CIHM ICIVIH Microfiche Collection de Series microfiches (l\/lonographs) (monographies) Canadian Institute for Historical Microreproducttons / Institut Canadian de microreproductions historiques rr^-iQQA I Technical and Bibliographic Notes / Notes techniques et bibliographiques The Institute has attempted to obtain the best ori^nal copy available for filming. Features of this copy which may be bibliographically unique, which may alter any of the images in the reproduction, jr which may significantly change the usual method of filming, are checked below. 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Les details de cet exemplaire qui sont peut-^tre uniques du point de vue bibliographique, qui peuvent modifier une image reproduite. ou qui peuvent exiger une modification dans la methode normale de filmage sont indiqufc ci-dessous. □ Coloured pages/ Pages de couleur □ Pages damaged/ Pages endommagees □ Pages restored and/or laminated/ Pages restaurees et/ou pellicultes Pages discoloured, stained or foxed/ Pages decolorees, tachetees ou piquees □ Pages detached/ Pages detach^ 0Showthrough/ Transparence □ Quality of print varies/ Qualite in^le de I'impression □ Continuous pagination/ Pagination continue Includes index(es)/ Comprend un (des) index Title on header taken from:/ Le titre de I'en-tfite provient: □ Title page of issue Page de titre de la I J Caption of issue/ livraison Titre de depart de la livraison □ Masthead/ Generique (periodiques) de la livraison This item is filmed at the reduction ratio checked below/ Ce document est f ilme au taux de rMuction indiqui ci-dessous. ^Ox 14X 18X The copy filmed here has been reproduced thanks to the generosity of: University of iVIanitoba Winnipeg L'exi gini 7he Images appearing here are the best quality possible considering the condition and legibility of the original copy and In keeping with the filming contract specifications. LesI plus de li conf film: Original copies in printed paper covers are filmed beginning with the front cover and ending on the last page with a printed or illustrated Impres- sion, or the back cover when appropriate. All other original copies are filmed beginning on the first page with a printed or illustrated Impres- sion, and ending on the last page with a printed or illustrated impression. Les papi par I derr d'im plat, orlgi prer d'im lad( emp The last recorded frame on each microfiche shall contain the symbol —►(meaning "CON- TINUED "), or the symbol y (meaning "END"), whichever applies. Un« derr cas: sym Maps, plates, charts, etc.. may be filmed at different reduction ratios. Those too large to be entirely included In one exposure are filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames as required. The following diagrams Illustrate the method: Les film Lorfl repr del etd d'Inr illus 1 2 3 1 2 4 5 uced thanks L'examplaire film6 fut reproduit grdce d la gindrositd da: University of Manitoba Winnipeg Bt quality i legibility th the Las images suivantes ont 6x6 reproduitas avec le plus grand soin. compta tenu da la condition et de la nettetd da rexemplaire film6, et en conformity avec las conditions du contrat de film^^ge. B are filmed ding on ted impres- iate. All ling on the impres- 1 a printed Las axempiairas originaux dont la couverture en papier est imprimie sont filmis en commenpant par la premier plat et en terminant soit par la darniire page qui comporte une empreinte d'impression ou d'illustration, soit par le second plat, salon le cas. Tous las autres axempiairas originaux sont filmte en commen^ant par la premiere page qui comporte une empreinte d'impression ou d'illustration et en terminant par ia dernidre page qui comporte une telle empreinte. ofiche ig "CON- "END"). Un des symboles suivants apparaitra sur la darnidre image de cheque microfiche, selon le cas: le symbole — »> signifie "A SUIVRE ", le symbole V signifie "FIN". ned at arge to be filmed Br, left to nes as trate the Les cartes, planches, tableaux, etc., peuvent Atre filmte A des taux de reduction diffirents. Lorsque le document est trop grand pour dtre reproduit en un seul clich6, il est fiimd d partir de Tangle supdrieur geuche, de gauche h droite, et de haut en bas, en prenant le nombre d'images nicesseire. Les diagrammes suivants illustrent la mithode. 1 2 3 4 5 6 MICROCOPY RESOLUTION TEST CHART (ANSI and iSO TEST CHART No, 2) lii '125 i 1.4 2.0 1.8 1.6 ^ ^PLIED IN/HGE I65i EosI Moin Street Rochester Ne» York U609 USA (716) 462 - OJOO - Phone (716) 268 - 5989 -Fox storage Battery and Overhead Wire Systems OF Electric Streel Railways FOR THi; CITY OF WINNIPEG, BY H. N. RLTTAN. M. Inst. C. E., M. Can. Soc. C. E.. CITY KNGLN'KIJR. PRINTED BY ORDER OF THE COUNCIL, WINNiPEG : The Stovei. Company, Printers. 1891. Storagi Elei Cll H. N. PRIN ». ■ ii .;u,>a» J- ^^ ON Storage Battery and Overhead Wire Sjste stems OK Hecfric Street Railways I- OR riiH CITY OF WINNIPEG, BY H- N. RUTTAN. M. I„st. C. E., M. Can. Soc. C. E., Cn-Y KNGINKKR. PRINTED BY ORDER OF THE COUNCIL WINNIPEG : Thk Stovei. Company, Prixt^rs. 1«91. •! i JIh \\ re])ort c The during Washin Montreii My ( trolly " would pj State mainterii do not pi or set of intended The qnes one whicj or conipa pend as n of the stn ditions, pc Some i hrga and of the buf places. My tha several cit panios, froi |f^E*k<"*M Ul^ OiTY Enoineer's Office, WiNNim,, Man, 4th July, isgi Wa.ln„gt„„, l..,n„!:™i,:::;ii'*'- ™" '- "'.i.- > l-'or iiiiiwvod «treot« a T mil 4 i,,.,!. i ■ , 7 ">.. „..,. var,,, ,„i„ „„ :„, ;, ':, '!'■>» "I'-' »l)ovi.,„i,l, l„„si|, ,,,. «,,i„«„i ,, • -. "1 "'""■^•''' "» "Wc of rail, a,„i ..|,„ulor,, '" "'"'""' '° '»" »"'• '""-" -trip 3x4 -Ih! :;;;,;': ;;::°;;;!'f^ »;"' -..gi. paved. ^ '^ ''^^' ""' ^^■^'«" «trootH are '^.~:;rraCi;:i;':j-''^^^ "I.OVO ti,o «,, I,, ,.,,„i,,„ .„ik„, ,„' ;;,;.";. '; ■'"" "■ "■-" «h<.m 'overage „„ ,|./„,,„ >l2^ 'iZ:^'^';'"'' 'T "'"" well a« t„ „,ai„tai„, o„ L 1 t ' ^. m "T""' '" ^">' "" ..^-w.i.. ;,„,,-- -o^,^-.W ■ wheel «„,„.;;,;:;';;:,; ;: :,r;;fr':r'"""« °" *« '■•■iP!™. o,. breaking t,r„,, 1 a n'^\ If ;.:rr''''™ oevere, partieularly „„ ourvc, „„d it, ' , " """''' «-vo» are ,.„, ea»i,, eloare/^ft a:;.::;:' "'"""'" '"^ ~a.Ha,,w.e,M„i™a:r::;:::';:;:-;: r'l rtfi 6 BtJuuQUE Street Eailway. The Dubuque Street Riilway ()o., of wliioh Mr. J. A. Rhomberg in president, pljiced a trial ear of the Electro Bynumic Co., (known us the " Edco," from the initial letters of itH name), on their line in August, 1890. Mr. Rhomberg was so satisfied with the working of the trial car that he has concluded an arrangement with the Edco Co. to equip his line with storage battery cars. At the date of my visit to Dubuque, 25th May, 1891, four of the new (vars wore in operation, and others were being got ready. It is expected that 15 cars will be in operation this fall. Moth the railway company and the public appear to l>e satisfted with the operation of the storage battery system. The heaviest grade on (he line is about four (4) per cent. The loadeci cars experience no diiHculty in sur- mounting it. The cars run smoothly and make no more noise than an ordinary vehicle on a paved street. The freedom from noise is, of course, due to the form of motor used. The Dubuque Installation may be considered one of the most perfect storage street railway systems now in use, an extended description of the details of the system may, therefore, be of interest. The cars are It feet in length, and seat comfortably 22 people. They are fitted with two 15 H. P. motors each. The storage battery equipment for each car consists of two sets of 80 cells, one of which is being charged while the other is in use on the car. Each set of batteries is carried in two iron boxes or trays, containing 40 cells each, which are placed under the car seats. The batteries which are being charged are placed on a platform, level with the car floor. A travelling truck is used in transferring the battery trays between the platform and the cars. " The battery trays arc provided with lacks which are worked by pin man h; 1600 i changi less tin All in cars Pho Two of truck. Elec capacity Storj Weight < of 180 ai Battc cars run Reeoi Aver Aven Avert eells, two As a ] two volts down to per cent. ^ as a marg: The ra Two I for about Street Rail A eonti Co. to supf fuctured by truck. ^ ''''''^" "^ PO«^t'o» on the P ty , Ji. M. F. 250 volts, intended to run six cars, storage battery: 2 sets of 80 cells o^nh wo,>ht of cells each, 40 lbs., cells said 1 b ' ^"" "''''' of 180 ampere hours ° ^^^^ ^ ^^P^^^^^^ earstuX.nr'^"^^'^ ^"^^ ^^^^^^ ^^-^^' "' ^^^'^ tin. Record of running four cars on 2-,... May 1891 • Average E. M. F. of batteries coming inf 160 volts Average E. M. F. of batteries going out 175 vots eeiMrLr "''^" " ^^-- ojhba'tteryr;::,Hey . As a rule E. M. F. is not allowed to go below 160 volf« per cent. ofLlta^^^^J^^ ''^} ^^o"t 50 as a margin of safety. ^ ^ ' ^^""'"^ ^^^ '^'^'^^^ The rails used for the line are about 52 lb. girder rails. Washinoton. Street Hallway Co. Washnigton A contract has been made with thn* Pi^ * T^ Co. to supply Hix more .n.« IJ . *^ ^'^f ^^^'"^""^ factured by the J G JJrilTr.vn " ""^ ^'"^^''^ "^anu- J J. U. iir.ll Car Company, Philadelphia. ! ill :' I I I -i -II |i l| i . B , : ;j! '8 It is stated that there is a guarantee for three years tliat the operation of these cars will not exceed, in cost, that of the overhead system in the same place. A failure of tlie batteries took place once, about five weeks after the first cars were placed on the line. The Edco Co. claim that the failure was due to accident or nnproper usage. Xo trouble has been experienced since, though the arrangements for charging and changing the 'batteries are imperfect. The charging is done from the wires of the overhead system, using a resistance to get the required E. M. F. The batteries are changed at the sides of the car. The new equipment is to be simitar, with the exception of the size of the cars, to that described for I)ubu(|ue. Mr. C. O. Mailloux, consulting engineer of 82 Liberty St., Xew York, states that ia plant to cost $500,000 has been ai'ranged for and is now being installed by him for another Washington company. In Washington both the overhead and storage systems are used by the same Co., the storage being used^on certain streets where overliead wires liave been prohibited. PlIILADELPJIIA. The Street railways in this city are operated by cable or ammal power. Up to the present time the city authorities have refused to permit the erection of the overhead system. New York. The Julian storage battery cars which wore run for some time on Fourth Avenue, New York, were taken ofl' on account of a lawsuit and injunction obtained by the Electro-Dynamic Co. for an alleged infringement of the Faure patents, lield by the latter company, on storage batteries. It was learned that the cars referred to were exhil)ition cars, used for the purpose of advertising the system, and were run at a great disadvantage, being obliged horse a unavoidi Ther Yoi-k at Thee End Stn overhead This to electri typical st; modernize iiJ crease ii and of its traffic, and unfavorabl guarantees is much suj liejiortg electric sysl several peo] tTpon 0) tlie officials that no (lea that those i and such lik system of ra The folio to Mr. Arth national Elei civic author! 1 I^EAR 8lli system as use End Street Ii 9 h-f i:: :,;:, zi: r:; tit ""■ i""^«- "^^ unavoidahio in the locaHty ^" "'"' ""PP^gM voraT;::,:: *"'* ■'■""" ">».»•■ -^^ «-> - .^ow Boston. ^ En/atrir^^-^, '" ''"r '"'■'»' "f"- ^ overhead sj.,te„ ' ' '" "'" "'" Th„,™„„-U„„,t„„ .o™:H:ur:VLf:Xvr '"?.'-■» >="- tjpioal Htreet railway of thll T^ • °^ "'"■"■«»' '« « .".odcr„i.od ; tho woLorfirii, ft,,;:' ';;"-■» '■*■ '-»« ■"«-en»o in traffic rcsalti,,.. from 1 1 "' "' "'■"'" fafflc, and to co ,ti„„e ,„ " 'T""'""'" '"' «'"«»« -n'avorabio weather a,! J^ :' r"™''"- "-",« guarantees that both i„ .J, ""<>", ^'o'™», are enflidont ■■» ™ueh ,„porior *: anlLrS;""' """"""^ "'-'™>'^ -::^■:;l"t,:r:t;;;:rct:^^""-'- .he omeia,» o'f tL'z™ ,x::::;t'' -r "■■'■^'^' -'^ that no deaths had resulted ( . , ' " "'"' '™''"«I that those referred rj „^ :;,:'";-,f-*'-'^ hut «.d Bueh like aecidents whlh e |i n °"'"""'' ■■"" "«« system of rapid transit. ' '° °"""- "'i"' ""y to ".::r\^'tr:^';;:«"'-'"'-^ont of Street, national Kleetrie Oo t' l. ..tom"""""' '■"■'^- CIVIC authoritioH : *^ ^^''^ opunou of the s ! 1 :f ■ 1 ( 10 public. Its advantages over the use of horses are, first, greater speed, possibly attended with a slight increase in the element of danger to pedestrians and vehicles ; second, greater cleanliness, due to the entire absence of horses and their droppings. From my observations of its working thus far, I think it has come to stay, and the travelling public would not consent to a return of the old system. Very truly yours, (Signed) J. Edwin Jones, Superintendent of Streets. The following table shows the number of cars and mileage of the West End railway for the dates given : Motor Cars including Towed Cars. Date. No. of Motor Cars. Mileage. Feb., 1889. t 9 15,186 March, " 9 36,088 April, " 8 36,829 May, 9 39,331 June, " 9 38,338 July, " 10 69,238 August, " 13 74,550 Sept., " 31 123,040 Oct., " 31 104,328 Nov., " 38 139,314 Dec, " 68 199,551 Jany., 1890. 84 217,021 Feb., 130 247,679 March, " 130 254,492 April, " 130 272,914 May, " 201 331,733 June, " 255 351,906 July, " 270 389,695 August, " 308 384,749 Sept., " 312 418,414 Oct., " 288 407,462 Nov., " 287 404,028 At the In r tinue op On 1 fall of a papers o: iu which storm. The Y the Thon "Ith St. Uy. c on the sp] scrapers, c "This had since I am tolc system wai itself. '• There electric syf through th As shov Railway Co March 3rd, tired for el< flay, only tv at six o'cloc J>ec., 1890. Jany., 1891. Feb., « At the present time, over 11 282 282 282 300 402,^04 386,598 363,315 Snow. In reference to the ability of electnV r.„?i t"."o operations during heavyiow ^1 ''''^ '^ ^"'- On the 2nd M-i-nh i„„<. fail of al,o„t ,8 i„ Q "e^^^nryr' "■;"■ """ papers of that dato l,p.,r ° " "'" '" ^<""o>'- The news- -««.ewjr.rtTct:s-^^^^^^^^^ on the .r,„„,„a po?fo™:r: -I :e" t "r-"'" -are., during the .,„w ,to™ of Mar h^Th' "'"™ """' Phis was hy far the heaviest fall „f had since we have ,„ed eloctridtrl , """'' "" '"""> I am told, the heaviest ?„rt"l 7 ™ -""' """'' system was operated withou" a hile,? tfT . "'° '''■°''= itself. " ""oh ' 'his tact speaks for e.ee;n?':;stt,r:et?:lir'' ^"11 »"«™"' power, the through L wo^ti:: sr:fs r: zr.™""-'-"^ Bai.wa;"c„C;,":;'::^ -P;- o.- .he ^e.; K„d street March 8rd, after 20 hoi V ' """' "' "'" "'"'o*. on tired for electrical t'ro^ o M^r^ tl"' "^" '^ ci„ck . and orMrch'^h',':;':;":? " "°-^'- i 12 Value of Street Railway Francihses. The following is a synopsis of the conditions upon whu;h the City of Toronto received tenders for the purchase and operation of tlieir street railway system : It will be remembered that the city took over the system from the company wlio had been operating it, payiug the company an amount fixed by arbitration, viz • $1,453,788. The party whose tender is accepted must take over all the property acquired by the city from the Toronto St. Ry. Co., at the amount of the award of the arbitrators. The purchaser shall not charge the undertaking with bonds or debentures for a longer period tlian the term of the contract. At the termination of the contract the city may take over the real and personal property necessary to be used in working the said railways, price to be fixed by arbitra- tion. The city will construct, reconstruct and maintain in repair, the street railway portion of the roadways, viz. • For double track, 16 ft. 6 in., and for single track, 8 ft. 3 in., on all streets travei'sed by the railway system, but not the tracks and substructure required for the said railway. The purchaser shall pay the city the sum of 1800 per annum, per mile of single track (not bicluding turnouts) and shall also pay the city per montli, on the first Monday of each month,.... per cent, of the gross receipts from passenger fares, freight, etc., and other sources of revenue obtained by operating the said railway. The purchaser shall maintain all tracks to the satisfac- tion of the city engineer, and shall renew or replace the same as circumstances may re(|uire and as the city engineer may direct. In case of repavement of a street, tracks are to be removed and relaid in accordance with best modern practice. When auy exii electricit i» conjm herein de Genei for repair The I down no.\ service in mended b Provis; iiinnicijiali 111 case the privilej any other j l*rovisi( for city pni Privilejs Pi'ovisic when it exc Electric sjf'tem, app the council, Provisioi I'rovisioi engineer. N'o empl 10 hours pel no adult shal Rights rt ways, and rai The folio have been rec 13 i" <0,>j„„c.M.,„ tl,Lw ,1, ^,' , »'<"•"»"«"' l»ve„,c.„t heroin defined. ' '"" "'» "■■•«='^- """wance, a, for"/;'^'""' - '" ™'-a.i,„ ™adW.a.o„„„ .Wnt:tra:",::^3^- - o,.,,,.,, a... ,a, "orvicc i„ „„„,, ,t„^,t, ^ ™' " '''" "■»<■* an.I «tr„et oar "-.dod 1,,. tho city oli ,7.'" ''•°"> '™° '" »«"■ rcoom. ':-i,i„n, a» i^'r,™ rrte"' '":»"'"'"■ I" ouse ,,„rcl,a8or f-Lil. , '"oS""* provision,,, the priviloge ..H ^ ' d „. : I" ? 7"' ■'"" '"'»" "« "'"-• I'roviaions onal.lint' oit\- t., (.,]. for city pnr,.o8os. ' " "P "'"' ™1'1»"« f^k PriviloRo J,oroI,y R,anto,l, sul.joct to ,11 „ • .• Rovi.i„n, „, to rornova, Lf , ^^ ^.i" ";f' "« "«'■'»• wlion It oxcoods e inolMs in ,1,.,>,1 , *'■""' '""*". Klootric or othor "V Si 'Ir' T ""''°" °''"-^- the counoii, .hdi b/i„ r .Ci^Sr" """ "°'"'™"' '■>■ o„,-„:r""'" -^ '° *-»*™ - ^ .a«S.ry to oity .0 .t.:;!::^;;:';::;. ';:«'x"- - ->< -» t„a„ wa..tn,, iiC:--^^^^^^^^^^^^ have":S :'""" '""'^^ *° --«> offers whiC, 14 M C I£ c M TJ C m c 3 «* o ■O It ** •> s S ID w<^ * ^ *• .So. c I m « a o c >« M 15 S p. r en -a ■a a a e {2 3 o J5 O i) V G •a s W o t; s s ♦ OT CD £ « o 5 i J I s § .So. ;s.i^ •■ • ^t) ; .' iT -S to • ;■§ ■■ " ">a : ■ 0, , 1800 p deductin reduced :«^" '^^H •■ : d FH CO 4) (U • > ■z ; le Schedule "A" gives the gross aniouiits which tlie city would receive under the several tenders. Schedule "M" gives the net amount which the city would receive after providing for the maintenance of the pavement. Though it is understood that tliero are some places in the IFnited States wlu-re the street railways are required to pay to the city annually a siruill percentage of their gross earnings, this is not the case in any of the places visited by the undersigned, nor has he, at this date, been able to obtain any definite information in reference to such payments. There can be no doubt that Htrc(-t railway systems in the large towns, when properly managed, 'are paying enterprises. The opinion is now held" very generally that enterprises such as street railways, water works, public lighting, etc., which, from their nature, are monopolies, and in which there cannot be general public competition, should be managed by the municipal authorities for the benefit of the general public. The public may receive the benefit either from reduced rates or by applying profits to the reduction of the general taxation. When the public take the whole risk of such an enter- prise and supply the capital to work it, it is right that they should receive the full benefit to be derived from it. On the other hand, if it is decided that it "is not advisable to enter into such undertakings as j.ublic enterprises, but rather to allow them to be taken up by private companies, then, in dealing with such companies, the fact that they assume all risk and supply the necessary capital should secure for them liberal treatment at the hands of the municipal corporations. The Toronto franchise is, no doubt, one of the most valuable in Canada, and the competition of companies who propose to take it over, on the terms fixed by the city, has been very keen ; notwithstanding the, great value of the franchii the nel several In C overheai agrees ti double consider the strec Tlie companv portion o able for t In Su pavement is used, ii of the cos COMPAHISC The f systems hf 15 to 40 ci operating i (1) Cost— By refc that the c( same amou system is t several rea necessary fc (2) Maintei} Mainten at 40 per cei will be gua 17 conHiclerationofvvhichthe corn " '"'^''^ "'"'■'^' '" the strootH u„.l l.riC ^-l-'"'^^"- agrees to n.untaiu The urntMgc.niont in Winnipeg, nn8tem 18 the same as that for the overhe-nl thnnM / several reasons, it is prob-iblo t)L7 ' ^ ' ""' r. , I'Jonaoie that less power will ha necessary for the storage system. ''^ (2) Mainte7\ancc — Maintenance of tlie stnm.rr. K..++ • i ..<- 11 be guaranteed by two e„,npa„ie;, though two othi 18 • rnpanie. wi)l guurantoo tho maintenance not to «xceed > or 16 per cent Th».' ImjIhh and wires .u.upy tl,e san.o relative noHiticn m the overhead synten, m H.e batterieH i.i the Ht.^ra-.e Byeteiu When an overiu-ud .y.tem h once HuhHtantialh erected, tlu 'ost ofn.aintonan. o nhpiild not exceed 10 pe'r cent per annum, and for the first few years nhould bo much IcHs than that. (3) Operation — Taking tho average electrical horse jiower at 10 IF P per car, and the maximum at 20 If. 1'. per cur, on a 15 car road the total average ^z 150 II. P., and the total max- imum 300 ir. p. % observations taken for tho purpose, it has been lound that the stopping, st^irtir.g a..d changing speed of the cars makes tho engine load vary rapidly between the innnmum and maximum required. Where the cars are connected directly with the central power, as in the overhead system, \n the case stated above the engmo load nu.y vary in u f,w moments time from 50 to 100 ir. 1 ., m addition to the strain upon the machir.ery and the consequent increased cost for maintenance this condition requires that the engines be capable of takiuL^ up their maximum load at a moments notice, and this means that the steam pressure must be kept at or near the maximum, or in other words, the coal consumption must be always at its maximum. On the other hand, the starage cars are independent units, each carrying its quantity of power for a fixed time and using ,t at tho minimum or maximum rate as occasion requires. The engines at the central station are, therofbre, nm nt a constant rate, which rnt(. is the average a-d -h- f-s,e maximum necessary to move the cars on the hn.- P\a^,,e the electrical efficiency of the storage battery at 80 per cent, and of tlie overhead wire at 90 per cent, the follow- ing sta at the I A veraii cai Maximi ovt Loss in whi ma: Total E. The posing tl to be the In tl giving th always d( not mucl move the Placin H. P. per to run r engine cr show a s£ per day. In tak overhead a cars will n( for instaiu have any o It has I the cost of the same, sj The cos 10 per cent differo?ice h ho $20.54. 19 iiig Hfutcinont ^^ ill show tho .lifl' .^ at tho central Ht.tion "'' "" ^"^^'' '•^l'"'-^'^ Avera^jro electrical H. I». ro,,ui,.^,,j ,,f '^"'"**^*'' "v^^'ea*!. car jiiotorH Maxin.un. in Htorago" J.nitJry Vtn.l '^^ ^^^ ovorhcud wiic. L088 in batteries an'.l overhea.l wi res ' ^^ ^^^ when engines arc working at nufviidum . Total E. 11. Rreci^n^Jd;; ,f!f 33 In this Htateniout all the cars nn i *i, giving the same constanf ..fK ""^^ "^'*^'«« "r« always done, To EI f """'' '" ^""^'*'^« *'- >"« "ot "ot much, t Iny Iveth ""'^ '""'^"' ^"'^« '-"^ move the ^ars. ^' ^^"''"^^ P«^^'«r ''^luired to Placing the maxinmm E H P of ir • ^ , H. I-. per car for the ov„rl,o«l 1 „; " '" "'' °*^^" ^ to nm 17 hours ner ,C " ■*? r''°PP°'''"« '''» ««" for instonco ,vhe„ „ numbe o thf ""^^ "^■"'™'' ^av^a,,, other he., .or^": ;„' Z^.^IT'"'- " .he tr„ :r:' ;xr : r -'t " "■"™°' ---^ the ..„e, »a, 12^000 eaeh " °™""-'°'' "'^'•'» '" "l-™' .t™.! 20 I» tlie case of tlie storage battery, the extra weight carried by the cars, from 1| to 2 tons each, should also bo taken into consideration. A road, not too long, with a very heavy traffic affords tlie best opportunity for e(;-onomic\llly working the over- head system ; and a straggling road, with a comparatively liglit traffic, affords the most favorable conditions for the storage system. Winnipeg, at present, more nearly approaches the latter condition. From the point of view of tlie street i-ailway companies there does not appear to be much to choose between the two systems, the difference at present being in tavorof the overhead system. • From the standpoint of the public, the storage system is to be preferred on account of poles and wires not being required in the street. While it is not expected that any great inconvenience would be experienced from properly erected poles and wires, their absence is undoubtedly sufficient to turn the scale in favor of the storage system. It should be remembered that the overhead system has probably reached its maximum efficiency while the storage system, though so nearly approaching the overhead system, has not by any means done so. It. N. RUTTAN, City Engineer. Wi •QC ■♦J CO w - 3 O 'C (S > O) c M a E o O 00 iv.:;^ I—' ^ ^\ 0) a O w o O 0) ,,> (0 \ C1.3 !d , « £ >- ^ k j r! (LI *-" O — . (h « 3 11 u 7 21 22 Comparative Cost of Construction, Electric Overhead AND Storage Systems for Ten Miles Track and Fifteen Cars. Overliead. Storage 16 Cars complete witli Motors and Batteries $75,000 $99,000 Power Plant 10,000 10,000 Electric Plant 8,000 8,000 Overhead System 25,000 Shifting Apparatus 2 000 Buildings, Land, etc 12,000 12,000 10 miles Track 70,000 70,000 $200,000 $201,000 Boston Compai Constri Dubuqi Franchi Julian S Kind of New Yo Operatic Overhea< Wekjht per IIorse-Power-IIour of Various Secondary Batteries, by Mr. D. Fitz-Gerald. Name of Battery. lbs. Authority. Planto 396 Reynier. Faure | 8? f.^^^-f- ^, I 165 Sir W. Thompson. Faure, Old Model 198 1 ,, " New Model 134 | ^^eynier. 133 Prospectus. E. P. S. L. Plates 110 Reckengaun. " S. " 135 Fitz-Gerald. ^y"'^' {ri'tr •^'■* K- Taurine, Litlianode Battery, Old Form. . 34.5 Fitz-Gerald. 'Union' Cell 31.5 G. Forbes. Snow on Storage ^ Track . . . Toronto ^ Washingt West End Weight Si op INDEX. Boston ^2:x'i^^'^^^^^ ^ construction, Comparative Cost of ^^ Dubuyue Street Railway-Storage ^^ J^ranehiees, Value of .. 6 Toronto... 12 Ottawa " 12 Julian System, New York ^7 Kind of Tracks Recommended • » Snow^nElelicSS;:^"^^^^^^^-^^--^^ 1^ &. 'r.": ''.'™^"^^^" '"^'*''^' ^"-j-j" .* .' .' .' : : : ; II Toronto Street Railway', T^nde;; fo; / Waslungton Street Ruilway-Stora^^ ^^ West End Street Railway, BostoT^:; .' .' .' ! ,^ Weight Storage Batteries ^^^« -'^ ^"eage .' .' ." i : i : : ,1 22