is drawn to a large street cable-box, mounted on brick foundations, and surrounded by masonry, finished off with a cast-iron manhole frame and cover.

This box is arranged on the three-wire principle, and shows how the feeding and distributing cables are intro duced into it. The box is provided with a hermetically closing cast-iron cover, and is divided into a central part for the distributing arrangement, and a circular outer part for the connections. Again, this circular part is divided into eight chambers (more or less according to require

polished is not done for forming a nice outside only, but principally for the merely practical consideration that in a polished surface the form and dimensions of the wires and other elements forming a cable are more easily distinguished than in a roughly-cut section. The firm has not confined its task to exhibiting cable sections only, but also exhibits samples for purposes of instruction, showing internal details, raw materials, and half-finished articles in different stages of preparation, offering the greatest interest and objects of study to the initiated. The following details of the samples exhibited may be of general interest.

Lead-covered Electric Light Cables.-Lead covered cables for electric lighting and transmission of power are manufactured by the firm from the smallest sections up to 1,000

FIG. 1.

ments), each for the reception of three cables, or 24 in all, being three feeders and 21 distributing cables. The chambers are, especially where the box is exposed to the danger of inundations, filled with insulating material poured in hot, which solidifies when cooling, in order to protect the cable ends as much as possible against moisture. The distributing arrangement contained in the central part of the box consists of three metal rings insulated from each other, to each of which one of the feeders is connected by a gunmetal bridge, whereas the distributing cables are connected by lead fuses.

connected by interlacing the wires and soldering.

On the left (east side), a small net of cables arranged on

FIG. 2.

the three-wire system by single conductor cables is shown, and on the right (west side) a similar net arranged for alternate current with concentric cables, the joints and branch-offs being protected by cast-iron boxes. For the better showing of system of joints and branch-offs, some open joint-boxes with loose covers are exhibited, some of which, being those most usual for electric lighting, are represented in Figs. 4, 5, 6, 7, 8, and 9.

A great display of samples of cables and other conducting material for all imaginable purposes is arranged in the kiosk. This collection is not only worthy of consideration on account of the whole arrangement, but much more interesting in detail. It is difficult to explain the construction of a cable in any better manner than by showing its section, and that this section is finely

material generally consists of impregnated fibre or impreg nated paper or both, or of indiarubber for very high tensions. The cables are concentric for alternate current, and biconcentric for rotary current. Outside of the lead cover the cables are, according to local requirements, pro

T

FIG. 5.-Branch-off Box for Single Cables: The copper cores are connected by winding the wires of the branch cable round the main copper core, and soldering.

vided with another cover of round or flat iron wires, or iron tape, finished off with a layer of asphalted jute yarn or tape. A piece of lead tube having 68 millimetres inside and 78 millimetres outside diameter, demonstrates the excellent work done by Felten and Guilleaume's cable presses. Another piece of lead tube is shown, having 25 millimetres inside and 35 millimetres outside diameter, sheathed with 24 iron wires of 2.8 millimetres diameter, each covered with tarred hemp to a thickness of five millimetres. This tube is part of one several hundred metres long, supplied by the firm to a salt works for use as a brine conduit.

Cable Joints. This collection includes joints in different stages of progress as made in indiarubber and guttapercha cores, and joints in lead-covered electric light cables with out the use of joint-boxes, as carried out by the firm with great success in several large lighting installations. Espe cially worth mentioning are the branch-offs executed in the

same way, and which are wrapped with iron tape in cases where such protection is required.

Telegraph Cables with Differently Insulated Cores.-Although offering nothing new to be seen, the usual iron wire sheathed telegraph cables with guttapercha and indiarubber cores, as supplied by the firm for a long time past both in and outside of Germany, could not be omitted from the collection. However, among them is to be seen an underground telegraph cable covered with flat iron wires for being drawn into conduits, where their lighter weight and smoother surface form an advantage. This cable is a new type.

For use in the tropics, indiarubber cables, which are better able to resist heat than guttapercha cables, are generally preferred to the latter; guttapercha at high degrees of heat softening and allowing the copper to get through the insulating covers. Felten and Guilleaume's impregnated fibre and paper cables behave in the same or even better manner than indiarubber cables, and are much cheaper than these.

all at the same time. The choice of material and construction of torpedo cables are therefore very important. They must combine the smallest possible volume and weight with sufficient conductivity, insulation, and strength, and possess great flexibility. The insulating material must resist high degrees of heat without deterioration. In order to comply with all this, it is usual to compose the conductor of a great number of very small wires, partially of copper, partially of steel or bronze of high breaking strain. The insulating material is usually indiarubber; the exterior covering is made of yarn and braiding. Sometimes sheathing wires are applied, but then they are put on in the forms of strands or cords composed of very small steel wires.

Messrs. Felten and Guilleaume have for many years past supplied cables for military purposes to the Imperial German

FIG. 6.-Joint-box for Single Cabies. The copper cores are connected by means of clamps.

Of course, it is essential that impregnated cables be lead covered to render them impermeable against moisture, and according to local requirements an asphalted covering of yarn or tape, or even a sheathing of iron wire or iron tape, is necessary as a protection against mechanical injury. Even for guttapercha and rubber cables it may under special circumstances be necessary to insert a lead tube between the core and the sheathing, especially where, as in tunnels, the cables are exposed to chemically impure waters, or where they are laid in stagnant waters, and generally everywhere they are exposed to acids mixed with water, steam, or smoke, or to fouling substances. This precaution has, for instance, been used in the St. Gotthard Tunnel. Electric Light Cables with various kinds of Insulation.-The various conditions under which light cables are employed, with regard to conductivity, insulation, capacity, low or high tension, mechanical strength, flexibility, and size, are of course to be taken into consideration in the choice of the insulating material and of the composition generally.

The samples exhibited represent cables with guttapercha and indiarubber insulation, as used in river crossings or in damp localities; further, cables with impregnated fibre and impregnated paper insulation, especially those for very high tensions; cables with copper cores consisting of proportionately thick wires, and those which, where, as in theatres, great flexibility is required, are composed of very fine wires.

T

FIG. 7.-Branch-off Box for Single Cables. The copper cores are connected by means of clamps.

Telephone Cables.-With regard to mode of insulation the telephone cables do not show any marked difference from telegraph cables, except that in the former smaller copper wires are used, which are also insulated to a smaller diameter. Telephone cables are further characterised by the larger number of conductors in one cable and the special regards taken as to capacity and induction. Details have already been given how Felten and Guilleaume arrange these details in the construction of their telephone cables, for which the numerous samples exhibited bear eloquent testimony.

Torpedo Cables-These cables have to answer many requirements which are often difficult to be complied with

FIG. 8.-Joint-box for Concentric Cables, The inner conductors are connected by clamps, the outer conductors by clamps and rail.

and other Governments. The great variation of the specimens shows how different the requirements to be complied with are.

The table placed near the entrance to Schuckert's show carries specimens of several raw materials-as guttapercha and indiarubber-in the different stages of preparation, as well as in the finished state ready to be used for insulating purposes. Six tableaux, arranged in the centre of this table, show the great variety of leads for house connections made by the firm-such as bare, cotton-covered, taped and braided guttapercha and rubber cores, waxed wires, arc and glow lamp connections, silk-covered wires, dynamo wires, suspension cords for arc lamps. This show is crowned by a specimen of light cable laid in the River Pregel.

On the left the first objects noticed on approaching are the Ferranti cables, exhibited by the firm, such as are used for the Deptford lighting installation at London. Every piece of sample bears a ticket with the explanation in German, English, and French. There are:

1. The inner conductor not insulated.

2. The inner conductor insulated.

3. The inner conductor insulated, with the outer con ductor drawn over it.

4. The inner and outer conductors, both insulated.

FIG. 9.-Branch-off Box for Concentric Cables. The inner conductors are connected by clamps, the cuter conductors by clamps and rail.

5. The finished cable, with its protecting casing of iron. 6. A joint taken to pieces to show the conical preparation of the ends.

7. Another joint, also taken to pieces, partly finished, showing the manner of connecting the ends of the outer conductor by putting a copper sleeve over, which is fixed to them by corrugations.

Each of the two conductors has a copper section of 160 square millimetres, sufficient for a current of 250 amperes. The size of dielectric is calculated to suit a tension of 10,000 volts.

Three columns are built up near the Ferranti cables. One of them contains coils of bright annealed, varnished and galvanised iron and steel wire in the qualities mostly used for various purposes. Another column is composed of copper and bronze wires, and the third of wire ropes, including those for lamp suspension and lightning conductors. It is impossible to demonstrate at a show the inherent qualities of wires and wire ropes. Only such outward signs of good qualities as smooth surface, equality of size, regularity of section, good galvanising, and for wire ropes the different constructions can be demonstrated to the eye; whereas breaking strain, flexibility, ductility, and electric conductivity are warranted to be correctly indicated by the respectability and repute of the firm of Felten and Guilleaume.

Iron tape as used in the sheathing of lead-covered cables is exhibited in several rolls of various widths, also galvanised. The copper smelting, hammer, and rolling works are represented here by cast and hammered blocks of copper, and bars of copper and brass. A board suspended to the wall bears original coils of fine bronze wire. A smaller board exhibits specimens of copper bands for projectiles, and a piece of rolled compound wire showing the disposition of the steel core and copper mantle. A length of patent locked coil wire rope is deposited in one corner of the room smaller pieces of such ropes, to be seen near it, distinctly show the arrangement of the differently shaped wires in them.

ELECTRIC MOTIVE POWER FOR STREET SURFACE

RAILWAYS.*

Last May I received a letter from the president of this association asking me to prepare a report to be read at this meeting "on any subject covered by the range of electric motive power for street surface railways." In that letter the president, seeking to lure me to my destruction, stated that many months would yet elapse before the next meeting of the association, and closed by expressing the hope that I would oblige him personally by complying with this request. I have been in so many situations where I have found it necessary to call upon my friends to oblige me, that I could not find it in my heart to deny the president this request, especially as my promise, if made, was to do something months hence. I attached a string to my promise in the concluding part of my letter of acceptance, in which I stated that I did not see how I should get time to prepare anything worth the hearing, but that I would do my best.

I expected, when I agreed to write something for your consideration, that I would have an opportunity before preparing what I had to say of talking with the president of this association, and of obtaining from him some suggestions upon which I might hang the slender thread of my thought. That pleasure, by reason of his and my business cares and engagements, has been denied me, and only the other day I was brought up with a round turn by a letter from the secretary reminding me that I had agreed to prepare a paper for this meeting upon the subject of "Electric Motive Power for Street Surface Railways." The reminder that the time had come for the fulfilment of my promise was almost as disagreeable to me as an electric shock administered by a 500-volt current, but the unpleasant features of that situation were considerably modified by the statement that the secretary, or someone acting through him, had been kind enough to formulate and put into quotation marks for me a definite subject for my paper. The fact that the subject is deeper than any well and wider than any church door is, to be sure, a little embarrassing. I am encouraged, however, to say what little I can upon this very comprehensive subject by the knowledge that, while I know really very little about it, yet there may be some others engaged in the street railway business who have had less experience in the operation of street surface railroads by means of this unseen and wonderful force called electricity. The subject which has been given to me is many sided. I shall endeavour to throw out a few suggestions, based Report of the Committee on Electric Motive Power for Street Railways to the Street Railway Convention at Pittsburg.

upon some study of the problem of street railroad transportation, and upon a little experience. If in what I shall say I am able to furnish one or two texts for discussion, I am sure there are those present who, by their discussion of the texts, will furnish all of us with valuable information and food for thought, and thereby my purpose will have been attained.

Most of us are engaged throughout all of the working hours of each day in the performance of duties which leave us little time for reflection upon and study of the broad questions suggested by the subject which has been given to me. We all know that the tendency of modern American life is toward the concentration of vast masses of people in our towns and cities, and that this urban increase is somewhat at the expense of the agricultural communities. We also know that the American workman, as well as the American business and professional man, is seeking to locate his home some distance away from the section of his town or city where his business is transacted, or where his work is done. Every householder has, or desires to have, at least a little patch of lawn or garden about his home, to obtain which, he must locate some distance from the business or manufacturing centre of the town or city where he lives. To the average man, however, this is not possible, except as he can have some means of communication with that business or manufacturing centre, at low cost to him. But as towns and cities grow, and distance becomes more and more an element to be considered, it becomes necessary that the citizen should have not only facilities for cheap transportation for himself and the members of his family, but that he should have means of rapid intercommunication. Out of the needs of modern city and town life grew the horse railroad. The development of cities and towns brought with it the necessity for quicker transportation. The American intellect, ready to meet every emergency, set itself at work to devise some method of quickly, trans porting the people of the great cities of the country, and so far as the great cities are concerned, practically solved the problem presented by inventing and building cable railways. It was soon found, however, that while cable railways answered the purpose for which they were designed in cities like Chicago and Philadelphia and New York, they would not do in smaller cities, except in isolated cases where vast numbers of people were required to be moved daily over a comparatively short mileage.

Five years ago the only street surface railways which were in successful operation anywhere in the United States were horse and cable railways. Within that five years more than 4,000 street cars have been electrically equipped, and to-day more than 3,000 miles of track in 300 cities and towns of this country have been constructed, on which these electric cars are run with satisfaction to the people, and, in the main, with profit to the companies operating them.

The development of the street railway has had as much to do with the growth and prosperity of the towns and cities of this country as, or perhaps more, than any other one thing. The transportation of people by street railroads is most intimately connected with the social and business life of the people. Nearly 500 cities in the United States have street railway systems in operation. More than 800 corporations are operating street railways in such towns and cities. As many as 30,000 street cars-horse, cable, and electric-are to-day running upon the 8,000 miles of street railroads in this country. In these cars, and on these tracks, are carried as many as 3,000,000,000 of people yearly, or 50 times the entire population of the United States. When we consider that the number of people carried by all of the steam railroad companies in all of the States of this Union last year is estimated at less than 500,000,000, and that more people are carried on the street surface railroads in the city of New York in a year than are carried by all the steam railroads of the State in the same period, to have some conception of the immense importance to the people of the rapid, efficient, and safe service of street cars in the rapidly-growing cities and towns of this wonderfully prosperous country. Think for a moment of the daily loss to the people of any city where horse cars are run at from four to six miles an hour, as compared with the operation in the same city of electric or cable cars,

we come

running from six to twelve miles an hour. Consider the immense increase in the value of property in our municipality, caused by the introduction of rapid transit. Consider the wholesome influence upon the people of every community where the husband, or other head of a household, is able, by means of facilities of quick transportation, to take his midday meal with the members of his family. The best thought of this time may well be expended upon this great question of furnishing quick, safe, cheap, and comfortable transportation to the people whose lot it is to dwell, as dwell they do in such vast numbers, in the towns and cities of this land.

The problem which is presented to the street railroad man of to-day must be considered, not simply with reference to the populations as they now exist, but with reference to the great increase of population which is certain to come. There are 74 cities in the United States which have a population in excess of 40,000. The total population of these 74 cities, as shown by the last census, is nearly 13,000,000, and the average increase of popula tion in these cities during the last decade is nearly 47 per cent. In this State there are 28 cities having a population in excess of 10,000, and a total aggregate population of nearly 3,500,000. The average increase in population of these cities, in the past 10 years, has been more than 33 per cent. For all these growing towns and cities in our own State, and throughout the country, what can electricity do as a motive power for the operation of their street railroads?

We, who have had to do somewhat with the change of the system of operation of street surface railroads from horse to electric power, know that we have now passed beyond the experimental stage, and are beginning to tread upon ground which seems firm under foot. We hear now and then fears expressed by doubting Thomases as to whether the motors are going to last, as to whether the repair bill is not going to wipe out all profit, and as to whether the great expenditure which has been and is being made on our railroads may not be thrown away because some new and wonderful principle is to be discovered which will enable our railroad companies to operate their roads with commercial success by means of storage batteries. We find in some communities so great a prejudice against overhead wires that railroad companies are unable to obtain the necessary franchises and privileges, the granting of which would result in giving those communities the benefits of rapid transit with electricity as motive power. Hour by hour, however, experience is teaching all doubters that the problem of rapid transit for cities has been solved, and that the trolley has come, and come to stay.

As this convention is held in the city of New York, where as yet the people have not had a practical demonstration of the merits of the trolley system, it may not be inappropriate to look at this question from the point of view of the New York citizen, and to meet, if we may, some objections which are here urged to the trolley system, so called. I have read with some interest much that has appeared in the great New York dailies with reference to the horrible condition of things which exists in towns and cities where the trolley system is used for street car propulsion. Our friends over in Brooklyn have been endeavouring since the last meeting of this association to educate their townsmen upon this matter, and with at least a reasonable measure of success. To them, and indeed to all of us, the facts which are perfectly well known have become trite from iteration. Everybody knows that a rapidly-moving car, whether the propelling force is furnished by horses, by steam power exerted upon a steel rope, or by electricity, will hurt and perhaps kill the person with whom it comes in contact, but the rapidly-moving car is essential to rapid transit. An electric car can be stopped as quickly, indeed more quickly, than can a cable or horse car running at the same rate of speed. Collisions occur with one system of transportation as much as with another, but we contend, so far as the danger question is concerned, that the only danger to life or limb from the operation of electric cars comes from the possibility of collision with persons or vehicles, and that there is no danger from the electric current itself propelling the car. As I have stated, electric cars have been operated during the

past year on more than 2,500 miles of track, and, although millions of people have been carried upon these cars, no instance can be given of serious injury to any person by reason of shock caused by the electric current. We contend that the electric pressure used in the propulsion of street cars is below the danger limit. We know that a railroad operated by electricity is a pleasant railroad to ride upon. The cars are started and stopped on such a railroad easily, and without jerking. On such a railroad we do not see horses frequently struggling beyond their strength to start a loaded car or to haul it up a grade. As we ride on such a railroad, we experience a sense of exhilaration as the car swiftly and safely speeds along, and unless our attention is specially called to the trolley wire overhead, we do not even realise that it is there. Only last week many people who reside in the city of New York had an opportunity of observing some of the advantages of propelling cars by electric power under hard conditions. Those in attendance upon the Republican State Convention at Rochester indulged, in the evening after the nominations had been made, in an impromptu celebration in front of the leading hotel of that city. The street in front of the hotel was completely blocked with people listening to the speeches and admiring the fireworks. The electric cars were, however, kept moving throughout the entire evening, and as several of the lines in operation in the city passed in front of the hotel, it was necessary for the cars to feel their way through this vast crowd. During the time of the celebration between 40 and 50 cars passed through the concourse of people, moving, if need be, at a snail's pace, backing when necessary by the reversal of the current, and without in the slightest degree injuring a single person. Cars drawn by horses could not have gone through the crowd in safety. I believe that every person who witnessed that sight, no matter how prejudiced he may have been before, was convinced that the operation of street cars by electric power is safe.

There is, however, one objection, which is urged with great insistance, especially in the city of New York, to the trolley system, and that is to the trolley wire itself. There is not the slightest danger in putting up or maintaining the trolley and necessary feed wires if the work is done in a proper manner, and if reasonable care is exercised in their maintenance, except as these wires are made dangerous by the telephone, electric light, or telegraph wires placed above them. If the telephone, telegraph, and electric light companies would take as much pains in putting up and maintaining their wires as do the electric railroad companies, there would never be any occasion for complaint, so far as danger is concerned, and then the only objection which. could be urged to the maintenance of the necessary wires to operate electric cars would be their so-called unsightliness.

It must be conceded that poles, however shapely, and wires, however well put up, do not improve the appearance of city streets, but quite the contrary. But experience has shown that except as poles be set and wires strung, electric roads cannot be made a commercial success, and therefore without poles and wires electric railroads will not be operated. Hence the question presented to the people of a city where the population is not large enough to sustain a cable railroad on a given line is this: Shall we have rapid transit by electromotive power and waive the sentimental objection to the maintenance of a few light wires 18ft. or 20ft. above the surface of the street, or shall we have slow transit by horse power with its many disadvantages and disagreeable accompaniments and be rid of the wires? The question is being answered almost every day in the towns and cities of our country in favour of electric rapid transit.

The question is often asked by officials of street railroad companies who are contemplating making a change from horse to electric power, what is the cost of operation of an electric railroad as compared with the cost of operating a horse railroad? I propose to state some experience which electric railroad companies have had upon this subject, and to answer the question as well as I can.

You have undoubtedly all seen the census bulletin prepared by Mr. Cooley, upon the relative economy of electric, cable, and animal motive power for street railways. Those of you who have seen this bulletin and studied the

tables which Mr. Cooley has prepared, must have felt that, so far as electric roads are concerned, the information upon which they are based is very inadequate and unsatisfactory. Four of the electric railroads, the reports of which furnished information for his table, had been in operation less than one year at the time these statistics were furnished, and the electric railroad which commenced operation earliest extended no further back than May 1, 1888. The average cost of operating the 10 electric railways taken for purposes of comparison by Mr. Cooley, is, round numbers, 13 cents per car mile; while the average cost of operating the 10 railways operated by animal power is, in round numbers, 18 cents per car mile; and the average cost of operating the 10 cable railways is, in round numbers, 14 cents per car mile. Mr. Cooley gives as the total average cost of road and equipment per mile of line with cable power, in round numbers, 350,000dols.; with electric power, in round numbers, 46,000dols.; and with animal power, in round numbers, 71,000dols. There is little value, however, to be attached to comparisons of this character. Everybody knows that it costs less to construct and equip a horse railroad on a given line than an electric railroad, and that it costs very much more to construct and equip a cable railroad than an electric railroad. Of course, in determining the question of economy in operation, the first cost of construction and equipment is a very important element for consideration, as well as the actual cost of maintaining and operating the railroad, whatever the motive power, when once completed. It seems more profitable to avail ourselves of comparisons which have been made by surface railroad companies operating a part of its system by electricity and a part by horse power. Fortunately, we have gone far enough in electric railroading to be able to obtain sufficient facts to enable us to make an intelligent and trustworthy comparison.

The company which has had the greatest experience as to these matters is the West End Street Railway Company, of Boston. That company has published a statement showing its earnings and expenses both with the electric and horse-car system for the months of April, May, and June of this year. I ought, perhaps, to state that as it seems to me the conditions involved in the consideration of these questions are so diverse in different cities that the only proper basis of comparison of cost of operation is the cost per car mile. It is quite common for the street railroad officials to consider this question of the relative cost of operation upon the basis of a percentage of gross receipts. It will be readily seen, however, that this basis of comparison is necessarily misleading and inaccurate. The other basis is not exact, but approaches at least approximately to exactness. The total expense, as shown by the West End Company, for motive power, car repairs, damages, wages of conductors and drivers, and all other expenses per mile run with electric power, during the three months mentioned was as follows:

It will be observed that the earning power of the electric cars is considerably in excess of that of the horse cars, and that the expense per car mile is considerably below. The West End Company states that the electric cars of this company are run on the longer and less remunerative lines. If this be true, the showing made is very greatly in favour of the electric car from a commercial standpoint.

Permit me to refer to the experience of the company at Rochester, with which I am connected. In the month of May last the Rochester Railway Company operated 44

18ft. vestibule electric cars. The gross receipts from passengers riding on these cars during the month was 37,053.00dols., or 23-15 cents per car mile for a mileage of 159,567 miles. The total expense of operation of these cars for that month was 18,332.00dols., thus leaving a net profit of 18,721.00dols. The total cost of operation per car mile was 114 cents, and the profit per car mile was therefore 12:11 cents. It may be observed in passing that the operating expense was a trifle under 50 per cent. of the gross receipts.

The cost of operation was divided as follows:

Motive power.
Car repairs

Conductors and motormen
Other expenses

Cents.

2.8

+7

4.9

3

During the same period the company operated 62 horse cars, all of them without conductors. Most of the horse cars were one-horse or bobtail cars. The total cost of

operating the horse cars, without conductors, during this period was about 10 cents per car mile, but the total receipts per car mile were but little above 12 cents. In the month of June the Rochester Railway Company The electric operated 54 electric cars and 60 horse cars. cars earned each per day 23.60dols., or 22-77 cents per day was 10.50dols., or 1107 cents per car mile. The car mile, and the total expense of operating them per cost of operating per car mile was divided as follows:

The cost of operating the horse cars during the same month per car mile was 11.06 cents, and they earned 14:37 cents per car mile. These illustrations are fairly indicative of our experience in Rochester month by month. My experience in the operation of street railroads has convinced me that the most economical system of operation is the electric system. I have not, in the statements which I have now made, taken into consideration the greater fixed charge in the operation of au electric railroad as compared with a horse railroad, due to the much greater cost of the former; but in arriving at the conclusion which I have above expressed, due consideration has been given to this element of increased cost. We know that when a horse railroad is changed over and operated by electricity, the receipts are very largely increased. It is safe in any case to say that the increase in gross receipts will be at least 15 per cent., and the average increase is probably as high as 30 per cent. Some of this increase is undoubtedly due to the greater mileage which the cars make, and still more is due to the cleaner, more rapid, and more comfortable trans portation of the people.

We have reached the conclusion also that the bugaboo, which formerly somewhat frightened us, of the cost of maintenance and renewals of electric motors need frighten us no longer. We have had motors in constant service on one of the first electric lines equipped in this countrynamely, the line extending from Rochester to Charlotteand these motors seem as efficient and in every way as satisfactory as they did the first month they were operated. We have, of course, renewed various parts of the motors, and we have replaced gears which have worn out, the expense of which has gone into the cost of maintenance. But the motors are still there doing their work, and likely, with proper care and renewal of parts, to be doing their work 10, and even 20 years from to-day. The cost of maintenance and renewal of parts has not been so large as to carry operating expenses up to anywhere near the expense of operating the same number of cars, at the same mileage, by animal or cable power.

Those who propose to substitute electric for horse power will make a great blunder if they attempt to put in cheap construction or material. We who have gone into this matter have learned that the track upon which it is proposed to operate electric cars should be of girder or T rail, of not less weight than 50lb. to the yard of T and 621b. to the yard of girder rail. The weakest place in the track is, of