628.46 R413S THE SWEEP OF TIME IIIINQIS HISTORICAL SURVEY %- If o^ Digitized by the Internet Archive in 2012 with funding from University of Illinois Urbana-Champaign http://www.archive.org/details/sweepoftimecircuOOelgi m THE SWEEP OF TIME THE SWEEP OF TIME The circumstances leading to the first development of a time-tested solution to a problem in municipal street sanitation. William A. Richmann Secretary Elgin Sweeper Company COPYRIGHT WILLIAM A. RICHMANN 1962 INTRODUCTION I knew John Murphy. My earliest years in the industry overlapped the closing years of his association with it. Quiet, thoughtful, realistic, slow of speech, he was a man of conviction. It was half a century ago that he revealed to my asso- ciates of later years his concept of what a motor driven sweeper which would settle the dust, sweep the pavement, pickup the sweepings, and cart them away, should be like. Now, fifty years later, it seems to me we should take notice of this man who made such a significant contribution to the field of street cleanliness, and record the events and conditions that were part and parcel of the era in which he lived and dreamt. I have asked William A. Richmann, Secretary of our company, to write of these matters, not only for present reading but to provide a reference shelf to which those in the future may turn for facts of the early days of this industry. As Mr. Richmann says in these pages, no one can calcu- late the benefits that accrued to the public as a result of the thinking of John M. Murphy, but that the contribution was of importance in this sphere of activity will be recognized. George C. Dodge chairman of the Board Elgin Sweeper Company Elgin, Illinois September, 1961 THE SWEEP OF TIME Chapter One — The Social Significance of Street Sanitation Chapter Two — George E. Waring, Jr. — The Waring System Chapter Three — Other Systems and Methods Chapter Four — John M. Murphy of Elgin — The ELGIN Solution Chapter Five — A Glance Back — A Look Ahead CHAPTER ONE The Social Significance of Street Sanitation WITH the burgeoning of industry in the latter half of the nineteenth century came the emergence of cities as the domi- nant factor in the new civilization of the United States. From the agricultural areas of New England and the Midwest young men and women made their ways to the more economically promising manu- facturing communities. This great migration was to be exceeded only by the throngs of immigrants pouring into the country at an ever-increasing rate. Whereas in 18 50, there were only eighty-five cities having a population in excess of 8,000 people, at the turn of the century there were seven times that many. Urban population doubled in the last two decades of the century, increasing to thirty million. New York was the home of three million people; Chicago boasted a million and a half; Philadelphia was proud of its million; Boston, Baltimore and St. Louis had populations of a half million or more. The lure of the city could not be suppressed. Nearly one half of the people of the whole United States was classed by the 1910 census as urban population. Harvey Shephard, lecturer on City Government in the School of Law of Boston University, boldly pre- dicting that the proportion was likely to increase in the future, stated ''The world of the twentieth century is a city world." The new technological advances were evident everywhere in the new cities, and the cities themselves were the stimuli for even greater inventions and solutions to problems. New forms of transportation had to be provided — the electric street railway of the smaller cities was exceeded in civic pride only by the elevated trains and the sub- ways in the metropolitan communities. Dirt roads were being ironed out by the new steam road rollers, to be resurfaced with cobblestone and brick; existing hard surfaced roads were being repaved with asphalt macadam. Even though the automobile was only first appearing on the streets, traffic congestion already was a serious problem because of the growth in numbers of people. One overcome pedestrian observed, ''The visitor is kept dodging, halting and shuffling to avoid the pass- ing throng. The confusing rattle of buses and wagons drowns one's thoughts, and if he should desire to cross the street a thousand mis- givings will assail him." The horse cars, electric cars, phaetons, broughams, hansoms, carts and wagons added to the confusion and atmosphere of bustle and activity, but the success of the automobile was not easy to predict. One editorial writer submitted, "The ordi- nary 'horseless carriage' is at present a luxury for the wealthy, and although its price will probably fall in the future, it will never, of course, come into common use." Because of the congestion which was developing due to the com- merce of people newly concentrated in cities, it was to be expected that new ease of travel would be sought. The newly invented '^horseless carriage" was at first regarded with considerable skepticism and looked on as a luxury only for the wealthy; therefore, it was natural that first attention should be devoted to road improvement within communities. Certainly, the heavily traveled thoroughfares and business districts were the first to be paved, but, with their proven success, a public clamor for their extension to residential districts was soon to follow. TYPICAL STREET CONDITIONS PRIOR TO INTRODUCTION OF THE AUTOMOBILE. Particularly characteristic of cities other than the large metro- politan areas was the considerable civic pride that would attach to the newly paved streets. So overcome with their newness and the wholly new character imparted by the outward appearance were they, that, at first, the citizenry could easily overlook the new problems of cleanliness and sanitation that were being created. Edward F. Hartman, Secretary of the Massachusetts Civic League stated, "The streets of our cities are the equivalent of the hallways of our homes. More than any other aspect of our municipal personality, they indi- cate to the newly arrived traveler the real character of our citizens. They are the badge of our public spirit." Even though the litter and contamination that was formerly 12 ground into the dirt roads by steel rimmed carts would now linger on the hard surfaced thoroughfares, still, the twice-yearly cleanup seemed sufficient at first to clear the major portion of unsightly street accumulations. A more critical problem called for solution in the large met- ropolitan areas. Perhaps the high standards of municipal cleanli- ness — true even today — were not easily transported from Europe by the new arrivals. Certainly, demands for personal welfare — job and shelter — were of prime consideration. Crowded tenement condi- tions in the large cities were not conducive to orderliness especially beyond the confines of one's immediate home responsibilities. Compared to the measure of civic pride prevailing in smaller cities, that of the large metropolitan cities was noticeably diffused. Colonel George E. Waring, Jr., Commissioner of Streets in New York City from 1895 to 1898, found the streets '^almost universally in a filthy state. In wet weather, they were covered with slime, and in dry weather the air was filled with dust." In some areas it was the prac- tice to use the streets as a common disposal place for all litter, garbage. •w' Photo Courtesy New York City Department of Sanitation A LITTER PROBLEM ON A STREET IN NEW YORK CITY, 1890. ashes, and whatever one no longer had use for. It was not always possible to see the pavement, and a street cleaning contractor com- plained that West Broadway could not be cleaned because of its being coated with grease from wagon axles. Sewer inlets were clogged, 13 paper was prevalent everywhere and black rottenness and putrefac- tion of organic matter was seen and smelled on every hand. Though feeble attempts at cleaning streets were underway by the City of New York, the practice of standing unharnessed trucks and wagons in the public streets was universal in all except the better residential districts. These standing trucks not only restricted traffic and made street cleaning practically impossible, but they were harbors of vice and crime. "Thieves and highwaymen made them their dens, toughs caroused in them, both sexes resorted to them, and they were used for the vilest purposes, until they became, both figuratively and literally a stench in the nostrils of the people. The crowded districts were a veritable nocturnal hell," stated Commissioner Waring. One cannot comment on the evolution of street cleanliness with- out assigning a significant role to the development of the automobile. In 1900, there were eight thousand cars, largely the products of the first tinkering mechanics, but the first steps toward mass production were taking place. That the automobile would remain a fad for only the wealthy was understood by most, and the magazine Life parodied **The Charge of the Light Brigade": Half a block, half a block, half a block onward All in their automobiles Rode the Four Hundred Torward!' the owners shout, 'Racing Car!' 'Runabout!' Into Fifth Avenue, Rode the Four Hundred and in 1907 Woodrow Wilson condemned the snobbery and arro- gance of motoring. Fortunately, the price trend for the automobile was downward, and the Model-T selling for two hundred ninety dollars was the marvel of the assembly line. Even though its most significant expansion was still awaiting the 1920's, by 1914 there were two million automobiles which had survived the pioneering stage, and their tremendous influence was everywhere apparent. Not the least impact of the developing automotive revolution was made on the sanitation aspects of the city streets. That the automobile was a much cleaner means of conveyance than had been common heretofore was never argued. Animal excre- ment on the city streets became less of a problem and menace as the 14 horse drawn vehicles were replaced by the automotive. The wear and tear on pavements from horses' shoes and on tired wheels became progressively less noticeable during the transition. Bulk materials hauled by better sprung automotive vehicles were less likely to be partially spilled in travel on city streets. The automobile did not do away with the street cleanliness prob- lem, but it did establish new problems peculiar to its nature and its period of introduction. The swiftly moving (12 miles per hour limit set by the City of Elgin, Illinois 1904 ordinance for traffic control) automobile in pass- ing would create scattering air currents carrying into the air all manner of dust and such dried animal excrement as did exist. A break-up of the binder used to keep certain road materials in place was also thought to be attributable to the new horseless carriage. The faster moving car traffic would cause the heavier types of con- tamination which were not moved into the air to accumulate in the gutters of properly crowned streets rather than remain distributed across the width of the road. In the United States during the period from 1890 to 1910, Pro- gressivism was the most dominant political movement of the times. The conservatism of the Republicans and the early attempts at social reforms of the Democrats were both overshadowed by the spirit of Progressivism. Progressives had a broad base of support in the large middle class which was newly concentrated in the cities of the nation. Whereas Progressivism borrowed from earlier Populism which was the expression of distressed farmers and discontented workingman, it gained respectability from its more responsible lead- ership and objectives. The middle class Progressives supported social reforms not only to protect their interests from the excesses of busi- ness domination but also to safeguard their present or recover their former social status. That Progressivism found expression at the municipal level as well as in national politics is no great surprise. Communications with- in a large portion of the population then gathering in the cities soon disclosed a large area of common interest and sensitivity to problems that were being created. It was realized early that action by groups at the municipal level could achieve greater total results, though in some cases individual expression would be surrendered. Beginning to evolve was an expansion of the whole concept of the purpose of government. Schools, libraries, museums, public ceme- 15 teries, baths, parks and playgrounds began to come within the public province. The paving of streets and their cleaning and maintenance, the construction of sidewalks, the collection of refuse, provision for sewers, the proper filtration of water supply were easily thought to be within the scope of municipal activity. All of these seemed desir- able and were many times the subject of the public clamor for muni- cipal activity to supplement private action. The streets of the growing communities naturally and properly came in for their share of attention. A new awareness of cleanliness and sanitation was growing and if the streets of America's towns and cities were to be hallways, it was clear that much housecleaning was in order. No small role to the period's developing action for clean streets can be ascribed to the women of America. The responsibility for the health of the children of the nation and the cleanliness of her home was always accepted by the American homemaker. In the care of her home, the lady of the house was constantly aware of the extra labor caused by the dust problem. She could not keep her windows open and maintain a clean home. She was told that one-third of throat and other respiratory diseases were caused by germ laden dust, and she was aware of the menace of flies which spread all manner of dis- eases. The dirt which would accumulate on her long skirts while walking across a street was a constant irritant. It was relatively Is J S^^^^SfeBMff^PnH^J^^ 1 tk. KiM tt- Photo Courtesy American City SCENE FROM "STREET BEAUTIFUL" FILM SHOWING HOW CHILDREN MAY ASSIST THEIR CITIES TOWARD CIVIC BETTERMENT. THE CHILDREN SEEK THE COOPERATION OF THE TENEMENT OWNER IN MAKING THE STREET CLEAN AND HEALTHFUL 16 easy, therefore, for the women of America to translate these con- cerns into effective group action for municipal cleanliness. That American women did this is abundantly clear. Societies of women for local municipal improvement were among the most influential factors in the sanitary welfare of every community. The Women's Municipal League of Boston organized itself into four major departments: The Department of Streets and Alleys; The Department of Sanitation; The Department of Housing; Social Center for Youth. The Women's Club of Leesburg, Va., at a civic gathering dramatized a "before and after" exhibit of its street cleaning promotion campaign. The Civic League of Kirksville, Mo., took charge of all street cleaning, and gave free automobile rides in the fall of each year to children who took the best care of their yards. The agitation of the Women's Health Protective Association of New York succeeded in the removal of a street contractor's mound of horse manure, was influential in obtaining a modern abattoir located outside school areas, conducted campaigns against expectorating on public sidewalks, and influenced a general improvement in school sanitation methods. The most important single stimulant in the first steps toward improving the cleanliness and appearance of the streets and road- ways was the growing knowledge that in their existing condition they were the source of many of the diseases which were most preva- lent. The editor of Engineering and Contracting advised that ** In- stead of having to flush out our respiratory passages with antiseptics to cure the grip, it would be better to do the work a little earlier and perform it on the streets instead of on our own mucous membranes'.' It was shown that typhoid fever could be eliminated through the installation of filtration and water treatment plants; now the con- cern of the people was focused on colds, pneumonia, tuberculosis, intestinal diseases, whose germs were thought to be whipped into the air with every passing automobile. By 1914, some were so bold as to call for the complete substitu- tion of all horse drawn traffic by motors. The commercial vehicle committee of the Automobile Chamber of Commerce of Chicago estimated that the city could save one million dollars on street clean- ing alone, and the financial losses from diseases due to horses was assessed to be much larger than the cost of street cleaning. ''Preven- tion is always preferable to cure and if we can prevent our city streets from becoming dirty we shall be doing a better job than when 17 we employ even the latest and most sanitary methods in removing the dirt after it has been acquired." Such were the problems associated with the streets of our com- munities which required — demanded — solutions in the early portion of the twentieth century. A growing population increasingly restive about its cleanliness, health and appearance was soon to seek a good economical method of eliminating its street dirt resulting from its means of transportation, which itself was being revolutionized. 18 CHAPTER TWO George E. Waring, Jr.— The Waring System Photo Courtesy New York City Department of Sanitation GEORGE E. WARING, JR. on the day he was appointed Commissioner of Streets, January 15, 189 5. IF PROGRESS were to be made toward the improvement of the sanitary aspects of our nation's streets and roadways, it was neces- sary that some respected leadership emerge to show the way. This leadership was provided by Col. George E. Waring, Jr., appointed Street Commissioner of New York City by Mayor William L. Strong in the year 189^. Born July 4, 183 3, at Poundridge, New York, George E. War- ing, Jr. first directed his interests to scientific farming and lectured extensively to farmers on improved methods in farming. After serv- ing for four years as drainage engineer of Central Park, New York City, he was commissioned major of the Garibaldi Guards and estab- lished a distinguished record in the Union Army, serving first in Virginia and subsequently as commander of the Fremont Fiussars fighting bands of guerillas in Missouri. At the close of the war. Colonel Waring renewed his interests in scientific and practical agriculture, but soon was to launch a career as a sanitary engineer. Fie pioneered modern home sewage systems by important instal- lations in Ogdensburg, Buffalo, Memphis and other cities. He had the daring and ingenuity to incorporate the recommendations of the National Board of Fiealth of which he was a member by installing a system which used small pipes for home sewage only, provided ven- tilation to the system, eliminated manholes, and adapted a method for flushing at twenty-four hour intervals. In view of his distinguished record it is easy to see why, on January 15, 1895, Mayor William L. Strong, a reform mayor, could turn to Colonel George E. Waring, Jr. to take a firm hand in clear- ing the deplorably unsanitary conditions of New York's streets. Colonel Waring found the Department of Streets inefficient, badly equipped and riddled with politics. The fault lay with the system. So completely was the department an adjunct of the poli- tical organization that it could neither do good work, command the public's or its own respect, or maintain its own equipment satisfac- torily. It performed well only to the extent that it fed thousands of voters, even if only for short spells because of the necessary turn- over, and it provided power and influence for political leaders. Mayor Strong gave Colonel Waring complete authority over his duties and did not interfere from the top. Following the thought that ''A good colonel makes a good regiment," Colonel Waring was soon to form his new sanitation army with the best qualified leader- 21 ship he could find. He determined that the General Superintendent was exceptionally well qualified to continue in his assignment; the master mechanic and superintendent of final disposition were soon replaced by former military officers with suitable technical experience. As one could expect, Waring's first efforts were met with ridi- cule. But within the force there was something stirring. The men were told their futures rested with themselves. If they performed well, no power could throw them out. Drunkards, incompetents, loafers — no power could keep them in. New heart — new hope — eyes front — straight bearing — these were the new attributes of the New York Street Department force. No better manifestation of the emergence of order from chaos has ever been placed on public display than the parade of 1896. Here were Waring's ''White Wings" — the White Wings on parade — in perfect step to the tune of the ''White Wing's March." The parade of 1896 was a display that a new era in street cleaning history had arrived. Borrowing from the military esprit de corps that derives from uniforms and personal grooming, the street cleaning force of Colonel Waring in its white duck coats and trousers was now in com- plete public favor. Here were men proud of their positions, self- respecting, and admired by friends, relatives and all New Yorkers who gathered along the route of march. It was easy to see that men had replaced voters at the business end of broom handles, and it was not too long before more men actively sought to wear the "White Photo Courtesy New York City Department of Sanitation A WHITE WING'S PERFORMANCE BEING OBSERVED BY HIS FOREMAN AT BICYCLE. 23 Wing" uniform than there were places available. The secret of the Waring system was to assign definite areas of responsibility, however small, for each of the White Wings. By so doing, praise or blame could be clearly fixed. Cost or efficiency in the application of numbers of White Wings was of little concern to Colonel Waring. There was adequate supervision from bicycle riding blue-coated foremen to see that each was performing his assigned tasks. Sweepings were gathered into little piles at the curb line, sub- sequently to be picked up in wheeled carts on a precise schedule. The wind rendered a substantial assist on the fine dust. Citizens were thoroughly briefed in the matter of sorting their refuse into curb receptacles for ashes, garbage, paper and general rubbish. Most of the time, the receptacles would be over-filled until emptied into wagons. The gathering of the spillage from the littered curbs and the wagons, the sweeping of the dust especially in the dry weather constituted the "street cleaning" as New Yorkers knew it. The public was quickly awakened to the new order of things; all of the principal streets were visibly clean; decayed garbage and mud Photos Courtesy New York City Department of Sanitation WHITE WINGS ON DUTY. accumulations substantially declined; the air was clearer and the newly winged ''White Angels" could be seen in almost every block making certain that it was kept that way. 24 The change in command was evident too on the stock plant and stables now maintained in show condition. Order and neatness inso- far as the nature of the work permitted characterized every division of the department. Colonel Waring's secret pride was in the achievements of the force at snow removal. Never before had the streets been cleared of the snow so quickly and efficiently. The streets being dried out after the sun's first appearance, the citizenry had to confine its winter Photo Courtesy New York City Department of Sanitation A WHITE WING EQUIPPED WITH SPRINKLING CAN TO COMBAT THE DUST MENACE. sleighing and skating to the city parks. Wet feet, bedraggled skirts from slushy streets a thing of the past; the wearing of overshoes practically eliminated — these were to be later claimed in the street department's report on the benefits of its snow removal efforts. The disposal of the refuse after collection received no less atten- tion than the gathering. Experiments were conducted with incin- erators, but the method thought best was the disposal at sea by the "Barney Dumpers". Of course, this was done only after the con- tractors had carefully reclaimed all items of value, including the accumulation of fertilizers for sale to nearby truck-gardeners. It was Colonel Waring's dream eventually to make the New York Street 25 Photo Credit McClures Magazine AN OPEN "BARNEY DUMPER" AT SEA. THE BOAT HAS BEEN OPENED AND IS BEING TOWED; THE SEAWAY WASHING OUT THE LOAD. Department self-sustaining from the money realized from its sale of refuse material. Colonel Waring liked comparisons of his administration with that of his predecessor James S. Coleman. Formerly 5 miles were swept daily, 187 miles three times a week, 65 miles twice a week, and 24 miles 'Vhen necessary" for a total of 3 26 miles, and an average daily sweeping of about 17 5 miles; Colonel Waring's forces were sweeping 3 5 !/4 miles four or more times a day, fifty and a half miles three times a day, IS^Yz miles tziice a day, making a total of 43 3 miles, and an average daily sweeping of 924 miles, or ''nine miles more than the distance from New York to Chicago". Measuring the entire expenditure of the Department by the yearly cost of each mile of daily sweeping, it was $7,176.45 in 1888 and $3,5 53.9 5 in 1896. Because of the greater number of men employed, it is obvious that Colonel Waring was only able to show such savings on a per mile basis because his men actually performed the work which was intended. Colonel Waring could claim far less injury to persons from dust, less damage to clothing and furniture in the home and to goods in the shop, more foot comfort made possible by the decline in mud and slush. Greater comfort for the stock was cited also — ''Skratch- es", a skin disease of horses, was declining, and there were no nails to be picked up in horses' feet. 26 Though he did not claim all the credit, Colonel Waring pointed with pride to the almost inestimable beneficial effect of the Depart- ment's accomplishments as reflected in the reduction of the public death rate and in the lower though less sharply noticeable sickness rate. In an annual report, Waring stated that the average death rate was 26.78 per thousand during the period 1882-1894, compared to 23.10 in 1895, 21.52 in 1896 and 19.63 in 1897. He contended that the filthiest and most crowded wards showed remarkable im- provement in diarrheal diseases. Said Colonel Waring, ''The White Wings are fighting daily battles with dirt and are defending the health of the whole people. The trophies of their victories are all about us in clean pavements, clean feet, uncontaminated air, the look of health on the faces of the people, and the streets full of healthy children at play." **Two and a half years more with a continuance of official favor and approval should bring the work to its perfection. It should make New York much the cleaner — the healthiest city in the world. Death rates should be reduced to 1 5 per thousand — for the present population this would mean a savings of sixty lives per day out of the 140 daily lost under the average of 2 5.78." A very important auxiliary of the Street Department was the Photo Courtesy American City JUVENILE LEAGUES PASSING IN REVIEW AT AN ANNUAL OUTING. 27 Juvenile Leagues. With clean streets being the provocation, the purpose of the Leagues was to instill a sense of civic pride in the youngsters, not only to serve them well in their later life, but to impart knowledge to their parents at home who in many areas could not speak English. The children would have League meetings after school and sing such songs as: ''There's a change within our city, great improvements in our day The street's untidy litter with the dirt has passed away, We children pick up papers, even while we are at play, And we will keep right on." ''Do not drop the fruit you're eating Neighbor mine On the sidewalks, sewer grating Neighbor mine But lest you and I should quarrel Listen to my little carol: Go and toss it in the barrel. Neighbor mine." The impact of the campaign for a cleaner New York City is evidenced by these letters received by Colonel Waring. "Colonel Waring Dear Sir: While walking through Broome Street, Monday, at 2:30 P.M. I saw a man throughing a mattress on the street, I came over to him and asked him if he had no other place to put it but there. He told me that he does not no any other place. So I told him in a barrel, he then picked it up and thanked me for the inflammation I gave him. I also picked up 3 5 banans skins, 43 water mellion seeds, 2 bottles and 3 cans and a mattress from Norfolk Street." "Mr. E. Waring. So I passed Grand Street, so I saw a paper on the sidewalk, so I told a street cleaner, so he said I shall go to see Mr. Waring, so I said I don't no where to find him, that was the second that I saw that again. I passed Ludlow Street, I saw a dirty can where it belongs garbage, and it was nasty, so I called a man. I passed Essex Street, so I saw a lady throing from the window apple 28 skin5 downstairs on a lady's head, so I called up, and she said she won't do it no more." In the summer of 1896, Colonel Waring toured principal Europ- ean cities for the purpose of learning first hand their methods and systems to see if they could suggest improvements to his own. By this time, the ''White Wing" system in New York had been so per- fected that he stated in a report on his return that his own streets were better cleaned; that New York's worst streets, as to pavings, are cleaner than the average of all. Waring did admit that the streets of Vienna were perhaps main- tained better than were those of New York; though he attributed this to better pavements. Cost comparisons on a per mile basis were not in the Colonel's favor, but this condition was attributable to New York's wider streets and to the fact that a better cleaning job was done, on the average, for outlying areas of Vienna were imperfectly cleaned. He found Yankeelike cleverness at the sorting line of the dis- posal plant. Here, each Saturday, the workmen were able to claim for their very own the bits of wood, cinders, coal, and other com- bustibles for their home fuel plants. ''The men did not seem to con- sider that the efficiency of their output in the same line on the other five days is measured by their Saturday output." In Vienna, Waring found a superior street sweeping machine, and a sprinkling machine incorporating air pressure to maintain a steady flow of water to the pavement without a deluge. These he promised to bring to the United States for evaluation by the Street Department of New York. In Budapest, Hungary, aside from finding Andrystrasse to be the finest wood paved street on the continent and the most suitable for hand sweeping, Colonel Waring was most fascinated by its dis- posal plant, located at Kleinpest, a small town some twenty miles away from Budapest. Most of the Kleinpest citizens' whole hveli- hood was centered around the Kehrichtring (Rubbish Boulevard) which was the disposal plant for the waste brought from Budapest by railroad. Waring found most of the adults would spend their wages for drink, but there was remarkably little sickness consider- ing the unhealthy conditions in which they worked. The master of the Kehrichtring was a contractor who owned the whole disposal plant and operated it principally for the value of the fertiHzer residue for his surrounding farms. Within the plant, War- 29 ing found a higher form of speciaUzation than ever existed with New York's disposal contractors. The **White Bottle" boy would let the green bottles pass, and the ''Big Bone" woman would ignore entirely the small ones, which met their fate farther down the line. Children reclaimed corks, nails, strings. What could not be sold in its present form would be turned over to the productive miracles of the compost pile. It was the opinion of the New York Street Commissioner that there was much of value to be learned from the saving people of Budapest. Their economy-mindedness, richer refuse, higher prices, industry and efficiency would, if transported to New York, be suffi- cient to pay all the cost of running the Department. At Berlin, Colonel Waring was impressed with the rigid methods and scheduling that were associated with the sprinkling and squeegy- ing of the Streets. The squeegying had to follow the wetting appli- cation within specified time allowances, otherwise the street dirt, especially horse manure, would adhere to the asphalt pavement, and scraping would be necessary. The objective in Berlin was that all dirt should be first liquified for disposal, even though, eventually, the catch basins and sewer inlets might require cleaning by mechan- ical or other means. Berlin ''White Wings" were uniformed modestly but neatly. Because they were far less conspicuous than the White Wings of New York, Colonel Waring thought that their effectiveness in gaining public approbation and assistance was considerably diminished. Parisian methods for street cleanliness were much the same as those of Berlin. Wetting systems were used mostly, and "the sewers of Paris are as dirty as the streets are clean". When the street clean- ing gangs of women and children were working in an area, the gut- ters would be flushed, sometimes dammed with rags, and the debris from streets and sidewalks would be swept into the flowing or stand- ing water. Colonel Waring found in Paris that the rag pickers would "scow trim" at the point of supply rather than at the point of disposition. In London the general appearance of the streets was found to be much the same as in New York so far as the main thoroughfares were concerned; less heavily used thoroughfares were not as clean as their New York counterparts. At Birmingham, Colonel Waring was most impressed by the "non political, non shirking, non poor-man-coddling" in the man- 30 agement of municipal street cleaning functions. He found that the Birmingham grit spreaders were so skilled that they could spread effectively one load of grit per mile. He recalled in horror that, on Fifth Avenue, a contractor was restricted to four grit loads per block or the equivalent of eighty loads per mile. He took comfort that sanding macadam need not always constitute an embarrasement to its cleaning operations and thought this a good example for street rail- way sand spreaders. Concerning his European findings. Colonel Waring concluded that the most important factor for improvement to New York's municipal cleanKness was the relation of the individual citizen to the desired objectives. Europe had substantially the same regulations and ordinances. Though systems and methods did vary between individual municipalities in the countries visited, there was found no one overwhelmingly successful method which required adoption in New York. The important difference was the lack of enforcement of the New York ordinances which did exist, and the consequent dis- respect of the ordinary citizen for the city's appearance. In Europe the regulations had substance because they were executed; in New York, they existed largely in form because of the negligent enforce- ment. The impact of Colonel George E. Waring's devotion to munici- pal housecleaning has been manifested in every city in the United States. It prevails today. He showed that the municipal hallways could be cleaned and decently so, that filth and grime for all to view need not be our constant irritant. What, before his timely influ- ence, had been thought to be beyond the scope of municipal capa- bility, was proved to be entirely practical and possible, whatever the cost in dollars and man power. For New York, though abundantly lacking in civic spirit, was rightfully proud of its '*White Wings" and the evidence everywhere of their work. In 1898, Colonel Waring died of yellow fever in Havana, Cuba, where he had been called to investigate and initiate reforms on this pest ridden city. Ever the sanitary engineer, he was cremated there to conform to his theory that all matter for which there is no further use should be destroyed. 31 CHAPTER THREE Other Systems and Methods GIVEN the conditions of increasing congestion in our growing communities along with revolutionary changes in transpor- tation, and knowing now that it was possible to create greater sani- tary conditions on the city streets for many benefits to all citizens, public officials at the start of the twentieth century were soon to turn to more efficient methods to achieve the desired results. Citizens were taking a keener interest than ever before in their communities; they could rightfully expect their public servants to keep abreast of developments so that their responsibilities could be efficiently and economically discharged. The new standards of per- formance were developing in municipal housecleaning functions as elsewhere. In the methods of street cleaning which were developing, there was a growing dialogue between the ''wets" and the ''drys" — those who would take advantage of the abundance of water with observ- able cleansing qualities debated with those who would seek other methods of agitating refuse for its eventual removal and disposal. HORSE-DRAWN SWEEPING MACHINES. First attempt at mechanizing broom sweeping for street clean- ing was the horse drawn cart with its rotary broom suspended at the rear. The rotary broom was so suspended that by the action of the broom the sweepings would be forced from the center of the street to the curb line — through repeated passes if necessary. The curb accumulations of refuse would be gathered into piles by the work gang and eventually shoveled into carts for the trip to the disposal site. Because of the tremendous amount of dust created by this first rotary sweeper, it became necessary to find some means to eliminate this nuisance. In time, auxiliary water tanks were added to the sweeping wagons, and a sprinkling of the pavement was achieved by 35 Photo Courtesy American City A HORSE-DRAWN SWEEPING MACHINE WITH A UNIQUE LOAD CARRYING SYSTEM. the water flowing under the force of gravity. Eventually, separate sprinkling wagons having much greater water capacity were de- veloped. The immediate advantage was that fewer stops for taking on water would be necessary as contrasted to the stops required of the sweeper wagon with its auxiliary tank. The mission of the sprinkling wagon was to precede the sweeper wagon and by its sprinkling of the pavement to lay the dust so that the following sweeper, with its rotary broom action, would not unnecessarily con- taminate the air with dust. The drawbacks to this system were many: 1 ) The windrowing of refuse in the gutter may have been beneficial to traffic but it was still unsanitary until it was removed. 2) This was a costly system in terms of specialized equipment and manpower. 3 ) It was costly in terms of damaged pavements and necessary repairs. Under the weight of passing traffic gritty residue acted as an abrasive on the pavements, and the water itself was thought to be injurious to many types of pavements. 4) The street cleaning operation itself would add much congestion to the streets. One could expect that, having such specialized equipment as a sprinkling wagon, some cities would seek short cuts in their methods. In some instances, the short cut consisted of the sprinkling operation, 36 only, with the objective of dust settlement. This operation would soon prove of no value and a complete waste of effort, because of the layer of mud which would be created first, unpleasant itself, to be followed by the eventual drying and conversion to dust. Interest- ingly, some cities would require their street railway companies to accept responsibility for the cleanliness of their right-of-way in most cases, curb to curb in others. Where required, a sprinkling operation was especially adaptable to the railway cars. The flusher was the principal tool of the "wets" in their claim for supremacy. Whether the conveyance was by horse drawn cart or the motor truck which followed, the flusher consisted of tanks having great gallonage. Discharge of the water was by gravity until the development of the gasoline engine, at which time a pump was used to maintain an even flow of water for the flooding action. HORSE-DRAWN FLUSHER. The results of operation of the flusher had great eye appeal to the citizens. A ''washed" appearance was created, particularly in the eye of the person observing the operation itself, and the impres- sion of a ''cooling" effect during the heat of summer was an added benefit. Most critical for the flusher in order for it to achieve its maxi- mum efficiency as a cleanser was the angle of its discharge of water in relation to the plane of the pavement. In those areas where a "chisel" action occurred, maximum cleansing resulted. The intent of the flushing operation was not only to wash the surface of the pavement but to move the refuse to the curb line as a minimum — through the sewers if possible. If the only requirement of a street cleaning machine were to 37 remove surface dust, flushers would probably have attained con- tinued acceptance. I? Photo Courtesy New York City Department of Sanitation WHITE WING "WETS' The drawbacks to the flushing operation were many: 1) At best, the heavier refuse was merely moved to the gutter where it would remain in unsightly, unsanitary gatherings until removal. 2) In many instances, the disease carrying filth which would be converted to flowage would be only re- moved to not-too-distant streams or water reser- voirs. Breeding of disease-bearing microorgan- isms would then continue. 3 ) This was equally as expensive as the carted rotary broom and sprinkler system. A large work force would be necessary for the removal of debris from the gutters. An added expense, often overlooked, would be incurred in the cleaning of the catch basins. Efficiency of the system would be serious- ly aggravated if the catch basins were not cleaned. 4) Because of the excessive amount of water required of the system, the injurious action of water under force to roadways was more complete than even when the system involved only sprinkling. 38 A further perfection of a street cleaning apparatus was sought in the development of the squeegee machine. The squeegee bor- rowed mostly from the rotary broom wagons and merely substituted rubber splines in rotary action for the fibre broom. The sprinkling wagon, or preferably even a flusher, was an absolute requirement for the squeegeee to perform its intended scrubbing action. The squeegee may have overcome some of the objections to dust agitation caused by the rotary fibre brooms, but it was only really effective on the very light dust or grit on absolutely smooth pave- ments. The scrubbing squeegee lacked entirely the flicking action necessary to move coarse debris except for negligibly short distances. If the pavement were not smooth, much of the dirt would remain within the crevices of the street and in many cases, once dried, would require scraping for removal because of the earlier soaking by water. The squeegee advanced little towards an acceptable street clean- ing method and was burdened with most of the objections of rotary brooms, sprinkling and flushing systems. A HORSE-DRAWN SQUEEGEE. Because of the multiple operations associated with street cleans- ing — sweeping, collection, and disposal — it is easy to understand that those with an inventive inclination would find an opportunity for flexing their creativeness in the field of mechanical sweepers and collectors. Indeed, the first such mechanical sweeper which also incor- porated means of collection and conveyance appeared on the streets of Manchester, England in 1843. Pictured is the horse drawn cart with its sweeping apparatus suspended behind. '*As the cart wheels 3? revolve, through a robust system of sprockets and chains, the brooms successively sweep the surface of the ground and carry the soil up an incline or carrier plate, at the top of which it falls into the body of the cart." It was claimed that this Patent street sweeping machine, Photo Courtesy Public Cleansing, Edinburgh THE PATENT STREET-SWEEPING MACHINE OF MANCHESTER. invented by Mr. Joseph Whitworth of Manchester ''leaves behind it a well swept tract, which forms a striking contrast with adjacent unswept ground. Though of the full size of a common cart it has repeatedly filled itself in the space of six minutes from the principal thoroughfares of the town." Objectors cited the loss of livelihood to a numerous class of persons engaged in scavenging, but its proponents claimed a **supe- rior kind of employment for a equal number of men." A Man- chester newspaper reported that its readers must have observed this ''automaton moving through the streets, quietly, at the same rate as other carts, with its revolving brooms sweeping up dirt like a gigan- tic cat licking up cream." New York City did not make serious use of a machine which would combine disposal operations until 1902 following the great days of Col. Waring's White Wings. This was a team-drawn, four wheeled wagon with a rotary brush dragging at the rear. As to concept, this machine was advanced for its period. 1) It used a separate enclosed conveyor for the ele- vation of the sweepings and, further, incorporated a separate conveyor to obtain an even distribution of the materials in the wagon. 2 ) It incorporated a water tank for the wetting down of the pavement and dust control by means of sprinkler nozzles directly in front of the rotary broom. 40 3 ) A unique sideway moving hopper floor was used for disposing of the collected dirt. This feature eased the unloading to the auxiliary dump wagons which could pull alongside the sweeper. It was claimed that this machine would work a revolution over the former hand sweeping of roadways. This sweeper seemed to be the ultimate in street sweeping capability for it swept 70,000 square yards of pavement per day at half the cost of hand labor, but, equally important, performance without spreading dust, odor or disease was claimed. Photo Courtesy Scientific American A CONVEYING, COLLECTING, DUST-SETTLING SWEEPER USED ON NEW YORK CITY STREETS IN 1902. NOTICE UNIQUE SIDE-DISCHARGE SYSTEM FOR THE COLLECTED LOAD. The first internal combustion engine powered sweeper was shown in the United States in 1911. Described as the most advanced answer to the public's demand for a more sanitary method in the cleansing of streets, this sweeper was capable of performing twice the work at half the cost of the horse-hauled machine sweeper. Capable of sweeping at a speed of 4^/4 miles per hour, the sweeper performed not only the sweeping function, but also featured sprink- ling and collection. The fibre broom was shrouded to confine dust. Of prime importance, however, this sweeper was the first to ^Pply gasoline engine power for the rotary action of the sweeping broom. By its power this machine thus was able to prove the in- creased effective brushing action in comparison to the brushes of horse drawn sweepers whose power was dependent on the forward motion of the sweeper. 41 With the advantage of hindsight one can readily evaluate the shortcomings of this first engine powered sweeper, whatever its claimed advantages of economy, efficiency and power: 1 ) The machine was steered from the front, thus severe limitations as to its maneuverability were built in. This would pose many problems in the increasing traffic congestion on the nation's streets. 2) As a collection unit, it was limited in capacity because no hopper was provided — only a pan- type of shelf which in most cases would accommo- date only the sweepings from one side of a single block. 3 ) Probably so long a time had been consumed in its development that even the current developments within the truck industry itself were lost sight of and not incorporated. Steel rimmed wheels were used even though rubber tired wheels had been used on trucks and cars for some time. 4) A very light two cylinder engine was used. This engine would be hard put to accomplish its assign- ment of powering the sweeping function as well as providing mobility for the unit. Photo Courtesy Scientific American AN EARLY MODEL OF A GASOLINE MOTOR DRIVEN SWEEPER. 42 CHAPTER FOUR John M. Murphy of Elgin-The ELGIN Solution JOHN M. MURPHY THAT an acceptable method of street cleaning, both as to its operational perfection and cost tolerance had to be found early in the twentieth century is reasonable to assume. The citizens of the United States demanded that the cleanliness of our streets keep pace with other sanitary and hygienic advances. The time was opportune for some creative thinking in this area of municipal responsibility. A significant chapter in the annals of street cleaning has been reserved for Colonel George E. Waring, Jr. because of his dramatic proof that cleanliness was possible, whatever the cost or whatever the methods used. It seems fitting, therefore, that a chapter now be written about the person who developed the sensible, economically feasible, functionally perfected mechanical sweeper which has with- stood the test of time, which has been flattered by its imitators, which itself has been capable within the broad concepts of its first develop- ment to accept the detailed evolutionary improvements of an ad- vancing technology. History remembers well those individuals whose inventiveness can be identified with a specific process or product. Their names are easily recalled because the technological break-through with which they are associated is usually dramatic, forceful and revolutionary in its impact on our lives. Perhaps history is less kind to those individuals who can take the scientific developments of his current day and harness his inven- tive genius, not in a manner that would boldly confront the popu- lace in its daily endeavors, but in a manner that in its underlying plan would not only be beneficial to his contemporaries but would prove its acceptance by the recognition of time through the spanning of generations. The impact of the one may be tested and proven in two years — five — ten. The impact of the latter — twenty five years — fifty — perhaps a century. In the year of 1883 at the age of thirty-seven, John M. Murphy, having achieved a measure of success at farming in Lake County, Illinois, was attracted by the growing industrial promise of the City of Elgin, Illinois. Here, in this community a person possessed of an inventive curiosity could find ample opportunities in the stimulation offered by a variety of industries including publishing, meat pack- ing, shoe manufacturing, piano and organ making, a foundry, tool works and — not the least — a rapidly growing watch industry. Not long after establishing his home in Elgin, Murphy was instrumental in the founding of the Elgin Windmill Company. 45 Lacking the capital which others could contribute, Murphy's inter- est in the enterprise stemmed from his mechanical bent disciplined to manufacturing processes. Not long after its establishment the growing windmill business was to be acquired by other interests, and Murphy decided to seek other opportunities. Associating with Fred L. Steere in the carriage and automobile business. Murphy was soon to establish a reputation as one of the pioneering automobile enthusiasts of the City of Elgin. In the year of 1902, perhaps because anyone concerned with the business of ^'horseless carriages" could easily attain stature in the public's eye, the voters at caucus in the fourth ward in Elgin, seeking a new candi- date, turned to John M. Murphy as their candidate for alderman. Easily elected, Murphy took his office as alderman of the Fourth Ward at Elgin's City Council meeting on May 6, 1902. Mayor Arvin E. Price appointed Murphy chairman of the Finance Committee of the City of Elgin, and also appointed him to the Streets, Alleys and Bridges Committee and to the Public Grounds and Buildings Committee. The record of the Elgin City Council meetings during Murphy's term of office does not show him to be distinguished as a community activist. Except for routine business in connection with his respon- sibilities as chairman of Finance such as the approval of payroll dis- bursements, the records of his two years of office shows only the following significant resolution initiated by Alderman Murphy: ''Regular City of Elgin Council Meeting of September 16, 1902. CLEANING PAVED STREETS Upon motion of Alderman Murphy, ayes 13, nays none, the following resolution was adopted: Resolved: That the Superintendent of Streets be and is hereby instructed by the City Council of Elgin to keep all paved streets clean from this date, and that the Mayor of Elgin be respectfully requested to see that this order is carried out at all times." This proposal by Murphy, now buried in the council proceedings of the City of Elgin, is important in that it recognizes a municipal need to which Murphy in succeeding years was to dedicate himself. 46 This was the embryo of an idea which when fully developed would prove of benefit not only to the City of Elgin but to every other municipality or governmental agency in the United States and other parts of the world having responsibility and concern for street sanitation. After serving a two year term as Alderman, Murphy did not seek reelection. We know only that he continued his association with Fred Steere in the carriage and automobile business. This combination of municipal experience plus the knowledge gained in the automo- tive business was to serve him well for the idea which he was to pursue. In the year of 1903, two enterprising young men had left their employment with a windmill manufacturer in Batavia, Illinois, and in a partnership arrangement formed the American Tower and Tank Company in the City of Elgin. Their names were James Todd and Charles A. Whiting. Their busmess was to produce steel towers, water tanks and structural steel members for the construction of their day, and to supply the necessary work crews. For a while this was a promising business — steady — no spectacular growth. Eventually, in the year of 1911, the inroads of competition were beginning to be sensed by the partners. There was more than a nodding acquaintance between John M. Murphy and the principals of American Tower and Tank Com- pany. Each had ties to the windmill industry, each was prominent in the community life of Elgin. When Murphy with a large envelope under his arm first visited the American Tower and Tank Company on September 13, 1911, he was accorded an easy reception from both Mr. Todd and Mr. Whiting for the presentation of his thoughts, planning, and dreaming of the past several years. This moment for John M. Murphy was the fruition of the blending, first, of knowledge gained first hand concerning the high cost of current inadequate methods of street sanitation with, sec- ondly, a pioneer's experience in self-propelled and powered machines. Without doubt Murphy had seen the first attempts at mechani- cal sweepers — the kind adapted from horse drawn carriages; without doubt, he had learned of the clumsy first attempts to develop mechan- ical sweepers powered by gasoline engines. He had become familiar with all efforts to solve the street cleaning problem — he knew the advantages of each model — he knew the shortcomings of each. His dedication of the past several years was to advance his thoughts so 47 that the best, functionally perfected, economically acceptable street cleaning mechanism would be developed. Murphy knew that the sweeper first of all had to sweep the refuse from the street. It would not suffice that the sweeper pick up much of the refuse from the street — it had to get all. Murphy knew that the pubHc would not tolerate a sweeper that created a dust menace as objectionable as the one it was designed to eliminate. Murphy realized that his sweeper to be accepted had to be capable of collecting for eventual disposal the refuse it was first sweeping. It would not suffice to merely move the debris to one side for someone else to contend with at a later time. Advancing his thinking to a higher development of the auto- tive age, of which few of his contemporaries were capable. Murphy reasoned that the sweeper had to possess a high degree of maneuver- ability to contend with increasing traffic congestion. Because of the amount of work that would be expected of the sweeper under ad- verse conditions, a more powerful engine than had ever been seen in sweeper development would be required to perform the sweep- ing functions and to propel the sweeper. Lastly, Murphy knew that the successful sweeper had to incorporate all of its tasks — sweeping, collecting, sprinkling, conveying — and still be designed within ac- ceptable limitations of weight, size and cost. This would require the use of standard automotive and vehicle parts where possible, the fit- ting, dovetailing, placement of parts to attain maximum compact- ness or multiplicity of purpose, the simplicity of design resulting from stark objectivity. Mr. Todd and Mr. Whiting carefully listened to Mr. Murphy's story — critically examined his sketches and drawings. This machine was only on paper — none like it had ever been produced to perform any known function. Potential customers were few in number for even a proven machine, and this was wholly unproven. The reputa- tion of Murphy as an inventor had never been suggested. Three wheels? Ridiculous! On the other hand — perhaps it would work! The structural members, castings, sheet metal are not completely foreign to us. Gasoline engine — that's a new field! Customers? Things are getting awfully congested and messier downtown. Other cities must be the same. We have some space available in the shop, and work is some- what slow. Dan would be available to oversee this thing. Let's con- sider — think it over. 48 Within a month's time, the decision had been made. Murphy was assigned a work area within the confines of the American Tower and Tank Company of Elgin, Ilhnois — Daniel M. Todd, associated with the firm, was to oversee the development of the sweeper in the principals' interest. The first Elgin motor street sweeper was not produced in an overnight burst of inspiration. There were still many engineering details to be worked out, improvements to be made when the design on paper was actually formed into metal, discouragements from the skeptical to be bridged. After two years of trial, development, ex- perimentation, and research, there was achieved the sweeper that Murphy was satisfied performed all of the sweeping function in the manner he had envisioned — on which partners James and Daniel M. Todd and Charles A. Whiting were willing to risk a reputation gained from thirty years manufacturing experience. Still, a most important assignment lay ahead of Daniel M. Todd — finding a willing customer. Solicitations by letter were ventured in fall of 1913, and responsive inquiry from the City of Boise, Idaho resulted in the first sale of an Elgin Sweeper, following a demonstra- tion. The record does not establish that Boise at this period had THE FINISHED PRODUCT— JOHN M. MURPHY'S FIRST "ELGIN". other than ordinary street sanitation problems. It can be firmly estab- lished, though, that Boise did have a Street Commissioner, Thomas Finegan, possessing the venturesome curiosity of a pioneer. He rea- 49 soned that if the Elgin performed reasonably well all that was claimed for it, not only could the Boise streets be well cleaned and maintained in a sanitary condition but that considerable savings would be shown to tax payers as well. The first Elgin was accepted by Boise, Idaho in April 1914. By the end of October 1914, Mr. Finegan was able to compile the fol- lowing comparative report justifymg his purchase of the first Elgin: "Comparative Cost of Sweeping Pavement by Horse-Drawn Sweepers and by Motor Sweepers." — Thomas Finegan, Street Com- missioner, Boise City, Idaho. ''An interesting contrast between the results of past and present methods of sweeping pavement in Boise City is shown in the recent report of the street cleaning department of this City of the six months ending October 31, 1914. ''The present street cleaning force includes the following: 1 Elgin motor sweeper. Two drivers. 1 Pick up wagon. 1 Pick up cart. 1 Gutter sweeper. 2 Patrol men. "The above force sweeps 275,000 square yards per day, with the sweeper working two eight hour shifts daily. For the six months ending October 3 1 this cost the City of Boise as follows: Salaries . $3,000.10 Gasoline and Oil 500.13 Repairs and Supplies 289.15 Feed 169.41 Fiorse Shoeing 26.30 Mileage on Defective Tires 132.80 3,040 Pound Broom Fibre at 7 cents per pound 212.80 Labor to make 40 Brooms 50.00 $4,380.69 50 This makes a cost of .09 cents per 1,000 square yards. Under the old method our force consisted of: 2 Horse drawn sweepers. 1 Sprinkhng wagon. 2 Pick up wagons. 1 Pick up cart. 3 Pan men. 4 Patrol men. This force swept 12 5,000 square yards per shift of eight hours at a cost for the corre- sponding six months of 1913 as follows: Salaries $5,921.20 Horse shoeing & Repairs 262.73 Feed 5 94.66 Supplies . ... 67.50 2,9 5 2 Pounds Broom Fibre at 7 cents per Pound 206.64 Labor making Brooms 45.00 $7,097.73 This makes a cost of 3 iVi cents per 1,000 square yards. The comparison shows an actual saving of $2,716.77 over the cost of our old method with double the amount of pavement swept each day." (Author's note — Mr. Finegan may have been a good Street Commissioner, but his mathematical capability may be open to ques- tion. In order to arrive at the costs per thousand square yards indi- cated by Mr. Finegan one would have to assume a continuous 7 day week sweeping operation. This would be a lot of sweeping what- ever the method. However, the assumption must have served Mr. Finegan well.) The news of the fantastic new sweeper spread to Pocatello, Idaho — to Portland, Oregon. These cities, too, along with the City of Springfield, Ohio became owners of the first Elgins produced in 1914. In the years which followed, the Elgin found increasing accep- tance from the municipalities of the nation and other governmental 51 units having responsibility for the maintenance and cleanliness of streets and roadways. Fifteen Elgins were produced and put to use in 19H, twenty-three in 1916, forty-two the following year. That the Elgin was developed at an opportune time is certain, for its introduction was made at the beginning of the well-chronicled period of growth for the automobile which brought with it a cor- responding mushrooming of roadways. Following its introduction, John M. Murphy continued the perfection of his sweeper and assisted in the early sales effort. By 1917, it was decided by the partners of American Tower and Tank Photo Courtesy American City OPERATORS POSE IN FRONT OF CAPITOL BUILDING, BOISE, IDAHO WITH THE FIRST "ELGIN" SOLD. Company that if this promising new equipment were to achieve its maximum success, specialized sales effort would be required because of the speciaHzed nature of the equipment itself and the require- ments of its potential customers. In pursuance of this idea, several machinery distributors were first solicited by letter to interest them in promoting this new street sweeper. Few replied. All said, *'Not interested." Hard to discourage, Danial M. Todd in January, 1915, visited many of those who at least had sufficient interest to write declining the opportunity. Included on the itinerary was a visit with a Mr. George C. Dodge, principal in machinery — concrete mixers, road 52 graders, steam shovels — distributorship in New York City. After this visit, Dodge began to accumulate the curiosity of American Tower and Tank's Todds and Whiting — of Boise's Finegan. A visit to the factory the following month did little to alleviate the pangs of curiosity. Dodge's decision was to add the Elgin to his letterhead. The sale of the first Elgin for the new distributor did not come easily — not until October of 1915 was this accomplished. The city of Peekskill, New York was the first customer of an Elgin bought from a distributor. The following year Dodge's distributorship sold half of the fac- tory's production. In 1917, these successes were firmed up by the enthused distributor and American Tower and Tank Company by a contract which granted to Dodge and a newly acquired partner, A. M. Anderson, the exclusive distributorship of Elgins the world over. AN EARLY MODEL OF AN "ELGIN" APPEARS AT AN EXHIBITION. THIS ELGIN WAS SOLD TO THE CITY OF PEEKSKILL, NEW YORK. George Dodge and A. M. Anderson in that year formed The Elgin Corporation to handle the sweeper line, and they set about contracting with other distributors for the Elgin representation. It was The Elgin Corporation's concentration of energies and sales skills which in the ensuing years were to bring the message of the Elgin's street cleaning capabilities to the far corners of the nation and the world. This was a prerequisite to its success. By 1922, the Elgin had achieved sufficient distribution and the 53 potential market was sufficiently promising that the owners decided to devote their whole energies and the entire facilities of their factory in Elgin to manufacturing the Elgin sweeper. By this time, Mr. Murphy had accomplished his main goals in perfecting his municipal street sweeper, and he decided to terminate his relationship with American Tower and Tank. Opportunities in the State of Wash- ington called. The partners of the former American Tower and Tank Company reformed their enterprise which became known as Elgin Street Sweeper Company. EXIT "WHITE WINGS"-ENTER "WHITE WING". AN ELGIN IN PARADE EXHIBITION AT MADISON SQUARE PARK, NEW YORK CITY, FOLLOWS ITS PREDECESSORS. In the years since 1922, the Elgin Street Sweeper Company, now incorporated as Elgin Sweeper Company, has continued in the crea- tive tradition of John M. Murphy. Although Murphy's basic con- cept of a street cleaning mechanism has been retained to this day, Elgin Sweeper Company has pioneered improvements to Murphy's first Elgin including the introduction of the gutter broom as an integral part of the sweeper, expansion of the hopper capacity per- mitting fewer operational interruptions for disposal, the incorpora- tion of detachable hoppers to achieve continuous operation, the development of an all-hydraulically controlled sweeper for the ulti- mate in sweeping efficiency, the use of a diesel engine where fuel economy is a significant factor, and development of an integrally 54 welded body construction to achieve the utmost in strength and durabihty. What benefits have been derived by our nation's citizens from Murphy's sweeper? How does one measure the value of clean streets presenting a pleasant appearance? We know that today our people will not stand for their municipal ''hallways" being other than clean. How does one measure the value of clean streets in terms of its con- tribution to the health and well-being of its citizens? George E. Waring, Jr. claimed substantial credit for his program in the allevia- tion of sickness and disease in New York City. We now know that cleanliness is one of the keys to health. How does one measure the economies which have been realized from the efficient mechanized methods of cleaning streets so that they will present a pleasant ap- pearance and not be detrimental to health? Today, it would not be fair to claim savings over methods of fifty years ago. Still, we know that tax savings have been made because of the economy-oriented sweeper developed by Murphy. In evaluating the development of street sanitation one feels compelled to express to John M. Murphy these deserved credits for the substantial contributions to improved standards of municipal street cleanliness. Murphy's claims in the patent which was allowed for the Elgin were many and diverse. They included twenty-three items which were identified with the special operating functions of the sweeper Murphy designed. They were unique, though, only in that they served the sweeper which by its surviving the test of market accept- ance for many decades would eventually prove its superior design. Three wheels for maneuverability, dust control at its source, collec- tion receptacle at the front of the sweeper, operator's vision of the area to be swept — these were the design features of John M. Murphy's first Elgin. These — his gifts to the advancement of municipal street sanitation — have prevailed to this day. 55 CHAPTER FIVE A Glance Back— A Look Ahead THE course of the development of street sanitation since the early 1920's — the time that John M. Murphy departed from the industry — is largely known to those persons having current ties to street sanitation activities. With certain contagion, the mechanical motorized street sweeper was increasingly demanded as the principal tool for the achievement of street cleanHness during the period of the 1920's and 193 0's. This advancement phase for street cleanliness witnessed many new efforts to capitalize on the idea which had been projected by Murphy. The expanding network of streets and roadways; the auto- mobile's progression from a status of a luxury for the wealthy to a necessary means of transportation for all; the urban concentration of an expanding population showing more and more zeal for civic cleanliness and attractive environment — all served to attract new tools, new methods and ideas to the street problems which had been anticipated by Murphy. Sweeping machines were developed which omitted — in the in- terest of economy — the means of lifting the swept material to its hopper. The simplicity of the household dust pan and broom was attractive. Many of the "pan" type were sold, and many are sweep- ing today. The technology of motor trucks advanced sharply. The ex- panded payload capacities and more powerful engines suggested to some the easy conversion of this vehicle to a sweeping mechanism as a short-cut approach to satisfy the growing needs. Suspending a brushing mechanism, adapting a conveyor in some cases, adding gutter brushes and a spraying system presented no insoluble situa- tions to those experimenting with the enlarged truck chassis. The vacuum idea applied to street sanitation first attempted in the 1920's has remained provocative and challenging to those seeking different solutions to street litter problems. Whether the vacuum system has been used alone or to some degree in conjunction with water, whether designed for consuming all of the debris found on streets and roadways or intended only to control dust from the action of associated brooms, the vacuum idea has persisted, but few, if any, acknowledge a degree of perfection. The war years from 1941 through 1945 saw little or no ad- vancement in sweeper perfection. The productive requirements for the prosecution of the war permitted manufacturers little or no time for advanced engineering thought on the post-war requirements of 59 municipal sanitation. With the termination of hostihties, the pent up demand for street cleaning equipment that had been deferred during the war years, even from the limited municipal budgets of the 1930 depression years began to be reflected in the demands on manufacturers for more street sweepers. Street cleanliness received growing attention as one of the facets of municipal services sup- ported by local citizens in a new era of scientific, technological, cul- tural and social advancements, and the functioning of the free economy of the United States brought new manufacturers to meet the need. The market place of competition which attracted many manu- facturers to the street sweeping industry has provided a lasting tribute to John M. Murphy. Careful reflection discloses that only those manufacturers who adhered most consistently to the Murphy original design have survived this most severe testing ground of competition. Those who have followed Murphy's ideas most closely have achieved a degree of acceptance which those who have deviated have not approached. What of the future for street cleaning efforts? Will there be a street cleaning requirement at all or by some magical transition in custom will the concerns of many be done away with? Those who study population trends assure us that by the early 1970's the United States will have a population of 23 5 million per- sons. We are told, too, that these people will increasingly be assimi- lated into urban communities. The agricultural component of our economy has more than kept pace with the demands upon it for the food and fibres to supply the nation. This capability will unques- tionably continue for the foreseeable future with the resultant release of more people and the relinquishment of land for the mushrooming extensions of cities. The cities themselves will release persons from their heaviest concentrations to the more sparsely settled peripheries which exist today. Seemingly, the geographical identity of suburban boundaries will become less distinguishable than we now know them. "The world of the twentieth century is a city world" was a prediction made by an authority early in this century, and the fore- cast has been abundantly confirmed to be true. The same forecast can be made today with much more validity than could be done in making the earlier one. A continuous extension of communities from Maine to Florida seems to be a reasonable projection of urban growth on the East Coast. Perhaps, before the turn of the new century, the 60 suburban satellites, of Milwaukee, Chicago, South Bend, Toledo, Detroit and Cleveland will form a solid axis of adjacent urban com- munities, thus achieving the ultimate in the concept of ''megalo- polis". One can foresee new metropolitan centers arising in the South, and the rate of urban formation in the Far West could conceivably set the pace for the nation. Such urban expansion implies the extension, too, of the streets and roadways to serve the population of the United States. Increas- ingly, this is a body of people in motion whether to reach work, serv- ice or recreational areas. Already new evaluations of the advantages of mass transportation for our metropolitan areas are taking place. However, the automobile most assuredly will remain a family requirement if only for convenience transportation. Automobile economists, with an eye to population trends, project sales of auto- mobiles in excess of ten million units per year for the early 1970's. More and more, then, the streets and roadways, the super highways will be built to support the movement of people. New standards of cleanliness for streets and roadways will be advanced, too. It is conceivable that within the next decade or two entirely new concepts will have been formed and perfected for the tools and machinery used to attain the desired degree of street sanitation. Mention was previously made of the vacuum principle's per- sistence on the horizon of street cleaning development for many years. Today, there are being marketed in Europe vacuum type street cleaners which have been deserving of study. They seem to have lim- ited acceptance there, and their adaptation as presently constituted to problems encountered in the United States does not suggest en- couragement. Nevertheless, the vacuum idea will continue to in- trigue, and the possibility of a useful unit for municipal sweeping cannot be dismissed. Are new approaches to street sanitation possible from an appli- cation of ultrasonics? This new science of sounds that are inaudible to the human ear has initiated cleansing experiments on tasks that have heretofore been too costly or too cumbersome. Perhaps some street cleaning machinery may some day be capable of disintegrating street dirt and then collecting it, leaving our streets with a scoured look never before achieved. Perhaps from research may come an incinerator type of street cleaner incorporating combustion temperatures sufficient to reduce a large volume of swept material to a fraction of its original state. 61 Such a unit would have as an objective the reduction of handHng costs associated with collected sweepings. Some tell that street sweeping development is still in its infancy. Perhaps so. Conceivably municipal equipment and, more particu- larly, street sanitation equipment has still to receive even more con- centrated application of the advanced technology known in other fields. Those who seek new approaches to street cleaning, however, most certainly will do well to be fully informed of the design fea- tures incorporated by John M. Murphy in his first street sweeper. For any new research applied to street sweeping equipment, the ad- vantages of maneuverability, compact simplicity and a multifunc- tioning sweeping, spraying, collecting machine will form the founda- tion of thought that may eventually incorporate the future's scien- tific improvements. 63 UNIVERSITY OF ILLINOIS-URBANA 628.46R413S C001 THE SWEEP OF TIME ELGIN. ILL. 3 0112 025314292