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Vol. IV

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ANUARY, I 9 I 0 No. 1

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BRILL

MAGAZINE

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Granby Street *'

:;<<<<<<<<<<<<<<<<?:;

BRILL HALF-BALL BRAKE HANGER

(Patented)

The pair of hanger f orgings are held firmly in hemispherical sockets by spiral springs on bolts which are in tension against the spring but which carry no other load. The hanger is noiseless, self-adjusting and self-cleaning. Send for full description.

THE J. G. BRILL COMPANY

PHILADELPHIA - - - PENNSYLVANIA

I

it_to Brill

BRILL MAGAZINE

Vol. IV JANUARY, 19 10 No. 1

GENERAL GEORGE H. HARRIES

GENERAL GEORGE H. HARRIES, second vice- president of the Washington Railway & Electric Company, was born in Wales, in 1860 and received his early education in the schools of that country. While still a boy he emi- grated to the Canadian Northwest and he has spent many active years on the plains and in the mining regions. His familiarity with the traits of the Indians led President Harrison to appoint him in 1891 a member of the Sioux Commission. Before the outbreak of the war with Spain, General Harries was commissioned by President McKinley to the command of the brigade of the National Guard at the capital of the country and during the war he was given command of the regiment of infantry from the District of Columbia. General Harries' first connection of note with electric railways was as president of the Metropolitan Railroad Company, Washington, to which office he was elected in 1896. On his return from the Spanish war, he turned his attention to electric railway and lighting interests and in January 1900 became a member of the board of directors of the newly organized Washington Traction Company, a tentative aggregation of railway and electric lighting corporations. Six months later he became vice-president of the organization which is now known as the Wash- ington Railway & Electric Company. General Harries is actively interested in electric railway and lighting organizations. He is a vice- president of the American Street & Interurban Railway Association and is chairman of the committee on Interstate Commerce Commission affairs of that association. He is a member of the executive committee of the National Electric Light Association and was for two years vice-president of the Association of Edison Illuminating Companies. He is a member of the American Institute of Electrical Engineers, the Illuminating Engineering Society, and of the Washington Society of Engineers. His Washington interests are both widespread and deep, the principal one, outside of his corporation work, being the Washington Board of Trade, of which he is now the president.

2 Brill M agazi ne

CONDITIONS WHICH GOVERN THE TYPE OF CAR FOR CITY SERVICE

NORFOLK

NORFOLK is essentially a city of shipping interests. The wonderful harbor facilities not only in her immediate posses- sion, but all about her, are her source of life. And of late her shipping interests have grown considerably, not only as a natural result of these inherent conditions and the general expansion of the South, but also as a result of the diversion of a considerable ton- nage from New York owing to the congestion at that port. The growing importance of Norfolk as a shipping center has been reflected in her growth in population. In 1900 the population of the city was 46,624. The coming census of 1910 will show a population in the city of from 75,000 to 80,000, all of which is served by the electric railway lines of the Norfolk & Portsmouth Traction Company and affiliated companies. In addition the company serves within a radius of six miles from the center of the city in Norfolk County and in Portsmouth and Berkeley a population of 70,000 to 75,000.

To serve a growing population of this sort, rolling stock to meet both city and suburban conditions has been necessary and the standard equipment of the traction company is a type generally referred to as "for city and suburban service." The traction company has con- stantly extended its lines into suburban territories and the boundaries of the city have been extended to include them. Districts of scattering population have in the course of a few years become as densely settled as some of the older portions of the city. The process has been repeated or other traction properties have been acquired in the outlying districts. Aside from this condition which has been a large factor in making necessary the use of a city and suburban type of car, there has been an influence, for a large portion of year, of the various seashore resorts. The electric railway lines to Ocean View, a distance of six miles from the center of the city, are largely used as means of transportation during the summer months, and beyond the city these and other lines to the shores of Chesapeake Bay operate under conditions which more nearly approximate those of interurban

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service, at a speed of thirty-five and forty miles per hour, than subur- ban service where the speed limit is lower.

It has not been feasible to have one class of equipment for this service and another for the city service, because of a varying volume

Conditions Which Govern the Type of Car for City Service— There are 138 Miles of Track

in the Electric Railway System of the Norfolk and Portsmouth Traction Company—

The Lines in Portsmouth Have No Physical Connection With Those

in Norfolk and Are Operated as a Separate Division

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Conditions Which Govern the Type of Car for City Service— The Brill 30 ft. 8 in. Semi-Convertible

Car on Brill No. 27-G Trucks Which Are the Standard of the Norfolk & Portsmouth

Traction Company Are Used Throughout the Year

of traffic and because of the capital which would necessarily be tied up in idle equipment for a large portion of the year. And accordingly the net result of these conditions has been the adoption of the Brill semi-convertible car mounted on Brill No. 27-GE 1 Trucks as the standard of the company. One of the officials of the Norfolk & Portsmouth Traction Company has stated that "These cars fill the requirements for both summer and winter service better than any other." To provide for extra excursion business to the shore resorts, the company also has an equipment of Brill No. 14-bench open cars which are operated as trailers, and which give the passengers a choice between an open car and a car that "combines all the advantages of both an open and a closed car."

Conditions Which Govern the Type of Car For City Service— Brill Standard Fourteen-Bench

Open Cars Are Operated as Trailers in the Summer Months When There is Heavy

Travel to the Seashore Resorts

BrillMagazine 5

The standard Brill semi-convertible car used by the Norfolk & Portsmouth Traction Company has 18 transverse and 4 short longi- tudinal seats, and the following dimensions and features :

Length over corner posts 30 ft. 8 in.

Length over bumpers 41 ft. 9 in.

Width over sills including panels 7 ft. 1H in.

Width over posts above window rail 8 ft. 2 in.

Seating capacity 44 persons.

Weight

Car body 17,500 lb.

Trucks 11,700 "

Motors, electrical and air equipment 9,280 "

Total 38,480 lb.

Trucks Brill 27-GE 1.

Motors 2GE 50 h. p.

The 14-bench open trail cars are mounted on the same type of trucks as the semi-convertible motor cars. Inasmuch as the trucks are not designed to carry motors, they are somewhat lighter than the trucks used under motor cars, as will be noted from the appended data covering the essential features of the open cars :

Length over crown pieces 37 ft. lOf in.

Width over sills, including facings 7 ft. 0j in.

Width over posts at seat ends 7 ft. 10 in.

Width over grab handles 8 ft. 4 in.

Seating capacity 70 persons

Weight

Car body 13,750 lb.

Trucks . , 9,110 "

Total 22,860 lb.

In 1908, the Norfolk & Portsmouth Traction Company carried 18,223,746 revenue passengers, 729,029 free passengers and 1,520, 137 passengers on transfers, making the total 20,535,912 including the passengers carried in Portsmouth, which is a separate operating division. The miles of track owned or operated in 1908 was 138.19 and 269 cars were owned, practically all of which were built by The J. G. Brill Company.

6 BrillMagazine

EIGHTEEN-PASSENGER MOTOR OMNIBUSES

PAY-AS-YOU-ENTER TYPE

FIVE automobile omnibuses of the type shown in the accom- panying engravings were recently shipped from the plant of The J. G. Brill Company to Baccich & deMontluzin, New Orleans, for the purpose of furnishing a suburb, now unserved by electric railway, with transportation facilities which it is hoped will aid in the development of the suburb and finally result in the extension of the electric railway lines. The busses will comfortably seat 18 passengers each and are of the Pay-As-You-Enter type and so arranged that one man serves both as driver or chauffeur and conductor. The bus bodies have the following dimensions:

Length over body 12 ft. 6 in.

Length over end panels at sills 16 ft. 0 in.

Extreme length 20 ft. 0 in.

Width of car over posts 6 ft. 0 in.

Width of car at sills 5 ft. 0 in.

Height from ground to top of roof 9 ft. 9 in.

Height from ground to floor of bus 29 in.

An examination of the above figures and of the engravings shows that the lines of the bus bodies are similar to those of the general type of city car with convex and concave panels below the window belt and with monitor roof. The bottom framing is substantial, though as light as consistent with strength, the side sills being oak 2% by 5 inches, the end sills 3% by 4%-inch oak and the crossings also of oak and 2% by 3% inches. The body framing is of similar proportions and the body has a weight complete of 2530 lbs.

The interior finish is cherry, including the linings, moldings and doors at the front end, which are of the double sliding type. The ceiling has a carline finish with roof boards showing. The seats and backs are spring tufted with hair and covered with Wilton carpet. The seats are arranged longitudinally along the sides of the car and there is also a seat against the two windows in the back of the car. The five windows on each side of the car have double sash, the top sash

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Eighteen-Passengfr Motor Omnibusses— The Use of the Pay-As-You-Enter Feature with a Brill Fare Box Reduces Operating Expense and Insures Maximum Receipts

arranged stationary and the lower sash to drop. The two windows at the rear end of the car have the same arrangement. The side window on the driver's cab also has a two sash drop window at the side and front cab windows arranged for the left sash directly in front of the driver to slide to the right. There are six ventilator sashes on each

Eightef.x-Passenger

[Otor Omnibusses— The General Lines of the Bus Body Are Very Similar to Those of a City Electric Railway Car

Brill Magazine

side of the monitor deck. The trimmings throughout the car are solid bronze metal. Push buttons are installed at each side post and the cars are equipped with cherry hand poles and leather hand straps in the same

manner as in a trolley car. A Brill fare box of the No. 4 A type is installed on each car to facilitate the Pay - As -You - Enter method of fare collec- tion. The position of this box is shown in the engravings. The box is made of aluminum with steel bottom and is adapted to the collection of both tickets and cash. The chassis and motor equipment of each car is the pro- duct of the Gramm- Logan Motor Com- pany of Bowling Green, Ohio. The frame is constructed from 5-inch rolled steel joined at the corners with steel castings. The sub- frame for the support of the motor is an integral part of the frame proper and is constructed from 3 by 3 by re-inch steel angles joined by steel castings and steel angle corner brackets. The front axle is forged from high carbon steel and yoked at the ends for the steering

Eighteen-Passenger Motor Omnibusses— The Wheel Tread 66 Inches and the Extreme Width of the Bus Body 6 ft. 4^2 in.

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knuckles. The rear axles are 3%-inch round machine steel. Timken roller bearings are used on both axles which carry pressed steel wheels. The front springs are semi-elliptics and the rear side springs are of the platform type.

The gasoline motor is water cooled, of the four-cylinder four-cycle type. The cylinders are 4% inches in diameter by 5 inches stroke and

Eighteen-Passenger Motor Omnibusses— The Interior Finish is Cherry With Wilton Carpet Upholstery for the Seats— The Lower Window Sash is Arranged to Drop

the manufacturers claim that the motor develops 45 horsepower on an actual brake test. The carburetor is of the usual float feed type; the ignition is jump-spark from magneto or storage battery. Both spark and throttle levers are on the steering column. The change of speed lever and emergency brake lever are at the right of the driver's seat. The clutch and running brake are operated by foot pedals. The transmission is of the sliding gear type with three speeds forward and one reverse. The weight of each omnibus complete with chassis and ready for operation is 5610 lbs.

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TWO TYPES OF COAL AND ASH CARS

SPECIAL PURPOSE EQUIPMENT

THERE is scarcely an electric railway so situated that it does not require a steam power plant. Large city lines frequently have a number of plants of this sort and such a road is for- tunate indeed if its plants are so situated that coal can be delivered in the cars in which the coal is shipped from the mines. Even under these conditions, there are the cinders to be disposed of

Two Types of Coal and Ash Cars— Steel Underframe Cinder Car of 37 Cubic Yards Capacity for the Philadelphia Rapid Transit Company

and their handling in course of time becomes a problem of consider- able moment. But most roads are allowed to transport over their lines material for their own use regardless of restrictive ordinances covering the transportation of other freight of various sorts and this leaves a loophole for the economical disposal of ashes and other refuse.

As in the case of Philadelphia Rapid Transit Company, roads so situated will find it to their financial benefit to provide special cars for handling ashes. The cinder or ash cars of Philadelphia Rapid Transit Company, of which four have recently been completed and delivered by The J. G. Brill Company, are of steel underframe and semi-steel side construction and have a capacity of 37 cubic yards. The body of

Brill Magazine 11

each car is divided into two compartments by a center bulkhead and has a vestibule complete with swing side doors and drop end sash against each end bulkhead.

The underframing is built up from steel plates and shapes, the prin- cipal members, being the 10-in. 30-lb. steel channel side sills, the two 6-in. 13-lb. channel center sills, extending from end wall to end wall and the 9-in. 21 -lb. I-beam cross ties three in number. The end sills are also 6-in. channels and have bolted to them 3%-in. oak crown- pieces. Steel channel diagonal braces, one each side of the transverse center of the car, are also employed. The bolsters are built of 9-in. steel channels with top and bottom tie plates.

The posts, of which there are three on each side including the corner posts, are 6-in. 8-lb. channels reinforced at the side sills by 18%-in. by 5 -in. by %-in. steel plates. The floor, end walls and side doors are 1%-in. yellow pine lap-jointed planks and plated with %-in. steel plate on the hopper side. Each side of the car has two panels which are hinged to the posts. One door of each pair is provided with a heavy latch at the bottom which is operated from the cab. There is also a swinging beam at the top to hold the doors in place. A 8-in. by %-in. steel plate covers the joint between the doors and serves as well as to lock the door which is not held by the bottom latch.

The side doors of the end vestibules swing inward. The vesti- bules are covered on the outside below the end sash with No. 12 steel and are lined on the inside with poplar sheathing. Each vestibule hood has a steel angle rafter rigidly secured to the corner posts in order to support the trolley base stand. The principal dimensions of the cars are as follows:

Length over bumpers 3 3 ft. 6 in.

Length inside hopper 24 ft. 8 in.

Width inside hopper 7 ft. 0 in.

Height from side sills to top of doors 6 ft. 9/2 in-

The capacity of 37 cubic yards is secured when the car is level full.

Another type car which can be used for carrying coal or ashes, but which has a wider range of service, has been delivered to the Philadel- phia & Easton Electric Railway. This car is of the general service type and can be used as a standard flat car or by fitting it up with side stakes and side hinged doors as shown in the accompanying engraving,

12 BrillMagazine

the car becomes a standard gondola car. It is of all wood construction, except the bolsters, which are the built up plate type, and has the following dimensions:

Length over crown pieces 40 ft. 10 in.

Length inside end planks 32 ft. 0 in.

Width over side sills 7 ft. %% in.

Width inside side planks . . . 7 ft. 4 ]/2 in.

Height of side doors 2 ft. 0 in.

The car has two drop bottom hopper doors on each side, which give an opening nearly the width of the space between the center and

Two Types of Coal and Ash Cars— Combination Flat and Gondola Car Witl Doors for the Philadelphia & Easton Electric Railway

Hopper Bottom

the side sills. These doors are hinged at the ends and are operated by chains which pass through eye-bolts and are wound up by a substan- tial winding shaft. When the car is used as a hopper car, the false floor above the hopper doors is removed and supported under the car in a slide which is provided with a locking pin.

The roof extending from cab to cab is of the plain arched type and is provided with a trolley board in the center. It is made of tongue and grooved boards well painted, but not covered with canvas. The striped duck curtains at the sides and ends of the car body are fitted at the bottom with wood bars and arranged to roll up and be held in place with leather straps.

Brill Magazine

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PASSENGER CARS FOR THE AMERICAN RAILROAD OF PORTO RICO

STEEL UNDERFRAME EQUIPMENT

THE American Railroad of Porto Rico is the only railroad of any extent on the island. It is 200 miles long, single track, metre gauge, and for the most part skirts the coast. Extend- ing from San Juan to Ponce by a rather circuitous route, it is not the principal thoroughfare for freight of all kinds, but by an auxiliary system of plantation railways it also serves an interior district of considerable extent. The principal traffic is in the sugar cane and

Cars for the American Railroad of Porto Rico— The Line for Almost Its Entire Length

Abounds in Scenic Attractions

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fruits from the plantations which for the most part are delivered to San Juan for export.

The company, in addition to the freight service, operates two passenger trains each day — one in the morning and one in the evening. Recently Mr. J. Merier has been appointed manager of the railroad

Cars for the American Railroad of Porto Rico— The Road Extends from San Juan to Ponco. 200 Miles and for Much of the Distance the Ocean is in View

and under his direction more attention is being paid to the comfort of passengers with a view to developing not only the regular passenger traffic, but also the tourist business, which at certain seasons of the year is of material volume. The scenic features of the road are of a character to encourage sight seeing. For a considerable portion of the entire distance from San Juan to Ponce, the ocean is within view and at other times there is mountain scenery and the luxuriant vegetation of the semi-tropics.

The J. G. Brill Company recently completed and delivered to the

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Cars for the American Railroad of Porto Rico— In Spite of the Scenic Attractions There Has

Been Until Recently Comparatively Little Passenger Travel and Only Two

Passenger Trains Per Day Have Been Operated

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American Railroad Company of Porto Rico through LebedjefT & Company of 143 Liberty Street, New York, export agents, three 35- foot first-class passenger cars mounted on Brill trucks. The cars are 40 ft. 4 in. long over platforms and 8 ft. 6 in. wide over sheathing. The underframing is built up from 8-inch structural steel, the side and end sills being channels and the center sills I-beams. Aside from the

Cars for the American Railroad of Porto Rico— The Three Cars Recently Delivered by The J. G. Brill Company Have Oak Interior Finish

steel underframing, which is essential for the damp climate of Porto Rico, there are no material differences from standard steam railway equipment of similar length which is used in the United States. The body framing in every respect conforms to "standard" practice and the usual straight sides and monitor roof are employed, extending over the platforms in steam coach style. The interior finish is oak and the ceil- ing is decorated oak veneer. There are 13 rattan covered seats on one side of each car and 12 on the other, the space of one seat being utilized for a saloon. The seats have oak arm rests on the aisle ends

Brill Magazine

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and are of the Brill reversible pattern. The seating capacity of each car is 50 persons. There are three double burner center lamps in each car and nickle-plated basket racks are provided. Sliding blinds are used in place of curtains.

As a requirement for transportation to Porto Rico, the cars were erected complete as if for service and then taken apart in sections and packed in suitable strong boxes for ocean shipment, a practice The J. G. Brill Company has reduced to certain standards which insure de- livery in fine condition under all circumstances. On occasions, as in

Cars for the American Railroad of Porto Rico— Steel Underframing and Mahogany Side Sheathing Are Used Largely Because of Climatic Conditions— The Cars are Mounted on Brill Trucks

this instance, an expert erecter accompanied the shipment to destination and superintended the work of re-erecting the cars for actual service. The engraving accompanying this article, which shows the exterior of one of the cars, gives the impression that the photograph of the car was taken while it was yet in the rough. Such is not the case, however; the appearance being entirely due to the fact that the side sheathing of the cars is mahogany which was varnished instead of painted. The rich color of the wood with the lettering in gold leaf gave the cars a very handsome exterior appearance. The cars were equipped with couplers of the M. C. B. type and since arrival at des- tination have been equipped with air brakes.

Brill Magazine

DOUBLE-DECK CARS FOR NATAL, SOUTH AFRICA

AN EXAMPLE OF LOW WEIGHT PER PASSENGER

IN a previous article (June, 1909) dealing with double-deck equipment there was pointed out the characteristic advantage of the type, of large seating capacity with relatively low dead weight per passenger. Without again entering into a discussion of the mani- fest reasons why the double-deck car is out of the question for the United States, in spite of its advantages with respect to economy of operation, a consideration of the following figures for the cars shown in the accompanying engraving will doubtless be of interest to students of car weights. The cars have the following dimensions:

Double Deck Cars for Durban— The Interior Finish is Oak with Carline Ceiling Finish of Alternate

Poplar and Bass Boards

BrillMagazine 19

Length over body corner posts . 16 ft. 6 in. Height between upper deck

Length over platforms 26 " 6 " and canopy 6 ft. 4 in.

Width over sills 7 " 4 " Length of seats, lower deck . . 32^ in.

Extreme width over guard rails . 8 " 2 " Length of seats, upper deck . . 34 "

Extreme width over roof boards 8 " 10 " Seating capacity, lower deck . . 20 persons.

Height between upper and Seating capacity, upper deck . 30 persons.

lower decks 6 " 7 " —

Total seating capacity . . . .50 persons.

The division of the weight is as follows:

Weight of car body 11345 lbs.

Weight of Brill No. 21-E truck 5400 "

Weight of Motors (G. E. 58-A, 37 h. p.) . . . . 5240 "

Total, 21,985 lbs.

With the seating capacity of SO persons the weight per seated passenger is 440 lbs., whereas the lowest weight per seated passenger given in the series of articles in Brill's Magazine on city cars of the United States is 680 lb. in the case of the standard car for Denver. The Denver cars have two 65 h. p. motors. Conditions of grade,

Double-Deck Cars for Durban— With A Length Over Corner Posts of 16 ft. 6 in. the Car Has a Seating Capacity of 60 Persons— Mounted on Brill No. 21-E Truck

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operating speed, etc. have to be taken into consideration, but the relative first cost of the electrical equipment and the relative current

consumption is quite obvious.

The Durban cars are in essential par- ticulars duplicates of a previous lot built by The J. G. Brill Company in 1901. The framing, includ- ing sills and all up- rights, is of teak and the side sills, which are 4 by 7 in., are plated with 6 by %- in. plates. The un- derframing is also supported at the ends by inside truss rods. The interior finish of the cars is oak with a carline finish ceiling of alternate poplar and bass boards. The interior seats are up- holstered in rattan ; those on the upper deck have hardwood seats and backs. The window sash on the sides and at the ends of the cars are sta- tionary except for two two center sash on each side of the car, which are arranged to drop. Above the side windows, ventilator sash are placed which are fitted with ventilator

Double-Deck Cars for Durban— The Spiral Stair is Built of Light Sheet Steel and Has Safety Tread Inserts in the Wooden Steps

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openers, except the pair over the two drop windows. The interior metal trimmings are of polished bronze. Spring roller curtains are furnished at each side window.

The sheet steel stairway for mounting to the top deck has wood tread with Mason safety tread inserts. The canopy roof is of light but substantial construction, with iron-pipe uprights well braced and canvas drop curtains on the sides and ends. The rail around the top deck and the stairways is iron pipe securely braced. Along each side of the top deck and extending around the ends there is a sheet metal panel which replaces the iron screens sometimes used and has been found to be more satisfactory in a number of ways. The cars are equipped with ten 16-candlepower lamps, two electrical signal bells and push buttons on both upper and lower decks.

EQUIPMENT FOR THE BRITISH COLUMBIA ELECTRIC RAIL- WAY COMPANY

PAY-AS-YOU-ENTER AND INTERURBAN TYPES

THE British Columbia Electric Railway Company operates a system of electric railways covering the territory in and around the cities of Vancouver and New Westminster. It also operates as a separate division the electric railway system in the city of Victoria, which is located on the Island of Vancouver. The city of Vancouver has a population of approximately 80,000 which is rapidly growing, and the population of New Westminster and lesser towns in the neighborhood, excluding Victoria, brings the total of city population in the vicinity to 100,000 or more.

With the city lines as a basis, the company is building an entirely modern interurban railway over sixty miles long reaching from the city of New Westminster westward between the Frazer River and the International Boundary to the town of Chilliwack. The road is de- signed for high speed operation, and passengers, express, baggage and freight will be transported. The overhead trolley system at 600 volts

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will be used. Along the right of way is a succession of partially de- veloped farms and large tracts of virgin forests. For miles the clearing appears as a street between high buildings. Pine, fir, cedar, spruce, hemlock and alder are the principal woods. In the open ground and where persistent farmers have made a clearing the rich, black soil shows

Equipment for the British Columbia Electric Railway— Scats With Stationary Backs Are Used in the Smoking Compartment and Brill Winner Reversible Seats in the Passenger Compartment

that the wealth in the forest timber is only the beginning. The present scattered population might appear insufficient to justify the construc- tion of the road, provided passenger traffic were the only consideration ; but the forest timber thus made accessible to the terminal point should produce a remunerative freight traffic and long before this source of business is exhausted the fertile soil will undoubtedly attract a large population.

The British Columbia Electric Railway Company and its subsidiary corporations aside from operating electric railways is engaged in a

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Equipment for the British Columbia Electric Railway— The Baggage and Express Cars Have Diagonally Opposite End Doors and Two Sliding Doors With Five-foot Openings on Each Side

general electric light and power business covering the territory occupied by its railway systems, and for this purpose a set of three phase power mains extending between sub-stations and delivering current 2300 volts will be installed. The power used by the company for all purposes on the mainland is obtained from a hydro-electric plant located on the

Equipment for the British Columbia Electric Railway— Interior of One of the Fifty-three Foot Baggage and Express Cars Built by the American Car Company

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north arm of Burrard Inlet 18 miles by transmission lines from the center of Vancouver. The power is transmitted from this source to various sub-stations, through four transmission lines, at present deliver- ing line voltage of 20,000 volts, with transformers in delta. As this voltage would be uneconomical for use with the lines required in con- nection with the extensions and as the voltage loss in transmission to the city of Vancouver has become considerable, the old lines will be reinsulated and the delivered voltage will be increased to 34,600 by connecting the transformers in Y.

Equipment for the British Columbia Electric Railway— One of Five New City Cars Built by the John Stephenson Company and Mounted on Brill No. 27-G Trucks

Power for the road will be supplied from a sub-station at each end of the line, i. e., at New Westminster and Chilliwack, and also from four others located at intermediate points, so that the distance between sub-stations will average about twelve miles. Aside from these station- ary sub-stations, there will be a portable sub-station with equipment similar to that of the railway part of each stationary sub-station, except that the apparatus will be of the air-cooled insulated type — a three phase transformer being used instead of single phase transformers.

The passenger and express car electric equipments ordered are of the four-motor type, each motor having a capacity of 75 horse power and the cars equipped with multiple unit control. Three 50-ton elec- tric locomotives, each equipped with four 160-horse power motors, are being constructed in England for handling freight trains of ample length at excellent speed over the predominating easy curves of the road and the short maximum grade of 2.7 per cent.

26

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The passenger equipment thus far ordered for the interurban ex- tension includes a 43-ft. 4 in. passenger, smoking and baggage car, a passenger and smoking car of similar dimensions, and two 53 ft. 8 in.

baggage and express cars, all of which were built by the American Car Com- pany and have been delivered. The over all length of the cars and the dimensions and type of framing is the same. The side sillsaresouthern long- leaf yellow pine 4 by 8% in. with 2 by 6 in. sub-sill and a 15 by % in. steel plate run- ning the full length of the body securely bolted between. In- termediate sills and center sills are each 6 in. I-beams filled on each side with suit- able yellow pine fill- ing pieces. The end sills are of white oak 6 by 8 in. reinforced on the underside with heavy steel angles, extending the full width of the body frame. Truss rods 1% in. diameter are placed under each side sill.

The general dimensions of the combination passenger, smoking and baggage car are as follows :

Length over end panels 43 ft. 4 in.

Length over vestibules 53 ft. 8 in.

Lenth overall 55 ft. 0 in.

Width over side sheathing 8 ft. 7 in.

Equipment for the British Columbia Electric Railway- The Pay-As-You-Enter Features Are Standard But the Arrangement is for Left Hand Operation

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27

Equipment for the British Columbia Electric Railway— The City Cars Are Brill Semi-Con- vertible Cars With Pay-As-You-Enter Platforms

Height from track to top of trolley board 13 ft. 4 in.

Length of passenger compartment 22 ft. 1 in.

Length of baggage compartment 7 ft. 5 in.

Length of smoking compartment 13 ft. 10 in.

The above dimensions also apply to the passenger and smoking car, with the exception that the car body is divided into two compart- ments, the passenger compartment being 29 ft. 6 in. long and the smoking compartment 13 ft 10 in. The over all dimensions given above also apply to the baggage cars.

The interior finish of the passenger and smoking compartments of the two cars is solid mahogany throughout. Brill rattan covered Winner seats with reversible backs are used in the passenger compart- ments, except against the saloon and end partitions where stationary seats are employed. Stationary transverse seats are used in the smoking compartment and all the seats have mahogany arms rests on the aisle end. The interior arrangement of the cars is somewhat unusual in

28 Brill Magazine

that there is a saloon in both the passenger and the smoking com- partments.

The baggage cars have the usual interior baggage car finish with yellow pine inside sheathing and carline roof finish. Motormen's compartments are placed at diagonal corners of the cars and separated from the baggage portion of the car by a partition. The double sliding doors, of which there are two on each side, are 5 ft. wide. There are narrow motormen's swinging doors for outside entrance to both motormen's compartments and diagonally opposite swinging end doors to allow for the loading of long material.

In addition to the cars built by the American Car Company for the interurban lines of the British Columbia Electric Railway Company, the John Stephenson Company has recently completed and delivered five Brill patented semi-convertible cars with Pay-As-You-Enter plat- forms for operation on the city lines. The arrangement of the Pay- As-You-Enter features is standard in every respect except that they are built for "left-hand" operation to conform to the English practice. The cars have the following dimensions and are mounted on Brill No. 27-G1 trucks:

Length over end panels 28 ft.

Length over crown pieces 40 ft.

Width over posts above window belt 8 ft. 5 in.

Height from rail over trolley boards 11 ft. 4-f in.

Seating capacity 40 persons

The cars are full-vestibuled and arranged for double-end operation. The vestibule doors on the controller side of the car are arranged in two sections to fold against controller.

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TWO TYPES OF CABOOSE CARS

STEAM RAILWAY EQUIPMENT

TWO types of caboose cars have recently been delivered from plants of the Brill companies. The Wason Manufacturing Company was the builder of six 4-wheel cabooses for the Central New England Railway, and the Danville Car Company of four 8-wheel cars of the same general type for the Denver Northwestern & Pacific Railway. The cabooses built by the Wason Manufacturing Company have the following principal dimensions:

Length over corner posts 18 ft. 3 \ in.

Length over platforms 23 ft. 0 in.

Width over sills 4 ft. 7f in.

Width over side sheathing 9 ft. 1 in.

Height from under side of sills over tower 10 ft. H in.

Height from floor to ceiling 7 ft. 3 in.

The cars are examples of the standard caboose equipment of the Central New England Railway and are finished inside with North Carolina pine and Douglas fir.

Two Types of Caboose Cars— Twenty-three Foot Caboose Car Built by the Wason Manufacturing Company for the Central New England Railway

30 BrillMagazine

The cars built by the Danville Car Company for the Denver Northwestern & Pacific are considerably larger than the Central New England cabooses. They have the following principal dimensions:

Length inside 28 ft. 4£ in.

Length over platforms 3 3 ft. 2 in.

Width over side sills 9 ft. 1 in.

Width inside 8 ft. 5^ in.

The cupola or tower platform is 5 ft. 1 in. long by 4 ft. 10 in. high. There are lockers under the platform on the ladder side which are well

Two Types of Caboose Cars— Double Truck Caboose Car Built by the Danville Car Company

equipped with shelves and other conveniences. Each car also has a water tank, a porcelain lined washstand and a stationary desk and there is space for a stove. The seats in the main room of the car have lockers under them and are furnished with cushions and backs 3 inches thick filled with hair and tow. The windows are supplied with printed duck curtains hung on spring rollers. Unfortunately the variety and extent of the interior features of the car which are considered necessary or are for the comfort and convenience of the trainmen, and their arrangement in the car, has made it impossible to obtain a photograph which would convey the proper impression.

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F7VERY city electric railway has ■*~^ certain moral obligations towards the population which it serves in the matter of the development of outlying districts and aside from those con- siderations must undertake for its own welfare more or less work in the nature of extensions. Yet extensions most in- variably result in absolute loss for several years before the population be- comes sufficiently dense to pay opera- ting expenses and it is the knowledge of that fact which quite frequently leads a board of directors to refuse to authorize an extension. A case some- what of this sort arose in connection with the order for the automobile omnibusses which are described on another page. A real estate company invested in some outlying land which it laid out in city lots and expected to dispose of it to advantage by modern promotion methods, the project being based largely on the prospect of being able to induce the electric railway company to extend its lines in order to furnish transportation facilities to the suburb. But the electric rail- way company refused. Being a live concern, the real estate company set about to provide its own transportation and after a consideration of all the conditions, including those of the probability that the traction company would ultimately extend when the population of suburb developed, de- cided to operate an automobile bus line. The circumstance suggests that electric railways might use similar equipment in opening up outlying

districts before investing in overhead wire and track, which entail a series of fixed charges. The cost of a bus is slightly less than the cost of a car and it can cover a wider field and can change its route if circumstances show that development is taking a different course from the one originally ex- pected. If the suburb fails to develop, the equipment still has a tangible value and can be utilized elsewhere; whereas if the population increases sufficiently to warrant the construction of an electric railway the busses lose none of their value thereby, being available for the development of some other suburb.

OTRICTLY speaking a city and suburban type of car is more generally used in the cities of the United States than the car for exclu- sively city service. To that extent the articles are incorrectly named which are appearing in the Brill Magazine under the title Conditions which Govern the Type of Car for City Service." With the idea in mind that where the requirements of elec- tric railway service are exclusively those of a city, cars must constantly contend with street traffic of all kinds for the entire length of their route, and must come to a stop at practically every street intersection to handle pas- sengers, it is interesting to review the conditions in the cities of the United States under discussion during the past year. It will be noted by a review of

32

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this sort that there is only one city in the list, New York, where true city conditions are found. On this basis the standard New York car is the only car which is strictly a city type. Even in Chicago and Philadelphia the ma- jority of the electric railway lines serve not only the city but an extensive out- lying suburban or semi-city district.

But these cities are rapidly approach- ing a metropolitan condition which is comparable to that of New York, and it is reasonable to assume that in the course of time the equipment in Chicago, New York and Philadelphia and other large cities, will be more nearly the same. Already the equip- ment of the three cities mentioned is similar in that the prepayment type of car is used. It is in the trucks and electric equipment, however, that the cars of Philadelphia and Chicago differ basically from the cars of New York. Though the trucks in use in Philadelphia are different from those used in Chicago, fundamentally they are similar. Both types are designed for operation at speeds up to 35 miles per hour and have a motor equipment of two motors per truck which contemplates in its design not only the frequent starts and stops and operation at a comparatively low speed within the center of the city, but also more or less prolonged operation at high speed in the city' s outskirts. The standard New York truck on the other hand is a single-motor type which contemplates a rapid succession of operations from stop to maximum

speed and reverse. This equipment has shown ability to maintain speed.

One of the first considerations in the choice of car and truck equip- ment for New York was that of weight, not only of the trucks and motors themselves, but of the load which they were to carry. This con- sideration was closely allied with the important one of power consumption. Another feature of importance, be- cause of the effect upon the time re- quired at stops to handle passengers and upon possible accidents, was that of step heights. Acceleration, derail- ments and wheel slippage were also carefully considered. Not the least important consideration was the rela- tion the various features would have to track and shop maintenance charges. But with all these considerations con- stantly in view the single-motor truck equipment was the choice of the man- agement of the two New York surface railways and of their staffs of electric railway engineers. Is it not reason- able, accordingly, to assume that the single-motor truck equipment for strictly city conditions is the most logical type? While admitting that in many cities the suburban element must be taken into consideration in the de- sign of the car, nevertheless it appears as though many managers were allow- ing that consideration to outweigh the consideration of the strictly city ele- ments, which, in proportion to the mileage of track in the so-called city class and in the suburban class, should have the greater weight.

THE J. G. BRILL COMPANY

Main Office : Philadelphia, U. S. A. Cable Address: "BRILL" Philadelphia.

London Office: 110 CANNON STREET, E. C. Cable Address: "AXLES," London.

AMERICAN CAR COMPANY St. Louis, Mo.

G. C. KUHLMAN CAR COMPANY Cleveland, Ohio

JOHN STEPHENSON COMPANY

Elizabeth, N. J.

WASON MANUFACTURING CO. Springfield, Mass.

DANVILLE CAR COMPANY Danville, 111.

Compagnie J. G. Brill

14 Place de Laborde, Paris Cable Address : "BOGIBRIL,"

AGENCIES-

Pacific Coast Australasia

PIERSON, ROEDING & CO. NOYES BROTHERS

409 Monadnock Building Melbourne, Sidney, Dunedin San Francisco Brisbane, Perth

Belgium and Holland Argentine and Uruguay

C. DUBBELMAN FEDERICO H. BAGGE 45 Rue de la Caserne 121 San Martin

Brussels Buenos Aires

Italy China

GIOVANNI CHECCHETTI SHEWAN TOMES & CO. Piazza Sicilia, 1 Hong Kong, Canton

Milan Shanghai

Mexico

INTERNATIONAL MACHY & ENG. CO.

Mutual Building, Mexico, D. F.

Natal, Transvaal and Orange River Colony

THOMAS BARLOW & SONS

Durban. Natal

THE BRILL No. 27 M. C. B. TRUCK

*J Side frames, including yokes, solid forged in a single piece. €J Wrought plate brackets and wrought gusset plates folded over side frames, tie the side frames and channel transoms together with minimum number of bolts in shear. ^ Bolster made of cast steel. €J Direct brake application through a one-piece radial lever. (§ Special tie bar construction which reinforces pedestals and eliminates shearing strains on bolts. <I Transom and bolster chafing plates renewable without removing the bolster.

THE J. G. BRILL COMPANY

PHILADELPHIA - - - PENNSYLVANIA

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BRILL No. 39-E SINGLE MOTOR TRUCK

The No. 39-E truck has been adopted as standard for the two large surface transporta- tion systems of New York City. The choice of the truck from among many was made by a staff of expert traction engineers after a careful consideration of first and operating cost and maintenance charges and the fea- tures on which they are dependent, such as weight, power consumption, acceleration, step heights, wheel slippage. The judgment of these engineers confirms our own opinion that the No. 39-E truck for the majority of city electric railways is the most logical and economical truck on the market to-day.

THE J. G. BRILL COMPANY

PHILADELPHIA - - - PENNSYLVANIA

hment to Brill Magaxine, February, IQJO

BRILL MAGAZINE

Vol. IV FEBRUARY, 1910 No. 2

CHARLES O. KRUGER

CHARLES O. KRUGER, president and general manager of the Philadelphia Rapid Transit Company, was born in Germantown, a suburb of Philadelphia, on December 14th, 1864. He received his education in the public schools of Philadelphia and was graduated from the Germantown Grammar School in 1882. His first business connection was with the Philadel- phia banking house of S. & W. Welsh, where his ability gained him rapid promotion to positions of responsibility connected with enterprises in which the firm was interested. Ten years after his first connection with S. & W. Welsh, Mr. Kruger was elected secretary and treasurer of the Penn Traffic Company and a year later assumed the same offices with the Peoples Traction Company. Three years later in 1895 when the Union Traction Company was formed, Mr. Kruger was elected secretary and treasurer of that company and subsequently was appointed general manager. In 1898 he was elected vice-president of the com- pany and in 1902 he became second vice-president and general manager of the Philadelphia Rapid Transit Company. The various positions which he has held have given him a large knowledge of the engineer- ing, operating and financial branches of the street transportion business and his election to the presidency of the Philadelphia Rapid Transit Company on September IS, 1909 followed seventeen years of practical experience. Mr. Kruger' s residence is at Abingdon, Pa., where he is vice-president of the Board of Township Commissioners.

34 BrillMagazine

CONDITIONS WHICH GOVERN THE TYPE OF CAR FOR CITY SERVICE

LIBSON, PORTUGAL*

THE Lisbon Electric Tramways, Ltd., which operates the street railways in Libson, Portugal, was equipped for electric traction in the autumn of 1901. The car service is arranged so that almost the whole of the cars pass the Rocio (Praca de D. Pedro) which is practically the hub of the system from which all the suburban lines radiate. The principal routes are: Dafundo, on the west, running parallel to the River Tagus; Bemfica on the north- west and Lumiar to the north. These routes are each about five miles long and Brill double-truck semi-convertible cars are operated over them.

Arieiro is to the northeast, and Poco do Bispo towards the east, alongside the river. Both these routes have extremely narrow streets, and on the Poco do Bispo route there is also a very heavy carting traffic which prevents the use of double truck cars which although more suit- able for negotiating curves, take up more space on the street than the small four-wheel cars. The latter are, therefore, exclusively used on the last two routes named. In the center of the town the service is entirely conducted by four-wheel cars on account of the narrow streets and for the reason that a closer headway with smaller cars serves the public better than large cars at longer intervals. All the circular routes are so arranged that the cars pass through the Rocio in both directions. The system consists of about 29 miles of double track and 6 miles of single track, making about 35 miles of street. In addition, there are over six miles of sidings, which gives a total of about 70 miles of single track in all. To give some idea of the stiff nature of the grades, the Largo da Graca although only 1000 meters (3300 ft.) from the Rocio in a direct line, measures 2667 metres (1% miles) by the track. The

* This is the fourteenth of a series of articles, commencing in the January 1909 number of Brill Magazine, which describe in a general way the type of car in many of the larger cities of the world, with information indicating the conditions which have been the influencing factors in the adoption of the several types. The cities considered in previous articles have been in order of the appearance of the articles: Philadelphia, New York, Detroit, Chicago, Baltimore, London, Washington, New Orleans, Boston, Denver, Atlanta, Portland, (Ore.) and Norfolk.

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actual rise above the starting point is 76 metres (250.8 ft.) The other circular routes are much in the same proportion.

The steep gradients in some parts of the town and narrow streets render it necessary to have different types of cars. For instance, on the Graca and Estrella routes where there are as high as twelve per cent, grades for considerable distances and owing to the tortuous nature

LISBON ELECTRIC TRAMWAYS SYSTEM

RIVER

Conditions Which Govern the Type of Car for City Service— On a Single Track Basis Lisbon

Has 70 Miles of Electric Railway— The Principal Routes Are Dafundo on the West, Bemfica

on the Northwest and Lumiar on the North

of some of the streets, it is impossible to operate any other kind of rolling stock but single truck cars.

In Libson, as in other continental cities, there is a very large in- crease in the number of passengers to be carried on Sundays and Saint days, compared with the ordinary week-day traffic, and as it is impossible to have double-deck cars on account of the narrow gauge, which is only 90 centimetres (2 ft. 11TV in.), the cars in use seem to answer admirably the requirements of the public.

36

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Conditions Which Govern the Type of Car for City Service— Brill Double-Truck .Semi-Con- vertible Cars Are Used On the Suburban Lines of Lisbon Where the Streets Are Wide and Traffic Conditions Will Permit of Their Operation

The rolling stock of the company consists of the following: 240 electric passenger cars, 43 trail cars, 2 freight cars and 2 sprinkler cars. Seventy-five single deck closed cars were built by the St. Louis Car Company with a seating capacity for 20 passengers and accomoda- tion for 1 1 passengers standing on the platforms. These are mounted on the Brill No. 21-Etruck 6-ft. 6-in. wheel base and fitted with the Brill track brake. The closed cars are used principally in winter. Their weight is 8.9 tons.

Eighty eight-bench open cars built by The J. G. Brill Company with a seating capacity for 32 passengers and 4 standing on the rear

Conditions Which Govern the Type of Car for City Service— Twelve-Bench Open Car On

Brill Single Motor Trucks— There Are Forty Cars of This Type in Service in Lisbon

Similar Cars With Eight Benches and Mounted on Brill No. 21-E

Trucks, Are Used in the Center of the City.

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platform. These cars are also mounted on 21-E Brill trucks with Brill track brakes and are generally used in the summer weather on the lines near the center of the town. Weight 8.3 tons.

For the suburban lines the company has 40 twelve-bench double- truck Brill open cars mounted on Brill Eureka single-motor trucks. These cars have a capacity for 48 passengers seated and 4 standing on the rear platform. They are mostly used in the summer weather and on holidays and Bull Fight days when a great number of people have to be handled quickly.

In addition to the above the company recently put 40 Brill semi- convertible cars on the suburban lines which have proved a great success. Twenty of them are mounted on Brill Eureka single-motor trucks No. 22, and are fitted with the General Electric Company's magnetic track brake. The second lot of twenty are mounted on Brill No. 27-GE 1 trucks and fitted with four motors and air brake equip- ment. In addition there are five second class ("Carro do Povo" ) cars mounted on Brill Eureka single-motor truck No. 22 with magnetic brake. These latter have a carrying capacity of eighty passengers.

The following is a tabular statement showing the principal dimen- sions of the standard types of cars with the weight of the equipment:

	8-Bench	12-Bench	28-foot	2 5 -foot
	Open	Open	Semi-Conv.	Second Class
Length over Corner Posts	16 ft. 2% in.	31ft. 8% in.	28 ft. 0 in.	25 ft. 0 in.
Length over Crown Piece*	24 ft. 10% in.	36 ft. 2Y% in.	37 ft. 0 in.	38 ft. 0 in.
Width over Sills	5 ft. 10% in.	5 ft. 10% in.	7 ft. 4% in.	7 ft. 4% in.
Width over Posts	6 ft. 10% in.	6 ft. 10% in.	7 ft. 7 in.	7 ft. 7 in.
Seating Capacity	32 Passengers	48 Passengers	40 Passengers	40 Passengers
Truck Type	Brill No. 21-E	Brill No. 22	Brill No. 27-GE 1	Brill No. 22
Motors, Type and Number 2 GE 59	2 GE. 59	4 GE 59	2 GE 59
Weight Car Body	6,900 lb.	10,480 lb.	16,000 lb.	14,430 lb.
Weight Trucks	5,465 lb.	6,350 lb.	12,860 lb.	7,650 lb.
Motors and Other Equipment 4,250 lb.	4,300 lb.	8,140 lb.	4,300 lb.
Total	16,615 lb.	21,130 lb.	*37,000 lb.	26,380 lb.

The number of passengers carried by the Lisbon Electric Tram- ways during the twelve months ending on December 31, 1908, amounted to 45,990,432.

The cars of similar dimensions, mounted on Eureka No. 22 trucks and with two motors instead of four, weigh 27,300 lbs.

38

Brill Magazine

HOW LIGHT WEIGHT EQUIPMENT BEHAVES IN SERVICE

A SEVERE TEN YEAR TEST

IN 1897, the Metropolitan Street Railway Company of New York City adopted as its standard type of equipment a 2 8 -ft. closed car mounted on Brill No. 22 single motor truck and during the years from 1898 to 1906 it continued to order from The J. G. Brill Company cars of the same general dimensions and with only minor changes. The cars all measure 6 ft. 7 in. over sills, have longitudinal

How Light Weight Equipment Behaves in Service— The First of the Cars of the Above Tvpe

Was Built for the Metropolitan Street Railway Company of New York in 1897— During: the Past Year

250 of Them Have Been Equipped With Prepayment Platforms and Given. Another Life— Each

Car Weighed Originally Complete Only 27.040 lb. or 751 lb. per Seated Passenger

seats, double sliding end doors and platforms 4 ft. 6 in. long over bumpers, which with the 28 ft. body gave them a length over all of 37 ft. The seating capacity of each car was 36 persons and as the weight complete with trucks and motors ready for operation, but with hand brakes, was 27,040 lb. the weight per seated passenger was only 751 lb.

Under the direction of Mr. H. H. Adams, superintendent of rolling stock and shops of the Metropolitan Street Railway Company, 250 cars of the above type have been rebuilt for prepayment operation

Brill Magazine

39

in the shops of the company and it is interesting to note that after a long period of service no radical structural changes were required. The platforms were extended so that their length was 6 ft. 6% in. over bumpers, making the overall length of the rebuilt cars 41 ft. 1 in. The increased length was secured by splicing the platform center and side knees and reinforcing them with %-in. steel plates. The hood was also spliced and extended and the platforms, which had previously portable vestibules, were entirely vestibuled. On the long step side of each platform double folding doors were employed and on the short

How Light Weight Equipment Behaves in Service— One of the Cars Shown on the Opposite Page As Equipped With Prepayment Platforms— Except for the Lengthened Platforms and a Deep- ened Side Truss No Structural Changes Were Made— The Rebuilt Cars With Air Brakes Added Weigh Only 30,530 lb. or 763 lb. per Seated Passenger.

step or exit side a single sliding door was installed. The bulkheads were altered to provide for the doors which are necessary for the successful operation of the prepayment plan. To carry the additional weight incident to the increased length of the platforms, the side trusses of the cars were deepened 10 in. and a truss was built under the end sills in such a manner as to take in the platform centre knees. By installing a folding seat for three persons on one side of each platform and a folding corner seat for one passenger on the other side, the seating capacity of each car was increased to forty persons. These changes brought the weight of the rebuilt cars up to 30,530 lb. but of this weight approximately 1,500 lb. was covered by an air brake equipment

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with which the cars had not previously been equipped. With the rated seating capacity of 40, the rebuilt cars accordingly have a weight per seated passenger of 763 lb.

It is worthy of mention that among the 250 cars which were rebuilt, there were cars constructed by The J. G. Brill Com- pany in practically every year from 1897 to 1906, and all of these cars structurally were in first class con- dition. There was no indication of the sills breaking down and had the cars been shopped merely for a general overhauling instead of for recon- struction for pre- payment operation no structural changes of any sort would have been required. The ten year service test is accordingly con- sidered an effective proof of the principle for which The J. G. Brill Company has

always stood, that light weight and strength could be embodied in the same design and should be in order to effect the greatest operating economy. It is hardly possible to conceive of a more exacting test of car construction than the severe conditions of Broadway service, where the cars are frequently loaded to the utmost capacity and where for a few years prior to the time the road was placed in the hands of receivers very little had been spent for maintenance of car equipment.

How Light Weight Equipment Behaves in Service— In Provid- ing Prepayment Platforms An Extension from 4 ft. 6 in. to 6 ft. 6^2 in. over Bumpers Was Made — All the Original Material Was Used in the Reconstructed Cars

42 BrillMagazine

In view of the fact that the cars have seen practically ten years of service and have now been given another life, it may be interesting to describe the type of framing and construction in some detail. The accompanying line cut shows the general features of the framing. The principal underframing members are the side sills, which are of yellow pine 4% by 6% in. The crossings are 4% by 5% in. and the end sills, which are of white oak, are 4% by 6% in. These members are re- inforced by intermediate sills and are securely tied together with rods of double refined iron. The original inside truss rod was 2 by % in. and was 19 in. deep from top of floor to the bottom of the rod. The outside truss rods are% in. in diameter with 1 in. ends, and pass below the side sill at the centre of the car body, extending from that point upwardly and running through the face of the end sill. The posts of the body framing have a sweep of 4% in. and are 2tV in- thick, except for the corner posts, which are 3% in thick. There is a straining rod on each side of the car below the belt rail which passes through each side post and the corner posts and is made from 1% by % in. refined iron.

The structural features as above stated were not changed except for the deepening of the inside truss rod. In working out the vestibuling and extensions of the platforms, however, there has been a careful consideration of the increased weight which as above noted, aside from the air brake equipment, amounts to only 2000 lb. One method by which reduction in weight was secured was by the elimation of the usual double panelled pocket for the sliding exit door. By the use of the single panel at this point not only was there a saving in weight but there is less glass to maintain and it is more readily cleaned and the door mechanism is accessible. In making the platform extensions the original platform material was largely used and the principal cost to re- build the cars was the labor charge.

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WASON CARS FOR THE GUATEMALA

RAILROAD

NARROW-GAUGE STEAM RAILWAY EQUIPMENT

THE Guatemala Railroad was opened to service early in 1908 and by connection with the Central Railroad of Guatemala completed the first transcontinental railway in Central America. The former road extends from Puerto Barrios to Guatemala City and has been known as the Northern Railroad of Guatemala. It is 194 miles long, is 36-inch gauge laid with 60-lb. rails and is well constructed with steel bridges and trestles throughout. The latter road extends from Guatemala City to San Jose on the Pacific Coast, from which considerable coffee is exported.

Wason Cars for the Guatemala Railroad— For Twenty-Eight Miles the Road Passes Through Over 8,000 Acres of Banana Groves

44 Brill Magazine

Relative to the Guatemala Railroad, the following facts have been given by Major General George H. Davis in report to the Depart- ment of State of the United States following his visit to Guatemala as Special Envoy Extraordinary and Minister Plenipotentiary at the time of the opening of the railway.

Wason Cars for the Guatemala Railroad— This Deep Cut, the Third East of Guatemala City, Gives Some Idea of the Obstacles Encountered in the Construction of the Road

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"The first work of construction on the road was begun in the year 1871, and during the next fifteen years the line was completed, after a fashion, to El Rancho, a distance of 134 miles. The maximum grade in this portion of the road, which applies only to a crossing of a small summit, is 4^ per cent, but this is to be reduced to 2 per cent.

"About three years ago the work of completion of the railroad was taken up by an American company of which Mr. Minor C. Keith is

■■i

Wason Cars for the Guatemala Railroad— One of the Largest Fills Alonsr the Line

Near Trapich

president. Associated with him, and a large investor, is Sir William Van Home. Mr. Keith is president of the railroad company and vice-president of the United Fruit Company, an American corporation which last year exported to the United States and Europe from Central and South America and Jamaica 40,000,000 bunches of bananas.

"The portion of the road referred to above extending from Puerto Barrios to El Rancho was three years ago impassable by even the

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WAS°^^hf m°* THE GVAJEM^L/ R^lt1ROAr)-It is Not Surprising in View of the Scenic Attractions that the Management Has Ordered Three Observation Cars to Encourage Passenger Traffic

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47

lightest trains. The track had never been ballasted; the railroad ties had almost entirely rotted away, and only the lightest kind of an engine and cars could pass over the track and this with the greatest difficulty. A large bridge across the Motagua River had been carried away. In fact the road was useless for any industrial purpose. The

Wason Cars for the Guatemala Railroad— The Tropical Wonders of the Jungle As Well As the Beauty of the Mountains are to Be Found Between the Terminals at Puerto Barrios and Guatemala

American company had transferred to it by concession by the Govern- ment the absolute ownership of the right of way, including switches, tracks and all material. It undertook to build the road and to equip it with modern appliances so that the purposes of the Government in its construction could be realized. Besides the lands composing the right of way and terminals 165,000 acres near the northern terminus, adapted to the cultivation of bananas, was given as a subsidy. The government has also guaranteed net earnings of 5 per cent, on the investment of $4, 500,000 in the road, to apply for a period of fifteen years from the date of its opening. The concession grants to the

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Wason CARS for the Guatemala RAILROAD-The Las Vagas Viaduct is Probably from an Engineer- ing Standpoint, the Most Important of the Modern Steel Structures of Which There Are a Number of Considerable Interest

BrillMagazine 49

company the right to charge rates which are far above any that the management, in its own interest, will put into effect. It has very valuable terminal facilities, not only on the east coast but in the capital and at the way stations.

" From Puerto Barrios inland for about 60 miles the country is but slightly elevated above the sea and is admirably adapted to banana cul- ture as well as for cattle raising and lumbering, the forests containing vast quantities of valuable woods which some time will be marketed. For the remaining distance, say 135 miles, the country is dry and sterile. The towns and villages situated along the line of the road are few and of very small populations. The principal of these towns is Zacapa, which has a population of about 5,000 souls. It is situated in the valley of the Motagua, a stream of very considerable proportions, the waters of which may at some time be distributed over the arid plains adjacent, the soil of which, as shown by limited irrigation, is extremely fertile. There are many thousands of acres of this land that can be readily irrigated, all well adapted for the cultivation of bananas and sugar cane.

"At Zacapa a tributary stream comes in from the eastward, the sources of which are quite near the Salvadoran frontier. A preliminary survey for a branch railroad projected to reach a large and fertile coffee-growing district in Salvador has been completed and a concession from the Government of Guatemala and Salvador has, it is understood, been secured by the American company of which Mr. Keith is president.

"As respects the business which this railroad system will serve, it is important to observe the following; Guatemala produces annually an average of 600,000 or 700,000 bags of coffee of 100 pounds each. This is grown principally on the Pacific slope of the Sierra Madre Mountains. Previously it has been exported from the Pacific ports of the Republic — San Jose, Champerico, and Ocos. The railroad com- pany is confident that a considerable portion of this coffee, the principal export of the Republic, will be sent to the market via Puerto Barrios, for the distance from that point to the coffee markets in the United States and Europe is but about one-fourth the distance over which the coffee has previously been conveyed via the Straits of Magellan, and the time that will hereafter be consumed in its delivery

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Brill Magazine

Wason Cars for the Guatemala Railroad— Two First and Two Second Class Coaches on All Steel Trucks Have Been Delivered— The Exterior Appearance of Both Types of Equipment is the Same

at ports of destination will not be more than one-fourth of that required to forward those cargoes around the extremity of South America.

" The coffee district of the west coast, previously referred to, is now traversed by the Central and Occidental railways, the former connecting Guatemala with the seaport of San Jose, with a branch of the same road extending west some 60 miles in the coffee district throughout. The seaport of the Occidental Railway is Champerico, and these two lines of transportation connect at Mazatenango, and they constitute a link in what will ultimately become the Intercontin- ental or Pan-American Railway, extending from Mexico to the Isthmus of Panama and beyond.

Wason Cars for the Guatemala Railroad— The Ba^g-age and Mail Car Corresponds in General Dimensions to the Other Equipment

BrillMagazine 51

"On the lower 60 miles of the Guatemala Railroad, in the region adapted for the cultivation of bananas, some 8,000 acres are now planted — an area which will be extended as rapidly as the demands may require — and the traffic which will be built up by this cultivation and the transportation of valuable woods in the adjacent forests will be a source of large revenue for the railway company. The growth of the

Wason Cars for the Guatemala Railroad— Interior of One of the Second Class Coaches Which

Are Finished in Quartered Oak— The First Class Coaches Have Transverse

Seats and are Finished in Mahogany

banana business of the world, and especially the consumption of this fruit in the United States, has been phenomenal. The United Fruit Company, an American corporation, is now operating over 100 steamers in the business. As above stated, the bananas marketed last year by this company reached an aggregate of 40,000,000 bunches and by other interests some 12,000,000 or 15,000,000 bunches more, and the growth of this trade during the last ten years has been a very rapidly advancing one."

During January, 1910, the Wason Manufacturing Company ship-

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Wason Cars for the Guatemala Railroad— Interior of Postal Compartment of Baggage and Mail Car

ped two first class coaches, two second class coaches and a baggage and mail car for the Guatemala Railroad and in addition it has an order for the road and will ship during the month of February a business car and three observation cars. The coaches are alike in exterior appear- ance and both coaches and baggage and mail car have the same general dimensions, which are as follows:

Length of body over end sills 3 5 ft.

Length of body over platform end pieces 40 ft. 4 in.

Length of car inside 34 ft. 3 in.

Length of platform longitudinally . . 2 ft. 8 in.

Width of car inside 7 ft. 3% in.

Width of car over sills 8 ft. /£ m.

Width of car over sheathing 8 ft. 2 in.

Heighth from top of rail to centre of drawbar 2 ft. 2 in.

Heighth of car from floor to ceiling .... .... 6 ft. 9 in.

The underframing of all of the cars comprises 7-inch channel side sills, two 7-inch I-beam centre sills and 6-inch I-beam intermediate sills. The end sills are reinforced with 6-inch I-beams. The needle beams are 6-in. by 4% in. of first quality white oak.

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53

The first class coaches have mahogany interior finish and 21 rever- sible seats upholstered in rattan. The second class coaches have quartered oak interior finish and longitudinal seats of the type shown in an accompanying illustration. The combination baggage and mail cars have a plain interior oak finish.

The cars are mounted on four-wheel trucks of the M. C. B. type and of all metal construction and have the side bearings outside of the frame. The wheel base is five feet and the gauge three feet. Triple elliptic springs are used and 26-inch steel tired wheels mounted on axles with 3% by 7-inch journals.

SOME RECENT TYPES OF OPEN CARS

SUMMER AND EXCURSION EQUIPMENT

THE accompanying engravings show a number of types of open cars built by the Brill Companies in 1909, which means that the cars represent the latest practice in equipment for summer service. The three types of single truck cars which are shown, range from the short 8-bench car for Caracas, which is

Some Recent Types of Open Cars— Eight-Bench Car on Brill No. 21-E Truck— A Standard Typo of Single Truck Open Car and Especially Adaptable for Narrow Gauge Service- Length over Dashers 22 ft- lO1^ in.

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SOMI"

Recent Types of Open CARS-Eighl Bench Car on Brill No. 21 E Truck Built [or the United States Militarj Reservation. Corregidor. Phillipine Islands— Length over Bumpers 2, it. 8 in.

mounted on a Brill No. 21-E truck with a 6-ft. wheel base, to the 10-bench car built for the United States Government military reserva- tion on Corregidor Island and mounted on a Brill No. 21-E truck with a 7-ft. 6-in. wheel base. The latter car has the largest seating capacity of any open car which can he carried on a single truck and not exceed the limits of good practice and the truck on which it is mounted has a wheel base which is a good standard for average conditions taking into consideration track curvature, riding qualities of the car and effect of the loaded car on track and roadway. The 8-bench car without monitor

Some Re( ent Types of Opi n Cab — \n Interesting Type oi Eight-Bench Open Car W hich Has \n Extensive Use in Foreign Cities— Mounted on Brill No. 21 E '1 ruck- Length ovei Vestibules 28ft. s1.,, jn.

Brill Magazine

SS

mm

Some Recent Built for

Types ok Open C-^s-TvveWo^nc^ Compm^an™Cunted on

S-SSsSSSSSSfc

3 a ch lo either for open or closed cars and have apparency -j - erred to spend a few dollars more per car for the somewhat better Rearing monitor roof car rather than to economy m„ first cos.

Among the double truck open cars, there ,s both a wide ^ ange ^o seating capacity and considerable variation in the vanousteatu.es. Yet

Some Recent '1

Built

RissasSeSffiW***88

tt Nil Stop

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Brill Magazine

Some Recent Types of Open Cars

Steam Coach Roof vSfi&tiSS&tS iMSft&J1" **

Features-Length over Dashers 40 ft. 1 in. ",stincnve

-The

a very distinct division can be made between the open cars with run- ning board and the open cars with end entrance only and a center aisle. With consideration of the running board equipment, the car of lowest seating capaaty is the 12-bench Narragansett car for the Galveston Electric Company. The use of the Z-bar side sill which is character- istic of the Narragansett car, not only facilitates the boarding and alighting of passengers by providing an extra step which is entirely within the line of the car body, but makes it entirely feasible to use large diameter wheels, which are a decided advantage and economy where the cars are required to operate at a maintained high speed on suburban lines or in excursion service.

The double-truck car, which comes next in order of seating capacity is also a Bnll patented Narragansett car and was built for the Conestoga

T— ff

3=5

S*

Some Recent Types of Open Cars -A Standard Typo of Fifteen Bench Car-Built hv H, r r v , i man Car Company-Length over Dashers 41 ft 8 iS " °' C Kuh1'

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Some Recent Types of Open Cars— Interior of the Car Shown Below— The Use of the Center Aisle Reduces Seating Capacity But the Standing Room is Ample and Unobstructed

Traction Company. It has 13 benches and it is interesting to note that the room required for the extra bench seating five persons is only 3-ft. of additional length over the 12-bench car, the length of the

Some Recent Types of Open Cars— End Entrance Center Aisle Open Car Seating 56 Persons— This

Type of Equipment Does Away With the Danger from Running Board

Accidents— Length over Dashers 46 ft.

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Brill Magazine

cars for Galveston being 36-ft. over dashers, whereas the cars for the Conestoga Traction Company are 39-ft. over vestibules. The 13-bench cars also have all of the benches reversible, whereas the 12-bench cars have two fixed benches built against the end bulkheads.

The two 15-bench cars with running board are distinctively differ- ent in the type of roof and in the fact that the car for the Atlantic Shore

Some Recent Types of Open Cars— Interior of a Typo of Equipment Used by the Tidewater Power

Company— The Car is Well Finished and Has Brill Winner Seats— In the South

the Car Can Be Used Almost the Year Around

Line has a double running board. This latter feature accomplishes the same purpose as the Z-bar sill of the Narragansett car as far as the reduction in step heights is concerned, but it has none of the advan- tages of the Narragansett car with respect to increased sill strength, and in addition the projection of the lower running board beyond the line of the car is necessarily increased. The two types of center aisle and end entrance cars were both built for electric railways in the south. The car with entirely open sides was built for the Charleston (S. C. )

Brill Magazine

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Consolidated Railway, Gas & Electric Company. The sides are protected by a 30-inch wire screen, the bottom of which is 6 inches from the floor. The striped duck curtains extend from letter board to sill when lowered. There is a single sliding door and two window sashes in each bulkhead. The seating capacity of the car is 56 per- sons, there being 24 Brill reversible seats and four fixed seats against the bulkheads. The ceiling of the car both at the sides and in the

Some Recent Types of Open Cars— A Good Type of Open Car for Excursion Service On Interurban Lines— Seating Capacity 68 Persons— Length over Vestibule 40 ft. 6 in.

monitor deck has a carline finish, though advertising moldings are provided for 11 -inch cards.

The car with semi-enclosed sides was built for the Tidewater Power Company of Wilmington, N. C. This car has a number of features not shown in the other type of equipment, notably the vestibuled ends and the ceiling with full headlining. The Brill Winner seats have wood slat backs instead of spindle backs. The car seats 68 persons.

60 BrillMagazine

A FURNITURE VAN OF THREE AND ONE-HALF TONS CAPACITY

GAS-ELECTRIC TYPE

THERE are few electric railways which would be possible purchasers of furniture vans. Some roads could use similar equipment to advantage in connection with a delivery service organized to develop freight and express traffic and there are one or two instances where roads in the United States have developed a "moving by trolley" business and these roads might use furniture vans in handling the household goods of patrons living at some distance from their lines.

A furniture van built recently by the The J. G. Brill Company has a steel sheathed body of the following dimensions:

Length of body inside 14 ft. 9 in.

Width of body inside 5 ft. 4 in.

Height of body inside at ends 6 ft. 11 in.

Length of body outside front bulkheads to outside doors . 15 ft. 1 in. Width outside body 5 ft. 6 in.

The framing of the body is of ash and the sheathing i-inch cold rolled steel. The inside lining is -gV-inch sheet steel. The roof is arched transversely and longitudinally and covered with eVinch sheet steel. The ceiling has eVinch sheet steel applied to the under side of the carlines.

The motor and chassis equipment was delivered to the plant of The J. G. Brill Company by the Couple-Gear Company of New York, by whom the completed equipment was sold to the Harlem Storage & Van Company, also of New York. The chassis is of channel iron con- struction with deep longitudinal trusses and is carried on semi-elliptic springs. The motor equipment comprises a 4-cylinder gasoline engine of the automobile type with cylinders 5 inches in diameter by 5%-inch stroke and of 50 horsepower rated capacity. It is directly connected to a 12 kw. generator of the 6-pole commutating type. The current is conducted from this power unit through suitable wiring to the four driving motors of 3 h. p. each which are contained in the four driving

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wheels. The manner in which the motor drive is applied to the wheels is the particularly interesting feature of the truck. The axle stub on which the wheels turn is integral with the motor castings and an elonga- tion of the inside stub is keyed in a sleeve in the steering knuckle and this holds the motor in a fixed horizontal position while the wheel re- volves around it. The force of the motor is applied to the rim of the wheel at two opposite points by two pinions, which engage halves of a double cog rack while they remain free of the other half. This enables

A Gas-Electric Furniture Van of Three and One-half Tons Capacity

them to work from their opposite sides and to thereby cause the wheel to revolve. There is a balanced division of the work between the two pinions accomplished by a rocker device in the armature shaft.

The van body as completed and delivered from the plant of The J. G. Brill Company weighed 3360 lbs. and the weight of the chassis and body complete in running order was 11,000 lbs. The car was de- livered to its destination on its own wheels and made the run from Philadelphia to New York by a route, according to cyclometer measurement, 120 miles long in 12 hours with a gasoline consumption of 20 gallons, without operating troubles of any sort.

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Brill Magazine

Published on the fifteenth of each month by the

Publicity Department of The J. G. Brill Company

In the interests of The J. G. Brill Company, American Car Company, John Stephenson Company, G. C. Kuhlman Car Company, Wason Man- ufacturing Company, Danville Car Company.

/GEORGE BRILL, one of the ^^ sons of the founder of The J. G. Brill Company and one of the principal stockholders of the company, died on January 30, 1910. Mr. Brill had led a life of devotion and close application to business and for sixteen years to the affairs of The J. G. Brill Company and after the lapse of that period he felt that he was entitled to withdraw from the cares of active business and to enjoy the fruits of his efforts. In June, 1909 he did withdraw after ar- ranging to install a worthy substitute in the person of his son Byron O. Brill. George Brill was endowed with an earnestly industrial disposition, un- flagging energy, intelligence of a most practical kind, a handsome robust physique and a kindly manner.

Tj^OR years The J. G Brill Com- pany has favored light equipment for the reasons of operating economy which nearly all managers so fully ap- preciate at present. But not many years ago, there was a demand for heavy cars. Engineers and managers were anxious to build equipment that was strong and durable, that would re- quire little expense for maintenance. As a result an appreciable number of the cars produced in Brill plants were for a time heavier than we considered good practice. We yielded largely to the demands of the purchaser and in many cases we have shouldered the blame — for the car builder gets the blame regardless of who is responsible for the design of car — which the owners have heaped upon us for al- lowing them to acquire a white ele- phant of operating expense. During the time when heavy cars were the vogue, one of the principal arguments was that a light car would not stand the strain of hard service, that the framing would break down and that generally the car would be a continual expense for up keep. Our contention was that cars to stand the most severe service could be built both light and strong. Necessarily at that time there was little actual proof that cars of that character would have a long and ef- fective service; but to-day we can point with pride to an instance where a characteristic light weight product of the Brill plant has given emphatic evidence of its good condition after

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extended service. On another page will be found a description of the manner in which a lot of 250 Brill cars built between 1897 and 1906 for the Metropolitan Street Railway Company of New York City have been equipped with prepayment plat- forms and made thoroughly modern from an operating standpoint and are now in condition to give their owners another useful life. These cars aver- age much lighter than the equipment used in the majority of cities in the United States, they have had ten years' service of a character to test the most substantial car that could be built, they are still in good condition. And, what is more to the interest of the purchaser of cars to-day, The J. G. Brill Com- pany is better prepared by experience and resources to build to-day cars of an equal or higher standard of strength and lightness than it was when those cars were constructed.

/""\N another page of this issue, ^"^ mention is made of a shipment of cars by the Wason Manufacturing Company to Guatemala. Last month there were described some cars now in service in Porto Rico which were built by The J. G. Brill Company, and similarly in almost every issue of Brill Magazine there appears an article describing cars and trucks, built by one or another of the Brill companies, which have been exported to some

foreign country. These articles to some extent chronicle the more im- portant foreign orders, but they are not an index of the volume of export business done by The J. G. Brill Company and allied companies, for each month there is a quantity of orders for several trucks, one or more cars, or other equipment, which as individual items are scarcely worthy of mention, but which in the aggregate form a respectable percentage of the gross business for the month. The extent of the foreign orders indicates a number of things, not the least of which is the fact that American electric railway equipment is practically the standard throughout the world, and as the largest manufacturer of cars and trucks in the United States, we feel that it is not beyond the mark to say also that the orders indicate that Brill cars and trucks are the standard of the world. The volume of foreign busi- ness done by The J. G. Brill Com- pany has increased from year to year with the growth of the company along other lines and as the foreign business has grown we have added to our ex- perience in handling the many details of foreign orders. This experience we sincerely believe has given us an organization and system, which though admittedly imperfect, is yet the best in the United States with respect to the handling of export orders for cars and trucks. It is our hope and endeavor to make it as nearly perfect as human fallibility will permit.

The J. G. Brill Company

Main Office PHILADELPHIA, U. S. A.

Cable Address: "BRILL" Philadelphia.

London Office

110 CANNON STREET, E. C.

Cable Address: "AXLES," London.

AMERICAN CAR COMPANY G. C. KUHLMAN CAR COMPANY

St. Louis, Mo. Cleveland, Ohio

JOHN STEPHENSON COMPANY Elizabeth, N. J.

WASON MANUFACTURING CO. DANVILLE CAR COMPANY

Springfield, Mass. Danville, 111.

Compagnie J. G. Brill

14 Place de Laborde, Paris Cable Address: "BOGIBRIL,"

AGENCIES

Pacific Coast Australasia

PIERSON. ROEDING & CO. NOYES BROTHERS

409 Monadnock Building: Melbourne, Sidney, Dunedin San Francisco Brisbane, Perth

Mexico

INTERNATIONAL MACHY & ENC. CO.

Mutual Building, Mexico, D. F.

Belgium and Holland Argentine and Uruguay

C. DUBBELMAN FEDERICO H. BAGGE 45 Rue de la Caserne 121 San Martin

Brussels Buenos Aires

Natal, Transvaal and Orange River Colony

THOMAS BARLOW & SONS

Durban. Natal

Italy China

GIOVANNI CHECCHETTI SHEWAN TOMES & CO. Piazza Sicilia, 1 Hong Kong, Canton

Milan Shanghai

BRILL CENTRIFUGAL SPRINKLER

The Brill Centrifugal Sprinkler is equipped with a centrifugal pump which is driven by a 20 h. p. motor. By actual test this equipment will sprinkle evenly from curb to curb of a street 70 feet wide. The sprinkling heads can be adjusted to deliver the finest spray or a heavy stream, the range of which can be readily controlled. We have some data to show how the Brill Centrifugal Sprinkler can be used to earn you a net income and improve operating conditions. If you need more money, call on us for information.

THE J. G. BRILL COMPANY

PHILADELPHIA - - - PENNSYLVANIA

Vol. IV £>7!5,. MARCH, J9I0

No. 3

8

k«^^<&««<»>»»^^^ygg«

RILL

MAGAZINE

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FEB 2 «72

88 i»y*triy ■ ' "T? ?****"****?**!?. ^ £ <^v rc ' ?

TO

TRAMWAY MANAGERS

AND

ENGINEERS

IN EUROPE AND OTHER FOREIGN COUNTRIES

The J. G. Brill Company desires to immediately cor- rect the erroneous impression that a Brill "TYPE" of truck is necessarily a truck made by The J. G. Brill Company. A practice has been adopted of offering to tramway committees, a truck called a Brill "TYPE" of truck, when the real intent of the specifications is for the supply of a Brill truck manufactured by The J. G. Brill Company. The distinction is an important one because The J. G. Brill Company's trucks are standard on most of the important tramway systems in the world a reputation achieved solely by the high class material and workmanship employed by The J. G. Brill Company and the inherent merits of the design. The J. G. Brill Company urges managers and engineers in their own interest to differentiate strongly between the trucks as made by The J. G. Brill Company and copies of the Brill truck embodying inferior material and work- manship and sold as the Brill "TYPE" of truck. All genuine Brill trucks bear The J. G. Brill Company's name plate and shop order number. We caution any contractor or contractors offer- ing a Brill "TYPE" of truck as a Brill truck.

THE J. G. BRILL COMPANY

PHILADELPHIA - - - PENNSYLVANIA

pflrment to Brill Magaxiiie, March, IQ1Q

BRILL MAGAZINE

Vol. IV MARCH, 1910 No. 3

C. LOOMIS ALLEN

CLOOMIS ALLEN, president of the Syracuse & Subur- ban Railroad Company and a director of the New York State Railways, was born in Syracuse, New York, in 1870 • and was educated in the common schools of Syracuse and in the district school of Cicero, Onondago County, New York. From 1886 to 1889 he attended Alfred University, and for a short time he was a student at Syracuse University. In 1890 he entered the employ of the Norfolk & Western Railway as axeman and after holding various positions in the engineering department, he resigned to engage in general civil engineering practice as a member of the firm of Mather & Allen. During the period from April, 1892 to April, 1895 the firm had charge of the civil engineering work in connection with electrification of the horse railways in the city of Syracuse and ex- tensions of the Syracuse City Railway. Between April, 1895 and March, 1898 Mr. Allen was civil engineer of the Syracuse Street Railway, the Syracuse Consolidated Street Railway and its successor the Syracuse Rapid Transit Company and had charge of the recon- struction of the track and overhead lines of some 64 miles of road. From March, 1898 to December, 1899 he held successively the positions of assistant general manager, acting general manager and general manager of the Syracuse Rapid Transit Company, resigning to become general manager of the Lorian (Ohio) Street Railway. On August 1, 1901, he became engineer and assistant to the general manager of the Utica & Mohawk Valley Railway and on April 15, 1902 general manager of that railway and also of the Oneida Railway Company and the Rome City Street Railway Company. In Decem- ber, 1906, he was elected to the following positions which he now holds: vice-president and general manager of the Syracuse Rapid Transit Company, Utica & Mohawk Valley Railway, Oneida Railway and the Rome City Street Railway. On January 14, 1909 he was elected president of the Syracuse & Suburban Railway Company.

66 BrillMagazine

CONDITIONS WHICH GOVERN THE TYPE OF CAR FOR CITY SERVICE

MILAN, ITALY*

LIKE many cities of continental Europe, the center of activity of Milan is the cathedral square and as is frequently the natural sequence, the tramway syscem has its focus at that point. All of the tramway lines of Milan except three start from the Piazza del Duomo (the cathedral square) and from that point they radiate in all directions. Several of them run to the various rail- way stations and others traverse the radial or diagonal streets, which are characteristic of Milan, passing through the gates of the wall which encircles the original city of the sixteenth century and extending to points beyond the city limits. The three lines which do not start from Piazza del Duomo are a line connecting three railway stations, another which encircles the city and a third from Porta Volta to the Musocco Cemetery.

The fare on each of the lines starting from the Piazza del Duomo is 10 centesimi (2 cents). The line which encircles the city is divided into five sections or zones and the fare of each of these sections is 10 centesimi. The other lines are also operated on the zone system except the line from Porta Volta to Musocco Cemetery, on which the fare is 15 centesimi (3 cents). For the benefit of the working and the poorer classes, the fare is 5 centesimi (1 cent) on each line from the Piazza del Duomo and on each section of the other lines before 8 a. m. in the summer and 9 a. m. in the winter.

The basis of relations between the Societa Generale Edison di Elec- ttricita which operates the Milan tramways and the city is very similar to that embodied in the so-called Chicago plan. The contract which was made over 10 years ago runs for 20 years. The tracks for the tramways were laid by the municipality and transferred to the operating

* This is the fifteenth of a series of articles, commencing in the January 1909 number of Brill Magazine, which describe in a general way the type of car in many of the larger cities of the world, with information indicating the conditions which have been the influencing factors in the adoption of the several types. The cities considered in previous articles have been in order of the appearance of the articles: Philadelphia, New York, Detroit, Chicago, Baltimore, London, Washington, New Orleans, Boston, Denver, Atlanta, Portland, (Ore.) Norfolk and Lisbon, Portugal.

Brill Magazine

67

company for 4, 500 lire for each kilometer or $686. for . 62 miles of single track. The operating company which furnishes the power for the tramways and also for lighting and other purposes receives from the municipality 25% centesimi for each car per kilometer or approximately

Conditions Which Govern the Type of Car for City Service— The Population of Milan is

About 500,000— The Tramway System Has Its Center at the Cathedral Square from

Which Lines Radiate in all Directions

5 cents per .6 mile. From the total yearly receipts are deducted the amounts paid by the operating company to the municipality for the use of the property, privileges, etc., and by the municipality to the com- pany and the remainder is divided 40 per cent to the company and 60 per cent to the municipality.

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11 ii ii 11 ii

Conditions Which Govern the Type of Car for City Service— The Standard Car of Milan Scats 18 Passengers— The Platforms Are Protected By Gates and Only One Gate is Open At a Time

The standard car of the Milan tramways is of the single truck type and has longitudinal seats. The platforms have vestibuled ends and are equipped with gates which are closed when necessary to prevent overcrowding; though there are no regulations in Milan, as in some foreign cities, which prohibit the cars carrying more passengers than there are seats. To the minds of American managers the cars are exceedingly short, but the management explains that the frequent changing of passengers boarding and alighting on a short run will not permit the proper distribution of tickets if the cars are longer. If a longer car were used it would be necessary to put two conductors on each car which is not feasible or practicable. When the traffic is extra heavy a trail car with conductor is used. The bulkhead doors, which are of the sliding type, it will be noted, have the easy access arrangement which proved so satisfactory in America before the advent of the Pay-As-You-Enter car.

BrillMagazine 69

The following are the principal dimensions and features of the standard car of the Milan tramways:

Length over end panels 13 ft. 10^ in.

Length over platform 22 ft. 6 in.

Width over posts 6 ft. 2/

in.

Extreme width 7 ft. 0% in.

Seating capacity 18 persons

Truck wheel base 5 ft. 11 in.

Wheel gauge 4 ft. %% in.

Weight car body 7,387 lb.

Truck 4,851 lb.

Motors, etc 8,820 lb.

Total 21,058 lb.

The weights as given cover a car with two motors. Some of the cars have a single motor equipment weighing 5512 lb. and weigh com- plete approximately 17,632 lb.

EQUIPMENT FOR THE INTERBOROUGH RAPID TRANSIT COMPANY

CARS FOR ELEVATED SERVICE

THE Wason Manufacturing Company was the builder of twenty cars recently delivered to the Interborough Rapid Transit Company for use on its Manhattan Elevated Division. The cars are of wooden construction, all timber used in the under-frame being long-leaf yellow pine, except the needle beams and end sills which are of white oak. The side sills, how- ever, are reinforced on their inner faces by a 6 by ^-inch steel plate and the bolsters are made of two rolled-steel plates. Truss rods are employed both above and below each side sill. An interesting feature is the use of the Doyle steel side posts, which are secured to the sill and plate by bolts. The cars are also equipped with Hedley anti- climbers which are bumpers made from a rolled-steel section with corrugated face.

70

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a z 1 n e

The Doyle steel post is pressed from No. 16 sheet steel, two pieces of steel being used for each post. A single piece is used for both sides and the front face of the post and the second piece is used for the back and is riveted to the front. The necessary sash stops are brazed on. Both the wide and narrow posts are of the same design with suitable

Cars for the Intf.rborough Rapid Transit Company— The Steel on the Inside of the Cars is Painted and Grained in Imitation of the Natural Mahogany Finish Which is Used

side corrugations for the sash and curtains and have an extension plate fastened to the bottom for attaching them securely to the side sills.

The interior arrangement is that which seems to have been adopted as standard by most of the elevated railways, four transverse seats with stationary backs being placed in the center of the car and longitudinal seats provided for the balance of the length of the car body. The interior finish is natural mahogany including the end doors, which slide from right to left from the inside of the car in opening. The

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71

headlining is Agosote and the wainscoating between the cross seats is sheet steel painted and grained in imitation of mahogany. The win- dow sash are made of steel. The principal dimensions of the cars are as follows:

Length over end sills 39 ft. 8 in.

Length over bumpers 47 ft.

Width over side sills 8 ft. 6 in.

Height top of rail to top of roof 12 ft. 1(H- in.

U'h jiiiii aiU

Cars for the Intf.rborough Rapid Transit Company— Twenty Cars of the Above Type and the

Trucks on Which They Are Mounted Were Built by the Wason Manufacturing Company

for the Manhattan Elevated Division

The cars are mounted on trail trucks of the built-up type and were constructed by the Wason Manufacturing Company, which also constructed on the same order sixty additional trucks of the same design. The frames of the trucks are wrought iron bars with rein- forced corners. The pedestals are grey iron castings fitted to the frame and machined on the faces and sides for journal boxes. The transoms are wrought iron and the equalizing bars are made of open hearth steel cut from plates one-half inch thick and forged.

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Brill Magazine

CARS FOR THE NORTHERN TEXAS TRACTION COMPANY

A STONE & WEBSTER PROPERTY

THE Northern Texas Traction Company operates an inter- urban electric railway between Fort Worth and Dallas, Texas, a distance of 33 miles, with an entrance over its own tracks to the center of the latter city. The company also operates an electric railway in Fort Worth. Under the management of Stone & Webster the property has shown a consistent growth and development and for the year ending December 31, 1909, the North-

1909

Cars for the Northern Texas Traction Company— Fort Worth and Dallas, Which the Company

Serves Are Two of the Principal Cities of Texas and With the Rest of the

Southwest Are Growing Rapidly

ern Texas Electric Company, which owns the capital stock of the Northern Texas Traction Company, reported gross earnings of |1,259,550 and operating expenses of $692,734 and a balance after deductions for interest charges and taxes of $362,676, from which were paid dividends of six per cent, on the preferred stock and two per cent, on the common stock.

The Northern Texas Traction Company has recently received four full vestibuled single-end interurban cars for high speed service from the G. C. Kuhlman Car Company. The cars are arranged for multiple-unit operation in trains of two or more cars and each car has a passenger and smoking compartment. The dimensions of the cars

Brill Magazine 73

which closely approximate the generally accepted standard for inter- urban practice are as follows:

Length over end panels 40 ft. 0 in.

Length over front platform 5 ft. 0 in.

Length over rear platform 6 ft. 0 in.

Length over bumpers 52 ft. 0 in.

Width at sills over sheathing 8 ft. 10 in.

Height from top of rails to under side of sills 43 in.

Height top of rail to top of roof 13 ft. 0 in.

Each car seats 54 passengers, the smoking compartment seating 24 people and the regular coach compartment 30 people. The seats are all stationary and except for one rear seat opposite the saloon all the seats are placed transversely. The semi-empire type of ceiling is used

Cars for the Northern Texas Traction Company— The Cars Are Equipped for Multiple-Unit

Operation In Trains of Two or More Cars— The Cars Also Have Couplers at the

Rear for Handling City Equipment

and the cars are finished throughout in mahogany with inlaid work of plain straight-line pattern in the principal panels.

The cars have the usual type of underframing which is used for in- terurban cars, with ample steel reinforcing. The steel member of each side sill is a 6-in. channel iron with a 3% by 1V\ -in. yellow pine out- side and a 2% by 6-in. yellow pine inside filler. The intermediate sills are 4% by 6-in. pine reinforced from the bumper to a point 3 ft. beyond the bolster and plated on one side with 6 by %-in. steel plate. The center sills are 6-in. I-beams weighing 14.25 lb. per foot and with suitable wood fillers. There are two needle beams made of 6-in. I-beams weighing 12.25 lb. per foot and frequent oak crossings. At each crossing %-in. tie rods are used. The truss rods under the side sills are 1% in. in diameter. The body bolsters are built up from 10

74

Brill Magazine

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Cars for the Northern Texas Traction Company— The Interior Finish is Mahogany With Plain Inlay— The Semi-Empire Deck Has Composition Headlining

by 1%-in. steel and have a guaranteed carrying capacity of 75,000 lb. each.

It is interesting to note that the steps provided for the cars have the heights which were accepted at the 1908 convention of the American Street & Interurban Engineering Association as recom- mended practice. These heights are respectively:

Height from top of rail to top of tread, first step 17 in.

Height from top of rail to top of tread, second step 29 in.

Height from top of rail to top of tread, third step 40 in.

Height from top of rail to vestibule floor 51 in.

Each car is equipped at the rear with a Van Dorn coupler which has its center 20-in. above the rail, thus permitting coupling with the city cars now in service, which have the recommended standard A. S. I. R. A. coupler height.

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75

NEW EQUIPMENT FOR DETROIT

PREPAYMENT TYPE

DETROIT, which for some time past has had a distinctive type of car, has recently joined the list of cities operating Pay-As-You-Enter cars. It had previously been pointed out that cars with the so-called Detroit type of platform could readily be rebuilt for Pay-As-You-Enter operation and it has even been suggested that the Detroit platform furnished the designer of the first Pay-As-You-Enter car with his initial inspiration. The

New Equipment for Detroit— Single-End Pay-As-You-Enter Car Mounted on Brill No. 27-F Trucks, of Which 25 Have Recently Been Delivered by the G. C Kuhlman Car Company

present order of the Detroit United Railways calls for 25 Pay-As-You- Enter cars, all of which have been delivered by the G. C. Kuhlman Car Company. In addition the Kuhlman Company is rebuilding 100 of the former type of Detroit cars and equipping them with Pay-As- You-Enter platforms.

The new cars are of the single-end type with a front platform 5 ft. 2 in. long over the bumper iron and a rear platform 5 ft. 10 in. long. The rear platform, which is standard with respect to the Pay-As-You- Enter feature, has a comparatively square end in order to provide maximum standing room. It is fully vestibuled and double sash are employed on the devil strip side, which are- symmetrical with the other side sash. The end sash are single and are arranged to drop.

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Brill Magazine

The front platform is 4 ft. 4 in. long inside and is octagonal in shape instead of round or elliptic as in case of the rear platform. The motor- man is partitioned off from the front exit door by a paneled quartered oak partition which has a single inward opening swing door. A car

New Equipment for Detroit— There Are Long- Longitudinal Seats At the Front and Short Longi- tudinal Seats At the Rear— The Arrangement is Designed to Encourage the Use of the Front Exit

heater is installed in the motorman's cab. Instead of the sliding exit door in the side of the front vestibule — the usual Pay-As-You-Enter arrangement — the platform exit is entirely clear. The sliding door located on the step side of the front bulkhead is, however, operated by the motorman.

The seats have been carefully arranged to facilitate movement of passengers by inducing them to leave by the front exit. Longitudinal

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77

seats occupying four windows each are placed at the front and practic- ally all of the standing room is located at this point. There are ten transverse seats, five on each side and only short longitudinal seats at the rear, which are more or less incidental to the Pay-As-You-Enter arrangement of exit and entrance doors in the rear bulkhead.

New Equipment for Detroit— Both the Seating Arrangement and the Plan of the Front Platform Are Unusual and Are Possible Because the Cars Are of the Single-End Type

The following are the principal dimensions of the cars, which are mounted on Brill No. 27-F trucks:

Length over corner posts 31 ft. 3 in.

Length over bumpers 42 ft. 3 in.

Width over posts 8 ft. 3 \ in.

Height bottom of sill to top of roof 9 ft. 0-f in.

The interior finish is natural quartered white oak. The headlining is bird's-eye maple veneer.

78

Brill Magazine

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Brill Magazine

79

INTERURBAN EQUIPMENT FOR THE PITTSBURG RAILWAYS

A KUHLMAN PRODUCT

THE twenty interurban cars which were recently delivered to the Pittsburg Railways Company by the G. C. Kuhlman Car Company are in some respects the handsomest cars for high speed service which have been built at the Cleveland plant for some time past. The accompanying engravings fail to do justice to them. The cars are of the combination baggage, smoking and passenger type and have the following dimensions :

Length over bumpers 52 ft. 8 in.

Length over vestibules 51 ft. 4 in.

Interurban Equipment for the Pittsburg Railways — Interior View of the Smoking- Compartment

Taken From the Baggage Compartment Which Has Folding Seats For Smokers

Use When No Baggage Is Carried

80 BrillMagazine

Length of passenger compartment 31 ft. 0 in.

Length of baggage and smoking compartment 10 ft. 4 in.

Height from rail to bottom of sills 3 ft. 4 in.

Height from rail over trolley board 12 ft. 10 in.

Width over sheathing at belt 8 ft. 4 in.

Distance between truck centers 27 ft. 6 in.

The cars are of the single end type and have the combined baggage and smoking compartment of each car located immediately back of the

Interurban Equipment for the Pittsburg Railways— The Cars Have Cherry Finish With Inlay

and Full Empire Ceilings— The Seats in the Passenger Compartment Are Upholstered In

Plush and in the Smoking Compartment in Imitation Leather

front vestibule. Half of the compartment is partitioned off by a solid wood partition about 42 in. high. The partition is bordered at the top with brass pipe and is reinforced by brass pipe stanchions. In the baggage section of the compartment there are three folding wood slat seats arranged to drop. One of them is a longitudinal seat along the

Brill Magazine 81

left hand side of the car and the other two are transverse seats against the front bulkhead and the compartment partition. When the com- partment is used for baggage the three seats are folded down. Baggage is handled through a 38-in. two-section door which slides towards the rear of the car. The windows and doors are protected from injury by iron rods and the baggage door heads are protected on both sides by heavy sheet iron.

The cars throughout have mahoganized cherry interior finish with plain line inlay. The seats in the smoking compartment, except the folding wood slat seats already referred to, are upholstered in imitation leather. The passenger compartment seats are upholstered in plush and like the reversible seats in the smoking compartment have a head roll. All the seats are 35 in. long and 25 in. high. The ceilings are of the full empire style.

The rear vestibule of the cars is somewhat unusual in arrangement, as will be noted from an examination of the accompanying floor plan. By the use of a diagonal partition extending from the left hand corner post of the car to the right hand center door post, room is provided for a platform locker and for a toilet room. This arrangement increases seating capacity by at least three seats and the location of the toilet room outside of the wheel base of the cars has manifest advantages.

The arrangement of both the rear platform and the combined smoking and baggage compartment are in the line of economy of space which has been referred to from time to time in Brill Magazine in connection with interurban equipment. This economy of space how- ever appears to be in most every case for the purpose of increasing seating capacity instead of for the purpose of reducing the total weight. Yet it accomplishes a reduction in the weight per seated passenger, which we believe should be as eagerly sought by managers of inter- urban properties as by the managers of city lines. Interurban cars, to be sure, must have a certain degree of weight to fit them for high speed service, but there are indications, such as European steam railway practice and the experience of managers of city electric railway lines in America, to indicate that economy in interurban car weight is advisable, possible and has a certain future. •

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Brill Magazine

TWO ALL-STEEL BAGGAGE CARS

FOR SUBWAY SERVICE

THE Hudson & Manhattan Railroad Company recently received from The J. G. Brill Company two all-steel cars specially designed for transportation of baggage between the several steam railway terminals which are served by the Hudson tunnel lines. Each car is arranged to receive at one time eight loaded baggage trucks, the plan of the design being that the baggage should be transported on the trucks in order to eliminate all

_.iniiiMMm » i

Two All-Steel Baggage Cars— Between Each Pair of Posts is a Folding Apron Which When Raised Will Lock a Loaded Baggage Truck in Position on the Car

extra handling and trucking and to make it possible to unload a car with minimum delay. For this purpose each of the eight spaces between side posts is provided with a folding apron on which are run- ways or guides, formed from steel plate, for the truck wheels. The runways on the apron are in line with depressions in the sheet steel floor of the car and thus a continuous guide or track for the truck wheels is provided by which a truck loaded with baggage may be pushed into position on the car from the platform on which it is stand- ing. The aprons which take the place of the loose steel plate frequently used by freight and baggage handlers to bridge the gap between loading platform and car, are cleverly designed with levers and locking devices. The aprons themselves are part of a locking device for holding the baggage trucks on the car and are equipped with bolts

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83

which are interlocked in the train line pressure so that the brakes are kept set until the aprons are raised.

The locking device for holding the baggage trucks on the car con- sists of the apron, two guide levers and two swinging hooks at each end of each truck compartment. The guide levers act upon the swinging hooks in such a manner that when the apron is raised, the

Two All-Steel Baggage Cars— When Lowered the Folding- Aprons Form Both a Support and a Track By Which the Baggage Cars May Be Pushed Upon the Car From the Platform

levers at either end force the swing hooks together and clamp the baggage trucks and secure them against any motion of the moving car. The locking device for the platform aprons consists of a central handle with a bar extended to the flooring and having a foot and a hook formed at the end to brace the apron in the vertical position when the handle is turned. The handle hooks over the top of the apron plate in the upright position. The bottom end of this bar with the bracing foot and hook is also attached and hinged to a stem extend-

84

Brill Magazine

ing through the floor and braced by side sill clips. This stem is fitted through sockets to a valve stem which turns the valve in the train line open or closed and thus holds the brakes set whenever the aprons are lowered.

The sides of the cars are enclosed by waterproof curtains which fit between each pair of side posts and extend from the side deck plate to

Two All-Steel Baggage Cars— The Cars Were Built By The J. G Brill Company and Conform In Design to the Standard Equipment of the Hudson and Manhattan Railroad

the floor. The posts are provided on each side with angles which, with flanges of the T-sections from which the posts are made, form guides for the curtains. There is a motorman's compartment at both ends of the cars.

The underframing of the cars comprises side sills of the fish-belly type 22 in. deep at the center and 9 in. deep over trucks. Each side sill is built up of 3% by 3 by 7/i6-in. rolled steel angles for top and

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5

bottom members, united by a 5/ie-in. plate. The center sills are 8-in. rolled steel channels (11.25 lb.) braced at intervals to insure against buffing strains. These sills are reinforced at the bolsters where the top flange is cut away by a 7-in. steel channel. The end sills are built up of 3% by 3}4 by 7/ie-in. rolled steel angles with %-in. front plates and secured to the %-in. anti-telescoping floor plate. The bottom part of the end sill is also reinforced by a >^-in. pressed plate which forms a guide and support for the drawbar. There are two cross beams between the bolsters which are built up of 6-in. steel channels. They are fast- ened to the side sills by strong knees and supported and braced to the

Two All-Steel Baggage Cars— The Underframe Is Built Entirely From Structural Parts— The Channel Crossings Form the Tracks for the Baggage Truck Wheels

center sills with %-in. gusset plates. The body bolsters consist of 9 by%-in. wrought iron top members and 9 by 1-in. bottom members connected to the side sills through malleable iron fillers. The bol- sters center filler is a steel casting.

The body framing comprises the T-section side posts referred to above which are 3^ by 3 in. and weigh 8 lb. per foot. They are fastened to the side sills by %-in. outside gusset plates and through the %-in. floor plates by pressed pockets. The roof framing is built up from the side posts and %-in. pressed angle section to which the side posts carlines and roof sheets are secured. The carlines bent to con- form to the contour of the roof are 3^ by 3-in. rolled T-sections in line with each pair of side posts and two l}4 by \y2 by 3/ie-in. rolled

86 BrillMagazine

angle carlines between each T-section. The T-sections are strongly braced to the T-posts by double gussets. The roof is Vie-in. leaded steel plates riveted to the roof framing and made water-tight by soldering.

The following are a few of the principal dimensions of the cars:

Length over platform end sills 49 ft. 7 in.

Length over anti-chambers (bumpers) 50 ft. 7 in.

Distance between truck centers 34 ft. 6 in.

Width over side sills 8 ft. 6| in.

Height from top of rail to top of flooring 3 ft. 9-|- in.

Height from top of rail to top of roof 11 ft. 8-Tr^ in.

The specifications and design of the cars was prepared under the direction of Mr. L. B. Stillwell, consulting engineer of the Hudson & Manhattan Railroad Company.

CARS FOR ELEVATED SERVICE IN CHICAGO

STRUCTURAL STEEL UNDERFRAME EQUIPMENT

TWENTY cars with end side-entrance doors and structural steel undernames have recently been completed by The J. G. Brill Company for the Chicago & Oak Park Elevated Railroad. In the arrangement of the sliding side doors at the ends of the cars and the general seating plan the cars are similar to those which until recently have been the standard type for New York subway service. In the use of the steel underframe instead of all-steel construction and reversible transverse seats at the center of the car instead of fixed seats and in similar features there is a variation which makes the two types of equipment comparable only in a general way. The steel undernames of the Chicago & Oak Park cars are entirely structural. The side sills are 8-in. channels (16.25 lb.) and have a 3 by 3 by %-in. angle riveted on the back at the bottom flange between corner posts. The side sills are reinforced below the car body with a

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87

steel truss rod 1% in. in diameter and supported by two malleable iron truss posts 16 in. deep from bottom of side sill to center of rod. The four intermediate sills are channels extending the full length of the car and continuous through body bolster and needle beams and fastened to end sills channel and plates with riveted con- nections. The channel each side of the center line of the car is 8 in. deep (11.25 lb.) and the channels next to the side sills are 6 in. deep (10.5).

The cross members are 3-in. channels (4.0 lb. ) and are spaced about 48 in. center to center. The end sills are formed of a bent 8-in. channel (11.25 lb. ) with flanges turned in, mitered with the ends of the side sill chan- nels and fastened to them with bent plate riveted connection. An oak buffer timber 6 in. thick is bolted to the end sill channels. The

88 Brill Magazine

body bolsters are made of two soft steel plates, the top 9 x % in. and the bottom 9 x %-in. secured to the intermediate sills by means of lugs and braces. A cast steel filler is used at the center between the two central longitudinal sills. There are two needle beams of similar construction to the body bolster, but with a 3 by %-in. top plate and a 3 by %-in. bar steel bottom plate.

The end posts over the end sills are reinforced with 3 by 3 by %-

Cars for Elevated Service in Chicago— This Underframe Like the One For the Hudson & Man- hattan Cars is of the Structural Type But the Two Are Decidedly Different in Design

in. angles. These posts are connected at the top by a 3 by 2 by %-in. angle which is bent to the proper form and continues back across the sliding door opening. The portal posts at each side of the car at the end of the side seats are formed of two angles 3 by 3 by %-in. with %-in. stay plates riveted at intervals between top and bottom. The posts are rigidly connected to the underframe with riveted connections to the side sills. At the top, forming the portal arch, there is a 5% by j^-in. plate fastened to the top of each side post. The posts on each side of the car between the corner posts, of which there are six compound or panel posts and six single posts, are wood.

The sliding end side-doors for entrance and exit are four in number and are located two at each end of the car. They recede into pockets provided on either side and are pneumatically operated.

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89

There is an end door in each end of the car to permit of uninterrupted passage from one car to another and located in the framing so as to afford ample space for a trainman to stand and operate simultaneously the sliding doors of adjacent cars. These doors have a sliding sash in

the upper panel, with brass guides and stops, to permit com- munication with the interior of the car and ventilation. A swing- ing sash door is pro- vided in each vesti- bule which closes against the sliding door post and en- closes the electrical and air brake control apparatus. In three of the portal posts at the car ends, com- partments are built for housing the elect- rical apparatus and in one post there is a compartment con- taining the conduc- tor's locker. The three compartments containing electrical apparatus are lined with %-in. Transite cemented to the wood-work.

The inside finish of the cars is high grade Mexican mahogany of selected color and put on with oxidized brass screws. The headlining is of three-ply material with the outer ply of selected white maple. There are seven cross seats in the center of each car and longitudinal seats on each side between the cross seats and the ends of the car body. Each car is wired and equipped complete with seven circuits of rive lights each. Four of these circuits are 16-candle power 110-volt lamps located in the molding or strip over the advertising card space

Cars for Elevated Service in Chicago— Built for Multiple Unit Operation and As Either Trail or Motor Cars

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Brill Magazine

■

Cars for Elevated Service in Chicago— The Interior Finish is Mahoeany— Each Car is Lighted

hy Four Circuits of Five 15 Candlepower Lamps and One Circuit of Five 32 Candlepower

Lamps— There Are 28 Electric Heaters in Each Car

and one circuit of five 32-candle power lamps is used for ceiling lights. Two circuits furnish lights for the markers and destination signs at each end of the car. Each car is equipped with 28 electric heaters, arranged 12 on each side along the baseboard and two in each vestibule located on each side of the end door. This equipment as will be readily seen gives the cars a remarkably fine lighting and heating equipment with which a most exacting public could not find cause for complaint.

The cars have the following dimensions :

Length over end plates 47 ft. 4f in.

Width over side sheathing 8 ft. 6 in.

Width over eaves (extreme) 8 ft. 8| in.

Width over sliding door opening 3 ft. 10 in.

Width of portal opening 6 ft. 8 in.

Distance between truck centers 3 3 ft. 8 in.

Truck wheel base 6 ft. 0 in.

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91

Cars for Elevated Service in Chicago— The Portal Posts Contain Compartments for Electrical Apparatus— The Folding- Door Encloses the Control Equipment or Forms a Motorman's Cab

Figures are not available to show the weight of the motors and electrical equipment, but the following items of weight will doubtless be of interest :

Steel underframe 8,080 1b.

Body including air brakes, heaters, couplers 3 3,120 "

Trucks 21,960 "

Total car body and trucks less electrical equipment . . . 63,160 lb.

The trucks which have cast steel side frames and are the standard type of the Chicago & Oak Park Railroad were built by a Chicago company.

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Brill Magazine

SINGLE-END PAY-AS-YOU-ENTER CARS

EQUIPMENT FOR TOPEKA, KANSAS

SEVERAL months ago there were delivered to the Topeka (Kan.) Railway Company, 12 Pay-As-You-Enter cars, built by the American Car Company. The cars are of the single- end type and accordingly are in many respects comparable with the cars for Detroit which are described on another page. The Topeka cars are of approximately the same length — 28 ft. 8 in. over end panels — and have a short front platform and a long rear platform.

Single-End Pay-As- You-Enter Car— Mounted on Brill No. 27-G1 Trucks for Service in Topeka, Kan- sas—Twelve Cars of this Type Were Delivered by the American Car Company

One of the distinctive features is the arrangement for allowing smokers to stand on the rear platform, a practice which has been somewhat questioned. The platform is seven feet long and has a step opening on the right hand side only. A dasher made of TV -in. steel extends from the left side around the end to the pipe stanchion which supports the platform hood and is located at the left of the step opening. Above the dasher is a woven wire screen guard. The platform in addition to the usual iron rail used in connection with the Pay-As-You Enter feature has a second pipe railing extending one-third of the way around the platform from the pipe stanchion at the steps. Smokers are allowed to stand behind this rail. It will be noted that the railing arrangement is such that each passenger must pass the conductor be- fore it is possible for him to take a place back of the rail.

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93

The front platform is four feet long and instead of the usual sliding doors has a two section folding door each leaf of which opens outward- ly and is controlled by the motorman. The front bulkhead door like the correspond- ing door in the De- troit cars is placed at the right hand side near the step exit and is of the sliding type. It is however de- signed for operation by the passengers. There is also similar- ity between the To- peka and Detroit cars in that a heater is placed on the front platform. The To- peka cars however have no motorman' s compartment parti- tion but instead a pipe railing is used.

The interior fin- ish of the cars is light cherry and the transverse seats which are used are of Brill manufacture. The seating arrangement provides for longitudinal seats at the rear occupying two windows on each side and for eight trans- verse seats on the left hand side and six on the right. There is a short longitudinal seat at the front near the exit. The ceilings are of Agosote which is painted green. The framing of the cars is of the usual type with 4% by 7%-in. long leaf yellow pine side sills which are plated with 1 5 by %-in. steel plates. The end sills are 4% by 6%-in. white oak and the other crossings are also of white oak but somewhat smaller in size.

Single-End Pay-As-You-Enter Cars— The Rear Platform is Seven Feet long and is Arranged to Accomodate Smokers

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Brill Magazine

Single-End Pay-As-You-Enter Cars— Each of the Rear Doors is of the Two-Panel Telescoping Type

The following are the principal dimensions of the cars:

Length over end panels 28 ft. 8 in.

Length over platform sheathing 39 ft. 8 in.

Width at sills 7 ft. 9 in.

Width over posts above belt 8 ft. 2 in.

The cars are mounted on Brill No. 27-G1 trucks and among the special equipment are Brill sand boxes.

Brill Magazine

95

Brill Magazine

Published on the fifteenth of each month by the

Publicity Department of The J. G. Brill Company

In the interests of The J. G. Brill Company, American Car Company, John Stephenson Company, G. C. Kuhlman Car Company, Wason Man- ufacturing Company, Danville Car Company.

HP HE editor of Brill Magazine wishes to take this opportunity to correct an error appearing in Brill Magazine of December, 1909, which has been brought to our attention by Mr. John W. Corning, secretary, The American Street and Interurban Rail- way Engineering Association. In the article on Standard Motor Axles, certain specifications for steel axles were presented and it was stated that those specifications had been adopted at the Denver Convention of The American Street and Interurban Rail- way Association; whereas, the facts are that the specifications were recom- mended by the Committee on Stan- dards, but could not be adopted for the reason that they had not previously been presented to the Association for consideration.

In the recommended specifications for steel axles as published in Brill Magazine, the first of paragraph (4) Tests, reading as follows was omitted:

4. Tests: One test per melt will be required, the test specimen to be taken from either end of any axles or from full sized prolongations of same with a hollow drill half way between the centre and the outside parallel to the axis of the axle.

T^UROPEAN railway managers "^ seem to be agreed that for the average European city a car is im- practical which is as long as the 28-to 30-ft. car in service in most American cities. The principal reason for the general use of a short car seems to be that the requirements in connection with tickets for the zone system of fare collection and the large number of short haul passengers makes it im- possible for one man to do efficient work if a larger car is used. The alternative of placing two conductors on each car has apparently been con- sidered, but thus far the scheme has taken the form of a trail car operation. Of late there has been more or less interest manifested abroad in the Pay- As- You-Enter car, which at first glance would seem to be a possible solution of the problem, but the in- terest has not reached the stage that has resulted in the adoption of the Pay-As-You-Enter car for even ex- perimental purposes, nor has it sur- mounted the obstacles of zone fare collection as applied to that type of car. Fortunately for American man- agers, the problems of zone operation

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have not arisen in connection with the adoption of the Pay-As-You-Enter plan, but they are not beyond the range of possibility.

TT is refreshing to find in the cars * for the Northern Texas Traction Company, which are described on another page, some evidence of an ef- fort to adopt recommended standards of the American Street & Interurban Railway Association other than those which will bring immediate benefits of a financial sort. Since the Engineering Association first took up the work of standardization of equipment, there have been decided results as far as wheels and brake shoes are concerned and, of late, with reference to axles. But it seems to be agreed that the suc- cess in securing standardization of these parts by many electric railways has been due largely to the effective manner in which the manufacturer has been able to show the actual saving which standardization secures to the con- sumer in dollars and cents. It is im- possible to show in the same way direct benefits by the standardization of step heights, coupler heights and bumper heights; but were all electric railways to simultaneously adopt standard di- mensions for these and other features, there would most assuredly be a saving in the cost of production which would not be without its reward to the user of the equipment. Such an organization

as the Stone & Webster Engineering Corporation, which prepared the specifications for the Northern Texas cars, has a particularly fine opportunity to effect a large saving by the applica- tion of standards of equipment to apply to all the lines under their supervision and by force of example and influence to further the work of standardization throughout the country.

T> RILL MAGAZINE is evidence -*-* that The J. G. Brill Company and allied companies are thorough be- lievers in advertising. Nor is there an entire lack of evidence to the same effect in other places. We are equally strong believers in advertising for elec- tric railways and there is an increasing indication that the management of many electric railways believes like- wise. One of the best opportunities to do effective advertising which pre- sents itself to any electric railway is at the time new equipment is placed in service. There is then some tangible evidence to offer to the public that the service is being improved and that the sole purpose of the transportation cor- poration is not the creation of divi- dends. To be of assistance in this direction the Publicity Department of The J. G. Brill Company will furnish to any purchaser of Brill equipment, photographs and, if necessary, a de- scription of the cars prepared for newspaper publication.

The J. G. Brill Company

Main Office PHILADELPHIA, U. S. A.

Cable Address : "BRILL" Philadelphia.

London Office

110 CANNON STREET, E. C.

Cable Address: "AXLES," London.

AMERICAN CAR COMPANY G. C. KUHLMAN CAR COMPANY

St. Louis, Mo. Cleveland, Ohio

JOHN STEPHENSON COMPANY Elizabeth, N. J.

WASON MANUFACTURING CO. DANVILLE CAR COMPANY

Springfield, Mass. Danville, 111.

Compagnie J. G. Brill

14 Place de Laborde, Paris Cable Address : "BOGIBRIL,"

AGENCIES

Pacific Coast Australasia

PIERSON, ROEDING & CO. NOYES BROTHERS

409 Monadnock Building Melbourne, Sidney, Dunedin San Francisco Brisbane, Perth

Mexico

INTERNATIONAL MACHY & ENG. CO.

Mutual Building, Mexico, D. F.

Belgium and Holland Argentine and Uruguay

C. DUBBELMAN FEDERICO H. BAGGE 45 Rue de la Caserne 121 San Martin

Brussels Buenos Aires

Natal, Transvaal and Orange River Colony

THOMAS BARLOW & SONS

Durban. Natal

Italy China

GIOVANNI CHECCHETTI SHEWAN TOMES & CO. Piazza Sicilia, 1 Hong Kong, Canton

Milan Shanghai

HmHBHRHnmnmHHI

A NEW PAMPHLET CATALOGUE

Every electric railway official interested in rolling stock for high speed electric railways should have a copy of the cata- logue shown above which describes the only truck, built in accordance with M. C. B. principles, which has each side frame solid forged in a single piece. The solid forged frames are only one of the features of the truck. The catalogue tells of many others. Write the Publicity Department for a copy.

THE J. G. BRILL COMPANY

PHILADELPHIA - - - PENNSYLVANIA

Vol. IV Ar?5 A.PRIL, 19 10

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No. 4

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Brill Centrifugal Sprinkling Car

A little investigation will show you that it costs your municipality at least 60 cents per mile sprinkling by the horse and cart method now in vogue. With a Brill Cen- trifugal Sprinkler electric railways have given the same service, with less disturb- ance to traffic at a cost of 26 cents per mile including current consumption, em- ployees' wages, interest on investment and depreciation. If you secured a con- tract at 40 cents per mile for 100 miles of street to be sprinkled twice a day for 6 months your net profit would be over $5,000 a year, to say nothing of reduced wear and tear on your rolling stock and the increased comfort of your patrons.

THE J. G. BRILL COMPANY

PHILADELPHIA - - - PENNSYLVANIA

ipplement to Brill Magazine, April, igio.

BRILL MAGAZINE

Vol. iy APRIL, 1910 No. 4

JOHN J. STANLEY

[WITH PORTRAIT INSERT]

JOHN J. STANLEY, the newly elected president of the Cleveland Railway Company was born in Cleveland in 1863 and received his education in that city. His father, Joseph Stanley, was the principal owner of the Broadway & Newburgh Railway Company, originally a horse car line. Just previous to the time the line was electrified Mr. Stanley took a position under his father and in 1878 was made superintendent. In 1892 there was a consolidation of the Broadway & Newburgh and the East Cleveland Railway companies under the name of the Cleveland Electric Railway and a year later the Brooklyn & South Side Railway was absorbed and at that time Mr. Stanley became general manager of the consolidated properties. In 1903 the consolidated properties were joined with the Cleveland City Railway, making what has been known as the "Big Consolidated", of which Mr. Stanley became vice-president and general manager. He held that position and made the Cleveland Electric Railway known throughout the country as one of the best operated electric railway properties in the United States, until April, 1908, when it was taken over by the Municipal Traction Company following a political upheaval. After six months under the new management a receiver was appointed, who served for sixteen months. At the end of that time a new franchise was granted to the Cleveland Railway Company, which took over the property on March 1, 1910, Mr. Stanley again becoming vice-president and general manager. Mr. Stanley is also interested with the Andrews-Vanderbilt Syndicate in the street railway and interurban properties at Utica, Herkimer, Oneida, Schenectady and Rochester, N. Y., known as the New York State Railways, of which he was until recently vice-president, a position which he resigned to devote his entire attention to the reorganization of the Cleveland property.

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CONDITIONS WHICH GOVERN THE TYPE OF CAR FOR CITY SERVICE

MOSCOW, RUSSIA*

THERE are two tramway systems in Moscow. The Mu- nicipal Electric Tramways have about 50 miles of double track line and the Belgian Tramway Company have 26 miles of horse tramway. In addition there is a short section of municipally operated horse tramway and the Belgian Company has a short steam line which connects with an electric railway which it owns. A project is on foot for the electrification of the horse lines under municipal ownership and for the extension of the existing electric lines.

Conditions Which Govkrn the Type of Car for City Service— The Seating Arrangement of the

Moscow Trail and Motor Cars is Like That Shown Above and is Necessary

Owing to Restricted Width Which is Seven Feet

For this purpose the municipality proposes to borrow 9,000,000 roubles (about $4,750,000). It is expected that the work will also result in the electrification of the lines of the Belgian Company.

Under the existing organization, there is a wide variety in the rolling stock which is used, but in view of the predominance of the mileage of municipal electric tramways and the consequent predomin- ance numerically of the electrically operated cars, the standard electric cars of the municipal tramways may safely be considered the present

* This is the sixteenth of a series of articles, commencing in the January 1909 number of Brill Magazine, which describe in a general way the type of car in many of the larger cities of the world, with information indicating the conditions which have been the influencing factors in the adoption of the several types. The cities considered in previous articles have been in order of the appearance of the articles: Philadelphia, New York, Detroit, Chicago, Baltimore, London, Washington, New Orleans, Boston, Denver, Atlanta, Portland, (Ore.) Norfolk, Lisbon, Portugal and Milan, Italy.

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standard of Moscow. While the various types are all of considerable interest no attempt will be made in this article to show the influence which they have had on the present standard car of the electric rail-

Municipal Tramways, Electric Traction Horse .. •

Belgian Company

■ .. Electric

Conditions Which Govern the Type of Car for City Service— The Total Mileage of the Various

Tramway Systems in Moscow is 76 Miles of Double Track— The Complete Electrification

of the Municipal Tramways at an Early Date is Probable

ways or to describe cars other than those used in electric service. There are two types of standard cars, a motor car and a trail car, both of practically the same dimensions. The following are the principal

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Brill Magazine

dimensions of the motor car and figures for the weight of car body and equipment:

Length over bumpers 34 ft. 1

Length over end panels 21 ft. 8

Extreme width .... 7 ft. 1

Height top of rail to top of trolley board .... 11 ft. 2

Diameter of wheels 331

Journal dimensions 3 o in. x 7 in.

Weight:

Carbody and apparatus 20,500 lb.

Trucks and motors (2) 8,500 1b.

Total

29,000 lb.

The trail car bodies weigh 18,500 lb. each and are mounted on one- axle trucks of German manufacture as are the motor cars, which have two 50 h. p. motors per car. Both motor and trail cars are of the double-end .type and have three-quarter vestibuled platforms which are

Conditions Which Govern the Type of Car for City Service— Standard Motor Car of Moscow, Russia— Length Over Bumpers 34 ft. -The Total Weight With Two-Motor Equipment is 29.000 lb.

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101

Conditions Which Govern the Type of Car for City Service— Standard Trail Car of the Moscow Tramways, Electric Section— Mounted on One Axle Trucks

about 6 ft. 6 in. long. The front platform of the motor cars is re- served entirely for the use of the motorman and passengers are not allowed to utilize it for standing room. The seating arrangement, which is somewhat unusual, as will be noted from the accompanying plan, is largely the result of the comparative narrowness (7 ft. 1 in.) of the car body, but seats are provided for 26 persons and 9 passengers are allowed to stand on the rear platform.

All of the standard cars are the product of Russian car builders, four manufacturers having built 331 motor cars of the type shown in the engravings. The underframe of these cars is of steel construction, the side frames being channels 4% in. deep and reinforced with steel plates 13% in. deep by fV in. thick. There are two center and two intermediate sills which are 2% by lf\ tees.

There are ISO trail cars of the type shown in the engraving, the majority of which are the product of Russian car works. These cars have the same seating arrangement as the standard motor cars. There are also 66 trail cars with longitudinal seats and seating capacity for 30

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persons, but the cars with seating arrangement corresponding to that shown on a preceeding page has met with greater favor.

The guage of the Moscow tramways is 5 ft. and the radius of the sharpest curve is SO ft. There are a few grades 100 to 300 feet long which range from 5 to 8 per cent.

The number of passengers carried in the year 1908 was 94, 841,024.

For the facts embodied in the above article, we are indebted to M. Sheremetewsky, 25 Old Basamanow Street, Moscow.

ONE MAN PAY-AS-YOU-ENTER-CARS EQUIPMENT FOR OKLAHOMA

SIX Pay-As- You-Enter cars for one-man operation were recently delivered by the Danville Car Company for the rapidly grow- ing city of Muskogee, Oklahoma. The cars have standard Pay- As- You-Enter non-vestibuled platforms at both ends with folding gates at the steps on both sides. The rear platform gates are

One-Man Pay- As- You-Enter Cars— There is A Square Motorman's Cab On the Platform— Passengers Entering the Car Pass In Front of It and Drop Their Fares In A Fare Box

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closed and locked and passengers enter and leave by the front platform. In this respect the cars follow the scheme of operating the one-man Pay-As-You-Enter cars for Brunswick, Ga., which were described in Brill's Magazine for December, 1909. An unusual feature appears in the use of motor- man's cabs about three feet square which are located against the bulk- heads between the entrance and exit doors and which take the place of vesti- bules, Each cab has a folding side-en- trance door and a single drop sash at the front. Passengers boarding the cars must pass the motor- man and as they do so drop their fares in a fare box which is hung from the win- dow of the motor- man' scab. The type of fare box which is used for the Musko- gee cars is Brill No. 4A which is equally suitable for either tickets and coins or for both.

To prevent passengers boarding at the rear of the car the steps on both sides are protected by folding gates, as stated above, which are fitted with locks. To prevent confusion by passengers attempting to leave the car at the rear, a folding seat is provided which may be placed in position against the bulkhead and extending across both door- ways. This feature is shown in one of the accompanying engravings.

One-Man Pay-As- You-Enter Cars— The Platform At Both Ends of

the Cars Arc; Alike-The Use of the Rear Platform is Prohibited

by the Folding Gates Which Are Arranged to Lock

104 Brill Magazine

The cars have longitudinal seats and in general dimensions are standard 21-ft. closed single truck cars as follows: —

Length over end panels 21 ft. 0 in.

Length over platform crownpieces 32 ft. 0 in.

Length over each platform 5 ft. 6 in.

Length over bumpers 33 ft. 0 in.

Width at sill including panels 8 ft. 6| in.

Truck wheel base 8 ft. 0 in.

Track gauge 4 ft. 8^ in.

Wheel diameter .... 33 in.

The trucks, which are the Brill No. 21-E type, have pipe trussrod

supports at the ends to carry the extra weight due to the platforms of

One-Man Pay-As-You-Enter Cars— Interior Showing the Method of Preventing the Use of the Rear Platform and At the Same Time Increasing Seating Capacity

slightly increased length embodying the Pay-As-You-Enter arrange- ment.

The interior finish is ash with birds-eye maple veneer ceilings. The seats are upholstered in cane. Push buttons are provided on each side

Brill Magazine

105

post and the cars are equipped with electric heaters, eight per car. The windows are of the usual drop sash variety in two sections, the upper one of which is fixed. Pantasote curtains are used. Both the entrance and exit doors slide towards the center of the car, the pocket in the bulkhead back of the motorman's cab being deep enough to

Onf-Man Pay-As-You-Enter Cars-A11 Passengers Board and Alight At the Front of the Car-A Port- une MANarbfev^o]ding Seat Across the Rear Bulkhead Prevents the Use of the Rear Platform

permit both doors to be pushed into the pocket without interference. The arrangement of these doors and of the platform gates, folding seat and the platform railing, which is a more or less necessary feature of the Pay-As-You-Enter arrangement on all cars of the type, is indicated clearly by the accompanying plan.

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TRUCK BRAKE RIGGING ACCESSIBILITY

SOMETHING MORE ABOUT THE No. 27-M. C. B. TRUCK

THERE is no part of any truck which requires more careful maintenance than the brake rigging. Aside from the wheels and axles the brake rigging is more constantly in use than any other part of the truck and in view of this fact and the violent action which it receives when used, it is not surprising that repairs and adjustments are a frequent necessity. While the claim is made that the brake rigging of the Brill No. 27-M. C. B. truck is

Brake Rigging Accessibility— The Usual Type of M. C. B. Truck— The Truss Under the Tod Chord

of the Side Frame and the Extensions of the Transoms Occupy the Space Between

Equalizer Springs and Preclude Brake Repairs from the Side

simpler in design than that of any other truck of the M. C. B. type and accordingly that it is easier to repair and maintain, it is not claimed that it is any less subject to the ordinary effects of wear and tear than any other brake rigging of first class manufacture.

But in considering the circumstances of brake rigging maintenance requirements it may be worth while to examine the engravings on the accompanying pages and note the comparative accessibility of the brake rigging of the Brill No. 27-M. C. B. and the brake rigging of other types of M. C. B. trucks. In the ordinary design of M. C. B. truck

BrillMagazine 107

the space between the equalizing springs is almost entirely filled by the center truss for supporting the top member of the side frame, by the extensions of the transoms or by the castings which are sometimes used under the center truss. What little space there is between the equaliz- ing springs is so broken up by the position of the parts referred to, that the brake rigging is practically inaccessible from the side and the truck must in nearly every case be brought over a repair pit when re- pairs of any extent are necessary.

The Brill No. 27-M. C. B. truck on the other hand by reason of the design and the use of solid forged side frames has a large open space between the equalizing springs, and the brake shoes, brake hangers, brake rods and other parts are readily reached with whatever tools may

Brake Rigging Accessibility— The Brill No. 27-M. C. B. Truck— The Ample Working Space Between

the Equalizer Springs Makes it Possible to Renew or Adjust Brake Parts

Without Placing the Truck Over A Repair Pit

be necessary. The large amount of working room for repair purposes is clearly shown in the engraving. The other parts of the brake rigging are equally accessible. The construction it may be noted se- cures a material saving in weight.

The No. 27-M. C. B. truck has met with remarkable favor. In the period of 40 days from October 1 to December 10, 1909 orders were received from five roads for 82 No. 27-M. C. B. trucks of various sizes as reported in the December number of Brill Magazine. Since that date and prior to April 1, or in a period of slightly over three months, orders totaling 245 trucks have been received. Inasmuch as the truck has been on the market scarcely six months it bids fair to surpass the remarkable record of the No. 39-E for volume of sales.

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The following is the list of orders received between December 1 0 and April 1: —

Northern Ohio Traction & Light Company Central Kentucky Traction Company Benton Harbor & St. Joseph Ry. & Lt. Co

Allegheny Foundry Company

Central California Traction Co

Grand Junction & Grand River Valley Rv.

Public Service Railway

Martinez & Contra Costra County Ry. Evansville & Southern Indiana Traction Co. Norfolk & Southern Railway

12 No.	27-M.	C.	B.	2
4 No.	27-M.	C.	B.	3
4 No.	27-M.	c.	B.	2
1 No.	27-M.	c.	B.	2
16 No.	27-M.	c.	B.	2
8 No.	27-M.	c.	B.	2
90 No.	27-M.	c.	B.	1
6 No.	27-M.	c.	B.	1
2 No.	27-M.	c.	B.	1
2 No.	27-M.	c.	B.	2

Total 245

LARGE CITY CARS FOR CLEVELAND

PAY-ENTER TYPE

in

CLEVELAND has the longest cars in regular operation any city of the United States. Twenty-five cars recently delivered to the Cleveland Railway Company by the G. C. Kuhlman Car Company are 52 ft. over buffers. The exceptionally long platforms which are used limit the length of the car body to 36 ft. which, however, is very long for a city car and gives

Large City Cars for Cleveland— The Car Shown. Which is One of An Order of Twenty-five Built by the G. C Kuhlman Car Company, is 52 ft. Long Over Bumpers— The Seating Capacity is 54 Persons

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A O

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.EW

a seating capacity of 54 passengers. The cars were ordered several months ago when the property was in the hands of receivers and was operated as the Municipal Traction Company. During that time the first prepayment cars were placed in operation and the name "Pay- Enter" was applied to them and now by usage and by the terms of an ordinance by which the Cleveland Railway Company has regained con- trol of the city properties in Cleveland, the term "pay-enter" is used in that city to cover any "car provided with a fare box and so arranged as to effectively provide for the pre- payment of fares by passengers." Thus the term "pay-enter" covers both the cars de- scribed in the article which have the standard Pay - As -You - Enter arrangement and other types of prepayment cars, some of which have been created by rebuilding old equipment.

The twenty-five cars which have recently been delivered by the G. C. Kuhlman Car Company are the single-end type and are mounted on Brill No. 27-G1 trucks. The rear platform, which is 7 ft. 11 j4 in. long is vesti- buled except at the steps and has a large section available for smokers use as shown in the accompanying floor plan. The front plat- form, which is 7 ft. 2/4 in. long is fully vesti- buled and is separated from the car body only by a pipe railing and pipe stanchions which are used in lieu of the usual bulkhead. Provision is also made on the front platform for short longitudinal seats for passengers. One of these seats is removable so that a heater can be installed. A motorman's compartment of ample size with sliding door is provided on the front platform.

110 B rill M agaz i n e

The following is a tabular statement of the principal dimensions of the cars:

Length over buffers 52 ft. 0 in.

Length over front vestibule 7 ft. 2% in.

Length over rear vestibule 7 ft. 11% m-

Length over corner posts 36 ft. 0 in.

Width over fender rail (widest part) 8 ft. 6 in.

Width over posts 8 ft. 2 in.

Width over sills ... 8 ft. 1 in.

Height bottom of sill over roof 8 ft. 6 in.

Bolster centers 24 ft. 0 in.

The unusual width over posts makes it possible to use seats 38^ -in. long and still have an aisle 23-in. wide. The seats are upholstered in rattan and the interior finish of the cars is cherry which was treated as follows :

1. Prime with coat of boiled linseed oil

2. Coat of cornstarch filler

3. Coat of rubbing varnish

4. Rub with pulverized pumice and felt

5. Coat of rubbing varnish

6. Rub with pulverized pumice and felt

7. Coat of rubbing varnish

8. Rub with pulverized pumice oil and felt sufficient to take off gloss.

Thus it will be seen that all interior woodwork received three coats of varnish which were rubbed to a dull finish. All outside woodwork such as sash and doors which were exposed in addition had a coat of finishing varnish.

One of the features of the cars is the method of heating which is by forced circulation of hot air. Mention has already been made of the provision for a heater on the front platform. This heater is pro- vided with a motor driven fan which draws air through an opening in the car floor, forces the air in contact with the stove and expels it through a duct extending along the side of the car.

Owing to the length of the cars it is interesting to note that the bottom framing provides for continuous one-piece side sills of yellow pine without plate reinforcing. The end sills, needle beams and diag- onals are white oak, the end sills being reinforced with steel plates. The framing is braced diagonally and transversely and all corners are gussetted. The platforms are supported by outside knees of girder construction composed of sheet steel flanked by angles. The center

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Large City Cars for Cleveland— Interior View Showing: the Pipe Rail and Stanchions Whicl the Place of A Front Bulkhead— The Forced Circulation Hot Air Heater Shown in the Foreground is Located on the Front Platform

Take

knees are white oak reinforced with steel angles extending in a con- tinuous piece from the body bolster.

Each car is equipped with four 40 h. p. motors and weighs com- plete with trucks and all equipment about 49,000 lb.

BQDBDDDSDDB^

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SPECIAL EQUIPMENT FOR THE CHICAGO CITY RAILWAY

FUNERAL CARS

THE use of funeral cars on the electric railways of Chicago has reached the stage where the Chicago City Railway Company has found it advisable to add two more cars of that type to the equipment of the Calumet & South Chicago Railway. The new cars which were built by the G. C. Kuhlman Car Company are 43 ft. long over bumpers and have two compartments, one of which is for the casket and pallbearers and the other for the

Special Equipment for the Chicago City Railway— Interior of Pallbearers' Compartment— Tht Interior Finish of the Cars is Mahoganized Cherry

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Special Equipment for the Chicago City Railway— Funeral Cars for the Calumet & South Chicago

Lines— Mounted on Brill No. 27-F Trucks and Conforming- in General Features to

the Standard Equipment of the Chicago City Railway

passengers or mourners. In general outline the cars conform to the standard Chicago City Railway Car and they are of the double-end type. The passenger or mourner compartment occupies the space of four of the double windows which are a characteristic feature of the Chicago cars and the pallbearers' compartment has a single window with arch top on each side. It is this difference in the windows of a portion of the car that makes the principal difference in exterior appearance and outline as compared with the regular equipment.

The passenger or mourner compartment has 12 transverse seats and four stationary longitudinal seats and will seat 32 passengers. The

Special Equipment for the Chicago City Railway— Funeral Car With Casket Compartment

Opened— The Inside of the Lowered Door and the Floor of the Compartment is

Fitted With Rollers on Which the Casket is Placed

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Brill Magazine

interior finish of this and the pallbearers compartment is mahoganized cherry. The seats are upholstered in Spanish leather. The usual curtains are employed and in addition to the side windows, inside end and partition windows are fitted with black drapery curtains with taste- fully decorated lambrequins above.

One side of the pallbearers compartment has a longitudinal seat extending from the bulkhead to the partition ; the other side has a

Special Equipment for the Chicago City Railway— Interior of the Passenevr Compartment

Which Seats 32 Persons— The Seats are Upholstered in Spanish Leather

and Special Black Draperies Are Used At the Windows

casket compartment for holding the casket. The casket is placed in the compartment from the outside, a door being provided which opens downward and when open is supported horizontally by chains. The inside of the door and the floor of the compartment is fitted with rollers for the carriage on which the casket is placed. The casket compart- ment which is finished in white and gold is also accessible from the

BrillMagazine 115

inside of the car by means of a removable panel. The space above the casket in the pallbearers compartment is available for flowers, a light sheet brass covering and an ornamental rail being provided.

The underframe of the car is steel, 10-in. channels being employed for the side sills and reinforced with 3 by 2% by f-in. steel angles riv- eted with the 3-in. leg flush with the bottom of the channel, except the portion of the sill on the side of casket compartment. For the full length of the casket compartment door opening a 10-in. channel is used for the side sill reinforcing. The channel side sills which come directly below the window sash pockets have 3 by 1-in. slots cut be- tween the posts for the escape of waste which collects in the sash pockets.

The following are the principal dimensions of the cars:

Length over bumpers ....

Length over crownpieces

Length over end panels

Width over side sill angles

Width over guard rails

Height top of rail to top of trolley board 11 ft

The cars are equipped with removable storm sash on all the side windows and are provided with wire screen sections for use in summer. Each car is heated with seven truss plank and four panel electric heat- ers in the passengers compartment and four panel heaters in the pall- bearers compartment. The cars are lighted with frosted incandescent lights. Push buttons are provided on each window post, the draper- ies are readily removable and otherwise the cars could be adapted with little difficulty to other than funeral service.

43 ft.	1 in.
42 ft.	1 in.
32 ft.	1 in.
8 ft.	OX in.
8 ft.	6 in.
11 ft.	10 in.

116

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STRAIGHT-SIDE CLOSED CARS FOR NEW ENGLAND

NEW EQUIPMENT FOR THE CONNECTICUT VALLEY STREET RAILWAY

THE Connecticut Valley Street Railway Company added to its equipment a few months ago some cars of the type showTn in the accompanying engravings. The equipment, which was built by the Wason Manufacturing Company, has the following principal dimensions:

Length over corner posts 30 ft. 0 in.

Length over crown pieces 39 ft. 3% in.

Width over sills 8 ft. 3% in.

Height from under side of sill over trolley board 8 ft. 7% in.

Height inside from floor to ceiling 7 ft. 6% in.

Straight-Side Closed Cars for New England— The Cars Have Mahoeany Interior Finish and

Plush Upholstered Seats— The Bulkhead Entrance and Exit Doors Are

At Diagonally Opposite Corners of the Car

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Str\ight-Side Closed Cars for New ENGLAND-The Length Over All is 39 Feet— The Seating Capacity is 44 Persons-The Cars Were Built by the Wason Manufacturing Company

The cars are an excellent example of the straight side full vestibuled car with steam coach roof. They are the double-end type and have drop platforms which are 4 ft. 7%-in. long.

The seating arrangement and the platform arrangement, which are in this case closely related, are both somewhat unusual. The seating arrangement is necessarily altered from the usual standard arrangement with short longitudiual seats at the ends in order to provide for an easy access bulkhead doors. The position of the bulkhead doors at one side provides room for a diagonal platform partition extending from the center line of the car body at the bulkhead to the front of the vestibule and forming a motorman's cab. There is a folding exit door in the cab partition and at one end a hot water heater is installed in a corner of the motorman's cab.

Straight-Side Closed Cars for New England— The Location of the Bulkhead Doors is In Accord- ance With the Easy Access Arrangement

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The interior of the cars is finished in mahogany, and reversible seats, upholstered in plush are used. There are 16 of these which, with the diagonally opposite 6-ft. longitudinal seats, give each car a seating capacity of 40 persons.

The cars have steel underframes of which the principal members are 6-in. Z-bar side sills and 12-in. channel center sills. The end sills are also 6-in. Z-bars.

CARS FOR THE FRESNO TRACTION

COMPANY

CALIFORNIA COMBINATION TYPE

SOUTHERN CALIFORNIA'S climate is so mild throughout the year that at certain hours almost every day an open car is desired by passengers; but a closed car is almost an equal necessity after sundown. It is these conditions which have resulted in the development of a combination open and closed car which is in general use in California to the exclusion of most other parts of the country and which has accordingly become to be known

Cars for the Fresno Traction Company— Ten Cars of the Above Type Mounted on Brill No. 27-GE1 Trucks Have Recently Been Delivered by the American Car Company

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as a California type car. Ten cars of this type were included in a recent shipment of the American Car Company to the Fresno Traction Company.

The cars in question are 36 ft. long over all and have a center closed section which is J 1 ft. 4 in. long. The entire floor of the car,

Cars for the Fresno Traction Company— The Center Closed Section Will Seat 16 Passengers and the Two Open Sections At the Ends 12 Passengers Each— The Interior Finish is Mahogany

including platforms is at the same level and there are three steps placed next to the closed section leading from the car to the ground. The construction permits the use of continuous I-beam center sills 4-in. deep ( 10. 5 lb. ) and extending from bumper to bumper. There are also 5-in. (14.75 lb.) I-beam intermediate sills extending from bumper to bumper. The side sills are in three parts, one extending the length of the closed section and the other two extending from the steps. These sills are long leaf Southern pine 4^ by 5-in. plated on the outside with

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a 5 by %-in. steel plate extending the entire length of the car and bent to provide for the step recess. The crossings are white oak and are fitted with truss rods.

The closed section of the car has eight transverse seats which are upholstered in rattan. The windows are of the usual drop sash variety, two sash being employed between each post, and the upper one being fixed and the lower one arranged to drop into a wall pocket. The interior finish of the closed section is mahogany. Sliding doors 30-in. wide are provided in the bulkhead.

The open sections of the car have wood slat seats. The ends of the car are vestibuled, mahogany sash being employed, and the inside of the vestibule hood has mahogany finish. Diamond mesh wire screens with % in. channel frames are used between posts and are shaped concave to provide for the sweep of the posts.

The cars are mounted on Brill No. 27-GE1 trucks and have the following dimensions:

Length over all 36 ft. 0 in.

Length over dashers 34 ft. 6 in.

Length of closed section 11 ft. 4 in.

Width over lower step (extreme) 9 ft. 2 in.

Width over posts at belt rail 8 ft. 2 in.

Height of each step 12% in.

The cars weigh 26,400 lb. each complete with trucks, and without motors. The trucks weighed 5600 lb. each, or a total of 11,200 lb. and the carbody 11,200.

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MORE WASON EQUIPMENT FOR THE GUATEMALA RAILROAD

OBSERVATION CARS

IN addition to the equipment for the Guatemala Railroad which was described in Brill Magazine for February, the Wason Manu- facturing Company has shipped to the road during the past month three observation cars and a business car for the use of the general manager. The dimensions of the equipment are as follows:

Business Observation

car car

Length over platform end sills 39 ft. 6 in. 38 ft. 0 in.

Length of body over corner posts .... 37 ft. 2 in. 32 ft. 0 in.

Length of observation platform 9 ft. 8 in. 7 ft. 2 in.

Width over side sills 8 ft. (H in. 8 ft. (H in.

The underframing of both types of equipment corresponds to that of the equipment described in the February number of Brill Magazine, namely: two 7-in. channel side sills, two 7-in. I-beam center sills and two 6-in. I-beam intermediate sills, end sills reinforced with 6-in. I- beams and cross timbers of oak. The body bolsters are of wrought plates 8 by % in. and 8 by 1 in.

More Wason Equipment for the Guatemala Railroad— The Trucks are of All-Steel Construction The Side Bearings are Outside the Truck Frames Owing to the 3-foot Track Gauge

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More Wason Equipment for the Guatemala Railroad— One of Throe Chair Cars With Obser- vation Platform— The Length Over Platforms is Thirty-eight Feet

The cars are mounted on all-steel trucks built by the Wason Manufacturing Company and shown in an accompanying illustration. The trucks have steel pedestal castings which are tied together by a

More Wason Equipment for the Guatemala Railroad— Interior of Observation Chair Car Look- ing Toward the Observation Platform— Each Car Has 24 Chairs— The Interior Finish is Mahogany

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continuous forged upper chord and a one-piece tie bar. The upper chord has a truss which is carried above instead of below the bolster and from this truss and the top chord, the bolster spring seat is supported. The bolster ends extend beyond the truck frame suffici- ently to allow outside side bearings, the car bodies being 8 feet wide over sills and the track gauge only 3 ft. Triple elliptic bolster springs are used. The tr u c k wheel base is 5 ft. and the wheels are 26-in. in diameter and steel-tired. The brake rigging, which is outside hung, in- cludes all-metal brake-beams.

The interior of the observation cars is finished in mahog- any and has 24 wick- er chairs. At the end of the car without ob- servation platform there is a lavatory with a door opening from a passageway at one side of the car. Against the lavatory bulkhead in the main compart- ment of the car there is a leather covered lounge with leather covered pillow and head roll. The floor of the main compartment is suitably carpeted and a curtain of corresponding color is supported across the passageway to the lavatory. There is the usual equipment of water cooler, lamps, etc., and there is also a small buffet equipment with ice chest and cupboards. Four small mahogany tables are provided

More Wason Equipment for the Guatemala Railroad— The

Platform Railing is Iron With Brass Capping— The

Floor is Covered With Linoleum

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More Wason Equipment for the Guatemala Railroad— Interior of General Manager's Business Car— The Stationary Seats Make Up Into Lower Berths

which are arranged to hook into the side of the car at convenient dis- tances. The observation platform has an iron railing with brass

More Wason Equipment for the Guatfmala Railroad— Thirty-nine Foot Business Car With

Observation Platform at One End

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25

capping. The platform floor is covered with linoleum and is provided with trap doors over the steps.

The business car has an extra large observation platform and a compartment at the end with chairs and of the same general type as the observation cars. The car also has four fixed seats which are

More Wason Equipment for the Guatemala Railroad -Plan of Business Car

arranged to make up as lower berths, a lavatory, a well arranged and fairly large kitchen, and a folding cot berth and a lavatory for the porter. In the compartment with movable chair seats there is a writing table and a stenographer's table, the latter hinged to let down. The car has many conveniences, such as electric bells, thermometer, speed recorder, etc., and is finished in inlaid mahogany. The kitchen has a thoroughly insulated ice chest, copper-lined sink, cupboards for glass ware and china, table rack, shelves and oil stove.

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Published on the fifteenth of each month by the

Publicity Department of The J. G. Brill Company

In the interests of The J. G. Brill Company, American Car Company, John Stephenson Company, G. C. Kuhlman Car Company, Wason Man- ufacturing Company, Danville Car Company, Compagnie J. G. Brill.

tj^UNERAL CARS of the type de- *■ scribed on another page are only one of the many types of special equipment which electric railways can use as income producers. Other types such as ash and coal cars offer a means of reducing expense. Inas- much as the resourceful manager watches both income and expense with equal care, both classes of cars should be of interest to him, but not necessar- ily a wise investment. Unfortunately the various local legislative bodies which govern the destinies of electric railways have generally seen fit to re- strict to the carrying of passengers the services which the electric railways may perform, and consequently the possible instances are limited in which special equipment may be profitably acquired. On broad economic lines this is a mistake and rather the electric railways should be permitted in every possible way to render service to the general public. Fortunately there is

a growing appreciation of the wisdom of such license and doubtless it will continue to grow, being cultivated largely by increased costs in every direction and by the resulting demands of the electric railways that every pos- sible source of revenue be opened to them. We believe not only that city electric railways should be permitted to transport freight and express for themselves and others over their lines with certain restrictions, but that city electric railways should be employed for the transportation of mail wherever possible; that they should be given contracts covering street sprinkling and that generally as public service corpora- tions their services should be employed whenever it is possible to do so with mutual profit.

DAILWAY AGE GAZETTE

comments editorially in a recent number on the difficulties encountered by the young technical graduate whose thoughts at this time of year turn to- wards a job. After reiterating the well known fact that there is no escape from the severe competition in the lower strata for some years after grad- tion, but that there is plenty of room at the top, attention is called to the large number of technical graduates which are annually absorbed by the railways and to the opportunity which railway work offers. The reference is doubtless to the steam railways, for

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the number of technical graduates at present entering electric railway work is remarkably small. From the stand- point of absence of competition, the opportunity is accordingly greater and we are convinced that it is not the perspective that leads us to say that the opportunity in electric railway work is greater for other reasons. Our ap- preciation of the need for technical graduates in electric railway work and the equal realization of the need by the electric railway themselves, is evi- denced in our annual Brill Thesis Prize offer of $500, which has the support of the American Street & Interurban Railway Association.

TT is the small consumer, the small dealer, the small electric railway that supposedly always has to pay the highest prices, take what the big man gives him and thank his stars if he manages to survive. That has been the theory for a good while past, is still the belief of a great many and is doubtless largely true. But there is an old theory which has recently been brought forward with prominence and which has been proven to be a fact. It is that the small consumer can and does control the situation provided he cooperates with his fellow small con- sumers. In electric railway work this is just as surely the case as in farming, merchandising or in any other business and there are more than a few isola-

ted instances of a present tendency of electric railways to cooperate — the American Street & Interurban Railway Association is probably the most pro- minent. However, we refer more particularly to organized cooperation for actual operating purposes, such as for the purpose of obtaining expert engineering advice, standardization of equipment, wholesale purchases, etc. The Stone & Webster organization typifies organization of this sort among the larger electric railways and there are the Clark properties, the Interstate Railways and others, some of which, however, represent consolidation and excessive speculative capitalization of the future rather than cooperation. Cooperation which offers the best opportunity for the salvation of the small electric railways is yet in its infancy. It involves a community of interest by a number of roads of small track mileage in towns with a population of less than 50,000. Roads of this sort operate under conditions so nearly the same that standardization of equipment and consequently of purchases could be effected. A general superintendent of purchasers, a general superintendent of motive power, a chief engineer and an electrical engineer to have general supervision over the respective depart- ments of all the railways should be chosen and each should be a man of large caliber. The salaries of these men could be made sufficiently large to attract broad-gauged men of the highest ability who would displace the

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corresponding individual officials of the several cooperating roads and thus materially reduce the aggregate salary expense. In addition, men of this caliber would save their salaries an- nually by the application of economies in purchasing and operation, which are possible only through cooperation and organization. However, the sal- vation of the small road by this method is less probable than by the methods so frequently connected with high finance, but either the cooperation of the small roads or their consolidation for operating purposes is a foregone conclusion for economic reasons.

T TNTIL the small electric railways by cooperation or consolidation are able to obtain the services of ex- pert engineers and the advantage of wholesale purchases, their only course lies in the exercise of the most careful discretion and the use of the sources of advice which are open. Fortunately, the technical journals of the electric railway field offer a large fund of information about the work of the larger and better equipped roads which by interpretation and digestion form a guide of great value. The technical journals are also closely in touch with the smaller progressive roads and the accounts of their experience and work are undoubtedly invaluable to the offi- cials of railways of approximately the same size. The general information

to be obtained from publications is of wide extent. On special problems the proposition is different and we can not even attempt to suggest a general course of procedure. But on special problems connected with cars or trucks we believe we can be of service, for not only do we build more rolling stock than any other car builder, but there comes before us each year the car and truck problems of a majority of the electric railways of the country. We have an engineering department for the solution of these problems and the developments in car and truck construction, in which we are the ad- mitted leaders, are the result of the satisfactory disposition of a number of similar problems and seldom the result of an isolated experience. It is some- times said that we apply our extended experience for the benefit of the larger railways and that the smaller road must take what is given to him. The criti- cism is correct in that the larger roads receive the benefit first and rightly, for only thereby is it commer- cially possible for the smaller roads to receive the benefit. But it is unjust in that we strive to give as intelligent and careful service to the small roads as to the large and to adapt to the use of the small roads every improvement in rolling stock. An example of an economical adaption of the Pay-As- You-Enter idea for the use of small electric railways is found on another page of this issue in the description of the one-man Pay-As-You-Enter cars for Oklahoma.

The J. G. Brill Company

Main Office PHILADELPHIA, U. S. A.

Cable Address: "BRILL" Philadelphia.

London Office

110 CANNON STREET, E. C.

Cable Address: "AXLES," London.

AMERICAN CAR COMPANY G. C. KUHLMAN CAR COMPANY

St. Louis, Mo. Cleveland, Ohio

JOHN STEPHENSON COMPANY Elizabeth, N. J.

WASON MANUFACTURING CO. DANVILLE CAR COMPANY

Springfield, Mass. Danville, 111.

Compagnie J. G. Brill

14 Place de Laborde, Paris Cable Address : "BOGIBRIL,"

AGENCIES

Pacific Coast Australasia

PIERSON. ROEDING & CO. NOYES BROTHERS

409 Monadnock Building Melbourne, Sidney, Dunedin San Francisco Brisbane, Perth

Mexico

INTERNATIONAL MACHY & ENG. CO.

Mutual Building, Mexico, D. F.

Belgium and Holland Argentine and Uruguay

C. DUBBELMAN FEDERICO H. BAGGE 45 Rue de la Caserne 121 San Martin

Brussels Buenos* Aires

Natal, Transvaal and Orange River Colony

THOMAS BARLOW & SONS

Durban. Natal

Italy China

GIOVANNI CHECCHETTI SHEWAN TOMES & CO. Piazza Sicilia, 1 Hong Kong, Canton

Milan Shanghai

BRILL HALF-BALL BRAKE HANGER

(Patented)

The thoroughly practicability of the Brill Half-Ball Brake Hanger is indicated by its wide range of application. It is adaptable not only to any Brill truck from the No. 21-E Truck, shown above, to the No. 39-E Single Motor Truck with pony wheel, but also to the trucks of other manufacturers. Let us figure on your requirements.

THE J. G. BRILL COMPANY

PHILADELPHIA - - - PENNSYLVANIA

Vol. IV Z?7<5~ MAY, 19 10

t

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No. 5

BRILL

MAGAZINE

i rrrrrrrrrrrFrrrm i

BRILL I MAGAZINE 9 1910 BINDERS FOR BRILL MAGAZINE The binders for Brill Magazine are made in heavy boards and half cloth. Each issue as received can be inserted in the binder and at the end of the year you will have a substantial bound volume. If you neglected to make request for a binder in January, address the Publicity Department now. THE J. G. BRILL COMPANY PHILADELPHIA - - - PENNSYLVANIA

BRILL MAGAZINE

Vol. IV MAY, 19 10 No. 5

R. D. APPERSON

[WITH PORTRAIT INSERT]

RD. APPERSON, president of the Lynchburg Traction & Light Company and the Roanoke Railway & Electric Company, was born in 1863. He early evidenced an • inclination for the transportation business inherited from one of his fore-bears, Richard Apperson who built the first steam rail- way in Kentucky, by entering the employ of the Pullman Palace Car Company as office boy in 1875. In 1886 Mr. Apperson became con- nected with the Little Rock &, Citizens Street Railway Company, remaining with that company until 1890 when the property was sold. He then went to Staunton, Virginia, and in rive months under his direction an electric railway was built in the interests of some of his New York and Arkansas friends who, on its completion insisted on his tak- ing up the management of the property. While thus engaged he carried on a contracting business and later for the same interests built and operated an electric light and gas plant in Staunton and in order to keep himself fully occupied he and his friends purchased in 1899 and 1900 the Petersburg (Va. ) Gas & Light Company and the Lynchburg Gas Company. Two years later in 1901 they pur- chased the Lynchburg Electric Railway & Light Company and the Lynchburg & Riverton Street Railway Company and these properties and that of the gas company were consolidated as the Lynchburg Traction & Light Company, of which Mr. Apperson is now the president. In 1903 the Apperson interests purchased the Roanoke Railway & Electric Company and they have established that property on the same substantial basis as the Lynchburg properties. On January 1, 1910, the Roanoke Railway & Electric Company and the Lynchburg Traction & Light Company were acquired by the Ameri- can Railways Company, Mr. Apperson continuing as president and general manager of both of these properties and becoming a director of the American Railways.

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CONDITIONS WHICH GOVERN THE TYPE OF CAR FOR CITY SERVICE

WINNIPEG, MANITOBA

WINNIPEG will probably be the railroad and commercial center of Canada. Already the city lays claim to the largest single railway yard in the world and has three railways with a total of 1 1 lines of track entering it from various directions. In many respects its situation geographically and with relation to the great agricultural country of Canada resembles the situation of Chicago with relation to the United States.

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Conditions Which Govern the Type of Car for City Service— The Standard Single-end, Lon- gitudinal Seat, Closed Car of Winnipeg is 33 ft. Long and Seats 44 Passengers

Winnipeg has a population of 140,000 and there is a suburban population estimated at 24,000, all of which is served exclusively by the lines of the Winnipeg Electric Railway and two associated inter- urban electric railways. The latter two roads combined have 38.9 miles of track and the Winnipeg Electric Railway has 52.7 miles of track. In 1909 the gross receipts of the Winnipeg Electric Railway were $2,623,731 and 26,382,773 passengers were carried; there were 8,925,349 transfers.

* This is the seventeenth of a series of articles, commencing in the January 1909 number of Brill Magazine, which des- cribe in a general way the type of car in many of the largei cities of the world, with information indicating the conditions which have been the influencing factors in the adoption of the several types. The cities considered in previous articles have been in order of the appearance of the articles: Philadelphia, New York, Detroit, Chicago, Baltimore, London, Washing- ton, New Orleans, Boston, Denver, Atlanta, Portland, (Ore.) Norfolk, Lisbon, Portugal; Milan, Italy and Moscow, Russia.

B r il 1 M agazi n e 131

The company last year adopted for its standard car a 33-ft. 2-in. closed car body on Brill No. 27 GE1 trucks and built and equipped in its Saint Rouge shops during the year 30 cars of that type. During the present year 25 additional cars of the same type will be built and Brill No. 27-GE1 trucks for them are under construction. One of the standard cars which is shown in an accompanying engraving has the following dimensions and features:

Length over end panels 33 ft. 2 in.

Length over bumpers 45 ft. 5 in.

Length of front vestibule 4 ft. 6 in.

Length of rear platform ' . . 6 ft. 9 in.

Width over sills 8 ft. 3 in.

Seating capacity 44 persons

Weight - Car body (approximate) 22,000 lbs.

Trucks 13,140 lbs.

Motors and electrical equipment 12,750 lbs.

Air brakes and other equipment 1,900 lbs.

Total 49,790 lbs.

Trucks Brill No. 27-GE1

Motors 4 G. E. 40 h. p.

The length of the car body, 33 ft. 2 in., exceeds the average of city cars for the United States, but has been adopted because the traffic is of good volume and reasonably steady throughout the day and by the use of a larger car the wage expense per car is relatively low for the number of passengers handled. The feature of economical oper- ation by securing a reduction in the weight of the car equipment has not engaged the serious attention of the management because power is secured from an hydraulic generating plant of ample capacity for present and future needs. The consideration of weight expense has not been overlooked by any means, but in view of the fact that there are practically no heavy grades in Winnipeg, and in view of the low cost of current it is believed that heavier, more substantial and warmer car construction with resulting reduction in maintenance and deprecia- tion charge overbalance the saving in the cost of operation. Increased traction through increased weight which secures rapid acceleration from stop to full speed, it is believed secures a superior service which is appreciated by the public.

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Conditions Which Govern the Type of Car for City Service-TIic Winnipeg Electric Rail- way System has 52.7 Miles of Track and Serves a Population of 140.000— The Three Inter- urban Connecting Lines Serve 24,000 of Additional Population

The cars have longitudinal seats and a single sliding door in the center of the rear bulkhead. The rear platform is of such design that the car could readily be converted for Pay- As- You Enter operation. The interior finish is quartered oak and cherry and the exterior side sheathing is cherry with natural finish in oil and varnish. The car bodies as previously stated, were built in the shops of the Winnipeg Electric Railway Company. Such features as ventilation, heating and light- ing have been carefully considered from the standpoint of the public.

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CARS FOR THE ROCHESTER LINES OF THE NEW YORK STATE RAILWAYS

SINGLE-END PAY-AS-YOU-ENTER EQUIPMENT

AMONG the cars recently built and delivered by the G. C. Kuhlman Car Company is a lot of 25 cars of the Pay-As- You-Enter type for the Rochester lines of the New York State Railways. These are the first new prepayment cars for that system and in general appearance and design correspond to

Cars for the Rochester Lines of the New York State Railways— Tin- Equipment Combines the Pay-As-You-Enter and the Brill Patented Semi-Convertible Window Features

134 BrillMagazine

the previous standard equipment of the Rochester Railway Company. All of the cars are the single-end type with steam coach roof and have the Brill patented semi-convertible window system. The following is a tabular statement of the principal dimensions and features:

Length over all 44 ft. 7 in.

Length over platforms 43 ft. 5 in.

Length over corner posts 30 ft. 11 in.

Width over sills including panels 8 ft. 1 in.

Width over posts above belt rail 8 ft. 3 in.

Height inside of car from floor to ceiling 8 ft. 0 in.

Seating capacity 44 persons

Trucks— Type Brill No. 27-FE1

Gauge 4 ft. 8} in.

Wheel base 4 ft. 6 in.

Wheel diameter 3 3 in.

Wheel thread 2^in.

Wheel flange (depth) f in.

Motors— Type G. E. 219 Form A

Number 4 per car

Horsepower 40 each

Weight— Carbody (estimated) 20,000 lbs.

Hot water heater 800 lbs.

Airbrakes 1,500 lbs.

Motors and electrical equipment 13,070 lbs.

Trucks 14,410 lbs.

Total 49,780 lbs.

The underframing of the cars is, in one or two respects, somewhat unusual. The 4 by 7%-in. continuous yellow pine side sill on the devil-strip side of each car extends the full length of the car body and the length of the platforms to the vestibule corner posts and is rein- forced with a 1 b by %-in. steel plate. On the step entrance side of the car the sills are reinforced with 1 5 by %-in. steel plate the length of the car body over corner posts. Each sill plate is further reinforced with 8 by %-in. plate riveted to the bottom edge of the sill plate and extending from the inside of the end sill at each corner of the car to a point 3 ft. beyond the bolster. Each corner of the bottom frame is reinforced by having the end of the 8 by %-in. sill plate bent at right angles to the side sill plates and extending along and bolted to the end sill for a distance of 16 in. The corners of each car on the devil-step side has a steel pocket casting, riveted to the sill plate for supporting the end sill.

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The platforms are arranged for Pay-As-You-Enter operation, the rear bulkhead being provided with two single sliding doors, each with a 25-in. opening. The front bulkhead has a 27-in. sliding door. The exit section of the rear platform is enclosed at the step by a single swing door for the protection of the conductor in severe weather. There is a single sliding front platform exit door operating in unison

Cars for the Rochester Lines of the New York State Railways— The Sliding Door and

Folding Step at the Front Exit Operate in Unison and are Controlled by the Motorman —

The Car is Mounted on Temporary Trucks for Photographing

with a folding step which is controlled by a lever placed conveniently in front and to the right of the motorman. The platforms are sup- ported by outside knees made up of 8 by %-in. steel plates reinforced with 2V-2. by 8-in. oak timbers. The platform knee plates are bent to take care of the step projection and are riveted to the sill plate and the 8 by %-in. sill reinforcing-plate. The inside platform knees are white oak.

The inside finish of the cars is cherry with composition headlining xVin. thick. The seats are Brill Winner upholstered in rattan.

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PRIVATE CAR FOR THE ILLINOIS TRACTION SYSTEM

BUILT BY THE DANVILLE CAR COMPANY

THE handsome private car "Champaign" which has recently been delivered to the Illinois Traction System by the Dan- ville Car Company is 40 ft. 4 in. long over end sills and 52 ft. 6 in. long over bumpers. In the length of the car there is an observation platform, an observation or main sitting room, a sleeping section, a smoking room, a toilet room, kitchen, servants' sleeping section, re- frigerator, and hot water heater. The observation platform at the rear is 9 ft. long and occupies a portion of the space inside the end sill, the bulkhead being set back, leaving one window on the plat- form on each side of the can The plat- form is fitted with ornamental brass rail- ing with center and side gates and trap doors covering the step openings. The trap doors are fitted with brass moldings to receive heavy in- laid rubber conform-

incr to the nlatfnrm Private Car for the Illinois Traction System-TIic Brass nig lu mc pidliuim Railing and Gates Enclose An Observation Platform 9 ft. Deep

floor rnvprinrr and 8 ft- 10 in- Wide— The Flooring is Covered With

noor covering. lu,aid Rubbrr TlUne

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The door which opens on the observation platform from the large main or observation room of the car is placed at one side so that there is a window 4 ft. 6 in. wide in the rear bulkhead. The observation room and the car throughout is finished in solid mahogany and the ceilings are semi-empire, painted and decorated to harmonize with the interior finish.