uich panels, one for the alternating-current and the other for the direct-current side of the rotary, is in service, a single 500,000-circular-mil feeder being all that is needed for the Consolidated service in that district. At Northboro a typical substation built in connec- tion with an established steam-generating plant held for auxihary service is in operation, with two 300- kilowatt rotaries, transformers, and auxiliary appa^ ratus installed in a section of the engine room 19 feet TECHNICAL ADVANCES IN THE INDUSTRY. 343 by 55 feet. In this substation the arrangement of incoming Hne and choke coils is unusually straight- forward. The wires are carried on insulators supported on pipe framing after being brought iato the building through roof bushings housed in SO-iQch by 36-inch incliued openings. The choke coUs are mounted on horizontal axes on insulating supports carried on the framing, and the utilization of space otherwise of no value is of interest. The negative and equalizer busses are installed under the floor of the substation, and the switchboard controls the direct-current supply to feeders for cars operating in the Marlboro, Northboro, Westboro, and Shrewsbury district. The Worcester Co.'s double-circuit, 33,000-volt line construction employs a standard pole about 35.5 feet high above the rail. The high-tension wires are spaced in 36-inch equilateral triangles, and are carried on pin-type insulators on 7-foot and 12-foot cross- arms with metal braces. The feeders are carried on 5-foot arms spaced 24 inches apart; the trolley brack- ets are 9 feet 6 inches long on tangents, and telephone cross-arms 3 feet long are provided immediately above. At crossings, double cross-arms are installed and the insulators are spanned by line-wire protectors. At MUlbury Junction, Mass., the 66,000-volt lines of the Connecticut River Co. cross the tracks of both the Consohdated Co. and the Boston & Albany Rail- road. The arrangement of suspension insulators in the steam railroad crossing deserves mention. Each phase wire is attached to three insulators at the ends of the cross-arms of 75-foot steel towers anchored on each side of the span, the latter being about 170 feet in length. The conductors are hung 10 feet apart in a vertical plane and about 16 feet apart horizontally. Five-disk suspension insulators are used to carry the No. 00 line wires employed. The 25-foot span across the Consohdated track is effected by the use of a pair of A-frames about 50 feet high, with pin-type insulators. The Fremont Street station, containing the original engine-driven generators of the Worcester lines, now has seven engine-driven units, all of the cross-com- pound condensing type, fed by twelve water-tube boilers. This station has a coal-storage yard of 20,000 tons capacity, alongside the main line of the Boston & Albany Railroad in the southern part of Worcester. An extensive coal-handling system is in service at this point, but no further description need be given of the company's steam plants, as they are gradually being retired in favor of the hydroelectric service, with the exception of the modern turbine station at MiUbury. Hourly cars are operated on the priacipal streets of Worcester throughout the night, and the trolley is maintained ahve elsewhere. All substations are shut down about midnight and started about 5.30 a. m. At the Charlton City plant one of the existing double- current generators is utilized as a rotary converter in the autumn. The night service is handled from Worcester. Hydroelectric development at low head. — ^A striking in- stance of hydroelectric development at very low head, for street railway work, is afforded by the power station of the McKinley System on the Illinois River at Mar- seilles, lU., one of the largest and earhest of its kind in hydroelectric work. The plant contains six 74-inch turbines, two 40-inch turbines, and six 62-inch tur- bines. The 74-inch turbines operate at 75 revolutions per minute and are rated at 450 horsepower each, at 11- foot head. These vertical units drive direct-connected alternating-current generators, two 60-cycle and four 25-cycle. The 62-inch turbines are arranged in two groups of three each, one driving a 450-kilowatt, 60- cycle generator, the other a 500-kilowatt, 25-cycle generator. The small turbines are directly connected to 90-kilowatt exciters, while a lOO-ldlowatt motor- driven exciter is used for relay purposes. The 25- cycle and 60-cycle systems are tied together by means of a 750-kilowatt frequency changer operating at 300 revolutions per minute. The power plant supphes two general transmission systems, one a 25-cycle system furnishing all power requirements for the Chicago, Ottawa & Peoria Rail- way, the other a 60-cycle system supplying the Northern Illinois Light & Traction Co., which fur- nishes hght and power in Marseilles and Ottawa, the La Salle Lighting Co. at La SaUe, and power and Ught in the towns of Spring Valley, Utica, Seneca, and Morris. The hydrauHc plant operates in parallel with three steam plants, one at La Salle, one at Ottawa, and one at Marseilles. It is thus possible to maintain a high load factor on the hydrauUc plant while water is abundant. A feature of the 60-cycle transmission Hne is that a large portion of it was constructed with concrete poles. This line is built on a right of way along the bank of the Illinois-Michigan Canal. As the head under which this plant operates is so low, special care was taken to conserve the water sup- ply by reducing losses at every point. Trash racks with wide bars, pointed on both sides, were specially designed, and these were set against a concrete apron 1 foot below water level for the purpose of preventing the transmission of heat from the water to the cold air above, by way of the steel bars, and the resultant for- mation of ice on the latter. The forebay, taihace, and river excavations were all laid out to minimize friction losses, and the speed of the wheels was so determined as to give maximum efficiency at the head used. Special generators had to be designed for the low speed of 75 revolutions per minute, but this was considered justifiable in view of the higher hydraulic efficiency obtained. DYNAMO CAPACITY AND PURCHASED POWER. The capacity of the dynamos installed in electric railway plants increased from 1,723,416 kilowatts in 1907 to 2,508,066 kilowatts in 1912, but it is obvious that it would have increased much more had not 344 STREET AND ELECTRIC RAILWAYS. there been so strong a manifestation of the tendency toward purchasing power from outside sources, either central stations or power-transmission systems. Of such practice the censuses of 1902 and 1907 made no mention, because of the fact that it had not estabhshed itself, while there was also operative a contrary policy in the acquisition of such plants by the electric railways. In the intervening period the " trolleys " would appear to have had all they could do to finance themselves in meeting the growing demand for transportation facili- ties as such, and the managements in a great many cases have evidently reached the conclusion that it is more economical to buy the energy needed to move the cars than to produce it from plants of their own. In other words, the real problem of street railway man- agement is better transportation and not power pro- duction. The extent to which this notable change had gone in 1912 — to be more significantly evidenced in the figures of 1917 — is shown by the fact that while the out- put of street railway plants was about six billion kilowatt hours, the current purchased amounted to very nearly three billions. Various inferences and implications de- pend upon such remarkable figures, the chief of which is the suggestion, already being put into effect, that in the gradual electrification of the steam railroads it wUl not be necessary at all for them to buUd expensive power plants of their own at isolated points to supply long sections of track. They can now buy current fed in every few miles, purchased at a low rate from local central stations or power-transmission lines. It is generally believed among electrical engineers that this change of method is one of the most vital and important factors in assisting the steam railroads to make the change to electricity, while avoiding altogether unnec- essary investment in duplicate power plants. Else- where in this report are given a number of examples of the manner in which this momentous change is be- ing worked out in practice by large railroads and street railway systems. Electric power appears to be almost universally pur- chased in alternating-current form, owing, no doubt, to the fact that the substations for supplying the direct- current overhead lines of street railways have to be located solely with regard to the requirements of the railways, as well as to the fact that the present 600-volt rotary converters taking alternating current and neces- sary to supply the average track voltage in direct current are not available for any use other than that of railway service. There are, however, several cases where power companies have been in a position to buUd and equip substations mainly to carry the direct-current loads of railways, and in such cases no difficulties either in operation or in arrangement of terms for the service to the railways have been apparent. The cost of electric power for street railway opera- tion is a much more important matter for the larger city systems with their long hauls and liberal transfer privileges than it is for the smaller, shorter roads; and on the systems which have contracted for large blocks of purchased power the details of the contracts have necessarily been worked out with considerable care. In general, such contracts take the form of an agreement whereby the final price paid by the railway is based upon a combination of two charges. The first of these charges is made to cover the interest and depre- ciation of the power company's plant and is independent of the amount of power furnished. This is variously called the demand charge, the service charge, the stand- by charge, or the primary charge. It is estabhshed by the maximum amount of energy which is demanded by the railway. In other words, the charge is made because the power company holds itself in readiness to serve the railway with a certain amount of energy, and for that reason is presumably reserving a certain amount of steam and electrical equipment to carry the railway load whenever the demand comes. This demand charge appears to be fairly well estab- hshed at a figure close to $1 per month, or $12 per annum, per kilowatt of demand. This provides, theo- retically, for a return of 12 per cent upon the invest- ment of $100 per kilowatt capacity of the equipment which has to be installed to take care of the maximum peak load called for by the railway. In practice, how- ever, the actual rate of return from the demand charge is subject to a number of important factors. The maximum demand seems never to be based upon the instantaneous peaks and but seldom upon the one-min- ute or five-minute peaks, the hourly basis affording a simpler method and one less liable to material errors. Naturally the establishment of the maximum peak from the average load during an hour places the burden of carrying the sudden swings which always occur in railway loads upon the power company without com- pensation. Approximately speaking, the necessity for providmg for the instantaneous peaks eliminates the possibihty of rating the generators upon then- maximum momentary capacity, as much of this over- load capacity of the machines is thus absorbed. Another factor influencing the real percentage of return afforded by the demand charge is the necessity for providing spare units as a reserve against break- down. This excess of capacity may, of course, be reduced in the cases of the very large stations, but even in plants of 80,000-kilowatt to 100,000-kilowatt capacity a margin of about 10 per cent seems to be con- sidered to be the minimum. The proper amount of reserve capacity is, of course, actually dependent upon the size of the units in proportion to the total capacity of the plant, as well as upon the relation of the over- load capacity of the prime movers to the extent by which the maximum swing is in excess of the hourly peak or whatever other arbitrary figure is used as a basis for the demand charge. In addition to the demand charge there is another component which enters into the final price paid for purchased power. This is variously called the energy TECHNICAL ADVANCES IN THE INDUSTRY. 345 charge, the unit charge, the kilowatt-hour charge, or the consumption charge. It consists of a charge made for each imit of energy, or kilowatt hoUr, actu- ally used by the railway, and for large consumptions it is usually made as a flat rate per kilowatt hour. There is, of course, an opportunity for wide varia- tions in the estabhshment of the energy charge. With lai^e plants the over-all efficiency is approximately constant, and the labor charge for operation can vary but little, even in widely separated locahties where wage scales are radically different. The cost of fuel, however, constitutes a large part of the energy charge, in some cases even 70 per cent, and as the price of coal is subject to wide variations in accord- ance with the locaUty, the energy charge is really not capable of being estimated, even roughly, for any par- ticular case without a knowledge of all conditions sur- rounding it. It is, however, an interesting fact that in three of the largest power contracts yet made the energy charge amounts to about 0.4 cent per Idlowatt hour consumed. The combination of the demand charge and the energy charge takes care automatically of variations in load factor. A railway load, with very high peaks in the rush hours, will naturally have a high demand charge, and the final price paid for power is larger than that paid when the demand charge is relatively small, owing to low rush-hour peaks and a relatively high load factor. With a load factor of 30 per cent and a demand of 1 kilowatt, the monthly energy con- sumption will be 216 kilowatt hours, and the energy chaise at 0.4 cent per kilowatt hour will amount to 86.4 cents per month, the number of kilowatt hours per month being determined by multiplying the total number of hours in a month by the demand in kilo- watts and by the load factor, or 720 by 1 by 0.30. If the demand charge is $1 per kilowatt of demand per month, the total cost of power will be made up by adding the two charges together and wiU amount to $1,864. As the energy consumption amounts to 216 kilowatt hours, however, the final price will amount to $1,864 divided by 216, or 0.863 cent per kilowatt hour. If, under the same conditions, the load factor is raised to 50 per cent by reducing the demand to 0.60 kilowatt and maintaining the energy consumption at the original figure of 216 kilowatt hours, the demand charge is reduced to 60 cents per month, while the energy charge remains at 86.4 cents per month. The total cost of power per month wiU then be $1,464, and this divided by the monthly consumption of 216 kilo- watt hours gives a final price of 0.678 cent per kilo- watt hour. This final price per unit of energy is more than 20 per cent below that obtained in the former case, where the load factor was only 30 per cent. Both prices are based upon charges which should be obtainable under all ordinary circumstances when power is purchased in quantities such as would be represented by demands of, say, 10,000 kilowatts or over. The basis for power contracts outhned is so widely used that in some respects it may be considered as a standard. Actual contracts, however, modify the figures to some extent. To present an example of the general trend, the power contracts of the Chicago City Railway, the Cleveland Railway Co., and the Philadelphia Rapid Transit Co. have been compared. The contract of the Chicago City Railway was made in 1908 and those of the Cleveland and Philadelphia systems were closed during 1912. The term of con- tract in all three cases is, however, specified as 10 years. The character of current supphed by the power company is thoroughly standardized. At Chicago and Philadelphia current is supphed in3-phase, 25-cycle form. At Cleveland 3-phase, 60-cycle current is furnished, the substations of the railway company being equipped with specially designed 1,500-ldlowatt rotary converters suitable for this frequency. The voltages for the three systems are, respectively, 9,000, 13,200, and 10,000 to 11,000. In the Cleveland contract the specifications for voltage are modified by a clause to the effect that the voltage shall have "reasonably close regulation for railway purposes, provided the apparatus of the railway company is of approved design and pattern and in accordance with good practice for such operations." At Philadelphia a 3 per cent variation above or below is permitted from the normal periodicity of 25 cycles, and also from the normal voltage of 13,200. The power factor specified at Chicago and Phila- delphia is 100 per cent, approximately. At Cleve- land the power factor is guaranteed by the railway company at 90 per cent or better, although appar- ently no specific penalty is imposed if the guaranteed figure be not maintained. But a penalty and bonus clause is added to the paragraph on this subject, which states that if the average monthly power factor varies from 90 per cent in computing the monthly settlement, the figure for demand, as measured in kilowatts, shall be arbitrarily increased or decreased as compared with the actual demand, in inverse proportion to the varia- tion of the load factor from 90 per cent. The treat- ment of the power factor in the Cleveland contract is also unusual, because the method of measurement is specified. The tangent of the average monthly angle of lag is determined by multiplying by the factor 1,732 the ratio between the sum of and the difference between the readings of two single-phase watt-hour meters installed on the supply circuit. From the tan- gent of the angle of lag, the cosine of the angle of lag, or power factor, is determined by reference to the standard tables. The "demand," or the figure from which the de- mand charge is calculated, is in all three cities estab- Hshed each month from hourly peaks of any three con- secutive days of the month which may be selected by 346 STREET AND ELECTRIC RAILWAYS. the power company. At Cleveland only one hour from each, of the three consecutive days is selected, and this must be an even clock hour, as from 5 p. m. to 6 p. m. At Chicago and Philadelphia two hours are selected on each of the three days, one in the morning and one in the evening. The average of these hourly readings is used as the demand for the month. The arrangement works out to the advantage of the rail- way company, for it hardly ever happens that the heaviest three peaks in any month occur on consecu- tive days. The Philadelphia and Chicago contracts also have the advantage that they include in the aver- age the figures from both the morning and the evening peaks, and, a9 is well known, the morning peak is by no means as severe as that in the evening. At Chicago the original contract has recently been modified in some respects, and one of the changes provides that the extra power required for heating cars when the outside air is below a temperature of 15 degrees shall be excluded in determining the maximum demand. At Cleveland maximum and minimum figures are specified as limits for the demand, namely, 15,500 kilo- watts and 10,000 kilowatts, and the minimum demand charge made by the power company is based on the latter figure, whether the power is required or not. In this contract, however, there is another clause which provides that when the demand for power in any month has increased beyond 14,300 kilowatts the minimum which shall be paid for during any succeeding month when the load may be light shall be 70 per cent of the highest demand previously made by the railway com- pany. In other words, the final basis for the minimum demand allows for periods of hght traffic a margin of 30 per cent below the heaviest previous monthly demand. In the Philadelphia and Chicago contracts, however, the minimum guaranteed demand which must be paid for b J* the railway , whether the power is supphed or not, is equal to the maximum demand which has been estab- lished in any previous month. The Philadelphia con- tract obligates the railway to pay for 15,000 kilowatts, and if during any month the demand, as determined by the previously described method, shall exceed 15,000 kilowatts, this increased demand shall represent for that month, and for every succeeding month until it is exceeded by a subsequent still greater demand, the minimum demand for which the railway is obh- gated to pay. On November 15, 1913, the railway company agreed to take an additional 5,000 kilo- watts, making the arbitary minimum demand equal to 20,000 kilowatts. The permissible normal increase in demand beyond 20,000 kilowatts is not definitely stated in this contract. At Chicago the provisions for minimum or guar- anteed demand are quite similar to those in the Phila- delphia contract. The Chicago contract, however, states that the power company shall stand ready to supply an increase of 10 per cent over the arbitrary minimum, which is set at 30,000 kilowatts for the last nine years of the contract. This excess, however, must not be used by the railway for supplying new lines or large numbers of new cars on existing lines. For lai^e increases in the demand for power, such as would be required for a new substation or for new cars or new lines, aU three contracts require written notice in advance from the railway companies. At Chic^o and Cleveland a notice of five months is specified for increases up to 4,000 kilowatts, and 10 months' notice is required for any amount greater than this. At Philadelphia a longer time is evidently considered de- sirable for the installation of new machinery, since six months' notice is required for a 3,000-kilowatt in- crease and twelve months' notice for more than that. An interval of five months between written notices of increase in demand is required at Philadelphia and Chicago. Ten months is specified at Cleveland. The demand charge for the original Chicago con- tract is based on a flat rate of $1.25 per kilowatt per month. This, however, has been reduced in a subse- quent modification of the contract so that it now pro- vides for a sHding scale as follows : DEMAND m KILOWATTS. Up to 30,000 kilowatts Excess over 30,000 kilowatts up to 60,000 kilowatts . Excess over 60,000 kilowatts up to 90,000 kilowatts . Excess over 90,000 kilowatts up to 120,000 kilowatts Excess over 120,000 kilowatts Demand charge per kilowatt. tl.25 1.00 0.9U 0.87} 0.83J At Cleveland also the demand charge is based upon a sliding scale. The demand charge for the first 500 kilowatts is $1 .475 per kilowatt per month, and for the second 500 kilowatts $1.45 per kilowatt per month. For all service in excess of 1,000 kilowatts the demand charge is $1 per kilowatt per month, and this makes practically a flat rate for the demand charge. At Phila- delphia the demand charge is made on a flat rate of $1 per kilowatt per month without any exceptions. The charges for energy in the original Chicago con- tract are 0.415 cent per kilowatt hour during the first one and one-half years of the contract, and thereafter 0.4 cent per kilowatt hour. The Philadelphia contract also specifies an energy charge at a flat rate of 0.4 cent per kilowatt hour. In the modification of the Chicago contract a sliding scale is used which begins with a rate of 0.4 cent per kilowatt hour for the first 5,000,000 kilo- watt hours consumed. For each successive block of 5,000,000 kilowatt hours, or fraction thereof, consumed in addition up to 40,000,000 kilowatt hours the price for that block, or fraction, is cut 0.005 cent, so that for any monthly consumption in excess of 40,000,000 kilowatt hours the price for the excess is 0.36 cent. Another novel feature in the modified Chicago con- tract is a provision for an extra charge to be made in case the price of coal of customary heating value ex- ceeds $1.90 per ton, the normal price in Chicago. TECHNICAL ADVANCES IN THE INDUSTRY. 347 TMs additional charge is obtained in dollars by di- viding the total number of kilowatt hours consumed in two years by 1,000 and multiplying the result by the average excess in price over $1.90 per ton, the result being based on a consumption of 2 pounds of coal per kilowatt hour. In case the price shall drop below $1.40 per ton, the power company is to pay an equivalent rebate to the railway. At Cleveland a sliding scale is used which specifies an energy charge of 0.95 cent for the first 50,000 kilo- watt hours used in any month, 0.90 cent for the next 50,000 kilowatt hours, 0.45 cent for the next 400,000 kilowatt hours, and 0.40 cent for the next 1,800,000 kilowatt hours. For any monthly consumption in excess of 2,300,000 kilowatt hours the price for the excess amount is 0.38 cent per kilowatt hour. At Cleveland and Philadelphia a minimum load factor of 35 per cent is definitely specified, and if this is not maintaiaed, the energy charge will be based upon this instead of the actual energy consumption. At Cleveland the load factor is defined as the "quotient obtained by dividing the kilowatt hours consumed in any month by 720 times the maximum demand for such month," thus permitting a comparatively wide range for the minimum energy charge. In the Philadelphia contract the 35 per cent load factor is defined as that number of kilowatt hours which will equal 35 per cent of the total number of kilowattt hours which would be consumed in any month if the energy represented by the maximum demand for that month were exerted during every hour of the month. This calculation involves the considera- tion of the varying number of hours in the month, which, in the Cleveland contract, is approximated by the use of the figure 720, the number of hours ia a 30- day month. Otherwise, it would estabhsh the minimum nmnber of kilowatt hours which must be paid for at a practically constant figure, because the maximum demand, upon which the 35 per cent load factor is based, is likely to be fixed by the record load of some preceding month. At Chicago no provision is made for maintaining a minimum load factor with the excep- tion that after the seventh year of the contract the railway is permitted to utilize sources of power other than those of the original contracting power company, but if it does so, the load factor must be maintained at 35 per cent, under penalty of paying for an equivalent number of kilowatt hours whether they are used by the railway or not. Underground transmission lines are, in all three cases, maintained by the power company, but the substations, including the transformers, are operated and maintained by the railway. At Cleveland and Chicago the power is measured by instruments at the switchboard of the power company, but the transmission loss is guaran- teed by the power company to be not more than 5 per cent. At Philadelphia, and also under the new Chicago contract, power is measured at the railway company's high-tension busbars in the substations, and in conse- quence the power company stands the transmission loss. The measuring instruments in this case are maintained by the power company. DupHcate high-tension lines or their equivalent are required at Philadelphia, but at Cleveland the inter- ruption of supply is covered by a clause requiring due diligence on the part of the power company in main- taining service and providing a rebate on the demand charge for any interruption in excess of five minutes. Length of transmission fines to new substations is cov- ered at Cleveland only indirectly by the call for a mini- mum demand of 2,000 kilowatts for each new station built. At Philadelphia, if the length of transmission lines to new substations exceeds the length of existiag lines the railway must pay 10 per cent per annum upon the cost of such excess length. In all cases meters are read at noon on the last day of the month. Their accuracy is required to be within 2 per cent, and they are to be tested each month in the presence of the railway's representative at the expense of the power company. The Cleveland contract, in addition, permits testing on demand, but not more often than biweekly except at expense of the railway. Special tests may be made at any time upon written request. Corrections made in readings on account of errors in meters in excess of 2 per cent are to apply to the previous month only. At Cleveland and Philadelphia an arbitration board composed of three members is specifically outfined for the purpose of setthng questions as to the meaning of the contract. The resale of power is prohibited in every case, and the power companies are not held re- sponsible for nondehvery of power due to causes beyond their control, although the railway companies are to have rebates equivalent to the demand charge during the period of interruption. In the Philadelphia contract a period of 90 days is allowed to the power company before the contract may be canceled, to per- mit it to effect a remedy of any trouble which is cov- ered by a decision of the arbitration board. Purchased power in New YorTc state. — The reports furnished by the street railway companies of the state of New York to the public-service commission of the second district furnish some very interesting informa- tion in regard to the methods under which they piu-- chase and are supphed with electric energy. Natur- ally, a great variety in practice is shown. Some of the examples are cited below. The Niagara power companies have contracts which take such a form that current furnished on the basis of 100 per cent load factor is extraordinarily cheap. The price of $16 per horsepower per annum at that factor amounts to 0.245 cent per kilowatt hour. The com- panies, however, heavily penahze any variations from an absolutely steady load, although the price for addi- 348 STREET AND ELECTRIC RAILWAYS. tional power beyond the basic payment would be con- sidered low in almost any other part of the country. In consequence, it is the custom for the railways which use Niagara power to take energy from the producer at 100 per cent load factor, or as near to that as can be obtained in practice. Most of them have steam plants floating on the line to take care of peaks. The con- tracts of the Niagara power companies generally in- clude the term "firm power." This term applies to the quantity of power which the purchaser agrees to buy, and the purchaser pays for it whether it is used or not. In consequence, this power is used at 100 per cent load factor. Additional firm power, or a normal increase in the demand, is also furnished at 100 per cent load factor. The price of additional firm power does not necessarily agree with that charged for origi- nal firm power, for the reason that, opposing the tend- ency toward a decreased price on account of in- creased quantity, there may be necessity for consider- able additional expense on the part of the power com- pany in providing for the increased demand, such, for instance, as new cables, poles, or connections. Addi- tional kilowatt hours in these contracts are sold on a straight kilowatt-hour rate basis, and the matter of load factor is not taken into consideration. While this charge is often less than 1 cent per kilowatt hour, it appears extremely high when compared with the 0.245 cent per kilowatt hour often used as a basic price for firm power, and in localities fortunate enough to be served by the Niagara companies there is a strong endeavor to avoid such payments. Following are summaries of certain power contracts in New York state which were reported to be in exist- ence during the year ending June 30, 1912: Adirondack Lakes Traction Oo. liad a contract witlL Fonda> Johnstown & Gloversville Railroad for power, not measured, at |15 a day. Albany Southern Railroad purchased 4,593,211 kilowatt hours from its own electrical department at 0.67 cent per kilowatt hour. Babylon Railroad has a contract, dated September 19, 1910, with the Babylon Electric Light Co. to fiirnish electric energy from July 15, 1910, to the fifteenth of each succeedii^ month. The consideration is $450 for 15,000 kilowatt hours, 2.5 cents per kilowatt hour for each kilowatt hour in excess of 15,000 and less than 25,000, and 2 cents per kilowatt hour for each kilowatt hour in excess of 25,000, unless the total consumption shall be less than 12,857 kilo- watt hours, when the rate is 3J cents for each kilowatt hour during any one month. Dwcmg the year ended June 30, 1912, 163,660 kilowatt hours were supplied at 2.9 cents per kilowatt hour. Power is being furnished at $450 per month during the summer season and at $375 per month during the winter season. Buffalo & Depew Railway has a contract with the Niagara, Lock- port & Ontario Power Co., dated January 3, 1910. It expires March 1, 1930, and the consideration is $16 per horsepower per annum and 0.55 cent per kilowatt hour. During the year ended June 30, 1912, 380,000 kilowatt hours were supplied at 0.549 cent per kilowatt hour. In addition to the kilowatt hours, power was purchased as follows: 1,366 horsepower at $16 per horsepower year, for $21,856, plus $261 for excess peaks. Buffalo & Lake Erie Traction Oo. purchased during the year ended June 30, 1912, 8,954,987 kUowatt hours from the Niagara, Lockport & Ontario Power Co., at 0.702 cent per kilowatt hour, and also 1,465,740 kilowatt hours from the International Railway at 1.131 cents per kilowatt hour. Buffalo & WiUiamsville Electric Railway had a contract with the Genesee Light & Power Co., Batavia, N. Y., under which the first power was delivered August 2, 1909. The contract expired five years from that date. The consideration was 3.75 cents per car-mile with a minimum monthly rental of $250 based upon a minimum demand of not exceeding 100 kilowatts. The company also has a contract with the Niagara, Lockport & Ontario Power Co., dated March 18, 1910, and expiring 10 years from May 1, 1910. The con- sideration for each electric horsepower delivered is $16 per year as the service charge and, in addition, 0.55 cent for each kilowatt hour used when the firm power is less than 300 horsepower, 0.5 cent for each kilowatt hour used when the firm power is 300 horsepower or more but less than 500 horsepower, 0.47 cent for each kilowatt hour used when the firm power is 500 horsepower or more but less than 750 horsepower, and 0.44 cent for each kilowatt hour used when the firm power is more than 1,000 horsepower. The service charge is based on the average of , the highest daily one-minute peaks. Catskill Traction Co. has no formal agreement, but power is bought of the Schoharie Light & Power Co. The total number of kilowatt hours supplied during the year was 261,400, the total gross charge being $4,621.28, at an average net price per kilowatt hour of 1.75 cents. Eastern New York Railroad Co. purchased during the year ended June 30, 1912, 202,675 kilowatt hours from the Adirondack Electric Power Corporation at a price of 1.5 cents per kilowatt hour measured on the alternating-current side. Elmira, Corning & Waverly Railway purchased from the Elmira Water, Light & Railroad Co. 1,576,514 kilowatt hoiu-a at a price of 1.5 cents per kilowatt hour. Pishkill Electric Railway Oo. purchased 358,904 kilowatt houre from the Southern Dutchess Gas & Electric Co. at a price of 3.5 cents per kilowatt hour. Homell Traction Co. paid the Homell Electric Oo. in the year ended June 30, 1912, for power for city cars at a rate of $2.35 per car per day, and for the Oanisteo cars at the rate of $3.65 per car per day. Hudson River & Eastern Traction Co. was supplied with 302,880 kilowatt hoiu:s by the Northern Westchester Lighting Co., the rate being 2.5 cents per kilowatt hour. Ithaca Street Railway Co. pays the Remington Salt Co. for such quantities of electricity as it may require at the rate of 1 cent per kilowatt hour for alternating current at the switchboard of the gen- eratii^ station. In addition to this, the railway company pays one- half of the labor cost in the engine room of the power station, amount- ing to $167 per month. Lima-Honeoye Light & Railroad Oo. purchased from the Livings- ton Niagara Power Oo. 172,172 kilowatt hours at 3.14 cents per kUo- watt hour. New York & Stamford Railway Co. paid the New York, New Haven & Hartford Railroad Co. for 155,740 kilowatt hours at a rate of 1.25 cents per kilowatt hour. New York Central & Hudson River Railroad Oo. paid the Roch- ester, Syracuse & Eastern Railroad Co. for power at a rate of 2 cents per kilowatt hour, $1,119.50 for 55,975 kilowatt hours. New York State Railways bought of the Rochester Railway & Light Co. 45,442,298 kilowatt hours at 1.0942 cents per kilowatt hour, amounting to $497,222.50. Northport Traction Co. has no contracts or agreements, but pur- chased of the Long Island Railroad 63,546 kilowatt hours at a rate of 5.52 cents per kilowatt hour, amounting to $3,509.61. Orange Coimty Traction Co. purchased from the Central Hudson Gas & Electric Co. 254,370 kilowatt hours, costing $4,425.12, at a rate of 1.78 cents per kilowatt hour. The company also purchased from the Walkill Power Co. 674,158 kilowatt hours, costing $8,425.85, at a rate of 1.25 cents per kilowatt hovir. Otsego & Herkimer Railroad Co. pmchased of the Hartwick Power Co. 3,909,979 kilowatt hours at a rate of 1.67 cents per kilo- watt hour, amounting to $65,435.05. TECHNICAL ADVANCES IN THE INDUSTRY. 349 Plattsbiu^h Traction Co. purchased power from the Plattsburgh Gas & Electric Co. at 1.5 cents per car-mile operated, the kilowatt hours not being measured. The cost for the year was $2,265.04. Several other similar instances in the state could be cited. Purchased power for operation of Pennsylvania BaUroad suburlan lines. — The Pennsylvania Railroad has announced that the contract for the electrical energy for the electrification of its lines between Broad Street Station and Paoh, and also between Broad Street Station and Chestnut Hill, has been made with the Philadelphia Electric Co. The con- tract is for five years. At the beginning the Penn- sylvania Railroad wiU use about 5,000 horsepower, a minimum of 3,750 kilowatts, with a load factor of 25 per cent, being specified. The energy is to be fur- nished for the main line to Paoh and any addition or extension thereto, the railroad company reserving the right to call on the Philadelphia Electric Co. for any additional power that may be necessary for its general system from time to time. With the completion of the present work as planned, the Pennsylvania Rail- road will have 32 miles of electrified lines in the Phila- delphia suburban district. The cost of the energy to the raUroad company for the Paoh line for the first year will be about $150,000. The Philadelphia Elec- tric Co. now feeds a load of 35,000 horsepower daily for the Philadelphia Rapid Transit Co. Power rate for Puget Sound Railway. — The plans for the electrification of the Chicago, Milwaukee & Puget Sound Railway, from Harlowton, Mont., to Avery, Idaho, a distance of 440 nules, include the supply of wholesale power from the Great Falls Power Co., Great Falls, Mont.,, with plants at Rainbow Falls and Black Eagle Falls, on the Missouri River. The rail- way company agrees to electrify its line between Harlowton and Deer Lodge, Mont., a distance of 238 miles, before January 1, 1918, and also agrees to buy from the power company electric energy at the rate of 10,000 kilowatts, maximum demand, for the full period of the 99-year agreement, but two years' notice will be given the power company that dehvery must commence. The railway company has several options for more power up to a total of 25,000 kilo- watts, maximum demand, the agreement as to this additional demand being as follows: Not less than 4,000 kilowatts nor more than 8,000 kilowatts, if called for prior to January 1, 1923 ; not less than 3,500 kilowatts nor more than 7,000 kilowatts, if caUed for at any time between January 1, 1918, and January 1, 1928, and if at least 6,300 kilowatts additional has been called for prior to January 1,1923. Ad ditional energy, when once called for as above, wiU be supplied for the entire remaining term of the contract. Dehvery of energy wiU be made to not more than five stations between Deer Lodge and Harlowton, at 50,000 volts or 100,000 volts, 3-phase, 60-cycle, alternating cur- rent. The railway substations are to contain suffi- cient synchronous machinery to secure a power factor, leading or lagging, of at least 80 per cent. Twelve months' notice will be given the power company of the location of the delivery points. The power com- pany will also have the right to install regulators in the substations for the operation of synchronous machinery in such manner as to receive any power factor between 80 per cent leading and 80 per cent lagging. The rate for energy wiU be 5.36 mills per kilowatt hom-, subject to a minimum bUl, after the first year of service, equivalent to 60 per cent of aU the energy contracted for. The power company is also required to pay the Federal Government a tax of 5 mills per 1,000 kilowatt hours for all energy delivered over transmission lines crossing the public domain. This region is mountainous, embracing some very heavy grades, and it is estimated that electrical operation win result in large financial saving. LINE CONSTEUCTION. Line-construction features. — The subject of line con- struction has received increasing attention from street railway companies in recent years, and its treatment at the hands of the committee on power distribution of the American Electric Railway Association takes the shape of voluminous yearly reports which cover all branches of the work. In no department has the trend toward standardization been more strikingly mani- fested. A great many conditions are involved in the maintenance of overhead-line troUey service with rela- tion to continuity of service ; supply from power-trans- mission lines; joint use of poles; overhead crossings on steam railroad tracks or with other wire systems; nature of poles; use of concrete, lattice, or tubular metal poles; trolley guards; and numerous other features of the service. These could only be dealt with adequately by quoting in full the specifications of the American Electric Railway Association as to such items-, constituting a formidable volume of spe- cific data. It will be sufficient here to note some instances of modem practice under which the indus- try is operated. Probably the most important feature of aU is the safeguarding of lines which connect with outside sources of current supply, for within city limits the familiar methods of central poles, side brackets, and cross suspension seem to have become thoroughly standardized and accepted. One hears very little about them, and there is a notable absence of discus- sion of them in the technical press. There is a refine- ment of method in this field, rather than any radical change. Transmission lines in Georgia. — ^An excellent ex- ample of work in the field of power-transmission service is furnished by the lines for the service of the Georgia Railway & Power Co. of Atlanta, Ga., from the famous Tallulah Falls. The energy from the Tallulah Falls station is transmitted over a steel-tower line from 350 STREET AND ELECTRIC RAILWAYS. Tallulah Falls to Atlanta, a distance of 90 miles ; from Atlanta to Lindale, a distance of 80 miles; and also from Atlanta to Newnan, a distance of 50 miles. The main line from Atlanta to Tallxilah Falls is constructed with six No. 0000 copper conductors and two j^-inch, 7-strand, galvanized-iron ground wires, the latter being mounted on the ends of cross arms at the tops of the towers aboTe the cross arms carrying the main Unes. The transmission lines from Atlanta to Lindale and from Atlanta to Newnan are constructed with No. 00 copper, the same general type of construction as on the main hne prevaiUng. The insulators are all of the sus- pension type, four-disk, two-part insulators being used on the main line from Tallulah Falls to Atlanta, and insulators with five 10-inch disks on the other circuits. A telephone circuit of No. 4 special 30 per cent copper- clad wire is also strung on the towers and insulated by 15,000-Tolt insulators. The telephone line is continu- ous from the power house to all of the substations, and at each interval of 4 miles a small telephone booth supplied with a high-voltage switch, which completely isolates the telephone apparatus when not in use, is provided. At the various terminals and at the Boule- vard substation in Atlanta there are located special high-frequency or tuned telephone calhng circuits for signaling the specific points desired without interfering with the magneto calling systems. The telephone line is protected by the use of horn gaps to ground on the high- voltage side and by a new multicylinder type of oil-filled arrester. A novel method of transposition is accomplished by having the telephone circuits placed on insulators with pins of different heights. The wires enter the tower in a nearly horizontal plane — one on a high pin and the other on a low pin ; that on the high pin crosses diagonally to another high pin on the far side of the tower, and that on the low pin crosses to a low pin, the wires clearing each other by about 5 inches. This method of making transpositions does away with the customary deadening of the line and connecting of opposite wires with a jumper. The steel transmission towers used on the line are spaced about 17 to each 2 miles. Three standard types, 66 feet, 70 feet, and 80 feet in height, are used, the first for the No. 0000 copper circuits of the main line, the second for the No. 00 circuits of the lines run- ning to Newnan and to Lindale, and the third to carry the high-tension and low-tension circuits around the outer zone of the city of Atlanta. The bases of the towers, which are square, have side dimensions of 16 feet, 18.5 feet, and 20 feet, respectively. The 110,000-volt wires are spaced on 9-foot centers suspended vertically, one 3-wire circuit on each side of the structure. The towers on the main line weigh 5,554 pounds, those on the branch lines weigh 4,721 pounds, and the special towers used around the city of Atlanta weigh approximately 8,000 pounds. The cross arms are of standard channel-iron section and the tower legs are of angle-iron section. Special U -bolts secure the suspension insulators to the cross arms. The footings are made by extending the tower-comer angles into the ground to a depth of about 7 feet, and footing angles are bolted to the bottom ends. In addi- tion to the standard towers, special angle towers are used for fine angles above 10°. The latter towers are of the same design as the standard tower, but of heavier section, and have eccentric cross arms to take care of clearances for angle location. These strain towers on the main lines weigh 6,880 pounds and those on the branch lines weigh 6,680 pounds. In a number of places towers 105 feet high are used. The towers, of which there are, all told, 1,754, were tested for vertical, horizontal, and torsional loads before shipment. The towers for the main lines were designed for a longitudinal pull of 4,300 pounds at right angles to the end of any one cross arm, a vertical load of 1,500 pounds at the end of any or all cross arms, a load of 1,500 pounds pulling at the top of the tower in any direction, and a load of 10,000 pounds pulling at right angles to the line or parallel to the cross arms; and at the same time a pull of 8,000 pounds vertically to the line or at right angles to the cross arms — that is, 4,000 poimds at each end of one single cross arm or at each of any two ends of any two cross arms. The towers for the branch lines were designed for a longitudinal pull of 3,000 pounds, a vertical load of 1,200 pounds, a load of 1,200 pounds pulling in any direction at the top of the tower, a load of 8,000 pounds pulling at right angles to the line, and at the same time a pull of 5,000 pounds longitudinally to the line or at right angles to the cross arms. The cross arms are proportioned for a combined load of a longitudinal pull of 3,000 pounds, a vertical load of 1,200 pounds, and a horizontal thrust of 1,000 pounds at the ends. The material used in the construc- tion is all thoroughly galvanized, and sherardized bolts were employed in assembling the various parts. Transmission system in Missouri. — One of the larger interurban systems of 1912-13 is that of the Kansas City, Clay County & St. Joseph Railway, which is a good example of the modern method of connecting cities electrically by trolley in face of steam competition. There are six steam roads operating for freight and passenger business between the terminals named, and a seventh competitor would seem wholly superfluous, but various advantages pertain to the electric method for high-speed, short^route purposes. Current is re- ceived from outside sources at 33,000 volts, 25 cycles, being converted to 1,200- volt direct current at five substations along the two divisions of the line. One pole line is used to carry the trolley wire and3-phase transmission line, one telephone circuit, and the feeder cable, space being allowed on the cross arms for signal wires. The plan is such that the road may ultimately be operated at 1,500 volts direct current, with 1,200 volts direct current for initial operation. The design is also initially for single track, permanently located on TECHNICAL ADVANCES IN THE INDUSTRY. 351 the right of way as one of the tracks of a double-track road. In. general, five-point catenary bracket construction is used, span construction being employed only on long overhead viaducts and bridges and for short dis- tances in the cities. Bracket construction is also used on the 15 sidLags on the St. Joseph division and the 8 sidings on the Excelsior Springs division, a line of poles being set on the outside of the siding and oppo- site the main line of poles. With this design, in case the line is double-tracked the siding poles may be used as main-line poles without change. The pole spacing is 150 feet on tangent line and less on curves, the distance depending upon the degree of curvature. The accompanying table gives approxi- mately the spacing used on curves, also span and pull- off spacing. Table Showing Pole Spacing, etc., on Difpebent Degrees of Curves. Brackets. Feet. Degree of curve. Tangent tol° l°to2i° 2i°to3i° 3i°to4° 4°to6i° 6i° to7J° 7i°tolO° 10° to 17° 17° to 80-foot radius Pole spacing. Feet. 150 150 13S 120 105 90 75 60 45 Straight line. Number. 5 4 4 4 4 2 2 Pull-Off. Number. Inches. 16 16 13 10 8 6 4 2i All sags are calculated to a temperature of 60° F. The sags above given are from the center of the mes- senger to the center of the trolley, equal to 22 inches at the bracket arm. All poles are Michigan white cedar, those carrying transmission lines being 40 feet ia length and those with- out transmission lines 35 feet in length. All poles have a diameter of 8 inches at the top to comply with the Northwestern Cedar Men's Association standard speci- fications for electric poles. As a rule, the poles were framed before being set, and the pins and insulators placed on the cross arms. In special instances, where the wires pass over foreign transroission and telephone lines, poles having a length as great as 60 feet are used. The following table gives the pole settings for different lengths of poles : 35-foot poles in the ground 6 feet deep. 40-foot poles in the ground 6 feet deep. 45-foot poles in the ground 6 feet 6 inches deep. 50-foot poles in the ground 7 feet deep. 55-foot poles in the ground 7 feet 6 inches deep. 60-foot poles in the ground 8 feet deep. On curves all poles are keyed with stone or timber, and in soft groimd are set in concrete at points of special strain. Poles on bracket construction are set with their faces a distance of 7 feet 6 inches from the center line of the track, and on straight line they are set with a rake of 8 feet from the track. On span construction through towns, and at other places where such procedure was necessary, the main pole or poles are set with a rake of 2 fteet and the 35-foot poles opposite with a rake of 4 feet. Where guying was necessary, f-inch, 7-strand, galvanized-steel wire having a tensile strength of 5,000 pounds was used, the pole being protected by galvanized-iron bands where the guy wire passes around it. Wood-strain insulators are cut into all guy wires at a distance of 8 feet from the pole, and the guys are anchored to f-inch by 6-foot anchor rods, passed through 6-inch by 8-inch by 8-foot ties, buried 5 feet deep. All guying was done before any strain was brought on the poles by the erection of any high-tension trolley or feeder wires. The cross arms are of Washington fir, with dimen- sions as follows: For the 33,000-volt, high-tension line, 5 inches by 6 inches by 10 feet, four pin; feeder arm, 3^ inches by 4^ inches by 4 feet, three pin; telephone cross arm, 3^ inches by 4^ inches by 8 feet, eight pin. Spaces have been allowed on the telephone and feeder cross arms for the installation of signal wires. The high-tension cross arm is placed at the top of the pole and is braced with IJ-inch by l^-inch by -j^inch angle brace having a spread of 5 feet. The feeder arm is placed second from the top, immediately above the bracket arm, and the telephone arm just below the bracket arm. On curves of 2 degrees and greater, iron pins having a f-inch by 7-inch shank and a 4f- inch curved base, to fit 5-inch by 6-inch arms and ex- tending 7i inches above the high-tension cross arms, are used. For high-tension fines along tangent track locust pins 13 inches over all and having a l|-inch by 6-inch shank, to fit 33,000-volt insulators, are installed. For the direct-current 1,200-volt feeders the company uses 1^-inch by 4i-inch shank, locust pins, 9 inches over aU, and for the telephone fine l^-inch by 4^-inch shank, locust pins, 9 inches over all. For telephone transposition, 1^-inch by 4^-inch shank, locust pins, 10 inches over all, are used. All insulators on the St. Joseph division are brown porcelain, having a wet flash-over test of 68,000 volts and a dry flash-over test of 90,000 volts. The high- tension fine on the Excelsior Springs division is carried on porcelain insulators having a wet flash-over test of 70,000 volts and a dry flash-over test of 133,000 volts. All 1,200-volt feeder insulators are designed for a working voltage of 6,600. The 9-foot bracket arms are 2^-inch by 2i-inch by J-inch T-sections, with f-inch tension rods. AU brackets are black japanned. For tangent steadies on inside curves the bracket arms are 12-foot long, 2i-iD-ch by 2i-inch by i^-inch T-sections with f-inch tension rods. These also are black japanned. The messenger insulators are designed for a test voltage of 20,000 volts. On span-wire construction, f-inch, 7-strand gal- vanized-steel cable, having a tensile strength of 5,000 pounds is used. This is attached to the poles with 352 STREET AND ELECTRIC RAILWAYS. f-inch by 14-mch galvanized eyebolts. These eye- bolts are placed at such a height as to aUow for a dip in the span wire of 1 foot in 10 feet, with the eyebolt run out its fuU length. Wood strains are cut into the span wire 8 feet from the troUey on either side and into the pull-off s and bridle guides. The catenary cable is supported at the center of the span by West- inghouse cross-stand messenger hangers. The catenary construction is of the single-messenger type, the sag at the center being approximately 16 inches. The messenger is ^-inch steel strand, having a tensile strength of 9,000 pounds and an elastic limit of 5,300 pounds. Five-point suspension, with flexible catenary hangers and curve pull-off s, is used. The troUey wire used is No. 0000 B. & S. gauge, hard- drawn standard grooved copper having a tensile strength of 46,500 pounds per square inch. The height of the trolley wire is 19 feet above the heads of the rails. The feeder wire is 500,000-circular-mil bare-stranded copper cable, composed of 37 strands, each having a diameter of 116.2 B. & S. gauge, concentric type. This cable is strung the entire length of both the Ex- celsior Springs and St. Joseph divisions. It is tied to the insulators with No. 6 B. & S. soft-drawn copper wire and is rope-spHced and soldered. This feeder was erected before the bracket arms were put in" posi- tion, and is placed on the track side of the pole. The trolley and messenger is sectioned at four points, one being on each division to insulate the 1,200- volt railway current from the 600-volt current of the Union Depot Bridge & Terminal Railway, one at the substation on the Excelsior Springs division, and one at substation B on the St. Joseph division. Twelve- hundred-volt section insulators are used. The feeder is tapped into the troUey approximately three times per mile. The taps are No. B. & S. copper wire, soldered to the feeder and run through two feed-tap porcelain insulators and fastened to the feed-tap trolley feeder. Twelve-hundred-volt arresters are used for the pro- tection from hghtning of the feeder and troUey wires. These arresters are located about five to the mUe and are so spaced as to bring an arrester on each pole where a feed tap is located. These arresters are placed about 17 feet above the top of the rail and each is con- nected to the feeder wire by means of a No. 6 B. & S. copper wire which is soldered to the No. B. & S. copper wire and is stapled to the pole with galvanized fence staples. The end is soldered to the brass cap of a |-inch by 7-foot galvanized-iron pipe having a driving point placed at one end and the brass cap at the other end. This pipe is driven directly under- neath the Ughtning arrester to a depth of 6 feet, leaving 1 foot above the ground. The high-tension, 33,000-volt, 3-phase, 25-cycle transmission line is carried from the MetropoUtan power house in Kansas City to the junction transformer station by three 300,000-circular-mil bare-stranded feeder cables. From the transformer to substation A on the St. Joseph division, a distance of about 12 miles, three No. 2 B. & S. medium hard-drawn bare copper wires are used. These are supported on insulators and pins as stated above and tied in with No. 6 soft- drawn B. & S. copper tie wire. From substation A to substation B, a distance of about 26 miles, and also from the transformer station to substation C on the Excelsior Springs division, three No. 4 B. & S. medium hard-drawn bare copper wires are strung. For the protection of the high-tension lines a No. 6 B. W. G. galvanized-steel wire is strung over the tops of aU high-tension poles. It is placed at a height of 22 inches above the top of the pole and 3 feet 6 inches above the top of the high-tension cross arm, and is fastened to a porcelain knob, which in turn is bolted to a 2-inch by 2-inch by ^^-inch by 3-foot 6-inch angle iron. This ground wire is grounded approximately five times to the mile by means of No. 8 B. W. G. galvanized-steel wire, which extends down the track side of the pole and is fastened at intervals of 5 feet with galvanized-iron fence staples. This wire is attached to the ground wire by wrapping and soldering and is grounded at the base of the pole to a f-inch by 7-foot galvanized pipe, having a driving point and brass cap, and driven into the ground at the base of the hole. The telephone circuit consists of two No. 10 B. & S. copper wires. This line is transposed every 1,000 feet, the transposition being made on one transposition insulator. Telephone jack boxes are placed every ndle and at aU sidings for the entire length of each division. Pacific Electric Railway catenary construction. — During 1911 to 1913 the Pacific Electric Eailway of Los Angeles, Cal., instaUed over 50 miles of catenary construction on about 40 miles of route, with the inten- tion of making this method or type its standard on interurban Hues. The heavy service conducted by the company makes a straight-running working conductor, such as is furnished by a catenary overhead construc- tion, extremely desirable, as wiU be seen from the state- ment that the trains of three or more cars, each car weighing over 80,000 pounds, are often run at speeds on the interurban stretches of 60 miles per hour or more, and that long freight trains are operated by 60-ton loco- motives. The amperage which is collected from the wire at high speeds is consequently very large, and it would probably have been impossible to coUect the requisite amount of current from the overhead system if the company had not for a long time been using a troUey with a pneumatic base, by means of which a pressure of about 30 pounds is put upon the wire at the troUey wheel. The problem of overhead collection has thus been greatly reduced. In the standard pole and bracket construction used in the latest catenary work of the company, one sys- tem includes a pole designed to carry also a single TECHNICAL ADVANCES IN THE INDUSTRY. 353 transmission line; the other, a double transmission line. In the former case the three wires are carried in the same horizontal plane, an arrangement which differs from the usual triangular plan, but is considered by the company better where the length of transmis- sion is not too great, so that there will not be any serious unbalancing effect from induction. The three trans- mission wires are carried on a single cross arm so that they are easily accessible to the linemen. In the second arrangement the three transmission wires are in a vertical plane, and as the cross arms are 8 feet in length this arrangement also permits easy access to the wires by the linemen. In tangent catenary con- struction the poles are spaced 150 feet apart, this dis- tance being shortened on curves to 60 feet, even for a 1-degree curve. The transition from 150 feet to 60 feet is made gradually. A variety of types of hangers and insulators has been used in the catenary construction already installed, including the Southern Pacific type of hanger with round loop at the top and the commercial type of strap hanger with an extended flap loop. The hangers are spaced 15 feet apart. The company has found it necessary to use tie spans to the troUey wire at occa- sional intervals on tangents to hold it in position. At present these spans are being used about every 300 feet. Otherwise the wire would cant, especially under heavy side-wind pressure and when pressed up by the trolley pole. The company is constructing all of its catenary line for 1,200 volts, because it has planned to cliange gradually to this high voltage on the iuterurban sections. It is also planning gradually to change from the ordinary overhead construction to the catenary construction. In all of its overhead construction the company treats the bases of its poles to prevent decay, the treat- ment being applied to the portion of the pole under the ground and for a distance of 1 foot or 2 feet above the ground. This corresponds to about one-seventh of the length of the pole. The process consists of charring the butts or portions treated over a fire made of shav- ings, and, while the charred wood is stDl hot, pouring crude oil over it. In this way charcoal forms readily, and good penetration for the preservative material is secured. This process is applied in the pole yards and costs about 50 cents per pole for material and labor. The on used is the ordinary crude oil, which costs in Los Angieles about 75 cents a barrel. After the pole is erected it is painted. Statistics of wooden poles. — Statistics of the number of wooden poles purchased in th^ United States in 1911 by steam and electric railroads, electric light and power companies, and telephone and telegraph companies are presented in a bulletin issued by the Bureau of the Census. The figures include the pole purchases of practically all of the telephone and telegraph, electric railroad, electric light and power, and steam railroad companies, and accordingly reflect very closely the actual drain upon the pole timber forests of this country. The bulletin was prepared under the super- vision of W. M. Steuart, chief statistician for manu- factures. In 1911 the total purchases of poles in the United States amounted to 3,418,020 sticks of timber; of these, 2,402,724, or 70.3 per cent, were purchased by the telephone and telegraph companies; 787,649, or 23 per cent, by the electric railroad and electric light and power companies; and 227,647, or 6.7 per cent, by the steam railroads. The total number of poles pur- chased represents a decrease of 452,674 as compared with 1910, and of 320,720, as compared with 1909, but it exceeds the totals for 1908 and 1907 by 168,886 and 134,752, respectively. The decrease in the purchases of 1911, as compared with 1910, was confined to tele- phone and telegraph companies and steam railroads, while substantial increases in purchases were reported by the electric railroad and electric light and power companies. Five kinds of wood — cedar, chestnut, oak, pine, and cypress — supplied over 90 per cent of the pole require- ments of the United States during each of the five years 1907-1911. Cedar, which has long been the preferred wood for pole purposes, supplied 61.4 per cent of the total number reported in 19 1 1 . Purchases of chestnut increased substantially from 1908 to 1911, amounting in the latter year to 177,440 more than in 1908. The number of oak poles used increased rapidly from 1907 to 1910, but decreased greatly in 1911, in which year the number reported was more than 65,000 below the figure for 1910. The use of pine has increased but Uttle since 1907. The demand upon cypress has fallen off slowly year by year, the number of cypress poles purchased in 1911 being only about three-fourths as great as the munber purchased in 1907. This falling off is due to the high price of cypress lumber and to the fact that this timber is found generally in sizes too large for poles. The preferred species of wooden poles have the gen- eral physical qualifications of durability in the soU, strength, Hghtness, straightness, a surface which will take chmbing irons readily, and comparatively shght taper. The various species of cedar combine these qualities in high degree. Cedar poles are cut princi- pally from the white cedar of the Lake states, the red cedar of the Northwest, and the southern white cedar of North Carolina, Virginia, and New Jersey. Chest- nut is cut principally in the Atlantic Coast states from Georgia to New Hampshire. Oak, a very widely dis- tributed species, is cut for poles chiefly in the hardwood states of the Ohio and Mississippi Valleys. Most of the pine reported is that commonly known as southern yellow pine and includes several species — long-leaf pine, short-leaf pine, loblolly pine, and some others. Of these, the most durable is the long-leaf pine, while 58795°— 15 -23 354 STREET AND ELECTRIC RAILWAYS. the loblolly pine gives very brief service unless it is treated with a preservative. In the West another species — western yeUow pine — is reported, which also requires preservative treatment. The woods used for poles in the United States are chiefly those which are naturally very durable in con- tact with the soil. The hfe of timber under this condi- tion varies considerably according to the species, to differences in the wood of the same species, to the char- acter of the soU, and to climatic conditions. Cedar, chestnut, cypress, juniper, and redwood usually last from 10 to 15 years, while white oak has an average life of somewhat less than 10 years. The resistance of the poles to decay can be consider- ably increased by the use of preservatives. Wood preservation is now on a firm footing in the United States, but the advantages which this practice affords are by no means fully utilized by the pole consumers. Preservatives not only add from 3 to 15 or more years to the service of the woods now commonly used for poles, but also make it possible to use cheaper woods which in their natural condition lack.durabihty in the soil, although possessing all the other qualities neces- sary in pole timber. The durabihty of woods which ordinarily last but a few years can thus be increased to more than double the normal hfe of cedar. The principal preservatives used for treating poles are those classified ' as refined coal-tar oils. Under this heading are included creosote oil and various pro- prietary preservatives. Creosote oil was used in treating 159,321 poles, of which 50,021 were cedar and 83,035 yeUow pine. The cost of treating poles varies according to the wood treated, the kind of preserva- tive and quantity used, and the process employed, but it is only in rare instances that the adoption of a pole- treating pohcy is not economical. During 1911, 656,504 poles were reported as having had some kind of preservative treatment. This number exceeded the total for 1907 by 260,305, that for 1908 by 312,116, and that for 1909 by 79,873, but was less by 168,169 than the number reported as having been treated in 1910. The following statement shows, by varieties of wood, the number of poles purchased in each year from 1907 to 1911, inclusive: KIND or WOOD. Total.. Cedar Chestnut Oak Pine Cypress Juniper Redwood Douglas fir.. Tamarack. . . Osage orange Spruce Locust All other 3, 418, 020 2, 100, 144 693,489 199, 690 161, 690 72, 995 27,847 26, 887 24,833 23, 543 21, 101 10, 166 8,477 47,268 1910 3,870,694 2,431,667 677,517 265, 290 184, 677 75, 459 20, 042 30, 421 66, 732 30, 964 23,221 22, 929 9,030 42,846 1909 3.738,740 2,439,825 608.066 236,842 179, 586 77, 677 43, 581 23, 146 24,877 29,889 21, 491 11, 423 10, 463 31, 876 1908 3, 249, 164 2,200,139 616,049 160,702 116, 749 90, 679 42,367 13,061 19,542 24,123 18, 109 8,088 10, 224 29,422 1907 3,283,268 2,109,477 630,282 76, 450 165,960 100,368 38, 925 31, 469 16, 919 13, 884 6,962 10, 646 4,672 89,264 Employment of concrete poles. — The last few years have seen a marked increase in the use of concrete poles and in the attention given to them by street railway managers as a substitute for both wooden and metal poles. An example is furnished by the New York State Railways, which, during 1910, 1911, and 1912, utUized these poles on a large scale and estab- lished a plant for their production with a capacity of 10 to 15 poles per day. These poles are cast in timber molds of the usual type. The specification as to material is as foUows: Before casting poles, oil form inside with a mixture of one part black oil and one part gasoline. This oiling to be done immedi- ately before casting pole. The concrete mixture to be formed from one part cement, two parts sand, and two parts stone, measurement to be made by volume. All stone used to be clean and free from loam or dirt. Thoroughly wet the stone in the pile before mixing. Sand to be free from loam or dirt. Place the proper amount of sand on the mixing board and spread out to a thickness of 4 inches. On this sand place the cement and turn both three times, after which apply the water and turn so that the mass is entirely wet. Spread out this mortar again in a 4-inch layer and dump the stone in another layer on top. Turn the mortar and stone until mortar and stone are thoroughly intermixed. The concrete mixture must not be left on the board long enough to require retempering, but should be placed in the forms at once. In placing the reinforcing rods great care must be used properly to locate the same and maintain in the proper position. The time of removing of side forms and moving of pole to storage will vary with the weather, but in no case shall a pole be lifted until 96 hours have elapsed after casting. After removal from the forms the pole shall be painted with a mixture of one part cement and one part sand, the pole being wet before the application of this paint. Remember that a crack formed in a pole by handling too green can not be healed. In the storage and shipping of poles 2-inch cleats must be placed between the separate horizontal layers of poles to allow attachment of clamps for handhng. Four standard types of poles are made: One with 7-inch top, 30 feet long, being the standard troUey pole for city construction, either bracket or span; one with 7-inch top, 35 feet long, for interurban trolley lines; one with 8-inch top, 30 feet long, for heavy city service; and one with 8-inch top, 45 feet long, for feeder fines. The standard 30-foot pole weighs approximately 3,200 pounds and costs complete, including aU material, labor, and maintenance charges, $12.03 at the yard. This pole is designed to take the place of the steel tubular pole costing about $35. The standard' 7-iach, 30-foot pole has reinforcing as foUows: Twisted steel rods placed about 1 inch from the surface — ^four f inch by 29 feet, four J inch by 23 feet, four \ inch by 16 feet, and four ^ inch by 8 feet. The poles with 8-inch tops have the same arrangement of rods, aU f inch instead of ^ inch. The longer poles have the rods lengthened at the top ends. Altogether the New York State Railways, Utica-Syracuse lines, had some 1,400 of these reinforced-concrete poles in use at the end of 1913 on their various city and suburban lines, and tests made as late as March 12, 1914, showed that the standard types and methods of construction needed no change to give greater strength of perma- nence. TECHNICAL ADVANCES IN THE INDUSTRY. 355 Ooncrete-pole tests. — Some interesting tests were re- ported on concrete poles from Oklahoma City ^ Okla., and NashvUle, Tenn., early in 1914, in regard to solid and reinforced poles and the best placing of reinforcement. Six poles each were tested by the Oldahoma Gas & Electric Co. at Oklahoma City, and the Nash- ville Railway & light Co. at Nashville. The con- crete for aU poles was in the proportions 1:2:3^, and high-carbon square cold-twisted steel bars of 50,000 pounds per square inch elastic limit were used for reinforcing. The rods were bent to insure good bonding. The poles were molded in wooden forms by men experienced in concrete work but not especially trained for pole making, so as to dupHcate field con- ditions. The hoUow poles were made with sectional tapered sheet-iron cones. At Oklahoma City the pull was apphed by means of a cable fastened to the pole 6 inches below the top and passing through a block attached to a neighboring gas-tank frame. A coal car was attached to the free end of the cable and loaded with sacks of sand. At the ground line the poles butted against a heavy, rounded-end timber braced against the bank, with another timber, renewed for each test, braced against the butt. At Nashville a cable was attached 1 foot from the top of the pole and passed through a block at the top of a guyed mast. The pull was ap- plied by a hoisting crab and measured by means of a pair of dynamometers. Here the poles were braced at the ground line and concrete footings were placed around the butts. Deflections were measured by means of a rule at Oklahoma City and by rule and plumb bob at Nashville. Poles were tested to destruc- tion in all cases. The general conclusion was that hoUow poles are not successful in resisting shearing forces from the ground line down, as aU showed shearing failure in this region. After failure the tendency of the concrete on the com- pression side was to sUde by that on the tension side, causing a shearing action in the side walls. Inasmuch as hollow poles are more expensive than sohd ones and are more difficult to make, and as they are not much lighter for equal strength, their use is not advised. Poles having few bars with some butt reinforcement were shown to be preferable. At Nashville the tests showed that a safety factor of 2 is obtained when 1,200 pounds per square inch unit stress is allowed for 1:2:3^ concrete and 30,000 pounds per square inch for high-carbon steel. The average calculated breaking load (straight-line formula used) for four hollow poles was 2,375 pounds, and the actual breaking load was 1,557 pounds ap- plied 6 inches from the top. Five of the sohd poles had calculated average breaking loads of 3,500 pounds, while the actual breaking load was 3,610 pounds. TroUey hrackets on huildings. — One of the noticeable differences in practice hitherto between trolley lines in American city streets and those of the Old World has been the attachment of trolley span wires by plaques or brackets to buildings in European cities, thus dispensing entirely with poles. One of the leading reasons for this difference has been that in Europe the streets through which many of the trolley lines run are very narrow, permitting only one track and affording no foothold for poles. In America the average streets are much wider, and poles can be planted without any real interference with the travel of pedestrians or vehicles. There is also understood to be an objection in America on the part of fire insurance companies to the plan of building attach- ment. The statistics of the relative inflammability of European and American bufldings would appear to warrant this objection, but it is obvious that better methods of installing and insulating lines would overcome it. During the period 1907-1912 there was a marked tendency in some places to clear the streets of poles and to try out the European method. Two instances may be cited. Under the direction of the board of public safety of Fort Wayne, Ind., a movement has been in progress for some time to remove aU unnecessary poles and wires from impor- tant streets in the business district, and this is working out in a very satisfactory way both to the property owners and to the Fort Wayne & Northern Indiana Traction Co., which operates the local street raflway system. Several years ago the board of pubhc safety made arrangements with the owners of property on Calhoun Street, the principal business thoroughfare, by which the railway company was granted easements to attach its span wires to bufldings, thus doing away with the necessity for poles for span wires. Rights were also secured for running feeder wires in some instances underground and in some cases down afleys. As a result, span wires were attached to bufldings and poles taken down for a distance of a nifle on Calhoun Street, greatly improving the appearance of the street. As a matter of protection, to the company, papers were signed by the property owners relieving the company from any habflity for possible damage to buildings as the result of strain imposed by span wires. The com- pany was put to no expense for this innovation except the expense of making the change. These span wires were attached to the bufldings by means of expansion .corrugated iron sleeves, which are embedded in the waUs to a depth of about 6 or 8 inches. The other example is that of the Tri-City Raflway of Davenport, Iowa. To eliminate pole construction in front of retafl stores, the company has developed a method of attaching span wires to the faces of the bufldings. This plan is.foUowed generaUy where the owner of the buflding requests that it shaU be done. The hole in which the eyebolt is inserted is drilled in the wall of the buflding with a 2-inch pipe drfll at an angle of about 96 degrees and to a depth of from 10 inches to 12 inches, according to the length of the 356 STREET AND ELECTRIC RAILWAYS. eyebolt. A &e-clay mold is then used, placed so as to hold, the eyebolt in the center of the hole and to prevent the melted sulphur which is poured into the hole from running down the side of the wall. After the sulphur has cooled the mold is removed, and the sidphur, which is made flush with the surface of the wall, is then painted. Eyebolts are placed in the columns of brick walls in the same way. Gombination trolley and lighting poles. — ^Another effort toward the diminution of the number of poles on the streets is seen ia the various efforts made to carry street Hghts on the troUey lines. An excellent illustration is afforded by Niagara Falls, N. Y. The International Railway, of Buffalo, N. Y., recently made an installation of combiaation lighting and trolley poles on the main street of the city of Niagara Falls under somewhat unusual circumstances. The poles, which were purchased by the city, are provided with slots below the ground line so that if desired in the future the feeders now carried upon them may be placed in conduit below sidewalk level. The material used in the pole construction is 7-inch, 6-inch, and 5-inch standard-weight tubing. The poles were in- stalled on Falls Street in accordance with a plan for lighting which had been under consideration in Niagara Falls for many years and which was crystal- lized by a comparatively recent offer of the HydrauMc Power Co. to furnish free electric current for the lighting system. Early last June the city asked the president of the International Railway Co. if the trolley poles could not be removed from the street in furtherance of the plan. He consented not only to remove the trolley poles but to place the new poles for the city and to transfer the trolley wires and feeders to them without charge. The work of installation was begun in August, 1913, and was completed inside of three months. The installation consists of 112 poles, each of which is equipped with a double bracket for supporting a pair of inverted arc lamps of about 800 candlepower each. The poles are spaced at 70-foot intervals, thus giving one of the best street-Uluminating systems in the country. ADVANCES AND CHANGES IN STKEET CARS. No more starthng changes in the street railway in- dustry have been shown in years than those in its cars. In the effort to deal with problems of con- gestion, low rates of fare, public convenience in en- tering and leaving cars, the full collection of fares, and safety in operation, an extraordinary number of new types have been evolved, each with its special merits, but many of which must undoubtedly dis- appear from service. The year 1912 was particularly marked by an outburst of originahty in this respect, and probably no previous period in street railway history showed so many innovations. Some of these wiU be noted. The modern stimulus in car design for city service may be said to have begun with the successful demonstration of the pay-as-you-enter car, which originated in Montreal and was shown first in the United States at the Columbus convention of the American Electric Railway Association in 1906. The prepayment plan may now be considered as a permanent feature of city car design. The develop- ments in 1912 were in the extension of this prin- ciple to center entrances, with an increase in accessi- bility to the car, in greater attention to safety features, and in renewed use of one-man cars. Early in 1912 came first the New York "stepless car" with a body hanging near the ground between the trucks, and then the low center-entrance cars of Brooklyn and Washing- ton and the center-entrance, end-exit car of San Diego, These were accompanied by the "low-floor" car of Pittsburgh, in which 24-inch wheels and small motors eliminated one step and reduced the weight to an unprecedented figure. As soon as the success of the low-level cars of New York and Pittsbui^ was assured, the trial of double-deck cars based on these designs became almost obvious, and during 1913 cars of this type were placed upon the street almost simultaneously in the two cities. In the meantime, also, the "near-side" principle, developed during 1911, had been applied to one-man cars, thus supplying a need for light-trafl&c service which had existed, but had been neglected, since the bobtail horse car dis- appeared. During 1 9 1 2 also there was under construc- tion and trial the most extraordinary development of all, the "articulated" car of Boston, consisting of two old single-truck cars set end to end and flexibly con- nected by a low-hanging vestibule with center side doors. Last among the radical designs of the year came the storage-battery "stepless" type, a four-wheeled car without a truck frame and of extremely light weight. With one exception, all of the center-entrance cars were developed primarily to provide easier access for passengers by a reduction in step heights, with the exceedingly important indirect benefit of decreasing the time of passenger movement, thus permitting faster schedules. Most of the cars mentioned have demonstrated their obvious advantages, namely, increased seatii^ capacity, greater accessibUity to all seats, and increased safety of operation. The articulated car is primarily adapted to the rebuilding of old equipment, and provides an answer to the question as to what disposition can be made of old rolling stock rendered obsolete by the intro- duction of the new types. The double-deck designs of New York and Pittsburgh also have not apparently arrived at the stage where their merit insures a gen- eral adoption. Climate comes in to some extent in determining their field of use. The Pittsburgh car, however, has been reported to be a thorough success CENTER-ENTRANCE, STEPLESS CAR, NEW YORK RAILWAYS CO. -^fSmm^^ sf-^:'- nx ■! ;...-m».w - - ^,_JK^tedB. (Face p. 356.) LOW-FLOOR CAR, PITTSBURGH RAILWAYS CO. TECHNICAL ADVANCES IN THE INDUSTRY. 357 for handling crowds going to parks or games and caring for rush-hour traffic from factories; and a duplicate of the New York car has been ordered for Columbus, Ohio. Both double-deck cars are, of course, of recent construction, and the opportunity for trial has been limited. The new types of cars for interurban service and for heavy electric traction are less numerous and less divei^ent from previous types. The steel cars of the Cambridge Subway probably show a greater departure from generally accepted standards than any of the other large cars of the year. They are equipped with three side doors, and the usual platforms, bulkheads, and platform doors have been eliminated. One of the doors is located at the center of the car, and the other two are approximately over the. trucks. This plan divides the car into four sections and gives, in the longer car, the same effect as the center entrance so notable in the new designs for city service. In general, the use of steel for car bodies has shown a marked increase. All except two of the new types of city cars have depended upon the girder effect of the side sheathing between belt rail and sills to sup- port the load, the strains being carried around the doorway by heavy reinforcement, and it is manifest that this construction is to be perpetuated. In fact, with the existing demand for light-weight cars, such a form of steel construction seems to be obligatory, as the low records for weight established during the year were obtained through its use. For the same reason it would seem that the adoption of wheels of small diameter would become general in slow-speed service, as their practicabiHty has been thoroughly demonstrated. Double-deck Pittsburgh cars. — ^These cars in use on the Pittsburgh railways are intended not only for special service to parks, ball games, etc., but for regular runs on one of the city hnes. On this line, however, 75 per cent of the passengers are loaded at five points in the central part of the city. Contrary to the some- what prevalent behef that the double-deck design involves an enormously high first cost, the quotations which were made for the five cars were found to be exceedingly low considering the increase in seating capacity. In fact, the actual price paid for each amounted only to approximately $1,500 more than the cost of a standard single-deck car. The cars are carried on small wheels to permit the use of a low main floor which is only 28f inches above the rail. The center portion of the main floor is de- pressed to form a well from which the stairs extend to the upper deck and which also provides space for sepa- rate entrance and exit doors. The two stairways are located on both sides of the car, but face in opposite directions, the exit stairway having its floor alongside of the front doorway, which is used only as an exit. The stairway for ascending passengers is, in conse- quence, on the opposite side of the car from the door which is used as an entrance, and the fare box, behind which the conductor is stationed, is near the foot of this stairway. This arrangement provides a loading space having a length of approximately three-fourths of the width of the car, and gives room for about eight enter- ing passengers between the door and the fare box. The seats on the upper deck are longitudinal and are arranged back to back in the center of the car, the space underneath the seats providing a clear head room for the first floor of 6 feet ^ inch. These seats are curved outward at the ends of the car so that head room for the motorman on the lower deck is provided across the full width of each end. In consequence, the motor- man can stand erect on the lower deck without having his movements restricted. The over-all length of the car is 47 feet 2 inches, and the width is 7 feet 10 inches, both dimensions being approximately standard with the newer siagle-deck cars of the Pittsburgh railways. This makes the cars shorter but wider than the original, which was built in the railway company's shop by fastening two small cars end to end and putting a second deck over them. The trucks are set on 22-foot 2-inch centers, and each end of the car is in consequence ahnost exactly bal- anced over one of the trucks. The over-all height is 13 feet 8 inches, 9 inches less than that of the original, and the clear heights for the upper and lower decks are, respectively, 6 feet and 6 feet ^ iach. The head room at the central wall is 6 feet 3 inches. The center part of the roof is made 4 inches higher than at the ends, since at the middle section of the car, which is occupied by the well, it is necessary to have a clear head room of at least 6 feet over the full width of the car for both decks. Except at the central well, however, this is not necessary, as the clear head room has to be maintained only in the aisles, and at the sides of the upper deck the floor is depressed 4| inches to form a walking space in front of the longitudinal upper- deck seats. The depressed ends of the roof have been provided in order to permit the troUey pole to swing out over the edge of the roof on a curve under a low bridge, and also to permit the installation of roof ventilators without adding to the over-aU height of the car. Practically the whole side of the car is designed to act as a beam and the entire weight of the car is sup- ported by this, no underframing being used outside of the two center sills for transmitting pushing and pull- ing strains. The portion of the car siding which car- ries out this beam action extends up to the window sills on the second floor. The body bolsters which trans- mit the load from the sides to the truck center plates are made up of pressed shapes to form a box girder. The center sills, which serve only as a means to absorb pushing and pulling strains, are made up of two 4-inch channels set with the flanges vertical. At a point on 358 STREET AND ELECTRIC RAILWAYS. either side of each bolster these two channels diverge, extending at a 45° angle to the ends of the bolsters to take up any tendency of the frame to rack. In the center portion of the car, whei-e they are again brought parallel and close together, they are bent downward under the central well and assist in supporting its floor. Floor beams complete the framuig. The seats on the lower deck are in general trans- verse, and those on the upper deck are set longitudi- nally to provide head room in the aisles for the first story. Additional seats are, however, provided where- ever space for them exists. Thus on the lower deck two semicircular seats for five passengers each are placed at either end of the car and four single seats next to the well. Fotir longitudinal folding seats are provided in the center well, of which two, seating two persons each, are located on the blind side of the car opposite the doors. The other two, one alongside each stairway, seat three passengers each, but only one of these seats is used at one time. The semicircu- lar end seats at the extreme ends of the car are sta- tionary, and the one which is at the rear of the car is used to seat passengers, the one at the front being used to provide a space for the controller and brake handles, as described later. On the upper deck, in addition to the longitudinal seats, there are two transverse seats, each seating two persons, at the ends of the stair wells. These, together with the longitudinal seats, provide a seating capacity for 56 persons on the upper deck, and as the lower deck will accommodate 64 passengers, the total seating capacity of the car is 110. The weight of the car com- pletely equipped is 38,700 pounds, or only 352 pounds per seat. The separation of the entrance and exit doors by a distance of approximately 7 feet has been found to be very effective in separating incoming and outgoing crowds of people, -and accounts to a considerable extent for the rapidity with which passengers have been handled. One of the schemes for avoiding delay in unloading passengers from the upper deck is the elimination of the usual push buttons from that floor. There is, however, a push button at the head of the exit stairs, and signs are prominently displayed to call attention to its location. Upper-deck passengers are therefore required to be ready to descend the exit stairs before they can signal the car to stop, and, as both the motorman and conductor control the exit door and see the feet of, any descending passenger, the chance of carrying anyone past his destination is slight. The depressed portion of the lower deck which forms the center well reduces the height of the step from the ground into the car to 1 3^ inches. From the doorways there is a shght slope upward to the center line of the car amounting to about 1 J inches, formed by gradtially increasing the thickness of the floor strips, a safety tread being provided at the edge of the step. From the well to the main floor of the lower deck there is a step of 12 inches, and a short ramp 2 feet long gives an additional rise of 2 inches, bringing the main floor to a height of 28| inches above the rail. Access to the upper deck is effected by a series of eight 9-inch steps which start from a smaU landing 5f inches above the floor of the well. These stairs are restricted in width to 18 inches in order to prevent any possibility of double lines of passengers either ascending or descending, as the fact that the stairs are used only in one direction obviates any necessity for crowding or passing by passengers whUe on them. Passengers thus have an opportunity to use handholds on both sides of the stairs if the necessity arises, and this minimizes any tendency toward interior accidents due to the presence of the stairs. The doors are pneumatically operated by the system which has been made standard in Pittsburgh, except that owing to the restricted headroom the apparatus has been reduced in size so that the mechanism takes up no more space than the channels which support the floor. With this device each doorway is provided with two doors, each one of which is equipped with roller supports and guides to define its movement. At the side of the door near the doorpost there is a pin sliding in a guide extending straight inward from the doorpost, so that the outer edge of the door is compelled to travel straight in and out. At a point about one-third of the width of the door from the other edge is another pin which slides in a straight groove, making an angle of about 30 degrees with the plane of the doorway, and this compels this edge of the door to travel across the doorway as would a shding door. The result of the combined movement of both ends is to make the door as a whole sUde into open position around a sharp curve, taking its open position at right angles to the doorway and in fine with the doorpost. The two doors in each doorway &re mutually operated by means of a simple bell-crank arrangement. The car is equipped with the "low-fioor" type of truck with 24-inch wheels and small motors. Four motors are used, and for their operation a novel form of control has been developed. The master controller is so small that it is placed under the semicircular end seat which is located at each end of the car. Passengers sit immediately over the controller, so that no space is lost on account of its presence at the rear end of the car. When the controller handle and brake handle are removed from their shafts, no space is occupied outside of the vertical partitions installed on the end seats and which really serve as spacers to prevent any passenger from occupying more than a fair share of the seat. Another novel feature of the car is the provision for keeping aU parts of the trolley pole and harp below the high point of the roof, which enables the trolley to pass any overhead structures imder which the car itself will CENTER-ENTRANCE DOUBLE-DECKED CAR. NEW YORK RAILWAYS CO. PITTSBURGH RAILWAYS CO (Face p. 358.; TECHNICAL ADVANCES IN THE INDUSTRY. 359 go. This is effected by mounting the trolley harp and pole in a depression along the center line of the roof, which extends from a point slightly ahead of each truck center to the end of the car. As this depression follows the center line and is only 2 feet 6 inches wide, it does not decrease the head room except within a space extending over the longitudinal seats of the upper deck. In this space, of course, no necessity exists for full head room, because the passengers have no chance to stand upright when they are under it. Stepless douhle-deck cars in Columbus, OTiio. — The street railway situation in Columbus differs from that in any other American city in having only one street along which there is traffic congestion. Into the electric railway cars that traverse this street there crowd during the rush hours almost all the persons in Columbus who want to ride to or from their homes and places of business.^ During the morning and evening rush hours, traffic congestion in High. Street throws all the traction lines of the Columbus Railway, Power & Light Co. off schedule, since 10 out of the 16 routes operated by the company converge on that thorough- fare through its busiest section — Broad Street to Long Street — a distance of only two blocks. In an effort to relieve this congestion, several years ago, the company got permission from the municipal authorities to re- route some of the lines so that they traversed the next parallel streets east and west of congested High Street. The riding pubhc, however, had become so accus- tomed to "taking the High Street cars" that it re- fused to violate traditions and decHned to patronize any other line. So the rehef plan was abandoned. The situation which confronts the company has be- come more serious each year. Two-car train opera- tion was recently tried, but this did not prove satis- factory, because of delays due to long stops. Again, the operating expenses of the two-car plan were considered too large, since, with seating capacity for only 80 passengers, the train required a crew of from three to four men to operate it. The Columbus Rail- way, Power & Light Co. operates under a franchise which demands next to the lowest unit fare charged by any company in the country. It is obliged to fur- nish eight tickets for a quarter, with free transfers. It became imperative, therefore, to provide a car hav- ing the largest carrying capacity, coupled with the greatest degree of efficiency; and the low-level, stepless, double-deck car was decided upon as the type which most nearly met the requirements. The reasons for choosing double-deck operation are contained in the following comparative table, which contrasts the double-deck car with other types in respect to operating expenses, initial cost, and carry- ing capacity. ' Electric Railway Journal, Mar. 14, 1914. Comparison Showing Cost and Efmcienct of Dipfeebnt Types OP Operating Units. Cost of equipment (estimated) Seated passangeis , Seated and standing passengers Total weight without passenger load, pounds •. Depreciation per train-mile, cents Cost of energy per kilowatt hour, cents. Maintenance per milj, cents Platform wages per mile, cents Total cost per train-mile, cents Cost per passenger capacity per trajn- mile, cents $6,500 83 171 46,000 1.100 1.602 2.068 5.227 11. 121 0.0650 S4,903 40 100 35,773 0.830 1.144 1.470 5.227 9.526 0.0952 s-te' •oSo $9, 933 80 200 71,546 1.681 2.288 2.940 7.841 16.483 0. 0824 $8,773 80 200 68,209 1.485 2.038 2.940 7.841 15.835 0.0792 04.> C o $7,203. 100 210 61,773 1.219 1.976 2.940 7.841 15.232 0.0725 The contrast with the single-ended combinations does not mean much so far as Coliunbus is concerned, since there are very few loops there. It is only when loops are numerous that this scheme of operation can be used economically, because without loops annoying delays result from switching movements at terminals. It will be noted also that the wages paid the con- ductor and motorman on the new double-deck car are the same as those for the single-motor cars and repre- sent a much smaller outlay than the sums paid to oper- ators of the other types. The cost per pa,ssenger capacity per train-mile is lower than that for any of the other contrasted types. Selection of the double-deck car was also influenced by these economic features: Additional safety to pas- sengers by elimination of dangers incident to entrance and exit; greater convenience in entering and leaving car; improvement in working conditions of motormen and conductors; better sanitation through scientific ventilation; elimination of dangers due to premature starting of cars, since they can not start until the doors have been shut; greater facilities for passengers who want to smoke ; traffic congestion reduced by increase of almost 100 per cent in carrying capacity per foot of street occupied ; decreased maintenance and opera- ting expenses in the handling of passengers. The new double-deck car is 45 feet 6 inches long over all, having an extreme width over the belt rails and eaves of 8 feet 3 inches. The over-all height from top of rail is 13 feet 2^ inches. The trucks are at 29-foot centers. The framing throughout is of rolled- steel or pressed-steel sections. The lower-deck floor extends from the center of the car to the edges of the semicircular seats at each end, rising slightly from the center to clear the truck axles. The space underneath the end and cross seats is not floored, and the wheels and truck frames extend up under these seats. This, arrangement permits the truck to swing sufficiently to pass around a curve with a minimum radius of 37 feet. 360 STREET AND ELECTRIC RAILWAYS. The upper deck extends only between the bulk- heads which separate the motorman's cabs from the seating space of the lower deck. The stairways are at the extreme ends. Each stairway extends up with three steps to a platform and branches to the right and left with four more steps to reach the walkway of the upper deck. The stairways are provided with hand rails. The walkway of the upper deck extends entirely around the car except at the stair weUs and is 5 feet 1^ inches above the floor at the semicircular end seats of the lower deck. The floor at this point is 19 inches above the rail, and is reached by a ramp from the floor level at the entrance doors. The floor at the entrance is 1 1 inches above the rail. The upper walk- way extends over the longitudinal seats of the lower deck, and, since for this reason it is unnecessary to have it high enough to permit a man to stand erect, it is only 6 feet 8^ inches above the track rails. The seats on the upper deck are placed at the proper ele- vation to provide ample head room along the center aisle of the lower deck, and are so high that it is neces- sary to provide a footboard along the full lengths of the seats, which, in giving space for passengers' feet, keeps them from blocking the walkway. The upper deck is closed in winter and is opened dur- ing the summer months by taking out the removable sash and sections of sheathing. The ends of the upper deck are protected against the weather by extension of the first-floor bulkheads, and are fitted with outward- swinging windows. Safety treads are used at the center doorways and at the doorways of the motorman's cabs, and narrow sections of this tread are used to face the stairway steps and the front edge of the upper-deck footboards. The car is equipped with maximum-traction trucks of the low-bolster type with outer bolster bearings outside of truck side frames. The driving wheels are 33 inches and the pony wheels 18 inches in diameter. The truck wheel base is 5 feet. The brakes are the inside type. Each truck is designed to receive one outside-hung motor. The seats of both decks are longitudinal except for the semicircular seats and the two cross seats at each end of the lower deck. The seats on the upper deck are set back to back, and the feet of the passengers seated on them are almost directly over the heads of the passengers who are seated on the longitudinal seats of the lower deck. The latter seats extend from the center entrance space to the end wells of the car. At the end of these seats are two permanent cross seats. The semicircular end seats extend from the cross seats around the end wells. All seats are rattan. On the basis of 17 inches per passenger, the upper deck will seat 42 passengers and the lower 41, making a total of 83. It is estimated that the car wiU accom- modate 171 seated and standing passengers. The total weight of the car completely equipped is approxi- mately 46,000 pounds, giving a weight per seated passenger of 554.2 pounds and a weight per passenger, standing and seated, of 269 pounds. The entrance and exit are by the center side doors. These doors are made in halves. The total door width is 50 inches, divided into two passages by a rail so that two streams of passengers may leave or enter the car at once. The doors are electropneumatically operated and are controlled by the conductor. The entire center of the car for a width of 50 inches is devoted to receiving and discharging passengers. The conductor is seated on a folding seat along the unused center door, and before him is a swinging change desk. Space for 10 passengers is provided on the loading platform. Entering passengers line up before this desk, and after depositing their fares in the fare box pass on toward the seats and stairways at both ends of the car. A forced-draft ventilator system is provided for the ventilation of both decks. The foul air is drawn through ventilators which are placed along the center lines of the ceilings of both decks and is carried along longi- tudinal ducts to the motor-operated fan at the end of the car, where it is discharged. The duct for the lower deck is carried between the seat backs of the upper deck, and at the center of the car a riser con- nects this duct with the one running along the roof of the upper deck. Heat for the car is suppHed by electric heaters, 14 being installed on the lower deck and 12 on the upper deck. New street-car types in Ohicago. — The cars purchased in 1912 by the Chicago City Railway Co. were the first inclosed double-end motor cars to be placed in serv- ice there. The new cars in general conform to the old-tjrpe standard cars and to the over-aU dimensions laid down by the board of supervising engineers. They provide a seating space for 54 passengers, equiva- lent to that of the near-side cars. The general dimensions of these new cars are as follows : Length of car over body corner posts, 32 feet 8 inches. Length of car over bumper, 48 feet. Width of car over all, 8 feet 6 inches. Width of car over posts at belt rail, 8 feet 5 inches. Height of top rail to top of trolley board, 11 feet 7f inches. Truck centers, 22 feet. Diameter of driving wheels, 34 inches. Diameter of pony wheels, 22 inches. Wheel base of truck, 4 feet 10 inches. Height of first step above top rail, 13J inches. Height from first step to platform, 12 inches. Height from platform to body floor, 10 inches. Total seating capacity, including vestibules, 54. Estimated weight complete, 40,000 pounds. The design of the bottom framing of these semisteel cars includes departures from the usual designs em- ployed in former Chicago cars. Probably the most marked of these are the side sills, which are inverted fish-belly type girders bmlt of ^^-inch steel plate and TECHNICAL ADVANCES IN THE INDUSTRY. 361 angles and over-trussed. The top is reinforced by a 2-incli by ^-inch flat bar, and the bottom by a 2-inch by 2-inch by i-inch angle. Three openings, 6 inches by 4 inches, cut in the three center panels of these side siUs, provide for air-duct connections to the cross-seat heaters in the car. In addition to the plate-girder side sUls, the sides of the car are over-trussed by 2^-inch by f-inch steel bars applied on the angle-iron posts 2 feet lOf inches above the bases of the side siUs and anchored at the girder ends. Another unusual feature in the design of the bot- tom framing is found in the cross sUls. These are arched trusses formed of two l^-inch by l|-inch by i-inch steel angles, the upper one beiag horizontal and conforming to the car floor, and the lower one forming an arch from the bottoms of the side sills to the level of the upper member at the center of the car body. These angles are fastened together at the center and the side sills with |-inch steel plates. This particular design of cross sill is employed be- cause it gives maximum clearance for electrical con- duits and other car equipment imderneath the center of the car body, and bending tests demonstrate that it is equal in strength to a cross sUl of a uniform sec- tion carried between the side sUls. The car body is fitted with 13 window openings on each side, the upper sashes of which are station- ary and arranged in a continuous frame. All lower sashes are arranged to raise vertically to the level of the continuous bottom rail of the upper sashes. In addition to these, storm sashes are provided at all side windows of the car for use in extremely low tem- peratures. The sashes are single, two-pane, and con- form in shape to the body sashes, being held in place by three brackets and a lock mounted on each post. Each bulkhead of the car contains one swinging door and one sliding door, the standard for all sur- face cars in Chicago. The location of these doors, however, is somewhat different from the present stand- ard, in that the stationary portions of the bulkhead are at the sides of the car instead of in the center. By this arrangement it is possible to give additional length to the four longitudinal seats in the four corners of the car body. ' In conformity with the gen- eral practice in surface railway car design in Chicago, one side of the vestibule is equipped with a sliding door, fitted with manually operated mechanism, which also raises and lowers the step. The opposite side of the vestibule, however, represents a new departure for Chicago in that it is fitted with folding doors and steps divided into two groups. The two exit doors are hinged to the body corner posts, and the two en- trance doors are hinged to the vestibule corner posts. Each pair of doors is equipped with a hand-operating device, which also raises and lowers the steps. In order to make the operation of these folding doors and steps as easy as possible, the operating mechanism is fully equipped with ball bearings. Other innovations in the vestibule equipment on the new cars include a light signal system connected with the platform folding doors, which indicates to the motorman whether the doors are in the open or the closed position. In earlier cars the motorman's and conductor's seats have been separate from the hand rail dividing the entrance from the exit aisles. The specifications for the new cars provide that these seats are to be fastened to the platform railings by pivotal brackets and made adjustable for height. When the seats are not required, they may be folded and swung over to one side clear of both aisles. Each car is fitted with 18 cross seats. The arrange-- ment of the doors in the bulkheads provides additional length for the four longitudinal corner seats, but in order that the aisles may be clear at the rear end of the car, all four of these longitudinal seats contain col- lapsible sections adjoining the bulkheads. Two col- lapsible wooden seats are also installed in each of the vestibules. One of these seats provides for four per- sons and occupies the space along the closed folding doors in the front end of the car, and the second seat is for two persons and occupies the space against the closed and locked swing door in the bulkhead. No fewer than 200 low-step, double-end, arched-roof motor cars have also been added to the rolling stock of the Chicago Railways Co. A careful check of aU the weights of material entering into the construction of the new two-motor cars shows that a reduction in weight of more than 10,000 pounds has been made as compared with the 1911 arched-roof four-motor car, despite the fact that the new cars are 3 feet 5 inches longer than the 1911 type, being of 48 feet 5 inches as against 45 feet over-all length. The aisle width in the finished car is 25 inches between end-seat plates, but further effective aisle width was obtained by offsetting the seat backs 2 inches. The wide, comfortable seats are 36^ inches over all, and this length was obtained by making the sides of the car as compact as possible. The inside finish is set back of the post line, thus reducing the thickness of the sides of the car body to 1^^ inches, and adding effective width to the seats. The floor construction is also quite unusual. The floor is built of a single thickness of %-inch matched flooring mider the seats, and the aisle is doubled in thickness by wooden floor mats. The single floor is iasulated with a heavy two-ply felt paper, cleated up with light wooden strips. Over this paper a heavy coat of paint has been applied to increase its waterproof qualities and provide extra insulation. Other construction features in the car body iaclude a careful study of the installation of the auxiliary equipment on the under side of the car floor. The location of each item was selected after a careful esti- mate of the moments so that the complete installation would balance around the longitudinal and transverse axes of the body. The small deflecting gutter over 362 STREET AND ELECTRIC RAILWAYS. the entrance and exit doors was formed by setting a strip of poplar in a heavy coat of white lead on top of the canvas roofing. Low steps in double-end cars require a very careful study of every item affecting their height if the mini- mum is obtained. This was especially true of the Chicago Railways cars, which have a total height at the center of the car floor of 37 inches above the rail. The height of the first step above the rail is 13 inches and that to the platform is 11 inches. A lOi-inch riser at the threshold plate and a 2J-inch ramp from the bulk- head to a point in the floor above the bolsters, a dis- tance of 5 feet, makes up this total height. The slight pitch of the ramp is scarcely noticeable to passengers entering or leaving the car. To obtain this over-all dimension, it was also necessary to take advantage of minimum over-all dimensions in the design of the trucks, motors, and bolsters. By the use of a 32-inch driving wheel instead of the 34-inch wheel which has been standard on the Chicago Railways, an additional reduction of 1 inch in height was obtained. An interesting feature in the construction of these new cars is the practical application of safety principles in their design. A number of new departures in the design of the air-brake equipment were included to accomplish this end. One of the innovations in con- nection with this air-brake equipment is an emergency valve which makes it possible for the motorman to get an emergency application at the brake valve, the air being taken directly from the reservoir. At the same time the brakes are applied and sand is automatically deposited through air sanders. In addition to these, a conductor's valve is placed in each vestibule so that an emergency air application may be made by him if necessary. A number of safety appliances were also incor- porated in the brake apparatus under the car body. In case the pin connections break, the air-brake apparatus is left operative, as the loop or boxed-over end of the rod holds it in position. Following the standard Chicago practice, a single sliding door is provided on the exit side of the front platform, connected to the step, which raises when the door is in the closed position. The shding door does not recede into a pocket, the partition form- ing it having been removed, so that the exposed door slides along the side of the vestibule. A two-piece folding door on the opposite side of the platform opens and folds against the controller. It differs from the doors used in the older types of cars, which were four-piece. Another departure consists in a long slatted seat, so placed and coniiected that when the door is in the closed position the seat is lowered and the step is raised. One end of this seat is hinged to the front of the vestibule, and when it is raised to clear the doors it actuates levers which lower the steps. The conductor's and motorman's rails are about the same as those on the platforms of the older cars. The center leg of the raU is equipped with a bayonet lock in the bottom casting. This locks it into the floor socket when it is in position and it may be unlocked by raising a sleeve set on the leg just below the rail. "The other two legs are made with partial flanges at the base so that they wiU hook into slots in the sides of the floor sockets when the rail is in posi- tion. In order to engage the locks, it is necessary to tUt the rail to insert the two outside legs, which when raised to a vertical position are held rigid by the bayonet lock on the center leg. The hand-brake staff is set close against the front of the vestibule, and the handle is designed so it can be fastened against the vestibule to give more platform space. Each side of the car body contains 11 windows equipped with brass bottom sashes and arranged to raise into pockets provided at the top of the window opening. The top sash is buUt of wood and is con- tinuous from end to end of the car body. The fact that it is continuous and is permanently attached to each post by screws materially increases the stiffness of the car sides. In order thoroughly to insulate these windows against extremely low outside tem- perature, storm sashes are provided. Each side of the car is fitted with three sections of three windows each and one section of two windows. The new wooden storm sashes, which weigh 15.7 pounds per window as compared with 18.7 pounds for the old metal sashes, represent a reduction in weight of 17 per cent. They are fastened to each post with four screws, three of which are used to hold the window guards. These screws are set into brass castings fitted into pockets in each post. This manner of fastening these sashes makes them much tighter than the old metal sashes, which were attached by locks and clamps. The curtain roUs are exposed so that the curtains may be cleaned on both sides as they pass over the roUs. They are set into shallow recesses at the top of the window openings, and the curtain fixtures are covered with neat brass caps. Another simple inno- vation which aids materially in cleaning the cars was included in the manner of installing Oluminating signs. These sign boxes in the vestibules and at the center windows in the car sides are hinged at the top and fastened at the bottom with catches so that they may be released and swung away from the glass to permit cleaning. In the old cars the sign bpxes were permanently installed, so that it was possible to wash the glass only on the outside of the car. The mechanical department of the company, in selecting the interior finish of the car body, endeav- ored to make it as fight as practicable to increase the efficiency of artificial illumination. Accordingly, TECHNICAL ADVANCES IN THE INDUSTRY. 363 the head lining was finished in light buff, and the trim was finished in natural cherry. This improved the car Ulumination 50 per cent over the old pea- green head lining and stain ed-cherry finish. An actual test of the average illuminating qualities of the new as compared with the old car finish shows that the illumination at the aisle seat of the new car is 4.34 foot-candles as against 2.78 foot-candles for the old car. Birch finish was used in the first 25 cars for test pur- poses. It not only was much cheaper than cherry, but at the same time was just as satisfactory for interior finish. Owing to the tendency of birch to warp, how- ever, it was necessary to use cherry for the door stiles and crossbars. The panels in these were made of birch and the two woods blended almost perfectly. Chicago Elevated aU-steel cars. — At the close of 1913 the Chicago Elevated Railways placed an order for 128 aU-steel arched-roof cars, which may be regarded as the latest to be employed ia that class of work. A fireproof car was desired which, at the same time, would not weigh more than the heaviest cars now used by this company. This design was also considered more economical from a maiatenance standpoint, as it was beheved that this type of car would have a much longer life than those of composite construction. For the previous four years the growth of the elevated railways was limited by the capacity of the Union Loop. This could accommodate 700 cars an hour, and about this number were being looped by the four divisions of the elevated railway system, then owned by as many different companies. About three years ago these were put under a single operating manage- ment, following which negotiations for their merger with the surface lines were begun by the city council. In the latter part of 1912 these ; negotiations were broken off, and in the summer of 1913 the Ele- vated Railways applied to the city council for the right to rearrange the loop structure to permit through routing of cars. This request was granted, with the result that the capacity of the loop was increased from 700 to 1,200 cars per hour. From 1909 to 1912 the passenger traffic had in- creased but httle. Consequently, there was no necessity for additional rolling stock. However, fol- lowing the inauguration of through routing, which was accompanied by the introduction of universal transfers, the traffic showed an increase of more than 3 per cent in one month. In order to meet the abnor- mal growth, as well as future demands, the new aU- steel cars were purchased. The old type of elevated railway car had only two doors, which were insufficient to expedite boarding and aUghting to a point where schedules would not be retarded during the present rush hours. To meet this difficulty, the new cars are equipped with three doors, one at each end of the body and one in the center. Their adoption necessi- tated the use of longitudinal seats, which, however, permit a larger standing load. The principal dimensions of the car body are as follows: Distance between center of trucks, 33 feet 8 inches. Length of car body on center line over end plates, 48 feet. Length of car body over corner posts, 37 feet 10 inches. Extreme width of car over window sills, 8 feet 8^^ inches. Width of sliding door opening, 8 feet 8 inches. Height of car from top rail to top of roof, 12 feet SJ inches. The car body is built throughout with structural- steel and pressed-steel shapes, and is designed with continuous structural-steel center sills and plate side girders. The lower members of the side girders form the side sills, and the upper members form the letter boards and deck plates above the windows. The floor and side framing is designed to include cross-bearers which transfer the floor load to the side trusses. Spe- cial precaution against the destructive effect of coUi- sions is provided for in the end vestibule framing. The entire car body, exterior and interior, is made fireproof and is thoroughly insulated against extremes of heat and cold, noise, and the effect of vibration. In fact, the structural steel is so arranged that no part is exposed to both the outside and inside of the car except the sashes. The underframe is composed of 6-inch channels and I-beams, which form the side sills and end sills and the center siUs, respectively. Another important feature of the underframing included in the design is contained in the body bolsters. These are made of two soft-steel plates with a cast-steel sepa- rator in the center. The steel casting, in addition to serving as a separator for the top and bottom plates, is designed to form a housing for the draft springs by extending it beyond the bolsters toward the end of the car body. The center-bearing plates are also of special design and provide for self-lubrication, giving also large contact and wearing areas. The center plates are designed with an oil well surrounding the upper member of the bearing plate which, when filled, per- mits this member to operate in oil. Each bolster is equipped with a roller side bearing. The side and end framing of the car body is made up of pressed-steel sections, sheathed on the outside below the windows with 3/32-inch cold-rolled steel plates, which are secured to the posts, belt rail, side sills, and other parts by rivets. The entire interior finish of the car excepting the arm rests on the windows is supphed in a special material — finished mahogany. The floors are of a fireproof, sanitary composition. At each end of the car are provided vestibules which afford entrance from each side and from the ends. The right-hand corner of each vestibule, on the motor cars, contains a motorman's brake valve, air gauge, master controller, and other necessary appa- ratus inclosed in a cab formed by a door hinged to 364 STREET AND ELECTRIC RAILWAYS. swing approximately 120 degrees. This door in one position forms one side of the cab, and in the other it engages with a swinging panel which forms a part of the finished bulkhead. The body is fitted with six sliding doors, two at each end of the car and two ia the center. These doors recede into pockets provided in the car body and are operated with pneumatic apparatus, either from the guard's niche or from the motorman's cab. They are made of pressed steel, suitably insulated, and are IJ inches in thickness, being equipped with rubber cushions and weather stripping. The vesti- biiles are fitted with doors at the ends to permit an uninterrupted passage from one car to another. Twelve windows are provided on each side of the car body, the upper sash being fixed and the lower sash arranged to be raised. The sashes are made of bronze and are fitted with brass stops and curtain grooves. Both the upper and lower sashes are glazed with ■j^inch plate glass, set in rubber channels. The car body is provided with four longitudinal seats 16 feet 4| inches 'n length. These are provided with 2-foot 6^-inch spring backs built into the car body. Both the backs and the seats are upholstered in canvas-fined rattan of small mesh. Twenty-four sanitary hand straps, six on each side of the car ceiling in each end of the car body, are provided for the convenience of standing passengers. An electric heating system of the forced-ventilation type and provided with a thermostat control will be installed in each car. This system is operated in con- junction with 'eight exhaust ventilators installed in the roof of the car. Each ventilator is provided with register control, and the six in the car body are con- nected to two continuous operating mechanisms. All electric wires, both for the heating system and for the lighting circuit, are inclosed in a metal conduit, pro- vided with jimction boxes and other necessary fit- tings to insulate it thoroughly. Ingenious articulated car in Boston. — ^Reference has been made in preceding paragraphs to an ingenious new form of articulated car devised in 1912 and put into use by the Boston Elevated Railway Co. for its regular street-car service. This car, which represented the most novel design placed in service in urban trac- tion work during the year, consisted of two of the company's old 20-foot closed cars with one vestibule and platform removed from each, the two units being assembled into a siogle car 62 feet 10 inches long over bumpers, through the use of an intermediate com- partment flexibly connected with the two end sections and serving as a center-entrance prepayment plat- form. In this car access to the intermediate com- partment is had by means of a folding step attached to the outside of the compartment in front of the doors and about 11 inches below them. The main object sought in the design of the car, aside from its effective utilization of a heavy invest- ment in small rolling-stock imits of low carrying ca- pacity, was to obtain a car capable of holding at least as many passengers as the standard semiconvertible cars owned by the company, to produce a piece of roll- ing stock which could be used on narrow streets and on short curves without dangerous overhang, and at the same time to provide improved faciHties for con- venience and safety of passengers when entering or leaving. The first car of this type has been in service since early in September, 1912, and has met with com- plete success, both from the company's point of view and from that of the pubfic. A second car of this general type has lately been placed in commission, and a number of improvements have been effected in its design, the most notable feature being the adop- tion of the principle of stepless operation. In the new car the floor of the center section, where the doors are located, is arranged with a lower level than in the first car of the type, so that passengers step directly from the street into the intermediate compartment, which is located 14 inches above the roadway. This is an unusuaUy low height of step, and the car may, in fact, be considered stepless in the same sense as the so- called stepless center-entrance cars now operating in Manhattan and Brooklyn Boroughs, New York City. The general design of the car is similar to that of the first one, but the utilization of the stepless prin- ciple made a number of changes necessary in the imder- framing of the intermediate compartment. After the passenger has stepped into the center compartment and deposited his fare in a fare box in the middle of the compartment, a second step of 10 inches is taken in order to approach the doorway leading into either end section, and the platform reached by this step has a ramp with a rise of 2 inches between its outer edge and the step riser which is surmounted prior to entering the end section. As in the first car, this riser is 5 inches in height. The lowering of the center plat- form has been accomplished by offsetting the center sills of the central or intermediate compartment, the side sills being supported at the same height as the lower portions of the center sills by chaimel irons passing through center-sUI reinforcing plates and rest- ing on the bottom members of the center sills. A change has also been made in the bolster arrange- ment, the side-bearing plates resting on top of rollers carried on the top of the bolster support instead of on the end sills of the cars. This permits the use of a flooring about 8 inches wider for the passageway be- tween the intermediate and end sections. The flexible curtain inclosing the passageway be- tween the intermediate and end sections of the car has been materially improved, and instead of using a continuous diaphragm the bonnets carried by the end sections have been arranged with horizontal hinges permitting vertical movement of the outer ends of the bonnets, which rest in each case on the top of the end wall of the intermediate section. This allows for all TECHNICAL ADVANCES IN THE INDUSTRY. 365 necessary movement between the units and at the same time makes a waterproof joint, providing at all times a ceiling line parallel to the floor line of the intermediate compartment and thus enabling the aides to be closed with spring-roller curtains. One-man prepayment cars. — One of the interesting developments of the period in creating new facilities for street-car travel has been the return of the old type of car exemplified by and famous as the " bob- tail, " operated by one man who in addition to driving his team was supposed to be able to play conductor as well and see that all the fares were paid, besides making change when called upon to do so. The intro- duction of electric power soon drove off the streets the bobtail horse car, which had shown ability to stand other competition; but now the success of the modern prepayment car methods has brought "on the map" new types of the one-man car that were not previously practicable. The car has apparently a very distinct place in enabling service to be given in dis- tricts and along thoroughfares where heavier cars and more expensive systems of operation could not be supported by existing traffic. Obviously a smaller car can be used, and even old cars obsolete for some other classes of city service can be utilized in the new work. Thus, for example, in 1913 the Detroit United Railway Co. put in operation at Ann Arbor, Mich., a city of 15,000 people, a single-truck car combining the one- man operation with the pay-as-you-enter principle. The change from two-man cars was made to reduce the cost of operation and yet give better service. The type of car had become obsolete in Detroit, but still was relatively new and eminently useful for traffic else- where. Only a small expense was involved for over- hauling. In making the change it was necessary to arrange the vestibules so that the doors could be opened and closed mechanically by the motorman at one end and locked at the other. The usual door- operating mechanism is used, but the handle can be readily removed for use at the opposite end when the car is turned. Thus entering travel is directed through the front door to the fare box under the eye of the motorman-conductor, and it is practically impossible for a passenger to open the rear door and come in. The removal of the bulkhead, except for a portion as wide as the longitudinal seats, gives the operator a clear view of the car interior, while push buttons enable the passenger to signal for a stop. The fare box is installed in a corner of the vestibule just back of the motorman's car controller on the left side opposite the entrance doors. This arrangement is convenient for fare col- lection and leaves a clear aisle for passengers when boarding and alighting. A number of statements from street railway mana- gers as to their opinions and experience in regard to the subject afford probably the best guide as to the status of this practice. A survey of this kind was secured during the early part of 1913, and the data given are of much interest.' In this connection Mr. R. B. Stitchter, general manager of the Waco, Tex., Street Railway, may be quoted as follows: The cars were originally built with a view of one-man operation but so that, when occasions of heavy traflac demanded, they could be operated well with two men. The older types of fare boxes have been in use, and the trainmen are permitted to make change only. We are at this time trying out the later types of fare boxes. The system is so laid out that every car in service passes in front of the company office, the trainmen are supplied with $5 in nickels, and a change man remains on duty during the entire period of operation and keeps the men supplied. Twenty nickels are stacked and held together with a spring clip for the purpose, so change can be quickly and accurately made when required by the trainmen. The hours of car operation per month will exceed 10,000, and the addition of another trainman per car-hour, at 18 cents, would mean OD increase of $1,800 per month. The saving does not amount to this much, however, as at present some of the lines have such heavy traffic that, the cars being of the single-truck type, it has not been foimd possible to operate with one man and make sufficient head- way. There are other lines which during the heavy traffic period are suppUed with an extra man to each car to act as motorman, the regular man during such period of heavy traffic confining his duties to acting in the capacity of conductor. There are 24 cars on the system, all arranged for one-man operation. During November, however, four double-truck motor cars and four double-truck trail cars were received and were greatly praised by the mayor and members of the city commission and others interested in the city's welfare and development. These later cars embody the single-man' pay-as-you-enter feature, with outside closing doors operated by the motorman, are provided with cash fare boxes, and are without bulkheads. The side framing consists of T-irons, extending from the floor framing up one side and down to the floor again on the other side, in one continuous piece. All of the motor cars are equipped for double-ended opera- tion except four. The amount to be expended to convert old-style cars to one-man pay- within cars depends on the number of car- hours, the rate paid the trainmen per hour, and other local condi- tions which are easily ascertained and secured in each particular case. We expect trainmen to request payment of fare, cash, ticket, or transfer, the same as in two-man pay-as-you-enter operation. All fares are registered on a double-fare register as cash or tickets. Transfers are issued at certain transfer points. We have not tried a transfer-issuing machine. The trainmen are instructed to an- nounce streets and to assist only elderly persons on or off the cars. Our pay passengers per car-mile average a little in excess of four. One-man operation gives a little slower schedule than two-man operation.. The schedule, however, under proper training and proper inspection, in our experience, is sufficiently rapid to please all patrons, and, in fact, is as rapid as safe conditions of operation will permit, regardless of whether the car is operated by one man or two men. Our observation shows that a single-man car, provided with lever to operate folding doors and steps, if properly operated, is practi- cally as safe as when operated by two men, and the number of acci- dents and the amount of damage resulting from one-man operation do not exceed to any perceptible degree those with two-man opera- tion. As previously stated, however, when the traffic gets heavy, in order to make the same schedule, it is necessary to provide two men, and the results, from the accident standpoint, depend largely on the provision by the superintendent of inspectors of two men just at the time when traffic becomes sufficiently heavy to justify it. The attitude of the public toward the one-man car seems to be very favorable. There is no objection to it whatever except in certain localities where a large proportion of the passengers are negroes, and ' Electric Railway Journal, Mar. 29, 1913. 366 STREET AND ELECTRIC RAILWAYS. in such cases it Bometimes becomes necessary, barkening to public opinion, to segregate the negroes in thS rear of the car and permit them to enter and leave through the rear. In the case of one-man- operated cars it is ordinarily required that all passengers enter and leave by the front entrance. Our experience with the one-man-operated car is that it very often enables the traction company to give street-car service in thinly populated districts where, if two-man-operated cars were required, such service could not profitably be maintained, and with the exception of lines blessed with quite heavy patronage the system of operation can be so laid out that very economical and satisfactory service can be given to the public. Mr. H. W. Waggener, general superintendent, Atchison (Kans.) Railway, Light & Power Co., says: The cars we operate are the ordinary semiconvertible single-truck cars with both rear and front platforms. The rear doors are kept closed and no fare boxes are used. We supply $5 in change to the trainmen. We have eight cars, all double-end. We instruct train- men to exact prepayment of fare in all cases on one-man cars. The fares are registered by hand. Transfers are issued when passengers leave the car at the junctions. The motorman announces streets and assists passengers in boarding and alighting, or with heavy pack- ages, etc., if they need assistance. The average number of passengers per car-mile on our one-man cars is 4.8. The maximum speed of the one-man cars is 8 miles per hour. The schedule speed is 7 miles per hour. There has been no effect on our schedule speed from the introduction of one-man cars. We have employed a second man when traffic is heavy; he stands inside of the car at the front end and collects and registers the fares. So far as our observation goes the number of accidents has not been increased by one-man operation. We have never had any trouble with passengers, but many of them buy tickets to save trouble in making change when they enter the cars. All objection on the part of our public against one-man cars disappeared in a short time. The saving in platform expense due to the use of one-man cars is not offset by disadvantages of any kind. We have received advan- tages from one-man operation in addition to our reduction in plat- form expense. All fares are apparently registered, and a saving has resulted of $2 per day on each car. This city has between 17 ,000 and 18,000 inhabitants. We came to the conclusion that one man could collect fares and register them practically as quickly as could be done with a conductor, and it became a question of cutting ex- penses; hence the adoption of the system. I certainly recommend one-man operation for companies in small cities and for the outlying lines of companies in large cities, espe- cially where the schedule is not too fast. For a number of years our cars were operated as one-man cars, passengers paying their fare when they left the car, but about two years ago this method was changed to payment as the passengers entered. This last arrange- ment has been much more satisfactory to the general public. On holidays, such as the Fourth of July and other big days, when the traffic is particularly heavy, it becomes necessary for us to put on a conductor during the congested hours only. Mr. AttOlo Norman, treasurer, Freeport (lU.) Rail- way & Light Co., says: Four of our cars were originally for one-man operation and two were reconstructed. The cars are double-end. Registering fare boxes are used, and very little expense was necessary to remodel our old-style cars for one-man prepayment operation. We instruct trainmen to exact prepayment of fare in all cases on one-man cars. Trainmen register fares by hand and issue transfers in the usual manner. The motorman announces streets or assists passengers in boarding and alighting, or with heavy packages, etc., if they need assistance. Our average number of passengers per car-mile on one-man cars is about three and one-half. Our schedule speed is 8 miles per hour. Our runs aie short, and this includes turning time. There was no effect on our schedule speed from the introduction of one- man cars. We have never employed a second man on our one- man cars. So far as our observation goes, the number of accidents, has been decreased by one-man operation. Our car-mileage ia greater with the one-man cars than with the two-man cars oper- ated previously. Our traffic has increased, but we are not sure that this was not due to other causes. The attitude of the public toward one-man cars at the beginning- of operation was that it was willing to have us try them out. Sen- timent seems favorable now. The saving in platform expense due to the use of one-man cars is not offset by disadvantages of any kind. We have received advantages from one-man operation in increased receipts and fewer accidents. We introduced one-man operation for the purpose of economy in operation and because we- ' expected increased receipts and fewer accidents. We recommend one-man operation for companies in small cities and for outlying lines of companies in large cities. Mr. Samuel Barnes, general manager, Cape Girar- deau-Jackson (Mo.) Interurban Railway, says: We have operated our one-man pay-as-you-enter cars for a little more than two years. We were about the first company to operate one-man cars. During this time we have had but one accident. We feel that this is due mostly to the fact that the motorman i» placed in a position where he realizes that he is wholly responsible for the car operation and is not depending on the efforts of any one else to avoid possible accident. Furthermore, we have some 7 per cent grades running straight toward and within one block of the Mississippi River banks or levee. When going down this grade, if the car gets beyond the motorman's control, it is neces- sary for the motorman to throw off the overhead s-witch and reverse the controller seven or nine points to allow the motors to generate sufficient current to hold the car to a controlling point of speed. Pre-vious to the one-man operation this effort to avoid a runaway -with the car on the do-wn grades depended on the conductor to some extent, and at such times he was liable to be inside of the car collecting fares; but under the new system the motorman has quicker access to the means of remedy. There are other instances wherein the one-man pay-as-you-enter car is far superior to two- man car operation. We reconstructed our cars ourselves. Each man has to furnish his own change, $10. There are six one-man cars on the system, or 10 cars of all types. One-halt of the cars are single-end and the remainder are double-end. The expenditure that a company would be justified in making to remodel old-style cars for one-man prepayment operation depends on the type of car and general traffic conditions. Our single-end cars cost $240 per car and our double-end cars $480 per car to reconstruct. We instruct trainmen to exact prepayment of fares in all cases on one-man cars. Fares, are registered by hand, and regular transfers are issued. The motorman announces streets and assists passengers in boarding and alighting, or -with hea-vy packages, etc., if they need assistance. The schedule speed on our one-man cars is 9J miles per hour. We are making just as good schedule time as with the old system. We have never employed a second man on one-man cars. The number of accidents has been decreased by one-man operation. Our car-mileage is greater -with the one-man cars than with the two-man cars operated pre-vdously. The traffic was afiected by the establishment of one-man cars on the start for about 10 days. The change seemed to cause a little inconvenience to the public, but after that everything worked smoothly. Some people were not favorable to the idea of putting change in the box, but thia attitude has changed. All the results of one-man car operation are advantageous. We introduced the cars to reduce the cost of operation and improve the receipts, and by all means recommend one-man operation for companies in small cities and for outlying lines of companies in large cities. Dining big days our one-man cars carry 1,800 to 2,000 passengers per day each. We have had days in which these cars have handled 900 passengers each in three hours. TECHNICAL ADVANCES IN THE INDUSTRY. 367 Mr. J. T. Skinner, manager, Lawrence (Kans.) Rail- way & Light Co., says: In preparing cars for one-man operation we simply closed up the rear door and folded up the rear step and put a fare box on the front end of the car. Fare boxes are used. , We loan the trainmen for change $10. The one-man-operated cars save approximately 40 per cent of platform labor. We operate regularly 7 one-man cars on the system, but have a total of 11 double-end and 3 single- end cars. A company is justified in folding up the rear step, closing the rear door, putting the fare box or register on the front end of the car, and going ahead without any further changes except to adopt the near-side stop. We instruct trainmen to exact prepayment of fares in all cases on one-man cars, except where the trainmen know that the person will hunt out the fare and drop it in the box before leaving the car. Old people and women with children and bun- dles will frequently take a seat near the front end of the car, hunt out the fare, and drop it in the box after the car has started. Trainmen ring up fares by hand as they are dropped in the box. If the car has a clear running space, the trainman punches his transfers with the car in motion. If not, the transfers are punched and handed to passengers as they leave the car. Only about 10 per cent of the passengers require transfers. Trainmen announce transfer points and streets for strangers. Our average number of passengers per car-mile on one-man cars is about four. Our maxi- mum speed on one-man cars is 20 miles per hour, and our schedule speed approximately 8 miles per hour. Since the introduction of one-man cars, we have used a somewhat slower schedule. When we have large crowds to handle, we open up the rear door and use two men, collecting fares at each end as passengers board cars. This allows a car to be loaded and unloaded quickly. The number of accidents has been decreased by one-man operation. We have not found that certain classes of passengers are more likely to cause distiurbance on one-man cars than on a car with two trainmen. Our car-mileage has been decreased somewhat with the one-man cars on account of the slower schedule. There has been no change in traffic due to one-man cars. The public thought it was a sensible thing to introduce one-man cars on a small road rather than to cut down car service to effect economies. The saving in platform ex- pense due to the use of one-man cars is not offset by disadvantages of any kind. There are advantages in one-man operation fn addi- tion to the reduction in platform expense. One man kept busy will render more efficient service than two men partly idle. We intro- duced one-man operation because there is no need of two men on a small road except during a few days out of a year. I recommend one-man operation for companies in small cities; and for outlying lines of companies in large cities, where the regular riding is light, one man is better than two. Mr. L. W. Hess, general superintendent, Northern Illinois Light & Traction Co., states as follows: Our one-man-operated cars are ordinary cars. We close the back doors and make all people get on the front end. In summer we have both front doors open, and in winter the right-hand front door in the direction the car is going. We supply $4 to the trainmen for change. In September, 1912, our revenues per car-mile on one- man-operated cars were $0.1897 and our expenses were $0.0918. We have six cars, and all are operated by one man except on large-traffic days. All the cars are double-end. The amount which a company would be justified in spending to remodel old-style cars for one-man prepayment operation would depend on local conditions. The trainman records the fares on a fare register. He collects as the passenger gets off and the car is at stop or when he comes to a switch where cars pass. He steps inside at this point and collects fares. Transfers are issued by the motorman, who does not announce streets except when the passenger asks to get off at a certain place. The motorman is required to help all passengers who need it. Our average number of pay passengers per car-mile on one-man cars is 3.93. Our schedule speed is 12 miles per hour under the ordinance . One-man cars run a little faster under certain local conditions than was the practice before. On large days we have employed a second man on our one-man cars. He acts as conductor. According to our experience, the number of accidents has not been increased by one-man operation. We have never had an acci- dent to a passenger getting on or off a one-man car. I do not think collisions are increased, as the man on the front end is the man to look out for that, anyway. I do not think disturbances are more apt to occur on one-man cars than on a car with two trainmen. Any person who wants to start trouble is usually under the influence of liquor, and the number of the crew would make no difference. Our car-mileage is not greater with the one-man cars than with the two-man cars operated previously. The traffic was decreased slightly at the beginning by the introduction of one-man cars. There was some opposition toward them at first, but this attitude has changed. I think the saving in platform expense due to the use of one-man cars is not offset by disadvantages of any kind. There are reductions in one-man operation in addition to the re- duction in platform expense. The responsibility of operation can not be shifted to the other man, and there are fewer men to bear the responsibility. We introduced one-man operation to economize in expenses, as we can not afford two men on a car. I recommend one-man operation for companies in small cities and for outlying lines of companies in large cities if they want to save money. We have operated our line almost fifteen years and have never had a suit entered in court because of a street-car accident, although, of course, we have had a number of accidents. Mr. E. E. Downs, general manager of the Belvidere (lU.) City Railway, says: The cars on the Belvidere city line were built originally for one- man operation. A remodeled fare box is used. It rests on a pedes- tal on the platform convenient to the passengers and the motorman. The motorman supplies himself with $10 in change, but 75 per cent of the passengers have the exact fare ready. We operate two double-end one-man cars. We instruct trainmen to exact prepay- ment of fares in all cases on one-man cars. Fares are recorded by a hand-register cord hanging directly in front' of the motorman. Transfers are not issued. The motorman announces streets or assists passengers in boarding and alighting, or with heavy packages, etc., if they need assistance. Our maximum speed on one-man cars is 15 miles per hour. The schedule speed is 7.5 miles per hour. A second man is hardly necessary, except on special occasions, to make change and expedite loading and unloading. At such times he stands in any place not occupied by passengers. One-man operation obviates all loading and unloading accidents, but certain classes of passengers are more likely to cause disturbance on one- man cars than on a car with two trainmen. At the beginning of operation everybody seemed pleased and took to the new order of things very kindly. The saving in platform expense due to the use of one-man cars is not offset by disadvantages of any kind. I recommend one-man operation for companies in cities of even as high as 40,000 population. Unusual subway cars for Greater New Yorlc. — ^The New York Municipal Railway Corporation, a subsidiary of the Brooklyn Rapid Transit Co., filed with the public- service commission of New York City in August, 1913, its design for an unusual new type of car intended for subway use, and also exhibited pubHcly this new car at its car shops. There are no entrance doors at the ends, but each car has three double doors on each side, although it is proposed to operate only the center pair during hours of hght travel. All the doors are pneu- matically controlled by the guard, who is elevated on 368 STREET AND ELECTRIC RAILWAYS. a pedestal alongside the idle, pair of center doors, from which position he is able to see all passenger movement with ease. End doors are also provided for going from car to car. The seating plan is such that permanent and temporary longitudinal seats are provided near and in front of the doors, while one row of transverse seats is placed midway between the two pairs of side doors. These transverse seats are of the back-to-back design, one bench being wide enough for three passengers and the other for two. With all doors on one side in use, the car will seat 78, but when operation is limited to the center doors it will seat 98 passengers. All cars are motor cars, in view of their great capacity and length, namely, 67 feet. The outside color of the cars is dark green ; the interior is light enamel. Mechanical ventilators are used. The following comparisons are made by the New York Municipal Railway between this car and that now used in the subway service of the Interborough Rapid Transit Co.: Length Width Its: In rush hours In nonrush hours Average walk per passenger from seat to door Length of train (eight cars) Total space in train available for passen- gers New York Municipal Railway car. 67 feet lOfeet 78 persons 98 persons 82i inches 538 feet 4 inches. 4,711 square feet. Interborough Rapid Transit subway car. 51 feet 5 inches. 8 feet Si inches. 44 persons. 46 persons. 90 inches. 513 feet 5 inches. 3,702 square feet. The company estimates that with a train load of 1,200 persons, that now carried in the present 10-car subway trains during rush hours, eight cars only of the new type would be required. With 150 passengers per car 78 would be seated and 72 standing. As there is 370 square feet of standing space per car, each stand- ing passenger would have an average of 5 square feet. Improved California-type cars. — During 1913 the United Railroads of San Francisco placed in service 65 new cars of the California type, which in general em- bodies the idea of having open sections of the car at each end with a closed section in the middle. The principal dimensions are as follows: Length over bumpers, 47 feet; length over corner posts, 32 feet 4 inches; outside length of closed section, 15 feet 4^ inches; width over drip rails, 9 feet 2 inches; height of roof above rail, 11 feet 3-j^ inches; truck centers, 20 feet lOi inches; truck wheel base, 4 feet 6 inches. The entire side plate is designed to act as a plate girder, using the side sills as the bottom chord and the •^inch side plate as the web plate, with interme- diate stiffener angles at each side post. The upper chord is composed of angle iron, cut out at each side post, in addition to which there is an over-truss rod of flat bar steel to take a portion of the platform load. This method of side-plate construction does not in any way depend on the side post for strength, thereby allowing the use of a very light side post, which gives the car a light appearance above the window sills. The floor area of each platform, 46.25 square feet, is larger than that of any other car previously in use in San Francisco and is of great advantage in loading and unloading. On observation the company has found that 25 persons can stand on the rear platform, which is a great help during rush-hour loading at congested points. Stop-watch tests have shown the average loading time per passenger to be 1.1 seconds, and for unloading by front exit only, 0.95 second per passenger. Great consideration was given to step and platform design, which is the heart of the prepayment type of car. The distance to the first step from the street is ISJ inches, from the first step to the platform 12^ inches, and from the platform to the car proper, with the use of a 2-inch platform ramp, 10 inches. This arrangement places the floor of the car only 39i inches above the head of the rail. The conductor's railing, which can be locked up to the ceiling, is designed to give the maximum- width entrance. It also acts as a motorman's guard- rail and serves to operate the folding step on the blind side of the car, thus making it impossible for the car crew to neglect to raise or lower the step at the proper time. The car has four folding platform seats which are used only on the front end of the car. These seats afford an extra seating capacity for six persons, but interfere in no way with passengers who leave the car by way of the front exit. Wired, polished plate glass, I inch thick, is set in each side sash of the plat- form windows to protect users of these very popular seats in case of a slight collision. All the operating mechanism of the sliding exit gates is concealed behind the panel back for folding the platform seats, which is removable. The mechan- ism has been so arranged that the momentum of the car does most of the work in opening and closing. Ventilation for the closed section is obtained through four roof fimnels, two acting as intakes and two as outlets. In addition, a perforated panel ventilator is carried at each end of the closed section over the window opposite the door. Two different seating arrangements are used, vary- ing only in the closed section, where in some of the cars cross seats are used on one side instead of longitudinal seats on both sides. In the cars that have longitudinal seats on both sides of the closed section there is an \m- obstructed space under the entire length of seats, thus permitting the free use of a vacuum cleaner. The seats in the open sections are of special design, being pivoted only and not throw-over. They are of slat construction, with natural finish to match the interior finish of the car. These special seats per- mit a clear aisle space of 31| inches between the cross seats. After careful study and actual tests ALL-STEEL, CENTER-ENTRANCE, INTERURBAN CAR, KANSAS CITY, MO. ALL-STEEL, INTERURBAN CAR, PORTLAND, OREG. (Face p. 308.) LOW END-ENTRANCE CAR FOR CITY SERVICE, BROOKLYN, N. Y. TYPICAL CENTER-ENTRANCE TRAIL CAR, CLEVELAND, OHIO. TECHNICAL ADVANCES IN THE INDUSTRY. 369 the company decided to use vertical hand rods in the closed section in place of hand straps. Passengers of various heights, of course, can use these rods with equal comfort. The stanchions and screens at the end sills serve two purposes: First, they define clearly the dividing line between the platform and the car proper, so that the conductor can ask passengers to step into the car; second, the screens act as a guard to prevent passengers who are occupying seats in the opert section from putting their feet against passengers who are occupying the folding platform seats. As all stanchions are enameled white, they are easily kept clean. The seating capacity, including that of the folding platform seats, is 50 for the cars with longitudinal seats on both sides of the closed section and 52 for those having cross seats on one side of the closed section. Trackless troUey Jus. — ^A trackless troUey bus was put in operation in Merrill, Wis., in 1913, by the Merrill Railway and Lighting Co. The bus seats 18 passengers and is equipped with a 500-volt, 15- horsepower series motor. A five-step railway-type controller and standard resistances are used. The car is of the one-man, pay-as-you-enter type and operates over a route of about 1 mile, connecting at one end with the regtdar street railway cars of the company. The company plans to extend the bus system to other parts of the city, and also to build one or two suburban extensions. The trackless trolley system was used instead of the ordinary cars on rails, for several reasons. One was that in the mile of route the line crossed three steam railroad tracks and passed over one long bridge. With a street railway franchise, the company would have been obliged to keep the bridge in repair, as well as the roadway between the tracks and for 1 foot outside. This expense was saved, as well as the expense of installing and maintaining three steam railroad crossings. Altogether the com- pany estimates that it made a saving of $70,000 in track, exclusive of repairs and depreciation, and that it is also saving about $400 a year in power. The bus does not hold as many passengers as an electric car, but has ample capacity for the traffic. The single motpr drives the two rear wheels by means of a longitudinal shaft, connected by bevel gears to a jack shaft with differential gear, which in turn is connected with the rear wheels by chains, the method of connection being very similar to that employed in an ordinary automobile truck. Solid rubber tires are used. Connection is made to the two overhead trolley wires by means of two separate trolley poles with swiveled harps and bases. The poles are extra long to give a lateral freedom of movement of 10 feet to 12 feet on both sides of the trolley wire. This prevents inter- ference with the bus from other street traffic. The two trolley wires used by the bus are fed from the 58795°— 15 24 two trolley wires of the local railway system, which is equipped with a complete metallic circuit. The operatiQg expenses per car-mile are estimated as follows: Management, salaries, and wages, 3.2 cents; electric power, 4.85 cents per watt hour, or 1.6 cents; tire renewals, 3.4 cents; maintenance, 1.8 cents; total, 10 cents. The main dimensions of the bus are: Length over all, 18 feet 6 iaches; width, 6 feet; height in passenger compartment, 6 feet 8 inches. The weight empty is about 3 tons. Express and interurban cars. — ^Various new depar- tures and experiments in both classes have been made, altogether too numerous to specify. It must suffice to select one or two examples. The Northwestern Pennsylvania Railway, for instance, has developed and put in use a combination parlor car, smoker, and baggage coach, operated in a train for "limited" service between Erie and Meadville, Pa. The ar- rangement is xmusual in that the two cars operate with the passenger entrance in the center of the train only. The combination car is placed at the front end of the train. Each car is 50 feet lOJ inches long over the buffers, 49 feet BJ inches long over the vestibules, 39 feet 6f inches long over the end plates, 9 feet 4 inches high from sill to top of roof, 8 feet 6 inches wide over all, and 8 feet 2 inches wide over the sills. The distance between the center lines of the bolsters is 27 feet 9 inches, and the wheel base of the trucks is 6 feet 6 inches. While a center-entrance train is not altogether new, there is novelty in the car plans. The baggage and express section of the combination car is furnished with a sliding door of 4-foot opening on each side and with folding slat seats. The motorman's cab, which is placed at the right-hand side, is provided with a 20|-inch inside swing door and a 31-inch swing door to cover the front entrance to the car. A space between the smoker's compartment and the bag- gage compartment is reserved for the heater, the toilet room, and lockers for the crew, card tables, etc. The passengers' platform at the rear is provided with a 31-inch swing door on each side. The second car of the train has a front platform which is similar to the rear platform of the combina- tion car. The rest of the car, however, is divided by partitions with center doors into a section with cross seats designated as the ladies' compartment, a section with individual chairs called the parlor com- partment, and finally a smokers' section de luxe at the rear. The seats in this smaller smoking com- partment are removable, so that the platform may be used for operation if desired. All seats are upholstered in crimson plush. An extra fare is charged for the use of the parlor compartment and the smoking section which adjoins it. As to freight or express cars, attention may be drawn to those put in operation iu 1913 by the Bay State 370 STREET AND ELECTRIC RAILWAYS. Street Railway of Boston, Mass., for use on the through lines of the company between its Boston freight and express terminals and points in southern Massachusetts and Rhode Island. The new cars rep- resent a striking advance in rolling stock built for this class of service, and are said to be the lightest-weight express cars of their capacity thus far developed. These cars are of the double-truck, flush-platform type, with side and end doors, steel underframing, and semisteel body. The general dimensions are as fol- lows: Total length over bumpers, 39 feet. Length between screen bulkhead partitions, 30 feet. Width over side plate, 8 feet. Total width over all, 8 feet 2 inches. Height from rail to top of floor, 46 inches. Height from rail to top of trolley board, 11 feet 9 inches. Distance between truck centers, 22 feet. Wheel base of trucks, 6 feet 4 inches. Wheel diameters, 34 inches. The carrying capacity is 20 tons, and the total weight of the car equipped, but without load, is 45,800 pounds. This represents a saving of more than 4,000 pounds in weight in comparison with the earlier express cars used by the road. New funeral trolley cars. — Cars of this type have been previously described, and there are several in operation. The Philadelphia Rapid Transit Co. placed in commission in 1912 a special funeral car, which may be chartered for transporting funeral par- ties to any of the many cemeteries reached by the company's lines. The car is named "Hillside," after one of the cemeteries in the suburbs of Philadelphia on the Glenside line. It seats 40 persons in the main compartment and 6 persons in the pallbearers' com- partment. A few additional seats are provided by the use of camp stools. The coffin is carried in an inclosed cabinet or vault occupying a portion of the pallbearers' compartment. The cofiin is placed in this vault from the outside by lowering a section of the panel in the side of the car, which is hinged at the lower edge for this purpose. To the inside of the two upper corners of the hinged panel are attached chains which pull against automatic equalizers such as are used for operating Pullman berths. This counterbalancing device facilitates the raising and lowering of the panel and also serves to hold the panel in the open position. When the coffin is to be placed within the cabinet, the hinged panel is swung down- ward to a horizontal position, where the chains hold it at right angles to the side of the car. On the floor of the cabinet is a movable platform mounted on rollers, which is drawn out from the cabinet on to the shelf formed by the lowered panel. The coffin is then placed on this platform, and the platform and cofiin are pushed back within the cabinet without jar or friction. When the panel is raised into place, the coffin is concealed from view. The panel is securely fastened by means of two locks operated by handles on the outside. The top of the coffin cabinet is about 3 feet above the floor in the pallbearers' compartment and forms a suitable place for displaying floral emblems. For convenience in conveying the coffin from the residence or church to the car, a small, rubber-tired, collapsible truck is provided, which makes it possible to move the coffin over the sidewalk or street with no inconvenience or undue effort on the part of the pallbearers. The truck is folded into a small case and is carried on the car, it being also used at the cemetery for transferring the cofiin from the car to the grave. By the use of this truck it is entirely feasible to move the coffin a block or two in order to reach the car line. The car is appropriately finished and decorated. The exterior is in green, with lettering and striping in gold. The interior is in mahogany, with the ceiling in a lighter green decorated in gold leaf. The win- dows are draped with heavy black velours. The seats are finished in black Spanish leather. All metal trimmings are oxidized. The effect as a whole is one of dignified beauty and impressiveness, thoroughly in keeping with the use for which the car is intended. To insure thorough sanitary conditions, the car is cleaned and fumigated after every trip. An iced- water tank is located in the pallbearers' compart- ment, and the company provides iced water and free sanitary drinking cups. The car has rolled-steel driving wheels and cast-iron pony wheels. The car body is equipped with two 60- horsepower motors. The weight complete is about 39,000 pounds. General car outlook in 1912. — While the census reports present in general the aggregate figures which represent the development of the industry at the end of any given period, it is interesting to learn the statistics and data for any given year. Figures compiled by the Electric Railway Journal for 1912 thus indicate that the total number of all new cars ordered in 1912 in the United States and Canada was 6,001, an increase of 1,986, or 49.4 per cent, over 1911. Every effort was made to secure return:S, and those from car builders were checked up against those from railway companies; but a few companies did not reply in time to permit the inclusion of their data. The number of cars ordered, classified according to the service in which they are used, is given below: 1912 1911 1910 1909 1908 Total 6,001 4,015 5,381 4,957 3,111 4,531 783 687 2,884 626 505 3,571 990 820 2,537 1,245 1,175 2,208 Pfl.i^p.ngAr rarSj intflmrhpn 727 176 A great many city cars ordered during 1912 were of the prepayment type. A special enumeration is not TECHNICAL ADVANCES IN THE INDUSTRY. 371 made of the prepayment cars, because this type is now almost imiversal in new city cars. Interm-ban passenger cars showed an increase of 25.1 per cent OTer the totals of 1911. The figures for interurban cars include orders for subway and ele- vated equipment. Among the striking features of rolling-stock orders in the year was the increase in the use of the near side car. Of this type the Philadelphia Eapid Transit Co. ordered 950 cars; the International EaUway, Buffalo, 316 cars; and the Chicago City Railway, 125 cars. The one-man near-side car was also developed. Cars of this type were ordered by the International Railway, the Illinois Traction System, and the Fort Wayne & Northern Indiana Traction Co. Another striking development in roUing stock was the introduction of the center-entrance car. Large orders of this type included one from Brooklyn for 100 cars, one from New York City for 175 cars, and one from Los Angeles for 36 cars. In addition to the rolling stock listed, there were large sales of gasoline-motor, gasoline-electric, and storage-battery cars for branch hues and suburban service on steam railroads. The facts relating to these will now be presented as a subdivision of the general subject of cars. Advances in self-propeUed cars. Storage-battery cars. — These cars have come into notable use again, and various types have been adopted during the last few years in different cities and for various classes of service. Batteries of the steel-nickel or lead-lead "plates" are employed, and the cars themselves exhibit a great variety of style and feature. Three cars of the La Jolla line of the Los Angeles & San Diego Beach Railway are 40 feet long over all, 29 feet 6 inches over the corner posts, and owing to the extraordinary width of 10 feet 4 inches, every one of the 24 cross seats is wide enough for three passen- gers. The motorman's cabs, in diagonally opposite comers, are separated by a bulkhead and door from the passer^er compartment. The operating equip- ment consists of 202 steel-nickel cells, 10 lighting and control cells, 4 200-volt, 75-ampere motors operated at 700 revolutions per minute, multiple-unit control, and straight and automatic air brakes. The trucks are of M. C. B. pattern, and M. C. B. couplers are used. The combination passenger and baggage car of the St. Joseph Valley Traction Co., Elkhart, Ind., is 52 feet over aU, 9 feet 4 inches wide, and is moxmted on two M. C. B. trucks of 6-foot wheel base. The main and smoking compartments have plush-covered reversible seats, while the baggage compartment has folding benches. The electrical equipment comprises 225 steel-nickel cells for traction, five like cells for lighting, four motors of the type and capacity used on the La JoUa cars, air brakes. and series-parallel control. An earlier car of this type, furnished with 220 cells for traction and 7 like cells for hghting, has been furnished to the Lorain, Ashland & Southern Railway for service between Lorain and Ashland, Ohio, the road having formerly used gasoUne cars. A third combination car, fitted with 225 and 5 traction and fighting cells, respec- tively, has also been ordered. The Panama Tramways Co. has ordered 15 cars equipped with both storage batteries and overhead trolley. Among the notable featm-es of these cars are the use of a truck with 7-foot 6-inch wheel base, and operation as prepayment cars. The cars are 20 feet 6 inches long over the posts, 30 feet 2 inches long over aU, and 8 feet wide over all. The single-arch roof used is fitted with four ventilators. The car seats 32 in 14 cross seats and 4 corner seats. The cross seats are 33 inches wide, with a 22-inch aisle between them. The electrical equipment per car comprises four motors and two controllers. The Lewisburg, Milton & Watsontown Passenger Railway Co. has been operating with storage batteries of the lead-lead type since the smnmer of 1911 over approximately 11 miles of track on the Lewisburg and Tyrone Branch of the Pennsylvania Railroad between Montandon and Mifflinburg, Pa. This com- pany first acquired trackage rights from the Penn- sylvania Railroad from Montandon to Lewisbvirg, Pa., a distance of approximately 1^ miles, including a bridge across the Susquehanna River, in order to connect Lewisburg by trolley cars with Milton and Watsontown. There being a demand for additional local service between Lewisburg and Mifflinburg, which, while very material, did not justify the operation of steam trains by the Pennsylvania Railroad or the ex- penditure of the necessary capital to install overhead troUey wires, the company was able to extend its trackage agreement with the Permsylvania Railroad to cover the distance of approximately 9 miles between those places, and to place in service a storage-battery car, which is operated between steam trains on a sched- ule pubUshed in the Pennsylvania Railroad time-table. Movements of the storage-battery car are subject to orders from controlfing signalmen of the Pennsyl- vania Railroad. The car makes five round trips be- tween Montandon and Mifflinburg and three roimd trips between Montandon and Lewisburg, a total of about 122 miles per day. A storage-battery car of unusually large size was put in operation at the close of 1912 in the service of handling local passenger and express traffic on a branch of the Chicago Great Western Railway which had been previously operated by steam locomotives. On account of the requirements of the service for which the car is intended, the body has been divided into three compartments, of which one is for baggage and express, another for smokers, and the third, or largest, is arranged like a standard passenger coach. 372 STREET AND ELECTRIC RAILWAYS. This car is 49 feet 8^ iaches long over drawbar, 9 feet 1 inch wide over drip rail, and 12 feet 6 inches from raU to top of ventilators. It is equipped with 220 nickel-steel alkahne cells for power and ten cells for Ught. These batteries are placed under the car ia two compartments, strongly reinforced with struc- tural shapes and riveted to the underframe. They are of special railway type, having 3 inches of water over the plates. The car is equipped with four 20- horsepower, 75-ampere, 200-volt, series-wound motors, with a speed of 720 revolutions per minute. Two of these are placed on each truck, one on each axle. The axles are stationary and one wheel on each axle is driven by a gear fastened to the iaside of the hub, the ratio of reduction being 3.5:1. There are two series-parallel controllers, one on each end of the car, with four series and three parallel positions. All power wires are carried in conduit securely fastened to the underframe. The car is equipped with M. C. B. couplers of standard height of drawbar, locomotive type of pilot on each end, a locomotive bell, and an electric horn. The equipment includes a straight-air system of air brakes with a compressor which auto- matically cuts in when the pressure drops to 45 pounds and cuts out when the pressure reaches 60 pounds. Hand brakes are also furnished at both ends of the car. The underframe is made up entirely of structural shapes, riveted together and strengthened with truss rods on each side. The interior finish is of ash and polished bronze in the passenger compartment, which is 22 feet long. This has 10 cross reversible seats, seating two passengers each, two stationary cross seats for two passengers each, and two longitudmal seats with space for one and three passengers, respectively. The seats are covered with woven rattan, and have the usual bronze grab handles. In this compartment is a toilet room with a dry closet and a water cooler. The smoking compartment is 5 feet 3 inches long, and has four stationary cross seats for two passengers each, the total seating capacity of the car being 36 passengers. The baggage and express compartment is 15 feet 6 inches long, with sliding doors on each side. A hot-water heater is placed in it and from the heater pipes run through the other compartments. The trucks are of diamond-frame type, and while of light construction are exceptionally strong. The wheels are chilled iron, and they are free to rotate independently of each other on the stationary axles. This is accomphshed by pressing on to each end of the axle a nickel-steel hardened sleeve over which two trains of rollers rotate. The rollers in turn are held in a nickel-steel hardened raceway pressed into the wide - hub of the wheel. A maximum speed of 35.6 miles per hour on level track and 29.6 mUes per hour on a 2 per cent grade has been attained with an energy consumption re- ported at 30.4 watt hours per ton-mUe in the former case and 46.3 watt hours per ton-mile ia the latter. The car, including the battery, weighs 29.5 tons, and its traia resistance is stated to be 15.2 pounds per ton and 24.7 pounds per ton, respectively, for the level and for the 2 per cent grade. While the radius of action of the car on the rated capacity of the bat- teries is 79 miles, the actual radius has been found to be 89 miles, and on an overcharge the maximum out- put of the batteries wUl permit the car to be operated for 100 miles. A further development of the storage-battery car has been its use on the New York Railways of New York City in the stepless form, with a single truck. These cars were introduced at the end of 1912, and have a wheel arrangement similar to that of a single- truck car. No truck is used, however, the body being spring-supported directly on the journal boxes. The use of only -two axles with small wheels has enabled the designers to bring the points of support near to- gether and by means of a novel motor drive has per- mitted the body to be carried practically above the axles instead of hanging between them as in the origi- nal double-truck stepless car. However, the feature of a single 10-inch step from the street to the car floor has been retained, as well as the fare-collecting ar- rangement in which the conductor is stationed behind a change desk opposite the entrance door. The exterior features include a single-arch roof, with upward sweep of the eaves at the ends of the car, permitting front windows of a greater height than at the sides. There are low-entrance doors at the sides of the car, but the lower side panel below a heavy belt rail is concave for wagon-hub clearance on account of the narrow streets in which the car is operated. The interior has, in general, a longitudinal seating arrangement. There are, however, two stationary cross seats, one in each half of the car, on opposite sides, so that they are almost diagonally across the car from each other. Under these stationary cross seats are located the motors. Owing to the ramp which rises from the low center portion of the car at the doors toward the higher end floors, the longitudi- nal seats near the ends are at a higher elevation than those near the center in order to give seats with level tops without too great a height above the car flooring. Under the longitudinal seats are the storage batteries, the entire space thus afforded being used for this pur- pose except short sections in which are located the heaters and motorman's space. Based on a 17-inch allowance for each passenger, the seating capacity of the car is 34. All of the seats are covered with rattan, and in general are 16^ inches wide at the hip line. Separate compartments are not provided for the motorman, and the entire rear end of the car is in consequence available for seated passengers, the con- troller being covered when not in use by a swinging section of the seat back near the center portion of each end of the car. At the operating end a removable TECHNICAL ADVANCES IN THE INDUSTRY. 373 section of the seat is drawn out of place, turned around, and reinserted in the horizontal slides in which it moves, thus forming a seat with a back for the motorman. "WTien turned around in this manner the seat is pushed in only part way, so that room is provided for the motorman's knees sufficient to allow him to oper- ate the foot brake. The brake is of the automobile type with pedals at the extreme ends of the car, which are consequently concealed by the seats when these are in the position for use by passengers. The arrangement eliminates the necessity for a bulky brake wheel or ratchet handle likely to interfere with the convenience of passengers or reduce valuable seat- ing space. Roller curtains are provided at the motor- man's sides and back in order to protect him against the glare from the interior when the car is lighted at night and to isolate him from the passengers. These curtains are carried on rollers attached to the ceiling and roll up out of the way when not in use. They are guided by enameled stanchions. The main-entrance doors are of the folding type. Owing to the small seating capacity the door width is only 25 inches, this being considered ample for the service in which the car is used. This gives room for only a single file of passengers, but it provides extra seating capacity and also permits the use of a single folding door which can be operated manu- ally by the conductor, thus eliminating the weight of an operating mechanism as well as the necessity for compressed air, which on this car is not needed for the brakes. The operating mechanism is a simple beU crank attached to the door and connected under the floor by a rod to an operating crank at the oppo- site side of the car from the entrance. This position of the operating crank permits the conductor to be located in the same position in which he is in the original stepless car and yet enables him to operate the door without moving from his position. The car body is built up on a structural-steel underframe, to the side sills of which is riveted steel-plate side sheathing ex- tending as high as the belt rail for the entire leiigth of the car. The general dimensions and weights are as follows: Length over all, 28 feet 9 inches. Height over all, 8 feet 8 inches. Width at sills, 6 feet 7 inches. Greatest width at belt rails, 7 feet 9J inches. Wheel base of single truck, 7 feet 6 inches. Slope of ramp in floor, 6 inches in 8 feet 6 inches. Diameter of wheels, 21 inches. Height of step from street, 10 inches. Seating capacity, 34 17-inch seats. Weight of car complete, 16,500 pounds. Weight of battery, 4,300 pounds. Weight of car without battery, 12,200 pounds. The weight of the car, including the battery as it stands, is 485 pounds per seated passenger, or for the car alone without the battery only 360 poimds per seated passenger. The drive is unquestionably one of the most inter- esting of aU of the original features of this car. The two motors are located under the two transverse seats diagonally opposite to each other. Each motor rests on the bottom framing over a space formed by a longitudinal I-beam along the center line of the car, two of the needle beams, and the side sill. Below the motor is a back gear shaft supported in bearings attached to the underside of the framing. On this back gear shaft, which is driven by a gear meshing with the motor pinion, is a sprocket wheel from which a slow-speed roller chain drives another sprocket on the car axle, the latter sprocket being located just outside of the wheel. The wheels are 2 feet 3^ inches nearer to the center line of the car than the motors, and the chain drive is practically horizontal, thus permitting vertical motion of the wheel between the pedestals independently of the motor supported on the car body. The wheels are pressed on to the axles and in consequence those on either axle can not revolve independently of each other. The drive provides for 100 per cent of the weight upon the traction wheels. The two motors are of double-reduction gear, rated at 85 volts and 40 amperes, with a speed of 1,400 revolutions per minute. The gear reduction is 6 to 1, the first reduction being obtained by the back gear shaft and amounting to 4.8 to 1, and the second reduction resulting from the difference in the sizes of the two sprockets for the slow-speed roUer chain and amounting to 1.25 to 1. At their rated capacity the motors deHver about 4 horsepower each. The batteries, which are located under the car seats, are of the lead-lead type. There are 44 cells, each of which provides an initial voltage of 2.1 and a final voltage when near discharge of 1.7. The rated capacity of the complete battery is 86.4 amperes for four hours, giving approximately 29,000 watt hours available on a normal charge. Efforts have been made to introduce storage- battery cars for lighter traffic on main lines of rail- road, although so far no great headway has been made in that direction. On March 6, 1913, for example, a car equipped with nickel-steel batteries made the run from New York to Boston via the New York Central Radroad from New York to Albany and via the Boston and Albany Raihoad from Albany to Boston, a distance of about 307 miles.^ This car is 49 feet 8^ inches long over drawbar, 9 feet 1 inch over drip rail, and 12 feet 6 inches from rail to top of ventilators. It is eqiupped with 225 cells of nickel- steel alkaline batteries for power and five cells for light. These batteries are placed under the car in two com- partments strongly reinforced with structural shapes and riveted to the imderframe. The car is eqiupped with four 20-horsepower, 75-ampere, 200-volt, series- 1 Electric Traction, April, 1913. 374 STREET AND ELECTRIC RAILWAYS. wound, motors. The wheels are driven by gears placed on the inside exterior of the hubs, the ratio of reduction being 2.5:1. There are two series- parallel controllers, one on each end of the car, with four series and three parallel positions. All power wires are carried in conduit securely fastened to the underframe. This car is equipped with M. C. B. couplers and standard height of drawbar, locomotive type of pilot at each end, and air whistle at each end It is also equipped with a straight air-brake system, using a motor-driven compressor. The interior fini sh is of ash and poUshed bronze. The body is divided into two compartments, passenger and baggage. The passenger compartment' is 30 feet 2 iaches long, with 16 cross reversible seats, two stationary cross seats, and two longitudinal, seating one and three passen- gers, respectively. The baggage compartment is 11 feet 10 inches long, with slidiag door on either side. The .total seating capacity of the car is 51 passengers. The trucks are of a modified diamond-frame type and are made up of standard shapes and flat plates. The wheels are chilled iron, 33 inches in diameter, and are free to rotate independently of each other on the stationary axle. The truck pedestal springs are double coil, while the body springs are double elliptic. The car without battery and passengers weighs 48,235 pounds; standard battery, 8,525 pounds; auxiliary battery, 8,525 poimds; light battery, 266 pounds; accessories on car, 500 pounds. The table herewith contains some interesting information regarding the car and the trip which it made from New York to Boston. Condensed Beport, New York-to-Boston Etjn, March 6, 1913. Actual running time, 11 hours 6 minutes 51 seconds (11.115 hours). Total distance (from time-table), 306.71 miles. Average miles per hour, 27.6. Total number of kilowatt hours, 369.1. Average kilowatt hom-s per car-mile, 1.2. Total ampere hours, 1,303. Average ampere hours per car-mile, 4.25. Average ampere hours per ton-mile, 124. Average voltage, calculated from ampere hour and kilowatt hour, 283. Maximum speed, 42 miles per hour. Average of accelerating current, 203.7 amperes. Total charging time on run, 3 hours 27 minutes (3.45 hours). Total ampere hours from charging, 973. Average charging current, 353 amperes. Average charging voltage, 429. Total kilowatt hours charging, 522. Weather conditions: Eainfrom Grand Central Station to Poughieepsie; lightsnow from Poughkeepsie to Hudson; heavy snow from Hudson to Chatham; high cross wind and drifting snow from Ghatliam to Springfield; 6° above zero from Springfield to Boston. • Gasoline and gas-electric cars. — ^The gasoline car, as such, has never been regarded as likely to become available in ordinary street railway service, although a place has been found for it in interurban work, and, of course, more particularly on parts or branches of steam railroads. The makers of one leading type of gasoline car for track service, with mechanical drive, reported that in April, 1913, some 138 were in use on 50 different railroads in the United States and foreign coimtries. Other makes were also in use but not in any considerable number in America. Of recent years a good deal of attention has been given to gasoline cars with electric drive, in which the engine operates an electric generator, whose current is transmitted to electric motors geared to the driving axles, instead of the engine being connected, to the axles by mechanical gearing. The work in this field has been done chiefly by one large electrical manufacturer and has resulted in the production of a type that is in use on several branch and interurban lines. Sixty of these cars are reported as in regular daily service, of which 12 were on the "Dan Patch" line of the Minijeapolis, St. Paul, Rochester & Dubuque Electric Traction Co. At the fifth annual meeting of the International Railway Fuel Association in Chicago, in May, 1913, Messrs. S. T. Dodd and B. H. Arnold presented data as to operating conditions and results with such cars on the Frisco lines and the "Dan Patch" Lines. The table for the latter is given here- with as an example of performance on an interurban line with a very fast schedule. The trailers hauled consisted of a mixture of passenger, freight, and work cars. The cost of heating, supplies, and maintenance of equipment included also the cost for these trailers. The longest maximum grade of 1.5 per cent is about 2 miles, and there is one stretch where the grade averages 1.37 per cent for a distance in excess of 4 miles. In addition to the station stops, there are two compulsory stops at railroad crossings at grade and one draw- bridge stop. "Dan Patch" Line — ^Minneapolis, St. Paul, Bochester & Du- buque Electric Traction Co. — Cost op Operating Gas- Electric Motor Cars prom Jan. 1 to Aug. 31, 1912. Motor car-miles, 216,498; trailer car-miles, 75,948; total car-miles, 292,446. Per cent of time trailers hauled, 35.5. Number of motor cars in service, 8. Length of line, miles, 87.34. Maximum grade, per cent, 1.5. Schedule time for express trains, 1 hour and 17 minutes. Average distance between stops for express trains, miles, 3.734. Schedule speed of express trains, miles per hour, 29.1. Schedule time for local trains, 1 hour and 35 minutes. Average distance between flag stops for local trains, miles, 1.067. Schedule speed of local trains, miles per hour, 23.6. Gallons fuel used per motor train-mile, 0.758. Gallons fuel used per car-mile, 0.527. Total Wages of crew Fuel (naphtha) Lubrication (gas engine) Journal oil Supplies and car heating Maintenance of electrical equipment Maintenance of cars and trucks Shop expense of heating Cost for one year. 9,139.71 12,056.95 17,622.26 1,141.56 77.77 1,389.03 1,949.81 1,394.56 3,507.77 Average cost per motor train-mile. Cents. 18.08 5.57 8.14 0.52 0.04 0.64 0.90 0.65 1.62 Average cost per car-mile. Cents. 13.38 4.12 6.03 0.39 0.03 0.47 0.67 0.47 1.20 TECHNICAL ADVANCES IN THE INDUSTRY. 375 In the latest cars of the gasoUne-electric type, the car body is built of steel and is designed for the greatest Ughtness and strength. The front end of the car is rounded to reduce train resistance to a minimum when operating at high speeds. Either center or rear en- trance is provided to meet the requirements of traffic in various localities. The cars are built in lengths running from 40 to 70 feet over all, and weigh from 40 to 50 tons complete. The interior of the car is sub- divided into passenger, smoker or second-class, bag- gage, and engine room. The width of the car is 10 feet over all, full advantage having been taken of standard steam railroad clearances, and the cars have a seating capacity which may run as high as 95 or 100 passengers per car, depending upon the interior arrangement. The power plant in the engine room at the front end of the car consists of an 8-cyliader, 4-cycle gas engine with a speed of 550 revolutions per minute, direct- connected to a 100-kilowatt, direct-current generator. The generator is built essentially to meet motor-car service and is therefore designed for a wide range of current or voltage, so that the output may be varied from 400 amperes at 250 volts to 125 amperes at 800 volts. The trucks are of an equalized, swing-bolster type, suitable for the high speeds obtainable with this type of caj. One, the motor truck, is designed for carrying two driving motors. The other is a standard light- trailer truck. The motor truck is generally placed imder the forward end of the car and carries the weight of the engine-room equipment in addition to the motors. In such a case as this, about 60 per cent of the weight of the car is on the driving wheels. In some cases, however, the motor truck has been placed at the rear end of the car, imder the passenger com- partment, and under this condition approximately 50 per cent of the weight of the car is on the drivers. The car is equipped with two 100-horsepower railway motors. These are commutating-pole motors and are suited for wide variation in operating voltage. The gearing is specially selected for the service. The gear ratio is low enough so that the highest maximum car speed will not develop excessive rotative speed of the armatures; at the same time it is high enough to obtain the requisite starting effort without imposing excessive overloads on the motors. The car is de- signed for operation from one end only. The engi- neer's seat is located at the righ-hand front window of the engine room, and controller and throttle handles are placed directly in front of him. The controller is a convenient combination of engine and generator con- trol, with the different levers placed vertically above each other and operating at practically the same center line. The highest of these levers is the throttle lever, which controls the supply of gas to the engine, and as a consequence the speed and power of the engine. Directly beneath this is the electric-control handle. On the first part of the range of this handle the two motors are connected in series, and the whole current of the generator passes through each of them. Successive steps raise the generator voltage from about 250 volts on the first step to about 700 volts on the seventh step. By moving the controller, to the next step the voltage is reduced to about 250 volts, and at the same time the connection between the motors is changed, putting them in multiple with each other. On the remaining steps the two motors are running multiple, dividing the generator current between them, and each actuated by the full generator voltage. This voltage is raised in successive steps up to a maximum of about 800 volts on the thirteenth step. Two final steps, in addition to this, are suitable for particularly high speeds on level track. The engine-generator set is started by admitting compressed air to the cylinders. This is done auto- matically on the first opening of the throttle. As soon as the engine turns over, and the first charge of mix- ture is exploded in the cylinder, the air is automatically shut off. Air reservoirs, which supply air for the brakes and whistle and for starting the engine, are charged by an air compressor driven from the main crank shaft of the engine. A small independent engine- generator set is supplied for furnishing the lights, and a separate compressor connected to this engine is used for charging the reservoirs in case they are entirely empty. In Europe the most extensive experience with electric-drive gasoline cars has been on the Arad- Csanad Railway in Hungary. This road has been operating gasoline cars since 1905. At the present time, the cars arerimning approximately 1,000,000 car- miles per annum, and have a total record of over 5,000,000 car-miles. This road's records of cost of operation and maintenance of such equipment are probably more complete and extensive than those of any other railroad, and show an average cost of main- tenance of 2.5 to 3 cents per car-mile. These cars have recently been introduced into this country, and several are already in use. The car is 56 feet long over bumpers and 9 feet 6 inches in width, and is divided into first-class, second-class, engine, and baggage-room compartments. Center-entrance cars. The center-entrance car seenas to have made a very distinct place for itself during the period 1907-1912, but is still in its earlier stages as to the determination of standard features. This may be seen from a con- sideration of some of the types thus far evolved and put into service. Certainly among the most notable of these is the " stepless ' ' or low-step class. New types in Oleveland. — In 1913 the Cleveland (Ohio) Railway Co. added 50 new center-entrance motor cars to its equipment, which represent a marked departure from the center-entrance trail cars put in 376 STREET AND ELECTRIC RAILWAYS. operation by this company in the fall of 1912. While the same effort was not made in designing these new cars to obtain a low floor in the seating space, atten- tion was directed to the height of the first step from the pavement, which, as a result, was reduced from 15 inches to 12-J^ inches. The over-all length of these new cars is 2 feet more than that of the trail cars, which additional length was not enough to provide for the motorman's cab in one end of the body. Partly for this reason the seating capacity was reduced from 65 passengers in the trail car to 59 in the motor car. This reduction in seating capacity is also ac- counted for in part by the additional width required in the entrance well because of the new arrangement of entrance and exit doors. The low-step height from the top of the rail to the entrance well also made it necessary to provide two steps from the well to the car-floor level. These motor cars are operated either singly or in two-car trains, and are provided with four motors of sufficient capacity to pull trailers. Their principal dimensions are as follows: Length over all, 51 feet. Length of body, 50 feet. Truck centers, 26 feet. Wheel base, 5 feet 6 inches. Step heights, 12^^ inches, 12 inches, 7^^ inches. Floor to top rail, 2 feet 8 inches. Width over side plates, 8 feet 2 inches. Width over sash rail, 8 feet 4J inches. Height inside, 8 feet. Height at entrance, 9 feet 7^^ inches. Passengers seated, summer, 59. Passengers seated, winter, 58. Passengers standing, 65. Standing room in entrance well, 20. Wheel diameter, 26 inches. Total weight of complete car, 44,280 pounds. The design provides for a single-end, center-entrance, low-step, arched-roof car body, built with an all-steel underframe and side girders, and a composite body and roof framing. The side framing up to the sash rail is formed of a plate girder extending around the entire car body from one side of the center-entrance doors to the other. The body bolsters of these cars are of special design, and are built up of two pressed-steel plate channels to form the web members to which the top and bottom cover plates are securely riveted. The channels are formed of ^-inch steel plates with holes punched from the webs to reduce the weight. The top and bottom plates are f inch thick and 9 inches wide. At each end of the side girders which terminate at the corner posts the latter are made continuous across the car, forming both corner posts and roof carlines. These are constructed of two 2-inch by 2-inch by -rg'-inch angles. The method of ventilation adopted as standard by the Cleveland Railway Co. on all plain arched-roof cars is also used. A small ventilating louver, running the full length of the car body, is supported on aluminum brackets with louvers at the sides, allowing air currents to play through from all directions, creating a suction over ducts coming up through the roof under the small ventilating-louver deck. The brackets are reinforced at the place where the trolley stand and base are sup- ported. Thirteen ducts leading from the inside of the car to the roof under the ventilating louver are covered on the under side of the head lining by neat polished- bronze registers. These roof openings are placed in the center of the ceiling, running longitudinally. With this system it is impossible for snow, sleet, or rain to reach the interior of the car. Eighteen windows are provided on the "devil- strip" side of the car body and 14 on the entrance side. These, as well as the three windows in the rear end of the car and the two windows in the motor- man's cab, are single sashes arranged to drop into pockets between the window posts. All sashes are made f inch thick with brass stiles and cherry rails. The entrance and exit doors at the center of the car are built of 1-tnch solid cherry with two glass panels and brass wearing strips. These doors are equipped with ball-bearing door hangers and are ope- rated electropneumatically by a push button set in the fare-box stand convenient to the conductor. These doors slide into parallel pockets provided in the panel between them. A natural red-cherry wood finish, slightly stained to insure a uniform color, is used in all interior panelings and moldings. The latter are free of all corners liable to collect dust and dirt. The car is designed for single-end operation; conse- quently the rear vestibule is available for seating space at all times, and the motorman's cab is perma^ nently in the front vestibule. The cab occupies a maximum width of 3 feet 2 inches. The seating arrangement for passengers is somewhat different from that in general use, being a combination of cross and longitudinal seats. The cross seats have pressed- steel pedestals. Six cross seats occupy each end of the car body, with longitudinal seats encircling the rear vestibule and extending the full length of the "devil- strip" side of the car. The location of the conductor's stand in the entrance well makes it possible to utilize the opposite side of the car at this point for seating space. A longitudinal seat has been installed in the well with a removable panel at one end to provide for the forced hot-air heater during the winter months. By this arrangement provision was made for a maxi- mum seated load of 59 passengers and a total seated and standing load of 144 passengers. In order to improve conditions for standing passengers, a continu- ous handrail supported on brackets 5 feet 11 inches above the floor runs the full length of the car on the longitudinal-seat side. Pipe stanchions are also pro- vided on each side of the aisle at the break between the car-body floor level and the entrance well. At the time the mechanical department was consider- ing the design of these cars, this company had already adopted the method of fare collection in which a combi- TECHNICAL ADVANCES IN THE INDUSTRY. 377 nation pay-as-you-enter, and pay-as-you-leave principle was used. In the center-entrance trail car, however, the conductor stood opposite the center-entrance doors in the center of the car body. Hence he blocked the center aisle, and it was also necessary that he stand with his back to one end of the car. In the new motor cars the conductor stands with his back to the panel between the center-entrance doors, which permits him not only to clear the entrance aisle but to observe passengers in both ends of the car body. In operate iog this car with the combination system of fare col- lection the conductor collects fares from passengers enteriog one end of the car and from those leaving the opposite end of the car. The conductor's stand is mounted on a slightly elevated platform, which pro- tects him not only from the accumulations of snow and moisture in the entrance well during bad weather but also agaiast being crowded away from his station by passengers. This method of fare collection was adopted in order to relieve congestion in the down- town district during the evening rush hours and has been found to work quite satisfactorily. The system of illuminating these new cars was adopted as a result of an exhaustive test in car illumi- nation made by the Cleveland Railway Co. during 1911 and 1912. In this test the illuminating system which gave the highest efficiency was furnished by five 100- watt tungsten "Mazda" lamps in satin-finish reflectors mounted in special shade holders. These lamps were in series and were mounted on the ceiling along the center line of the car, and a spare lamp was so con- nected with a selector switch that it could be instantly cut into the circuit in case of failure of any one of the five lamps regularly lighted. In the new cars, however, 92-watt lamps securely fastened in electric pendants and provided with deep reflectors were installed. Five of these lamps were spaced uniformly along the center line of the car ceiling with the spare lamp beside the one over the entrance well. The selector switch was placed in the panel just back of the conductor's stand. In addition to the usual buzzer system installed with push buttons at convenient locations on the posts between the windows, a light signal was provided. The signal circuits were so arranged that the signal lamps in the motorman's cab indicate the position — open or closed — of the center-entrance doors in addi- tion to showing the signals operated by means of the conductor's push button. Both the signal and lighting systems were also arranged for trailer operation, a coupler socket and drum switch being provided just inside the rear buffer. The brake apparatus of these center-entrance motor cars is novel in that two 8-inch by 8-inch air cylinders were employed, one operating the brakes on each truck, although the hand brake operates on both trucks. A single lever having equal arms was used with one end connected to the push rod of the cylinder and the other end to the truck-brake pull rod. The two cyl- iaders were in turn connected by an air pipe to insure uniform pressure on both pistons and consequently equal brake power on both trucks. The brake cyl- inders were placed horizontally against the large 12- inch channels each side of the center-entrance well and were hung from the steel underframing in forged-steel stirruns. A hand-brake system was installed, with the usual drop-handle brake staff on the step side of the motor- man's cab. The hand-brake rod was hung below the step side and side sill and extended to a long lever operating in a horizontal plane and placed just in front of the center-entrance well. The other end of this lever was connected in turn to an extension of the forward lever of the air-brake apparatus by a slotted link. From this connection a cable was carried under the center-entrance well and conjiected to the pull rod of the rear-truck brake. A commutating-pole type of motor having the fol- lowing characteristics was adopted: Forty horsepower on one-hour rating; gear ratio, 57:15; and to operate on 26-inch wheels. It was the aim of the railway and the manufacturers to produce a motor which could be adapted to a 26-uich wheel. The trucks are of special design. They were con- structed to be equipped with two motors each and to operate with 26-inch, one-wear, rolled-steel wheels on axles of 4J-inch diameter at the motor bearings and 5-inch diameter at the gear seat and with the rail- way standard 3|-inch by 8-inch journals. Roller side bearings and ball center bearings were also included. The wheel base of the truck is 4 feet 10 inches, and the height from the rail to the top of the complete center plate is 21 inches with the car body in place. New types in Pittsburgh,. — -After experimenting for a period of nearly two years, the Pittsburgh Rail- ways Co. has adopted as standard a type of center- entrance car that possesses many unusual features. Foremost among these are the small motors and wheels that permit the car floor to be kept down to a point which in the center of the car is only 24| inches above the rail. Another feature is the use of a front exit as an auxOiary to the center doors with which the car is furnished. This makes a compromise type, because the two doors at the center are not used to provide a separate exit and entrance, but are flexible in their use, so that, if desired, both may be used as an entrance or both as an exit. There is no defiaitely assigned path for the movement of passengers in and out of the car, the conductor directing this in accord- ance with the immediate needs. This radical departure from the usual custom of handling passengers along rigidly prescribed lines is stated to have been adopted on account of the peculiar conditions existing in Pittsburgh. In that city it is customary, on outgoing cars during the rush hour, for all passengers to be loaded at three or four points 378 STREET AND ELECTRIC RAILWAYS. within the restricted business district. They may be carried for several miles before any unloading takes place, and then are dropped off in small groups as on an ordinary suburban line. The exact reverse of this process takes place with inbound cars, and in conse- quence the use of both center doors for an entrance or for an exit is of distinct value in decreasing the time of stops. The front-exit door is under the control of the motorman, and it provides a means for short-distance riders to get off the car at congested loading points without interference from incoming passengers. It also eliminates the necessity for the conductor to leave the center doors open and unguarded when he gets off to throw a switch or to signal to the motorman at steam railway grade crossings. A mirror is installed over the right-hand front window at each end of the car so that the motorman can see what the conductor is doing without having to turn around. The mirror also informs the motorman of passengers moving to the front of the car to make use of the front-exit door, and is set at the maximum possible height so that there is no danger of the motorman's view being obscured by the heads of standing passengers. When the car is in operation the conductor stands beside a stanchion placed in the exact center of the car, and entering passengers pass on either side of him in case both center doors are used for entrances. On this stanchion are two handles for operating the doors so that the conductor has no need to move out of his position. The fare box is carried in a frame of gas pipe hung from the center stanchion. It may be swung around on its support to either side of the car, and when the car is in operation it is located immedi- ately in front of the open doors, thus providing a clear space in front of the passengers who make use of the folding seats along the doors on the blind side of the car. There are only two handles for operating the doors, and they are carried on the center stanchion. Each of these handles operates one of the two doors on the entrance side of the car. When the car changes ends and the doors on the opposite side of the car are to be used, the operating rods which extend over the center stanchion to the operating mechanism of the door are disconnected, swung around to the other side of the car, and connected to the operating mechanism of the opposite doors. The connections are made by easily removable pins, and in order to avoid any possibility of connecting the doors wrongly, one of the two operat- ing mechanisms on each side and one of the rods are painted red, and the others are painted black. The destination signs are located in the monitor over the center doors, and at each end of the car is a large, illuminated route-indication sign in a wooden frame. The seating arrangement of the car is a combina- tion of cross and longitudinal seats. The ends of the car are provided with circular seats, no bulkheads being installed. There is also provided a single seat attached to stanchions at each end of the car. The stanchions are used primarily to support a folding seat for the motorman and to act as guides for a curtain at the motorman's back to keep the lighted interior of the car from obscuring his view at night. Folding seats are located in front of the unused doors on the bhnd side of the car. There is a ramp in the floor between the trucks and the center. This gives a rise of 3 inches and, together with a transverse ramp between the step and the longi- tudinal center line of the car amounting to -f^ inch, makes the minimum floor height 24f inches. This is divided into one 15J-inch step from the ground and one 9^-inch interior step. At the front exit the floor height of approximately 2 feet 5 inches is divided into three steps, of which two are interior, of about 8^ inches each. A notable innovation is the use of immovable semi- circular seats at both ends of the car. The controller at each end is set below the seat and the shaft is extended up through the seat and through a pipe rail- ing sHghtly above the ordinary height of an arm rest. When the car is being operated in either direction, the controller and reverser handles are put in place on the shaft of the controfler drum, the motorman standing back of the fixed seat at the front end. The con- troller-drum handle extends through the hollow re- verser shaft so that both handles have the same center. Through the pipe raihng also extends the shaft of a mechanically operated sander, and at the right of the motorman another piece of pipe railing affords a sup- port for the removable hand-brake wheel and air-brake handle. At the rear end of the car all of these handles are removed, leaving the pipe railings with no pro- jecting pieces and permitting passengers to use all of the end seats. All doors are of the interior combined swinging and sliding type standard on the Pittsburgh EaUways, and are mechanically operated by short handles on interior stanchions. The approximate net door opening is 2 feet 4 inches. While the extreme car width is 8 feet 2 inches, the ends are reduced to 7 feet. The cars, com- plete with double-end control and couplers at each end, weigh 38,000 poimds. Cars on Long Island. — No section of a city previously neglected or undeveloped has grown with more aston- ishing rapidity than the portion of Long Island east- ward of Brooklyn and reached by the newer bridges, particularly the Queens Borough, passing high over BlackweU's Island. The demand for transportation has been intense, and is being met in some instances by the newest types of center-entrance, stepless cars. The Manhattan & Queens Traction Corporation, which operates between Fifty-ninth Street, New York, and Jamaica via Queens Borough Bridge, Long Island City, Elmhurst, and Forest Hills, has 25 center-entrance TECHNICAL ADVANCES IN THE INDUSTRY. 379 cars. The general design is very similar to that de- vised and used by the Brooklyn Kapid Transit System. The seating capacity is 52, and the weight, fuUy equipped, 20 tons. The builder could have made the car a little Hghter, but certain restrictions in connec- tion -with operation over the bridge made it desirable to have a construction with more than the usual factor of safety. The general dimensions of the cars are as f oUows : Length over vestibule ends, 45 feet. Length over buffers, 45 feet 6 inches. Truck centers, 22 feet. Height from rail to top of roof, 11 feet. Length of center-entrance platform between two compartment bulkheads, 7 feet 1 inch. Width over side sheathing, 8 feet 4 inches. Width over eaves, 8 feet 4 inches. Width over belt raU, 8 feet 5 inches. Width over window sill, 8 feet 5f inches. Width of aisle, 26 inches. Length of seat, 36 inches. Wheel base of truck, 4 feet 6 inches. The bottom framing is of steel with a 6-inch 8- pound channel for the bottom member of the side girder. The side girder is of 29§-inch by J-nich plate with a 3-inch by J-inch bar for the top member. The 6-uich channel is made in one piece which is bent down at the center for the platform or well. The sUls are 4-iQch, 7i-pound I-beams spaced approximately on 3-foot centers. The vestibule-end frame and the cen- ter-entrance platform are reinforced with diagonal braces. The end sill is built up of steel plates and roUed shapes. The vestibule ends are sheathed with sheet steel and have buffer shields. Cast-steel bol- sters are used. AH posts of the body framing are made of IJ-inch by 2-inch by J-inch T's bent around from side sUl to side siU and forming carlines, and all have post-ash strips to serve for sash guides. The upper sash is sta^ tionary, while the lower sash is arranged so that it can be raised. The center-entrance posts are of T's and pressed channels with a plate and channel over the door to provide corapression members in the side- girder construction. The vestibide ends have wooden posts with outside bar reinforcements. The roof is of plain-arch type. The T-posts which form the carlines have ash roof nailing strips bolted on the top and sides for the attachment of the ceiling. The roof boards are f-inch tongued and grooved pop- lar. The vestibule-end roof is supported on ash car- lines bent to shape. Below the sash rests the cars are finished in f-inch mahogany sheathing, which is ap- plied between the posts with an allowance for ^-inch air space between the outside girder plate and this wainscoting. All the metal trim is of highly polished bronze. The flooring in both ends of the car is sloped down- ward for 3 inches from the bolster to the center en- trance, while the floor of the center well is sloped 1 inch downward toward the door. The pair of center doors on each side are of the slid- ing type with glass panels; they operate simultane- ously with the steps. Hiaged doors for the use of the motorman only are provided ia the vestibules. Gars in Brooklyn, N. Y. — The cetiter-entrance trol- ley car developed by the Brooklyn Rapid Transit Co. is a double-end, straight-bodied type, with low- step passenger entrance and with two exits located at the center of the car and arranged for the col- lection of fare as the passenger enters. The car floor at that point is 14 iaches above the rails at the threshold, with 2 inches of ramp to the center. Inside the car is a 10-iach riser from the central platform subfloor or well to the center aisle on each side. This aisle has a ramp of 6 inches in 8 feet 6 iaches to the bolsters, from which points the floor is level. The center entrance and exits are divided by stanch- ions and railmgs to give a clear entrance of 32^ inches in the center and a 21f-iach exit on each side. The pivoted railing, which can be swung from one side of the car to the other, depending upon which set of doors is being operated, divides the iacoming from the outgoiag passengers. The lower panels of the side doors are of clear wired glass to permit unob- structed observation by the conductor while the doors are closed. Soft-rubber buffers are attached to the doors to avoid injury to passengers and damage to their clothiag. A locked swiag door 21 J inches wide and 5 feet 5 inches high is provided at each end of the car for the exclusive use of the motorman. This door is made of welded steel with one drop and one fixed sash. The car seats 58 passengers, making the dead- weight per passenger 671 pounds. The origiaal seat- ing plan called for 16 cross seats of reversible type with a 26-inch aisle between, longitudinal seats at the center doors, and curved seats at the ends. This gen- eral plan has been retained as giving maximum seating capacity without congestion at the center, but ingenious improvements have been made in seats which are in or out of service, according to the direc- tion of running. In the first car of this type, the end seating was so ari^nged that the section directly behind the motorman was hinged upward at each end when the cab doors were swung out for service, and the outer ends of the seating near the cross seats were raised in like manner with the change in direc- tion. The newer end seat is a semicircle seating eight passengers and made of four hinged segments, each quarter circle consisting of a long segment near the motorman and a short segment which opens out- ward to a supporting piece on the adjacent cross seat. Before the motorman makes up the cab by bringing out the two swinging sashes he turns over the end of each half circle of seating, thereby doubling its thickness 380 STREET AND ELECTRIC RAILWAYS. and halving its length. The upwardly hinged seats were discarded to save time ia changiag from one end to the other. The curved end seats are finished on both sides, and to avoid the tearing of clothing they are made with screws which are inserted transversely through the slats. In the first car the seats opposite the center door were arranged to sHde horizontally under the adjacent longitudinal seats on the higher floor level. This has been superseded by a new arrangement ia which each half of the seat is brought into place by swiveling it downward on a rod carried on the upper floor between the side of the car and an aisle stanchion. When not ia use, each half is kept vertical by a double-acting lock which fits iato a retaining bar. Both seat halves are alike except? that one carries a folding leg which is automatically locked into place when the seat is up. The seat with the leg is dropped first. These seats and the pair of center doors not in service are inter- locked both mechanically and electrically to prevent the improper opening of the door. The cross seats are 34 inches wide. They have but one pedestal each, the other ends of the seats being carried by pressings between the posts. The arm rests are of mahogany. At each side on the upper level near the door is a longitudinal seat with space for three passengers. The motorman's cab presents a departure from the original design in that the folding doors have been replaced by a fighter, cheaper, and faster combination, consisting of two swinging sashes, which are carried only to the height of the seat backs, and an interme- diate curtain which is drawn down behind the motor- man to screen him from the fight of the car interior. The cab is prepared for service by folding the curved seat, next swinging out the two sashes to an angle of about 45°, and then inserting the separator or tiebar, which when not in use is kept hinged in an upright position on one of the swinging sashes. These sashes have curtain grooves, the curtains being placed in moldings in the bulkhead above so that when the sashes are opened in position to form the cab the grooves wiU be in the proper place to receive the cur- tain fixtures. Each car is mounted on two "maximum-traction" trucks with 4-foot 6-inch wheel base, equipped with 28-inch driver wheels and 21-inch pony wheels. The driver axles are of heat-treated carbon steel, with 3J-inch by TTk-inch. journals, and the pony axles of open-hearth hammered steel, vdth 3-inch by 7J-inch journals. The traction equipment consists of two motors rated at 40 horsepower at 500 volts and 50 horsepower at 600 volts. These motors are wound for field con- trol. The gear ratio is 61 :14. On tapped field they are capable of giving a maximum speed of 25 miles per hour and on full field a maximum speed of 21 miles per hour. The motors have a maximum vertical height of 2 feet 1 inch and a maximum width of 4 feet •j^ inch. Compared with older motors, these dimen- sions mean a saving of 2 inches' clearance below the axle. Fares and transfers are collected as the passengers enter. The entrance railings lead the passengers to the conductor, who is stationed at his pedestal in the center of the well. The pedestal is a revolving device with a change table on the top, where fare is paid by the passengers. The weight of the latest car, including drawbar fittings, etc., is 28,900 pounds, compared with 39,550 pounds for the first car. NEW TYPES OF ELECTKIC STJBUEBAN LINES. At the time the previous report on street railways was issued there was a marked tendency to use direct current for city and limited suburban traffic and to use alternating current for interurban lines. The direct-current voltage employed was then around 600 or 700 volts. In the interval, direct-current voltage has been carried up to 1,200 to 1,500 volts, and a num- ber of new fines using this voltage have gone into opera^ tion. On the other hand, several new lines have been equipped by the earfier methods, such as the 40-miIe suburban extension of the Waterloo (Iowa), Cedar Falls & Northern Eailway, which uses 600 volts direct current. More interest attaches, however, to the new types operating at a direct-current voltage twice as high, with many incidental economies and advantages. A few examples may be cited. Oakland, Antioch & Eastern Railway, Cal. — winter- urban electric systems are fast supplanting the steam railway in the vicinity of San Francisco. Among these may be mentioned the Peninsula System between San Francisco and San Jose, and the Key Eoute ex- tension between Oakland and San Jose, each 50 miles in length; the Ocean Shore Kailroad from San Fran- cisco to Santa Cruz, covering a distance of 65 miles, operated part way as a steam road; the Fresno & Monterey Eaiboad, which very materially shortens the distance from the center of the San Joaquin VaUey to tidewater; the Northern Electric Co.'s line from Sacramento to VaUejo, which, with the Suisun and VacaviUe extensions, is over 60 mUes in length; and the Oakland, Antioch & Eastern Railway. This last company operates a regular train service between Oakland and Bay Point, Contra Costa County, a distance of 31 miles, and through trains between Oakland and Sacramento, 85 miles distant. Starting from the main Oakland depot at Fortieth Street and Shafter Avenue, the Oakland, Antioch & Eastern fine extends up Shafter Avenue and across the north arm of Lake Temescal. Thence it winds up Shepherd Canyon on a 3 per cent grade to the Redwood Peak Tunnel, which pierces the Coast Range for a distance of 3,458 feet. Most of the tunnel is through solid rock, and aU that is not is fined with CATENARY LINE CONSTRUCTION, KANSAS CITY, CLAY COUNTY & ST. JOSEPH RAILWAY CO. PORTABLE SUBSTATION; WASHINGTON, D. C. & OLD DOMINION RAILWAY. (Face p. 380.) TECHNICAL ADVANCES IN THE INDUSTRY. 381 reinforced concrete 24 inches in thickness on the sides and 18 inches in the arch. Located at the east portal is the largest of the five substatioas. From Bay Point across Suisun Bay to Chipps Island the Oakland, Antioch & Eastern EaUway proposes to build a bridge 10,000 feet in length and 70 feet high over the navi- gable portion of the stream. The estimated cost of of this bridge is $1,500,000, and work has begun on it. While this bridge is being constructed, a ferryboat is used to transport trains across Suisun Bay. This boat is noteworthy, as it is one of the few gas-operated boats in the world used for car transportation. Across Yolo Basin the road is carried on a trestle 13,900 feet long. In the center of this trestle a draw- bridge has been erected over Montezuma Slough. There is a clear opening of 109 feet, and the draw is operated from land by remote control, a 1,200-volt, 15-horsepower motor supplying the power, which is transmitted by submarine cable. All of the roadbed between Chipps Island in Suisun Bay and Sacramento has been completed. It is heavily ballasted and oiled to prevent dust. The rails are ferrotitanium alloy, 70 pounds per yard, A. S. C. E. standard. The Oak- land, Antioch & Eastern enters Sacramento by the M Street Bridge, owned partly by that company, partly by the Northern Electric Kailway, and partly by the counties of Sacramento and Yolo. Between towns a speed of 60 miles per hour is maintained. Current is supplied by the Great Western Power Co., whose main power house is on the Feather River, 18 miles north of Oroville. Five substations are required for the service of the Oakland, Antioch & Eastern Railway. They are 17 miles apart and are located at the east portal of Redwood Peak Tunnel, at Con- cord, at Montezuma, at Main Prairie, and at GHde's Levee, respectively. The standard substation equip- ment consists of one 750-kilowatt motor-generator and switchboard. These comprise one 1,300-volt, interpole, direct-current generator rated at 514 revolu- tions per minute; one 1,080-horsepower, synchronous, 11,000- volt, 3-phase, 60-cycle motor, vrith one 18-kilo- watt, 125-volt, direct-current exciter on the shaft; one dwitchboard eqidpped with synchronous-motor panel; one direct-current general panel; and three direct- current feeder panels. The substation at Redwood Peak, which provides for the heaviest load, is equipped with two complete sets of this equipment, while each of the other four substations has but a single set. There is also one portable substation of 350-kilowatt capacity. The overhead catenary construction is 1,200-volt No. 000 trolley, ^^-inch steel messenger, with a 600,000- circular-mil almninum feeder. Pending the completion of th6 bridge across Suisun Bay, current is being trans- mitted from Bay Point beneath the surface by two sub- marine cables. The company operates fourteen standard cars and two parlor cars. The former are 56 feet in length over aU, 10 feet wide, and are divided into express, mixed passenger, and smoking compartments. There is seating capacity for 50 persons. The cars are pro- vided with electric fans for summer and electric heat- ers for winter. Electric lights overhang all seats. The parlor cars, attached to the express trains, will seat 60 passengers and are provided with well-appointed buflFets. Each car is equipped with four 140-horse- power, 1,200-volt, direct-current, interpole railway motors, control, and two djmamotor compressors. The trucks are of standard "trunk-line" type. The heavy freight traffic is handled by two 50-ton electric locomotives, each equipped with four 160- horsepower, 600/1, 200-volt direct-current interpole motors, electrical control, and two dynamotor com- pressors. NashviUe-GaUatin (Tenn.) 1,200-volt line.— A 1,200- volt direct-current interurban line has been completed and put in operation between Nashville and Gallatin, Tenn. It traverses a densely populated district northeast of Nashville and bordering the Cumberland River Valley for a distance of 27 mUes. Except in a few places, the entire line is buUt on a private right of way, paraUeHng the old Gallatin turnpike, which passes through what is known as the "Blue Grass" district of Tennessee. Throughout the entire length the territory is urbaaa in character, with a population averaging 800 people to each square mile on each side of the road . This new line of the Nashville-Gallatin Interurban Railway sprang immediately into prominence as an interurban road because of the fact that it is the longest in the state of Tennessee. It is built vdth 70- poimd rails laid on standard-size white oak ties spaced seventeen to 33 feet. The ruling grade is 3 per cent, and the maximum curvature 6 degrees, except on that portion of the city lines of the NashviUe Railway & Light Co. by which access to the business district of Nashville is obtained. The private right of way averages approximately 50 feet in width, except in places where this was not sufficient for heavy cuts and fills . To fix the align- ment of all curves which are spiraled, 4-inch by 4-inch oak-post monuments are set in concrete at all points of spiral, at points of compound curves, and at points of tangency. These permanent monuments are set 7i feet from the center of the track and painted vsdth black letters on a white background . They show the degree of curve and elevation of the outer rail, and the monuments at points of spiral and at points of com- pound curve give the length of each. Practically all the heavy excavation is in solid rock, which made grading exceedingly expensive. Standard roadway sections include a 12-foot roadbed with lij- to 1 slopes on embankments and a 14-foot roadbed in excavation. The standard slope in all rock cuts is i to 1. The overhead trolley and transmission lines are carried on a single line of 35 feet, 7i-inch-top chestnut 382 STREET AND ELECTRIC RAILWAYS. poles set at 100-foot mtervals with the face 8 feet from the center of the track. Two of the three No. 4 con- ductors constituting 33,000-volt, alternatiag-current, 3-phase transmission line are carried on a 5-foot two- pin cross arm near the top of the pole, with the third- phase conductor on a pole-top insulator. This arrange- ment permits a 52-iach spacing between the three conductors. This transmission liae extends from the generating station of the Nashville Railway & Light Co. at NashviUe to the substation at HendersonviUe. Pipe mast arms are attached to the pole below the transmission line so as to give 18 feet clear head room between the top of rail and troUey. Just below the mast arm a standard cross arm is applied which varies in length according to the number of signal wires. This cross arm also carries the feeder on the insulator nearest the troUey. The telephone circuits are on bracket insulator pins below this cross arm. Both the trolley and feeder wire are of No. 0000 round copper, and the latter is strain-guyed every quarter of a mile and at approaches to all important curves. The initial rolhng stock for this 27-mile road in- cluded four interurban passenger cars and one baggage car. The passenger cars are 50 feet 6 inches long over all by 8 feet 5| inches wide. The bodies are of arched- roof design, for single-end operation, ynth. under frames of composite construction which are under- and over- trussed. The car body is divided into a passenger and a smok- ing compartment, and the latter also serves as seating space for colored passengers. The motorman's cab is of good size, being 6 feet 3 inches over all, to provide space for light baggage. A two-leaf folding door on the right side of the cab permits the colored passengers to enter the compartment reserved for them without passing through the car. A 42-inch sliding door on the opposite side of this vestibule serves for loading and unloading the baggage. The rear platform is equipped with a single 36-inch two-leaf folding door and a triple-tread coach step on the right side. The total seating capacity is 54, with seats for 16 passen- gers in the smoking and colored-passenger compart- ment, and 36 in the main compartment. The interior finish, including linings, moldings, doors, and sash, is of cherry, mahogany finished, and the seats are up- holstered in rattan, with brass fittings. Four 600-volt motors are included in the car equip- ment. Two motors are connected in series for 1,200- volt operation, and are capable of 50 miles per hour. A change-over switch in the motorman's cab permits the motors to be operated in multiple when the car passes from the 1,200-volt interurban line to the 600- volt street railway line in the city. of Nashville. The express and baggage car is arranged for double-end operation, and like the passenger car is built with a composite underframe and an arched roof. The most novel feature in the auxiliary equipment of this express car is an installa,tion of two small power cranes to facilitate the handling of heavy freight. The underframing of the car body was reinforced to carry the additional strains imposed by the operation of these cranes. The hoist standard is composed of two sections of channel iron fitted into castings on the car floor, and just above the 7-foot sliding doors. These castings form a pivot for the vertical member, which in turn supports a horizontal boom. Inside of the channels of each crane a 3-inch air cylinder with a 24-inch piston stroke has been installed with the cylinder at the bottom, which permits the piston tO' travel upward. A sheave wheel is mounted just above this air cylin- der and on a level with the horizontal member of the crane. This wheel and a second sheave wheel set in the end of the piston rod are employed in raising and lower- ing loads to and from the car. The horizontal boom is built of two plates placed so that a pulley may be set between them, five pairs of bearing notches being provided for this piu-pose. The location of the pulley on the boom depends on the weight of the load and its distance from the car door. With a normal air pres- sure on the car, the hoist is capable of lifting 800 pounds. Each hoist is pivoted beside the sliding doors so that it may be swung out through the door open- ing. A hose-and-pipe connection to the air-brake reservoirs supplies air to the hoist cylinder, which is operated by a straight-air valve attached to the side of the upright member of the hoist. Pittsburg-Butler TiigTi^voltage railway. — The Pitts- burgh & Butler Street Railway was the fifth single- phase interurban road in the United States to substi- tute 1,200-volt direct current for the single-phase alternating system. The road affords an unusually good opportunity for a comparison of the relative merits of the two methods of propxilsion, as it had five and one-half years of single-phase operation. With the 1,200-volt direct-current apparatus the same car bodies are used, and the new motors are of the same nominal rating as the former ones. Under these con- ditions a reduction in power consumption per car-mile of not less than 15 per cent has been shovrai by a com- parison of power-house records for the months of Au- gust, 1913, and August, 1912. In addition, the me- chanical and electrical force at the car house was re- duced 54 per cent, exclusive of car washers, etc. The total length of road operating in 1913 on 1,200 volts was about 28 miles. For a distance of 6 mUes, from Etna to the Pittsburgh terminal, the cars operate on the 600-volt trolley over the tracks of the Pitts-' biu'gh Railways. At the Butler end of the line the substation of the Butler Passenger Railway, an affili- ated company, is utilized to supply current to 4f mUes of track. The track gauge is 5 feet 2^ inches, conforming to that of the Pittsburgh Railways. The road for the greater part of the way passes through a hiUy coimtry, making operation especially severe on account of the TECHNICAL ADVANCES IN THE INDUSTRY. 383 extra power requirements and the unusually heavy duty on the equipment. There are three grades aver- aging from 7 per cent to 9 per cent, while frequent lesser grades range from 3 per cent to 5^ per cent. A grade of 9 per cent is encountered near Etna, and at a point about 5 miles north of the Gibson substation, near Bryant, the south-bound cars ascend a 6 per cent grade with an 8-degree ciu-ve. The road from Etna to Butler is single track throughout, and with the ex- ception of short stretches through the larger towns, is over a private right of way. Electric energy generated at the power house at Ren- frew, 5i miles from the Butler terminal, is transmitted to two rotary converter substations at 22,000 volts, and there is transformed to direct current at 1,200 volts. The power house at Renfrew, which was orig inally used to supply single-phase current to the trolley through transformer substations, has been adapted to supply 3-phase current to the rotary sub- stations. This power house contains one 1,500-kilo- volt-ampere and two 750-kilovolt-ampere horizontal steam turbine units connected to deliver 3-phase, 25- cycle, 6,600-volt current. By a rearrangement of the single-phase transformers, this current is now stepped up to 22,000 volts, 3-phase, for transmission. Besides the supply to the 1,200-volt substations at Mars and Gibson, alternating current is transmitted to the 600- volt substation of the Butler Passenger Railway at Butler. The same 3-phase lines provide power for the lighting circuits in that city and in towns along the line. There are two substations containing identical equipment, one at Mars, adjoining the car house, and one at Gibson, near the city of Etna. A transmission line of three No. 4 copper wires extends the entire length of the system, the original single-phase line having been utilized by the addition of a third wire. The l,2G0-volt circuit also was reinforced by additional feeders, and the rail bonding was, of course, renewed throiighout. The substation and car house at Mars are approxi- mately 17 miles from Etna and 16 miles from Butler. The distance to the Renfrew power house is about 10 miles. The two equipments in each substation are in exact duplicate, each consisting of a 300-kilovolt-am- pere, 25-cycle, 1,200-volt synchronous converter, a 300- kUovolt-ampere, 3-phase, oil-cooled transformer, and the necessary switchboard with feeder and starting panels. The incoming 22,000-volt circuits are pro- tected by a four-tank almninum lighting arrester. These lines are also provided with choke coils and dis- connecting switches. On the high-voltage side of each transformer are three single-pole, 22,000-volt, 300-ampere automatic oil switches, installed in brick cells and hand operated by means of switch levers mounted on a slate panel. The transformers are Y-connected, with 740-volt secondaries. Four 2i per cent taps are provided in the primary side, thus allowing adjustment between 19,800 volts and 22,000 volts. A one-half-voltage tap is pro- vided on the secondary side for starting purposes. These transformers are of the standard railway type with high inherent reactance. The synchronous converters are rated at 300 kilo- watts, 750 revolutions per minute, 1,200 volts, and are provided with the usual end-play, speed-limit, and brush-raising devices. These machines are capable of 50 per cent overload for two hours and three times nor- mal load momentarily. A separate switch panel is used for starting from the alternating-current side. The direct-current switchboard consists of four stand- ard 1,200-volt panels, including a synchronous con- verter panel for each machine and two feeder panels. A standard 1,200-volt, direct-current aluminum light- ning arrester is provided for each of the outgoing feed- ers. One machine is sufficient to handle the entire load except for a few hours in the morning when the first cars are leaving the car house. The proper taps are used on the primary side of the transformer to give 1,300 volts on the direct-current side of the rotary converter. The Gibson substation is 1 mile from the end of the line at Etna, and contains exactly the same equipment as the Mars substation. As mentioned before, at the Butler end of the road for a distance of 4f miles the troUey is fed from the 600- volt substation of the Butler Passenger Railway Co. The present equipment of the substation includes two 500-kilowatt synchronous converters, which have ample capacity to take care of the maximum load requirements of both systems. Eleven of the 13 original single-phase car equip- ments have been replaced by 1,200-volt, direct-current apparatus. These cars include 1 combination passen- ger and baggage cars and 1 express car. The passenger cars have passenger and smoking compartments, and all but 2 are provided with baggage compartments for light freight and package express. The total seating capacity is 52 passengers, and the estimated weight of the car with average seated load is 37 tons. This is a reduction of 6 tons from the weight of the same car equipped for single-phase operation. This reduction was made possible by the elimination of the trans- former and duplicate alternating-current, direct-cur- rent control, and a reduction of 1,500 novmds in the weight of each motor. The principal dimensions and weights of these cars are shown in the following statement : Length over all, 51 feet 3 inches. Width over all, 8 feet IJ inches. Height from track to roof, 13 feet 6 inches. Distance between truck centers, 27 feet 6 inches. Wheel base of truck, 6 feet 8 inches. Weight of car body, 30,000 pounds. Weight of trucks, 17,000 pounds. Weight of electrical equipment, 22,000 pounds. Weight of brakes and compressors, 1,800 pounds. Average passenger load, 4,000 pounds. Total weight, 74,800 pounds. 384 STREET AND ELECTRIC RAILWAYS. The electrical equipments of these cars are identical, with the exception of the gear reduction on the express car motors. The four motors used on each car are of the internally ventilated, commutating-pole type, rated at 100 horsepower on 600 volts. The installation of the apparatus on the cars is an unusually good example of car equipment, and several features deserve special mention. AU wiring is ia conduit, and every conduit is a straight pipe, which simplifies the puUing iri of wires and cables. Special cast-iron outlet boxes are suspended directly over the resistance grids, and the grids themselves are care- fully insulated to prevent damage from snow. The motor leads are also well protected from injury by use of cast-iron terminal boxes on the car and special wooden terminal blocks on the motor case. Each lead is covered with rubber hose armored with brass wire, and the outlet box is placed near the center of the bolster to obtain maximum flexibihty. Hangers and boxes, and in fact aU accessories, are interchange- able on all cars. Among the changes made in the cars to adapt them to direct-current operation is included that in the roof covering. With the single-phase equipment, a grounded copper sheathing was used on the car roof to ground a broken trolley wire. For direct-current operation the cars are covered with canvas, and the trolley deck running the entire length of the car is insulated for 1,200 volts. The change from 6,600 volts single-phase to 1,200 volts direct-current was accomphshed without inter- ruption to traffic. After the first two cars had been equipped for 1,200 volts, the system was changed over from Butler to Mars, passengers being transferred to the single-phase cars at Mars. On August 1, 1913, direct current was thrown on the entire system, and four additional cars were put in service on the regular schedule. Since the inauguration of the lj200-volt service no trouble of any kind has developed in the operation of the electrical equipment. TRACK CONSTETJCTION. Maintenance of track is one of the large and serious problems of the street railway industry. The subject has been covered fully in previous reports, but these necessarily dealt with conditions subject to constant change. Of these changes and developments no more striking or interesting illustration could be given than the history of the girder rail so largely in use in American cities for street railway service. At its meeting in Atlantic City in 1913, the American Electric Railway Engineering Association adopted four stand- ard girder rails for tangent and curved tracks on paved streets. In commending this action, Mr. Martin Schreiber, engineer of maintenance of way of the Pubhc Service Railway Co. of New Jersey, noted the fact that three years earher no fewer than 200 different types of rail were found to be in use in the industry. Data on girder^ail development. — While it was true that "hve" sections were considerably less than this in number, stiU many of the sections in use then were available, and rolls and equipment were yet on hand for the manufacture of many of them. It is only fair to concede that electric railway engineers had fuUy realized that standard rails would eventually mean better service and cheaper track, but the situation had not been altogether in their control. Besides, the development in the electric railway industry, espe- cially of equipment, was not mature, and the time has hardly been ripe for standard rails until now. Mr. Schreiber traced the development of the stand- ard girder rails that were finally proposed by the engineering association. The first actual design of the grooved girder rail for paved streets was that proposed as standard by the committee on rails and rail matters of the American Street and Interurban Railway Asso- ciation, presented at the 1907 convention. There were two 9-inch and two 7-inch grooved rails, the former weighing 137 pounds and 122 pounds to the yard, re- spectively, and the latter weighing 122 pounds and 98 pounds to the yard, respectively. In the same report were also recommended two 7-inch and two 9-inch tram rails, together with designs for 7-inch and 9-inch guard rails for use with both grooved and tram sec- tions. The committee on way matters for 1910 ap- proved the principles outlined in the previous reports, but submitted in detail for consideration new designs for 7-inch and 9-inch grooved girder rails. The reasons for submitting alternative designs were that the com- mittee considered the previous sections to be too heavy and their first cost too high. In 1911 the same committee revised the work of all preceding committees and confined its attention to the design of a 9-inch grooved girder rail, submitting a thorough and careful analysis of the principles which governed each detail. The design submitted by this committee comprised one radical departure from any other rail section that had previously been in use or proposed, in that it provided for a tapered web. The reason given by the committee for the change in design was a mathematical one. It was explained that in the case of wagon loads on the tram, or when cars sway from side to side, the web acts as a cantilever and its stabOity is directly proportional to the cube of the cross section at the base. The 9-inch rail submitted by the committee, therefore, had about two and one-half times the stabihty of the rail with the straight web nine-sixteenths inch thick, although containing prac- tically the same quantity of metal. The committee of 1911 was very anxious that the 9-inch girder rail proposed by it should be adopted as standard, but the convention decided that it would be better to prepare designs for both the 7-inch and 9-inch rails for straight track and the 7-inch and 9-inch rails for curved track, rather than a design for one rail only. Accordingly, the conmaittee on way matters for 1912 approved the TECHNICAL ADVANCES IN THE INDUSTRY. 385 Q-inch design submitted by the 1911 committee and also presented three additional designs covering a 7- inch grooved rail for straight track and a 7-inch and a 9-inch guard rail for curved track. Although these four designs appeared to be very nearly what was required, the committee on standards did not approve the recommendations of the way committee, principally on account of the contour of the throat of the guard raU, and referred the whole question back for further action of the way committee reporting to the 1913 convention. The 1913 committee on way, guided by the experience of all previous committees and the large number of dis- cussions that had occurred, was determined to produce satisfactory designs. Accordingly, it submitted at the 1913 convention plans for four standard rails, in- cluding those for straight and for curved track, both 7-inch and 9-inch. Not only were these designs ap- proved by the committee on standards, but the action was also ratified by the convention, and the rails are now the standard for the association. Thus, after six years of continuous work, there are four standard rails. It is interesting at this time to compare the original rails, as produced by the 1907 committee, with the rails recommended by the committee of 1913. If one compares only the weights of the rails, there is very little difference. Closer examination, however, develops the fact that a great deal has been accom- plished. In the first place, in 1907, 16 rail sections were proposed as standard, in 1913 only 4. This is due to the fact that the 1913 committee felt justified in eliminating the tram rail altogether, and to the further fact that it proposed only one 7-inch and one 9-inch rail instead of two of each. At any location where a tram rail would be allowed by the municipal authorities, it seemed that a T-raU would be just as efficient from the latter's point of view, and certainly greatly to be preferred to any other type of rail from the railway com- pany's standpoint. If the T-rail were not approved, it seems that there would be no reasonable alternative but the grooved girder rail. One of the 9-inch grooved rails of 1907 'weighed 137 pounds and the 9-inch grooved rail of 1913 weighed 134 pounds — a difference of only 3 pounds. There are, however, material differences in design. The contour of the head is modified, in that the width of the wearing surface of the later rail is 2 J inches as against 2^ inches in the old rail. The depth of the bevel of the new design is xs inch greater than in the 1907 rail, and the length of the bevel is | inch greater. The advantages of these changes accrue principally to railways that are stUl using a narrow tread of wheel, in that they allow longer life of the rail before ridges appear on the wear- ing surfaces. The over-all width of the head of the 1913 rail is | inch greater than that of the 1907 rail, and the depth of the lip below the head is i inch less. 58795°— 15 25 These latter changes were made to afford better pav- ing and vehicular conditions. Another important improvement in the 1913 rail is the increase in depth of the groove from IJ inches to 1^ inches. This point was very difficult to decide, on account of the early practice providing a depth of only 1 J inches, while some of the rail rolled during the last few years has a depth of 1^ inches. It is very desirable to have the groove deep to give maximum wearing value to the head ; nevertheless, this has been thought imdesirable by many, because of vehicular traffic and of the cutting down of the fishing depth, especially in the case of the 7-inch rail. The design of the web of the new rail is entirely different from that of the old in that the taper of the 9-inch rail is ^ inch at the top and f inch at the bottom. This arrangement increases the stability, tending to prevent corrugation, which has been a serious menace, particularly in the last few years. The width of the base of the heavy 1907 9-inch rail was 6^ inches, while that of the rail proposed by the 1913 committee is only 6 inches. In the com- mittee's opinion, it was only necessary to design a base that would be of sufficient width for bearing, and at the same time the narrow base allowed more uniform rolling. Generally the same arguments apply to grooved guard rails, but in the latter there is a distinct tendency toward a change of contour and an increase in the width of the throat. The design of the throat of the guard is altogether a question of construction of the equipment. The equipment has been considerably developed since the 1907 committee's deliberations were presented. In fact, it is now generally conceded that it is necessary to provide a guard that wiU take care of a standard A. E. R. E. A. flange and a wheel base varying from 4 to 6 feet, with radius of curved track varying from 40 feet upward. The fact that the throat in the guard rail had been designed only 1 J inches deep seemed to be an advantage because the wear on the guard is not apt to come on the bottom of the groove but rather on the sides, and the decrease of the groove aUows an increase in the depth of the guard, which is desirable on account of the large strain on the guard by the wheels of cars taking curves. T-rail construction. — A very large amount of T-rail construction is in use throughout the country, and there is abundant Evidence as to its persistence as a type. Its prevalence can best be shown, perhaps, by considering one part of the country. A description of conditions in Connecticut, by Mr. E. C. Cram, form- erly of the Connecticut Co., furnishes the required data, while the report of the pubfic utilities commission of Connecticut for the year ended June 30, 1912, is one of the very few state reports giving data as to type of rails and pavements used by street railways. An analysis of the report shows that the 1 operating 386 STREET AND ELECTRIC RAILWAYS. companies in the state reported a total of 1,055 miles of single track. Five companies, operating about 150 mUes, reported no girder rail whatever, thus con- fining the use of girder rail to the other five, four of which reported only 7 miles of girder rail about evenly divided between the tram and the groove girder types. Of the total mileage in the state, approximately 93 per cent is laid with 40-pound/95-pound T-raU, 4^ per cent with 70-pound/96-pound tram girder, and 2^ per cent with 85-pound/125-pound groove girder. Substantially 91 per cent of the girder-rail mileage is confined to the lines of the Connecticut Co., with about 60 per cent of this confined, in turn, to the Hnes in Hartford. In that city practically aU of the origi- nal tracks were laid with tram girder rail, and these must be replaced with groove girder, as occasion arises, in accordance with an agreement between the city and the company made several years prior to the time when the Connecticut Co. acquired control of the property. With regard to pavement, an analysis of the report shows a total of 336 miles of single track paved with various types of pavement. Included in this total, however, are 26 miles of stone ballast (backfiU above ties) which is not properly to be considered as pave- ment except for purposes of accounting. The net mileage of paved track is , therefore found to be 310 miles, or approximately 29 per cent of the total mileage of tracks reported. The Connecticut Co. re- ported 288.1 miles paved, or substantially 93 per cent of the total paved mileage. The foUowing table shows the percentage which the mileage of each type of pavement used by the Con- necticut Co. forms of the total paved mileage of that company : CONNBCTICUT Co.- -Pekcentage Distribution of Paved Mileage. Per cent of total paved mileage of company. Macadam Brick Cobble Asphalt Belgian and granite block Wood block Bituminous— Macadam and bitulithic Granitoid Hassam If the mileage within the limits of the city of Hart- ford be excluded, it appears that about 90 per cent of the paved mileage in Connecticut is laid in conjunc- tion with T-rail. As to the T-rail and pavement situation on the lines of the Coimecticut Co. in the largest five cities in the state, the two tables immediately following are significant : Connecticut Co. — Pekcbntage of Mileage Paved and Peecent- A6B OF T-RaIL in LaEGEST 5 CiTIBS. New Haven. Bridgeport.. Hartford Waterbury. . New Britain. Popula- tion. Mileage in city limits. 133,605 102,054 98,915 73, 141 43, 916 67.0 40.0 SO.O 34.0 13.0 Per cent paved. 86.0 99.0 96.0 79.0 81.0 KIND OF KAHr-PEB CENT. T-rail. 100.0 88.0 10.0 88.0 100.0 Tram girder. 8.0 SO.O 8.0 Groove girder. 4.0 40.0 4.0 Connecticut Co.— Peecentagb Disteibution, by Classes, op Paved Mileage Within City Limits of Largest 5 Cities. a V -6 CITY. 1 1" i 1 a S ^ m o 13 m ■< « a New Haven 52.0 13.0 4.0 10.0 0.5 7.0 1.5 5.0 7.0 Hartford 76.0 61.0 6.0 "ie.'o" 21.0 0.5 20.0 1.0 23.5 1.0 Bridgeport 62.6 2.0 11.0 Waterbury 9.0 76.0 1.0 23.0 Note.— Belgian and granite block are not separated in state report. Bitulithlo included under " Bituminous macadam." In commenting on the first and third of these tables it is to be noted that macadam, in general, is the pre- dominating pavement in the largest cities, as well as in the total paved mileage in the state. The exception noted for the city of Waterb^lry, where cobble is found to predominate, is accounted for mainly by the fact that much of the mileage in that city is laid on quite heavy grades, where macadam is exceptionally hard to maintain between the raUs, and also because it has generally been the custom to pave the tracks there with cobble whether the roadways outside are paved or not. The objects sought were to provide a minimum flangeway for the maximum wheel flange in use, to eliminate both groove rail and special groove or nose block, to provide a reasonably smooth crossing for team trafl&c at right angles to the tracks, and to pro- vide facilities for wagon wheels to turn out from the tracks with comparative ease as well as with safety. It is believed that these objects have been and are being satisfactorily attained. This is particularly worthy of note because the commission is the sole authority on the type of track construction to be used in streets, and its approval must be had in all cases of track reconstruction. In this connection it should be stated that while the commission, in many instances, has approved the installation of T-raU, it recognizes the fact that at times there may be some locations where groove girder rail would be preferable, also that the width and grade of streets and the volume and character of trafiic must be carefully considered in any decision as to which rail may be the more suitable under all conditions. In only one case so far, however, has the commission ordered a groove-rail construction, after fuU investigation. TECHNICAL ADVANCES IN THE INDUSTRY. 387 Methods of paving. — ^As to pavement, the experience of the Connecticut Co. has probably been about as ex- tensive as that of any of the other important systems. The railways in Connecticut have only a limited control over the type of pavement laid within the track area, since they are required by statute to lay the same type of pavement in their section of the street as that laid by the municipaUties in the other part of the street. Nevertheless, they are not required to lay a pavement which is more expensive, nor are they absolutely held to the same type provided they lay a pavement which is considered equally good as compared with that laid outside the railway area. As a rule, however, the prac- tice is to lay the same type, the work being done by the same contractor under a separate contract with the railway company. There have been a few exceptions to this rule, where the contractor's bid for the railway work was in excess of the bid for the rest of the road- way. The predominance of macadam may be accounted for, in general, by its low first cost, the abundance of trap rock, and the fact that until the advent of the automobile a good water-boimd macadam roadway was sufficient to withstand all but the most concen- trated traffic in the immediate centers of the cities and towns. Moreover, it can be well laid even with a' 5-inch, 80-pound T-rail, is maintained at moderate cost, and is somewhat more adaptable for use with the T-rail than with the girder rail. It is thought that the tendency toward oiled macadam and the more recent forms of bituminous macadam wiU result in the continued use of such macadam pavement in connection with tracks where traffic is moderate and where the width of streets does not cause excessive wagon tracking at the gauge lines. According to the tables, brick pavement is next in extent. The older types consisted mainly of the small vitrified shale pavers, while the more recent ones are constructed with the present standard paving brick or block. They have been laid almost universally with cement-grouted joints on a sand cushion and a 6-inch concrete base. The quite general adoption of brick in the pkst as a pavement may have been due to the fact that until the introduction of the modern types of grouted granite and wood-block pavements it was the only alternative to asphalt in the so-called "perma- nent pavement" class, and asphalt has never found much favor in Connecticut cities. As a track pavement, brick has proved quite satis- factory up to the point where traffic following the rails becomes excessive. It can be well laid in con- nection with T-rail, and is quite readily replaced after street openings and track repairs, though at consider- able loss of material. The use of any form of special "nose" or groove blocks, however, has proved very unsatisfactory. Moreover, it should be stated here that these installations of groove blocks were made only under vigorous protest on the part of the company. While cobble appears as next in importance in the first table, it will suffice to say that its use is gener- ally confined to tracks in outlying districts, often on grades, in streets as yet otherwise unpaved. As a material for this purpose cobble is very good, providing firm foothold for horses, and preventing the rutting between the rails which usually occurs, after a time where tracks are merely back-filled with earth or gravel. Asphalt occupies a rather anomalous position in the hst, since it is confined practically to one city. What little remains in tracks elsewhere will no doubt be dis- placed within a year or two. There is every reason to beheve that much of the disfavor in which asphalt is held as a pavement for railway streets in Connecticut is the result of its installation in connection with tracks which were too old and were in no way as substantial as the modern construction. Later installations would indicate that asphalt can be laid and fairly well main- tained, under moderate traffic, in connection with a heavy groove girder rail. It is thought, however, that the well-known troubles incidental to asphalt main- tenance are sufficiently grave to make its installation undesirable and something to be avoided as far as possible. Belgian block occupies about the same position as cobble in so far as its value for use as a pavement is concerned, and it is rapidly disappearing. Granite block as a track pavement has untU recently been in little use in Connecticut. Such as there was consisted of the old type of 8-inch-deep blocks, laid on sand, mainly with sand joints. Within the past two or three years the value of the modern type of com- paratively smooth granite pavement began to be ap- preciated, and several installations have been made. The construction is composed of a moderately soft New Hampshire granite, with blocks about 5 inches deep, 4 inches wide, and 8 inches to 10 inches long, laid with 1 : 1 cement-grouted joints on a IJ-inch sand cushion and a 6-inch concrete base. This construction has been adopted usually where grades and very heavy traffic are found, with 7-inch 95-pound T-rail. In connection with grouted granite-block pavement a new method of construction is coming into use. The procedure consists simply in splitting old 8-inch to 12- inch granite blocks into from two to three parts, each about 4 inches deep, and laying them with the new split faces upward, all other parts of the construction being the same as with new granite. The cost of this method is, of course, much less than with new block, and the resulting pavement seems to be practically as good. Wood block has been steadily coming into favor in Connecticut. The relative importance of this kind of paving is not properly shown in the first table, because 388 STREET AND ELECTRIC RAILWAYS. several extensive installations were in progress at the date of the report on which the table is based. As a paving material it rivals granite, even when wear is con- sidered, and is more readily cut in around obstructions. While trouble is had at times from the tendency of the blocks to buckle under certain conditions, such defects are usually quite easy to remedy. The result is a smooth, clean, quiet pavement, which is highly de- sirable, especially in residential sections. It is adapt- able to both T and groove rail, and may be quickly replaced after track repairs, even in the winter time, with the least loss of material. It has been customary to lay this pavement on a 6-inch concrete base with 1- inch sand cushion and sand joints. The experience with bituminous macadam is not of sufficient length to enable a more definite opinion to be formed than that expressed in reference to ordinary macadam. With regard to "bitulithic," however, it has been found that it is quite satisfactory for streets carrying a moderate traffic. When laid in conjunction with T-rails it has been deemed advisable to place wood or granite block at either side of the raU heads. Several large installations have been made, the ear- liest two in 1906. Neither of these required any ex- pensive attention from the contractor at the expiration of the five-year guarantee period. In fact, after seven years they appear to be good for an indefinite period. The most objectionable feature would seem to be the dependence upon the contractor for such repairs as may be necessary from time to time. Granitoid is a pavement with a concrete surface, usually laid out in block form on top to prevent shp. Where installed in Connecticut no attempt was made to interpose any form of joint or shock absorber be- tween the rail and the pavement. It presents a neat appearance, but the block formations soon disappear under traffic. It is thought that perhaps for light traffic it may answer quite well, especially when first cost and comparative ease of repair are considered; but for heavy traffic following the rails, especially T- rails, it may be unsuitable. Tn any track construction in paved streets the pave- ment is perhaps the most important feature, in relation both to total cost of the track construction and to the use of the street by the pubUc. Mr. Cram believes that much of the objection which has been raised to the T-rail construction should more properly have been brought against the type of pavement used in connec- tion with that rail. This observation is the result of experience in connection with several agitations over the T-rail question in Connecticut cities, where it has been found that agitation ceased after a T-rail installa- tion had been made in accordance with the Connecticut Co.'s standard cross sections to replace the old tram- girder and asphalt-pavement construction. In fact, the new T-rail construction has been praised highly by both the press and members of civic associations. Track in various cities. — With the idea that descrip- tive details of types of track to be used and installed during 1913 would be of general service, an article was pubUshed early in that year giving some interest- ing data for several cities, which are here quoted.' The city track of the Waterloo, Cedar Falls & Northern Railway Co. is built with 12 inches of 1:3:5 concrete imder the rails and carried up over the base of the rail. This is done to make sure that the concrete is in contact with the base of the rail, for the reason that if it were poured only up to the base, the space under the rail would not be filled and there would always be moisture there. Mr. T. E. Rust, chief engineer for the company, estimates that the ties are the weakest part of the track and uses them only to keep the rails in gauge. They are spaced 3 feet center to center and set in the concrete, which, rather than the ties, is depended on to support the rails. Seventy- five-pound T-rails and twin bonds are used. The joint construction is of especial interest. It is made with angle bars and with a piece of old rail 24 inches long, embedded in the concrete in inverted position and in intimate contact with the rail base. This plan was adopted because of the fact that the concrete under the rail joint gradually wears away, and if the wearing surface is made of steel instead of concrete the joint stays in its originally perfect condition much longer. It is very essential, however, that the piece of inverted rail shall be in intimate contact with the rail, and in order to obtain this per- fect contact, the piece of old rail, before the pouring of the concrete, is held up against the track rail by means of two pieces of No. 8 iron wire looped around both sections and over a ^-inch steel rod laid on top of the running rail and provided with two large set screws. When the wires are fastened tightly around the whole joint, these set screws are turned down, bringing the section of old rail into perfect contact, and the concrete is then poured in. The Virginia Railway & Power Co., Richmond, Va., is using 9-inch girder grooved rail with electrically welded joints, together with a crushed stone and concrete substructure. A 6-inch layer of crushed rock is laid below the ties and 3 inches above their base, and 6 inches of 1 : 3 : 6 concrete is poured on this, bringing the level of the concrete over the base of the rail. Tie-plates and screw pikes are used. The ties are dimensioned 6 inches by 8 inches by 8 feet, and spaced at 2-foot centers. The Toledo Railways & Light Co. is using 6-inch, 100-pound, open-hearth T-rail on sawed white-oak ties, imtreated, 5 by 8 inches, 7 feet long. The ties are on a 3- inch bed of stone ballast, ^ to IJ inches, under which is a 5-inch base of 1 : 4 : 6 concrete. The rail joints have four-hole angle bars with 1-inch bolts. The rails are 60 feet long, laid with staggered joints, ' Electric Traction, May, 1913. TECHNICAL ADVANCES IN THE INDUSTRY. 389 and with 30 ties per rail. The stone ballast is applied flush with the top of the ties and rolled with a 10- ton steam roller. On top of this is placed a l^-inch layer of concrete to keep the ballast and roadbed free from water from the street. Neither tie-plates, tie- rods, nor rail braces are used. On the inside of the rails a wood filler block is placed next to the web. Next to this is placed a wood nose block, or one which has a comer beveled oflf so as to provide a flangeway for car and vehicle wheels. The paving blocks are laid on a |-inch cushion of sand, and the joints are filled with sand instead of the customary pitch or tar filler. Track drains are put in the centers of both tracks at depression breaks in the grade of the street. The web of the rail along the outside of the track is fiUed with rather dry mortar, against which the paving blocks are laid. The tracks are laid at 9-foot 2J-inch centers, with the inside rails ^ inch higher than the outside rails to fit the contour of the street surface. Cross bonds are installed 200 feet apart. The 3-inch ballast well tamped under the ties is enough to surface the track thoroughly and to distribute the weight quite evenly to the concrete base. The Twin City Rapid Transit Co., MinneapoUs, Minn., is using 7-inch, 91-pound T-rail laid on creosote d ties which rest on a bed of gravel 2 inches thick over a sub-base of crushed rock or gravel. The space be- tween the ties is filled in with 1:3:5 concrete up to the base of the rails. On the track laid in unpaved streets, the company uses 5-inch, 80-poimd T-rail sup- ported on pine ties with gravel ballast under the ties and dirt filling between them. Bonds No. 0000 of U shape with the terminals welded to adjacent rails are used, the welding being done by means of an acetylene torch. The joints on the unpaved track are 26-inch four-holes. On paved streets the com- pany uses a 7-inch, 91-pound rail, and all joints are cast welded. The paving in and between tracks is cut granite, laid on Portland-cement concrete. The pav- ing outside of the tracks is generally of the same kind as put down by the city. Where practicable, the com- pany prefers to put a couple of courses of granite blocks as stretchers along the outside of the rail. There is some objection to these rows of granite outside of the rail, except in the case of asphalt paving. In the standard track construction of the Cleveland Railway Co., 7-inch, 95-poimd T-rail is used, supported on steel ties spaced at 4-foot centers, with a 1 :2 :6 con- crete substructure. A concrete stringer is laid imder each rail to a depth of 12 inches and with a width of 12 inches. Between the rails the concrete is laid to a depth of li inches below the ties. The joints are built with a I'inch by 4-inch steel plate, 30 inches long, riveted on each side of the rail with four Ifg-inch rivets on each side of the joint. These are put in hot imder a pressure of about 100 tons, supplied by a 100-foot air compressor, and are riveted by a riveting machine. The base of the rail is welded by the thermit process. Steel ties are placed under the joints. In purchasing the rails, Mr. C. H. Clark, engineer of way, specifies 0.75 to 0.90 per cent of carbon, 0.10 per cent of titanium, 0.20 to 0.30 per cent of silicon, and not more than 0.80 per cent of manganese. Specifications are also drawn up for the rivets. In order to make certain a joint which will conform to the raU, the composition of the joint is specified the same as that of the rail. The drilling of the rails is required to be such that a driving fit of the rivets wiU be secured. This type of joint possesses the advantages of both the welded and the continuous joints. After the track is surfaced, the ball of the rail is brought to a true surface at all joints by the use of grinders. The International Railway Co., Buffalo, N.Y., is using 124-pomid girder grooved raU, fastened with screw spikes to 90 per cent heart long-leaf yeUow-pine ties, untreated, and spaced at 2-foot centers. The substruc- ture is made of 8 inches of 1:3:5 concrete, and a 2-inch layer of li-inch crushed stone is laid between the concrete bed and the bottom of the ties. On top of this a second bed of concrete 6f inches thick is laid, which comes up to the base of the raU. A 4-inch farm tile is laid in a hemlock trough along the center of the "devil-strip" 8 inches below the lower concrete sub-base. The tile is covered with crushed stone, and a 3-uich by 3-inch weep-hole fiUed with crushed stone is left in the sub-base every 10 feet. Any water which may seep around the ties then runs through the crushed-stone layer under the ties and through the weep-hole into the dratntUe. The Georgia Railway & Power Co., Atlanta, Ga., digs a trench 8 feet 2 inches wide and 20 inches deep, and the soft spongy places are filled with good material and rolled with a steam roUer, if practicable. Broken- stone baUast 5 inches thick, double tamped, is laid to come IJ inches above the bottom of the tie. Sap pine, creosoted ties are used, and 9-inch, 89-pomid semi- grooved raU in 62-foot lengths is laid with the joints staggered. After the track is smf aced on the 5 inches of broken stone, cement grout in the proportion of 1 part cement to IJ parts sand is poured into the ballast. Another type of construction used in Atlanta calls for the same rails, bonds, and joints as above, but the rails are laid with the joints opposite. The roadbed is graded 7 feet 8 inches wide by 9 inches deep, and rolled with a steam roUer. Longitudinal trenches are then dug under the location of each rail, 10 inches beneath the base of the rail, 10 inches wide at the bot- tom, and 22 inches wide at the top. Cross trenches for the ties are dug 5 feet apart, the bottoms coming at the same depth as those of the longitudinal trenches except at the joint ties, where they are 2 inches lower. The joints of the track are square. After the trenching is done, the ties are placed in the tie trenches, the rails laid and spiked, and the track lined and sur- faced on blocks, thin oak wedges being used to bring 390 STREET AND ELECTRIC RAILWAYS. it to the exact line and surface. Concrete is then poured in the track to bring it up to the proper eleva- tion for the street pavement. After investigating the results obtained by different street railway companies throughout the country, the Texarkana (Ark.) Gas & Electric Co. decided, in 1910-11, to use a concrete paving surface along its double-track line on Broad Street, the principal thoroughfare in Texarkana. Two years' service since the installation of this type of paving gives some idea of what wear may be expected. The paving shows no evidence of failure, and the depth of wear is negligible. To obtain these satisfactory results, Mr. W. L. Wood, jr., general manager, had a rigid set of specifications drafted for the work. During the progress of the con- struction, both as to track foundation and as to pav- ing, it was closely inspected and^every precaution taken to produce permanency. The track cross-section con- tains 6 inches of 2J-inch crushed limestone laid in a trench 19 inches deep. This was rolled with a heavy road roUer, and then the track was laid. It comprises creosoted yellow-pine ties of standard size laid at 2-foot centers and 70-pound A. S. 0. E. rail spiked in place, the whole resurfaced to the finished elevation. To detect the weak spots, it was customary each night, after a section of new track had been laid and opened to traffic, to couple a general utility motor car to a 100,000-pound gondola car loaded with stone ballast and to run them back and forth over the new track until all possible weak points had been found. The following day the spots in the foundation xmder these points were pick-tamped to surface and again sub- mitted to the ballast-car test load before the concrete was placed. After the skeleton track had been brought to a per- manent surface and tested, an additional quantity of crushed stone was cast between the ends of the ties in double track to the height of the tops of the ties, to reduce the quantity of concrete in the finished pave- ment. Then the paving foundation was laid. This consisted of 1 : 3 : 5 concrete brought up to the tops of the ties. The paving surface was laid with con- crete in the proportion of 1 : 2 : 4, where the aggre- gate consisted of 1-inch crushed stone. No wearing- surface mixture was provided, but the paving material was placed comparatively dry or of a consistency which would bring the moisture to the surface if it were tamped. After the paving surface had been ac- curately formed with a templet which gave a f-inch crown between the rails and a 1 i-inch flangeway, the surface was floated to complete the job. Expansion and contraction were provided for by J-inch joints spaced at 6-foot intervals. Ordinary weather boarding of a wedge section was used as the insert at the expansion joints, and after the initial set it was replaced with an asphaltum filler. To prevent breaking down the edges of the concrete paving. particularly by the cross traffic at street intersec- tions, flat bar iron of ^-inch by 4-inch section was laid edgewise to form a fcurb. Under all track special work and at each joint the crushed-stone baUast foundation was poured solid with cement grout just before placing the paving foundation. A period of 10 days was allowed for the concrete to set before traffic was resumed. Natural drainage was furnished by a good sandy subsoil. Electric arc welding of track. — On the United Rail- roads of San Francisco eight or nine electric-welding outfits of the portable type have been in use since the beginning of 1912, and have proved thoroughly satis- factory in every respect. Through their use the road has been able to reclaim and rehabilitate many thou- sands of doUars' worth of material in the repair shops, and also a very large amount of rail and special work in the streets. In the latter case, corrugations and cup-outs have been built up easily and satisfactorily, as weU as plates Ln hardened-center special work where the points have become broken or worn. For repairs to track and special work, the apparatus is especially economical. The road reports that, for a very nominal siim, material to the value of several thousands of dollars is reclaimed annually and its life prolonged for several years. It is impossible to estimate the exact saving on track work through the use of electric arc welding, for the reason that, while the value of a new piece of special work may be $1,500 or $2,000, the actual cost of replacing the worn-out piece will amount to considerably more when the cost of labor for installation and the amount involved in tearing out and replacing the pavement are considered. As an example, it is stated that at one of San Fran- cisco's busiest corners complaint arose on account of the noise caused by cars running over a worn double- track section. This section cost about $1,400, and the cost of replacing it with new material would have amounted to $1,000, but through the use of the process the road was able to rehabilitate the crossing, thereby prolonging its life for possibly several years at a cost of between $75 and $100. The feature of portabUity affords the greatest op- portunity for saving. In many cases where welding is done at a forge or furnace by a blacksmith, by far the greatest part of the cost of the complete operation is that which is involved in dismanthng the damaged piece, transporting it to and from the forge, and re- assembhng it after the repairs are finished. The abil- ity to bring the welding flame to the work and to apply it from almost any direction or angle eliminates practically aU of this expense, and through the locah- zation of tJie welding heat it has now become possible to make "spot welds," to weld in narrow strips along crooked lines, or to operate upon material of a degree of thinness which would prohibit its being handled in a forge or on an anvil. TECHNICAL ADVANCES IN THE INDUSTRY. 391 This accounts largely for the great variety of work done with the electric arc, an example of which is given in the list of material repaired by the electric arc on the United Railroads of San Francisco. They regularly make repairs to gear cases, motor cases, axles, truck frames, axle bearings, and brake-shoe heads, where the dowel pins have become oblong, armature shafts where the keyways and the tapered pinion seats have become worn, axle caps, brake levers, bolster castings, brake hangers, controller backs, step castings, and in fact aU car material or parts which need repair. In the track department the road has used the electric arc for repairing switch tongues, frogs, and mates and for filling up cup-outs, corrugations, and low joints in both straight rail and special work. On the Pacific Electric Railway Co., a machine sim- ilar to those used in San Francisco is reported to be kept busy and to have done exceedingly satisfactory- work in building up cupped rails. It is stated to hsive prolonged the lives of crossings and special work from eight months to a year. It is tised to a considerable extent for cutting rails and boring holes in manganese steel. The operating cost to make a weld in a rail is reported to be approximately $3, Mexican labor being used, as it has been found that the apparatus does not require any special skill after the operators have been advised how to handle it. STEEET-CAK ILLUMINATION. A very marked improvement was seen in the illu- mination of street cars during the period 1907-1912. By reason of the universal use of electricity in car propulsion, the lighting has also become electrical in like degree, but it has had to pass through consider- able change and evolution from carbon-filament, tan- talum-filament, and graphitized-carbon lamps up to the modem tungsten.' It is stated that about the middle of 1913, bare or unfrosted timgsten metaUic" filament lamps were abeady in use, with a few tan- talnm, on approximately 28 per cent of the cars in service, bare graphitized-filament lamps on 10 per cent, and bare carbon lamps on 60 per cent. At that time, about half a dozen installations had been made with large tungsten units and shades. Although the incandescent filament lamp has been used for the lighting of street railway cars practically ever since the electric motor cars superseded the horse or cable cars, it has not been until within the last six years that any attempts have been made to utdize the gen- erated light to best advantage by means of scientifi- cally manufactured shades or reflectors; and it was not until 1912 that the tungsten-filament lamp of an efiiciency of 1.4 watts per horizontal candle or better was perfected to the extent of making it sufficiently rugged for street railway service. There are several reasons for this slow development. Lighting energy, ' S. G. Hibben, Illuminating Engineering Society, Sept., 1913. being but a small fraction of the total energy used by motors, and being relatively cheap to generate, has not been considered as a field for economy. The shortness of the periods during which individual pas- sengers use the lighting has not been conducive to progress. Furthermore, the rough usage to which lamps and shades are necessarily subjected, the low first cost of the carbon-fUament lamps, and the un- certain relations between private street railway cor- porations and municipaUties, aU are reasons for delay in better car lighting. One of the first street cars using individual reflec- tors on lamps was put in service in 1900 by the Oak- wood Traction Co., operating in Dayton, Ohio, al- though previously there may have been a few desultory attempts to equip lamp clusters with reflecting glass- ware. This car was equipped with center-deck, four- light fixtures, and side-wall, single-Hght brackets, using square-shaped alba glass shades. Cars with this equip- ment are stiU in service. Around 1911-12 a number of traction companies installed bare 23- and 36-watt tungsten-filament lamps in place of the carbon lamps. When the majority of these new lamps had shown a hfe of 1,000 to 1,300 hours, progress was rapid toward, the standardization of the present series lamps, and the shade, holder, and switch devices as accessories. The lighting of street cars was previously accom- plished by using bare carbon, and in a few cars graphitized-filament, lamps. It required from a dozen to thirty of the so-called 1 6-candlepower, 64-watt, car- bon lamps in the car body, and 8 to 10 similar lamps distributed on platforms and in the headhght and designating signs. Between bulkheads the lamps were placed about 18 inches apart in line along the center deck, or studded over the whole ceihng, or else grouped in clusters of four, five, or as many as eight lamps arranged radially from single fixtures on the center-deck ceihng. Such carbon lamps usually burned five in series on the nominal 550-volt power circuit, each being rated at 110 volts. The high current consumption of the carbon lamps, together with their poor illuminating per- formance, led to the substitution of, first, the metal- lized-filament lamps, and second, the bare 23-watt tungsten lamps in the same sockets. The former lamps proved unsatisfactory on account of filament breakage from jarring, and by reason of other objec- tions, while the smaU imshielded tungsten lamps were but a temporary makeshift, on account of excessive glare and because no attempt was made to utilize the maximum amount of generated light or to direct it downward. The most modern car-lighting equipment consists of one circuit of five tungsten lamps of the 94-watt, 78-candlepower size, arranged in line along the car ceilrag, or else an arrangement of two circuits of five each of the 56-watt, 46.7-candlepower timgsten 392 STREET AND ELECTRIC RAILWAYS. lamps. Quite often, in the cars where the 94-watt lamps are used, these are placed four in the car body between bulkheads and one over the entrance ves- tibule, especially if the car is of the pay-as-you-enter type. In other types of cars, such as the interurbans, there may be three units in the passenger compart- ment, one in the baggage or smoking room, and one in the vestibule. An additional circuit of five 23-watt tungsten lamps is used for the large types of city cars, particularly if these cars have the one circuit of 94-watt lamps. The small lamps are arranged over the steps, in the headlight, and in the illuminated designation signs. Sometimes, but not often, the fourth size of modern lamp, a 36-watt, 26.8-candlepower tungsten-filament, is used in the car body, but the cases where the 23- watt or the 36-watt lamps are being employed be- tween bulkheads are largely those where no new wiring or accessories are being installed and where these small lamps are replacing the carbon lamps in lihe old sockets or receptacles. The four tungsten-lamp sizes mentioned above are those thus far standardized for street railway service. Their characteristics are given in the following table: Chahacteristics of Tungsten-Filament Street Railway Lamps. Watts. Horizontal candle- power. Watts per candle- power. Lumens. Average hours life. Bulb diameter. Over-all length. 23 36 56 94 17.1 26.8 46.7 78.3 1.34 1.34 1.20 1.20 168 263 457 767 2,000 2,000 2,000 2,000 2« 6i Any of these lamps are procurable for a power-line voltage of 525 to 650, or with individual ratings of 105 to 130 volts. They are sturdy in construction, and are selected for the current which insures a uni- formity of candlepower and life. AH lamps in the most modern street cars are being equipped with "downward reflecting" shades. Sev- eral forms of holders are available. These holders clamp the neck of the glass shade all around, with a firm grip that can not Jar loose, and in such a way that there is no probability of breakage if a well-made shade is used. Two main factors are the criteria of the satisfactory qualities of the lighting system — the cost and the illuminating performance. The latter consideration involves the measurable amount of foot-candle value, the quahty of the light that is furnishing this foot- candle value, and its physiological effects. Anyone who has seen a car illuminated by the shaded lamps, and particularly if this car has both shade and bare lamps that can be alternately burned, wiU not ques- tion the fact that there is a remarkable difference in the qualities of the fight from the two arrangements. The glare from the bare-fight sources is particularly disagreeable in street cars, and all-frosted bulbs can not do much to correct the fault. The car ceilings are low, and there is a vista along which the eye gazes. There are usuaUy advertising cards to attract the attention toward the upper parts of the car, and there are unavoidable changes of intensity from car jarring and from voltage fluctuations that soon tire the muscles of the eye. Hence street railway lamps are being equipped with shades that protect the eyes of the passengers. Every street railway must operate its fighting cir- cuits and its power circuits as one. Hence at the very time when the fights are most needed the load on the system is the greatest, and the fluctuations of voltage are increased correspondingly. This trouble from voltage fluctuations was very apparent with the use of carbon-ffiament lamps, but it has become much less troublesome with tungsten lamps, since their candlepower does not change so rapidly at the different pressures. At the meeting of the Chicago section of the lUuminat- ing Engineering Society, November 12, 1913, Messrs. L. C. Porter and V. L. Staley presented a paper on "The Ifiuminating of Street Railway Cars." For car fight- ing, compared with carbon lamps, it was demonstrated that tungsten units produce better illumination at a saving in fighting expense. Where tungsten lamps are used it is desirable to install efficient reflecting devices, and in all cases a fight interior car finishing is to be desired. The tungsten lamp for car fighting has reached a fife of 2,000 hours in laboratory tests, and from 1,200 to 1,500 hours under service conditions. The strength of the lamp is such that it withstands surprisingly, bad operating conditions. It has prac- ticaUy superseded the tantalum lamp for car iUumina- tion. The results of a study of car fighting made by Mr, G. H. Stickney, with the cooperation of Mr. E. W. Hoist, of the Bay State Street Railway Co., were given. Two methods of placing the fighting units were tried, one being the use of a single row of fixtures down the center fine of the car and known as center- deck fighting, whUe the other provides a double row of fighting units, one under each half-deck. There is little to choose between these two methods in efficiency, but the center-deck system is somewhat simpler and easier to instaU and maintain. With the center-deck system two circuits of 56-watt lamps, or one of 94-watt lamps, are used, and with the half-deck fighting 23-watt or 36-watt lamps are usually employed. It has been found that from 2.5 to 3 foot-candles are desirable on the reading plane of the passengers. This plane is considered to have an angle of 45° 3 feet above the floor. With either the center or half-deck fighting where efficient intensive-type reflectors are used, ap- proximately 82 lumens per running foot of car body wiU supply this iUumination. This corresponds to TECHNICAL ADVANCES IN THE INDUSTRY. 393 about 10 watts per running foot, or 1.25 watts per square foot of floor area. Tests have shown that with the ordinary dark- yellow finish of street cars the efficiency of light utiliza- tion is approximately 15 per cent where no reflectors are used and 30 per cent with a good direct-reflector system. On one car where the finish of walls and ceil- ing was white, a utilization efficiency as high as 60 per cent was obtained. One pronounced advantage of the tungsten lamp over the carbon unit for car fighting is that the candlepower changes less on fluctuating voltages. The four tungsten lamps especially devel- oped for railway service are rated at 23, 35, 56, and 94 watts, respectively. The efficiency of the two smaller sizes is 1.34 watts per candle, and of the two larger sizes 1.20 watts per candle. The ultimate saving jus- tifies the rewiring of old cars to enable tungsten lamps and reflectors to be used. One of the incidental features of street-car lighting is the outside iUumination of platforms and signs, more particularly the latter. The largest single item in the cost of maintaining illuminated car-destination signs of the roller type is found in keeping the letters in legible condition. The custom is to retouch the letters by hand, but when necessary to renew a section of canvas and replace the names of the destinations by hand, painting is quite expensive. To reduce this cost of renewal to a minimum, Mr. G. W. Swint, master mechanic of the Nashville Railway & Light Co., Nash- viUe, Tenn., has devised a scheme whereby a 36-name sign may be replaced with a new one at a cost of $1.50 for material and labor. Instead of doing the work by hand, the signs are printed on the canvas by wooden blocks of the hoUow-letter type. The blocks were made in the company's shops, and as many prepared as there were destinations. The cost of carving the letters in the white-pine blocks was comparatively low, and their useful fife is, of course, u nlimi ted. The com- plete printing outfit comprises, in addition to the hollow- letter blocks, a section of plate glass by means of which a composition of printer's ink is evenly appfied to an ordinary rubber roUer, a padded table with clamps to hold the canvas firmly in position, and an old armature core which is used to press the wooden-block type against the cloth. The ink is appfied to the block by passing the rubber roUer across it, the block is then laid upon the white canvas, and the armature core is rolled once or twice across it. The quality of printing ink appfied to the hollow- lettered panels and the weight of the old armature core cause the ink to penetrate the canvas, giving a longer fife than when appfied by hand. The names making up a complete set of destinations are printed in series of five to a canvas panel. These panels are ' sewed together in long strips for the car signs. In case only a portion of this lettered canvas becomes badly soUed, it may be ripped from the rest of the roll and a new panel suppfied. The work of printing these signs is so simple that an expert is not required, or even a man specially detailed to do the work. Two men familiar with the operation make eight five- name panels in an hour. The Peoria (lU.) Railway Co. has adopted route signs of a novel design on the city cars. To advise the public regarding a new system of car indications, a card map showing the various route lines of street railway drawn to an exaggerated scale, together with the sign indication applying to each, was pasted in each car. A facsimile copy of this card also was published in the dafiy papers for several weeks. The sign is a triangular prism bufit of light struc- tural angles ajid 18-gauge sheet metal, the base being shaped to fit the contour of the car roof. Two signs are mounted at right-hand diagonal corners of each car, and the right-angle faces of the signs are set paraUel to the front and sides of the car. These two faces are 17 inches by 18 inches in size, and take a 12-inch initial letter and 3-inch letters in the printed destination. AU letters are perforated with T^-inch holes which permit reflected fight from a single 16- candlepower lamp installed inside the sign to iUuminate them at night. The interior of the sign is painted white to intensify the indirect letter illumnation, making it possible to read the names easily at 500 feet during either day or night. The lamps in the two signs are in series with the lamps in the car and are controUed by the same switches. The lettered panels are interchangeable, as guides in the sign frame permit them to be removed afid replaced by any other destination sign in case it it becomes necessary to change a car's routing. A complete equipment of sign panels is kept at each car house, and each crew is required to see that the correct indications are in place before the car is taken for a regular run. These signs are useful not only to residents but to strangers, as they enable the destination of the car to be ascertained more easily. SIGNALING AND DISPATCHING. An increased amount of attention has been paid to the subjects of signaling and dispatching on electric railways, including the use of automatic stops, or such devices as the dictaphone; while even the "tele- graphone, " with its fine running wire to receive mag- neticaUy the record of vocal orders, has been under serious consideration in large electric railway systems in cities for "load dispatching" purposes, where it is desirable to know just what instructions have been given from one power plant to another. The main thing, of course, is the control of train movement or the automatic stopping of trains otherwise out of control. The year 1912 saw a noteworthy development in block signaUng, the main features of which may be briefly noted. The problem ceased to be one of the 394 STREET AND ELECTRIC RAILWAYS. practicability of such a method, and became instead that of the selection and standardization of apparatus. Thus, for example, while the standardization of apparatus unquestionably reduces costs, the necessity for uniform signal ''aspects" is actually of greater importance, especially as uniformity in this respect can be accomplished with greater ease when the installation of automatic signals on electric railways is only just beginning than at some later time when large and important roads are fully equipped with widely different types. This necessity is shown In cases where, through operating agreements, several interurban roads are using the same tracks. Each road may be using a special signal "aspect" on its own track so that motormen are hampered by the fact that they have to think in totally different terms at different portions of the route. In consequence of this demand for standardization, the upper left-hand quadrant, three-position arrangement for semaphores has already been approved by the electric railway associations. The year 1912 was characterized by a remarkable growth of opinion in favor of light signals in which the semaphore arm, practically standard upon steam rail- roads, was replaced by colored lenses so illuminated as to be visible even in the brightest sunlight. A number of such installations were made during the year, and although the semaphore arm still appears to be considered as the most reliable indication from the standpoint of arrestive effect, the decreased first cost of the hght signal, estimated to be in some cases as much as 30 per cent lower than the semaphore, together with the decreased maintenance due to the absence of moving parts, is a good indication that it will be subject to a still wider adoption during the next few years. Of the different methods of control for signals, the continuous track circuit has maintained its leading position among installations on high-speed Hnes. This may be due partly to conservatism in following a method so universally used by the steam railroads, although one of the advantages claimed for it, namely, that it indicates broken rails, can hardly be said to apply with much force to electric railways. It has, however, a similar advantage in that it indicates defective bonding by the failure of the signals to clear. The thoroughly demonstrated reliabOity of the track circuit through many years of experience naturally can not be denied, and it was undoubtedly this feature which influenced the joint committee on block signals of the engineering and transportation and traffic asso- ciations at the Chicago convention in 1912 in recom- mending for high-speed iuterurban service the use of continuous track-circuit control. The fact that this recommendation was not accepted by the association in convention was indicative of the desire of the delegates to be left free either to accept new devices or else to await the development of systems not sufficiently tried out. Much attention has been paid to dispatchers' sys- tems, although the number of such installations is hardly comparable with that of the older track-circuit types. On the Piedmont Traction Co.'s lines a selector system controlhng semaphore blades has been installed to enable the dispatcher to stop trains for orders which are transmitted by a telephone box attached to each signal mast. The Indianapolis & Cincinnati Traction Co. installed, as the other extreme, an exceedingly complete type in which connection between the dis- patcher and the train is made at short sections of third-rail through a shoe on the car. By means of this connection the dispatcher can illuminate either a red or a green lamp in the cab of the train in accordance with his desire to stop the train or let it proceed, although an ingenious interlocking system prevents him from letting two trains proceed against each other. Various forms of the troUey-contact system have been installed on a number of railways. Their greatly reduced cost offers a strong incentive to installation. In addition, the possibility of introducing a car- counting device by giving the contactor a directional sense makes this system of unusual advantage where permissive signals, allowing cars to f oUow one another into the same block, are desired. Permissive block- ing, howeyer, except for very low speeds, seems to have been regarded with decreasing favor. As to automatic stops, on the Ilhnois Traction Sys- tem a device has been developed by which the air brakes are applied in case a car runs past a home signal set at stop. Such a device is of undoubted value. On the New York, Westchester & Boston Eail- way the future 'necessity for automatic stops was con- sidered to be such a certainty that the signal system was laid out in a manner which will permit them to be installed at any time, the overlaps to be effected by the interpolation of additional signals where necessary along the line. Important legislative action in regard to block signaling developed through an enactment of the general assembly of Indiana. This law became effective on January 1, 1912, and placed with the state railroad commission power to compel the introduction of approved block signals on the railways of Indiana which had sufficient traffic or were surrounded by such conditions as to make block signals necessary. The results of this action seem to have been satisfactory. A very marked increase in mileage of interurban Hnes protected by signals resulted during the year. It is estimated that 18 per cent of the total electric railway mileage was being equipped, and that all lines coming within the scope of the enactment would be equipped within three years. Of the large single-track installations made duruig the year, that of the Washington, Baltimore & TECHNICAL ADVANCES IN THE INDUSTRY. 395 Annapolis Railroad is probably the most interesting. On this road the customary prelimiaary sections are omitted and each block is made self-contained, extend- ing the full distance between sidings. Light signals set about 1,000 feet inside of the home semaphores take the place of the prehminaries, and all home signals are approached under control. The home signals at each end of the block are controlled by the whole block, but the light signals are controlled only by two-thirds of the block length at the opposite end. As -each block is a unit, the movements of a car in one block do not affect those in the next one, and cars need be spaced no more than one block apart. In case two opposing trains pass home-semaphore signals at the same time, they will be stopped by the light signals, which will not clear until one train has backed out of the block. The attention given to this subject is further empha- sized in the report at the annual meeting of the Ameri- can Electric Railway Association at Atlantic City, N. J., October, 1913. The report stated that during the year the majority of the new installations of block signals on high-speed interurban lines were conti^olled through continuous track circuits. In view of this fact the committee repeated its recommendation of the previous year, that for high-speed interurban service automatic signals be controlled by the use of continu- ous track circuits, and that expenditures be concen- trated on continuous track circuit control with a cheaper form of indication in preference to a more expensive form of signal and a less rehable control. For signaling single-track suburban railways with headways between 5 minutes and 30 minutes and speed not exceedii^ 20 miles per hour, several schemes for trolley-contact signals were submitted, together with drawings of diagrammatic arrangements, according to different arrangements of passing sidings. It has been generally conceded that trolley-contact signahng is well adapted for this type of line. Track-circuit con- trol for this general scheme of signaling has been installed, however, and may be used, possibly with certain limitations. For signaling double-track subur- ban railways with headways between 1 minute and 10 minutes and speeds not exceeding 30 miles per hour, several schemes for trolley-contact and track-circuit signaling were submitted, including both three-position and two-position signals. AH these provide, either by overlaps or by distant signals, means for protecting the rear of a train which may be stopped a short dis- tance beyond any home signal, so that it will not be hit by a following train which overruns the signal in making a stop. For signaling single-track interurban railways with hourly headway and with speeds from 40 miles per hour to 60 miles per hour, two schemes were submitted. In one of these no track-circuit prehminaries are used, intermediate signals replacing the preliminaries. In the other the track-circuit preliminary is used with a hght indicator, if desired, at the beginning of the pre- Hminary, so as to indicate, to a car approaching the . siding from the side on which the preliminary is located, • the position of the home signal at the siding before it is reached. In both schemes absolute blocking from siding to siding is employed, either semaphores or hght signals, or a combination of them, being used. For signaling single-track interurban railways with 15-minute headways, trains in several sections and speeds from 40 miles per hour to 60 miles per hour, three schemes were submitted. One provides interme- diate signals in place of prehminaries, and uses two- position signals, giving absolute blocking for following cars at one-half the distance between sidings. The second provides signals to be of the three-position type, following cars being blocked practically one-half the distance between sidings for following movements and from siding to siding for opposing movements. With this arrangement, both the stop and caution indications are given. With the third arrangement, cars are allowed to follow one another into an occupied block under a permissive indication, the blocking of opposing cars being absolute. Signals in one direction are normally clear, in the other normally danger. A hght indicator is used at the beginning of the prehmi- nary section, and a secondary hght is used on the signal to provide the permissive feature. Light signals may be used if desired. For signaling high-speed double-track interurban railways with 5-minute headway, only one scheme was suggested. With this arrangement, semaphore signals operating in three positions are used, the distance be- tween signals being governed by the headway and speed. The operation is the same in either direction. Light signals may be used if desired. Stop and cau- tion signals are displayed behind each car, and cars are able to follow each other as close as the distance be- tween two adjoining signals, the second car in this case running under the caution indication continuously. Continuous track circuits are used with this scheme. The committee recommended for adoption as stand- ard the following aspects for trolley contact signals: For a noncar-counting signal for single track, a single red hght indicates " Stop : Do not pass contactor." A single green hght indicates "Proceed by contactor to operate signal." If green aspect changes to red over yellow on passing contactor, it indicates "Proceed." If red and yellow are displayed on approaching signal, do not pass contactor until this aspect changes to green. For a car-counting signal for single track, a single red hght indicates "Stop: Do not pass contactor." A single green light indicates "Proceed by contactor to operate signal." If green aspect changes to red with a yellow hght diagonally below on passing contactor, it indicates "Proceed." But if yellow Hght changes to opposite side of red, "Proceed under control into block, as block is occupied by car running in same direction as car about to pass under contactor." 396 STREET AND ELECTRIC RAILWAYS. It is to be understood that red with staggered yellow on either side indicates "Block occupied with same direction of traffic," and that this permits proceeding past contact device only in case staggered yellow changes from one side to the other, which indicates the recording of the car. Changing from one yellow to the other permits proceeding under control. For light aspects for car-spacing signals operated by trolley contactors or other forms of end-set device iised for double track, a single red light with a white telltale light indicates "Stop." A single green light with no telltale light indicates "Proceed." A single yellow light with no telltale light indicates "Proceed; next signal at stop." For two-position signaling the latter indication is omitted. The aspect called the telltale indicates that the contactor has operated the signals, and in practice it should be located on the next pole beyond the signal. The report of this committee included an interesting appendix in regard to automatic stops for electric railways, a subject which, owing to accidents of a serious character on steam lines, has received consid- erable attention. Any historical data concerning the automatic train stop and its development should refer to the system which has been in successful operation on the lines of the Boston Elevated Railway for more than 12 years. This was a modification of an overhead-contact type of automatic stop, providing for the operation by the signal of a rocker shaft lying transversely to the track and equipped with a tripper arm which moved into and out of the path of an arm suspended from the forward end of the car. To this arm on the car was attached a valve which vented the train pipe when operated by the track tripper arm in the event of a train overrunning the signal in the stop position. In 1903 this system in modified form was introduced on the lines of the Interborough Rapid Transit Co. of New York City, and later on the Philadelphia Rapid Transit System. The modification was of minor importance, however, consisting merely in the opera^ tion of the rocker shaft by a pneumatic cylinder sepa- rate from the one which operated the signal. The valves of the two cylinders were jointly controlled by the track-circuit relays of the block system. A few years ago the same system was introduced on the lines of the Hudson & Manhattan Railroad, which were then all in tunnels, and on those of the tunnel and terminal division of the Pennsylvania Rail- road across New York City and under the North and East Rivers. In its application to the Pennsylvania tunnels, it was found necessary to meet a condition not previously encountered. Trains ran beyond the t unn els into open country and through towns and across highways where high speeds were permissible. Under these conditions the brakes might be set by contact of the lever of the automatic train-stop valve with loose objects or with snow and ice, and a modified form of tripper arm was developed to overcome this difi&culty. The valve is of the plunger type and is mounted between two guards, one in front and one in the rear of the plunger, so that it is protected against operation by any force not acting vertically upward against it. The use of automatic signals on regular trolley city lines may be noted. The Easton Transit Co. has an important block of single track in Easton, Pa., on Walnut Street, from Northampton to Washington, between Sixth and Ninth Streets. The length of the block is 2,250 feet; running time, about 2 J minutes. The greater part is on a grade a little less than 5 per cent downward toward Northampton Street. About one-third of the distance from Northampton Street there is a branch leading off the single track to Ferry Street, used only by one interurban line. The block is traversed by four lines of cars, each, however, only in one direction: The South Bethlehem Interurban, hom-ly, eastward only; the Bethlehem Intermban, hourly, westward only (from Northampton Street to Ferry Street) ; two local lines, namely. Walnut Street and College Hill, 10 minutes' headway, westward only; South Side belt line, 10 minutes' headway, eastward only; thus making 14 cars per hour passing through the block, and amounting to some 280 regular cars per day. During the season 24 cars on the Island Park line 'return through this block between the hours of 10 and 12 p. m. Signals have been installed to facilitate movements on this block, superseding the hand signals hitherto used. The signals are controlled through trolley con- tactors placed two spans in advance of the signal aspect at each end of the block. An additional con- tactor is placed on the curve from Walnut to Ferry Street connected to clear the signals only, and wired to signal 2. The operation is as follows: The signals are normally neutral, and show no lights or disks. A Walnut Street local, for instance, going up the hill, running under contactor a, sets signal 1 at stop, a red light and red disk, thereby preventing an opposing movement down Walnut Street, and signal 2 responds by showing a permissive signal, a white light and white disk. When the car leaves the block under contactor d (Washington Street), both signals are restored to the normal neutral. Should, however, a Bethlehem Inter- urban follow the local, then the signals would not change until the local had passed under contactor d and the Interurban had passed under contactor e, thus leaving the block clear. In fact, a number of cars might follow into the block in succession, and the signals would not change untU the last had left. Similarly, an Interurban returning from Bethlehem, running under contactor c, will set signal 2 at stop and signal 1 at permissive, and will clear both signals in leaving the block under contactor h. Thus the signals give absolute protection against any opposing move- ment but permit following movements to be made. TECHNICAL ADVANCES IN THE INDUSTRY. 397 ■warning the motorman, however, that the block is occupied. Any possible shifting movements around the terminals of the block are taken care of by the signals automatically. The signals are kept in the neutral or clear position by power from the trolley line, and the car entering the block opens this nor- mally closed circuit through a revolving or step-by- step switch in the relay, permitting the distant signal to go to the stop position. The movement of the red disk to the indicating position closes a return or answer- back circuit over another line to give the permissive signal to a following car. Thus the stop signal must first be given before the permissive can be displayed, and therein hes its fundamental safety. Failure of power in the trolley line will set all signals at stop. No batteries are required, nor is the track modified in any way, the signals being lighted and operated by taps from the trolley. The trolley contactors are flex- ible strips which are wiped by the trolley wheel, which thus makes the contact. The signal box is supported on a convenient iron bracket, the upper part oontainitig the lights and disks, and the lower the oil-immerged relay, or intermediate apparatus for changing the transient current impulses that the car makes in run- ning under the contactor into signal iadications. The Southwest Missouri Railroad operates 75 miles of track, about one-third of which is double track. Cars are run at from 3 to 30 minutes' headway, but the lines upon which service more frequent than 30 minutes is given are double-tracked. For the past 20 years the dispatching of cars on this road has been by telephone, none of the orders being reduced to writing. More recently, however, a new feature was added to the telephonic system by the installation of a dicta- phone in the dispatcher's room, with the effect that since then every order given to trainmen by telephone has been didy recorded on the dictaphone and can be reproduced in case of any dispute or misunderstand- ing. These records are preserved for a period of three days, when they are scraped and the blanks are put back into service. The system is described as highly satisfactory. So far as known, the dictaphone in the company's oflfice in Webb City, Mo., is the first one used in train-dispatching work. Telephone dispatching. — The use of the telephone in train or car dispatching has become so general a thing as to excite no comment. Some of the installations are quite extensive. A typical case is the equipment of the Oregon Electric Railway in 1913. This railway is an integral part of the great system of railways which reaches from the North Pacific coast to the Great Lakes and the Missouri and Mississippi Valleys, comprising the North Bank Road, the Oregon Trunk, Great North- ern, and Northern Pacific Railways, and the Burlington Route. The Oregon Electric line operates from Port- land to Eugene, Oreg., and from Portland to Forest Grove, Oreg. The former division traverses the heart of the famous Willamette Valley, which is one of the richest and most productive agricultural portions of Oregon. The telephone train-dispatching system covers these two divisions. The former is approximately 40 miles while the other is approximately 125 mUes in length. There are two train dispatchers, both located at the Hoyt Street Station, Portland. The apparatus includes two complete dispatcher's equipments comprising key cabinets arid 45 calling keys in all besides the telephone sets; and trains are equipped with portable telephone sets for use in com- municating with headquarters from points between way stations. Each portable set is furnished with line poles and plugs. The latter are used in connection with 50 type jacks installed at the various sidings along the right of way. Ate-BRAKE EQUIPMENT. The extent to which this class of apparatus has in- creased is shown by the tables in the report, which emphasize the tendency exhibited in the data for 1907. The conditions governing are brought out in an inter- esting manner in the action of the New York supreme court, appellate division, of July 10, 1913, sustaining the pubhc-service commission of the first district in ordering all passenger cars within New York City that weighed more than 25,100 pounds to be equipped with air brakes. This would appear to be conclusive in many ways, but the review ^ of the evidence and tests by Mr. J. N. Dodd, engineer of the commission, is not accepted by the engineer in, charge of the tests for one of the companies most directly affected, who says: "He hag carefully eliminated every particle of data that bore in favor of the hand brakes, such as the wet- rail or bad-rail tests, and the reversal stops, and has regarded as available only that which tended to prove his previously determined position. He has also abso- lutely ignored a great mass of other tests, several hundred in number, the results of every one of which were adverse to his position." In the course of his discussion of the subject, Mr, Dodd remarks that at first glance it seemed reasonable to suppose that exhaustive tests had been made by some authority to determine the maximum weight of cars which might be operated safely with hand brakes. A long search, however, faUed to reveal any such series of tests. When comparative tests had been made by any company or other authority, most of the cars tested had been of the same weight. No thorough, exhaustive test apparently had been made for the purpose of determining the hmiting weight of cars which might be safely operated with hand brakes. Moreover, when available records of various tests were examined, they were found to be contradictory and inconsistent. For example, the tests by the New York railroad commission in 1899 on cars weighing about 20,000 ' Electric Railway Journal, Sept. 13, 1913. 398 STREET AND ELECTRIC RAILWAYS. pounds showed hand brakes better than air brakes at almost all speeds. On the other hand, tests on the Hanover Street railways, reported to the International Street and Interurban Railway Congress, Munich, 1908, on cars of about the same weight showed air brakes far superior at all speeds. In the course of this search it became apparent that tests do not always furnish a reliable criterion of the relative value of different brakes. They merely state the stopping distance of the car under the particular conditions that obtained at the time of the test. Among these conditions may be mentioned the brake- shoe adjustment, the weight of the car, the condi- tion of the rail, and the human element. Most of these factors vary widely during the course of the day, and each of them may change independently of any of the others. Thus, on account of the wear of the brake shoes, the brake adjustment may change materially even in the course of a single trip. The weight of the car is continually changing, owing to the fluctuations in the number of passengers. The condi- tion of the rail may alter entirely in the course of a few seconds. This change is often such that a visual inspection of the rail fails to reveal its quahty. Thus a wet rail may provide an ideal surface for stopping a car quickly, or it may offer the reverse. In the same way, though not to the same extent, the distance in which a car may be stopped on a dry raU varies according to whether the rail is clean or covered with dust or dirt. For this reason it is impossible to be sure that the rail conditions are the same in tests on two different brakes, or that the rail condition at the time of the test repre- sent correctly average rail conditions tmder which the car must operate throughout the year. The human element also is extremely variable. In actual service there are many strong motormen, and many who are physically weak ; many who are intelli- gent and mentally alert, and many the reverse ; many in fresh physical and mental condition, and many tired from a day's work. During most tests the motorman usually knows that he is soon to receive the stopping signal and, knowing what he is expected to do, is intent upon doing that thing in the most efficient manner. During such tests, also, the streets are usually bare of traffic, and the mo- torman's attention is not distracted by other duties, such as making up lost time, keeping a lookout to pick up passengers, and obeying the conductor's signals. Usually a picked motorman is chosen, selected for his general intelhgence and interest in his work. The motorman is generally in fresh physical condition, and therefore in good mental condition and to that extent capable of responding to any demands made upon him. The results obtained in service at the close of a long, wearying day's work would be entirely different from the results obtained in any series of tests. It is impossible to devise any series of tests under conditions which even approximate the average conditions existing in actual service because it is impossible to tell what the average of these varying factors may be. Hence it is not wise to place too great rehance upon tests as a method of determining the type of brake which must be used on any type of car. The census reports for 1902 and 1907 give the fol- lowing figures relating to cars for city service : Cars, total number. Number equipped with air brakes. Per cent equipped with air brakes. 1907 83,641. 66,784 31,684 7,905 37.8 1902 11.8 16,857 23,779 According to these figures, practically all new cars purchased duriag this period were equipped with air brakes, and many of the old cars had air brakes added. On the other hand, although these figures .show the growing esteem in which the air brake is held through-' out the country, they give no indication of the weight of cars so equipped. More defhute information is obtained from a study of the braking practice observed in various cities. It appears that aU cars are operated with power brakes in the cities of Cleveland, Detroit, Los Angeles, Milwaukee, Minneapolis, St. Paul, and St. Louis. In addition, all double-truck cars are equipped with power brakes in Chicago, Cincinnati, Indianapolis, Louisville, Omaha, and Seattle, and in the state of New Hampshire. In the city of Denver aU new cars purchased are equipped with air brakes and prac- tically all the old ones are so equipped. This evidence is important as showing the opinion on this subject held by managers and municipal authorities through- out the country. The New York law requires all street railroad com- panies under jurisdiction of the pubhc-service com- missions to report all accidents which occur on their lines. A study was made of these accidents in the first district by the commission of that district to determine what evidence could be obtained from them bearing on the subject of brake equipment. From the accidents so reported for the years 1909 and 1910, all those caused by the front end of a moving car were selected. These accidents were Hsted accord- ing to the weight of the car. By the use of the average number of cars of each weight operated throughout the year, the figure representing the total . number of such accidents listed under each weight of car was reduced to the number of accidents per 100 cars. The maximum weight of single-truck cars is about 20,000 pounds. The weight of double-truck hand- brake cars used in New York City in 1909 and 1910 varied from 20,000 pounds to about 40,000 pounds. The weight of air-brake cars varies from about 25,000 TECHNICAL ADVANCES IN THE INDUSTRY. 399 pounds to about 50,000 pounds. The list of accidents reported for the various weights of cars is given in the following table: AccroENTs TO Surface Cars Reported to Public Service ^JOMMISSION, First District, during 1910 and 1909. Hand-brake single-track oars, weiEht 16.000- 20,000 pounds: > ■& . "- Ntunber ol accidents Number of cars Accidents per 100 cars .[..!..!.. Hand-brake double-track cars, weieht 20 lot 25,000 pounds: Number of accidents Number of cars Accidents per 100 cars ....!!!!!!!!!!!]. Hand-brake double-track cars, weiKht 25 ioo^ 40,000 pounds: Number of accidents Numberof cars Accidents per 100 cars -!!!!!!!!! 1 !!! ! Air-brake double-track cars, weight 25,666^ 40,000 pounds: Number of accidents Number of cars Accidents per 100 cars Air-brake double-truck cars, weight 40,000 pounds and up: Number of accidents Num,ber of cars Accidents per lOO cars Total. 166 820 20.2 281 22 651 ,010 32.4 212 841 25.2 1910 111 765 14.5 42 281 15 412 2,001 20.6 162 959 16.9 94 704 13.3 1909 55 875 20 281 7.1 239 2,018 11.9 60 723 6.9 93 695 13.4 Aver- age per year. 83 820 10.1 31 281 11 326 2,010 16.2 106 841 12.6 94 699 13.4 The value of such a list hes ia great part in the fact that it deals with large numbers. A large number of cars will usually be operated under average condi- tions. A small number of cars may be and often are operated under special conditions. For example, a small number of cars may be operated in a very con- gested territory or the reverse, or the daily mileage may be exceptionally large or small. Such criticisms do not usually hold when large numbers are dealt with. The figures given ia the above table suggest the following conclusions: 1. On siagle-truck cars weighing not more than 20,000 pounds, hand brakes are satisfactory, and no improvement could be obtained by the use of air brakes. 2. On double-truck cars weighing not more than 25,000 pounds the evidence is inconclusive. Although the number of accidents per 100 cars is small, the number of cars is small, so that the record lacks weight. 3. Cars weighing from 25,000 pounds to 40,000 pounds equipped with hand brakes were involved in about 30 per cent more accidents than were an equal number of cars of the same weight equipped with air brakes. An examination was also made of the number of accidents reported on cars weighing from 25,000 pounds to 30,000 pounds. In this class there were a great many cars, and the record showed even more strongly in favor of air brakes than did the record of the larger class, including cars weighing from 25,000 pounds to 40,000 pounds. Mr. Dodd held that a more accurate criterion would have been a comparison on a mileage basis — that is. a record of the accidents, say, per 1,000 miles. Air- brake cars, being newer, are more popular with the traveling pubhc than are hand-brake cars. With the same motor equipment the schedule speed of an air- brake car is higher than that of a hand-brake car. Air-brake cars are in much greater favor with the motormen because of their ease of operation. The power consumption of air-brake cars is considerably less than that of hand-brake cars on account of the fact that with hand-brake cars motormen usually operate in congested traffic with the brake partially applied so as to be able to stop the car quickly when necessary, while with the air brake they run free. For all these reasons it appears probable that for cars of the same weight the mileage of cars equipped with air brakes is much greater than that of an equal number equipped with hand brakes. It therefore follows that a record of accidents on a mileage basis would be much more favorable to air brakes than the record given above. The recommendations of the presiding commissioner were as follows: 1. That aU double-truck passenger surface cars in service weigh- ing over 27,000 pounds should be equipped with power brakes and geared hand brakes on or before June 1, 1912. This will give the companies an opportunity during the next six months to equip with power brakes all of their open cars weighing 27,000 pounds and upward, and also their closed cars during the summer of 1912 which will be required to go into service in the autumn. 2. That all double-truck passenger surface cars in service weigh- ing over 25,100 pounds should be equipped with power brakes and geared hand brakes on or before June 1, 1913. 3. That all double-truck passenger cars weighing 25,100 pounds or less should be equipped with geared hand brakes on or before June 1, 1912. 4. That all cars other than passenger cars should be equipped with power brakes and geared hand brakes on or before June 1, 1912. One of the companies most directly affected by the order had 1,125 cars on which both air brakes and geared hand brakes would have to be provided, and the total cost of the change was estimated at $560,000. It secured a rehearing and conducted a series of tests on the relative stopping distances that could be obtained with air brakes and various makes of hand brakes. The series included tests of five dififerent makes of hand and air brakes adjusted to four different ratios or pressures, tests on three different weights of cars, tests on wet and on dry rail, and tests with and without sand. In most cases the car was stopped by means of the brake and also by reversing the motors. With the air brake the car was stopped by the ' 'service" application and by the "emergency" apphcation. Tests were made on an empty car, on a car loaded with sand to represent a seated load, and on a car loaded to represent a standing load. The car was stopped when running at 5, 10, 15, and 20 miles per hour. Three stops were made at each speed and load, making 36 stops for each complete test of each brake and method of braking. 400 STREET AND ELECTRIC RAILWAYS. From these tests an enormous number of data were obtained. "For the sake of simpHcity," Mr. Dodd claims, "it was necessary to eliminate from considera- tion as many as were not essential or for any reason not reliable." The wet-rail tests were very erratic. In many instances the stops were much longer than the corre- sponding stops made on the dry rail, and also in many instances they were much shorter. Two consecutive stops, made apparently under identical conditions, would vary from each other in a ratio sometilnes as high as four to one. Although operation under bad rail conditions is very important, the results of these wet- rail tests were such that no consistent conclusions could be obtained from them, and they were for that reason disregarded. The motor-reverse stops were disregarded, for many reasons. In the motor-reverse tests the stop was obtained principally by the motor. It was not a test of the brake. Such a method of braking re- quires an entirely different procedure in an emer- gency from that employed in ordinary "service" braking. Consequently, it is probable that the re- sults obtained in these tests by this means of braking were superior to what would be obtained in actual operation, inasmuch as in the tests the motorman knew ia advance that he was to stop the car in a cer- tain manner. It also appeared that although revers- ing the motors often gave better results than stopping by means of the brake, this was the case, as a rule, only at low speeds . At high speeds reverse stops usually gave poorer results than brake stops, and at these speeds the superiority of the brake stops was much more marked than the superiority of the motor stops at low speeds. For these reasons the reverse stops were eliminated from consideration and attention was devoted to the brake stops. For the purposes of the hearing, the object of the tests was to determine what brake would stop a car in the shortest distance in order to avoid an accident. For this reason the "service" stop was not consid- ered, the brakes being considered solely on an "emer- gency" basis. SiQce the purpose of the tests was to determiae the action of the brake in its operation throughout the year, individual stops were disregarded and the aver- age length of stops was the only figure considered. Summing up his conclusions on the data and tables set forth, Mr. Dodd asserts that to the extent that the tests were reliable as evidence they proved: First, that air brakes properly adjusted are superior to any hand brake tested; second, that in actual service the strain produced in the brake rigging by an air brake is much less than that caused by those hand brakes which showed themselves most efficient; third, that in. an emergency the possibiUty of skidding is much greater with a hand brake than with an air brake, and that, therefore, the results obtained in actual service with a hand brake would be inferior to those obtained with an air brake. The result of the tests, therefore, was to confirm the commission in its previous opinion. In the final order on the motion, made Jime 21, 1912, section 4 of the order, relative to service cars, was rescinded and increased time was given to the compa- nies to comply with the other sections, but no change was made in the weights affected. A curious example of the onerous obligations that may be thrown on street railway companies at any time in the operation of their mechanical departments is afforded by the air-brake law passed by the legisla- ture of Ohio in 1910, requiring all electric cars to be equipped with air brakes of a certain type. The brake defined was one which would be capable of applying to all the brakeshoes and wheels of an elec- tric car a maximum permissible braking pressure and of automatically reducing such braking pressure as the speed of the car decreased. Under the law, 50 per cent of all electric cars in Ohio had to be so equipped prior to January 1, 1911, and 75 per cent prior to January 1, 1912. The law provided a penalty of $100 for each violation of the act, the penalty to be recov- ered in a suit to be brought by the prosecuting attorney of the county where such violation occurred. Moving under this act, the prosecuting attorney of Jefferson County, Ohio, brought suit against the Tri-State KaU- way & Electric Co. and the Steubenville & East Liver- pool Railway & Light Co. in the court of common pleas. No. 2, of Jefferson County, before Judge Shotwell. The defense was that there was no brake such as the public-service commission of Ohio would approve, and that there was no air or electric brake or apparatus capable of applying to all the brakeshoes and wheels of cars a maximum permissible braking pressure and of automatically reducing this pressure as the speed of the car decreased. In his opinion Judge Shotwell stated that the statute was evidently passed with the idea of requiring the equipment of cars with a patented brake. Among the witnesses at the trial was the patentee. Testimony was brought out that a car equipped with his brake had been in use in Dayton while the bill was under con- sideration by the legislature. He had sold his interest in the patent to a company in Indianapolis, but ac- knowledged that the brake was not being manufac- tured. The factory where the brake had been made was devoted to repair work in other branches of me- chanical engineering. For a number of years he had made no further effort to develop the brake. As a result, the court declared that there could be no dis- pute that such a brake was not on the market, that nobody was making it or seUing it, and that no one could buy it. One of the witnesses for the defense, Mr. Thomas EUiott, chief engineer, Cincinnati Traction Co., said that he had made an examination of the brake and considered it worthless for the purpose of attaining TECHNICAL ADVANCES IN THE INDUSTRY. 401 the result claimed. Mr. R. N. Heimmg, superintendent of motive power, Indiana Union Traction Co., testi- fied tliat the brake was a failure and would not operate. Witnesses for the pkintijBf consisted of a conductor and a motorman on one of the local hnes, who said that they had seen a brake of the kind in Chester, W. Va., but on further examination acknowledged that they knew nothing about the technical construc- tion of brakes and did not know whether such a brake could be used on the East Liverpool lines. The ex- istence of such a brake at Chester was denied by witnesses for the defendant. Another witness was formerly the member of the state legislature who had introduced the biU. He testified that by trade he was a decorative painter and that he had no special knowledge of railway operation or the construction of brakes. He said that during the session of the legislature in 1910 he had met the patentee, had adopted his ideas in regard to the practicability of the brake, and had embodied them in the biU introduced by him in the legislature. The court then carefully reviewed the legal situation which occurs when a legislature passes a statute which can not be enforced, and, after quoting various prece- dents, concluded that the law must be considered to be inoperative. Hence there was a finding in favor of the defendant. ELECTRIFICATION OF MAIN LINES. The progress made in the electrification of main hnes of steam railroads during the last five-year period is quite notable. The data as to conditions existing in 1912-13 and to be worked out in 1914 have been compiled in a very helpful manner by Mr. E. P. Burch, of MinneapoHs. The table given herewith, as will be seen, is based on a group of 10 roads in regard to each class of work. NAME OF EAILEOAD. Miles Of road. Miles ot track. Number of loco- motives. 88 600 100 168 187 12 27 90 17 16S 205 16 10 31 34 19 50 13 104 156 84 63 68 14 46 48 11 52 55 16 50 240 47 15 72 35 100 250 75 150 19 63 60 100 35 70 20 60 160 14 46 11 17 41 3D 85 25 20 90 30 43 4 113 168 14 18 44 10 93 100 20 80 93 13 81 124 44 32 60 16 42 50 8 Explanation, or name of division. Principal main-line electrifications in service; New York, New Haven & Hartford , Spokane & Inland Empire Butte, Anaconda & Pacific French Souttiem Baden State Prussian State Italian State St. Polten-Mariazell Eatische Mountain Bernese Alps Principal terminal or passenger-service electrifications in service! New York Central Pennsylvania Long Island West Jersey & Seashore New York, Westchester & Boston Southern Pacific Metropolitan Railway, London London, Brighton & South Coast Paris-Orleans Hamburg-Ohlsdorf Main-line electrifications to he completed in 1914 and 1915: Norfolk & Western Pennsylvania Canadian Pacific — Chicago, Milwaukee & Puget Sound North Eastern, England Swiss Federal Swedish State Prussian State Italian State Vienna-Pressburg New York to New Haven and switching yards. Main line; excludes local lines. Largely mine switching. Partly equipped. Basel-Sackingen. Dessau-Bitterfeld. Valtellina, Giovi, and Savonna liaes. Lotschberg line. Terminal service; no freight service. Terminal service; no freight service. Motor-car trains only. Motor-car trains only. Motor-car trains only. Motor-car trains only, largely on Oakland streets. Main line and suburban trains. Motor-car trains only. Main line and suburban trains. Motor-car trains only. Bluefield-Vivian division. Philadelphia suburban. Rossland-Castlegar grades. Rocky Mountain division. Freight service. Chlasso-Luceme section of St. Gotthard division. Kiruna-Riksgransen division. Lauban-Konigszelt division. Milan- Lecco division. Main-line service. Steam railroad electrification, in one sense, is almost as old as the electric railway itself,^ for among the first lines to be electrified were the dummy roads in the suburbs of the larger cities and the shorter steam raiboad branches which had become part of urban traction systems. Baltimore <& OUo Railroad.— It is an interesting coincidence that the Baltimore & Ohio Eailroad, which in 1828 placed in service the first American- buUt steam locomotive on its initial 3 miles out of Baltimore, should also have been the pioneer user of heavy electric locomotives. Its Belt Line tunnel at Baltimore, comprismg 7.4 miles of single track, was electrified on the third-rail system m 1895 to ehminate 1 Electric Railway Journal, June 7, 1913. 58795°— 15 26 ferriage and give the railroad direct entrance to Baltimore. New YorTc, New Haven & Hartford Railroad. — The New York, New Haven & Hartford Railroad, which holds the lead in length of electrified track, entered the electrification field in 1895, when it equipped with electric power for direct-current overhead operation a total of 16.8 miles of single track between Nantasket Beach and Pemberton, Mass., on a peninsula about 10 miles southeast of Boston. This line is operated with electricity only in summer. The company's first heavy iaterurban electrification and the first undertaken by any trunk line in the United States, was the equipment, in 1902, of its Providence- Warren-Bristol-FaU River branch with the 550-volt, 402 STREET AND ELECTRIC RAILWAYS. direct-current, simple overhead system. It is 38.5 miles in length, measured as single track, and consists of a double track from Providence to Warren, a single track from Warren to Bristol and Fall River, respectively, sidings at Providence, etc. The service is of standard interurban character and includes the handhng of baggage. Electrification of this line made it possible to give a faster schedule despite an increase in the number of stops made by local trains. Diu'ing 1907 the New Haven company added to its branch electrifications the Middletown-Berlin-Meriden and Hartford-Vernon-Melrose lines ia Connecticut. The construction on the Middletown-Berlin section, 10.4 miles long, and on the Middletown-Meriden sec- tion, 7.2 miles long, is of 600-volt, direct-current, plain overhead type. These sections were electrified to give more profitable feeders for the trunk lines and to build up the towns served by providiag connections with the local street cars. The Vernon and Melrose lines foUow the tracks of the Hartford street railway system of the Connecticut company for 2.5 miles to East Bm-nside, where the cars are deflected to the steam railroad right of way from Buckland, Manchester, and TalcottvUle to Ver- non Junction, a distance of about 16.8 miles, single track. At Vernon Junction the line swings to the north and passes to Rockville and Melrose over single-track branches totaling 14.7 miles in length. The electrification of these lines made it possible to bring passengers into the business section of Hart- ford and to improve the headway through the opera- tion of single cars. In addition to these direct-current electrifications, the New Haven company's tracks between Middle- town and Cromwell, Tafts and Central Village, etc., carry trolley cars of its subsidiary, the Connecticut company, besides the regular steam service. The 11, 000- volt, single-phase, 25-cycle main-line electrification of the New York, New Haven & Hart- ford RaOroad now in operation comprises 21.5 miles of route, or 109.3 miles of single track, between Woodlawn at the New York City line and Stamford; and the Harlem River branch has been completed with 63.4 miles of main line and 78 miles of yard track, a total of 141.4 miles of single track. The main-line electrification for the 41 miles between Stamford and New Haven now nearing completion wiU comprise 170 miles of main-line track and 40 mUes of yards and sidings, or 210 mUes in all. The board of directors has approved the electrification of the four-track main line between Providence and Boston, a distance of approximately 50 miles. This affects 196 miles of main-line track and 20 miles of yards and sidings, a total of 216 miles. The company also operates a suigle-phase cross- country Mne of light catenary type between Stamford and New Canaan, comprising 7.7 miles of single track. This road carries electric passenger traffic and steam freight, the latter being handled at night. On May 27, 1911, the Boston & Maine Railroad placed in service the Hoosac Tunnel, which had been electrified for 11,000 volts, 25 cycles, single phase, in conformity with the practice of the New York, New Haven & Hartford Railroad. The New York Central and New Haven electrifica- tions were accelerated by the compulsory conversion of the joint viaduct and tunnel entrance to the Grand Central Station via Park Avenue, New York. Unlike the alternating-current, direct-cmrent electrification of the New Haven company, the New York Central equipment is direct-cmrent, third-rail throughout. The latter electrification comprises two Hnes out of New York City — the Harlem division to North White Plains, 24.4 nadles northeast, and the Hudson (main line) division to Harmon, 34 mUes north of New York, a total of 234.4 miles of single track. The New York Central & Hudson River Railroad has no immediate plans for additional main line work, but a plan to electrify its freight entrance along the Hudson River in New York City is being considered by the railway company and a comnaittee of the board of estimate and apportionment of New York. The electrification of the Detroit River timnel, 19.2 nules of single track, was completed ia October, 1910, by the Michigan Central Railroad, a subsidiary of the New York Central & Hudson River Railroad. This is a 650-volt, direct-cxirrent, third-rail line. The Oneida Railway is a 600-volt, direct-current, third-rail line, comprising 44 mUes of route, or 118 mUes of single track. It is an electrification of the main fine of the West Shore RaUroad between Utica and Syracuse, N. Y. The passenger cars operated by the Oneida Railway over this section also are run over the tracks of the Utica and Syracuse street railway systems, which, Kke the West Shore and Oneida companies, are controlled by the New York Central & Hudson River Railroad. The regular through steam service of the West Shore Railroad is still maintained over this section. Electrification of the suburban Hnes of the Long Island Railroad, controlled by the Pennsylvania Rail- road, was begun about 1903, the first electric trains being operated on the Atlantic Avenue division in July, 1905. The electrification was due to the recon- struction of this outlet from Brooklyn as a sub- way and elevated fine, to the desire to encourage suburban and seashore travel, and to the necessity for greater terminal capacity in a section where property values were high. The conversion of aU parts of the suburban system for third-rail, 600-volt operation has not yet been completed, but the electric lines now total 1 ,868 miles of single track. During 1910 the Pennsylvania Railroad completed its New York terminal, comprising 98.4 nules of direct- TECHNICAL ADVANCES IN THE INDUSTRY. 403 current, third-rail construction from Manhattan trans- fer station opposite Newark to Long Island City, via a new route to Bergen HiU and through tunnels under the Hudson Eiver, Manhattan Island, and East River. By arrangement made in 1911 with the Hudson & Manhattan Railroad, cars of the latter company are operated electrically over the right of way of the Pennsylvania Railroad between Newark and Jersey City. The West Jersey and Seashore division of the Penn- sylvania Railroad between Camden (opposite Phila- delphia) and Atlantic City comprises 150.3 miles of 700-volt, direct-current, third-rail construction. This electrification was due chiefly to the desire to encourage seashore travel on high-speed trains. The electric service was opened September 18, 1906. The route of the approved Philadelphia-Paoh electrification covers a distance of 20 miles. This Hne is to forna the beginning of a general electrification of the Pennsylvania's hnes in and around Philadelphia. The length of the electrification, measured as single track, will be approximately 90 miles, depending on the number of sidings converted. In June, 1907, the Erie Railroad completed the electrification of its Mount Morris division between Rochester, Avon, Geneseo, and Mount Morris, N. Y., a route distance of 34 miles, eqidvalent to 40 miles of single track. This line, which is of interurban passen- ger character, is operated at 11,000 volts, 25 cycles, single phase, with Niagara power. DTU"ing 1911 the Southern Pacific Railroad converted 96 miles of suburban steam track in and about Oak- land, Alameda, and Berkeley, Cal., to overhead 1,200- volt, direct-current operation. The electrification of the Grand Trunk Railway, as carried out in 1908 under the name of the St. Clair Tunnel Co., comprises 4 miles of tunnel track at Port Huron, Mich., operated at 3,300 volts, 25 cycles, single phase. The electrification of the Great Northern Railway's Cascade Tunnel, between Leavenworth and Sky- komish, about 100 miles east of Seattle, was com- pleted in July, 1909, for 3-phase, 25-cycle, 10,000-volt operation. This is the only 3-phase Hne in the United States. It has 6 miles of single track, including the approaches. The distance between Leavenworth and Skykomish, the terminals of the completed 3-phase electrification, is 57 nules. The Hne was electrified to eHminate smoke troubles and increase its capacity. This company is also considering the electrification of a 530-mile line between New Rockford, N. Dak., and Lewistown, Mont., for which roadbed and other construction contracts have been awarded. In this case electrification is favored because of the poor coal and water conditions for locomotives. The Chicago, Milwaukee & Puget Sound Railway has contracted for hydroelectric power to operate its Hne from Harlowton, Mont., to Avery, Idaho, a dis- tance of nearly 440 miles. It is probable that a 2,400- volt direct-current system will be used. Avery is 2,495 feet, Harlowton 4,163 feet, and the intermediate town of Deer Lodge 4,520 feet, above sea level. The dis- tance between Avery and Deer Lodge, the terminals of the proposed initial electrification, is 211.5 miles, and between Avery and Harlowton 439.3 miles, aU single track. The Denver, Rio Grande & Western Railway has decided to electrify one 114-mile mountain division. The distance between Helper and Soldier Summit, which are to be the terminals of the initial electrifica- tion, is 29 miles, and from Helper to Salt Lake City 114 miles. Helper is 5,840 feet. Soldier Summit 7,454 feet, and Salt Lake City 4,224 feet, above sea level. The latest mountain electrification is that of the Norfolk & Western Railway for the heavy coal-carry- ing Hne between Vivian and Bluefield, W. Va., com- prising 30 miles of route, or 75 miles of single track. Butte, Anaconda &, Pacific Railroad. — In view of the many features of importance pertaining to the electrification of this line, reference to some of the details will be of interest. The Butte, Anaconda & Pacific is credited with being the first steam road operating both freight and passenger service to elec- trify its Hues purely for reasons of economy. The special factors, such as terminal and tunnel operation or rapid suburban service, which have been the' deter- miuing considerations in a number of steam railway electrifications, were not present in this case. This is also the first liae to use 2,400 volts direct current into the troUey. During the first seven months, the Hne made approximately 201,000 nules and hauled about 2,365,000 tons of ore. The steam locomotive crews easily acquired proficiency in handling the electric locomotives; in fact, two or three days' instruction from a competent electrical man was ordinarily suffi- cient. The change from steam to electricity was made without any change in the personnel of the train crews and without any delays or alterations in the schedule. The engineers, without exception, have expressed themselves as pleased with the easy operation of the locomotives. The locomotives have been maintained by the regular shop force with the assistance of one man experienced in electrical apparatus. The Butte, Anaconda & Pacific is essentially an ore- hauHng road, the freight traffic from this source origi- natmg at the copper mines located near the top of Butte Hill. From the mines, the ore trains are low- ered down the mountain a distance of A^ miles to the Rocker yards, a few miles west of the city of Butte. At this point, new main-line trains are made up for transportation to the smelters at Anaconda. The main-Hne division extends for a distance of about 20 miles through a rough mountainous country. At East Anaconda, the main-Hne trains are broken up and 404 STREET AND ELECTRIC RAILWAYS. hauled up Smelter Hill to the stock bins, where each car is run over the scales and weighed. The east- bound traffic consists in returning empty cars to the mines and the transportation of copper ingot to the Butte yards, where it is shipped over other roads to refineries. The electrified lines extend from the Butte HUl yard to the smelter, a distance of 32 miles. There are numerous sidings, yards, and smelter tracks that have been equipped with overhead trolley, making a total of about 95 miles of single track. Between the cities of Butte and Anaconda, which are located at the ends of the electrified portion of the system, there is considerable local traffic, both pas- senger and freight. The city of Butte and vicinity have a population of about 65,000 and Anaconda about 10,000. At Butte, the Butte, Anaconda & Pacific connects with the Great Northern, the Northern Pa- cific, and the Chicago, Milwaukee & St. Paul; and at Silver Bow, about 6 ndles from the city, connection is made with the Oregon Short Line. The maximum curve on the system is 20°, which occtirs on the Butte Hill line. The locomotives are designed with sufficient flexibility to take a curve of 31° at slow speed. Four passenger trains each way per day are operated between Butte and Anaconda. Single locomotives are used, hauling trains of from three to five passenger and baggage cars. The energy for the operation of the electric trains is purchased from the Great Falls Power Co., Great Falls, Mont. The power is stepped up to 102,000 volts for transmission to the transformer substation at Butte, a distance of 130 miles, over two separate par- allel lines constructed on the same right of way. An extension of the system transmits power at 60,000 volts to a second transformer station at Anaconda^ 26 miles farther on. The two existing substations at Butte and Anaconda were used to house the 2,400-volt motor-generator sets reqtiired for operating the electric trains, so that no additional buildings had to be con- structed for this purpose. The energy is received by two 1,000-kilowatt, 3-unit motor-generator sets in each substation. These units operate contiauously 24 hours per day, seven days in the week, to supply the necessary current for train operation. Each set con- sists of a 3-phase, 60-cycle, l,450-kilovoli>ampere, synchronous motor operating at 720 revolutions per minute, direct-connected to two 500-kilowatt, 1,200- volt generators, insulated to operate in series for 2,400 volts. The generators are compound-woimd and have both conunutating poles and compensating pole face windings. They will carry three times the normal load for periods of five minutes, as well as the usual 50 per cent overload for two hours. An automatic voltage regulator is used to maintain an approximately constant voltage at the terminals of the motor by power-factor regulation. The motors are protected agaiast overload by inverse time-Hmit relays, which are set to open at four times the normal load. These relays have been adjusted to open under a sustained overload in about two seconds, and upon short circuit their action is practically instantaneous. Excitation for the generating units in each sub- station is obtained from two induction motor-driven sets, rated at 50 kilowatts each at 125 volts. The 2,400-volt switchboards for controlling these sets are the first direct-current railway switchboards to be constructed for this high voltage. They are similar to the standard 600-volt types, but have in- creased insulation and special provisions for inter- rupting the 2,400-volt current. The circuit breakers and switches are arranged for remote control, and all the apparatus on the panels is provided with ample insulation to insure safety to operators. The 2,400- volt circuit breakers and switches are installed on separate panels above and back of the maia panels, and are operated by connectiag rods from handles mounted on the front of the main switchboard. The breakers are equipped with special magnetic blowouts and arc chutes, and provision is made for automatically inserting a high resistance in the generator field at the same instant the main circuit breakers open, thus re- ducing the generator voltage. The overhead construction is designedforpantograph trolleys. The No. 0000 grooved copper trolley used over all tracks is supported by an 11-point catenary suspension from a stranded steel messenger cable. The hanger used on the straight-liae construction is a rolled-steel strap looped over the messenger wire. The section breakers were designed for the 2,400-volt serv- ice, and at six points insulated crossiogs are necessary at the intersection of the 2,400-volt trolley with the 600-volt trolley of the city system. On the main line a very simple section insulator is used. This is made by paralleling the two trolley wires from the ends of the two sections at a suitable distance for insulation, so that the pantograph bridges the two circuits for a short distance, thus avoiding interruption of the power supply to the locomotive. The construction in the yards and sidings is simpUfied by paralleling the trolleys from the side-tracks for a short distance along the main line. This avoids the use of switch plates or similar devices. At some of these junction points the pantograph engages as many as six trolley wires at the same time. The troUey wire is reinforced between the substa- tions with two 500,000-circular-mil bare copper cables tapped to the troUey at intervals of 1,000 feet. A No. 0000 negative return wire is also installed between Rocker and East Anaconda. The Avire is carried on the troUey poles and is connected to the cross bonds at intervals of 1,000 feet. The substations are nor- mally connected together by these feeders, allowing TECHNICAL ADVANCES IN THE INDUSTRY. 405 an interchange of current. In emergency, either station can supply current to the entire system. The locomotive equipment consists of seventeen 80-ton tmits, 15 for freight and 2 for passenger serv- ice. The freight locomotives are geared for slow speed and are operated in pairs for the main line service. The maximum free-running speed is 35 nules per hour. The two passenger locomotives are of the same con- struction as the freight tmits, but are geared for a maximum free-running speed of 55 miles per hoiu-. A speed of 45 miles per hour is made with three passenger coaches on a straight, level track. These locomotives are of the articulated double-truck type with all the weight on the drivers. The cab contains an engineer's compartment at each end and a central compartment for the control apparatus. The central channels forming a part of the underframe are inclosed and are utHized as a distributing air duct for the forced ventilation of the motors. The air is conducted through the center pins, which are hoUow, into the truck transoms and thence to the motors. The motors are of the conamutating-pole type, wound for 1,200 volts and insulated for 2,400 volts, and provided with forced ventilation. The gear reduction on the freight locomotive is 4.84, and on the passenger locomotive 3.2. The double-unit, 160-ton locomotive is capable of giving a continuous sustained output of 2,100 horsepower. The motors are connected to the driving wheels by twin gears similar to those used on the Detroit River Tunnel, the Baltimore & Ohio, and the Great Northern locomotives. The control equipment is multiple-unit, operating the four motors in series and in series-parallel. The two 1,200-volt motors are permanently connected in series. The controller provides ten steps in series and nine in series-parallel. The transition between series and series-parallel is e£fected without opening the motor circuit, and there is no appreciable reduction in tractive effort dming the change. The transfer of circuits at this point is made by a special change-over switch, which is operated electropneumatically. The 2,400- volt contactors are operated from the 600-volt control circuit, and are specially constructed to separate the 2,400-volt parts from the coOs and interlocks which carry the 600-volt current. The necessary insulation is obtained by large clearances and by the use of porcelain and mica insulation. The armature is connected to the contact lever by a wooden rod. The contacts, magnetic blow-out, and arc chutes are also especially designed to rupture the 2,400-volt arc. Current is collected by overhead roller pantographs operated by compressed air. A 2,400-volt iosulated bus line runs along the center of the cab roof. These bus lines are connected together by couplers between the two freight imits, so that the current may be obtauied from either one or two collectors. The principal data and dimensions applying to the locomotives are the following: Length inside of knuckles, 37 feet 4 inches. Length over cab, 31 feet. Height over cab, 12 feet 10 inches. Height with trolley down, 15 feet 6 inches. Width over all, 10 feet. Total wheel base, 26 feet. Rigid wheel base, 8 feet 8 inches. Track gauge, 4 feet 8J inches. Total weight, 160,000 pounds. Weight per axle, 40,000 pounds. Wheels, steel tired, 46 inches. Journals, 6 inches by 13 inches. Gears, forged rims, freight locomotives, 87 teeth. Gears, forged rims, passenger locomotives, 80 teeth. Pinions, forged, freight locomotives, 18 teeth. Pinions, forged, passenger locomotives, 25 teeth. Tractive effort at 30 per cent coefficient, 48,000 pounds. Tractive effort at one-hour rating, 30,000 pounds. Tractive effort at continuous rating, 25,000 pounds. Classification of work done. — ^A very complete survey of work done, conditions, and apparatus was fur- nished in a paper read before the Canadian Society of Civil Engineers, in December, 1913, by Mr. A. H. Armstrong, the well-known American expert, in which he discussed the methods of electrification and their actual apphcation. The electrical engineer has perfected several types of locomotives and different methods of distributing electric power to them, thus giving rise to what are known as several different "systems of operation," The term "system" is generally apphed to the com- bination of locomotive and trolley or third-rail dis- tribution, as the matter of power generation and trans- mission is common to all. The three systems consid- ered for main-hne electrification are as follows : Single phase, alternating; spht phase, alternating; and high voltage, direct current. The single-phase commutating motor has been in operation upon interurban electric railways for some years, said Mr. Armstrong, and a study of the history of these installations reveals some of the fundamental reasons why this type of motive power has not been more generally adopted. It has been found that the initial expense and cost of upkeep of rolling stock equipped with single-phase commutating motors is fidly double that of cars having the same seating capacity and equipped with direct-current motors. No new installations have been made for the past three years, and the several single-phase roads are being changed over to direct current as fast as financial conditions wiU permit. The single-phase installations are listed in the following table; and on those roads whose names are preceded by asterisks the single- 406 STREET AND ELECTRIC RAILWAYS. phase motors have been replaced with the du-ect- current type: Single-Phase Railway Installations in United States and Canada. NAME or EAILWAY. Indianapolis ^ Cincumati Traction Co *Atlanta Northern Railway ♦Illinois Traction system Long Island RaUroad— Sea Cliff division San Francisco, Vallejo & Napa Valley, California *Warren & Jamestown Street Railway Westmoreland County Traction, Derby to Latrobe, Pa. Spokane & Inland Empire Railroad *Toledo & Chicago Railway ♦Anderson Traction Co., South Carolina Erie Railroad Fort Wayne & Springfield Railway ♦Milwaukee Electric Railway (interurban division) New fork, New Haven & Hartford Railroad ♦Pittsburgh & Butler Street Railway Richmond & Chesapeake Bay Railway Windsor, Essex & Lake Short Electric Railway ♦Baltimore & Annapolis Short Line Chicago, Lake Shore & South Bend Railway Ctflorado & Southern: Denver & Interurban Railroad. . Grand Trunk Railway: Samia-Port Huron Tunnel Hanover & York Railway, Pennsylvania Shawinigan Railway, Quebec Visalia Electric Railway, California ♦Washington, Baltimore & Annapolis Electric Railway Rock Island Southern: Rock Island to Monmouth New York, Westchester & Boston Railway Boston & Maine: Hoosac Tunnel Year. 1904 1905 1905 1905 1905 1905 1905 1906 1906 1907 1907 1907 1907 1907 1907 1907 1907 1908 1908 1908 1908 1908 1908 1908 1908 1910 1911 1911 The introduction of the single-phase system was a result of the success of suburban and interurban elec- tric railway operation and the extension of these lines over large areas, thus bringing into prominence the question of economical power distribution. It was recognized that a voltage higher than the commonly accepted standard of 600 volts was desirable upon the trolley in order to miaimize the cost of instalhng feeder copper and substations. While the single- phase motor was being developed and installed upon interurban railways, careful attention was also being given to the question of the possibihty of using direct- current motor equipments at higher voltages, and this resulted in the first 1,200-volt railway installa- tion, on the Indianapohs & Louisville Traction Rail- way, operated in 1907. The success attending this operation led to other similar installations at both 1,200 volts and 1,500 volts, until it is now generally recognized, Mr. Armstrong asserted, that the high- voltage, direct-current system is without a competitor for aU classes of suburban electric railways. It was a safe prediction to make, he stated, that no more single-phase motor equipments wiU be placed in opera- tion in this country on new roads unless these roads virtually form extensions of existing systems. The following table gives a Hst of the several high- voltage, direct-current installations in the United States and Canada: High-Voltage, Dibect-Current Railway Installations in United States and Canada. Volt- age. Num- ber of equip- ments. DATE. Month. Year. Indianapolis & Louisville Traction Railway Co., Scottsburg, Ind. Central California Traction Co.,,Stockton,Cal. Pittsburgh, Harmony, Butler & New Castle Railway, Eldenau, Pa. 1,200 1,200 1,200 13 22 30 October June July 1907 1908 1908 High- Voltage, Direct-Current Railway Installations in United States and Canada — Continued. Volt- age. Num- ber of equip- ments. DATE. Month. Year. Washington, Baltimore & Annapolis Elec- tric Railway, Baltimore, Md. Milwaukee Electric Railway & Light Co., Milwaukee, Wis. Aroostook Valley Railway Co., Presque Isle, Me. Oakland, Antioch & Eastern Railway, San Francisco, Cal. Southern Cambria Railway Co., Johnstown, Pa. Shore Line Electric Railway Co., Saybrook, Conn. Southern Pacific Railway (Oakland, Ala- meda & Berkeley division), Cal. Fort Dodge, Des Moines & Southern Rail- way, Boone, Iowa. Southwestern Traction & Power Co., New Iberia, La. Oregon Electric Railway, Portland, Oreg Davenport & Muscatine Railway Co., Dav- enport, Iowa. Kansas City, Clay County & St. Joseph Railway, Kansas City, Mo. 1,200 1,200 1,200 1,200 1,200 1,200 1,200 1,200 1,200 1,200 1,200 1,600 1,500 1,200 2,400 1,200 1,200 1,200 1,200 1,200 1,600 1,200 1,200 1,200 /2,400 \ 1,200 2,400 2,400 47 32 6 26 10 22 82 29 3 72 7 22 43 6 17 8 30 13 64 4 38 6 7 5 20 40 14 4 February. . . March July 1910 1910 1910 1910 1910 September.. April September. . May July August June 1910 1911 1911 1912 1912 1912 1913 1913 Nashville-Gallatin Interurban Railway, Nashville, Term. Butte, Anaconda & Pacific Railway, Butte, Mont. United Railways Co., Portland, Oreg Southern Traction Co. .Dallas, Tex April June June October 1913 1913 1913 1913 Pittsburgh & Butler Railway, Pittsburgh, Pa. Paciflo Electric (San Bernardino division), Los Angeles, Cal. Tidewater Southern Railroad, Stockton, Cal. Portland, Eugene & Eastern Railway, Portland, Oreg. Southern Illinois Railway & Power Co., Harrisburg, III. Jefferson County Traction Co. (Eastern Texas Electric Co.), Beaumont, Tex. St. Paul Southern Eleotrip Railway, St. Paul, Minn. 1913 BuOding.. 1913 Building September. . Building 1913 Building Building.. Michigan United Traction Co. , Jackson.Mich. Canadian Northern Railway, Montreal, Canada. Canadian Pacific Railway, Rossland, British Columbia. ■Ruilding, . Building.... All of the foregoing roads in service are operating with the highest degree of success and no change of type of equipment has been made or contemplated. The eUmination of the single-phase motor as being unsuitable for the equipment of light electric railways has an important bearing upon the selection of systems for main line electrification. The limitations of the single-phase motor that lead to its failure in the inter- urban railway field do not appear to be lessened when it is considered for locomotive equipment, with the result that it is in use on but three of the twelve roads that are truly representative of electrified steam roads operating large electric locomotives. There are other electrified steam lines, but the service on them more nearly approaches that of high- class electric interurban railways. There are also interurban systems where electrize locomotives of con- siderable capacity are operated, but the class of service on such systems does not approach the exacting de- mands of main line passenger and freight operation. The following table gives a list of converted steam lines on which the service consists of hauling main line passenger and freight trains behind electric locomo- tives of large capacity. An asterisk preceding the name of a road indicates that the work is under con- struction. TECHNICAL ADVANCES IN THE INDUSTRY. 407 Main Line Electkipication— United States and Canada. INSTALLATION. Year. Typeot locomotive. System. Volt- age. St. Clair Tunnel New York, New Ha- ven & Hartford. Hoosac Tunnel Cascade Tunnel ♦Norfolk & Western... Baltimore & Ohio 1908 1907 1911 1909 1914 1895 1906 1910 1910 1913 1914 1914 Geared Gearless Geared Geared Geared, side rod. Geared Gearless Geared Gearless, side rod. Geared Geared Geared Single-phase alternating. . . Single-phase alternating. . . Single-phase alternating.. . Three-phase alternating . . . Spllt-pnase alternating Direct current 3,300 11,000 11,000 6,600 16,500 600 Tunnel. New York Central Direct current 600 Detroit Tunnel Direct current 600 Pennsylvania Termi- 600 nal. Butte, Anaconda & Direct current 2,400 2,400 Pacific. ♦Canadian Northern. . . Direct current ♦Canadian Pacific Direct current 2,400 It is a noteworthy fact that the use of the smgle- phase motor has not extended beyond the two original roads installing this type of equipment, the Grand Trunk and the New York, New Haven & Hartford (including the Hoosac Tuimel installation), whereas direct-current motors have been universally adopted in all the more recent electrifications with the siagle exception of the split-phase installation on the Norfolk & Western Railway. The so-called "split-phase" system is comparatively a newcomer in the electric traction field, and it has not yet been subjected to the test of actual operation. It offers many attractive features, however, for heavy electric railway service. From experimental tests made, it seems reasonably certain that the spht-phase locomotive can meet the demands of conunercial operation with satisfactory rehability. Confronted with the problem of maia line electrifi- cation and the demand for a distributing system which would provide for the economical distribution of large units of power over an extended area, the Butte, .Ana- conda & Pacific Railway appreciated the need of higher direct-current voltage, and as a result made its first installation of 2,400 volts direct current, under which operation began on May 28, 1913. This instal- lation marks an epoch in electric railway progress, as its success constitutes substantial proof that direct- current motor equipments can be constructed at a reasonable cost and operated in an efl&cient and relia- ble manner with trolley potentials as high as 2,400 volts. It has been characteristic of the installations operating at 1,200 and 1,500 volts that the reliability of the direct-current motive power has been in no way impaired by reason of using a higher troUey voltage; in fact, the maintenance cost of 1,200-volt motor equipments shows no increase over that of 600-volt equipments. A brush life of over 150,000 mUes gives evidence of good commutator performance with prac- tically no wear, and the increased insulation provided has been ample to insure reliabihty and low cost of maintenance. The transition from 1,200 volts to 2,400 volts direct current has also resulted in completely successful operation at this potential. ELECTRIC LOCOMOTIVES. Norfolk cfc Western split-phase locomotives. — One of the newest and latest departures is the equipment, by the Norfolk & Western Railway, of a mountain division for single-phase, or "split-phase," locomotive opera- tion. The locomotives handle freight trains of 3,250 tons' weight, exclusive of the locomotive, at a speed of 14 miles per hour on a 2 per cent grade, and they will be operated at speeds up to 28 miles per hour on lighter grades. Four locomotives wiU be used on the heaviest grades, two in front and two at the rear of each train. They are arranged for multiple-unit operation in pairs, but no electrical connection will exist between the two ends of the train. The motors for these locomotives present a novel departure from existing practice in design for traction purposes. They are constructed without commutators, and foUow the principles of the standard poljrphase induc- tion motor, retaining all the advantages in ruggedness and absence of compUcation which are characteristic of the latter type. As they utilize power which is originally in single-phase form as received from the overhead conductors, the current is passed through a phase-spHtting device before reaching the motors, so that the equipment as a whole may be properly described as of the single-phase-polyphase type. In detail, the electrical equipment of each loco- motive comprises four polyphase induction motors of a total continuous rating of about 1,300 horsepower at 14 miles per hour. Each motor has windings for producing either four or eight poles so that the speed may be changed accordingly, and is equipped with a wound secondary in order to provide for the insertion of resistance and for connection in cascade for low speed at starting and for switching service. There are thus two running speeds, 28 and 14 miles per hour, and a svsitching speed of 7 miles per hour. The motors are geared in pairs through jack shafts, cranks, and side rods to the driving wheels, the gear ratio being 85:18, and the driving wheels 62 inches in diameter. Each pair of motors is mounted on a truck with two driving axles and a pony axle, the latter carrying 30-inch wheels. The two trucks are coupled together by a MaUet hinge. The trolley voltage is 11,000, and the frequency 25 cycles per second. Part of the trolley wire is fed direct from the 11,000-volt generator in the power house at Bluefield and part through transformers lowering the pressure from 33,000 volts, at which the outlying parts of the hne are supphed. On each loco- motive is a single transformer stepping the voltage down from 11,000 to approximately 750, provision being made for a shght adjustment of the secondary voltage. From this, secondary current passes through a rotating induction apparatus for transforming the phase relation, provision being made for suitable ad- justment for keeping the phase voltages balanced. 408 STREET AND ELECTRIC RAILWAYS. The polyphase current then passes into the motors. These, as previously stated, have woxmd secondaries and shp rings arranged for cascade connection. This type of induction motor, while quite unusual in the traction field, has been very successful in differ- ent forms in rolling-mill work and the Hke. It has several important advantages in this case. In the first place, the grades to be encotmtered are unusually heavy, and regenerative control will be a considerable advantage. This is true not so much on account of the saving in power as from the consideration of safety in descending grades. Incidentally, there will undoubtedly be a considerable saving in wear of brakeshoes and tires. In descending grades, the two units composing the head locomotive will be coimected to pump their electrical energy back into the line and they will be loaded to their full capacity. When other trains are in the electric division, the saving will be considerable, as this method will lighten the load on the station and improve its load factor. When the descendiag train is the only one on the hne, the power thus developed wiU be absorbed by rheostats iu the power plant. The locomotives are the first to be commercially used in this country with a combined jackshaft and gear drive. Four driving axles and two carrying axles are used, the wheel base beiag divided into two separate imits or trucks, connected at adjacent ends by a hinge coupling. The carrying axles are mounted radially, and each main truck has two driviag axles and one radial axle. The outer ends of the trucks are fitted with standard buffers and friction draft gear with standard couplers, the drawbar puU beiug trans- mitted through the truck frames to the train. The weight does not exceed 57,000 pounds per pair of driv- ers and is sufficient to produce a tractive adhesion for a maximum effort of 62,500 pounds per locomotive, the weight on each radial axle beiug not less than 20,000 pounds at the rails. The locomotive will, with forced ventilation, have sufficient capacity to exert continuously a tractive effort of 33,600 pounds. A single cab supported on the trucks at suitable bearing points contains the operating and control apparatus of the locomotive. The cab is of the box form, provided with end doors and platforms for con- venient passage between two or more locomotives when coupled together, and between the locomotive and train; in addition, side doors are provided at diagonally opposite corners. There are also side and end windows for fighting the cab. The apparatus is arranged along the center of the cab, making it con- veniently accessible and leaving a clear, unobstructed passageway at either side. The control apparatus, both air and electric, is located at one end of the cab, in such a manner as to leave an unobstructed view along the track. The operator's seat is placed so that there is a clear view of the signals. The motors are connected through twin gearing to a jackshaft. They are of the polyphase, 25-cycle, induction type with wound secondaries, which are connected in cascade for producing low speed in start- ing and switching. There are, as noted, two running speeds, 28 and 14 miles per hour, and a switching speed of 7 miles per hour. In starting with the 7-mile com- bination, the motors on each truck are connected in cascade, and the two sets of cascades are connected in parallel. Resistance is inserted in the secondaries at starting. In this combination the primaries are ar- ranged for eight poles. With the 14-mile combination all motors are in parallel, connected for eight poles; and with the 28-mile combination the four-pole arrange- ment is employed, resistance being used on inter- mediate steps. A multiple-unit system of control is provided for the independent operation of each locomotive, or for the operation of two units simultaneously from the con- trol end of either, in whatever order or arrangement they may be coupled together. The control equipment is arranged and constructed to provide for the use of single-phase current from the pantograph trolley, which is connected to the primary winding of the • main transformer through a suitable line switch, while from the secondary of the transformer, circuits are estabfished through and in connection with the phase converter in such a manner as to defiver poly- phase current to the main motors. Each locomotive is provided with an air compressor driven from the phase converter through a multiple- disk friction clutch. This clutch is controlled by the main reservoir pressure, so that the compressor is operated only as required. Straight-air and automatic air brakes are instaUed, together with the necessary ventilating apparatus for the motors. The use of the induction motor in place of the com- mutator motor for this installation involves an im- portant consideration, in addition to those mentioned, namely, that of cost. On account of the space limi- tations combined with the particiJar speed specified, the induction motor worked out cheaper than the com- mutator motor. The space limitations dictated a long motor, small in diameter, and although a commutator motor would have been entirely practicable it would have been more expensive than the induction motor at the low speed required. At a somewhat higher speed the condition might have been reversed. Hence a decision between the two types must be based, not upon their operating characteristics alone, but upon these combined with cost under space limitations. The contract caUs for the manufacture and delivery of 26 130-ton electric locomotives of the single-phase- polyphase type, together with all required power- house generating machinery and transmission appa- ratus. The use of the two running speeds of 14 miles per hour and 28 miles per hour, which will be to a large degree maintained very closely, will under the NEW YORK CENTRAL LINES. T504 ELECTRIC LOCOMOTIVE. 600-VOLT LOCOMOTIVE. (Face p. 408.) 800-1200-VOLT D. C. LOCOMOTIVE; SOUTHERN PACIFIC RAILROAD CO. 2,400-VOLT LOCOMOTIVE; BUTTE, ANACONDA & PACIFIC RAILWAY CO. TECHNICAL ADVANCES IN THE INDUSTRY. 409 circumstances existing in this case be particularly applicable for the service, as the locomotives are intended for handling only "tonnage trains." These are loaded with coal originating in the vicinity, as the Bluefield-Vivian division serves the celebrated Poca- hontas coal region, one of the largest coal fields in the world. The shipments of coal handled amotmt to 65,000 tons per day, and the trains weigh as much as 3,250 tons; and it is to facihtate the handling of this heavy trafiic that electrical operation has been adopted. As mentioned before, there are a number of grades on this section, the maximum being 2 per cent, and three MaUet locomotives, the most powerful type of steam locomotives built, have been required for each train, one locomotive being used at the head of the train and two for pushing. With the electric system and the present steam speed will be doubled. The extent to which this quick train movement will enlarge the ca- pacity of the railroad is quite apparent. In addition, one- of the present impediments to rapid operation of this section of the road is the existence of a 3,100-foot tunnel which is difi&cult to ventilate. This tunnel under electric operation will, of course, owing to the absence of smoke- and noxious gases, offer no impediment to frequent train movement. Larger locomotives for New YorTc Central. — The num- ber of electric locomotives in use on the New York Cen- tral Railroad has steadily increased, 16 having been purchased in 1913. Those of the latest type are the largest, weighing 110 tons, with materially increased capacity for continuous service. The weight of trains haiiled out of the Grand Central Terminal, New York City, is increasing steadily, and some of the more impor- tant trains now weigh over 1,000 tons. It has therefore been deemed desirable to have engines for the max- imum service with very great continuous capacity, ample overload, and high momentary rating. The new locomotives are able to exert practically the same tractive effort continuously that the previous loco- motives could exert for one hour. The 10-ton increase in weight in the new machines is accounted for mainly by the greater amount of material in the motors, which are of larger capacity. The speed and torque character- istics, however, have been kept practically the same, but capacity has been provided for hauling approximately 40 per cent greater tonnage in continuous service. The previous 100-ton locomotives have a capacity for developing 1,460 horsepower continuously and 2,000 norsepower ror one hour, and can develop as high as 5,000 horsepower for short periods. This corresponds to a tractive effort of 9,000 pounds at 60 miles per hour continuously, or 13,500 pounds at 54 miles per hour at the one-hour ratmg. The newest engines develop 2,000 horsepower continuously, or 2,600 horse- power for one hour. The equivalent tractive effort is 14,000 pounds at 54 miles per hour continuously, or 20,000 pounds at 49 miles per hour at the one-hour rating. They are able to haul 1,100-ton trains m con- tinuous service between the terminal and Harmon, on the Hudson River, and are capable of operating 1,200- ton trains on level tangent track continuously at 60 mUes per hour in emergency service. The new machines are of identically the same type as the ten 100-ton locomotives bought earlier in the year, having articulated frames with bogie guiding trucks at each end. The cab, containing the engineer's compartment and that for the operating mechanism, is swung between the two parts of the frame on center pins . Each s ection is carried on two-axle trucks having a driving motor mounted on each axle. AU the axles are therefore driving axles, and the eight motors are of the standard bipolar gearless type. The motors are provided with forced-air ventilation and are electrically connected permanently in parallel in pairs, the pairs being connected in three combina^ tions, namely, series, series-parallel, and parallel. They are insulated for 1,200 volts, so that if at any future time it should be desired to operate the loco- motive on this higher voltage the pairs of motors could be changed from parallel to series connections and the same speeds and control combinations ob- tained as on 600 volts. Compared with previous types these machines have exceptionally large capacity and high efficiency, but the total weight, weight per driving axle, and "dead weight" are exceedingly low. New Haven switching locomotives. — ^Approximately 8,000,000 people are served directly by the New York, New Haven & Hartford Railroad. Of all freight hauled in and out of New England by rail, this road handles 75 per cent. The bulk of this freight handled at New York is carried via the Harlem River division and the Harlem River and Westchester freight and transfer yards. Although the electrification of the New Haven road between New York and New Haven is not yet complete, the switching of all freight cars be- tween Stamford and the Harlem River has been done successfully by electricity since 1912. The economies obtained by the use of the electric switch locomotives have exceeded all the expectations of those who are responsible for their adoption, and their operation is a som-ce of satisfaction to the operating department and trainmen who have this work in charge.* The three main switching yards on the New Haven System are the Harlem River yard, with a length of 23.3 miles; the Oak Point yard, with a length of 37.16 miles; and the Westchester yard, with a length of 22.29 miles; also the Van Nest yards, which are used for storage only. In March, 1911, the first switching engine was placed in operation at Stamford, Conn. In August, 1912, the first switcher started to work in the West- chester yards; in September, 1912, the first in the Oak Point yards began work in float-dock service; and in August, 1913, the first began its operation in the Harlem River yards proper. ' Electric Traction, March, 1914. 410 STREET AND ELECTRIC RAILWAYS. The service performed by these locomotives in the Oak Point yard is of special interest. This is the terminal where all the cars on floats destined to the New England states are unloaded. On accoimt of the care required to keep a float from capsizing, it requires six movements to unload it and dispatch a train to the yard; also, six move- ments are necessary to load a float. The minimum time required to load and unload (12 movements) is 35 minutes. Six single-phase electric locomotives do the work of approximately twice the number of steam locomotives formerly used. A total of eight of these electric locomotives are sufficient for practi- cally all of the switching work between Stamford and Harlem River Station. These are kept in service 24 hours a day, each making an average of approximately 140 miles in 24 hours with three 8-hoiir crew shifts. The six electric locomotives handling the work be- tween Westchester yard and Harlem River during one month made 38,000 locomotive miles, consumed approximately 896,000 kilowatt hours of electrical energy at the locomotive, and handled approximately 65,000 cars which had a total weight estimated at approximately 1,000,000 tons. Practically all of these cars were transferred from floats. All of the heavy freight tonnage mentioned above is handled within the corporate limits of New York City, and the elimi- nation of smoke by the use of the electric locomotive is another advantage which has a special interest to all residents in the vicinity. There are 16 switching locomotives included in this installation. Each locomotive is equipped with four 125-horsepower, 25-cycle, single-phase motors with unit switch control. They weigh 80 tons and are able to exert a maximum tractive effort of 40,000 pounds with a clean, dry rail. The locomotives can exert a maximum tractive effort of 36,000 pounds for about three minutes at speeds up to 6 miles per hour, and a continuous tractive effort of 14,800 pounds at a speed of 11^ miles per hour. In practice it has been found that an electric switching locomotive can do the work of two steam locomotives because it can be operated both day and night. In fact, the first switching loco- motive furnished has been in use for about 20 hours a day in the yards at Stamford. It is not expected that the maximum voltage on the motors will be reached in ordinary switching service, but it is avail- able when climbing grades or on longer runs in the yards. The average operatkig potential is estimated to be 190 volts. The hour rating corresponding to this voltage, with current of 900 amperes, is approxi- mately 125 horsepower per motor. Arrangements have been made for a large bridge, known as the interconnecting raUroad bridge, between Harlem River and Long Island City, which will physi- cally connect the Pennsylvania and New Haven sys- tems. Electricity as a motive power will be used entirely for handling all traffic over this bridge. Piedmont <& Northern 1,500-volt locomotives. — The Piedmont & Northern lines, Charlotte, N. C, are plac- ing in commission six new 1,500-volt, direct-current, electric locomotives on the Greenville, Spartanburg & Anderson division of the system. These locomotives weigh 63 J tons, with aU the weight on the drivers, have the box type of cab extending nearly the entire length of the underframe, and are designed for heavy freight service. At the normal rating of the four motors, with which each locomotive is equipped, operated on 1,500 volts, two in series, they can develop a tractive effort of 17,500 pounds and a speed of 21 miles per hour. The locomotives handle trains of 800 to 1,000 tons, gross weight. The Piedmont & Northern lines comprise two main divisions, which, when entirely completed, wfll em- brace 280 miles of track. All these lines operate on 1,500 volts direct current. Energy is purchased from the Southern Power Co., and is delivered from the transmission hues to two substations for the Piedmont Traction Co. On the southern division of the road there are four substations. The lines have a very heavy freight traffic and transport great quantities of cotton from shipping points to mills along the route, and, in turn, fabric from the mills to connecting sta- tions for distribution to distant markets. In these locomotives the cab is open as far as is consistent with the location of the apparatus therein. WMle this apparatus is grouped in the central section, it is not located in a compartment separate from the engineman's operating cabs. Convenient passage- ways run along the sides and connect with the oper- ating position in each end. The underframe consists of four 10-inch steel channels extending the entire length of the platform. These channels are tied to- gether by heavy end-frame box-girder castings and bolster plates, each channel being riveted to the webs of the end-frame castings and to the top and bottom bolster plates. The bolsters are built up of 18-inch by 1-inch plates, the top bolsters being carried clear across the platform and riveted to all four longitudinal siUs. The two center channels are inclosed throughout with steel plates riveted to the sills and carrying the center castings, which are bolted to them. The space be- tween the center siUs serves as a reservoir for distrib- uting air from the blowers to the motors. Openings in the floor of this reservoir admit air from it through suitable intake pipes to the backs of the motors. The two four-wheel trucks of the swivel type are de- signed for heavy freight work, and conform to M. C. B. standards. The wheels are sohd rolled steel, 36-inch diameter, and the axles have 5i-inch by 10-inch jour- nals. The air brakes are the combined straight and automatic type. The locomotive is driven by four 600/1,200-volt box-frame commutating-pole motors, insulated for op- eration at 1,500 volts. Each motor is geared to an axle. The gear ratio is 65 : 18, making the gear reduo- TECHNICAL ADVANCES IN THE INDUSTRY. 411 tion 3.61. The continuous capacity of eacli motor is 200 amperes under forced ventilation, and the one-hour capacity is 269 amperes. For the complete equipment of four motors on a locomotive this is equivalent to a continuously sustained tractive effort of 11,200 pounds at the raU. The motor is inclosed and is designed es- pecially for locomotive service. Through the method of forced ventUation employed, air is circulated over the armature and field coils, over and through the commutator, through longitudinal holes in the arma- ture core, and thence exhausted through openings in the beariQg head. The multiple-unit control is arranged to operate the four motors ia series and series-parallel connections. The transition between series and series-parallel is effected without opening the motor circuit, and there is no appreciable reduction in tractive effort during the change. This smooth transition between control points permits operating the motors close to the slip- ping point of the wheels throughout the entire range of acceleration without sudden fluctuations of tractive effort. One of the distinctive features is the convenient manner in which the apparatus is arranged ia the central section of the cab so as to afford ready access to all parts for inspection, cleaning, adjustment, or repair. The main motor rheostat boxes are mounted in banks in an inclosed sheet-steel compartment ia the cab center. This compartment extends from the floor to the roof and is accessible through doors opening into the passageways on the sides. The floor in the compartment is open, and it is surmounted by an open monitor deck. Thus there is a contiauous draft of air rushing up through the compartment while the loco- motive is running, affording exceptionally good ven- tilation. The blower set for ventilating the motors has a capac- ity of 2,000 cubic feet per minute, and is driven by a series-wound motor of the railway type. Air is taken from the exterior through a suction box with side louvers underneath the platform at the center. Cur- rent at 600 volts for the operation of the blower, the air compressors, the contactors, and the Hght is furnished from a tap taken from the dynamotor. Current is collected by an overhead pantograph trolley pneumatically controlled. On some of the ocal lines which form the system the overhead con- struction is not adapted for the pantograph trolley, and in order to operate over such lines the locomotives are equipped also with pole-type trolleys and troUey wheels. Some of these local lines are operated on 600 volts, and in some cases as low as 500 volts, direct cur- rent. A change-over switch is installed for cuttiag out the dynamotor while the locomotive is operatiag on low-voltage circuits, so that ia such cases the current for the auxiliary control and supply circuits is obtained direct from the troUey circuit. This change-over switch is protected by an automatic relay, which makes it impossible to connect the 1,500-volt trolley current to the auxiUary circuits of the locomotive. Results in electric locomotive operation. — With regard to results obtained under electrification, Mr. E. B. Katte, chief engineer for electric traction. New York Central Railroad, stated at the meeting of the New York Railroad Club, March 20, 1913, that at that time the Hudson division was operating 56 trains a day, equiva^ lent to 7,000 multiple-unit car-miles, and the Harlem division was operating 72 trains a day, equivalent to 7,800 multiple-unit car-miles. The average number of trains which operated ia and out of the Grand Central Termiaal was 525 a day. A new record for reliability had been made as compared with preceding years, namely, the electric locomotives had operated 4,709 miles and the multiple-unit subtu-ban cars 10,798 miles for each minute of detention due to electrical causes. Likewise, the multiple-unit cars had operated 12,374 miles per minute of detention due to mechanical causes; The average number of nules of operation per minute of detention on the whole electrical division due to all electrical and mechanical causes, includiag line trouble, etc., was 4,861 in 1912, 1,200 in 1911, and 1,785 in 1910. A table, which classified all detention troubles and mileages for every month of 1912, showed that the company operated 1,351,577 locomotive-miles and 4,297,633 multiple-unit-miles. The electric locomo- tives and multiple-unit cars had been in operation for more than six years. During 1912 the maintenance and renewal cost of the locomotives, including shop expenses, paiating, etc., was 3.34 cents per mile, com- pared with 3.2 cents ia 1910 and 3.08 cents ia 1911, making the general average, say, 3.33 cents. Siaiilarly, the maintenance and renewal cost of the multiple-unit cars was 1.8 cents per car-mile in 1912, 2.1 cents in 191 1, and 1.9 cents in 1910, but Mr. Katte estimated that the average cost would run about 2 cents per car-mile. GENERAL PEATXIRES OF RAILWAY MOTOR IMPROVEMENT. It is, of course, extremely difficult to enumerate and sum up all the improvements which, step by step, have brought the electric railway motor up to its present condition of efficiency and durability, but an excellent summary has been made by Mr. W. N. Storer. The evo- lution of the modern railway motor began in the early eighties and is practically all confined to a period of 30 years, which may be divided into about five stages, as follows: First, the period embraciag the experiments of the early jnventors, such as Field, Henry, Daft, Edi- son, Van Depoele, Farmer, Bentley, Knight, Short, and Sprague; second, the period coveriag the exploitation of the double-reduction motor between the years 1886 and 1891 ; third, the period from 1891 to 1907, covering the development of the single-reduction motor of the straight-series type; fourth, the period from 1907 to 1911, covering the development of the commutating- pole motor; fifth, the period begianing in 1911, not yet completed, covering the era of economy in operation. 412 STREET AND ELECTRIC RAILWAYS. The motors at the end of the third stage may be said to have had embodied in them practically all of the improvenaents which had been developed prior to that time, and the following features are now common to all railway motors : Inclosed type with cast-steel frames ; four laminated radial pole pieces bolted into the frame; mummified strap-wound field coils insulated with asbestos paper between adjacent turns, the entire coil impregnated in a vacuum; large armature shafts car- ried in bearing housings extending inside of the arma- ture at the pinion end and inside the commutator at the front end; bearings well lubricated by the use of oil-soaked waste; separate oil wells for gauging the depth of oil and for receiving fresh oil; efiicient oil throwers as a preventive of the oil reaching the inte- rior of the motor ; spring packing of field coUs to coun- teract the effect of shrinking insulation, and thus pre- vent loosening; improved methods of holding motor leads to prevent vibration and breaking; two-point suspension of gear cases ; commutator cover with sim- ple and reliable cam-locking device; slotted drum- wound armatm-e; ventilated armature; form-wound armature coUs assembled in sets of three coils each; armature core and commutator assembled on the spider; armature bands laid in grooves in the armature coil; coils protected by asbestos hoods on the commu- tator end; high-grade insulation commutators with mica extending beyond the copper, both on the inside of the commutator and at the end next to the windings, to prevent short circuits ; improved brush holders with high-grade insulating tubes protected by brass shells where clamped and by porcelain sleeves to give creep- age surface; brush holders with adjustable tension and frictionless springs; high-grade carbon brushes; and many other small details which contribute to the suc- cess of the motor but can scarcely be enumerated. The inclosed type of motor resulted from the large amount of trouble experienced from mud and water splashing into the early types and causing their insula- tion to break down. The use of the four radial poles followed the attempt to get the most compact as well as the lightest design for street-car motors. Laminated pole pieces were introduced to decrease the loss from eddy currents in the pole faces, which, with the high inductions introduced with the slotted armature and small air gaps, increased greatly the total loss in the motor. Later the generator practice of saturating the pole tips by cutting off alternate pole tips from the punchings was introduced. The use of mummified strap-wound field coUs with asbestos insulation has become practically universal, and the use of round wire is permitted only on the smallest sizes of motors, where no gain is secured by the use of the flat copper ribbon. This type of field coil has been a wonderful improvement over the earUer types. With heat-proof insulation in the interior of the coil, it is able to withstand a much higher tem- perature, and the external insulation, which is com- pletely fiUed with varnish, etc., makes it practically waterproof as well. Some motors had field coils of copper ribbon insulated with asbestos between turns. They were, however, wotmd in metal bobbin shells or spools and could not be wound tight enough to pre- vent the chafing of insulation and grounding. The mummified construction eliminated this trouble and has made a solid coU which, when used with the spring packing, is held perfectly tight. The use of springs back of the field coUs to insure their being held firmly at aU times has been a great improvement in the motors. It prevents the breaking of leads and chafing of insulation, which wotild result in grounded field coils. Probably no improvement has been more marked or has done more to keep the motor cars out of the repair shop than the introduction of the standard type of bearing housing and method of lubrication. With the old grease lubrication it was no uncommon thing for armature bearing shells to be replaced after 3,000 miles of service. The life of the bearing on the motor may now be almost anything up to 300,000 or 400,000 miles. This extraordinary result is due to the excellent design of the bearing, which has the waste packed against the shaft on the low-pressure side, with the pressure of a column of waste over it, the oil being fed from below, coming from the well, which may be gauged at any time to see that the oil is kept at the proper level. This type of bearing has been universally adopted. It is scarcely necessary to add oil to the bearings more than once a month, so that not only is the cost of lubrication reduced to a neghgible quantity, but the cost of maintaining the bearings and the loss due to the armature getting down on the pole pieces, which was a fruitful source of expense with the old bearings, have been practically eliminated . The modern armature is a very different piece of apparatus from that of 20 or 25 years ago. Then either the armatm-es were hand wound or the coils were wound on a form and driven down on the ends of the armature with a mallet in the process of winding them. The evolution from that type to the one used at present has been gradual. Some early motors had only one armature coil per slot; others had two coils per slot or three coils per slot. A later motor intro- duced the barrel-shaped armature winding with the ends left open to provide circulation of air through the coils, and another had form-wound coUs with sloping ends bound firmly on them. The modem type has the coils projecting straight out, banded to the coil support, and completely covered with canvas or as- bestos cloth caps. The asbestos hoods on the front ends of the armature windings were introduced to prevent the damage incident to flashing, which may occur from any cause and is liable to set fire to a canvas covering. The modern brush holders are a great improvement over the earlier form not only in accuracy of adjust- ment but in simpHcity of insulation, substantialness TECHNICAL ADVANCES IN THE INDUSTRY. 413 of design, and the use of adjustable frictionless springs. Sluggish brush holders and inaccurate adjustments used to be fruitful sources of bad commutation and flashing, but have been ahnost entirely eliminated. Another improvement introduced was the use of longitudiaal holes through the armature core, that served the double purpose of providing paths for cir- culation of air and of "saturatmg" the iron beneath the armatuxe slots, -with thereby improved commuta^ tion. The saturation has been largely abandoned on later motors, but the air ducts are continued. Another improvement for small motors is the arma- ture spider, which carries not only the armature core but the commutator and thus permits the easiest possible renewal of bent or broken armature shafts. It also stiffens up the shaft in the spider, gives a much larger diameter for carryiiig the armature punch- ings, and holds them tighter. There is less possibility of relative motion between the armature core and the commutator, as both are keyed to comparatively large diameters on the same spider. Coming at a time when the straight-series motor had thus reached a high state of perfection, the commutat- ing-pole motor introduced ia 1907-8 was an immediate and unqualified success. It had the benefit of all of the experience gained ia the design and operation of the earlier motors and, added to that, the use of the commutating pole, which eliminated the last serious ob- jection to the direct-current street-car motor, namely, the troubles incident to the commutation of the cur- rent. However, the commutating pole was not the only newfeature. Intensive study of the subject led to still further minor improvements in the motors, and some very valuable features were introduced . Among them was the two-turn strap-wound coil, which was a tri- umph in the art of armature winding. The method of forming the coils used in this motor obviates all of the difficulties which had . previously been experi- enced with that type of coU. It gives increased efii- ciency, larger capacity, better insulation, and more sub- stantial construction than the ordinary wire winding. The high-grade carbon brushes which came into ex- tensive use about the same time, the undercutting of the mica on the commutator surface, and the sparkless commutation due to the commutating pole ha^^e prac- tically eliminated wear on the commutator and greatly increased the life of the brushes. The amount of car- bon and copper dust originating in the motor, which would tend to reduce the efficiency of the insulating surfaces, is therefore very small. This feature is of the utmost importance va the motor to be used on high- voltage circuits and greatly increases its reliability. Without it the high-voltage motor would have been a difficult, if not a commercially impossible, problem. With it the modern motor operates better on 1,500- volt circuits than the old motor did on 600 volts. Mr. Storer discusses other elements of improvement, notably those involved in the attempt to reduce the weight, and holds that in general it is dangerous to make radical reductions in the weight of railway motors. The motors built 10 years ago were lighter in weight than the standard motors of to-day, but they were not nearly so reliable. For instance, a reduction in the size of armature shafts, which have been brought to their present generous proportions by years of hard experience, even though accompanied by the use of heat-treated material, is dangerous. Heat-treated ma- terials have not yet reached the stage where they can be considered as standard, and until the methods of heat treating steel are much better understood by the general run of manufacturers and it is possible to obtain more uniform results by such treatment, it is better to make shafts strong enough to stand the serv- ice required of them without a resort to heat treatment. The use of a coasting- time clock and of similar de- vices has drawn attention to the tremendous waste of power due to inefficient handling of equipment. It is said that the coasting-time clock, by putting a premium on rapid acceleration and on the maximum amount of coasting, has resulted in a saving of power consump- tion in some places of 20 per cent to 25 per cent, or even more. Efficient handling of the cars may in some cases result in so much less heating in the motors as to permit the use of a smaller size of motor, which will thus effect a reduction in weight without a decrease in mechanical strength. Another method for reducing the weight of the equipment is the use of ventilated motors. For some years past the use of forced ventilation has been com- mon on locomotive motors, and some motors for street- car service as well. The motors on the Long Isand Eailroad have, for example, been operated for several years with forced ventilation secured by the use of small motor-driven blowers. The circulation of the external air through the internal parts of the motor is very effective in carrying off heat and increases very largely the continuous capacity of the motor. The same result may be brought about by the use of per- forated covers on the motor or of a fan on the arma- ture shaft arranged so as to draw air through all parts of the motor. Either method is very effective and is quite satisfactory where the dust and dirt do not offer a serious obstacle. Undoubtedly the most positive power saver which has been introduced with the interpole motors in the last two years is field control. This, as is well known, is simply a revival of the old control system, used in some of the earliest railway motors. The early double-reduction motor made the most extensive use of this, since the control was entirely by commutating the field, and employed no external resistance at all. It was used to a greater or less degree in these motors and in one or two of the single-reduction motors as well. However, the commutation with slotted armatures was not good enough, and the points involved in the selection of equipments and the 414 STREET AND ELECTRIC RAILWAYS. operation of motors were not well enough understood at that time to make the system a success. It was dropped nearly 20 years ago and was not revived to any great extent until it was applied on the locomotives of the New York, New Haven & Hartford Eailroad in 1906 and 1907. These had single-phase motors of the series-compensated type, which permitted a wide range of variation in the field strength without impairment of the commutation. The system in this instance worked with marked success. Its later application to the com- mutating-pole motors on the giant Pennsylvania loco- motives used for the New York terminal was also an entire success, so that the engineers of the company which had furnished both of these types of locomotives we^-e satisfied that this system of control could be used safely with any size of motor. The trial equipment placed in service on the Metropolitan Street Railway in New York City nearly two years ago met with just as great success as that of the locomotives, and the decrease in the energy consumption of this car equipment as compared with the standard type of equipment in use was quite remarkable. A motor of very slow speed was used, and the resistance was normally cut out of cir- cuit before the car reached a speed of 8 miles per hour. Higher speeds were obtained by weakening the fields of the motors. The maximum speed obtained was hardly as high as that of the standard equipment, so that a part of the saving of power resulted from the lower speed, but the larger part of it was undoubtedly due to the use of field control. PASSENGER TRAFFIC AND FARES. The subject of fares is obviously one of vital impor- tance to every street and electric railway, as upon the income derived from transportation depend the welfare and prosperity of the line, the abihty to give good service, the proper upkeep of the system in all its physical details, the payment of wages acceptable to the employees, the increase of facilities for the public, and the introduction of improvements. Even if some of these requirements and other financial necessities are met out of new capital, it is not possible to enlist that capital unless it can be shown that the existing invest- ment enjoys a fair return; so that it all comes back to rates and fares. In practically all instances the fares now in existence are fixed by franchise, by agreement with the municipality, or by valuation of the property, but the elements and bases, in fact the very principles, referred to in determining rates and fares, remain a subject of constant discussion and experiment. Vari- ous aspects of the problem are presented in the reports made at Chicago in October, 1912, to the American Electric .Railway Association by the committee on determining the proper basis of rates and fares, which reached at least one definite conclusion, as follows: "In a business such as that of electric railways where approximately 33 J per cent to 40 per cent of the trafiic is handled within 3 to 5 hours out of the 24, this representing practically the lowest load factor of any public utihty, and where the cost of living and consequent wages paid are iacreasing by leaps and bounds, it is essential that the present 5-cent fare be limited in distance, and for the street railways of $5,000,000 annual gross earnings and less it is apparent that the length of ride should not be over 4 miles." A separate report by a member of the committee, Mr. Henry G. Bradlee, presented data as to the con- ditions under which roads could be operated with reasonable profit and return on the investment, assum- ing 3 per cent for all wear and tear, 1^ per cent for taxes, and an average of 8 per cent on the securities, making 12^ per cent net that must be earned to pro- vide for obsolescence and depreciation, pay taxes, and attract capital to an industry ia which the investment needed doubles on the average once in seven years, in order that towns and cities may be adequately served. The data available, however, would indicate that there are very few street railways in the country paying 8 per cent dividends and setting aside 3 per cent for depreciation, etc., as they do not earn it under present conditions. The table based on actual conditions as reported and analyzed by Mr. Bradlee is given here- with. From the reports made it appeared that only in the larger cities could 25 5-cent-fare passengers per half trip be counted upon. This would make the maximum receipts per half trip $1.25, which would be the limiting factor in determining the distance over which the car coidd be profitably operated. It would appear from the table that even in the larger cities a distance of from 3^ to 4 miles for a 5-cent fare is the maximum length of trip per passenger for profitable operation. As a matter of fact, there are a considera^ ble number of large cities where the length of ride would average over this. Table Showing Investment, Operating Expenses, etc., for 20 Selected Electric Kailways. COMPANY. Dollars investment per dollar of gross receipts. Operating expenses per car- mile (cents). Number of passengers per half round trip (5-cent fare). Maximum length half trips for profitable operation (miles). Annual gross receipts more than 81,000,000: A $3.15 3.26 4.40 4.00 3.30 3.90 6.56 3.03 4.97 3.00 3.90 3.00 3.80 4.40 4.20 4.40 3.70 4.60 3.70 4.20 14.96 18.33 18.50 19.60 16.30 19.00 19.90 14.22 15.00 18.40 18.30 12.60 18.60 12.00 13.70 13.70 17.70 15.20 14.80 12.70 22.40 22.80 25.40 24.40 17.00 16.60 22.20 17.60 27.00 13.20 14.40 13.00 15.30 13.40 8.70 7.40 19.00 17.00 12.60 6.60 4.54 B 3.69 c 3.09 D 3.11 E 3.06 F 2.10 G 1.71 H 3.82 I 3.40 Annual gross receipts more than $760,000 and less than $1,000,000: 2.24 Aimual gross receipts more than $500,000 and less than $750,000: A 2.02 B 3.22 Annual gross receipts more than $250,000 and less than $600,000: 2.16 B 2.51 C 1.51 D 1.21 Annual gross receipts less than $250,000: A 2.88 B 2.44 C 2.28 D 1.23 TECHNICAL ADVANCES IN THE INDUSTRY. 415 Mr. Bradlee stated that the figures derived would indicate quite clearly that urban street railway lines exceeding 4 miles in length must be a burden to the company rather than a source of profit, if operated for a 5-cent fare, and that an additional charge should be made on all lengths of haul exceeding 4 miles if the roads would earn a sufficient return to meet the higher expenses of operation and attract the new capital re- quired for the extension of the iadustry. Mr. Frank R. Ford, another member of this com- mittee, filed a valuable memorandum as to existing rates and fares within the metropolitan areas of New York, Chicago, Boston, and Philadelphia. It summed up the general conditions existing at the end of 1912 in these four great cities. The metropolitan area of each of these cities has been assmned as that embraced within a circle of 16 miles radius, the center of which is located at the city haU, thus iucluding 804 square miles, or 514,820 acres. The United States census of 1910 showed a popula- tion for these metropohtan areas of approximately the following : Ne-w York 6,198,440 Chicago 2,339,090 PhiladelpHa 1,940,833 Boston 1,572,079 Total of four cities 12,050,442 The magnitude of the electric railway interests of these four metropolitan cities is apparent when it is realized that they serve approximately one-third of the total population of urban locaUties of 8,000 in- habitants or more in the United States, represent a capitalization of approximately $1,250,000,000, and have gross revenues of over $200,000,000, equivalent to one-third of those of all the electric railways of the United States. The urban and suburban passenger trafiic of these cities is transported almost entirely by three systems : (a) Surface electric railways, (6) rapid transit systems of subway or elevated railroads, (c) steam railroads (in some cases electrified) . In New York City the rapid transit systems of ele- vated and subway lines carry a larger proportion of urban passengers than in any other American city, the number of such passengers carried by these systems in Greater New York in 1910 being 768,122,000, as compared with 763,140,000 on the electric surface lines, or about 50 per cent of the total. In Philadelphia, where the proportion of subway and elevated railroad mileage is the smallest for these four cities, approxi- mately 8 per cent of the electric railway passengers in 1910 traveled on the subway and elevated line and 92 per cent on the surface railways. The proportionate passenger traffic handled by the steam railroads is small as compared with that of the electric railways. In Philadelphia, for instance, where steam suburban railroads are notfed as being among the best in American cities and where other rapid- transit facilities are limited, the total number of passengers carried in one day in 1910 was equal to less than 6 per cent of the number carried by the local electric railway system. New York fare limits of electric surface lines. — In metropolitan New York the surface electric lines are divided geographically by the rivers into one principal system for Brooklyn, two for Manhattan and The Bronx, and one for New Jersey, with a few smaller in- dependent companies on the outskirts. The rates of fare have been determined largely by the original franchises, which were based on early political bound- aries. The 5-cent rate of fare for Manhattan Borough gives a maximum ride of 13.41 miles from the city hall to the northern limit. Similarly, the 6-cent rate from the Manhattan side of the East River bridges carries to practically any part of the built-up district of Brooklyn and Queens. In the Borough of The Bronx, the next 5-cent zone, making a 1 0-cent limit from the city hall, extends be- yond the 16-mile circle, and this is also the case for the central part of Long Island, although on its north and south shores the limits of the circle run fjom 15 cents to 20 cents from the city hall. In Staten Island (Rich- mond Borough) and in New Jersey, because of the disconnected locations of the various communities, the 16-niile circle practically coincides with the 20-cent limit if 5 cents for the Hudson River tunnel fare be included. Thus the maximum ride to the edge of the metro- politan district varies from 0.6 cent per mile in Greater New York to 1| cents in New Jersey. In other words, to the north and east of the city hall, where the traffic is densest and the municipal boundaries are most ex- tended, the rate per mile is approximately one-half the rate to the west and south. Chicago fares. — In Chicago the traction settlement of 1907 imposed a 5-cent fare to the city limits on lines of the two large street railway systems. This limit is approximately 10 miles to the south, west, and north of the business center, giving a maximum ride at approx- imately one-half cent per mile. Beyond this limit the next 6-cent zone or 1 0-cent limit from the city hall carries a passenger from 3 to 5 miles farther. The 15- cent limit approximately coincides with the 16-mile circle, giving a maximum ride at about 1 cent per mile, this, however, representing an average of 2 cents per mile for the two outside zones as compared with one- half cent for the inner zone. The electric fines outside of the inner 5-cent fare limit in some cases are operated in connection with the city surface railways, and in others with the city elevated system. PMladelpTiia fares. — In Philadelphia practically all of the street railways within the city limits are oper- ated by one company at the 5-cent rate, and the same is true with respect to the adjacent portion of New Jersey. The 5-cent zone extends approximately 5 miles to the west of the city hall and 10 miles to the 416 STREET AND ELECTRIC RAILWAYS. north, giving a maximum ride from the center at the rate of 1 cent per mile westwardly and one-half cent northwardly. Outside of the 5-cent limit, with few exceptions, the suburban trolley systems are inde- pendent. The second 5-cent zone, making a 10-cent fare limit from the city hall, extends from 8 to 1 1 miles from the center on the west, from 12 to 14 miles on the north, and in New Jersey (exclusive of ferry fare) from 6 to 8 miles out. The 1 5-cent fare lim.it on the west extends from 10 to 13 miles from the city hall, and on the north practically coincides with the 1 6-mile circle, while in New Jersey it extends from 8 to 14 miles from the center. The 20-cent limit on the west varies from 13 to 16 miles, and in New Jersey extends from 10 miles out to the 16-mile circle, although in places this circle overlaps the 25-cent limit both to the west and in New Jersey. Consequently, maximum fares within the 16-mile circle vary from 15 to 25 cents, or approximately from 1 to 1^ cents per mile. Boston fares. — The electric transportation system of Boston has been developed along somewhat different lines from those followed in the other cities, in that the subway and elevated luies are operated jointly with and as an integral part of the surface system. The rapid-transit lines transport by wholesale passen- gers from the center of the city to transfer distribution points in the near-by suburbs. There free transfer is made to the surface lines in terminal stations without the use of tickets. It is consequently impracticable for statistical purposes to separate the rapid-transit and surface systems of Boston. The electric trans- portation business is principally conducted by two systems, one in the central portion of the metropoHtan area, the other in the suburbs. There are also one other considerable suburban system and two inter- urban lines. The 5-cent fare limit extends about 5 to 9 miles from the center of the city, giving an average rate of 0.7 cent per mUe for these maximum distances. The 10-cent limit extends from about 8^ to nearly 14 miles from the center, producing an average rate of about 0.9 cent per mde for these total distances. The 15- cent limit extends from about 13 to 16 miles from the center, producing an average rate of about 1 cent per mile for the total distance. The 10-cent limit of the electric roads practically marks the limit of the daily travel, which corresponds with the commutation travel of the steam roads. Beyond this 10-cent limit, nearly all of the regular trafEc is handled by the steam raiboads. This Mmita- tion of the area of electric travel is due to the lack of a real rapid- transit system extending any great distance from the center of the city, the time taken by the surface cars being too great to attract the regular traffic. In all four cities the central business and residential districts constitute a zone of 5-cent cash fares. Trans- fers are practically universal, although in Philadelphia 3 cents is charged for exchange tickets (a form of transfer), and in Boston the same charge is made for transfer to the lines of an independent system. Upon some of the suburban lines around Boston a 6 cent fare is charged. Fare limits of elevated and subway lines. — In these metropohtan cities, upon the street surfaces of the business districts becoming overcrowded, and with the extension of the residential areas, rapid-transit lines of elevated or subway railroads have been established, these usually being comprised within the hmits of the central 5-cent fare zone of the surface railways. In New York City the 5-cent fare limit of the ele- vated and subway system of Manhattan and The Bronx, under municipal ownership and private opera- tion, has been extended to the north for a space of approximately 4 miles beyond the 5-cent limit of the surface system. This system has also been extended into Brooklyn so as to form a 5-cent fare limit en- croaching upon the 5-cent fare zone of the Brooklyn surface system. The rapid- transit lines in Brooklyn, under the same ownership as the Brooklyn surface system, have approximately the same 5-cent fare limits and charge a second 5-cent fare to Coney Island. To the north the rapid-transit limit gives a ride of about 14 miles from the center, or slightly more than one-third cent per mile, while in Brooklyn the 5-cent rapid-transit hmit extends about 8 miles, giving a rate for the maximum ride of about 0.6 cent per mile. To the west the Hudson Tunnel System charges a 6-cent rate for a distance of about 3 miles, equivalent to about 2 cents per mile. As extended to Newark, the fare on this line is 17 cents for about 9 miles, or approximately 2 cents per mile. This is probably the highest rate of fare charged by any rapid-transit sys- tem in these metropohtan areas, although it is stated that the total net income barely covers the interest upon its bonds, representing the large investment caused by its expensive submarine-tunnel construc- tion. Another interesting feature of this operation is that for the entire distance above ground, in New Jersey, this fine runs its cars over the main-fine tracks of the Pennsylvania Raiboad. The 60-trip monthly commutation charge to Newark is at the average rate of 1.06 cents per mile. In Chicago upon the rapid-transit elevated system the 5-cent rate obtains to the terminals of all lines, or to the city limits. This 5-cent rate on the south extends for a distance of about 8 miles, and on the west and north for about 9 miles, giving an average rate for the maximum distance of about 0.6 cent per mile. WTiere this rapid-transit fine extends beyond the city limits to the north, the 10-cent fare limit extends about 13 miles from the center, making the cost of the maximum ride about three-fourths cent per mile. To the west an interurban electric line connects TECHNICAL ADVANCES IN THE INDUSTRY. 417 with, the elevated line, charging three 5-cent fares for the 6 miles to the 16-mile circle, approximately 2^ cents per mile. In Philadelphia the rapid-transit system comprises only 7^ miles of a subway and elevated line running east and west and extending approximately 5 miles westwardly from the center, so that the maximum ride from the center is at the rate of about 1 cent per mile. In Boston the rapid-transit and surface systems are operated jointly. Radiating from the center is a com- bined elevated and subway line extending to the north about 2i miles to Charlestown and about 5 miles to Forest Hills on the south. There is also a combined tunnel and bridge line to Cambridge. Conditions of passeTiger traffic. — ^The report of the committee on passenger traffic at the 1913 convention of the American Electric Hallway Association reveals a number of aspects of the problem not usually con- sidered in a discussion of rates and fares. Such a question, for instance, is that of varying the hours of factory closing so as to prevent the congestion of traffic due to the closing of all the factories at the same hour, with a resultant enormous "peak" load. In Rochester, N. Y., it is stated that the various manufacturing' companies are cooperating with the railway company with the best results to both. In Kansas City, Mo., the largest industries are stock- yards and packing houses, employing about 35,000 persons, and in this case the rush-hour problem and peak load are somewhat lessened by the fact that these are served by from three to six lines, on which extra cars are put in operation at closing hours. The lines conducted a trial, however, with Montgomery, Ward & Co., employing from 2,000 to 2,600 people, in fur- nishing cars for employees of that company at the various hours of closing. The company agreed to make the hours of closing 5.50, 5.55, and 6 p. m., dividing the force into three practically equal parts. Later the time was changed to 5.10, 5.15, and 5.20 p. m. Extra service was placed on the lines by the railway company to meet these conditions, and the result was most pleasing to the employees and manage- ments of the companies concerned. In answer to the question whether such a plan was feasible or possible, the majority of the companies replied that it was not, and especially as applied to their local conditions. This feeling was stronger among the interurban and smaller companies than with the companies serving populations of 100,000 or more, quite a number of which thought such a plan would be of benefit, although no efforts had been made in that direction. The recommendation of the committee in regard to another important point was that passengers should be permitted to ride in the front vestibules of closed cars. The main objection to such a rule is 58795°— 15 27 fomid to be the risk of accident due to distraction of the motorman's attention. This risk has been greatly minimized by the use of steel cars, stronger imder- framing and body structure, and "anticlimbers," and by the standardization of types and heights of plat- forms . In connection with this question should be men- tioned the difficulty of enforcing at all times the order prohibiting riding on the front platform. In 1909 the Pennsylvania state railroad commission drafted a rule against permitting passengers to ride on the front platforms of cars. In the early part of 1910 the Philadelphia Rapid Transit Co. stated that during the afternoon rush hour it was impossible to enforce the order without employment of physical force, and that it would require the assistance of the police to remove passengers in this manner. In Sep- tember, 1912, the Chicago City Railway issued a folder stating that on near-side cars passengers were not permitted to remain upon the platform, but from investigations it was f oimd that this rule could not be or is not adhered to during the rush-hour travel, plat- forms being filled to capacity at such times. On the other hand, many companies are realizing the value of this space for passengers, as well as the use of passengers as witnesses to accidents. During 1910 the prepayment cars of the Metropolitan Street Railway Co., New York, and the Third Avenue Rail- road were provided with folding seats on platforms in order to secure as much seating capacity as possible. The latest Pittsbm-gh cars at that time had no front platforms. The new near-side cars in use in Chicago, Buffalo, and Philadelphia would tend to show that the ancient prejudice against having passengers on the front platform is being overcome. This is also true of the type of cars now being placed in use on the New York Railways, Pittsburgh Railways, Brooklyn Rapid Transit, and United Railroads of San Francisco, of the vestibuleless type in Kansas City, where the seating capacity has been increased 10 per cent, and of cars in use by various other companies. The following figures are given by the claim depart- ment of a large urban system in regard to the number of passengers injured while riding in front vestibules of cars in collision accidents during the months of October, November, and December, 1912: MONTH. Number of collisions. Passengers injured. Total . 90 5 October . 26 32 32 3 December . This same company reported that a very large per- centage of the witness statements of passengers in front vestibules are favorable to the company, and that the information obtained therefrom is most valuable. 418 STREET AND ELECTRIC RAILWAYS. It is found that the question of free transportation is governed quite largely either by franchises or by state laws, and these have recognized to a large extent local conditions in. cities and in states. Information was requested from 217 companies and replies re- ceived from nearly aU. Of the total number, 177 com- panies issue transportation to all employees and 38 companies issue transportation to a portion of their employees. Free transportation issued by the larger companies is limited in a majority of cases to train- men, officers, and operating ofhcials. It appears to be the general policy of the smaller companies to issue transportation in some form to all employees, and to be the general practice to allow the use of a badge or uniform for the transportation of trainmen. Other employees are furnished with tickets, card passes, coupon books, or limited-trip books. In regard to transportation furnished employees' families, 104 companies reported that they supplied transportation to families of certain employees, while 106 companies reported that they did not issue such transportation. A large percentage of the companies replying in the affirmative are interurban. Out of 30 of the largest companies from which information was received, 25 do not issue transportation to employees' families; 4 issue transportation to employees' families; and 1 company reported issuing transportation to em- ployees' families on interurban lines and no transpor- tation to employees' families on city lines. The general form of this transportation is in trip passes or a limited number of coupons, and in a number of cases such transportation is issued only on request. Out of 217 companies making replies to the question as to free transportation to outside persons, 60 com- panies issue transportation to pohce, 48 to firemen, 45 to public officials, 28 to employees of other roads, 20 to charity, 17 to the press, 8 to mail carriers, and 14 to miscellaneous recipients, and 18 companies issue no free transportation to nonemployees. A decided ten- dency is noted toward discontinuance of all such free transportation. It seems to be the general custom to allow free transportation of police and firemen, either in full uniform or upon presentation of badge. In the majority of cases a reduction on the round- trip fare is allowed on electric railways. Several years ago the steam roads allowed apparently the same reduction as is now given by most electric lines. The steam roads have, however, recognized the necessity for increased rates of fare, and as the revocation of this reduction furnished one of the easiest means of increas- ing their earnings, such action was taken; and it has been proved, so far as they are concerned, that it is not necessary to make this reduction in order to stimulate traffic. It has been found that the one great objection to doing away with this reduction is that without it there would not be any inducement to purchase tickets and, as a result, an additional temptation would be placed in the way of the conductor on account of a greater amount of cash passing through his hands. This is no doubt true, but it has been proved in several cases that a dishonest conductor can manipulate tickets almost as easily as by the straight "knockdown" of cash. There seemed to be a general movement on foot among the various member companies to do away with the reduction on round-trip fares. There have been several changes of this kind made within the past few years, and it is reported by these companies that a very material increase in earnings has been shown, the argument being put forth by them that in con- sideration of the frequent and convenient service fur- nished by the interurban lines, it is not necessary to offer an additional inducement in the way of a reduc- tion of fares. Most roads, it is found, do not make any reduction on one-way tickets. In other words, most roads are charging the maximum 2 cents per mile cash fare for one-way trips, making no reduction when tickets are purchased. Beductions are given in most cases on commutation tickets and mileage books. This practice is quite general, and, indeed, is almost universal where roads charge 2 cents per mile. There are a few roads charging less than 2 cents per mile which do not give any reduction. However, in almost all cases where an excess cash fare is charged over the one-way ticket fare, the tickets sold represent about 90 per cent of the total one-way fares. Prepayment fare operation. — ^At the meeting of the New York State Electric Kailway Association in 1913, reference was made to the results obtained in fare collection by the prepayment method, or "pay-as-you- enter" plan. A notable demonstration of its value was made by the introduction of prepayment cars on the Fifty-ninth Street line of the Third Avenue Railway, New York. The change from the ordinary nonprepayment car, made overnight, resulted in a revenue increase of 9^ per cent, notwithstanding the fact that the car mileage was reduced 4^ per cent. The annual report of the Chicago Railways Co. for the year ended January 31, 1912, showed an increase in gross receipts of 63 per cent dming the preceding four years. There are some 1,500 pay-as-you-enter cars in that company's service, and while this increase in receipts can partly be accounted for through the nor- mal growth of Chicago, and of the railway's business, a considerable margin must be attributed to improve- ment in fare collection. The fare box has been exten- sively introduced as an adjunct to prepayment opera- tion. The value of this apparatus is contained in its moral influence on the conductor, and when it fads mechanically its influence and many nickels are lost at the same time. The remarkable development of the fare box indicates that mechanical failures are few and general cost of upkeep is becoming very low. On the Third Avenue Railway, New York City, for instance, TECHNICAL ADVANCES IN THE INDUSTRY. 419 two men suffice to maintain in mechanical efficiency about 650 boxes. An interesting method or system of fare-box col- lection has been in use on the lines of the Rhode Island Co. in Providence for six or seven years, nearly 1,000 boxes being now in service. The register is carried by the conductor. It weighs but 21 ounces, and is a small nickel-plated box having a coin slot on one side, through which the passenger inserts the nickel, the coin being drawn into the device by the mechanism of the register as soon as its edge touches certain levers within the slot, whereupon the fare is registered automatically. The coin passes entirely through the register immediately after it enters the receiving slot, ringing a beU in the register as it is recorded, and is dehvered into an open receiving com- partment at the bottom of the device, thus becoming available for making change. When the coin has once entered the slot it can not be withdrawn but m\ist pass through the register into the receptacle beneath. The entrance to the passage is automati- cally closed by the descent of the coin, and no addi- tional coin can be inserted until the resetting of the opening by the conductor. The equipments carry two totalizing registration counters, one for nickels and one for dimes, and in the latest type of register an additional counter is pro- vided for metal tickets. It is not intended, however, that the public should pay fares in dimes, and while the dime-registration apparatus is built to withstand the same hard service as that imposed upon the nickel- lecording mechanism, the rules of the company require nickel payments alone. Signs carrying instructions for passengers as well as a request for them to have nickels ready for payments are posted in all of the Providence cars. It is, however, possible for the con- ductor to make change and to use both hands in so ■doing, since the register is provided with a ring through which the conductor passes his middle finger, and -when both hands are required the register is allowed to turn upon the finger and drop after the manner of the ordinary transfer punch. With this system the conductor has nothing to do ynth the registration and does not handle the money xmtil after it is registered. While the passenger and the conductor appear to be alone in this exchange of money for service, the company is actually present interposing the register between them. The regis- tration mechanism is sealed at the factory, and traffic records are obtained by subtracting successive read- ings. On the lines of the Rhode Island Co. and else- Tvhere, experience with this system shows, it is said, that at least 90 per cent of fares formerly lost to the company are saved by its use. The register is in no sense a money container. It operates in full view of the conductor and the pas- senger, can be held in any position or at any angle best suited to the passenger's convenience or to the con- ditions prevailing in the car, and accommodates in its lower receptacle eight or ten fares, or at least as many as a conductor would ever accumulate with his out- stretched hand before examining and pocketing them. The registration has a total capacity of 99,999 nickel readings. The conductor stands behind the raihng in the plat- form vestibule, and the portable character and small size of the register are important points in the facility with which traffic can be handled. The space taken up is negligible, and in case the conductor is obliged to make change for one or more passengers in an enteruig line he can save time by presenting the register to others in the line without waiting for all to pass a pre- determined point. Actual coimts show that 80 pas- sengers have been loaded and their fares all taken in two minutes on a single car making a stop in front of a large factory at closing time. In some cases individ- ual registers handle as many as 3,000 fares per day. Apart from the accm-acy of the system and its removal of temptation from the conductor, it saves the conductor time otherwise consumed in manipulat- ing the register cord or bar, and also obviates the false registration of fares by passengers who mistake the register cord for the bell cord. On the older cars of the Rhode Island Co. the conductor makes the usual personal collection from passengers on the inside, and the use of the portable register has been foimd a convenience to the public through its avoidance of jerky attempts on the part of short conductors to reach the ordinary register cord. The collection of fares by this method on crowded open cars has been very successful. No new printed reports of any kind were required in Providence on account of the adop- tion of this system. Conductors use the same trip sheets as before. Registers are leased by the maker on terms which cover inspection and repairs. It has been found that in the extremely few cases where a register has been stolen the conductor has found the theft so great a burden that the register has been anonymously returned. In the report of the conmaittee of the American Electric Railway Association on fares and transfers, presented at the meeting in October, 1913, some in- teresting data were given as to fare boxes. Rephes to inquiries were received from 63 companies. Of these, 31 reported gross receipts annually of less than $1,000,000, the remainder having receipts greater than that amount. The use of prepayment cars was re- ported by 60 per cent of the smaller companies and 80 per cent of the larger ones, a total of 45, or 71 per cent of the whole number. The practice of the 45 com- panies operating prepayment cars was shown by the replies to be about equally divided as to the use or nonuse of fare boxes. A further equal division was found with respect to the locked and the nonlocked box, the former being the type which renders fares inaccessible to the conductor; and the same condition 420 STREET AND ELECTRIC RAILWAYS. was found in regard to tlie use of fare-box registers. Four companies using a nonregistering locked box used a fare register on the car, and sis companies did not use such a register under such conditions. Nine com- panies used fare registers besides registering fare boxes, and two did not. The reasons given for use of fare boxes of the various types are as follows : Eight companies favor the regis- tering nonlocked fare box because the change is avail- able for the conductor, and four give other reasons. Two companies are using both types of boxes, but each prefers the registering fare box because it delivers money to conductors and gives them available change. Seven companies favor the locked fare box mainly on account of its cheapness and simpHcity. One company was experimenting with both types, and one with a registering nonlocked box. Most of the locked nonregistering fare boxes receive any coin; three take cents, nickels, and dimes; and one, nickels, dimes, and quarters. Twelve of the registering non- locked boxes take cents, nickels, and dimes; two take nickels and dimes only. As to transfers, it was found by the committee that the majority of the smaller companies, such as issued less than 60,000 transfers daily, did not issue transfers on transfers, but that the larger companies did so, though in the majority of cases the retransfer privilege was limited. The majority of the smaller companies registered transfers, although the reverse was the case with the larger ones. A separate or double register was used in most cases for this purpose. Most of the companies which followed the practice of registering transfers reported more or less effort to verify collections with register readings, and discipline for failure to register transfers in the same manner as in the case of failure to register fares. The general consensus seemed to be that it was impracticable to do more than check, in a general way, the number of transfers issued, destroyed, or given away, particularly when a large number of transfers was involved. A difference of poUcy was observed in checking trans- fers to determine whether they had been properly honored by the conductor. Certain of the roads re- ceiving but a few thousand transfers daUy checked them out with care as to date, time, direction, etc., while some roads receiving less than a thousand trans- fers a day either made no check at all or made it at infrequent intervals only. About half of the companies reported that a con- ductor who had improperly honored transfers was called before the superintendent or his representative. Two companies gave demerits in such cases. Several reported that men were cautioned and subsequently disciplined for repetition of the offense, while 12 com- panies charged the conductor for each irregularity. The percentage of transfers given to conductors and not issued varied between the approximate limits of 15 per cent and 50 per cent, although in some cases this percentage was reported to be actually nothing. The proportion of issued transfers which were finally collected varied between the approximate limits of 75 per cent and 95 per cent, decreasing on the larger roads. From the replies received the committee was of the opinion that the transfer which provides for the indication of the month and day by punch and notch marks is well adapted for use on those lines where the number of transfers honored daily is relatively small. The transfers which are stamped or printed with a figure to indicate the day of the month are somewhat more subject to waste. The transfers which are perforated by a machine before being given to a con- ductor are not quite as economical as either of the other two types of transfers, but obviously involve less waste than those which bear the printed day and month and are only good for one particular day. The dated transfer which may be used only on one day involves more waste than any of -the preceding types of transfers mentioned, and as it involves the use of more than one standard form of transfer, it opens the way to additional abuse; but there may be certain local conditions which offset these undesirable features. The coupon transfer is expensive, but it appears to possess marked advantages in cases where a passenger is permitted to transfer more than once. The discussions that took place at the convention revealed an absence of unanimity in regard to these important matters, indicative of the difficulty of reaching any standard practice. For example, Mr. W. F. Ham, Washington (D. C.) EaUway & Electric Co., said that his company was probably one of the few that had not experimented extensively in. the use of fare boxes. That, however, should not be taken as a condemnation of the use of fare boxes, but simply as a statement that in the city of Washington: the fare box did not seem to be of value, because of the fact that about 80 or 85 per cent of the business was done on tickets, leaving only about 15 per cent on a cash basis. So far as his experience had gone, the company felt that it could do better without the use of the fare box. To show, however, how different people reached different conclusions, Mr. Ham said that at about the same time that his company did away with the fare box the Capital Traction Co., operating in the same city, adopted it, and had practically the same conditions to contend with. Hence there was no unanimity of opinion in Washiagton as to whether fare boxes were goo/i or bad. According to his experi- ence they did not give good results, and while he thought that bis company did not have the best kind of a fare box, stUl there was, nothing in it that looked particularly attractive and it was decided to give up the use of the device. His company had used both registering and nonregistering boxes. APPENDICES Appendix A. -SCHEDULES: CENTRAL ELECTRIC LIGHT AND POWER STATIONS AND STREET AND ELECTRIC RAILWAYS Appendix B— INSTRUCTIONS TO SPECIAL AGENTS (421) APPENDIX A. SCHEDULES: CENTRAL ELECTRIC LIGHT AND POWER STATIONS AND STREET AND ELECTRIC RAILWAYS: 1 9 12. CENSUS OF ELECTRIC LIGHT AND POWER STATIONS. (All central electric light or power stations, including municipal stations, should be reported on this schedule. No report is required for isolated electric plants operated for the exclusive benefit of the owner in lighting or furnishing power for his factory, hotel, or other enterprise. Isolated plants which inciderUaJly sell current must be reported.) Name of company or plant T *• . , .jState County Location of plant:|city„^t^^ StreetandNo General office (give state, city, street, and number) (Light and power plants operated by the same corporation, firm, or individual, and located in different states, comities, cities, or towns, should be separately re- ported.) AUTHORIZATION. The act of Congress approved June 7, 1906, authorizes the Director of the Census to collect every fifth year statistics relating to the electric industries, including electric light andjpower stations and electric railways. The act approved July 2, 1909, directs that it shall be the duty of every owner, president, treasurer, secretary, director, or other officer or agent of any establishment or company covered by the census inquiry to furnish the information indicated by the schedules that have been prepared in conformity with these requirements. T^ie last census of electric light and power stations covered the year 1907, and this schedule has been prepared for the census of 1912. The statistics should relate to the calendar year ending December 31, 1912. Except in the case of number of employees, all questionsthat relate to a single date, such as cash on hand, number of lamps, etc., should be of the date of the last day of the year covered by the report. The answers to inquiries in regard to financial matters will be held absolutely confidential; the separate reports will be combined so as to show totals for all com- panies in each state. The information will be used only for the statistical purposes for which it is given, and will not be disclosed to any individual, state or local author- ity, or other Bureau or Department of the Federal Government. E. Dana Dueand, Director of the Census. CERTEFICATE. This is to certify that the information contalaed in this schedule is complete and correct to the best of my knowledge and belief, and it covers the period from 19 ,to ,19 . (Signature and official desig- nation of the person furnish- ing the information.) (Signature of special agent.) ( Addiess of person "furnishing the information.) Each question should be answered; if not applicable, use word "None. " In case of electric light and power plants operated in connection with electric rail- ways, a separare report for the electric light and power service should, if possible, be made on this schedule. If it is impossible to make complete separate reports for each, one combined report for railways and light and power plants may be made on the railway schedule. If electric light and power plants are operated in connection with any business other than railways, and the accoimts are not kept separate, careful estimates must be prepared for answers to all questions contained in this schedule. In these cases the items reported for income and expenses, balance sheet, and employees, salaries, and wages, must pertain only to the electric light and power plant department. 1. Character of organization: State the form of organization as it existed on the last day of the year covered by the report, whether individual, firm or partnership, incorporated company, municipal, or other form 2. If a controlling company, write ofi the last page of the schedule the names and addresses of subsidiary or leased companies for which report is included in this return. 3. If a subsidiary or leased company, give name and address of operating com- pany or lessee 4. If the corporation or firm is engaged in any business or industry other than that of central station work for electric light and power, state the character of such business or industry, and whether conducted in the same or separate plants. . EQUIPMENT. 5. Number of lamps: Account for all lamps wired for service, Including as commer- cial or private those used by company to light its own properties. If actual number is not known, give careful estimate. Number. Total. Street lighting. Public buildings. Commer- cial or private. Arc lamps Other varieties (give name, such as 6. MisceUaneous statistics. Number. Number of stationary motors served (do not include small fan motors) Recording meters on consumption circuit Total number of customers furnished elec 3 . ... t-.rin. AiirrATit fInn'Tifr thfl vflnr 7. Power-plant equipment: Include aU generating units in all the plants covered by the report, and give the total horsepower for all included in each group. Generating power plant. Steam engines (not turbines), number. Total capacity in horsepower Steam turbiaes, number Total capacity in horsepower Gas and oil engines, number Total capacity in horsepower Water wheels and turbines, number. . . Total capacity in horsepower Total. 500 H. P. or under. Over SOOH. P. and under 2,000 H. P. 2,000 H. P. and imder 5,000 H. P. 5,000 H. P. and over. , Electrical generators; Give the total number of each of the three kinds of dyna- mos, and the total rated capacity in kilowatts of aU machines of each class. Dynamos; Direct current, constant voltage Direct current, constant amperage.. Alternating and polyphase current. Number. Total rated capacity in kilowatts. (423) 424 CENTRAL ELECTRIC STATIONS AND STREET RAILWAYS. 9. Output of station: The output must be obtained from the load voltage and amperage, or from the actual watt or kilowatt reading of dynamo meters. Total kilowatt-hours generated for year Total kilowatt-hours purchased during year 10. Substation equipment: Include equipment in main power plant, as well as that in separate substations. Give total number of each class of machines and total rated capacity in kilowatts for all machines of each class. Rotary converters and motor generator sets. . Boosters Storage battery cells Transformers Auxiliary generators Miscellaneous machines (state kind) Number. Total rated capacity in kilowatts. FINANCIAL STATISTICS. 11. Revenue and income account: Give actual amounts carried on income account statement. This may include Income and expenses properly belonging in but not actually received or paid during the year, and therefore need not agree with a cash statement. If accounts do not show the income for each class of service indicated, give a carefully estimated segregation, and state that it is an estimate. Do not include the value of electricity furnished free of charge to municipal or other government, or of current consumed by lamps and motors on the company's properties. The extimated value of the free service should be given only in answer to Inquiry 12. The inquiry is not intended to cover commercial transactions In electric supplies, but where the company incidentally seUs supplies to its customers the profits on the mer- chandise sales should be included. Account for all expenses incident to the operation and maintenance during the year covered by the report. Salaries and wages must be included, and also shown as a separate item in answer to Inquiry 13. EEVEOTJE. Electric service: Commercial or private light, power, and heat S Municipal street lighting, both arc and incandescent Municipal building lighting Sale of electric current to other public service corporations Interest and dividends from investments AU other income, including rents and profits on merchandise sales Total S EXPENSES. Supplies and materials used for ordinary repairs or replacement, and salaries and wages (as shown in answer to Inquiry 13) $ Fuel Electric current and power purchased Rent of offices, stations, line-wire supports, conduits, underground and water privileges All other expenses incident to operation and maintenance, such as advertising, law expenses, telegraph and telephone service, power other than electric, ordinary repairs of buildings, machinery, and and lines, and miscellaneous items Taxes: Real and personal property Capital stock Federal corporation tax Earnings Miscellaneous (specify items) Interest on funded and floating debt and mortgages Injuries and damages, and legal expenses incident thereto Insurance Charges for depreciation, if any '. Charges for sinking fund, if any (if charged against income) Total S _.._,,, ... 4, /On coirunon stock Dividends declared durmg the year < _ , , ,. , ° •' lOn preferred stock 12. Free service: Give the estimated value of current supplied free to municipali- ties or other government by either commercial or municipal plants. The estimate must be based upon the prevailing commercial rates. Do not in- clude these amounts in the answer to Inquiry 11. If the report is for a commercial company, give the estimated value of free service furnished municipal or other government $ If the report is for a municipal plant, give the amount of estimated in- come represented by current consumed in lighting streets, parks, public buildings, etc., for which no income is received •. 13. Employees, salaries, and wages: The salaries and wages reported here should be the total amount paid during the year, and should also be included in the amount reported for the first item of expense under Inquiry 11. Account for all regular officers and employees, whether engaged on maintenance, opera- tion, canvassing, collecting, or otherwise. General superintendents or other heads of departments, if considered as salaried officers of corporations, may be reported as such. Do not include employees engaged exclusively on addi- tions or extensions. Overseers and foremen performing work si m ilar to men over whom they have charge must be included with wage earners. Those whose duties are wholly supervisory should be reported as salaried employees. If possible, give number employed on September 16, 191S, as per pay roll. If data are not available for that day or month, give the data for nearest representa- tive or normal day, and state day and month here Salaried employees: Salaried officers of corporations Superintendents and managers Clerks, stenographers, and other salaried employees. . Total for salaried employees Wage earners (do not include salaried employees reported above) Number Sept. 16, 1912. Salaries and wages for year. 14. Balance sheet. Assets. Liabilities. Kjnd. Amount. Kind. Amount. Cost of construction, equip- $ (Common. . Capital stock < $ Stocks and bonds of other Stocks and bonds of com- panies other than electric Cash investment (for unin- corporated companies) ™ Stock . Real estate mortgages. Treasury se- 1'^''"^^ curities: \qq^^s . Floating debt (loans and Other permanent inves- Cash and current assets, in- Interest and taxes due and Sinking and other special Sundries (specify principal Sundries (specify principal items) Profit and loss surplus Total Profit and loss deficit $ Total s APPENDIX A— SCHEDULES. 425 CENSUS OF STREET AND ELECTRIC RAILWAYS. OPERATING COMPANIES. (All electric railways and all street railroads, irrespective of kind of motive power ' ^ould be reported on this schedule. Nonoperating and lessor railway companiei should be reported on schedule.) j' f ™ Name of company State ia which operated Post office of general office . Post office of local operating office AUTHOKIZATION. The act of Congress approved June 7, 1906, authorizes the Director of the Census to collect every flfth year statistics relating to the electric mdustries, inoludmg elec- tric railways and electric light and power stations. The act approved July 2 1909 directs that it shall be the duty ol every owner, president, treasurer, secretary' director, or other officer or agent of any establishment or company covered by the cen- sus mqmry, to furnish the information indicated by the schedules that have been prepared m conformity with these requirements. The last census of electric railways covered the year 1907, and this schedule has been prepared for the census of 1912. The statistics should relate to the calendar year ending December 31, 1912. Except in the case of number of employees all guestions that relate to a single date, such as mileage of track, cash on hand etc should be of the date of the last day 01 the year covered by the report The answers to inquiries in regard to financial matters will be held absolutely confidential; the separate reports will be combined so as to show totals for all com- panies in each state. The information will be used only for the statistical purposes lor which It is given, and will not be disclosed to any individual, state or local author- ity, or other bureau or department of the Federal Government. E. Dana Dueand, Director of the Census. 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 ,19.., to ,19... (Signature and official desig- nation of the person furnish- ing the information.) (Signature of specialent.) (Address of person furniiiing the information.) Each question should be answered; if not applicable, use word "None." In case of electric light and power plants operated in connection with electric rail- ways, a separate report for the electric light and power service should, if possible, be made on schedule Form B 3 — 450. If it is impossible to make complete separate reports for each, one combined report for railways and light and power plants may be made on this schedule, showing the number of lamps, income, etc., of the light and power plants as called for by Inquiries 17 to 19. 1. Write on the last page of the schedule the names of all companies reorganized, consolidated, or merged into the reporting company since December 31, 1907. 2. If a controlling company, write on the last page of the schedule the names and addresses of subsidiary or leased companies for which operating report is in- cluded in this return. (If a nonoperating and lessor company, separate report must be made on schedule Form A 3 — 449.) 3. If a subsidiary or leased company, give name and address of operating company or lessee ^ 4. Is electric current generated for sale for light or power? Ifso,i3 there a separate power plant or line construction? Are data lor electric light and power plant included in this report, or is separate report made tor same? PLANT. 5. Track: For "Leased" give the track leased for the sole use of the reporting com- pany; for "Trackage rights or contract" give the track used jointly with other companies under such arrangement. (The totals reported for the different sections must agree with each account lor the total track operated.) If track is owned jointly and other companies, make a note of the fact and give the names of the companies and the miles of track owned in this maimer. Owned. Leased. Operated un- der trackage rights or con- tract. Total oper- ated (in miles , From electric com- panies. From steam com- panies. From electric com- panies. From steam com- panies. and deci- mals of a mile). Lengrth of road (first main track) Length of second and other main track (including third Length of sidings and turnouts, including car houses, storage [A] 5. Track — Continued. Classification of track: In order to eliminate du- plications In the statis- tics trackage of each kind operated under trackage rights, if any, should be stated in tfie column provided; such trackage being also in- cluded with the total operated. Trackage, if any, operated under trackage rights. Overhead trolley .. . Conduit trolley Third rail Cable Steam Animal Self-propelled cars.. Other (state kind). Total (should agree with total track [A] above) Total miles of track operated. City and suburban lines Interurban lines (the total for city and su- burban and interur- ban lines should agree with the total track [a5 above) On private right of way owned or leased by reporting company.. . On private right of way not owned or leased by reporting com- pany, mcludmg that operated under track- age rights or contract. Elevated In subways and tun- nels Total miles of track operated. 6. If track extends into more than one state, give the number of miles of track in each state: The total operated as reported (item marked [A]) should be segregated by states 7. Cars: Account for aU cars operated, ready for operation, or being repaired. Cars reported as "Express, freight, mail, and baggage cars" must be devoted solely to one or more of these specffied uses. Parlor, sleeping, dining, and private cars should be included as passenger cars. Class. Passenger cars: Closed Open Combination (closed and open) Combination (passenger, with baggage, express, freight, or mail) . . . Total passenger cars Prepayment (all cars of this type should be included above but here shown separately) Parlor, sleeping, dining, private, etc. (should be included above as passenger cars but here shown separately) Other cars: Express, freight, mail, and baggage Miscellaneous (work cars, snow plows, sweepers, etc.) Electric locomotives Total other cars Kind of brakes (if the total of these two items does not account for all cars, the discrepancy should be explained): Cars equipped with hand brakes exclusively Cars equipped with other types of brakes including air brakes Cars equipped with one motor ; two motors ; three mo- tors ; four motors Number. 426 CENTRAL ELECTRIC STATIONS AND STREET RAILWAYS. 8. Power-plant equipment: Include all generating units in all the plants covered by the report, and give the total horsepower lor all included in each group. Generating power plant. Steam engines (not turbines), number. Total capacity in horsepower Steam turbines, number Total capacity in horsepower Gas and oil engines, number Total capacity in horsepower Water wheels and turbines, number. . . Total capacity in horsepower Total. 500 H.P.or under. Over 500 H. P. and under 2,000 H. P. 2.000 H. P. and under 5,000 H. P. 5,000 H. P. and over. 9. Electrical generators; Give the total nimiber of each of the three kinds of dyna- mos, and the total rated capacity in kilowatts of all machines of each class. Dynamos; Direct-current, constant voltage Direct-current, constant amperage. . Alternating and polyphase current . Number. Total rated capacity in kilowatts. 10, Output of station and current purchased; The output must be obtained from the load voltage and amperage, or from the actual watt or kilowatt reading of dynamo meters at the switchboard. Total kilowatt-hours generated for year Total kilowatt-hours purchased during year 11. Substation equipment: Include equipment in main power plant, as well as that in separate substations. Give total number of each class of machines and total rated capacity in kilowatts for all machines of each class. Rotary converters and motor generator sets. Boosters Storage battery cells Transformers Auxiliary generators Miscellaneous machines (state kind) Number. Total rated capacity in kUowatts. 12. Traffic and mileage: In computing car mileage the individual car should be considered the unit. Motor and one trailer can be treated as a unit, if this is the practice of the company. In that case, please state the fact on the last page of 'the schedule. Train mileage should not be reported as such. Revenue passengers carried Transfer passengers carried Free passengers carried (give estimate of total number for year) . Total passengers carried Revenue car mileage of passenger cars, including combination passen- ger and baggage, express, or mail cars Express, mail, and freight car mileage Total revenue car mileage Number. 12. TrafSc and mileage — Continued. Revenue car-hours of passenger cars, including combination passen- ger and baggage, express, or mail cars Express, freight, and mail car-hours Total revenue car-hours Revenue passengers per mile of track operated Revenue passengers carried per revenue passenger car-mile Revenue passengers carried per revenue passenger car-hour Fare charged per passenger within city limits; City Fare (If line operates in two or more cities, give names of cities, and fare charged in each. If reduced fare is granted by sale of tickets or otherwise, give each rate with short statement of the facts.) Number. FINANCIAL STATISTICS. The following inquiries relating to financial operations conform generally to the system of accountmg adopted by the United States Interstate Cornmeroe Com- mission and by the American Electric Railway Accountants' Association. Th& marginal numbers correspond with the account numbers given in the official clas- sifications of accounts used by the Interstate Commerce Commission. All com- panies, irrespective, of their size , should report on this form. 13. Revenue and income account; Give actual amounts carried on income account statement. This may include income and expenses properly belonging in but not actually received or paid during the year, and therefore need not agree with a cash i>tatement. If accounts do not show the income from each source enumerated, give a carefully estimated segregation, and state that it is an estimate. EE VENUE. 1. Passenger revenue S 3. Parlor, chair, and special car revenue 7. Freight revenue 4. Mail revenue 2, 5, 6. Baggage, express, and milk revenue 3, 9. Other transportation revenue 18. Sale of electric current for light or power, including sale of current to other public service corporations 10-17, 19. Other nontransportation revenue Total operating revenues (use this total in com- puting " Operating revenues per car-mile'-') $ Interest on bonds and dividends on stock of other electric railways Income from other permanent investments Other miscellaneous income (specify principal items) Total miscellaneous income.. Total income from all sources S. Operating revenues per car-mile (to be based on "Total operating revenues") EXPENSES. Total operating expenses (from Inquiry 14) $. Taxes: Real and personal property S Capital stock Federal corporation tax Earnings Miscellaneous (specify items) Total taxes Interest on funded and floating debt and mortgages Rent of leased lines and terminals Charges for sinking fund, if any Miscellaneous (specify principal items) Total operating expenses and fixed charges Net income (or deficit) for the year T^- J J J 1 J -1 • 4.1. /On common stock . Dividends declared durmg the year {^^ ^^^^^^^^ ^^^^^ Surplus (or deficit) from operations of year Surplus (or deficit) at beginning of year Profit and loss adjustments during year Surplus (or deficit) Dec. 31, 1912. APPENDIX A— SCHEDULES. 427 14. Operating expenses. Account. Way and structures: 1. Superintendence of way and structures. 2-19. Maintenance of way , 20-24. Maintenance of electric lines 25. Buildings and structures 26. Depreciation of way and structures 27, 28. Other operations— Dr. or Cr. (For adjustment with light- ing plant or other department if separate accounts are kept) Total, way and structures Equipment; 29. Superintendence of equipment 30,31. Maintenance of power equipment 32-3S. Maintenance of cars and locomotives 36,37. Maintenance of electric equipment of cars and locomotives 3S-41. Miscellaneous equipment expenses 42. Depreciation of equipment Amount. 43, 44. Other operations— Dr. or Cr. (For adjustment with light- ing plant or other department if separate accounts are kept) Total, equipment Traffic: 45-47. Traffic expenses Conducting transportation: 48. Superintendence of transportation. . GROUP I — POWER. 49. Power-plant employees 50. Substation employees 51. Fuel for power 52-55. Other power supplies and expenses. 56. Power purchased 57. Power exchanged — ^Balance 58,59. Other operations— Dr. or Cr. (For adjustment with light- ing plant or other department if separate accounts are kept) GEOUP n — OPERATION OF CARS. 60, 61. Conductors, motormen, and trainmen , 62-72. Miscellaneous transportation expenses Total, conducting transportation General and miscellaneous: 73-79. General expenses 80.81. Other operations— Dr or Cr. (For adjustment with light- ing plant or other department if separate accounts are kept) 82. Injuries and damages 83. Insurance 84. Stationery and printing 85, 86. Store and stable expenses gr. Bent of tracks and terminals 88. Bent of equipment Total, general and miscellaneous . Eecapitulation of expenses: Way and structures ' Equipment Traffic Conducting transportation General and miscellaneoiis Total operating expenses IS. Balance sheet. Assets. Liabilities. Kind. Amount. Kind. Amount. Cost of construction, equip- ment, and real estate S . . .. (Common Capital stock i [Preferred 3 Stocks and bonds of other electric railway companies Stocks and bonds of com- panies other than electric railways Floating debt (loans and Treasury securities Other permanent invest- ments (specify) Interest and taxes due and Cash and current assets, including supplies . Sundries (specify principal items) Stock and bond discount. , Sinking and other special Sundries (specify principal items) Total $ Profit and loss deficit Total $ 16. Employees, salaries, and wages: The salaries and wages reported here should be the total amount paid during the year and should also be included in the amounts reported for the different items under Inquiry 14. Account for all regular officers and employees, whether engaged on maintenance, operation, canvassing, collecting, or otherwise. Salaried officers of corporations should include president, vice presidents, secretary, assistant secretaries, treasmer, assistant treasurers, general auditor, assistant general auditors, auditors, assistant auditors, counsel, and similar officials. Managers and superintend- ents should include general managers, assistant general managers, managers, general superintendents, assistant general superintendents, superintendents, assistant superintendents, superintendents of maintenance of way, super- intendents of construction, and similar employees. Clerks and stenographers and other salaried employees should include clerks, stenographers, civil engi- neers, electrical engineers, mechanical engineers, purchasing agents, cashiers, claim agents, dispatchers, starters, inspectors, master mechanics, and similar employees. Do not include employees engaged exclusively on additions or extensions. Overseers and foremen performing work similar to men over whom they have charge must be included with wage earners. Those whose duties are wholly supervisory should be reported as salaried employees. If possible, give number employed on Sept. 16, 191$, as per pay roll. If data are not available for that day or month, give the data for nearest representative or normal day, and state day and month here Salaried employees: Salaried officers of corporation Managers and superiotendents Clerks, stenographers, and other salaried employees. Total Wage earners: Conductors Motormen All other employees ■ Total Number Sept. 16, 1912. Salaries and wages for year. Additional questions for electric railways which operate separate electric light and power plants. The following questions should be answered if there is a separate power plant or line construction lor which a complete separate report can not be prepared as provided lor by instructions at top of page 2, 428 CENTRAL ELECTRIC STATIONS AND STREET RAILWAYS. 17. Number ol lamps ; Account for all lamps wired for service, including as commer- cial or private those used by company to light its own properties. It actual number is not known, give careful estimate. Number. Total. Street lighting. rublio build- ings. Commer- cial or private. Other varieties (give name, sucli as 18. Income: Give total income from electric lighrt and power department. The income reported here should also be included under Inquiry 13, "Revenue and income account." Income — Continued. Electric service: Commercial or private light, power, and heat Municipal street lighting, both arc and incandescent Municipal building lighting Sale of electric current to other public service corporations . Profit on merchandise sales Income from other sources for this department Total Amount. 19. If free electric service is furnished municipality or other govern- ment, give estimate of total amount that would have been received for the same, based upon the prevailing commercial rates S . NONOPERATING AND LESSOR COMPANIES. (Nonoperating and lessor electric railway companies should be reported on this schediSe. This class includes all companies that have leased their properties to other companies for a given period at a definite rental, or under an agreement for the payment of the interest on the bonds and fixed dividends on the stock of the lessor company, or under some other arrangement that relieves the lessor of the supervision of operation. The operating companies should be reported on sched- ule Form A4-451. If properties are leased to two or more operating companies, separate reports should be made on this schedule for each.) Name of company . State in which operated Post office of general offlco. Name and address of operating company AXJTHOEIZATION. The act of Congress approved June 7, 1906, authorizes the Director of the Census to collect every fifth year statistics relating to the electric industries, including electric railways and electric light and power stations. The act approved July 2, 1909, directs that it shall be the duty of every owner, president, treasurer, secretary, director, or other officer or agent of any establishment or company covered by the census inquiry, to furnish the information indicated by the schedules that have been prepared in conformity with these requirements. The last census of electric railways covered the year 1907, and this schedule has been prepared for the census of 1912. The statistics should relate to the calendar year ending December 31, 1912. All questions that relate to a single date, such as cash on hand, should be oi the date of the last day of the year covered by the report. The answers to the inquiries will be held absolutely confidential; the separate reports will be combined so as to show totals for all companies in each state. The information will be used only for the statistical purposes for which it is given, and will not be disclosed to any individual, state, or local authority, or other bureau or department of the Federal Govermnent. E. Dana Duband, Director of the Census. 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 ,19 ,to ,19 . (Signature and offlcial desig- nation of the person furnish- ing the information.) (Address of person furnishing the informatiMi.) (Signature of special agent.) Each question should be answered; if not applicable, use word "None.' 1. Track. Length of road (first main track) Length of second and other main tracks (including third and fourth) Total length of main track. Length of sidings and turnouts, including car houses, storage yards, etc Total length of all track. Total miles of track. Income account: Give actual amounts carried on income account statement of company. This may include income and expenses properly belonging in, but not actually received or paid during, the year, and therefore need not agree with a cash statement. Income; Rentals from operating companies Miscellaneous income (specify principal items) . Gross income. Deductions from income: Interest on funded debt. Miscellaneous deductions (maintenance of organization, etc.) ^ Net income Dividends.. Surplus 3. Balance sheet. Assets. Liabilities. Kind. Amount. Eind. Amount. Cost of construction, equip- 3 Common . . . Capital stock $ Stocks and bonds of other electric railway companies. Stocks and bonds of com- panies other than electric railways Funded debt Real estate mortgages Stock Treasury securities < Floating debt (loans and notes) Other permanent invest- Reserves Cash and current assets, in- Interest and taxes due and accrued Dividends due '. Sinking and other special Sundries (specify princi- Siindries (specify principal Profit and loss deficit Profit and loss surplus Total s Total % APPENDIX B. INSTRUCTIONS TO SPECIAL AGENTS. LISTS AND CANVASS OF ESTABLISHMENTS. ' Unlisted establishments. — Although the list of establishments furnished special agents has been made as complete as possible, it has not been practicable to secure absolute accuracy and complete- ness, and special agents rnust be constantly on the alert to discover plants not named on the list. They vrill be held strictly accountable for a complete canvass of the district to which they are assigned. They must make careful inquiry for other plants located in that vicinity. The agents must account for all of the names on the list. A return must be secured for each establishment not already disposed of by mail or a satisfactory explanation given on the daily report. This explanation must be such as "Out of business, no successor," ' ' Isolated plant, no current sold, " or " Only — per cent sold . ' ' The explanation given on the daily report must be full and complete, leaving no doubt as to the conditions. The number of the estab- lishment on the typewritten list must in all cases be written in the upper right-hand comer of the schedule and on the left-hand margin of the daUy report. Change in name of establishment. — ^If a change has been made in the name or location of the plant since the list was prepared, or if a report is secured for an establishment under a different name from that appearing on the list, the list must be changed to agree with the new conditions and this change must be stated on the daily report. Idle plants. — All plants that commenced operations or did any work during the census year ending December 31, 1912, must be reported, although they may not have been in operation at the end of the year 1912. Reports are not required for plants which were closed or idle during the whole of the year. The circumstances, however, should be explained in the daily report of the agent. Central offices.— A. large number of properties are controlled from offices located elsewhere than at the plants. When known, central offices of this character and the names of the plants for which re- ports wiU be prepared at the central office are indicated on the lists. Agents canvassing the districts in which central offices are located must in every instance call at these offices for reports before can- vassing the other plants. A return must be secured for every plant noted on the central office list. A large number of controlling com- panies have advised the office that reports for certain properties will be prepared at their office. The names of these properties will ap- pear on the agent's list, but with a notation "See central office," or ' ' Report will be secured at . ' ' Agents must not secure reports for these plants unless the central office is within their district, and then from the business office. If in the city the agent should call at such plants and explain that a census of electrical industries is be- ing taken, also that it is understood the report is being prepared at the central office of the company. He should also leave blank schedules, explaining the requirements of the census, so that the local officials will know just what information is required if the central office requests them to furnish data for the reports. All of such visits should be noted on the agent's dady report. If a plant is owned by a company whose business office is in an- other 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 so far as possible from the data obtain- able at the plant and forward it to the Census Bureau with a full statement of the facts, giving also the names and addresses of the persons from whom further information can be obtained. The agent must, however, exhaust every reasonable means to complete the report before sending it in to the Census Bureau. Annual reports. — In all cases where an annual report of the com- pany is printed, a copy of the latest report should be secured and forwarded with the schedule. Copies should also be returned of the latest report of the directors or officers of the company, or other printed matter that would add to the information contained in the schedule. Correction of reports. — ^An agent should not return to a city already canvassed to secm-e information for a report rettirned to him for cor- rection unless especially advised to do so. It is believed that the agent will be able in most cases to supply the information from his knowledge of the conditions. If he can not do so, he should return the schedule to the Census Bureau with such explanation for his error or neglect as he may be able to make. To obviate the neces- sity of returning schedules for additional information, the agent must be careful to secure complete reports for all plants not already dis- posed of on his list before leaving a city. METHOD OP SECURING SCHEDULES. Reports secured by mail. — Schedules were mailed to all companies, and if a report has been thus received, the name on the agent's list will be marked "Schedtile received." If the mail report is Unsatis- factory, that fact will be indicated on the list and the original schedule fmnished the agent to complete. These schedules must be completed or corrected, signed, and returned by the agent. If it is found advisable to prepare a new report in place of the origi- nal, such report must be marked "Corrected report" on the title- page, and the original marked "Void" and retinned with the new report. Otherwise the agent wUl still be charged with the original schedule. Promptness of agents. — In many cases the schedule mailed to the company to be made out and sent back to the office will not have been returned to the bureau and may not be ready when the agent arrives. In that event he should proceed to get the information immediately. If the agent has not been advised that the office is in receipt of any report, whether or not on his list, he must secure the same, although the company may claim that the schedule has been furnished. TITLE OF SCHEDULES. The electrical industries covered by the census of 1912 will be 'reported on the following schedules: Electric railways. Nonoperating and lessor electric railways. Electric light and power stations. Telephones (large commercial systems). Telephone (short schedule for independent farmer or rural lines and small commercial systems). Municipal electric fire-alarm and police-patrol signaling systems. Telegraphs. The reports for commercial telegraph companies will be col- lected wholly by correspondence. Reports for the industries covered by the other six schedules will be secured by the field force, and also by correspondence. (429) 430 APPENDIX B. PREPARATION OF THE SCHEDULES. Answers to inquiries to be talcenfrom hoohs of accounts and records. — The information secured must be accurate. In drafting the sched- ule every effort has been made to frame the inquiries in such a form that the answers to them can generally be taken directly from the books of accounts and records. The agent may find a disposition on the part of persons furnishing the information to give general statements or estimates, claiming that they approximate very closely the exact figures. In no case should these general state- ments or estimates be accepted where it is possible to secure the answers directly from the books of accounts and records. If the accounts cover two or more of the items enumerated for any of the inquiries, the total should be equitably apportioned for the reply to each subinquiry. In all cases where the answers are esti- mated the amounts must be preceded by the word "Estimate." All answers must be made clearly and neatly in ink. Each question is to be answered. If any question is found not applicable and no amounts are reported, write the word "None." Some of the inquiries require no explanation, but the following instructions, in addition to those on the schedules, should be fol- lowed by the agents in preparing all reports: The title-page. — Page 1 must contain the name and location of the company, the addressof the general office, and the signature, address, and official designation of the person furnishing the information. Place the office number of the report in the upper right-hand corner. 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 period covered, where possible, should be that of the year ending December 31, 1912. Where, however, the business year of the establishment does not correspond to the calendar year, the data may be secured for such completed business year as corre- sponds most nearly to the calendar year 1912. The reports for plants that were in operation only a portion of the census year will be tabulated separately; therefore it is essential to give on the title- page the exact period covered by each report. ELECTRIC RAILWAYS. The schedule is prepared primarily for railways operated by electricity, as the greater number of street railways, including the most important, have adopted this form of motive power. All classes of street railways, whether operated in whole or in part by electricity, cable, animal, steam, or other motive power, and also interurban railways, must be reported on this form. Reports to state officials. — In a number of states the electric rail- ways make reports to state railroad commissioners or other state officials. In a few states arrangements will be made to copy the data contained in such reports. For such states special instructions ■will be given the special agents. Combined reports for two or more systems. — In a number of in- stances 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 system, but if the system of accounting will permit of the preparation of separate schedules a separate report should be secured for each of the constituent com- panies. In preparing separate reports for subsidiary companies the name and address of the controlliiig company must be given in answer to Inquiry 3. (See also instructions for "Separate reports for nonoperating and lessor electric railway companies," p. 432.) ComMned reports for railways and light and power plants. — A number of street railway companies generate electricity for sale to other roads, or for light, power, or other purposes. In such cases either a combined report or separate reports should be prepared, as provided for by the instructions at the top of page 2 and preceding Inquiry 17 of the schedule. Although separate reports are preferred, these should not be secured unless they can be made complete, with no cross references. If this can not be done, a combined report should be prepared on the railway schedule. The first four inquiries must be answered, and special attention is called to Inquiry 4. The answer to this inquiry must show how the two industries, when carried on by the same company, have been reported. Inquiry 5. — Track. The track reported in answer to the two sections of this inquiry must be given in miles and decimals of a mile carried to two places. The total miles reported for answer to the first section must cover the total track. "Single track" means one set of rails in any thor- oughfare. "Second track" means another pair of rails nmning 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 near by. Be careful not to report as "operated under trackage rights or contract" any portion of the track operated under a lease and in- cluded in the column ' ' Leased. ' ' The ownership (name and address of company) of leased track should be noted on the margin of the schedule. The second section of the inquiry is divided into three parts. Each of the first two parts should account for the total miles of single track operated as reported in answer to the first section. The miles of track reported in answer to the inquiries "City and suburban Hues'' and "Interurban hues" will depend upon the understanding of each company concerning the character of the road and territory served. These two items must account for the total miles of single track operated. The answer to the last four inquiries cover only a portion of the track, as indicated by the following questions and instructions: Track on private right of way owned or leased by reporting company. — Give the length in single-track miles of all tracks laid on ground owned by railway companies. Track on private right of way not owned or leased by reporting com- pany, including that operated under trackage rights of contracts. — Give length in single-track miles of all tracks laid on ground owned by individuals, firms, or corporations, other than railway companies. This must not include tracks laid on streets or public thoroughfares. Inquiry 6. — ^Track, by states. The statistics for miles of track must be shown by states; there- fore when a company operates in more than one state the entire length of the road, including leased Unes, must be segregated so as to show the number of single-track miles in each state. If track is operated under trackage rights or contract, the length so operated must be reported separately by states. Inquiry 7. — Cars. The answers must account for all cars operated, ready for oper- ation, or being repaired. Some cars may serve for more purposes than one, but they must not be counted twice. The total must be the actual number. Passenger cars used also for express, bag- gage, freight, or mail business must be reported as "Combination cars (passenger, with baggage, express, freight, or mail)." The cars reported as "Express, freight, mail, and baggage" cars must be devoted solely and specifically to one or more of these several uses. Snowplows and sweepers are often a composite vehicle, and in such cases must be counted only once, and with sprinklers should be reported under "Miscellaneous." Inquiries 8 and 9. — Power-plant equipment and electrical generators. The capacity of the engines and water wheels and of the dynamos is closely related. The engines and water wheels, as a rule, have an excess capacity over that of the dynamos. The answer to Inquiry 8 must show the total number and indi- cated horsepower of each of the four classes of machines distrib- uted by the foiir classes specified. The horsepower given must in every instance be the total for all the machines reported for each INSTRUCTIONS TO SPECIAL AGENTS. 431 class shown. If the company operates more than one contributing power plant, include the total for all. The answer to Inquiry 9 must show the total number and kilowatt capacity of each of the three classes of dynamos. The kilowatt capacity given must in every instance be the total for all machines reported for each class shown. Inquiry 10. — Output of station and current purchased. This is an inquiry ia regard to which some roads may have no data, although with many of them it is a matter of careful scien- tific accounting. In every case the volts multiplied by the am- peres wUl give the number of watts. A kilowatt is 1,000 watts. There are 746 watts in the old familiar horsepower, so that a kilo- watt is, roughly, IJ horsepower. Watt hoiu's are the product of watts multiplied 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 fur- nished, on an average, 20 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 totals. Inquiry 11. — Substation equipment. Substation equipment is particularly a feature of long-distance rural electric-railway work. Such equipment is, however, fre- quently included in the main power plant. The total number and total kilowatt capacity for all machines in the main power plant and in all separate substations operated by the company must be reported for each of the five classes of machines specified, and also the total number and capacity for all other miscellaneous machines of this general class. 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 dynamos assisting to the same end. The feature of substation equipment is that, as a rule, it does not generate current, but receives it, manipulates it, stores it, and lowers the pressure or changes the form for local consumption. Inquiht 12. — ^Trapfic and mileage. Transfer passengers carried. — ^Many street railway voluntarily, or when required by law, give free transfers 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, or sometimes the passenger steps from one car to the other, without such a ticket, 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. Transfers for which an extra charge is made should be counted as revenue passengers. Free passengers carried. — ^All free passengers carried should be re- ported here. This includes employees of the company and local government and other persons riding on passes. If there is no rec- ord, give a careful estimate, as indicated by the inquiry. Car mileage.— It is an ordinary practice for street railways to keep an account of this mileage. Where it is not known, the car mileage can be estimated fairly well by ascertaining the number of round trips daily on each line or branch of the system and multiplying this by the length of the respective trips. The daily average should be multiplied by the number of days the road was in operation dur- ing the year to obtain the total for the period covered by the report. The number of miles that cars run per day depends upon the loca- tion of the road, roads in rural districts making faster time than those in cities. The use of "trailers" is a source of confusion in computing the car mileage. As a rule the individual car should be considered as the unit in computing the car mileage; but when it is the practice of the company to consider the motor car and the trailer as one car in making the computation, the company's figures should be ac- cepted. Train mileage based on three or more cars should not be accepted for car mileage. The ratio of the number of fare passengers to the number of car miles run has a very important bearing upon the prosperity of the street railway business. For the country as a whole the average number of fare passengers per car mile in 1907 was 4.70. The cars were run, therefore, on an average, a little more than one-fifth of a mile for each fare collected. An extreme variation from this av- erage should be questioned, and if correct, fully explained on the last page of the schedule. In many cases the car mileage of express, freight, mail, and work- car service will be a matter of estimate and should include mileage of steam or electric locomotives. The other inquiry, "car hours," is a comparatively new method of accounting for car operation and is employed by a large number of roads. The car hour represents the time the cars are out of the bams in service, and includes all time they are held by blockades or other causes. It is based upon the principle that but little of the oper- ating expense can be stopped or even checked when a day has started, and that if most of the cars are blocked the expense in large degree will be continued even though the earnings may wholly cease. The revenue passengers per mile of track, car mile, and car hour must be computed and submitted to the person furnishing the data to see that they harmonize with the same computations that have been made for the use of the company in its financial reports. Fare charged per passenger within city limits. — ^The object of this inquiry is to obtain a statement of the fare charged for a continuous ride within the city limits of each city in which the company op- erates, and the variations in this fare. In some instances lower fares are charged for school children or during the rush hours of morning and evening, and tickets are sold at a slight reduction from the single-fare rate. All of these facts must be clearly stated, to- gether with the actual amounts paid for the continuous ride in each case. Inquiries 13, 14, and 15 conform with the system of accounting adopted by the Interstate Commerce Commission, and the mar- ginal numbers correspond with the numbers given in the official classification. Inquiry 13. — Revenue and income account. Give the actual amounts carried on the revenue and income ac- count statement of the company. This may in some cases include bookkeeping items of income and expenses for the year, and there- fore need not in every instance agree with an actual cash statement for the year. Passenger revenue. — Include cash fares, sale of tickets and com- mutation books, and all sources of income from passengers. Parlor, chair, and special car revenue. — It is a practice of many street railways to hire out cars for special travel purposes. These are usually known as "special" cars, a definition which includes theater cars, funeral cars, or other cars furnished for private use under special arrangement. For all work of this class it is the cus- tom to make a special and separate rate, and the roads doing this business should have no difficulty in giving the income from it. Parlor-car and chair-car revenue should include the revenue from extra accommodations in cars of special types. Freight, mail, express, baggage, and milk revenue. — Some electric interurban roads carry large quantities of freight and express mat- ter. If it is impossible to ascertain the exact amount of each class of income, obtain the total for all items combined and prepare a careful estimate for each of the several items. Sale of electric current. — Be careful to include the income from the sale of current to other public service corporations. If a com- bined report is prepared for railway and light and power plant, the total income reported in Inquiry 18 should also be reported in answer to this question. Interest on bonds and dividends on stock of other electric railways. — It is necessary to show the total net amount of interest on funded debt and of dividends paid by street railway companies to the out- side public as distinguished from the gross interest and dividends, 432 APPENDIX B. part of wtich goes to other street or electric railways. For this pur- pose the income from interest on bonds of other street or electric railway companies and the amount received as dividends on their stocks must be reported in answer to this question. Income from, other permanent investments. — Railway companies may own securities of public service corporations other than electric railways, also industrial or municipal securities. It is desired to secure a separate statement of the income, if any, from such sources. Other whcellaneous income. — This item should include all amounts received from sources other than those enumerated, such as income from interest on deposits, outside operations of the company, etc. The principal items must be enumerated separately. The total income reported must be the gross income of the company for the year. Taxes. — The sum of all taxes for the year should be reported. Include special taxes, such as car licenses, special taxes for police service at street crossings, etc., but in such cases a note must be made on the schedule describing the tax or license. Give separate amounts, by estimate, if necessary, for each of the five subdivisions of the inquiry. Interest on funded and floating debt and mortgages. — ^When funded debt is shown as a liability in answer to Inquiry 15, interest should be reported as accrued on funded debt or proper explanation made on the last page of the schedule. In like manner if real estate mortgages and floating debt are shown as a liability under Inquiry 15, interest should be reported or explanation made. iNQriEY 14. — Opbeatinq expenses. Substantially the same form of accounting for operating expenses is now used by all electric railways. This form was devised by the American Electric Railway Accountants' Association, and with some slight modification was adopted by the United States Inter- state Commerce Commission. It is used by the railway commis- sions in the majority of the states. This form of accounting is in such general use that it is not necessary to give detailed instruc- tions concerning the various items to be included under each of the five general groups of expenses for which separate totals are required. The primary accounts, as prescribed in the classification of operat- ing expenses of electric railways adopted by the Interstate Com- merce Commission, are arranged for three classes of companies, as follows: Class A. — ^AU companies with annual operating revenues of more than $1,000,000. Class B. — All companies with aimual operating revenues of more than $250,000, but not in excess of |1,000,000. Class C. — ^AU companies with annual operating revenues of not more than $250,000. The form of accounting for class companies is the simplest form used by the Interstate Commerce Commission, and this form has been adopted for the census. The marginal numbers are account numbers of the Interstate Com- merce Com m ission used in their most detailed form of accounts, which is required of the class A companies. For example, under "Ways and structures " numbers 2 to 19 represent all of the separate accounts in the form for class A companies that can properly be considered as expense of "Maintenance of way." Accounts 20 to 24 include all that can be considered as expenses of "Maintenance of electric lines." These combinations have been made so it will be more convenient to prepare the reports for com- panies that do not keep accounts with all of the detail provided by the extended form. The inquiry contains five subtotals. In com- piling the statistics the greatest use will be made of these subtotals. Therefore it is essential that each of these totals contain amounts for all items properly chargeable to it, and also that none of the amounts are duplicated. Inquiry 15. — Balance sheet. This condensed statement must balance and show the financial condition of the company on December 31, 1912, 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. The combined balance sheets of all roads in the country must result in showing the total capital stock and funded debt of both operating and leased roads. Therefore the proportion of these se- curities which are owned by street or electric railways should be shown separately, so that a net figin-e for each kind of capital can be presented. For this purpose it is necessary that the amount of stocks of other street or electric railway companies and the amount of bonds of other street or electric railway companies owned by the company reporting must be reported in answer to the second ques- tion under "Assets." If there is a profit and loss deficit, or if a large amount is reported for "other permanent investments," the reason for the loss and the nature of the investments should be given ,on the last page of the schedule. Items such as "purchase of completed road" or "pay- ment for franchise" may be included as "cost of construction, equipment, and real estate," and not as "sundries" or "other per- manent investments." "Sundries" is intended to include only the minor elements of accounts. Inqtjiey 16. — Employees, salapjes, and wages. The salaries and wages reported here will also be included in the amounts reported for the different items, under Inquiry 14, "Op- erating expenses," but this stateinent 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 management and in the operation of the road. Give the number of officers who receive salaries (not the number of stockholders) and the total amount of their salaries. Report separately the number and wages of con- ductors, motormen, and all other employees. If possible, the num- ber employed on September 16, 1912, should be reported, as it is desirable to have the figmes represent the same day for all com- panies. There should be no difficulty in securing this inforination, as all companies have a record of some character concerning their employees. If the road was in operation only a portion of the year, and for this or other reason the number can not be obtained for September 16, obtain the number for the nearest representative day. The salaries and wages must be the total amounts paid during the year or period covered by the report. Inquieies 17, 18, AND 19. — Questions poe eailways which OPEBATB SEPAEATE ELECTEIC LIGHT AND POWER PLANTS. These inquiries, when considered in connection with their ac- companying instructions and those at the top of page 2 of the sched- ule and page 13 of these instructions, should be readily understood and properly answered. SEPARATE REPORTS FOR NONOPERATING AND LESSOR ELECTRIC RAIL- WAY COMPANIES MUST BE MADE ON SPECIAL SCHEDULE THBEE- POE. Separate reports must be obtained for ail street railways which are leased to operating companies, covering the data for length of track, the income account, and balance sheet. The purpose is to present, in the financial accounts, a correct bookkeeping total of income expenses, etc., including the duplications which arise from the practice of leasing railway properties. The amount of such duplications will then appear under the respective inquiries in the schedules, and net amounts can be calculated. Aside from the desirability of having such complete bookkeeping accounts it is essential to secure the statistics of leased roads sepa- rately in order to avoid error. While agents may be able to prepare correct reports for the oper- ating companies so far as the physical equipment and traffic features are concerned, it is very difficult to make a proper consolidation of the financial items. It requires an expert accountant to combine correctly figures of leased and operating roads, avoiding duplication. While the figures for both operating and leased roads should be published separately, it wiil not do to calculate either the cost per mile of track or the capital liabilities per mile of track of either the operating or the leased roads separately, since in many cases the operating company spends large sums in improving leased lines which are not counted in the cost of such leased lines. INSTRUCTIONS TO SPECIAL AGENTS. 433 When the attempt is made to combine reports of operating and leased roads there should be an item of receipt in the revenue and income account, usually in the form of payments of guaranteed dividends and interest on stock and bonds received by the leased companies, equal in amount to the item for rentals paid under the heading of "Expenses" by the operating companies. The net in- come would then include the amount of rentals as well as the divi- dends and surplus of the operating company. Indeed, if the operat- ing company and leased lines were to be treated strictly as one, both payments for rentals and receipts from rentals would be omitted. When separate reports of operating and leased companies are made and tabulated, rentals received in the totals will balance rentals paid, and total net income will include the dividends and surplus of both operating and leased companies, or the real profits of the business. In the same way- the item of interest on funded debt in the case of operating companies should include only interest on their own bonds. In many cases such companies assume directly the bonds of leased lines. The schedule should show the interest of the oper- ating companies on their own debt and that on the debt of leased lines, but only the former must be charged as interest and the latter as "rent of leased lines and terminals." The rental received by leased companies will then be made to show the sum intended for interest on other bonds, and their expenditures will show a payment for such interest. Operating companies often own part of the securities of leased companies. A correctly combined balance sheet of both operating and leased companies will show the total capital stock and funded debt of both, and over against this, under the head "Stocks and bonds of other electric railway companies," the amount of stocks and bonds held by the operating company. Because of the complications above indicated it is evidently essential to correctness of data, and for the purpose of securing a net balance sheet, to insist on having separate supplgmentaxy reports for nonoperating and lessor companies. There are comparatively few leased street railways, and the sup- plementary figures desired can be obtained with little difficulty. Reports for leased roads should accompany the report of the ope- rating company. Reports should also be prepared on this form for "Holding com- panies." These companies hold the capital stock of street railway companies. Inquiries 2 and 3 should be answered. ELECTRIC LIGHT AND POWER STATIONS. Reports must be secured for all electric plants doing a public service business — that is, for all plants, whether owned or operated by individuals, firms, corporations, or municipalities, established for the purpose of generating electric current for sale that were in existence during any portion of the year ending December 31, 1912. No repcrt is required for isolated electric light or power plants operated primarily for the benefit of the owner ia lighting and furnishing power for his factory, hotel, or other enterprise, even though some current may be sold. The instructions on the title- page of the schedule provide that "isolated plants which inciden- tally sell current must be reported." This was intended for the guidance of persons who would receive the blank schedule through the mail and to avoid the possibility of omitting any central sta- tions. Such plants can not be considered as central stations, and agents must not secure reports for them. Electric plants owned by the United States and state govern- ments and operated primarily for supplying light or power to public buildings military posts, naval stations, Indian reservations, etc., should be considered isolated plants operating for their own benefit and no report secured. Combined reports. —li the electric plant is operated in connec- tion with an electric railway, separate reports should, if possible, be prepared, as required by the instructions on page 2 of the schedule. 58795°— 15 28 If the electric plant is operated in coimection with any business other than a street railway, and the system of accounts will not permit of the preparation of a separate return, careful estimates must be prepared for answer to all the questions contained in the schedule. These estimates must pertain only to the electric light and power station, and be prepared by, or submitted to and approved by, the person furnishing the information and that fact indicated under " Remarks' ' on the last page of the schedule. Where two or more plants are owned by one individual, firm, or corporation, and located in the same city or town, one combined report may be secured . In such cases the number of separate plants included in the report, and their names and locations, should be stated in answer to Inquiry 2. Light and power plants operated by the same corporation, firm, or individual, and located in different states, counties, cities, or towns, should be reported separately. Inquiry 5. — ^Number op lamps. The answers to this inquiry must show the total number of the different varieties of lamps connected or wired ready for service on December 31, 1912, or the last day of the period covered by the report, and not the number actually performing service at any one time. The total must include all lamps in position to earn an income, irrespective of their ownership. Therefore it may include fnany lamps that are not owned by the company. If there is no record of the actual number of lamps, seciu'e a careful estimate. The distinction between " Street lighting," the lighting of " Public buildings," and "Commercial or private lighting" must be care- fully preserved. Arc electric lamps are usually employed in street lighting, and are those having either one or two pairs of carbons inclosed in a single large globe. An inclosed arc lamp has two globes, a large or outer one inclosing a small one in which a 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. No distinction, however, is desired as to the particular kind of arc lamps used. Inquiry 6. — ^MiscELLANEoue statistics. Stationary motors. — ^This term is applied by central station men to electric motors that are permanently located in one place, as distinguished from electric railway motors on cars. Such stationary motors will cover an infinite variety of work, and in many cases the companies will have difficulty in reporting the number of motors on their circuits, especially where current is furnished through meters. Where exact figures can not be given from records it is desirable that a close estimate be secured. The field covered by these stationary motors will include every class of industrial work and many other methods of application, such as in running large ventilating 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. Recording meters on consumption circuits. — This inquiry applies solely to the number of electric meters installed on the consumers' premises, just as gas meters are placed for recording gas consump- tion, and does not apply to meters installed at the central station. Inquiries 7, 8, 9, and 10. — Power-plant equipment, electrical generators, output op station, and substation equipmbnt. See instructions for Inquiries 8, 9, 10, and 11 concerning street railways on pages 9 and 10. Inquiry 9. — Output op station. In addition to the instructions for Inquiry 10 of the schedule for electric railways, attention is called to the following: The kilowatt hours may be tested by the earnings, as reported in Inquiry 11, 434 APPENDIX B. and estimated value of free service, as reported in Inquiry 12. The average varies considerably for individual plants, but if the average is less than 1 cent or more than 15 cents per kilowatt hour the figures should be questioned, and if found correct, explanation made under "Eemarks" on the last page of the schedule. A standard arc lamp consumes from 450 to 550 watts per hour; ordinary carbon filament incandescent lamps of 16 candlepower have an average consumption per hoxir of about 3.1 watts per candlepower. Many incandescent lamps now in use, like the tantalum and tungsten, take much less. In all calculations of average earnings per kilowatt hour and consumption of current per lamp, etc., the loss of current in trans- mission must be considered. Inquiry 11. — Revenue and income account. The instructions on the scliedule and those for the coresponding inquiry (No. 13) of the electric railway schedule are sufficient to enable a proper understanding of this inquiry. The following points, however, should be emphasized: The revenue and expenses must cover the financial transactions of the entire system covered by the report for the year to which it relates. The amounts must be only those incident to the operation and maintenance of the plant or plants covered by the report. Do not include expenditures for additions or extensions. Do not include estimated income for free service, but report this as called for imder Inquiry 12 only. As only the profit on merchandise sales is to be reported as an income, the expense for supplies should not include those pur- chased for sale. The expenses for taxes and interest must include all amounts properly chargeable to these accounts. Central electric stations are frequently operated in connection -with the manufacture of gas or ice, the operation of waterworks or commercial enterprises. In such cases the income, expenses, and balance sheet should relate only to the operation of the electric plant and careful estimates should be given if accurate figures can not be obtained from book accounts. However, if the other industry is merely incidental to the operation of the electric plant the report may cover both. In such cases the income from the outside indus- try should be included in the total reported for "All other income, including rents and profits on merchandise sales." Inquiry 12. — Free service. Practically all of the central stations owned and operated by municipalities receive no income from current furnished for the use of the cities. A number of the commercial stations also furnish current to municipalities or other governments free of charge. The estimated value of the current thus furnished free to municipalities or other governments, based upon the prevailing commercial rates, should be reported only in answer to this inquiry. Inquiries 13 and 14. — Employees, salaries and wages, and balance sheet. See instructions for Inquiries 15 and 16 concerning electric rail- ways on pages 15 and 16. municipal PLANTS. The schedule for electric light and power stations is prepared pri- marily for plants owned by individuals, firms, or corporations. In applying this schedule to plants owned and operated by munici- palities certain changes will be necessary. These changes should be made by the agent, and additional information, when required, must be given under " Remarks " on the last page of the schedule. It will often occur that the administration of a municipal plant is assigned to a public officer or oflicers 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. If in these cases a general account is kept for two or more depart- ments, such as water, streets, etc., the expenses for the electric plant should be apportioned equitably. The following plan is suggested to aid in arriving at an equitable apportionment of the salaries, wages, miscellaneous expenses, etc.: For officers, clerks, and all employees, charge to each service the same proportion of the total amount paid in salaries or wages as the time devoted to that service constitutes of the whole time worked; for rent and all sundry office expenses, charge in proportion to the income of each service; for insurance, taxes, law expenses, interest, and all con- tingent expenses, in proportion to the amount of investment; for fuel, water, and all other power expenses, in proportion to the horsepower utilized by each service. Inquiry 11 — Revenue and income account. — ^As shown by the in- structions on the schedule, the income for municipal plants must include only the actual amounts carried on income-account state- ment. An estimate of the value of the service to the city, based on pre- vailing commercial rates, must be given in answer to Inquiry 12. Inquiry 14 — Balance sheet. — The portion of the inquiry relative to capital stock and dividends is not applicable to municipal plants. As a rule, there is a special bond issue to cover the installation of the electric plant. The amount of such bonds authorized by the special act and the amount outstanding at the end of the year, together with the interest paid or due for the year, should be reported. If, how- ever, there was no special issue of bonds, the cost of the electric plant being met by proceeds of a general bond issue or special tax fund, a full explanation of the arrangement and a description of the general bond issue or special tax should be given under "Remarks." NDEX. CENTRAL ELECTRIC LIGHT AND POWER STATIONS. Agriculture, use of electricity in, 154. Alabama. See States. Arc lamps, number of, for central stations, 17, 57, 59, 107; for commercial stations, 17, 108; for municipal stations, 17, 109; re- lation to population, 19; for electric rail- ways, 56; average per station, 58; for street KgbtiQg, 59, 107-109; for pubUc buildings, 107-109; development of, 137. Arizona. See States. Arkansas. See States. Assets, amount of, 70; for commercial sta- tions, 72; for municipal stations, 74. Bakeries, use of electric ovens iu, 160. Baltimore, Md., average rate for central station service, 170. Boilers, types of, 115. Boosters, number and kilowatt capacity of, for central stations and electric railways (combined), 61; for central stations, 104; for commercial stations, 105; for municipal stations, 106. Boston, Mass., average rate for central sta- tion service, 170. Buffalo, N. Y., average rate for central sta- tion service, 170. CaUforma. See States. Capital stock, amount of, for commercial stations, 63, 64, 73. Capitalization, amount of, for electrical in- dustries, 11; for central stations, 63; for commercial stations, 63, 64; for municipal stations, 63. Cash investments, amount of, for commer- cial stations, 63, 73; for municipal sta- ticHis, 75. Central stations, summary of statistics, 11, 17, 20, 82; number of, 15, 48; output of, 19, 84; comparison witb gas plants, 18; relation of leading items to population, 19; primary power machines, 28, 98; number reporting water power of 1,000 horsepower and over, 36; dynamo capacity, 43, 46, 48, 69; output of generating stations, 49, 50, 104; purchased current, 52; Hne equip- ment, 56-58, 107; stationary motors, 60; subsidiary equipment, 61, 104; capitahza- tion, 63; cost of construction and equip- ment, 65; income, 67, 69, 88; expenses, 69, 92; employees, salaries, and wages, 76, 77, 79; consolidation of, 111; relation to electric railways, 113; use of storage batteries, 137; average rates for service, 170. See also Commercial stations and Mu- nicipal stations. Central stations and electric railways (com- bined), primary power, dynamo capacity, and output of, 53, 54. Chicago, 111., average rate for central station service, 170. Cincinnati, Ohio, average rate for central station service, 170. Clerks, stenographers, and other salaried employees, number and salaries of, for central stations, 76, 79. Cleveland, Ohio, average rate for central station service, 170. Coal, facilities for obtaining, 115; storage of, 118. [For Index to Street and Electric Railways, see p. 437.] Colorado. See States. Combustion tests, types of boilers used in, 116. Commercial light, power, and heat, income from, for central stations, 88; for commer- cial stations, 89 ; for municipal stations, 90. Comrnercial stations, use of term, 15; com- parison with municipal stations, 17; num- ber of, 19, 21, 66; summary, 21; ownership of, 21 ;_ per cent of total stations, 22; purely electric and composite, 26; primary power machines, 30, 100; kinds of primary power 31; average horsepower, 31; steam engines and steam turbines, 32; water wheels and turbines, 35; gas and oil engines, 42; dy- namos, 44, 45; number reporting no gen- erating equipment, 49; output of generat- ing stations, 49, 105; line equipment, 57, 58, 108; street lighting, 59; subsidiary equipment, 61, 105; capitalization, 63; capital stock, funded debt, and divi- dends, 64; cost of construction and equip- ment, 66; income from service, 67, 88, 89; expenses, 70, 94; balance sheet, 72; em- ployees, salaries, and wages, 76; esti- mated value of free service, 88. Common stock of commercial stations, 63, 64, 73. Composite stations, use of term, 15, 25; commercial and municipal, 26. Connecticut. See States. Construction and equipment, cost of, for gas plants, 18; for central stations, 18, 65, 66; for municipal stations, 63, 66; for commercial stations, 66. Cooking, electric, cost of, 159; rates in force, 167. Cotton ginning, capacity of machines, 147. Counties Gas & Electric Co. (Norristown and Conshohocken, Pa.), rate schedule of, 171. Curing meats, use of electricity in, 160. Customers, number furnished electric cur- rent for central stations, 57, 82, 107; for commercial stations, 108; for municipal stations, 109. Damages. See Injuries, etc. Delaware. See States. Denver, Colo., average rate for central sta- tion service, 171. Depreciation, charges for, for central star tions, 93; for commercial stations, 95; for municipal stations, 96. District of Columbia. See States. Dividends, amount of, on common and pre- ferred stock, for commercial companies, 64; amount due, 73. Dynamos, kilowatt capacity of, for central stations, 17, 19, 46, 66, 83; relation to population, 19; number and capacity of, for central stations, 43, 45, 104; for com- mercial stations, 105; for municipal sta- tions, 106. Egg incubators, capacity of, 156. Electric and waterworks department (Mar- shall, Mich.), rate schedule of, 176. Electric cinrent and electric power pur- chased, cost of, for central stations, 92, 147; for commercial stations, 94; for municipal stations, 96. Electric railways, central station work of, 18; primary power machines, 28; dynamo equipment, 43; output of generating sta- tions, 49; purchased current, 52; line equipment, 56; subsidiary equipment, 61; relation to central stations, 113. Electric service, income from, for central stations, 67, 69, 82, 88; for commercial sta- tions, 89; for municipal stations, 90. Employees, number of, for electrical indus- tries, 11; for central stations, 17, 18, 76, 77, 79, 82; for commercial stations, 17, 76; for municipal stations, 17, 76; for gaS plants, 18; salaries and wages, amount of, for elec- trical industries, 11; for central stations, 76,77,79. Engines and water wheels, horsepower of, 19. Equipment. See Construction, etc. Evansville Public Service Co. (Evansville, Ind.), rate schedule of, 173. Expenses, amount of, for electrical indus- tries, 11; for central stations, 17, 69, 70, 82, 92; for commercial stations, 17, 94; for municipal stations, 17, 96. Fire department, use of electric vehicles bv, 158 Flatbiish Gas Co. (Brooklyn, N. Y.), rate schedule of, 175. Floating debt, amount of, for commercial stations, 63, 73; for municipal stations, 75. Florida. See States. Flour milling, capacity of electric motors, 149. Fuel, cost of, for central stations, 69, 92; for commercial stations, 94; for municipal stations, 96; use of gas and oil as, 119. Funded debt, amount of, for commercial stations, 63, 6,4, 73; for municipal stations, 75. Gas and oil engines, munber and horsepower of, for central stations, 17, 28, 30, 42, 83, 99; for electric railways, 28; for central stations and electric railways (combined), 54; for commercial stations, 101; for mu- nicipal stations, 103; increase in use of, 120. Gas plants, comparison with central sta- tions, 121; use of lignite coal in, 121. Generating stations, output of, for electric railways, 49; for central stations, 49, 50, 104; for commercial stations, 105; for municipal stations, 106. Generators, auxiliary, number "and capacity of, for central stations, 104; for commercial stations, 105; for municipal stations, 106. Geographic divisions, relation of leading items to population by, 19; municipal stations, 22, 23; hydroelectric stations, 38; dynamo capacity, 46, 48, 54; stations having no generating equipment, 49; output of stations, 50, 54, 78, 104, 105; purchased current, 52; primary power, 54, 98, 100, 102; lamps for street lighting, 59; cost of construction and equipment, 65; balance sheet, 72, 74; comparative summary, 82; employees, salaries, and wages, 77, 79; income, 88-90; expenses, 92, 94, 96; line equipment and number of customers, 107-109. 435 436 INDEX. Georgia. See States. Green Bay Gas & Electric Co. (Green Bay, Wis.), rate schedule of, 171. Hartford Electric Light Co. (Hartford, Conn.), rate schedule of, 175. Heating, electric, advance in perfection of apparatus used in, 159; rates in force, 167. "Holding" companies, creation of, 112. Hydroelectric stations, use of term, 35; number reporting water power of 1,000 horsepower or more, 38. Ice manufacture, number of plants operated from central stations, 151. Idaho. See States. Illinois. See States. Incandescent lamps, number of, for central stations, 17, 57, 59, 107; for commercial stations, 17, 108; for municipal stations, 17, 109; relation to population, 19; for electric railways, 56; average per station, 58; for street lighting, 59, 141; display illumination, 145. Income, amount of, for electrical industries, 11; for central stations, 17, 18, 67, 69, 82, 88; for commercial stations, 17, 67, 89; for mu- nicipal stations, 17, 67, 90; for gas plants, 18. Indiana. See States. Injiu?ies and damages, expenses of, for cen- tral stations, 69, 93; for commercial sta- tions, 95; for municipal stations, 96. Insurance, amount of, for central stations, 69, 93j for commercial stations, 95; for municipal stations, 96. Interest, on funded and floating debt, for central stations, 69, 93. Investments, interest and dividends from, for central stations, 88; for commercial stations, 89; for municipal stations, 90. Iowa. See States. Irrigation, installation of motor-operated pumps for use in, 155. Isolated stations, number and magnitude of, if. Kansas. See States. Kansas City, Mo., average rate for central station service, 171. Kentucky. See States. Lamps wired for service, arc, incandescent, and other varieties, number of, for central stations, 17, 56, 83; for commercial stations, 17, 108; for municipal stations, 17, 109. Liabilities, amoimt ofj 71; for commercial stations, 73; for municipal stations, 75. Light and Power Commission (Marquette, Mich.), rate schedule of, 176. Lignite, utilization of in central stations, 116. Line equipment, for central stations and electric railways (combined), 56; for cen- tral stations, 57, 58, 107; for commercial stations, 57, 108; for municipal stations, 57, 109. Louisiana. See States. Madison Gas and Electric Co. (Madison, Wis.), rate schedule of, 172. Maine. See States. Managers. See Superintendents, etc. Maryland. See States. Massachusetts. See States. "Mazda" lamp, adoption of, for street hght- ing, 144. Meters on consumption circuits, number of, for central stations, 56, 57, 82, 107; for commercial stations, 57, 108; for munici- pal stations, 57, 109; average per station, 58. Michigan. See States. Minnesota. See States. Mississippi. See States. Mississippi Eiver Power Co., electrical de- velopment of plants, 123. Missouri. See States. Montana. See States. Motor generator sets. See Rotary convert- ers, etc. Municipal building lighting, income from, for central stations, 88; for commercial stations, 89; for municipal stations, 90. Municipal stations, use of term, 15; com- parison with commercial stations, 17; number of, 19, 66; per cent of total sta- tions, 22; by population groups of cities, 23j purely electric and composite, _ 26; primary power machines, 30, 102; kinds of primary power, 31; average horsepower, 31; steam engines and steam turbines, 32; water wheels and turbines, 35; gas and oil engines, 42; dynamos, 44, 45; number re- porting no generating equipment, 49; output of stations, 49, 106; line equipment, 57, 58, 109; street lighting, 59j subsidiary equipment, 61, 106; capitalization, 63; cost of construction and equipment, 63, 66; income from service, 67, 88-90; ex- penses, 70, 96; balance sheet, 71, 74; em- ployees, salaries, and wages, 76; estimated value of free servicOj 88, 90. Municipal street lighting, income from, for central stations, 88; for commercial sta- tions, 89; for municipal stations, 90. Natural gas, location of stations, 121. Nebraska. See States. Neon tube, description of lighting by, 147. Nemst, vapor, etc., lamps, number of, for central stations and electric railways, 56; for central stations, 57. Nevada. See States. New Glaurus Municipal Electric Light and Water Plant (New Glaurus, Wis.), rate schedule of, 175. New Hampshire. See States. New Jersey. See States. New Mexico. See States. New York. See States. New York, N. Y., average rate for central station service, 170. North Carolina. See States. North Dakota. See States. Officers of corporations, number and sala- ries, for central stations, -76, 79. Ohio. See States. Oilengines. See Gas, etc., engines. Oklahoma. See States. Omaha Electric Light & Power Co. (Omaha, Nebr.), rate schedule of, 171. Oregon. See States. Outdoor substations, development of, 135. Output of stations, kilowatt hours, for central stations, 17, 19, 104, 105; for commercial stations, 17, 105; for municipal stations, 17, 106; for central stations and electric railways (combined), 54. Pennsylvania. See States. Pennsylvania Water Power Co., description of plants, 122. Peoples' Incandescent Light Co. (Mead- ville, Pa.), rate schedule of, 173. Philadelphia, Pa., average rate for central station service, 170. Pittsfield Electric Co. (Pittsfield, Mass.), rate schedule of, 173. Preferred stock, amount of, for commercial stations, 63, 64, 73. Primary power machines, kinds of, 28, 30, 31; number and horsepower of, for central stations, 28, 30, 82, 98; for commercial sta- tions, 100; for municipal stations, 102. Public buildings, lamps wired for, for cen- tral stations, 107; for commercial stations, 108; for municipal stations, 109. PubKc utilities, general effect of regulation on, 163. Pumps, capacity of, 148, 155. "Purely electric" stations,_iise of term, 15, 25; commercial and municipal, 26. Quartz lamp, greater concentration of energy by use of, 146. Railways, supply and rates to, 169. Rates, system of, 153, 161; discrimination in, 165; minimum charge, 166; for electric ve- hicles, 168; for railways, 169; average for central stations, 170; details of, 171. Real estate mortgages, amount of, for com- mercial stations, 63, 73; for municipal sta- tions, 75. Rent of offices, etc., amount of, for central stations, 92; for commercial stations, 94; for municipal stations, 96. Rhode Island. See States. Rotary converters and motor generator sets, number and capacity of, for central sta- tions and electric railways (combined), 61; for central stations, 104; for commercial stations, 105; for municipal stations, 106. St. Louis, Mo., average rate for central sta- tion service, 171. Salaries and wages, amount of, for electrical industries, 11; for central stations, 76, 77, 79. Sewage disposal, use of electricity in, 150. Signs, electric, universal use of, 145. Sinkii^ fund, charges for, for central sta- tions, 93; for commercial stations, 95; for mimicipal stations, 96. South Carolina. See States. South Dakota. See States. Southern California Edison Co., rate sched- ule of 174. States, list of, by geographic divisions, 25; primary power, 29, 30, 54, 98, 100, 102; steam power, 33; water power, 34; hydro- electric stations, 38; gas and oil engines, 42; dynamocapacity, 46, 47, 54; output of stations, 50, 51, 54, 104-106; purchased cur- rent, 52; lamps for street lighting, 59; cost of construction and equipment, 65; in- come, 68, 88-90; balance sheet, 72, 74; comparative summary, 82; employees, sal- aries, and wages, 77, 79; expenses, 92, 94, 96; generating and subsidiary equipment, 104r-106; line equipment and number of customers, 107-109. Stationary motors served, number and ca- pacity of, for central stations, 17, 56, 57, 60, 83, 107; for commercial stations, 17, 108; for municipal stations, 17, 109; average per station, 58. Stations. See Central stations. Commercial stations, and Municipal stations. Steam engines, number and horsepower of, for electric railways, 28; for central sta- tions, 28, 30, 32, 33, 98; for commercial stations, 100; for municipal stations, 102. Steam engines and steam turbines (com- bined), number and horsepower of, for central stations, 17, 82; for central stations and electric railways (combined), 54. See also Steam turbines. Steam heating, growth of industry, 152; decentralized plants, 154. Steam power, tendency toward greater effi- ciency, 114; importance of central station work done by, 119. Steam turbines, number and horsepower of, for electric railways, 28; for central sta- tions, 28, 30, 32, 34, 99; for commercial stations, 101; for municipal stations, 103; size and power of, 115. See also Steam engines, etc. Stenographers. See Clerks, etc. Storage batteries. Use of, by central stations, 137. INDEX. 437 Street aad electric railways, summary of statistics, 11. Street lighting, lamps wired for, for central stations, 59, 107; for commercial stations, 108; for mxmicipal stations, 109; improve- ment in, 141. Street I>a-ving, change from steam power to electricty ia, 150. Subsidiary equipment, of central stations, 61, 104-106; of electric railways, 61. Suction dredging, use of, in reclamation work, 149. Superior Water, Light & Power Co. (Supe- rior, Wis.), rate schedule of, 172. :Superintendents and managers, nimiber and salaries of, for central stations, 76, 79. "Taxes, amount of, for central stations, 69, 93; for commercial stations, 95; for mu- nicipal stations, 96. Telegraphs, summary of statistics, 11. Telephones, summary of statistics, H. "Telpherage" systems, adoption of, 150. Teimessee. See States. Texas. See States. Textile mills, operation of, 147. Towers, construction and installation of, 134. Transformers, number and kilowatt capacity of, for central stations and electric rail- ways (combined), 61; for central stations, 104; for commercial stations, 105; for mu- nicipal stations, 106. Transmission systems, operating at and above 70 000 volts, details of, 133. Tungsten lamp, adoption of, for street lighting, 144. Turbines. See Water wheels, etc., and Steam turbines. United Illuminating Co. (Bridgeport, Conn.), rate schedule of, 174. United States Reclamation Service, devel- opment work of, 133. Utah. See States. Utah Power & Light Co. (Idaho, Utah), rate schedule of, 174. Vapor lamps, example of effectiveness of, 146. See also Nernst, etc., lamps. Vehicles, electric, development of, 157; use of, by Government, 158; rates, 168. Vermont. See States. Virginia. See States. Voltage, increase in, 133. Wage earners, number and wages of, for central stations, 76, 79. Wages. See Salaries, etc. Washington. See States. Washington, D. C, average rate for central station service, 170. Water power, development of, 34, 122, 128; utilization of, 113; examples of high-head plants, 129. Water wheels and turbines, number and horsepower of, for electric railways, 28; for central stations and electric railways (com- bined), 54; for central stations, 28, 30, 35, 83, 99; for commercial stations, 101; for municipal stations, 103. Watertown Light & Power Co. (Water- town, N. Y.), rate schedule of, 173. West Virginia. See States. Wisconsin. See States. Wisconsin Railway Commission, duties of, 162. Wood-working plants, introduction of cen- tral station energy into, 150. Wyoming. See States. STREET AND ELECTRIC RAILWAYS. Accounting, form of, 231. Air brakes. See Brakes. Alabama. See States. All-steel cars. See Cars. American Electric Railway Association, data as to fare boxes, 419. Animal power. See Power. Arizona. See States. Arkansas, per cent increase in assets and lia- bilities, 267. See also States. Articulated cars. See Cars. Assets or liabilities, amount of, for operating and lessor companies, 264-266, 268, 323; for operating and lessor companies com- bined, 318; per cent distribution, 267. Atchison (Kans.) Railway, Light & Power Co., superintendent quoted regarding one- man prepayment cars, 366. Baggage, express, and milk business, com- panies reporting, 222, 258; income from, 222, 308. Balance sheets, for operating and lessor com- panies, 264, 266; for operating and lessor companies combined, 268, 318, 822. Baltimore & Ohio Railroad, pioneer user of heavy electric locomotives, 401. Bay State Street Railway (Mass.), miles of line and track operated by, 188. Belvidere (El.) City Railway, general mana- ger quoted regarding one-man prepay- ment cars, 367. Bonds, amount of, for operating and lessor companies combined, 322. Boosters, number and kUowatt capacity of, 196, 280. Boston, traffic density of roads, 215; farefa m force, 416. Boston Elevated Railway Co. (Mass.), miles of line and track operated by, 188; articu- lated cars in use by, 364. Brakes, hand, cars equipped with, 210, 291. , air, increased use of, 397; cars equip- ped with, 398; recommendations concern- ing, 399. Brooklyn Rapid Transit Co. , center-entrance trolley car developed by, 379. Buildings and structures, operating expen- ses of, 314. , ^ • Bull Run plant (Portland, Oreg.), electric equipment of, 338. „ „ ., , . Butte. Anaconda & Pacific Railroad, fea- ture's of electrification of, 403. Cable power. See Power. Cable roads, traffic of, 215. California, electric track other than over- head trolley, 201; total trackage, 205; ex- press, freight, mail, and baggage cars, 209; average gross income, 261; increase in assets and liabilities, 267; income ac- counts, 305, 306. See also States. Cape Girardeau- Jackson (Mo.) Interurban Railway, general manager quoted regard- ing one-man prepayment cars, 366. Capital stock, amount of, 186, 191, 264, 318; common and preferred, 299, 323. Capital Traction Co., Washington, D. C, progress in steam-turbine development by, 328; opinion of company regarding fare boxes, 420. Capitalization, comparative summary, 186; amount of, for operating and lessor compa- nies, 190, 191, 223; for holding compames, 226; for operating and lessor companies combined, 229; for elevated and subway, and surface companies, 230; by states, 230, 299. Car mileage, total, 186, 190, 293; per cent increase and per cent distribution, 214. Car-hours, total number, 186, 293; companies reporting, 190, 293; traffic statistics, 217. Cars, number and kind of, 186, 209, 288, 290; equipment, 209, 210, 288, 291; expenses of operation, 247, 311, 316; revenue from, 288, 290. — — aU-steel, description of, 363. — — articulated, description of, 364. center-entrance, types evolved, 375. double-deck, cost and efficiency of, 359. ■ electric, track mileage of, 283. express, freight, mail, and baggage, number of, 209, 288, 290. express and interurban, examples of, 369. fimeral-troUey, types of, 370. gas-electric, cost of operating, 374, 375. — — gasoline, Umited use of, 374. parlor, chair, and special, revenue from, 308. — - parlor, sleeping, dining, and private, number of, 209. passenger, number of, 182, 184, 209, 212, 288, 290; revenue from, 308. prepayment, number of, 209; one-man, statements regarding, 365; fares, 418. service (work cars, snowplows, sweep- ers, etc.), number of, 209, 288, 291. Cars, storage battery, adoption of, 371. and locomotives, expense of mainte- nance of electric equipment of, 315. Cash and current assets, including supplies, amoimt of, for operating and lessor compa- nies combined, 322. Center-entrance cars. See Cars. Central electric stations, power statistics for, 183. Chicago, traffic density of roads, 215; new street-car types, 360; fares in force, 415. Chicago, Milwaukee & Puget Sound Rail- way, plans for electrification of, 349. Chicago Elevated Railways, description of aU-steel cars in use by, 363. Chicago Railways Co. (HI.), miles of line and track operated by, 188. Cities, rates of fare within limits of, 218. City and suburban lines, track mileage of, 200, 283. Clerks, stenographers, and other salaried em- ployees, number and salaries of, 269, 270, 325. Cleveland, Painesville & Eastern Railroad, interurban light and railway plant oper- ated by, 333. Cleveland (Ohio) Railway Co., addition of center-entrance cars to equipment, 375. Colorado, express, freight, mail, and baggage cars, 209. See also States. Columbus, Ohio, use of stepless double- deck cars in, 359. Companies, number of, 182, 186; increase in size of, 187; classified according to miles of line, 188; according to kind of power, 195, 198; with power plant equipment, 196; power and output of stations, 198; using power other than electric, 205; "ele- vated and subway," and "surface," 212; traffic, 216; capitalization, 223, 299; in- come and deficit, 234; with income from sale of current, 239; without and with commercial lighting, 243, 257; interest, 255; general results of operations, 257; doing freight, mail, express, etc., busi- ness, 258; operating ratios, 262; reporting surplus balances aad deficit balances, 265; balance sheet, 266; with light and power departments, 275; revenue car hours, 293. See also Lessor companies, Nonoperating or lessor companies. Operating companies, and Operating and leaser companies com- bined. 438 INDEX. Companies with power plant equipment, number of, 278. Concrete poles. See Poles. Conductors, numbef and wages of, 269, 270, 325. Gonductors, mototmen, and trainmen, op- erating expenses of, 316. Conduit system, track mUoage of, 200, 201. Connecticut, electric track other than over- head trolley, 201. See also States. Connecticut Co. (^Conn.), miles of line and track operated ay, 188; methods of pav- ing, 387. Construction and equipment, cost of, for op- erating and lessor companies, 182, 264; for operating and lessor companies com- bined, 182, 184, 264, 318, 322. Current, generated and purchased, 186, 280; revenue fcom sale of, 275, 808. Damages. See Injuries, etc. "Dan Patch" line, cost of operating gas- electric motor cars by, 374. Deb.,, amount of, for operating and lessor companies combined, 266. Deficit, companies reporting, 234. Delaware, miles of track other than over- head trolley, 201. See also States. Detroit United Railway Co., one-man pre- payment car operated by, 365. Dispatching. See Signaling, etc. District of Columbia, mUes of track other than overhead trolley, 201. See also States. Dividends, amount of, for operating com- panies, 186, 302; for lessor companies, 186; analysis of, 228; for operating and lessor companies combined, 307; common and preferred, 299; for nonoperating or lessor companies, 305. Double-deck cars. See Cars. Dynamos, kilowatt capacity of, 183, 186, 196, 280, 343; number of, 196, 280. Electric Unes, expenses of maintenance of, 314. Electric locomotives, number of, 186, 209, 210, 212, 288; cars equipped with, 291; estimates of cost of operation, 411. Electric motors, cars equipped with, 209, 291. Electric power. See Power. Electric railways^ power statistics, 183; number that neither bought nor sold cur- rent, 199; total operating expenses, 317; motor improvements, 411. Electric railways and central electric sta- tions combined, primary power, dynamo capacity, and output of stations, 183. Electric suburban lines, new types of, 380. Elevated and subway companies, miles of track operated, 181, 212, 283; rolling stock, 212; traffic, 216; capitalization, 230; in- come, 240; revenues, 244; expenses, 250; general results of operation, 257; fare limits, 416. Elevated track, miles operated, 200. Employees, number of, 182, 184, 186, 324; by classes of occupation, 269, 270; by classified groups of companies, 272; sal- aries and wages, 324, 325. See also Sal- aried employees. Engines, number and horsepower of, 196, 197. Equipment, expenses of, 246, 311, 315; sub- sidiary, 280; -cars classified according to, 291. Expenses. See Operating expenses. Express business. See Baggage, etc., busi- ness. Express, freight, maU, and baggage cars. See Cars. Express and interurban cars. See Cars. Fare boxes, data regarding, 419. Fares, rates of, 217, 218, 415. Floating debt, amount of, for operating and lessor companies combined, 323. Floating debt and mortgages, amount of, 299. Florida. See States. Freeport (111.) Railway & Light Co., treas- urer quoted regardmg one-man prepay- ment cars, 366. Freight business, companies reporting, 222, 258; income from, 222, 308. Freight cars, operating revenues from, 308. Freight revenues, companies reporting, 258. Fuel, expenses of, for power, 316. Funded debt, amount of, 186, 191, 264, 299, 318, 323. Funeral trolley cars. See Cars. Gas and oil engines, number and horsepower of, 183, 196, 197, 279. Gas-electric cars. See Cars. Gas-electric motors, trackage operated by, 200. Gasoline cars. See Cars. Gasoline motor power, subways operated by, 182; track mileage, 184, 200, 283; compa- nies using, 195; cars equipped with, 209, 291. Generators, auxiliary, number and kilowatt capacity of, 196, 280. Geographic divisions, primary power, 183, 278; dynamo capacity and output of sta- tions, 183; relation of traffic to population, 190; number of operating companies, 202; miles of-track operated, 202, 282, 299; per cent distribution, 208; miles of track owned and leased, 206; brake equipment, 210; electric locomotives, 210; passengers, car mileage, and car hours, 213, 292; per cent ratio of transfer and free passengers to revenue passengers, 214; rates of fare within city limits, 218; freight, mail, and express business, 222, 258; income, 223, 245, 302; capitalization, 225, 299; compa- nies with income from sale of current, 239; operating revenues, 241, 308; per cent dis- tribution, 242; deductions from income, 251; taxes, 254; operating ratios, 262; companies reporting surplus balances and deficit balances, 265; debt, 266; balance sheets, 268, 318, 322; employees, salaries, and wages, 270, 324; average number of employees per company, 271; revenue from sale of current and income of electric Ught and power departments, 276; gene- rating and subsidiary equipment, and cur- rent generated and purchased, 280; cars and electric locomotives, 288, 290; operat- ing revenues, 308; operating expenses, 311, 314. Georgia, per cent increase in assets and Ua- biUtLes, 267; transmission lines, 349. See also States. Georgia Railway & Power Co. (Atlanta, Ga.), hydroelectric system bmlt by, 337; exam- ple of power-transmission service furnished by, 349. H^h-voltage installations, list of, in United States and Canada, 406. Holding companies, classes of, 180; capitali- zation, 226; income account, 227. Hydroelectric development, examples of, 337, 343. Ice-making, steam generator plants of street railway appUed to, 337. Idaho. See States. Illinois, electric track other than overhead trolley, 201; total trackage, 205; express, freight, mail, and baggage cars, 209; in- come accounts, 227, 305, 306; average gross income, 261; increase in assets and liabilities, 267. See also States. Income, amount of, for electric light and power departments, 275; for operating companies, 186, 302; for lessor companies, 186; for nonoperating or lessor companies, 305; for operating and lessor companies combined, 306. Indiana, express, freight, mail, and bag- gage cars, 209] increase in assets and lia- bilities, 267; income accounts, 305, 306. See also States. Indianapolis power plant, description of, 328. Injuries and damages, expenses of, 247, 317. Insurance, use of term, 247; amount of, 317. Interborough Rapid Transit Co. (N. Y.), de- scription of turbines for use of, 332. Interest, amount of, 186, 255, 299; analysis of, 228. International Railway (Buffalo, N. Y.), in- stallation of combination lighting and trolley poles by, 356. Interurban lines, track mileage of, 200, 283. Investments, amount of, for operating and lessor companies combined, 191, 318. Iowa, express, freight, mail, and baggage cars, 209; per cent increase in assets and liabilities, 267. See also States. Kansas, miles of track other than overhead trolley, 201; average gross income, 261; per cent increase in assets and liabilities, 267. See also States. Kansas City, Clay County & St. Joseph Rail- way, interurban systems of, 350. Kentucky, income account of holding com- panies, 227; average gross income, 261. See also States. Lawrence (Kans.) Railway & Light Co., manager quoted regarding one-man pre- payment cars, 367. Leased track, increase in mileage of, 207. Lessor companies, member of, 180, 182, 184, 186, 306; cost of construction and equip- ment, 182, 264; income, 186; capitaliza- tion, 223; interest, 255; balance sheets, 264, 266; number reporting surplus bal- ances and net balances, 265. See also Nonoperating, etc., companies, and Op- erating, etc., companies. Liabilities. See Assets, etc. Light and power departments, total oper- ating expenses, 317. Line, miles operated, by operating and lessor companies, 182, 184, 186; by individual companies, 188; features of construction, 349. See also Electric lines. Locomotives. See Cars, etc., and Electric locomotives. Long Island, description of cars used, 378. Louisiana, increase in assets and liabilities, 267. See also States. Louisville Traction Co., description of gen- erating station operated by, 329. McKinley System (Marseilles, 111.), power station of, 343. Mail business, companies reporting, 222, 258; income from, 222, 308. Maine. See States. Managers and superintendents, number and salaries of, 269, 270, 325. Manhattan & Queens Traction Corpora- tion, dimensions of cars in use by, 378. Maryland, miles of track other than over- head trolley, 201; total trackage, 205; ex- press, freight, mail, and baggage cars, 209. See also States. _ Massachusetts, miles of track other than overhead trolley, 201; total trackage, 205; express, freight, mail, and baggage cars, 209; income accounts, 227, 305, 306; aver- age gross income, 261; increase in assets and liabilities, 267; hydroelectric energy for troUeys, 340. See also States. INDEX. 439 Herrill Kailway & Lighting Co., trackless trolley bua in operation by, 369. Michigan, miles of track other than over- head trolley, 201; total trackage, 205; ex- press, freight, mail, and baggage cars, 209. See also States. Milk bnainesa. See Baggage, etc., business. Minneapolis, St. Paul, Rochester & Du- buque Electric Traction Co., cost of oper- ating gas-electric motor cars by, 374. Minnesota, miles of track other than over- head trolley, 201; average gross income, 261. See also States. Mississippi, per cent increase in assets and liabilities, 267. See also States. Missouri, total trackage, 205; average gross income, 261; transmission system, 350. See also States. Montana, total trackage, 205. See also States. Mortgages. See Floating debt, etc. Motive power, increase in, 188; character of, 200; track jnileage, classified according to, 283. Motor generator seta. See Kotajy convert- ers, etc. Motormen, number and wages of, 269, 270, 325. See also Conductors, etc. Motors, cars equipped with, 209, 288, 291, 411. See Electric motors. Municipal railways, number operated, 179. Naahville-GaUatin Interurban BaUway (Tenn.), completion of direct-current in- terurban line by, 381. Nebraska, per cent increase in assets and liabilities, 267. See also States. Nevada. See States. New Hampshire. See States. New Haven System, main switching yards of, 409. New Jersey, miles of track other than over- head trolley, 201; total trackage, 205; average gross income, 261; income ac- coimts, 305, 306. See also States. New Mexico. See States. New York, miles of track other than over- head troUey, 201; total trackage, 205; ex- press, freight, mail, and baggage cars, 209; mcome accounts, 227, 305, 306; average gross income, 261; increase in assets and liabilities, 267; purchased power, 347; fare hmits, 415. See also States. New York, New Haven & Hartford Bailroad, lengthot electrified track operated by, 401. New York Central Railroad, larger loco- motives required by, 409. New York City, traffic density of roads, 215. New York Municipal Railway Corporation, unusual subway car designed by, 367. New York State RaUwaya, miles of line and track operated by, 188. Newport News & Old Point Railway and Electric Co., ice-making apparatus of, 337. Nonoperating or lessor companies, number and income account of, 235, 305. Nontransportation revenues, amount of, 186. Norfolk & Western Railway, "spUt-phase" locomotive equipment, 407. North Carolina, per cent increase in assets and liabilities, 267. See also States. North Dakota. See States. Northern Illinois Light & Traction Co., general superintendent quoted regarding one-man prepayment cars, 367. Oakland, Antioch & Eastern Railway (Cal.), interurban electric systems of, 380. Ohio, miles of track other than overhead trolley, 201; total track^e, 205; express, freight, mail, and baggage cars, 209; average gross income, 261; increase in assets and liabilities, 267; mcome ac- counts, 305, 306. Ohio Electric Railway Co. (Ohio), miles of line and track operated by, 188. Oil engines. See Gasj etc., engines. Oklahoma, per cent increase in assets and liabilities, 267. See also States. One-man prepayment cars. See Cars. Operating companies, number of, 180, 182 196, 202, 278, 292; cost of construction and equipment, 182, 264; income, 186, 232- 234, 237, 245, 302; comparative size of, 188; distribution of gross income, 191; miles of track owned and leased, 206; capitalization, 223; without and with commerical lighting, 238; deductions from income, 251; interest, 255; income, expenses, and dividends per revenue passenger, 261; balance sheets 264, 266; number reporting surplus balance and deficit balance, 265; employees, salaries, and wages, 270-272, 324; classified groups, 272; track mileage owned by, 282; rentals from, 306. Operating and lessor companies combined, cost of construction and equipment, 182, 184 264, 318, 322; analysis of dividends and interest, 228; capitalization, 229; in- come, 232, 236, 306; balance sheets, 264 265, 268, 318, 322; debt, 266; assets and liabilities, 322, 323. Operating expenses, amount of, 186; factors influencing, 245; classification of, 246; by accounts, 248, 311, 314, 316; per mile of track, 258; per car-mile and per revenue passenger, 260. Operating ratios, for classified groups of com- panies and by states, 262; relation to den- sity of traffic, 263. Operating revenues, amount of, 186, 308; source of, 241, 243; per cent distribution, 242, 243; per mile of track, 258; per car- mile and per revenue passenger, 260. Oregon, express, freight, mail, and baggage cars, 209; increase in assets and liabilities, 267. See also States. Output of stations, total, kilowatt hours, 183, 186; current generated and purchased, 196, 198, 280. Overhead trolley, trackage operated by, 200, 201 Pacific Electric Co. (Cal.), miles of line and track operated by, 188. Pacific Electric Railway of Los Angeles, Cal., catenary construction by, 352. Parlor, etc., cars. See Cars. Passenger cars. See Cars. Passenger traffic, comparison of street and electric railway with steam railroads, 215; conditions of, 417. Passengers, total number carried, 186, 213, 292. free, number of, 292. revenue, number of, 182, 184, 292; per mUe of track, 184, 186, 214, 293; by classified groups of companies, 272. transfer and free, ratio to revenue, 214. Paving, methods of, 387. Pennsylvania, miles of track other than overhead trolley, 201; total trackage, 205; express, freight, mail, and baggage cars, 209; income accounts, 227, 305, 306; aver- age gross income, 261; increase in assets and liabilities, 267. See also States. Pennsylvania Railroad, purchased power for operation of suburban lines, 349. Philadelphia, traffic density of roads, 215; fares in force, 415. Philadelphia Rapid Transit Co. (Pa.), miles of line and track operated by, 188; de- scription of funeral car in use by, 370. Pittsburg Railways Co. (Pa.), miles of line and track operated by, 188. Pittsburgh, description of double-deck cars used in, 357. Pittsburgh & Butler Street Railway, sub- stitution of direct current for single-phase alternating system, 382. Poles, description of, 352, 353. concrete, 354, 355. wooden, 353. Portland Railway, Light & Power Co., elec- tric equipment of, 338. Power, character of, 182, 183, 189; compara- tive summary, 186; kinds of, 195; classified according to income from railway opera- tions, 198; other than electric, 205; operat- ing expenses, 246, 311, 315. animal, railways operated by, 182; miles of track operated by, 184, 200, 283; companies using, 195. • cable, railways operated by, 182; miles of track operated by, 184, 200^ 283- companies using, 195; cars equipped with, 291. electric, railways operated by, 182; miles of track operated by, 184, 200, 283; companies using, 195. Power plant equipment, companies with and without, 195. Prepayment cars. See Cars. Primary power, horsepower of, 183, 278; number of units and horsepower, 196, 197. Printing. See Stationery, etc. Private right of way, trackmileage on, 200,283. Public Service Railway Co. (N. J.), miles of line and track operated by, 188. PubUc thoroughfares, track mileage on, 200, 283. Puget Sound Railway, power rate for, 349. Railroads, classes of, 179. Railways. See Electric railways. Real estate mortgages, amount of, for oper- ating and lessor companies combined, 323, Rent of equipment, use of term, 247; amount of, 317. Rent of leased lines and terminals, amount of, 186, 251, 255, 307. Rent of tracks and terminals, use of term, 247; amount of, 317. Reserves, amount of, for operating and lessor companies combined, 323. Revenues. See Operating revenues. Rhode Island, total trackage in, 205. See also States. Rhode Island Co. (Providence), system of fare-box collection, 419. Rotary converters and motor generator sets, number and kilowatt capacity, 196, 280. Salaried employees, number of, 186, 269, 270, 324; by classified groups of compa- nies, 272; salaries, 186, 269, 324. Salaried officers of corporations, number and salaries of, 269, 270, 324. Salaries, by classes of occupation, 270, 324; per cent distribution, 269; by classified groups of companies, 272. Salaries and wages combined, amount of, 186; ratio to operating expenses and oper- ating revenues, 273, 274. Service cars. See Cars. Sidings and turnouts, track mileage of, 200, 282. Signaling and dispatching, increased atten- tion paid tc, 393. Single-phase railway, installation of, in United States and Canada, 406. Sinking and other special funds, amount of, for operating and lessor companies com- bined, 322. Snowplows. See Service cars. South Boston power plant, efficient opera- tion of, 327. South Carolina. See States. South Dakota, miles of track other than overhead trolley, 201; total trackage, 205. See also States. 440 INDEX. stable expenses. See Store, etc., expenses. States, number of operating companies, 202; miles of track operated, 202, 204, 259, 282, 299; miles of track owned and leased, 206; per cent ratio of transfer and free passen- gers to revenue passengers, 214; rates of fare ■within city limits, 218; capitalization, 230, 299; income, 233, 259, 302; deduc- tions fromincome, 251; taxes, 254; operat- ing ratios, 262; ratio of salaries and wages combined to operating expenses, 274; revenue from sale of current, and income of electric light and power departments, 276; primary power, 278; generating and subsidiary equipment, and current gen- erated and purchased, 280; cars and elec- tric locomotives, 288, 290; passengers, car mileage, and car hours, 292; operating revenues, 308; operating expenses, 311, 314; balance sheets, 318, 322; employees, salaries, and wages, 324. Stationery and printing, expenses of, 247, 317. Steam (including turbines) and gas engines, number and horsepower of, 186. Steam engines, nuinber and horsepower of, 278. Steam engines and steam turbines com- bined, number and horsepower of, 183. Steam power, miles of track operated by, 184, 200, 283; companies using, 195; units and horsepower, 196, 197, 278. Steam railroads, electrically operated divi- sions of, 179; passenger traffic, 215; cap- italization, 229; electrification of mam lines, 401. Steam turbines, number and horsepower of, 278. Stenographers. See Clerks, etc. Stepless double-deck cars. See Cars. Stock, amount of, for operating and lessor companies combined, 322. Stock and bond discount, amount of, for operating and lessor companies combined, 322. Storage batteries, trackage operated by, 200, 201. Storage-battery cars. See Cars. Store and stable expenses, amount of, 247, 317. Street and electric railways, comparative summary, 184; relation of traffic to popu- lation, 190; power-plant equipment and output of stations, 196; track mileage, 200; operating companies and miles of track operated, 202, 204; track owned and leased, 206; passenger traffic, 215; rates of fare within city limits, 218; capitaliza- tion, 223, 229; condensed income account, 234; per cent distribution of operating revenues, 242; operating expenses, 248; de- ductions from income, 251; taxes, 254; miles of track and income from operations, 259; net balance sheets, 264, 266; em- ployees, salaries, and wages, 269; tech- nical advances in industry, 327. Street cars, advances and changes in, 356; new types of, 360; illumination of, 391. Structures. See Buildings, etc., and Way, etc. Substation employees, expenses of, 315. Suburban lines. See City, etc., Unes and Electric suburban lines. Subway lines. See Elevated, etc., lines. Subway and tunnels, miles of track operated, 283. Superintendents. See Managers, etc. Surface companies, miles of track operated by, 181, 212, 283; rolling stock, 212; traffic, 216; capitalization, 230; condensed income account, 240; operating revenues, 244; operating expenses, 250; general results of operations, 257. Surface track, miles operatedj 200. Surplus, amount of, for operating companies, 186, 302; for lessor companies, 186; for nonoperating or lessor companies, 305; for operating and lessor companies com- bined, 307, 318, 323. Surplus and deficit balances, analysis of, 267. Sweepers. See Service cars, etc. T-rail construction, prevalence of, 385. Taxes, amount of, 186, 250, 251, 254. Telephones, use of, in train or car dispatch- ing, 397. Tennessee. See States. Terminals. jSce Tracks, etc. Terre Haute, Indianapolis & Eastern Trac- tion Co., description of power plant oper- ated by, 328. Texas, income account, 227, 261; per cent increase in assets and liabilities, 267. See also States. Third rail, trackage operated by, 200, 201. Track, miles operated, 182, 184, 186, 200, 202, 204, 292; by character of power, 189; by individual companies, 188; miles outside United States, 203; elevated and subway, and tunnel, 205 ; ownership of, 206 ; per cent distribution of miles of, 208; by classified groups of companies, 272; owned or op- erated in division or state, 299; problem of maintenance of, 384; details of type in various cities, 388. Track mileage, classified by character of motive power, ownership, and location, 200, 282. Trackage rights, miles of track operated un- der, 200, 282. Trackless trolley bus, operation of, 369. Tracks and terminals, rent of, 317. Traffic, comparative summary, 186; relation to population, 190; passengers, car mile- age, and car hours, 213, 292; maximum density, 215; expenses of, 246, 311, 315. Trainmen. See Conductors, etc. Transfer passengers. See Passengers. Transformers, nuinber and kilowatt capacity , of, 196, 280. Transportation, revenues from, 186; ex- penses of superintendence, 246, 311, 315. Treasury securities, amount of, for operating and lessor companies combined, 322. Trolley brackets, use of, on buildings, 355. Tungsten-filament lamps, characteristics of 392. Tunnels. See Subway, etc. Turbines, number and horsepower of, 196, 197. See also Steam turbines and Water wheels, etc. Twin City Eapid Transit Co. (Minneapolis), evolution of steam power plant of, 334. United Railroads of San Francisco, type of new cars for, 368. Utah, total trackage, 205. See also States. Vermont. See States. Virginia, total trackage, 205; average gross income, 261; per cent increase in assets and liabilities, 267. See also Sfaites. Waco (Tex.) Street Railway, manager quoted regarding one-man prepayment cars, 365. Wage earners, number and wages of, 186, 269, 270, 325; by classified groups of companies, 272. Wages, amount of, by classes of occupations, 270; per cent distribution, 269; by classi- fied groups of companies, 272, 324. Washington, miles of track other than over- head trolley, 201; total trackage, 205; ex- press, freight, mail, and baggage cars, 209; increase in assets and liabilities, 267. See also States. Washington (D. C.) Railway & Electric Co., opinion of company regarding fare boxes, 420. Water wheels, number and horsepower of, 183. Water wheels and turbines, number and horsepower of, 186, 196, 197, 279. Way and structures, operating expenses of, 246, 311, 314. West Virginia, per cent increase in assets and liabilities, 267. See also States. Wisconsin, average gross income, 261; per cent increase in assets and liabilities, 267. See also States. Wooden poles. See Poles. Worcester (Mass.) Consolidated Street Rail- way System, hydroelectric energy for operation of railways, 340. Work cars. See Service cars. Wyoming. See States. o 5?t^ n *tg^=i_-__ - ^M