f^ji^- W mlJ Mm ■4 (Hmndl Utttetjsitj ^ih^tJg THE GIFT OF J^.\.^..'...Sri^^^yin,^ A^V^'>"S'fe.'[ Aljlllpl PNEDMATIC-TUBE SERVICE. BE PORT ^v OF THE . ._ Cornell University Library HE6159 .A5 1901 Pneumatic tube service. oiin 3 1924 030 132 454 PQSTMA8TEE-GENERAL TO CONGRESS, relatiyj: to the investigation of HEUiATlC- ' TIIBr SYSTEMS FOR THE TRANSMISSION 0^ MAIL, \ •-•//. 9;..:k>i>,^,Ar%:j,.^::^:::v.: '^^■■^^ IMEI^S WITH COMPLIMENTS OF Sibley College, Cornell Univemitv, Ithaca, N. Y. GOVEKNMENT I'KIN'j;iN(J OFFICE. ■ 1901. ■ The original of tliis book is in tlie Cornell University Library. There are no known copyright restrictions in the United States on the use of the text. http://www.archive.org/details/cu31924030132454 PNEUMATIC-TUBE SERVICE. REPORT P08TMA8TEE - aE:NEEAL CONGRESS, RELATIVE TO THE INVESTIGATION OF PNEUMATIC- TUBE SYSTEMS FOR THE TRANSMISSION OF MAIL, AUTHORIZED BY THE ACT OF JUNE 2, 1900. ,*\A .S>s - "Vo-t^ '^W'^ X^o^^t'^ r^si^-l. WASHINGTON: GOVERNMENT PRINTING OFFICE. 1901. kL. Office of the Postmaster-General, Washington, D. O. , January ^, 1901. Sir: I have the honor to report the results of the investigation into the pneumatic-tube service for the transmission of mail, instituted in accordance with the provision of the act of Congress making, appro- priations for the service of the Post-Office Department, approved June 2, 1900, as follows: For the investigation by the Postmaster-General of the cost of construction, opera- tion, and utility of all systems of pneumatic tubes for the transmission of mail, includ- ing full details and maps, and any estimates and proposals as to cost of constructionj as well as the cost of stations and their operation, and all facts bearing upon the use of said tubes in connection with the mail service, to enable Congress to determine whether the service should be owned, leased, extended, or discontinued by the Gov- ernment, also the cost at which the Government may acquire existing plants or necessary patents, ten thousand dollars. The investigation was directed to be made in eleven cities, namely. New York, Brooklyn, Boston, Philadelphia, Washington, Cincinnati, Chicago, St. Louis, New Orleans, Denver, and San Francisco. In the hearings before Congressional committees twenty-seven cities had made application for the pneumatic service, but it was not deemed necessary or expedient to make the examination in all, and the cities named were selected as fairly representative. After full consideration of the points to be determined and the practical method of reaching them, a careful plan of investigation was mapped out. It was pro- vided that in each of the cities selected a preliminary examination should be conducted by the postmaster and the division superintendent of Railway Mail Service as to the cost, utility, and expediency of the pneumatic-tube service, and as to the advisability of its extension where it already exists or of its adoption where it has not yet been tried. The plan next contemplated a thorough scrutinj' of the local reports by a first general expert committee representing the Department, who should visit the several cities successively with authority to employ local engineer experts, and should, in conjunction with the local com- mittee, revise the preliminary inquiry, obtain estimates and proposals from pneumatic-tube companies, with plans and specifications of all 3 4 PNEUMATIC-TUBE SERVICE. proposed extensions, and prepare such reports and recommendations as could command the approval and sanction of the joint committees. Finally, it was directed that all of the reports and information thus collected should be submitted to the investigation of a second general committee composed of citizens and experts of national standing, wholly unconnected with the Post-OfEce Department and with the pneumatic-tube companies, men of such high business chai'acter, pro- fessional training, and practical experience as specially qualified them to pass upon all of the questions in\'olved and as certain to give weight and authority to their conclusions and recommendations. The reports of these several local and general committees are here- with submitted to Congress, and they are commended to consideration as embracing a large volume of valuable information for the guidance of the legislative branch of the Government in acting on this subject. Attention is specially directed to the report of the second and final general committee, which was selected with great care with a view of securing an efficient representation of the best business, mechanical, and professional knowledge and experience. The chairman, Mr. Theodore C. Search, has for many years been president of the National Association of Manufacturers of the United States. Prof. Robert. H. Thurston is director of Sibley College, Cornell University, first assistant engineer, U. S. N., and formerly professor of mechanical engineering of Stevens' Institute of Technology. Mr. S. Cristy Mead is assistant secretary of the Merchants' Association of New York, and especially recommended by that body. Mr. Alfred Brooks Fry is chief engineer and superintendent of repairs of United States public buildings, and Messrs. William T. Manning, Frederick A. Halsey, and Lyman E. Cooley are widely known as eminent consulting and mechanical engineers. The report of this committee presents an intelligent and comprehen- siv^e answer to the inquiries embodied in the provision of Congress for the investigation. It reviews the exhibits and conclusions of the joint local committees and the first general committee representing the Department, and subjects their recommendations to the best tests of reasonable conditions and requirements which experience knd practical wisdom can apply. It considers the feasibility and utility of the pneu- matic-tube ser\'ice as a permanent feature of the postal system; the conditions which should govern its maintenance and extension; the proper relation of cost to postal receipts; the ratio of expenditure which would be disproportionate to the benefits; the principles which should govern rental from private companies; the advantages of Gov- ernment ownership, and the conditions under which it would be admissible and expedient. It will be seen that the committee concludes that the cost of con- structing a pneumatic-tube system, with full equipment and power PNETJMATIC-TTJBE SERVICE. plant, should not exceed $60,000 per mile for a line of 10 miles, and that, with allowance for interest and taxes, for annuity to cover depre- ciation and for net earnings at 3 per cent, but not including labor and power — operating expenses — the proper charge for annual rental would be 166,761 for a line of 10 miles. Upon the assumption of Govern- ment ownership, the committee estimates that the annual charge would be 139,725. It does not believe, however, that it would be wise to enter upon Government ownership until the system shall be further developed and Hiaterial improvements shall be made. The system is capable of such improvements. It is yet, in some senses, in the exper- imental stage. Different devices, methods, and companies are coming into the field. None of these companies have yet offered better terms than the existing contractors, but the process of development is going on, and the committee believes that before the Government acquires possession it should have the benefit of the improvements certain to be made. The cost at which Government ownership ma}' be effected is not definitelj' determined, because it was impossible at this stage to secure proposals or terms of sale of existing or projected sj'stems. The pneumatic-tube companies answered that without State legislation protecting their franchises which also covered commercial service, and without submitting the question to stockholders, they were not in a position to give figures for the disposal of the property. An approximate estimate may, however, be reached through the con- clusion of the committee as to the legitimate cost of construction, and the physical value of the system. This cost will decline as improve- ments shall be made, and governmental control may secure local con- cessions and advantages not attainable by private companies. The final general committee fully concurs in the recommendations of the local and first general committees for the extension of the serv- ice in New York and Philadelphia; it favors the proposed addition in Boston of the tube connection between the post-office and the South Terminal Station, and it approves a limited application of the service in Chicago and St. Louis. It holds that where the ratio of cost to gross receipts does not exceed 3tV per cent, the service is not onlj"^ justified but expedient. In the cases named the ratio comes within the limitation. In all the other cases examined the ratio passes the limit, and the recommendations are, for this reason, disapproved. There is a broad line of demarcation differentiating the two classes of cases. The committee advises that before new contracts are made new bids should be required, with an exaction of the lowest terms obtainable. It also recommends that all new leases should be accom- panied by an option of Government acquisition when the conditions should be favorable. 6 PNEXJMATIC-TUBB SERVICE. The committee fully sustains the pneumatic method of mail ti'ans- portation as a valuable and mechanically successful system, and gives effective illustrations of its importance to the business interests of the country in expediting mail communication. While the cost is great, the demonstrable advantage is proportionately greater. Besides, there are good reasons for believing that its maintenance and moder- ate extension in the large cities will stimulate an increased business which will pay its cost. The committee believes that the expense is capable of a reduction with the further progress of improvements, and it is unanimous in recommending the retention of the service as it now exists and its limited extension as specifically indicated. In this view the Department concurs. In the great cities the pneu- matic-tube service is too important and vital an agency of postal expedition to be abandoned. It is an instrumentality which, within reasonable limitations, has come to stav as a part of the modern S3^s- tem of communication. It can no more be discarded than the fast mail train. To strain every nerve to save half an hour or an hour on the railroad and then to waste half an hour which might easily be saved at the point of departure or destination would be incongruous and unwise. The fast mail train is employed only where the condi- tions justify it. And so the pneumatic-tube service is to be used only where in sound reason the importance and value of the result warrant it; but within these bounds, as the committee of eminent citizens shows, it is to be sustained. The investigation intnisted by Congress to the Postmaster-General was conducted under the immediate supervision of the Second Assist- ant Postmaster-General, and I wish to express mj^ appreciation of the ability and fidelity with which he discharged that duty. I have the honor to be, very respectfully, your obedient servant, Ch. Emory Smith, Postmaster- General. The President of the Senate. The Speaker of the House of Kepresentatives. PIJ^EUMATIC-TUBE SYSTEM FOR TRANSMIS- SION OF MAIL. December 29, 1900. Dear Sir: I have the honor to transmit herewith a full report of the investigation authorized by the act of Congress approved June 2, 1900, relative to the transmission of mail by pneumatic tubes. The investigation was conducted by the Second Assistant Postmaster- General under orders and instructions of the Postmaster-General. It was decided to give the investigation a threefold character. 1. Local investigation in each of the cities selected, to be conducted by the postmaster and the division superintendent of Eailway Mail Service whose district embraced the city selected, this latter official having supervision of the dispatch of mails. 2. Joint review and revision of local reports by the local committee, assisted by the general expert committee representing the Department, who should visit the cities selected in order and haA'e authority to employ expert local engineering talent, if necessary, secure estimates from pneumatic-tube companies, accompanied with plans, specifications, and other necessary data, and prepare such reports as could be signed by the members of the local and general committees. This was sub- stantially the method which has uniformly been employed by this office when arranging for contracts under appropriations authorized by Congress. 3. Final review of all data collected by the Department as a result of its investigation by a committee of experts of national reputation, not connected with the Post-Office Department nor in anj^ way inter- ested with pneumatic-tube companies, and yet persons who, by reason of talent, education, and practical experience in dealing with questions of similar character, might be deemed specially fitted to give the most intelligent and impartial advice to the Department and to Congress touching the practicability of the transmission of mail by pneumatic tube, the reasonableness or otherwise of the estimated expenditures needful for the installation and operation of the tubes, and in -general the public utility of such a service as related to the expedition and proper handling of the great bulk of first-class mail in the large cities of the country in which the Government assumes a monopoly and per- mits no interference by private or corporate carrying companies, how- ever progressive they may be. It is with great satisfaction that I invite attention to the very able report of this last committee of seven experts, one of whom especially represents the manufacturing interests of the country, another the mercantile, and five represent various schools of civil and mechanical engineering. One of the seven resides 7 o PNETJMATIO-TUBE 8EEVICE. at Chicago, one at Baltimore, one at Ittiaca, one at Philadelphia, twp at New York, and one at large, a passed assistant engineer, Unitea States Navy, temporarily stationed at New York. . This committee state that their report "is not merely a majority report, but that it is unanimous. No difference of moment regarding any of the conclusions reached exists among the members or tne\ committee." .,, ,\ In the concluding section of this report, section 10, entitled "Resume," the committee says: (1) This committee finds tlie pneumatic method of mail transportation a novel, a valuable, and a mechanically successful system, ingeniously elaborated, and practi- cally adapted in an admirable manner to the purposes of the Post-Offlce Department. (2) The committee finds the system of immense advantage to the business inter- ests of the country in its facihtation of mail transmission, both locally and generally, throughout the United States. (3) The cost of this advance in postal methods is found to be necessarily large, but yet to be productive of more than proportional advantage in the large cities. (4) The Government, through its responsible officials, should be the final judge of the extent of ultimate adoption. (5) The committee advises the retention of all existing plants, and would recom- mend extensions in a limited number of cases, as specified in the body of this report. (6) The cost of the pneumatic service is believed to be capable of some reduction, and of very considerable reduction with the farther progress of improvement. (7) It is recommended that the contracts hereafter made should be based upon proposals including exact specifications in detail with all required maps and plans, and capable of precise verification by the expert advisers of the Government. (8) Ownership by the Government is considered desirable whenever the systems adopted have passed the experimental stage. (9) A correct system of estimation of a proper rental is advised, and an illustra- tion of such a method is given. (10) Leasing is admissible under special conditions, described in a general way in the body of this report. (11) Systems adopted should be as far as practicable standardized, and in opera- tion interchangeability of mail packages therein should be secured. (12) The system of rental on the basis of a stated percentage of construction cost is condemned. (13) The Post-Office Department should be given precedence in assignment of space in the United States public buildings where post-offices are located, when such space is needed for essential machinery and apparatus and their accessories. (14) Certain general principles, as specified in this report, should be adopted and adhered to in the decision of questions bearing upon the introduction of such improvements as are here discussed, and in extension and further improvements. These conclusions are fortified by facts and figures, which are admir- ably arranged and presented in the body of this report and are sub- stantially in accord with the previous recommendations and practice of this office. The Postmaster-General's order No. 989, dated August 13, 1900, directed the manner in which this investigation should begin and be conducted by this office, and reads as follows: The act of Congress making appropriations for the service of the Post-Office Depart- ment approved June 2, 1900, authorizes and directs the Postmaster-General to investigate and report to Congress in relation to the pneumatic-tube service as follows: "For the investigation by the Postmaster-General of the cost of construction, opera- tion a,nd utility of all systems of pneumatic tubes for the transmission of mail includ- ing full details and maps and any estimates and proposals as to cost of construction as well as the cost of stations and their operation, and all facts bearing upon the use ' of said tubes m connection with the mail service, to enable Congress to determine whether the service should be owned, leased, extended, or discontinued by the Government; also the cost at which the Government may acquire existing plants or necessary patents, $10,000." ^ s p us or Investigations will be conducted in a few of the principal cities of the country and in each of these cities the postmaster, assisted by the superintendent of the Eai'lway PNEUMATIC -TUBE SERVICE. 9 Mail Service in whose division the city is located, will proceed at once to a careful local investigation as to the necessity for a pneumatic-tube service for the transmis- sion of mails or for the proper extension of the same where it now exists, having special reference to the volume of mail passing between the points where the instal- lation of the service may be recommended, the size of the tube deemed necessary for present and prospective demands of the postal service, the space that may be available at terminal points and intermediate stations for the installation of the plant, the most economical and practicable system, both as regards installation and mainte- nance, and all other facts pertinent to the general investigation contemplated by Congress. It is not assumed that the local committee, constituted as above, will necessarily report favorably upon the installation of any system of pneumatic tubes, but they will, on the contrary, prepare their report with reference to the needs of the service and the best interests of the Government, giving due consideration to the question as to whether the carriage of mail by pneumatic tube or other similar device should be recommended between any given points. These investigations may include the possible use of single lines of small tubes as feeders to the trunk lines, and the question as to whether additional postage could be collected on first-class matter transmitted through the tubes. As soon as the local committee has completed its investigations and is ready to submit a report the postmaster will notify the oflBce of the Second Assistant Post- master-General, and as soon thereafter as convenient a general committee of experi- enced postal officials, representing the Department, will be sent on the ground to make a thorough review of the investigation and of the report, in connection with the local committee, and after reaching conclusions satisfactory to a majority of the members of the local and general committee a joint report will be prepared by them and forwarded to the Department, accompanied with maps, plans, and specifications, fully describing the service which may be recommended. Before submitting a report the joint committee in each case will consult, and if deemed necessary employ, expert civil and mechanical engineers to assist in the work, the authority for employment of experts having first been secured from the Department on a statement of cost. While it is desired that all information pertinent to the general investigation ordered by Congress may be secured through one or more of these local reports, to be signed by the joint committee, care should be taken to avoid any unnecessary repetition or duplication of general information. The members of the general committee will be advised at once of their selection and will hold themselves in readiness to take up the local reports when called upon by the office of the Second Assistant Postmaster- General in the order designated by him. It is desired that the work proceed with as little delay as possible and that the reports be filed in the Department at the earliest date practicable. The necessary expenses incurred in connection with these investigations under the post-office act will be paid out of the appropriation therein made for this purpose. Complying with tiiis order, the following 11 cities were designated for examination as to the necessity for pneumatic-tube service: Bos- ton, New York, Brooklyn, Philadelphia, Washington, Cincinnati, Chi- cago, St. Louis, New Orleans, Denver, and San Francisco. These particular cities were selected, not because they were believed to offer as a whole the most favorable conditions for the installation of pneu- matic-tube mail service, but because they were fairly representative, by reason of location and importance, of the entire number of cities (27 in all) referred to in the hearings before Congressional committees preceding the legislation authorizing an investigation. The Depart- ment had in no wise committed itself to the policy of installing the pneumatic-tube service in all of these cities, but deemed it proper that investigations should be conducted in the 11 selected. It was thought that certain tests applied to them would be productive of like results if applied to other cities of the country similarly situated. The local committees provided for in the above order were as fol- lows: For Boston, George A. Hibbard, postmaster; Edward J. Ryan, superintendent, Railway Mail Service. For New York, Cornelius V an Cott, postmaster; V. J. Bradley, superintendent. Railway Mail Service. For Brooklyn, Francis H. Wilson, postmaster; V. J. Bradley, super- 10 PNEUMATIC-TUBE SERVICE. intendent, Railway Mail Service. For Philadelphia, Thomas L. Hi^s, postmaster; V. J. Bradley, superintendent, Railway Mail Service, Washington, John A. Merrftt, postmaster; C. W. pickery, superin- tendent, Railway Mail Service. For Cincinnati, Ehas K iVlonioiu, postmaster; O. T. Holloway, superintendent, Railway Mail »eivice. For Chicago, Charles U. Gordon, postmaster; E. L. West supei'i"™- ent. Railway Mail Service. For St. Louis. F. W. Baumhofl, postmas- ter; Still P. Taft, superintendent. Railway Mail Service, i^or iNew Orleans, J. R. G. Pitkin, postmaster; L. M. Terrell, superintendent Railway Mail Service. For Denver, J. C. Twombley, postmaster; btill P. Taft, superintendent, Railway Mail Service. For San J^rancisco, W. W. Montague, postmaster; H. P. Thrall, superintendent, Railway Mail Service. j -= «? The general committee mentioned above was composed ot officers selected from three of the largest post-offices in the country, all of whom had long and honorable careers in the postal service and were then serving in the capacity of superintendent of mails. This com- mittee was composed of J. M. Masten, chairman, Brooklyn; E. W. Alexander, Philadelphia, and J. A. Montgomery, Chicago. Mr. Masten was named as chairman of the general committee for the rea- son that previously, while directly connected with this office as an assistant superintendent of Railway Mail Service, he had been desig- nated to inspect and report upon the original installations of pneumatic- tube service in Philadelphia, Boston, and Brooklyn, and was, there- f orfe, well equipped for the more recent and responsible duties assigned him. Owing to the severe illness of Mr. Montgomery, which occurred during the latter part of the investigation, several of the reports were not considered and signed by him as a member of the committee. The local committees immediately commenced the investigations, collecting data and statistics for their respective cities bearing upon the most feasible and economical system of pneumatic-tube service, and when ready to submit reports notified this office, and the general committee was sent upon the ground to go over the work already done, and, together with the local committee, formed a joint committee, which submitted a specific report to the Department, accompanied with propo- sitions from competing pneumatic-tube companies, specifying the cost of construction, operation, and rental, and, where possible, these propo- sitions were itemized, showing cost of laying pipe line, cost of sta- tions and line equipment, power plants, and the cost of power and labor necessary to operate the system. By this method the most exhaustive consideration of the various facts bearing upon this service was secured, and where the local committee had not fully brought out all phases of the subject the joint committee developed it. The gen- eral committee, exercising a supervision over all the cities and acting as referee, was in a position to give the fullest consideration to the subject and to make the report of the joint committee for each citv uniformly comprehensive. The investigations of tlse local committees proceeded until October 1, 1900, after which the general committee made personal investiga- tions in the several cities in the following order: Washington, Boston, Chicago, St. Louis, Cincinnati, New Orleans San Francisco, Denver, New York, Brooklyn, and Philadelphia. ' PNEUMATIC-TUBE SERVICE. 11 The reports of the joint committees were forwarded to this office as they were completed, the final one from Philadelphia not being received until December 6, 1900. These reports show, in concise form, the principal features of the mail service in each city and the means neces- sary to effect the improvements desired, as well as the volume of mail, its importance, the revenue derived therefrom, and other pertinent facts bearing upon the question. After the officials of the postal service had completed their investi- gations the following-named persons were appointed the expert com- mittee hereinbefore referred to: Theodore C. Search, Philadelphia, chairman; Robert H. Thujston, Ithaca, N. Y. ; S. C. Mead, New York; Alfred Brooks Fry, New York; William T. Manning, Baltimore; Frederick A. Halsey, New York, and Lyman E. Cooley, Chicago. In compliance with the order, this committee organized in Philadel- phia December 10, 1900, at 2 o'clock p. m. , and delivered its report to the Department on December 21, 1900, and it is herewith submitted, together with the reports of the joint committees, including maps, estimates, plans, and other data secured during the progress of the investigations. In connection with the investigation by the local committee, it was found to be advisable that these committees for the cities in which tube service was not in operation visit the cities where the tubes were in use and observe their operation, in order that they might be the better able to judge of their utility for the purpose proposed. These committees, under the authority of the Postmaster-General dated September 14, 1900, reported in Boston September 24, 1900, and visited successively New York, Brooklyn, and Philadelphia. Previous to the commencement of the investigations, as stated above, William R. Kerr, of Chicago, 111., was authorized by the Postmaster-General to make a preliminary investigation, and report as to the use of pneumatic tubes in the performance of mail service. The report of Mr. Kerr was received on August 6, 1900, and is inclosed herewith. Very respectfully, W. S. Shallenbeeger, Second Assistant Postmaster- General. Hon. Charles Emory Smith, Postmaster- General. REPORT OF THE COMMITTEE OF EXPERTS APPOINTED TO CONSIDER THE PNEUMATIC TRANSMISSION OF MAILS, PHIL- ADELPHIA, DECEMBER 20, 1900. ^ Hon. Charles Emoky Smith, Postmaster- General, Washington, D. C. Sik: The committee of experts appointed by the Postmaster-General to give consideration to all matters pertaining to the use of pneumatic tubes for the transmission of mail begs leave to submit herewith the report of its investigations. Sec. I. — Instructions to committee. The work of this committee was undertaken under authority of order No. 1858 of the Postmaster-General, dated December 5, 1900, as follows: That Theodore 0. Search, president National Association of Manufacturers, Phila- delphia, Pa.; E. H. Thurston, director Sibley College, Cornell University, Ithaca, N. Y. ; S. C. Mead, assistant secretary Merchants' Association, New York; Alfred Brooks Fry, chief engineer and superintendent of repairs. United States public buildings, New York, N. Y. ; William T. Manning, consulting engineer, Baltimore, Md.; Frederick A. Halsey, mechanical engineer and associate editor American Machinist, New York, N. Y., and Lyman A. Cooley, consulting engineer, Chicago, 111., be, and are hereby, appointed a committee of experts to give consideration to all matters pertaining to the use of pneumatic tubes for the transmission of mail and to advise the Postmaster-General thereon, pursuant to the act of Congress approved June 2, 1900. Said committee will convene at Philadelphia at 2 o'clock p. m. on Monday, Decem- ber 10, 1900, and remain in session for a period not exceeding ten days. Each member shall receive as full compensation ^250 and his necessary expenses. The chairman is authorized to expend a sum not exceeding 1300 for secretary, stenographer, and incidental expenses. Ch. Emory Smith, Postmaster- General. The instructions governing the work of this committee are embodied in the following clause of the Post-Office appropriation bill for the fiscal year ending June 30, 1901 : For the investigation by the Postmaster-General of the cost of construction, oper- ation, and utility of all systems of pneumatic tubes for the transmission of mails, including full details and maps, and any estimates and proposals as to cost of con- struction, as well as the cost of stations and their operation, and all facts bearing upon the use of said tubes in connection with the mail service, to enable Congress to determine whether the service should be owned, leased, extended, or discontinued by the Government, also the cost at which the Government may acquire existing plants or necessary patents, $10,000. The committee held its first session at No. 32 South Broad street, Philadelphia, Pa. , at 2 o'clock p. m. on December 10, 1900, and pro- ceeded at. once with the work. 13 14 PNEUMATIC-TUBE SERVICE. By direction of the Postmaster-General Mr. J. M. Hasten, chair man of the committee of postal officials, appointed to collect data rela- tive to the pneumatic-tube postal service, attended the sessions ot tne committee with the full results of the investigations already maae and this material formed the basis of this committee's work. Sec. II. — Summary of evidence supplied to the cmmmttee. The evidence submitted to this committee consists: . First. Of the several reports to the Post-Office Department by the joint committees of postal officials relating to the actual or proposed pneumatic services of the larger cities. Second. The printed statement of the postmaster of Philadelphia and similar statements in manuscript accompanying the reports of the several joint committees, particularly New York and Chicago, regard- ing the pneumatic system of mail transmission and related matters. Third. Certain tabulated data, collated from the preceding docu- ments and other sources, which give this committee a concise presen- tation of the principal facts bearing upon the question in hand. Fourth. An exceedingly valuable mass of detailed information fur- nished the committee, verbally, on its demand by various representa- tives of the Post-Office Department. Fifth. Information obtained by the committee by personal inspection of New York and Philadelphia plants. Sixth. Matter descriptive of the construction actually in use for accelerated transmission, with maps and plans, supplied to the various committees and to this committee. Sec. Til. ~ Summary of the reports of the joint committees. Boston. — The "joint committee" advises the extension of the service to the South Terminal station, and considers possible an extension to the Back Bay office, with an alternative of renting a privilege for, say, ten minutes in each half hour, of the commercial line there operated. The new lines are advised to be made 6-inch. The proposed rental is 183,034 for an 8-inch line to the South Ter- minal, and 6-inch extensions, with $3,300 additional if a 10-inch tube 18 adopted. The committee would have the figures submitted verilied bj^ experts. Reductions are thought possible to the extent of one-half of the estimated ¥25,585 for power. The business of the South Terminal station would afi'ect 60 per cent more material than is now transferred over the line to the north station. The present cost of pneumatic transmission is stated as 165,000, and the cost of the extended svstem IS estimated at $132,000, practically double. Credits against the larger figures are estimated as incidental to the use of the svstem amonnffno- to $78,000, and the difference, $54,000, is to be chargeTaSt the accruing advantages of this method of transmission, includino- a nrobable stimulation of the postal business. ' ^^"^ingapiobable P/w7«&#/./« -The " joint committee" reports the following, prop- ositions from the Pneumatic Transit Company: * ^ ^ (1) The introduction of seven connections, "a o-oi-ep-a tin a- 7 (tr? . -i at a cost of $114,907.93 annually. ' --'°^''^^"g '-t'-' miles, (2) The adding of ten connections, aggregating 12.5 milp« „f $162,996.17 annually. ' ^^ ^ g ^.o mue^, at PNKUMATIC-TUBE SERVICE. 15 (3) Adding fourteen connections, aggregating 19.49 miles, at 1221,617.60 annually. It was concluded that these costs were prohibitive except in the case of the first proposition, which would affect 83.5 per cent of the total business of the Philadelphia post-office, or 87 per cent of the first-class mail originating in that city. This proposition was considered worthy of consideration. It was thought, however, that the figures submitted by the proposing contractors were probably 25 to 33 per cent too high. It was believed that the costs should be reduced by the installations practicable within the post-office building to the extent of 136,000, and the balance, less 20 per cent, makes a net possible saving of $56,306.16, less $42,128, or |14,178. 15. The 10 per cent allowance on construction account was stated to be reducible by that portion chargeable to engineering and office expenses, to licenses and royalties. It was thought that the number of operatives might be reduced one-half and a saving thus effected of $9,100 per annum. The net cost ought not thus exceed a total of $91,630. Possible economies are pointed out, incidental to the use of the sys- tem, of $99,000 per annum on the existing routes. Reduction of pay- ments for special deliveries are advised from 8 to 5 cents. It is thought that the proposed continued charge of $34,566 on existing plant could be somewhat reduced. Chicago. — The report of the "joint committee" at Chicago indorses the local committee's report, and finds that the proposition of the Chicago Pneumatic Service Company is the most favorable to the Gov- ernment of the four proposals received, and this involves the laying down of 8.78 miles of 8-inch tubes between the main office, three depots, and seven other stations. The estimated annual payment amounts to 10 per cent on the estimated costs of constructions, plus $66,118 operating expense, a total of $143,050.50. The committee thought these figures substantially correct, except an estimate included of $28,800, which was to cover cost of labor in sta- tions. This could be probably reduced to a considerably smaller sum by utilizing the services of clerks already employed in the stations. It was thought that a 10 per cent basis on the total charge against con- struction account was inequitable, and it was concluded that a 5 per cent basis would be more just, reducing the annual charge as rental to $116,989, or $13,326 per mile. On this basis the committee thought it wise to recommend the proposed installations and anticipated a pos- sible later reduction of charges to a total of $100,000 annually. Possible savings were estimated by reduction in the costs of wagon service of $10,000 per annum, by a similar amount in costs of carriers, and by economy in reduction of railway service $5,000, a total of $25,000. It was advised to reduce next the payment for special deliv- ery from 8 to 5 cents. All economies included, the net increase pro- duced in the costs of transportation would thus be made $80,000 per annum in Chicago by the proposed service, which increase is to be set against its manifold advantages to the public. San Francisco. — The investigation at this point results in the advis- ing of lines 2.66 miles in length, at a cost in annual rental of $60,924, which gives a possible net outgo of $46,311 after deductions of savings. The situation is found to be very opportune for the introduction of the system, and it is anticipated that at least one-half of the total mail transportation in the city may be carried on by this service. Eight- 16 PNEUMATIC-TUBE SERVICE. inch tubes are proposed, effecting further economies in the '^^^^Pp transportation, clerical services, and other details of something i e ' ),000. Construction of the lines planned is strongly urged by tne ]oint committee. . . j Cinci?imiti'.— The committee on the Cincinnati installations reportea that, in the opinion of its members, the estimates submitted tor tne proposed service in that city were not approved, but that the iiLro- duction of the service was eminentlv desirable. The hne was to be 6.61 miles in length, at a cost, as estimated, of |636,462. 1 he annual rental, including 10 per cent on the construction account, was estimated at $110,731. ^ , • • XT That committee had inspected the conditions of the service in JNew York and Brooklyn and in Philadelphia and Boston, and considered those installations to be satisfactory. St. Louis. — The committee on this city reports as routes considered: (1) Post-office to Union Depot, 8 inch. (2) Post-office to Relay, 8 inch. (3) Six miles of line on Broadway, north and south, 6 inch. (4) Union Depot west to residence quarter, 6 inch. The total proposed amounts to 12.78 miles of line. The committee could not revise the construction account estimates in detail, but they were thought high. It was advised that the Depart- ment secure its own estimates independently. The total costs were given as estimated at $876,320. The rental proposed was 10 per cent on this sum plus the cost of operating — a total of $157,672. Operating figures were thought correct except as to labor, which it was thought could be reduced, by utilizing the services of clerks, by about $18,600. The total rental, on the basis of the proposition of the Batcheller Company, reduced to meet the views of the committee, was reported as $111,415 per annum, and this was approved. The figures reported were found to be 34 per cent of the net profit on local business. The present cost of transportation in that city is given as $54,352, or one-half of the above minimum estimate. Possible economies incidental to the use of the system in St. Louis are figured at $25,000. Neto York. — The joint committee discusses a proposition for the installation of 18 miles of new line, at a cost of $925,000, and assumes a five-year contract. The rental proposed is $398,500 annually for the new and the continuance of existing tube service. A mixed maU and commercial service had been suggested, but this the committee does not consider permissible. The proposition involved the connec- tion of 21 stations and the main office. The figures of $398,500 included all costs of operation. The reasonableness of this figure is considered to be outside the province of the committee and to be determinable only by engineering experts. In detail this amount consists of $136,000 for power- $60 000 for wages of station operators; $18,500 for local taxes, and!$184',500 for interest, renewals, and administration and incidental expenses'. annum, ihis is 54 per cent of the present mileage charge. Possible economies incidental to the use of the'pneumatic system as proposed, as by reduction of wagon service, elevated railway service PNETJMATIC-TUBE SEKVICE. 17 and incidental savings, are reckoned at 1101,052; gains by stimulated correspondence and postal business, and by reductions of charges for special deliveries from 8 to 5 cents, $24,000; by reductions of cost of delivery, $16,000; by reduction of clerical force, f 16, 000; total, $156,052. The net increase of costs is reckoned thus as $75,348, which amounts to but 6 per cent of the net local revenue of the New York office. On this basis the joint committee recommends to the Department that the proposed extension be undertaken. Brooklyn. — The subject was investigated in Brooklyn by a special "joint committee," which, revising the report of the local committee, approved the recommendations of the latter committee. This con- templated the construction of seven new connections, amounting to 13.5 miles, at a cost of $172,097; or of five such connections, amount- ing 8.88 miles, for $138,113; or of two connections, amounting to 5.17 miles, at $105,999 per annum, each conditional upon the proposals proving on investigation to be reasonable. A fourth proposition involved the same constructions as the third above, with Station A added, at a figure of $102,000. All proposals included the continued operation of the existing sj'stem, which is the connection now in operation between New York and Brooklyn. The committee reported that they considered the figures submitted them as above large, and suggested 6-inch tubes in the extensions if adopted. The committee thought the present service valuable and advised its continuance. It was, however, considered that the new estimates forthat service were too high and that the figure of $41,676 should be reduced to more nearly $20,000 plus the cost of power. Sec. rV". — Information collated from various sources. An examination of the reports of the joint committees and of the various papers attached thereto discloses the fact that from the 11 cities selected by the Post-Office Department for inspection in connec- tion with the proposed installation of tubular mail service the joint committees, after careful consideration, eliminated 3, namely, Wash- ington, New Oi'leans, and Denver. In each of the remaining 8 cities the committees recommend to the Post-Office Department that a system of pneumatic tubes for transmission of mails be installed, or the present systems extended, and submit to the Department for consideration proposals and estimates for the service recommended in each city as summarized in the foregoing section. The following table sets forth the details of those proposals and estimates, together with the cost of construction and operation as estimated by the joint com- mittees, as well as certain possible economies which, in their judgment, would ensue from the establishment of the tubular systems as recom- mended in those cities. p T s— 01 2 18 PNEUMATIC-TUBE SERVICE. City. City. New York . Brooklyn Philadelphia . . Cincinnati Chicago St. Louis San Francisco . Table I. Boston Do Do New York Brooklyn Philadelphia. Do Do Cincinnati . . . Do Chicago St. Louis Do San Francisco Total . . . . Length. Miles. 0.71 .74 1.37 23.31 10.63 7.66 .52 .94 4.26 2.38 8.78 9.31 3.16 2.44 71.88 Size of tube. Inches. Rental pro- posed by bid- ding company, including ex- isting service. Proposition as revised by joint committees. $83,034.80 398, 500. 00 cl38,113.00 149,473.93 101,561.80 143, 050. 52 157, 680. 52 60, 924. 66 1, 232, 339. 23 870,262.00 398, 500. 00 138,000.00 126,196.00 80,230.00 116,989.00 111,046.00 48,609.66 1,089,821.66 I Boston 831,200 Rental per mile of length. Mail sta- tions con- nected. 17,326 13, 105 13,844 12, 140 13, 326 8,720 19,900 Depots con- nected. Per cent of first-class mail origi- nating in tube dis- tricts. Per cent of revenue received in tube dis- tricts. 75.0 96.7 82.0 83.6 85.0 89.0 96.0 82.0 City. Competing proposition submitted but not rec- ommended by joint com- mittees. Cost of con- struction es- timated by company. Cost of opera- tion esti- mated by company. Cost of con- struction es- timated by committees. Boston New York Brooklyn Philadelphia.. Cincinnati Chicago St. Louis San Francisco. Total.... City. Boston New York Brooklyn Philadelphia . . Do Cincinnati Chicago St. Louis San Francisco - Total.... 8125,269,00 213,920.00 188, 283. 00 50, 917. 00 $186, 1,458, 663, 522, 769, 876, 262, 936. 00 480. 00 a) 061.00 267. 96 325. 24 355. 17 247. 31 $64, 348. 00 262,652.80 (a) 58,601.77 49,336.00 66, 118. 00 70,045.00 35, 699. 93 & $526, 605. 00 500,000.00 740,025.00 600,000.00 232,09LS1 678, 389. 00 4, 628, 673. 18 596, 794. 60 2,598,721.31 Cost of operation, estimated by commit- tees. Possible economies, wagon, electric car, or special mail mes- senger. $.51, 649 49,502 33, 736 46, 118 61, 445 26,300 257, 649 $7,000 168, 452 19,600 42,216 35,400 23, 391 10, 000 295, 959 Cost of existing tube service. Length. Miles. 0.74 5.29 1.66 .94 .52 Size. Inches. 8 8 Annual rental. $9,000 158,500 20,200 34,566 222, 266 aCompany's estimate not received. 6Not including cost of existing service; 20 per cent additional decrease deemed po-ssihlp cThreeotherbids were received. ' ™^- PNEFMATIC-TUBE SERVICE. 19 In this connection it is interesting and instructive to note the relative financial importance of the post-offices in these 8 cities. The following table is compiled from the data contained in the reports of the local and joint committees by Mr. J. M. Hasten, the postal expert designated by the Department to assist this committee: Table II. — Statistics of first-class mail. Post-ofBce. Pounds of first-class mail originating annually. Per cent of local mail. Pounds of local flrst-class mail annually. Rate per pound re- ceived. Gross "local" receipts annually. Net per cent re- ceipts turned over. Apparent net "local" profits. Boston, Mass. . . 1,081,130 13,501,642 1,408,063 3,470,659 1,205,636 6,114,396 1, 748, 996 878,086 31.00 40.00 30.00 35.00 39.43 18.95 25.66 10.29 335,150 5,400,656 422,415 1, 214, 730 475,382 1,158,678 448,792 90,335 0.70 .39 .80 .72 .76 .62 .75 .90 $234, 605. 00 1,906,265.00 337,377.00 866,638.00 361,200.32 718,380.36 336,594.00 81,319.50 0.54 .62 .32 .52 .61 .60 .65 .65 8126,686.70 1,284,861.00 104, 769. 00 446,000.00 220,387.09 431,028.22 218, 786. 10 New York,N.Y Brooklyn, N. Y Philadelphia, Pa Cincinnati ,Ohio Chicago 111 . San Francisco, Cal 44,725.72 From an examination of the papers attached to the reports of the joint committees it would appear that the Boston, New York, and Brooklyn companies, whose proposals are recommended by the joint committees, are separate and independent, while the proposals recom- mended in the other five cities are made either by the Batcheller Pneu- matic Tube Company, of Philadelphia, or by local companies operating under that system and apparently controlled by that company. In the three cities first named the proposals are made on the basis of an annual rental of a definite fixed sum per year, which is claimed to be based upon the cost of operation plus approximately 10 per cent on the actual cost of construction, but which is not to be varied should that construction prove to be more or less expensive than estimated. In the other cities the annual rental proposed is not fixed and definite, but is to consist of the cost of operation plus 10 per cent of the cost of construction, whatever that amount may prove to be on completion of the work, duly supervised and checked by engineers to be supplied by the Post-Office Department. It further appears from reports of the local committees in the cities in which the tube service has been in operation, namely, Boston, New York, Brooklyn, and Philadelphia, that the service furnished by 8-inch tubes has proven adequate to convey all first-class mail, even during the busiest hours, without approximating its full capacity, and that in addition thereto considerable quantities of newspapers are being for- warded by tube in each of those cities, although that branch of the tubular service has not been developed, mainly owing to lack of space for the necessary rehandling of large quantities of paper mail; that the system has demonstrated its advantages over other systems of transmitting mails in its high relative speed, giving in some instances a gain of 91 per cent, in its freedom from delays incident to weather, parades, or riots, and in the impossibility of depredations of mails in transit. This gain in time, due to continuity and high speed, makes possible the actual delivery of incoming mails over a much larger ter- ritory by the same carrier delivery. It is the experience of each of these four cities that the establishment of this service has enabled the Department to decrease expenses in other directions, notablj" in the 20 PNEFMATIC-TUBE SEE VICE. number of messengers to cars, etc. , and in the amount of car and wagon service, and that, being- practically a continuous service, the element of congestion, so serious in these large offices, due to the perioaicai arrival of great quantities of mail, is prevented and the annoying delays incident thereto are avoided. This also permits the Department to obtain a greater degree of efficiency from a smaller clerical JOTce than is possible when large quantities arrive at fixed intervals, ihe continuing character of the service performed by the tube has proven of great value in enabling the postal authorities to advance large quan- tities of mail at least one dispatch daily. In Boston the number is given as 10.925 letters, in New York 20,000, and in Philadelphia at least 30,000.' The data from the other four cities, namely, Chicago, Cincinnati, St. Louis, and San Francisco, indicate similar results to be obtained by the installation of the tubular service in those cities. Great stress is laid by all the reports upon the stimulating effect which this service will have, first, upon local first-class mail, and second, upon special- delivery matter, the two items in the mail service which yield the greatest relative return. It is confidently predicted bj^ some of the local committees that the increase should be at least 100 per cent in the special-delivery class. In this connection several of the local committees have considered the advisability of a special postage rate for first-class mail transmitted through the tubes; but it is the concensus of their opinions, based on their experience with other improvements in the mail service, whereby increased facilities have produced increased revenue, that no such special postage rate should be charged. On the contrary, they recom- mend that in the case of special-delivery matter it would be wise for the Government to pay the messengers who deliver these letters, for the immediate delivery of which an extra 10 cents is charged, 5 cents instead of 8 cents per letter in those districts served by the tubular system. This opinion rests upon the belief that the messenger would receive in the aggregate a greater return at 6 cents per letter, when delivering a large number at less distances, than he now receives at 8 cents per letter under the present conditions. Sec. V. — Description of systems. The following are brief descriptions of the various methods proposed for use by bidders to the various postal committees for accelerated transmission of mail: . THE BATCHELLER PNEUMATIC-TUBE SYSTEM. Motive 2yowe7\—Th.Q motive power is air at a pressure of about from 5 to 10 pounds on Imes at present in use. The compressed air required may be furnished by any approved type of steam or electricallv driven air compressor or high-pressure blower. ^ i?«»ttv/y.— The runway through which the carriers pass is cast-iron pipe, laid in a double line to accommodate traffic in opposite directions bored true and smooth, consisting of pipe similar to a high o-radp of water pipe, and laid and jointed in a generally similar manner thoiwh with much more care. Sizes of tubes at present in service under this system are 6 inches and 8 inches. Short corners are turned by b - PNEUMATIC-TUBE SEJKVICE. 21 bends with a radius equal to 1 foot for each inch of diameter of line used. Bends are protected by shells pf masonry. Carriers. — The carriers used are cj'^lindrical in form, having flat heads. The internal diameter of the carriers is about 1 inch less than that of the size of the tube used — i. e., 5 -inch (internal diameter) car- riers for 6-inch tubes and 7-inch carriers for 8-inch tubes. Length of carrier may be from 16 to 30 inches, and the weight ranges from 7 to 16 pounds, according to diameter and length of carrier used. The metal body of the carrier is not designed to come into contact with the interior of the tubes, each carrier being fitted with two packing rings of cotton fabric, secured by metal collars placed near the ends and lubricated with vaseline, the packing rings being made of a size to give an easy running fit in the tubes. Access to the interior of the carrier is given \)y having a door fitted to the full diaifieter at one end, the door being provided with a secure latching arrangement, which, in its present form, makes accidental opening practically impossible. Dispatching afparatus. — Each station, which may be the end or an intermediate point on the line, is equipped for sending and receiving carriers. The sending apparatus consists of two sections of the tube supported in a swinging frame so arranged that either section may be brought into line with the main tube', through which a current of air under necessary pressure is constantly flowing. One of these tube sections is swung aside to receive the carrier. In dispatching, a car- rier is placed in an iron trough secured to the transmitter, and it is then placed into the open tube section. The frame carrying the two sections is then swung into position, thus bringing the section contain- ing the carrier into line with the main tube, when the carrier is swept along by the current of air under pressure. While the frame is swing- ing from one position to another the air is prevented from escaping by plate^overing the end of the main tube, and a by -pass is also provided so that the air current is not interfered with. An air cylinder furnishes the power to swing the frame, the oper- ation requiring from two to three seconds. In dispatching, to avoid accidents, necessary headway of from five to fifteen seconds is given each carrier. This may be controlled auto- matically by time lock or by hand. Receiving apparatus. — Four forms of receivers may be used. They are here called the open receiver, the gate receiver, the closed receiver, and the intermediate receiver. The open and gate receivers are used when the pressure in the tube is only an ounce or two above the atmos- phere, which condition occurs at the end of the tube farthest removed from the air compressor. This may be in the same building with the compressor when the outgoing and incoming lines are both operated from one station. The open receiver is the most recent form of oper- ating device, and permits a smaller time interval between carriers than does the gate receiver. The gate receiver contains an air cushion, formed by closing the end of the tube with a sluice gate and allowing the air under pressure to flow into a slotted branch pipe in the rear of the sluice gate. When a carrier arrives it passes over the slots, enters the air cushion, and is thus brought to rest. For terminal stations where the air current arrives in one tube and returns by the other tube a closed receiver is used. This consists of a section of tube closed at one end, forming a receiving chamber. As 22 PNEUMATIC-TUBE SERVICE. carriers arrive they run directly into this chamber and come to ^'^ J compressing the air therein. The receiving chamber has one ena - nected to a piston in a cvlinder, so arranged that the movement oi ''"^ piston tilts the receiving chamber through an angle o± 40 degiees lo discharge the carrier and then returns it to a horizontal position. The intermediate station receiver may be likewise automatic, as the main-line tubes pass through each station some device is necessary to turn aside the carriers destined for that station without intertering. with those which are to go to points farther along the Ime. me auto- matic intermediate apparatus consists of a machine resembling a large wheel with a wide flange. The diameter of a small disk on the end ot the carrier determines whether or not it will be discharged at a station where an automatic intermediate machine is located. If the disk is wide enough to span the space between two needles placed in the bottom of the receiving tubes an electric connection is established, the wheel revolves 45 degrees, and the carrier is discharged through a sluice gate into the station receiver. If the carrier is to go to a station bej^ond, the wheel of the intermediate apparatus turns through 90 degrees and drops the carrier into the main line, thus permitting it to continue to its destination. Judging by actual experience at the Madison Square branch of the New York post-office, the automatic intermediate apparatus may be dispensed with, the pneumatic line in which this station is placed being from the general post-office to the Grand Central Station. A set of the receiving and dispatching mechanism is cut into the line at this station, the mechanism above named being substantiallj' similar to that used at temiinal stations, though in a form improved and com- pacted from designs by Mr. Blood, of the Tubular Dispatch Company, of New York. In general. — The Batcheller Company does not recommend double- tube lines over 4 miles in length between relay stations, and states that initial air pressures below 25 pounds are most expedient to use. A carrier speed of from 25 to 33 miles per hour under actual working conditions is obtained on lines at present in service. SYSTEMS OF THE AMERICAN PNEUMATIC SERVICE COMPANT. Motive 2)oiper. — The motive power of the Fordyce system operated by the American Pneumatic Service Company is compressed air at low pressure, supplied by any approved type oi' blower or compressor driven by steam or electric power. Hunwmj. — The runway for this line is made of cast-iron pipe usu- ally laid in a double line to accommodate traffic in opposite directions. The pipe is simply a good grade of unbored cast-iron water pipe, laid in the ordinary manner with bell and spigot joints, ends of pipe sec- tions, however, being machined to secure good contact. The line which is in present use at Lowell, Mass. , is 10 inches in diameter, the length being about 4,000 feet. Corners are turned bv short bends of cast-iron pipe laid in sections. The radius is 1 foot for each inch in diameter of the pipe. Carrieri<.^T\x& carriers used are cylindrical in form. They ranffe from 18 to 30 inches in length, and are about 9 inches in internal diam- eter. They a^e made of sheet steel, with phosphor-bronze heads The heads are cast with 4 or 5 lugs, each lug holding a solid drop-f orp-pA i PJ^EUMATIC-TCTBE SEKVICE. 23 steel or hard bronze wheel. On these wheels the carriers run in the tubes. There is properly no actual contact between the body of the carrier and the pipe. Carriers now in use are fitted with doors in the sides, running substantially the length of the carriers between heads, and with width of openings ranging from 7 to 9 inches, the latter opening practicall}- equal to the internal diameter of the carrier. Dispatching apparatus. — The dispatching apparatus resembles in . form a section of the line, being closed at the ends by valves. The movement of an operating lever works an auxiliary cylinder, which closes the outer valve and opens the inner valve, thus starting the car- rier in the pipe and at the same time opening a third valve, which admits the current of air behind the carrier, propelling it along the line. Carriers may be dispatched with a hteadway of from 6 to 15 seconds. The velocity varies from 25 to 30 miles an hour under service condi- tions at Lowell. Receiving apparatus. — On arriving at the receiving apparatus the carrier opens an auxiliary valve, which admits a supply of air under pressure. This air in turn opens a valve in the receiving terminal and permits the discharge of the carrier, the air pressure being permitted to accumulate in advance of the carrier before discharge, thus gradu- allj' bringing the same to nearlj- a state of rest before the gate valve at the end of the line is opened. The accumulated pressure also oper- ates mechanism which closes a valve in the receiving terminal after the carrier has passed out on a tray at the end of the line. In general. — This system has been laid for commercial purposes in the city of Boston on a double line about 5^ miles in length, the air pressure proposed for operation being 5 pounds or less. The American Pneumatic Service Company also operates packed carriers in bored or brass tubes under Bostedo, Lamson, or other patents, using open end receiving and dispatching apparatus. The size of tubes ranges from 2 to 5 inches in diameter on lines at present in use, the largest being installed at the United States navy- yard, Brooklyn, N. Y., and the United States appraisers' warehouse. New York, where 5-inch tubes are in service. This company also ten- dered for 6 and -8 inch tube installations, to be of the character as out- lined above. The pressure carried on the small lines in use is from 2 to 10 pounds, and the speed obtained is from 15 to 30 miles an hour. Both the Batcheller Pneumatic Tube Companj' and the American Pneumatic Service Company propose in their larger systems to use electrically driven air compressors or blowers, current to be generated in a central station conveniently located, and to be distributed by elec- trical conductors laid when tubes are put down; compressors or blow- ers to be located at stations in the line where most efficient. SYSTEM OF THE UNITED STATES PNEUMATIC DISPATCH COMPANY. Motive power. — The system of the United States Pneumatic Dispatch Company, in experimental use at Burlington, N. J., uses compressed air at a pressure of about 6 ounces above the atmosphere in the rear of the carrier, a steam-driven blower of ordinary type furnishing the pneumatic power. JRimway. — The runway of this sj'stem consists of cast-iron pipe in flanged sections, bolted together at the joints. The quality of the pipe 24 PNETJMATIC-TUBE SERVICE. is similar to ordinary water pipe, but the sections are cast with ^°^P tudinal grooves at opposite sides of the inner circumference oi ^"« pipe, the sections being so put together as to bring these grooves cou- tinuously at the top and bottom of the pipe line, thus^forming a run- way for the wheels of the carrier hereinafter described. The one curve in the experimental line is made by jointed sections or cast-iron pipe and has a radius of about 24 feet. The total length ot the line in use at Burlington is about 2,000 feet. Eeceiving and dispatddng ajqximtvs.—The receiving^ and dispatcn- ing apparatus of this system is substantially the same tor eacn ena ot the line. It consists of an open tramway with an upper and lower rail to take the carrier wheels, a gate valve at the end ot the continu- ous pipe line, and a section of pipe with a closed end, forming an air cushion. ^ -i ■ ^x. ^ In dispatching, the carrier, which has been placed in the open tram- way, is propelled bv hand into the tube, the gate valve is closed behind it, and by opening the discharge valve in the supply pipe from the blower the carrier is driven along the line. As the carrier nears the terminal at the other end a gate valve serves to prevent the escape of air, thus accumulating pressure in advance of the carrier and serving to bring it nearly to a state of rest by compression. When within a few feet of the end of the line the carrier automatically shuts a gate valve there placed, opens the gate valve in the end thereof, and slowly passes out on the open tramway, coming finally to rest in an independent section of tube at the end of the open tramway, where there is a final air cushion. The carrier may be returned or driven in the opposite direction in the same line by repeating at the other end the process above described. Carriers. — The carrier consists of a cylindrical sheet-steel car, hav- ing bronze and iron framing. The car is 3 feet long and 20 inches internal diameter and weighs about 400 pounds. On each end of the car are two wheels, an upper and a lower, which travel in the grooves formed in the runway, the wheels revolving in antifriction bearings secured to the wheel framing or "wings;" the "wings" in turn being firmly attached to head framing or ends of the carrier. These wings are pivoted at right angles to the axis of the carrier 'in order that it may be readily accommodated to curves. The "wings" or framing at the ends of the carrier body form a nearly air-tight fit in the tube by a shield of sheet rubber, which runs almost in contact with the sur- face of the pipe. Access to the interior of the carrier body is ^ven by a sliding door about 10 by 30 inches. In general. — The air pressure carried in this system — i.e. 6 ounces — serves to give a speed of about 33 miles an hour. This speed can be readily increased, if desired, to 50 miles or more bj' an increase of air pressure. It is stated by the representative of the American Pneumatic Dis- patch Company that a line similar to the one heretofore described can be operated without relay for a distance of from 6 to 10 miles accord- ing to the air pressure carried. This company is prepared to under- take, in connection with this system, the construction of switches and mechanism for intermediate stations, such apparatus being automatic in operation and generally resembling that described for use at the terminals. Carriers can be operated at headway of about 15 seconds PNEUMATIC-TUBE SERVICE. 25 THE FRANK ELECTRICAL SYSTEM. Mr. Max. Frank presented to the local committee in Chicago a sys- tem which he described as an electro-pneumatic tube. The construc- tion and method of operation, he stated, could not be described, since they were not yet patented. THE SAMPSON COMBINED CURB AND CONDUIT SYSTEM. The primary object of the Sampson combined curb and conduit system is to furnish conduits for electric wires, to contain piping, etc. For use in cities the system named is constructed by removing the curbstones along a given street, and then digging a trench of any desired depth and needful width on the curb line. In this trench is laid a series of vitrified tile ducts of required size and form and placed in tiers on and in a bed of concrete. Sections of duct are jointed internally by a mandrel and externally by a sheet-steel casing, the curb and conduit containing the ducts being finally completed bj- Portland cement cast or applied in desired form to finish outside work. The tile ducts contained in the conduits may be tapped at desired intervals or may be solidly continuous from end to end of the line. In its application to the transmission of mails the bidder for this system proposed to install a duct or ducts rectangular in form, the duct or ducts to be located near the bottom of the proposed curb con- duit, and to be of any desired size, 24 inches in diameter being sug- gested as the smallest proposed for mail-transit use. Rails were to be laid and electrically operated motor cars were to be run. It was proposed to use cars weighing from 500 to 1,000 pounds, each car to carry from 600 to 1,000 pounds of mail matter. V . . . ■ . Sec. VI. — Ad/vcmtages of pneumatic transmission compared ivith cost. Later in this report will be found a comparison of the cost of tube service in the various cities in which its installation is contemplated, with the postal revenues of those cities, and in order that this cost may be set against the advantages to follow the adoption of the service, we give here a resume of those advantages. In a general way it is understood by all that the object of the tube service and the compensation which it gives for its cost is the expedit-j ing of correspondence in transit between the addresser and the addres-' see. There are two sources of this saving in time, one of which is more apparent than the other. The first and more apparent source lies in •^tfie increased speed of the carrier in the tubes over the speed of present I street service. In the case of the longest tube at present in service- namely, the one connecting the general post-office with the Grand Cen- tral Depot in New York, the total length of which is approximately 3i miles, this saving in time is 33 minutes. In the shorter tubes this saving in time is corresponding^ less, while in the case of longest pro- posed tube — namely, the one to connect the general post-office with Branches J and L, in the Harlem district of New York — the saving will amount to 36 minutes. It is obvious that the ainount of saving due to this source is dependent solely on the length of the route and the increased speed of the carriers over the present service. 26 PNEUMATIC-TUBE SERVICE. The second and less apparent source of saving in time, although the one which is in most cases the more important of the two, is due to tne , fact that the service with wagons and street and elevated railways is iintermittent, while the service with tubes is continuous, il^xcept in New York, the most frequent present service between the general and the branch post-offices is that due to the hourly schedule ot wagons. It is obvious that with wagons dispatched at hourly intervals a letter deposited in an office immediately after a dispatch of a wagon will be required to wait one hour for the next wagon, whereas with the tube service the letter would be dispatched immediately. Letters deposited at other intervals within the hour will be advanced correspondingly less, the average gain being obviously one-half of the schedule inter- val; that is, one-half an hour with the hourly service, one hour with two-hourly service, and so on, to which is to be added the gain due to the increased speed in transit. A corresponding gain occurs at the other end of the route. The arrival of a wagonload of mail fills the sorting_ tables, and a consider- able interval elapses before all the mail is distributed and sent out for deliverj', whereas with the continuous service of the tubes the mail is distributed as it arrives and no such delay occurs, thus avoiding the serious congestion which frequently occurs with the present service. In this case, as before, the average gain is one-half the time required to sort a wagonload of mail, though it is not possible to state the amount of this saving as definitely in minutes as at the dispatching office. It will be seen that this gain due to the continuous service of the tubes has no connections with the increased speed of the carriers in the tubes or with the distance between the stations connected by the tubes, but that it depends wholly upon the continuous service of the tubes. In the case of mail for out-of-town points the gain due to the con- tinuous service must be considered in connection with the intervals between mail trains. If mails between two cities are dispatched at intervals of, say, four hours, it is clear that the expediting of the mail due to the tube service may enable a letter to catch a train which it would otherwise miss, and that its actual delivery to the addressee will be expedited by the interval between trains, or four hours. In the case of mail for distant points where the interval becomes, say, one day, the catching of a train which it would otherwise miss will hasten the delivery of a letter by an entire day. The same principle applies, whatever be the interval between succes- sive mail services, and in the case of trans-Atlantic mails the gain may reach four days; in the case of trans-Pacific and South American mails, fifteen days, and in a few other cases an entire month, and this condition applies to outgoing foreign mails from all portions of the countrv. It will often happen that the catching of an earlier train will result In the arrival of a letter at its destination post-office at an hour which will permit its delivery the same day, whereas, arrival by the next train while still within business hours, maj^ yet be so late as to prevent delivery until the next day. " It will thus be understood that the gain due to the tubes in New York will in some cases hasten the delivery to an addressee in Buffalo Pittsburg, and Chicago by twelve hours and in San Francisco bv twenty-four hours. ' ■' PNEUMATIC-TUBE 8EBVICE. 27 It is clear that whereas all local letters are thus hastened in delivery by the tubes, only a portion of the through mail is thus hastened. As an indication of the amount of through mail thus hastened, the post- master at New York states that 20,000 outgoing out-of-town letters per day are thus advanced by one dispatch. The corresponding num.- ber given by the postmaster at Brooklyn is 10,000, by the postmaster at Philadelphia 30,000, and by the postmaster at Boston 10,000 per day. Similar gains are made in the distribution of mail arriving from out of town. The Chicago local committee caused a count to be made for September 26, 1900, of the number of pieces of arri\'ing first-class mail which would be advanced were the tubes in service between th« rail- road depots and the general post-office, the result being 63,600 pieces per day which would be advanced one delivery. The same committee found bj' count that tube service between the general post-office and the branch offices would advance 100,000 letters per day one delivery, or by approximately one and one-half hours. It being clear that the effect of the tube service is to quicken the delivery of all local mails by a certain amount of time and to quicken the delivery of a portion only of the out-of-town mails by much larger amount of time, and in order that the cost of the tube service may be compared with its 'value in connection with both through and local mails, we have given further on a comparison of its cost with the postal receipts from various cities, both for all classes of through and for first-class local mail matter. Other advantages of the tubs' service are less easily estimated in value, although no less real. VCtief of these is the certainty of the service and its safety from interruption. The postmaster at Boston testifies that during and after a violent snowstorm, when street traffic was virtually suspended, the delivery of mail though the tubes pro- ceeded without interruption. Somewhat similarly the copies of the New York Herald of a certain date intended to be expressed west and south could not be gotten to the Pennsylvania Railroad depot by wagon in time for their train because of a snowstorm. They were, however, gotten to the Madison Square branch post-office and sent thence to the general post-office through the tubes, thence to the depot bj^ wagon, and were put on the usual train, thus saving an entire day in final delive^J^ It is clear also that the tube service possesses the same safety from interruption due to the presence of parades and other street demon- strations, as well as during fires, riots, and other possible public dis- turbances, and from depredations. ^ It seems reasonable to 3' our committee to expect that the quickened service due to the tubes will lead to an increased use of the mails for local special-deliver}' service. It is well known that in the larger cities a large business is done by the telegraph and messenger compa- nies in handling local correspondence, although their charges for this service are materially higher than for special-delivery mail matter. The experience in New York has shown in the districts now covered by the tubes, and within a reasonable radius from their terminals, that special-delivery letters arrive at their destinations much quicker than is possible with the district messengers and considerably quicker than is possible with the telegraph. Ordinarily increased facilities of any kind must create new business before a profit can be returned upon them; but in this case a large mass of business is already in existence. 28 PNEUMATIC-TUBE SEEVIOE. which it seems reasonable to expect will be diverted to the postal department as soon as a quickened service gives the necessary dispatcn and the public becomes acquainted with the bettered service. While thus recognizing, as your committee freely does, the great benefits which would follow the extension of the system, we also recog- nize that it is expensive, and it remains to contrast the cost witn the benefit to be obtained in the various cities in order (1) to determme whether the benefit will justify the cost in any case, and (2) to find, it possible, some rule or principle by which to determine what cities, if any, shall have it, and to how great an extent they shallhave it. In order to thus reduce the matter as far as possible to a simple matter of arithmetic, we have made below a tabular comparison between the cost of the service per annum in the various cities and the annual volume of postal revenue for the same cities. The list of cities for which these figures of cost were first obtained by the joint committees originally comprised eleven. From these the joint committees eliminated three, because the cost was found to be disproportionate to the service to be rendered. From the remaining eight this committee has eliminated two more for the same reason. For a third city, while indorsing the existing tube, we have recom- mended no extension, and for two additional cities we have largely cut down the programmes outlined by the joint committees. There thus remain but three cities out of the original eleven in which this committee considers that the benefits to be obtained would justify the outlay necessary to install the tubes in accordance with the programmes of the joint commitees. When it is understood that the cities of the original list were selected by the Post-Office Department because, presumably, the tubes would be justified in them, we are confronted with the fact that on the pres- ent basis of cost no general extension of the system throughout the cities of the country is to be seriously contemplated, and that until its cost can be very materially reduced it must remain a system of brilliant promise but comparatively limited application. The following table gives figures and deductions regarding eight of the cities which have been reported upon by the joint committees after the elimination of three from the original eleven. These figures give the postal revenues of these cities (a) from all classes of matter, and (h) from local first-class mail. They also give the estimated net cost of the tube service for each city and the ratios between these quantities; that is, they show the percentage of the total postal revenue for these cities and the percentage of revenue on the first-class local mail which would be required to meet the expenses of the proposed tube service. The various joint committees have seen fit to revise the figures for cost and operating expenses submitted by the bidding companies. These revisions have resulted from the suggested saving in cost of plants, due to placing the power stations in Government buildings and from the suggested saving due to the employment of a smaller force in operating the tubes, which smaller force the joint committees con- sidered sufficient for the purpose. In making up the following table, this committee has not felt at liberty to make use of these revised figures of the joint committees. This action on our part is not, how- ever, to be understood as in any way discrediting the judgment o'r con- clusions of the joint committees. On the contrary, we have everv respect for the ability, expert knowledge, and care displayed through- PNEUMATIO-TIJBE SERVICE. 29 out the work of those committees. We simply feel in a matter of this kind that the Government should be the judge as to whether the pro- posed arrangement of the power plants in the public buildings is per- missible, and that the Post-Office Department should judge whether or not the proposed reduction in the amount of attendance allowed is safe and proper. It is understood, therefore, that the figures for the cost of the tube service are those given in the proposals of the bidding companies, from which figures, however, have been subtracted the obvious savings due to the discontinuance of the present services and the fact that a portion of the labor for operating the tubes would be taken from the present clerical force. The figures for the postal revenues are for the fiscal year ending June 30, 1899. In addition to the above, and in order to make possible further com- parisons of the cost of the service with its usefulness in the respective cities, we have entered at the right a column giving the percentage of the first-class mail originating in the various cities at the postal stations connected by the proposed lines of tubes, thus showing the extent to which the proposed tube service provides for the entire first-class mail originating in the respective cities. The data appearing in this table are taken from the reports of the various joint committees, and ma}' be corroborated by reference to those reports. It should be observed, however, that the ratios of cost to revenue, given in the tables, do not agree with those worked out by the joint committees. This apparent discrepancy arises chiefly from the fact that while the joint committees have used their reduced estimates of annual cost as bases of comparison, this committee has used the esti- mates of the bidding companies as bases. It is easy to determine from this table certain cities in which tubes are not economically admissible, but it is not so easy to determine in what cities tubes are admissible, because it is impossible to say how much, in dollars and cents, the expediting of a thousand letters per day is worth. It so happens that a sharp line of demarcation runs through the table, on one side of which the ratios of cost to revenue are much lower than on the other. Whether the service is worth its cost in those cases where the ratio is low, is purely a matter of judgment; and in making its decisions this committee simply records its opinion that in these cases it is worth the cost. We furthermore desire to say that this ratio is so low in those cases that we consider that there is no one city and no one tube which can be omitted from our list in preference to the others. We consider them all necessary. Table III. — Ratios of cost to revenue and extent of serdce. BOSTON. • Annual receipts. Net annual cost equals rental of proposing company less esti- mated sav- ings. Ratio of— Extent of service. Percent- age of flrst- class mail originating at postal stations connected by tubes. Gross revenue $2,970,383 234,605 126,686 $76,085 0.025 .31 .60 Connects 1 railroad depot and 1 branch office and 2 proposed branch offices with the gen- eral post-offlce and continues present service. 80 First-class local mail : Gross revenue 30 PNEUMATIO-TUBE SERVICE. Table HI.— Ratios of cost to revenue and extent of service— ContimxeA. NEW YORK. Annual receipts. Net annual cost equals rental of proposing company less esti- mated say- ings. Ratio of— Extent of service. Percent- age of first- class mail originating at postal stations connected by tubes. Gross revenue $8, 811, 547 First-class local mail; Gross revenue 1,906,255 Netrevenue 1,284,861 8240, 048 0.028 .126 .187 Connects 1 depot and 16 brancb offices witb the general post- office and continues present service. 90 RROOKLYN. (a) Gross revenue $1, 325, 000 First-class local mail; Gross revenue 337,377 Netrevenue 104,759 S152, 597 0.115 .462 1.45 Connects 7 branch offices with the general post-office and continues present service. BROOKLYN. (!>) Gross revenue First-class local mail; Gross revenue . $1,325,000 337, 377 104,759 $118,613 0.09 .35 1.13 Connects 5 branch offices with the general post-office and continues present service. 85 BROOKLYN. (0 Gross revenue First-cla.ss local mail; Gross revenue . $1,325,000 337,377 104, 759 $87,S00 0.066 .26 .83 Connects 3 branch offices with the general post-office and continues present service. 66 PHILADELPHIA. Gross revenue $3, 396, 000 First-class local mail; Gross revenue 856, 538 Net revenue 446, 000 0.031 Connects 7 branch offices with the general post-office and continues present service. CINCINNATI. Gross revenue $1,239,986 First-class local mail; Gross revenue 361,200 Net revenue 220, 387 $101,561 .29 .46 Connects 3 depots and 3 branch offices with the general post- office. CHICAGO. Gross revenue $6,131,123 Fiist-class local mail; Gross revenue 718, 380 Net revenue 431, 028 $107, 660 0.017 .15 .254 Connects 9 branch offices and 3 railroad depots with the general post-office. ST. LOUIS. Gross revenue $1,826,742 Pirst-clas.s local mail; Gross revenue 336,594 Net revenue 218, 786 $134, 289 0.074 .40 .61 Connects 2 railroad depots and 11 branch offices with the general post-office. SAN FRANCISCO. Gross revenue $998, 929 ^irs^class local mail; Gross revenue 81, 319 Net revenue 44, 726 $49, 924 .614 1.11 Connects 2 railroad depots and 8 branch offices with general post-office. PNEUMATIC-TUBE SERVICE. 31 Sec. VII. — Justifiable extent of introduction of imewnatic service. In the following analysis of the table in the preceding section we have, for the sake of brevity, used as distinguishing terms the words " through" and "local," as applied to different classes of tubes. These terms are to be understood as follows: Tubes connecting the railroad depots with the general post-office are called through tubes. Tubes connecting general post-office with branch post-offices are called local tubes. Analysis of this table shows, first, that the three cities of New York, Chicago, and Philadelphia form a class by themselves in that the cost of tube service in them is 3.1 per cent or less of the gross postal revenue, 15 per cent or less of the gross revenue from local first-class mail, and 25.4 per cent or less of the net revenue from local first-class mail, as shown more concisely, thus: City. New York . . . Chicago Philadelphia Percentage of gross rev- enue re- quired to pay lor tube service. 2.8 1.7 3.1 Percentage of revenue from first-class mall required to pay for tube service. Gross. Net. 12.5 15.0 12.5 18.7 25.4 24.0 Analysis of the table shows, secondly, that Boston stands in a class by itself in that the cost of tube service is low when compared with the gross revenue, but high when compared with the revenue from local first-class matter, thus: City. Percentage of gross rev- enue re- quired to pay for tube service. Percentage of revenue from local first-class mail required to pay for tube service. . Gross. Net. 2.0 31.0 60.0 Analysis of the table shows, thirdly, that Brooklyn, Cincinnati, St. Louis, and San Francisco form a class by themselves in that the cost of tube service as outlined by the joint committees is high when compared with either the gross revenue or the revenue from local first-class mail, thus: City. Percentage of gross rev- enue re- quired to pay for tube service. Broolilyn: 7 branch ofSces connected 5 branch offices connected 3 branch offices connected Cincinnati St. Louis San Francisco 11.5 9.0 6.6 8.2 7.4 5.0 Percentage of revenue from local first-class mail required to pay for tube service. Gross. 45.2 35.0 26.0 29.0 40.0 61.0 Net. 146.0 113.0 83.0 46.0 61.0 lll.C 32 PNEUMATIC-TUBE SERVICE. NEW YORK, CHICAGO, AND PHILADELPHIA. While modifying nothing of what is said in this report regarding the expensiveness of the service, nor of what is said in objection to the percentage plan of rental, which objection we here confirm, and while believing that the Department should be able to obtain lower figures this committee believes that these tables show that such ^expense, it unavoidable, would be justified in the cases of New York, Chicago, and Philadelphia. The committee recommends that the existing tube service be maintained in New York and Philadelphia and that additional tubes be installed in all three cities in accordance with the recommen- dations made by the joint committees, except that no tubes shall be less than 8 inches in diameter, and at a cost to be adjudged reasonable by the Post-Ofiice Department. BOSTON. In Boston the committee believes that the tube line proposed between the general post-otEce and the South Terminal station should be laid down, but on the evidence submitted it does not consider that the tube line proposed to connect the general post-ofiice with the Back Bay station would be justified. If it be objected that the percentage of the gross revenue shown is too high for the limited service it should be remembered that the percentage given above is based on the instal- lation of both through and local tubes. If the local tube line should be omitted, the figures for Boston would stand as follows: City. Percentage of gross reTcnues required to pay for the tube Boston. 1.5 The committee therefore recommends that the existing tube serv- ice be continued and that a tube line be installed in Boston between the general post-office and the South Terminal station, but none between the general post-office and the Back Bay station. The limi- tations as to size and cost made in the cases of New York, Philadel- phia, and Chicago are understood to apply here also. ST. LOUIS. In St. Louis special conditions exist. We do not consider that the programme proposed would be justified in that city, but the locations of the depots and general post-office there are such as to give unusual value to a pair of through tubes, one connecting the relay depot and the post-office at East St. Louis with the general post-office, via the Eads Bridge, and the other connecting the St. Louis Union Depot with the St. Louis general post-office. If the local tubes be stricken from the programme, as in the case of Boston, the figures would become as follows: PNEUMATIO-TtJBE SERVICE. 33 St. Louis . Percentage of gross revenue required to pay for tube service. 2,8 This committee therefore recommends that tube lines be installed to connect East St. Louis Relaj^ Depot and the nearby post-office with the St. Louis general post-office, and to connect the St. Louis Union Depot with the St. Louis general post-office, but none to connect the St. Louis general post-office and branch post-offices. The limitation as to size and cost made in the cases of New York, Philadelphia, and Chicago are understood to apply here also. BROOKLTN. In Brooklyn the present tube line connecting the general post-office with the New York office is of unique value, in that it carries practi- cally all the Brooklyn through mail, both outgoing and incoming. It therefore performs a larger service to a larger population than any tube line existing or proposed, and we consider that its use should be continued. As regards tubes between the general and the branch post- offices, the ratios of cost to revenue seems so disproportionately high that we can not approve of their installation. We recognize, however, that special conditions exist in Brooklyn whereby the test of ratio of cost to revenue does not show so accurately as in other cities the rela- tive importance of the service. We therefore recommend that in the case of Brooklyn the existing tube service be continued, but, notwith- standing the special conditions referred to, we are compelled to recom- mend that at present no additional tubes be laid down. SAN FRANCISCO. In San Francisco, while the programme proposed apparently offers the same opportunity for revision as in the case of Boston and St. Louis, the facts are otherwise. The locations of the branch post-offices are there such that they lie on the lines of the tubes proposed between the depots and the general post-offices, and hence the omission of the branch post-offices from the programme will make no material reduction in the cost of the service. As the percentage is already high and as the reductions to through service will make no material reduction in the percentage, the committee considers and recommends that no tubes should be laid down in San Francisco at present. CINCINNATI. In Cincinnati the percentages as they stand are too high to justify the installation of the tube service, and no sufficient reduction can be made there at present to justify their installation. The committee therefore considers and recommends that no tubes should be laid down in Cincinnati at present. p T s— 01 3 34 PNEUMATIC-TUBE SERVICE. Sec. Ylll. — GeiH'ral observations, recommendation.% and dedacUom. Should the programme we recommend be carried out, the com- mittee would recommend that the installation of local tube service m New York, Chicago, and Philadelphia would give an excellent oppor- tunity- to test the effect of the quickened service in increasmg the use of the mails for local-deliverv letters, and it advises that exact account be kept of the percentage of local to through mails m those cities. Should the anticipated increase take place, valuable data will be obtained therefrom by which to judge of the extent to which local tube lines may be properly installed in other cities in anticipation of similar increases in them. The committee considers that in both Bos- ton and St. Louis the conditions are such as to give good reasons for anticipating a large increase of local mail; but it considers a,lso that in the absence of actual knowledge of the effect of the tubes in increas- ing the quantitj^ of such mail matter it would be unwise to install local tubes simply in anticipation of such increase. The essential point is that in New York, Chicago, and Philadelphia the existing local business is sufficient to justify local tube service, and bj^ taking advantage of the fact and then noting the effect of the tubes in stimu- lating such local business in those cities valuable data may be accu- mulated from which to judge of the advisability of installing tube service in other cities in anticipation of similar increases in local postal business in them. In view of the fact that the researches of your committee, coupled with the engineering experience of its technical members, have shown that the various companies tendering for pneumatic service have in most cases, apparently, at least, estimated too large a cost for construc- tion, and hence too high a figure for annual rental where the same is based on cost of construction. We therefore recommend that before steps are taken to let any contracts for pneumatic transmission of mails new proposals be advertised for, and that it be distinctly under- stood that bids in order to be deemed acceptable must be based on moderate charges for operation and equally reasonable cost of cpn- . struction. In connection with data connected with this matter the committee caused investigation to be made of charges for operating expenses in New York and Boston, where the compressor plants are located in United States public buildings and the power formerly furnished by the Treasury Department, thus permitting independent determination of costs as apart from total charges for rental. The items of operating expenses which were considered cover cost of power, attendance, oi!^ waste, and supplies, and also repairs to compressor mechanism. The estimate submitted by the local companies in New York and Boston for the above items appear, generally, just and reasonable. The committee recommends that all bids thus far received for the construction, extension, or operation of any or all pneumatic tube lines be rejected, the proposing parties notified, and new proposals asked for, and all parties desiring to bid be required to furnish the follow- ing information and plans in order that the Government engineers maybe able to thoroughly understand what is proposed and report thereon intelligently : ^ 1. Map of route. PNEUMATIO-TUBE SERVICE. 35 2. Profile showing approximate depth of tube line, contour of surface, existing pipe lines and conduits, together with anj' special underground difficulties, when possible to obtain this formation. 3. Power plant, boilers, dynamos, and all operating machinery in connection therewith. i. Character of pipe to be used and method of laj-ing. 5. Building to be occupied for substations or power plants. 6. If a bulk or flat proposal be made it must be accompanied bj' the general plans and plans in detail of all special work where it is possible to make the same, all of which must be properly certified hy the proposing partj' and duly witnessed. 7. Where a unit proposal is made the same conditions shall apply. The committee does not undertake to weigh the question of policy involved in (jovernmeiit ownership of public utilities, but presents herein such facts as have a bearing on the special subject of inquiry in hand. The practice of the Post-Office Department seems to have been to own and operate such devices and equipments as are used exclusively in this service, and to employ, under contract, those agencies in which its service is incidental or subsidiary to the other and general business of such agencies, as railway and steamship lines. It is virtually conceded that the tube lines and installation for postal service can not be used for general commercial purposes. The com- mittee believes that in any situation justif j-ing a tube line, the require- ments of the postal service will be too exacting to permit its use other- wise. Stations must be adapted to purposes somewhit diverse, as overcrowding, confusion, and needless delay are likely to result at critical times. It is also probable that the growing use of the tubes for other than first-class mail will ultimately tax their entire capacity. Some economj' may result from the use of a power plant installed for a larger service than required for a postal plant; but as the cost of the power plant in the estimates submitted is less than one-sixth of the total, this saving will not be so considerable. In many cases it will be feasible to utilize or extend Government plants now in existence and thus materially reduce this item of installation and the cost of operating the power plant. It appears, therefore, that the tube line and equipment are practically divorced from uses other than the postal service, and that the power plant may be separate installation where required without material increase in cost, so that the entire system may be treated as an inde- pendent entity. The question of rental may be discussed on the basis of a proper return on the total investment. From such consideration as the time and circumstances permitted, the committee has been unable to determine a higher physical value than $30,000 per mile for an 8-inch tube line complete with its due proportion of incidental charges under normal city conditions. A comparison of two estimates for service in Chicago and St. Louis, recommended by the joint committee, assigned the ratio of about one- half the cost of the line for the physical value of the equipment for stations and line, and the ratio of one-third of the physical value for the power plant. The real estate and right of way are properly a separate item, and the ratio is taken at one-sixth, which is much above the amount given in any estimate. The following estimate for a system of 10 miles will illustrate the use of these ratios: 36 PNEUMATIC-TUBE SERVICE. PNEUMATIC TUBE SYSTEM. AVERAGE CITY CONDITIONS— 10 MILES. Double tube line, |30, 000 per mile 150 000 Equipment, one-half of above ' , qq' qqq Power plant, one-third of above ' p.„' f^f^^ Eeal estate and right of way, one-sixth of above " ' Total physical value 600,000 Rental should consider the following: Interest at 4 per cent of the actual physical value of the property. Taxes which may be taken at 1 per cent on the physical value. Annuity of 3.23 per cent, computed on a basis of 4 per cent, and a life of 20 years, the sum that must be invested yearly to renew the plant. Net earnings, 3 per cent. This is the incentive to efficiency in_ cor- porate management and varies greatly under business conditions. This return should be moderate under fixed conditions of revenue as in the proposed service. Any rentals or income taxes as distinguished from taxes on real property are charged against this item. Royalties and cost of franchises are usually represented in the stock; otherwise interest on the cost of these at 4 per cent would be charged against this item. The application of net earnings is of no interest further than to determine that the item itself shall not be excessive. The following table is based on the presumption of a continuing contract with the Government: PROPEK CHARGE FOR RENTAL. Interest and taxes, 5 per cent of physical value $30, 000 Annuity, 3.23 per cent of 1550,000 17,761 Net earnings, 3 per cent of physical value ^ 18, 000 Total, 10.96 per cent of physical value 65,761 If the Government is to own the property, the item of interest can be reduced to 3 per cent and the item of taxes and net earnings omitted, but the annuity must be increased on account of lower interest rate. VALUE OP PROPERTY. Physical value $600,000 Royalty, 10 per cent of construction 55,000 Total cost. 655,000 ANNUAL CHARGE. Interest, 3 per cent on $655,000 ^iq 650 Annuity, 3.65 per cent on $550,000 ]^^ 2o' 075 Total annual charge 39 725 The difference between the above annual charge and the reasonable rental to be paid a corporation is $26,036. > It is to be noted that the items of equipment and power plant may not be subiect to the same reduction in estimate as the tube lines; 36 per cent added to these items would nearly restore their original value. Part of this is offset by the liberal allowance for right of way. m the interest on royalty, franchise, etc., be taken at $6,000, there remains $12,000 net, or 2 per cent of the physical value, for other distribution. PNEUMATIC -TXIBE SERVICE. 37 The joint committee reports call attention to certain economies to be effected in operating expenses by dispensing with such company service as can be performed by Government emploj'ees, in connection with other duties, and this should be considered in this connection. In view of the importance of the pneumatic-tube service to busi- ness men and of its popular character, city governments should be expected to give all needful cooperation should the General Govern- ment elect to undertake the construction and ownership of lines needed for its exclusive use. As to whether the General Government should own and operate these lines involves many questions of public policy about which this committee does not feel called upon to express an opinion, further than to say: The facilities to be provided are special and exclusive. Operation and maintenance through the agency of the Government appears to be entirelj'^ feasible. The annual cost would be very materially reduced. An important and necessary public service would not be subject to the possibility of unreasonable exactions. On the other hand, it must be pointed out that pneumatic-tube service, while it has passed beyond the mere experimental stage, is still subject to material development. This fact, however, further suggests the limited application of such service in any event until such time as experience shall show clearly all the conditions to be met and all the requirements for a standard system. Among such require- ments are: Maximum utility seems now to demand not less than an 8-inch tube system, all the requirements of the service, facility in operation, and the cost being considered. Such a system should be uniform in capacity, so as to permit free interchange of carriers in the local service and in the transfer service of through railway mail. It is believed that with the development of the service a special pouch, which can be slipped into the carrier, will be used, thus avoiding repacking in local and transfer mail. The committee is radically opposed to the proposed system of rental on the basis of a fixed percentage of the cost, wliatever that cost may prove to be. Such a system gives no guaranty of the annual cost and opens wide the door for abuses. A conspicuous recent example exists in New York, in which a large and wealthy corporation was wrecked by the application of this, method to the reconstruction of its plant. Engineers of experience agree that, while apparently feasible, the verification and limitation of costs of construction bj' engineering inspection are in fact impossible. If private ownership be decided upon, the committee recommends that the contracts be based upon definite sums per annum. The committee finds that in the buildings assigned to the whole or partial use of the Post-Office Department, as so often in other branches of the Government, the space which is needed for the legitimate work of the Department properly quartered in them is sometimes monop- olized by other departments less well entitled to such accommodations, although frequently, no doubt, no less in need of space. In the pres- ent matter an embarrassment arises from the fact that space much needed, perhaps in some cases absolutely essential, for the efficient working of the Post-OflBce Department, primarily intended for its use in buildings, is occupied bj' other public departments having less claim. In all such instances it is obvious that the demands of the really legiti- 38 PNEUMATIC -TUBE SERVICE. mate occupant should have precedence, and its claims, once presented, should be instantly allowed and the space required for its work ciearea. In the present case there is opportunity to secure very considerable economy in the operation of this pneumatic-tube postal service by making" use, especiallv for power purposes, of space now occupied by other departments. This space should in such instances be vacated, and should be made use of by the Post-Office Department for the purposes for which it is needed. Sec. IX. — General principles to he ohserved. The principle which should guide and control in the fletermination of such questions as " What cities should be provided with this or other system of accelerated dispatch?" or " What extent of employment is justifiable in any one city?" or "What rule shall be adopted as a gen- eral guide and check?" must, in the opinion of this committee, be one which shall make the study of the whole postal business affected the basis of conclusions. Whether the loss of five minutes at the locality at which the mail originates shall cause the loss of a day or a week or, as with some foreign mails, of a month, affects not only the writer of the letter delayed but his correspondent in the distant city to which it is sent, and the aggregate of all gains and losses of this character deter- mines the prosperity or the reverse of commerce and industries through- out the country and even throughout the world. Where a doubt arises after careful study of any one stated problem of this sort in the postal service, it may probably be safely asserted that the benefit of that doubt should be given to the further improve- ment of the service. Where, however, such large and relatively costly improvements as are here considered are in question, it is evident that the utmost extent of adoption must still be very limited, and only a very few even of the principal commercial cities can be supplied with the system. With further progress in the evolution of this general idea, and with further gain in facilities and economies in construction, it may be anticipated that before many years much larger employment of it may be made than at present. Patents, constructive monopolies, and all the many peculiarly costly conditions of introduction will soon cease to be a serious obstruction. In the case in hand your committee has endeavored to be at once reasonably mindful of the costs of the improvements advised and yet no less reasonable in considering the extent to which obvious advantage in accelerating transmission may be fairly taken into account in advis- ing the further introduction of one of the most interesting and useful advances in postal transmission yet brought out by our inventors and mechanics. As a matter of principle, the committee would assume it to be indubitable that the Government should, whenever practicable own its apparatus, of whatever kind, and especially whenever the service would be otherwise liable to interruption or impairment. On this principle it would seem unquestionably important that so vital a mat- ter as the private ownership of all systems of postal transmission and even more undeniably, systems of special and essential character such as those here studied, should be brought into accordance with this view at the earliest possible moment. While it may often be advisa ble that, in the experimental stages, such promising improvement may, and often must, be left in the hands of inventors and promoters PNEUMATIC-TUBE SERVICE. 39 it should be held to be an admitted and indisputable principle that, at the earliest possible stage in its development, once its permanent introduction seems assured by its successful operation, the Govern- ment should construct the apparatus from its own specifications and by fair competitive bidding, under the advice and supervision of its own experts, and in entire independence of the commercial interests involved. Meantime extensions by contract should be proceeded with cau- tiously and no more rapidly than absolutely necessary in the mainte- nance and improvement of the efficiency of the service in important localities. Cautious procedure in the experimental period, and then immediate adoption of governmental ownership, and of construction and maintenance by the Department, quite independently of any pri- vate and commercial interest, should be the governing method. We would advise the application of this principle as rapidly and exten- sively as practicable. As a matter of principle, it is submitted that the Government should endeavor to develop such novel and improved systems of postal work as the inventors of the country may bring before responsible officials, and especially to promote, where practicable, such alternative and promising- systems as may seem likely to provide ultimately a whole- some and stimulating competition, thus insuring, as far as practicable, the engaging in the work of development and evolution of as many bright minds and wise promoters of improvements as possible. It is no less important as a guiding principle that the most safe and certain system, as judged from the point of view of the responsible officials of the Government, should be given the most vitally important work, while the experimental and less well tried or less promising of the systems found acceptable should be developed in subsidiary and less critical work, as in minor, auxiliary, or subsidiary constructions. Pre- cisely how this principle can be best put into efPect can only be judged by the responsible officer of the Government and its expert advisers in each instance. With reference to the renewal of contracts, the principles to be observed would seem to be: (1) On existing contracts, where immediate purchase is either inad- visable or impracticable, renew the leases on a basis certified by the Department's experts to be fair and even liberal, but not unreasonable, inserting in every case an option of later acquirement, probably with appraisal by experts, of all property and all patent rights applicable to the contract, otherwise by a stated figure. (2) On new contracts provide for a lease for a stated term to insure full and satisfactory trial, with option of purchase on stated terms cer- tified to be reasonable by expert authority and including all necessary patent rights. (3) Alternate plans or systems to be given fair trial when shown to the satisfaction of the Department to be likely to prove efficient and economical, and leases for moderate periods to be made with option of Government ownership if satisfactory. Sec. X. — ResvmA. (1) This committee finds the pneumatic method of mail transmis- sion a novel, a valuable, and a mechanically successful system, ingeni- ously elaborated and practically adapted in an admirable manner to the purposes of the Post-Office Department. 40 PNEUMATIC-TUBE SEEVICE. (2) The committee finds the system of immense advantage to the business interests of the country in its facilitation of mail transmission, both locally and generally, throughout the United States. (3) The cost of this advance in postal methods is found to be neces- sarily large, bat yet to be productive of more than proBortioual advantage in the large cities. (i) The Government, through its responsible officials, should be the final judge of the extent of ultimate adoption. (5) The committee advises the retention of all existing plants, and would recommend extensions in a limited number of cases, as specified in the body of this report. (6) The cost of the pneumatic service is believed to be capable of some reduction, and of very considerable reduction with the further progress of improvement. (7) It is recommended that contracts hereafter made should be based upon proposals including exact specifications in detail, with all required maps and plans, and capable of precise verification by the expert advisers of the Government. (8) Ownership by the Government is considered desirable whenever the systems adopted have passed the experimental stage. (9) A correct system of estimation of a proper rental is advised, and an illustration of such a method is given. (10) Leasing is admissible under special conditions, described in a general way in the body of this report. (11) Systems adopted should be as far as practicable standardized, and in operation inter changeability of mail packages therein should be secured. (12) The system of rental on the basis of a stated percentage of con- struction costs is condemned. (13) The Post-Office Department should be given precedence in assignment of space in the United States public buildings where post- offices are located when such space is needed for essential machinery and apparatus and their accessories. (14) Certain general principles, as specified in this report, should be adopted and adhered to in the decision of questions bearing upon the introduction of such improvements as are here discussed and in exten- sion and further improvements. This committee feels that it would be unjust to close this report without an acknowledgment of the unique value of the assistance given by the postal expert, Mr. J. M. Masten. Cordial acknowledg- ments are due to him, and no less to the Department for its admirable selection of an expert assistant for this committee. This committee desires to call attention to the fact that this is not merely a majority report, but that it is unanimous. No difl'erence of moment regarding any of the conclusions reached exists among the members of the committee. Respectfully submitted. Theodore C. Search, Chairman. Robert H. Thuestox. S. C. Mead. Alfred Brooks Fry. V\. T. Manning. Frederick A. Halsey. Lyman E. Cooley. Philadelphia, Decemher W, 1900. o ■ .^ ,.,(•'' EIGHT-INCH CARRIER, BATCHELLER SYSTEM. /^J ''■~^ TUBE CARRIER, AMERICAN PNEUMATIC SERVICE COMPANY. BoiTiBrvilli O SHOWING PROPOSED AND EXISTING PNEUMATIC TUBE SERVICE ;- PROPOSED EXISTING Roxburq C ""o' O PennQ..j;fltlcinri'ii /!*« Q GrEBn AvK. \ \ \ \ MAP OF PART OF SHOWING PROPOSED PNEUMATIC TUBE SERVICE INDICATED \ \ \ B.^ N=, V5: >' ^«— .Tut Tube to NBwVarK Po«T nff.CB G. Q^Brmnnft.*„ S CheH.n A*p». 2 Prfhi } / MAP OF PART OF SHOWING PROPOSED AND EXISTING PNEUMATIC TUBE SERVICE SERVICE PROPOSED EXISTING PROPOSED BUT NOT RECOMMENDED -i- C. 19* i Co/umtia Sli. V V-,-, p.Qs* J L.l,;,k 5fi. / /r FranKtortflvB. -^ i. Clonrfield 5ti. K;/ s I /-S 0-i-^— 1— I—I-' ^ Y a*l Column. Sli. 1 I I O- —■- — 5JL I9"» F.,r™.„„r A... ~Vf°;'""""' '^" )2 Manhall 5t. I I I I RBDd.'ni> I T.rmm.r | ia"'j Cluw 5u CitiHill 1 □.„,„, PD. Q IB*iCkr;st.an5t., ' O 3*1 Wa.hm,!.. n. McMillan St. f I I 1 \ / MAP OF PART OF O-f' v.^ kl. a*' Z. Freeman Sfo. SHOWING PROPOSED PNEUMATIC TUBE SERVICE INDICATED . / r * a-J RCiStL. Stntian . ^3" ^, StntiBn ^r" CaS-*"' MAP OF PART OF SHOWING PROPOSED PNEUMATIC TUBE SERVICE INDICATED AJOBIB 5f. bremen Q Salfahorij 5t. MAP OF PART OF SHOWING PROPOSED PNEUMATIC TUBE SERVICE INDICATED f- Comjit.,. StatrV --o- } Vandeventar Station Fcannli'n A^m. Produce 5ta. Q \ Een«ral fprO. l^ .^ O.Anne 5firuce sT* Uu^}icra 5to.tton I MAP OF PART OF BAY OF SAN FRANCISCO SHOWING PROPOSED PNEUMATIC TUBE service: INDICATED 6 SoerDmenfo i nifrnQre 5fa. A o PdIK i 5aeram.ati 5fi H. o Halves & Lacjuna 5?9. D. 17* J Dmi™ a=. O ED'''iiM;,..=n Stl. PNEUMATIC-TUBE SERVICE. 41 BOSTON. Office of the Postmastee, Boston^ Mai « been in charge of extensive repairs of the Boston post-office building by direction of the Treasury Department. We remain, very respectfully, Geo. A. Hibbard, Postmader. Edw. J. Ryan, Superintendent Railway Mail Service. , t, J. M. Masten, ••i! It Chmnnm,^ «! E. W. Alexander. J. A. Montgomery. ■A American Pneumatic Service Company, Boston, November 17, 1900. Messrs. J. M. Masten, Chairman of Commission, and George A. Hibbard, Postmaster, Boston, Massachusetts. Gentlemen: I beg to confirm to you the correctness of the figures herewith se to you by the Boston Pneumatic Transit Company, and to say that the American Pneumatic Service Company would be willing to undertake construction at these prices. Yours, very respectfully, American Pneumatic Service Company. W. E. L. Dillaway, President. ii PNEtTMATIC-TUBE SERVICE. 43 ' November 17, 1900. Estimate of general operating expenses sliding carrier systems. Wneral post-offlce to Northern Union Station (8-rnch) ; general post-offlce to Southern Union Station ;, (8-inch) ; general post-oflice to Back Bay Station {6-inch) . Operating hours, 4 a. m. to 11 p. m.] iguperintendent ^900. 00 .repair men, at ?780 1, 560. 00 ■ent repair shop 600. 00 ower for repair shop, electric, 5 horsepower 450. 00 'substitutes, at ?600 1, 200. 00 (inspector 600. 00 ngineers: I General post-office, 2 at $780 51,560.00 Back Bay, 1 at ?780 780. 00 1 oiler for cleaning 600. 00 Oil, waste, 3 stations, each $300 900. 00 . 3,840.00 slephone service, 3 lines, private wire 400. 00 isurance 600. 00 axes on plants ^ 2, 500. 00 ;>ity of Boston tax on gross earnings, average IJ per cent 1, 265. 00 , 13, 915. 00 ■perating expenses : Line to Northern Station 23, 269. 80 ; Line to Southern Station 22, 539. 00 • Line to Back Bay Station , 23,311.00 ■ 83, 034. 80 November 17, 1900. stimaie of cost of construction 8-inch system fo/r sliding cancer from general post-office to Southern Union Station. [Distance, '3, 750 teet = 0.71 mile.] ,500 feet of pipe, at 11.35 $10,125.00 j500 feet of pipe laid, at $0.35 2,625.00 750 cubic yards excavation, at $3.50 13, 125. 00 : sets bends, at $300 3,600.00 i reducers, at $50 2,400.00 I drips, at $12.80 128.00 ,achine work 500. 00 $32, 503. 00 aminals: ' 2 transmitters, 1 closed receiver, 1 open receiver 4, 000. 00 100 steel carriers, at $18 each 1, 800. 00 5,800.00 38, 303. 00 Dwer plant: 2 compressors, at $2,200 4,400.00 2 motors, at $1,200 2,400.00 Foundations 1,000.00 . Air piping 1,300.00 : Airtanks, etc 750.00 9,850.00 48, 153. 00 a^ineers 2,000.00 reight, cartage 3, 000. 00 . ^ 5,000.00 53, 153. 00 I per cent for contingencies 5i 315. 00 58, 468. 00 44 PNEUMATIO-TUBE SERVICE. November 17, 1900. Estimated operating expenses 8-inch sliding carrier system from general post-office to >!; 23, 269. 80 t,i ■ November 17, 1900. "''fEstimate of cost of construction 10-inch system, from general post-office to Back Bay post-office. Distance, 8,250 feet. Difference in distance between this line and the 6-ineh line is on account of I street construction, being unable to follow the same course of the 6-inoh line with 10-inch pipes necessitating using other streets.] ,6,500 feet of pipe, at SI . 12 |18, 480. 00 6,500 feet of pipe laid, at $0.45 7, 425. 00 ,500 cuhic yards excavation, at $3. 50 15, 750. 00 ,000 cubic yards excavation, at $2.50 10, 000. 00 5 sets bends, at $170 2, 550. 00 drips, at $12.80 128.00 lachinework 1,000.00 *V! _ $55,333.00 terminals: 2 transmitters, at $1,000 2,000.00 2 receivers, at $500 1,000.00 ' 100 carriers, at $25 2,500.00 ■!' ' 5,500.00 t-'i 60, 833. 00 Power plant: » 2 compressors, at $3,500 7,000.00 I) 2 motors, at $1,400 2,800.00 » Foundations 1,600.00 -■' Air piping 3,000.00 :: Air tanks and fittings 750.00 '• 15, 150. 00 » 75, 983. 00 ' Engineering expense 2,800.00 1 freight, cartage 5,200.00 ^ 83, 983. 00 :;0 per cent for contingencies 8, 398. 00 92, 381. 00 tij. November 17, 1900. lir' Ultimate of operating expenses 10-inch system from general Post- Office to Bach Bay I"' post-office. operators, at $780 - $3,120.00 Vear and tear account, 30 carriers per month, at $2. 10 each, $63 per month, p per year 756. 00 'ower room: 50 horsepower, at 3 cents per kilowatt hour 8, 668. 00 I' 12, 544. 00 ; )epreciation of power plant, 10 per cent 2, 065. 00 JJfepreciation of pipe line, 5 per cent 2,766.00 r.Oper cent on investment 9,238.00 (.: < 26, 613. 00 46 PNEUMATIC-TUBE SERVICE. Boston Pneumatic Teansit Company, Boston, Mass., November 19, 1900. J. M. Hasten, Chairman of Commission. George A. Hibbabd, Postmaster, Boston, Mass. Gentlemen: I send you herewith estimates of the American Pneumatic Senicf Company of the cost of construction of a pneumatic-tube system connecting the South Union Station and general post-office, and also the Back Bay Station with the gen- eral post-offlce, using 6, 8, and 10 inch diameter pipe, as will appear upon reference to the several estimates. We also submit a fair price for the rental of these systeiui to the Government for its exclusive use for carrying mails, this company to fumis! power. The estimate for leasing these systems embraces also an increase of the present rental of the line to the North Station, because the present rental of that line is entirely inadequate. As to the price named for power in the estimates of operatinj expenses, if the Government should choose to furnish its own power theamouni charged would be deducted, and there should also be deducted the depreciation ol power plant as well in such case. These figures are based upon experience in construction at present being carried on here in Boston, and upon the present market price for materials. Of course thesf might be affected by changes, but apparently the figures submitted will be founii correct and to be relied on for the next year or two. Respectfully submitted. Boston Pneumatic Tbansit Company, W. E. L. DiLLAWAY, President. Boston, Mass., Novemler W , 1900. Hon. W. S. Shallenbergek, Second Assistant I^ostmaste?'- Genefral, Washington, D. C. Sie: The joint committee on pneumatjc-tube service proposed foi this city have had a further meeting for the consideration of the sub ject as it applies to the city of Boston, and to shorten somewhat " final report, which is herewith submitted, beg to refer to the prelimi- nary report under date of October 6, 1900, which embodied recom- mendations for the establishment of pneumatic-tube service betweei the general post-ofl5ce and the South Terminal Station, a distance ol 3,750 feet, which line shall be such as will provide for the interchange- ability of carriers with the present service, extending from thf general post-office to the North Union Station. Jt also proposed i line between the general post-office and the Back Bay Station, a dis- tance of 8,250 feet, the tube to be of a 6-inch diameter; but furthei investigation shows that it is practicable to construct a tube of thii size between the points named by a shorter and more direct route, ol about 7,240 feet in length. We refer to this preliminary report, and renew the recommendation for the establishment of this servic( between the points named, provided that the proposals shall be upoi a reasonable basis of cost, and compare with the expense of instaUin| such systems in other cities. The consideration of this subject has resulted in conferences witl the Boston Pneumatic Transit Company, which is the only companj known to this committee which is in a position to install the desiw! service, and the estimates submitted by this companj^ are herewith forwarded, for such consideration and verification as the Departmen may decide upon. The estimates submitted by the company name( include an estimate for the continuation of the present system, whicl is in operation between the general post-office and the North Unioi Station. The general expenses of the operation of the company of tb( PNEUMATIC-TUBE SEBVICE. 47 ground proposed to be covered being given as a whole, and the sepa- rate items, showing the cost of operation of the line to the North Union Station, to the South Terminal Station, and to the Back Bsij Station, i collectively amounting to $83,034.80. These items are divided as fol- i' lows: I General operation expense S13, 915. 00 ~ Operation expense: ; North Union Station 23,269.80 South Terminal Station 22, 539. 00 1: Back Bay Post-Ofiice Station 23, 311. 00 J 83, 034. 80 5 and also a separate proposition, estimating on the cost of construction ■ and operation of a 10-inch tube system, between the general post-office ^' and the Back Bay Station, a distance of 8,250 feet; but owing to the i: necessity of avoiding the subway this line follows different streets than the 6-inch tube referred to, making a total distance of 8,250 feet. The annual cost of operation of the 10-inch tube system appears to be ' $3,300 over the cost of the 6-inch line. This committee indicates its preference for the 6-inch line between the general post-office and the Back Bay Station, first, because of the lesser cost of construction and because it is believed that the 6-inch line furnishes sufficient capacity ^ for the transmittal of the first-class and such other classes of mail as it may be necessary to send. In forwarding the estimates submitted by the Boston Pneumatic Transit Company to the Department for its consideration this com- "I'mittee does not indicate its entire approval of the figures submitted, '' but leaves them to be verified by expert testimony. ^-.. These estimates include the cost for power for the operation of the ''whole system, to the amount stated, as $26,585, which can be materially 'reduced b}"^ arranging with the Treasury Department for the operation ' of the new lines as is now done for the line to the North Union ' Station, at approximately one-half of the amount stated. The charge 1 for other items, such as motors, etc. , at the different terminals would ■ also be reduced. ■ In fairness to the company submitting this proposal it should be I stated that the proposition was submitted on this basis, because it was • believed that there might he a difficulty in arranging for the continua- ' tion of power through the Government plant, but the figures given for i the cost of the electric power is stated as exactly the amount charged for such power by the Electric Lighting Company. These estimates are submitted by the company, with the statement that the items of construction are upon the basis of the lowest cost i possible, and that the operating expenses shown are also estimated upon a low basis. They are estimates as definite as can be furnished at this tirhe, and are based upon the present prices for material, that is, iron pipe, machinery, and labor. It is stated by the president of the company that any contracts that may be given to his company will be entered into upon a fair basis and at the lowest price possible. In explanation of the apparent importance of the pneumatic-tube service between the general post-office and the South Terminal Sta- tion, it is stated that the amount of first-class mail to be transmitted will approximate 388,000 pieces daily of outgoing mail, and. almost the same quantity of incoming. There is sent through the pneumatic tube 48 PNEUMATIC-TUBE SEEVICE. to the North Union Station at present about 246,000 pieces of first-class mail daily, together with quantities of paper mail between the hours of 8.30 and 11.30 a. m., and at such other hours as the tube is not in use for the handling of first-class mail. The gain in dispatch of first-class mail over the former wagon service is reported to be 10,925 pieces. The time in transit by wagon to the North Union Station is twenty minutes, and by tube one and one-half minutes, an apparent gain of eighteen and one-half minutes in transit between these two points; to the South Terminal Station the time allowed by wagon is ten minutes, and by tube would be one and one-half minutes, an apparent gain of eight and one-half minutes in transit between this station and the general post-office; the time between the general post-office and the Back Bay Station by street railway postal car is now twenty -two min- utes, elapsed time, and by pneumatic tube would be two and two-thirds minutes, a gain of nineteen and one-third minutes over the present system. The tables prepared, showing the amount of mails handled, show 128,300 letters dispatched from the Back Bay to the general post- office, and 167,156 letters in the opposite direction. These tables are attached herewith and made a part of the report, and give in detail the amount of mail delivered and collected, the "drops," special-delivery letters mailed and delivered, and the character of the pi'esent service. It may be interesting to consider in connection wita the estimates for pneumatic-tube service the cost of the present transportation service in this city. This, stated in round figures, is as follows: Street-railway postal-car service |21, OOO Tube service to North Union Station 9, OOO Wagon service to North Union Station 9,000 Wagon service to South Terminal Station ^ 18, OOO Wagon transfer service between railroad stations 8, 000 Total 65,000 The cost of such service, as estimated, would be as follows: Pneumatic-tube service, as proposed $83, 000 Street-railway postal-car service 21, OOO Transfer service between depots. 8, 000 Wagon service, estimated necessary from general post-office to North Union and South Terminal stations 20, 000 Total .' 132,000 This would appear to be an increase of 100 per cent in the present cost of transportation service in this city, but it should be borne in mind that the contract wagon service, to be given out under the present letting, to begin July 1 next, willTjy any fair rate of increase, provided the pneumatic-tube service to the North Union Station were discon- tinued, amount to about $57,000, and with the cost of the present street- railway postal-car service, $21,000, make a total cost of $78,000. This still leaves quite a margin of increase over the present cost, which will have to be made up by the increased business within the city, and especially the special-delivery service. The latter service in the district of the Back Bay post-office and adjacent branch offices is at present quite large and a substantial increase may be expected by pro- viding a quicker" service, anticipated by the pneumatic tube. The growth of first-class mail in the city of Boston has been very large, and it will also show the effects of any expedited service provided. PNEUMATIC-TUBE SEKVIOE. 49 The pneumatic tube to the North Union Station is of a diameter of S inches inside, and the carriers a little less than 7 inches. This size tube is suggested for the line to the South Terminal Station because of the necessitj'^ of an interchange of carriers without repacking at the general post-office. The quantitj- of mail to be carried on each line is very heav}% and the transfer from one railroad station to the other also large and important. It is the intention of Postmaster Hibbard to eventually provide for arranging post-office facilities at the railroad depots, and the inauguration of a complete pneumatic-tube service between the general post-office and the North and South Union depots would therefore give increased importance. The 8-inch tube, it is believed, will have sufficient capacitj', especially with the improved machiner}' with which it is now proposed to equip these lines, to pro- vide for the growth of mail within the next decade. The space for the installation of the necessary machinery at the general post-office, the South Terminal Station, and the Back Bay Station can be arranged for without expense to the Department, except at the South Terminal Station where the proposition submitted by the company covers the amount of necessary rental. The pneumatic tube in operation in this city is operated under the Batcheller patents, and has proven successful. It is the only system known to this committee which is in practical operation in carrying the mails. However, the experimental system, owned by the Ameri- can Pnerunatic Service Company, and in operation experimentally at Lowell, Mass., has been inspected by us, as stated in the preliminary report; but its entire feasibility can not be passed upon by us, and it is therefore suggested that competent engineering authority should be provided for such a test. It is proposed to rearrange the street-railway postal-car routes of the Brighton, Roxbury, and Cambridge districts, so as to have them head from the Back Bay Postal Station instead of the general office, with the exception of a very few trips, and thus allow of the perform- ance of better service to the branch post-offices beyond the Back Bay Station. The Boston Elevated Railway Company has refused to increase the mileage of the street postal-car service under the present rates, but the reduction of the mileage in the general post-office dis- trict will allow of the reduced mileage to be used in the districts named to very great advantage. A map of the city is also attached to this report, with the present pneumatic line shown in blue and the proposed line in red colors. We remain, very respectfully, Geo. a. Hibbard, Postmaster. Edw. J. Ryan, Supei'intendent Raihimy Mail Sei'vice. J. M. Hasten, ClMirman. E. W. Alexander, L'otnmittee. p T s— 01 4 50 PNEUMATIC-TUBE SERVICE. Pneumatic tube statislics from 12 m. November 15 to ISm. November 16. [Present service of electric E. P. O. cars.] Per cent Mail delivered. oi first- class local Mail collected. General post-office to— Dis- Revenue. Trips. Time. First Other mail. class. classes. MUes. Trips. S2, 0.54, 806 14, 4 7 225 Back Bay 1.52 163,886 16 15 20 4 6 10 South End (Station A) 3.46 109,866 12 025 5 4 5 11 4.54 68,018 12 32 3 3 All stations going via Back Bay tube: Boxbury Crossing 3.65 24,055 13 25 5 4 7 4.12 31,233 8 35 8 2 4 7 Boulevard 6.50 6 10, 981 7 50 8 4 6 Brighton 8.26 17,278 7 60 10 3 6 Cambridgeport 4.02 68, 398 8 26 20 4 Cambridge 5.06 65,161 8 33 20 3 4 7 North Cambridge 6.39 11,990 7 40 5 4 6 Dorchester 7.22 21,710 10 40 15 3 4 5 New Dorchester 9.02 15,686 11 56 4 4 5 o Via Back. Bay. 6 Estimated. General post-office to — Mail delivered. First class. Other classes. Mail collected. First class. Other classes. Drops. First Other class. cla.sses. Special delivery. Mailed. De- livered. General post-office Back Bay South End (Station A). . Eoxbury All stations going via Back Bay tube: Roxbury Crossing. . . Brookline '. . . Boulevard Brighton Cambridgeport Ca mbridge North Cambridge . . . Dorchester New Dorchester 44,125 21,543 33, 190 8,500 5,243 4,553 4,175 17, 1.50 9, 557 2,770 9,735 6,515 25,216 9,644 14,512 2,720 3,759 4,764 2,368 6,973 9, 505 2,192 6,060 3,208 175, 156 20, 650 28,584 12,760 3,750 1,460 1,464 1,625 7,155 6,316 1,201 5,610 4,150 1,376 16, 260 6,912 768 44 466 288 547 374 99 1,549 360 199, 956 6,950 1,840 8,925 1,125 1,122 853 .525 7,980 2,246 620 880 550 9,624 1,355 1,708 1,448 629 7,831 88 2,490 3,446 264 712 184 .547 61 13 69 17 14 9 6 15 70 9 18 15 Office of Supehintendbnt of Mails, Boston, October 6, 1900. Mr. J. M. Hasten, Member of Committee on Pneumatic-Tube Service. Sir: I beg to submit the following information: Cili/ and stations m,ail. — By recent count the total number of letters for Boston city originating at the general-post office, Boston, was 43,750, and the total number of letters for Boston stations originating at the general post-office, Boston, was 43,688. Wagon service between genend post-office and Northern Union Station. — At the present time 39 trips are required from the general post-office to the Northern Union Station, and 16 from the Northern Union Station to the general post-office. In the event of cessation of pneumatic-tube service the number of trips from the general post-office to the Northern Union Station would have to be increased to 59, and the i umber from the Northern Union Station to the general post-office would have to be increased to .57. Amount of mail dispatched betn-een former regidar closing and present closing hours.— A. recent actual count showed that in twenty-four hours the number of letters dispatched between the former closing hours and the present was 10,925. That is, that number of letters was forwarded in earlier mails than would have been possible under the former system of di.spateh when the pouches were made up at the general post-office instead of the tube room. Respectfully, E. A. Reed, Superintendent of MaiU. PNEUMATIC-TUBE SERVICE. 51 [Copy_of statement from Superintendent of Mails Reed.] Agreeably to your request, I submit tbe following statement regarding the operation of the pneumatic tube between Boston post-office and the North Station. The tube is in constant use twenty hours out of the twenty-four each week day and Sunday. All first-class mail received at the station for Boston and the postal stations of Bos- ton, besides a large amount which is destined for points outside of Boston, passes through the tube, and all first-class matter originating in Boston, and a larger amount from points south and west of Boston passes through the tube. We also dispatch through the tube, between the hours of 8.30 a.m. and 11.30 a.m., all paper mail due to be dispatched from the North Station. By doing this we have reduced the num- . ber of wagon trips from 47 to 32 outward, and from 23 to 16 inward. The difference in time between the wagon service and the tube service is about thirty minutes in favor of the tube. By the tube service we avoid all delays consequent on congested streets, bad trav- eling through the winter months, and many other disturbing conditions. We find it of great advantage to the office as well as to the public to have facilities for dis- patching direct from the station. The various railway post-offices arriving at the North Station make up direct packages of mail for all' outgoing lines carrying mail, thus saving time and delay and loss of connection incident to sending them to the general post-office. The same applies to mails made up in the larger offices on the Northern and Eastern hues. Previous to the adoption of the tube service the contract price for mail-messenger service, including all service, was about 149,000. At present the contract price is $18,000 for tube service, 18,000 for transfer service, and $18,000 for the service between the general post-office and the South Station; a total of $44,000. Count taken August 27, 1900. Mail sent to tube room. North Station, via tube: Letters 225,720 Circulars 20,000 *Pieces 245,720 This includes all first-class matter. To South Terminal Station: - Letters 348,000 Circulars... 40,000 *Pieces 388,000 NEW YORK. TuBinLAE Dispatch Company, New York, October 8, 1900. Hon. Ch. Emory Smith, Postmaster- General, Washingto^i, D. C. Sir: In reply to your letter of July 25, handed to us^by your repre- sentative, and asking us for information and proposals under four specific heads, we have the honor to reply in the same order as your inquiry, to wit: In reply to your first inquiry: The charter granted to this company by the legislature of this State and the franchises acquired from the city of New York authorize it to build and operate pneumatic tubes for the transportation of merchandise, messages, and numerous other uses besides the transportation of United States mail. We are advised by counsel that we can not dispose of the system of pneumatic tubes without invalidating our rights for the construction of pneumatic tubes for other purposes over the same routes, and that we would by * Paper mail is sent through the tube between the hours of 8.30 a. m. and 11.30 a. m. 52 PNEUMATIC-TTTBE SERVICE. sale relinquish other valuable rights and privileges. The sale, 'there- fore, of the present sj^stem to the Government would not be feasible, unless the purchase included all our properties, franchises, and patents. The cost of the property, franchises, and patents of this company, including the construction of the present system, stood upon our books on June 30 last at §2,153,005.41. The capital stock of this company issued is $1,500,000. The bonded indebtedness of this company is 8600,000. These bonds, under the terms of the contract with this compan}' and its bondholders, can be arbitrarily called and redeemed by the company at 110 per cent of par value. Fifty-five thousand five dollars and fortj'-one cents of the surplus of this company has been used and expended in perfecting its property and other betterments. If the Go\ernment desires to acquire the existing system and the franchises, patents, and other properties of this company, we believe that the necessary authority can be obtained from our State legisla- ture, and that our stockholders and bondholders will consent to such sale upon reasonable price and terms. At this time, however, the officers of this company have no authority from the stockholders or bondholders to dispose of the assets of this company. The officers of this company believe that the investigation now being carried on by you under the authority of Congress will convince the Government that the mail can be transported more economically and efficiently by arrangement and contract at the terms herein proffered by this company. In reply to your second inquiry: The terms on which we will agree to carry the mails through the system of pneumatic tubes as it now exists from June 30, 1901, to June 30, 1902, is the renewal of the present contract price upon the same terms, the Government to fur- nish the power, as heretofore, at the general post-office. If the Gov- ernment desires that this company furnish the power at the general post-office, we will do so at the actual cost, which at the present time is 18,600, making a total rental of $167, 100. The cost of construction of the present sj^stem and the limited scope of operation prevent this company from making a lower rental. The cost of the present system includes the cost of plans, patterns, etc. , but not the cost of franchises and patents, and the cost of operation necessarily is as great in many respects as would be the cost of operation of a line of much greater mileage. Reductions in the expense of construction and operation can only be accomplished by the extension of the system, which we clearly demonstrate in our reply to your third and fourth inquiries. In reply to jfour third inquiry: The plans for the proposed pneu- matic mail tubes in the city of New York approved bv Hon. Cornelius Van Cott will call for the building of 36.04 miles of 8i-inch tube, making the total mileage 46.62 miles of single tube, the total system being 441 per cent of the present mileage, and will comprehend also the alteration, fitting, etc., of 21 new postal stations added to the 6 already in operation, making the total postal-station machines of com- plete system 27. or 3.50 per cent of the present stations. The machin- ery to ])(■ of improved design, requiring less floor space. The carriers will be 30 inches long, or 25 per cent larger than those in use on the present system. AVe are ad^-ised by counsel that our charter and franchises do not '^We us the right to construct an independent system for the United States Government, and for reasons similar to those herein stated, in reply to your first proposition, we can not sell to the Government any PJ>J^EXJMATIC-TUBE SERVICE. 53 extension of our system nor am- franchise for extension without express authority of the State legislature and of our stockholders and bondholders. But for your information we will state that, from the careful e.stimates furnished by our engineers, this company would require approximately 1925,500 to construct the new extension system as approved by Post- master Van Cott. These figures do not include the cost of any fran- chise or patent, but simply labor, material, and expense that would be incurred in the actual building of the line, provided this company obtained the necessary legal authority and consent for such work. In reply to your fourth inquiry: We hereby propose that we will enter into a five-year contract with the United States Government, duly authorized by Congress, to transport mail within the capacity of our tubes for the complete system as per map approved liy Postmaster Van Cott for the annual consideration of 1398,500. The proposed complete system will have a mileage of iil per cent of the present mileage, and terminal points and machines 350 per cent of the present number, while the charge, including all power, if any, is only 238 per cent of the present rental, and 5i per cent of the pres- ent charge per mile, including power, the carriers for the new exten- sions having a carrying capacity 25 per cent greater than the carriers of the present system. This proposition is made on the presumption that the Government will reorganize its present methods, discontinue the use of wagons for transporting all matter within the capacity of the tube, and so avail itself of a greater portion of the capacity of said tubes. With the increase of the size of the carriers, as before indicated, we believe the tube system will carry all classes of mail to and between all branch post-offices in the city of New York, and all of the mail between the main post-offices and the terminal stations reached bj^ the tube in the city of New York, except the bulky publishers' mail — other- wise second-class matter — the bulk of the transportation of which the Government can be relieved of by revision of its methods. You are asked to note that, of the amount stated, approximately $60,000 will be disbursed by the company to the station operatoi's, whose duty it is to load and empty the carriers and to receive and dis- patch them, the labor thus performed being identical with that now performed by employees of the post-office, who handle, lock, unlock, receive, and dispatch the mail pouches and sacks in the wagon service. In the operation of the pneumatic tubes our operators replace the employees who handle mail sacks in proportion to the extent that the Government avails itself of the tube SJ^stem in substitution for wagons; and as the machines can be located convenient to the sorting cases, or mechanical means for taking the carriers to said sorting cases can be adopted and installed, so enormous savings in time and labor will result, to the advantage of the Government and its employees. A further sum of the amount stated, of over itil36,000, will he expended by this companj^ in supplying power to operate its machin- ery and the purchase thereof, a considerable portion of said $136,000 being paid to engineers, firemen, oilers, mechanics, and other employ- ees, corresponding with the wages now paid by the Government to employees, and by the contractors to drivers, and maintenance of the equipment and establishments of the wagon contractors. Your particular attention is called to the fact that in the proposed contract consideration there is no item included for the use of any 54 PNEUMATIC-TUBE SERVICE. patent, and that all the material and labor covered in the estimates are for the Government service alone and its proper supervision. This company, by law, is obliged to pay a rent to the State for the use of streets or tunnels occupied by its tubes, said rent or taxes being same that is demanded by State law for similar rights of all companies and individuals, for public or private use, within the city of New York. The estimate of said rental paid the city for the tubes to be used by the Government is approximated at $18,000. In the price named by this company has been included less than 10 per cent on the actual cost of construction of the new and old lines combined, thus securing a moderate interest on the money expended, and providing a reasonable percentage per annum for the replacing of its present system after a use estimated at twenty years. This company owns its own patents and pays no license to an}'- com- panj' or individual; nor has it any interest in any company outside of New York or Brooklyn, nor is it influenced by other cities or directed by any other than its own officers or stockholders. Its ofiicers are elected and its management and policy dictated by its stockholders owning a majority of the stock, who have no interest, direct or indi- rect, in the company from which it originally acquired its patents. The value of the pneumatic dispatch in commercial work entirely outside of Government mail service is apparent to all who have watched the operation of the present sj^stem since its introduction, and in making the foregoing liberal proposition to the Government, it is proper to state that the companj^ looks to such commercial business, through the building of additional commercial lines, for its return for franchises and patents. It is only by anticipating returns in this direction that the cost and charges herewith tendered to the Govern- ment can be justified. ■ At the present state of the art, we believe it is better that the opera- tion and management of pneumatic tubes should be left to those who are experienced and skilled in their construction and operation, both on account of safety and economy. The operation of a complete sys- tem, as proposed, for, say, a term of five years, will demonstrate to the Government its true value for mail purposes. It will also give abundant opportunity for improvement of service, and more general education in the operation and management of pneumatic tubes, which is now confined to a limited number. After the expiration of said contract, if it be apparent to the Government that it can effect economy and improvement by the purchase and operation of the pneumatic-tube system, this company will cooperate with the Government for the acquirement of the sj^stem on a basis that is fair to its stockholders and the Government. ^Vs an evidence of good faith, and to enable you to carry out to the fullest extent the resokition of Congress, we hereby tender to you the privilege of examing our maps and estimates, to employ an engineer and accountant to verify all our costs and estimates, and to note the difiiculties and conditions under which our work must be performed. The only restriction and stipulation we desire to make pertaining to such examination is that the data shall not be published for the guid- ance of other pneumatic-tube companies, but shall be for your infor- mation in making your report to Congress, and for the information of the proper committees of Congress as confidential matter. Respectfully submitted. W. A. H. Bogardtjs, Vice-President and General Manager. PNEUMATIC-TUBE SERVICE, 55 REPORT ON PNEUMATIC-TUBE SERVICE FOR NEW YORK CITY. ^ ' , ^^yy YouK, Ocioher9, 1900. Hon. Vi . S. Shallenberger, Second Assistant Postmaster- General. Sir: In accordance with the Postmaster-General's Order 989 of August 13, 1900, the undersigned, the postmaster at New York and the division superintendent of Railway Mail Service at New York, constituting a local committee under the terms of the above quoted order, beg to present the following report in reference to the existing and prospective pneumatic-tube service for the transmission of mail at New York. According to the instructions contained in Order 989, the following report seeks to cover: First. The necessity for pneumatic-tube mail service; Second. The proper extension of such service; Third. The volume of mail to be transmitted; Fourth. The size of tube for present or prospective demands; Fifth. The space available at terminal and intermediate stations for installation and operation; Sixth. The most economical and practical system of installation and maintenance; Seventh. The possible use of single lines of small tubes as feeders; Eighth. The feasibility of recommending that additional postage be collected on fii'st-class matter passing through the tubes. Before treating of the necessity for the tube service, it may be well to outline the pneumatic tube service which now exists in connection with the New York post-office. EXISTING PNEUMATIC-TUBE SERVICE. The pneumatic-tube service now in operation at the New York gen- eral post-office, with the date of commencement, length of lines, etc., is as follows: Tube com- menced op- eration. From— Via— To— Distance by car or wagon. Distance by tube. Oct. 15, 1897 . . N6w York general post-office, do Branch P Miles. 0.70 3.44 1.60 Miles. 0.77 Mar. 3, 1898.. Branch D, Madison Square and P. BranchH 4.41 Aug, 1, 1898 . . do Brooklyn general post-office. 1.65 Total 5.74 6.83 Present hours of operation: New York general post-office to Branch P: Hours. Week days, 5 a. m. to 9 p. m 16 Sundays, 5 a. m. to 9 a. m 4 New York general post-office to Branch H: Week days, 4 a. m. to 9 p. m ^ 17 Sundays, 4 a. m. to 9 a. m - 5 New York general post-office to Brooklyn general post-office: Week days, 4 a. m. to 11 p. m 19 Sundays, 4 a. m. to 9 a. m 5 56 PNEUMATIC-TUBE SEBVICE. It will thus be seen that the existing service connects the general post-ofBces at New York and Brooklyn, and also five important branches of the New York post-office. The existing service covers 5.7-imiles of mail route and 6.83 miles of double pneumatic tubes, the length of single pneumatic tube being about twice as much as the last-mentioned figures. ADEQUACY OF EXISTING TUBE SERVICE. The pneumatic tube used in New York is 8 inches in diameter, inside measurement. The carriers sent through the tube are _6f inches in diameter, inside measurement, and are 22i inches long, inside meas- urement (24 inches outside measurement). The working capacity of a carrier is 500 pieces of letter mail in packages. It is possible to pack in 600 letters loose, but in ordinary practice this would not be desirable. There are times in the day when only a fraction of the capacity of the tubes is utilized. During the heaviest hours of the day the pres- ent tubes have thus far proven adequate to convey all first-class mail. The Tubular Dispatch Company of New York (the contractors) have recentl_y suggested that they could easil}' increase the length of the carriers from 24 inches to 30 inches, thus increasing the capacity of the tube, on the same headway, 25 per cent. It would therefore seem that the adequacv of the 8-inch tube now employed in New York is practically assured, for some time to come, to meet all reasonable demands in the transmission of first-class mail matter. On the basis of a test count made during the first week in May, 1900, the total amount of first-class mail dispatched through the several tubes per annum would be as follows : i Branch P circuit. Branch H circuit. Brooklyn circuit. Total. Per day. Total. Per day. Total. Per day. Pieces 53,001,000 1,060,020 145,600 2,912 276, 156, 400 5,523,128 758, 650 15, 173 53,081,600 1,061,632 145,850 Pounds 2,917 Among the paper mail which is incidentally transmitted daily through the tube there are 1,099 pounds, representing 6,502 copies, of daily papers transmitted for speedy city delivery or close train con- nection. SPEED, FREQUEXCY, AXD RELIABILITY. The speed at which carriers are transmitted through the tube is as follows : Miles per hour. General post-office to Branch P 32. 76 ' ieneral post-office to Branch H 29. 40 General post-office to Brooklyn general post-office 31. 33 The frequency of regular transmissions through the tube is as fol- lows: 1 Week days. General post-office to Branch P ' 32 ( ieneral post-office to Branch H ] I 35 General post-office to Brooklyn general post-offlce ...../.V..V......\ 39 Sundays. 11 11 PNEUMATIC-TUBE SERVICE. 57 In addition to the regular dispatches, which are largely based on a half -hourly schedule, there are frequent dispatches of made-up mails from the post-office or received from other post-offices, and special- deliver}' letters, which are dispatched according to instructions as soon as received and without waiting for the half-hourty interval. The reliability of the service has been well tested by the experience of two to three years; and, generally speaking, there have been very few irregularities or causes for complaint. These may be more spe- cifically set forth hj relating the actual experience from January to September, 1900, nine months. During that time there have beeii 18 irregularities reported in connection with the New York tubes running to Branch H and Branch P. These 18 cases include suspensions of service varying from a minimum of five minutes to a maximum of thirteen hours and fifty minutes. The total detention in these 18 cases was twenty-three hours and fifty-four minutes, or about one-half of 1 per cent of the aggregate number of working hours during the whole nine months. During two of these months — viz, April and Julj- — there were no irregularities whatever. During the same period of nine months, in the case of the Brooklyn tube there were three irregularities, the detentions varying from thirty minutes to two hours and forty -five minutes, or a total of three hours and forty -three minutes, this being equal to about one-twelfth of 1 per cent of the aggregate working hours during the period. In the case of the Brooklyn tube there were no irregularities whatever during the months of January, Februarj^ March, April, Julj^, and September. ADVANTAGES OF TUBE SERVICE IN COMPAHISON WITH OTHER SERVICE. The first and most important advantage of the pneumatic-tube service in comparison with other service is its speed. The distance between the general post-office and Branch H is 3.44 miles, and the time allowed by wagon trips between the two points is forty -five minutes, or at the rate of 4^ miles per hour. The wagons convey the paper mail between these points and intermediate branches; and previous to the establishment of the pneumatic tube the letter mail was mainly conveyed by street-car service. The time in transit by means of the street-car service was twentj'- nine minutes for the street car and twelve minutes for messenger service at the general post-office and Branch H, to and from the cars, making a total of forty-one minutes. The time occupied in transmis- sion by the tube is nine minutes (or at the rate of 29 miles per hour); and it has been made in a little over seven minutes. If we make the comparison for letter mail alone, we compare the tube time (nine minutes) with the former street-car time (fort3^-one minutes), showing a gain of about 80 per cent in time for each trip. Between the general post-office and Branch P, a distance of 0.71 mile, both letter and paper mail were carried by wagon, and the transit time was fifteen minutes— a speed of less than 3 miles per hour. The transit time by the tube is one and one-fourth minutes, a speed of nearly 33 miles per hour, or a reduction of 91 per cent. Between the New York general post-office and the Brooklyn general post-office, a distance of 1.65 miles, both letter and paper mail were conveyed by wagon; time in transit, twenty-seven minutes, or at a speed of 3i miles per hour. The transit time of a carrier through the tube is three and one-tenth minutes, or at the rate of over 31 miles per hour; or a reduction of 88 per cent. 58 PNEUMATIC-TUBE SERVICE. In addition to the advantage of speed, there is also a saving in time by doing away with messenger service between the post-office, or branch post-offices, and the cars; and the saving in time which arises from congestion at the doors of the post-office, where it is frequently necessary for mail wagons to wait to be unloaded, beca,use of other wagons arriving at the same time, or because of the arrival of wagons containing second-class mail matter from the publishers.^ There are also the incidental and minor advantages of exemption from street blockades or slow travel, due to heavy snow falls, etc. ; and further, the better protection to the mail, because of its being less lia- ble to depredation en route. These advantages, while comparatively subordinate to the item of speed, are certainly well worthy of mention. Another very great advantage for important first-class matter, and especially special-delivery letters, is the availability of the tube for immediate dispatch. Before the establishment of the tube, the fre- quency of dispatch between branch stations was on the basis of a trip every half hour during the greatest portion of the day. Since the tube has been in operation, the urgent first-class matter, such as special-delivei y letters, and also any made up packages of letters from the post-office or in transit, which do not require to be sorted, are transmitted immediately through the tube. While believing that the chief function of the pneumatic tube for mail transmission is to connect the general post-office and branches in cities where the surface traffic is necessarily at a low rate of speed, yet we can not overlook the advantage which occurs in certain cases in connecting the general post-office and branch post-offices with rail- way stations, especially where there is a considerable distance between the two points. The letter mails forwarded to the New York Central and New York, New Haven, and Hartford railroads, running out of the Grand Central Station, have been greatly advanced by using the tube from the general post-office to Branch H, which immediately adjoins the Grand Central Depot. The time allowed to mail wagons between the general post-office and the Grand Central Station is forty minutes, while the tube gives us a trip of nine minutes. The full difierence is not yet availed of, Itecause of the allowance at Branch H of fifteen minutes margin for wagons between there and the Grand Central Depot. Changes are now in progress, however, at the depot, which will very much reduce this time, probably to five minutes. When we consider, however, that after the wagon arrives at the depot, a certain margin is necessary to get the wagon to the postal car and getting it ready for unloading, it seems fair to make the comparison between the two methods on the basis of time in tiansit; this showing a gain of thirty-one minutes for supplementary closes to all trains. It is computed that these supplementary closings have advanced about 20,000 letters a day. EEDUCTION IN WAGOU SERVICE. A very good illustration of the possibilities of reducing expenses for wagon service is obtained by contrasting the wagon service between the general post-office and Branch P, with the service that existed' before the introduction of the tube service to that branch. It should be understood first that most of the branches of the New York post- PNEUMATIO-TUBE SERVICE. 59 office receive their paper mail from the general post-office and each other by means of wagon service, route 407005, contract price, $117,400 per annum, but they have received their letter mail by street car or elevated railroad service. In the case of Branch P, however, the only service in existence previous to the pneumatic-tube service, was by wagon, and consisted on week days of 33 trips each way, and on Sundays of 9 trips one way and 8 the other way, making a total of 413 trips per week. The service now in operation on week days is 10 trips to P and 18 trips from P, with the. same Sunday service as pre- viously, thus making 155 trips per week, and showing a reduction of 258 trips per week, or 62 per cent. The wagon trips between the New York general post-office and the Brooklyn general post-office have been reduced from 33 to 23 each way on week days, and from 17 on Sundays to 16 one way and 15 the other way; thus showing a total of 307 trips per week, as compared with 430 formerl}-; a reduction of over 28 per cent. The wagon trips between the general post-office and Branch H for city purposes have not been reported as showing any reduction, but a great reduction ought to be feasible whenever the pneumatic-tube service is extended, as will be referred to later on in this report. IMPORTANCE OF BEANCH POST-OPFICBS NOW CONNECTED BY TUBE. The standing of the branch post-offices already connected by tube is very well indicated by showing their gross receipts for the fiscal j^ear ended June 30, 1900, as follows: Branch D S379,980.i64 Branch F 89,414.54 Madison Square Branch 498, 132. 71 Brance H 525,180.27 Branch P 749,619.16 The gross receipts of these five branches amounted to $2,142,327.32, or 22.9 per cent of the total receipts of the New York post-office and branches. The receipts of Branch P are higher than those for cities like Min- neapolis or St. Paul, Minn., or Detroit, Mich. The receipts of Branch H and the Madison Square Branch are higher than those of cities like Indianoplis, Ind., and Rochester, N. Y. ; and from 1100,000 to 1200,000 greater than the receipts at cities like Newark, N. J., or Denver, Colo. The amount of mail involved for daily ti-ansmission for the five branches just mentioned (excluding the general post-office) is as follows: First-class pieces collected daily 297, 825 First-class pieces from drop daily 428, 895 First-class pieces delivered daily 512, 605 Special-delivery pieces delivered during the last fiscal year 175, 902 PROPOSED EXTENSION OF TUBE. The extension of the pneumatic-tube service, which is deemed advis- able in the near future, would comprise city territory as far north as ,One hundred and twenty-fifth street, about 7i miles north of the general post-office; this including as the northernmost points branch post-offices J and L, both of which are situated on One hundred and twenty -fifth street. 60 PNBDMATIC-TUBE SERVICE. The distance between each of the branches both by ordinary wagon route and by pneumatic tube, together with the frequency ot trips and the relative speed in transmission, are shown by the following tal:)le8: Table of distance and comparative speed. To— Dis- tance by wagon or car. Time in transit and speed. Dis- From— By wagon. By street car. By elevated railroad. Bv tube, a tance by pneu- Time. Per hour. Time. Per hour. Ttae. j^Pf,, Time. Per hour. tube. General post-office . S V A Miles. 0.63 .76 .50 J/in. 8 12 Miles. 5.40 5.70 2.50 Min. MiUs. Min. Miles. Min. 1.34 1.34 1.02 2.22 1.59 1.04 8.03 1.48 2.30 1.39 4.09 1.19 1.39 2.47 3.20 1.19 2.30 1.44 1.55 2.43 Mile.-'. 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 Mto. 0.76 13 3.51 .76 .50 A 1.15 Foreign branch ....do... E H .96 .52 1.58 .87 10 9 18 5.76 3.47 5.27 .96 .52 General post-oftice . 3.89 . 35 1.50 .87 E 1.21 G G N W I J L U K Y H .95 1.09 1.12 .80 1.35 1.61 .64 1.21 .84 .93 1.31 15 11 14 3.80 5.94 4.23 .80 26 ! 2.51 24 1 2.80 25 1 1.92 22 3.59 26 1 3.72 2.01 G 1.12 N • .80 W 1.35 I 1.61 J L U 11 3.49 .64 12 9 12 16 6.05 5.60 4.65 5.24 22 1 3.30 19 , 2.65 14 3.99 23 1 3.42 i.a .84 .93 Y 1.31 a Calculated on speed of existing tube which averages 29 miles per hour. The Tubular Dispatch Company estimate that the proposed exten- sion of the tube will call for 36.04 miles of single tube. _ This, added to the present tube, which excluding the Brooklyn circuit, is said by the company to be 10.58 miles, makes a total of i6.62 miles of single tube, or 23.31 miles of double tube. Table of frequency of service. To— Dis- tance by wagon or car. By wagon, daily trips. By street car, daily trips. By elevated railroad, daily trips. By tube, daily trips, a Dis- tance by Week days. Sun- days. Week- days. Sun- days. Week days. Sun- days. Week days. Sun- days. matic tube. General post-office S V A Miles. 0.63 .76 .50 31 36 28 8 7 35 So 35 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 ,Miks. 0.76 32 4 .76 V .50 A 35 35 35 35 35 35 35 1.16 (\ 1 .96 29 31 36 96 Foreign .52 7 8 .52 branch. General post-office do ... > 1. 58 3.89 . . . . K .87 32 1 1 87 E H H 1 21 ( ; . . 95 I 31 80 E G 1. 09 1 20 5 2 32 , 1 32 1 5 33 5 33 1 5 33 5 a5 35 35 35 35 35 35 35 35 85 2 01 G N 1.12 1 2 1 12 N W 1 .80 80 w I J L U 1.35 1.35 1 6i I 1.61 .64 1.21 J 34 5 L 5 1 1 2 2 34 84 34 34 6 6 6 6 1.21 .84 .93 1.31 U K 84 Y ! .93 H 1 1.31 5 6 6 K Y aEstimated on basis of existing tube. Additional trips are made whenever matter is ready for , dispatch. PNEUMATIO-TUBE SERVICE. 61 Upon examination it will be perceived that this proposition includes fifteen branch post-offices of the New York post-office, as follows: Branches A, C, E, G, I, J, K, L, N, O, S, U, V, W, and Y. The importance of these branch post-offices is displayed in the fol- lowing statement, which shows the postal receipts, the first-class matter posted at each branch daily, both from collections and drops, the num- ber of deliveries and first-class pieces delivered daily, and the number of pieces of special-delivery matter delivered: Table of receipts and mail handled at branches. General post-office or branch. Postal re- ceipts for year ended June 30, 1900. General post-offlce . S3, 998,378. 68 A. C. E.. G.. H.. I... J .. K.. L.. N.. C. s.. u., v.. w . Y.. 293. 288. 87 114, 166. 70 400, 870. 90 178,722.22 525, 180. 27 89, 365. 95 139,272.75 109. 559. 88 118, 025. 80 73,050.60 607, 502. 07 329, 659. 29 58,250.00 195, 027. 73 95, 316. 05 107,318.26 Number of collections. Week Sun- days. days. 27 4 24 4 16 6 28 10 15 6 a 24 6 16 5 14 5 16 5 14 5 16 5 24 6 24 4 16 5 28 4 16 5 16 5 First- class pieces collected daily First- class pieces from drop daily. Number of. deliveries. ' Weeli days. 364,329 100, 000 24, 215 74, 263 44,501 30, 100 14,846 17, 136 12, 272 20, 129 29, 937 102, 000 45,267 15,369 52,944 12, 294 21, 000 386, 820 •93,000 20,206 87, 694 16,597 41, 280 9,331 15,810 9,312 29, 965 6,550 171, 000 39, 926 16, 029 40, 219 7,7.54 13,000 Sun- days. First- class pieces Special- delivery pieces delivered delivered year end- daily, ed June 30,1900. 720,464 113, 000 24,426 78,262 67, 062 76, 659 32, 600 38, 954 22, 183 23, 309 31,813 192, 000 83, 380 19,812 61, 373 31,000 36, 067 144,584 21,784 15,412 101, 721 49, 335 42,461 29, 060 38, 066 17, 942 12, 916 25, 010 59. 126 23. 127 12,466 11, 542 37, 613 25,077 a Eight of these collections cover only a part of Branch H district. It will be seen from this statement that the gross receipts from these fifteen branches amounted to $2,909,397.07, this being equal to 31.1 per cent of the total receipts of the New York post-office and its branches. If we add these figures to the gross receipts of the five branches already connected by pneumatic tube we find an aggregate of 5-1 per cent of the total receipts, and if to this we add the receipts of the general post-office, $3,998,378.68, or 42.7 per cent of the total receipts, we find that the aggregate postal receipts of the general post-office and all branches which would be included in the proposed pneumatic-tube service would represent 96.7 per cent of the total receipts from the New York post-office. Hence it will be seen that the revenues from the branch post-offices farther north than One hundred and twenty-fifth street, and also including Branch B on the lower east side (the only down-town branch omitted from the proposed extension of the tube service), represent comparatively a small proportion of the total receipts — a little over 3 per cent. It should be observed when contemplating the postal receipts from these twenty branches of the New York post-office that they represent an average for each branch of |257,585 per annum, this sum exceed- ing the receipts reported a year ago at post-offices such as New Haven, Conn., Hartford, Conn., Syracuse, N. Y., and Richmond, Va. VOLUME OF MAIL TO BE TRAXSMITTED. The amount of first-class mail posted on each of the postal districts, as well as the amount delivered, is shown in the above table. The 62 PWEUMATIC-TUBE SEKVICE. aggregate amount of first-class mail collected daityis 1,238,30. pieces. The amount of first-class mail posted at the general post-oHice and branches (drop mail) is 1,392,168 pieces dailv, or a total o± first-class matter mailed daily of 2,630,475 pieces. Of this amount it will be noticed that about 49 per cent is collection mail and about 51 per cent drop mail. The aggregate amount of mail delivered to the public at the general post-office and branches daily is 2,078,210 pieces. The special-delivery piecea delivered at the general post-office and branches (included in the pneumatic-tube district) during the year ended June 30, 1900, was 800,683, or 94 per cent of all special-delivery pieces delivered in the eitv . The total number of special-delivery pieces delivered throughout the city was 849,461; and of these, 320,134 were of local origin, viz, mailed in the city, this being 37.7 per cent of the whole. The above statistics disclose a condition of very great importance. It shows an amount of local service not equaled, and perhaps not eveii approached, by any other post-office in the country. One very important point which must not be overlooked is the great proportion of drop mail — 51 per cent — which would be especially advanced by the pneumatic-tube service, because of its being mailed directly at the post-office or at some one of the branches. POSSIBLE ECONOMIES. With the pneumatic tube extended as above proposed there would undoubtedly be great opportunities for curtailing the existing service. The wagon service associated with the local interchanges between the general post-office and branch post-offices is performed at the contract price of $117,400 per annum. This price was fixed about four years ago, and the new contract about to be made will doubtless show a pro- portionate increase. We have already noticed that the wagon service between the general post-office and branch post-offices has been reduced 62 per cent, and there are officials competent to form an opinion on this subject who believe that with the proposed extension of the tube service the local wagon service can be reduced from 65 per cent to 75 per cent. Let us, however, take a conservative estimate of 50 per cent, and we find a saving of §58,700 per annum. As confirming this estimate a count was made for one day, to estab- lish the weight of city paper mail dispatched from the general post- office and branches, and it was found to reach a total of 88,000 pounds, or 44 tons. This weight, if we allow about 680 pounds to a small wagon, would require 130 wagon trips daily for its transmission. The existing local service now shows 839 wagon trips, without including 1,785 trips made by foot messengers or messengers with handcarts. It will therefore be seen that on the basis of weight carried, and not of frequency, the present number of wagon trips for city service can be materially reduced if the first-class mail is trans- mitted through the tube. In addition to this saving there would be additional items of service which could be cut off, as, for example, the mail transportation on the elevated railroads, 110,000 per annum; the messenger service between the branch post-offices and the elevated railway stations, estimated to PNEUMATIC-TUBE SEE VICE. 63 cost about $26,000; the messengers who travel on the elevated railway trains in custody of the mails, about $6,000 per annum; and the street- car service between branches J and L, about $500 per annum; these items making a total of 142,500 per annum. Adding this sum, $42,500, to the saving in wagon service ]ust calculated above, $58,700, we find a total possible economy of about $100,000 per annum. SIZE OF TUBE FOK PRESENT AND PROSPECTIVE USE. Adhering to the opinion that the proper function of the pneumatic tube, under existing conditions, is for the transmission of first-class mail mainly, it is believed that the present diameter, 8 inches, is large enough for the present needs of the service, and also for the prospective demands of the service for a reasonable period. A special count was recently taken for four days, October 6 to 9, 1900, of the first-class mail passing from the general post-office to Branch P. The count showed a total of 200,850 pieces, of which only 3 pieces were too large to be transmitted through the 8-inch tube. NECESSITY OP THE PROPOSED SERVICE. The necessity for the proposed service is considered to be evident from the foyegoing testimony regarding the immense amount of impor- tant first-class matter requiring daily transmission through the city, coupled with the fact that the pneumatic tube provides a speed of trans- mission of about 30 miles per hour, in contrast with the present speed on surface lines of 6 miles an hour or less. This gain is much more apparent in widely separated centers than it is for adjoining districts, although, even in the last mentioned cases, it is too important a gain to forego. The present time of transmission from the general post-office to Branch J, via the elevated-railroad service, where a speed of 12 miles an hour is available, is fifty -three minutes. The time by the tube would be about seventeen minutes. Another appropriate instance to cite would be the transmission of mail in the greater city, including Brooklyn, taking widely separated centers, such as Branch J in the borough of Manhattan, and Branch B in the borough of Brookljm, a distance of 12.39 miles. The interven- ing territory between these points is all thickly settled. The time of transmission otherwise than by pneumatic tube is as follows: Minutes. Branch J to New York general post-office 53 New York general post-office to Brooklyn general post-office 27 Brooklyn general post-office to Branch B 19 Total 99 The time by the tube would be as follows: Minutes. Branch J to New York general post-office 17 New York general post-office to Brooklyn general post-office 3 Brooklyn general post-office to Branch B 6 Total 26 Here we find a gain of sixty-three minutes, over one hour, in trans- mission. Cases could be cited at the present time where it is impracticable for a person to mail a letter in a street letter box in the morning and ■64 PNEUMATIC-TUBE SERVICE. receive a return reply the same day in the thickly settled limits of the greater city. The pneumatic-tube service is regarded as essential to improve this regrettable condition, because there is no other apparent means by which the time in transmission can be reduced. It is found that every step that has been taken to accelerate the transmission and delivery of local first-class mail has been immensely profitable to the Department. This class of mail is exempt from the charge for domestic transportation, which takes up about 55 per cent of the entire postal revenues, and is therefore very profitable to the postal service. It is calculated that on the basis of 40 per tent of all first-class matter originating in New York being for local_ delivery (and this percentage is well verified by frequent tests), there is a profit to the Government from first-class matter in New York City of local origin and for local delivery of nearly 11,300,000 per annum. Any additional steps that are taken to increase the facilities by means of pneumatic tubes for the transmission of mail, and of increased col- lections and deliveries, must not only be of great assistance to local commerce, but also render a large profit to the Government to sustain the postal service in Western and Southern parts of the country where it is performed at a great loss on account of the distances to be traversed. POSSIBLE USE OP SINGLE TUBES AS PEEDBKS. The possibility of using single lines of tubes, or tubes of smaller diameter than 8 inches, as feeders to the main lines has received some consideration; but the conclusion is that it is somewhat premature to enter into this field definitely. There is no doubt, however, that if the main lines of pneumatic tube are extended, there will be a development in the natural order of things in the direction suggested. The great business buildings may desire direct connection with the general post-office or with the branches by means of pneumatic tubes; and it may also be advisable to use similar tubes for subsidiary branch post-office stations to facilitate the delivery of special-delivery letters and to increase the growth of this profitable class of business. SPECIAL POSTAGE RATES. The feasibility of recommending extra postage rates for mail that is sent through the pneumatic tube has also been carefully considered, but it does not seem to be a question regarding which any positive ground can be taken at the present time. The practice of charging an extra rate in France and Germany for pneumatic-tube mail is in conjunction with a small 3-inch tube which is used only for the transmission of telegrams or of special-delivery matter. The present tubes used in this country, 8 inches in diameter, allow of the transmission of all first-class matter, and the profit that should be derived from the increased local mail will doubtless be a suf- ' ficient reason for affording the pneumatic-tube service to the public without extra charge, if the tube ser\'ice can be obtained at a reason- able rate. It is believed, however, that this point of additional postage should be kept in mind, to regulate the amount of matter for transmission through the tube; and in fact an extra charge might be justifiable on all matter dispatched in supplementary closes to railway trains by PNEUMATIC-TUBE SERVICE. 65 means of the pneumatic tube. At the present time we woijld not rec- ommend any additional postage rate for pneumatic-tube transmission on first-class matter, either of local or domestic origin, for local delivery. SPACE AT THE GENERAL POST-OFFICE AND AT BRANCH POST-OFFICE STATIONS. A list is appended shoving the situation as regards room for addi- tional pneumatic-tube plants and tubing at the general post-oflSce and at the several branches: Location. Additional ma- chines. How to be provided for. Remarks. No. Space. General post-ofBce 1 1 1 a All 1 3 1 Limited .. do.... do.... Ample Limited .. Ample do.... None do.... Rearrangement of present machines. Rearrange farniture. Basement privilege necessary. Do. Branch C Branch G Rearrange furniture. Basement privilege necessarv. Branch H Rearrangement of furniture. Do. Branch J . Extra room would be required. Branch K Do. Branch L All 1 All All All Ample Limited .. Ample do.... do.... None Ample None Ample Space in basement necessary. Do. Branch S .... Ample space available. Branch W All Relay station. Basement space necessary. Branch Y Foreign branch All Ample space available. a All necessary machines can be accommodated. It will be observed that extra room would be required at four branches, viz, J, K, V, and Y; and that it would be necessary to secure space in the basement at four stations, viz, E, L, U, and W. It would also be necessary to secure the privilege of having the tubes pass through the basement at five stations, viz, A, C, G, N, and O. The cost of this additional space, which could be attributed as an expense to the pneumatic-tube service, is comparativeh' small. Each pneumatic-tube machine occupies a space 23 feet 6 inches by 3 feet 6 inches, and in addition there is required room about three times the width of the machine adjoining, for operating the same. In certain branch post-offices where there is not at present sufficient spare space in the present quarters, it is already necessary for addi- tional space to be secured for general postal purposes; as for example, at branches J and K, where the postal service is now cramped, and where it is advisable that a change in location be secured, without special regard to the pneumatic-tube service. The same point would apply to other branch post-offices. In conjunction with new leases, the necessities of the pneumatic- tube service could be especially covered, in some cases at a nominal figure; whereas a special request for terms, without regard to a new lease, might bring out extortionate demands. MOST ECONOMICAL AND PRACTICABLE SYSTEM OF INSTALLATION AND MAINTENANCE. In rega"rd to this phase of the matter, no competing companies have approached the subcommittee, nor are we aware of the existence of any. Further, in the absence of expert testimony, we have no means p T 8 — 01 5 66 PNEUMATIC-TUBE SERVICE. of gauging the fairness of the annual cost of the existing sei-vice in comparison'with the cost of installation and maintenance. The local committee here invited the Tubular Dispatch Company to submit a statement as to the cost of installation and maintenance of the extended system of tubes herein proposed, and in reply was informed that the Tubular DisDatch Company had submitted a statement to the Postmaster-General on October 8 instant, and they assumed from the fact that the request was made bv the Postmaster-General that he intended to furnish the subcommittee with this information subse- quently. CONCLUSION. Our conclusion is therefore that the local mail service in the city of New York is in need of this method of quick transmission; that the importance of the city and its business fully warrants the extension, and that the result will be profitable to the Post-Office Department, provided the pneumatic-tube service is performed at a reasonable rate per annum. The further question as to what is a fair rate, and the important question as to whether the service should be performed by contract or by the Post-Office Department acquiring the plant, patents, and fran- chises of the existing companies, must be left to the recommendation of the joint committee, after expert testimony has been obtained, and the estimate of the Tubular Dispatch Companj- has been verified. C. Van Cott, Postmaster, Xev York, N. Y. v. J. Bkadlet, . Saperintendent Railway Mail Service, Second Division. New York, November m, 1900. Hon. W. S. Shallenberger, Second Assistant Post master- General, ^Yashington, D. C. Sir: The report of the local committee has been considered by the joint committee appointed under the Postmaster General's Order 989, and after careful examination its facts and conclusions are accepted and recommended for the favorable consideration of the Department, it being noted that the recommendation for an extension of 18 miles of pneumatic-tube service is based upon the condition that the service shall be obtained at a reasonable rate. The joint committee has conferred with the Tubular Dispatch Com- pany at New York, and has received its estimate as to the cost of construction and the cost of operating the proposed extension, the estimate being the same as that submitted by the company in formal letter to the Postmaster-General dated October 8. The Tubular Dis- patch Company estimates the cost of constructing the 18 miles additional at $92.5,500. These figures are stated as not including the cost of any franchises or patent, but simply labor, material, and expense that would be incurred in the actual building of the line, provided the company obtained the necessary legal authority and consent for such work, and regarding this the company anticipates no difliculty. It is our under- standing that the company expressly waives any charge for the use of its franchise or patents in this connection. PNEUMATIC-TUBE SERVICE. 67 The Tubular Dispatch Companj' proposes to enter into a five-year contract with the United States Government, duly authorized bj^ Con- gress, to transport mail within the capacity of their tubes for the complete system, new and old, for the annual consideration of 1398,500. It points out that while the charge, including all power, is only 238 per cent of the present rental, and 54 per cent of th^ present charge per mile, including power, the carriers for the new extensions will be made 30 inches in length instead of 24 inches, outside length, thus furnishing a carrying capacity 25 per cent greater than the carriers of the present system. The Tubular Dispatch Company concludes, under advice of its legal counsel, that it has not the right to dispose of its franchise for mail- carrying purposes alone, and that any proposition for disposing of its franchise for carrying commercial matter as well as mail matter would first have to be approved by the stockholders and bondholders, and subsequently require authority from the State legislature. We have therefore confined our attention particularly to the proposi- tion of the company to operate the new system of pneumatic tubes, together with the existing system, thus connecting 21 branches of the New York post-office and the general post-ofiice with 8-inch tubes, for the aggregate annual pay of $398,500. We must first observe, in contemplating this proposition, that it covers all expenses of operation, relieving the Treasuiy Department, or the Post-Oflice Department, from any expense for power, and virtually provides a complete system of transmission for first-class mail, and also to an incidental extent for mail of other classes, without any additional expense beyond the sum just named, unless it should be for rental of additional space in the branch post-oflSces, or in the basements of the same, for the pneumatic- tube machinery, or to allow of entrance for the tubes. In regard to this feature, it is impracticable to obtain definite figures at the present time as to what this expense would be. The space required where steam power is used would be about 24 feet in length by about 10 feet in width, this including space for the operators; but if electric power is used, the space might be stated roughly as half that amount. In those branch post-offices where it would be impossible to locate the machines in the space now rented, it appears that a change of location is desirable, because the branch post-offices are already overcrowded, and it is quite likely that when the new leases are effected the additional space required for the pneumatic-tube machinery will not make a noticeable addition to the rental. The question as to whether the proposed charge of $398,500 repre- sents a reasonable rate is one to be tested by engineering experts. The Tubular Dispatch Company informed us that they have the detailed figures, and are entirely willing to submit them to such board of experts as the Department may appoint for verification, simply desir- ing that the figures be not published for the information of possible rival companies. In alluding to the rate ($398,500), Mr. Bogardus, the general manager of the company, assured your committee that it represented the lowest possible rate for which a responsible company could operate the new and old service, as he also claimed that the cost of the new construction, $925,500, represents the lowest possible cost for economical construction. He said, in response to a question, that the figures were prepared on the basis of absolute cost, plus less than 68 PNEUMATIC-TUBE SERVICE. 10 per cent interest on the cost of construction, this also including provision for the renewal of the system, which is not calculated to last over twentv vcars. The annual charge of 1398,500 is anal.yzed by Mr. Bogardus as including $13'6,000, more than which he says will be expended by the compan}^ in supplying power, this including the paj' of engineers, firemen, etc.; also as including §60,000, which is said to be_ approxi- mately the aggregate wages of station operators, and also including $18,000 as local taxes to the city of New York. This makes a total of 1214,000 for power, labor, and taxes. Deducting these analj^zed items, vii!l4,000, from the total annual charge, ^398.500, we find a balance of $184,500 per annum which must cover the interest on the cost of construction of both the old and new system, provision for renewal and repairs and the expenses of supervision, inspection, and the administration of the company. Your committee therefore transmits the detailed figures submitted by the Tubular Dispatch Compau}- for examination and verification by a board of experts to be appointed by the Department and, without expressing at this time any opinion regarding the acceptability of the estimate, we have nevertheless considered whether the expenditure of an annual sum of $398,500 for the improvement of the local mail serv- ice in New York City would be justified. We first note that the annual cost of the present service of 5.18 miles of tube (4.20 miles recognized by the Department) is $158,500 per annum. To this should be added the cost of power paid for by the Treasury Department, estimated at $8,600, making a total cost of $167,100 per annum, or at the rate of $33,420 per mile. In contrast with this we find the proposed annual cost of the old and new service to be $398,500 for 23'miles of douVjle tube, or at the rate of $17,326 per mile; this being, as the companj' has said, only 54 per cent of the present rate. We have next considered what economies would be feasible if the proposed extension were authorized by the Department, thus rendering unnecessary any substantial frequency in wagon service other than what was required by the quantity of mail to be dispatched, based on the wagon load. The following items of saving are estimated or calculated, and are regarded as moderate: 1. Reduction in city wagon service, 50 per cent, equal to ^58, 700 2. Discontinuance of elevated railroad service, except two trips each way daily to One hundred and fifty-fifth street 9 000 3. Discontinuance of side messenger service to the elevated stations! ....... 26^ 000 4. Discontinuance of closed pouch service between Branches J and L 500 5. Discontinuance of messengers on elevated trains 5 652 6. Estimated saving on wagon service to new foreign branch 1^ 200 Total 101,052 In addition to the economies which were thought possible, your committee has also given consideration to the question of possible increased revenue to the Post-Office Department by means of the pneumatic tube ; and in this regard attention is naturally directed to the special-delivery service. We recommend that the Department consider the propriety of reducing the delivery pay of special-delivery messengers from 8 cents per piece to 5 cents per piece in postal districts wherein pneumatic- tube service is m operation. This, we believe, can be done by order PNEUMATIC-TXJBE SERVICE. 69 of the Postmaster-General, slightly altering the regulations, without the necessity of new legislation. The object of the recommendation is to secure additional revenue in places where the nuinber of special- delivery pieces is now large and promises to become greatly increased because of the facilities of pneumatic-tube service, the result being that the special-deliverj" messengers will have more letters to deliver per trip, and should without very much additional effort earn the same or greater compensation than at present, the maximum being now fixed by law at $30 per month, which maximum should be raised or removed by new legislation. In New York Cit}' during the last fiscal year there were delivered on the 21 postal districts which it is contemplated to connect by pneu- matic tube 800,000 special-delivery pieces. If the pay for delivery on these was reduced from 8 to 5 cents, there would be an additional reve- nue to the Department of 3 cents per piece, or $24,000 per annum. It is also important to observe that at New York the special-deliver}' mail of local origin is very heavy, being about 37.7 per cent of the whole. During the last fiscal year there wete 320,000 special-delivery pieces of local origin. If we assume that the pneumatic-tube service would double this business within a year, and this we do not regard as an extravagant estimate, there would be a gain through the reduced delivery expense of about 6 cents per piece, or $16,000 per annum. There are other savings in connection with the pneumatic-tube sei-vice which are very difficult to measure. It is believed that the greater frequency of dispatch will reduce the maximum amount of mail at certain periods of the daj', and since this maximum has been the gauge for the employment of clerical labor, it seems certain that the future requisitions of the New York post-office for additional clerical labor should be reduced to some extent by this change in the conditions. This saving we can not measure at all, but making a very low estimate of 5 per cent, we venture to assume that there would be a theoretical saving of about $15,000 per annum in this way, and it is possible that the saving would be much greater. If we join these additional items, which aggregate ^55,000, to the savings in transportation already referred to, $101,052, we find a total of $156,052. Comparing this with the cost of the extended service for the 16 branch stations, including the foreign branch, $231,400, we find a remaining charge of $75,848, which we regard as approximately the net additional charge for the pneumatic-tube extension. We have not alluded to the natural increase in ordinary first-class city matter, which is believed to follow close upon any improvements in the service, and which' should certainly be very noticeable in response to what may be termed a revolutionary improvement in the service, ijhus producing additional revenue. Nor have we alluded particularly to the fact that the extensions of the pneumatic-tube service, providing mechanically for great fre- quency in intercommunication between the branches, should relieve the Department of the usual percentage of increase in the cost of mail- wagon service at the quadrennial lettings. It is also possible that the improved facilities may so popularize the local special -delivery service as to avoid the necessity of unduly increasing the ordinary carrier deliveries; and if this proves to be true, there would be a noticeable indirect saving to the Department. 70 PNEUMATIC-TUBE SERVICE. In contemplating the possibility of this additional charge of $75,348 per annum against the local transportation ser^-ice in New York City, it becomes interesting to know the relative cost at present of city mail transportation. We find that on July 1, 1900, the cost of free-delivery service (letter carriers' salaries) in New York was $1,434,800; and if we assume that 40 per cent of this is applicable to the mail of city origin we would find this sum to be $573,920. We also find the expense of clerk hire, omitting money-order department, in the New York post-office on July 1 was $1,795,200, 40 per cent of which, estimated as applicable to the mail of city origin, would be $718,080. The cost of city transpor- tation service, including the present pneumatic-tube system, is calcu- lated to be $344,585. We therefore find the expenses incident to the city mail service to be as follows: Per cent. Free-delivery service ?573, 920=35 Clerk hire 718,080=44 City transportation 344, 585=21 We seem therefore justified in concluding that the present cost of city transportation is extremely moderate in relation to other expenses, being only 21 per cent of the total expense for transporting, sorting, and delivering the citj^ mail; whereas in the United States, as a whole, the cost of mail transportation represents over 60 per cent of the total expenditures. If we add to the cost of city transportation $344,585, the sum we estimate to be the net additional charge for increased pneumatic-tube service, $75,348, we reach a total for city transportation of mails of $419,933. This aggregate would still be very far below either of the other items, viz, free-delivery service and clerk hire. Another instructive reflection arises from comparing the additional net charge of $75,348 with the total revenue to the Post-Office Depart- ment from the local first-class mail in New York City, which the local committee estimated to be $1,300,000 per annum. It represents an expenditure of less than 6 per cent of the net annual revenue from the local first-class mail. We therefore conclude that if it be found upon examination that the f)roposed annual cost of operating the entire pneumatic-mail service new and old) is economically stated by the Tabular Dispatch Com- pany in its figures of $398,500 per annum, the Department would be justified in recommending to Congress the appropriation of that amount to provide this additional and important facility for the greatest city of the United States. C. Van Cott, Postmaster, V. J. Bradley, Superintendent Railway Mail Service, Local Committee. J. M. Masten, E. W. Alexander, Oeneral Committee. PNEUMATIC-TUBE 8EEVICE. 7l TxjBULAK Dispatch Company, New York, November IS, 1900. V. J. Beadley, Esq., Member of Local Committee, Pneumatic Tube Investigation. Sir; Complying with your verbal request, I have already handed to Chairman Masten copies of our letters and propositions to the Government embodied in a letter under date of October 8, 1900, addressed to the Hon. Ch. Emory Smith, Postmaster- General, and I also hand you details of data, viz: (A) Estimates on the cost of installing the tubes in the streets of the borough of Manhattan, in the city of New York, connecting all those stations which are not already connected by pneumatic tubes, with the exception of stations B and M, said estimate being addressed to me under date of September 4 and signed by Lloyd Colli s, chief engineer. (B) Estimates on the cost of installation of the tube stations in the New York post-oiBce and branch stations, including all work inside of the building lines, all machinery, except switches, and all power stations. And also the cost of operating said lines. The lines included in this estimate being the extensions only, and all stations being additional to those stations now in operation. fC) A recapitulation of the cost of construction. (D) A statement of the cost of operation, showing the method and detail of arriv- ing at the proposed rental. In handing you these estimates I desire to confirm offers made to the honorable Postmaster-General, coupled with an urgent request that all these estimates and figures be carefully investigated by your committee, assisted by competent engineers versed in the design and construction of machinery and the laying of pipes in the streets and tunnels in this city. Yours, respectfully, W. A. H. Bogardus, Vice-Prestde^it and General Manager. A. New York, September 4, 1900 W. A. H. BoGARDDS, Esq., Vice-President and General Manager. Sir: I beg to submit the following estimates on the cost of installing the tubes in the streets of the borough of Manhattan, in the city of New York, connecting all those stations which are not already connected by pneumatic tubes, with the excep- tion of Stations B, 380 Grand street, and M, 1965 Amsterdam avenue, between One hundred and fifty-seventh and One hundred and fifth-eighth streets: First. Connecting station S in the down-town line of the present circuit No. 2. Second. The west side 8-inch tube from general post-office to Station H via Sta- tions V, A, 0, and E, hereafter designated as circuit No. 4. Third. An 8-inch tube from Station O to the new foreign station at the southeast corner of Morton and West streets via Station C, hereafter designated as circuit No. 5. Fourth. An 8-inch tube from Station H, connecting Stations H, G, N, I, and J. Fifth. An 8-inch tube connecting Stations H, Y, K, U, L, and J. These estimates are based upon the best available prices obtainable at the present time as far as material is concerned. As for labor, the prices are the same as were paid to Naughton & Dalton when they laid the present system for the Tubular Dis- patch Company. 172,307 feet of cast-iron pipe, bored 8J inches, at $1.50 per foot f258, 460. 50 ,50,749.40 cubic yards excavation, at 50 cents per yard 25, 374. 70 Granite block paving on concrete foundation at |4 per yard, asphalt paving varying from $2.70 to $5 per square yard, cut in order to lay the tubes 120,065.99 Laying tube, including brass bands and appurtenances, 173,711 feet at 55 cents per foot; this price includes the cartage on work, lowering the tube into the trench, yarning and leading joints 95, 541. 06 Brass bends, 96 right-angle bends at $250 each, 10 bends of less than 90 degrees at $200 each 26,000.00 Reducers, 212 at $13.75 each 2,915.00 Dutchmen, 165 at $40 each ^'5!^v22 Drip pots, 167 at $20 each 3,340.00, Btandpipe boxes, 539 at $5 each 2,695.00 72 PNEUMATIC-TUBE SEEVICE. Switch manholes, 18 at S579.50 each ^^°'^^^-2° Iron-i'lpe connections, 3,474 feet, at 5 cents per foot ' y^- jy_ Bricking standpipes, 555 at 86.25 each ^> ™°- ij> Switches with bend-s, 9 at 81,777.50 each lomnn Penetrating walla , ^'?^"-™ Bricking brass bends, 106 at 830 per bend ^. ^- W Eock excavation - - - ^' "^"- ^ Additional cost of laying tube on bridge work at Forty-fifth street, l,o44 feet at 81 .50 per foot 2, 016. 00 Plans, preliminary works, profile, collecting data 5, 9o9. il Engineer inspection during construction lOj 000. GO Drip-pot manholes, 83 at S270.05 each 22,414.15 624, 942. 66 Respectfully submitted. Lloyd Collis, Chief Engineer. B. New Yoek, August 20, 1900. Vi', A. H. BoGARDus, Esq., Vice-Fresideiif and General Manager . Sir: I beg to submit the following estimates on the cost of installation of the tube stations in the New York post-ofiice and branch stations, including all work inside of the building line, all machinery except switches, and all power stations, and also the cost of operating the lines, as follows: First. Connecting Station S in the down line of the present circuit No. 2. Second. A west-side 8-inch tube line from general post-ofiice to Station H, via Stations V, A, O, and E, hereafter designated as circuit No. 4. Third. An 8-inch tube line from Station to the new foreign branch, via Station C, designated hereafter aa circuit No. 5. Fourth. An 8-inch tube line from Station H connecting all the west-side and east- side stations from Forty-fourth street to One hundred and twenty-fifth street, inclu- sive, and terminating at Station H, which will be designated hereafter as circuits Nos. 6 and 7. The estimates are based on the best data and prices available at the present time. I have assumed that the post-office will provide auflicient room for the installation and operation of the tubes and machinery, also basement room under the recent Thirty-first street addition to Station E for switches, and sufficient basement room at Stations AV, J, and U for our power stations. Circuit Xo. 2. — Adding Hiation S to down line single intermediate station. CONSTRUCTION. 1 intermediate machine 83, 000. 00 3 long bends •. 450. 00 2 reducers 30. 00 7 lengths cast-iron pipe 126. 00 Strengthening fioor 100. 00 Labor — erecting, testing, etc 600. 00 Auxiliary 2-inch pressure piping to Centre street 325. 00 Lockers, tools, etc 50. 00 84,68L00 OPERATION, Per year. 2 operators at 82 per day gi 3go. OO Extra power required at iladison Square ' 600. 00 Oil, waste, etc 40. 00 Total extra cost per year of operating circuit No. 2 on account of Station S 2 000. 00 PNEUMATIC-TUBE SEETICE, 73 Circuit Xo. 4- — Connecting general post-office vith stations V, A, 0, E, and H. CONSTEUCTION. General post-ofiBce — Terminal station (single) : 1 open receiver and dispatcher $2, 000. 00 2 long bends 300. 00 7 short bends 875.00 300 feet cast-iron tubing 450. 00 Moving general post-office, 2 machines 375. 00 Labor — Erecting, testing, etc 700. 00 Lockers and tools 50. 00 Station V— Intermediate station (single) : ^^' ^^°- ^^ About same as Station A 4, 735. 00 Station A — Intermediate station (single): 1 intermediate machine 3, 000. 00 2 long bends 300.00 5 short bends 625. GO 80 feet cast-iron tubing 120.00 6reducers 90.00 Strengthening floor 100. 00 Labor — erecting, testing, etc 450.00 Lockers, tools, etc 50. 00 Station 0— Terminal station (double) : "*' '^^^- "'^ 2 open receivers and dispatchers 4,000.00 6 short bends 750. 00 560-feet cast-iron tubing 840. 00 4 reducers 60. 00 Labor — erecting, testing, etc 850. 00 Tools, lockers, etc 50. 00 Station E — Intermediate station (double): ' 2 intermediates 6, 000. 00 12 short bends 1,500.00 350-feet cast-iron tubing 525. 00 Sreducers 120.00 2 sets switches 3,000.00 Foundation switches 250. 00 Labor — erecting, testing, etc 1, 150. 00 Tools, lockers, etc 50. 00 Station H — Terminal station (single) : 1 open receiver and dispatcher 2, 000. 00 3 bends 375.00 36 feet cast-iron tubing 48. 00 2reducers 30.00 Labor — erecting, testing, etc 400. 00 Air piping to power house 2, 400. 00 Lockers, tools, etc - 50. 00 Addition to power plant. Station H: ^_ ' ' 1 duplex compressor 3, 750. 00 Air and steam piping 1, 750. 00 fC '^ f\C\ C\(\ Addition to power plant at general post-office: ' 1 duplex compressor 3, 750. 00 Steam and air piping 3, 400. 00 Foundation 1,250.00 . ^ 8,400.00 rower plant at Station O: 2 125-horsepower boilers 3, 250. 00 3 compressors -• Hi 250. 00 3 foundations 3,600.00 Steam and air piping 4, 400. 00 Setting 2 boilers 1,100.00 ^ 23, 600. 00 General: 400 carriers 8. OOP- Q" Total 84,168.00 74 PNEUMATIC-TUBE SEEVICE. Summcmj — Construction — Circuit jS^o. 4- STATIONS. General post-office, 3 ^!' ^^9' 5S Station V : !'l^^-^^ Station A 4,735.00 Station - io'^q=-m Stations ^I'fc^m Station H - ^'^"^■°°„„„ „„ $38, 668. 00 POWER PL.IXTS IX ADDITION TO PHESENT EQUIPMENT. Power house A $5, 500. 00 General post-office 8,400.00 Station 23,600.00 37,500.00 GENEKAL. Carriers 8,000.00 Total 84,168.00 Operation; Circuit Xo. 4- LABOK. Per year. General post-office, 3: 2 men, at 81.90; 2 men, at S1.70 §2, 448. 00 Station V: 2 men, at $2 1,360.00 Station A: 2 men, at ?2 1,360.00 Station 0: 2 men, at $1.90; 4 boys, at $1.00 2,652.00 Station E; 2 men, at §2.00; 2 men, at 11.80 2, 584. 00 Station H: 2 men,at 51.90; 2men,at$1.70 2,448.00 f 12, 852. 00 POWER. General post-office, 72 horeepower 7, 029. 50 1 additional oiler 730.00 Power House A, 60 horsepower 7, 322. 40 Station 0, 132 horsepower 16,109.28 31, 191. 18' GENERAL. Oil, waste, etc 220.00 Repairs, and wear and tear on carriers 7, 000. 00 Inspectors and linemen 2, 380. 00 Telephone service 1, 300. 00 Petty expenses, maintenance machines 650. 00 11,550.00 Total operation, expenses per year 55, 593. 18 The item "repairs, and wear and tear on carriers" includes: Repacking 400 carriers $1, 600. 00 Wear and tear on carriers 3, 000. 00 Repairing carriers 1, 200. 00 Rent on extra shop room needed and power 1, 200. 00 7,000.00 The item "inspectors and linemen" includes: Inspectors — One-half the time of 1 man, $4 per day 680. 00 All the time of 1 man, at $3.60 per day 1,020.00 Lineman: 1 man, at S2 per day 680.00 ■2,380.00 pnetjMatic-tube service. 75 station E is the only place where I have included the coat of s^vitches and their installation in this estimate. Station V is so overcrowded now that it will be necessary to have more room on the post-offlce floor before our machinery can be put in, unless they are willing to have the tube machines in the basement with a lift for raising and lowering the mail. If this were allowed, I think we would have ample room in the basement now occupied by the post-oflice for our installation. Circuit No. 5. — Connecting Station with Station C and Foreign branch. COXSTKUCTION. Station 0, terminal station (single) 53, 096. 00 Station C, intermediate station (single) 4, 823. 50 Foreign branch, closed-receiver station 3, 821. 00 ?11, 740. 50 ADDITION TO POWEH PLANT AT STATION O: 1 boiler 1,625.00 1 compressor „ 3, 750. 00 1 foundation 1, 200. 00 Setting boiler 550. 00 Air and steam piping 1, 200. 00 - 8,325.00 GENERAL. 100 carriers 2,000.00 Total 22,065.50 Circuit No. 5. — Operation — 17 hours per day. LABOR. Station 0, 2 men, at $1.70 per day ?1, 156. 00 Station C, 2 men, at $1.90 per day 1,292.00 Foreign branch, 2 men, at $1.90 per day 1,292.00 ^ ^ ' $3, 740. 00 POWEK. 45 horsepower, at Station — 5,491. 80 GENERAL. Oil, waste, etc 90-00 Repairs, wear and tear, etc., on carriers 1, 400. 00 Telephone , 300.00 Petty expenses, maintenance machines 60. 00 •^ ^ ' 1,850.00 Total 11,081.80 Circuits Nos. 6 and 7. [Beginning at Station H and connecting all stations between Forty-fourth street and One hundred and twenty-fifth street, inclusive, and terminating at H, with a power station (steam driven) at Forty-fourth street and power station (electrically driven) at Stations W, J, and U.] 76 PNEUMATIC-TTTBE SEEVICE. CONSTRUCTION. Power plant, Station H: cot; nn 1 125-horsepower boiler 7 ^nn on 2 duplex compressors ' ' ^^J;- J;^ Setting boiler - • o otnoo Steam and air piping ' |13,125.00 Power plant, Station W: • 3 50-liorsepower motors and compressors w, uuu. uu 3 sets foundations o'cmnn ^i'-P^Pi^S '14,300.00 Power plant at Station J (same as at Station WJ J-Hnn'^A Power plant at Station U (same as at Station W) 14, MO. 00 Total power plants ^-AA^'nA ^^'"^S-'OO Station H, terminal station (double) 5, 800. 00 Station G, intermediate station ( single ) ^' ?nn' nn Station N, intermediate station (single) 4, 700. 00 Station W, terminal station (double) 5, 800. 00 Station I, intermediate station (single) 4, 700. 00 Station J, terminal station (double) 5, 800. 00 Station L, intermediate station ( single ) 4, 700. 00 Station U, terminal station (double) 5,800.00 Station K, intermediate station (single^ 4, 700. 00 Station Y, intermediate station (single) 4, 700. 00 Piping from H to power house 5, 200. 00 Total stations 56,600.00 600 carriers, 30 by 7 inches 10, 000. 00 Total cost of construction of stations and power plants 122, 625. 00 Operation — Seventeen hours per day. LABOR. Per year. Station H, 2 men, at §1.90; 4 men, at $1.60 $3,468.00 Station G, 2 men, at 11.80 1,224.00 Station N, 2 men, at $1.80 1,224.00 Station W, 2 men, at 12.50; 2men, at|1.70 2,856.00 Station I, 2 men, at 51.80 1, 224. 00 Station J, 2 men, at$2.50; 2men, at|1.70; 1 watchman, at $1.45. 3, 385. 00 Station L, 2 men, at $1.80 1, 224. 00 Station U, 2 men, at 12.50; 2 men, at $1.70 2, 856. 00 Station K, 2 men, at $1.80 1,224.00 Station Y, 2 men, at $1.80 1,224.00 $19, 909. 00 POWER. At power house. Forty-fourth street, 100 horsepower 12, 204. 00 At Station W, 85 horsepower 20, 746. 80 At Station J, 70 horsepower 17. 085. 60 At Station U, 80 horsepower 19, 526. 40 69,562.80 GENERAL. Repairs, wear and tear on carriers 7, 000. 00 Telephone service 2, 000. 00 1 inspector, at $3 1^ 020. 00 1 lineman, at $2 ♦. ' ggo. 00 Petty expenses, maintenance machines 600. 00 Waste, oil, etc 400. 00 " '■ — 11,700.00 Total 101,171.80 PNEUMATIC-TUBE SERVICE. 77 In the cost of additions to power house A I have assumed that the present power bouse will be continued and sufficient room added thereto to accommodate the necessarj' increase in boilers and engines to operate these circuits. The price of power at this point includes all wages of firemen and engineers, coal, rent, etc., and minor repairs to engines and boilers, as estimated from this item for 1899. At Station O power has been figured at same price as at power house A. At Madison Square additional power, made necessary by putting in Station S, has been figured at same rate as now paid the Metropolitan Life Insurance Company, and does not include any cost of maintenance of engines. At general post-office power has been figured at same rate as now paid New York Steam Company, and does not include any cost of maintenance of engines. At stations above Forty-fourth street power has been figured at the lowest price at which the electric-light companies furnish power in large units. The small allowance made for minor maintenance covers only current repairs on boilers, engines, and terminal machines, and includes nothing for replacement of importent wearing parts, nor for extensive repairs which may be rendered necessary by accident at any time. At Stations J, W, and U, I have included no attendance for the power stations other than an extra good man in charge of the post-ofiice station, with a competent assistant. I have not given details of the cost of installation on these circuits because of the probable changes in the stations themselves before the line is constructed. At Sta- tions J, K, and Y it will be practically impossible to put our machines in the room now occupied bv those stations, as they are very much crowded. \ Summary by circuits. CONSTRUCTION. stations and power plants: Adding Station S to circuit No. 2 14,681.00 Circuit No. 4 84,168.00 Circuit No. 5 22,065.00 Circuits Nos. 6 and 7 122,625.00 Total for all contemplated circuits 233, 539. 00 OPERATION. Cost per year: Adding Station S to circuit No. 2 2,000.00 Circuit No. 4 55,593.18 Circuit No. 5 11,081.80 Circuits Nos. 6 and 7 101,171.80 Total for all contemplated circuits 169,846.78 Respectfully submitted. B. H. Blood, General Superiraendenl. Cost of lines. CONSTRUCTION. Estimated cost of new lines as per detailed statement: Tube and connections *ooS'=on^A Machinery 233, 539. 00 858, 481. 66 Cost of present system complete, as per contract, etc 600, 000. 00 Total cost 1,458,481.66 78 PNEUMATIC-TUBE SERVICE. N. B.— The above stated "cost of the present svstem" is not the actual cost of the present lines. The figures given— viz, ?600, 000— arbitrarily reduce the cost of the pres- ent system to equal the bonds sold and outstanding, the proceeds of which were insuffi- cient by a large sum to complete the present lines. Therefore the additional funds taken from proceeds of the sale of capital stock and from the earnings from operation are not included, and no sum is included for patents, charters, or franchises. The com- pany, in making the enormous concessions in this item to make the offer of rental attractive, desires it to be distinctly understood that the figures are offered for inves- tigation into the amount of rental asked for the completed system under the proposi- tion embodied in the communication of the company addressed to the Hon. Ch. Emory Smith, Postmaster-General, under date of October 8, and is in nowise a statement of cost or value for the basis of acquirement by the Government, nor for any other purpose, except for the purpose distinctly stated. Tubular Dispatch Company, By W. A. H. BoGAEDUs, ' Vice-Fresident and General Manager. Cost of operation. Station operators, wages Power, including wages and fuel Supplies, oil, etc Repairs to carriers and machinery Inspectors, extra operators, and .superintendents . Telephone system, rental Sundry, gen'eral expenses Total 10 per cent of cost . Proposed rental . Estimate, new lines. $37, 861. 00 106, 845. 78 760. 00 15,400.00 4, 080. 00 3,600.00 6, 699. 43 11, 749. 76 Actual, old lines. S14, 553. 60 29, 984. 72 143.80 4, 967. 24 8, 151. 80 1, 650. 00 6, 215. 67 Total. 136, 20, 12, 5, 414.60 830. SO 893.80 367.24 231.80 260.00 699.43 965.43 252,1 145,848.00 ■'* i 398,500.00 N. B. — The stated cost of operation in the column under heading "Actual old lines" is not the actual cost of operation of the present system as it is now consti- tuted. The figures given are those based on actual operation of the present line, but are reduced and modified to meet the conditions that will be obtained in the operation of the present lines as a complete system, and therefore anticipate eco- nomics of extension. TuBULAB Dispatch Company. By AV. A. H. Bogardus, Vice-President and General Manager. BROOKLYN. EBPOET OF THE JOINT COMMITTEE ON PNEUMATIC-TUBE SEEVICE BETWEEN BROOKLTN AXD NEW YORK. Brooklyn, N. Y., Decemher 1, 1900. The joint committee appointed under Postmaster-General's order No. 989, of August 13, 1900, met this date, December 1, 1900, at the office of the postmaster of Brooklj^n, and has carefully considered the report of the local committee dated October 30, which is herewith transmitted. The joint committee approves the report of the local committee as to its facts and the scope of the investigation, and believes that its con- clusions are reasonable in submitting three distinct propositions. PNEUMATIC-TUBE SEBVICE. 79 The first for the establishment of the pneumatic-tiibe service in con- nection with seven branch . post-oflSces, A, B, D, E, S, V, and AV; dis- tance, 13i miles. The second proposition for the establishment of pneumatic-tube serv- ice for five branch post-offices. A, B, S, V, and W; distance, 8.88 miles. And the final proposition for the establishment of tube service to the two most important branches, namely, B and W; distance, 5.17 miles. These propositions are all conditioned upon the reasonable cost of pneumatic-tube service, both as regards installation and operation. The estimates of the Pneumatic Tube Company, received from Mr. Bogardus, vice-president and general manager of the New York Mail and Newspaper Transportation Company, were also considered and are herewith transmitted. Mr. Bogardus explains that he has not had sufficient time to submit the details of cost, but agrees to make a supplementary proposition which will be ready in a few days, and will then be transmitted to the Department. The estimates of the tube company on the several propositions above submitted are as follows: First proposition, $172,097 per annum. Second proposition, $138,113 per annum. Third proposition, fl05,000 per annum. The tube company submitted a proposition of their own, this being the third proposition referred to above, with Station A added. The annual cost of operating this service, namely, general post-office with B, A, and W, would be $102,000 per annum, with the existing sei-vice between New York and Brooklyn included. It is understood that all of the above quoted propositions include the New York and Brooklyn existing service, and are based on the use of an 8-inch tube. It will be observed that the mileage quoted by the tube company in connection with the several propositions differs from the mileage quoted by the local committee, it being based upon the lines of single pneumatic tubes, while the distances quoted- by this committee is the approximate straight distance between the several points to be connected and covered by existing contract mail service. After considering the amount of first-class mail of local origin in Brooklyn and the other statistics tending to show the relative impor- tance of the local service we reach the unanimous conclusion that all of the propositions submitted by the New York Mail and Newspaper Transportation Company are much higher than we would be justified in approving. As already pointed out, they are based upon the employ- ment of an 8-inch tube, whereas it is possible that satisfactory results can be secured with a 6-inch tube. It is also possible that the final committee of experts to be appointed by the Department may succeed in securing a material reduction in these estimates after analyzing the details which the tube company is yet to furnish. We would all like to see the city of Brooklyn endowed with first-class postal facilities, not inferior to those enjoyed by any other city in the country of equal development, and we are therefore hopeful that the future may bring about such a revision in the cost of operating pneu- matic-tube service as will enable the Department to install it in the city of Brooklyn. 80 PNEUMATIC-TUBE SERVICE. While the existing pneumatiq-tube service between New York and Brooklyn is included in all of the above propositions, this committee believes that it is entitled to separate consideration and separate com- ment. It is regarded as a unique service, connecting two great cities of the country. It has proven very ad-^-antageous to the mail service, and we do not think it should be dispensed with if it can possibly be retained at a reasonable cost. The new estimate of the tube companj' for this service for the next year ($41,676) seems to us excessive, but as this proposition will doubtless be analj'zed by the final committee, it is hoped that it can be brought down within the limits of acceptance. With the light which the committee has on this subject now we do not think that the pres- ent cost of the tube service between New York and Brooklyn (120,200, excluding power) represents the minimum price at which the service could be rendered. J. M. Masten, Chairman. E. W. Alexander, General Committee. F. H. Wilson, Postmaster, BrooTdyn, N.' Y. V. J. Bradley, Superintendent Railway Mail Service., Local Committee. Brooklyn, October 30, 1900. Hon. W. S. Shallenberger, Second Assistant Postmaster- General. Sir: In accordance with the Postmaster-General's Order 989, of August 13, 1900, directing an investigation in regard to the present and proposed pneumatic-tube service for mail transmission, the under- signed, the postmaster at Brooklyn, N. Y., and the division superin- tendent of Railway Mail Service, constituting a local committee under the terras of Order 989, beg to present the following report in refer- ence to the existing pneumatic-tube service for the transmission of mail at Brooklyn, and for the feasible extension of this facility. EXISTING PNEUMATIC-TUBE SERVICE. The only pneumatic-tube service for mail transmission of which the Brooklyn post-office has experience is that between the Brooklyn general post-office and the New York general post-office; length of line 1.65 miles; diameter of tube 8 inches; dimensions of carriers 6J inches in diameter inside measurement by 22 inches long inside and 24 inches long outside measurement. This tube service was commenced on August 1, 1898, and since that time has been in very successful operation and of great advantage to the mail service. During the past nine months, Januarv to September, inclusive, there were but three stoppages, with an aggregate of three hours forty-three minutes. One of these stoppages of two hours forty- hve minutes was really due to the expansion of the Brooklyn Bridge, over which the tube is laid, which made necessary an adjustment of PNEUMATIC-TUBE SERVICE. 81 the sliding connections in certain portions of the tube to compensate for the expansion. However, the total stoppage of three hours forty- three minutes during the nine months was only equal to one-twelfth of , 1 per cent of the aggregate working hours during that period. These slight stoppages occurred during the months of May, June, and August. During the other six months there was no stoppage whatever. According to a test count made in May, 1900, it was found that the amount of first-class mail transmitted through the tube on week days was 162,982 pieces in 569 carriers, thus making an average of 286 pieces per carrier. As the full capacity of the tube was not needed for the transmission of - first-class mail, its spare capacity was used for the transmission of paper mail, showing an average of l.-lOO pounds-on week days and an average of 746 carriers, thus making an average of nearly 6 pounds per carrier. The expedition of mail matter between the New York and Brooklyn general post-offices has been very great. The mail was formerty car- ried entirely by wagons, with a transit time of twentj^-seven minutes for 1.65 miles, or at a rate of less than 4 miles per hour. The time in transit by tube is three and one-tenth minutes, or 31.33 miles per hour. By securing the advantage of later closes because of this expedition all mail accumulating within a period of thirty minutes from the time of the former closes is now advanced, some of it even more than the twenty-four minutes' time gained in transit. This quan- ■ tity of mail has been variously estimated, but a conservative estimate places it at about 10,000 letters daily. RESULTANT ECONOMIES. Because of the transfer of all first-class mail between New York and Brooklyn to the tube service, it was possible to reduce the trips of , wagon service between the New York and 'Brooklyn post-offices. This 'l reduction on route 407001 amounted to 34 per cent, equal to a saving ," of $1,530 per annum. It was also possible to discontinue direct trips t between the New York general post-office and Branch W of the Brook- lyn post-office. A saving of 42 per cent was effected on wagon route : 407014, equivalent to a saving of ^3,980 per annum. Total saving on wagon service, f5,510 per annum. COST OF PRESENT SERVICE. The cost of the present pneumatic-tube service between New York ,| and Brooklyn, as shown by the Department's records, is: Contract f rental, 114,000 per annum; labor, $6,200 per annum; total, $20,200 J per annum, or at the rate of $12,242 per mile per annum. This state- ' ment does not take note of other incidental expenses, such as power, ' etc., which are paid by the Treasury Department. * The former cost of wagon service between New York and Brooklyn , was 14,499.99 per annum. It is thus apparent that the pneumatic- f tube service costs over four times as much as the preexisting wagon f service, and that in conjunction with the pneumatic tube 66 per cent of '; the wagon service must be maintained. The gain in expedition (three "' minutes' transit time instead of twenty-seven minutes) and in frequency ^ (a carrier being dispatched every two minutes or oftener, instead of a 'i' wagon being dispatched every half-hour) is certainly very great, and * PTS— 01 6 82 PNEUIVIATIC-TUBE SERVICE. the tube service can be regarded as not merely desirable, but as prac- ticall}^ indispensable between the New York general post-otiice and .the Brooklyn general post-office; but the remaining question^ as to whether the greatly increased annual cost is fully justitied must be left for determination by the joint committee indicated in the Fostmaster- General's order, which will dou>)tless test this question by close analysis and expert testimony. PEOPEE EXTEKSION OF TUBE SERVICE. The extension of the pneumatic-tube service to connect the branch post-offices in Brooklyn with the general post-office is regarded entirely as a question of relative cost. There is no hesitancy whatever in declaring that the increased speed of transmission available by pneu- matic-tube service is not obtainable in any other known way. The speed of mail wagons is limited to 6 miles per hour and is usually less than that. The speed of street postal cars varies from a minimum of 4.4 miles per hour to a maximum of 9.6 miles per hour, and the best speed available, by using the elevated railways, including the time occupied for messenger service between the elevated stations and the branch post-offices, would not very much exceed the speed of the sur- face cars. In contrast with this" we obtain by the pneurnatic-tube service a speed of 30 miles per hour and constantly available frequency of dispatch. There are 15 branch post-offices in Brooklyn, not including substa- tions. Of these branch post-offices, 5 show individual postal receipt^; per annum of over §80,000, the maximum being at Bi'anch W. where the receipts last year were |141,693. The statistics for the general post-office and the principal branch post-offices are shown in the fol- lowing table: Postal re- ceipts, year ended June 30, 1900. Number of collection^!. .Average pieces of first-class mail col- lected dally. Drop mail daily (let- ters). Number of deliveries. Average Special- delivery Post-office. Week days. Sun- days. Week days. Sun- days. first-class delivered mail de- ] during livered year end- dailv. ed June 30,1900. General post-office.. $«29,162.66 81,212,81 129, 458. 16 49, 320. 97 42, .133. 72 101,317.10 90,660.1.5 141,693..'>0 11 10 10 Sand 10. Sand 10. 10 10 10 4 4 4 4 4 4 4 176, 728 9,800 13,800 7,100 5,050 12, 200 13, 0,50 12,850 17,395 1,271 1,9.S.S 252 2,716 1,036 2,634 4 830 5 and 6 5 3 and .5 2, 3, and 5. 2, 3, and 4. 5 5 183,019 I 64,600 20,638 , 7,220 Branch B ... 28 040 1 24,224 ],S, ,514 6.940 Branch E 8,679 27, 027 23,132 30, 942 3,940 12,636 11,616 Branch V 11,776 Total, includ- ing general l,lli.''),25.5.00 2.50.578 32,022 339, 991 142,952 Total for the 7 branch post- offices 73, 850 14,627 156, 972 78,3.52 VOLUME OF MAIL TO BE TRANSMITTED. The amount of first-class mail to be transmitted by tube is exhibited in the above table by the amount of mail received (by collection and by drop) and the amount delivered. The report shows that at the PNEUMATIC-TUBE SERVICE. 83 seven principal branches the amount received daily is 88,477 pieces, and the deliveries daily amount to 156,973 pieces, or a total of 245,449 pieces. In this connection we must note that of the mail received about 83^ per cent comes from collections, which average from 8 to 11 daily in the various districts, and only 16^ per cent of the mail is received by drop at the branch post-office stations. The mail for delivery is sent out by letter carriers on an average of five times daily. On some portions of the general-post-office district six deliveries are made daily, while on some portions of the districts of Branches B, D, and E less than five deliveries are made; in some cases only two or three. Table shovnng present frequency of service and comparative speed of present service and the proposed pneumatic-tube service. Distance. Frequency. Time in transit and speed. Points of transmission. Weelc days. Sun- days. By street car. Miles per hour. By tube. Miles per hour. .Miles. 2.44 1.61 1.09 1.92 1.10 1.11 2.73 1.50 5.14 19 19 19 19 19 19 19 15 7 7 7 7 7 7 7 5 Min. 23 13 7 12 9 8 22 19 43 8 7.4 9.3 9.6 ■ V.4 4.4 7.4 7.5 Min. 4.88 3.22 2.18 3.84 2.20 2.22 5.46 4.76 10.28 30 Brancli B to Branch D 30 Brancli D to Branch E 30 30 Branch S to Branch A 30 30 Branch W to general post-office 30 30 PROPOSED TUBE SERVICE AND ITS COST. Although statistics have been given in regard to the importance of ' the business transacted at seven of the principal branches, it is felt that I the extension of pneumatic-tube service must rest entirely upon the ,^ relative cost of such service, and this fact can hardly be ascertained : until the joint committee designated by the Department has investi- .; gated the subject and secured expert testimony. There was a proposition two years ago that six of the branch post- ' office stations, B, D, E, S, A, and W, be connected with the Brookljm general post-office at a cost of about $200,000 per annum._ It does not appear that any such proposition could be favorably considered. In the first place the amount of mail to be transmitted daily— 245,449 pieces — would not justify this heavy additional outlay, and aside from ' this it is considered that the present frequency of service — from 15 to 19 times daily — is sufficient, in connection with the fact that the mail is ' only collected from street letter boxes- from 8 to 11 times daily; that the drop mail only amounts to 16i per cent of the whole, and that the :* deliveries of mail at office of destination only average 5 deliveries per day. Yet the expedition in transit that can be secured by pneumatic-tube •^service, and by no other method thus far known, is a great advantage to be secured if possible, especially for long distances. It is not of great importance whether mail which now takes 7 minutes to transmit (liJfrom Branch D to Branch E may be transmitted in 2 minutes by tube, idibut it is of much importance on the longer distance from the general ^ipost-officeto Branch E (5.14 miles), that the present transit time of 43 84 PNEUMATIC-TTJBE SERVICE. minutes can be reduced to 10 or 11 minutes hy using the pneumatic tube. It is also of great consequence that important branch offices, such as B and W, be connected with important branches in the bor- ough of Manhattan by means of this service, so that savings in transit time of 30 minutes to one hour can be effected. The cost of the postal-car service on electric lines, which connects six of the most important branches nineteen times daily, is a little oyer ^1,300 per mile per annum; and bearing this in mind, the following tentative retommendations are made: (1) If the pneumatic-tube service could be secured at not too great an advance over thi.'* rate, it is recommended that the pneumatic-tube service be extended to all seven branch post-offices originally specified, viz, A, B, D, E, S, V, and W; distance, 13.5 miles. (2) If, however, the aggregate cost should be regarded as prohibit- ive, it might still be feasible to provide the service to five of the most important branches; and in that event it is recommended that the service be provided for Branches A, B, S, V, and W; distance, 8.88 miles. (3) If this proposition were found untenable, it might still be feasible to provide tube service between the general post-officeand Branches B and W, these being the two most important branches in Brooklyn; distance, 5.17 miles. ADDITIONAL ECONOMIES. If the pneumatic-tube service is extended to the several branches as proposed, a considerable reduction can be accomplished in the street postal-car service. A calculation made bj' the superintendent of mails of Brooklyn, based upon the proposition that the pneumatic-tube serv- ice be provided from the general post-office to Branches A, B, S, V, and W, reached the conclusion that the street postal-car service could be reduced to effect a saving of $8,000 per annum, and that the clerical foi'ce in the street postal cars could be reduced to the extent of 16,000 per annum. If we add this total of $14,000 to the saving already spoken of in the wagon service, aggregating $5,510, we find a total possible saving of about $19,500 per annum, subject to verification when a definite plan for the extension of the tube service is agreed upon. SIZE OF TUBE. Judging from the experience with the present tube between Brook- lyn and New York, s inches in diameter, and according to the reports received from other post-offices of tests made regarding the very small amount of first-class mail which would be excluded from tube trans- portation because of its bulk or size, it is probable that a 6-inch tube would be sufficient for the transmission of all first-class mail to and from the branches of the Brooklyn post-office, and this size of tube would be recommended if the cost of installation and operation is materially lowe-- thnn in the case of an S-inch tube. SPACE AVAILABLE FOR INSTALLATION AND OPERATION. A local investigation of the space available in the general post-office and in the branch post offices for the installation and operation of PTSTEUMATIC-TUBE SERVICE. 85 pneumatic-tube service shows that there is sufficient space at present, provided the compressors are run by electric motors instead of steam power; but if a steam-engine plant is required, additional space, with expense for rental, would be necessary at all or nearly all the branch post-offices. MOST ECONOMICAL SYSTEM OF TUBE TEANSMISSIOX. The local committee is not aware of any practical means of tube transmission other than that employed by the present operating com- panies, and has received no tenders or propositions from other inven- tors or companies for the performance of such service. SINGLE LINES OF TUBES AS FEEDERS. The question of using single lines of pneumatic tubes as feeders to the main lines of tube service has received consideration, but it is not thought to be a practical subject for consideration at the present time, and the local committtee has no recommendations to make in that direction. ADDITIONAL POSTAGE ON TUBE MAIL MATTER. The subject of recommending action toward charging an additional postage rate upon mail matter transmitted through the tube has been given careful thought, and as a result the following conclusions have been reached: The pneumatic-tube service is of especial benefit to first-class mail of local origin and for local delivery. This class of mail pro- duces a revenue to the Department far in excess of any other class of mail matter. Quite often proposals are heard from the public for a reduction in the rate of local first-class matter from 2 cents to 1 cent. It does not therefore seem wise to recommend an increased rate on ordinary first-class matter of local origin under these conditions. It would not be practicable to require an additional rate on first-class matter posted outside of the city for delivery within the city. Nor would it be feasible, apparently, to charge an additional rate on special-delivery matter, which now pays 10 cents in addition to rhe ordinary postage. It might, however, be advisable to charge an extra rate of 2 cents per piece for any matter transmitted through the tube representing supplementary closings for railway dispatches, which are made later than the ordinary closing time. It might also be wise to charge an extra rate of postage on news- papers transmitted through the tube, if necessary to prevent over- crowding the tube with this class of matter, if mailed later than the ordinary closing time, and if speedy dispatch were expected. F. H. Wilson, ^ P(Mm by letter from time to time in the report. The questions presented in the extract from the act of Congress, quoted in Order No. 989, and the instructions of the honorable Postmaster-General which follow the quotation, as well as the questions propounded by Mr. Bradley in his communica- tions of September 7 and October 3, are so numerous and varied that, while I believe they fully cover every possible contingency, they, at the same time, make it quite difficult to answer satisfactorily in a single communication. Bearing.in mind the injunction contained in Order No. 989 that reports are to be prepared with reference to the needs of the service and the best interests of the Gov- ernment, so as to furnish information that will enable Congress to determine whether the service shall be owned, leased, extended, or discontinued bv the Government, in submitting the following, beg to say that I have endeavored to" be extremely careful so as to furnish only reliable data secured from the operations of the Philadelphia post-office and from the use of the pneumatic-tube service now in operation. My excuse for the length of this report is the fact that the act of Congress contem- plates and asks "all facts bearing upon the use of said tubes in connection with the mail service." I have, therefore, the honor to present the following, arranging the several ques- tions, suggestions, or propositions so that I believe they will cover all points which have been raised, and follow each question, suggestion, or proposition with its answer or with such information as I am able to furnish: 1. Should the carriage of mail by pneumatic tube or other similar devices be recommended? 'With a frequency averaging 42 trips per day over the entire route. PNEUMATIC-TUBE SEEVICE. 95 To this question the answer of Philadelphia would be an emphatic "Yes," based upon the belief that our experience with the pneumatic-tube service justifies the following conclusions: (a) That it affords a continuous service in the sense that mail matter may be dis- patched in any quantity from a single piece to the extreme capacity of a single carrier, as rapidly as it accumulates. With a 6-inch tube under five pounds pressure, giving a speed of about thirty miles an hour, would mean safely from 200 to 400 pieces every twelve or fifteen seconds. (6) That it effects a great saving in time, with the result of making more prompt connections. (c) That it eliminates danger of delay occuring from flres, processions, riots, etc. (d) That it removes danger from theft en route, as there is no chance of any one touching the mail from the time it is put in the tube at one station until the carrier arrives and is opened at the next. (e) That it prevents the possiliility of the delay of an entire mail. (/) That it effects a saving of labor which can be used to advantage in other branches of the service. , Mail is rushed swiftly from city to city at great expense, upon trains that, travel- ing at the rate of a mile a minute, are met at the city depot by wagons barely capable of going four miles an hour. Premiums are offered for phenomenal train speed, but it is impossible to accelerate the wagons. Minutes saved, at immense cost, by the speed of trains are wasted by indifferent wagon drivers. Sometimes during its transit a letter passes more time in the wagons than upon the trains. The pneumatic tube is the onlj' agency whereby the speed attained by trains mov- ing through open country can be equalled or surpassed within city limits. Incoming mail — late mails still further delayed by failure of wagons to meet trains. Tubes always ready; wagon service is necessarily regulated by complex schedules. When a train is late, the wagon schedule is thrown into confusion, and there may be no wagon in waiting when the train arrives. The mail is then further delayed for want of conveyance. This freqently occurs in all cities. During periods of inclem- ent weather, when trains are irregular, wagon service becomes demoralized. The tube, on the other hand, once in operation, is always ready for duty. Whether late or on time, incoming mail is conveyed from the depot immediately. Owing to this feature and to their wonderful celerity of action, pneumatic tubes minimize the liability of failure of connections when train service is iiTcgular. In Philadelphia, the time of transit of a pneumatic carrier from the Broad Street Station to the post-office is one minute fifteen seconds. The time necessarily allowed a wagon on the same route is fifteen minutes, five minutes for loading and ten min- utes for the trip. Much of the mail sent through the tube is in the post-office and separated for distribution before the wagon from Broad street arrives at the post- ofSce. Mail for outlying stations is taken from the Philadelphia post-office by trolley cars leaving every hour. Notwithstanding the shortness of the distance between Broad .street and the post-office it frequently happens that connections with these car trips are made that could not be made but for the tube. In the case of trains scheduled to make close connections with street-car or wagon trips for outlying stations, as above, or with carrier deliveries, failure to so connect may delay the delivery of mails from one to three hours. Such a delay is particu- larly serious if the time be near the close of banking hours, or in the morning when business men expect their daily mail orders. In the case of through or transit mail, failure of connection for a distant city may mean a delay of hours or even days. The volume of such mail transferred between depots in Philadelphia is about 80,000 pieces daily. (See Tables C and D. ) In Philadelphia, between the Broad Street Station and the Readmg Termmal, connections otherwise impossible are now daily made by means of the tube. With the pneumatic tube the pouching is done at the depot. Mail is not allowed to accumu'ate at the post-office, but is immediately sent to the depot and pouched there at once. When the time of departure of the train arrives nothing remains to be done but to close and lock the pouches and place them on board, which requires but a few minutes. Dispatches can thus be held open to the public far longer. This system in Philadelphia daily advances not less than 30,000 letters by one dLspatch. Local mail— special-delivery letters made as expeditious as telegrams. In the handling of local mail, as well as of other mail passing between post-offices and branch stations, the pneumatic tube will effect a time saving. Letters deposited at one station for delivery at another will be no longer obliged to wait for a trip by wagon or car. In the operation of the tube the next trip always occurs immediately. 96 PNEUMATIC-TUBE SERVICE. When the system in any one city has heen made reasonably complete, local special- delivery letters will be quicker than telegrams. Fifty-nine per cent of the weight of mails carried upon trams, for the transporta- tion of which the Government pays by the pound, consists in the leather and canvas equipment. Pouchingatthe depots reduces the number of pouches and sacks required by concentrating the mail into the minimum number. In Philadelphia this depot pouching has already diminished by 150 the number of pouches sent out daily. It is true that tube service is more expensive than wagon service over routes where the volume of mail handled is not sufficient to utilize the tube's full capacity, but in even greater ratio is tube operation more efficient. 2. Give instances of any material gain to daily newspapers by use of tube. In Philadelphia the financial papers from Xew York arrive at 6.50 a. m. Trolley cars leave the post-office for different parts of the city fifteen minutes later. Prior to the construction of the tube the wason contractor received a premium of $3 per day for rushing these papers to the post-office in time for the first carrier delivery. At present these papers reach the post-office in time not only for the delivery, but even for the trolley cars, and are now delivered from station also by the first morn- ing delivery. 3. Is it desirable to send paper mail at all through tube, 8 inches or less in diameter? It is believed that the newspaper work can be transmitted through a 6-inch tube, excepting the great quantities shipped daily by the newspaper publications for points outside of Philadelphia, and the large shipments (rent out weekly, monthly, or at stated periods by publications having a large circulation, but inasmuch as we now have an arrangement by which nearly all of this class of matter is delivered by the publishers to the railroad stations, I believe it is possible that all other news- paper matter can be handled through a 6-inch tube between the main post-office and stations and the 8-inch tube now in use to the Pennsylvania Railroad and Reading Railroad stations. 4. Specify any economies resulting to the service by the use of tubes. In the Philadelphia service there is a great economy of time in the handling of large quantity'of mail in transmission between the Pennsylvania Railroad and the Philadelphia and Reading Terminal. There is a great saving of time by reason of our ability to advance from 30,000 to 40,000 letters per day one dispatch each, by reason of closer connection and a reduction of time in forwarding mail from the cen- tral post-office to the railroad stations. The economies from a financial standpoint are treated under other heads. 5. "What is the most economical and practicable system, both as regards installation and maintenance? Having had no experience with any other system than that in use at the Philadel- phia office, a satisfactory answer can not be given to this question in comparing the cost of the system at this office with that of any other which may be known to other places. As for the practicability of the Philadelphia service, would say that it has been most satisfactory, and it is entirely within bounds to say that 95 or 96 per cent of all, mail matter can be handled between the t'entral post-office and the Pennsylvania Railroad Station and the Philadelphia and Reading Terminal Railroad Station, from which two points probably 75 per cent of all the Philadelphia mail is dispatched. During the time in which the present system has been in use at this office the acci- dents have been so few, the damage to mail matter so little, the delays so seldom and of such short duration, when taken into comparison with the advantages accruing to the service in general, that it reduces the matter of accident or damage to a mininaum. 6. What size of tube is deemed best for the present and prospective demands of the service? With the present 8-inch tube connecting the main office with the two principal rail- road terminals, a system of 6-inch tubes to connect the main office with the several stations hereinafter mentioned is deemed the best and all that is sufficient for the Philadelphia service for years to come. 7. Should single lines of small tubes be used as feeders for trunk lines? In answer to this would say that the reply to the preceding question covers fully the situation, so far as it relates to the Philadelphia service, based upon our experience. It is believed that a system composed of 6-inch tubes can be adjusted with greater accuracy to the requirements of the service than one composed of larger tubes, and it follows that the tube of the smallest diameter that will accommodate the "pack- ages " of letters and other articles that pass through the mails is best. For this work it is believed that the 6-inch tube is best adapted, and while, as before stated, from 95 to 96 per cent of all mail can be passed through a tube of this size, it is believed that the actual percentage is considerably higher. PNETJMATIC-TUBE SERVICE. 97 The maximum capacity of a 6-inch tube, under a pressure of 5 pounds and under favorable conditions, is put at 120,000 pieces of letter mail per hour, or 2 400 000 pieces per day of twenty hours. ' ' The maximum capacity of an 8-mch tube, under the same conditions as above described for the 6-inch tube, is about 180,000 pieces of letter mail per hour or 3,600,000 pieces per day of twenty hours. ' For connections with railroad depots, nothing less than 8-inch tubes should be con- sidered, as the mail arrives in bulk at intervals, and does not pass continuously, as in comparison with the station service. In the Philadelphia service the 8-inch tube is at present used for not more than 35 per centof its maximum capacity in handling the first-class mail which passes between the main ofllce and Broad Street Station, though this depot is the second in the United States, I am advised, in point of volume of mail matter handled. 8. What stations in the Philadelphia service are suggested as being those to which the pneumatic service is most applicable? In addition to continuing the 8-inch tube service now in operation between the central office and the Pennsylvania Railroad Station and the Philadelphia and Read- ing Terminal Railroad Station, and the 6-inch service now in operation between the main office and the Philadelphia Bourse Station, it is believed the service should be extended so as to include the following stations arranged in groups, and in the fol- lowing order as to importance : Fu-st group Stations S, 0, C, J. Second group Stations A, D, P. Third group Station B (West Philadelphia). Fourth group Stations K, E, F (Frankford). Fifth group Stations Q, R, G (Germantown). 9. What is the volume of mail passing between points where the installation of the service may be recommerided? .{See Tables B, F, G, H, I, J, N, O, P, Q, and R.) 10. Is sufficient space available at terminal points and intermediate stations for installation of plant? From an examination of the several stations included in the Philadelphia proposi- tion it is believed that sufficient space is available at terminal points and intermediate stations for the installation of the plant, although in some cases it will require a shift- ing of furniture and some slight changes, all of which come within the meaning of the several leases and can thus be brought about at the expense of the landlords, but if necessary to be made at the expense of the Department, or brought within the contract for pneumatic service, the aggregate expense of all changes, it is believed, will not exceed two or three thousand dollars. 11. Can you give any estimates and proposals as to cost of stations? As the stations proposed to be used in this city are already erected, in use and under lease, I do not see that this question needs an answer; if, however, it relates to power stations connected with the pneumatic service, would say that the cost of stations of this kind is included in the estimate given under the cost of construction. 12. What mileage of construction would be required to carry out the suggested extension of the pneumatic-tube service in Philadelphia? About 20 miles of double line of tubing. 13. What would be the estimated cost of construction ? To this question I can not give a satisfactory or conclusive answer, but having had the advantage of some practical experience and an opportunity of acquiring some general knowldige of work of this class, would estimate that the tube construction, mcluding all expenses for patents, royalties, machinery, and special work, under con- ditions such as exist in Philadelphia, would not exceed the following approximations: 8-inch tubing: I'^f ^Me, complete. Minimum $30,000 Maximum 50,000 6-inch tubing: Minimum 25,000 Maxunum 40,000 For a 20-mile system in Philadelphia this would give approximately from $500,000 to $800, 000 as the estimated cost of constructing 20 miles of 6-inch tube service for completing the circuits between the central office and the 14 principal stations men- tioned, putting the system in complete and satisfactory workmg order. 14. What would be the estimated cost of operation? Like the preceding question, I have been unable to secure any definite or satisfac- tory information, but with the little knowledge acquired from the system in opera- 98 PNEUMATIO-TTJBE SERVICE. tion at this office would say that at the outside, including interest on investments, supplying power, etc., the estimated cost of operation should not exceed the annual sum of from $120,000 to $160,000 per year for the complete service suggested for this city. 15. What is the comparative speed of mail transmission as it has existed, now exists, and is possible under the pneumatic-tube arrangement? The comparative speed as exhibited in detail in Table A shows that the electric street car service is about twice as rapid as the old wagon service, and the pneumatic- tube service, under ordinary conditions, is at least four times as fast as the electric street car service. 16. What is the prescribed frequency of service and possible frequency of service by using pneumatic tubes? The frequency of service under present conditions for week days and Sundays by wagon service and electric street car service is shown in Table B, in comparison with what would be the service under very ordinary conditions with the pneumatic- tube service. 17. What is the amount of first-class mail transmitted through tube to and from Broad Street Station? Six hundred and sixty-seven thousand eight hundred and twenty-one pieces of first-class mail daily. (See Tables and D for details.) 18. What is the amount of first-class mail transmitted through tube to and from Beading Terminal? Seventy-eight thousand five hundred and sixty-seven pieces of first-class mail daily. (See Tables C and D for details.) The amount of transit mail transmitted through tube between the Pennsylvania Railroad depot and the Reading Terminal depot, without being brought to the central office, is 79,603 pieces of first-class mail daily. (See Tables C and D for details. ) 19. What is the number of pieces of mail other than first-class transmitted through these tubes daily? Forty-three thousand three hundred and ninety-two pieces daily. (See Table C for details. ) 20. What number of carriers are dispatched each way daily by each tube? Approximately, 2,943. (See Table 0.) 21. What is the average number of pieces first-class mail to each carrier transmitted? About 150 pieces. (See Table C. ) 22. What would be the additional expense involved to Department because of adoption of pneumatic-tube service and its possible extension? (Relating to clerical force used on tube service which could be assigned to other work, if tubes did not exist). It is not claimed that the adoption of the pneumatic-tube service will result in any reduction of the clerical force, but it is firmly believed that it will enable the clerical force now employed to more satisfactorily handle the mail matter, and will result in enabling them to handle the increased volume of mail with a smaller proportionate increase in the clerical force in the future because of the regularity with which it may be transmitted and disposed of. As the strength of a chain is determined by the strength of its weakest link, so is the capacity of the postal service determined by the ability of the force at hand to rapidly dispose of the mail matter at a given hour or two hours in each twenty-four, when the rush is at its maximum. 23. Could the carrier or collection force be reduced by the use of the pneumatic- tube service? Under no circumstances would I recommend a reduction of the carrier or collection force in the city of Philadelphia, where the great bulk of territory now has but two, three, and four deliveries. 24. Could tour of collection or dehvery be abbreviated, so that mail would be col- lected and dispatched more rapidly? The tour of collections and deliveries can not be abbreviated, for the reason that nowhere m Philadelphia does the collection service begin to meet the actual require- ments of the public, except in the central office district. In all parts of the city mail is required to lay too long in letter boxes after being deposited and in some places must lay m the letter box for as great a length of time as should be required in its dispatch and delivery. We hope, however, that the pneumatic-tube service will enable us to handle col- lections made with more frequency and greater dispatch. 25. What proportion of all flrst-class mail matter posted in Philadelphia is for local delivery? '^ -nJ^. T?^"i^- ''stimate justifies the statement that 40 per cent of all the mail posted in Philadelphia is for local delivery, and with the pneumatic service it would mean PNEUMATIC-TUBE SERVICE. 99 much quicker delivery. This percentage would be very largely increased, and much oi It would be of the special-delivery class, which would greatly increase the revenue. 26. How many miles electrical postal-car service would be reduced if pneumatic- tube service was extended to all stations as outUned'? 5'o?nmi™®.*'l''f*'''h"^^''o^®''.y'°® °" ''°"*es 310025, 310026, 310027, 310028, 310029, and 310011, a total of 35.16 miles. > > > , 27. What would be the amount of financial saving per annum? Thirty-eight thousand dollars. 28. "What is the rate per mile for electric postal-car service in Philadelphia"? ..-TrSx^^Ja P^??^!** contract, 35.16 miles cost $38,000 per year, being at the rate of $1,080.76 per mile per year for the maintenance of this service, exclusive of salaries of clerks employed on cars. 29. How much mail-wagon service could be discontinued, and what would be the amount of saving per annum? Discontinue wagon service on route 210342, between central office and Market street siding. Route 410001, Station A to Union Traction Company and Broad street station. Station B to Powelton avenue station (Pennsylvania Railroad) . Station P and Union Traction Company. Route 210610 between Station S and Union Traction Company. Route 410005 between Station K and Union Traction Company. Route 410006 between Station O and Station C, between Station and Philadelphia and Reading Railroad, and between Station O and Union Traction Company. Route 410007 between Station Q and Union Traction Company. Route 210598 between Station J and Union Traction Company. Amount saved for the above per annum fg 277 In the event of the extension of the pneumatic-tube service as proposed, the discontinuance of the electric street-car service and wagon service as given above, it is proposed to send mail for Station I and Station Z by railroad, establishing messenger service at those stations same as before trolley service was introduced; reestablish wagon service between Philadelphia and Reading Railroad and Station I (former contract) $600 Also wagon service between Philadelphia and Reading Railroad and Sta- tion Z (former contract) 120 The new service which would have to be provided to connect the stations for the transportation of mail matter which could not go through the tube, and the probable cost of this service would be: To stations having five deliveries, five trips of wagon service; and to stations having three deliveries, three trips of wagon service. Service between Station B and Station U (Paschallville) to be performed by messenger making nine round trips per day, starting from Station B at 6 a. m. and ending at Station B 8 p. m. Estimated cost of this service 6,500 7, 220 Estimated net reduction in wagon service 1, 057 30. Should additional postage be collected for first-class matter transmitted through tubes? I would recommend that no additional postage be charged for first-class matter other than that which should be exacted for special or immediate delivery letters. I would rather consider the advisability of giving special attention to increasing the special-delivery service, and possibly consider the j)ropriety of adopting a special- delivery system for the handling of small merchandise packages on the basis of the immediate-delivery service. It would also be worth while considering the propriety of a special rate for the immediate forwarding and dehvery of local mail between those stations connected with the central post-office by the pneumatic-tube service. 31. What might it cost the Government to acquire the existing plant and necessary patents now in use in the Philadelphia service? The Department can answer this question better than I can, as they can practically make their own terms with the owners of the plant, and, comparatively speaking, it will have little intrinsic value for mail purposes if the Government terminates its contract. 32. The wisdom of requesting Pneumatic Transit Company to submit estimate as to the lowest cost of installing and operating the several circuits outlined in proposition. I doubt very much the wisdom of asking the Pneumatic Transit Company or any other company to furnish reUable data or information to be used in a report which mav be siven to the public, and thus furnish to their competitors any reliable infor- 100 PNEUMATIC-TUBE SERVICE. mation as to their estimates of the cost of installing and operating circuita for the pneumatic-tube system. 33. Are there any other companies or individuals who could be requested to furnish propositions ? I have no information on this subject that is of any value. I have no direct communication with any of the companies and no personal knowledge of how many companies or individuals there may be engaged in this Une of busmess. 34. In connection with any such proposition, bear in mind present rates for highest class of service. In considering this subject, the thought has never been lost sight of that the highest rate of efficiency must be obtained. 35. Give all facts you can bearing upon the use of the tubes in connection with the mail service and any data pertinent to the general investigation contemplated by Congress. In compliance with this question would state that, in addition to the specific information contained in the foregoing, there will be found in the appendix, hereto attached, such data bearing upon the subject-matter of this report which, it is hoped, will be of value to the Department or to Congress in the consideration of the pneumatic- tube service. The appendix embraces tables of statistics referred to in the text of the report and designated by letters A to S, inclusive. In addition to these tables there are included certain papers which it was thought.._j well to add, as they not only convey information of some value on the subject, but contain the expressions and views of gentleman who, by reasons of associations and study, are in a position to furnish information worthj^ of consideration. One paper from Thomas Martindale, esq., a prominent merchant and an active member of the Trades League. Mr. Martindale has given special consideration to the subject of the pneumatic-tube ser\'ice. Another from Finley Acker, esq. , chairman of the postal committee of the Trades League of Philadelphia, who has also given much thought and study on the subject. Another from Emil P. Albrecht, esq., secretary of the Philadelphia Bourse, trans- mitting an extract from the minutes of the board of directors of the Philadelphia Bourse, held October 10, 1900, containing a preamble and resolution unanimously adopted by the board with relation to the pneumatic- tube service. Finally, a communication from William J. Kelly, esq., dated August 22, 1900. Mr. Kelly represents the Pneumatic Dispatch Tube Works, and submits for consid- eration a copy of the specflcatious used by the Batcheller Pneumatic Tube Company for bored cast-iron pneumatic tubes, specifications of the same company for bent brass tubes and fittings, and specifications of the Pneumatic Dispatch Tube Works for cast- iron pipe used for pneumatic-tube purposes. Philadelphia, October SI,' 1900. Thomas L. Hicks, Postmaster. Table A. — Table showhtg the comparatim speed in time actually consumed between station and a re rage rate per hour for wagon service, electric street-car service, and the pneumatic tube service. Dis- tance. Time in transit and speed. Points of transmission. By wagon. By street cars. By tube. Min- utes. Sec- onds. Per hour. Min- utes. Sec- onds. Per hour. Min- utes. Sec- onds. Per hour. Miles. 1.00 1.00 .66 1.00 1.66 .78 .91 .96 1.03 2.37 1.79 1.39 1.90 1.37 1.60 2.36 15 15 15 15 20 15 15 12 15 30 20 20 20 20 20 25 Miles. 4.00 4.00 2.64 4.00 4.98 3.12 3.64 4.80 4.12 4.74 6.37 4.17 6.70 4.11 4.80 5.64 8 7 12 8 13 8 6 9 10 18 16 10 13 8 7 16 Miles. 7.50 8.57 3.30 7.50 7.65 6.85 9.10 6.89 6.18 7.90 6.71 8.34 8.74 10.27 13.71 8.85 2 2 1 2 3 1 1 1 2 4 3 3 3 4 '""i9' "'"ig' 33J 49 55 3 34 34 47 48 44 12 44 30 From S to 3D From C to J 30 From central ofSce to A 30 30 30 30 30 30 30 30 30 30 30 From DtoP From central ofBce to B From S to K From E to F From Q to R PTSTEUMATIO-TUBE SERVICE. 101 Table B. — Table showing the frequency of service between the general post-office and stations for week days and Sundays for wagon service, electric street-car service, and the pneu- matic-tube service, given in trips per day. Points oJ transmission. By wagon (daily trips). days'" Sundays. By street cars (daily trips). Week days. Sundays. By tube (daily trips). day? Sundays. From central to S Prom S to O From to C Prom C to J Prom J to central From central to A From A to D From D to P Prom P to central From central to B From S to K From K to E From E to F From to Q FromQtoE FromEtoG 1.00 1.00 .66 1.00 1.66 .78 .91 .96 1.03 2.37 1.79 1.39 1.90 1.37 1.60 2.36 160 80 80 80 160 160 160 150 60 60 60 60 60 60 60 40 40 40 60 60 40 40 60 60 Table C. — Table showing the quantity of mail transmitted by the present 8-inch pneumatic- tube service, between the central post-office and the Pennsylvania and Reading Railroad stations, and designating the daily average number of carriers sent from one point to another and the average number of pieces of mail per carrier, this being the daily average from careful records. Service. From central post-office to Pennsylvania Station Prom Pennsylvania Station to central post- office Prom central post-office to Reading Ter- minal Prom Reading Terminal to central post- office From Pennsylvania Station to Reading Terminal , Prom Reading Terminal to Pennsylvania Station Number of pieces flrst- class mail trans- mitted. 401,242 266, 579 41,349 37,218 27, 130 52,473 Number of pieces other classes trans- mitted. Number of carriers. 7,652 1,877 19,424 1,877 6,080 893 5,280 893 1,720 173 3,336 173 Number of pieces, first- class, per carrier. 213 142 46 42 157 Number of pieces, other . per carrier. 4 10 7 6 10 19 102 PNEUMATIC-TUBE SEBVICE. Table J).— Table showing the daily average number of letters and pounds ^ paper mail dispatched to and received from the Broad Street Station, Pennsylvania Railroad, and the Reading Terminal Station, also the amount handled between the two railway statwns by pneumatic-tube and wagon service at the Philadelphia post-office. Broad Street Sta- tion, Pennsylva- nia Railroad. Pennsylvania and Heading Termi- nal Station. Broad Street Sta- tion and Bead- ing Terminal. Totals. Items. Number of let- ters han- dled. Papers han- dled. Number of let- ters han- dled. Papers han- dled. Number of let- ters han- dled. Papers han- dled. Number of let- ters han- dled. Papers han- dled. Daily average number of lettersdispatohed through tube 401,242 50,054 Pounds. 944 48,680 41,349 26, 517 Pounds. 760 5,555 27, 130 Pounds. 215 469, 721 76,571 Pounds. 1,919 Daily average number of letters dispatched by wag- ons 64,235 Total average number of letters dLspatched dally 451,296 49,624 67,866 6.315 546,292 56,154 DaUy average number of letters received by tube. . . Daily average number of letters received by wag- 266, 579 13,103 2,428 18,273 37,218 1,434 660 1,128 52,473 417 356,270 14,537 3,606 19,401 Total average num- ber of letters re- ceived daily 279,682 20,701 38,652 1,788 370,807 22,906 Total daily average letters handled 730,978 70,325 106,518 8,103 79,603 632 917,099 79,060 Table E. — Table showing the volume of business transacted and mail matter handled at the central post-office and the several principal stations to which it has been proposed to extend the pnevmatic-tube service. [The stations are arranged by groups, in the order of their importance.] Postal re- ceipts for year ending June 30, 1900. Number of collections. First- class pieces collected week days. First- class pieces from drop. Number of deliveries. Firsl> class pieces delivered daily. Special- delivery Station. Week days. Sun- days. Week days. Sun- days. delivered year end- ing June 30,1900. Central $1,153,021.60 16 4 279,669 50,133 7 a2 262,405 220,717 S 67,028.17 38,507.37 43, 650. 59 40,985.24 9 9 8 to 9 9 3 3 3 3 30, 823 19,000 45, 122 33,265 3,000 1,500 4,000 2,000 5to7 5 4to5 5 27,362 24,500 72,504 29,027 3,865 3,342 c 7,798 J 3,601 190,071.37 128,210 10,500 153,393 18,606 A 111,244.89 34,402.15 41,618.50 11 to 16 2to8 2to9 3 lto3 1 to3 46,541 19,937 16,219 6,000 2,000 2,000 5 to 7 2 to 5 2to5 ai 37,713 29,906 30,029 11,707 2,613 2,651 D P Total 187,265.54 82,697 10,000 97,648 16,971 B .53, .569. 87 3 to 9 lto3 30,944 5,000 2to5 37,118 29,710 K 39,662.78 15,066.30 25,963.27 9 3 to 8 3 to 8 3 lto3 lto3 9,806 5,200 5,164 1,000 900 1,000 6 2to5 2 to4 12,602 15,911 6,590 1,041 2,436 2,686 E F . . Total 80,692.35 20, 170 2,900 35,103 6,161 44,7,57.18 3 to 9 16, 553. 60 4 to 8 51,3.5.5.43 3 to 7 3 2to3 1 to 3 8,586 4,793 8,499 2,000 500 1,500 3to5 2to4 2to4 23,632 7,668 13,968 1,9U 4,948 14,012 E ; G Total 112,006.21 21, 878 4,000 45,268 20,871 1,777,286.94 563,568 82,533 630,935 313,036 a Hotels and club houses onlv. PNEUMATIC-TUBE SERVICE. 103 Tablet.— Table compiled from a careful count, showing the volume of mail {by classes) passing between the central post-office and stations A, D, and P, and also showing the number of pieces too large to he handled by 6-inch or 8-inch tube service. STATION A. Pieces dispatched. Pieces received. Too large for— Date. 1 J. 1 ■6 g CO i 1 3 o ■i ■6 § CO 1 1 s ■g a S a5 1 1900. Sept. 13 Sept. 18 Sept. 20 Sept. 24 21,945 23,761 28,328 23,816 7,299 6,603 9,352 6,008 3,406 1,347 3,252 1,680 627 668 1,004 553 .33,277 32,279 38,936 32,057 25,324 28,109 30,264 25,804 127 589 921 641 1,638 1,940 3,225 164 204 119 310 26,256 30,540 33,244 29,339 46 48 84 50 32 34 54 43 Total Average 94,850 23,712 29,262 7,316 9,685 2,421 2,752 688 136,549 34, 137 109,501 27,375 1,637 409 7,444 1,861 797 199 119,379 29,844 228 57 163 41 STATION D. Sept. 13 Sept. 18 Sept. 20 Sept. 24 12,643 14,356 16,061 14,246 6,881 2,848 6,034 3,676 3,140 677 2,464 3,676 545 300 628 361 23,209 18, 181 26,187 21,949 13,614 13,876 11,816 12,320 80 216 371 85 15,440 238 975 1,040 177 65 80 57 29,311 14,395 13,242 13,502 23 23 15 23 13 5 7 5 Total Average 57,306 14,327 19, 439 4,859 9,957 2,489 1,824 456 88,526 22,131 51,626 12,906 752 188 17, 693 4,423 379 95 70,450 17, 612 84 21 30 8 STATION P. Sept. 13 Sept. 18 Sept. 20 Si8pt.24 18,453 18,728 20,488 20,200 5,541 3,631 5,935 4,053 2,588 692 2,453 1,430 660 436 549 340 27,242 23,487 29,425 26,023 16,507 16, 135 11,767 11,234 89 231 350 30 2,520 4,733 204 783 78 99 61 146 19,194 21,198 12,372 12,193 20 27 30 17 9 3 26 16 Total Average 77,869 19,467 19,160 4,790 7,163 1,791 1,985 496 106,177 26,544 55,633 13, 908 700 175 8,240 2,060 384 96 64,957 16, 239 94 23 54 13 Grand total . Grand aver- age 230,025 57,506 67, 861 16,966 26,805 '6,561 6,701 1,640 331,262 82,812 216, 760 54,190 3,089 772 33,377 8,344 1,560 390 264,786 63,695 406 101 247 62 Table G. — Table compiled from a careful count, showing the volume of mail {by classes) passing between the central post-office and Stations S, 0, C, and J, and also showing the number of pieces too large to be handled by 6-ir^ch or 8-inch tube service. STATION S. Pieces dispatched. Pieces received. Too large tor— Date. . cJ 1 1 i V rt H 3 d ^ E 1 9 •2 3 i 3 £ 3 3 s S •a a o u V CO -a 1 ■3 1 1 3 r 00 1900. Sept. 13 19,350 4,791 2,738 800 27, 679 20,463 165 470 342 21,440 36 5 Sept. 18 16,363 3,119 629 329 20,440 19,631 136 402 283 20,452 36 24 Sept. 20 19, 622 6,035 2,317 680 27,554 18,835 487 1,751 129 21, 202 28 22 Sept. 24 15,442 3,632 1,282 303 20,659 17,229 162 2,092 331 19,804 100 27 Total 70, 777 16,577 6,966 2,012 96,332 76,158 940 4,715 1,085 82,898 200 78 Average .... 17,694 4,144 1,742 503 24,083 19,039 235 1,179 271 20,724 60 20 104 PNETJMATIC-TUBE SEEVICE. Table G.— Table compiled from a careful count, shomng the volume of mail {by classes) i passing between the central post-office and Stations S, 0, C, and J — Contmued. STATION O. Pieces dispatched. Pieces received. Too large for— » S S » i rD Date. 1 o o . CO V o 1 1 8 CD 1 1 1 3 i CO A o a 1900. Sept. 13 13,668 4,776 2,841 543 21,828 • 9, 790 127 253 118 10,288 11 6 Sept. 18 13, 861 2,744 607 239 17,451 8,115 248 163 79 8,605 23 3 Sept. 20 14,535 4,479 1,811 422 21,247 11,164 362 149 58 11, 733 16 13 Sept. 24 13,764 3,693 1,278 309 19,044 12,821 364 375 47 13,607 7 6 Total 56,828 15,692 6,537 1,513 79,570 41,890 1,101 940 302 44,233 57 28 Average 13,957 3,923 1,634 378 19, 892 10,473 275 . 235 75 11,058 14 V STATION C. Sept. 13 Sept. 18 Sept. 20 Sept. 24 20,185 25,861 24,338 26,823 4,587 4,921 9,080 6,064 5,101 1,024 3,288 1,626 649 443 881 518 30,522 32,239 37,587 33,930 17,088 16,404 18,876 21,261 463 665 724 182 319 361 1,235 132 203 172 71 17,865 17,691 20,132 22,667 17 38 36 3 12 21 29 3 Total Average 96,197 24,049 24,662 6,163 10,938 2,734 2,491 623 134,278 33,569 73,628 18,407 1,852 463 2,097 524 678 144 78,156 19,538 93 23 65 16 STATION J. Sept. 13 Sept. 18 Sept. 20 Sept. 24 11,303 13, 611 13,503 12,062 5,165 2,347 5,195 3,563 1,916 511 1,719 903 798 271 486 297 19,182 16,740 20,903 16,825 10,206 10, 962 11,241 10,414 82 207 665 66 166 207 196 734 90 51 73 80 10,643 11,417 12,074 11,293 11 17 21 5 8 5 14 2 Total Average 50,479 12,620 16,270 4,067 6,049 1,262 1,852 463 73,650 18,412 42,812 10,703 919 230 1,302 326 294 73 45,327 11,332 54 14 29 7 Grand total . Grand aver- age 273,281 68,320 73,191 18,297 29,490 7,372 7,868 1,967 383,830 95, 966 234,488 68,622 4,812 1,203 9,064 2,263 2,259 564 250,613 62,652 404 101 200 60 Table H. — Table compiled from a careful count, shouring the volume of mail (by classes) passing between the central post-office and Station B, and also showing the number of pieces too large to be handled by 6-inch or 8-inch tube service. STATION B. Pieces dispatched. Pieces received. Too large for— Date. i '3 J. E 1 CO i 1 3 1 £ 1 o ■6 O t 3 o 1 a 3 •s a 1900. Sept. 13 Sept. 18 Sept. 20 Sept. 24 17,380 22,685 23,761 25,042 7,966 5,219 8,831 8,757 3,411 994 3,054 2,470 832 477 16 578 29,589 29, 375 35,662 36,847 15,275 17,272 17,436 19,937 1,440 751 662 114 2,215 536 1,261 717 411 135 170 84 19,341 18,694 19,529 20,852 12 41 43 5 ■ 11 6 25 2 Total Average 88,868 22,217 30,778 7,693 9,929 2,482 1,903 476 131,473 32,868 69,920 17,480 2,967 742 4,729 1,182 800 200 78,416 19,604 101 25 44 11 PNEUMATIC-TUBE SERVICE. 105 Table I.— Table compUed from a careful count, showing the volume of mail {by classes) passing between the central post-office and Stations K, E, and F, and also showing the number of pieces too large to be handled by 6-inch or 8-inch tube service. STATION K. Pieces dispatched. Pieces received. Too large for— Date. 1 1 1 "3 "3 1 1 i E 1 g CO 3 1 1 a 3 1 1 1900. Sept. 13 Sept. 18 Sept. 20 Sept. 24 9,708 8,361 8,828 7,563 3,439 2,067 3,076 1,876 1,787 402 1,469 850 228 203 326 167 15,162 11,033 13,699 10,456 8,252 5,771 6,888 6,661 47 83 126 278 129 115 233 299 65 42 69 99 8,493 6,011 7,316 7,337 4 16 19 6 2 4 13 2 Total Average 34,460 8,615 10,468 2,614 4,508 1,127 924 231 50,350 12,687 27,572 6,893 634 133 776 194 275 69 29,157 7,289 44 11 21 5 STATION E. Sept. 13 Sept. 18 4,483 3,505 4,393 3,878 2,606 1,289 1,833 1,164 919 286 770 685 197 129 175 92 8,205 5,209 7,171 5,769 21, 174 3,029 2,579 3,031 77 115 386 32 68 28 1,206 348 60 14 46 19 21, 379 3,186 4,217 3,430 10 5 Sept. 20 Sept. 24 7 1 5 1 Total Average 16,259 4,065 6,892 1,723 2,610 652 593 148 26,364 6,588 29, 813 7,453 610 162 1,650 413 139 35 32,212 8,063 18 5 11 3 STATION P. Sept. 13 Sept. 18 Sept. 20 ept.24 Total Average . . . Grand total Grand aver- age 4,483 4,209 4,923 3,768 17,383 4,346 68, 102 17,026 2,388 1,395 2,157 1,175 7,115 1,779 24,465 6,116 1,061 338 888 581 717 2,496 239 166 227 67 2,206 551 8,171 6,098 8,195 5,691 28,055 7,014 104, 769 26, 189 3,379 3,827 3,369 3,500 14,065 3,516 71,460 17, 862 71 81 236 578 2,110 527 110 117 122 432 781 195 1,207 802 215 384 96 1,168 292 3,619 4,240 4,101 4,606 16,666 4,141 77,935 19,483 20 6 52 13 Table J. — Table compiled from a careful count, showing the volume of mail {by classes) passing between the central post-office and Stations Q, R, and G, and also showing the number of pieces too large to be handled by 6-inch or 8-inch tube service. STATION Q. Date. Pieces dispatched. e Pieces received. 3 o Too large for— 1900. Sept. 13... Sept. 18... Sept. 20... Sept. 24... Total..., Average 10,203 11,496 12,320 9,763 3,307 2,234 5,069 2,851 2,358 366 1,429 598 188 525 286 16,466 14,284 19,343 13,885 10,650 11, 089 14, 193 10,860 49 263 3,719 403 4,720 5,640 54 156 79 230 10,842 11,911 19,077 20,449 4 19 21 12 43,782 10,945 13,461 3,365 5,138 1,285 1,597 63,978 15,994 46, 792 11, 698 4,116 1,029 10,852 2,713 519 129 62, 279 15,569 56 14 106 Table J.- PNEUMATIC-TUBE SERVICE. -Table compiled from a careful coutd, showing the volume of mail {by dmgeg) between the central post-office and Stations Q, £, and G, etc. — Continued. STATION R. Pieces dispatched. Pieces received. Too large for— Date. .5 S E •a o CO Eh 1 1 i S "3 g CO i 1 f 1 i s ■g a 6 XI .? 1900. Sept. 13 Sept. 18 Sept. 20 Sept. 24 4,208 4,429 5,041 4,533 2,011 1,038 2,518 1,645 929 263 839 433 231 143 256 141 7,379 5,873 8,654 6,752 5,529 3,674 2,978 •4,224 56 83 146 888 82 233 96 244 67 49 48 79 5,734 4,039 3,268 5,435 7 5 9 6 4 8 3 Total Average 18,211 4,553 7,212 1,803 2,464 616 771 193 28,668 7,165 16,405 4,101 1,173 293 655 164 243 61 18,476 4,619 25 6 21 5 STATION G. Sept. 13 Sept. 18 Sept. 20 Sept. 24 9,434 8,911 12, 293 12,304 3,036 2,388 4,811 3,452 2,072 468 3,056 829 248 222 517 242 14,790 11,989 20,677 16,827 2,944 7,933 6,954 8,866 1,933 145 472 342 647 2,563 207 289 200 98 67 134 5,724 10,739 7,700 9,631 6 18 11 7- 4 6 7 5 Total Average 42,942 10,735 13,687 3,422 6,425 1,606 1,229 307 64,283 16,070 26,697 6,674 2,892 723 3,706 926 499 126 33,794 8,448 42 10 22 6 Grand total . Grand aver- age 104, 935 26, 233 34,360 8,590 14,027 3,607 3,597 899 156,919 39,229 89,894 22,473 8,181 2,045 15, 213 3,803 1,261 315 114,549 28,636 157 39 99 24 Table K. — Table compiled from, a careful count, .showing the volume of mail {by claim] passing between the central post-office and Broad Street Station, Pennsylvania EaUrom, and also showing the number of pieces too large to be handled by 6-inch or 8-4neh tube service. BROAD STREET STATION. Pieces dispatched. Pieces received. Too large for— Date. u iS a 1 o i 1 3 9 1 t In 1 1 1 6 .a 3 1 1900. Sept. 13 Sept. 18 Sept. 20 Sept. 24 449,940 375,774 455,386 320,737 1,580 772 2,563 1,258 63,345 14,035 5,001 948 253 131 258 83 515,118 390,712 463,198 323,026 290,910 307,050 290,580 208, 640 5,890 10,746 18,792 13,568 5,884 3,634 4,573 3,609 1,114 1,383 2,146 1,468 303, 798 322,813 316,091 227,275 24 162 140 45 1! 121 120 32 Total Average 1,601,837 400,459 6,163 1,541 83,329 20,832 725 181 1,692,054 423,013 1,097,180 274,295 48,986 12,246 17, 700 4,425 6,111 1,528 1, 169, 9771 361 292,494j 90 1 29« 7! PNEUMATIC-TUBE SERVICE. 107 Table L.— Table compiled from a careful count, showing the volume of mail {by dagses) passing between the central post-office and Philadelphia and Reading Terminal, and also showing the number of pieces too large to be handled by 6-inch or 8-inch tube service. READING TERMINAL. Pieces dispatched. Pieces received. Too large for— Date. 1 CO 1 1 V 1 ■g 1 3 1 a 3 6 3 § 5 1900. Sept. 13 Sept. 18 Sept. 20 Sept. 24 44,260 37,315 34,677 42,735 1,123 2,903 1,987 996 4,698 2,282 1,627 818 197 216 305 128 50,278 42,716 38,596 44,677 38, 550 37,535 36,083 30,129 4,918 5,279 3,759 1,553 5,599 7,007 876 1,298 576 422 313 233 49,643 50,243 41,031 33,213 35 34 17 55 14 12 11 38 Total Average 158,987 39,747 7,009 1,752 9,425 2,356 846 211 176,267 44,067 142, 297 35,574 15,509 3,877 14,780 3,695 1,544 386 174,130 43, 632 141 35 75 19 Table M. — Table compiled from a careful count, showing the volume of mail {by daises) passing between the central post-office and the Philadelphia Bourse, and also showing the number of pieces too large to be handled by 6-inch or 8-inch tube service. BOURSE. Pieces dispatched. Pieces received Too large for— Date. 1 "3 i a ^ i '3 a5 1 V ■6 ¥ ^ '3 ■? ^ ■s ■^, ,a S t) 2 H 1 1 s E s 3 1 1 so S 1900. Sept. 13 4,020 'ooo 823 96 4,939 68,858 0,000 21,313 446 90,617 311 134 sept. 18 3,484 639 1,263 200 5,586 67,932 0,000 11,953 707 80,592 2,657 166 Sept. 20 3,921 984 482 248 5,635 66,499 0,000 20,993 839 88,331 2,170 299 Sept. 24 5,318 827 336 154 6,635 65,474 0,000 10, Oil 583 76,068 2,237 286 Total 16,743 2,450 2,904 698 22,795 268,763 0,000 64,270 2,675 335, 608 7,375 885 Average 4,186 612 726 175 5,699 67,191 0,000 16,067 644 83,902 1,844 221 Table N. — Table compiled from a careful count, showing quantity of mail {by classes) dispatched from and received at Stations A, D, and P, designating the number of pieces too large to be handled through 6-inch or 8-inch pneumatic-tube service. STATION A. Pieces dispatched. Pieces received. Too large for — Date. 1 i CO "3 3 a 1 1 t V § (D CO 1 1 1 ja u HI Si o h 60 1900. Sept. 6 Sept. 11 Sept. 13 Sept. 18 Sept. 20 Sept. 24 27,738 28,283 46,140 32,841 48,945 34,831 10,022 8,295 6,726 5,860 11,747 1,774 2,485 2,366 1,023 363 1,210 775 40,245 38,944 53,889 39,064 61,902 37,380 45,065 41,504 43,081 30,810 32,058 28,940 6,287 9,877 4,768 2,837 3,411 2,471 912 907 1,633 887 891 616 377 301 582 234 224 151 52,641 52,589 50,064 34,768 36,584 32, 178 15 18 9 16 3 15 6 15 2 15 1 12 Total Average 218,778 36,463 44,424 7,404 8,222 1,370 271,424 45,237 221, 458 36,909 29,651 4,942 5,846 974 1,869 312 258,824 43,137 75 12 51 8 108 PNEUMATIC-T0BE 8EBVICE. Table ^.— Table compiled from a careful cmrd, showing quantity of mail (by clems) dispatched from and received at Stations A, D, and P, etc. — Contmued. STATION D. Pieces dispatched. Pieces received. Toolaige for— Date. 1 u '6 PI 1 M 3 s 3 ■a 1 1 o ■3 e 3 C 1 a 1900. Sept. 6 15,696 15,434 14, 735 17,132 18,225 17, 599 4,838 2,481 10,691 3,513 3,261 4,724 1,721 789 328 718 1,531 329 22,255 18,704 25,754 21,363 23,017 22,652 27,786 25,281 21,475 26, 771 28,234 32,759 4,871 3,202 3,402 2,868 4,548 1,681 3,100 2,532 2,262 1,673 2,461 4,716 591 751 787 619 760 318 36,347 31,766 27,926 31,931 35,993 39,474 363 122 57 33 17 9 M Sept. 11 Sept. 13 Sept. 18 Sept. 20 Sept. 24 10 U 10 7 3 Total Average 98, 821 16,470 29,508 4,918 5,416 903 133,745 22,291 162,305 27,051 20,572 3,429 16,744 2,791 3,816 636 203,437 33,907 601 100 75 12 STATION P. 29,887 33,369 1 24,806 24,363 ! 22,995 1 19,646 1 5,229 10,224 5,274 7,626 1,195 1,426 750 799 134 297 54 182 35,866 44,392 30,214 32,276 24,244 21,264 43,518 35,301 29,335 33, 155 35,707 25,949 5,923 7,795 3,909 3,060 3,474 3,336 274 657 563 1,242 2,883 974 191 616 261 1,771 2,268 667 49,906 44„368 34,048 39,228 44,332 30,926 38 149 42 26 16 55 S? Sept. 11 Sept. 13 Sept. 18 Sept. 20 Sept. 24 128 28 16 12 38 Total Average 155,056 ' 25,843 ' 30, 974 5,162 2,216 369 188,246 31,374 202,965 38,828 27,497 4,583 6,583 1,097 5,763 960 242,808 40,468 326 54 255 43 Grand total . Grand aver- age 472,665 78,776 ' 104,906 17,484 15,864 2,642 593,415 98,902 586,728 97,788 77,720 '29,173 12,954 ! 4,862 11,448 1,908 705,069 117,512 1,002 166 381 63 Tablb O. — Table compiled from a careful count, showing quantity of mail {by dassei). dispatched from and received at Stations S, 0, C, and J, designating the number o} pieces too large to be handled through 6-inch or 8-inch pneumatic-tube service. STATION 8. Pieces dispatched. Pieces received. Too large for— Date. S E 1 § i si 1 3 E 1 "3 o 1 1 a 'H fiS S 1900. Sept. 6 Sept. 11 Sept. 13 Sept. 18 Sept. 20 Sept. 24 30,057 32,779 30,421 33, 879 30,851 31,837 3,090 3,698 2,126 4,197 6,287 3,252 274 439 587 387 243 467 33,421 36, 916 33,134 38, 463 36,381 35,566 31,451 28,897 28,987 29,165 30,419 32,786 8,763 9,227 5,872 6,127 6,227 9,728 782 522 1,597 1,260 1,657 1,221 348 275 327 465 1,085 372 41,344 38,921 36,783 37,017 39,388 44,107 31 11 74 84 16 130 30 6 40 36 7 77 Total Average 189,824 31,638 21,650 3,608 2,397 399 213,871 35,645 181,705 30,284 46,944 7,657 7,039 1,173 2,872 479 237,560 39,593 345 57 196 32 PNEUMATIC-TUBE SERVICE. 109 Table 0. — ToMe compiled from a careful count, showing quantity of mail {by classes) it dispatched from and received at Stations S, 0, C, and J, etc. — Continued. STATION o. Pieces dispatched. Pieces received. Too large for— Date. i§ 3 ■a a o "a 1 1 S 13 a o 1 3 6 g XI o xi a < d bo 1900. Sept. 6 Sept. 11 Sept. 13 Sept. 18..; Sept. 20 Sept. 24 19,958 21,374 22,125 22,139 22,717 27,888 1,640 2,644 1,990 2,704 2,482 2,632 796 611 364 773 524 505 22,393 24,629 24:, 4:79 26, 616 25,723 30,925 25,809 25,524 25,905 25, 692 26,978 26, 600 4,273 4,413 4,783 3,570 5,561 2,338 6,244 4,274 4,281 5,421 5,004 6,832 1,108 1,092 917 1,346 1,468 1,368 36,434 36,308 35,886 36,029 39,001 37,128 37 63 128 107 146 133 29 38 74 51 72 60 [Total Average 136,201 22,700 13,992 2,332 3,572 595 153,765 25, 627 156,608 26, 085 24,928 4,154 31,056 5,176 7,289 1,215 219,781 36, 630 604 101 32 6 STATION C. sept.ii.....'... Sept. 13 Sept. 18 Kt,20 Sept. 24 27,543 29,435 26,946 27,841 29,130 36,060 2,886 2,634 2,318 2,201 2,559 647 116 112 96 84 63 2,556 30,545 32,081 29,360 30,126 31,752 39,263 44,561 43,294 42,780 44,433 46,270 48, 311 6,433 8,315 7,968 8,104 7,820 7,600 118 104 166 146 132 973 56 65 82 27 31 770 51,168 51, 778 50,946 62,709 54,253 57,654 526 407 298 271 258 43 9 4 3 7 '"w Total Average 176, 955 29,492 13, 145 2,191 3,027 504 193,127 32, 187 269,649 44,942 46, 240 7,706 1,638 273 981 163 318, 508 53,084 1,803 300 42 7 STATION J. Sept. 6 Sept-13-------- Sept. 18 Sept. 20 sept. 24 15,730 19,771 20,858 24,130 22,216 25,276 5,615 3,789 4,189 1,828 3,145 7,193 153 153 187 126 310 142 21,498 23,713 25,234 26,084 25, 671 32,611 23,025 19,420 19, 064 21,857 21, 132 ■26,690 6,534 4,516 7,056 8,133 7,187 6,931 2,587 2,021 2,002 1,209 2,723 3,673 212 124 180 157 361 256 32,368 26,080 28,302 31,356 31,403 37,560 1,804 28 337 27 39 22 5 8 5 10 21 13 Total Average 127,981 21,330 25,759 4,293 1,071 178 154,811 25,801 131,188 21,864 40, 356 6,726 14,215 2,369 1,290 215 187,049 31, 174 2,257 376 62 10 Grand total.. Grand aver- age 630,961 105,160 74,546 12,424 10,067 1,676 715,574 119,260 739,050 123,175 157,468 26,243 44,948 7,491 12,432 2,072 962,898 160,481 5,009 834 623 103 110 PTSTEUMATIC-TUBE SERVICE. Table P.— Table compiled from a careful count, showing quantity of mad {by dasm}' dispatched from and received at Station B, designating the number of pieces too large to be handled through 6-inch or 8-inch pneumatic-tube service. STATION B. Pieces dispatched. Pieces received. Too large for— Date. 1 s 3 1 1 •s 13 1 1 •£, E i t % m 1 CI % 'a Eh 1 i 1 £1 3 a o a H to A S "T* 03 3 1900. Sept. 6 26, 536 26,415 23, 621 24,423 27,121 25,682 1,772 1,912 1,783 493 101 123 149 31 466 2,083 3,268 1,638 614 51 412 298 194 84 29,071 27,409 26,282 27,297 30,684 27,527 30,024 31,395 27,605 28,494 24,846 28,990 6,712 2,564 4,248 1,686 4,064 2,034 291 312 2,005 2,254 4,521 5,258 114 41 207 227 181 113 37,141 34,312 34,065 32,661 33,612 36,395 16 23 30 43 45 1,203 14 Sept. 11 Sept. 13 Sept. 18 Sept. 20 Sept. 24 29 27 22 29 21 Total Average 152, 798 25,466 6,184 1 7,635 1,031 1 1,273 1,653 275 168,270 171,354 28,045 , 28,559 21,308 3,551 14,641 2,440 883 147 208,186 34,697 1,359 226 133 22 Table Q. — Table compiled from a careful count, showing quantity of mail {by classes) ■_ dispatched from and received at Stations K, E, and F designating the number of pieces too large to be handled through 6-inch or 8-inch pneumatic-tube service. STATION K. Pieces dispatched. Pieces received. Too large for— Date. i i 1 ■P 2 13 1 3 E 1 g 13 i H 1 1 1 1 1 o a I o bo S ■ 1900. 9,886 9,176 7,694 9,159 8,296 9,067 '"'si' 44 72 133 635 1,260 2,238 2,499 949 543 169 588 73 17 25 43 10,690 11,024 10,093 11, 719 9,342 9,786 14,410 13,171 9,486 10, 539 11,963 10,354 2,103 1,139 1,743 578 1,575 802 1,182 696 692 870 2,136 626 176 120 46 158 52 102 17,871 15,126 11,967 12,145 15,725 11,884 268 42 9 34 20 4 253 Sept.ll Sept. 13 Sept. 18 Sept. 20 Sept. 24 16 9 27 14 3 Total Average 53, 278 8,880 337 56 8,124 1,354 915 152 62,654 10,442 69, 923 11,654 7,940 1,323 6,201 1,033 654 109 84,718 14,119 377 63 322 54 STATION E. Sept. 6 5,720 6,697 5,827 5,933 10,212 4,319 453 72 112 172 198 206 95 6,245 7,067 6,906 6,774 14,994 4,890 10,112 10, 197 11^209 11, 617 6,046 4,827 3,173 2,993 3,371 3,110 191 316 81 198 212 191 20,211 916 219 312 301 218 92 239 13,585 13, 700 15,093 15, 136 25,540 6,297 26 42 45 22 20 4 7 Sept.ll Sept. 13 Sept. 18 Sept. 20 Sept. 24 ...'.'.'.'. 1,258 907 643 4,576 476 30 15 5 10 2 Total Average 37,708 6,285 8,813 1,385 855 142 46,876 7,812 53,008 8,834 13,153 2,192 21,809 3,635 1,381 230 89,351 14, 891 159 26 69 U PNEUMATIC-TUBE SERVICE. Ill Table Q— Table compiled from a careful count, showing quantity of mail (by classes) ■ ^ dispatched from and received at Stations K, E, and F, «(c.— Continued! STATION r. Pieces dispatched. Pieces received. Too large for — Date. E '3 ■a g -Q) '3 I 1 13 i E 1 03 i Eh 1 1 s i o u a . Si s 1900. Sept 6 4,095 5,066 3,397 3,177 3,047 4,421 55 49 58 65 214 92 30 370 409 197 511 48 235 372 27 4,412 5,840 3,595 3,442 3,789 4,857 5,101 5,309 3,990 4,143 4,776 2,093 484 688 1,429 792 1,211 372 765 409 832 490 995 853 199 147 139 117 143 27 6,913 6,553 6,390 5,542 7,125 3,345 6 3 8 18 21 Sept. 11 Sept. 13 Sept. 18 Sept. 20 Sept. 24 2 5 11 9 Total Average 23,203 3,867 162 27 1,180 197 1,390 232 26,935 4,323 25,412 4,235 5,340 890 4,344 724 772 129 35,868 5,978 56 9 27 4 Grand total . Grand aver- age 114, 189 19,032 499 83 17,617 2,936 3,160 526 135,465 22,577 148,343 24,723 26,433 4,405 32,354 5,392 2,807 468 209, 937 34,988 592 98 418 69 Table 'R.— Table compiled from a careful count, showing quantity of mail {by classes) dispatched from and received at Stations Q, R, and G, designating the number of pieces too large to be handled through 6-inch or 8-inch pneumatic-tube service. STATION Q. Pieces dispatched. Pieces received. Too large for — Date. 1 S E i 'i 1 V 3 g 1 IS i m ,■2 1 3 1 si a fi- 1900. iSept.e 20,927 11,509 16,690 10,675 12,506 11,521 "'176' 310 260 590 4,872 3,470 4,585 2,718 6,910 8,762 191 728 498 665 834 160 25,990 15,877 22,083 14,208 20,840 20,443 21,746 21,705 21,765 20,760 24, 379 24,160 3,182 1,317 650 816 435 460 2,718 2,610 720 3,915 6,607 6,910 254 1,669 366 940 1,558 260 27, 900 27,201 23,500 26,431 81,879 30,770 284 25 67 59 48 29 Sept. 11 Sept. 13 p^t;2o;!;!;;!! Bept.24 F Total Average 18 24 47 23 35 83,82« 13,971 1,320 220 31,317 5,219 2,976 496 119,441 19,906 134,515 22, 419 6,850 1,141 21,380 3,563 4,936 823 167, «81 27, 946 502 83 408 68 STATION E. Sept. 6 6,433 5,638 5,080 6,446 6,789 6,940 263 190 221 256 200 146 651 377 262 367 400 136 197 70 110 . 63 35 6,978 6,676 5,748 7,073 7,409 6,375 6,071 7,168 5,311 6,004 6,560 5,469 1,842 1,174 1,418 1,850 2,229 826 283 601 475 383 634 1,355 240 143 66 131 108 122 8,436 8,986 7,270 8,368 9,521 7,772 2 1 15 2 2 3 2 Sept. 11 Sept. 13 Sept. 18 Sept. 20 Sept. 24 '""12 1 2 3 Total Average 36,326 6,064 1,130 188 2,203 367 601 100 40,269 6,709 36,573 6,096 9,339 1,556 3,631 605 810 135 50,353 8,392 26 4 20 3 112 PNEUMATIC-TUBE SERVICE. ^X^- _. .-. - . ,„, Table 'R.— Table compiled from a careful count, showing quantity of mail {by classei} dispatched from and received at Stations Q, R, and G, etc. — Continued. STATION G. Pieces dispatclied. Keees received. Too large for— Date. i 1 c 'a i 1 •3 1 3 13 i Eh 1 3 a! S si C k a a . 60 s 1900. Sept. 6 8,362 8,363 7,088 7,546 8,196 8,278 983 553 3,124 225 848 57 846 1,302 1,088 2,640 939 725 164 163 120 116 128 179 10,345 10,381 11,420 10,527 10,111 9,239 9,539 8,570 8,658 7,693 9,485 8,975 2,400 625 2,328 998 1,724 1,050 1,306 933 1,232 1,231 2,427 1,513 279 200 345 227 394 104 13,524 10,328 12,563 10, 149 14,030 11,642 67 522 103 34 70 35 .w Sept. 11 Sept. 13 Sept. 18 Sept. 20 Sept. 24 520 88 U 61 15 Total Average 47,833 7,972 5,790 965 7,540 1,257 860 143 62,023 10,337 52, 920 8,820 9,125 1,521 8,642 1,440 1,.549 258 72,236 12, 039 831 138 743 124 Grand total. Grand aver- age 167,986 27,997 8,240 1,373 41,060 6,843 4,437 739 221,723 36,952 224,008 :26,314 37,335 4,218 33, 653 5,608 7,295 1,216 290,270 48,377 1,358 225 1,171 195 Table S. — Tahle showing a comparison between the month of August, 1899, and the sarm month for 1900, as to total number of carriers dispatched through the 8-inch tube, the average number of carriers dispatched daily, and the mileage traversed by carriers. August, 1899. August, 1900. Line. Total number of car- riers dis- patched. Average number of car- riers dis- patched per day. Total miles traversed. Average miles trav- ersed per day. Total number of car- riers dis- patched. Average number of car- riers dis- patched per day. Total miles traversed. Average; miles : trav- : ersed , per day. Broad street, east . . . Post-offlce to Broad street, west Reading, east Reading, west Postofflce to Read- ing, west Broad street to Reading, east 23,261 23,261 7,821 2,550 7,821 2,550 862 862 290 95 290 95 18, 921. 36 18,948.10 2, 632. 24 1,215.60 2,642.56 1,215.60 700.79 701. 80 97.49 45.22 97.95 45.22 54,473 54,473 20, 186 4,530 20,186 4,530 2,018 2,018 748 168 748 168 44,311.00 44,373.00 6,793.65 2,159.47 6,820.41 2,1.59.47 1,641.20, l,643.rf 251.62' 79.98 . a 252.24 79.1 Total 67,264 45, 575. 46 158,378 106,617.00 Each carrier traversed: August, 1900 Miles per day.. 64 August, 1899 :..do.... 27 Total number of carriers dispatched from post-office: August, 1900 66,343 August, 1899 27,668 Total increase 38 575 Per cent increase '_ 'l40 Average number per day, 1900 \ 2 457 Average number per day, 1899 _ ]!!!!!!!""] l'o25 TT r,^ TT Philadblphia, August S5, 1900. Hon. Thomas Hicks, " ' Postmaster. My Dear Sie: I consider the application of pneumatic dispatch tubes between the railway terminals and the central post-office of inestimable value to the busi- ness communities of large cities, and to abolish it and go back to the old system of PNEUMATIO-TUBE SERVICE. 113 horses and wagons for such transportation would be such a step backward as the sub- stitution of the old "Dinky" or one-horse car for the sumptuous trolley car of the present day. The celerity of movement of the carriers, the absolute safety of the mail matter which they carry, together with their ability to handle a large excess of mail with- out breaking down or becoming ' ' stalled, ' ' as used to be a sometimes common occur- rence in the old days, commend them to the judgment and regard of everyone who has become familiar with their ability. I confess that I am chagrined that our Gov- ernment has not in this particular kept pace with England and other countries in the adoption of the system, not alone for short distances m large cities, but for the rapid transmission of mail between great centers of business and commerce. New York and Philadelphia, Philadelphia and Baltimore, with turn-outs for towns and villages en, route might be easily connected together with this method of carrying the mails, together with express packages. It is a humiliation to know that excepting a letter addressed to a Philadelphia correspondent be actually in the New York office before 10.30 a. m. it will not be delivered in Philadelphia until the next day, and the same condition pertains to a letter mailed in Philadelphia for New York. Thus a joint pop- ulation of 5,000,000 people is hampered in its communications by a slow mail service which ought to be the fastest and most up-to-date service in the whole world by rea- son of the magnitude and importance of the two cities. With a pressure of 100 pounds upon such a line from New York to Philadelphia a speed of 93 miles an hour would be obtained. This would enable us to deliver mail before the close of business hours in Philadelphia that might be posted in New York up to say 4 p. m., and in fact as the carriers could be run practically in a continuous procession the delivery of their contents would be similarly continuous. The tolls upon the express matter carried would make it a profitable scheme either for the Government to own or operate, or the Government might guarantee a rental sufficient to warrant the building of the system and let the owners carry express packages and make what revenue they could from the business. Respectfully, yours, Thomas Maktindalb. Philadelphia, August 37, 1900. Hon. Thomas L. Hicks, PostTnaster. My Dear Sir: Replying to your inquiry of the 24th instant, I beg to say that on April 25th I wrote the following letter: , "In company with several other gentlemen interested in postal matters, I recently witnessed, the practical operation of the pneumatic-tube system at the Philadelphia post-office, the Reading Terminal, and the Pennsylvania Railroad. As a result of my ' observation, I have no hesitancy in expressing the belief that in large cities this sys- tem can be made as great an improvement over the wagon-delivery system as to justify its classification with such modern inventions as the telegraph and the tele- phone. By its use the mail is not only delivered between the post-office substations and the railroads in much less time than formerly, but it also permits the outgoing mails to remain open so much longer that considerable mail is sent on an earlier train than would be possible under the old system. But there is another important feature in connection with this system which must appeal to every practical business man. Inasmuch as the tubes are dispatched every few seconds, it means that the work of handhng, casing, and pouching can go on continuously, thereby avoiding the con- gested conditions which are frequently associated with the dumping of wagon loads of mail at irregular intervals. After the pneumatic tube is thoroughly introduced I doubt if anyone would seriously consider going back to the slower method of wagon deliveries." , . . I will merely say at this time that I have had no occasion to change my opinion as expressed in the above letter, but am more firmly convinced than ever that the pneumatic-tube system is an up-to-date method which should be utilized m the post-offices of all our large cities. Yours, very truly, „ , FiNLEY Acker. Philadelphia Bourse, PhUadelpMa, October 11, 1900. Hon. Thomas L. Hioks, Postmaster. Dear Sir: I have the honor to hand you herewith a certified copy of an extract from the minutes of a stated meeting of the board of directors of the Philadelphia 114 PNEUMATIC-TUBE SERVICE. Bourse, held October 10, giving the preamble and resolution unanimously adopted in reference to the pneumatic-tube service, in response to your request of August 24, 1900. ■r^ ^ Trusting the same may be of service to you and to the Post-OfHce Department, 1 am, Very truly, yours, Emil p. Albrecht, Secretary. [Extract from the minutes of a stated meeting of the board of directors of the Philadelphia Bouree held October 10, 1900.] PXEUMATIC-TUBE SERVICE. The following preamble and resolution was read and, on motion, unanimously adopted: Whereas the usefulness of pneumatic tubes in connection with the transmission of mail matter between post-offices and railway terminals and between the main post-office and carrier stations in large cities is now being investigated by the Post- Office Department of the United hitates and — Whereas the postmaster at Philadelphia is collecting such information upon tliis subject as can be gathered from all sources, and has expressed a desire to receive from the officers and directors of the bourse such expression of their opinion of the use of pneumatic tubes as a means of transmitting mail matter, whether relating to the "Batcheller" svstem now in use in this city or any other system which has been brought to their attention, as they may be willing to place officially on record; There- fore be it liexolved, That the secretary of this company be directed to transmit to the post- master of Philadelphia a certified copy of this preamble and resolution together with the following opinion: We regard a system of pneumatic tubes as a valuable and desirable means for the transmission of mail matter between post-offices and railway terminals and between the main post-office and carrier stations in large cities, particularly in Philadelphia, where the locations of these various points are so related to one another as to permit the greatest amount of use to be made of such a system with a small amount of mile- age of tubes. We believe that the extension of a system of pneumatic tubes to connect the vari- ous carrier stations in Philadelphia with the main office according to the reports of the postmaster at Philadelphia to the honorable iSecond Assistant Postmater-General under dates of Octoljer 19, 1898, and October 4, 1899, would be most desirable, and an efficacious means of continuous and prompt exchange of mail matter between ^ these stations, effecting a saving of time; eliminating dangers of delay by fires, pro- cessions, riots, etc.; removing the danger of theft en route; making more prompt connections with other mails; preventing the possibility of the delay of an entire mail, and in many other ways securing a saving of labor or of time which is of the greatest importance. Emil P. Albrecht, Secretary. Pneumatic Dispatch Tube Works, Philadelphia, AugiiM 22, 1900. Hon. Thomas L. Hicks, I-'ost'inaster, Philadelphia, Pa. Dear Sir: Having been connected with the management and operation of the pneumatic tubes from their inception to the present time I feel entirely competent to give an opinion regarding their construction and operation that may be of some use to you in making your report to the Postma.ster-( General or ti> the commission whom he has ajiiiointed to make examination as to their utilitv and reliability. First let me say that so confident were we of the successful operation" of our system that when the Plon. John "\A'anamaker was Postmaster-General and ^vas examining into the subject, we made an offer to the Government, and carried it out to the letter, to put a system in the post-office at Ninth and Chestnut streets, and continue it to the subpost-office then at 323 Cliestnut street, but since removed to the Bourse, and operate it for one year at our own expense and if not found satisfactor)- at the end of that period, would take the system out and restore the buildings to their original condition, and we would pay for the same. This A\as brought about by reason of the- PNEUMATIC-TUBE SERVICE. 115 fact that in making inquiry throughout the United States he found that there were about eight or ten applicants for the privilege of renting to the Governnaent systems that they called pneumatic dispatch sj'stems. We were satisfied from examination of their machinery that they could not per- form the work satisfactorily. He, however, not being so well versed in the matter was in some doubt, and in order that there would be no question as to our confidence in our enterprise, we made the above offer and with the further stipulation to him that we had no objection to any other system being put in at the same time. To say that we have established entire confidence in the Batcheller pneumatic tube system after the moi^t severe tests that machinery can be put to, is to simply state a" fact, and I think that the records of the Postal Department wall show that I am stating what is exactly true in giving you the above facts. The original system of 6-inch tubes which we put down under the above agreement taught us many valuable lessons, among which was quality of iron used for tubes, workmanship, etc., that would make the system like a gun barrel when completed; terminals that will receive and discharge without shock or friction, and in the second system of 8-inch tubes all of these were perfected to such an extent that their opera- tion is simpl}' marvelous. I inclose you copies of specifications of the requirements of that system by the Batcheller Company in their manufacture; also of the brass bends and also of the raw pipe. These specifications will show you how necessary it is to be careful and accurate in the work and that necessity in our judgment is rendered absolute by reason of the fact that reliability in its operation is one of the greatest requirements of the pneumatic service. I would take occasion to suggest that if any other system than the Batcheller should be put down they should in fairness be required to demonstrate as we did, at their own cost, that what they offer will answer the purpose, modifying the time perhaps to three months instead of tAvelve months. I make this statement to you in perfect good faith, believing it to be fair to all par- ties, namely, the Government and the applicant, whoever tliey may be, and I am somewhat impelled to it by reason of the fact that in case a system should be put in and was a failure it would be an injury to our reputation, because of the public not being able to discriminate between one system and another. In order to carry out the specifications submitted herewith an establishment had to be constructed, which is still in existence in this city, and if it would be at all desirable I would cheerfully go with you and let you see what it is in extent, fitness, and power to render service called for in the papers submitted to you herewith. Trusting that this is not too long to give careful consideration to, and holding myself ready for any inquiry you should wish to make, I am Yours, very sincerely, William J. Kelly. [The Batcheller Pneumatic Tube Company.] SPECIFICATIONS FOR BOBED CAST IRON PNEUMATIC TUBE. Description. — The tube is made of cast iron in pieces or lengths having a "bell" upon one end and at the other end machined to fit into a counter bore in the bottom of the bell of the adjoining piece. The counter bore is also machined. The tube is machined or bored upon the interior. The joints are made with lead and yarn by calking in the usual manner. Special pieces of the tube which adjoins bends, elbows, or terminals will have a flange upon one end with a male projection, or a counter bore to correspond with flange of the bend, elbow, or terminal to which it attaches. The accompanying drawing. Schedule A, shows the construction of the joints and the dimensions of the tube. In the following specifications the engineer of the Batcheller Pneumatic Tube Com- pany is referred to as the engineer and the person or persons manufacturing the tubes under the specifications to be referred to as the contractor. Quality of metal— The material, details of manufacture, and the testing of all special pipe and special castings herein referred to shall at all times be subject to the inspection and approval of the engineer. The metal, -nhich must be remelted m the cupola or air furnace, shall be made without admixture or cinder iron or other infe- rior metal, and shall be of such character as to make a pipe strong, tough, and of sound, even graio, free from uncombined carbon when examined under the micro- 116 PNEUMATIC-TTJBE SEKVICE. scope, and such as will satisfactorily bear drilling, chipping, and cutting. Its tensile strength and resilience when tested in proper samples shall meet all the requirements liGrGinfliftfii' 6XT)rGS'^6d.. Specimen rods of the metal used, of a size and form suitable for a testing machine, shall be made and carefully tested to ascertain its tensile strength. Another set of test bars, each being 26 inches long, 2 inches wide, and 1 inch thick, shall be made as often as the engineer shall direct, and shall be tested both for transverse strength and deflection by placing them horizontally and flatwise upon supports 24 inches apart and then applying a steadily increasing load at the middle of each bar The bars for testing the transverse strength or resilience of the metal shall be cast from regular patterns in drv or green sand, and as near as possible to the required dimensions without bemg finished up ; proper corrections will however be made in the resuhs for slight variations of width and thickness. The rods for testing the ten- sile strength of the iron, on the other hand, must be turned down on a lathe in order to remove the rough exterior and enable the diameter to be accurately measured. At least one set of four test bars of each kind above designated shall be made and tested as described on each working day of the manufacture of the pipe and specials when required by the engineer. These test bars must be poured from the ladle either before or after any particular pipe or special castings are poured, and must present true samples of the iron used in said pipes or castings. Records shall be kept of the tests of all bars' made, and a duly certified record of such copy shall be forwarded to the engineer. The quaUty of the metal used for the pipes and specials must be such that the bars for testing resilience as aforesaid shall each carry a center load of not less than 400 pounds, and exhibit a deflection of not less than five-sixteenths of an inch ; also, the tensile strength of said metal shall be at least 17,000 per square inch as determined by the tests with the first named set of rods. In estimating the suitability of the metal from said tests, the average of the three highest results obtained from each set of four bars will be considered as representing the actual strength of the iron. All tests to be made at the expense of the contractor. Manufacture of rough tubes. — All tubes shall be cast in dry sand molds vertically with the bell end up. Tubes shall not be taken from the pit while showing any color' of heat, but shall be left in the fiasks for a sufficient length of time to prevent the unequal cooling and contraction by subsequent exposure. On being removed from the flasks all tubes shall be subjected to a careful exam- ination and a hammer test for the purpose of detecting deflections of any kind. They shall then be thoroughly dressed and be made clean and free from dirt, sand, or dust which adheres to the iron in the molds. Iron wire brushes must be used as well as softer brushes to remove the loose dust. ?^o acids shall be used in cleaning any of the castings. After having been properly dressed and cleaned they shall again be subjected to a thorough inspection and "hammer test. The contractor shall be required at the foundry to place all castings in such positions as may be deemed necessary by the engineer for convenience in inspection. Coating. — Each tube shall be coated upon the exterior with an approved mixture of coal tar and linseed oil. There must be no coating upon the interior. The coating must be durable, smooth, hard, tough, glossy, waterproof, free from bubbles and blisters, strongly adhesive to the iron under all circumstances, and with no tendency to become soft enough to flow when exposed to the sun in summer, or to become so brittle as to scale off in the winter. As one test of the quality of the coating a prop- erly coated specimen will be plunged into a freezing mixture and will be kept there until the metal has acquired the temperature of said mixture, after which the casting will be well hammered. If the coating remains tough and adhering closely to the metal it will be considered proper, provided it be satisfactory in all other respects. The coating of the tubes must be done in a manner satisfactory to the engineer. Testing. — Every rough tube shall be subject to a proof by water pressure of 150 pounds per square inch. The tube while under the required pressure shall be sharply rapped from end to end with a hand hammer to ascertain whether any defects have been overlooked. Any tubes which may exhibit any defects by leaking, sweating, or otherwise shall be rejected. All the above inspections, manipulations, and tests of the tubes and test bars shall be made at the expense of the contractor for the said tubes, said expense, however, not to include the salary of any inspector who may have been appointed by the Batcheller Pneumatic Tube Company. If required by the said compan v the affidavit of the superintendent of the foundry or that of the foreman employed by him to perform the above described testing shall also lie furnished to the engineer from time to time, said affidavit to be recorded upon the tube inspector's sheets and stating in detail that the tubes or castings therein ilescribed have been carefully tested at PNEUMATIC-TUBE SERVICE. 117 the foundry in accordance with these specifications and no defects were discovered or discoverable. ifarts.— Each and every tube shall bear a number cast in relief upon the outside and to be so distinct that no difficulty will be met in ascertaining it; and all defect- ive tubes shall be identified by this number. Machining.— Al\ tubes shall be bored smooth except in the bell; a counterbore shall be made in the bottom of the bell and the male end shall be cut off square in a lathe and turned on the outside. There must be no chattering, tool marks, or unfin- ished spots on any finished surface. All dimensions are given in attached drawing marked Schedule A, and the limits of allowable variation are given below. Dimermom. — The tube shall be cast in 12-foot running lengths and finished as long as possible. Any defect near the male end may have the defective poruon cut off provided in so doing that the tubes are not less than 6 feet in length and provided that not more than 5 per cent of all the pieces shall be in length between 6 and 9 feet and 5 per cent between length of 9 feet and 11 feet 6 inches; the remaining 90 per cent must be more than 11 feet 6 inches. The outside diameter of the tubes except at the bell and plain ends shall be 9i 'inches. The finished inside diameter shall not be less than 8.125 inches and no more than 8.128 inches. The thickness of the tube must in no place be less than one-half inch. The diameter of the counterbore at the bottom of the bell shall not be more than 8.879 inches nor less than 8.877 inches. The outside diameter of the male end shall not be more than 8.876 inches nor less than 8.874 inches. The counterbore shall not be eccentric with the bore more than three-thousandths of an inch. The dimensions of the bell shall be substantially as shown by the accompanying drawing. Schedule A. In special pieces having a flange instead of a bell joint the same limitations in diameter and eccentricity of the tongue and groove shall apply as stated above for the bell joint. A cast-iron gauge 12 inches long having a band 1 inch wide and 8.125 inches diam- eter on each end of it must pass freely through each piece of tube. In order to connect with bends, terminals or for filling in a given space between two lines of tube, special length of tube will be required; dimensions and forms of "these special tubes are to be furnished as required. The contractor will provide at his own expense accurate hardened steel gauges to test the correctness of all important dimensions of the tube. The correctness of the gauges to be verified by the engineer. The following pin gauges will be required: Inches. A 8.125 D 8.879 G 8.876 B 8.128 Inches. E 8.877 H 8.774 C 8.878 F 8.875 Inspection. — Each and every tube shall be open to inspection by the engineer at any stage of its manufacture or after completion. The contractor shall furnish every facility requested for such inspection and shall place the tubes, at his own expense, in such positions for inspection as may be requested by the engineer. Any pieces of tubing found defective in process of machining shall be rejected and the engineer shall have the sole authority to decide what constitutes defects, and there shall be no appeal from his decision. Any tubes found defective after delivery to the Batcheller Pneumatic Tube Company shall be promptly removed by the con- tractor, and no charge shall be made for such tubes or for the cost of cartage or ship- ment. The contractor shall reimburse the Batcheller Pneumatic Tube Company for all defective tubes which he has dehvered and for which he has received payment. The engineer or his representative shall have authority to reject any and all tube not fulfilling the requirements of these specifications or the contract to which they are attached. Weight and mea.nirewcnt.--A memorandum of all tubes delivered shall be furnished by the contractor to the Batcheller Pneumatic Tube Company, such list to contain the number of each tube, its finished weight, and the running lenght measured from face of counterbore to face of plain end." Each memorandum shall be dated and signed by the contractor or his representative, which signature shall be an attestation of its correctness. Delivery.— All tubes shall be delivered F. O. B. in Philadelphia, Pa. They shall be carefully packed in the cars so that they will not become injured in transportation. Before shipment all finished surfaces must be thoroughly coated with oil or grease by the contractor at his own expense. The oil or grease used and the manner of applying it must be approved by the engineer. 118 PNEUMATIC-TUBE SERVICE. Prices— (!) Prices named in the contract shall be for tubes per running foot, measured from the face of the counterbore to the face of the plain end. (2) Special pieces of the tubes manufactured to exact specified length, but of the same general character and form as the regular pieces, shall be estimated double their actual length and charged for upon this basis. (3) Special pieces of tube with flanges on one or both ends shall be_^timated at double their actual length and charged for upon this basis, plus a specified amount for each flange. [The Batcheller Pneumatic Tube Co., Philadelphia, Pa.] SPECIFICATIONS FOR BE.VT BRASS TUBES AND FITTINGS. Description.— The tubes must be made of brass, drawn from a plate and seamless. Dimensions.— The inside diameter of the tube shall be 8f inches and the wall shall be one-eighth of an inch thick. The length of each piece is to be specified when ordered. The inside diameter must not vary either way from 8| inches by more than one- thirty-second of an inch in any part of any tube before or after bending. The thick- ness must not be less than 0.123 inch or more than 0.127 inch. The minimum radius of curvature of any part of any tube measure to the axis of the tube shall not be less than 8 feet, and only greater than this when specially ordered. Sending. — All tubes must be bent with an even smooth curvature without buckling or ridges. Any tubes containing cracks or flaws or defects of any kind, whether in the original tube or developed in bending, will be rejected. Cleaning of tube.?.— A]l material used for filling the tube while bending must he removed and the interior surface of the tubes made clean. Dravnngs. — Drawings of all tubes with all necessary dimensions will be furnished to the contractor by the Batcheller Pneumatic Tube Company and the tubes must be bent accurately to the dimensions given. The contractor shall make at his own expense wooden templates to test the correct- ness of the curvature of each tube. Each tube must be bent in one plane unless specially ordered otherwise. The engineer of the Batcheller Pneumatic Tube Company, or his representative, shall have the right to reject any or all tubes which in his judgment are defective, or that are not made correct to the dimensions given or that do not in any respect fulfill the terms of this specification, and there shall be no appeal from his decision. Fittings. — The ends of the tubes shall be fitted with, or have attached to them, flanges, cast-iron bell, or cast-iron male ends for the purpose of connecting the bent brass tubes to the other tubes, or to terminal apparatus or other parts of a pneumatic tube system. The construction of these fittings or end pieces is shown with all the dimensions in the attached drawing. The fittings are to be attached to the tubes by accurately fitting, riveting, and soldering. The heads of the rivets must not protrude into the interior of the tube; all solder that niaj' get into the interior of the tube must be removed. The solder must unite \Nith the iron over the entire surface of the recess made to , contain it and also with the brass. The surface (jf the two parts that are united on the end piece and on the tube must be thoroughly coated with solder, and all traces of the soldering fluid must be removeil after the work of soldering has been completed. Flanges — nist-imn bell and male ends. — The inside diameter of the flange ends ia 8| inches, and no tubes will be accepted that are less than 8.373 inches or more than 8.377 inches. The inside diameter of the cast-iron bell and male en 39,387.45 E 38,070.60 F 34,779.00 G -. 33,300.75 H 53,725.80 Total 632,398.65 Installation of electrical equipment |4 qOO. 00 Conduits and cables from power house to nearest station"(2'646 feetV ' including excavating, filling, and paving trench 4 956.45 456 carriers, 6-inch, at $15 g' g^o' qq PNEUMATIC-TUBE SEEVICE. ' 125 Cost of construction — Mnal. summary. Central power house ..._. $137,830.00 Equipment of postal stations 236 972. 58 Construction of lines 632,' 398! 65 Installation of electric equipment 4' qooI 00 Laying conduits from power house to nearest station 4^ 956 45 Engineering expenses ." 23'68o!oO Office expenses ^ g^ 018 00 456 carriers " 6|84o!o0 10 per cent to the Batcheller Pneumatic Tube Company 105, 269. 57 Total 1,157,965.25 COST OF OPBEATION. The cost of operation, based on twenty hours a day and three hundred and ten days in the year, has been estimated as follows: Superintendence .* |4, 420. 00 Office expenses 2, 236. 00 Office labor -. 2, 212. 00 Station labor 38, 400. 00 Power-station labor 4^ 4,54. OO Coal 29,587.50 Water 735. 07 Supplies 4, 230. 00 Ashes removed 920. 00 Repair-shop labor 6, 012. 50 AuxiUiary power 346. 00 Carrier repairs 2, 618. 00 Machinery supplies , 750. 00 Repair supplies 4, 500. 00 Taxes (power station) 2, 225. 00 lusurance (power station) ., 2, 175. 00 Total 105,821.07 The above estimate for the central power house includes the items of coal and water, the hauling of ashes, and the salaries of 2 electricians, 2 engine men, and 2 firemen, which is a minimum complement of attendants. All of the stations combined will require 40 operators and 24 compressor men. The administrative expenses include the salaries of the superintendent and 3 assist- ants, bookkeeper, stenographer, and cost of stationery, postage, and office supplies, the office rent and charge for telephone services. The expense of the repair shop includes the salaries of 1 master mechanic, 2 elec- tricians, 3 machinists, and 3 helpers, together with the cost of bearing rings for car- riers, and machine parts to replace those broken or worn out. The item of supplies covers oil and waste, a considerable quantity of which will be necessary. ' We have estimated taxes and insurance upon the central power station, but this does not include the taxes upon tubes or machinery which may be taxed as personal property. We have included no tax upon the item of franchise. Basing the rental to the Government upon the net operating expenses and 10 per cent of the cost of construction, the annual rental will be: Operation $105,821.07 10 per cent of construction 115) 796. 53 Total 221,617.60 Part 1. The foregoing estimate contemplates a complete system of tubes connecting all the more important postal stations and requiring about 20 miles of double 6-inch tube. You request us, in your letter of November 16, to estimate the cost of a system to connect Stations S, 0, C, J, P, D, and A with the central office. This we have esti- mated in the same manner as for the complete system with this exception: We have assumed that if only this part is built the Government will ask to have the system 126 PNETJMATIC-TUBE SERVICE. extended in the near future, and with such extension in view the power house has been made large enough for the completed system. The engines, dynamos, boilers, etc., have been made of the proper size for the completed system, but only so rauch, of this machinery as is necessary to operate this part of the syateni will be installed. By constructing the power station in this manner, the first cost will be a little more than is necessary for first requirement, but the ultimate cost, when the entire system is completed, will be less. The details of this estimate have been made up as heretofore, so we will not give them here. The total cost of construction we estimate to be $563,061.58, and the cost of operation $58,601.77, as follows: SUMMARY. Superintendence $3, 700. GO Office expenses 2, 236. 00 Office labor 2,212.00 Station labor 19,200.00 Power-station labor •- -. 4, 454. 00 Coal 10,894.95 Water 270.82 Supplies - 2,820.00 Ashes removed 340. 00 Repair-shop labor 4, 076. 00 AuxiUary power - 346. 00 Carrier repairs _ 1, 302. 00 Machinery supplies - 500. 00 Repair supplies 3, 000. 00 Taxes and insurance 3, 250. 00 Total 58,601.77 The rental, based on 10 per cent of cost of construction and net cost of operation, will amount to: Operation $58, 601. 77 10 per cent of construction 56, 306. 16 Total 114,907.93 Pakt 2. Keferring to part 2 of your letter which asks for an estimate of the cost of a sysfem to connect Stations K, E, F with Station O, we have assumed that you vrish this in addition to part 1. In other words, the cost of a system to connect Stations S, 0, C, J, P, D, A, K, E, and F with the central post-office. What we have said in regard to a central power station for part 1 applies in a similar manner to part 2. The cost of construction we estimate to be $833,969.14 and the cost of operation $79,599.26, as follows: Superintendence |4, 420. 00 Office expenses ^ 2, 236. 00 Office labor 2, 212. 00 Station labor 27, 600. 00 Power-station labor 4^ 454. 00 Coal ;.' 18,' 684. 00 Water 464. 26 Supplies 3,525.00 Ashes renidved 582. 00 Repair-shop labor 4 773. 00 Auxiliary power ' 345. qO Carrier repairs i 813. OO .Machinery supplies ' 550. 00 Repair supplies [\\[\[\\.[[[.. 4, OOo! 00 Taxes and insurance 3 840. 00 Total 79,599.26 PNEUMATIC-TUBE SERVICE. 127 The rental based on the cost of operation and 10 per cent of the cost of construc- tion will be: Operation $79, 599. 26 10 per cent of construction 83, 396. 91 Total 162,996.17 The following is a tabulation of the foregoing estimates: Miles Construction Operation ... Rental Part 2. 7.657 S563,061.5.S 58,601.77 114,907.98 12.50 $833,969.14 79, 599. 26 162, 996. 17 Complete system. 19.49 SI, 1.57, 965. 25 105, 821. 07 221,617.60 Finally, in regard to reducing the cost of the existing lines of tubes between the central post-offlce and the Bourse, the central post-office and the Pennsylvania Rail- road, and the central post-office and the Reading Railroad. For this service the Government now pays this company 840,900 a year, but this includes the wagon service, for which the Government formerly paid upwards of half this sum. This rental at present barely defrays operating expenses and meets the fixed charges of the company. Not a single officer receives any salarj' whatever, nor has the company ever paid a dollar to its stockholders. Its capital, $500,000, remains the same as when organized. Its bonded indebtedness is $200,000, twenty-year 5 percents. In this connection we will, if desired by the commission, forward a copy of our last trial balance sheet. There are, how:ever, two important items of expense which might be reduced if a complete system were constructed. , First, by replacing the air compressors in the Pennsylvania Railroad station with electric-driven compressors, operating from the central power station, a saving might be made. This item at present amounts to |5,000. Of course the company would be glad to give the Department the benefit of this or any other economies in operation that might be thus effected. Second, the operating-labor item. This is even more important, amounting to over ?10,000 a year. We are inclined to believe, as a result of our experience, that the Government could have this labor performed with but little if any extra expense to the Department; and with a thorough drill in the use of the system, such as this company would be glad to give, we fail to see why the result would not on the whole be quite satisfactory. Respectfully submitted. "William J. Kelly, President. CINCINNATI. Post-Office, Executive Division, Cincinnati., OJrio, Septemler I)., 1900. Hon. W. S. Shallenbergbe, Second A.-^sixfa lit Pd^tiiioMer-Gcncrai., Wmiliiiijjton, D. C. Dear Sir: In response to vours of August 1J-. with inclosure of copy of order No. '»8vi, from the Hon. Charles Emory Smith, Postmaster- General, under date of August V?,. IIHH), I have arranged with the division superintendent of the Eaihvay ^Mail Service and taken up the questions raised in said order, and herewith hie the statistics collected by Mr. Holloway upon the time of arrival and departure of trams at Cincinnati and all stations; also the statement of the daily average number of pouches and tie sacks transferred between depots at Cin- cinnati, Ohio; also the report of superintendent of mails, this oflice, giving the mail dispatched to and received from the different railway 128 PNEUMATIC-TUBE SEEVICE. Stations during a period of twenty-four hours. 1 also inclose report of distance, in miles, from the general post-office to all the railroad stations ;«»lso report distance, in miles, from the general post-office to the carrier stations. Space will be necessary at railroad stations to handle mail matter being transferred to the pneumatic tubes, and it is estimated that ten additional clerks will be required to handle this mail, unless the distri- bution in pneumatic carriers is made by the Eailway Mail Service before reaching the city. I am not prepared to recommend or disapprove the use of the pneu- matic tube, until, through further investigation, I may be able to speak accurately about the increased cost of the service, and whether there can be a reduction in the expense of mail wagons. We will be ready to act in concert with any committee of postal offi- cials representing the Department to review the situation and make an official report. Respectfully submitted. Yours, truly, Elias R. Monfoet, Postmaster. Railway Mail Service, Office of Supebintendent, Cincinnati, August 24, 1900. Hon. E. R. MoNFORT, Fostmaster, Cinciiinfiti, Ohio. Sir: In connection with instructions received by 3'ou under date of August 14 from the h(5norable Second Assistant Postmaster-General, to make investigation as to the necessity for the establishment of pneumatic-tube service in this city, and in con- formity with our conversation on the subject, I have had careful record made show- ing the arrival and departure of all mail and express trains which carry mail and which would in any way be identified with any service that might be inaugurated now or hereafter. Also the daily average amount of mail matter in pouches and sacks which is transferred from incoming trains at each depot to outgoing trains at other depots, no record being made of any matter connected in same depots or to or from your office. While the investigation at this time will have reference more directly to first-class mail only, I have deemed it expedient to include separately the record of other classes handled in tie sacks, so that the Department might have full information in case such data be desired now or in the immediate future. The present admirable arrangement in effect on all lines handling trains in and out of Cincinnati are such that in practically all cases trains are scheduled to arrive at such time and sufficiently in advance of the time of departure of outgoing trains at other depots as to allow ample time to make proper connection with said outgoing trains via the present wagon ser\'ice, this except when incoming trains are late, which of course does at times occur, and which condition would not be changed with tube service, except that it might lessen the number of failures in connection, a very small percentage, b}- transfer being made on a less margin of time. This situation as a whole would seem to indicate that so long as present train- schedule arrangements and wagon service are maintained, there would be but Uttle advantage derived from the establishment of a pneumatic-tube service so far as the handling of transfer mails between depots is concerned. I also include a record showing the daily average dispatch of mails to and from Covingtori and Newport, Ky., it being understood that all said niatter passes through Cincinnati post-office and would naturally be included in a tube service over some part of the route, if inaugurated. The schedules for delivery of mails throughout the citv bv vour carrier service is, I believe, arranged to suit the schedules of incoming trains, and, with one or two exceptions, the connections are regularly made, so that mails as a rule go out in the first carrier delivery after the scheduled arrival of train. This would seem to reduce the question of tube service to a consideration of two propositions: First, the amount of outgoing mails collected in your office after departure of closing dispatch as now PNEUMATIC-TUBE SERVICE. 129 arranged, and which could be connected via same trains hv a later closmg through tube service; and, second, whether any benefit would accrue by a little earlier carrfer service, which might be secured by a quicker transfer of mails "from incoming trains to your office, through tube service. These records, however, I anticipate will be included in the information now being secured by you to determine correctly the quantity of matter, time gained, and resultant benefits accruing to all mails arriving at or departing from your office and to or from the stations of your office and incom- ing and outgoing trains. Any additional assistance desired by you in securing data covering other features of the honorable Second Assistant Postmaster-General's request will be gladly ren- dered. Very respectfully, 0. T. Holloway, Superintendent. Exhibit A.— Tune of arrival and departure of mail and express trains at Cincinnati, Ohio, all stations. GRAND CENTRAL STATION. Mail trains. Express trains. Railway post-oSBce title. Arrive. Depart. Arrive. Depart. C.,C.,0.&St.L Bufltalo and Cincinnati 6. 50 a. m. 8.30 a.m. 1.06 p.m. 12.30 p.m. 10. 45 a.m. 2.30 p.m. 9. 55 p. m. 4.10 p.m. 4. 30 p. m. 6. 30 p. m. 7.45 p.m. 9.35 p.m. C.,C.,C.&St.L Cambridge City and Cincin- nati. 9.35 a.m. 4.30 p.m. 6.15 p.m. 7. 20 a. m. C.,C.,C.&St.L Chicago and Cincinnati 7.10 a.m. 8.30 a.m. 7. 30 a. m. 7.20 a.m. 11. 00 a.m. 2.30 p.m. 9.05 p.m. 12.20 p.m. 6. 00 p. m. 8. 00 p. m. C.N.O.&T.P Cincinnati and Ctiattanooga 7.45 a.m. 10. 05 a. m. 7.30 p.m. 8.30 a.m. 4.00 p.m. 8.00 p.m. 5. 50 p. m. 6.50 a.m. L.&N 7. 03 a. m. 11.46 a.m. 11.00 a.m. 4. 03 p. m. 3.26 p.m. 5.43 p.m. 5. 45 p. m. 8.28 p.m. 11.00 p.m. L.&N..... 8. 05 a. m. L.&N Cincinnati and Rowland Cincinnati and St. Louis 7. 30 a. m. 7.30 a.m. 7.55 p.m. 2. 25 a. m. 8. 30 a. m. B.&O.S.W 6.65 a.m. 11.45 a.m. 8. 50 a. m. 5. 30 p. m. 2.00 p.m. 6. 00 p. m. 8. 05 p. m. 7. 31 p. m. 4.45 p.m. 6.00 p.m. B.&O.S.W Grafton and Cincinnati 2. 05 a. m. 8. CO a. m. 5.48 p.m. 8.15 a.m. 12.15 p.m. 6. 35 p. m. 10. 30 a. m. 3. 30 p. m. C.&O . . Hinton and Cincinnati S.OOa.m. 7.45 a.m. 12. 01 p. m. 5.00 p.m. 9.10 p.m. B.&O.S.W Pittsburg, Wheeling and 12.25 p.m. 3. 25 a. m. 7.30 a.m. 8. 00 p. m. Cincinnati. 5.30 p.m. 8.00 a.m. 2.00 p.m. 9. 40 p. m. PENNSYLVANIA STATION. P.,C.,C.&St.L L.&N C.,G.&P C, P. & V. and Ohio River, P.,C.,C.&St.L.. ...... Chicago, Richmond and Cincinnati. Cincinnati and Nashville". . . . Georgetown and Cincinnati. Pittsburg, Kenova and Cin- cinnati. Pittsburg and Cincinnati 15 a.m. 40 a. m. 05 p.m. 05 a.m. 50 a.m. 05 p. m. 45 p. m. 40 a. m. 45 p.m. 20 p. m. 30 a.m. 50 p. m. 30 p. m. ,50 a m. 35 p m. 35 p m, 40 a m. (K)a m. 45 p m. OOP m. ht^n m. 35 p m. 00 a m. 30 a m. faOp m. 00 p m. 7.25 a.m. 6.25 p.m. 8.30 p.m. 10.15 a.m. 7. 00 p. m. 3.25 p.m. 4.30 p.m. P T S — 01- 130 PNEUMATIC-TUBE SERVICE. Exhibit A. — Time of arrival and departure of iiiail and express trains at Cincinrmti,- Ohio, all stations — Continued. CINCINNATI, HAMILTON AND DAYTON STATION. 1 . Mail trains. Express trains. Arrive. 7.40 a.m. Depart. 3.30 a.m. Arrive. 2.2.Tp.m. Depart. C.,H.&D . . Chicago, Jloiion and Cin- 8. 30 a.m. 11.35 a.m. 12. 20 p.m. 6.00 p.m. 3.30 p.m. 7.45 p.m. 8. 45 p. m. 10. 60 p. m. 7. 30 p. m. C.,H.&D . . ! Detroit and Cincinnati 6,55 a.m. 8. 20 a. m. 9.50 a.m. 4.00 a.m. 12. 00 a. m. 1. 00 p. m. 8. 10 p. m. 6. 25 p. m. 1.45 p.m. 4.40 p.m. 4. 45 p. m. 10. 00 p. m. CINCINNATI, 1>EBAN0N AND NORTHERN STATION. C.N C, L. & N . C.,P.& V. Jackson and Cincinnati Lebanon and Cincinnati Pittsburg, Kenova and Cin- cinnati. 7.00 p.m. 5.45 p.m. 9.40 a.m. 5. lOp.m 15 a.m. ' 11.55 a.m. 50 a.m. 8. 45 a. m. 1.30 p.m. 6.00 p.m. 4.30 p.m. 6.30 p.m. 2.00 p.m. 6.00 p.m. 8.00 a.m. FOURTH STREET RAILROAD STATION. L.&N Cincinnati, Paris and Lex- ington. Hinton and Cincinnati 10. 30 a. m. 11. 15 a. m. 2. 55 p. m. 2.50p C & Exhibit B. — Statement of the daily average number of pouches and tie sacks transferred between depots at Cincinnati, Ohio. Dispatched from— Time ar- rived. Dispatched to— Quan- tity. Railway post-ofiice title. Railvray post-ofBce title. s Time de- parted. u 1 1 Buffalo and Cincinnati 37 11 33 34 16 4 2 2 n 4 10 6.50 a.m.. 10.45 a.m. 7.45 p.m. 7.10 a.m. 6.00 p.m. 7.4-5 a.m. 7.30 p.m. 7.05 a.m. 11.46 a.m. 4.05 p.m. 8.28 p.m. Chicago, Richmond and Cincinnati, Georgetown and Cincinnati Jackson and Cincinnati 19 2 2 3 6 39 30 36 3 12 19 2 2 3 6 39 36 3 12 J 2 6 36 3 12 2 6 30 4 10 12 8. 50 a. m, 8.55 a.m. 8.15 a.m. 7.50 a.m. 8. 30 a. m. 8.00 a.m. 12.20 p.m. 8.45 p.m. 8.35 p.m. 10.00 p.m. 8.50 a.m. 8.55 a.m. 8. 15 a. m. 7.50 a.m. 8.30 a.m. S. 00 a.m. 8.46 p.m. 8. 35 p.m. 10.00 p.m. 7.00 p.m. 8.00 p.m. 8.50 a.m. 8.55 a.m. 8.30 a.m. 8.45 p.m. 8.35 p.m. 10.00 p.m. 8.00 p.m. 8.20 a.m. 12.20 p.m. 1.00 p.m. 4.40 p.m. 10.00 p.m. 2 1 1 Lebanon and Cincinnati ■> Pittsburg and Cincinnati Pittsburg, Kenova and Cincinnati.. Chicago, Monon and Cincinnati Chicago, Monon and Cincinnati Chicago, Richmond and Cincinnati Detroit and Cincinnati.. . 2 4 3 Chicago and Cincinnati Chicago, Richmond and Cincinnati Georgetown and Cincinnati 2 1 Lebanon and Cincinnati. T Pittsburg and Cincinnati 1 Pittsburg, Kenova and Cincinnati.. Chicago, Monon and Cincinnati Chicago, Richmond and Cincinnati. Detroit and Cincinnati 5 ■"2 1 Mackinaw and Richmond 1 Pittsburg and Cincinnati Cincinnati and Chatta- nooga. Chicago, Richmond and Cincinnati Georgetown and Cincinnati Pittsburg and Cincinnati 10 Chicago, Monon and Cincinnati Chicago, Richmond and Cincinnati Detroit and Cincinnati Pittsburg and Cincinnati 1 1 6 10 Cincinnati and Nash- Detroit and Cincinnati... 5 ville. Chicago, Monon and Cincinnati Detroit and Cincinnati... X Detroit and Cincinnati Detroit and Cincinnati 1 PNEUMATIC-TUBE SERVICE. 131 Exhibit B. — Statement of the daily average number of pouches and tie sacks transferred between depots at Cincinnati, Ohio — Continued. Dispatched from- Eailway post-office title. Cincinnati and Living- ston. Cincinnati and Bow- land. Cincinnati and St. Louis. Grafton and Cincin- nati. Hinton and Cincin- nati. Pittsburg, yfhe e 1 1 n g and Cincinnati. Chicago, Richmond 6 and Cincinnati. 103 Fittsburg.Kenova and Cincinnati. Pittsburg and Cincin- nati, Time ar- rived. e.OOp.m 7. 30 a. m 7. 30 a. m 11.45 a.m. 6.00 p.m. 2.05 a.m. S.OOa.m 5. 48 p.m. S.OOa.m S.OOp.m 5.30 p. m 7.15 a. m 6.05 p. m. 7.20 p. m 12JiO_p. m. Dispatched to — Railway post-office title. Chicago, Richmond and Cincinnati. Detroit and Cincinnati Pittsburg and Cincinnati Chicago, Richmond and Cincinnati. Detroit and Cincinnati Chicago, Richmond and Cincinnati. Detroit and Cincinnati Georgetown and Cincinnati Jackson and Cincinnati Pittsburg and Cincinnati Pittsburg, Kenova and Cincinnati. . Chicago, Monon and Cincinnati Detroit and Cincinnati Chicago, Monon and Cincinnati Chicago, Richmond and Cincinnati . Detroit and Cincinnati Mackinaw and Richmond Pittsburg and Cincinnati Chicago, Monon and Cincinnati. Chicago, Richmond and Cincinnati . Detroit and Cincinnati Chicago, Richmond and Cincinnati Georgetown and Cincinnati Chicago, Monon and Cincinnati Chicago, Richmond and Cincinnati Detroit and Cincinnati Mackinaw and Richmond Pittsburg and Cincinnati Chicago, Richmond and Cincinnati Detroit an d Cincinnati Georgetown and Cincinnati Pittsburg and Cincinnati Detroit and Cincinnati Pittsburg and Cincinnati Chicago, Monon and Cincinnati . . Chicago, Richmond and Cincinnati Detroit and Cincinnati Pittsburg and Cincinnati Buffalo and Cincinnati Chicago and Cincinnati Cincinnati and Chattanooga Cincinnati and Livingston Cincinnati and St. Louis Grafton and Cincinnati Hinton and Cincinnati Jackson and Cincinnati Lebanon and Cincinnati Pittsburg, Wheeling and Cincin- nati. Buffalo and Cincinnati. Chicago and Cincinnati Cincinnati and Chattanooga Cincinnati and Rowland Cincinnati and St. Louis Detroit and Cincinnati Grafton and Cincinnati Hinton and Cincinnati Chicago and Cincinnati Cincinnati and Chattanooga Cincinnati and St. Louis .■ Detroit an d Cincinnati Hintoji and Cincinnati... Buffalo and Cincinnati Chicago and Cincinnati. Cincinnati and Chattanooga Cincinnati and Livingston ClBcinnati and St. Louis Detroltand Cincinnati - . . ._. . ..... ..... "Gralfbn ahd'Ciiicinnali Hinton and Cincinnati Jackson and Cincinnati Lebanon and Cincinnati Louisville and Fulton North Vernon and Louisville Pittsburg; Wheelrng aTid Cincin- nati. . Pittsburg, -Wheeling and Cmcin-- nati. Time de- parted. 8. 36 p. 10. 00 p. 8. 00 p. 8. 50 a. 8. 20 a. 8.50 a. 8.20 a. 8. 55 a. 8.15 a. 8. 30 a. 8. 00 a. 12. 20 p. 1.00 p. 8. 45 p. 8. 35 p. 10. 00 p. 7. 00 p. 8. 00 p. 3. 30 a. 8. 50 a. 8.20 a. 8. .50 a. 8. 55 a. 8. 45 p. 8. 35 p. 10. 00 p, 7.00p.l 8. 00 p. I 8. 50 a. I 8. 20 a. I 8.55a.i 8. 30 a. I 10. 00 p. I 8. 00 p. I 8.45 p. 1 8.36 p. I 10.00 p. I 8.00 p. I 8.30 a. I 8.30 a. I 8.30 a. I 8.05 a. 1 8.50 a. I 8.15 a. 1 7.45 a. 1 8.15 a. 1 7.50 a. 1 8.00 a. 1 6.30 p. I 8.00 p. I 8.00 p. 1 7.55 p. 1 8.05 p. 1 10.00 p. I 6.35 p. 1 9.10 p. 1 8.00 p. 1 8.00 p. 1 8.05 p. I 10.00 p. 1 9Jfl-p..] m. m. m. m. m. m. m. m. m. m. 8.30 a. ] 8.30 a. 1 8.05 a. 1 8.50 a. 1 8.20 a. 1 8.15 a. ] 7.45 a. ] 8.15 a. 1 7.60 a. 1 -8;15 a-i 8.16 a. ] 8.00 a. ] _2.0aprm. - 132 PNEUMATIC-TUBE SERVICE. Exhibit B.— Statement of the daily overarje rMmber of pouches and tie sacks transferred hetu-eea depots at Cinciuaati, Ohio — Continued. Dispatched from — Railway post-ofBce title. Pittsburg and Cincin- nati. Chicago, Monon and Cincinnati. Detroit and Cincinnati Jackson and Cincinnati Lebanon and Cincin- nati. 33 18 Time ar- rived. 5.30 p. m. 11.35 a. m 7.45 p. m. 6.55 a. m 1.45 p. 4.45 p. 7.00 p. m. 5.45 p. m. Dispatched to — Railway post-office title. Buffalo and Cincinnati Chicago and Cincinnati Cincinnati and Chattanooga . Cincinnati and Rowland Cincinnati and St. Louis Detroit and Cincinnati Hinton and Cincinnati Buffalo and Cincinnati Chicago and Cincinnati Chicago, Richmond and Cincinnati. Cincinnati and Chattanooga Cincinnati and St. Louis Grafton and Cincinnati Buffalo and Cincinnati Cincinnati and Chattanooga Grafton and Cincinnati Hinton and Cincinnati Chicago and Cincinnati Cincinnati and Nashville Cincinnati and St. Louis Hinton and Cincinnati Buffalo and Cincinnati Chicago and Cincinnati Chicago, Richmond and Cincinnati. Cincinnati and Chattanooga Cincinnati and Livingston Cincinnati and Louisville Cincinnati and Nashville Cincinnati and St. Louis Grafton and Cincinnati Georgetown and Cincinnati Hinton and Cincinnati Jackson and Cincinnati Lebanon and Cincinnati Louisville, Ky Louisville and Fulton North Vernon and Louisville Pittsburg and Cincinnati Pittsburg, Wheeling and Cincinnati I^ttsburg, Kenova and Cincinnati . . Buffalo and Cincinnati Chicago and Cincinnati Buffalo and Cincinnati Chicago and Cincinnati Cincinnati and Chattanooga Cincinnati and Rowland Cincinnati and Nashville Cincinnati and St. Louis Grafton and Cincinnati Hinton and Cincinnati Louisville and Fulton Pittsburg and Cincinnati Chicago and Cincinnati Chicago, Richmond and Cincinnati Cincinnati and Chattanooga. Cincinnati and St. Louis , Detroit and Cinein nati Pittsburg and Cincinnati Chicago and Cincinnati Cincinnati and St. Louis Pittsburg and Cincinnati Time de- parted. 6.30 p.m. 8.00 p. m. 8.00 p. m. 7.65 p. m. 8.05 p. m. 10.00 p. m. 9.10 p. m. 8.30 a. m. 8.30 a. m. 8.60 a. m. 8.30 a. m. 8.50 a. m. 8.15 a. m. 2.30 p. m. 8.00 p. m. 12.15 p. m. 12.01 p.m. 8.00 p.m. 11.00 p.m. 8.05 p. m. 9.10 p. m. 8.30 a. m. 8.30 a. m. 8.50 a. m. 8.30 a. m. 8.05 a. m. 7.40 a. m. 11.00 a. m. 8.60 a. m. 8.15 a. m. 8.65 a. m. 7.45 a. m. 8.15 a. m. 7.60 a. m. 7.40 a. m. 8.15 a. m. 8.15 a. m. 8.30 a. m. 8.00 a.m. 8.00 a.m. 2.30 p. m. 2.30 p. m. 6.30 p. m. 8.00 p. m. 8.00 p. m. 7.55 p. m. 5.45 p. m. 8.05 p. m. 6.35 p. m. 9.10 p. m. 6.00 p. m. 8.00 p. m. 8.00 p. m. 8.35 p. m. 8.00 p. m. 8.05 p. m. 10.00 p. m. 8.00 p. m. 8.00 p. m. 8.05 p. m. 8.00 p. m. Quan- tity. Report showing the daily average number of pouches and tie sacks received at and dis- patched from the Covington and Newport, Ky., post-offices via Cincinnati, Ohio. Received. Dispatched. Pouches. Sacks. Pouches. Sacks. Covington, Ky 10 6 21 23 13 5 26 9 Newport, Ky PNEUMATIC-TUBE SEEVIOE. 133 Cincinnati, Ohio, Post-Office, Division of Distkibution and Dispatch op Mails, August 37, 1900. E. E. MoNFOET, Esq., Postmaster, City. Dear Sir: Attached herewith please find a statement showing the amount of mail dispatched to and received from the different railway stations for twenty-four hours. The number of packages of letter mail and the weight of the same are given, as is also the number of sacks of paper mail and the weight, these items being the basis from which the Department obtains the number of pieces of mail matter handled. The Superintendent of Eailway Mail Service reduces the value of pneumatic-tube service to two propositions, and 1 believe he is right in his conclusions. The first: What amount of mail would accumulate in the office from the time the mails now close until the time they would close if dispatched by tube service ? This is informa- tion which I am not now prepared to give, as I am wholly inexperienced as to the tube service; but I conclude that the difference in time would not be very much; therefore, the accumulation of mail would not be very great. The advantage of the tube service over the wagon service is, I believe, where the mail is to be transferred great distances, and, as you are aware, the distances to three of our railroad stations from the post-ofiice are short, being about three-quarters of a mile, while the distance to the other station is but a fraction over a mile. The time of closing our mails has been timed to the last possible moment, but twenty minutes being allowed for the transfer to three stations and thirty minutes to the last one. I am unfamiliar with the workings of the pneumatic-tube system, but judge that in our case the last closing could possibly be made from five to ten minutes later than at present. That length of time will permit the dispatch of a large quantity of mail, particularly to those trains which close during the busy hours of the evening. The statement submitted represents an actual count kept for twenty-four hours; but as the mails are very light just at this time, it does not represent the amount of mail we would have during the busy season. Very respectfully, S. G. Sullivan, Superintendent of Mails. Report ofinail dispatched to and received from the different railway stations during a period of twenty-four hours. Letter packages. Sacks. Railroad stations. Dispatched. Received. Dispatched. Received. Num- ber. Weight. Num- ber. Weight. Num- ber. Weight. Num- ber. Weight. C.L.&N 166 1,821 4,581 1,0.58 72 1,200 3,313 623 232 1,394 3,097 908 117- 936 1,663 469 41 247 872 175 922 7,191 8,668 3,082 25 185 368 120 393 P.,C.,C.&St. L 5,354 Grand Central 7,205 C,,H.&D 1,767 Total 7,616 5,208 5,631 3,184 1,335 19, 863 698 14,719 Seport of the distances in miles from the general post-office to railroad stations. General post-office to— ^'\ The Cincinnati, Hamilton and Dayton Railway station 1. 12 Grand Central Station 86 Pittsburgh, Cincinnati, Chicago and St. Louis Railway 74 Cincinnati, Lebanon and Northern Railway 53 Respectfully submitted. Elias R. Monfort, Postmaster. 134 PNEUMATIC-TUBE SEEVICE. Report of the distances in miles from the general post-office to stations. General post-office to Station— -«Ues. | General post-office to Station— Ct'd. Miles. ■ "- H 5.03 I "" 3.60 k':::.' 8.12 L. : 8.34 M 9.21 N 1.48 O 5.34 Elias R. Monfobt, Postmaster. A 4.87 B . 2.09 C : 5.11 D 2.32 E 1.93 F 2.73 G 5.30 Respectfully submitted. Post-Office, Executive Division, Cincinnati, Ohio, October 13, 1900. Hon. W. S. Shalleneergee, Second Assistant Postmaster- General, Washington, B. C. Sir: The general committee on pneumatic-tube service, composed of Mr. J. M. Masten, Mr. E. W. Alexander, and Mr. J. A. Montgomery, met with Postmaster Monfort and Mr. O. T. Holloway, superintendent Railway Mail Service, the local committee, and, after a careful and pro- tracted examination of maps, amount of mail received and dispatched, distances to the railway depots and stations, and probable cost of con- struction, took a car and went over the ground, visiting every depot, station, and street, spending four hours in this investigation. They also heard statements from the agents of the Batcheller Pneumatic Tube Company and the American Pneumatic Service Company. Mr. Stanley, the city engineer for the last twenty -five years, kindly accom- panied the committee, and gave them detailed information as to the location of obstructions in the streets, character of the soil, and the best line to be taken in the streets. They then returned to the post- office and held a meeting for conference. The committee was much impressed with the information of Mr. Stanle^^ in relation to the street excavations and his opinion that this pneumatic-tube work could prob- ably be done at a cost no greater than %\ per running foot. It there- fore believes that the probable expense for such work would be much below that named in any other city, and is favorable for that reason. The committee, acting .upon instructions contained in the Postmas- ter-General's Order No. 989, have considered the following routes as desirable, and, in order that the necessar}' specifications and estimate of cost may be secured from the operating companies, have requested Postmaster Monfort to communicate them to the representatives of the two pneumatic companies, who are present. They are as follows: First. From the general post-office west on Fifth street to John, south to the Central Union depot, distance 0.77 mile; thence by John street to Fifth street, west to the Cincinnati, Hamilton, and Dayton depot. Fifth and Baymiller, distance 0.79 mile. Second. From the general post-office east on Fifth street to Pike, south to Third, east to Butler, south to Pennsylvania depot, distance 0.73 mile. The two lines named to be of not less than 8 inches in diameter, and the total mileage of that size 2.29 miles. Third. F]-om the Cincinnati, Hamilton, and Dayton depot north on Baymiller to Eighth street, west to Freeman avenue. Station N, dis- PNEUMATIC-TUBE SERVICE. 135 tance 0.60 mile; thence north on Freeman to Central avenue, north- westerly to Patterson street. Station B, distance 1.43 miles. Fourth. From the general post-office north on Main street to Sixth street, east to Broadwa}', north to Court, east to the Cincinnati, Lebanon and Northern Railroad depot, distance, 0.67 miles; thence east on Court to Gilbert avenue, northeast to McMillan, and east to Station D, distance, 1.75 miles. The two last-named lines to be of 6 inches diameter, and the total mileage of 6-inch tube 4.35 miles. These lines constitute a total mileage provided for this city of 6.64 miles, upon which final decision will be determined bj^ the question of cost. It is intended by Postmaster Monfort, in the event pneumatic-tube service as outlined is 'provided for his office, to make each of these lines mentioned the supplj' both for delivery and collection of mails for the territorj' adjacent to the terminals. It is estimated that the population which will be supplied from Station D will amount to about 150,000 and for Station B about 50,000. Such changes will also be made in the street postal-car service, which now runs to and from the general post-office 8 times a day, sup- plying Stations B, D, E, A, F, and N, so as to join closely with the pneumatic-tube service at Stations D, B, and N, omitting the mileage to and from the general post-office, using such mileage for the further improvement of the territory properly tributary to B and D under the pneumatic-tube-service arrangement. It is expected that the joint committee will have a further session about the 1st of November, and finally pass upon the question, when the estimates and plans will be before them in definite shape. Verv respectfully, J. M. Masten, Ohairman. J. A. Montgomery, E. W. Alexander, Gerieral Committee. Elias p. Monfort, Postmaster. O. T. HOLLOWAY, Local Committee. The Batcheller Pnecmatic Tube Co.mpany, \YMi£rgpoon Building, Philadelphia, Xovember 17, 1900. Pneumatic Tube Investigating Committee, Cincinnati, Ohio. Gentlemen: Replying to your request for an estimate upon the costs of construc- tion and operation of the proposed postal system of pneumatic tubes for the city of Cincinnati, we beg to submit the following: We understand the svstem contemplated to comprise— . , r- a First, a double line of 8-inch tubes between the central post-office and the (jrand Central depot, and from the latter to the Cincinnati, Hamilton and Dayton depot. Second, a double line of 8-inch tubes from the central post-office to the Pennsyl- vania Railroad depot. . . tt -i^ j t^ * Third, a double line of 6-inch tubes from the Cincinnati, Hamilton and JJayton depot to Station N and thence to Station B. a, i. n- • *■ Fourth, a double line of 6-inch tubes from the general post-office to the Cincinnati, Louisville and ^"ashville depot and thence to Station D. . ^i, v After inspection of the ground we recommend the following routes for these hnes, said routes beino' subject to such changes as condition of streets may entail, or as niay be required b}' the commissioners of public works or other city authorities, under whose jurisdiction the subject matter comes: 136 PNEUMATIC-TUBE SEBVICE. The first line should traverse the alley parallel to Fifth street until it reaches Cen- tral avenue. It should then follow, in order, Central avenue and Third street to the Grand Central depot. Leaving the Grand Central depot the line should proceed up John street to the street or alley known as Webb street; it should then traverse "Webb street and Bavmiller street to the Cincinnati, Hamilton and Dayton depot. The second line should follow Main street, Fifth street. Pike street, and Friendship street to the Pennsylvania depot. The third line should follow Baymiller street, Kenyon street, and an alley to Station N; thence it should follow Freeman avenue and Harrison avenue to Station B. The fourth line should follow :Main street, Sixth street, Broadway, and Eighth street to the railroad track, following the latter to the Cincinnati, Louisville and Nashville depot. From this depot it should pass through the freight yards to the exit upon Gilbert avenue, following this avenue and Jlcilillan street to Station B. The lengths of these lines we believe to be, respectively, as follows: Line No. Miles. General post-oflfice to Grand Central depot to Cincinnati, Hamilton and Dayton depot. General po.st-oflice to Pennsylvania Railroad depot Total length of 8-inch lines Cincinnati, Hamilton and Dayton depot to Station N to Station B General post-office to Cincinnati, Louisville and Nashville depot to Station D Total length of 6-inch lines Total length of all lines 1.540 .810 2.350 1.876 2.390 4.265 6.615 The system which is- contemplated in the appended estimates is of the following description : The tubes will be of cast iron, bored and polished on the interior, the carriers traveling upon bearing rings composed of a material selected by us after long expe^ ■ rience. We adopt this construction after much thought and from the following considerations: It permits the use of a carrier of great lightness and simplicity of design, easily handled by one man, and opened and closed with great facility. It also permits the use of terminal apparatus that is very simple in design which results in giving to the tube enormous carrying capacity so that, for example, an 8-foot tube may be used for a service that would otherwise require a 10-foot tube. With the exception of the receiver, there is no element of the pneumatic-tube sys- tem upon which success depends to a greater extent than upon the carrier. This will be understood when it is remembered that from 1,000 to 10,000 carriers must be filled, dispatched and emptied at each station during each day. Lightness, simplic- ity, and facility of opening are essential qualifications. The carrier proposed by us will be similar in design to those used in connection with the present existing lines constructed by this company in Boston, New York, Brooklyn, and Philadelphia, embodying, however, some improvements. It will weigh but 16 pounds (8-ineh tube), and will open for its full diameter at the rear end. The latter feature greatly facilitates filling and emptying, as compared with a carrier opening at the side. We find that the friction of our carrier in traveUng through the tube is inconsiderable, probably due to itis traveling, not upon the walls of the tube, but upon a film of air. Our preference for this type of carrier would not be altered if the friction were con- siderable, for, at its maximum, the friction of the carrier is small when compared with that of the air column, as it represents but 5 per cent of the power required to operate the line. The bearing rings of this carrier travel 10,000 miles without renewing, and, as they fit closely to the walls of the tube, they reduce the leakage past the carrier to a minimum. The receiver will be of our latest improved tvpe, an example of which was on exhi- bition at the Paris Exposition. This machine is absolutely free from moving mechan- ism; consequently it is not neces.-!ary to maintain an interval between the carriers, and the obstruction of the tube through the derangement of mechanism is impossible. It is due to this fact that the carrying capacitv of the line is enormously increased. The distance within which the carriers are retarded and finally brought to rest is so " 6,941 - 2,427 1,494 261 } Weight based on former record made by actual weighing in Cineinnati post-office. 144 PNEUMATIC-TUBE SERVICE. Weight and number of pieces of mail received and dispatched at stations during the twenty-four ] hours commencing 6 a. m. October S4, and ending 6 a. m. October S5, 1900. Station. Number of pieces, let- ters, eircu lars, and postals. Number of pieces. Weight of second, third, same. and fourth class. Lbs. Oz. 61 1,072 36 6 416 183 3,007 70 1,416 148 830 98 8 88 326 2,316 57 423 146 2,582 27 190 57 8 2,306 27 2,036 6 2 98 2 25 40 629 18 21 86 802 17 63 15 376 7 8 37 18 14 337 7 15 194 16 10 423 3,072 10 20 257 3,749 317 3,427 213 242 23 36 Weight of same. A. — Received . . . Dispatched . B. — Received ... Dispatched . C. — Received . . . Dispatched - D. — Received . . . Dispatched . E.— Received . . . Dispatched . F. — Received . . . Dispatched . G.— Received ... Dispatched . H. — Received . . . Dispatched . I. — Received . . . Dispatched . K. — Received ... Dispatched . L.— Received . . . Dispatched . M.i — Received .. Dispatched N.— Received . . . Dispatched - O. — Received . . . Dispatched . Lbs.Oz. 298 157 554 259 91 7 8 753 169 460 247 321 19 27 111 18 116 64 3 5 1 Excessive weights at this station due to mailing of public documents by Congressman Shattuc. STATION D AS A DISTRIBUTING CENTER. Station. Received. Dispatched. Pieces. Weight. Keces. Weight. D. — Letters, circulars, and postals 8,032 2,316 478 242 2,971 802 4,283 2,582 POUTuh. 326 763 213 60 86 198 146 460 2,136 423 155 36 889 63 1,229 190 Pounds. 57 Second third, and fourth class . 169 23 Second, third, and fourth class 6 17 Second, third, and fourth class 27 27 Second, third, and fourth class 39 Total 21,706 2,231 5,121 365 STATION B AS A DISTRIBUTING CENTER. 5,544 3,007 2,462 1,072 571 376 608 337 Lbs. Oz. 183 554 61 298 15 111 18 14 •116 8 3,801 1,416 1,669 416 372 37 256 194 Lbs. Oi. Second, third, and fourth class 259 Second, third, and fourth class 157 7 8 L. — Letters, circulars, and postals . . 7 15 Second, third, and fourth class 64 8 Total 13,977 1,357 6 8,151 619 5 STATION N AS A DISTRIBUTING CENTER. N.— Letters, circulars, and postals 17, 626 3,749 3,160 2,306 Lbs. Oz. 267 803 57 8 247 11,168 3,427 1,4.52 2,036 Pounds. 317 Second, third, and fourth class 339 F.— Letters, circulars, and postals 27 Second, third, and fourth cla.ss 321 Total 26,841 1,364 8 18,083 1,004 PNEUMATIC-TUBE SEEVIOE. 145 Statement of postal receipts for the month ending October 31, 1900, compared with the receipts for the moTdh ending October 31, 1899, at the post-office at Cincinnati, Ohio. Items. Sales of stamps, cards, stamped envelopes, wrappers, etc Receipts from all other sources Total For month ending October 31, 1899. , 504. 64 ., 386. 28 99, 840. 92 For month ending October 31, 1900. $108, 370. 86 9,773.79 118, 144. 65 Increase. $16, 866. 22 1,437.51 18,303.73 Per cent. 18.43 17.24 18.33 American Pneumatic Service Company, Boston, November S7, 1900. J. M. Hasten, Esq., Chairman of Post- Office Commission, Washington, D. C. (Care of Hon. W. S. Shallenberger, Second Assistant Postmaster-General). Dear Sir: I beg to inclose copies of estimates of cost of construction, as well as of operating expenses, for the proposed pneumatic-tube systems for St. Louis, Mo., and Cincinnati, Ohio. The only variation which these figures would be subject to would be changes in market prices of materials and freight rates. On the first sheet of each proposition is given the amount of power required for each line, as well as the cost. The best possible price for steam power that we can obtain in Cincinnati is ?50 per horsepower per year for ten-hour days. Assuming nineteen operating hours, the cost would be $95 per horsepower per year. The same price applies to St. Louis. All of which is respectfully submitted. American Pneumatic Service Company. W. E. L. DiLLAWAY, President. Estimate and cost of power 10-inch pneumatic tube system for Cincinnati, Ohio. Horse- power. Cost. 46 16 60 94 $4,370 1,620 5,700 General post-of&ce to Station D 8,930 Total 20,520 The above to be added to the estimate of general operating expenses. Estimate of general operating expenses 10-inch pneumatic-tube system, using wheel carrier. General post-office to Cincinnati, Hamilton and Dayton depot— Grand Central depot. General post-office to Pennsylvania Railroad station. Cincinnati, Hamilton and Dayton depot to Station B— Station at N. General post-office to Station D— Station at Cinciimatl, Lebanon and Northern depot. [Operating hours, 4 a. m. to 11 p. m.] One superintendent ^^^^ One inspector i sen Two repair men, at $780 }'?,nn Two substitutes, at $600 1'^"" Sent, repair shop °"J^ Power, repair shop *^[{ Telephones for all stations °"" P T S— 01 10 146 PNEUMATIC-TUBE SERVICE. Insurance - 1600 Rent at four stations, S1,000 each MOO Light and heat at four stations, $600 each ■ 2, 400 Power plants: Eight engmeers (2 shifts),atS780 'inn One oiler; cleaning and repairing °00 Oil, waste, etc ■ l'"00 7,840 Operating expenses: Line general post-ofiace to Cincinnati, Hamilton and Dayton depot 21, 416 Line general post-office to Pennsylvania Bailroad 10, 558 Cincinnati, Hamilton and Dayton depot t» Station B 24, 039 General post-office to Station D 27, 986 Total - 104,749 XoTE. — This estimate does not include taxes. Estimate of cod of constructixm. 10-inch pneumatic-tube system, general post-office to Cincin- nati, Hamilton and Dayton depot. [Distance, 7,450 feet.] 14,900 feet of 10-inch pipe, at $1.12 $16,688 14,900 feet of 10-inch pipe laid, at 30 cents 4, 470 Excavation, 7,450 cubic yards, at $2 14, 900 TwelTO sets bends, at S170 2, 040 Machine work 450 $38, 548 Terminals: Four transmitters, at S1,000 4,000 Four receivers, at $500 2, 000 One hundred carriers, at $25 2, 500 8, 500 47,048 Power plant: Four compressors, at S2,500 10, 000 Foundations 3, 200 Steam and air piping 6, 000 Tanks and fittings 1, 500 20, 700 67, 748 Engineering expense 1, 000 Freight, cartage, etc 2,250 70,998 10 per cent for contingencies 7, 099 Total 78,097 EdiiiKiti'd operating cipenses 10-inch pneumatic-tube system, general post-office to Cincin- nati, Ikunilton and Dayton depot. [Distance, 7,450 feet.] Eight terminal attendants, at S780 per year $6 240 Wear and tear account, 100 carriers per month, at 62. 10 per year 2, 520 Depreciation on pipe line 5 per cent 1 927 Depreciation on power plant 10 per cent 2 920 Interest on investment 10 per cent 7' 809 Total 21,416 PNEUMATIC-TUBE SERVICE. 147 Estimate of cost of construction 10-inch pneumatic tube system, general post-office to Pennsylvania Railroad station. [Distance, 3,350 feet.] 6,700 feet of 10-ineh pipe, at $1.12 |7, 504 6,700 feet of 10-inch pipe laid, at 30 cents 2, 010 Excavation, 3,350 cubic yards, at $2 6, 700 Eleven sets of bends, at |l70 per set 1, 870 Machine work 200 ?18, 284 Terminals: Two transmitters, at $1,000 2,000 Two receivers, at $500 1,000 Fifty carriers, at $25 1,250 4, 250 22, 534 Power plant: Two compressors, at $2,500 5, 000 Foundations 1, 600 Piping, steam and air 3, 000 Air tanks and fittings 750 10,350 32, 884 Engineering expense 500 Freight, cartage, etc 1, 200 34, 584 10 per cent for contingencies 8, 458 Total 38,042 Estimated operating expenses 10 inch pneumatic-tube system, general post-office to Penn- sylvania Railroad station. [Distance, 3,350 teet.] Four terminal attendants, at $780 $3,120 Wear and tear account 50 carriers per month, at $2. 10 per year 1,260 Depreciation on pipe line, 5 per cent 914 Depreciation on power plant, 10 per cent 1, 460 Interest on investment, 10 per cent 3, 804 Total 10,558 Estimate of cost of construction 10-inch pneumatic-tube system, Cincinnati, Hamilton and Dayton depot to Station B, stop at Staiion N. [Distance, 9,850 feet.] 19,700 feet of 10-inch pipe, at $1.12 $22,064 19,700 feet of 10-inch pipe, laid, at 30 cents - 5, 910 Excavation, 9,850 cubic yards, at $2 19,700 Ten sets bends, at $170 per set 1-700 Machinework 1>000 $50,374 Terminals: Four transmitters, at $1,000 each 4,000 Four open receivers, at $500 each 2, 000 One hundred and twenty-five carriers, at $25 each 3,125 . y, 1^5 59, 499 148 PNETJMATIC-TUBE SERVICE. Power plant; ^-.q qqq Four compressors, at $2,500 each * „' ^qq Foundations g' qqq Steam and air piping -^' ^qq Air tanks and fittings ' «jg ngQ 79,399 „ . . 1,500 Jbngmeering expense o nni> Freight, cartage, etc - ' 83, 899 10 per cent for contmgencies "''"'" Total -- 92,289 Estimated opernting expenses, 10-hich pneumatic-tube system-, Cincinnati, Hamilton m,d Dayton depot to /station B, stop at Station N. pistance, 9,850 feet.] Eight terminal attendants, at S780 „----<;;„"=:".: o' dn wSar and tear account, 125 carriers per month at s2. 10, .S2b2. 50 per year. ... 3, 150 Depreciation on pipe line, 5 per cent A ^lo Depreciation on power plant, 10 per cent -, ^0^ Interest on investment, 10 per cent ^i ^^=' Total 24,039 Estimate of cost of construction 10-inch pneumatic-tube system, general post-office to Stnflon D, staiion at Cincinnati, Lebanon and Northern depot. [Distance, 14,300 feet.] 28,600 feet of 10-inch tube, at $1.12 f32,032 28,600 feet of 10-mch tube laid, at 30 cents ^ 8, 580 Twenty sets of bends, at §170 per set 3, 400 Excavation, 14,300 cubic yards, at |2 28,600 Machine work 1> 300 S73, 912 Terminals : Four transmitters, at §1,000 each 4,000 Four open receivers, at S500 each 2, 000 Two hundred carriers, at §25 each 5, 000 11,000 84,912 Power plant: Four compressors, at 82,500 each 10, 000 Foundations 3, 200 Steam and air piping 6,000 Air tanks and fittings 1, 500 20,700 105,612 , Engineering expense 2, 250 Freight, cartage, etc 4, 500 112,362 10 per cent for contingencies 11, 236 Total 123,598 PNBUMATIC-TXJBE SERVICE. 149 Estimated operating expenses 10-inch pneumatic-tube system, general post-office to filntinn D, station at Oindnncdi, Lebanon and Northern depot. [Distance, 14,300 feet.] Eight terminal attendants, at |780 |6 240 Wear and tear account, 100 carriers, at $2.10 per month each, 1252 per year. . 2, 520 Depreciation on pipe line, 5 per cent 3' $96 Depreciation on power plant, 10 per cent 3| 170 Interest on investment, 10 per cent 12, 360 Total 27,986 Estimate and cost of power, 6 and 8 inch pneumatic-tube systems. Horse- power. Cost. 62.5 29.1 130.0 112.0 J5,937 2,764 General post-office to Pennsylvania Railroad station (8-incli) CiDCinnati, Hamilton and Dayton depot to Station B (6-incli) . 12, 360 10,640 Total t. 31, 691 The above to be added to the estimate of general operating expenses. Estlinate of general operating expenses, pneumatic-tube system, using sliding carrier. General post-office to Cincinnati, Hamilton and Dayton depot — Grand Central depot (8-inch). General post-office to Pennsylvania Railroad station (8-inch). Cincinnati, Hamilton and Dayton depot to Station B — station at N (6-inch). General post-office to Station D — station at C, L. and N. depot (6-inch) . [Operating hours 4 a. ra. to 11 p. m.] One superinteiident -. $900 One inspector 600 Two repair men, at |780 1, 560 Two substitutes, at |600 l- 200 Rent, repair shop 600 Power, repair shop "^^0 Telephones for all stations 600 Insurance 600 Rent at 4 railroad stations ^' ^^^ Light and heat at 4 railroad stations 2, 400 Power plants: Eight engineers at $780 ^^'r^ One oiler, cleaning and repairing 600 Oil, waste, etc ^'"0" ^ g^g Operating expenses: „ Line general post-office to Cincinnati, Hamilton and Dayton depot 2A, Udi Line general post-office to Pennsylvania Railroad - If, 023 Cincinnati, Hamilton and Dayton depot to Station B oe o^q General post-office to Station D ^°' "'^^ Total - 106,258 Note. — This estimate does not include taxes. 150 PNEUMATIC-TOBE SEBVICE. Estimate of cost of construction, 8-inch pneumatic-tube system, general post-office, to Cincinnati, Hamilton and Dayton depot. Station at Orand Central depot. [Distance, 7,450 feet.] 14,900feetof 8-mch tube, at S1.35 $20,115 14, 900 feet oi 8-inch tube, laid, at 30 cents - - 4, 470 Excavation, 5,794 cubic yards, at |2 11,588 Twelve sets of bends, at $300 per set 3, 600 Forty-eight reducers, at $50 2, 400 Machine work 450 $42, 623 Terminals: Four transmitters, at $800 each 3,200 Two closed receivers, at |800 each 1,600 Two open receivers, at $400 each 800 One hundred carriers, at $18 each 1, 800 7,400 50, 023 Power plant: Four compressors, at $2,500 each 10, 000 Foundations 3, 200 ' Piping, steam and air 6, 000 Air tank and fittings 1, 500 20,700 70, 723 Engineering expense 750 Freight, cartage, etc 2, 250 73,723 10 per cent for contingencies 7, 372 Total 81,095 Estimated operating expenses S-inch pneumatic-tube system, general post-office to Cincin- nati, Hamilton and Dayton depot, station at Grand Central depot. [Distance 7,450 feet.] Eight terminal attendants, at $780 per year $6, 240 Wear and tear account, 100 carriers per month at $3.95, $395 per year 4, 740 Depreciation on pipe line, 5 per cent 2, 131 Depreciation on power plant, 10 per cent 2, 810 Interest on investment, 10 per cent 8, 110 Total 24, 031 Estimate of cost of construction 8-inch pneumatic-tube system, general post-office to Pennsyl- vania Railroad Station. [Distance, 3,350 feet.] 6, 700 feet of 8-inch tube, at $1 . 35 |9 045 6,700 feet of 8-inch tube laid, at 30 cents '.'.'.'.'". 2 010 Eleven sets of bends, at $300 per set \\\ 3' 300 Excavation, 2,233 cubic yards, at $2 l^II!"!!'! 4' 466 Forty -four reducers, at $50 "]] 2' 200 Machine work .'.'".' ' 200 " S21,221 PNEUMATIC-TUBE SERVICE. 151 Terminals: Two transmitters, at $800 each |1^ 600 One closed receiver ' gOO One open receiver 40o Fifty carriers, at $18 900 S3, 700 24, 921 Power plant: Two compressors, at $2,500 5^ OOO Foundations 1^ 600 Piping, steam and air 3' ooO Air tank and fittings ^ 75fl 10,350 35, 271 Engineering expense 500 Freight, cartage, etc 1, 200 36, 971 10 per cent for contingencies 3, 697 Total 40, 668 Estimated operating expenses 8-inch pneumatic-tube system, general post-office to Pennsyl- vania Railroad Station. [Distance, 3,360 feet.] Four terminal attendants, at $780 S3, 120 Wear and tear account, 50 carriers per month at $3.95, $197.50 per year 2, 370 Depreciation on pipe line, 5 per cent 1, 061 Depreciation on power plant, 10 per cent 1,405 Interest on investment, 10 per cent 4, 067 Total 12,023 EstiTTiate of cost of construction 6-inch pneumatic-tube system, Oincinnati, Hamilton and Dayton depot to Station B, stop at Station N. [Distance, 9,850 feet.] 19,700 feet of 6-inch tube, at $1 --- S19, 700 19,700 feet of 6-inch tube laid, at 25 cents 4,925 250 feet brass bends, at $10 2,500 40 reducers, at $25 - 1.000 6,566 cubic yards excavation, atS2 13, 132 Machine work - li 000 $42, 257 Terminals: Four transmitters, at $500 2, 000 Two open receivers, at $300 600 Two closed receivers, at $500 1. 000 One hundred and twenty-five carriers, at $15 1,875 _ .0,4/0 47, 732 Power plant: Four compressors, at $2, 500 ^^' ?,?, Foundations -'tc\c\ Steam and air piping ^' 000 Air tanks and fittings 1,200 ■ — lo, boo 66, 322 152 PNEUMATIC-TUBE SEBVICE. Engineering expense _ $1, 500 Freight, cartage, etc 3, 000 70, 832 10 per cent for contingencies 7,083 Total 77,915 Estimated operating expenses 6-inch pneumatic-tvbe system Cincinnati, Hamilton and Day- ton depot to Station B, atop at Station N. [Distance, 9,850 feet.] Eight terminal attendants, at 1780 $6, 240 Wear and tear account 125 carriers per month, at ?3.10, $387.50 per year 4, 650 Depreciation on pipe line, 5 per cent 2, 113 Depreciation on power plant, 10 per cent 2, 407 Interest on investment, 10 per cent 7, 791 Total 23,201 Estimate of cost of construction 6-inch pneumatic-tube system general post-office to Station D, station at Cincinnati, Lebanon and Northern depot. [Distance, 14,300 feet.] 28,600 feet of 6-inch tube, at $1 $28, 600 28,600 feet of 6-inch tube laid, at 25 cents 7,150 600 feet of brass bends, at $10 6, 000 9,533 cubic yards excavation, at $2 19, 066 80 reducers, at $25 2, 000 Machine work 1_ 300 '■ $64, 116 Termmals: 4 transmitters, at $500 each 2, 000 2 open receivers, at $300 each ' 600 2 closed receivers, at $500 each 1, OOO 200 carriers, at $15 each 3' ooO '- 6,600 70, 716 Power plant: Four compressors, at $2,500 each 10 000 Foundations " 2' 400 Steam and air piping 5' qqo Air tanks and fittings ' j' 200 '■ 18,600 „ . . 89,316 Engmeermg expense 2 250 Freight, cartage, etc ![]"!""]] 4' 500 in tt 4.- • 96,066 10 per cent for contmgencies 9 607 ^'^^^ 105,673 PNEUMATIC-TUBE SEEVIOE. 153 Estimated operating expenses 6-inch pneumatic-tube system general post-office to Station D, station at Cincinnati, Lebanon and Northern depot. [Distance, 14,300 feet.] Eight terminal attendants, at 1780 |g 240 Wear and tear account 100 carriers, at $3.10 per month, $310 per year .'.''.'."." 3'720 Depreciation on pipe line, 5 per cent [\ 3' 206 Depreciation on power plant, 10 per cent , ' " 2 520 Interest on investment, 10 per cent .' lo'567 Total 26,253 The Batchellek Pneumatic Tube Company, Philadelphia, December 6, 1900. Hon. J. M. Hasten, Chairman Pneumatic Tube Investigating Committee, Washington, D. C. Deae Sir: We send you herewith our estimate of the cost of constructing and operating a system of pneumatic tubes proposed by your committee for the city of Gncinnati. Some weeks ago we submitted a similar estimate to the local committee and your committee in Cincinnati. The earlier estimate contained several errors. You will please consider the inclosed as a revised estimate, which we substitute for the former. Respectfully, yours, Batchellek Pneumatic Tube Company, J. E. MiLHOLLAND, President. The Batchellek Pneumatic Tube Company, Philadelphia, Decembers, 1900. Pneumatic Tube Investigating Committee, Cincinnati, Ohio: Gentlemen: Replying to your request for an estimate of the proposed system of pneumatic tubes in the city of Cincinnati, we beg to submit the following. Our esti- mate comprises: First. A double line of 8-inch tube connecting the central post-office with the Grand Central Railroad depot along the following route: From the central post-office the line should traverse the alley parallel to Fifth street to Central avenue. Central avenue to Third street. Third street to the Grand Central depot. Second. A double line of 8-inch tube connecting the Grand Central with the Cin- cinnati, Hamilton and Dayton Railroad depot along the following route: From the Grand Central depot the line should traverse John street to Webb, Webb street to Baymiller, Baymiller to the Cincinnati, Hamilton and Dayton depot. Third. A double line of 8-inch tube connecting the central post-office with the Penn- sylvania Railroad depot along the following route: From the central post-office the Mne should traverse Main street to Fifth, Fifth street to Pike, Pike street to Friend- ship, Friendship street to Pennsylvania Railroad depot. Fourth. A double hue of 6-inch tube connecting the Cincinnati, Hamilton and Dayton Railroad depot with Postal Station N along the following route: From the Cincinnati, Hamilton and Dayton depot the line should traverse Baymiller street to Kenyon street, Kenyon street and an allev to Station N. Fifth. A double line of 6-inch tube connecting Station N with Station B along the following route: From Station N the line should traverse Freeman avenue to Harri- son, Harrison avenue to Station B. . Sixth. A double line of 6-inch tube connecting the central post-office wdth the Cm- cinnati, Lebanon and Northern Railroad depot along the following route: From the central post-office the line should traverse Main street to Sixth, Sixth to Broadway, Broadway and Eighth street to the railroad track, thence along the railroad track to the Cincinnati, Lebanon and Northern depot. Seventh. A double line of 6-inch tube connecting the Cincinnati, Lebanon and Northern depot with Station D along the following route: From the Cincinnati, Leb- anon and Northern depot the line should pass through the freight yards to the exit on Gilbert avenue and follow Gilbert avenue to Station D. 154 PNEUMATIC-TUBE SEBVICE. The length of these lines is given in the following table: Line A, central post-office to Grand Central depot - 0. 810 Line B, Grand Central depot to Cincinnati, Hamilton and Dayton depot 730 Line C, central post-office to Pennsylvania Railroad depot 810 Line D, Cincinnati, Hamilton and Dayton depot to Station N 454 Line E, Station N to Station B 1-421 Line F, central post-office to Cincinnati, Lebanon and Northern depot 720 Line G, Cincinnati, Lebanon and Northern depot to Station D 1. 670 Total 6.615 Total length of 8-inch lines - 2.350 Total length of 6-inch lines 4.265 For the operation of all these lines we propose the erection of a central power sta- tion, to be located at some convenient point along the line of a railroad, at a distance not more than half a mile from one of the postal stations, preferably as near as pos- sible to the center of the system. In this central power station we will erect boilers and engines with directly connected dynamos which will generate electric currents of high voltage. We propose the laying of underground conduits beside the tubes, with cables drawn into the conduits, by means of which, electric power can be dis- tributed to all the postal stations. In each postal station we propose the erection of air compressors or blowers driven by electric motors which will draw their energy from the central power station. In order that the electric cables for the distributioa of power shall not be too large, a high voltage shall be used, with transformers at each postal station to transform from a high to a low voltage a sufficient amount of electric current to operate the motors in the respective stations. The equipment of each station will include, besides the motors and transformers, switch boards and all necessary instruments. Each blower or air compressor will have an electric motor geared to it, which makes it very compact, occupying a small amount of space. Such a system of power distribution reduces the space occupied by the tube apparatus in the postal stations to a minimum. Furthermore, it avoids the use of steam engines and boilers in the post-office. For the line equipment we propose the use of cast-iron tubes, bored smooth and accurate on the interior, and similar in all respects to the tubes now in use in New York and Philadelphia and Boston. The carriers will travel upon bearing rings com- posed of a material selected by us after long experience. We adopt this construction of a bored tube and a sliding carrier from the following considerations : It permits the use of a carrier of great lightness and simplicity of design, easily handled by one man and opened and closed with great facility. It also permits the use of terminal apparatus that is very simple in design, which results in giving the tube an enormous carrying capacity, so that, for example, an 8-inch tul>e may be used for a service that would otherwise require a 10-inch tube. Within the postal stations we propose the use of our latest improved transmitters and receivers. The transmitters will be of an improved type, much more compact and simple in operation than those now in use by the Government. The receivers will be of a new and simplified type which permits of having the end of the tube open so that carriers are free to come out, however frequently they may be dis- patched. There is no mechanism to get out of order and interrupt the passage of the carriers from the tube to the receiving table. We can not lay too much emphasis upon the use of this improved type of receiver. It increases the capacity of the line two to three times by allowing the carriers to be dispatched so much more frequently and the carriers are brought to rest gradually without shock, avoiding the danger of injury to fragile articles. Several of these receivers have been constructed, one of which was on exhibition at the Paris Exposition. There is no element of a pneumatic-tube system upon which success depends to so great an extent as upon the carrier. This will be understood when it is remembered that from 1,000 to 10,000 carriers must be filled, dispatched, and emptied at each station durmg the day. Lightness, simplicity, and faciUtv of opening are essential qualifications. The carriers proposed by us will be similar in design to those used in connection with the present existing lines constructed by this company in Boston, New York, Brooklyn, and Philadelphia, embodying, however, some improvements. It will weigh but 16 pounds, and will open for its full diameter at the rear end. The latter feature greatly facilitates filling and emptying as compared with a carrier opening at the side. We find that the friction of the carrier in traveling through the tube IS inconsiderable. Our preference for this type of carrier would not be altered if the friction were considerable, for at its maximum the friction of the carrier is PNEUMATIC-TUBE SERVICE. 155, small compared with that of the column of air. The bearing rings of the carrier travel 10,000 miles without renewing, and as they fit closely to the walls of the tube they reduce the leakage past the carrier to a minimum. When the system is installed, carriers can be dispatched at the rate of ten per min- ute; therefore the capacity of each section of an 8-inch line will be 6,000 per minute or 360,000 letters per hour in each direction. The capacity for mail of other classes will of course be somewhat less. The average speed of the carrier will be about 44 feet per second; therefore the time of transit of a carrier between the central post- office and the Grand Central Railroad depot will be one minute and thirty-six seconds. Of course it is impossible to give an accurate estimate of the cost of constructing Sttch a system until the rights of way have been obtained and the ground purchased for the erection of a power house. We have estimated, however, as carefully as possible that the complete system above described can be installed for the sum of $522,267.96. This assumes that the ground for the central power station can be purchased for 14,000 and the building erected for $8,000. No allowance has been made for the cost of obtaining rights of way or of changing existing underground construction. . The following tables contain an itemized statement of the cost of constructing this entire system as we have estimated it: Cost of construction. ENGINEERING EXPENSES. One chief engineer $3, 000. 00 One first assistant engineer 1, 800. 00 One second assistant engineer 1, 200. 00 ■ Two inspectors 1,' 440. 00 Chief draftsman 1, 200. 00 Four draftsmen (six months) 1, 440. 00 One instrument 150. 00 Drawing-room supplies 375. 00 Total (one year) 10, 605. 00 OPEICE EXPENSES. Bookkeeper S7S0. 00 Stenographer 624. 00 Office boy 208.00 Office rent 1,300.00 Gfeneral expenses 600. 00 Furniture 500. 00 Total (one year) 4,012.00 CENTEAL POWER STATION. Ground --- ?4,000.00 Buildmg . 8,000.00 Chimney 2,000.00 Engines and dynamos 35, 000. 00 Boilers. 6,500.00 Condensers 3,500.00 Pumps.. ....' 500.00 Foundations 2,000.00 Steam and water piping 3, 250. 00 Switchboards...:.:.. 1,500.00 Wiring, lighting, and transformers 400. 00 TraveEng crane 1,200.00 Plumbing and gas fitting 250. 00 Repair equipment 2, 000. 00 Furniture.. 100.00 Telephone exchange 250. 00 Total 70,450.00 156 PNETJMATIC-TUBE SERVICE. Equipment of postal stations. CENTRAL POST-OFFICE. Two transmitters, 8-inch tube |2,000.00 One transmitter, 6-inch tube 900- 00 Two receivers, 8-inch tube 1> 400. 00 One receiver, 6-inch tube 600. 00 Three compressors, 8-inch tube 7, 500. 00 Two compressors, 6-uich tube 4, 000. 00 Piping. 3,450.00 Five foundations 1,250.00 Erection 825.00 Plumbing - 225.00 Lockers 150.00 Repair of building 300.00 Two tanks, 8-inch 230.00 One tank, 6-inch 85.00 One telephone - 25. 00 Three electric motors, 20 horsepower 2, 045. 43 Two electric motors, 15 horsepower 1, 320. 00 Ten transformers 1, 602. 50 One switch board 307. 07 Three telephone cable heads 24. 00 Total - 28,239.00 StJMMAEY. Central post-office $28,239.00 Grand Central Depot 18, 535. 62 Cincinnati, Hamilton and Dayton Railroad Depot 20, 985. 97 Pennsylvania Railroad Depot 11, 685. 31 Station N 16,079.42 Station B 10,407.59 Cincinnati, Lebanon and Northern Railroad Depot 17, 190. 19 Station D 11, 316. 69 Total 134,439.79 Construction of lines. LINE A (8-inch) — CENTRAL POST-OFFICE TO GRAND CENTRAL DEPOT. 8,110 feet iron tubing, at $1.50 §12, 162. 00 26 brass bends, at $250 6, 500. 00 82 short lengths, at $1 82. 00 13 dutchmen, at $75 , 975. 00 17 drips, at $32 544. 00 4,250 feet trench, at $1.40 ,5, 950. 00 Entering tubes in post-oflSce ■ 1, 000. 00 612 square yards paving (asphalt), at -52. 25 1,377.00 528 square yards paving (granite), at $1.80 950.40 1,000 square yards paving (brick), at §1^80 1, 800. 00 278 square yards paving (cobble), at 50 cents 139.00 4,250 feet power cables, at 67 cents 2, 847. 50 4,250 feet telephone cables, at 15.1 cents 641. 75 4,250 feet conduits, at 39 cents 1, 657. 50 12 manholes ' 600. 00 Total 37,226.15 SUMMARY. Line A, central post-office to Grand Central depot §.37, 226. 15 Line B, Grand Central depot to Cincinnati, Hamilton and Davton depot. . 31, 108. 35 Line C, central post-office to Pennsylvania Railroad depot. .'. 33, 864. 10 Line D, Cincinnati, Hamilton and Dayton to Station N 16 760. 15 Line E, Station N to Station B '_ 41' 669. 50 Line F, central post-office to Cincinnati, Lebanon and Northern Depot. '. 25, 881. 30 Line F, Cincinnati, Lebanon and Northern depot to Station B 49, 488. 10 Total 235 997.65 Installation of electrical equipment i qoO. 00 PNETJMATIC-TUBE SERVICE. 157 CONDUITS AND CABLES. From power house to nearest station, including excavating, filling, and paving trench (2,640 feet) §4^ 956. 45 CAHEIERS. 156 8-inch carriers, at |20 $3^ 120. 00 132 6-inch carriers, at $15 1^' ggo. OO Total 5,100.00 Freight on apparatus to Cincinnati 8^ 228 16 Cost of construction. FINAL SUMMARY. Central power station $70, 450. 00 Equipment of postal stations 134, 439. 79 Construction of lines 235, 997. 65 Installation of electrical equipment 1,000.00 Conduits from power house to nearest station 4, 956. 45 Engineering expenses 10, 605. 00 Office expenses 4, 012. 00 288 carriers 5, 100. 00 Freight on apparatus to Cincinnati 8, 228. 16 10 per cent to the Batcheller Pneumatic Tube Co 47, 478. 91 Total 522, 267. 96 Cost of operation. The cost of operation, based on twenty hours a day and three hundred and ten days in the year, has been estimated as follows: Superintendence $3, 420. 00 Office expenses 2, 236. 00 Office labor 1,612.00 Stations, labor 21, 600. 00 Power-station labor 3, 060. 00 Coal 5,029.00 Water 456.00 Supplies 2,050.00 Ashes removed 160. 00 Bepair-shop labor 2, 836. 50 Auxiliary power 173. 00 Carrier repairs - !> 827. 50 Machinery supplies ^75. 00 Repair supplies 2, 250. 00 Taxes... 1,200.00 Insurance 1> ^^^- ^^ Total 49,335.00 The above estimate for the central power station includes the items of coal and water, the hauling of ashes, and the salaries of two enginemen, and two firemen, which is a minimum complement of attendants. All of the stations combined require twenty-four operators and twelve compressor men. The administrative expenses include the salaries of the general superintendent, bookkeeper, stenographer, and the cost of stationery, postage, and office supplies, oflace rent, and charge for telephone services. . , , , • We have estimated taxes and insurance upon the central power station, but this does not include the taxes upon tubes and machinery, which may be taxed as per- sonal property. We have included no tax upon the item of franchise. The expense of the repair shop includes the salaries of a master mechanic, one machinist, one electrician, and one helper, together with the cost of bearing rings for carriers and machine parts to replace those broken or worn out. The item of supplies covers oil and waste, a considerable quantity of which will tie 158 PNEUMATIO-TUBE SERVICE. Basing the rental to the Government upon the net operating expenses and 10 per ■cent of the cost of construction, the annual rental will be: •Operation $49,335.00 10 per cent of construction 52, 226. 80 Total 101,561.80 This sum ($101,561.80) will be our annual charge for the service, predicated upon the above estimate. We desire to emphasize the fact that the above estimate of the cost of operation, which constitutes nearly 50 per cent of the rental just named, is based upon the ^assumption that we are to operate the system independent of the post-office, furnish- ing all supplies and labor; no assistance whatever to be rendered by post-office ■employees in the handling of the carriers. It should be pointed out that the labor performed at the stations will in no case be sufficient to occupy the entire time of the man to be stationed there by us. If this man were a post-office employee he could be engaged upon post-office work during the interval when he would other- wise be idle. We will also say that in many cases, when the exact circumstances are known, it may be possible to dispense with the compressor men. Under the most favorable circumstances therefore the item $21,600, for station labor, might be materially reduced by governmental operation. Respectfully submitted. J. E. MiLHOLLAND, President, Batcheller Pneumatic Tube Company. per B. C. B. Washington, December 8, 1900. Hon. W. S. Shallbneebgee, Second Assistant Postmaster-General, Washington, D. C. Sir: The general committee on pneumatic-tube service have received from the American Pneumatic Service Company of Boston and the Batcheller Pneumatic Tube ■Company of Philadelphia amended or modified propositions of the proposed tube service in Cincinnati, previously considered and reported upon by the joint commit- tee from Cincinnati under date of November 21, 1900. The proposition of the first-named company provides for the necessary power, omitted in their first estimates. It calls for an annual rental of 1137,949 for the 8-inch. . -and 6-inch system, and $125,269 for the 10-inch tubes. We have not attempted to revise the estimates, as they are not sufficiently defined to make this practicable. The proposition of the Batcheller Pneumatic Tube Company proposes an annual rental of $101,561.80, being $9,169.40 less than their first estimates. This rental is the sum of the operating expenses, $49,335, and 10 per cent of the cost of construc- tion, i.e., $52,226.80. It is our opinion that the rental asked by the Batcheller Company may be reduced from $101,561.80 per annum to, approximately, $80,230 per annum. This reduction may be secured as follows: Erecting power station in the Government post-office building, where there is ample space in the basement, S22,1.56, representing, at 10 percent per annum, rental to the amount of $2, 215 Utilizing time of post-office clerks in the receipt and dispatch of tube carriers, cutting down company's estimates from 36 men to 13, at $600 each per annum 13, 800 Reducing from 10 to 5 per cent the allowance to compjmy for the payments advanced in engineering and office expenses, freights, and Batcheller pat- ents and royalties, total $70,323, at 5 per cent 3 515 Total 21,331 The sum of $21,331 deducted from $101,561.80 per annum, leaves $80,230.80 annual rental required for the 6.61 miles of 8 and 6 inch tube service connecting three depots :and three- branch offices. We recommend the consideration of the amended proposition submitted herewith from the Batcheller Pneumatic Tube Company, and consider it as generally reason- PNETJMATIC-TUBE SERVICE. 159 able. The modifications suggested depend not upon the company's initiative, but rather upon the Department accepting our view and acting in conjunction with the Treasury Department to make them practical of accomplishment. Very respectfully, J. M. Masten, Chairman, E. W. Alexander, General Committee. CHICAGO. General Post-Office, Bureau of Correspondence, Executive Division, Chicago, III., Xovemher 17, 1900. Hon. Charles Emory Smith, Postmaster- General, Washhigton, D. C. Sir: Departmental Orders, No. 989, August 13, 1900, specifically directs the postmaster of Chicago and the superintendent of the sixth division, Railway Mail Service, with headquarters at Chicago, to — 1. Proceed at once to a careful Ideal investigation as to the necessity for a pneumatic- tube service for the transmission of mails. * * * 2. Having special reference to the volume of mail passing between the points where the installation for the service may be recommended. 3. The size of the tube deemed necessary for present and prospective demands of the postal service. 4. The space that may be available at terminal points and intermediate stations for the installation of the plant. 5. The most economical and practicable system both as regards installation and maintenance. 6. And all other facts pertinent to the general investigation contemplated by Congress. • Your order further states: It is not assumed that the local committee, constituted as above, will necessarily report favorably upon the installation of any system of pneumatic tubes, but they , will, on the contrary, prepare their report with reference to the needs of the service and the best interests of the Government, giving due consideration to the question as to whether the carriage of mail by pneumatic tube or other similar device should be recommended between any given points. These investigations may include the possible use of single lines of small tubes as feeders to the trunk lines, and the ques- tion as to whether additional postage could be collected on first-class matter trans- mitted through the tubes. In addition to the foregoing the honorable Second Assistant Post- master-General, in a letter dated August 22, responding to an inquiry from the chairman of the committee, asking for instructions on cer- tain points, directs: 7. The first question to be considered would seem to be the need of improved methods of transporta-tion for mail between given points. 8. Second, the volume of mail matter passing between said pomts, first-class mail especially. 9. Third, the advantages to be derived to the postal service from the underground carriage of such mail in reducing the time of trips, affording greater security, and avoiding delays by reason of congested surface travel, etc. 10. When you have reached the conclusion that, for the reasons named, you would feel justified in urging the Department to secure authority from Congress for addi- tional outlay to provide an underground system by pneumatic tube or other similar device, then it would seem proper for you to ask the attention of companies operat- ing or proposing to operate pneumatic-tube svstems to confer with you as to the points to be connected, volume of mail to be handled, schedules to be adopted, and expect such companies to indicate the most economical routes to be taken, the ^treets through which they would pass, the character of the plant they would install, the amount of space at terminal points and stations they would require, etc. 160 PNEUMATIC-TUBE SEBVICE. The local committee held its first session and organized Septemher 17, 1900. The question propounded by the honorable Second Assist- ant Postmaster-General was considered : 7. The first question to be considered would seem to be the need of improved methods of transportation for mail between given points. The committee agreed that there is an imperative need for quicker methods of transmitting mail for local delivery and dispatch. The present service was then canvassed and it was found that mails are now transmitted by — (a) Steam railroads, railway post-offices, and express trains. (b) Street-car railway post-offices. (c) Wagon service to depots, street-car railway post-offices, and sta- tions. (d) Foot messengers between steam roads and stations. It was further shown that before 1894 the local service was performed entirely by steam roads and wagons. On July 1, 1894, during the great strike, street-car messengers were employed to carry first-class mail to stations, and the street cars were used as the means of transportation. A distinct improvement in the dispatch of first-class mail was effected by the messenger service, which was conducted with good results until the introduction of the street-car railway post-offices in 1895, when it was practically superseded. PRESENT STEEET-OAB SERVICE. The street-car railway service was transferred to the local postal authorities July 1, 1900. In the present year an entirely new line has been introduced on Wentworth avenue; the North Clark Street Line has been extended from Lakeview to Evanston, and the Milwaukee Avenue Line to Logan Square Station. The street-car railway postal service now consists of a cable line on the West Side 5.29 miles in length, extending to Garfield Park, and supplying five carrier stations; an electric line m the northwest division 5.66 miles in length, extending to Logan square, and supplying four stations; an electric line on the North Side 12. 61 miles in length, extend- ing to Evanston, supplying five stations and the Evanston post-office; on the South Side a cable line 7.15 miles in length, extending from the general post-office to Hyde Park, and supplying three stations, and an electric line on Wentworth avenue and Clark sti-eet 8.38 miles in length, extending from the general post-office to Stock Yards and Engle- wood statioas, and supplying five stations. The street-car service undoubtedly has been an immense improvement on all preceding services. It provides for an hourly dispatch of mail to all the stations on the lines and, in conjunction with the steam roads, permits a complete and frequent interchange of mails between all stations and the general post-office during the day. Latterlj-, the value of the street-car railway ser^•ice has been further increased by the fact that the cars are now largely used to convey the collections of the carriers to the general post-office and its stations. EFFECTIVENESS OF THE LOCAL SERVICE. Despite these improvements the speed at which local mails are inter- changed, compared with the speed with which mails are carried by the railroad post-offices, leaves a great deal to be desired. PNEUMATIC-TUBE SERVICE. 1(51 The effectiveness of the delivery and collection service depends on the effectiveness of the intermediate or transmitting service, whether by street-car railway post-offices, wagons, or messengers. The intermediate or transmitting service is not eminently effective, and local and incoming mail can not be connected and delivered as promptly as the public requires. The growth of the public messenger systems and the rapid development of the local telegraphic business are tangible evidences that the postal service locally is not completely meeting the wants of the public in respect to the rapid handling of certain classes of mail. The special-delivery service, which is intended to fill these wants, is only partially effective, first — (e) Because the fee is not sufficient to insure immediate delivery anywhere and at any time; and second — (/) Because no provision is made for the special collection and dispatch of mail requiring immediate delivery. In the dispatch and delivery of ordinary mail intended for local delivery the present service falls short of the best facilities. One pertinent example will suffice to show the necessity for quicker and better means of transmitting mail. DEFECTS OF PRESENT SERVICE. Many of the principal railway post-offices which make up letter mail directly to carriers in the downtown stations arrive in the Chi- cago depots either just before the first or just before the second morning trip of the letter carriers. Under the present system of getting mail to the downtown stations by wagons (whose movements, on account of congested streets, swung •bridges, etc., are necessarily slow), the made-up letter mail does not connect closely with the trips of the car- riers, and a large proportion of it loses either the first or second morn- ing delivery and is delaj^ed in the neighborhood of an hour and a half. On September 26 the made-up letter mail on the incoming railway post-offices intended for delivery through the Central Station, Chi- cago post-office, was weighed, and the report shows that 1,276 pounds were received between the hours of 6. 55 and 8 a. m. These repre- sented about 63,800 pieces of first-class mail, which, in the main, could have been delivered one and one-half hours earlier than tliey were had there been some speedy, direct, and effective way of trans- mitting mail from the depots to the station of delivery. Later it will be shown how this condition delays the delivery of mail in every sta- tion in the city, the delays being "greater in proportion to the distau".e of the delivery stations from the railway depots. ^. CHARACTER OF IMPROVED SERVICE. The members of the committee, having satisfied themselves of "the need of improved methods- of transportation," the question indicated as No. 1 in the instructions of the honorable Postmaster-General was taken up for consideration: Proceed at once to a careful local investigation as to the necessity for a pneumatic- tube service for the transmission of mails. P T S— 01 11 162 PWEUMATIC-TUBE SEBVICE. Question No. 1, in connection with the further instructions contained in the same order — It is not assumed that the local committee, constituted as above, will necessarily report favorably upon the installation of any system of pneumatic tubes, but they will, on the contrary, prepare their report with reference to the needs of the service and the best interests of the Government, giving due consideration to the questioti as to whether the carriage of mail by pneumatic tube or other similar device should be recommended between any given points — was understood to mean that the committee should examine all methods or systems for the speedy transmission or transportation of mails that might be presented, and accordingly this was done. It was found early in the inquiry that while a system of underground conveyance of mails in pouches by electric cars or carriers is apparently possible, yet the prospect of a system being actually established and operated seemed more or less remote. The pneumatic-tube system is in actual operation in the postal serv- ice in certain cities of the United States, and is immediately available, which gives this system a practical advantage over all others. The advantage, however, of an underground system which will convey all classes of mail in bulk between depots and stations ought not to be lost sight of, and our investigation makes it plainly evident that within measuraiale time some such system may become available in Chicago. The local committee at the outset of the investigation invited all those who had plans for rapid vinderground transportation of mail to attend the meeting and explain the merits of their systems. The details of these meetings are given here because they are of importance to a proper understanding of the subject. SECOND MEETING OF COMMITTEE. At a second meeting of the committee, held September 17, there were present, in addition to the members, B. C. Batcheller and W. R. Kerr, of the Batcheller Pneumatic Tube Company ; Edmond A. Fordyce, of the American Pneumatic Tube Service Company, and N. Sampson, of the Sampson Combined Curb and Conduit Company; Assistant Post- master Hubbard, and Superintendents Daniel P. Cahill (appointed secretary to the local committee) and George E. McGrew. , Mr. Batcheller was asked to speak before the committee on the ques- tion of transporting mails through pneumatic tubes, and the following is what he said: In the first place, the mail, as I understand it, is divided into three classes — mail- station service; that is to say, the transportation of mails between the branch post- offices and the general post-office and other points of the city. The transportation of mail between railway stations — mail that is not opened or intended for the city. The transportation of mails between the railway stations and the general post- office — mail intended for the city and mail which has to be opened, distributed, and dispatched out of the city. The last two classifications probably include the greater portion of the mail; that is to say, there is much more mail bi'ought into and sent out from the general post- office from railway depots than from local stations. Now, the question before us is the application of the pneumatic-tube service to the transportation of mail. Of course, we as a company do not claim for our system that it will do everything. There are places where the wagon service is probably more rapid, or as rapid, but there are cases where the pneumatic , tube will facilitate mat- ters. The most important application of the tube, in my estiruation, is for station service; that is to say, between the general post-office and the various branch offices. The reasons for this are several. In the first place, the mail can be kept moving PNETJMATIC-TUBE SERVICE. 163 more constantly. At the railway stations it arrives in large bulk as the trains come in; but between the local stations, in addition to the mails arriving from outside the city, which are considerable, there is a large amount of mail to be interchanged. Now, this can be kept from accumulating by the more frequent dispatches which the tubes can give as compared with dispatches by trolley cars or wagons. In the second place, the pneumatic tube in this connection will facilitate the deliv- ery of letters bearing special-delivery stamps. The special-delivery system has been in use for some ten or twelve years, but the number of letters carried is still com- paratively small. There is no reason why the post-ofBce should not do the business now done by district messenger boys. By the use of tubes the special-delivery letters can be sent to different parts of the city quicker than the telegraph service can send messages. The development of the special-delivery business through pneumatic- tube service is particularly important, as it will greatly increase the revenue of the post-office. I have no doubt that the increased revenue from the sale of special- delivery stamps would eventually pay for the installation and rental of a local pneumatic-tube system. I understand the Government geta 2 cents and the boy 8 cents for each letter, but by the use of the tube the business would so increase that the boy could be given 5 cents and the Government 5 cents, and both the Govern- ment and the boy could make more than they do now. This would be one source of increased revenue from the pneumatic-tube system, and another would come from the general increase in business. Stations in New York and Philadelphia, I under- stand, have realized a considerable increase in business by the introduction of the tube system. While I have no figures at hand to show this increase, I am told that the revenue of the postal station m the Bourse at Philadelphia has greatly increased since the installation of the tube system. In regard to the application of the tubes to the service in this city in connection with the stations, my opinion is that a 6 or 8 inch tube would be large enough to serve all the stations. These would answer for all the first-class mail, and I think it would handle newspapers and all other mail not too large for the tubes. It would not be advisable, in my opinion, to put in a tube larger than 8 inches in diameter for the purpose of carrying large pieces of mail, as the cost would be too great to warrant the outlay. Asked concerning the relative cost of the 6 and 8 inch tubes, Mr. Batcheller replied that it was about as 6 to 8. Concerning the relative advantages of the 6 and 8 inch tubes, he said the advantages of the 6-inch tube lie in the fact that light packages can be carried much quicker; also in the cost of construction and oper- ation. . On the other hand, the 8-inch tube has three times the capacity of the 6-inch tube, and the carriers can be dispatched nearly as quickly as in the 6-inch tube. It would not take more men to handle the same amount of mail for the 8-inch than for the 6-inch tube. Mr. Hubbard then interrogated Mr. Batcheller, inquiring: How long is the longest line operated by your company? Mr. Batcheller. From the New York post-office to Station H, Fourty-fourth street, about 4 rhiles. This is an 8-inch tube. , , Mr. HuBBAED. Has any test ever been made for, say an hour, of the number of carriers which can be sent over that line? . Mr. Batcheller. That is a peculiar line and there are several stations on it; to operate the line necessitates a slight headway between the carriers of 15 to 18 sec- onds, especially where there are several stations on the line, which limits the speed. Four carriers per minute can be dispatched over that 4-mile line. Since that line was put in we have made great improvements in our system. We have now devised different terminal apparatus for the system whereby we can dispatch carriers much more rapidly than by that line. We can reduce the headway frorn 15 to 8 seconds or 6 seconds, and instead of dispatching 4 carriers per minute can dispatch 10. Mr Hubbard. AVhat is the number of pieces which can be put into a carrier? Mr. Batcheller. Six hundred ordinary letters, but in ordinary use they are never filled For twenty-four hours the average would probably be considerably less. I think the average would be in the vicinity of 500 letters for each carrier, at the rate of 10 carriers per minute if the office is busy. The New York line operated under a headway of 15 to 18 seconds is used to about 23 per cent of its capacity. It could do four times as much work as it is doing if the mail was there to be sent Mr. Hubbard. What is the amount of floor space required to operate the tube at the terminal? 164 PNEUMATIC-TUBE SERVICE. Mr. Batchellbe. We have a variety of designs of terminal apparatus— some small and some large. The design I have in mind for the 8-inch tube could, be set into a space about 15 by 15 feet— 225 square feet. Usually two or three terminals in one room are so arranged that they fit into each other or overlap, so that four could probably be got into the space of 500 square feet. The apparatus could be changed to fit the circumstances. Mr. HuBBAHD. How many men are necessary in New York at the terminals? Mr. Batchellbe. At the busiest times 2 men are employed toreceive and dispatch the carriers, their business being to close and dispatch and receive and open the car- riers. These men are furnished by the company. Mr. Hubbard. Are trained or special men necessary for the operation of the tubes? Mr. Batchellek. No; I think not. It was found advisable by the company to have specially trained men because of the fact that when it was first introduced, being of an experimental nature, the company desired full control of its operation, Mr. HuBBAED. Do you think it would be any obstacle at all to the Government owning the various lines on account of having experts to operate them? Mr. Batchblleh. No, sir; I do not. It would probably only require occasional inspection and ordinary care. Mr. Kerb. Did not the Government at first operate the lines and then later turn them over to the company? Mr. Batchellek. I understand the Brooklyn line was started this way, but some question arose and it was turned ever to the company. Mr. Gordon. How long is the Brooklyn line? Mr. Batchellek. One and three-quarters miles. Mr. Hubbard. You favor the operation of the pneumatic tube as between the post-office and its stations rather more than you would between the post-office and railway stations? Mr. Batchellek. I think the greatest benefit would be derived by the application of the system to the post-office and its stations, but there would be benefit in the use of same between the general post-office and railway stations. Mr. Hubbard. Have you ever taken into account what the dimensions of the tube must be to take in the Government pouches as locked out in the post-office? Mr. Batchellek. The pouches vary a great deal in size. If you desire a tube to accommodate the large (18-inch) pouches, it would probably require a tube 25 inches in diameter. I do not think it would be practicable to use one less than 24 inches. It is possible to construct such a tube, but it would be very expensive. A great dis- advantage would be that a tube of that size could not be terminated in the workroom. It would have to be in the basement, and would need a great deal of room. It would probably have to have tracks or mechanical contrivances of some kind. The mail would have to be received in the basement, taken up to the proper floor, etc., as is now the case in the use of wagons. The advantage of the tube over the wagons is not alone in the speed, but in the fact that the mail can be delivered to and taken from the tables in the workroom, thus avoiding the handling to and from wagons. The time saved by having the terminus in the workroom is as great as that saved by speed in transmission. Mr. Hubbard. Suppose, for sake of argument, we conclude that the pneumatic-tube system as it has been instituted, and its efficiency developed by improvements made since that time — suppose we admit that for service between stations the pneumatic tube would just fill the bill, would it not be practicable to think of a system that might be better than the wagon service to the railway station? Mr. Batchbllee. Well, this is a matter I have not considered. Mr. Batcheller mentioned the systems of London and Paris, where tubes of 2J and 3 inches are used; said in London nothing but tele- grams are handled, while in Paris telegrams and a special form of letter are transmitted. Mr. Hubbaed. Mr. Batcheller, what is the largest tube in use? Mr. Batchellbe. The 8-inch tube is the largest used up to the present time for the dispatch of mail. Mr. GoEDON. What would be the comparative cost of the 3-inch system in Chicago and the 6 and 8 inch tubes? Mr. Batchellbe. I am not prepared to answer that question. Mr. Gordon. What arrangements have you with the Government for the use of the tubes in Boston, Philadelphia, and New York? Mr. Batchellbe. The Batcheller Company has no contracts with the Government. Local companies are formed in the different States to handle such business. Mr. Gordon. Have you made any figures as to the approximate cost of the system as represented by your sketch? PNEUMATIC-TUBE SERVICE. 165 Mr. Batchellee. No. I would very much prefer to have your committee make up and approve a plan and submit it to ua, when we will be glad to make up a spe- cial estimate and present figures. It takes a good deal of time and is also expensive to get up such estimates, and I would rather have you settle on a plan before doing anything in this direction. It would be necessary for us to know the length of the service expected from the tubes. For instance, if twenty hours, we would have to make two shifts of ten hours each; or if sixteen or twenty-four hours we would have to make eight-hour shifts. Asked as to the speed of the carriers, Mr. Batcheller stated that it- was 44 feet per second, 30 miles an hour, and this speed was gained instantaneously upon the carriers being placed in the tube and con- tinued until delivered at the terminus. Mr. Cahill asked: What actual advantages would arise from the use of the tubes in dispatching mail to stations when it is understood that at most of the stations the deliveries range from two to four a day, and when it is clear that all mail can be connected with these stations by wagons or street cars up to within an hour of the delivery. Mr. Batcheller replied that the advantage would come from the later connections that could be given and from the fact that mail could be dispatched continuously' instead of being held for a particular wagon or street-car dispatch. Mr. Montgomery said: A great advantage would come from the ability to deliver special letters at any time, and even in the case of ordinary letters the public would utilize the tube service instead of the present private messenger service. He also thought that while the tubes would be a good thing for the interchange of mails between local postal stations, they would not be greatly advantageous in connection with the sending of mails to the railway' depots. Mr. Kei-r, of the Batcheller Pneumatic Tube Company, said: The practical operation of the system is very different from the theoretical. I studied the system in New York for a long time. I had access to the clerks, super- intendent of mails, superintendent of the Railway Mail Service, and everybody in the oflace. I think the whole matter may be embodied in an illustration which I desire to make with reference to the use of pneumatic tubes as against wagons or street cars: For example, in New York, previous to the installation of tubes, if you mailed a letter to Brooklyn at 10, II, or 12 o'clock you could never get an answer before next day. Now you can mail a letter at Station H uptown with a special-delivery stamp and get an answer in an hour. We have sent a letter by messenger boy, by tube, and a telegram all at the same time, and in each case the tube has beaten the tele- gram and the boy. From a commercial side of the system, the total number of special-delivery letters handled by New York was about 300,000 per year. The Department receives 10 cents postage and pays out 8 cents for the delivery, that leaves the office 2 cents on each letter, or |6,000 a year for special-delivery letters. Now, the telegraph business around Manhattan alone and the messenger service can be, 95 per cent of it, done by the tube system. ,. „ Mr. Gordon. Have you ever looked into the figures on this subject.'' Mr. Keee. I am looking into them now. Mr. Kerr then spoke of the messenger and telegraph service between down town and the stock yards, and said it could nearly all be done by the tube service, and cited the charges for messages and tele- grams as against those for special-delivery letters. Mr. GoEDON. Mr. Batcheller, have you ever contemplated putting the tube system under a river. Mr' GoBD^Would it be economy to hire a pneumatic-tube system from a pneu- matic tube company, or for the Government to ^^^y the right.^ Mr. Batcheller. I think it would be economy for the Government to buy the right. 166 PNEUMATIC-TUBE SERVICE. j Mr. Kerr said: I differ with Mr. Batcheller's views on this subject, on the ground that I have ! never known of a municipal plant which did not cost all of 25 per cent more to operate it than it could be run for by private persons. Our company is prepared to make prices for the use of the system by the Government. To^ install tubes in the cities contemplated by the Government would mean an expenditure to the Govern- ment of somewhere between $25,000,000 and 150,000,000. We made a proposition to Congress at the last session to fully equip 27 of the principal cities of this country : and carry the Government mails for $2,525,000 per annum. We will install a plant j in any city you may name over any route and for rental will charge you 10 per cent on the actual cost of construction with the addition of the operating expenses, the : Government to appoint an engineer, and the rental to be based on his estimate of | the cost. I Mr. Gordon asked if it would not be feasible for the Government ! to obtain a franchise and sublet to the company. _ Mr. Kerr said it i would not, as the company would be unable to float its bonds. SECOND MEETING OF COMMITTEE. Friday, September 21, the committee held its second meeting. In addition to the members of the committee there were present, Super- \ intendent McGrath, Superintendent Marr, Superintendent Cahill, W. E. Kerr, of Batcheller Pneumatic Tube Company ; Max Frank, of the Chicago Electrical Institute; Edmond A. Fordyce, of the Ameri- can Pneumatic Tube Service Company ; C. C. Liuthicum, of Offield, Towle & Linthicum; and N. Sampson, of the Sampson Combined Curb and Conduit Company. Mr. Edmond A. Fordyce, local agent of the American Pneumatic • Tube Service, in response to a request from the postmaster, made the following statement: In 1897 we experimented with a pneumatic-tube system at Cragin, 111. The line was half a mile in length, and a 10-inch tube was used. The tube was constructed of ordinary water pipe. The carrier was 27 or 28 inches long, 9 inches in diameter, and mounted on wheels, five at each end, so arranged as to allow a rotary motion of the carrier. We were able to dispatch carriers at intervals of five seconds, the shortest interval used. It was found that dispatches from ten to twelve seconds apart could be more easily made and with better results. The dispatches were automatic and there was no shock in delivery, the arrangement of the valves being such as to allow the carriers to roll out smoothly on the receiving table. Experiments on this line were conducted for ten months for nearly ten hours each day. We found the life of a carrier to be from 8,700 to 8,800 miles "before a cent for repairs was necessary; the trouble being then only a broken cotter pin, the replacement of which rendered the carrier good for 2,000 miles more. The wheels on the carrier in question were entirely sound. Postmaster Gordon asked: Were the tubes underground or above? Mr. FoHDYCE. We found the streets had no sewers, and in order to avoid delay the pipes were laid on the ground. However, we put in offsets and curves of all sorts to demonstrate the practicability of the system. Postmaster Gobdon. What system have you in Boston? Mr. FoHDYCE. Wheel system. Postmaster Gordon. Is your system in operation anywhere? Mr. Fordyce. In Boston we have a line about 2 miles long and we are now build- ing a coniplete line for commercial purposes. The line in Boston is the same one that was in Cragin. A great many improvements have been made in the system since I have been connected with it. Captain West. Has the system ever been tested for the transmission of mails? Mr. FoRDYC'E. No; but at Cragin we used papers, envelopes, etc., and would make them up in packages averaging 50 to 60 pounds for each carrier. The cubic contents of a carrier are about 1,700 inches. PNEUMATIC -TUBE SERVICE. 167 Mr. Cahill. What was the weight of the carrier? Mr. FoRDYCE. Fifty pounds, and 100 to 120 when loaded. Mr. Cahill. Have you ever had any accidents? Mr. FoHDYCE. But one, and that was when we started. Mr. Hubbard. Is not a great deal of pressure required for these carriers? Mr. FoRDYCE. No. The wheels tend to reduce a great deal of the pressure required. I have always tried to do away with a slide carrier. I have had ten years' experi- ence and think that wheel carriers are better than sliding carriers. Asked if the wheels reduced the capacity of the tube he said that they did not to any great extent. He further explained that by using wheel carriers ordinary water pipes can be utilized, which reduces the expense of the system. Postmaster Gordon. Are you using the wheel carrier in the 8-inch tube? Mr. FoRDYCE. No; we have never put in an 8-inch tube. Postmaster Gordon. Your idea is to use the wheels in the 8-inch tube? Mr. FoBDYCE. Yes. Postmaster Gordon. Would not the wheels add to the weight of the carrier? Mr. Fordyce. Some. Postmaster Gordon. How much? Mr. Fordyce. Fifteen to 20 pounds in attaching wheels to a 10-inch or 8-inch sliding carrier. As to how large a tube can be made, I would say there is a limit. I thought when we made the 10-inch tube that we were getting considerable weight, but found we could handle the carriers very easily, and we could probably handle a 12-inch tube just as easily. I would not say what the limit might be. Mr. Hubbard. Has there ever been a practical demonstration of the use of large tubes. Mr. Fordyce. Yes. Some years ago a man named Johnson made the experiment with spherical carriers in a large tube, but it was a failure. In London there was one about 4 feet square which was also a failure. Mr. Cahill. Would it make any difference in cost to the Department for rental whether the wheel or the sliding system were used? Mr. Fordyce. I can not answer that. Captain ]\fcGRATH. What space would your terminals take up in a station? Mr. Fordyce. That would depend upon conditions. At Cragin the platform we had was about 14 feet square. Mr. Cahill. Would the use of the wheels instead of the slide make much differ- ence in a long line? Would the wheel system work as well as the slide system? Mr. Fordyce. It would work better, as it takes less power. Mr. Cahill. Within what distance is the wheel system practicable? Mr. Fordyce. I do not know. Mr. Cahill. We have some stations 20 miles away. Could you connect them. Mr. Fordyce. I do not know. Postmaster Gordon. What capacity have your 10-inch tubes? Mr. Fordyce. A capacity of 300 carriers an hour, which would carry 18,000 pounds, or 9 tons of matter. Postmaster Gordon. What is your idea of a system for Chicago, underground or overhead? Mr. Fordyce. I should say underground. Mr. Cahill. That would probably be necessary for the safety of the -mails. Asked concerning the use of water pipes, Mr. Fordyce said that the rough -coated pipe will last much longer than if the rough coat were cut off. Captain West. I don't see how you get your joints tight enough. Mr. Fordyce. We can get them as tight as the joints m gas pipe. Captain West. Does not the air escape? . Mr Fordyce. Oh, no. The joints are as tight as gas or water pipes, and they are rigidly examined. . , ,„ Mr. Cahill. What is the probability of accident!" .,, ^ , . ... Mr Fordyce. Not much; but, of course, all pipes will break once m a while. Mr Cahill How long would it take to repair a break? -, , ^. j Mr' Fordyce Not long. We have instruments for locating any obstruction, and then a man gets down and repairs it. We made some experiments along this hue at "Mr™CAHiLL. How long did it take to discover a break and repair it? 168 PNEUMATIC-TUBE SERVICE. :\Ir. FoHDYCE. Of course, the line was short, and we knew pretty well where the break was to occur. To repair this took, as nearly as I can remember, five hours. Mr. Cahill. That would be a pretty serious delay. Does the operation of the system require skilled workers? Mr. FoBDYCE. No. At Cragin we had a common laborer at 11.25 a day. Postmaster Goedox. What is the difference between your system and the Batch- eller system? Mr. FoEDYCE. There are several differences, the wheel bearing bemg the mam one. Postmaster Gobdon. Have you ever given any study to the question of connecting business houses by pneumatic tubes with the post-office? Mr. FoEDYCE. My only experience in this direction was several years a^o with Montgomery Ward & Co. I then made a complete set of plans for connecting the building with the post-office, but nothing came of it. Postmaster Gobdon. Supposing we had a pneumatic-tube service in Chicago, could a system of connections be put in by which the business houses could send their mail directly to the post-office, and the post-office in turn dehver mail directly to business houses? Mr. FoKDYCE. I see no reason why not if you had not too many switches. In the Hotel Waldorf I put in a 3-inch-tube system which has 11 stations on one line. Postmaster Gobdon. Can you carry your tubes to the fourth or fifth floor of a building? Mr. FoEDYCE. I do not know how that would be with an 8-inch or 10-inch carrier. Postmaster Gobdox. This is important, as in the new post-office the mailing divi- sion will be on the second floor, 30 or 40 feet from the ground. Mr. FoEDYCE. In such an event we should have to use curves. Captain McGbath. How many receiving stations could you place on a main tube 3 miles long? Mr. FoEDYCE. I should say the receiving stations on a large tube should be a mile apart. LETTERS FROM B08TED0 COMPANY AND MAX FRANK. The committee received letters from the Bostedo Package and Cash Carrier Company, offering to construct a pneumatic-tube 'line at its own risk and expense, and a letter from Max Frank, of the Chicago Electrical Institute, in which he claims to have an electric-pneumatic system superior to anything known at present. Following are copies of letters from L. G. Bostedo, manager Bostedo Package and Cash Carrier Company: Mr. C. U. GoEDON, Postmaster, City. Deae Sib: I wish to ascertain whether the Post-Office Department would make a provisional contract or arrangement with us for the rental of a system of under- ground pneumatic tubes for carrying the mail between any two points that you may designate. We are confident that we have by far the best system for large underground tubes. We have applied for a large number of patents, some of which are already granted, and we wish to demonstrate the superiority of our system. We are willing to build at our own risk and expense a ILue of tubes, say, for example, from the post-office to the Illinois Central depot, or between any other two points where the service would be of great utility. We will absolutely guarantee this line to do the work it is repre- sented to do, in a manner that is perfectly satisfactory to the Post-Office Department. What we wish to ask you is whether we can get from the Government a provisional contract under which we will receive an annual rental for the service, in case we go ahead at our own risk and put in the line. We assume that the Government does not wish to be at the mere}' of only one company. AVe have a system far superior to the one that is in use at Philadelphia, and being put in in ^'e^\' York, and stand ready to demonstrate it. AVe only wish to ascertain whether we can be assured a revenue from this line when it is perfectly satisfactory that will w arrant the large expenditure. AVe would suggest a line 12 inches in diameter, but can put in a line any size you may designate. Yours, truly, Bostedo Package and Cash Caebiee Company, L. G. Bostedo, lii:n-etary. PNEUMATIC-TUBE SERVICE. 169 ,«■ n TT r^ r, . ^-. Chicago, October S9, 1900. Mr. C. U. Gordon, Postmaster, City. Dear Sir: In order to get our proposition more distinctly before you we make the following comparison: It is reported that the Government is paying about |150 000 per annum for the 6-inch tubes in New York running to the post-office, to the produce exchange, and to be run to the Grand Central depot. While we of course can not say definitely what we can do without knowing the exact requirements of the post-office in Chicago, we can say that it is quite probable that for $150,000 per annum we could lease to the government a system connecting all of the six railway depots and stations with the post-office, with tubes large enough to carry the largest mail bags (assuming that the tunnels are available for getting under the river). The velocity would be as great if not greater than that attained by the 8-inch tube system, the deliveries would be completely automatic, and the dispatching of carriers would be controlled by operating a hand lever, with greater ease than the movements of a trolley street car are controlled by a hand lever. It happens that the distance from the present post-office to the Illinois Central depot is exactly the same as the distance from the new post-office to the same depot. Therefore if a system should be installed from the depot to the present post-office, the cost of removal of the north end of the line to the new post-office would not be great. It may as well be admitted that the art of constructing under-ground pneumatic tubes is in its infancy, and we therefore urge the need of a trial line to be used at the pres- ent post-office before the more complete system for the new post-office is built. We submit that such a trial Une would give much needed experience, both to the Post- Office Department and to the builder of the line, and would result in a more perfect system for the new post-office than could otherwise be had. Yours, truly, BosTEDo Package and Cash Carrier Company, L. G. BosTEDO, Manager. Following is a translation of a German letter from Mr. Max Frank, of the Chicago Electrical Institute: Chicago, September 24, 1900. Postmaster Gordon, Chicago: The epoch-making discovery of this century in postal matters is an electric pneu- matic tube, the Frank system. In promise and in technical construction this system is adapted for surpassing every other, and its cheapness in construction, its velocity and safety make it desirable. Every existing street canal, elevated train, tunnel, sewer, and drainage pipe which is only 6 inches wide can be utilized. Fifty horse- power is enough to propel it. With a velocity of two minutes per mile 100 to 200 letters can be sent out from the central station and they can be sent to a height of twenty stories. Example: Head post-office. North Clark street. West Fifty-second street. South Halsted street, Seventy-fifth street. South State street. Twelfth street — head post-office. In one trip all of these stations can be served and also stations may be passed for which no letters have been dispatched. For these stations a tube is necessary, if constructed according to my system, by which the central stations, 40 additional stations,' and 80 substations would need to be supjjlied with only 6, 2, and 1 person as operators. By means of my electrical mechanical construction 20,000 letters can be dispatched per hour. As I have not yet patented my invention I am obliged to keep it secret, but I am willing to give diagrams and necessary details upon assurance of a guaranty. Only by the aid of electricity can a pneumatic tube be quickly and safely operated, and up to this time no system has been invented which is eventually practical. The price of construction of my system is one-third that of others, and in safety of dispatch ft throws others in the shade. UNDEEGROUND ELECTRIC-CAR CONNECTION. The possibilit}- of securing underground electric-car connection between the depots having been suggested to the committee in con- nection with the tunnel now being' constructed by the Illinois Tele- phone and Telegraph Company, the postmaster and the secretary of the committee spent an evening in inspecting the tunnel. They entered the shaft near Madison street and Fifth avenue and, descending 35 feet, examined the tunnel, which runs from the alley south of Madison 170 PNEUMATIO-TDBE SEEVICE. street to La Salle street and north and south on La SaUe street between Madison and Monroe streets. The tunnel is shaped like a horseshoe, being 8 feet at the highest point and 6 feet at the widest point. Mr. A. G. Wheeler, president of the company, was asked on this occasion to attend a meeting of the committee ancj furnish whatever information he could as to the probability of the tunnel being avail- able for the transportation of mails. On the evening of October 33 Mr. Wheeler attended a meeting of the committee, and was accompanied by Mr. G. W. Jackson, engi- neer of the company-. There were present, besides the chairman of the committee, Superintendent Cahill, Mr. George L. Lavery, and Mr. W. R. Kerr, of the Batcheller Pneumatic Tube Company. The following information was elicited: The PosTJiASTER. In the first place, Mr. Wheeler, I understand the name of your company to be Mr. Wheeler. The Illinois Telephone and Telegraph Company, incorporated under the laws of Illinois, and possessing franchises from the city council for the construction of tunnels under the principal streets in the business center of the city. You have seen a portion of the tunnel? The Postmaster. Yes; Mr. Cahill and I have been in the tunnel. Mr. Cahill. Does the ordinance permit anything besides telephones and tele- . graphs? Mr. Wheeler. Yes; mails and newspapers, besides telephone and telegraph business. ; Mr. Cahill. That clears up the matter. Will it admit pneumatic tubes? Mr. Wheeler. The ordinance says by electricity or otherwise. The Postmaster. About how much of the tunnel is constructed? Mr. Wheeler. Six shafts. We calculate to finish this district in four months — the tunnels and the laterals. We still have 11 miles of tunnel in the business district and branches under the main river and the north branch. Mr. Cahill. What are the prospects of completing the 11 miles? Mr. Wheeler. About the 1st of July the work will be done. Mr. Cahill. The 11 miles? Mr. Wheeler. Yes, sir. The Postmaster. What will you cover in the business district, and how far south? Mr. AVhbeler. South to Twelfth street, west to Halsted street, and north to Chicago avenue. Mr. Cahill. In other words, it will practically connect all the stations and railroad depots in the down-town district. Mr. AVheeler. Yes, sir. The Postmaster. What is the size of the tunnel? Mr. Wheeler. Eight feet high, 6 feet wide, horseshoe shape. The Postmaster. And is about the center of the principal streets? Mr. Wheeler. Is in the center, running north and south and east and west. The Postmaster. You contemplate going under what streets in order to cross the river? Mr. AVheeler. I would not care to say; but we will also go under the south branch and the main river. The Postmaster. How many feet is the tunnel below the surface? Mr. Wheeler. Thirty-five feet under the streets and about 60 feet below the river. Mr. Cahill. That is a pretty steep grade, is it not? Mr. Wheeler. No; we begin at Market street and come out at Clinton street. Mr. Cahill. Have you any plan in mind for handling the mail in bulk— that is, in pouches? Mr. Wheeler. We have avoided mentioning much about this, as we have thought best to first get our tunnel ready for business and then come in and bid for work. We thought we would handle the mail as now handled— in pouches. We expect to be ready for business about June or July, 1901. Mr. Cahill. Will any portion of the tunnel be available before July 1? Mr. Wheeler. For messenger service about the 1st of May, I think. The Postmaster. Could you bid on this service? Mr. Wheeler. We have taken a long time— as we thipk four months a long time— and have said July; but you understand, of course, that there is a lot of work in the tunnel after the tunnel itself is finished. -PNEUMATIC-TTJBE SERVICE. l7l The Postmaster. How would you connect with depots? Mr. Wheeler. What do you mean? The Postmaster. How would you get the mail up from the tunnels? Mr. Wheeler. It would come up through the laterals; that is the method of dis- tribution from the tunnel. If we had tubes it would come up in the tubes; if we had cars it would come up in elevators. We have detailed plans, but are not in a position to submit them now. Mr. Cahill. Might you not make good time in the car and then lose it in getting the car up and down? Mr. Wheeler. We are now running cars in our tunnels and handling 400 or 500 in 8 hours. We handle all our dirt between 8 at night and 5 in the morning, which is all handled in these cars. I would like to say, Mr. Gordon, that a talk at this time is not what would be desired, as it is not our time to do the talking. We are preparing to come in as bidder. We are not looking for a subsidy but to do the work. We expect to meet any requirements or not get the work. We will do it in schedule time, anyway. The Postmaster. Now, Mr. Wheeler, you have had more or less experience m mat- ters of this kind, what is your opinion of the size of pneumatic tube really practicable or available for transporting mail? Mr. Wheeler. I do not think that is a fair question to ask me, as it is largely a matter of opinion. JMy own opinion is that a 36-inch tube is practicable and feasible and can be operated successfully. But there may be better methods of doing this work than by tubes. The Postmaster. I suppose the largest tube now in operation is the 8-inch, or is there one larger? Mr. Wheeler. The 12-inch is the largest in this country. I think there are larger on the other side, but I would not state for a positive fact. There is here in opera- tion a 30-inch tube on private work about If miles long, in Burlington, N. J. The Postmaster. AVhat kind of pipe is that? Mr. Wheeler. Cast-iron pipe. The Postmaster. What is the size of the tube? Mr. Wheeler. I should say 30 inches in diameter. The Postmaster. You say it is about ] J miles long? Mr. Wheeler. I understand it is between a mile and a half and three-quarters. Mr. Kerr. This 30-inch tube you speak of has been in for several years, has it not? Mr. Wheeler. Over four years. Mr. Kerr. It is not a practical line? Mr. Wheeler. No. Mr. Kerr. Merely experimental? Mr. Wheeler. Yes. The Postmaster. Mr. Wheeler, have you given any thought to the way in which mails could be handled? Mr. Wheeler. Yes; we have detailed plans, but I would not care to submit them. We have nothing experimental. As a corporation we think it best to complete our tunnels and come in and bid. If we can get the work we will. Mr. Cahill. This system might solve the interdepot question, leaving the matter of interstation exchange an open one. LOCAL COMMITTEE IN THE EAST. The honorable Second Assistant Postmaster-General having advised the local committee of a meeting between the local committee and the departmental committee, to be held in Boston, etc., by permission of the Department, the postmaster being unable to attend in person, Maurice J. McGrath, superintendent of the city delivery division, was sent as the representative of the postmaster of Chicago. His report follows: _ o iQoo October 8, 1900. Hon. Charles U. Gordon, Fostmaster, Chicago, III. Sir- By your direction to act on the committee to investigate the pneumatic-tube system under authority of the honorable Second Assistant Postmaster-General, I beg to report that, in company with Capt. E. L. West, your associate member of the local committee, I left Chicago September 22, at 2 p. m via the Lake Shore and Michigan Southern Railway. We arrived at Boston at 4.30 p. m. September 23. 172 PNECTMATIO-TUBE SEE VICE. On Monday, the 24th of September, the committee met informally in the office of the postmaster of Boston, and, upon stating the object of their mission, the postmas- ter was elected chairman of the meeting, and after some little discussion of the sub- ject of the investigation the committee adjourned to meet at the same place at 2 o'clock in the afternoon. The committee proceeded, in charge of the postmaster, to witness the operation of the pneumatic-tube system in the post-office. After observing the manipulation of the carriers the committee visited the basement, where we saw the machinery and power, and listened to the explanations of the engineer in charge and the postmaster. We were then taken from the post-office to North Union station, the other end of the tube line. This is distant about seven-eighths of a mile. The room in which the tube is located at the depot is about 30 by 40 feet, the poist- office having ten men employed during the twenty-four hours, and the local company keeping one man on duty to look after the machinery. In this roora are located bag racks to accommodate all pouches necessary to be made up for outgoing trains. The mails received through the tube for trains leaving this depot are pouched for dispatch by these clerks. I learned that they dispatched nearly 400 pouches daily from this point, and that a corresponding ninnber is received from trains arriving at the depot, the contents of which is all dispatched to the post-office through the tube by this force of clerks. I was unable to learn whether any actual saving in time was effected by this sys- tem over that of the wagon system, as the mail received through the tube at this station is pouched and locked ten minutes before the departure of trains. These pouches had then to be trucked to the trains, quite a distance from the room in which the tubes terminate. Supplementary mails from the post-office for the outgoing trains, after the regular close, were taken by the clerks to the trains just before leaving time. This system, as I noticed it, was in an experimental stage, and can, no doubt, be greatly improved upon in the way of handling and transmitting the mails in both directions, and I understand that many improvements have been made in that direc- tion since the inauguration of this service. When the system is extended from the Boston post-office to the stations its utility may be greatly enhanced by the railway post-office clerks making up direct packages for stations. These packages may then be transmitted in special carriers to the vari- ous stations without rehandUng. These details, of course, are matters which neces- sarily must be worked out after the installation of the extended system. As agreed upon, the committee met promptly at 2 p. m. in the office of the post- master, and listened to an address made by Mr. Dilloway, president of the American pneumatic-tube system, which company is now constructing a pneumatic tube in the streets of Boston for commercial purposes. I understand that they are competitors of the Batcheller system, and that they are desirous of introducing their system for postal uses in cities. Upon the invitation of Mr. Dilloway to visit Lowell, Mass. , where their factory is located, the committee voted to make an excursion to that point the following day. I would say in this connection that Mr. Batcheller, of the Batcheller system, was present at both meetings of the committee and participated in the discussion. Both Mr. Dilloway and Mr. Batcheller endeavored to convince the members of the com- mittee that their respective systems were the best. The committee visited Lowell the next day and were met at the depot by Dilloway and other officials of his company. We were taken to the factory, where we were shown through and were given an opportunity of seeing their expei imental system in operation. The tube in the American system is 10 inches in diameter, is' con- structed of common water pipe, and the carriers, unlike those of the Batcheller sys- tem, have five wheels at either end and weigh nearly 50 pounds each. The openings of these receptacles are on the sides, while in the 8-inch system the carriers open at the ends. -A practical exhibition of the workings of the system was given, sending quite a nuniber of carriers through a tube. The table upon which the dispatching and receiving tubes rest is made of iron; opposite the receiving tube is a large bumper or buffer, made of metal, against which the carriers strike with considerable force upon leaving the tube; indeed, with so much force as to be seemingly dangerous to those handling the carriers. In the operation of the other system, using the 8-inch tube, the velocity of the car- riers 18 greatly reduced at the receiving point, and their arrival is without shock. From careful observation of the two tubes— 8-inch and 10-inch— I am convinced of the fact that the 8-inch tube is not only easier in operation, but that its diameter is ample for postal purposes. There is little difference in the capacity of the carriers; the variance of 2 inches in their inside diameter is not sufficient to be considered of any material advantage. The point is made for the 10-inch tube that it is cheaper PNEUMATIC-TUBE SERVICE. ' 17S of construction, by reason of its being made of common water pipe, jointed in the usual manner, while the tubes in the 8-inch line are required to be reamed out smoothly at much greater expense. In the 8-inch tube the carriers fit the tube snugly, and there is naturally more or less friction, while in the 10-inch line the car- rier is fitted with wheels at the ends, which, it is claimed, reduce the friction to the minimum. So far as I can learn, there has been no serious difficulty or stoppage in the operation of the 8-inch tube, and its advantages seem manifest over the larger tube by reason of the great difference in the weight of the carriers, those of the 8-inch tube weighing 13 pounds each while those of the 10-inch line weigh nearly 50 pounds each. It is unnecessary to dwell upon the relative ease of handling. The committee returned from Lowell to Boston in time to take the 3 p. m. train for New York on Tuesday, reaching the latter point at 9 p. m., with the understand- ing that the committee would meet in the office of the postmaster of New York at 10 a. m. Wednesday, and the postmaster was so notified. Meeting promptly at the hour and place named, the committee proceeded at once into an investigation of the tube system in the New York post-office in charge of the assistant postmaster, Mr. Morgan. After witnessing the operation of the tube service, and being shown the machinery and power in the basement, we were taken in charge by Mr. Masten, superintendent of mails in the Brooklyn office, to Brooklyn,^ where we had another illustration of the tube service. It was explained that under the old system it required one and one-half hours for the transmission of mails between the Brooklyn office and the Grand Central depot in New York, while by the tube system but 55 minutes is necessary, a saving of 35 minutes between the two points. I expected to be supplied with data showing what per cent of the whole mail sent from Brooklyn to the Grand Central depot is sent through the tube. This informa- tion has not reached me. We were told at Brooklyn that in an experiment recently made they had reduced the time in transmission of mail between the post-office and trains leaving the Grand Central depot in New York to 11 minutes, but that this rate of speed could not be maintained at the present time in the handling and dispatch of mail between the points named. They expect to reduce the time of the present schedule greatly in the near future. ' The committee returned from Brooklyn to New York, visiting Station H, the ter- minal of the New York line, and also visiting the intermediate stations along the line. We witnessed the operation of the service at each of these points, and from all the data that could be gathered from employees, as well as by comparison of schedules, we were convinced of much saving in time in the transmission of mails along this line over the former system. The length of the lines operated in New York demonstrates very clearly the utility of the system. I might add that at the Brooklyn office they are now using papier-mach^ carriers, which fit into the metal carriers, and which are now used to transmit mail from railway pos1>office lines entering the Grand Central depot in New York. In these papier- mach6 carriers the railway post-office clerks make up mails for the stations of the Brooklyn office, which are sent unbroken to the main office in Brooklyn from Station H in New York, saving considerable time by this means. From the operation of this supnlement to the tube system I am satisfied tjiat the idea can be carried out to a greater extent, resulting in the saving of much time through the elimination of rehandling the mail at various points along the line. Returning to the New York post-office in the afternoon, the committee agreed to meet in Philadelphia at the office of the postmaster at 2 p. m. the following day. _ The committee met at the hour and place named, there being present some of the officials of the local pnemnatic-tube company. After some little discussion by the postmaster and the officials of the company, the committee was taken through the post-office, where we witnessed the operation of the 8-inch and 6-inch tubes. The latter line has been in operation since 1893, the tube extending from the post-office to the Bourse Building, a distance of .52 mile. After witnessing the operation of the serv- ice in the post-office we were taken to the Pennsylvania Central depot, the other end of the 8-inch tube line. In this room they have 15 employees handhng the mail. The space in which the service is performed is inadequate, and the work can not, m my opinion, be done advantageously. We were informed that about 96 per cent of all the mail received and dispatched between the post-office and the Pennsylvania depot is transmitted through the tube, the residue being conveyed by wagon. 1 was not convmced from what I saw that any time was saved in the Jiandhng of mails received or dispatched from this point; while, on the other hand the officmls of the Philadelphia post-office claimed to have figures showing a considerable saving. In fairness to the service, however, I would say that we did not have the time either at that point or at the other cities which we visited to study out the actual time required by the tube and the former systems, to determine by such investigation the actual time saved. 174 PNEUMATIC-TUBE SERVICE. We were taken to the Bourse Building, the other end of the 6-inch tube hne, and saw the service in operation at that poiut. We practically spent the afternoon in this investigation. The committee decided to proceed to Washington, D. C, the next day. We reached Washington Friday evening. On Saturday, September 29, I called upon the honorable Second Assistant Postmaster-General and made a brief verbal report of my observations of the pneumatic-tube system at the various cities. He appar- ently was interested in what I had to say and expressed a wish that a copy of my : report to you be forwarded to him. I was present at a meeting of the general committee, which took place Saturday in the office of the honorable Second Assistant Postmaster-General, when the itinerary of the general committee was discussed, and it was understood that this committee would visit Chicago between the 15th and 18th of October. In the foregoing I have outlined the itinerary of my service with the committee, and h'ave instituted no comparisons between the tube system and the former systems (wagon or street car) which would definitely exhibit their relative values in expe- diting the dispatch or delivery of the mails. This dearth of figures anddata, it must be explained, is entirely due to the brief stay in the different cities visited and the limited opportunities afforded for collating such tangible evidence. The general committee, which will soon convene in this city, are expected to make an exhaust- ■ ive statement of these figures, to which due reference may be made. This is a progressive age. Take the efforts exerted to secure the fastest trains for the transmission of mail between the large, cities. To adopt a method which insures the rapid transmission of mail between the post-office and the railway depots, and between the post-office and the stations is surely in line with the other steps to , accelerate the mails. In Chicago we have a field of our own for this system. Six passenger depots widely separated and each one distant one-half mile or more from the post-office, and the many large stations, from 1 to 6 miles from the main office, serving the immensely valuable and important business interests, present an irresistible argu- . men t' for the installation of a pneumatic-tube system which would demonstrate more positively than in any other city in this country the actual value of rapid interurban transmission of the mails. It is not within the scope of my report to set forth the lines which, in my opinion, would be practicable in Chicago. But when I contemplate the possibilities of the pneumatic-tube system in this great city, I see before me the greatest postal-delivery apparatus in this country or, for that matter, in any other country. The introduction of pneumatic tubes would naturally be followed bjr a very large increase in the local postal revenues, due to the public using the mails in preference to the local telegraph and American district telegraph systems. Reasoning along the same lines, the increase in receipts on account of the augmented special-delivery fees would be large. In dispatching mail to stations or to depots by tube, a time must be set, as at present, for every close; this close of dispatch may be thirty minutes or one hour before the leaving time of the train or of the carriers. Is it not quite possible that the pubUc, par- ticularly the business public, woufd be more than willing to pay a special fee, say of 5 cents, for the assurance of immediate dispatch? Let it be understood that this does not comprehend the payment of additional postage, but merely that a special fee for immediate dispatch be imposed for this privilege. We now have a special-delivery fee for the privilege of immediate delivery of the letter or other article of mail matter upon its arrival at its destination. It does not insure the acceleration of the letter other than to obtain its delivery immediately upon arrival at the post-oflSce or station serving the place of address. While in the process of transmission, and following its deposit in the mails, it is subject to the same treatment as ordinary mail matter. The time set for the clttse must of necessity be adhered to. It is not practicable to continue the dispatch of mail intermittently up to the last moment before the depar- ture of the train or of carriers. Upon the arrival of the mail at the station of dispatch or of carriers' delivery, it is made up and sent to the train, or is taken from the case by carriers. Matter deposited in the post-ofiice or station along the line of the pneumatic tube, with the "immediate dispatch" fee prepaid, could be sent through the tube up to the very last moment before departure. On its receipt, clerks could hurry it to the train or to the carriers. While this proposition is radically without the scope of the service as it exists at present, it is, in my opinion, quite feasible when considered in connection with pneumatic tubes. _ In the presentation of this idea, I am forced to speak only in generalities, and can give no specific instance of its value. Only upon the establishment of the pneumatic- tube system could its worth be proven. PNEUMATIO-TUBE SERVICE. 175 That the public would appreciate the innovation is beyond doubt. The ever- growing popularity of the special-delivery system is sufficient to warrant me in entertaining this belief. In closing, permit me to express my sincere appreciation of the honor conferred upon me by your selection to act in your stead on the committee and to hope that my observations may not be in vain. For the information of the local committee, Capt. E. L. West, superintendent, sixth division, Railway Mail Service, prepared a report of the quantity of mails dispatched from depots to the general post-office, Chicago, 111. , and the number of through pouches exchanged between the railroad stations. Following is a copy of Superintend- ent West's report: ' Chicago, III., October 29, 1900. Chakles U. Gordon, Chairman Committee on Pneumatic Tube Service, Chicago, 111. Sib: Referring to the report of the committee on pneumatic-tube service for the city of Chicago which is to be made for the consideration of the departmental com- mittee, which will meet here for that purpose about November 1, I have to state that on October 4 I had the pouches containing letter mail counted and weighed for twenty-four hours, which are exchanged between the general post-office and the various depots throughout the city and between the various railroad depots. For the information of the committee I would report the result as follows: POUCHES DISPATCHED FROM DEPOTS TO GENERAL POST-OFFICE. From the— • Union depot Dearborn depot Northwestern depot niinois Central depot Lake Shore depot Grand Central depot Total . POUCHES EXCHANGED BETWEEN RAILROAD DEPOTS, From Union depot to — Lake Shore depot Dearborn depot ■-■■ Illinois Central depot Northwestern depot Grand Central depot From Lake Shore depot to — Union depot Dearborn depot - ' Illinois Central depot Northwestern depot Grand Central depot From Dearborn depot to— Union depot Lake Shore depot Illinois Central depot Northwestern depot Grand Central depot From Dllnpie Central depot to — Union depot ' ■ Lake Shore depot Northwestern depot Dearborn depot Grand Central depot From Northwestern depot to — Union depot Lake Shore depot Illinois Central depot Dearborn depot Grand Central depot From Grand Central depot to— Union depot Lake Shore depot Illinois Central depot Northwestern depot Dearborn depot ' Total Weight. Founds. 5,224 2,607 4,352 3,203 3,275 444 19, 005 101 76 85 73 12 123 16 40 20 2 80 20 44 41 1,207 Founds. 3,195 1,186 1,602 1,658 305 4,494 236 1,600 889 44 1,442 232 481 615 25 1,828 407 1,686 589 44 1,440 1,209 814 631 197 88 122 83 92 26, 973 176 PNEUMATIC-TUBE SEKVICE. | During the visit of the committee in various Eastern cities to inspect the pneumatic- I tube ser^dce and obtain information concerning the workings and the practical bene- fits to be derived from the use of the tubes, I made a careful investigation of this service, particularly so far as it involved the transmission of mails from general post- offices to depots, and must say that I was not particularly impressed with its utility, so far as this branch of the service was concerned. It seems to me that the question of transmitting the mails by pneumatic tubes from the general post-offlces to the various depots resolves itself down to this: How much benefit can be derived by expediting the first-class mails during the rush hours of the day, and if we figure on a thirty-minute close being bettered and the mails being expedited during that time to any appreciable extent, it is all that we can expect. For instance, take the present location in our general post-office and the Illi- nois Central depot. » In my opinion, this is the only one where the distance is so great that the service by pneumatic tube would be commensurate with the increased cost involved, and even in that case, we could not decrease the messenger service by one wagon. We must figure, not only for the present needs of the service, but for the future, and when the general post-office is located in the new building the principal depots will be but a short distance from that office and the great bulk of the mails can be dis- patched quicker and to better advantage by messenger's wagons than they could if dispatched through the tube. Of course, I do not mean that certain letters, partieu-,, larly special deliveries, and important mails for which business firms, corporations, and banks would be willing to pay something additional for the quicker service that they would get, would not receive some benefits from the new service, but the great bulk of the business mails can be handled from the post-office to the depots in my opinion as well and as quickly by messenger's wagons as they could if dispatched by tube and pouched from the depots to the trains after the matter has been received there. ; So far as the service from the general post-office to the stations of the Chicago i' office is concerned, that is another matter, and I am inclined to think that pneumatic :■ tubes would be of appreciable benefit to the postal service and to the public at large. If it is decided to recommend that tube service be established, say from the general post-office as far north as Lakeview by way of the Northwestern depot, and to the west by way of the Union depot, and Station U to Stations C and D, and south by way of the Illinois Central depot to the Stock Yards, I believe that good results can be obtained and that the mails in general for these districts can be handled quicker and to better advantage, and I would not object to the tubes being connected with the three depots mentioned. However, as I said before, 1 do-not think that any appreciable benefits' can be derived by the tube service from the general post-office to the various depots. I am of the opinion that if the officials of the post-offices where this service is in operation were consulted, they would tell you that the greatest benefit was obtained by the tube service from the general post-ofllce to stations excepting, possibly, one line in New York, which runs from the general post-office to Station H, and from Brooklyn to Station H, the latter being the great distributing point for mails for dispatch by the New York Central Railroad. I simply offer these suggestions so that they can- be considered by you and the entire matter discussed by us when we meet to take up and consider our report, which must be made to the general committee, as I understand it, by the first of next month. At that meeting we can consider these matters and make what changes and alterations are deemed proper in the report and eliminate any suggestions which do not meet with. the approval of both of us. JOINT MEETING OF LOCAL AND DEPARTMENTAL COMMITTEES. On October 9 the committee appointed by the Department, consist- ing of J. M. Hasten, chairman; E. W. Alexander, and John A. Mont- gomery, arrived in Chicago, and on the evening of the same day held a conference with the local committee in the office of the postmaster. There were present, in addition to the members of the committees, Assistant Postmaster John M. Hubbard; Supt. Daniel P. Cahill, secre- tary; Assistant Supt. L. T. Steward; L. J. Barr, topographer; Edmond A. Fordyce, of the American Pneumatic Tube Service Company, and Mr. Stuart, representing the Batcheller Pneumatic Tube Company. PNEUMATIC-TUBE SEEVICE. 177 Chairman Gordon, of the local committee, reviewed the work already done by the local committee, and then invited attention to a report made by him as postmaster to the Department, February 26, 1898, in reference to pneumatic tubes, and to a second report on the same sub- ject, made March 3, 1900. The second report contained a plan for pneumatic-tube service on the south side of the city. After discussing the subject fully and after a general exchange of views it was agreed, considering all phases of the question, that the system immediately available for the rapid transmission of local mails was the pneumatic- tube system in some form or other. It was likewise the consensus of opinion that such a system ought to be established and installed in connection with the Chicago post-office, some of its principal stations, and certain railway depots, where postal stations are now situated or hereafter are to be established. As to the territorj' in which the tubes should be laid, the joint com- mittees at this time were not in a position to definitely determine. Chairman Masten stated that the departmental committee was going west and would return about November 1. Chairman Gordon then announced that the local committee in the meantime would further consider the matter and later advise what stations and depots, in the opinion of the local committee, should be initially connected by pneu- matic tubes. SECOND AND THIRD MEETINGS OF THE TWO COMMITTEES — PLANS DISCUSSED. The two committees met in joint session for the second time Novem- ber 1 and 2. Several propositions to connect railway depots and postal stations were submitted by the local committee and the question thoroughly examined from all sides. The questions marked 2, 3, and 4 in the Postmaster-General's instructions and 8 and 9 in the instruc- tions of the honorable Second Assistant Postmaster-General were specifically gone into. Following are the questions: 2. Having special reference to the volume of mail passing between the points where the installation of the service may be recommended. 3. The size of the tube deemed necessary for present and prospective demands of the postal service. 4. The space that may be available at terminal points and mtermediate stations for the installation of the plant. ^ i -i 8. Second, the volume of mail matter passing between said points, hrst-class mail especially. . , i, j j 9. Third, the advantages to be derived to the postal service from the underground carriage of such mail in reducing the time of trips, affording greater security, and avoidmg the delays by reason of congested surface travel, etc. In the interim between the first and second visits of the depart- mental committee, data and maps were prepared showmg the local service in its principal phases. Due attention was also paid to the topography of the city, centers of population, and the physical ditii- culties of transportation. . , , . ;. u ■ u The large map forwarded to the Department with this report, wbich may be termed Exhibit A, shows the city of Chicago and its postal stations. p T s— 01 12 178 PNEUMATIC-TUBE SEBVICE. DISTANCES. The shape of the city, as it appears on the map, shows the difficulty of establishing any one general system of transportation. The city has an area of li/O square miles. The business center is IQi miles from the southern boundary, H from the northern, and 71 miles from the western. A line drawn from Howard avenue, which is the northern boundary of Rogers Park station, to One hundred and thirty -eighth street, on the south, which is the southern boundary of Riverdale Sta- tion, shows a length of 26 miles. A line drawn from Norwood Park Station, which is in the extreme northwest of the city,_ to Hegewisch Station, which is in the extreme southeast, gives a distance of 28f miles. A line drawn from the northwestern boundary of Winnemac Station to the southern boundarj^ of Clarkdale Station gives a distance of 18 miles. A line drawn from the northern boundary of Norwood Park Station to the southern boundarj^ of Austin Station, on the west, gives a distance of 9 miles, while a line drawn from the northern boundary of Dunning Station to the southern boundary of Montclare Station gives a distance of 3 miles, which is the shortest north and south line in the city. At its widest point, in the neighborhood of Eighty -third street, on the south, the city is lOA- miles wide. Farther south, near One hundred and eleventh street, it is 8^ miles wide. At Twelfth street, near the center, it is 6 miles wide, while at Brj-n Mawr avenue, on the north, it is 6f miles. DIMENSIONS, POPULATION, AND BUSINESS. The city is trisected by the river, which enters Chicago slightly north of the business center and, proceeding for about a mile, divides into two branches, one meandering to the northwest, where it ends in a rivulet in Winnemac Station district, and the other meandering to the southwest, where it joins the Drainage Canal and the Illinois and Michigan Canal. The banks of the river and its branches are thickly studded with factories, warehouses, lumlxn- yards, and elevators, all of which transact a large business and all of which have to be considered in providing mail facilities. The following statistics, taken from the Chicago Times-Herald of November 12, show the magnitude of the industries situated along the riA'er and its branches: Number of manufactories on Chicago River 9, 321 Annual value of products |94, 125, 000 Average values of products per annum per factory $10, 107 Number of employees 186, 275 Average number of employees to each concern 21 Area lumber and elevator sites, acres 965 Railroad trackage on river banks, miles 965 Lumber received on river, 1900, feet 378, 546, 000 Vessels entered port, 1900 5, 761 Vessels entered port, September only 1, 028 Annual value, river commerce, estimated $550, 000, 000 The divisions of the city, formed by the river and its branches, are respectively known as the South Side, the West Side, and the North Side. The business center of the city, where the- principal mails are received, delivered, and dispatched, is in the extreme northeast cor- ner of the South Side. The recent Government census shows Chicago to have a population of 1,698,575. Approxmiately, 764,342 people live on the AVest Side in PNEUMATIC-TUBE SERVICE. l79 16 -wards, covering an area of 60.73 square miles, which is served by 17 postal stations. The principal railroad depot in the city is the Union depot, situated on the west bank of the river, in the West Side, and mails from this depot haAC to be carried acrcss the city a distance of 1.282 miles, over a bridge and through the congested business streets to the temporar}'^ post-office, A\hich is situated on the shore of Lake Michigan at the extreme east side of the city. The population of the South Side is, approximately, 641,861. Its area is 107.85 square miles. It has 12 wards and is served by 24 postal stations. It includes, as already noted, the business center, where the major portion of the mail originates, is delivered, and is dispatched. It also contains the following railroad depots: Dearborn, Illinois Central, Grand Central, and Rock Island and Lake Shore depots. The population of the North Side is 292,373. It has 7 wards and is served by 6 postal stations, and has an area of 21.6-5 square miles. It contains the Northwestern Railway depot (second in postal impor- tance to the Union depot) situated on the north bank of the main river at Wells and Kinzie streets. Similar conditions applj' here in respect to the difiicult}'^ and delay in the transportation of mail to the post- office as applj^ in the case of the Union depot. I inclose, marked " Exhibit B," a section of the citj' map, which shows the railroad depot district and the principal business and postal cen- ters. State and Madison streets is the center of the business district; a radius of 1 mile from this point takes in practically everything of great business importance from Halsted street to Lake Michigan, and from Twelfth street to Chicago avenue. The map shows the railroad depots marked in black, and the postal stations, both present and proposed, marked in red. EXPEDIENCY OF VARIOUS PLANS. The question first considered by the local committee was: "Is it advisable to begin by recommending a rapid system of transportation in any one side of the city to the temporary exclusion of the others? " The South Side, having the largest area, most of the railway depots, and the principal business center, it was thought might be given rapid transportation first. As, however, this would not facilitate the inter- change of mails between the three sides of the city, this plan was partly abandoned, and it was decided that it would be best, while^ treat- ing the South Side more extensively than the other two sides, to recommend that rapid transportation facilities be applied to the three sides of the city, so that the whole local service might be the gamer. Some of the suggestions considered by the committee proposed the establishment of pneumatic-tube service connecting the general post- office with the principal railroad depots. Stations U, C, and D on the west: Lincoln Park on the north, and F on the northwest; Pilsen on the southwest, and Stock Yards on the south. Another of the sug- gestions A\as the plan discussed in the report of the postmaster dated March 3, 1900, which suggested a pneumatic-tube service between tbe general post-office, Illinois Central Railway depot Twenty-second Street station, station at Thirty -first street and Indiana avenue, Sta- tion M, Hyde Park station, proposed station at Woodlawn, Lngiewood station' and the Stock Yards station. The plan which finally met with favor was a modification and com- bination of all the plans suggested. It provides tor the establishment 180 PNEUMATIC-TTJBE SERVICE. of pneumatic-tube service on the South Side as far as Forty-second and Halsted streets, on the North Side as far as Northwestern depot, and on the West Side as far as Union depot. MAIL HANDLED AT THE DEPOTS. Data on this page have a bearing on this question, asthej- show the number of pouches received at the principal depots in one da}-, intended for the Central station. These figures are taken from the report of Captain West. In Octo- ber 1, 1899, this office weighed the mails for thirty-five days. The figures then taken show the amount of mail of all classes dispatched by railroad. I have taken these figures and have divided them by thirty day« (excluding Sundays), and this gives the amount of mail dispatches in one day in October, 1899, so that we have the result as the complement of Captain West's figures, and it gives an approximate idea of the quantity of first-class mail dispatched to the several down- town depots by the Central and other stations. Following is the table (weights proportioned to depots) : Incoming. Outgoing. Union depot Dearborn depot Northwestern depot , . Illinois Central depot. Bock Island depot Grand Central depot. . Total Founds. 5,224 2,607 4,352 3,203 3,275 444 19,005 13,654 6,852 11,374 8,371 8,660 1,160 49, en STATION DATA. Statistics were taken at 15 of the principal stations to determine the relative value of the stations in respect to connecting them by pneu- matic tubes. The following table shows the statistics for the 15 sta- tions mentioned. The stations hereinafter recommended as stations to be given pneumatic-tube service are indicated by stars. Mail statistics of the principal stations for one day. Stations. Distance from general post- office. Number of pieces received for de- livers'. Number of pieces dispatched — dis- tribution, local, and direct. First Other First class. Other classes. Number of pieces could be dis- patched by pneu- matic tubes. First Other classes. Number of spe- cials received for— Deliv- Dis- ery. patch. V* Board of Trade*. Monadnock South water* C D. F Lincoln Park Pilsen Twenty -second street* Stock Yards* Armour * Englewood M Central* 1.05 .72 .64 .63 1.78 2.91 1.95 2.06 3.13 2.16 5.69 4.41 7.88 4.52 255, 182 27,833 6,681 39,342 6,167 628 17,547 19,339 15,836 27, 762 53, 610 16, 896 22,463 20,044 16, 778 27,443 362, 036 4,021 12,488 6,929 12, 102 12, 267 4,097 26,015 7,219 9,306 13,348 43, 968 42,519 212, 600 20,889 12, 629 9,626 10, 178 5,744 3,592 3,604 3,104 14, 263 2,702 5,817 9, 565 (a) 86,846 81, 667 41,772 l.S, 354 11,405 4,732 1,163 1,118 7,433 946 21, 016 1,703 1,333 2,341 (a) 42,619 333,333 41, 777 26,268 28,877 20,356 18,333 50,000 7,500 13, 333 20, 833 10,000 9,167 19,000 (a) 86,846 100, OOO 83,544 36, 707 13, 072 6,898 3,333 8,940 8,333 1,833 25,000 5,000 1,667 11,667 (a) 123 21 13 57 10 28 25 39 30 56 (a) 1 10 (a) a The depot tables cover these items for central station. PNEUMATIC-TUBE SERVICE. 181 RECOMMENDATION IN FAVOR OF PNEUMATIC-TUBE SERVICE FOR CERTAIN STATIONS. The joint committee, after a very careful and thorough examination of data and maps submitted, determined to recommend the establish- ment of pneumatic-tube service for the following postal stations and railway depots: First. A double line of 8-inch tubes from the general post-office west by south to Board of Trade station, 117-119 Quincy street' thence west to Station U, in the Union depot. Distance one wav' 1.282 miles. Second. A double line of 8-inch tubes from the general post-office, west by north to Southwater station, 15 La Salle street; thence to Northwestern depot. Distance one way, 0.906 mile. Third. A double line of 8-inch tubes from the general post-office south to the Illinois Central depot; thence south to Twenty-second street station, corner Indiana avenue and Twenty-second street; thence south to Armour station, corner Thirty -first street and Indiana avenue; thence west to station to be established at Thirty-first and Halsted streets; thence south to Stock Yards station. Forty-second and Hal- sted .streets. Distance one way, 5.77 miles. Total distance, 7.958 miles. _ The establishment of these three lines would necessitate, in connec- tion with the second line : (a) The establishment of a postal station in the Northwestern depot. _ (5) In connection with the third line it would necessitate the estab- lishment of a postal station in the Illinois Central depot; the removal of Armour station from its present location, 3217 State street, to the corner of Indiana avenue and Thirty-first street, and the establishment of a new station at Thirtj'^-first and Halsted streets. ]\Iap marked Exhibit C shows these lines. VOLUME OF DEPOT MAIL. The advantages of connecting the depots mentioned by pneumatic tubes can best be shown by the following statement, showing the aver- age volume of letter mail received and dispatched in one day through the Union, Northwestern, and Illinois Central depots. Weights include equipment: Incoming. Outgoing. Union depot Northwestern depot. . . Ulinois Central depot. Founds. 5,222 4, 3.52 3,203 Pounds. 18,654 11, 374 8,371 The next statement gives the number of daily incoming and outgoing mail trains in the three depots to be connected with the general jjost- office and stations bv tubes: Railway post-oiHces. Express trains. In. Out. In, Out. 19 18 16 22 17 16 30 42 11 38 27 9 182 P>rEUMATIC-TUBE SEEVICE. It is important to note that 67 per cent of all the incoming and out- going mail is handled at these three depots. THROUGH MAIL, MAIL FKOM DEPOTS, AND INTERSTATION EXCHANGES. In discussing the use of pneumatic tubes, the committee took into consideration these questions: 1. Can tubes be utilized to transfer through mails, that is, mail which is merely passing through Chicago from the East to the West, and from the North to the South, etc., and which is not handled by the Chicago post-office, or any of its stations, but is merely conveyed through the city by wagon from one railway depot to another i 2. Can tubes be utilized to transmit all mails, or the major portion of all mails, from railway depots to postal stations, or from postal sta- tions to railwaj" depots at any greater rate of speed than is now made by the wagons of the mail messenger 'i 3. Can tubes be utilized with advantage to interchange mail between the stations of the Chicago post-office '. On the first question the committee was unanimous that the tube system, with its present'capabilities, can not be used at all to transmit through or transient mail from railway depot to railway depot. The reason why transfer mail can not be handled by tubes is that such mail must be kept in pouches and sacks and there is no known tube in oper- ation anywhere which can convey pouches and sacks. When a tube system is invented, or an underground electric railway system com- pleted which will carry pouches and sacks intact, the question of quicker transmission of through or transfer mail will be a practical one, but not until then. The foregoing refers particularly to the tranS' mission of through mail in bulk in pouches and sacks. Direct transfers of small quantities of incoming mail, of course, could be made through the tu])e, in which event certain wagon trips could be dispensed with. On the second question, it seemed clear that 8-inch tubes are not large enough to carry all kinds of mail, but it is believed that they can carry the major portion. The utility of the tubes for late closes of first-class mail to be dispatched to railway depots is demonstrable. There is some question as to the rapidity with which the tubes can convey mail from a depot to the general post-office to be connected on carrier's trips when it is taken into consideration that incoming mail would have to be carried some distance to the tube terminal, there unpouched and tubed to the general office or station. Were the ter- minals close to the incoming points where mail is received, the most rapid connections could be made and such connections, it is conceived, would be far superior to any that are now made by surface transpor- tation. To unpouch incoming mail would be no disadvantage as this has to be done in any event. There are elements of apparent disadvantage in generally sending mail to railway depots through tubes from the post-office and stations, the chief being the necessity of establishing pouching sets in railway depots. It is cdiiceded, however, that postal stations in the large rail- way depots of great cities conduce to the improvement of the service, and if the use of tubes would help to bring about the establishment of such stations, the problem touched on can be solved readily. The connecting of postal stations by tubes meets the unqualified and hearty approval of your committee. Mr. Batcheller, while before the PNEUMATIC-TUBE SERVICE. 183 committee, qualified his approval of the plan to connect the post-ofBcc with railway depots; but expressed unqualified approval of the plan to connect stations by pneumatic tubes. Your committee believes that the use of tubes to interchang-e mails between stations would result in vastly improving the local service, and, in a great measure, would be a solution of the problem of transporting urban mails. ADVANTAGES OF THE TUBE SYSTEM. The principal advantages to come from the opei'ation of a pneumatic- tube system would be: First. In connecting postal stations. — Second. In connecting postal stations with railway depots. Of the two advantages, the first appears to the committee to be of a more demonstrated pi'actical value than the second. The second would be of equal importance with the first if it were absolutely demonstrable that the mails could be transferred with greater rapidity than at present. It is asserted, though the assertion is qualified, that this can be demon- strated, and if it can, your committee will gladly welcome the iai- provement in the local service, which it would be certain to bring about. Underground communication between the depots and postal stations under proper conditions ought to enable the post-office to reduce the time it takes to transport mail between these points. The depot prob- lem in Chicago, in this connection, is an important one. The distance from the general post-office to the Union depot is 1.2S2 miles, and the running time of the messenger is thirty minutes. The distance from the general post-office to the Northwestern depot is 0.906 of a mile, and the running time of the messenger is twenty- seven minutes. The distance from the general post-office to the Illinois Central depot is about 1 mile, and the running time is thirty minutes. Both the Union and the Northwestern depots are beyond the river, and the wagons are often delayed during certain hours of the day by open bridges. In addition to this, the wagons have to travel through the congested portions of the city, where it is absolutely impossible to make rapid time. In the case of the Illinois Central depot the conditions are better, as the wagons use Michigan boulevard, which is not particularly con- gested south of Monroe street, nor is there any river to cross. Pneu matic-tube service, as evidenced by the experience of othej citie^, enables the post-office to send at least 90 per cent of all mail direct to the connecting points, and if the mail could begin to be sent within five or ten minutes of its arrival at the depot it would mean on a close con- nection that all mail sent bv way of tubes from a depot ought to reach a station on the line, be distributed, and in the hands of the carriers in less time than it takes to drive a wagon loaded with mail from a depot to the general post-office. On page 161 it is shown that 63,800 pieces of letter mail could have been advanced one delivery had a quicker method been in vogue of transmitting mails from the railway depots to the general post-office. A conservative estimate of the number of pieces which could be advanced one delivery at stations, or one and one-half l^Pff f ™' were pneumatic tubes capable of transmitting this mail with the rapid- 184 PNETTMATIC-TUBE SERVICE. ity desired, indicates the large number of 100,000 pieces daily. We really believe that the number would be greater, but place the eatimat* low in order to be on the safe side. No sound estimate can be given of the second, third, and fourth class mail that could be expedited in delivery, but undoubtedly a marked improvement in the delivery of these classes of mail would follow the establishment of the pneumatic- tube service. Bj' connecting the Union, Northwestern, and Illinois Central depots and the general post-ofEce on a pneumatic-tube line, it would be pos- sible to establish stations in the Northwestern and Illinois Central depots (there is one now in the Union depot), which would result in a considerable saving in the cost of carrier service. Such a S3'stem would provide, were it possible to transmit mail as rapidly as it is claimed, for the simultaneous delivery of all important mails in the business center of the city. It should be remarked that this is not possible now, and the mails are delivered one or two trips earlier or later, according to the proximity of the stations to the railway depots. By the establishment of tubes connecting the three depots men- tioned with the general post-otEce, Board of Trade, and Southwater stations it would be practicable to reorganize the down-town collection service and center all collections on the tube stations. Such a reor- ganization would result in materially expediting the dispatch of out- going mail, the dispatch of local mail, and the deliveries generally. It would also permit a curtailment of the north and west sides street- railway post-offices, which would be an element of economy as against the additional cost of the pneumatic tubes. The curtailment of these ■ lines would enable the post-office to keep them entireh' off the con- gested streets of the business center, thus increasing their speed and extending their usefulness. These lines would center on the Union and Northwestern depots, and the tubes would then make the neces- sary local mail connections. By the establishment of tubes connecting the general post-office with the Illinois Central Depot, Twentj'-second street. Armour, and stock j^ards stations the delivery, dispatching, and collection service of the whole South Side would be revolutionized. Further, one of the South Side street-car lines probably could be cut out, and the route of the remaining line changed, so as to provide a system of exchanges between the pneumatic-tube stations on the South Side and the stations without tu])es. The tube connection outlined would practically provide simultaneous delivery of lirst-class mail at the stock yards. Armour, Twenty- second street, general post-office. Board of Trade, Union and North- western postal stations. It is needless to dilate upon the important character of the commercial interests of the stock yards district and how necessary improved service is. The main reas'on for extending the tubes to the stock yards is to meet the wants of the commercial interests of this district and to provide a method of remedying the grie\-ance in connection with the service which now exists. Pneumatic tube service between the South Side stations would render it practicable to center the collections in a large area of territory on the tube stations, therel)y rendering it possible to promptly collect mail intended for local delivery (as Avell as outgoing mail) through the stations on the other sides of the citv. PNEUMATIC-TUBE SERVICE. 185 IMPEOVBMENT IN LOCAL SEKVICE. In this connection there is urgent need for improvement in the local facilities for the collection, dispatch, and delivery of local mail. At present it takes almost as long to get a letter from the center of the city to an outlying station as it does to get a letter from Chicago to post-offices situated 50 miles away on railway post-office routes. Local mail is more profitable to handle than outgoing mail, and anything that tends to facilitate the rapid delivery of local mail is certain to bring large returns to the Department. The use of pneumatic tubes would increase the cost of the local service undoubtedly, but if the cost were met by a large increase in the revenue the investment -should be a profitable one. While the population and business of Chicago have grown at an extraordinary rate in twenty years, the receipts of the service in the same period have grown at a still more extraordinary rate. This is mainly due in the first place to improvements effected in the transportation of mail on the railroad lines and in a lesser degree to the improvements effected in the local service. The following table is of interest, as showing the growth and receipts of this office during the period covered: 879 11,094,807.77 I 1890 13,142,493.11 880 1,254,921.65 ! 1891. 3,525,724.56 881 1,450,690.70 \ 1892 3,970,276.94 882 1,749,690.88 1893 4,694,905.47 883 1,959,902.41 \ 1894 4,476,307.19 884 1,892,241.66 : 1895 4,621,013.45 885 1,930,363.71 ' 1896 5,224,659.76 m 2,030,975.66 , 1897 5,155,511.40 i87 2,226,877.89 i 1898 5,659,186.88 S88 2,470,439.11 1899 6,149,470.15 S89 2,793,765.34 1 1900 6,609,218.72 The improvements effected in the local service in all cases have led to a large increase in the number of letters mailed for local delivery. In the whole year 1870, the number of local letters mailed and deliv- ered was 1,199,232, while in six days in 1895 the number of local letters and cards mailed and delivered was 1,220,662. In 1900 it is estimated that the number of local letters and cards mailed and deliv- ered in six days will be about 1,800,000. Improvements in the service were followed in all cases by a large increase in the revenues of the post-office. In 1894 54 independent post-offices were consolidated with the Chicago post-office, and the connections between stations improved in time from 24 to 50 per cent. In two years after this change the receipts increased from ^,476, 307. 19 in 1894 to |5 , 324, 659. 76 in 1896. In 1897, 1898, and 1899 still further improvements were made in the local delivery and collection service and the receipts increased from $5,155,511.40 in 1897 to 15,659,186.88 m 1898, $6,149,470 in 1899, and 16,609,218.72 in 1900. The matter therefore is a plain business proposition. Improvements in the local service it is shown have been followed bv increases in the revenue of the post- office which have more than returned the cost of the improvements. It is clear that the establishment of the pneumetic tubes must be tol- lowed by an increased number of deliveries and collections in order that the real advantages of the tubes may be reaped by the public and the postal service. It is sometimes held arbitrarily that a certain number of collections and deliveries in business districts and a certain 186 PNEUMATIC-TUBE SERVICE. number of collections and deliveiies in residential districts are suffi- cient. This is undoubted!}' true when applied to a given set of condi- tions. When the conditions are changed, however, the reasoning must change with the conditions. If the use of thepneumatic tubes, as is predicted, will bring about a large increase in local revenues there is no reason why the collections and deliveries should not be, increased in number. ' No arbitrary number of collections and deliv- eries can be assumed. If the public, because of the increased facih- ties. mail an increased number of letters the postal service must provide for the quick delivery of these letters. Tnis is a business proposition and when increased service gives increased mail and a revenue more than sufficient to repay the increased cost of the service it is merely a wise Inisiness policy to largely augment the facilities. LOCAL SPECIAL-DELIVERY SERVICE. What can be accomplished in the growth of the special-delivery service by the use of pneamatic tubes is largely conjectural, but it is certain that with the advent of tu'nes this service would be further developed and the revenues from it greatly augmented. Mr. Batch- eller is of the opinion that with tubes for the use of the special-delivery service it would in a short time rival the local messenger system, and that the revenues would in time pay the cost of installing tubes. This opinion is an optimistic one, but there is a measure of truth in it, and the committee believes that the revenue from the local special-delivery service would be greatly increased by the use of tubes, and that the special-deli\'erv service could be relied on to more than return its share of any expenditures entailed by the installation of the tubes. Even without tubes, and proceeding entirely from improvements effected by the local post-otiice, the special-delivery system in Chicago has made rapid headway. The following table shows local special-deliverj' matter handled each year since 1894: Mntler of local origin, for local delireri/. 1898 44, 532 1S'.)9 65, 989 1900 90, 708 1894 34, 663 1895 * 35, 475 1896 38, 610 1897 41,. 333 In April, 1898, the special-delivery system was reorganized and a force of uniformed messengers appointed. The better facilities thus afforded were immediately appreciated l)y the public and the number of pieces for local delivery increased from 44, .582 in the fiscal year ended June 30, 1898, and 65,9s;» in the liscal vear ended June 30, 1899, to 90,708 in the fiscal vear ended June 30, 1900. NO SPECIAL FEES FOR TUBE SERVICE. Your committee is of the opinion that a system of special fees for letters sent through the tubes is not advisable. The chief distinction of the United States postal service now is that it is entirely free from the graduated fee system which prevails in many other countries, and that the best general ser\Tice is given to everyone at the usual rate of postage. We believe the aim of the postal service ought to be to PNEUMATIC-TUBE SERVICE. 187 develop the ordinary service so that it will not be necessary to estab- lish any system of graduated fees. In other words, the postal service generally should aim to give the best facilities to e\'ervone at a fixed rate of postage. The special-delivery service of course stands apart and is not under consideration in this connection. SIZE OF TUBES. Your committee is of the opinion that the 8-inch tubes throughout would give the maximum of service and in the end would be more satisfactory than tubes of smaller dimensions. This fact is concurred in by those who have had practical experience in the construction and management of pneumatic-tube sj-stems. SPACE AT TEEMINALS. Your committee is of the opinion that space can be found in exist- ing stations, or stations to be established, for all necessary tube ter- minals. STEAM vs. ELECTRICITY. It is further of the opinion that a system directly operated by elec- tricity is preferable to a system directly operated by steam. SAFETY OF MAIL. Your committee believes that with a pneumatic-tube system reason- ably free from disturbance on account of accidents or breakdowns the mails would be afforded much greater security than by any system of overground transpoi'tation. In addition, the delays now met with on account of congested streets would be entirely overcome. ECONOMIES. Your committee believes that with a good system of pneumatic tubes extending to the points recommended economies could be brought about in connection with the carrier service, the street-car railway postal service, and the messeng-er service. No figures showing possible economies can be given at this time, for the reason that the members of the committee have had no actual experience in the man- agement of a tube system and do not care to venture an absolute opinion in regard to a subject on which only actual experience gives one the right to speak with authority. The committee, however, can say unreservedly that if the tulies will transport the major portion of the mail in a brief time, there is no reason why great economy should not be brought about in many directions. , OWNERSHIP OR RENTING. Your committee believes— apart entirely from the speculative or theoretical phases of the question— that at this time it would be more advantageous for the Government to rent a pneumatic-tube system than to own one outright. The pneumatic-tube system, as applied to general post-ofiSce work, is yet in its infancy, and is bound to be im- proved as time goes on. The Government, by becoming a renter, would be in a position to take advantage of improvements m the sys- 188 PNEUMATIC-TUBE SERVICE. tern. Should it purchase the system as at present constructed, in ten years it would have on its hands a system practically out of date, and would be compelled to again enter the market. In addition to this, there is the possibility of the development and improvement of the electric underground system, which would enable the post-office to handle the mail in bulk." The chief argument against the pneumatic- tube system is the fact that it makes necessary the breaking of bulk in a large number of instances, or, if not the breaking of bulk, then the establishment of dispatching sets at railway depots to obviate the loss of time. Even with this defect, the S3'stem presents many splendid advantages; but the possibility of improvements on other lines ought not to be overlooked, and for these and other cognate rea- sons the committee is of the opinion that it would be more business- like for the Government to rent a system than to own it. USE OF LATERALS. Your committee can not give a conclusive opinion upon the ques- tion of laterals to be used in connection with main pneumatic tubes. Mr. Fordyce, of the American Pneumatic Tube Service Company, who has expert knowledge of this subject, is of the opinion that later- als are practicable and could be used with great efficiency. If it can be shown that laterals are practicable, your committee is of the opin- ion that their use would be a development of the pneumatic-tube serv- ice likely to have an important etfect on the deliver}^ and collection service in the downtown district. Even with the best sj^stem of col- lection, mail ordinarilv" lies in letter boxes an3'where from a quarter to three-quarters of an hour, and misses certain connections that might be made if this delay were prevented. Were a system of laterals in vogue connecting important business houses with the main pneumatic tubes, direct deliveries and dispatches of mail could be made. We assume that in such cases the cost of the laterals would be borne by the firms benefited. The committee does not feel justified in making any predictions, but it has good reason to think that the establishment of pneumatic tubes and the development of the lateral idea would in the long run eii'ect an enormous saving in the cost of the collection and delivery service, as well as improving the service immeasurably. CALLING FOR BIDS. The committee having reached the conclusions herein stated, feels justified in urging the Department to secure authority from Congress for additional outlay to provide an underground system of pneumatic tubes, and has invited the attention of the companies operating pneu- matic-tube and electric systems to the proposed recommendation and reciuested them to advise this committee as to what it would cost approximately to construct such a system. In accordance with the instructions to the local committee, contained in section 10, page 159, of this report, a letter was sent to each of the following companies or persons named hereafter, requesting data as to the cost of the pneu- matic-tube service outlined herein: Batcheller Pneumatic Tube Company. American Pneumatic Service Company. Nels Sam]ison Combined Curb and Conduit Company. Max Frank. Bostedo Package and Cash Carrier Company. PNEUMATIC-TUBE SERVICE. 189 Following is a copy of the letter sent to each of the prospective bidders. November 5, 1900. Sie: In accordance with departmental instructions, this office desires to secure a definite statement from you concerning the cost of a pneumatic-tube service for the purpose of transporting mails between postal stations now at the points mentioned or to be hereafter established. First. A line of 8-inch tubes extending from the present temporary poat-office building to Southwater station, 15 La Salle street, and from South water station to a point in the Northwestern Railway depot, Kinzie and Wells streets, or contiguous to the Northwestern Railway depot, and return to the temporary post-office by the same route. Second. A line of 8-inch tubes extending from the temporary post-office building to the Board of Trade station, 117-119 Quincy street, and from the Board of Trade station to Station TJ in the Union depot, Jackson and Canal streets, and return by the same route. Third. A line of 8-inch tubes extending from the temporary post-office building to the Illinois Central depot to connect with a station to be established in this depot, from the Illinois Central depot to Twenty-second Street station, corner Indiana ave- nue and Twenty-second street; thence to Armour station, to be removed to Thirty- first street and Indiana avenue; thence to a proposed station at Thirty-first and Hal- sted streets; thence to Stock Yards station, 4193 South Halsted street, northeast corner Forty-second street, and return by the same route. Please advise this office as to the probable rental necessary to secure the full opera- tion of such lines. Please report as to the most economical routes to be taken, nam- ing streets, alleys, etc., in the event that the lines mentioned were to be established. Also advise as to the character of the plant you would install, the actual space you would require at terminal or intermediate stations; also, the character of the power to operate the system, whether electricity or steam. I would be glad if you would further advise me as to the capacity of the tubes you would install, whether 8 inches or more in diameter. Also advise what quantity of mail matter such a system of tubes would carry if operated steadily during a given time, and the length of time it would take to transmit mail matter from one station to another. Please advise me further what additional expense such a system would entail for the employment of clerks to take care of the tubes in the different stations. Kindly furnish this information as early as possible, and not later than November 17, as it is important we should have it in order to proceed with our investigation. Very truly, Chables U. Gordon, Chairman. The data called for in the foreging letter have not yet been received. On their receipt a supplementary report will be made to the Depart- ment, covering the cost, right of way, and other technical details in reference to the establishment of the pneumatic-tube service in Chi- cago. These data will undoubtedly be in the hands of the local com- mittee by the time the departmental committee reaches Chicago (about the 20th or 21st of November), and the subject can then be finally con- sidered by the two committees. Respectfully submitted. Charles U. Goedon, E. L. West, Local Committee. Exhibits A, B, and C sent under separate registered cover. General Post-Officb, Bureau of Correspondence, Executive Division, Chicago, 111., November %8, 1900. Hon. W. S. Shallenbergek, . Second A.%sistaffit' Postmaster- General, Waslvmgion, U. 6. Sir: The joint committee on the pneumatic-tube service proposed for the oitv of Chicago have had several conferences considering the questions that have been brought up in connection with the subject ot 190 PJS-EUMATIC-TUBE SEEVICE. pneumatic-tube service. The preliminary report addressed to the honorable Postmaster-General, submitted by the local committee under date of the 17th instant, has been carefully reviewed by the joint com- mittee, approved, and forwarded to the Department, with the recom- mendation that it receive careful consideration. The estimates or propositions asked for by the local committee of the various companies or persons interested in providing pneumatic- tube service or service by other similar devices has resulted in pro- posals being received from the following companies: 1. The Chicago Pneumatic Service Company, offices Western Union Building, Chicago, III, operating under the Batcheller system of patents. 2. The American Pneumatic Service Company, offices 89 State street, Boston, Mass., operating under. the Fordyce system of patents. 3. The Franlj Electrical Pneumatic Company, offices Chicago Elec- trical Institute, 477 Larrabee street, Chicago, 111. 4. The Sampson Combined Curb and Conduit System, offices Nor- wood Park station, Chicago, 111., operating underground electric service under the Sampson underground electric service sj'stem. The proposition received from the latter company, while indicating some merit, is not sufficiently definite to enable this committee to properly examine and pass upon its practicability, and we simply suggest that the Department acknowledge the receipt of it and thank the company for the time given to the subject. Referring to No. 3, this committee forward it as received without passing upon any of the points involved in this sj'stem and can only suggest that the "Department follow the same course as is recommended in the case of the Sampson Combined Curb and Conduit System. The estimates and proposition submitted hy the American Pneumatic Service Company have been carefull)- examined and are forwarded herewith for the consideration of the Department. The amount of this company's estimate is greater b}^ about 170,000 than the estimate received from the Chicago Pneumatic Service Company. Referring to the proposition of the American Pneumatic Service Company, which we have separated into the several items of power, labor, repairs, depreciation, etc., we find it represents the power as being 163,105 per annum; labor in operating, |48,620; repair of car- riers, §4,977; general expenses, §5,170; depreciation of power plant and pipe line, $25,981; 10 per cent of cost of construction, |47,567. The items of interest on the cost of construction, depreciation, and taxes combined represent a charge of $89,468, about 42 per cent of the total amount of the rental asked for per annum. Referring to the proposition of the Chicago Pneumatic Service Com- pany, it is shown that the lines upon which the estimates are made amount to 8.78 miles in length; that 8-inch tubes are proposed for the connection of the general post-ofiice with three of the leading railway depots of Chicago, in one of which a postal station is now located, while in the other two it is proposed to establish postal stations; that the lines also connect the general post-office and six of the important postal stations, and one additional postal station proposed to be estab- lished at Thirty-first and Halsted streets, making a total of nine postal stations and the general post-office to be served by pneumatic tubes. The amount named by this company for the rental and operation of this system of pneumatic tubes involves an expenditure of $143,050.52 PNEUMATIC-TUBE SERVICE. 191 per annum, which is based upon a charge for operation of |66,118 and 10 per cent of the estimate of the cost of construction, which is 176,932.50. The operating expenses as given in this proposition have been exaniined by this committee and are considered approximately correct, with the exception of the item of labor in stations; that is, labor for the receiving and dispatching of carriers and for compressor men to attend the motors and machinery in each postal station and railway depot. It is our opinion that this expense ($28,800) may be reduced by an amount equal to $18,000 by using the clerks in the gen- eral post-office and in the postal stations to assist in receiving and dispatching the tube carriers. The time of clerks to render this serv- ice is secured by the installation of the tube service, which will largely discontinue the receipt of mails in locked pouches at the general post- office and the postal stations. The work of opening and dumping, qlosing, recording, and dispatching the pouches is therefore saved and can be given to the tube service. Allowance is made, however, in this item for a sufficient number of employees to be furnished by the tube company to assist during the busy hours of the day in the hand- ling and receipt of carriers and to take the necessary care of the machinery. In the cost of construction the power station and equip- ping of it involves an expense, according to the estimates, of 1127,125; equipping the central post-office and postal stations with necessary machinery, $177,276; laying the pipe line in the streets and connect- ing it, $352,190; installing electrical equipment, $3,000; 456 tube car- riers, $9,120; conduits to connect the power station with the nearest post-office or postal station, $1,324; or a total of i^673,035. About $29,300 of the amount required for the establishment of the power station may be saved by installing the power station for the tube system in the Government building or upon Government prop- erty, this being the amount allowed for the purchase of land, erection of building and chimney, and cost of the conduit to connect the power station with the nearest post-office or postal station. It is believed that sufficient space can be had in the present temporary post-office for this purpose at a slight expense for excavating, and we find there is ample room in the basement of the new Government building now in the course of erection. The remainder of the cost of construction, approximating $102,630, is made up of the following items: Freight §15,933 OfBce expenses ^' "^^ Engineering expenses - - - ■ ^A' ^'^ 10 per cent to the Batcheller Pneumatic Tube Company /U, OiS Of these items the comi^iittee believes an allowance of 10 per cent per annum to the companv would be unfair, and suggests instead that a fairer basis would be an allowance of 5 per cent per annum, reducing the annual proposed rental by $5,131. -, i i. The total reductions in the estimated annual rental recommended by the committee would therefore amount to the followmg: T , $18,000 Labor n qon 10 per cent on reduction in cost of power plant --.----- - - - - - - ^, "^" 5 per cent reduction on office expenses, engineermg, freight, and BatcheUer ^ ^^^ patents - " 26' 061 The total of these items - -..^ r^^n Deducted from the amount of the proposed rental 116 989 Leaves the amount at ' 192 PNEtJMATIC-TTJBE SERVICE. the approximate annual rental for 8.78 miles of proposed pneumatic- tube service, connecting the general post-office with three railway depots and nine postal stations, being an average of 113,325 per mile. On this basis the joint committee recommends to the Department the establishment of pneumatic-tube service in Chicago, although we do not state positively that the estimates submitted by the company represent the actual cost of construction; in fact, we are of the opinion that in a large contract, such as this one, better prices can be made for the machinery, for street excavation, and laying pipe than are esti- mated. A reasonable reduction in these items would reduce the rental to approximately §100,000 per annum. The committee refers the proposition of the Chicago Pneumatic Service Company to the Department for its examination and investi- gation of the details of construction. There has not been sufficient time for us to verify these items in detail, including cost of excavation, price of machinery, etc., nor is the committee competent to perform this duty. The best engineering authority should be had to pass upon these estimates in order that they may be thoroughly verified. The proposition submitted is accompanied by an estimate of the cost of construction prepared by the Batcheller Pneumatic Tube Company for the Chicago Pneumatic Service Company. The latter figures are submitted by the company for the information of this committee and that of the Department, and they request particularly that they should not be made a matter of publication for the information of their rivals or competitors. The proposition submitted by this company does not include com- pensation to the city for the franchise, but it is the opinion of this committee that this item may be waived, as sufficient public interest shown in the matter would undoubtedly secure the franchise without compensation to the city. This may be the more readilj- accomplished when it is understood by the city authorities that the waiving of the compensation for the franchise would reduce the amount of rental to be paid by the Government. The assurances given by the Chicago Pneumatic Service Company that their proposition is made in good faith and intended to be faith- fully carried out, and that they are willing to meet the prices paid by the Department for similar service in any other city, are favorably noted by this committee. In view of the fact that the proposed rental of the Chicago Pneu- matic Service Companj^ is lower than that of any other company having a practicable system, and in further view of the fact that the Batch- eller system to be used by the Chicago Pneumatic Service Company has been shown by regular use in Boston, Philadelphia, New York, and Brooklyn to be well suited to the needs of the postal service, your joint committee favorably recommends the general proposition of the Chicago Pneumatic Service Company-, with modifications noted, to the consideration of the Department. In considering the advantages to be secured by the introduction of the pneumatic-tube service in Chicago, account has been taken of the quicker time in transit between the postal stations to be connected and the general post-office. To place this in concrete form, attention is invited to the table given herewith showing the present service, its frequency and the time in transit, as compared with the tube service. PNETJMATIO-TUBE SERVICE. Following- is the table : 193 Present Distance. running time. Miles. Miniitts. 0.72 13 1.28 25 3.10 43 5.77 54 2.10 30 .91 28 1.20 25 By tube at 30 miles an hour. General post-office to— Board of Trade station Station U Armour station Stock- Yards station Twenty-second street station Chicago and Northwestern depot Illinois Central depot Minutes. li 2- 6* 111 4 1 The tube service will also secure the simultaneous delivery of mail at all of the postal stations connected, which, by the present methods, is impossible, owing to the distance from the center or the base of sup- plying the large mails originating in Chicago or arriving in the city by railway trains. The continuous receipt of mails at the postal stations to be connected will also enable the clerical force to complete the dis- tribution of the mails to better advantage than under the present system, which causes it to be received in large quantities at periods varying in time from one to two hours. The accumulated mails received at such periods must be distributed quickly in order to allow the deliverj' by carriers soon thereafter, and a maximum of clerical force must therefore be provided at the postal stations to handle the accumulated mail. The estimate of . gain in the clerical force secured by the tube service may be roughly stated at $18,000 per annum. This reduction has been applied in reducing the proposition submitted bv the Chicago Pneumatic Service Company from $66,118 to $48,118. The saving in the wagon-transportation service pointed out by the local committee in their preliminary report is estimated to amount to probably §10,000 per year, this including such of the present service between the general post-office and the three railway depots connected and also eliminating such of the transfer service from one depot to another as may be discontinued by connecting such mails by the tube service via the post-office. The rearrangement of the carrier service by placing in operation postal stations at the Chicago and Northwestern depot and the Ilhnois Central depot and at Thirty-first and Halsted streets, which is made possible by the installation of pneumatic-tube service, would efiect a saving in the time of letter carriers and the fares paid for their trans- portation of about $10,000 per year. . v • ..• The rearrangement of the street railway postal service, eliminating one of the South Side routes and curtailing the West and North hide routes to terminate at the Union and^Northwestern depots, would, it is believed, effect a further saving of $5,000. j tu- • The establishment of postal stations in the Northwestern and 1 Imois Central depots, similar to the Union depot postal station, will allow ot the discontinuance of the greater number of pouches now made at the general post-office, to be transferred instead to the depot postal sta- tions. The duplication of direct pouches to be connected via the rail- way trains will also be prevented by the establishment of the depot postal stations. It is believed that the force of clerks now engaged in pouching such mail at the general post-office can be transferred to the p T s— 01 13 194 PNEUMATIC-TUBE SERVICE. three depot postal stations and perform the same duties without mate- rially increasing the force required for that purpose. The saving effected by eliminating the duplicate pouches now made at several dif- ferent stations and by several of the arriving railway post-offices can not be estimated definitely, but that it is important is true, when it is considered that the weight of the equipment used in transporting mails approximates something about 50 per cent of the total weight paid the transportation companies. It is also believed that the introduction of the pneumatic-tube service in Chicago will, by an arrangement with the Kailway Mail Service, secure the adoption of a special pouch to be used only by and for rail- way post-office trains exchanging mails with the pneumatic-tabe ter- minals, these pouches being of a size to be inclosed in the tube carriers, thus avoiding the repacking of the mails for handling from one branch of the service to the other, which consumes time and requires labor for repacking. Reference has been made to the benefits to be secured b_y the special- delivery service, and it is undoubtedly true that this class of mail would recei^'e the greatest benefits from the introduction of the pneumatic- tube service, as the time required for the delivery of such matter would equal or excel the time made by the telegraphic or district-telegraph service. It is not unreasonable to assume that this class of matter would increase fullv 1(^)0 per cent within a year or so of the introduc- tion of the tube service. The profit to the Government from the special-delivery service at present is 20 per cent per annum of the face value of the stamps, the balance of the face value of the stamps being paid to the delivery mes- senger. A count of the special-delivery mails in the districts of the postal stations proposed to be connected bj' pneumatic-tube service shows that the yearly business at such stations approximately amounts to 200,000 pieces per annum. The profit to the Government on the 20 per cent basis of this amount of business would be SS4,000. If the dehv- ery fee could be reduced from 8 cents to 5 cents per letter in the postal districts served by pnerunatic tubes, because of the expected large increase in that business, the profit received by the Department on the estimated business over the present profit will approximate $10,000 per annum; and we see no reason why such profit should not be considered as an offset of this amount to the cost of the proposed tube service. At the present time 106 special-delivery messengers are employed in Chicago, and of this number nearly 80 per cent obtain the maxinium pay of $30 per month. The increase of the business in the pneumatic- tube districts would enable each delivery messenger to take out a greater number of letters on each trip than is furnished him at the present time, thus enabling the messenger to still receive the maxi- mum pay of $30 per month. The area attached to each postal pneu- matic-tube district is limited as compared with many of the postal districts in Chicago and where a reduction in the fee from 8 to 5 cents can be recommended. This reduction in fee would be impracticable in many of the other districts because of the distance to be traveled by the messengers in making their delivery. If it were possible to realize the economies enumerated above, it would be seen that the establishment of the pneumatic-tube service in PNEUMATIC-TUBE SERVICE. 195 Chicago would increase the expenditures for transportation service in Chicago by about $80,000, which is less that 2 per cent of the net sur- plus turned over by the Chicago post-office for the last fiscal year Kespectfully submitted. J. M. Masten, Chairman, E. W. Alexander, 8%ipenntendent Mails, J. A. Montgomery, Siq)erintendent Mails, General Committee. Charles U. Gordon, Chairman, E. L. West, Super intendent Rallvay Mail Service, Local Committee. American Pneumatic Seevice Company, ,, T -IT -ir Bostmi, November 20, 1900. Messrs. J. M. Masten, ' Chairman of Commiitaion, and Chasles U. Gordon, Postmaster, Chicago, 111. Gentlemen: I send you herewith an estimate of the cost of construction and oper- ating expenses of the pneumatic-tube systems to be constructed as indicated on plan received from you by this company, and also an estimate of general operating expenses tor all the Imes proposed. These figures fairly represent the present cost of con- structing these lines upon the basis of present market prices for materials. They also include the furnishing of power by this company, which, as you will observe, is esti- mated on the basis of 3 cents per kilowatt hour. Of course if the charge for this power should vary from this figure, it would make a corresponding variation in the amount of operating expenses. All of which is respectfully submitted. American Pneumatic Service Company. W. E. L. biLLAWAY, President. Estimate of general operating expenses, 8-inch sliding-carrler systems. [Operating hours 4 a. m. to 11 p. m.] One superintendent $900 Four repair men, at $780 3, 120 Eent, repair shop 600 Power for shop 450 Four substitute operators, at $600 2, 400 Two inspectors, at $600 1, 200 One chief engineer 900 Engineers: Three at post-ofiice- 13 engineers, at $780 10, 140 Two at Northwestern depot Two at Union depot Two at Twenty-second street station Two at Armour's station Two at Stock Yards , Telephone service, eight lines, private wire 1, 000 Taxes and insurance 5, 000 City of Chicago, 5 per cent tax on gross income 11, 000 36, 710 Operating expenses: Northwestern line 30, 288 Union station line ^^' ™° Stock Yards line ,- m. ^"^ Total 213,920 196 PNEUMATIC-TUBE SEBVICE. Estimate of cost of construction 8-inch pneumatic-tube system, norilm-estern line, temporary post-office to Northwestern depot. Station at South Water street station. [Distance, 4,800 feet.] 9, 600 feet of pipe, at $1.35 ^^o'ta?, 9, 600 feet of pipe laid, at 35 cents ^'i?S, 4, 800 cubic yards excavation, at |2.50 ' Snn 6 sets of bends, at $300 1' °0^ 24 reducers, at $50 ' \^ 10 drips, at §12.80 J28 Machine work "'"'J ^ $31, 948 Terminals: Four transmitters, at $800 3, 200 Two closed receivers, at $800 1, 600 Two open receivers, at $400 800 Fifty carriers, at $18 - - 900 ■^ . 6,500 38,448 Power plant: Four compressors, at S2, 200 - - 8, 800 Fourmotors, atSl,200 4,800 Piping 3,000 Foundations 2,000 Air tanks, etc 1, 500 20,100 58, 548 Engineering expenses - 2, 000 Freight, cartage, etc - - 3, 500 64, 048 10 per cent for contingencies - 6, 405 Total 70,453 Esthnrite of operating expenses 8-inch pneumatic-tube system, Northwestern line, temporary it-oiRce to North-western depot. Station at South Water street station. Rent at Northwestern depot $2, 500 Eight operators, at $780 6,240 Wear and tear account, 15 carriers per month, at $3.95, $59.25 per month, yearly 711 Power — 55 horsepower, at 3 cents per kilowatt hour 9, 535 Depreciation of power plant, 10 per cent 2, 660 Depreciation of pipe line, 5 per cent 1, 597 Interest on investment, 10 per cent 7, 045 Total 30,288 Estimate of cost of construction 8-inch pneumatic-tube system, Union station line, tempo- ran/ post-office to Union station. Station at Board of Trade. [Distance, 6,775 feet.] 13,550feetof pipe, at $1.35 $18,292.50 13,550 feet of pipe laid, at 35 cents /. 4, 742. 50 6,775 cubic yards excavation, at $2.50 _ 16,937.50 Sixteen sets of bends, at $300 4, 800. 00 Sixty-four reducers, at $50 .- 3, 200. 00 Ten drips, at $12. 80 128.00 IVfachine work 500. 00 $48, 600. 50 PNEUMATIC-TDBE SERVICE. 197 Terminals: Four transmitters, at $800. $3, 200. 00 Two closed receivers, at |800 l| 600. 00 Two open receivers, at |400 800.00 Seventy carriers, at |18 1, 260. 00 '— 16,860.00 55, 460. 50 Power plant: Four compressors, at $2,200 8, 800. 00 Four motors, at $1,200 4, 800. 00 Piping 3,000.00 Foundations 2, 000. 00 Air tanks, etc 1,500.00 20,100.00 75, 560. 50 Engineering expenses 2, 000. 00 Freight, cartage, etc 3, 500. 00 81,060.50 10 per cent for contingencies 8, 106. 00 Total 89, 166. 50 Estimate of operating expenses Sr'i iich pne.mnatic-tuhe system, Union station line, temporary post-office to Union station. Station at Board of Trade. Eent at Union station $2, 500 Bight operators, at $780 6, 240 Wear and tear account, 15 carriers per month, at $3.95, $59.25 per month, yearly 711 Power, 69 horsepower, at 3 cents per kilowatt hour 11, 962 Depreciation of power plant, 10 per cent 2, 696 Depreciation of pipe line, 5 per cent 2, 430 Interest on investment, 10 per cent 8, 917 Total 35,456 Estimate of cost of construction 8-inch pneumatic-tube system. Stock Yards line, temporary post-office to Stfjck Yards. Stations at Illinois Central railroad depot, Tioenty-second ■ street; Armmir, Thirty-first street. [Distance, 30,.500 feet.] 61,000feetof pipe, at $1.35 *.??'qrn 61,000 feet of pipe laid, at 35 cents it' inn 30,000 cubic yards excavation, at $2.50 I' ^no 18 sets of bends, at $300 ., ^'f^ 96 reducers, at $50 '*'°"" eOdrips, at$12.80 '?^ Machine work - ' $192, 668 Terminals: „ ^nf. Ten transmitters, at $800 °'"^" Fiveclosed receivers, at $800 4,uuu Five open receivers, at $400 ^-""^ Three hundred carriers, at $18 "'^"" -^q ^qq 212, 068 198 PNEUMATIC-TUBE SERVICE. Power plant: Ten compressors, at $2,200 $22,000 Tenmotors, at $1,200 12,000 Piping 7,500 Foundations 5, 000 Air tanks, etc 3, 750 $50,250 262, 318 Engineering expense 10, 000 Freight, cartage, etc 15, 000 287,318 10 per cent for contingencies 28, 732 Total 316,050 Estimate of operating expenses 8-inch pneumatic-tube system, Stock Yards line, temporary post-office to Stock Yards. Stations at Illinois Central Railroad depot, Twenty-seconJd street. Armour Thirty-first street. Rent at Illinois Central Eailroad depot _ $2, 500 Twenty operators, at $780 15, 600 Wear and tear account, 75 carriers per month, at $3.95, $296.25 per month, yearly 3, 555 Power, 267 horsepower, at 3 cents per kilowatt hour 41, 608 Depreciation of power plant, 10 per cent 6, 965 Depreciation of pipe line, 5 per cent 9, 633 Interest on investment, 10 per cent 31, 605 Total 111,466 Chicago PxN'eumatic Service Company, Chicago, November S7, 1900. Pneumatic Tube Investigating Committee, Chicago, III. Gentlemen: In reply to your request for an estimate of construction and operation of several lines of pneumatic tubes in the city of Chicago, we beg to submit the fol- lowing: The proposed lines are those shown on the plan prepared at the Chicago post-office by your committee, and described as follows: First. A line extending from the present temporary post-office building to South Water station, 15 La Salle street, and from South Water station to a point in the Northwestern Railway station, Kinzie and Wells streets, or contiguous to the North- western station, and return to the temporary post-office by the same route. Second. A line extending from the temporary post-office building to the Board of Trade station, 117-119 Quincy street, and from the Board of Trade station to Station U in the Union depot, Jackson and Canal streets, and return by the same route. Third. A line extending from the temporary post-office building to the Illinois Central depot, to connect with a station to be established in this depot; from the Illinois Central depot to the Twenty-second street station, corner Indiana avenue and Twenty-second street; thence to Armour station, to be established at Thirty-first street and Indiana avenue; thence to a proposed station at Thirty-first and Halsted streets; thence to Stock Yards station, 4193 South Halsted street, northeast comer Forty-second street, and return by the same route. We have made a careful examination of the streets and suggest the following routes for the above-mentioned lines, subject to such changes as may be necessary by con- dition of streets and subject to the approval of the commissioners of public works and other city authorities: Line No. .Z.— From the temporary post-office up Washington street to La Salle, up La Salle to South Water street station, thence into La Salle street tunnel, through the tunnel into Chicago and Northwestern Railway station. PNEUMATIC-TUBE SERVICE. 199 ii'.ne No. ^.— Follows the Illinois Central tracks to Adams street, across open ground to Michigan avenue, thence west on Adams street to Clark, thence on Clark to Quincy along Quincy to the Board of Trade post-oflSce, thence along Quincy to Franklin! Franklin to Van Buren street tunnel, through the tunnel to Clinton, up Clinton to Jackson, back on Jackson to Station IJ, Union depot. Line No. ,?.— From the temporary post-office along the tracks of the Illinois Cen- tral Railroad to the Illinois Central depot; thence underneath the shed to a point at which mail is loaded upon the trains; there being no mail room here, one would have to be constructed, but the cost of such construction is not included in this esti- mate. From the mail room the line continues from the railroad tracks to Sixteenth street, emergmg through the exit gate into Sixteenth street. The line turns from Sixteenth street into an alley running south between Indiana avenue and Prairie avenue; from the alley into Twenty-second street. Station L, at Indiana avenue, to Thirty-first, entering Station Armour; from Station Armour down Thirty-first street to Fifth avenue; thence it follows an alley to Halsted street, entering the new station to be established there, and from the station the line follows the alley parallel to Halsted street, to Station K, the Stock Yards station. ililes. General post-office (temporary) to Illinois Central Railroad depot 1. 080 Illinois Central depot to Twenty-second street station 1. 193 Twenty -second street station to Armour station (new) 1. 023 Armour station to Halsted street station (new) 1. 363 Thirty-first and Halsted to Stock Yards 1. 489 General post-office (temporary) to Board of Trade 881 Board of Trade to Union depot (Station U) 720 General post-office to South Water street 781 South Water street to Chicago and Northwestern Railroad depot 300 Total 8. 780 For the operation of all these lines we propose the erection of a central power station, to be located at some convenient point along the line of a railroad, at a dis- tance not more than half a mile from one of the postal stations, preferably as near as possible to the center of the system. In this central power station we will erect boilers and engines with directly connected dynamos which will generate electric currents of high voltage. We propose the laying of underground conduits beside the tubes, with cables drawn into the conduits, by means of which electric power can be distributed to all the postal stations. In each postal station we propose the erection of air compressors or blowers driven by electric motors, which will draw their enei^y from the central power station. In order that the- electric cables for the distribution of power shall not be too large, a high voltage will be used, with transformers at each postal station to transform from a high to a low voltage a suf- ficient amount of electric current to operate the motors m the respective stations. The equipment of each station will include, besides the motors and transformers, switch boards and all necessary instruments. Each blower or air compressor would have an electric motor geared to it, which makes it very compact, occupying a small amount of space. Such a system of power distribution reduces the space occupied by the tube apparatus in the postal stations to a mininmm. Furthermore, it avoids the use of steam engines and boilers in the post-offices. For the line equipment we propose the use of cast-iron tubes bored smooth and accurate on the interior, and similar in all respects to the tubes now in use in New York, Philadelphia, and Boston. The carriers will travel upon bearing rings com- posed of a material selected after long experience. We adopt this construction of a bored tube and sliding carriers from the following considerations: It permits the use of a carrier of great lightness and simplicity of design, easily handled by one man, and opened and closed with great facility. It also permits the use of terminal apparatus that is very simple in design, which results in giving the tuoe an enor- mous carrying capacity, so that, for example, an 8-inch tube may be used lor a service that would otherwise require a 10-inch tube. Within the pcstal stations we propose the use of our latest improved transmitters and receivers. The transmitters will be of an improved type, much more compact and simple in operation than those now in use by the Government. The receivers will be of a new and simplified type which permits having the end of the tube open so that carriers are free to come out, however frequently they may be dispatched. There is no mechanism to get out of order and interrupt the passage of the earners from the tube to the receiving table. We can not lay too much emphasis upon the use of this improved type of receiver. It increases the capacity of the line two or three times by allowing the carriers to be dispatched so much more frequently, anil 200 PNEUMATIC-TUBE SERVICE. the carriers are brought to rest gradually without shock, avoiding the danger of injury to fragile articles. Several of these receivers have been constructed, one of which was on exhibition at the Paris Exposition. There is no element of a pneumatic-tube system upon which success depends to so great an extent as upon the carrier. This wiU be understood when it is remembered that from 1,000 to 10,000 carriers must be filled, dispatched, and emptied at each station during each day. Lightness, simplicity, and facility of opening are essential qualifications. The carrier proposed by us will be similar in design to those used in connection with the present existing lines constructed under the Batcheller patents in Boston, New York, Brooklyn, and Philadelphia, embodying, however, some improvements. It will weigh but 16 pounds and will open for its full diameter at the rear end. The latter feature greatly facilitates filling and emptying, as compared with the carrier opening at the side. We find that the friction of the carrier in traveling the tube is inconsiderable. Our preference for this type of carrier would not be altered if the friction were considerable, for at its maximum the friction of the carrier is small compared with that of the column of air. The bearing rings of this carrier travel 10,000 miles without renewing, and as they fit closely to the w'alls of the tube, they reduce the leakage past the carrier to a minimum. When this system is installed, carriers can be dispatched at the rate of 10 per minute; therefore the capacity of each section of each line will be 6,000 letters per minute, 360,000 letters per hour, or 7,200,000 letters per day, in each direction. The capacity for mail of other classes will of course be somewhat less. The average speed of the carriers will be about 44 feet per second; therefore the time of transit of a car- rier between the temporary post-office and the Illinois Central depot will be two minutes and ten seconds. Of course it is impossible to give an accurate estimate of the cost of constructing such a system until the rights of way have been obtained and the ground purchased for the erection of a power house. "\Ve have estimated, however, as carefully as pos- sible, that the complete system above described can be installed for the sum of $769,. 325. 24. No allowance has been made for the extra cos-t of laying the tubes through the tunnels under the river, which may be a considerable item. No allowance has been made for tiie cost of obtaining the rights of way. COST OF OPERATION. The cost of operation for 20 hours per day and 310 days in the year has been esti- mated as follows: Superintendence $3, 420. 00 Office expenses 2, 236. 00 Office labor 1, 612. 00 Stations, labor 28, 800. 00 Power-station, labor 4, 454. 00 Coal 10,380.00 Water 644. 80 Supplies 242. 00 Ashes removed $2, 820. 00 Repair shop, labor 4, 076. 00 Auxiliary power 155. 70 Carrier repairs 4, 077. 50 Machinery supplies 450. 00 Repair supplies 2, 750. 00 Total 66,118.00 The above estimate of the central power station provides for salaries of two engi- neers, two fireman, and two electricians, which is the minimum complement of attendants. The item of office labor provides for bookkeeper, stenographer, and office boy. A proper supervision of the system will require a superintendent and two assistants. The office expenses comprise the office rent, the charge for telephone service, and the item of stationery and postage. The repair shop must be provided with a complement consisting of master mechanic, an electrician, two machinists, and two machinists' helpers. A considerable quantity of oil and waste will be required at the central power house, the repair shop, and each of the postal stations. Much waste is used in wip- ing the carriers, which must be kept scrupulously clean. Operators to the number of thirty-two will be required at the postal stations to receive and dispatch carriers, and compressor men to the number of sixteen to attend to the compressors. The items of taxes, insurance, and franchise are omitted from the above estimate, as they are indeterminate at this date. A corporation tax will probably be imposed PNEUMATIC-TUBE SERVICE. 201 upon the company operating this system and the macliinery may be taxed as per- sonal property. The rental of the system, if operated by us, would cover the operating expenses and 10 per cent on the construction. This we consider to be only a fair and equitable return for the investment. Upon this basis the estimated rental will be as follows: Operation $66, 118. 00 10 per cent on construction 76, 932. 50 Total 143,050.50 In submitting the above estimates we desire to remind your honorable committee that the construction herein described contemplates the latest and most improved devices known to pneumatic-tube service, including the use of electricity (instead of steam) as motive power. The use of electricitj^ requires the purchase of a large plat of ground in the heart of the city, and the erection thereon of an expensive power house, besides the laying of underground conduits the entire distance covered by the several lines. This construction is vastly more expensive than the old-style system now in operation in New York, Boston, Philadelphia, and Brooklyn, and makes it possible to secure the same amount of service with an 8-inch tube as could be had under the old style of construction with a 10-inch tube. This company invites the most rigid inspection and examination of its detailed figures by your committee, or by any expert engineer in the country, to be selected by your committee, and we offer every facility possible for said examination, to the end that your committee may be positively assured that the estimates herein con- tained are entirely reasonable, both as to cost of construction and cost of operation. This company further proposes and will contract to construct and operate pneu- matic-tube lines in the city of Chicago at as reasonable a price for construction and operation (local conditions and character of service bein^ about equal) as may be offered bv any other company for anv of the other principal cities in the United States. This company also offers, in case they are awarded the contract for Chicago, to give good and sufficient bond in any reasonable sum required, satisfactory to the Postmaster-General, for the faithful performance of its contract. Verv respectfully, Chic.vgo Pxeumatic Service Co.mpaxy, By Wm. R. Kerr, Genenil MaiKu/rr. Estimate of cost of construction of jirupuscrl pneumatlc-tiihe si/stem at Chicago, III, hy Batcheller Pneumatic TuIh' Companii, Philadelphki, Pa. CENTRAL POWER STATION. ^l!^^::::::;:::::::::;:::::::::::::::::::::::::::::: ^fimoo Engines and dynamos , '^' ^^^- ^[J &se,¥;:::::::;:::::::::;;;:::;:::::::::::::::::::-:---------- 5;ooo:oo ^^h^«f.^ 3,000.00 foundations .' gyg qq Steam and water piping - „' qqq' qq Switch boards ' jqq' qq Wiring and lighting ^ 5qq- qq Traveling crane . - '250:00 Plumbmg and gas fitting 2 500 00 Repair equipment - ' -^qq qq Furniture.. .. - - - ; 250:00 Telephone exchange T, , , 127,125.00 Total 202 PNEUMATIC-TUBE SERVICE. TEMPOEARY POST-OFFICE. Three transmitters $3,000.00 Three receivers 2, 100. 00 Four compressors 10,000.00 Piping 3,000.00 Four foundations 1,000.00 Erection 900.00 Plumbing 225.00 Lockers 150. 00 Repair of building 300.00 Three tanks 345.00 One telephone _ - - 25. 00 Three electric motors, 30 horsepower 2, 536. 35 One electric motor, 20 horsepower 681. 81 Eight transformers ,--- 1,282.00 Switchboard 307.69 Three telephone-cable heads 24. 00 Total 25,876.85 EQUIPMENT OP POSTAL STATIONS — SUMMAEY. General post-office (temporary) $25, 876. 85 Illinois Central depot 19,026.54 Twenty-second street station 19, 026. 54 Armour station 19, 935. 64 Thirty-first and Halsted streets 20, 390. 19 Stock yards 12, 921. 69 Board of Trade 11, 685. 31 Union depot 18, 862. 90 South Water street station 18, 312. 14 Chicago and Northwestern Railroad depot 11, 238. 35 Total 177,276.15 LINE P, TEMPORARY POST-OFFICE TO BOARD OP TRADE. 81,910 feet iron tubing : $13, 365. 00 26 brass bends 6, 500. 00 89 short lengths 89. 00 13 dutchmen 975. 00 18 drips 576.00 4,650 feet trench laying 6, 510. 00 Entering tubes in post-ofiice 1, 000. 00 556 square yards paving (asphalt) 1, 112. 00 1,112 square yards paving (granite) 1, 112. 00 4,560 feet power cables 3, 115. 50 4,560 feet telephone cables 702. 15 4,560 feet conduits 1, 813. 50 13 manholes 650. 00 Total 37, 520. 15 SUJIJIARY OF LINES. A 139, 898. 70 B : 46,532.90 C 41,176.40 D 52,680.20 E 51,683.60 F 37,520.15 G , 33,943.80 H 31,620.54 1 17,134.16 Total...., 352,190.45 Installation of electrical equipment 3, 000. 00 PNEUMATIC-TUBE SERVICE. 203 CONDtTITS AND CABLES. From power house to nearest station (2,640 feet), including excavating, filling, and paving trench §4^ 324. 45 ENGINEERING EXPENSES. Oneengineer (chief) $3,000.00 One assistant engineer, first 1 goo. 00 One assistant engineer, second 1^ 20o! 00 Three inspectors, at $720 2' I60! 00 One chief draftsman l'^ 200. 00 Six draftsmen (six months) 2, I60! 00 One instrument ' 150^ OO Drawing-room supplies 500. 00 Total 12,170.00 OFFICE E.XPENSES. Bookkeeper $780. 00 : Stenographer 624. 00 Office hoy 208. 00 Office rent 1, 3OO. 00 General expenses 600. 00 Furniture 500.'00 Total 4,012.00 COST OF CAEEIEES. 456 8-inch carriers (2 seta), at $20 .' $9,120.00 FREIGHT. Pounds. 91,900 feet tube, at 60 pounds 5, 514, 000 16 transmitters,- at 3,400 pounds 54, 400 16 receivers, at 2,000 pounds 32, 000 456 carriers, at 20 pounds (8-inch) 9, 120 180 drips, at 400 pounds 72, 000 180 surface boxes, at 50 pounds 9, 000 Total - 5,690,520 56,905.2 hundredweight, at 28 cents 115, 933. 46 COST OP CONSTRUCTION — FINAL SUMMARY. Central power house $127, 125. 00' Equipment of postal stations - 177, 276. 15 Construction of lines 352, 190. 45 Installation of electrical equipment 3, 000. 00 Conduits from power house to nearest station 4, 324. 45 Engineering expenses l^j ^!^0. 00 Office expenses *> Vi„ „9 456carriers ,V3?^ Ereight on apparatus to Chicago, 111 ^^i ^^^- ™ 10 per cent to the Batcheller Pneumatic Tube Company 70, 515. 15 Total..... 775,666.66 Cost of construction per mile ^^' 344- 72 204 PNEUMATIC-TtJBE SERVICE. ST. LOUIS. Office of the Postmaster, St. Louis, Mo., October 12, 1900. Hon. W. S. Shallenbergee, Second Assistant Postnianter- General, Washinytan, D. C. Dear Sir: In accordance with your instructions, your general com- mittee arrived in St. Louis on Thursday morning, October 11, and proceeded to the post-office, where work was begun on the pneumatic- tube inquiry. The first day was demoted to a close inspection of the main post-office and in traveling over the proposed routes for pneumatic tubes which the local committee, consisting of Mr. Baumhoff, the postmaster, and Mr. Taft, superintendent of the seventh division of the Railway-Mail Servdce, had laid out. These routes will be discussed below. The entire morning of the second day, October 12, the committee was closeted in executive session discussing, point by point, the advan- tages to be derived by the adoption of pneumatic postal tubes in con- nection with the St. Louis post-office, and in deciding upon the routes which the tubes ought to take in order that these advantages might be best achieved. After the most careful weighing of all the considerations involved in this pneumatic -tube question, it is the unanimous opinion of your committee that the post-office of St. Louis, Mo., will be splendidly assisted in the -modern rapid handling of its mails if the following pneumatic-tube routes are installed and operated under the plan of the postmaster, Mr. Baumhoff. Route 1. — Main post-office to Union station by shortest and most practicable route. Distance, about 1.5 miles. Route 'B. — Main post-office to relaj- depot. East St. Louis, 111., by way of the Eads bridge and tunnel. Distance, 1.66 miles. Route 3. — Bremen station. North St. Louis, to Arsenal station, via main post-office and along Broadway'. Distance, 5.34 miles. Route 4- — Union station to Vandeventer station by way of Olive street and Vandeventer avenue. Distance, about 2.5 rniles. Total, 11 miles each way. It is believed that most good can be accomplished if routes 1 and 2 are furnished with tubes 8 inches in diameter and routes 3 and 4 with tubes 6 inches in diameter. The local committee have prepared estimates of the amount of mail which will probablj^ be sent through these tubes, and have also pro- vided maps outlining clearly the streets through which the tubes will pass, but owing to some slight changes in the routes, which the gen- eral committee decided on, these estimates and maps will necessarily have to be reprepared. The engineering experts of the Batcheller Pneumatic Tube Company and the American Pneumatic Service Com- pany will also furnish, in connection with the estimates spoken of above, statements as to the probable cost of the installation of these systems and the probable rate of rental. This report, therefore, must be considered as merely preliminary to the final report, which will be forwarded as soon as all the facts can be known. The local committee have found it impossible to have all the plans and estimates complete when so many facts in a matter like PNEUMATIC-TUBE SEEVICE. 205 this are open to doubt and when the estimates made by the local com- mittee are so subject to change. In conclusion, it may be said that the business men of St. Louis have shown the greatest interest in this project for the advancement of the rapid delivery and collection of mail matter. Representatives of all the leading commercial bodies of the city, including the Mer- chants' Exchange, Business Men's League, the Manufactm-ers' Asso- ciation, and others, asked as a special favor to appear before this committee and to urge upon the members of it the adoption of these modern means for handling mail matter. These gentlemen pointed out to your committee, that since the St. Loais post-office was the most economical in the country, spending but 35 per cent of its gross receipts, it was entitled to recognition in the wav of special mail facilities. In this argument the committee fully concurs and consid- ers that the adoption of these four pneumatic-tube routes, as set forth above, is fully justified and can be strongly recommended. Ver-y respectfully, J. M. Masten, Ohairman. J. A. Montgomery. E. W. Alexander. Still P. Taft. F. W. BAUiMHOFF. Amehican Pneumatic Service Company, Boston, October 29, 1900. J. M. Hasten, Chairman of Commission, and F. W. Baumhoff, Postmaster of St. Louis, Mo. Gentlemen: Replying to your favor of the 15th instant, this company begs to submit: First. That^ it will construct, complete, and operate a pneumatic-tube system, in compliance with the first route named in your letter, for the sum of $24,500 per year, the Government to provide the necessary steam power for operating the same; or we will construct, complete, and operate such a system as is required for said route for the sum of $9,500 per year, the Government to pay the operating expenses and taxes thereon. Second. This company will construct, complete, and operate such a system as is required for the second route named in your letter for the sum of |26,800 per year, the Government to provide the necessary steam power for operating the same; or we will construct, complete, and operate such a system as is required for said route for the sum of ?13,000 per year, the Government to pay the operating expenses and taxes thereon. Third. We will construct, complete and operate such a system as is required for the third route named in your letter for the sum of $99,000 per year, the Government to provide the necessary steam power for operating the same; or we will construct, complete, and operate such a system for the sum of $46,500 per year, the Government to pay the operating expenses and taxes thereon. Fourth. We will construct, complete, and operate the system required for the fourth route named in your letter for the sum of $33,000 per year, the Government if) provide the necessary steam power for operating the same; or we will construct, complete, and operate such a system for the sum of $17,000 per year, the Government to pay the operating expenses and taxes for the same. We beg further to submit, in consideration of the possibilities of an enlarged and future demand upon the pneumatic tube for the transportation of mail in large cities, that a system 10 inches in diameter, such as you have seen at our works at Lowell, Mass., and such as we are now constructing for the Boston company, can be constructed and operated at a saving over the cost of constructing and operating the lines that you have described in your letter as 8-inch and 6-inch lines; and we therefore beg to call your attention to the following proposals, viz: First. We will construct, complete, and operate a pneumatic-tube system 10 inches in diameter, for the first route designated in your letter, for the sum of $23,000 per 206 PNEUMATIC-TUBE SEBVICE. year, the Government to provide the necessary steam power for operating the same; or we will construct, complete, and operate a system 10 inches in diameter, for the said route designated as the first in your letter, for the sum of $8,800 per year, the Government to pay all the operating expenses therefor and taxes. Second. We will construct, complete, and operate a 10-inch pneumatic-tube sys- tem between the points designated as the second route in your letter for the sum of $23,400 per year, the Government to provide the steam power necessary to Operate the same; or we will construct, complete, and operate a 10-inch system for said route for the sum of $11,800 per year, the Government to pay the operating expenses and taxes. Third. We will construct, complete, and operate a pneumatic-tube system 10 inches in diameter, covering the route designated as third in your letter, for the sum of $100,000 per year, the Government to provide the necessary steam power for oper- ating the same; or we will construct, complete, and operate a system 10 inches in diameter, covering the said route, for the sum of $47,500 per year, the Government to pay the operating expenses and taxes. Fourth. We will construct, complete, and operate a pneumatic-tube system 10 inches in diameter, covering the fourth route named in your letter, for the sum of ?32,000 per year, the Government to provide the necessary steam power for operating the same; or we will construct, complete, and operate a 10-inch pneumatic-tube sys- tem, covering said route, for the sum of $18,000 per year, the Government paying the operating expenses and taxes thereon. Further, this company will guarantee that the operating expenses in case of the use of a 10-inch system shall be less than the corresponding amounts for an 8-inch sy.stem, and shall not exceed the amount of the same in a 6-inch system. We further beg to call your attention to the fact that by reason of the manner in which proposals are asked for we are compelled in estimating the operating expenses to figure upon the maintenance of each system by itself as a whole, which results in the duplication of a number of expenses large in amount for each system, such as inspector, repair man, and superintendent, which, if more than one system were to be constructed and operated in any one city would be considerably reduced, thus reducing the amount of estimates of operating expenses, ivhich we herewith submit. It is also proper to say that these estimates are made without the opportunity to make tests of the conditions of the streets, which might in many respects substan- tially reduce the cost which is computed for street excavation. All of which is respectfully .submitted. Amekic.\n' Pxeumatic Service Co.mpan'y, By W. E. L. DiLL.\w.\Y, Prcndeni. The Batchellee Pneumatic Tube Company, Philadelphia, November 22, 1900. PNEUM.mc Tube Investigating Committee, St. Louis, Mo. Gextlemen: Replying to your request for an estimate of the proposed postal sys- tem of pneumatic tubes in the city of St. Louis, we beg to submit the following: Our estimate includes: First. A double line of 8-inch tubes between the general post-office and the Union depot. Second. A double fine of 8-inch tubes between the general post-oflice and Eelay depot. East St. Louis. Third. A double line of 6-inch tubes from the general post-ofiice to Arsenal postal station. Fourth. A double line of 6-inch tubes from the general post-office to Bremen avenue station. Fifth. A double line of 6-inch tubes from the union railway depot to postal sta- tion, Papin street. It is proposed to lay these lines along the following routes: Line J.— From the general post-office along Eighth street to Olive street, thence out Olive street to Thirteenth street, thence via alley which is between Olive and Pine streets_ to Nineteenth street, theivcr along Nineteenth street to Market street, to Twentieth street, to the mail room in the union railway station. Line II.— It is proposed that this line shall be laid from the post-office through tunnel to the Eads bridge, thence across the Eads bridge and along the railway tracks to the Eelay depot. Of course this assumes that the right of way can be obtained from the railway company. PNEUMATIC-TUBE SERVICE. 207 Line III.— Will extend from the General Post Office along Eighth street to Olive along Olive to Seventh, along Seventh to Spruce to Cupples station. The line fol- lows Spruce street to Sixth street and Sixth street to Park avenue, thence it would turn into an alley which is parallel to Broadway on the West side, following this alley to a new station to be established at Barry street, from Barry Street station along the alley to Dorcas, through Dorcas street to Broadway, along Broadway to Arsenal Station. Line IV.— To extend from the General Post Office along Eighth street to Olive street, along Olive to Third street, thence to the Annex station. From the Annex station along Third street to Franklin avenue, along Franklin avenue to Produce station, from Produce station along Fourth to Third, along Third street to Carr, and along Carr to Collins street, thence along Collins and Second to a new station to be established at or near Benton street. From Benton station along Second street to Salisbury street, along Salisbury to Broadway, thence to Bremen station. Line 1'.— From the mail room in the Union Railway depot along Twentieth street to an alley which is parallel to Olive street on its south side, along the alley to Compton avenue, north on Compton avenue to a new station to be estabhshed near Olive street, out Olive to an alley just west of Theresa street, along the alley to Vandeventer avenue, where a new postal station is to be established. From this postal station along Vandeventer avenue to Papin street, east on Papin to a new postal station that is to be established on Papin street near Lawrence. The length of the!*e lines is given in the following table: Miles. General post-office to Union depot, 8-inch line 1. 3lL' General post-office to Relay depot, 8-incli line 1. 85 Total 3! 162 General post-office to Cupples station, 6-inch line 578 Cupples to new (Barry) station . 866 New (Barry) station to Arsenal 1. 222 General post-office to Annex 417 Annex to Produce station 473 Produce to Benton (new) station 1. 506 Benton (new) station to I5remen Avenue station 994 Union depot to Compton avenue (new) - 1. 375 Compton avenue to Vandeventer and Olive station 862 New station Vandeventer to terminus, Papin street 1. 023 Total - - 9.318 For the operation of all these lines we propose the erection of a central power sta- tion to be located at some convenient point along the line of a railroad, at a dis- tance not more than half a mile from one of the postal stations; preferably, as near as possible to the center of the system. In this central power station we will erect boilers and engines with directly connected dynamos, which will generate electric currents of high voltage. We propose the laying of underground conduits beside the tubes, with cables drawn into the conduits, by means of which electric power can be distributed to all the postal stations. In each postal station we propose the erection of air compressors or blowers, driven by electric motors, which will draw their en- ergy from the central power station. In order that the electric cables for the distri- bution of power shall not be too large, a high voltage will be used, with transformers at each postal station, to transform from a high to a low voltage a sufficient amount of electric current to operate the motors in the respective stations. The equipment of each station will include, besides the motors and transformers, switch boards and all necessary instruments. Each blower or air compressor will have an electric motor geared to it, which makes it very compact, occupying a small amount of space. Such a system of power distribution reduces the space occupied by the tube appa- ratus in the postal station to a minimum. Furthermore, it avoids the use of steam engines and boilers in the post-offices. . ^ , , j tu a For the line equipment, we propose the use of cast-iron tubes bored smooth and accurate on the interior, and similar m all respects to the tubes now m use m New York and Philadelphia and Boston. The carriers will travel upon bearing rmgs composed of a material selected by us after long experience. f„ii„„. We adopt this construction of a bored tube and sliding carriers from the follow- ing consideration: It permits the use of a carrier of great lightness and simplicity of d^ign, easily handled by one man, and opened and c.lo^f ^^^j^ £f U^-XlLnit! also permits the use of terminal apparatus that is very simple m design which results 208 PNEUMATIC-TUBE SERVICE. in giving the tube an enormous carrying capacity, so that, for example, an 8-inch tube may be used for a service that would otherwise require a 10-inch tube. Within the postal stations we propose the use of our latest improved transmitters and receivers. The transmitters will be of an improved type, much more compact and simple in operation than those now in use by the Government. The receivers will be of a new and simplified type which permits having the end of the tube open so that carriers are free to come out, however frequently they may be dispatched. There is no mechanism to get out of order and interrupt the passage of the carriers from the tube to the receiving table. We can not lay too much emphasis upon the use of this improved type of receiver. It increases the capacity of the line two or three times by allowing the carriers to be dispatched so much more frequently, and the carriers are brought to rest gradually without shock, avoiding the danger of injury to fragile articles. Several of these receivers have been constructed, one of which was on exhibition at the Paris Exposition. There is no element of a pneumatic tube system upon which success depends to so great an extent as upon the carrier. This will be understood when it is remembered that from 1,000 to 10,000 carriers must be filled, dispatched, and emptied at each sta- tion during each day. Lightness, simplicity, and facility of opening are essential qualifications. The carrier proposed by us will be similar in design to those used in connection with the present existing lines constructed by this Company in Boston, New York, Brooklyn, and Philadelphia, embodying, howeA-er, some improvements. It will weigh but 16 pounds and will open for its full diameter at the rear end. The latter feature greatlj' facilitates filling and emptying as compared with a carrier open- ing at the side. "\\'e find that the friction of the carrier in traveling through the tube is inconsiderable. Our preference for this type of carrier would not be altered if the friction were considerable, for at its maximum the friction of the carrier is small com- pared with that of the column of air. The bearing-rings of the carrier travel 10,000 miles without renewing, and as they fit closely to the walls of the tube they reduce the leakage past the carrier to a minimum. When this system is installed, carriers can be dispatched at the rate of ten per minute; therefore the capacity of each section of each line will be 6,000 letters per minute, or 360,000 letters per hour in each direction. The capacity for mail of other classes will, of course, be somewhat less. The average speed of the carriers will be about 44 feet per second ; therefore the time of transit of a carrier between the gen- eral post-office and the Union Railway depot will be 2 minutes and 38 seconds. Of course, it is impossible to give an accurate estimate of the cost of constructing such a system until the rights of way have been obtained and the ground purchased for the erection of a power-house. We have estimated, however, as carefully as pos- sible that the complete system above described can be installed for the sum of 8876,329.60. This assumes that the ground for the central power station can be pur- chased for $5,000 and a building erected for 813,000. Xo allowance has been made for the cost of obtaining rights of way or of changing existing underground construction. COST OF OPEKATIOX. The cost of operation for twenty hours per day and three hundred and ten days in the year has been estimated as follows: Superintendents $3, 420. 00 Ofiice expenses 2, 236. 00 Office, labor 1, 612. 00 Stations, labor 32, 400. 00 Power station, labor 4, 454. 00 Coal 8,302.00 Water 1 , 234. 00 Supplies 2, 820. 00 Ashes removed 300. 00 Repair shop, labor 4, 176. 00 Auxiliary power 138. GO Carrier repairs 3, 098. 00 Machinery supplies 3, 000. 00 Repair supplies 500. 00 Taxes 1,205.00 Insurance 1, 150. 00 70,045.00 The above estimate for the central power house includes the items of coal and water, the hauling of ashes, and the salaries of 2 electricians, 2 engineers, and 2 fire- men, which is a minimum complement of attendants. All of the stations combined will require 34 operators and 20 compressor men. The administrative expenses include the salaries of the superintendent and 2 assistants, bookkeeper and stenographer, the office rent, charge for telephone services, and the cost of stationery, postage, and office supplies. The expense of the repair shop includes the salaries of 1 master mechanic, 1 elec- trician, 2 machinists, and 2 helpers, together with the cost of the bearing rings for carriers, and machine parts to replace those broken or worn out. PNEUMATIC-TUBE SEKVICE. 209 The item of supplies covers oil and waste, a considerable quantity of which will be necessary. We have estimated taxes and insurance upon the central power station. We have, however, not included the tax upon the tubes or machinery which may be taxed as personal property by your city authorities. We have included no items for securing the rights of way through the streets, nor have we included a tax upon the necessary francmses. The rental of the system, if operated by us, would cover the operating expenses and 10 per cent on the construction. This we consider to be a fair and equitable return for the investment. Upon this basis the rental will be as follows: Operation $70,045.00 10 per cent on construction 87, 632. 96 Eental ' 157,677.96 This sum of $157, 677. 96 will be our annual charge for the service, predicated upon the estimates given on the preceding pages of this letter. Very respectfully, Batchelleb Pneumatic Tube Company, J NO. E. MiLHOLLAND, President. Office of the Postmasteh, /St. Louis, Mo. , November 30, 1900. Hon. W. S. Shallenbeeger, Second Assistant Postmaster- General , Washington, D. C. Sir: The committee on pneumatic-tube service projected for the city of St. Louis have had several meetings in this city for the purpose of discussing and laying out the pneumatic-tube service deemed necessary for the prompt and efficient performance of the mail service in this city. As stated in the preliminary report of October 12, four routes were laid out (1) connecting the general post-oflace with the Union depot, (2) with the Relay depot at East St. Louis, (3) extending north and south along Broadway for a distance of about 6 miles, and (4) from the Union depot west to the center of the principal residence district of the city (Vandeventer station). These lines were stated as about 11 miles in length, which was the nearest measurement that could be made from the official city maps. The service required to connect the general post-office with the Union depot and with the Relay depot was believed to require an 8-inch tube, while the line on Broadway, north and south, and the line extending from the Union depot to Vandeventer station was believed to require a 6-inch tube. The local committee called upon the pneumatic tube companies which we believed in a position to compete for the installation o± the necessary tube service for estimates in regard to the cost ot turnisb- ing them. Propositions have been received from the American Pneu- matic Service Company of Boston, Mass., and from the Batcheller Pneumatic Tube Company of Philadelphia. These proposals are for- warded to the Department, after careful examination and consideration by the ioint committee, for such examination and verification as maj be decided upon. They have not been particularly examined bj this committee to determine the cost of construction of t^e lines projected for the reason that the propositions received do not state the cost ot construction in detail. It has therefore been impracticable to deter- mine whether these estimates can be reduced in any material amount or whether the cost is properly stated. It is evident, however, from P T S — 01 14 210 PNEUMATIC-TUBE SERVICE. our examination, that the cost has been placed high enough to secure the installation of the tubes upon the routes stated. In fact, it is believed that the cost has been placed at a high figure in order to cover any contingencies that might arise. It is therefore recommended that the Department proceed to secure the detailed estimates of cost of construction from the two companies whose proposals are herewith submitted. It is understood that such information can b6 obtained, but it is not certain whether the companies will consent to making their detailed figures a matter of file record in the Department. In other words, it is understood to be possible that the figures may be examined in their offices in Philadelphia and also in Boston. Referring more particularly to the proposition submitted by the American Pneumatic Service Company, it is noticed that it covers an estimate on the construction and operation of an 8-inch and a 6-inch tube, as requested by the local committee under date of October 15, and also for a 10-iuch tube covering the same routes. There is a slight difference in their proposition to install the 10-inch system and oper- ate it over the 8 and 6 inch system, but this amounts to only $4,700 per annum. The amount named for the installation and operation of the 8 and 6 inch system, aggregating about 11 miles, isgiven as $183,300, plus the cost of steam to be furnished by the Post-Office Department. The amount named for the 10-inch system is $178,400, plus the steam to be furnished by the Post-Office Department. This proposition, it is stated, is made upon the basis of operating each of the four lines inde- pendent of each other, and that in the event of the Department con- tracting for the installation of the four lines as a complete system, the total amount will be considerably reduced, as duplicated expenses, such as for inspectors, repair men, superintendents, etc., will be eliminated. It is also stated that these estimates are made without the opportunity to make tests of the conditions of the streets, which might in many respects substantially reduce the cost which is computed for street excavation. Regarding the proposition submitted by the BatcheUer Pneumatic Tube Company, it is shown that the cost of construction will be 1876,320 for the mileage called for, which, it is stated, approximates 12.48 miles. The routes decided upon at the first meeting of the joint committee were numbered, respectively, 1 to 4, but in submitting this Proposition this company has divided the mileage into five lines, 1 to 5. ine and 2 of the 8-inch tubes amounts to 3.162 miles and 3, 4, and 5 of the 6-inch'tubes, 9.316 miles. The cost of construction in this prop- osition is given as a whole, the construction being placed upon a basis of 10 per cent of the expense involved, $87,632 per annum, and the operation at $70,045, or a total of $157,677 per annum. In examining into the items of the expense of operation, it is noticed that the power expense is given as $17,248 per annum; operation labor, $42,043 per annum; repairs to machinery, carriers, etc., $10,744 per annum. These items appear to be quite correctly shown, with the exception of the amount named for labor, which it is believed can be reduced py some $18,600 less than the estimate of the company. This can be done by reason of the assistance that can be given by the post-office clerks in the operation of receiving and dispatching carriers. Allowance is made by this committee for an operator at each tube station upon the system, two at the general post-office, two at the Union depot, two at the Rela}' depot; and compressormen, two at the general post-office, PNEUMATIC -TUBE SEKVICE. 211 two at the Eelay depot, and two at the Union depot, with one as a substitute and relief compressorman. The committee desires to express its preference for the proposition submitted by the Batcheller Pneumatic Tube Company because of the more favorable terms named; and, as their proposition enters into con- siderable detail, we have been able to examine it with more satisfaction, and feel that it represents more closely the cost of installation and operation of the service. If the proposition submitted bj- the Batcheller Pneumatic Tube Company, in its cost of construction, was reduced from an average of $68,570 per mile for the 6 and 8 inch tubes to $50,000 per mUe, it is our judgment it would closely approximate the necessary cost of construction. Such a change would reduce the annual percent- age on cost by f27,632 per annum, which, with the saving in the cost of operation as above, would make a total reduction equal to |46,232 per annum, or a net cost to the Department per annum for the 12.48 miles, per year, |111,445; and upon this basis the committee feels dis- posed to recommend its establishment in this city, as proposed in the preliminary report. A favorable recommendation for the installation of pneumatic-tube service is reached after a careful consideration of the requirements of the mail service in this city, and the necessity for a considerable improvement therein in order to keep pace with the growth and importance of the city, which is sufficient, aside from the gain in the time of the transit of the mails upon the routes to be covered by the pneumatic tube. Providing efficient facilities for the transaction of the mail business in the large cities has invariably resulted in a large increase in the first-class mail, the most profitable of the different classes, and it is our belief that the establishment of the pneumatic- tube facilities in this city will show more than the usual increases in the first-class mail. The gain in the special-delivery mail, it is con- ceded, will be very large. The records show that for the year ending June 30, 1900, 84,950 pieces of special-delivery mail were delivered in this city. Of this number, about 20,000 pieces originated within the city. This showing for the population of the city does not indicate a full development of this class of service. With the added facilities secured by the tube service, it is not unreasonable to assume a growth equal to 100 per cent within the next year or two. _ The principal gain in the installation of pneumatic-tube service is expected from its greater speed over what can be secured by the wagon or street-car service. The time from the general post-office to the Union depot by mail wagon is twenty-five minutes; by tube it will be two and^ two-thirds minutes, a gain of twenty-two and one- third minutes. The time from the Relay depot at East bt. Louis to the general- post-office, St. Louis, by way of the Union depot, is htty minutes; the time by tube will be about four minutes, a gain of torty- six minutes. There will be a corresponding gain in the time of mails exchanged with the Arsenal and Bremen stations, except that the time by tubf wiU be about five minutes to each, while the present time by street car is twenty minutes. . 4.i,„„„u The gain in time secured by the pneumatic-tube service, even though it may amount to only a few minutes, is sufficient in many cases to secure an advanced delivery by carrier, and in ef ect °iea"%^ /j'^^^ °* two or three hours. When this applies to mails due in the afternoon, 212 PNEUMATIC-TUBE SERVICE. the securing of a delivery the same day means a gain to the business man or patron of the oiEce of fifteen hours in the delivery of his mail. Among the other advantages secured by the pneumatic-tube service is the continuous arrival of mails at the stations, allowing the handling of them by the office force in smaller quantities than when arriving by wagon or street-car conveyance, which can not be scheduled oftener than hourly without undertaking an enormous expense. The con- tinuous arrival, therefore, means that a greater efficiency can be had from the clerical force, and that their work, being supplied continu- ously, can be covered by a less force than when the accumulated mails arrive at less frequent periods. The gross revenue of the St. Louis post-office for the year ending June 30, 1900, was $1,924,425 per annum, and the net amount turned over to the Department $1,231,632. The local mail of the city of St. Louis amounts to 25.7 per cent of the whole, which indicates a net revenue on the local business of $320,000 per annum. The cost of the proposed tube service will amount to about 34 per cent of the net profit on the local business. Comparing this with the present cost of the transportation service in the city, which amounts to $64,352, it indicates, of course, a considerable increase, but it must be borne in mind that the transportation service has been conducted upon a very reasonable percentage of the total business and also upon about 17 per cent of the net profit on local business. We forward herewith statistics of the amount of mail to be trans- ported by the system of tube service recommended, and an examina- tion of it will show — That the mails to be transported daily by the tube between the gen- eral post-office and Union depot amounts to 221,150 letters outgoing and 219,300 incoming; To the terminal station, located in Union depot, 8,000 letters outgo- ing and 4,850 incoming; Between the general post-office and Relay depot, outgoing 146,900, 113,000 incoming; Between the Vandeventer station and intermediate stations, 38,100 letters outgoing, 94,800 letters incoming; Between the general po^t-office and Bremen station and intermedi- ate stations, 90,350 outgoing and 92,200 incoming; Between the general post-office and Arsenal station and intermedi- ate stations, 39,350 outgoing and 104,000 incoming. It is also stated by the local officials in this city that the rearrange- ment of the delivery and collection service by reason of the establish- ment of pneumatic-tube service the quantities of mails carried by pneumatic tube will be considerably increased. The committee has considered the question of possible economies that may result from the establishment of pneumatic-tube service and the change in the facilities existing for the transportation of mails, but find it impossible to exactlj- state the amount of such economies. It is quite evident that the first-class mail can be transported by the tube service recommended, and that only the extreme bulky and heavy mails will need to be provided for by wagon or street-car conveyance. The wagon service to the Union depot at present is costing $20,890 per annum, and it is safe to assume that 50 per cent of this expense could be discontinued by the tube service, and of the expense for street-car service, $25,892, an equal percentage can be discontinued. PNEUMATIC-TUBE SERVICE. 213 It is .the expectation of Postmaster Baumlioft' that the changes in the .-treet-car service will enable him to rearrano-e the mileatfe discon- tinued in portions of the city where the preselit facilities are inade- quate, usino- the tidie terminals at the Vandeventer, Bremen, and Arsenal as the points from which the street postal-car service will I'eceive and dispatch mails for the territory adjoinino-. It should be borne in mind that there is at present Vio-htv-three letter-carrier branch post-otttces, and the dithcidty of supplving tiiis number of branch post-oifices is so great, they being distributed over a laro-e territory, that a comparatively large mileage by street-car service must uecessarilv l)e retained. The mileage discontinued in the pneu- matic-tube district, and which we regardas a savino-, will in effect be used in other portions of the city as an improvement, thus taking the pltice of additional allowances for such improvements in the additional territories. If it should be found that the entire mileage of poeumatic-tube service could not be allowed for the city of St. Louis in any one year, preference is expressed for the service connecting the ge"^neral post- office with the Union and Relay depots as being the most important, the service connecting the general post-office and the Broadway branch post-offices north and south as the next most important. Kespectfully sultmitted. J. M. Mastex. t'lmirinon. Pj. AV. Alexandee. Stile P. Taft, SiijJtrinteridtiit Haihray-JIaJJ Sere ice. F. W. Bau^ihoff, IVistinasfei'. St. Louis, Mo., September 9, I'JOO. Hon. F. W. Baumhoff, Pejxtmaster. Sir: I report the following mail cli^patched from tliif' ottice via union .station and relay depot. East St. Louis, 111.; time dispatched; number of pouches and their weight; number of sacks and their weight, from midnight September 7 to midnight September S. OUTGOING MAIL. Route Cin.andSt. L.,tr. 4 Cin. and St. L. , tr. 2 Cin.and St. L.,tr.l2 Cin. and St. L. , tr. i;4 X Chi. and St.L.,tr. 1 X Chi. and St.L.,tr. 21 X Chi.andSt. L..tr. 3 St. L., La. and K. C, tr. 41 St. L., La. and K.C.,tr.43 Cleve. and St.L.,tr. 8 Cleve. and St. L..tr. LS X Cleve. and St. L., tr. 122 Cleve. and St. L., tr. 6 St. L. and Pad., tr. 32.=> St. L.and Pad., tr. 203 X St. L. and Pad., tr. 223 Louis, and St. L., tr. 2 Louis, and St.L.,tr..s X Louis, and St. L., tr. 4 Nash, and St. L., tr. .51 Kash.and St. L.,tr. .W X Nash, and St. L.,tr. .53 St. L.and Jack., tr. 1 St. L.and .Jack., tr. 3 St. L.and Jaek.,tr. .5 - Time leaves. I.OOa.m. '.35 a.m. .40 p. m. .,50 p.m. .3-5 a. m. .30 p.m. .40 p.m. .45 a. ni. .45 p.m. .05 a. m. .35 a.m. .15 a.m. .00 p. m. .25 a.m. .1.5 p.m. .no p.m. .45 a.m. .00 p.m. ..SO p. m. .55 a.m. .40 p.m. .30 p. m. .10 a.m. ,3.5 p.m. .20 p. m. Pouche.?. Pounds. 3 143 1 4 7 180 5 5 3 5 5 5 13 4.54 2 33 3 98 2 10 7 42 3 28 1 12 .5 130 14 188 64 '> 33 1 5 99 92 1 2 6 242 '> 45 3 143 4 1 Sack.s. 1 Pounds. 41 ' 17 ' 49 4 32 1,568 244 2, 130 15 1,609 7.S4 1.59 1,710 1,434 125 240 337 1,448 5 2,689 066 1,751 108 Total pounds. 1,711 248 2,310 20 5 28 2, 063 265 882 169 42 28 91 1,840 1,622 189 273 1 4,S6 1,.540 2, 931 711 1,894 109 214 PNEUMATIC-TXJBE SERVICE. OUTGOING MAII^-Continued. Route. Time leaves. Pouches. Pounds. Sacks. Pounds. Total Pounds. Tol., Frnulf and St. L., tr. 4 Tol.,Frank.andSt.L.,tr.6 Pitts.andSt.L.,tr.l2 Pltts.andSt.L.,tr.20 Pitts, and St. L., tr. 8 Pitts and St. L , tr 2 X 7.40 a.m. 6.50 p. m. 2.00 a.m. 8.10 a. m. 7.40 a. m. 12.35 p.m. 5.00 p. m. 7.45 p.m. 2.00 a.m. 6.55 a.m. 4.50 p. m. 2 1 3 1 1 8 3 9 4 1 2 8 43 123 2 2 86 1 462 77 12 63 6 5 30 24 2 1 3 50 3 10 2 137 275 1,234 207 79 87 16 2,550 135 140 69 145 318 1,367 209 81 173 Pitts and St L tr 6 X 17 Pitts.andSt.L.,tr.lO Tol. and St. L., tr. 6 Tol. and St. L., tr. 24 Det.andSt.L.,tr. 50 3,012 212 152 132 138 2,938 623 22,435 25,373 The following trains are dispatched through Union Station: Route. 1^1 ^°'"'^^'- P°"'''^^- S^<"^- ^°™'^- POiS. Eock Isd. and St. L., tr. 47 Eocklsd. andSt. L.,tr. 49 Burl, and St. L., tr. 1 Burl, and St. L., tr. 3 Burl, and St. L., tr. 5 Burl, and St. L., tr. 23 X Burl, and St. L., tr. 7 X Burl, and St. L., tr. 15 X Cleve. and St. L., tr. 8 Spring, and St. L., tr, 2 Spring, and St. L., tr. 4 111. Central, tr. 20 X St. L. andSed., tr. 1 M., K. andT.,tr.5X St. L. and Tex., tr. 53 St. L. and Col., tr. 57 St. L. and Tex., tr. 51 St. L. and Tex., tr. 55 St. L. and Monett, tr. 1 St. L. and Monett, tr. 5 Frisco, tr. 13X St. L. and Union, tr. 109 St. L., Mob. andK. C, tr. 3 St. L., Mob. and K. C, tr. 13 St. L., Mob. andK. C, tr. 9 St. L., Mob. andK. C, tr. 5 St. L., Mob. and K. C, tr. 45 X St. L., Mob. andK. C, tr. 7 X St. L. and Coun. Bluffs, tr. 1 St. L. and K. C, tr. 7 St. L. and K. C, tr. 1 St. L. andK. C, tr. 5 X St. L. and K. C, tr. 75 X St. L. andK. C, tr. 11 St. L. andK. C, tr. 9 St. L. andK. C, tr. 17 Tol. and St. L., tr. 2 Det. and St. L., tr. 18 X 11 Chi. and St. L., tr. 45 Chi. and St. L., tr. 7 Cleve. and St. L.,tr. 36 Total 7.55 a. m. 8.20 p m. 2.00 a m. 7.15 a m. 12.05 p m. 1.00 p. m. 7.40 p m. 8.35 p m. 7.05 a. m. 7.40 a m. 3.15 p m. 12.35 p m. 8.30 a. m. 7.50 p m. 2.00 a m. 7.30 a m. 1.50 p m. 7.45 p m. 8.20 a ra. 8.26 p m. 1.00 p m. 4.40 p m. 8.50 a m. 7.15 a m. 1.50 p m. 3.15 p m. 4.00 p m. 9.45 p m. 7.05 p m. 2.00 a m. 8.35 a m. 7.00 a m. 5.20 a m. 5.00 p m. 7.40 p m. 4.00 p m. 7.45 p m. 11.35 p m. 8.10 a m. 11.05 p m. 7.40 p m. 17 124 138 6 119 1 'iso' 10 75 34 36 73 47 291 186 68 342 1 22 44 19 168 2 2 5 386 356 64 2 1 10 799 32 424 47 28 136 41 920 649 148 68 2,292 • 159 137 81 4 9 42 11 15 112 28 72 133 1,928 152 610 7,084 946 3,759 4 43 12 345 12 134 8 276 17 93 107 44 2 3 2 100 459 4,761 4,042 1,388 14 61 54 3,670 2,013 664 1,631 92 4,423 39,935 Mail? for East St. Louis and National Stock Yards compiled. Route. Leaves. Pouches. Pounds. Sacks. Pounds. Total pounds. East St. Louis, 111 7.00 a.m. 10.10 a. m. 6.50 p.m. 8.25 p.m. 2.00 a. m. 7.20 a.m. 10.10 a.m. 7 15 7 10 4 7 14 1 1 1 1 17 14 15 7 24 Do 29 Do 22 Do 17 National Stock Yards, 111 4 Do 7 Do 14 Total 7 64 4 53 117 PNEUMATIC-TUBE SEKVICE. 215 Following is count of mail received and dispatched September 8: INCOMING MAIL. Pouches. Weight. Sacks. Weight. Eeceived from Union station Kecelved via Relay station deceived via Vandeventer station (railroad) Received from Bremen and intermediate stations Received from Arsenal station Keceived from Annex Received from Terminal station Received from Cupples station Received from Wabash station (Vandeventer station collec- tion, via Camp Jackson and Olive streets) Total Founds. 4,386 2,260 635 1,057 1,370 787 97 710 1,261 1,144 12, 663 547 362 111 3 1 1 1 Pounds. 14,687 11,813 2,046 168 37 31 19 1,019 28, 926 MAIL FOR CITY. Dispatched to Annex Dispatched to Cupples Dispatched to Terminal Dispatched to Bremen and Intermediate stations Dispatched to Arsenal and intermediate stations. Dispatched to Produce Dispatched to Wabash station and Camp Jackson Total 746 300 160 894 487 167 762 3,516 m 925 27 363 IS 213 73 1,891 47 824 21 316 72 1,670 6,202 When pneumatic-tube service is installed other carriers will be included in the proposed system, whose mail will increase these weights more than twice. Respectfully, Wm. H. Lamb, Superintendent. Philadelphia, Pa. , December 4, 1900. Hon. W. S. Shallenbergek, Secmd Assistant Postmaster-General, Washington, D. C. Sie: The general committee have received from the Batcheller Pneumatic Tube Company, of Philadelphia, the detailed estimate upon which their proposition to construct the pneumatic-tube service in St. Louis was based, as submitted witn tne joint committee's report dated St. Louis, November 26. . . , • ti. In examining the estimates we are impressed with the necessity of reducing tbeni in everypossiblewaysoasto bringdown theamountoftheyearlyrental. Toconstruct the power plant in the basement of the post-office buildmg instead of m a separate building will save $25,000 original outlay, which represents $2,500 yearly rental on a 10 per cent basis, and as there is ample space in the basement of the post-otbce building we recommend that this plan be considered. „„t;,v,<,torl We also recommend that the preliminary expenses of the company as estimated for engineering, office expenses, freight charges, and royalties to Batcheller Pneu- matic Tube Company be reduced from a 10 per cent annual basis to 5 per cen . The total of these items in the St. Louis estimates amounts to $118,315, which at 5 per cent reduces the annual rental by $5,916. . ^v, * +v,„,o <.^,-=t= r-nlv the In considering this matter we have taken into account that ^^^re exists only the requirement to return a fair interest upon moneys advanced, there being no depreciation to be allowed for, as on machinery and tubmg. Very respectfully, ^ ^_ Hasten, Chairman. E. W. Alexander, General Committee. 216 PNEUMATIC-TUBE SERVICE. Estimate of cost oj construction of proposed pneumatic-tube system, St. Louis, Mo., Batch- eller Pneumatic Tube Company, Philadelphia, Pa. CENTKAL POWER STATION. Ground |5, 000 Building 10, 000 Chimney 3,000 Engines and dynamos 71, 500 Boilers 9, 000 Condensers 5, 000 Pumps 750 Coal hoist 600 Ash hoist 300 Foimdations 3,000 Steam water piping 4, 875 Switch boards , ?2, 000 Wiring and lighting 500 Traveling crane 1, 500 Plumbing and gas fitting 250 Repair equipment 2, 500 Transformers for lighting 440 Furniture 100 Telephone exchange 250 Total 120,565 EQUIPMENT OP POSTAL STATIONS. General post-office — 2 transmitters, 8-inch $2, 000. 00 2 transmitters, 6-inch 1, 800. 00 2 receivers, 8-inch 1, 400. 00 2 receivers, 6-inch 1, 200. 00 3 compressors, 8-inch 7, 500. 00 3 compressors, 6-inch 6, 000. 00 Piping 4,050.00 6 foundations 1, 500. 00 Erection 1, 050. 00 Plumbing 300.00 Lockers 200. 00 Repair of building 400. 00 2 tanks, 8-inch 230. 00 2 tanks, 6-inch 170. 00 1 telephone 25. 00 2 electric motors, 50-horsepower 2, 600. 00 1 electric motor, 30-horsepower 845. 45 2 electric motors, 10-horsepower 916. 66 1 electric motor, 5-horsepower 330. 00 12 transformers 1, 923. 00 1 switch board 307. 69 4 telephone cable heads 32. 00 Total 34,779.80 Summary: General post-office 34, 779. 80 Union depot 22, 087. 49 Relay depot 12,921.69 Cupples Street station 15^ 708. 52 Barry Street station 15^ 953. 81 Arsenal .".'.'.'.'." 10,' 080. 31 Annex 15,176.85 Produce 16, 079. 42 Benton Street station 16, 302. 90 Bremen Street station '. 10,080.31 Compton Avenue Station 16,' 281. 09 Vandeventer street 15^ 953. gl Papin street lo' 080. 31 Total 211,486.31 LINE A (8-inch). 13,460 feet iron tubing, at §1.50 $20, 190. 00 26 brass bends, at $250 g' 500. 00 135 short lengths, at$l ' 135. 00 13 dutchmen, at $75 975 00 27 drips, at $32 111!!!]!!!!!!!!!!".!!!! 86100 PNEUMATIC-TUBE SERVICE. 217 6,925 feet of trench, at $1.40 ^g 695 qq Entering tubea in post-office 1 000 00 2,375 square yards paving, granite, at $1.80 \"[[[[[" 4' 275 00 708 square yards paving, brick, at $1.80 " 1' 274 40 312 square yards paving, rough block, at 75 cents ! ! ] ^ ' ' 234 00 6,925 feet power cables, at 67 cents per foot trench ['_ 4 639' 75 6,925 feet telephone, at 15. 1 cents per foot trench '.'.'.'.'.'. I 045. 68 6,925 feet conduit, at 39 cents per foot trench " " 2' 700 75 20 manholes, 2 by 4 by 5 feet (every 350 feet) , at $50 1, OOo! 00 Total 54,528.58 LINE C (6-inch). 5,860 feet iron tubing $6,592.50 16 brass bends 3,000.00 58 short lengths 43. 50 8 dutchmen 448* go 12 drips ;: 288^00 3,050 feet trench 3,202.50 Entering tube in post-office 75O. 00 1,528 square yards paving 2, 062. 80 3,050 feet power cables 2, 043. 50 3,050 feet telephone cables 460. 55 3,050 feet conduits 1, 189. 50 Manholes 450. 00 Total J 20,530.85 COST or LINES— SUMMARY. A. Union depot $54,528.00 B. Eelay depot 56,945.97 C. General post-ofiice to Cupplee 20, 530. 85 D. Cupples to Barry street 28,593.83 E. Barry street to arsenal 37, 550. 70 F. General post-office to annex 15, 876.90 G. Annex to Produce 17,519.00 H. Produce to Benton 44, 309. 45 I. Benton to Bremen 30, 109. 00 J. Union depot to Compton 46, 638. 65 K. Compton to Vandeventer 27,.S94.80 L. Vandeventer to Terminal Papin street 34, 406. 65 Total - 411,403.80 Installation of electrical equipment $3, 000. 00 CONDUITS AND CABLES. From power house to nearest station (2, 640 feet) , including excavation, filling, and paving trench $4, 324. 45 ENGINEERING EXPENSES (oNE YEAK). Chief engineer $3,000.00 First assistant r„^nnA Second assistant i'TcnnA Three inspectors, at $720 1 ' inn nn Chief draftsman 1 ifinnn Six draftsmen (six months) ^' j^^' XX One instrument ^00 00 Drawing-room supplies ^ °^^' }.Y. Traveling expenses ^' """■"" Total 13-l^»-0» 218 PNEUMATIC-TUBE SERVICE. OFFICE EXPENSES (ONE YBAr). Bookkeeper $780.00 Stenographer 624.00 Office boy 203.00 Office rent 1,300.00 General expenses 600. 00 Furniture 500.00 Total 4,012.00 COST OF OAEEIEKS. 120 8-mch carriers, at $20 $2,400.00 312 6-inch carriers, at $15 4,860.00 Total 7,260.00 FREIGHT. Pounds. 98,250 feet tube, at 40 pounds -. 3,930,000 33,390 feet tube, at 60 pounds 2,003,400 24 transmitters, at 3,400 pounds 81, 600 24 receivers, at 2,000 pounds 48, 000 120 carriers, 8-inch, at 20 pounds 2, 400 312 carriers, 6-inch, at 12 pounds 3, 744 257 drips, at 400 pounds 102,800 257 surface boxes, at 50 pounds 12,850 Total 6,187,866 61,878.66 hundredweight, at $0.33 $20,419.96 Bridge toll (about 209 cars, at $5) 1,045.00 Total 21,464.96 SUMMARY OP COST OP CONSTRUCTION. Central power station $120,565.00 Equipment of postal stations 211,486.31 Construction of lines 411, 403. 80 Installation of electrical equipment 3, 000. 00 Conduits from power house to nearest station 4, 324. 45 Engineering expenses — one year 13, 170. 00 Office expenses — one year 4, 012. 00 444 carriers 7,260.00 Freight on apparatus to St. Louis, Mo 21, 464. 96 10 per cent to the Batcheller Pneumatic Tube Co 79, 668. 65 Total 876,355.17 Cost of construction per mile 70, 108. 41 December 4, 1900. Hon. W. S. Shallenberger, Second Assistant Postmaster- Genial, Washington, D. G. Sir: The general committee on pneumatic-tube service has received an amended proposition from the American Pneumatic Service Com- pany, of Boston, Mass., for the proposed tube service in St. Louis, Mo. , which is herewith forwarded to you in connection with the final report on the St. Louis service, submitted by the joint committee from St. Louis under date of November 26. The proposition as amended covers the cost of power to operate the tube service; but in other respects it is practically the same as their PNEUMATIC -TUBE SERVICE. 219 original j)roposition. It names a price for the 12.78 miles of tube service, with the 10-inch tube, of $188,283 per annum, including power, against the first price named of $178,400 per annum, and the Post- Office Department to furnish power. The propositions for 8-inch and 6-inch systems amounts to $198,670 per annum, some thousands above the estimates for 10-inch system. Very respectfully, J. M. Hasten, Chairman, E. W. Alexander, General Committee. American Pneumatic Service Company, Boston, November S6, 1900. J. M. Hasten, Esq., Chairman of Post-office Commission, Washington, D. C. Dear Sir: We fully intended to have forwarded to you to-night the estimates con- bining operating expenses for the cities of St. Louis and Cincinnati, but we were delayed in receiving estimates for the cost of power. They were received, however, late this afternoon, and we will forward at once to-morrow morning these estimates to you, care of the above address. Hoping this will be satisfactory, we are. Yours, very truly, W. E. L. DiLLAWAY. Estimate and cost of power, 10-inch pneumatic-tube system. Horse- power. Cost. Main post-office to Union station 30 Main post-office to Relay station 57 Bremen station to Arsenal station 209 Union station to Vandeventer avenue 94 Total $2,860.00 5,415.00 19,855.00 8,930.00 37,050.00 The above to be added to the estimate of general operating expenses. Estimate of general operating expenses, 10-inch pneumatic-tube system, wing wheel carrier. [Main post-office to Union station; main post-office to Relay station; Bremen station to Arsenal sta- tion; Union station to Vandeventer avenue. Operating hours, 4a.m.tollp.m.J 1 superintendent o^o^nnn Srepairmen, at |780 i onnm 2 inspectors, at $600 r i amnn 3 substitutes, at $600 600 00 Rent, repair shop y^' qq Power, repair shop - - - : :\:""c:'l'h"' Engineers, at $780 (3 at main post-office, 3 at Union station 2 at Fro- duce station, 2 at Oupples station, 2 at Vandeventer avenue) 12, ObO. UU Telephone service, 8 lines i,zuu.uu Operating expenses: -,. ona no Main post-office to Union station |*' °^°- "" Main post-office to Relay station 7S 460 00 Bremen station to Arsenal station 94'8n'oO Union station to Vandeventer avenue ' 151, 233. 00 Note.— This estima):e does not include taxes and insurance. 220 PNEtTMATIO-TUBB SERVICE. Estimate of cost of construction, 10-inch pneumatic-tube system, main post-office to Ihim station. 10,000 feet 10-inch tube, at $1.12 $11,200.00 10,000 feet lO-inch tube laid, at $0.30 3, 000. 00 5,000 cubic yards excavation, at $2 10, 000. 00 6 sets of bends, at $170 per set 850.00 Machine work 300.00 $25,350.00 Terminals: 2 transmitters, at $1,000 2,000.00 2 open receivers, at $500 1, 000. 00 70 carriers, at $25 1,750.00 4, 750. 00 30, 100. GO Power plant: 2motors, at $1,400 2,800.00 2 compressors, at $2,500 5,000.00 Foundations , 1,600.00 Air piping 3,000.00 Air tank and fittings 750. 00 13, 150. 00 43,250.00 Engineering expense 1, 000. 00 Freight, cartage, etc 2,000.00 46,250.00 10 per cent for contingencies - 4, 625. 00 50,875.00 Estimated operating expenses, 10-inch pneumatic-tube system, main post-office to Union station. Four terminal attendants, at $780 $3,120 Wear and tear account, 70 carriers per month, at $2.10, $147,peryear 1,764 Rent of room at station 1, 200 Heat and light for room at station 600 Depreciation on pipe line, 5 per cent 1 1, 267 Depreciation on power plant, 10 per cent 1, 790 Interest on investment, 10 per cent 5, 087 Total 14,828 Estimate of cost of construction, 10-inch pneumatic-tube system, main pobt-offixx to Relay station, East St. Louis. [Distance 8,800 feet.] 17,600 feet of tube, at $1.12 $19,712 17,600 feet of tube laid, at SO. 30 5,280 20 sets of bends, at $170 complete 3, 400 1,000 cubic yards excavation, at $2 2, 000 2,600 special hangers for tunnel and bridge, at $3 7, 800 Extra cost getting pipe into tunnel and bridge 5, 000 Machine work 1, 000 $44, 192 Terminals: 2 transmitters, at $1,000 each 2,000 2 open receivers, at $500 each 1,000 120 carriers, at $25 each 3,000 6, 000 50, 192 PNEUMATIC-TUBE SERVICE. 221 Power plant: 2 motors, at |1,400 each |2, 800 2 compressors, at $2,500 each 1 5,000 Foundations 1^ 600 Air piping 3^000 Air tank and fittings 750 $13, 150 63 342 Engineering expense ' qqq, freight, cartage, etc 2,250 66, 492 10 per cent for contingencies 6, 650" Total 73,142 Estimated operating expenses, 10-inch pneumatie-iube system, main post-office to Relay station. East St. Louis. Four terminal attendants, at $780 $3, 120- Wear and tear account, 120 carriers at $2. 10 per month, $252, per year 8, 024 Depreciation on pipe line, 5 per cent 2, 210 Depreciation on power plant, 10 per cent 1, 915 Interest on investment, 10 per cent 7, 315 Total 17,584 Estimate of cost of construction, 10-inch pneumatic-tube system, Bremen station to Arsenal station. Stations at Produce station, post-office annex, main post-office, and Cupples staiion. [Distance, 32,610 feet.] 65,220 feet of tube, at $1.12 $73,046 65,220 feet of tube laid, at 30 cents 19,566 30,000 cubic yards excavation, at $2 60, 000 40 sets bends, at $1 70 per set 6, 800 Machine work 2, 000 $161,412 Terminals: Ten transmitters, at $1, 000 each 10, 000 Ten open receivers, at $500 each 5,000 Four hundred and fifty carriers, at $25 each 11, 250 187, 662 Power plants: ,. ..„ Ten motors, at $1,400 each ot'nnn Ten compressors, at $2,500 each o'nnn Foundations ^r'^nn Airpiping... 1^.000 Air tanks and fittings ^' "^" „^ yg^ 253, 412 Tj . . 3,500 i/ngmeenng expense - 9 000 Freight, cartage, etc : " ' 265, 912 10 per cent for contingencies - ;^J Total - 292,503 222 PNEUMATIC-TUBE SERVICE. Estimated operating expenses, 10-inch pneumatic-tube system, Bremen staMon to Arsenal station. Stations at Produce station, post-office annex, main post-office, and Oupples station. Twenty terminal attendants, at $780 $15,600 Wear-and-tear account, 450 carriers, at $2. 10 per month, $945, per year 11, 340 Depreciation on pipe line, 5 per cent 8, 070 Depreciation on power plant, 10 per cent 9, 200 Interest on investment, 10 per cent 29,250 Total 73,460 Estimaie of cost of construction, 10-inch pneumatic-tube system. Union station to Vandeventer avenue and railroad station. [Distance, 14,750 feet.] 29,500 feet of tube, at $1.12 $33,040 29,500 feet of tube laid, at 30 cents 8,850 14,000 cubic yards excavation, at $2 28,000 10 sets bends, at $170 per set 1,700 Machine work 600 $72, 190 Engineering expense 1, 500 Carting, freight, etc 4, 500 78, 190 Terminals: 2 transmitters, at $1,000 each 2,000 2 open receivers, at $500 each 1, 000 200 carriers, at $25 each 5,000 8, 000 86, 190 Power plant: 2 motors, at $1,400 each 2, 800 2 compressors, at $2,500 each 5, 000 Foimdations 1, 600 Air piping 3,000 Air tank and fittings 750 13,150 99, 340 10 per cent for contingencies 9,934 Total 109,274 Estimated operating expenses 10-inch pneumatic-tube system, Union station to Vandeventer avenue and railroad station. [Distance, 14,760 feet.] Four terminal attendants, at $780 $3, 120 Wear and tear account, 200 carriers, at $2.10 per month, $420, per year 5, 040 Depreciation on pipe line, 5 per cent. 3, 609 Depreciation on power plant, 10 per cent 2, 115 Interest on investment, 10 per cent 10, 927 Total 24,811 PNEXJMATIC-TTJBE SERVICE. Estimate and cost of power, 6 and 8 inch pnewmaiic-tube 223 Cost. Main post-office to Union station (8-inch) Main post-office to Belay station (8-inch) Bremen station to Arsenal station ( 6-incn ) Dnlon station to Vandeventer avenue (6-inch) Total 84,104 6,460 29,260 10,545 50, 369 The above to be added to the estimate of general operating expenses. Estimate of general operating expe^ises pneumatic-tube system, using sliding carrier. Main post-oifice to Union station (8-inch) . Main post-of&ce to Kelay station (8-inch). Bremen station to Arsenal station (6-inch). Union station to Vandeventer avenue (6-inch). [Operating hours, 4 a. m. to 11 p. m.] One superintendent Three repair men, at ?780 Two inspectors, at 1600 Three substitutes, at 1600 Eent repair shop - Power repair shop Engineers at $780: Three at main post-office Three at Union station Two at Produce station Two at Cupples station Two at Vandeventer avenue Telephone service, eight lines Operating expenses: Main post-office to Union station Main post-office to Belay station Bremen station to Arsenal station Union station to Vandeventer avenue. $900 2,340 1,200 1,800 600 450 12, 060 Total. . 1, 200 . 14,372 . 21,155 . 68,649 . 23,575 . 148, 301 Note.— This estimate does not include taxes and insurance. Estimate of cost of constructim 8-inch pneumatic-tube system, main post-office to Union station. [Distance, 5,000 feet.] 10,000 feet 8-inch tube, at $1.35 ^^q nno 10,000 feet 8-inch tube laid, at 30 cents in nnn 5,000 cubic yards excavation, at $2 1 ^m 5 sets of bends, at $300 per set J'^^^ 20 reducers, at $50 ' ggg Machine work - Terminals: -^ gOQ 2 transmitters, at $800 ' ggg 1 closed receiver, at $800 ^qq 1 open receiver, at $400 j^ 260 70 carriers, at $18 '__ 4 06O $29, 300 33, 360 224 PNETJMATIC-T0BE SERVICE. Power plant: 2 compressors, at |2,500 $5, 000 Foundations 1, 600 Piping, steam and air '. 3,000 Air tank and fittings 750 $10, 350 43, 710 Engineering expense 500 Freight, cartage, etc 1, 500 45, 710 10 per cent for contingencies 4, 571 Total 50,281 Estimated operating expenses 8-inch pneumatic-tube system, main post-office to Union station. [Distance, 5,000 feet.] Four terminal attendants, at $780 $3, 120 Wear and tear account 70 carriers, at $3.95 per month, $276.50 per year 3, 318 Depreciation on pipe line, 5 per cent 1, 465 Depreciation on power plant, 10 per cent 1, 441 Interest on investment, 10 per cent 5, 028 Total 14,372 Estimate of cost of construction 84nch pneumatic-tube system, main post-office to relay station, East St. Louis. [Distance, 8,800 feet.] 17,600 feet of 8-inch tube, at $1. 35 $23, 760 17,600 feet of 8-inch tube laid, at 30 cents 5, 280 20 sets of bends, at $300 complete 6, 000 1,000 cubic yards excavation, at $2 2,000 80 reducers, at $50 4, 000 2,600 special hangers for tunnel and bridge, at $3 7, 800 Extra cost getting pipe into tunnel and bridge 5, 000 Machine work 1, 000 $54, &iO Terminals: 2 transmitters, at $800 each 1, 600 1 closed receiver 800 1 open receiver 400 120 carriers, at $18 2,160 4, 960 59, 800 Power plants: 2 compressors, at $2,500 each 5, 000 Foundations 1, 600 Piping, steam and air 3, 000 Air tank and fittings 750 r- 10,350 70, 150 Engineering expense 1, 000 Freight, cartage, etc 2, 250 73, 400 10 per cent for contingencies 7, 340 Total 80,740 I PNEUMATIC-TUBE SERVICE. 225 Estimated operating 'expenses S-inch pneumatic-lube system, main post-office to relay sta- tion, East St. Louis. [Distance, 8,800 feet.] t Four terminal attendants, at |780 SS 1 20 , Wear and tear account 120 carriers, per month at '$3.95, ' $474 per Vear %' fiss , Depreciation on pipe line, 5 per cent o' 740 I Depreciation on power plant, 10 per cent '. i ' cof ; interest on investment, 10 per cent ! ." ^ ! ! g' 074 ^°*^^ - 21, 155 Estimate of cost of constraction 6-inch pneumatic-tube system, Bremen statim to Arsenal statmi, stations at Produce station, post-office annex, main post-office, and CuppUs [Distance, 32,610 feet.] 65,220 feet 6-incli tube, at $1 |65 220 65,220 feet 6-incli tube laid, at 25 cents '.'.'..'.'.'.. le' 305 20,000 cubic yards excavation, at $2 ".'" 4o'ooO 1,000 feet brass bends, at |10 per foot '...'.'.. lo' 000 152 reducers, at §25 3' 800 Machine work 2 000 ™ . , ""'" '- 1137,325 Terminals: 10 transmitters, at $500 each 5 OOO 5 open receivers, at 1300 each 1^' 500 5 closed receivers, at ?500 each 2, 500 450 carriers, at $15 each 6,' 750 15, 750 153, 075 Power plants: 10 compressors, at §2,500 each 25, 000 Foundations 6, 000 Steam and air piping 12, 500 Air tanks and fittings 3, 000 46, 500 199, 575 Engineering expense 2, 500 Freight, cartage, etc 9, 000 211, 075 10 per cent for contingencies 21, 107 Total 232,182 Estimated operating expenses 6-inch pneumatic-tube system, Bremen station to Arsenal sta- tion, stations at Produce station, post-office annex, main post-office, and Cupples station. [Distance, 32,610 leet.] Twenty terminal attendants, at $780 $15,600 Wear and tear account 450 carriers, at $3.10 per month, $1,395 per year 16, 740 Depreciation on pipe line, 5 per cent 6, 866 Depreciation on power plant, 10 per cent 6, 225 Interest on investment, 10 per cent 23, 218 Total 68,649 p T s — 01 15 226 PNEUMATIC-TUBE 8EBVICE. Estimate of cost of construction 6-inch pneumatic-tube system, Vidon station to Vande- venter avenue and railroad station. [Distance, 14,750 feet.] 29,500 feet of 6-inch tube, at ?1 $29,500 29,500 feet of 6-inch tube laid, at 25 cents 7,375 9,000 cubic yards excavation, at $2 18, 000 200 brass bends, at $10 per foot 2,000 32 reducers, at $25 800 Machine work 600 $58, 275 Engineering expense 1, 000 Carting, freight, etc 4, 500 63, 775 Terminals: 2 transmitters, at 1?500 each 1, 000 1 open receiver 400 1 closed receiver 500 200 carriers, at $15 3,000 4,900 68, 675 Power plant: 2 compressors, at $2,500 each 5, 000 Foundations 1, 200 Piping, steam, and air 3, 000 Air tank and fittings 600 9, 800 78,475 10 per cent for contingencies _ 7, 847 Total 86,322 Estimated operating expenses 6-inch pneumatic-tube system Union station to Vandeventer avenue and railroad station. [Distance 14,750 feet.] Four terminal attendants, at $780 $3, 120 Wear-and-tear account, 200 carriers, at $3.10 per month, $620 per year 7, 440 Depreciation on pipe line, 5 per cent 2, 913 Depreciation on power plant, 10 per cent 1, 470 Interest on investment, 10 per cent 8, 632 Total 23,575 NEW ORLEANS. New Orleans Post-Office, Office of the Postmaster, Mw Orlcan.'i, La., October 16, 1900. Hon. W. S. SlIALLENBERGER, Second Aasht (I lit Postmaster- General, Washington, D. G. Sir: In accordance with the general instructions contained in Post- master-General's Order, No. 989, the joint committee on pneumatic- tube service proposed for the city of New Orleans, composed of Hon. J. K. G. Pitkin, postmaster; Col. L. M. Terrell, superintendent of the PNEUMATIC-TUBE SERVICE. 227 Railway Mail Service; the local committee, and the general committee, J. M. Hasten, chairman, E. W. Alexander, and J. A. Montgomery, met in the postmaster's room Monday forenoon, October 15, and pro- ceeded to the consideration of the entire subject, including the statistics of mail to be transmitted and plans outlined, and later visited the several points in the citj'^ contemplated to be connected with the general post- office b}' the tube service. As represented in the preliminary report of the local committee to you, under date of September 13, 1900, there is a new post-office build- ing proposed for New Orleans, for which we are informed an appro- priation has already been passed upon by the United States Senate Post-Office Committee, and will be further urged upon both Houses of Congress the coming session, and the Representatives of the State of Louisiana in Congress express themselves as assured of its being favor- ably acted upon. It is a fact that the present post-office quarters are inadequate and unsuitable. The railroad stations (six in number) used hj the various lines enter- ing New Orleans are temporary structures, with the single exception of the depot of the Illinois Central and the Yazoo and Mississippi Val- ley railroads, and changes in their locations are contemplated previous to permanent buildings being erected. The changes contemplated in the location of the post-office and sev- eral railroad stations preclude the possibility of a pnenmatic-tube sj^s- tem being constructed at this time which will not require in the near future extensive rebuilding at nearly as great an expense as the cost of first construction. In addition to these facts we find that the largest and most unportant mails coming to the city, the New York, Eastern, and European mails, are exchanged at the Louisville and Nashville Railroad depot, a dis- tance of thirteen one-hundredths of a mile from the general post-office and only three minutes dri\'e, making it impossible to improve on the time in which those mails are now handled. The great business of the city of New Orleans, its banking, broker- age, and commission, the wholesale and jobbing districts, the board of trade, and the cotton, sugar, and rice exchanges, etc., are now situated within a radius of seven blocks of the present location of the general post-office, and will be within half as many blocks of the location com- monlv accepted for the new office. The branch post-offices in this city are six in number and are situ- ated mainly within the residence districts of the city, and serve the social and small retail business interests. The three more miportant ones, stations C, D, and E were examined with a view to determine their importance and the advisability of connecting them with the general post-office by tube service, but this examination developed the fact that their importance does not justify the expense of providing so costlv a service, at the present time. The statistics of mail exchanged is shown in the following statement, being the average of three days mail, counted upon the 20th, 21st, and 22d of September last, and the revenue of each for the year ending June 30, 1900: station C . Station D. Station E . Received. 2,700 1,100 2,100 Dis- patched. 460 200 400 Revenue. ?8, 946. 47 3, 772. 00 11,502.82 228 PNEUMATIC-TUBE SERVICE. These stations are now connected with the general post-office by wagon service, receiving and dispatching five mails each way and receiving an additional mail by letter carrier at 2 p. m. each week day. The distance from the general post-office to Station C is 2.59 miles; to Station E, 1.17 miles, and to Station D, 1.74 miles. The service to the railroads is now performed by regulation wagon service, contracted for at a cost (together with the branch post-office service) of $'.),630 per annum, which contract extends to June 30, 1902. The frequency is as follows : 'Distance. • Round trips (weekly). Running time. Letter mail (daily). Miles. Louisville and Nashville Railroad 0. 13 Texas and Pacific - i .98 33 28 3.5 .56 27 12 Minutes. 10 20 20 20 25 45 34,00» 19,000 Southern Pacific ' .85 Illinois Central 1. 10 22,500 40,000 1,500 New Orleans, Fort Jackson and Grand Isle i .79 1,000 The committee were waited upon to-da}' by committees of the board of trade and cotton exchange and principal business interests, who stated that they desired to impress upon the committee the fact that the different business interests wanted the improvement in the mail service which they believed would be the result of the introduction of a pneumatic-tube service in this city. They represented that many difficulties in the way of construction of such a system had been cor- rected in recent years by the improved drainage system which has been introduced, which lowered the water line in the city to about 10 feet below the surface, and that within the past year the telephone and electric-lighting wires had been placed under ground with perfect suc- cess, at a depth of from 4 to 6 feet. They were sanguine in their claims that a great development of trade and business done in New Orleans would be manifest within the coming few years, and that the population would be increased from the present 287,000 to 600,00!itmaster- General, Waxhington, D. C. Dear Sir: Acting under a common instruction from your hand, ' based upon order No. 989, issued on the 13th ultimo by the Post- master-General in relation to pneumatic-tube service, the undersigned local committee, upon the arrival of the division suiDerintendent of the Railway Mail Service, one of its members, have instituted due inves- tigation and have the honor to report: That by far the largest volume of first-class mail matter — as also of second and third class — arriving at New Orleans is by the Louisville and Nashville Railroad, whose terminal station is on the river levee and but two ordinary . squares eastward from the custom-house building wherein the post-office is located. That the Illinois Central Railroad and Yazoo and Mississippi Valley Railroad have a common terminal westward of the post-office on the corner of Howard avenue and South Rampart street; the former high- way being the fourteenth from Canal street, on which is the post- office, and the latter thirteenth from the river. Tube service would thus involve one angle, if not more. That the Southern Pacific Railwaj^ station is on the levee thirteen blocks northeastward from the post-office; Texas and Paciiic Railway station is also on the ri^'er front sixteen blocks southward from the post-office, and the New Orleans and Northeastern Railroad station, also on the river front, twenty blocks northward from the post-office. The map here- with will better exhibit the locations. Two minor railways, the East Louisiana and the Fort Jackson, are inconsiderable in reach and service. Upon a full consideration of the question there appears to be far, from enough transmission of matter to and from the several railway stations to commend at this period expenditure for tube service; and, as already remarked, the carrier of the largest volume of mail matter brings it within two squares of the post-office; that the post-office has six stations and ten substations, and of the former the largest business is at Station E, but it is readily served and not of sufficient importance to warrant tube service; that, furthermore, a bill has been favorably reported to the Senate for'an appropriation of $1,250,000 for or toward the erection of a new post-office building at some different locality in this city, by reason of a long urgent desire of the people here in that regard and of the present dark and unwholesome quarters, converted in 1862 from a part of the warehouse floor of the custom-house building for postal uses. Senator McEnery, who has the bill in charge, informs the postmaster that the Lower House will, as he believes, consider the question promptly of a new structure at the coming session, and that the appropriation will probably pass both bodies before adjournment. In view of these recited facts, the undersigned local committee con- ceive it to be its duty to submit that no necessity appears for a pneu- matic-tube service for the transmission of mails at New Orleans under present conditions. Very respectfully, yours, L._ M. Terrell, Superintendent Hallway Mall Si'rvlce. J. R. G. Pitkin, Postmaster. PNEUMATIC-TUBE SERVICE. 231 DENVER. Post-Office, Benven\ Colo., Octoler 27, 1900. Hon. W. S. Shallenbergee, Second Assistant Postmaster- General, Washington, D. C. Sir: In accordance with the direct instructions from yourself and the general instructions contained in Postmaster-General's order No. 989, the committee on pneumatic-tube service proposed for the city of Denver met in this city and have considered the subject thoroughly as it applied to Denver, and beg to report that its establishment in Den- ver is unnecessary under present conditions. The following facts in regard to the mail service of this city may be considered as of interest in connection with the view expressed above. The population of the city as shown by the 1900 census is 133,000, and the mail service is performed from one general post-office and three branch post-office stations. The general post-office is located on Sixteenth and Arapahoe streets, in almost the exact center of the busi- ness district, which extends from Fourteenth to Nineteenth streets, inclusive, and from Broadway to Wazee streets, approximately a dis- tance one-half mile wide by 1 mile in length. The great bulk of the business mail originates within the confines of this district, estimated to be from 85 to 90 per cent of the whole. The three branch offices are located at nearly equal distances from the general post-oflce — Highlands, 1.47 miles northwest with 11 carriers; Fortieth street sta- tion, 2.29 miles north with 10 carriers; and South Denver, 2.61 miles south with 10 carriers. The transportation service between the gen- eral post-office and the stations is performed by closed-pouch service by the Denver Citv Tramwav Company (electric), and three trips each way are made to each station, except to South Denver where there are four trips each way, and the time in transit is about twenty minutes to each one. There are two delivery trips l)y carriers from each sta- tion and the collections are made by the delivery carriers. In the gen- eral post-office there arc 4 and 6 delivery trips and 7 collection trips in the central business district named above, which service is per- formed bv 59 letter carriers. , i- • a All the trains arriving and leaving Denver use the Union depot, which is located a distance of 0.67 mile from the general post-otiice, arid the service thereto is performed by a contractor employed by the railroad companies. No service has ever been called fcr which has not been promptly furnished by him. The running time between the two points is easily made in ten minutes. The streets are smoothly paved with asphaitum; thev are wide and not crowded with traffic, on account of so many parallel streets being available all fine y paved There is a daily average of about 92,000 pieces of first-class mail dispatched to the Union depot and about 78,000 received. It is not a fact that improvements in the niail service are not needed and can not be inaugurated, but it is believed that these ™provements should take another form than pneumatic tubes, ^^o^^^f f ^f ' ^f.^;^ " lection service can be improved by the establishnient of a stieet-iail- way post-office service, such as is m ope/ation in St Louis wfii^^^^ wouli not only transport the mails to and from the stations, but would 232 PNEtJMATIC-TXTBE SERVICE. also be used here to collect from the street letter boxes, at important street corners, where collectors crossing the car routes, as well as the public, will deposit mails to be taken up by railway post-office clerks. The arrival at the post-office of a large percentage of the mail could be facilitated and advance railroad connections made. In many cases such advance connections will make a difference of twenty-four hours in its delivery. There is also a great necessity for the establishment of an additional branch post-office in the Capitol Hill district, in an easterly direction, about 2 miles from the general post-office, where some 10 or 12 car- riers would be located, securing better service than can behad from the general post-office on account of the distance. That district is also building up rapidly and the additional mail facilities are becoming imperative. The street railway post-office service can be used to supply the additional station at Capitol Hill. It is recommended that the street railway post-office service and the additional station be taken up by your office and that of the First Assistant Postmaster-General as soon as consistent. In view of these facts and because of the large expense entailed in its construction and operation, we do not deem it consistent to recom- mend the establishment of the pneumatic-tube service in this city at the present time, especially as the service can be improved upon the lines mentioned at much less cost. A blue print or map of the points named is inclosed herewith, and in connection with this report we wish to file the inclosed statement submitted by Postmaster Twombly, dated September 15, 1900. Ver}^ respectfully, John C. Twombly, Postmaster. Still P. Taft, Superintendent Sailway Mail Service. J. M. Hasten, Chairman. J. A. Montgomery. E. W Alexander. Post-Opfice, Denver, Colo., September 15, 1900. To the (leneral Committee on Pneumatic- Tube Service: In connection with the accomjpanying map or drawing we desire to submit the following data as to the advisability of the installation of pneumatic-tube service at this point: The map shows the lines as follows: Miles. Post-office to South Denver station 2. 61 Post-office to Highlands station 1. 47 Post-office to Fortieth street station 2. 29 Post-office to Union depot 57 The routes of the several lines are laid in the following streets: South Denver station, commencing at the corner of Arapahoe street, up Sixteenth street to Broadway, and along that street to 266 South Broadway. PNETJMATIC-TTJBE SERVICE. 233 Highlands station, commencing at corner of Arapahoe street, down Sixteenth street to West Thirtieth avenue, to Gallup avenue, and along that street to 2943 Gallup, with shut offs at the intersection of Market and Wynkoop streets. Fortieth street station, commencing on Highlands station line at intersection of Sixteenth and Market streets, and along the latter street to 3851 Market. Union depot, commencing c*i Highlands station line at intersection of Sixteenth and Wynkoop streets, and along the latter street to office of transfer clerk in Union depot building. In connection with the distance above given it should be stated that the actual mileage of tubing necessary to cover the service as outlined is, 2.61 miles to South Denver station, 1.47 miles to Highlands station, 2.06 miles to Fortieth street station ^ from intersection of Sixteenth and Market streets), and 0.13 mile to Union depot (from intersection of Sixteenth and Wynkoop streets) . This mileage is not abso- lutely correct, perhaps, it being estimated from measuremens made on a map drawn 500 feet to the inch. In the matter of building the tubes I respectfully invite your attention to the following: For the South Denver station line, all of Sixteenth street, and Broadway, as far as Ninth avenue, are paved with asphaltum. On Broadway, between Sixth and Seventh avenues, the street crosses Cherry Creek on an elevated bridge. From Ninth avenue to the location of the station (excepting the above-mentioned bridge) there is no paving. For the Highlands station line. Sixteenth to Wazee street, is paved with asphaltum; from Wazee street to Platte street is a viaduct from which the tube can be suspended; from Platte street to location of station there is no paving. For the Fortieth Street station, Market street, from Sixteenth to Nineteenth, is paved with stone; from Nineteenth street to location of station, no paving. For the Union depot line, Wynkoop street to location of station is paved with stone. As to the necessity for pneumatic-tube service to the above-mentioned points, we have to say that we do not believe that the quantity of mail to be advanced would warrant its construction to either South Denver station or Highlands station. The larger part (at least 90 per cent) of the first-class mail to and from both these stations is social, rather than business, in its nature. There is vastly more need of the serv- ice to the Fortieth Street station, for the reason that the station is located in the vicinity of the smelters, railroad shops, and the largest manufacturing interests in the city. All three of these stations are at present supplied by closed pouches via electric-car lines, there being four exchanges on week days with South Denver, and three each with Highlands and Fortieth street. Under the present arrangement we are compelled to dispatch mails from this office one and one-quarter hours prior to departure of carriers, in order to give limited clerical forces proper time and oppor- tunity to make necessary distribution. A pneumatic-tube service would, of course, be of great advantage in this respect, as it would admit of the prompt deliveryof all first-class mail which was in the main office up to the departmg at schedule time of all carriers at stations. , i j j -j. The most important line is, of course, that to the Union depot, as that would admit of the dispatch of outgoing mails up to practically the minute of departure of trams. It is a conservative estimate to say that at least 5,000 letters daily could be thus advanced. With our present wagon service our mails are closed on an average ot thirty minutes prior to schedule departure of trains, whereas by pneumatic tube mat- ter could be dispatched up to five minutes before schedule time of leaving. _ At certain hours of the day incoming matter could also be materially advanced in delivery, as it would be possible with pneumatic tubes to get it m the hands ot tne carriers^ when by wagon it would not reach the office m season. However we do not understand that this pneumatic-tube service would discontinue the electrio-car service to stations or the wagon service to Union depot, as it would not be P^-actoble to dispatch the bulky and heavy paper mails by pneumatic tube. As we understand it, this service simply contemplates the handling of such matter as i i^^^P^^^f *" handle in the ordinary way. It is a question for the general committee to determme whether the needs of the service at this point will warrant the expense of construc- tion and maintenance of pneumatic-tube service. . ki +„ „;„» cnv rlatt, m We are not posted on the cost of construction and are not able to give any data m that connection. Respectfully submitted. j^^^ ^_ Twombly, Postmaster. 234 PNEUMATIC-TUBE SERVICE. SAN FRANCISCO. Railway-Mail Service, Office of SuPERiNTENDENXa Eighth Division, San Francisco, Gal. , October 25, 1900. Hon. W. S. Shallenbeegee, Second Assistant Postmaster- General, ^Vashington, D. G. Sie: Acting under the general instructions conveyed in Postmaster- General's Order No. 989, the committee on pneumatic-tube service for the city of San Francisco, Cal., composed of the local committee, Hod. W. W. Montague, postmaster, and Mr. H. P. Thrall, superin- tendent Railway-Mail Service, and the general committee, J. M. Masten, chairman, J. A. Montgomery, and E. W. Alexander, met in this city on ^londay, October 22, and proceeded to an examination of the various matters involved in the investigation of the subject, and now have the honor to report: The city of San Francisco has a population, as determined hj the census of 1900, of 342,782 people, and the post-office did a postal busi- ness for the year ending June 30, 1900, of $1,024,575, gross, and turned over to the Government the sum of $548,460. 92 net revenue. The mail service is now performed at a great disadvantage, inas- much as the quarters in the old Government building are totally inadequate, and the new building under construction at the present time and located at Seventh and Mission streets will probably not be completed much within a period of two years — possibly the main floor may be finished sooner, owing to the necessity for a proper post- office building, and because the Treasury Department is desirous of securing the vacating o'f the present main ofiice building in order that the site may be used for the erection of a new custom-house, which is also badly needed. Under these circumstances, space for the handling of the outgoing mail, as well as for carrier service for the serving of the large business districts of the wharves and shipping interests, has been secured in a separate building owned by the State and under con- trol of the State harbor commissioners at the foot of Market street, at the wharf where the ferries for all the trains of the Southern Pacific, the Santa Fe, and all other railroads arrive and depart, except the trains of the Coast Division of the Southern Pacific Railwaj-, known as Route 176002. which run to Third and Townsend streets, opposite the site of Branch Station E. The branch at the Market street ferry is known as Station D. All the mails received and dispatched from the San Francisco post- office are handled at the two points named. The last-named depot becomes much more important with the completion of the Coast Line Division of the Southern Pacific Company, which is now believed to be within a period of less than six months, when trains to and from Los Angeles and the Sunset Route to El Paso and New Orleans will be run to Third and Townsend streets instead of via Oakland and the Market street ferry. The change in the railroad service mentioned and the completion of the main floor of the new Government building and its occupancy by the general post-office means quite a radical change in the present conditions and opens the way toward a general improvement of the mail facilities of the city of San Francisco, and will, as well, emphasize PNEUMATIC-TUBE SERVICE. 235' the necessity for the best and quickest mail service obtainable. The collection of mail over the large territory of the cit}' south and west of a radius of 1 mile of the Market street ferry and now supplied through branch post-oiEce Stations B, C, G, and H, will be concen- trated at the new general post-office instead of being carried bj^ the mounted collection and street railway post-office service to Station D. Station B, which is the largest station after D, will of course be abol- ished and the district served from the general post-office, and a general shifting of delivery districts will then be necessary. A first-class transportation service between this new general post-office and the Market street ferry and Station D, and also with the Third and Town- send street depot, must be provided. The service that will be required to the new general post-office will not decrease the transportation service from Station D, and it must be considered as additional to the present cost. The situation is therefore most opportune for the inauguration of a pneumatic-tube service on jNlission street from the new general post- office via Station K to Station D and the railroads at Market street ierry — distance 1.50 miles — and on Third street to Station E and the trains at the Third and Townsend street depot. The latter line can be provided for from Station K, the intermediate station on the main route from general post-office to Station D, which is now located on New Montgomery street near Mission, but on which a change in loca- tion to jNIis.sion street in that vicinity is under consideration, and the distance on that line will be about 1 mile. The two lines of tubes, involving a mileage of 2. .50 miles,'kre recom- mended,, it being our belief that its introduction will provide a quick and reliable mail service between the points named, which is actually demanded by present conditions, and which are certain to become more pressing in the near future. This favorable recommendation is made dependent upon reasonable and consistent propositions being submitted to install the system out- lined. The space for the installation of the tube machinery is present in Station D and Station E, and the new quarters for Station K will pro- vide for this also, as a couple of eligible sites are now in view. The box department and the general delivery now at the mam office, Washington and Batterv streets, will be removed, of course, to the new- general post-office. Twenty-five thousand letters are now delivered daily in this wav. . , It is believed from the data at hand that about 50 per cent ot the first-class mail deliverable in the city will be transmitted through the tubes, and almost as large a proportion of the mail collected. The routes mentioned are along streets which are perfectly level, and no hills or grades will contribute to a larger expense for power. No topographical features are present to interfere with cheap con- struction. , ,. . o ■ U The amount of mail to be handled will, we believe, require an 8-mch tube, more especiallv between the general post-office and Station U, ana it will be necessary for a perfect operation of the two lines^herem recom- mended that thev be of a uniform size and the carriers interchangeable, so that mails will not have to be transferred from one carrier to another at Station K, the intermediate point. 236 PNEUMATIC-TUBE SEBVICE. The relocation of Station K and the assignment of twenty carriers there, which now serve the same districts from Station D, which will be possible with the tube service, will effect a saving of from five to ten minutes' time on each trip of each carrier, and in all probability about SlH)0 in street-car fares, besides giving the mail to patrons ear- lier. The slightly greater rental for the new quarters will be more thaa offset by saving in car fares, and time of carriers saved equal to probably three carriers, which can, of course, be used for additional delivery service elsewhere in the city. AVe are unable to state with much positiveness the exact economies that may be effected by the proposed pneumatic-tube service in the cost of service based upon conditions that will exist when the new post-office building is occupied, but it can roughly be estimated, in ad- dition to that already named, to include — Reduction in wagon service, Station D to Station E and Route 176002, from 12 round trips to about 3, saving §1,000. Discontinuance of Market street railroad post-office service and service of one railroad postal clerk, ^,000, from which amount should be deducted estimated cost of wagon or closed-pouch service to Station H, $1,000, saving $3,000. The total of these several items appears to be about $10,000 per annum, estimating that any suitable wagon service to supplj' the new general post-office as being equal to one-half the cost of present wagon service to and from Station D, or $2,500 per annum. Other considerations that appeal to us as being factors leading to the favorable indorsement of the pneumatic-tube service is the slow time that can be made by wagon service in the vicinity of Market street ferr}^. The street-car traffic and the teaming of merchandise and other freights all come to a point in front of Station D, and the slowest time only can be made by mail wagons. The time to Route 176002 from Station D is officiallj^ named in the contract on the wagon route as fifteen minutes, but it has been necessarj' to lengthen this out to twenty-five minutes each wa_v to insure connections to be made with trains. "When the new building is completed and the general post-office relocated the present main office district will be served by a branch post-office station located in the immediate vicinity, in order that the large commission, fruit, and produce business may be properly served. It is about 3,000 feet distant from Station D, and there is half-hourly wagon service during the entire business day, giving a ver3' fair inter- change of mails. A line of pneumatic-tube service via the main office from Station D to Station A and Station F, along Sacramento street, distance 2.65 miles, was considered by this committee, but it is agreed that the very steep grades of this route will make it quite expensive; and while there are features of that service which make it very attractive, we believe the question of connecting those stations must be from the new general post-office via Polk and Fillmore streets, so that the extreme!}" high grades of Sacramento street may be almost entirely avoided. The same consideration was given to proposed tube service from Station B to Station H, distance 2,700 feet, and from Station B to Station C, a distance of 1.43 miles, but we are of the opinion that such service must be from the new general post-office, and that the question of supphdng pneumatic-tube service to Stations A, F, H, Gr, and C PNEUMATIC-TUBE SEEVICE. 237 ought to be considered in the light of the experience gained in the prac- tical operation of that service as recommended in this report, and when the service in each of those several districts has been rearranged after the occupation of the new general post-office. AVe belie\e the mails in those districts will be increased quite steadily, as thej are building up faster than other sec'tions of the city, and we recommend that consideration be given to the means required to provide the improved service to the sections of this city represented by Stations A, F, H, Gr, and C, when the initial service as recommended by this com- mittee shall have been provided. We beg to attach herewith a map of the city with the routes recom- mended laid out, and also statistics of the amount of mail delivered. This table does not show the mail collected by station districts, but the total for the whole city amounts to about 195,000 pieces first-class mail daily, of which 120,000 pieces were collected by carriers and 75,000 pieces were deposited as drops in the present main oifice and Station D. , The detailed estimates of the cost of the service laid cut have not been received from the representatives of the Batcheller Pneumatic Tube Company and the American Pneumatic Service Companj^ who were in attendance on the meetings of the committee, but the proposed pneumatic-tube routes have been communicated to these representatives, with request that the estimates be made and submitted to Postmaster Montague as soon as practicable, and when received the same will be forwarded to the general committee in Washington, to be filed in your office and made a part of this report. We have recommended the pneumatic tube outlined in this report with the understanding that the specifications and propositions sub- mitted therefor are deemed reasonable in the opinion of the Depart- ment. It is our belief, also, that the most feasible plan for the operation of the pneumatic-tube service is to contract with a responsible companj^ on a rental basis for the construction and operation of the same, to carry any mail that may be delivered to them which from its size can be forwarded by tube. While it is confidently expected that the new Government building at Seventh and Mission streets, in which the general post-office is to be located, will be ready for occupancy within two years, the installa- tion of pneumatic-tube service between Station D, via Station K, to Station E and Southern Pacific passenger station, at Third and Town- send streets, need not be delayed should any unforeseen delay occur m the completion of the new post-office building. Very respectfully, W. W. Montague, PoKtrriiMtcr. H. P. Thkall, Siqxrrlniendeiit Ruilvyiy Mail Service. J. M. Masten, CJi airman. J. A. MoNTGOMEKi'. E, W. Alexander. ■238 PNETJMATIC-TTJBE SERVICE. Statement of daily average weight of letter mail received and dispatched between Station D and Southern Pacific depot, at Third and Towmend streets. DISPATCHED. Time. Weight. Number of letters, es- timated at 50 per pound. Founds. 141 111 49 18 13 22 18 55 14 7,050 5,660 2,460 6.30 a. m 900 10.10 a.m... .. 660 11.10 a. m 1,100 900 1.10 p. m . 2.28 p. m 2,760 ■5.10 p. m 700 Total 441 22,050 RECEIVED. 7.00 a.m... 8.50 a.m... 10.05 a.m.. 11.10 a.m.. 2.0Op.m... 4.40 p.m... .8.00 p.m... Total 1,350 400 100 2,100 960 6,100 1,260 12,260 Statement of average weight of mail delivered by letter carriers from main post-office and stations. Number carriers. Weight. Number of letters, estimated at 50 per pound. Letters. Papers. 30 21 28 24 40 16 18 11 12 1 4 Lbs. oz. 543 13 224 3 300 5 133 10 1,157 8 98 6 135 9 54 11 97 10 3 22 2 Lbs. oz. 868 14 734 723 14 510 13 1, 659 2 226 3 442 6 236 13 364 15 11 13 108 1 27,191 11,209 15,016 6,682 57,875 4,919 6,778 2,735 4 882 Station A Station C Station D Station E Station F Station G Station H Station L Station M 1 107 Total 205 2,770 13 63 12 447 3 6,866 14 163 13 1,145 16 138,644 3 188 General delivery, main office Box department, main office 22,360 Grand total 3,281 12 7,176 10 164,092 Note.— These figures were taken from actual weights made March 21 to March 31, mclusive, 1900, with 5 per cent added for increase since weights were taken. Detailed statement of gross receipts of the post-office for fiscal year ended June SO, 1900. •'^tati. m A $28, 531. 91 Station B 47, 963. 25 Station C 25,0-8.16 -Station D II3, 559. 60 Station E 17, 488. 55 Station F 19, 715, 05 PNEUMATIC-TUBE SEEVICE. Station G $9,377.85 Station H 14,894.10 Station K 208, 936. 25 Station L 631. 91 Station M 2,216.20 Station 62, 821. 24 239 §551, 224. 07 General post-office 473, 350. 93 Total 1,024,575.00 Comparative speed pneumatic tube and other mail service in city of San Franciico, Cal. Points. Distance. By wagon. By street car. Time by From— To— Time, Daily trips. Time. Daily trips. "tube" proposed. General post-offlce Station D . . Feet. 3,180 9,356 4.048 3,580 5,350 8,000 13, 460 10,100 7,650 2,700 Minutes 10 24 Minutes Minutes. li 14 6 6 10 10 9 Station \ station F . 2 IJ station K Depot.Third and Town- send and station E. New general post-office. Station C a 25 625 o9 615 2 616 20 16 12 4 69 9 9 4 9 3 Sti^tionK 6 4 StAtion B Station G 3 li a From Station D. 6 Proposed. EespectfuUy submitted in connection with report of October 25, 1900. J. M.. Hasten, Chairman. December 8, 1900. Hon. M\ S. Shallenberger, Second Assistant Podinader-Genrral, ^Vash(ngton, D. C. Sir: As stated in the joint committee report of pneumatic tube serv- ice in San Francisco, Cal., forwarded from that city under date of October 25, 1900, the American Pneumatic Service Compan}- of Bos- ton and the Batcheller Pneumatic Tube Company of Philadelphia were asked to submit propositions on the construction and operation of 2.44 miles of 8-inch tube service in San Francisco, connecting the new gen- eral post-office building with stations D, E, and K, and the Market- street-ferry and Townsend-street depots. ■ ^ u *■ The propositions ha^e been received by the general committee, but owing to the lack of time to communicate with the local committee in San Francisco we have concluded to submit them as received, and inclose them herewith, and have notified Postma.ster Montague and Superintendent Thrall of this action. „ . r. n The proposition of the American Pneumatic Service Company calls for an annual rental of ^.50,917; this amount being obtained by add- ing the cost of operation, |36,805 per annum, to the sum ot *14,li-, which is 10 per cent of the estimated cost of construction. We have not attempted to revise the figures of this estimate, as the items are not sufficiently definite to enable us to do it intelligently The proposition of the Batcheller Pneumatic Tube Compaii^^ F oposes an annual rental of $60,924.66, which is ^}'%^'^^''f f^^'vu^.H^ penses, §35,699.93 added to 10 per cent of the cost of con.tiuction 240- PNEUMATIC-TFBE SERVICE. i. e. , §25,224.73. It is our opinion that the rental asked bj' this company can be reduced from §60,924.66 to §46,311 per annum b}' cutting down the cost of station labor from §10,800 to §3,600, which can be done by utilizing the time of post-office clerks in receiving and dispatching the tube carriers and requiring the tube company to provide only enough additional labor to act as care takers of the machinery, or 6 operators and compressormen, instead of 12 operators and 6 compressormen pro- vided for in the estimate. By constructing the power plant in the new Government post-office building instead of a separate building §20,156 is saved in construction, which represents, at 10 per cent, §2,015 annual rental and §1,300 annual taxes and insurance. By combining repair shop and power-station labor §1,800 of this item can be saved. These amounts together aggregate §12.315, thus reducing the annual rental to §48,609. 66. "and this sum can be still further reduced if an amount equal to 5 per cent on the advanced payments for engineering and office expenses during period of construction, freight charges, and Batcheller Pneumatic Tube Company charges is allowed instead of 10 per cent. These advanced payments are estimated bj- the com- pany at §43,948.70, and the modified rate of interest on this amount is §2,197.40 per annum instead of §4,394.80. This committee recommends the proposition submitted by the Batch- eller Pneumatic Tube Company for consideration, and is also of the opinion that the estimates made by them are generalh' fair and reason- able, and suggest the modifications noted above, for the reason that they are not wholly within the control of the companj-, but rather depend upon the ^iew advanced by us being adopted by the Depart- ment, and in conjunction with the Treasurj^ Department made practical of accomplishment. Very respectfulh', J. M. Mastex, Chairman . E. W. Alexander, General Committee. San Francisco Post-Office, Office of the Postmaster, ^(la Francisco, C ^ ^^^^' YoRK, July 25, 1900. W. A. H. BoGARDUs, Esq. , ' y ^ Vice-j>re.'() Set'tion VI. Advantagesof pneumatic-tube transmission compared with cost 25 Section VII. Justifiable extent of introduction 31 Section VIII. General observations, recommendations, and deductions... 84 Section IX. General principles to be obsei-ved :>8 Section X. Resume 39 Boston : Report of joint committee 41-46 Proposal 42^B New York : Report of local committee 55 Repi irt of joint committee 71 Proposal Tubular Disi^atch Company 51 Letter from company relative to acquirement of plant l)y the Government. (Mi Brooklyn : Report of local committee 80 Report of joint committee 7S Proposal from Xew York !Mail and Newspaper Transportation C(jmpany . .S(; Letter from iiimi)any relative to acquirement of plant by Government cSO Philadelphia : Report of joint committee 87 Rejjort of postmaster 91 Proposal of Pneumatic Transit CV>mpany 121 Cincinnati : Letter from postmaster 127 Report of Superintendent of Railway INIail Service 12K Pro])( isals of Batcheller Pneumatic Tube Company l-'!5 Proposals of American Pneumatic Service Company 13S Report of joint committee. l'!4 Supplemental reixjrt of g;eneral comniittei' 139 Chicago: Report of local committee l"" Report of joint committee l!^'' Proposal of .\merican Pneumatic Service Company 195 Proposal of Batcheller Pneumatic Tube Company l-'''^ St. Louis : Report of joint cummittee (preliminary) J^04 Final report of joint committee - -'"■' Proposal of American Pneumatic Service Company 2Uo-- 1 .) Proijosal of Patclieller Pneumatic Tube Company 20ii-21() Report of general committee transmitting amended proposals from the two companies -\e\v Orleans: . ,,.h. Report of local .■ommittee --- — Report of joint conmnttee - - — Denver: . ^ ... 931 Report ot jomt committee -■^,^^ Report of postmaster --_-- 258 INDEX San Francisco: Page. Report of joint committee 234 Report from general committee forwarding proposals 239 Letter from postmaster 240 Proposition of American Pneumatic Service Company 241 Proposition of Batcheller Pneumatic Tube Company 242 Report of preliminary investigation made by William R. Kerr 246 O DATE DUE 972 M