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A
PRACTICAL TREATISE
ON
STREET OR HORSE-POWER RAILWAYS:
THEIR
iotation0   Qonstruttion anu laagjmcni;
WITH
GENERAL PLANS AND RULES
FOR THEIR
ORGANIZATION AND OPERATION;
TOGETHER WITH
EXAMINATIONS AS TO THEIR COMPARATIVE ADVANTAGES OVER THIE
OM1NIBUS SYSTEM;
AND
INQUIRIES AS TO THEIR VALUE FOR INVESTMENT;
INCLUDING COPIES OF
MUNICIPAL ORDINANCES RELATING THERETO.
BY ALEXANDER EASTON, C. E.
PHILADELPHIA.
PHILADELPHIA:
CRISSY & MARKLEY, PRINTERS, GOLDSMITHS HALL, LIBRARY STREET.
1859.




Entered according to Act of Congress, in the year 1859,
BY ALEXANDER EASTON, C. E.,
in the Clerk's Office of the District Court of the United States for
the Eastern District of Pennsylvania.




TO
SAMUEL J. REEVES, ESQUIRE,
OF
P H I LAD E LPH IA,
THIS WORK IS RESPECTFULLY DEDICATED AS A MARK
OF
FRIENDSHIP  AND  ESTEEM.
PHILADELPHIA, FEBRUARY, 1869.








IN TROD UCTION.
Having received numerous enquiries from various
parts of the United States and Europe, in relation to
the construction and general operation of Street Railways, I have been induced to publish the following
pages, which I trust will be found practically useful to
the Engineer, Contractor, Shareholder, and Director of
Street Railways, as well as to the Authorities of those
Cities whose streets are about to be occupied by them.
I have been compelled to omit estimates of cost of
construction, as the price of materials varies in different
localities; this, however, with Engineers. will be but a
simple work of calculation.
I have endeavored to confine myself as much as possible to such practical information as, during my own
experience in the construction of works of this nature,
I have considered most important, and in this effort
I have been materially aided by the kind advice of
my friend, Strickland Kneass, Esq., whose authority in
such matters is undisputed.




vi
I also take great pleasure in acknowledging the kindness of L. M. Stevens, Esq., Accountant of The Union
Railway, Boston, for much general statistics and information in the department of which he is so efficient an
officer.
The following, I hope, will be the means of inciting
investigation to a system which, although now in its
infancy, is rapidly providing a secure and profitable
investment for a large amount of capital.
ALEXANDER EASTON.
Philadelphia,
402 Walnut Street.




A PRACTICAL TREATISE
ON
STREET OR HORSE-POWER RAILWAYS.
CHAPTER I.
Popular prejudice is the great enemy with which the
advocates of innovation have had to combat, and strange
as it may appear, it is nevertheless practically true, that
the more useful the measure advocated, the greater has
been the amount of opposition brought to bear against
it, even by parties who have subsequently been benefited by the very measures they sought to defeat.
A glance at the early history of turnpike roads will
clearly show the difficulties encountered by their projectors-but which, when overcome, became the favored
improvement of the age, and legislative halls sounded
with angry debate for their protection, so soon as railroads were proposed, denouncing them as a nuisance, and
their corporators as visionary speculators. So it was
with the introduction of canals, steamboats, and even
gas, the arguments against which, brought forward by
the opposition having, in each instance, exhibited the




4             A PRACTICAL TREATISE ON
grossest ignorance of science, and of the practical
effect of the proposed improvements, all of which is
applicable at the present day, and. has been experienced by those who proposed the introduction of street
railways.
The interest which operated against turnpike roads
was that of the muleteer; the interest which operated
against railroads was that of stage coach and wagon
proprietors, and in the case of street railways the
opposition is from omnibus companies and antiquated
stage communities, whose palpable interest it is to defeat
a measure, which invades their imagined rights, by the
substitution of a means of communication so manifestly
useful and necessary, as to completely destroy the system
to which they are so faithfully wedded. They use the
means employed in their interests to influence, and lead
on opposition, until having obtained certain provisoes in
the charter for their especial benefit; the time has
arrived to fraternize with the enemy-when they at
once become strong advocates for street railways; and
unfortunately, without the influence to quench the flame
of prejudice which they have ignited.
If any better means than the railway can be devised,
which will more effectually obviate existing evils and
accomplish the objects desired, let it be introduced: but
the street railways have been tested in the cities of New
York, Boston, and Philadelphia, and are found to be
the "improvement of the age," being so successful in
their operations, as to excite the surprise of their most
sanguine projectors, and the admiration of the community at large.
That increased facilities for commerce and transport



STREET OR HORSE-POWER RAILWAYS.       5
ation cause greater influx of traffic and travel to the
principal streets of large cities, is indisputably recognized, and where the consequent inconvenience of narrow thoroughfares cannot be corrected, it must be modified by economizing time and space.
Time is economized by regularity of transit; the cars
being quickly stopped by the application of the brake,
the most refractory horses are immediately arrested;
while the whole operation becomes so mechanical, that
the horses, when accustomed to the signals of the bell,
stop or start without any action on the part of the driver,
by which means a time table can be effectively used,
and business men are not subjected to delays incident
to the old,-and we trust soon to say obsolete-omnibus
system.
Space is economized, because omnibuses, (the most
numerous and dangerous portion of the travel,) surging
from side to side of the streets, are abolished, while the
work heretofore inadequately performed by three of those
vehicles, is easily accomplished by one car, in half the
time, notwithstanding it is concentrated and confined
to. one channel. 
By the convenience afforded the public by the cars,
the sidewalks are relieved from pedestrians, and the
centre of the street from vehicles; a seat can be taken
and vacated without trouble or danger to the occupants
of the car, whether invalid or infirm, and the rails present such an even and smooth surface for the wheels of
ordinary vehicles, that the drivers avail themselves of
their continued use. It is a most difficult matter to dispel from the ignorant or prejudiced mind, the idea, that
the railway will be constantly occupied by continuous




6             A PRACTICAL TREATISE ON
trains of cars, which beyond a doubt would block up the
street, obstruct the travel, and be a most confirmed
nuisance, ruinous to the locality; whereas in reality the
rails themselves form no obstruction, but rather invite
vehicles on the track; the passage of the little car is
momentary, as it moves quietly along the street; and
the nuisance occasioned by the rattling of omnibuses
over the rough stones is abolished, leaving the streets
nearly as noiseless as when covered with snow; the
advantages of the smooth rail, are thus neither few nor
unimportant. Any one, familiar with the laws of momentum, can readily understand the effect of the constant jar to buildings, occasioned by the passage of
omnibuses, and particularly in the thronged thoroughfares, where buildings are most elevated.
If, however, the solidity of construction should prevent injurious results, there are many minor disturbances,
— if not so dangerous, almost as annoying-which cannot be prevented, such as the constant vibration of pierglasses, gas pipes, &c., (as occasional showers of white
flakes, and plaster fragments attest,) without enumerating the very serious annoyance to the invalid.
The great reduction of friction on the car, and the
smoothness of the rail, obviate all these evil effects
by removing the cause.
Here is a picture.-A wet day,-every corner of the
side walk crowded with impatient pedestrians, each one
anxiously peering up or down the street in search of
the particular omnibus among the fifteen or twenty approaching, to carry him home, which with as many
more coming in the opposite direction, so effectually
choke up the street, that the drays and carts unable to




STREET OR HORSE-POWER RAILWAYS.        7
cross at the intersections, render the highway impassable
to private vehicles, and are therefore driven to other
streets, avoiding danger and delay; the omnibuses
crowded to excess, cannot accommodate the vexed crowd
on the side-walk, and the sudden halt with imminent
risk of collision, with the drivers' "plenty of room, sir,"
with twenty inside-by no means softens the temper
either of those in waiting, or those, who seated-not
comfortably-look upon each moment of unnecessary
delay, as an infringement on their rights.
Here is another.-Not an omnibus is seen in the whole
length of the street —carriages, drays and carts move with
comparative ease, little strips of iron are laid along the
street, upon and across which, vehicles pass without inconvenience, and which, the drivers (particularly of
private carriages) evidently seek; there is no crowd, for
the little cars glide along rapidly and frequently, accommodating every body; at a slight signal the bell rings,
the horses stop, the passenger is comfortably seated, no
rain drops in from the roof, the conductor is always
ready to take the fare when offered, and the echo,
" great improvement, this," is constantly repeated.
There is no accident on record, of injury to any passenger of street railways, whilst occupying a seat in the
car; some few have happened to boys and incautious
persons, from drunkenness,.jumping from the cars whilst
in motion, &c., but even these, are few in comparison
with omnibus accidents.
The acquisition of a suburban railway on turnpikes,
or public roads, is perhaps, a greater benefit to the farmer,
than to any other portion of the community: the desideratum in constructing the surface of all roads, is to




8             A PRACTICAL TREATISE ON
diminish friction, to this end, roads have been macadamized, planked, and a variety of other means have been
resorted to, but none have so effectually accomplished
the object and improved the facilities for traveling in
nearly all seasons, as the smooth iron rail: and when
common roads are impassable, even to light vehicles, the
farmer, using the rails, can double his load in going to
market, whilst those not enjoying its advantages, are
either prevented leaving home, or subjected to use a
road almost impassable, and ruinous to horses, even with
a lighter load than would justify transportation.
The benefit of the railway may be estimated, by actual
observation of lines now constructed on plank roads;
for whilst that side covered with good plank, is almost
deserted, the railway is used by vehicles of every description; it can be appreciated, not only by those who
drive fast horses, but by the invalid who enjoys a ride
free from jolting, and the teamster whose pride is the
condition of his animals, but by none so forcibly, as the
horse, whose loads though increased in weight require
but a minimum of tractive power.
Prejudice, is the great enemy to overcome, to make the
system of street railroads universally popular, and to
such as object to them, the following paragraph, extracted
from a Philadelphia paper, is respectfully recommended:
"THE OMNIBUS vs. THE CITY RAILROADS.
"Since the progressionists have made it fashionable
to turn all our streets into railroads, and to cry down
the omnibus, I wish to say a word in behalf of the
latter.
"It will, I hope, be a long while before the citizens of




STREET OR HORSE-POWER RAILWAYS.        9
Philadelphia will be contented to endure such a nuisance as the railroad is likely to be. Look at the Third
street, the Market street, the Broad street, and the Willow street railroads. Are they not unmitigated nuisances? Every body knows they are, and yet a set of
speculators would make all the streets in the- city just
like these, to the inconvenience of the public, and to
the damage of property.
"What is the use of experience, if we go directly
counter to the lessons it teaches?  Who would believe
that any set of men could be found, so desperate, and
so defiant of the sense of the public on this question, as
to insist upon laying a railroad in two of the best
streets in the city, viz.: Chestnut and Walnut streets?
"Yet it is so. A charter has actually been granted
to a company to perpetrate this great outrage, and it is
likely to be accomplished, unless the people speak out.
c" I am an omnibus man, and am opposed to railroads;
and while I am content to remedy any defects of the
present omnibus system, I protest against their being
driven out of the streets.
"' Let us consider what are the objections to the omnibus, and suggest the remedy. It is said, and the
charge, I confess, has some weight, that, in Chestnut
street particularly, they occupy the entire street, lumbering about, careless of all other vehicles, first on one
side, then on the other, so that it is dangerous to attempt
to drive a private carriage through the street at all.
Let us learn wisdom of our enemies. It would be certainly desirable, if practicable, to compel all the omnibus drivers-a very reliable and compliant set of mento keep their unwieldy machines exactly in the middle




10           A PRACTICAL TREATISE ON
of the street, imitating in this respect the railroad. If
this were done, then every body would know how to
pass them. Fast young men and tigers could show
their skill in driving their light wagons within an inch
of the omnibus, on a full trot, without danger of being
crushed, as now, by a lee-lurch of the great battering
ram. To insure this end, I would pass an ordinance,
and impose a fine upon every Jehu that did not comply
with the rule.
" It may be objected that the drivers could not, if they
would, keep the exact middle line of the street. I am
ready to meet this objection.  Take two metal bars,
nearly fiat, and lay them at a proper distance apart, so
that the wheels could travel on them; the horses would
naturally keep between them. This would have the
effect, also, of diminishing the terrible noise the vehicle
now makes over the rough stones. To prevent the
wheels running off the metal bars or slabs, a slight projection might be made on each, say about seven-eighths
of an inch high, and, if you please, let the wheels have
a corresponding rim on their tires. This device, as any
one may see, would effectually prevent the omnibus
from wabbling from curve to curve, and surging through
holes, and over loose stones.
" It is evident, too, that, owing to the ease with which
great weights may be pulled over smooth surfaces, a desirable modification of the present'bus may be made.
The wheels can be much smaller, and the frame let
down lower, so that feeble persons and children may be
able to use this mode of conveyance, to which they have
hitherto been almost debarred, owing to the difficulty of
ascent to the back door. The omnibus could also be




STREET OR HORSE-POWER RAILWAYS.      11
much enlarged, without increasing its weight-thus affording room for a greater number of passengers-a very
important matter in a hot summer day, and when it is
raining.
" I think I discover a smile on the lips of the scorner
of my proposed improvement, inasmuch as I have provided for the omnibus keeping the exact centre of the
street, but not for their passing each other in opposite
directions. I anticipate the sneering criticism, and have
the remedy at hand. I am not ashamed to avail myself of a good idea, although it comes from the enemy.
Let all the omnibuses run up Chestnut street and down
Walnut, or vice versa, completing the circuit by using
the cross streets at either end. The system will then
be complete; and with this improvement easily brought
about, I defy the opponents of the omnibus to point out
a single remaining objection. Why then insist upon
having railroads, when it is well known there are so
many respectable people opposed to them, so that the
very name is detestable. Witness the immense list of
remonstrances against the Chestnut and Walnut street
Company laying rails in those streets. The improved
omnibus system will satisfy the entire community.
Nine out of ten of these remonstrants will, if they ha*e
the opportunity, petition Councils to adopt my plan, in
the place of the horrid railroad. No one will be silly
enough to assert that this system will injure the property
of those living on the streets where it is introduced; on
the contrary, it will enhance the value of it. All complaints against the old rudderless monster-as I once
heard a malicious railroad man call that highly respect



12           A PRACTICAL TREATISE ON
able public vehicle, the omnibus-will be at an end;
and it will hardly be recognized by its old admirers, in
its improved shape and parts.
"Again, the railroad in the hands of a company is a
perfect nonopoly; and, although their advocates boast
that they help the income of the city treasury, and diminish the taxes, by keeping the streets in good repair
at their own expense, yet the people very properly object to monopolies.
" Now, there is no reason why a revenue of the same
sort, and a stipulation to keep the streets in order, may
not be equally well secured under my proposed new omnibus system. Charge twenty-five dollars per annum
for the privilege for each omnibus, and compel the
owners to keep the streets in order.'This could not, perhaps, be done, without concert
of action between the several owners; but to insure its
being carried out, I would suggest that a number of individuals club together, and take certain streets, and
that Councils recognize the club, and hold them jointly
responsible. This would be a very different concern
from an incorporated company. The former consists of
individual citizens; the latter is a monopoly, and have
the right, by an act of the Legislature, to use a great
seal.
" Of course, the railroad advocates will find, or try to
invent, some objections to my plan; but I appeal to
every reflecting man, if it does not possess all the
merits claimed for the railroad, and at the same time
preserve all the good characteristics of the omnibus,
with none of its disadvantages.




STREET OR HORSE-POWER RAILWAYS.      13
"Gentlemen in their private carriages may then have
some satisfaction in driving through Chestnut street.
There will be no more noise, no blockading the street;
people may converse and read newspapers in the omnibus; ladies' dresses will not be splashed with dirty
water from the gutters; the street will be inviting;
shopping will be pleasant pastime, and every body will
be pleased with the change.
"' Thus, I have proved that we can do without the
railroad. Some one may say,'a rose by any other
name will smell as sweet;' but people will have their
fancies, their notions, or, if you please, their prejudices. Let no one do unnecessary violence to them.
If my improved omnibus system will answer, and satisfy both parties, why insist upon having a railroad?
Let the streets be used for what they were intended for.
" OMNIBUS."
CHAPTER II.
In entering upon the question " does the stock of street
railways afford a secure and profitable investment?" it is
necessary to lay before the reader some of the many
reasons why the larger proportion of railroads, are not
remunerative to the stockholders-and it would be found
if the accounts and transactions of the majority of
bankrupt railroad companies were examined, that if
judiciously located as to termini, the fault has not arisen
so much from a lack of income, but because that income




14            A PRACTICAL TREATISE ON
has been injudiciously expended; and that the cost of
construction has not been proportioned to a fair estimate
of the prospective business; in the natural desire to
secure the construction of the work, estimates have been
furnished, undervaluing the cost and overrating the
anticipated profits, thus requiring of necessity a resort
to loans at usurious rates for construction alone, leaving
the equipment to be scantily provided for by a floating
debt, or some other financial operation: yet, however
much the system may be condemned, there is that
tendency to speculation, in the principle upon which
such enterprises are conducted, that examples will ever
be disregarded, and works will continue to be constructed
with such mismanagement, as can but result disastrously
to stockholders —the law which must govern the value
of a railroad, as well as every other undertaking, for
investment, is that it shall yield a profit equal to a
fair interest on the whole amount of its cost.
Therefore in the construction of street railroads, let
care be taken that the whole capital invested be judiciously and legitimately disbursed for the construction
and equipment of the road, and that not too much money
or credit be absorbed for such plunder, as lobbying billslet the affairs of the company be, so far as possible, secure
from imposition and mismanagement, by the appointment of competent, efficient and respectable officers, then,
no doubt need exist that the permanent business of
any thoroughfare which, if it had but barely maintained
a line of omnibuses, will be amply remunerative to a
railway company, and for these reasons: that the cost
of transportation, including wear and tear of horses




STREET OR HORSE-POWER RAILWAYS.       15
and cars and repairs of' railway, is much less in proportion to the capacity, than that of omnibuses, whilst
the increase of business induced by such strong additional facilities, is as ten to one, or, where one person
traveled by the omnibus, ten travel in the car, either
from necessity, luxury, convenience or speed, and this
is the lowest estimate which the comparison of omnibus
and railway statistics will allow.
One great advantage of the locations of most of
the roads so far constructed in Philadelphia is, that
they occupy the ground, and receive the traffic previously appropriated to two lines of omnibuses, both of
which were in successful operation, which, with the
increase of travel consequent upon the improved accommodations, before alluded to —must yield a large revenue, and is a strong argument in favor of the plan
adopted, in preference to a double track on any one
street, unless governed by advantages peculiar to itself.
Taking the statistics of cost, expenses and receipts
of four street railways in New York and four street
railways in Boston, which may be assumed to be a
fair average on the whole, the cost of construction and
equipment amounts to $5,044,520; the receipts for one
year, $1,958,119; expenses for one year, including estimated wear and tear of stock and repairs of roadway,
$1,319,208; being an income of $638,911, on a capital
of $5,044,520, giving the cost of working at 67 per cent.
of the total receipts. No returns have yet been made
of the operations of the many railways laid down in
Philadelphia, but from actual observation, it is calculated that the aggregate of their incomes will, in pro



16            A PRACTICAL TREATISE ON
portion to the amount invested, far exceed that of
Boston and New York. The Citizens' Passenger Railway, on Tenth and Eleventh streets, which was considered the most desperate of all undertakings, (and
would never have been constructed, but that it had for
its leader and main support a gentleman whose fame
and authority in railroad matters is unquestionable)
has declared a dividend of 8i per cent. in 5 months.
The Philadelphia and Darby Passenger Railway, a
suburban road constructed on a plank road, (with heavy
grades and other disadvantages) is just completed, and
five cars are insufficient to accommodate the permanent
travel originally performed by one omnibus. The stockholders of this company have declined to entertain a
proposal wherein an offer was made to lease the road for
five years, keeping the same in repair, and paying a
rent equal to eight per cent. per annum on the cost of
construction.
The success of street railways in Philadelphia has
induced property owners and capitalists to apply for
charters of many others, of the ultimate success of some
of which there is doubt: the introduction of so many
lines will have the effect of reducing the management of
the business to a more complete and economical system.
It is proposed to build a railway in New Jersey, from
Camden to Haddonfield, a pleasant and quiet resort,
much frequented during the summer season. Its prospects of business are very flattering. The corporators
have already received a proposition to lease the road for
a term of ten years, at a rental equal to six per cent.
per annum, the lessee to keep the road in repair.




STREET OR HORSE-POWER RAILWAYS.       17
A steady increase of business has been experienced
on all the lines, attributable partly to economy in management, but mainly to increased travel as the extremities of the streets become more densely populated.
The rapid increase of population about the depots,
which are generally on the suburbs of the city, adds
largely to the permanent business of the roads, and is
the means of bringing into market, property which
otherwise may have remained unsold and unimproved
for years. Moreover, in times of panic, whilst most
branches of industry have been paralysed, the business
of street railways has been continued without interruption, with steadily increasing receipts, additional facilities for the conveyance of passengers, and a corresponding increase of the number of employees at the time
when the curtailment of other enterprises was swelling
the ranks of the unemployed.
Real estate along the lines of street railways has
enhanced in value, handsome structures have taken the
place of small dwellings, producing an increased rental,
whilst the streets, being kept in repair by the railway
company, and their property yielding an additional
revenue to the city, the pu-blic is relieved of a large
amount of taxation.
The following shows the increasing receipts for pas.
senger fares on some of the railways in New York:
1856.     1857.
Third Avenue Railroad, N. Y.,   $356,594 14 $405,278 95
Eighth Avenue Railroad, N. Y.,   304,864 98  341,471 63
Brooklyn City Railroad, N. Y.,    327,629 21  378,791 16
Sixth.Avenue Railroad, N. Y.,    247,005 52  267,485 38
2




:18            A PRACTICAL TREATISE ON
Comparative -Monthly Receipts for Passenger Fares on Sixth
Avenue Railroad.
1855.       1856.        1857.
February,         $13,949 14  $17,545 43  $18,530 41
March,              16,628 73   20,049 51    20,812 74
April,              18,066 40    20,613 26    21,872 36
May,                19,101 11    21,099 24    23,433 20
June,               18,534 36   20,129 97   22,565 10
July,               18,270 13    19,343 73   21,345 24
August,             17,604 71    19,083 50    21,056 76
September,          19,788 08    21,965 19   25,261 40
October,            24,954 53    27,498 90    27,369 18
November,           21,111 53   21,833 71    22,128 94
December,           18,354 94   19,964 72   21,112 16
January, 1855,      13,604 56    17,878 36   21,997 89
Totals,      $219,968 22 $247,005 52. $267,485 38
It is impossible to furnish a general estimate of the
travel on the route of a projected railway, as this will
be influenced by local circumstances; the current expenses will be, as the number of cars employed; the
profits should be in proportion thereto. The following
statistics embrace all the information necessary to base
the calculations of expenses:
SIXTH AVENUE RAILROAD, N. Y.
Within the past three years this company has added
more than one hundred thousand dollars of property
and valuable appliances to its assets, besides having paid
off $12,000 of indebtedness at the time they took charge
of the road, without interfering with the payments of




STREET OR HORSE-POWER RAILWAYS.          19
dividends or incurring robligations; and the market value
of its stock has risen from about 35 per cent. to par.
An increased number of horses and mules, and additional cars, have been indispensable to the accommodation of the increased business of the road.
COST OF ROAD AND EQUIPMENT.
For graduation and masonry, including pavement
account in streets; for bridges; superstructure,
including iron,   -.-           - $555,012 62
Passenger stations, buildings and fixtures; carhouses, machine shops, machinery and fixtures;
land, land damages and fences,   -   -   - 166,915 73
Passenger cars,               -               61,101 76
Horses, mules and other motive power, including
harness,    -   -   -   -   -   -   -  71,927 11
Total cost of road and equipment,    -      $854,957 22
RECEIPTS FOR ONE YEAR.
PASSENGER FARES,   -   -   -                $267,485 38
REAL ESTATE.
Interest on mortgages held by the
Company to November 1,  -    $388 50
Rent-Vesey, Barclay, and Fortyfourth street Houses,  -   -    639 80
1,028 30
To WORKING THE ROAD IN GENERAL.
One-half rent 56 Barclay street,
paid by Eighth Avenue Railroad
Company, -          -   -    1,000 00
Damage to cars, fines, glass broken,
&c.,  -   -.....89 63
Amounts carried forward,   $1,089 63 $268,513 68




20             A PRACTICAL TREATISE ON
Amounts brought forward,   $1,089 63 $268,513 6S
Advertising in cars, $224; selling
papers, 24,    -   -   -       248 00
Sundries,    -   -   -   -        17 23
-  1,354 86
To WORKING THE ROAD WITH MOTIVE POWER.
Manure to Nov. 1, $1,000; difference in trades, $130, -   -  $1,130 00
24 horses, $1,919 50; 11 mules,
$1,370,    -   -   -   -   3,289 50
Feed, wood, harness, old iron, &c.,   878 51
Keeping horses, $83 44; set of
harness, $30,    -   -   -     113 44
Bill of plumbing, $5 22; shoeing
horses, $8, -   -   -   -        13 22....-   5,424 67
Premium on Spanish silver sold at
the Mint,   -   -   -   -                   129 80
Total receipts,                            $275,423 01
EXPENSES.
To WORKING THE ROAD IN GENERAL.
Services-Superintendent, $3,500;
Deputy, $1,200, -        -  $4,700 00
Conductors, $21,200 65; Drivers,
$28,038 44,    -   -   -  49,239 09
Painters, blacksmiths, watchmen,
starters, switchmen, carpenters,
car-cleaners, and lamp-cleaner,  12,293 19
Taxes, $4,112 99; insurance, $2,
145 06; car bodies, $2,946 99,  9,205 04
Receivers, $1,825; rent 56 Barclay
street, $2,000,   - -   -   3,825 00
Amount carried forward,    $79,262 32




STREET OR HORSE-POWER RAILWAYS.          21
Amount brought forward,    $79,262 32
Fluid, $713 61; oil, $498 86; car
wheels, $3,211 75,            4,424 22
Sundries-lumber, paint, glass, car
lamps, brakes, pedestals, brass
boxes, oil boxes, rubber springs,
hardware, car mats, sprinkling
streets, &c., &c., -   -   -   6,382 59
90,069 13
To WORKING THE ROAD WITH MOTIVE POWER.
Labor —Hostlers,  $17,452 31;
Harnessmaker, $728,  -   - $18,180 31
Blacksmiths, $5,844 74; iron,
$1,850 36, -   -   -   -   7,695 10
Corn, $17,423 73; hay, $5,995 13;
straw, $1,435 96,        -  24,854 82
Oats, $8,947 20; corn meal, $69 86;
gas, $715 66,        -   -   9,732 72
Horse nails, $51 52; leather and
hardware, $720 58,   -   -      772 10
Horses and mules, $11,351 50;
horse medicine, $163 76,   -  11,515 26
Croton tax, $388 70; lumber,
$199 85,  -   -                 588 55
Sundries-coal, sawdust, lime, tar,
bags, currycombs, brushes, bells,
brooms, &c., &c., -   -   -   1,728 27
75,067 13
To REPAIRING THE TRACK,  -   -                 4,646 1L
To EXTENDING THE TRACK
On Vesey street, Sixth Avenue and
Forty-third street,    -   -               9,277 11
To REAL ESTATE.
Additions to depot, new workshop,
&c.,     -       -   -       $4,389 18
Amounts carried forward,    $4,389 18 $179,059 48




.22             A PRACTICAL TREATISE ON
Amounts brought forward,    $4,389 18 $179,059 48
Interest on mortgages,   -    -    1,235 16
Mortgage B. W. Bonney, Trustee,
paid off, Oct. 19, -    -    -    3,000 00
Labor on tunnel,   -    -    -      247 83
Rent of house in Forty-fourth st.,  356 25
Searches, $6; plumbing, $49 29,      55 29
Tinning cupola, $42 50; fencing
Forty-third street, $18 77, -      61 27
Flagging lots on Forty-fifth street,
$44; repairs, Forty-fourth st.,
$2 25,                            46 25
9,391 23
To EXPENSE.
Salaries for 1857-President, Secretary, Treasurer and Clerk, -$7,1225 00
Balance of salaries, 1856, -    -   200 00
Legal expenses and damages,  -    1,211 21
Special services and sundries,  -   110 60
8,746 81
$191,197 52
Balance applicable to dividends, -    -    -   $78,225 49
Length of double track, including sidings, 43 miles.
Number of cars, 64.
Number of horses 166, and 188 mules-354.
Miles run by passenger cars, 950,572, in one year.
Number of passengers carried, 5,240,978 in one year.
Average cost of carrying each passenger, 33 cents.
Average expense of each car, $3,081, in one year
Average cost per mile run, 201 cents.
Average rate of speed, including stops, 4, miles per hour.
Average rate of speed, in motion, 6 miles.
Rate of fare for passengers, 5 cents.




STREET OR HORSE-POWER RAILWAYS.            23
BROOKLYN CITY RAILROAD, N. Y.
Cost of Road and Equipment.
For bridges,        -    -   -   $3,107 02
Superstructure, including iron,  -   573,063 49
Stables and car houses, machine shops,
machinery and fixtures, including
land,     -      -    -    -   160,017 24
Land damages, -                        80 00
Passenger cars, -                  85,802 75
Engineering,   -                    4,651 15
Horses, mules, harness, &c.,    -  135,502 37
Real estate, houses and lots,    -  7,167 84
Stages, sleighs, and miscellaneous
articles,    -                   57,318 12
_- $1,026,709 98
Receipts for one year.
From passengers,    -    -    - $378,791 16
From other sources, as follows, viz:
Interest,  -    -    -    -    -    2,160 38
Rent,    -                          1,606 15
Manure,  -    -    -    -    -      3,345 87
Cards, and selling papers,    -     1,344 07
Old iron sold,  -   -    -    -       537 98
Wood, &c.,               -    -        92 37
Feed, (part burned,) -    -    -      732 26
r- $388,610 24
Expenses of operating and maintaining road.
Repairs roadway, buildings, &c., -  3,566 44
Office expenses, stationery, &c., -   337 15
Office rent,                        1,000 00
Clerks and receivers, -    -    -   2,569 50
Amounts carried forward,    $7,473 09.$388,610 24




24              A PRACTICAL TREATISE ON
Amounts brought forward,    $7,473 09 $388,610 24
Foremen of stables, starters, watchmen and switch tenders, stablemen,
turn-table men, conductors, and
drivers, -                     127,913 48
Hay and feed, -    -   -   -    77,105 07
Fuel, cost and labor of preparing for
use,    -   -   -    -   -       1,099 47
Horses replenished, -    -   -    13,869 60
Horse shoeing, -                  11,230 95
Oil and waste for passenger cars,    576 40
Repairing cars, wheels, &c.,    -    10,422 75
Damage for injuries of persons, -    222 00
Damage to property, -    -   -       146 92
General superintendence,  -    -   3,250 00
Contingencies not enumerated, including taxes on personal property, insurance, licenses, &c., &c.,   -    34,523 24
For interest,   -   -   -    -      1,587 63
289,420 60
Balance applicable to dividends,              $99,189 64
Length of double track, including sidings, 20 miles.
Number of cars, 100.
Miles run by cars, 1,891,215; in one year.
Number of passengers carried, 7,575,823, in one year.
Average cost of carrying each passenger, 33 cents.
Average expense of each car, $2,894, in one year.
Average cost per mile run, 15~ cents.
Rate of fare, 5 cents.
THIRD AVENUE RAILROAD, N. Y.
This road was bought from a private partnership for
$1,170,000.




STREET OR HORSE-POWER RAILWAYS.          25
The original proprietors of the road are supposed
to have bought out five lines of omnibuses, at a cost of
about $400,000. The present officers were connected
with the road for the first time in November, 1854, and
found no books or accounts for previous operations and
expenses incurred under the former management.
There is no construction or equipment account. All
expenses are charged to the operations of the road.
Estimated value of the property of the Company.
Roadway and track complete,             - $1,000,000 00
Real estate,   -   -   -   -        -   -    40,000 00
Horses and mules,             -   -   -       77,000 00
Harness, &c.,    -   -                         3,000 00
Cars, &c.,           -   -   -   -            50,000 00
$1,170,000 00
Earnings from passengers for one year, -   -   405,278 95
Cash on hand,   -   -   -   -   -   -    50,527 21
Receipts from manure, sale of old material, and
other sources,  -   -   -   -   -   -    13,750 95
Total,                                $469,557 11
FOR TRANSPORTATION EXPENSES, VIZ:
Expenses of operating road.
Harness,            - - 1,892- 57
Repairs of passenger cars, 10,449 21
Painting,  -   -   -  2,058 43
Hardware and lumber, -  1,147 74
Incidental (snow) expenses, 1,014 28
Law expenses,   -   -  1,137 94
Amounts carried forward, $17,700 17         $469,557 11




26              A PRACTICAL TREATISE ON
Am'ts brought forward, $17,700 17            $469,557 11
Office expenses, stationery,
rents, &c.,       - -5,032 48
Conductors and drivers,  70,962 76
Meal and hay,   -   - 68,899 05
Pay roll,   -   -   - 49,969 60
Horses,    -   -   - 20,480 56
Salaries,   -   -   - 11,764 16
Insurance, -   -   -  1,352 60
Fuel, -      -       -    448 37
Oil,                    1,347 22
Fluid and gas,   -   -  1,932 83
Damages, injuries of persons, 852 75
General expenses of stable,  566 53
Contingencies,   -   -  1,547 23
$252,856 31
Expenses of maintaining the road, or
real estate of the Corporation.
Track expense,      - $5,453 05
Paving,    -   -   -  1,865 69
Cost of iron used in repairs, 3,339 34
Repairs of buildings,  -    170 63
-- ~-    10,828 71
Real estate, -   -   -   -   -  68,673 64
Interest,   -   -   -   -   -    3,500 00
Taxes,     -   -   -   -           3,4C2 48
Equipment, &c., -   -   -   -    6,250 00
Payments to sewer account, -   -   2,400 00
Loss, Suffolk Bank,                3,756 93
351,668 07
Net profits,                            117,889 04
To payment of dividend of 8 pr ct. on
cost of construction and equipment, $93,600 00
Surplus cash on hand, -   -    -  24,289 04...-        $117,889 04




STREET OR HORSE-POWER RAILWAYS.        27
Length of double track, including sidings, 6 miles.
Number of cars, 71, and 12 stages.
Number of horses, 563, and 7 mules.
Number of passengers carried during the year, 8,105,515.
Average cost of carrying each passenger, 43- cents.
Average rate of speed, 6 miles per hour.
CAMBRIDGE RAILROAD, BOSTON.
This railroad, constructed in the streets of Boston and
Cambridge, from  Bowdoin Square, in Boston, to Harvard Square, in Cambridge; and from thence to Mount
Auburn Cemetery and the line between Cambridge and
Watertown, where it connects with the Waltham and
Watertown Railroad; with a Branch from  Harvard
Square, in Cambridge, through North Avenue. The
construction of the road was commenced September 1,
1855, and it was so far completed, March 26, 1856, that
cars were run upon it on that day, on experimental
trips, for the first time, by the Union Railway Company,
to whom it has been leased.
This was the first horse railway built in New
England, and its originators experienced considerable
difficulty in obtaining subscriptions to the stock and
bonds of the Company, to pay for the construction of
the road, owing to the fact that the experiment of a
horse railroad was one at that time untried, and its
success doubted. Such great doubt was manifested as
to the success of this road, that the Company could
with difficulty secure a subscription to their stock and
bonds to the amount of about $43,000 only. The contractor, therefore, agreed to receive this amount on
account of his contract; the balance to be paid him in
stock and bonds.  By the original terms of subscription




28             A PRACTICAL TREATISE ON
each subscriber had the right to take either stock or
bonds for the amount of his subscription, as he might
choose; and even then, so little faith had the subscribers, in the success of the project, that of the $43,000
paid in, in cash, $37,000 was taken in bonds, and only
about $6,000 in stock; the bonds being secured by a
mortgage and a sinking fund, and drawing interest,
and therefore considered preferable to stock-the dividends on which, were then considered doubtful. The
bonds now draw interest at six per cent., while the
stock draws a regular dividend of nine per cent.*
The Company now own a finished road, equal in
length to nearly ten and a half miles of single track,
which has cost $316,777 14, including the $33,000 paid
for bridge tolls.  They have no floating debt, and the
funded debt, $150,000, will not be due for over twentythree years, when there will be a sinking fund for its
payment. All claims and demands against the Company have been settled, and their accounts have been
all closed. The interest on their bonds, the percentage
for the sinking fund for the payment thereof, and the
dividend of nine per cent. on their stock have, without
a single exception, been promptly paid. No further
issues of stock or bonds are anticipated, unless some
extensions of the road be built-which cannot be done
by this Company alone, but only at the request of the
Union Railway Company, who, in case of any such
extension, are bound to equip and run the extension,
and are bound to pay to the holders of any stock or
* This is entirely distinct from what has been paid by the Union Railway
Company to their own stockholders as the profits of operating the road.




STREET OR HORSE-POWER RAILWAYS.             29
bonds issued to pay therefor, the interest and the dividends now paid to the original stock and bondholders
of this Company, together with the same percentage on
the bonds as is now paid on those already issued, for
their redemption at maturity.
The Union Railway Company, (Boston,) was incorporated in 1855, with authority to lease the Cambridge
Railroad and any other connecting road. In pursuance
of this authority the Company has leased the Cambridge
Railroad and the Waltham  and Watertown Railroad.
The Cambridge Railroad is leased to this Company for
the term of fifty years from the date of the approval of
the act incorporating the Cambridge Railroad Company,
May 25, 1853; this Company agreeing to furnish all
the equipment necessary for running the road, to keep
the road in repair during the continuance of the lease,
to pay all taxes assessed thereon during that time, and
to pay as rent therefor the following sums:
To the Stockholders of the Cambridge Railroad Company
4~ per cent. semi-annually, (April 1st and October 1st,)
on their 1,600 shares of stock; amounting, per annum,
to        -                          -      -  $14,400 00
To the Bondholders of the Cambridge Railroad Company
the interest due semi-annually, (January 1st and July
Ist,) on the $150,000 of Mortgage Bonds issued by said
Company; amounting, per annum, to    -      -    9,000 00
And to the Trustees of the Sinking Fund, for the redemption of the said Mortgage Bonds at maturity, one per
cent., semi-annually, (April 1st and October lst,) on
the amount thereof; amounting, per annum, to    -    3,000 00
Total, per annum,       -      -      -  $26,400 00
This Company, in consideration of their taking such new
lease and paying such increased rent, to have the right,




30             A PRACTICAL TREATISE ON
upon the canceling of the bonds, to require the issue to
them of stock of the Cambridge Railroad Company for
the same amount, provided this Company will agree to
pay the semi-annual dividend of 4  per cent. thereon.
WALTHAM AND WATERTOWN RAILWAY, BOSTON.
This road was leased to the Union Railway Company,
April 11, 1857, (which lease was confirmed by the stockholders, July 6, 1857), for the term of ten years, for the
sum of fifteen hundred dollars per annum, from  May,
1857, payable semi annually on the first days of July
and January-with the privilege of renewing the same
for five years longer, at the same rate —they to keep
the road in good repair at their own expense.
STATEMENT OF THE UNION RAILWAY COMPANY, BOSTON,
For the year ending November 30th, 1858.
Cost of the Road.
The Cambridge Railroad was built by
contract for the sum of   $- 300,000 00
Extra work not included in contract.
For alterations of road, lengthening
switches and turnouts, &c., &c., -   1,075 21
For lumber and iron work required for
alterations,   -   -   -   -   1,259 61
For paving, paving stones and gravel,  2,303 67
For engineering, -   -   -   -   4,625 00
For interest, salaries of officers, &c.,
&c., during construction,   -   7,513 65...... —  $316,777 14
Amount carried forward,              $316,777 14




STREET OR HORSE-POWER RAILWAYS.           31
Cost of Equipment.
Amount brought forward,               $316,777 14
35 cars, valued at    -   -   - $23,950 00
251 horses, valued at $112 50 each, 28,237 50
Omnibuses, sleighs, &c., valued at   940 00
Cost of land and buildings thereon
when purchased,    -   -   -  42,636 64
Cost of buildings, offices, stables, &c.,
erected by the Company, -   -  10,701 02
Cost of sundry articles, harness, stable
furniture, tools, &c., &c., -    9,267 49
Lumber on hand,     -    -   -   1,851 41
Provender on hand,   -   -   -   1,988 95
Expended toward the construction of
new cars,    -   -   -   -         711 86
In addition to the above sums, the
company has charged to the equipment account, at various times since
it was organized, for various items
connected with its operations, including loss on old omnibuses,
horses, &c., construction of new
tracks, turn-outs, &c., &c.,    -  39,703 17
159,988 04
Total cost of construction and equipment,    $476,765 18
The exact cost of the various articles of the company's
equipment cannot be given. A portion of the cars were
purchased and a portion built by the company; the cost
of the materials used therefor cannot be separated from
the cost of the other articles required for ordinary repairs, and the entire cost of the materials used in building the cars has therefore been included in the Repair




32            A PRACTICAL TREATISE ON
Account. The mechanics employed in building such
new cars having also been employed on the ordinary
repairs of the equipment, the time cannot be separated,
and their entire wages have, therefore, been included in
the Wages Account. The same remark applies, also, to
snow plows built in the company's work shops, and to
a few other articles of the equipment. The horses are
always valued upon the company's books at $112 50
each, and whatever loss may be made beyond that sum,
either by purchasing new horses at a higher price than
that, or by the exchange of old horses for new ones, is
ascertained every three months, and the amount then
included among the running expenses of the company,
-as may be noticed in the statement of running expenses hereafter given in this return.  The Real Estate
owned by the company is always valued, upon their
books, at its original cost; the cost of all new buildings
erected thereon, such as car houses, stables, work shops,
&c., together with all alterations and repairs, being included in the running expenses under the head of Repairs of Real Estate. The cost of all the other articles
of equipment is included among the running expenses,
and every six months an inventory of the entire equipment is taken, in which the buildings, cars and other.
articles are appraised by a Committee of the Board of
Directors at their value to the company, the appraised
value in no case, however, exceeding the cost. In consequence of the adoption of this plan, there is no necessity
for any charge for depreciation, for should any article
of equipment be worn out and become of no value during
any six months, that article does not appear in the next
inventory of the company's property, and the difference




STREET OR HORSE-POWER RAILWAYS.         33
between the amount of the last and former inventory
will be included among the expenses; on the contrary,
if the article worn out has been replaced by another of
the same value, the amount of the inventory remains
the same and the cost of renewing is included, where it
should be, among the running expenses; the cost of the
new article having been charged to Expense Account
at the time of purchase. But if the amount of the
inventory is increased by new articles purchased during
the preceding six months, and which have been charged
among the expenses, the difference between the last and
the former inventory is then credited to the company
as a part of their profit.
Total earnings during the year.
From passengers, -         -  $150,852 28
From U. S. Mails,            -     466 66
From sales of manure, -      -   1,093 01
From other sources,  -   -   -   2,407 09
------ ~ $154B)18 95
Expenses of operating the roaJ.
For repairs of road, buildings, &c.,  $6,407 58
For interest, taxes and insurance, -   4,843 75:
For general repairs, cars, harness,
shoeing, &c., &c.,  -   -   -   5,952 05
For all wages, printing, salaries, office
expenses, &c., -   -   -   -  57,804 86g
For provender,      -        -  204,437 28
Amounts carried forward,   $99,445 52 $154,818 95
3




34              A PRACTICAL TREATISE ON
Amounts brought forward,   $99,445 52 $154,818 95
For miscellaneous articles, blankets, &c., 1,108 97
For all other expenses, -    -    -    5,451 27
$106,005 76
For rent of road, -    -    -      28,775 00
134,780 76
Net earnings,   -    -   -    -    -    -      $20,038 19
Surplus earnings of previous year,    -    -    10,140 35
Total,   -    -    -    -    -    -      $30,178 54
Total per centage of dividends at the rate of 10.58 per cent.
per annum, leaving a surplus of $6,178 54.
Average number of horses to each car, 7.
Average cost of maintaining each car per day, including wear
and tear, feed, salaries, depreciation of property, repairs of road,
&c., $10 50.
Average number of miles run by each car, 12,980 per annum.
Average number of passengers carried by each car, 50,120
per annum.
Average cost of carrying each passenger, 7A cents.
Average cost of mile run, 29r-% cents.
Rate of speed, 8 miles per hour.
The total length of rail on this road is equal to that of a single
track 91 miles in length; the track is paved throughout.
THE METROPOLITAN RAILWAY COMPANY, BOSTON.
For the year ending November 30th, 1858.
C(ost of the Road.
Amount expended for labor in excavating for the
track, laying foundation and rails, $23,932 99
Amount carried forward,    $23,932 99




STREET OR. HORSE-POWER RAILWAYS.          35
Amount brought forward,    $23,932 99
Amount expended for timber for foundation,  -   -   -   -   -  19,952 79
Amount expended for iron, chairs,
spikes, &c., &c.,    -   -   -  90,440 36
Amount expended for paving, and
paving stones, -   -   -    -  34,367 11
Amount expended for engineering,    5,485 06
Amount expended for interest, salaries of officers during construction
of road, and other expenses,   -  68,963 46
Total cost of road,    -   -   - $243,141 77
Amount included in the present and
in the past years, among the running expenses, for estimated or actual depreciation of the road,  -  16,500 00
Net cost of road, -                          $- --   226,641 77
Cost of.Equipment.
44 cars, valued at            - $37,457 90
528 horses, valued at -   -   -  70,705 94
Cost of omnibuses, sleighs, &c., &c.,
owned by the company,  -   -  48,524 00
Cost of land, and buildings thereon
when purchased, less mortgages
$55,879 16,  -   -   -   -  22,559 09
Cost of buildings, offices, stables, &c., 24,148 00
Cost of snow plows, harness, stable
fixtures, tools, &c., &c.,  -   -  18,447 71
Total cost of equipment,      - $221,842 64
Amount included in the present and
in.past years, in the running expenses, for estimated depreciation,  3,500 00
-... 218,342 64
Cost of construction and equipment,          $444,984 41




36              A PRACTICAL TREATISE ON
Total Earnings during the year.
From passengers in cars and omnibuses,                      $- 273,544 41
From U. S. Mails,    -    -    -      125 00
From sales of manure, -    -    -   4,220 20
From other sources,  -    -    -    7,905 95
Total earnings,  -    -    -      -           $285,795 56
Expensesfor working the Road.
For repairs of road and buildings, -  $4,925 59
For repairs of cars, shoeing horses, &c., 10,254 83
For wages of every person regularly
employed, excepting President, Directors, Superintendent and Treasurer,                       -  90,173 59
For interest, taxes and insurance, -    6,954 78
For rent paid other companies for use
of their road, -    -   -    -   2,690 00
For provender,  -                  57,105 82
For miscellaneous articles, blankets, &c.,  874 01
For loss on horses-that isto say, the
difference between the present estimated value of the horses owned by
the company, subtracted from the
estimated value of those on hand at
the commencement of the yeargiving the present estimated value
of each horse, $134, -       -   10,110 25
For incidental expenses-including
printing, President's, Directors',
Treasurer's and Superintendent's
salaries, and all expenses other than
those belonging to the actual working of the road, and for all other
expenses, -                      27,963 55
Amounts carried forward,    $211,052 42 $285,795 56




STREET OR HORSE-POWER RAILWAYS.         387
Amounts brought forward,    $211,052 42 $285,795 56
For amount charged on the company's
books during the year, for estimated
depreciation of the road, -    10,000 00
Total expenses, -. - -221,052 42
Net earnings,   -   -   -   -                 64,743 14
Surplus earnings of previous year, on hand,    1,797 63
Total surplus for payment of dividends,       66,540 77
Dividend of eight per cent. declared during the
year,   -   -   -   -   -                   32,152 00
Present surplus, -   -   -                    34,388 77
Average number of horses to each car, 12.
Gross average cost of maintaining each car per day, including
wear and tear, $13 76.
Average number of miles run in one year by each car, 16,965.
Average number of passengers carried in each car in one year,
102,844.
Average cost of carrying each passenger, 4{ cents.
Average cost of mile run, 29~ cents.
Rate of speed, 5~ miles per hour.
The total length of rail on this road is equal to a single track
of 12 miles-it is paved throughout.
MALDEN AND MELROSE RAILROAD COMPANY, BOSTON.
For eight months ending November, 1858.
Cost of the road, $- 56,106 38
Cost of equipment.
28 cars,   -   -   -   -        $21,850 14
225 horses, -   -   -   -   -  28,125 00
Amounts carried forward,    $49,975 14  $56,106 38




38             A PRACTICAL TREATISE ON
Amounts brought forward,    $49,975 14  $56,106 38
Cost of omnibuses, sleighs and other
vehicles, -                     10,173 16
Cost of land and buildings, -   -  16,607 27
Cost of harness, snow plows, tools, &c., 11,256 09
Extensions of Middlesex Road in
Charlestown  and  Boston, and
switches and turnouts, and the
lease of the Middlesex Railroad for
forty-seven years, with privileges
purchased by this company, with
other things, and estimated altogether,  -   -   -   -   - 100,000 00
Total cost of equipment,      - - $188,011 66
Amount included in the present and
in past years in the running expenses for estimated or actual depreciation of any of the above items,  1,569 73
186,441 93
Total cost of construction and equipment,    $242,548 31
Total earnings during the eight months.
From passengers,         - -   - $61,741 53
From sales of manure, -       -      546 87
From other sources, (rents,) -   -   1,086 50
Total earnings,               -                63,374 90
Expenses for working the road.
For repairs of road and buildings,   $1,338 45
For repairs of cars, harness, shoeing
horses, &c.,   -   -   -   -   1,685 35
For interest, taxes and insurance, -   1,814 41
Amounts carried forward,      $4,838 21  $63,374 90




STREET OR HORSE-POWER RAILWAYS.           39
Amounts brought forward,     $4,838 21  $63,374 90
For rent paid to Middlesex Railroad
Company for use of their road, -  13,292 42
For wages of persons regularly employed, except President, Directors,
&c., &c., -                     20,506 84
For provender,  -   -   -   -  12,046 03
For incidental expenses, salaries,
printing, &c., &c.,  -   -   -   3,803 69
Estimated depreciation of property,    1,569 73
Total expenses  -   -   -   -         -        56,056 92
Net earnings,                                  $7,317 98
Average number of horses to each car, 8.
Average cost of maintaining each car per day, including wear
and tear, repairs of road, &c., &c., $8 23.
Number of miles run by each car in 8 months, 4,215.
Number of passengers carried by each car in 8 months, 41,369.
Average cost of carrying each passenger, 4%o~3 cents.
Average cost of mile run, 47 cents.
Rate of speed, 6 miles per hour.
The total length of rail on this road is equal to a single track
of 12 miles-it is paved throughout.
MIDDLESEX RAILROAD.
This road is leased to the Malden and Melrose Company, who pay a semi-annual rental equal to eight per
cent. per annum on each share of the capital stock
of the Middlesex Railroad Company.
BROADWAY (HORSE) RAILROAD COMPANY, BOSTON.
This company has had a location granted to it by
the Mayor and Aldermen of the City of Boston, and
the railroad is under contract for building. A portion
of the same is completed, and in operation.  The corn



40               A PRACTICAL TREATISE ON
pany has bought no real estate, nor any equipment,
and no returns have yet been made.
THE DORCHESTER RAILWAY COMPANY.
This company has purchased the corporate property
of the Dorchester Avenue Railroad Company, and leased
the road-the lessees have run the cars and the line
of coaches connected therewith, on their own account,
paying to this Corporation a rent equal to eight per
cent. per annum  on the amount of stock outstanding.
RECAPITULATION OF THE FOREGOING.
NAME OF ROAD.           Cost of      Cost of    Net Profit.
Construction.  Equipment.
Sixth Avenue.........................  $555,012 62  $199,944 60  $78,125 39
Brooklyn City........................   574,003 75   452,706 23   99,189 64
Third Avenue......................1,000,000 00    170,000 00  117,882 04
Cambridge and Union..............   316,777 14   159,988 04  20,038 19
Metropolitan.........................   226,641 77    218,342 64   64,743 14
Maiden and Melrose...............    56,106 38    186,441 93   7,317 98
Totals.$................ $2,728,541 66 $1,387,423 44 $387,296 38
Total stated  cost of construction  and  equipment,
$4,115,965 10, which, allowing for wear and tear and
everyv expense, has produced a net profit of $387,296,
equal to nearly 91 per cent. per annum.
The above roads comprise a length of single track
equal to ninety miles, the amount for construction of
such length, including all materials and work, need not
now exceed, where no grading or bridges
are necessary,                              - $1,000,000 00
Add cost of buildings and equipment, - 1,387,423 44
$2,387,423 44
Which would have given a net revenue of $387,296, or
more than 16 per cent.




STREET OR HORSE-POWER RAILWAYS.      41
The difference in these two totals arises partly from
cost of buying up the omnibus interests.
These statistics show that the business of street railways is of steadily increasing importance, and that the
enterprise has been so far, unquestionably successful.
The investments have yielded large and regularly paid
dividends, even on amounts of capital charged to construction, which was partly consumed in the purchase
of imaginary omnibus rights, and other expenses,
amounting in total to nearly treble the actual cost for
which roads without grading or bridging can now be
built.
CHAPTER III.
The vast amount of capital about to be invested
in. street railways throughout the great commercial
cities of this country, renders every information connected with their history and construction a subject of
the deepest interest to municipal authorities, to capitalists, and to the community at large.
In treating on this important subject, great difficulty
is experienced on account of the impossibility of conveying adequate information for practical purposes, by
means of the press. The want of science and actual
practice which has been exhibited in many of these
undertakings, and the fruitless attempts at imitation,
without a just comprehension of the original nature of
the plan, have invariably resulted in injury to the road,




42            A PRACTICAL TREATISE ON
a tax on the public, and a derangement of the finances
of the company.
Gratuitous services are but temporary, and generally
terminate in disappointed expectations. Skill and executive labor must be adequately paid for, if expected
to be constantly and usefully exerted, and if so exerted,
the price is no consideration when compared with the
advantages derived.
The contents of this chapter will be classified under
the following heads:
First.-A slight sketch of the history of tramways.
Secondly. —Their location, grade and gauge.
Thirdly. —Drainage.
Lastly.-Their mechanical construction.
The earliest account given of the use of tramways,
dates as far back as 1670, when, on the introduction of
coal as a substitute for wood fuel, great difficulties were
experienced in its transportation from the mines to the
ships, which was done in rude carts, over rough roads,
involving serious expenditures to the proprietors of the
mines, who necessarily employed several hundred horses
and carts for this traffic. The importance of adopting
some plan of reducing the consequent expense, occupied
the attention of those interested, and, after serious
consideration, the result was the construction of wooden
tramways, consisting of straight pieces of timber imbedded longitudinally in the roadway without cross ties.
These were found to be so advantageous that they
were at once adopted throughout the mining districts;
their construction, as improved, has been thus described:
Some attention appears to have been given to the
locations, as considerable deviations from direct lines




STREET OR HORSE-POWER RAILWAYS.      43
were made to avoid inequalities of the ground, and consequent expenditure for graduation; the road-bed being
leveled, cross ties of large logs of wood, cut into lengths
to correspond with the width of the road, were laid across
at short distances, and firmly imbedded, to support the
longitudinal pieces of timber which were connected end
to end over the cross ties, and to which they were
nailed or otherwise secured.  These timbers or rails
becoming constantly broken or rapidly worn away by
the continued friction of the wheels, other smaller pieces
of timber were laid over the dilapidated portions, which
eventually led to the introduction of a double sleeper
throughout the whole line. The roadway was generally
about six feet wide, the cross ties were laid two feet
apart; the under rail was first laid with oak, but afterwards of pine fir, about six feet long, five inches broad,
by four or five inches in depth; the upper rail was of
the same dimensions, and generally of beech or plane
tree; the under rail being properly secured to the cross
ties, the road was ballasted with ashes or other material,
packed firmly to the surface of the rail, upon which
the upper rail was then placed and firmly secured by
wooden pins.
The wagons resembled somewhat the coal cars now
in use, the wheels were of wood, and very low. Three
tons was the general load to each horse. The passage
of the wagons over the steep declivities or c"runs," was
regulated by rude brakes, the management of which,
depending upon the dexterity of the wagoners, often
produced very fatal results.
The substitution of iron rails for wood, which enabled
the horse to haul double his previous load, was intro



44            A PRACTICAL TREATISE ON
duced about the year 1767, at the iron works of Colebrook Dale. It is said, that the price of iron becoming
very low, and the works of this company being of great
extent, the pig iron, instead of being stacked, was laid
upon the wooden rails, on the supposition that the saving
in repair of the rails would help to pay the interest, until
the price of iron should rise, when it could be easily
taken up and sent away as pig iron. These pieces of
iron were about five feet long, four inches broad, and one
inch and a quarter thick, with three holes by which
they were fastened to the rails. The introduction of
the iron rail so reduced the resistance in descending inclined planes that the brake was ineffectual in counteracting the force of gravity, and recourse was had to
other modes of restraining the velocity of the wagons,
which resulted in the employment of the surplus gravity
of the load descending one plane to drag the empty
ones up the ascending plane.
The next improvement was the introduction, about
the year 1776, of the cast iron tram plates with an
upright ledge; since then the subject has so occupied
the ingenuity of mechanics and engineers that a great
variety of patterns for iron rails have been patented and
introduced; of the more modern and useful ones notice
will hereafter be taken.
In the year 1825, the Stockton and Darlington Railway was opened; animal power was principally employed, and the community was surprised at the wonderful superiority of railroads over the best of common
roads; as a carriage containing twenty-six persons, with
their proportion of baggage, was drawn by a single horse
at the rate of six miles per hour, with comparatively
little exertion.




STREET OR HORSE-POWER RAILWAYS.     45
LOCATION, GRADE AND GAUGE.
The great improvements which have taken place in
road-making; consisting, not only in planking, paving,
macadamising, &c., but in the greater attention given to
the character of gradients for roads adapted only to
ordinary vehicles, afford great facilities for the construction of tramways on the line of public roads. The
simple act of laying strips of iron on the line and grade
of a turnpike or plank road, is certainly not so extensive an undertaking, although a much greater improvement upon the present paved, planked or macadamized
road, than these latter were upon the rude roads of
former times: in fact the experience gained from tramways now in use, appears to suggest the substitution
of the iron way as the next gradual and natural imnprovement over the ordinary roads.
There are few public roads (having sufficient business
to support a tramway) which have not abundance of
width for the construction of a railway on their sides
without in the slightest impeding the traveling of
carriages, wagons, &c., upon their centres; or which
could not be advantageously widened by the substitution
of a proper plan of drainage for their wide, shallow and
useless ditches and pools of stagnant water.
The desiderata in constructing a street railway are
economy of motive power, rapidity, safety and public
convenience; and whilst it is important, so to locate
and construct a railway as to conform to these requirements; economy dictates, that having made a safe calculation of the probable amount of receipts and working
expenses, the cost of construction should in all cases
be proportioned thereto; but great care should be ex



46             A PRACTICAL TREATISE ON
ercised, for prospective profit, which by figures is capable
of easy demonstration, is too often in practice, productive of opposite results.
If, by an extraordinary expenditure, a railway could be
so perfectly constructed, that no repairs would be requisite, and that a vastly increased amount of passengers
could be transported with the least power; it may be
questionable if true economy, owing to the particular
circumstances of the company's affairs, might not dictate the construction of a cheaper work, on which a
smaller load could be drawn with the same power.
In the location of a passenger tramway on the suburbs
of a city, the nature of its business usually confines the
route to the public roads, in the immediate vicinity of
which, those who constitute its permanent travel reside.
No deviation therefrom can consequently be admissible,
and as to the question whether to grade, or to lay the
rail on the existing surface of the road; it is a matter
to be.determined by the cost; by questions arising out
of local circumstances; or in some cases, by the general
railroad law of the State.
It is conceded that the level road is less fatiguing
to horses, than that which is undulating.; and therefore
it is desirable in constructing a tramway, to lay the
superstructure on such grades, as will allow the horses
to ascend without too much exertion and descend
without risk or danger on a road covered with ice and
snow.
In order to determine what shall be the maximum
gradient; it is necessary to consider the question alternately, as an ascent and descent-the former concerns




STREET OR HORSE-POWER RAILWAYS.     47
the economy of motive power; the latter, the safety
of rapid traveling.
There are many circumstances which affect the motion
of cars on a street railway, and in investigating the
subject as to what may be the maximum of ascending grade, where horse-power is employed, the following
will be noticed as the most important points to be
considered:
The maximum load.
Traction due the maximum load on a level.
Available power-from which must be deduced the
maximum gradients to be adopted in location-thus:
The two-horse car in ordinary use, weighs   4,200 lbs.
Capable of carrying 30 passengers, whose average weight will not exceed 150 lbs.,  4,500 "
Maximum load,                        - 8,700 lbs.
On a level the tractive force is expended merely to
overcome friction; which on iron railways is calculated
from IT-~ to OW of the load, according to the dryness or
dampness of the rails; but on street railways may more
correctly be estimated at T,  of the load, on account of
the extraneous matter liable to accumulate on the rails.
Thus then 8,700 lbs. being the maximum load -2-0 =
73 lbs. is the traction due the maximum load on a level.
The proportion of traction, to load, on gradients is, as the
ratio of inclination is to its length-taking the available
power of two horses at 327 lbs. we have 83 07  26, thus
the gradient should not exceed 1 in 26.
The resistance here calculated at Tb of the load will
vary according to the nature and condition of the road,




48            A PRACTICAL TREATISE' ON
occasioned by matter on the rails, undulations in the
same, whether from imperfection in the iron or want of
uniformity in the grades, or unevenness at the joints;
all of which have the same injurious effects, as rising
over an obstruction, and form a much greater part of the
resistance on an iron road, where they are proportion.
ably more injurious than on a turnpike road; and the
power of a horse to overcome the same is greatly di.
minished in proportion to the ascent.
The resistance due wheel carriages is the effect of two
separate causes, arising from the attrition on their axes,
and the action of the wheel upon the rail. The pressure
on the rubbing parts at the axis of a carriage is proportional to the weight of the body of the carriage, and its
load. The pressure on the rails will exceed that on
the axis by the weight of the wheels, and thus the
wheel is prevented sliding on the rail. The resistance
decreases in the ratio of the radius of the wheel to the
radius of the axle: therefore in the construction of railway cars it is desirable to have the diameter of the wheels
a large, and the axles as small, as convenience and safety
will allow. The amount of friction to be overcome
will vary according to the character of the lubricating
material made use of, and the smoothness and evenness
of their surfaces; by the uniform cleanness of the rail
surface; and the accuracy of the wheel's periphery.
It is next necessary to consider the nature and effect
of the power employed to move the cars, aild whilst it
would be superfluous to add any description of the horse,
it is desirable to make such investigation as to its mus.
eular force and power of duration, as will aid its application in such a manner, as to afford the greatest amount




STREET OR HORSE-POWER RAILWAYS.       49
of useful effect, with as much speed as can be obtained
without injury to the animal.
In conducting the business of conveying passengers
on street railways, speed is secondary only to safety;
and the daily work of a horse thus employed is to be
calculated by distance run, the duration of labor being
shortened in proportion to speed.
Dr. Desaguliers estimates the power of a horse at 200
lbs., moving 2- miles an hour, for 8 hours in a day,
making 200 lbs. 20 miles in a day.
Mr. Watt estimates it at 150 lbs., at the same rate.
Mr. Tredgold places it at 125 lbs., at the rate of 3
miles per hour, for 6 hours of a day.
Experiments were made by Mr. Wood, with a very
complete model, from which it appears that the tractive
force required to move a car on a level railway is capable of being reduced to one-five-hundredth part of the
weight; if then the average draught of a horse through
a day's work is estimated at 150 lbs., moving at the rate
of 22 miles an hour, the same horse should be capable
of hauling on a level railway 500 x 150   75,000 lbs.,
or about 331 tons.  No railway, however, is so perfectly
constructed as to admit of this application.
A horse working every day, traveling 20 miles a day,
exerts a force varying from 50 to 300 lbs., the greatest
muscular power exerted by average dray horses on steep
ascents through the streets, will probably sometimes
amount to 400 lbs.
On the colliery railways in England, in one ascent of
236 feet to the mile, one horse hauls 2 tons of coal, and
in another, on a plane of 500 feet in length, it is esti4




50             A PRACTICAL TREATISE ON
mated that the muscular force employed by a horse is
about 342 lbs.
It is calculated that, taking the load which a horse can
draw on a level at 1,
On a rise of 120 feet to the mile, he can draw only.75
"    220.50
"    528.25
The following table by Mr. Tredgold, represents the
duration of labor and maximum velocity of a horse
unloaded:
Duration of labor,  1 hour.   2 h.   3 h.   4 h.  5 h.   6 h.  7 h.   8 h.   10 h.
Maximum velocity
unloaded, in miles  14.7 miles. 10.4 m. 8.5m. 7.3m. 6.6 m. 6m. 5.5m. 5.2m. 4.6m.
per hour,
This he considers may be taken as very nearly the
law of decrease of speed by increascd duration of labor
when a horse moves on a level road, unloaded. If the
road be inclined, the velocity of ascent will decrease in
proportion to the rise of the inclination, and proportionally increase in the descent.
From calculation it would appear that a horse can
haul seven times a greater weight on a level road
than he can on an inclination of 5 in 100, and practical experience proves that on a line of five miles
where there are continually undulating grades, varying
from level to 5 in 100, two horses can regularly haul
four tons in one hour.  This then would tend to clearly
demonstrate that the system now adopted on level streets
of attaching two horses to a car, whose weight when
loaded will perhaps not exceed four tons, the capacity of
the horses being twenty-eight tons, is a waste of motive
power, arising either from a miscalculation of the horses'
power, inferiority of stock, or defectiveness in the wheels
or track.




STREET OR HORSE-POWER RAILWAYS.     51
Viewing the subject of grades as a descent, there are
these dangers, that the brakes may not be properly constructed and attached, and that carelessness in their
application may result in serious accidents, and must
always cause a greater strain upon the horses in resisting
the tendency of the car to roll down the hill. A much
more secure plan than the present brake may be adopted
on cars running on steep descents, by attaching the
moving power of a lever to the tongue or pole of the
car, the fulcrum on a plane with the height of the wheel,
and using the other arm against the resisting wheel;
the brake would then be self-acting, and in the event of
the horses falling, the progress of the car would be immediately arrested-moreover, when the road is covered
with ice, the slippery surface renders both the ascent
and descent troublesome, dangerous to the horses, and
sometimes impracticable.
Thus in laying out a railway where the motive power
of horses is to be employed, observing the danger and
inconvenience of descending inclinations and the increasing loss of power on ascents, it follows that it is highly
important to obviate as much as possible all heavy gradients, particularly in the middle portions of a road
where the travel will in all probability be heaviest; for
the expense of motive power on a level will increase in
much greater ratio than the increased rate of inclination.
Until very recently, the shortest radius of curvature
adopted on main lines was sixty feet, and of the pattern
shown in plate 14, the difficulty experienced in turning
some of the sharp angles of the streets was, in one case,
so great as to interfere with a proper location of the
track, and much inventive genius was applied (as is not




52            A PRACTICAL TREATISE ON
unfrequently the case) to remedy the evil without consideration of its cause; thus every conceivable alteration
to the car was suggested. The matter was referred to
Strickland Kneass, Esq., the Chief Engineer and Surveyor of the city of Philadelphia, who, upon investigation, decided to remedy the evil in the pattern of the
rail.  By placing a car on the curve it was observed
that the distance between the wheels was so great as
to cause the flange of the back wheel to " ride" on the
oblique line of the rail edge to the surface of rail and
pass over it-the pattern of rail was altered to that
shown in plate 13, where the wagon edge of rail rising
at right angles, prevents the flange of the wheel having
any purchase thereon other than that afforded by the
inclination of flange, which is counteracted by the weight
of the car.
DRAINAGE.
The drainage of railways demands the most careful consideration, and the judgment of the engineer is required
to render available the natural facilities of the country.
Not only must the surface water be got rid of, but the
adjacent substratum should be thoroughly drained, and
protection made from the flood of water in heavy rains.
Where springs rise on the site of the road, drains should
be made into them; all drains must communicate with
the natural water courses of the country, and in some
cases it may be necessary to build cross drains of good
masonry under the road bed, particularly where it is
located on the slope of a hill. Where no provision is
made for drainage, not only will the timbers soon decay,
but the soil which forms the bed or foundation of the




STREET OR HORSE-POWER RAILWAYS.      53
structure, becoming loose, recedes from the timbers, and
the effect of every additional weight on the rail, causes
a deflection and consequent vibration at the joints,
abrupt changes in the grade and increased wear and
tear in the material of which the road is constructed.
It is not difficult to perceive that the subject of drainage
is one of the first importance in the construction of
tramways, and that even with enormous expenditures,
it is useless to attempt to keep a suburban railway in
repair, under an incomplete system of drainage. The
side channels and all the road drains require a thorough
examination at the commencement of spring and winter,
and constant attention to their being kept free from
obstruction; by this means the road will be kept dry
and be maintained in good condition at proportionally
small expense.
The gauge of track and pattern of rail to be adopted
are questions of the greatest importance, on the judicious
decision of which will depend in a great measure the
local popularity of street railways. Philadelphia, though
slow to introduce a new system of locomotion to her
streets, has so consulted the requirements of the public
generally by improving on the plans of other cities, as
to accommodate those who use the streets with private
vehicles, as well as those who travel in the cars.
Under an ordinance of City Councils of Philadelphia,
all iron rails laid in the streets must be of the pattern
shown in plate 12, and the gauge of track five feet two
inches, the space between the wheels of ordinary vehicles.
Under this arrangement the broad tramway of the rail
provides a smooth iron surface for the wheels of carriages,
wagons, drays, &c., and accomplishes the advantages of




54            A PRACTICAL TREATISE ON
concentrating the travel, relieving the streets of the
noise occasioned by the rattling of heavily laden vehicles
over the rough stones, economizing a heavy annual expense for repairing streets; and by accommodating all
classes of the community, the prejudice and opposition
which formerly existed are gradually being forgotten.
The engineering of some of the first railways laid
down in Philadelphia was entrusted to the eminent
Chief Engineer and Surveyor of the city, and, how
thoroughly he appreciated the requirements and interests of the city, as well as the convenience of the public,
is evident, from the manner in which practical experience has substantiated his opinions herein expressed.
" Philadelphia, October 12th, 1855.
J. M. GIBSON, ESQ.,
Chairman of Special Committee on City Passenger Railroads,
DEAR SIR: —Having conferred with your committee
regarding the subject of City Passenger Railroads, and
in company with you visited lines for proposed routes,
I beg leave to offer a few remarks preparatory to your
report to Councils, that will bear more especially upon
their usefulness and mode of construction than upon the
policy to be adopted for their general management.
which, strictly, is the province of your body.
As to their general usefulness, we can take as a precedent upon which to base an opinion, the great advantage that the present omnibus system, imperfect as it is,
affords to all classes of our community. The rapid
increase in the number of omnibus lines, each yielding
a handsome revenue upon the investment, proves con



STREET OR HORSE-POWER RAILWAYS.       55
elusively the large number benefited; and the saving of
time to those whose residences are at a distance from
the business mart, as well as the benefits accruing to
the merchant in rendering his store or counting-house
accessible from all sections of the city without fatigue
or loss of valuable time, will secure the hearty co-operation to any improvements in the present arrangements
that may be suggested.
The advantage of a railroad car over an omnibus, as
now used, is self-evident, not only to the passengers, but
to those who may reside upon the streets through which
the route may be located. The construction of the cars
is such as to afford the greatest comfort to passengers,
not only in their ingress and egress, but while passing
to their destination-the width of the car being equal
to the distance from hub to hub of an ordinary coach.
The interior proportions will be sufficiently large to
avoid many discomforts now so justly complained of.
To the residents upon the route one great advantage
will be the relief from the incessant din attendant upon
the rapid transit of heavy coaches, so injurious to the
invalid, and now urged by many as a serious objection
to living upon an omnibus route; their rapidity of motion
and security will also be at once appreciated-moving,
as they can, more rapidly, with less noise and greater
safety than the cumbrous vehicles that now, to accommodate a passenger, or to avoid apparent danger, depend
upon the strength of the driver and the willingness of
stubborn horses; while with a city passenger car, the
horses require no lines, further than for guidance around
curves and keeping them within the track; the applica.
tion of a well arranged brake alone causing, if necessary,




56            A PRACTICAL TREATISE ON
an instantaneous stoppage. They are, therefore, in
crowded thoroughfares attended with much less danger
than vehicles of ordinary construction and similar motive
power.
Their introduction will prevent the streets being, as
now, blocked by a double, and frequently a treble row
of coaches, creating an intolerable annoyance to the
business man, and will afford to the community greater
accommodations in every particular wherein they consider the present system advantageous.
The rail that I should recommend for the use of a
city track, as arriving at more nearly the requirements
than any other in use, is similar, though differing somewhat in detail, to the iron now laid at the intersection
of Third and Chestnut streets designed and placed there
some years since, at the instigation of our enterprising
fellow citizen, Jesse Godley, Esq.  The constant use to
which it has been subjected without derangement, placed
at the intersection of two of the greatest thoroughfares
within the limits of our city, proves its value.
In differing from that rail I should form one unsuited
for locomotive engine and train, by reducing the height
and increasing the inclination of the wagon-edge, thereby
allowing ordinary vehicles to cross and recross, as well
as diverge from its line without fear of injury, at the
same time offering sufficient obstruction to the flange of
the car-wheel, to prevent an escape from the track,
unless by an obstacle purposely placed there.
The formation of the track should be of the usual plan
of cross-tie and longitudinal stringer, laid in ballast of
broken stone or coarsely sifted gravel; the first, unless
the gravel be very coarse and entirely free from loam,
being preferable as affording stability, at the same time




STREET OR HORSE-POWER RAILWAYS.      57
offering free opportunity for the percolation of water
that would otherwise remain around and injuriously
affect the imbedded timber.
The rail-fastening I prefer to be made, notwithstanding many objections have been offered, with a clinch
spike and counter sunk head, driven through the bed of
the rail; experience shows that they hold the rail more
firmly than side spiking, which has but comparatively
small hold of the stringer, while the objection made, that
surface spiking permits water to penetrate the timber,
applies in both plans.
The gauge to be adopted is a question worthy of much
consideration, and I should recommend that it be made
to conform to that of the ordinary carriages in use upon
our highways, notwithstanding a combined rail would
be necessary in the event of Third street being selected
for a city route.
As these roads will be located and constructed for
specific purposes and not adapted for the cars of freight
roads, there is no reason why the old gauge of four feet
eight and a half inches should be retained, while a great
reduction in the expense of maintenance of way will be
the result of a change. The old gauge is such as to
allow vehicles the use of only one wheel upon the rail,
while the other travels upon a line formed by the iron
and paving, the constant use of which soon creates a rut
requiring constant attention and expense to keep in
repair. This is the case even with cubical blocks, as
evidenced on the line of Third street.
For the formation of a perfect track, cubical block
paving at the side of the rail is imperative and when
the street is formed with cobble stones, the blocks should
be laid alternate, long and short, so as to destroy as




58            A PRACTICAL TREATISE ON
much as possible the line, which would be the nucleus
of a rut.
By increasing the gauge to five feet two inches, vehicles traveling upon the track, will use both rails
without injury to the iron or pavement, and the wagonedge of the rail will offer no impediment to turning out,
should a heavy team be overtaken by a car, and will
cause an increased revenue to draymen, carters, &c., by
enabling them  to haul a larger amount more expeditiously with the same horses.
The mere circumstance of having a railroad track
properly constructed upon a street, which to many seems
an insuperable objection, is, in my opinion, none whatever, when that track is used solely by horse power.
One great difficulty regarding its introduction, is to
dispel front the minds of those who are most strenuous
in their opposition, the idea of an extended train of
heavily laden cars, drawn at a great and unmanageable
velocity by steam power, or where this extreme is not
reached, we have the effect of the imperfect track on
Third street to combat; but, the roads under consideration are for the use of the same motive power as the
carriages for which is claimed the exclusive right of the
highways, and offers less obstruction and danger than
an omnibus whose course is erratic, frequently producing
a fractured axle or wheel when least expected.
The objection to a single track in the middle of a fifty
feet street, as interfering with the requirements of adjoining tenements is one which will be waived so soon
as the experiment is made, for in all cases the carriage.
way is twenty-six feet wide, giving a clear space on each
side of the rails of ten feet five inches, and of the car in
passing-which is but momentary-nine feet six inches,




STREET OR HORSE-POWER RAILWAYS.       59
sufficient for all household purposes, and offers no impediment to builders when occupying the street with
materials of construction, as it infringes but six inches
upon the distance from curb, now allowed them by law.
The further objection, that the passage of cars will
interfere with the traffic upon the highways is equally
untenable, as they will, in fact, be advantageous in
keeping the current more perfect; for, should a street
be occupied to its legal limits with building materials,
there is but room for the passage of two vehicles; they
are therefore confined to specified tracks when there are
no rails, then why not allow one stream of carriages to
take the rails and follow or precede the car-collisions
would be less frequent and the constant jams caused by
three coaches endeavoring to pass through a space sufficiently wide for two only, would be prevented.
The only objection that has tenure is, that furniture
cars and drays will infringe upon the line of rails when
backed to the curb. This is by no means serious, for it
is never necessary for them to remain in that position
so long a time as to seriously delay the car, if compelled
to wait even until the load be completed or delivered.
With reference to the location of remunerative routes,
I will omit remark, further than that the business men
of Councils are more capable of making a judicious
selection than any others-the experience of a civil
engineer therein being necessary only so far as their
applicability to grades suitable for the economical working of the road machinery.
I should at the same time express a hope that an east
and west line may receive from you its due consideration
as equally useful for the north and west as the other is
for the north and south.




60            A PRACTICAL TREATISE ON
As regards the policy that should govern the construction of City Passenger Railroads, I am inclined to
the opinion that to secure the true interests of the city,
as well as their proper management, they should be
built and maintained by the corporation-the city issuing a license for each car to companies who may have
each the exclusive use of a certain route, the company
to pay annually, an amount that shall be an assessment
upon each passenger carried, the rates to be regulated
annually from sworn returns made by the officers of the
company.
The cars will then bear the same relation to the city
that the omnibuses now do, and will prevent incessant
clashing between companies that would otherwise be
compelled to use a portion of each others' routes; it will
place in the power of the city the means to correct
abuses, preventing imposition upon its citizens and the
creating what should be a public benefit, a nuisance.
The city will then know where to look for the proper
repair of its highways, and not be, in a measure, dependent upon a company of individuals whose only
interest will be the amount of dividends realized.
If it is advisable (and I agree such is the case) that
a commencement be made at once, such contracts should
be entered into with capitalists who seek the investment,
as will enable the city to obtain the possession of the
roads as soon as the financial condition of its treasury
will permit, or whatever arrangement to reach that
point Councils may decide upon.
Very respectfully,
STRICKLAND KNEASS,
C'hief Engineer and Strveyor.




STREET OR HORSE-POWER RAILWAYS.        61
This plan was adopted, and has now been in successful
operation more than one year. The only objections
which have been raised against it are that the flange of
the rail, forming an elevation of about 7 of an inlch,
retains water, dirt, ice, &c., in the trackway, and the
trampling of the horses tends to throw stones and dirt
outward, which becoming accumulated on the rails,
entail a heavy expense to keep the track clean.
It has been suggested that the rails shall be reversed,
by which the higher level or flange of rail will be on
the inside; the space between the rails may then be
sufficiently elevated above the rest of the street to allow
the surface water to flow freely away; and that if the
lower level or tramway of the rail be manufactured an
inch wider, it will be more convenient for vehicles,
enabling them to c&oss the street or turn out of the
track with less resistance than is now experienced.
The adoption of this plan will render it necessary to
reverse the car wheels, by which the flanges will be on
the outside. The objection which first suggests itself to
this alteration is, that as the rails have a tendency to
spread, a consequent increased friction will be produced
by the action of the flange of the wheel on that of the
rail.
On a perfect railroad, with perfect machinery, the
slightly conical form given to the periphery of the wheels
should be sufficient to preserve their parallelism. The
flanges are intended to act as guides in running on curves,
and guards in cases of accidents. The causes which
would produce a friction of the flange of the wheel on
the side of the rail are generally a difference in diameter
of either of the wheels, obstructions on the rail, a de



62            A PRACTICAL TREATISE ON
pression of one rail, undulations in the track, and a
variety of others, which arise in most cases from neglect.
Unless these causes are removed, the track must
necessarily spread. Another cause of spreading is the
trampling of the horses between the rails, compressing
the material, and producing a similar effect to that caused
by driving a wedge; this is easily counteracted by ordinary mechanical appliances.
It is not a little surprising that in London and Paris,
where so many street improvements have been and are
being continually introduced, and where sanitary reform
prevails, and every other municipal regulation of street
discipline is so strictly enforced, that the old system of
street locomotion should still be adhered to; that where
spacious thoroughfares are being laid out, and magnificent structures erected, their occupants should be still
subjected to the numerous inconveniences so effectually
obviated by the city railway.
The improvements recently introduced in the construction of the railway overcome all the obstacles which
formerly existed, and there is not an argument that can
be urged against the system which cannot be satisfactorilv combated by any one conversant with its practical
operation. The increase of business caused by increased
facilities for traveling, increases the number of employees
required; and the magnificent scale upon which these
establishments may be conducted in Paris would provide
employment for thousands of officials, clerks, conductors, mechanics, drivers, overseers, stable-men, &c., and
produce to the government a revenue which will appear
surprising and incredible.




STREET OR HORSE-POWER RAILWAYS.       63
MECHANICAL CONSTRUCTION.
In the prosecution of no new work is activity, dis.
patch, and system in the distribution of material more
necessary than in that of a street railway, where the
obstruction to travel, the temporary inconvenience to
residents on the line of the torn-up street, and consequent
danger of infringing upon municipal ordinances are to
be constantly held in view. In laying a railway track
through a public street there are many matters of detail
that require particular attention, such as the crossing
of, or junction with other tracks, the crossing of drains
or gutters, and other minor difficulties, which in many
instances require the exercise of some ingenuity even
on the part of a practical engineer.
The description of material to be used in the construction of a street railway, will in some measure be determined by local circumstances.
A great variety of timber has been used for cross ties,
viz: white oak, chestnut, yellow pine and white pine,
&c., hewn or sawed, 5 x 6, and varying in length according to the width of the track, extending at least 12 inches
on both sides of the track-the distance between the
cross ties varies, as in some instances they are laid six
feet apart, in others four feet, and if no stringer be used,
about two feet apart: they should be imbedded in
trenches cut to receive them, and the earth firmly packed
and rammed around them, care being always taken that
they rest square and solid and present even and parallel
surfaces with the line of grade.
The string pieces or longitudinal timbers, which are
used both to elevate and provide a uniform bearing for
the rail, may be of Georgia or Carolina yellow pine, or




64            A PRACTICAL TREATISE ON
where the quality of this descrtption of timber is inferior,
or the price excessive, white pine may be substituted;
it is usually cut in lengths varying from twenty to forty
feet, and of the dimensions required; that commonly
laid down in streets has been seven inches, by the width
of the rail; the object in the height of seven inches is,
so to elevate the rail as to provide sufficient depth to
prevent the horses' feet coming in contact with and destroying the cross ties; the required depth will vary
according to the material with which the surface of the
road is covered, but in a pitched or paved roadway seven
inches is not too much, as allowing sufficient depth for
paving over the ties: the width should be the full
width of the rail, and its surface planed and grooved to
fit the bottom shape of rail; the joints should be made by
a scarfingof about four inches in length, reversed on
each half, and great care always taken that each joint
has an equal and solid bearing on the square face of the
cross tie.
Various means have been employed for fastening
the stringer to the cross tie; it has been suggested
to notch the tie so as to allow the stringer to set in it,
but this would result in early decay. Square oak pins,
iron bolts and spikes have been used, and nmuch difference
of opinion exists as to which is most effective; oak pins
are cheapest, and they have this advantage, that they
present no obstacle to spiking the iron, if in that operation a spike hole happens over a pin; but there is the
danger of their being broken in driving, in which case
they may be adzed off and the cross tie allowed to remain
unfastened to the stringer. A half inch round wrought
iron bolt, with a spike point and slightly battered head,




STREET OR HORSE-POWER RAILWAYS.        65
makes a fastening sufficiently secure for the purpose required. The annexed cut, plate 21, represents the spike,
bolt and pin which have been separately used for this
purpose: the circle at the end of the pin represents the
size of the hole which is bored after the ties are set, and
into which the pin is driven through stringer and cross
tie; the sides of the pin are hollowed out in order to form
a draft. Care should always be taken in removing earth
or digging trenches for the stringers, not to disturb the
sbil below the level of the surface of the ties, as it is
more solid in its natural state and affords a better bearing, than can be obtained by any process of ramming;
but if the soil is of such a nature as will not admit of
this uniformity, proper attention should be given to
provide for the stringer an even and uniform bearing
with the surface of the cross tie. The stringers should
be so laid that the joint on one side will be about oppo.
site the middle of the piece on the other side.
Cast-iron knees, or angle-chairs, are sometimes necessary to prevent the track from spreading. These vary
in weight from two to ten pounds. They are spiked on
each side of the track to the stringer, and to every tie,
or alternate tie as may be deemed expedient. The first
spike should be always driven into the stringer,-thus
the danger of separating it from the cross-tie will be
lessened.
The chief item in the cost of material is the iron;
and it will be seen by reference to the accompanying
drawings, how many patterns have been in use during
the short time that street railways have been established. Cast-iron rails have been used; but these are
5




66            A PRACTICAL TREATISE ON
being taken up on account of their inefficiency, and
rolled iron substituted.
The Cambridge Railroad, Boston, was originally built
with rolled iron, weighing 64 lbs. per yard, of the most
approved pattern on any of the New York street roads,
and was selected, from the many in use there, by the
Mayor and Aldermen of Boston and Cambridge, and by
them ordered by vote to be used on this road. No cast
iron rails had, up to that time, been used on any street
road in New York. They have since been used by this
company, as a matter of experiment merely, on their
short curves-on the draw of the West Boston Bridge,
and for a turnout on the North Avenue Branch-but
with the exception of those used on the curves, the cast
rails have not worked as satisfactorily as could be
desired, and will not be used hereafter.
The form of rail which has given the most general
satisfaction is that in use in Philadelphia, which is
five inches wide; and, if the width of the tramway
were increased one inch, it would be found to afford increased facilities for ordinary vehicles. The iron should
be of the best quality of iron manufactured for railroad
purposes, perfectly straight, and free from warp or twist,
and of a uniform thickness throughout. The bars should
be in lengths of twenty-four feet, and cut square at the
ends; they should be punched with countersunk holes,
in the centre of the rail, at intervals of two feet, and
at about two inches from their ends.
The joints of all the rails should rest on a plate of
boiler iron, quarter of an inch thick, imbedded in the
stringers, and punched with two holes to correspond
with the spike-holes at the ends of the rails-care being




STREET OR HORSE-POWER RAILWAYS.      67
always taken that the joint of the iron does not happen
over the joint of the stringer.
The rails should be spiked at every hole of intervals
of two feet; the head of the spike corresponding to the
countersink in the rail,-a wrought-iron, flat-headed,
clinch spike, six inches long, weighing six ounces,
with a larger spike at the joints, will be found sufficient to hold the iron steady.
In crossing the joints of intersecting tracks much inconvenience has been experienced by the jar and consequent wear and'tear of cars; this difficulty has been
entirely obviated by the improved'"frog," see plate 20,
for which a patent has been issued. The idea being, to
carry the car across the opening of about two inches by
allowing the flange of the wheel to run upon the chilled
surface in throat of " frog" without affecting the surface
of rail.
In surfacing, let great care be observed that an even
bearing be always rammed under any tie which may
have been raised, or this portion of the track will again
be depressed so soon as a load is placed upon the rail.
The material with which the road-bed between the
tracks will be filled up, will depend, of course, upon
local circumstances. Plank, gravel, block, wood, brick,
cast iron, concrete, paving stones, and many other may
be used, but it should always be borne in mind that the
desideratum is to construct such a surface as will be
sufficiently rough to give the horses a secure foothold,
but not so much so as to injure their feet,-and herein
the interests of the railway company and the public are
identical. In filling up the horse-way all sods and vegetable matter should be carefully excluded, and large




68            A PRACTICAL TREATISE ON
stones should be broken; the earth should be well
packed as it is thrown in, and the surface so formed as
to be impermeable, and act as a roof to the portion
which it covers. In filling up a track on a paved
street, it is desirable to lay for nine or twelve inches on
the outside of each rail, large flat paving-stones, to prevent the track spreading.




PL. Ili.
CROUND PLAN &SECTION OF SUPERSTRUCTURE
stFYET R.,AIWAYS
NIIIIi T 1_I','~ _                         7
~/i,                                      I'
71 11 B                     1
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71 lbs.<
Litio  NL> li 4  74L XTtSifb
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K;^i Q NJ JRW   Ay R11   v Q R4j~t A;LW"?' C'EQ o -  E-i -  IOi    a. a.A R
BOSTON TO ROXBURY MASS: CAST IN 6 FEET LENCTH
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Lith of9Adboel_07 Wa  its-___,                                  _      _ _                 _     _  _ + 












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Fall S ize
Tin1 aof vTF o el 40 7 W.Lmu-t S Ljf











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I~h
PROPOSED CITY RAIL
j a..~,~  m~   ~.~ ~  m`. ~.... \q~~~:~'~:~~~ ~. ~~, ~~\.\....
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PL.XX
PLAN OF CROSSING PLATE OR FROG
introduced
on. P/7it/aded-p/ ltfi7  Hoaf.fha'-   1-itl.oflK Bell 40 7VW.MzlJ S L5]nJ&
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PL XK// L
GROUND PLAN & SECTION
PHILADELPHIA STREET RAILWAY
uacue  - In   n-xs5'2      8    -;.                       i
_-ith,of *T~    m a m 0'-~mh T:  A Ad, —--- i -9nq  - - -T -a 
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T HE' A-D) ON' C AR
D )e sei;te   o fr —tLe Cameion &,Hl4addofield_-as sen  er IRailway
-by
Alexander  EastonL
iLitlo- &I-int, tf ~. o ell 3I1Wa1nwL St Ph.




S9Y2S
1111XX Id:
0 6








STREET OR HORSE-POWER RAILWAYS.       91
CHAPTER IV.
After it has been resolved to construct a railway, it
is necessary to obtain the support of competent persons,
whose business habits and local importance will enable
them to conciliate opposition, secure Legislative influence, and to obtain authority to incorporate a Company
for its construction.
The General Assembly of Pennsylvania, in granting
such official act or charter, concedes to any five or
more of the commissioners named therein, full power
to open books and receive subscriptions to the capital
stock of such company, where and when they may
deem fit; where any two or more of them, after having
given due public notice thereof, shall attend, and furnish to all persons duly qualified, who shall offer to
subscribe, an opportunity of so doing; the books to be
kept open six hours a day for three days; no subscription being valid unless the party, at the time of subscribing, shall pay five dollars on each share. When
ten per cent. of the capital stock shall be thus subscribed, the acting commissioners certifying to such fact;
the Governor of the State will, by letters patent, constitute the subscribers a body corporate, under the title
designated by the special Act of Assembly.
After having obtained letters patent, the commissioners are required to appoint a meeting of the subscribers




92           A PRACTICAL TREATISE ON
or stockholders to organize the company, who shall
elect, by a majority of the votes present, a President
and Directors, to conduct and manage the affairs of the
company.
It is of great importance that the election should devolve upon men of the highest business talent, having
a pecuniary interest at stake in the prosperity of the
road, with such a position in society as shall place their
conduct as far aspossible above impugnment.
The directors of street railways are usually entirely
ignorant of the details of the matters over which they
have authority; and even if it were otherwise, they
could not personally superintend the works under their
charge. The purchase of material not unfrequently
excites some feeling in the board; as seats have been
secured in railway directories that the parties holding
them  might serve those with whom  they were connected. Experience has proved, that it is best in every
respect to let the formation of the line and purchase of
material to contractors, who engage to complete the
work, according to certain specifications, at a stipulated
price per mile; and to appoint a competent engineer to
take general charge and be responsible for the construction.
The practice of misapplying capital for the payment
of dividends, and the charging of current expenses to
the account of capital, cannot be too strongly condemned. Cases have occurred where the future profitable working of roads has been endangered for years
under this systemr,-which, however suitable it may be
for the convenience of speculators, is fatal to the interests of those who invest permanently. The practice




STREET OR HORSE-POWER RAILWAYS.      93
usually adopted to guard against this and similar
abuses, is to open the accounts to the periodical inspection of shareholders; but its advantages are illusory,for to thoroughly understand the complicated accounts
of a railway, requires a thorough knowledge of the system in which they are kept, and an elaborate exarnination, which is a work of time, but all of which is susceptible of being simplified.
The treasurer should make up, once in three months,
a blank form of report, showing the condition of the
company's affairs, finance, and business; and this, not
by any process of calculation of what might have been,
or what it may be estimated will be; but from actual
receipts and expenses let the exact profit be ascertained,
the amount carried to profit and loss account, and all
the expense accounts closed ready for another quarter's
business. Let each director be supplied with a copy of
such report, as is done on the Union Railway, Boston,
where the practice originated, and which-under the
charge of its efficient officers-is productive of the most
beneficial results.
Managers of railways have had under consideration
many plans by which to secure to the company all
the money received by the conductors; the index,
the spy, and the ticket system have each in their turn
been adopted: where the latter has been systematically
carried out, it has to a great extent conduced to the
benefit of the company, but a certain amount of cash
fares must inevitably be received by the conductor, and
it is generally conceded that the interests of the company
demand that the conductor shall be selected with especial
reference to previous character; and on some roads he




94           A PRACTICAL TREATISE ON
is required to get two persons known to the officers of
the company to come forward and sign bonds for $500
for his faithfulness and honesty; the experience of the
companies who have adopted this plan is that they have
as good conductors as can be found, and that instances
of dishonesty are very rare.
In the equipment of a railway, it will be true economy
to provide ample means without extravagance: and in
its practical management, to give adequate remuneration
to competent officers and employees, without prodigality
and without parsimony.
Let the purchase of equipment be guided by a judicious consideration of the local requirements of the
business, instead of blindly following the custom adopted
by other companies. In the construction of cars, the
proportion of the paying weight to the dead weight,
although in some instances is not excessive, in many
others is succeptible of material modification and
economy.
The two horse cars now in use weigh about two tons,
and accommodate twenty passengers, although their
capacity is much greater. If the time table is judiciously arranged and a correct tabular return made of
the number of passengers who travel at certain hours,
it will be found that there is an increased travel during
certain portions of the day, and that although the larger
cars may be indispensable for the heavy travel, the
whole business of the intervening hours may be easily
accommodated by the interspersion of light one horse
cars, requiring but half the complement of men and
horses. Under this arrangement, a road which employs
constantly sixty, two horse cars may accommodate an




STREET OR HORSE-POWER RAILWAYS.      95
equal number of passengers, at an annual saving of
$40,000 in the accounts of wages and horse keep, independent of a large saving of interest and cost for maintenance of way. This system has been introduced very
successfully on the Sixth Avenue Railway, New York,
and in other lines the example may be followed with
corresponding benefit.
The cars as now constructed are not adapted to the
summer travel, being unnecessarily heavy, and too close
when filled with passengers. If the roof and sides, to
the bottom of the windows, were removed and a light
awning supported by gas pipes, substituted, with wire
work for the back and seats instead of the heavy wood
work now in use: a new style of car would be introduced,
the weight of which, with lighter wheels, may be reduced
2,000 lbs. Its capacity would be equal to that of the
present car, and it would afford better accommodation,
whilst its economy of motive power would be equal to
that required to haul a constant load of fourteen passengers.
The economy of the light car may be estimated thus:
A railway whose length is five miles runs thirty cars,
and each car performs fourteen half trips daily, carrying
fourteen passengers each way, (the number equal to the
dead weight of car,) suppose the actual cost of motive
power alone for carrying each passenger be estimated at
two cents the half trip, then 30 x 14 x 14 x 2 = $117 60,
the actual cost per day of motive power alone for hauling
excess of weight of cars. This subject is worthy the
attention of the managers of railways, and particularly
those whose principal business is comprised of excursion
parties, &c., in the summer season. The cars should be




96            A PRACTICAL TREATISE ON
constantly and minutely examined, and any imperfection
should be immediately repaired.
Extraordinary care and vigilance in the management
of the horses will result in corresponding advantages.
The stables should be well ventilated and drained, and
be kept constantly clean: regularity in food and work
is strongly recommended. On the Sixth Avenue Railway, New York, of three hundred and ninety-three
horses and mules, only three were lost (and these by
accident) in one year, and eighty of this number have
been in the service of the company, day and night, for
six years. Mules and small Canadian horses are recommended as being more hardy, surer-footed, and less
liable to casualties. The system of grinding all feed
has been generally adopted: the hay is cut by horse
power. In the best-managed stables, eight pounds of
hay with thirteen pounds of corn and oats, ground, is
the daily allowance for each horse.
The old method of making horse-shoes is being superseded by machinery, and they are now manufactured
and sold at a slight advance on the cost of iron, —
amounting to less than that generally allowed in
blacksmiths' shops, for wastage.
From the time a road is finished, proper care should
be taken to keep it up in good condition; and upon the
proper attention paid to this, will depend, in a great
measure, the ultimate cost of repairs. For this purpose an intelligent foreman, with sufficient assistance,
should be permanently employed; ditches should be
constantly cleaned, but without being widened or deepened; the horse-way should be kept free from standing
water; depressions in the rail, however slight, must be




STREET OR HORSE-POWER RAILWAYS.      97
raised from the foundation, and the greatest care taken
that the track is always accurately gauged.
The durability of rails is dependent, mainly, on the
amount of traffic upon them; and on street rails, the
continued action of the brake and sand and dirt, so liable to accumulate, have a very injurious effect: this
latter difficulty may be partially overcome by placing
a small broom in front of each wheel, and an economy
of motive power thereby effected.
It is difficult to estimate the duration of cross-ties, as
this will depend not upon the amount of work done on
the road, but upon the quality of the timber and the
vicissitudes of moisture and temperature to which they
may be exposed. It is the result of experience that the
superstructure of a railway does not decay and wear
uniformly,-that some portions require to be replaced
from year to year, whilst others remain perfect for six,
seven, or eight years; and in the course of eight or nine
years, under a judicious system of repairs, the whole of
the timber will have been replaced.
In establishing rates of fare on suburban roads some
difficulty is at first experienced; on these roads the
ticket system, when properly conducted, will be found
productive of great advantages, and invariably, to please
the passengers who form the permanent travel. Cards
explaining the rates of way-fares, defining with distinctness the points designated, should be conspicuously
posted in the waiting-rooms and cars. The following is
a copy of The Union Railway Company's rates of fare,
with the reduction made in the sale of tickets, which,
however, are only sold in strips of one or two dollars' worth: —




98                 A PRACTICAL TREATISE ON
RATES OF FARE.
FOR convenience in determining the Rates of Fare upon the Cambridge, Waltham, and Watertown, and Newton Railroads, the various portions of each of the roads will hereafter be known by the
following names:Boston-From Bowdoin Square to the junction of the East Cambridge
road at Court street.
Ca(mbridgeport-From Court street to Dana street, and from the junction of Main and River streets to the centre of the draw on the
bridge leading to Brighton.
Cambridge-From'Dana street to Harvard Square, from  thence to
Fayerweather street on the Mount Auburn road, and from Harvard
Square to the terminus of the North Avenue Branch.
_1ount Auburn-From  Fayerweather street to the terminus of the
Cambridge Railroad at the bridge.
Watertown-From the Railroad bridge to the terminus of the road in
Watertown centre.
Union Square-From the centre of the draw on the bridge to Union
Hall.
Cattle Fair-From Union Hall to Foster street.
Brighton —From  Foster street to the terminus of the Newton Railroad.
RATES OF CASH FARE.
Cash. Tickets.
Between any point in Boston and Court street, Cambridgeport,
or East Cambridge,   -     - 5 cts. None.
and Cambridgeport, above Court
street,  -    -     -      -'10 " 16 for $1
Ir"      "       and Cambridge, -       -     - 10 " 12 "  1' (("   and Mount Auburu,            - 15 " 10 "  1
it"      "        and Watertown, -      -     - 15 "  8 "  1
SI      "I       and Union Square,      -     - 10" 25 "  2.".. and Cattle Fair, -     -     - 15 " 10 "  1
tr"      "       and Brighton,   -      -     - 15 "  8 *"  1
WAY FARE.
In Boston,    -           -      -     -             -     -  5 cts.
Between Cambridgeport and any point in Cambridge, -     -      5 "
41"      "       and any point in Brighton,  -   -     -  6 "
11"      "       and any point in Mount Auburn,        - 10 "
11"      "       and any point in Watertown, -         - 12 "
"   the junction at Court street and any point in East Cambridge,  3"




STREET OR HORSE-POWER RAILWAYS.                  99
CHILDREN, BETWEEN FOUR AND TWELVE YEARS OF AGE.
Between Boston and any point in Cambridgeport and Cambridge,   -  5 cts.
"  "  and any point in Mount Auburn,   -       -     -  8
"     "  and any point in Watertown, -   -     -      - 10 "
"    "  and any point in Brighton,  -    -     -     - 10 "
Local Fare,   -    -      -     -     -      -     -      -  3 "
In no case whatever will passengers be permitted to ride in one car,
and then leave the car and continue on to their final destination in the
next or any succeeding car, without paying IN EACH CAR full fare for
the distance traveled in that car according to the above schedule of rates.
Baggage.-An additional fare will be charged for each trunk, box,
or other parcel.
The number of employees, and their classification, on
a railway, whose equipment consists of thirty-five cars
and two hundred and fifty-one horses, is as follows:President,             - -      Drivers, -  -           - 28
Treasurer,             - -   1    echanics in Car-shop, -   3
Superintendent, -          1    Harness-maker, -       -   1
Treasurer's Clerk,     -   1    Blacksmiths,   -       -   9
Superintendent's Clerk, -   1    Watchmen,    -        -   5
Overseers of Stables,   -  4    Hostlers,       -      - 24
Conductors,            - 29    Switchmen,    -         -   7
Starters,      -       -   2    Roadmen,        -      -   7
Persons regularly employed,      -      -       -      - 124
In the appointment of officers and employees great
care should be taken to select those only who can establish  their merit upon undisputed qualifications,-the
proof of which does not always exist in the long list of
signatures appended to an application.
It is of vital importance that the superintendent
should be a man of high moral character, decisive and
energetic: an extensive discretionary power should be
allowed him. The salary should be so apportioned as
to secure the desired qualifications.
The whole operative department should be under the




100           A PRACTICAL TREATISE ON
control of the superintendent, who will be responsible
for the safe and regular transportation of passengers,
make daily returns to the treasurer of all moneys received, and other duties more fully explained in the
by-laws which may be adopted. Every possible precaution should be taken for the prevention of accidents,
by establishing rules applicable to the duties required,
and enforcing a strict observance of them. The following list of accidents on various roads is given, as showing the causes from which they most generally arise.
On one road the number of passengers carried in one
year being over eight millions, only five sustained personal injury-three by jumping off while the car was in
motion; one by sitting on the steps of the car when
crossing the trench of a sewer, and one by collision with
a hook and ladder truck, while standing on the front
platform.
Two children, who ran under the horses, were knocked
down and injured.
One man found lying on the track in the night time,
intoxicated, was killed; and another, under the same
circumstances, lost his arm.
One man, doubtless intoxicated, threw himself under
the horses, and was killed.
A strict investigation was made in each of these cases,
and resulted in exonerating the employees of the company from all blame.
A passenger on Hamilton Avenue car got off on account of cold feet, and ran along side, holding on to the
guard. Was warned by the driver of the danger, but
persisted. His foot slipped and was caught by the wheel
and crushed. The passenger admitted that he alone
was to blame.




STREET OR HORSE-POWER RAILWAYS.     101
A passenger on car 17, fell off the front platform, at
the corner of Myrtle and Carlton Avenues, and before
the car could be stopped, the wheel passed over his leg.
Was taken to the hospital, where he died. Verdict of
coroner's jury, "Died from injuries received by acci.
dentally falling from and being run over by car 17."
A boy, two years old, was run over by car 75, and
died from the injuries received. The child ran directly
under the horses. The car was going slow and was
stopped as soon as possible. The coroner's jury exonerated the conductor and driver from blame.
A child, six years old, ran suddenly from behind
another car directly against the hind leg of one of the
horses of car No. 30, near the corner of Fulton avenue
and Smith street, was run over and killed. Verdict of
coroner's jury, " Accidentally killed."
A boy, nine years old, a passenger on car 43, jumped
off the forward platform and fell. The wheel passed
over his arm, crushing it badly.
A boy, seven years old, was run over and killed by
one of two vacant cars which were being taken to the
repair shop, at the corner of Sands street and Hudson
avenue, but in what manner is not known, as no person
saw it, and the driver had no knowledge of the transaction. It was about 8 o'clock P. M. Verdict of the
coroner's jury, "accidental death."  The father of the
boy was present and acquitted the company from blame.
A boy, run over at Fifty-fourth street-injured in leg
by wheel. Since recovered.
A man lying on the track at Forty-third street-run
over by front wheel-sent to hospital and arm amputated.
Intoxicated.




102           A PRACTICAL TREATISE ON
A man, in jumping off the car in Division street, fell
and wheel passed over his foot.
A man was run over by a car at 1 A. M., at Fiftysixth street. He was grossly intoxicated, and was lying
in the track; it being very dark was not seen by driver
— had been taken from the track a short time previous
-sent to hospital, where he died from the injuries he
received.
A man, while in a state of intoxication, in attempting
to get on a car at Sixty-fifth street, fell under the horses
and was run over by the cars. He died in five minutes.
A young man about twenty years of age, (intoxicated)
attempted to step from the forward platform of a car
when in motion, near Porters, on Washington street,
lost his balance and fell. One of the wheels of the car
passed over his leg, crushing the bones. He was taken
to the hospital, and the limb was amputated the next
day. He died the following day.
A boy ten years of age, was instantly killed by being
run over by a Mt. Pleasant car, near Dover street.
An intoxicated man was run over by a car on Washington, near Springfield street-hand slightly injured.
A boy about eight years of age, ran from the rear of
an inward bound car, directly under the horses of an
outward bound car, was run over and somewhat injured.
A man attempted to alight from the forward platform
of a car when in motion, was knocked down by the
corner of the car and had his foot crushed by the wheel.
A child was knocked down by the horses of a car on
Tremont street. No serious injury.
A blacksmith, in the employment of the company,
stepped from the forward platform of a car while in
motion, and in falling, injured his arm.




APPENDIX.
The duties of Conductors and Drivers cannot be too
plainly worded, and should be always strictly enforced.
A printed copy should be posted in a conspicuous place
in each Car: the following, it is believed, combine all
that can be necessary.
RULES AND REGULATIONS FOR CONDUCTORS,
ADOPTED BY TIlE UNION RAILWTAY COMPANY, BOSTON.
1. You will not be allowed on duty without the Official badge.
2. The Driver and car will be under your direction while on duty.
3. You will be particular to start on time, and keep so, as near as
possible.
4. Your watch must be kept exact with the clock at the Superintendent's Office.
5. You must be in readiness to render the Driver assistance in all
places where it is necessary to detach the horses from the car; and
not allow the car to move unless you are at the brake on the front
platform.
6. Extra cars must be kept out of the way of all Regular cars.
6




104                A PRACTICAL TREATISE ON'
7. You will request passengers to get off and on the car at the rear
end, and on the side nearest the sidewalk, to prevent accidents.
8. You must be particular and not start your car until a passenger
is fairly received or landed.
9. You will be civil and attentive to passengers, —giving proper
assistance to ladies and children.
10. All accidents and collisions must be reported immediately on
arrival at the Office, with names and residences of persons witnessing
the same.  If any are injured, render all the assistance possible.
11. You will be held responsible for any misconduct or carelessness
of your Driver while on Duty, unless reported immediately at the
Office.
12. The Driver will depend entirely upon the bell as a signal for
starting; and he will not be allowed to start without such "SIGNAL."
13. You will not allow any smoking in the car or upon the platforms.
14. All obstructions upon the track, such as broken wagons, sleds,
sleighs, &c., must be reported to the nearest agent of the road as soon
as possible; also at the Office. The car must not be taken from the
track to go round such obstructions if it can be avoided.
15. In case of fire on the line of the road, you will send for the
Hose Bridges, which are kept at the'Port and at Dunster-Street
Stables.
16. You must not allow children to take hold of the car, to run
with or beside it, to make or play carriage of it.
17. When in Boston, you must not leave the car, but see that proper attention is shown to passengers, and provide seats for as many as
possible.
18. The inward car has the right to the road on all the single
track.
19. Running time from Cambridge to Boston,  3  miles, 25 min.
t"   Cambridge to North Avenue,   1   "         8
It"       "        Mount Auburn,  1i  "    12
"         "        Watertown,       4   "    25




STREET OR HORSE-POWER RAILWAYS.               105
RULES AND REGULATIONS FOR DRIVERS,
ADOPTED BY THE UNION RAILWAY COMPANY) BOSTON.
1. You must be on duty promptly at the time.
2. You must start your horses by the bell.
3. You must keep a sharp look-out for your horses, and for persons
who may wish to enter the car; must not look back into the car, but
depend upon the bell as a signal for starting.
4. You must come to a full stop for all persons who wish to enter
the car, unless the bell strikes for you to go on.
5. You will request passengers to get on and off the car at the rear
end, and on the side nearest the sidewalk, to prevent accidents: and be
particular to bring the rear end of your car to the flagging.
6. You will be civil to passengers, teamsters, or other persons who
may be in your way or on the track; you must speak pleasantly and
politely, requesting them to move.
7. You must notify the Conductor by striking the bell when there
are passengers on the front end of the car who have not paid their
fare.
8. You must walk your horses around all short curves, such as that
in Harvard Square, and not stop upon them. Also walk your horses
over the switches at the'Port stables.
9. You must not allow any person to drive your horses or tend your
brake, but those employed by the Company.
10. You must not, under any circumstances whatever, leave your
horses when attached to the car, without a responsible person to hold
them.
11. In all places where the street is dug open for paving, or other
purposes, so as to endanger the safety of your horses, they must be detached from the car.
12. You must never detach your horses from the car when it is in
motion, unless the Conductor is with you on the front of the car.




106                A PRACTICAL TREATISE ON
13. When in Boston, you must look out for carriages coming in
from the cross streets, and drive slow, not exceeding five miles per
hour, at any point. And when coming down the hill, past North Russell street, not to exceed three miles per hour.  If two or more cars
are obliged to wait at the foot of the hill, they must keep at least one
hundred feet apart, and never stop in front of a cross street.
14. You must not let your horses "gallop" up the hill.
15. You must know positively that the Draw on the Bridge is on,
and all-right before you drive upon it.
16. You will be held responsible for damage done to your car by
your carelessness.
17. You must not allow boys to get on the front end of the car
without coming to a full stop.
18. You must walk your horses past the several School-houses, on
the line of the road, when the children are playing in the street.
19. You must not start from Boston, or from the Office, without the
signal of the bell by the Conductor, or some other authorized person.
20. When you meet or pass any procession, Fire or Military Company, you must drive very slow. Should there be a Fire Engine attached to the car, your rate of speed must not exceed five miles per
hour.
21. You must keep the outside of your car clean.
22. You must notify the Conductor when passengers are smoking on
the front platform.
Rules adopted by the Second Avenue Railroad Company, N. Y.
1. The Conductor shall stand with his back to the cars, and shall
give his attention to looking for passengers, seating them and collecting
fares, and avoid all unnecessary conversation.
2. He shall be civil and attentive to all passengers, giving especial
attention to ladies, children, and elderly persons, while getting in and
out of the car, and as far as possible shall provide seats for all persons
on the car.




STREET OR HORSE-POWER RAILWAYS.                 107
3. He shall request passengers in leaving the car to pass out of the
rear door, and from the side of the door which is opposite the other
track.
4. He shall keep on his time as nearly as possible, and shall report
every detention, with the cause thereof, to the Starting Agent, at the
terminus at which he first arrives.
5. He shall see that his driver turns the curves on a walk, and commu~nicate with his Driver by means of the bell only, striking the bell
twice for the Driver to proceed faster, and three times to proceed
slower.
6. He shall permit no smoking on any part of the car, and shall
politely inform  any person in the act of smoking on the car, that it is
against the rules of the Company.
7. He shall allow no intoxicated person to enter the car, or ride on
the platform.
8. When any accident or collision occurs, he shall endeavor to obtain the names and residences of the witnesses to the same, and shall
immediately report them, with the cause and extent of such accident,
to the Superintendent or Receiver, at Forty-second street.
9. He shall obey the orders of the Starting Agent at each end of the
route.
10. He shall deposit all articles left in the car with the Receiver, at
Forty-second street.
11. I-e shall not allow any person to ride on the car without paying
fare, except firemen in uniform passing to or from a fire, or policemen
who ride on the platform. Employees of the Company who ride must
pay fare.
12. He shall call out, in passing, the streets named in the Time
Table, and all streets at which passengers inform him that they desire
to get out.
13. He shall collect fare for trunks, and all large or heavy parcels.
14. The Drivers are to obey the Conductors' orders: and, in case of
neglect to do so, the Conductor shall immediately report them to the
Superintendent.




108               A PRACTICAL TREATISE ON
15. Conductors and Drivers that drink any intoxicating liquors when
on duty, will be discharged.
16. Conductors, upon making their returns, must report the condition of their car, and any repairs necessary on the track, to the Receiver.
Rules adopted by the Sixth Avenue Railway, N. Y
1. You will not permit smnoking in or about your car, nor any person
to get on or off through the front gates.
2. You will not sit in your car, or on the platform railing, while on
duty, nor do anything whereby your attention may be drawn from
duty. Avoid all unnecessary conversation, and keep diligent look-out
for persons wishing to ride.
3. You will keep on time as near as possible, and see that your
Driver walks his horses or mules round all curves, and does not drive
nearer the car a-head than one block.
4. You will report accidents or collisions at the Superintendent's
Office at Forty-third street, immediately on arrival, with the names
and residences of witnesses. When cases require surgical attendance,
call in the services of a Surgeon, whose charges for services then rendered will be recognized.
5. You will make your communication with the Driver by passing
outside the car, keeping the front door closed when necessary, and will
observe that the locks are kept in order.
6. You will not be allowed on duty without the official badge on
your hat or cap.
7. You will obey the orders of the Starter at each end of the line.
8. You will call out the name of the cross-streets at the first crosswalk, and stop the car at the second, if requested.
9. You will request passengers to get off the car on the side nearest
the side-walk, to prevent accidents from cars approaching.
10. You will be civil and attentive to passengers, giving proper assistance to ladies and children getting in or out, and never start the car
before passengers are fairly received or landed.




STREET OR HORSE-POWER RAILWAYS.                  109
11. You will allow no free riding, except in the cases hereinafter
specified.
12. You will register all passengers on the Indicator the moment
they enter the car.  See that your Indicator is kept in order, and set
by the Starter at each end of the route.
13. You will permit Directors holding "Directors' Tickets," and
Employees of the road holding tickets, to pass free in all cases on their
delivering to you a ticket.
14. You will accord free passage without tickets only to Firemen in
the dress of the Fire Department.
15. You will request passengers to have their fares ready before
stopping the car to leave.
16. You will deposit all articles of value left by passengers in the
cars, with the Receiver, who will hold them at the office until reclaimed
by the owners, to be returned to you at the end of six months if not so
claimed.
17. You will charge all children occupying seats full fare, and children under twelve years of age three cents.
18. For the convenience of passengers, and to avoid encumbering
the cars, the Conductors are directed to collect a fare for every trunk,
box, basket, or package placed in the cars, too large to be held by the
owners without annoyance to other passengers, and in no case to receive
any such trunk, box, basket, or package, unless the same be in charge
of a passenger.
Rules adopted by the Third Avenue Railway, N. Y.
1. The Conductor shall give his attention to looking for passengers
and seating them, and collecting the fares, and shall avoid all unnecessary conversation.
2. He shall be civil and attentive to all passengers, giving especial
attention to ladies, children, and elderly persons, while getting in and
out of the car; and, as far as possible, shall provide seats for all persons on the car.




110                A PRACTICAL TREATISE ON
3. He shall request passengers in leaving the car to pass out of the
rear door, and from the side of the car which is opposite the other
track.
4. He shall keep on his time as nearly as possible, and shall report
every detention of more than three minutes, with the cause thereof,
to the Starting Agent, at the terminus at which he first arrives.
5. He shall wear upon his hat or cap the following badge, " Conductor Third A. R. R. C."
6. He shall permit no smoking on any part of the car, and shall po.
litely inform any person, in the act of smoking on the car, that it is
against the rules of the Company.
7. He shall allow no person intoxicated to enter the car, or ride on
the platform.
8. When any accident or collision occurs, he shall obtain the names
and residences of the witnesses of the same, and shall immediately
report them, with the cause and extent of such accident, to the Receiver at the Depot.
9. He shall obey the orders of the Starting Agent at each end of the
route.
10. He shall deposit all articles left in the car at the office of the
Receiver.
11. He shall not allow any person to ride on the car without paying
fare, except firemen in unf/brm passing to or from a fire.
12. He shall call out, in passing, the number of the wide streets,
commencing with Eighth street on the passage up, and with the depot
on the passage down.
13. When the car crosses Fifth, Broome, and Grand streets, he shall
be in a position to avoid any collision with the cars of the Second and
Fourth Avenue roads, and shall require the Driver to pass slowly over
all switches.
14. No articles affecting the comfort or convenience of the passengers will be allowed inside the cars.
15. All articles of a bulky nature, occupying the space of a passen



STREET OR HORSE-POWER RAILWAYS.                 111
ger, will be charged five cents; but all such articles must be carried on
the front platform.
N. B. —Passengers are requested to report at the Company's Office,
Sixty-first street and Third Avenue, or to the Starter at the corner of
Ann street, any impropriety or neglect on the part of the Conductors
or Drivers.
B Y-LAWV S
ADOPTED BY
THE DIRECTORS OF THE SIXTH AVENUE RAILROAD, NEW YORK,
SECT. 1. The property and business of the Sixth Avenue Railroad
Company shall, except when otherwise specially provided, be managed
and controlled by a Board of Directors, not exceeding thirteen in number, elected from the Shareholders in the Company in the manner
hereinafter prescribed. The Directors shall hold their offices until
others are elected in their place, and shall have power to fill vacancies
in their body, from the Shareholders, at any meeting of the Board subsequent to that at which the existence of such vacancy shall be made
known. The vote of a majority of the number of Directors then existing shall be requisite to elect a Director.
SECT. 2. Stated meetings of the Shareholders for the election of Directors shall be held on the second Tuesday of January in each year,
at a time and place to be fixed by resolution of the Board.  Notice of
the election shall be published for two weeks next preceding said election in two or more of the daily papers. The election shall be by
ballot, and three Shareholders, not Directors or officers, shall be at the
same time elected as inspectors, to hold the next annual election and
to certify the result thereof; and in case of any vacancy amongst said
inspectors, the same shall be filled by the Board of Directors.
Stated meetings of the Board of Directors shall be held on the first
Thursday after the first day of each month, at the office of the Company, at eleven o'clock, A. M., or at such other time and place as the
Board may, by resolution, from time to time direct. A majority of the




112                A PRACTICAL TREATISE ON
whole number of Directors for the time being shall constitute a quorum
for the transaction of business, but a less number may meet and adjourn
from time to time until a quorum shall be present.
The President may call special meetings of the Directors at his discretion; he shall also call a special meeting whenever three of the
Directors shall request him in writing to do so. All stated and special
meetings shall be called by a written or printed notice to each Director,
but no business shall be taken up or sanctioned at a special meeting
except that referred to in said notice, unless with the consent of a majority of the whole Board, expressed by their votes at such meeting.
Special meetings of the Shareholders shall be called by the President, whenever requested so to do by Shareholders owning one thousand shares of stock.
The order of business of the Board of Directors shall be:1. The calling of the roll.
2. The reading of the minutes of the preceding meeting.
3. The reading of the minutes of the Executive Committee.
4. Communications and reports from the President.
5. Reports from the Treasurer.
6. Reports from the Superintendent.
7. Reports of Standing Committees.
8. Reports of Special Committees.
9. Unfinished business.
10. Miscellaneous business.
At a special meeting, the business for which the meeting was called
shall have a preference immediately after the reading of the minutes of
the Executive Committee.
All questions shall be decided by the vote of the majority of the
Directors present, unless herein otherwise provided, and the yeas and
nays shall be recorded on the demand of one member.
Questions relating to priority of business, motions to adjourn, to lay
on the table, and to close debate and appeals from the decision of the
chair on points of order, are not debatable; but the chair, in stating a
decision on a point of order, may assign a reason therefor.
SECT. 3. There shall be an Executive Committee, to consist of the
President and two other Directors. The said committee shall be chosen
and vacancies therein filled by ballot by the Board of Directors. The
committee shall fix the periods for its stated meetings, and it shall be




STREET OR HORSE-POWER RAILWAYS.               113
proper for any member thereof to call the same together for special
business.
All the powers and duties of the Board of Directors not herein delegated to the officers of this Company, or delegated by the Board of
Directors to other committees, shall be exercised and discharged during
the recess of the Board by the Executive Committee. Provided, however, that alterations and additions to the track and buildings, the purchase of cars, and the increase of the force of men, mules, and horses
employed by the Company, the allowance of claims not arising under
contract and not exceeding two hundred and fifty dollars in amount,
and all sales of property, other than mules or horses and damaged provisions, are reserved for the express direction of the Board. The President and one other member shall: be a quorum of said committee at
any stated meeting. They shall also be a. quorum at any special meeting, of which notices have been duly sent to all the members.
They shall keep regular minutes of their proceedings, which shall
be read to the Board at the next ensuing meeting, and the question of
approval shall then be taken thereon.
The committee shall have the power to suspend any subordinate
officer from duty, and to diminish the force of men, horses, or mules,
and shall be bound to report all such acts at the next ensuing meeting
of the Board.
There shall be a Finance Committee, to consist of three members.
The Finance Committee shall keep a general supervision over the pecuniary condition of the Company, and shall report from time to time
such measures as they may deem advisable to meet the obligations and
sustain the credit of the Company. It shall be their duty to examine
-at least once in every month-the accounts and vouchers of all the
officers of the Company.
The members of the Finance Committee shall be chosen, and vacancies filled therein, and stated and special meetings thereof called in like
manner as those of the Executive Committee.  They shall likewise
keep regular minutes of their proceedings, and report at each stated
meeting of the Board, and at such special meetings as they may have
any communication, report, or suggestion to offer.
The Board of Directors may appoint other Committees, and delegate
such powers to said Committees as they may deem advisable, provided
that every Committee so appointed shall make a written report to the




114                A PRACTICAL TREATISE ON
stated meetings of the Board of their proceedings for the preceding
month, and oftener when required.
SECT. 4. The principal Officers of the Company shall be a President,
a Treasurer, a Secretary, and a Superintendent.  The Board of Directors may also appoint a Receiver, an Assistant Receiver, a Book-keeper,
and such other officers, clerks and assistants, as they may from time to
time deem necessary.
They may, in their discretion, invest either of the principal officers
above named with the power of appointing assistants and subordinates
in their respective departments.  Said principal officers shall report to
the Board at each stated meeting (and oftener when required) the
operations of their respective departments during the recess, including
appointments and removals, with a statement of the receipts and expenditures, purchases made, work and materials ordered, and the price
therefor, and the supplies on hand; and at the annual meeting of the
Stockholders they shall each submit a similar report of the operations
of the year.
SECT. 5. The President, Treasurer, Secretary, and Superintendent
of the Company shall be annually elected at the first meeting of the
Board of Directors after their own election, or as soon thereafter as circumstances will permit.
The officers so elected shall hold their offices at the pleasure of the
Board of Directors, and until their successors shall be duly chosen,
unless sooner removed by the Board.
Vacancies caused by death, resignation, or otherwise, may be filled
at any meeting of the Board, provided due notice thereof is given to
the members prior to its meeting. All elections shall be by ballot, and
a majority of the whole number of Directors for the time being shall
be necessary to a choice.  No person other than a Director shall be
eligible to the office of President.
All persons owning and holding shares, either in their own right or
as trustees, or as the legal representative of Shareholders, shall have a
right to attend and vote at all meetings and elections of the Shareholders, and shall have as many votes as the number of shares so held
or represented by them; but no person shall be admitted to vote at any
such meeting or election as the proxy or attorney of any Shareholder,
without a power of attorney duly executed.




STREET OR HORSE-POWER RAILWAYS.                  115
SEer. 6. The salaries and compensation of the said principal officers
shall be fixed annually by resolution of the Board, at its first meeting
after the election of Directors, or as soon thereafter as is convenient;
but such salaries may be changed at any stated meeting of the Board,
if notice has been given of the intended change at the preceding stated
meeting.
The salaries and compensation of all other employees of the Company shall be fixed by resolution of the Board.
SECT. 7. Before entering upon the duties of their respective offices,
the Treasurer, the Superintendent, the Receiver, the Assistant Receiver, and any other officer or employee of the Company, from whom
the Directors may see fit to require the same, shall each execute to the
Company a bond-with one or more sureties, to be approved of by the
Executive Committee- conditioned for the faithful performance of the
duties of his office, including responsibility for negligence.  The
amount of the penalty of the bonds to be fixed by resolution of the
Board.
SECT. 8. Except in the case of the President, no officer shall be a
member of the Board of Directors, and the acceptance of an appointment by a Director shall be deemed a resignation of his seat at the
Board; but a Director may, nevertheless, be designated to discharge
the duties of an office temporarily, during a vacancy or disability.
SECT. 9. Subject to these By-Laws, and to such regulations and'
orders as the Board of Directors may from  time to time make, the
President shall have the chief management, control, and supervision
of the affairs of the Company. It shall be his duty to preside at all
meetings of the Board, to preserve order, to promote the regular and
speedy transaction of business, and to attend the meetings of the
Executive Committee.
All purchases, repairs and contracts, shall be made under his authority, except where otherwise provided by the Board; but he shall make
no purchases and order no repairs not needful for the daily supplies
and ordinary business of the road without the sanction of the Board of
Directors, or, during their recess, of the Executive Committee.
He shall cause a book to be kept, in which all purchases and orders
for repairs, work, or materials, with the prices, shall be recorded, and
shall submit an abstract thereof to the Board at every stated meeting.




116                A PRACTICAL TREATISE ON
He shall appoint Conductors, Starters, Drivers, Storekeepers, and
Stablemen, and may suspend or remove them; but, in all cases where
the appointees are required to give security for the performance of
their duties, the appointments shall not take effect until the Board of
Directors or the Executive Committee shall have ratified them, and
decided the security to be sufficient.
He shall keep a journal of all occurrences affecting the interests or
business of the Company, and keep the Directors continually advised
of the same; and he shall annually prepare, in time to be submitted
to the Stockholders at the annual election, an account of the operations
of the Company during the next preceding year, and a statement of
the property and resources of the Company, its funded and floating
debt (if any), outstanding contracts, and contingent liabilities.
He shall, either in person or by one of the principal officers, or one
of the Directors designated for that purpose by him, visit or cause the
depot and its appurtenances to be visited and inspected at least once in
each week, and report or cause to be reported to the Board, at its next
meeting thereafter, the result of such visits and inspections.
He shall have the power, in case of contemplated absence from the
city or inability to attend to his official duties, to select from the Board
of Directors one of its members to act as President pro tempore during
the time of such absence or inability, which appointment shall be entered on the Book of Minutes of the Board; and in case of his inability
or neglect to make such selection, the Board shall proceed, if in their
judgment advisable, to elect a President pro tempore by ballot. An
entry on the Book of Minutes shall also be made, showing the termination of such appointment.
The President pro tempore so selected shall be invested for the time
being with all the powers and subject to all the requirements of the
President herein before set forth, and shall receive for the period for
which he shall perform such duties such compensation as the Board
may prescribe.
SECT. 10. It shall be the duty of the Treasurer to receive all moneys
belonging to the Company, and forthwith to deposit the same in a
Bank, to be selected by resolution, to the joint credit of "The President and Treasurer of the Sixth Avenue Railroad Company," and the
same shall only be drawn by the check of the Treasurer, countersigned
by the President. He shall disburse all moneys directed or authorized




STREET OR HORSE-POWER RAILWAYS.                 117
to be paid by the Board; he shall keep true and accurate accounts and
vouchers of all moneys received and disbursed; and no bill or account
shall be paid by him unless certified by the President or Executive
Committee, and such certificate filed therewith; he shall keep regular
books of account of all moneys received and disbursed, which books
shall be the property of the Company, and be delivered over with his
papers and accounts to his successor, at the expiration of his term of
office. He shall, at the annual meeting in each year, render an account
of the financial condition of the Company, and of all items of money
received and disbursed for the last year. He shall render an account
at each stated meeting of the Board of Directors of the items and
amounts of the receipts and expenditures for the preceding month.
He shall also furnish from time to time such statements and accounts
as shall be required by the Board of Directors, and shall, whenever so
required, lay all books, papers, and accounts in his possessions, and relating to the business of the Company, before any meeting of the Directors or Shareholders.
SECT. 11. It shall be the duty of the Secretary to be in constant
attendance during the office hours at the general office of'the Company;
to be present at the meetings of the Board; to keep full and perfect
minutes of the proceedings, votes taken, resolutions adopted; to keep
the books and records of the Company; and to give written or printed
notice to all Athe Directors of the time and place of all the regular meetings and of all special meetings; and whenever any select committee
shall be appointed in pursuance of a resolution of the Board, to furnish
the chairman of the committee with a copy of the resolution, and the
names of the members composing the committee.  Whenever a resolution shall be adopted directing any duty to be performed by either of
the officers of the Company, it shall be the duty of thee Secretary to
furnish, forthwith, notice thereof to- such officer, with a copy of the
resolution. When any vacancy in the Board of Directors is to be filled,
or any- of the officers particularly named in the fourth section of these
By-Laws. is to be elected, or any proposed amendment of the By-Laws
to be acted upon, notification thereof shall be specially given in the
notices of the meeting. A similar notification shall be made of the object of all special meetings.
The Secretary shall be the Registrar of all transfers of stock, and
for that purpose he shall keep the accounts of the stock registered and




118                A PRACTICAL TREATISE ON
transferred, in such form and manner, and under such regulations, as
the Finance Committee or the Board shall from time to time prescribe.
He shall obey all resolutions of the Board of Directors prescribing his
powers and duties, and shall act under the orders of the President.
SECT. 12. The Superintendent shall have, subject to the direction of
the President, the special superintendence of the track and cars, and
the repairs and running of the road, and a general supervision of the
depot, stables, and workshops, and over all the Conductors, Starters,
Drivers, iHostlers, Mechanics, and Laborers in the Company's employ.
And it shall be his duty to see that they are faithful to the interests of
the Company.  He shall endeavor, in all cases of persons leaving the
employ of the Company, to obtain a settlement of their accounts, and
a full discharge of all claims.
He shall furnish each Driver and Conductor with a printed copy of
the regulations issued for their government, and shall see to the enforcement thereof. He may suspend Conductors, Drivers, Starters or Stablemen, for misconduct or incapacity, and report such suspension to the
President, without delay.
In cases of accident, he shall-with all possible dispatch-ascertain
and report to the President, in writing, the attendant circumstances,
and the names and residences of witnesses.
He shall examine and certify the pay-rolls and bills for work done or
purchases made by him, or under his supervision.  In case he shall be
authorized at any time to make sales of any property belonging to the
Company, he shall make such sales for cash, and all moneys belonging
to the Company, received by him, shall be paid over at once to the
Treasurer. It shall be his duty to cause any purchase or sale he may
be authorized by the Board of Directors, the President, or the Executive Committee to make, to be entered forthwith in the books kept by
the Company for that purpose.  It shall be his duty to see that the
name of each Conductor, Collector, Starter, Mechanic, Driver and Laborer, shall be entered in the book kept by the Company for that purpose. with the date of the appointment or employment of each, and the
amount of wages per day which he is to receive; and whenever any
removal or suspension of any person appointed or employed shall be
made, it shall be his duty to see that an entry thereof is forthwith
made in such books.  lie shall, when required so to do, superintend
the erection or repairs of the Company's buildings.  He shall act as




STREET OR HORSE-POWER RAILWAYS.                 119
the general out-door agent of the Company in all matters specially intrusted to him by the President or Executive Committee, or by the
vote of the Board of Directors; and at each stated meeting make a full
written report, in detail, of his proceedings for the month ending on
and including the Saturday preceding such meeting, with any information he may possess affecting the interests of the Company, or any
changes which have taken place in the condition of its property under
his supervision.
SECT. 13. It shall be the duty of the Deputy-Superintendent to keep
the books of the Company, excepting those kept by the Treasurer and
Secretary, to make out the pay-roll, and to see that the same shall be
approved and certified by the Superintendent before any payments are
made thereon.  He shall obey all resolutions prescribing his powers
and duties, and shall act under the orders of the President.
SECT. 14. The fiscal year of the Company shall commence on the
first day of February, and end on and include the ensuing thirty-first
day of January in each year.
SECT. 15. Dividends shall be declared semi-annually, providing the
profits of the Company warrant the Board of Directors in declaring the
same.  It shall be the duty of the Treasurer to attend to the preparing
of the account thereof, to pay out the same, and to take and preserve
vouchers therefor in a book prepared for that purpose.  Checks for
dividends shall be made payable to the order of the parties entitled to
receive the same.
SECT. 16. All transfers of the stock shall be made in the usual form,
by the Stockholder signing in proper person or by attorney duly authorized, in a book provided for the purpose, a declaration of sale or transfer, setting forth the number of shares, the person to whom  and the
time when the same are transferred; and at the time of the transfer the
old certificate shall in all cases be surrendered to the President, who
shall see that the same is canceled, by writing across the face thereof
a minute of the transfer, and of the numbers of the certificates issued
in lieu thereof; and the said canceled certificate shall then be delivered
to the Treasurer, and by him preserved.  The Secretary shall report to
the Executive Committee, at its stated meetings, the number and
amount of shares of the certificates so surrendered since the last meet7




120               A PRACTICAL TREATISE ON
ing, by whom given up, and the number and amount of shares for
which new certificates have been issued in lieu thereof, and to whom.
No transfer shall be made on the books of the Company for thirty days
next previous to the annual election of Directors, nor for ten days next
prior to the time appointed for the payment of any dividend. All certificates shall be issued and signed by the President and Secretary, and
countersigned by the Treasurer, under such other regulations as the
Board of Directors or Finance Committee may from time to time prescribe. No certificate shall be issued in place of one stated to be lost,
unless by direction of the Board, on legal evidence of the loss and sufficient indemnity against loss to the Company.
SECT. 17. Deeds, contracts, and other legal documents, when authorized by the Board of Directors, shall be signed by the President and
countersigned by the Secretary, and no officer shall sign or countersign any document in blank. Whenever any negotiable paper is
issued by order of the Board of Directors in payment of the obligations
of the Company, it shall be in the form of drafts drawn by the President upon the Company, payable to the order of the person entitled to
the payment, and accepted by the Treasurer in behalf of the Company.
SECT. 18. These By-Laws may be amended by the Board of Directors at any meeting, by a vote of a majority of the whole number of
the then existing Directors, provided notice of the motion to amend
shall have been given at a previous stated meeting.
All previous By-Laws are hereby repealed.




STREET OR HORSE-POWER RAILWAYS.              121
ORGO-ANIZATION
FOR CONDUCTING THE BUSINESS OF
THE WEST PHILADELPHIA PASSENGER RAILWAY COMPANY,
Adopted by the Board of Directors December, 1858.
That the duties, powers and responsibilities of the officers and employees of the West Philadelphia Passenger Railway Company may
be defined and fully understood, and its accounts systematically kept,
the Board of Directors have adopted the following organization for
conducting the business of the road.:
The administrative duties upon the line of the road, its branches,
and the connecting roads over which the Company's cars may hereafter
pass, will be divided into the following departments, viz: The Transportation Department, Accounting Department and Treasury Department, with such other officers or agents for special objects as the Board
may from time to time deem necessary. The whole to be under the
general direction of the President, as the organ of the Board.
The Transportation Department will be committed to an officer, to
be known as General Superintendent, who shall have charge of all
the real estate and personal property of the Company on the line of
their road, its branches and connections. To him will be entrusted
the control and use of the road and branches, the motive power and
appurtenances employed thereon, the shops, stables and depots, their
machinery, tools, and materials, and the cars, whether upon their own
road or upon connecting roads.
He will be held responsible for the regular and safe transportation
of passengers and property over said road, and shall report from time




122               A PRACTICAL TREATISE ON
to time as may be required by the President or Board, upon the condition of the road, its equipment, and the property connected with the
road, and make such suggestions in relation to the same, as the business of the road, or their importance to him may dictate.
He shall have authority, with the assent of the President, to contract for materials for the repairs of the road, and buildings, but all
important contracts, including iron rails, wooden stringers and ties,
cars and horses, must be first sanctioned by the Board before being
closed.  Copies of all contracts must be furnished to the Secretary as
soon as entered into.
All purchases for current supplies shall be made by the General
Superintendent, to be subject to the approval of the Committee of
Accounts, before they become binding upon the Company. A copy of
the order given for these supplies shall be recorded in an Order Book,
to be kept for that purpose.  All accounts contracted during each
month, with the bill of the articles furnished by the vendor at the
time of delivery, must be handed to the Secretary, and by him, when
approved by the Committee of Accounts, prepared for payment by the
Treasurer.
Articles in constant and general use shall be kept in store at the
Depot of the Company, under the general charge of the Superintendent, who may be assisted by a clerk, to be known as a Keeper of
Stores, when in the opinion of the Board it may become necessary.
The General Superintendent shall be aided by two Dispatchers of
Cars, one Stable Master, one Foreman of Track Repairs, and one Car
Inspector, who shall perform the duties of their ofce in strict conformity to his directions.
The General Superintendent shall nominate, with the assent of the
President, suitable persons for the offices of Dispatchers, Stable Master, Foreman of Track Repairs, Car Inspector and Conductors, in his
department, and shall remove or suspend at his discretion, or by direction of the President or the Board, reporting in all cases to the Board
the causes of dismissaI.
The General Superintendent shall propose rules, defining the duties,
in detail, of all his subordinate officers and agents, and submit the
same to the Board of Directors for approval.




STREET OR HORSE-POWER RAILWAYS.                123
No officer shall be entitled to receive compensation until his appointment is confirmed by the Board, except when the appointment is temporary, or the person is taken on trial, which service shall not exceed
a period of one month. The General Superintendent shall transmit to
the Board, with each nomination, the testimonials or reasons that have
induced him to make the appointment, and no new office shall be
created by him without the assent of the Board of Directors. All books
or papers in the possession of the General Superintendent or his subordinates, shall be open to the President, Directors, and Secretary.
All moneys received by the General Superintendent shall be immediately paid over to the Treasurer, and a report of the amount, and
the source from whence it was received, handed to the Secretary.
In case of accident upon the road, he shall immediately report the
fact to the President, and institute a thorough investigation into the
causes which led to it, the result of which shall be reported in writing
to the Board.
The Secretary shall have charge of the Accounting Department.
He shall record all office bills, and petty expenses of the office, when
approved by the Board or Committee of Accounts, also all bills on
special contracts, and bills for current supplies for the Transportation
Department, and for the construction and equipment of the road, when
the same have been approved by the Committee of Accounts, and shall
charge them off, and enter them to their proper accounts, before handing them to the Treasurer for payment. He shall record all Pay Rolls,
and charge off and enter them to their proper accounts, before being
filed away by the Treasurer. He shall not enter any bill or claim
unless certified by the proper officer, and approved by the Committee
of Accounts; except for services paid for by Pay Rolls at established
rates, and purchases by the General Superintendent, under authority
of the Committee of Accounts.
The expense account shall be kept by him under the following
heads, to be subdivided respectively, as follows, viz:
Construction and Equipment Account.
Conducting Transportation Account.
Construction and Equipment to include all expenses chargeable to
capital stock account.




124               A PRACTICAL TREATISE ON
Conducting Transportation to include all expense connected with the
working of the road, repairs of track, repairs of cars, repairs of buildings, and the keeping and maintaining the road, its fixtures and equipments in its original order for efficiency.
The items of each account shall be the following, viz:
CONSTRUCTION AND EQUIPMENT.
Right of Way.                       Incidentals.
Real Estate.                        Cars.
Buildings and Fixtures.             Horses.
Graduation and Masonry.             Harness.
Track and Fixtures.                 Tools and Machinery.
Salaries of Officers.
CONDUCTING TRANSPORTATION.
Tools.                              Horses.
Iron Rails.                        HIarness.
Wooden Stringers and Ties.           Feed.
Frogs and Switches.                  Stable Labor and Expenses.
Chairs and Spikes.                  Watchmen.
Paving Materials.                   Conductors.
Labor-Repairing Track.               Drivers.
Repairs of Cars.                    Dispatchers and Assistants.
Repairs of Buildings.                Taxes.
Rent and Furniture.                  Stationery and Printing.
Gas.                                Salaries of Officers.
Oil.                                Incidentals.
Fuel.
The Secretary shall know that all officers and agents of the Company, whose duties require that they shall give bonds to the Company,
have had the same properly made out and executed in legal form, and
shall present them to the Board of Directors for approval, and after approved by the Board shall file them away in the General Office of the
Company.
The Secretary shall keep a regular record of the proceedings of the
Board of Directors of the Company; give notice to the members of all




STREET OR HORSE-POWER RAILWAYS.                125
stated and special meetings, and shall attend the meetings of all standling or special committees when required.
He shall give at least twenty days notice of the annual meeting of
the Stockholders, and ten days notice of any other general or special
meetings of the Stockholders.
He shall receive from the Treasurer all old certificates of stock, immediately after their transfer, shall see that they have been canceled,
and make a record of the same, and file them away in the general
office of the Company.
He shall furnish the chairman of the Committee of Accounts, (whose
duty it shall be to submit the same to the Board) on the Monday preceding the stated meeting in each month, a detailed statement of expenditures of the last current month, under their proper heads, as hereinbefore provided, and shall perform such other duties as the Board of
Directors may require.
The Treasurer shall give bond, with one or more sureties, to be approved of by the Board of Directors, in the sum of not less than ten
thousand dollars, nor more than twenty thousand dollars, for the faithful performance of all his duties.
He shall keep a regular set of books, containing the accounts of the
Company, and of all the funds of the Company that may pass through
his hands, and shall keep a separate account as Treasurer in such bank
or banks as the Board of Directors may from time to time direct.
He shall on the Monday preceding each stated meeting of the Board,
submit to the chairman of the Committee of Accounts, (whose duty it
shall be to submit the same to the Board), a statement of the financial
condition of the Company, as it stood on the last day of the preceding
month, and at the stated meetings of January and July, of each year,
a complete statement of his account for the six months previous, ending on the last days of June and December, of each year, and shall
also prepare a full statement of the finances of the Company, to be submitted to the Stockholders at their annual meeting.
The Receiving Agents of the Company shall pay over their collections to the Treasurer, daily, or oftener if required to do so by the
Board.
In all cases where the receipt of money is not otherwise provided
for, the collections shall be made by the General Superintendent, and




126                A PRACTICAL TREATISE ON
on its receipt by him, shall be immediately paid over to the Treasurer,
and a memorandum of the same transmitted to the Secretary.
The Treasurer shall attend at the office of the Company during business hours, and whenever required, and shall take charge of all the
funds of the Company, and make disbursements from the same, as directed by the Board of Directors.
Ile shall be entrusted with all the funds of the Company, and in connection with the President, issue and transfer its stock, bonds, or other
securities, which may from time to time be authorized by the Board of
Directors.
His books shall be open at all times to the inspection of the President or any member of the Board of Directors; all checks shall be
signed by the President and countersigned by the Treasurer; all his
office bills shall be approved by the Committee of Accounts, and endorsed to their proper account, and entered by the Secretary before
being paid. All other bills before being paid by him, shall have been
approved by the Committee of Accounts, and endorsed and entered to
their proper account by the Secretary, except payments for services accounted for by Pay Roll, to which the receipts of the persons to whom
it is due is attached, and cash purchases of the General Superintendent
under special authority.
The accounts of the Treasurer shall be audited by the Committee of
Accounts, or the chairman thereof.
All cases of defalcation, or any want of promptness or obedience on
the part of any officer or agent of the Company, in making his returns
to the Treasurer, shall be immediately reported by him to the President and to the Board of Directors.
There shall be appointed by the Board of Directors, two officers, to
be denominated Receivers.
They shall be nominated by the President to the Board of Directors.
It shall be their duty to take from, and receipt to each Conductor,
the amount of cash collected by him on each trip, to receive and record
the number of tickets taken up which were issued by connecting roads,
and to record such other evidences of indebtedness of other roads to
this Company, as Conductors are required to report; and also report
the samne to the Treasurer, who shall make the necessary entries thereof
in the books of the Company.




STREET OR HORSE-POWER RAILWAYS.                 127
It shall be their duty to pay over to the Treasurer daily, all moneys
received, and all evidences of indebtedness by connecting roads.
They shall keep a permanent record of the receipts per trip and per
day of each Conductor, and shall perform such other duties, and keep
such other records as the Board may from time to time direct.
The books shall be open to the inspection only of the President, the
members of the Board of Directors, the Treasurer, Secretary, and the
General Superintendent.
All persons connected with the Transportation Department, shall be
under the supervision and direction of the General Superintendent, and
those whose compensation consists of a stipulated fixed sum per day or
month, shall devote their whole time to the services and interests of
the Company, unless exempted therefrom by the Board of Directors.
All officers and agents who may by virtue of their office, receive
money on account of the Company, shall give security for the faithful
discharge of their duties, in such sums as shall be required by the
Board of Directors, unless exempted therefrom  by the Board of Directors.
All payments to regular employees of the Company shall be by Pay
Roll, to which the veritable signature of the employee must be attached,
and crosses or marks of those incapable of writing their name, must be
witnessed.
All payments for purchases for current supplies, and for all expenses
other than labor or services, shall be made on presentation of the bill
to the Treasurer, certified by the proper officer, approved by the Committee of Accounts, and endorsed by the Secretary.
The Board shall fix the compensation of all officers and agents created
by this organization, the wages of the subordinates shall be fixed by
the head of the department, subject to the approval of the Board.
The appointment of all other employees, and the defining of their
powers and duties, is vested in the General Superintendent, who shall
be held responsible to the Board for the good conduct of all the employees in his department, and shall have the power of dismissal, when
he thinks it for the interest of the Company, and shall report immediately the cause thereof to the Board.
In case of vacancy in the head of a department, the President shall
make a temporary appointment to fill the va                      te




128               A PRACTICAL TREATISE ON
meeting of the Board of Directors, which shall be valid until a permanent appointment is made by the Board.
No person addicted to the use of intoxicating drinks, or who is habitually vicious, profane, or uncivil in his deportment, shall be employed
or continued in the service of this Company.
No officer or employee shall be permitted to be absent from the duties
of his post, without the assent of the Board, the President, or the head
of the department to which he belongs.
Free tickets shall be given by the President only, under general
powers conferred by the Board.
The General Superintendent shall have power to issue passes to persons in the employ of the Company, when he thinks it to the interest
of the Company to do so. All Conductors are prohibited from allowing any free travel, except on free tickets thus authorized.
AN ACT
RELATIVE TO THE CONSTRUCTION OF RAILROADS IN CITIES..Passed April 4th, 1854.
The People of the State of New York represented in Senate and
Assembly, do enact as follows:
SECT. 1. The Common Councils of the several cities of this State
shall not hereafter permit to be constructed in either of the streets or
avenues of the said city a railroad for the transportation of passengers
which commences and ends in said city, without the consent of a majority in interest of the owners of property upon the streets in which
said railroad is to be constructed being first had and obtained; for the
purpose of determining what constitutes said majority in interest
reference shall be had to the assessed value of the whole located upon
such street or avenue.
SECT. 2. After such consent is obtained, it shall be lawful for the
Common Council of the city in which such street or avenue is located




STREET OR HORSE-POWER RAILWAYS.                129
to grant authority to construct and establish such railroad upon such
terms, conditions and stipulations in relation thereto as such Common
Council may see fit to prescribe. But no such grants shall be made,
except to such person or persons as shall give adequate security to comply, in all respects, with the terms, conditions and stipulations so to be
prescribed by such Common Council, and will agree to carry and convey passengers upon said railroad at the lowest rates of fare, nor shall
such grants be made until public notices of intention to make the same,
and of the terms, conditions and stipulations upon which it will be
given, and inviting proposals therefor, at a specified time and place,
shall be published under the direction of the Common Council in one
or more of the principal newspapers published in the city in which such
railroad is proposed to be authorized and constructed.
SECT. 3. This Act shall not be held to prevent the construction,
extension or use of any railroad in any of the cities of this State which
have already been constructed in part, but the respective parties and
companies by whom such roads have been in part constructed, and their
a-signs, are hereby authorized to construct, complete, extend and use
such roads in and through the streets and avenues designated in the
respective grants, licenses, resolutions or contracts under which the
same have been so, in part, constructed, and to that end the grants,
licenses, and resolutions aforesaid are hereby confirmed.
AN ORDINANCE
TO REGULATE PASSENGER RAILWAYS.
SECT. 1. The Select and Common Councils of the City of Philadelphia do ordain, that all Passenger Railroad Companies within the city
of Philadelphia shall be subject to the restrictions, limitations, terms
and conditions hereinafter provided; and any such company, before
entering upon any road, street, avenue or alley, within the limits of
said city, shall be understood and deemed to be subject thereto, upon
the conditions hereinafter prescribed.
SECT. 2. That it shall be the duty of said companies, or any of them,
to conform to the surveys, regulations and gradients as they are now or




130              A  PRACTICAL TREATISE ON
may hereafter be established by law.  They shall submit all proposed
plans, courses, styles of rails, and the manner of laying the same, to
the Board of Surveys and Regulations, for their approval and sanction,
which shall be obtained before they proceed to break ground or occupy
any of the highways as aforesaid; and they shall be further required
to lay flag-stones or crossings along the line of the paved streets upon
which the rails are laid, at intervals not exceeding two hundred and
fifty feet; and any neglect, omission or refusal to do so on the part of
any such company, shall be punishable by a fine of not less than fifty
dollars for each and every offence, recoverable before any Alderman of
the city of Philadelphia, and payable into the City Treasury.
SECT. 3. That all railroad companies, as aforesaid, shall be at the
entire cost and expense of maintaining, paving, repairing and repaving
that may be necessary upon any road, street, avenue or alley occupied
by them. That for the convenience of the public, it shall also be the
duty of such companies to clear the streets, or other public highways
that they may occupy, of snow or any obstructions placed therein by
such companies, when the same impedes the travel upon said highways,
and for any neglect on their part to do so for a period of five days, they
shall be punishable by a fine of twenty dollars for each square that
may be so impeded, recoverable before any Alderman of the city of
Philadelphia, and payable into the City Treasury, upon a complaint of
five citizens residing therein, upon oath or affirmation: provided, nevertheless, that whenever any such company shall deem it inexpedient to
use their said road during the continuance of the snow, they shall provide comfortable sleighs, or other suitable vehicles for the transportation of passengers along the route of their railway at the usual rates
as aforesaid; then, and in that case, no such penalty shall be recoverable.
SECT. 4. That it shall be the duty of any Company, as aforesaid,
when requested so to do by the Chief Commissioner of Highways, to
remove any obstruction, mend or repair their road, pave or repave the
highways, as herein before provided, and should they refuse or neglect
to do so for ten days from the date of such notice, then and in such
case the Councils may forbid the running of any car or cars upon the
said road until the same is fully complied with; and the city reserves
the right-in all such cases to repair or repave such streets, and the expense thereof shall be a judgment upon the road, stock and effects of




STREET OR HORSE-POWER RAILWAYS.                  131
such Company, recoverable as judgments are now recoverable by the
city of Philadelphia.
SECT. 5. It shall be the duty of said Company, or Companies, to
employ careful, sober and prudent agents, conductors and drivers,
to take charge of their car or cars when upon the road, and for the
violation of any Act of Assembly, or Ordinance of the city, on the
part of any such officer, or officers, or employees upon said road, the
Company shall be liable to all fines, forfeitures or damages therefrom:
provided, however, that this act shall not be taken to excuse or free
any such officer or employee from the penalties or responsibilities of
any such violations, or other acts by themi committed.
SECT. 6. The running speed of the cars, upon any city Passenger
Railroad, shall not at any time be at a greater rate than six miles an
hour, in the paved and built-up portions of the city, nor shall they incommode the crossings, nor stop at the corners of any street or elsewhere, to solicit passengers.  It shall also be the duty of conductors
and drivers of the cars to give ample notice to drivers of vehicles and
pedestrians of their approach, and also to afford all reasonable opportunity for them, or either of them, to avoid collision or accident; and
any neglect by them to comply with the provision of this section shall
be punished by a fine of five dollars, to be recovered before any Alderman of the city, and paid into the City Treasury, and the Mayor of the
city is in such cases empowered to revoke the license of such car or
cars, and they shall not be permitted to be again placed on the road
until such license is renewed.
SECT. 7. It shall be incumbent on all Railroad Companies, as aforesaid, before placing cars upon their road, to pay into the office of the
Chief Commissioner of Highways, and annually thereafter, for the use
of the city, the sum of five dollars for each car intended to run on the
same. They shall also have the number painted in some conspicuous
place upon each car; and any omission, or neglect, to comply with
either of these provisions, shall be punishable by a fine of ten dollars,
to be recovered on complaint before any Alderman of the city, who
shall pay the same forthwith into the City Treasury.
SECT. 8. The Directors of any -such Company or Companies shall,
immediately after the completion of any Passenger Railroad in the
city, file, in the office of the City Solicitor, a detailed statement, under




132               A PRACTICAL TREATISE ON
the seal of the Company, and certified under oath or affirmation by the
President and Secretary, of the entire cost of the same; and the city
of Philadelphia reserves the right any time to purchase the same, by
paying the original cost of said road or roads, and cars, at a fair valuation. And any such Company or Companies refusing to consent to
such purchase, shall thereby forfeit all privileges, rights and immu.
nities they may have acquired in the use or possession of any of the
highways as aforesaid; or should any such Company or corporation
neglect to run cars upon their road or roads for the accommodation of
the public, for the space of three consecutive months, the Councils
reserve the right to rent the same to any other person or persons, company or companies, who will be willing to run cars on the same; or in
the event of the Councils, as aforesaid, being unable to rent said road,
or to place cars upon the same for one year after the same shall have
been abandoned, as aforesaid, by the Company constructing or owning
the same, then and in such case, the Councils reserve the right to
cause the said road to be removed from the highways, and to sell or
dispose of the materials thereof, and after paying all expenses arising
therefrom, pay the balance, if any, to the legal representatives of the
said defaulting Company.
SECT. 9. Any Passenger Railroad Company, which is now or may
hereafter be incorporated in the city of Philadelphia, shall, by their
proper officer or officers, who shall sign the same, file in the office of
the City Solicitor a written obligation to comply with the provisions of
this ordinance: provided, that no Railroad Company now incorporated
shall be authorized to commence work upon any of the highways of
the city until this section has been complied with; and a failure to do
so for ten days shall be taken and deemed as a refusal on the part of
such Company; and in case the Philadelphia and Delaware River:
Railroad Company should fail to comply with the provisions of this
section, on or before the eighth of July, proximo, the City Councils
hereby express their disapproval of an Act, entitled "A Supplement
to an Act to incorporate the Philadelphia and Delaware River Railroad
Company," approved June 9, 1857, which provides for the construction of a Passenger Railway, by a private corporation, over Fifth and
Sixth streets, in the city of Philadelphia.




STREET OR HORSE-POWER RAILWAYS.                 133
RULES AND REGULATIONS
To be observed on the several Street Railroads in the City of Boston,
where Cars are drawn by Horses.
[Prescribed by the Mayor and Aldermen, June 27, 1857, and January 18, 1859.]
In the exercise of the rightful power reserved to this Board in the
several and respective charters of the Metropolitan, Cambridge, Dorchester Avenue, Middlesex and Broadway Railroads, it is
Ordered, That the following rules shall be observed by the officers,
agents and servants of the aforesaid corporations, in the mode of using
the rails of their respective roads in the streets of Boston; and the
same rules shall be applied to all other railroads which may hereafter
be located in the streets of Boston.
First.-No car shall be drawn at a greater speed, in the city proper,
in any street north of Dover street and the Federal street bridge, than
five miles an hour, nor in any other street in the city, at a greater
speed than seven miles an hour.
Second.-While the cars are turning the corners, from one street to
another, the horses shall not be driven faster than a walk.
Third. —Cars driven in the same direction shall not approach each
other within a distance of three hundred feet, except in case of accident, when it may be necessary to connect two cars together, and also,
except at stations.
Fourth. —Cars running in different directions shall not be allowed to
stop abreast each other, except at stations.
Fifth.-No car shall be allowed to stop on t cross walk, nor in front
of an intersecting street, except to avoid collisions, or to prevent danger to persons in the street.
Sixth.-When the conductor of any car is required to stop at the
intersection of two streets to receive or land passengers, the car shall
be stopped so as to leave the rear platform slightly over the farther
crossing.
Seventh.-The conductors and drivers of each car shall keep a vigilant watch for all teams, carriages, persons on foot, and especially
children, either on the track or moving in the direction of the track;
and on the first appearance of danger to such teams, carriages, persons




134                A PRACTICAL TREATISE ON
or children, or other obstruction, the cars shall be stopped in the
shortest time and space possible.
Eighth.-The conductors shall not allow ladies or children to enter
or leave the cars while in motion. Other passengers may be allowed
to enter the cars and depart therefrom, while the cars are at a full stop,
or nearly stopped.
Ninth. —Conductors shall announce to the passengers the names of
the squares and principal streets as the car reaches them.
Tenth.-Whenever there shall occur a fall of snow of sufficient depth
to allow vehicles to pass over the same on runners, no snow plough
shall be allowed to pass over the several tracks of the Street or Horse
Railroad Corporations, within the limits of the City of Boston, nor
shall the respective corporations cause or allow snow to be removed
from their several tracks without consent being first obtained of the
Superintendent of Streets, with the approbation of the Committee on
Paving. The consent for the removal of the snow for the opening of
the tracks being refused, the several corporations are authorized to use
a sufficient number of sleighs to convey passengers requiring a transit
over their respective roads, day by day, until the cars can be used on
the tracks.
Eleventh.-The several corporations shall not sprinkle salt or any
article of a decomposing nature on their tracks or rails, or cause or
allow the same to be done by any of their agents, for the purpose of
melting the snow; or wash, or cause to be washed by any of their
agents, the said tracks and rails with brine or pickle, for a like purpose,
unless a permit is granted by the Superintendent of Streets allowing
the same to be done, and said permit shall only be granted when the
use of said articles will not be detrimental to vehicles on runners
crossing the tracks and rails.
Tweljth —The several corporations shall place and keep placed, a
printed copy of all the rules and regulations of the board of Aldermen,
in a conspicuous position in each car run upon their respective roads.




STREET OR ItORSE-POWER RAILWAYS.              135
AN ACT
CONCERNING THE ANNUAL RETURNS OF HORSE OR STREET RAILROADS
IN THE COMMONWEALTH OF MASSACHUSETTS.
Be it enacted by the Senate and Rouse of Representatives, in General Court assembled, and by the authority of the same, SECT. 1. That
every horse or street railroad corporation that has been, or may be
hereafter incorporated, shall, instead of the return now required from
them by law, hereafter render to the Secretary of the Commonwealth,
on or before the fifteenth day of October of each year, a return, that
shall embrace full and complete information upon the several items
hereafter enumerated.
CONDITION OF THE COMPANY.
Capital stock, fixed by charter.
Capital stock, as voted by the company.
Capital stock paid in, in cash.
Capital stock paid in, in work and materials, by contractors and others.
Funded debt.
Floating debt.
Total debt.
Amount of above debt secured by mortgage of the road and franchise,
or any property belonging to the corporation, or standing in its name.
Number of mortgages on road and franchise, or any property of the
corporation, specifying the number and amount of mortgages on road
and franchise, and each kind of property.
Amount of assets on hand, exclusive of the road and equipment, and
exclusive of all property on hand, used, or which is to be used, in
running the road and keeping it in repair.
COST OF THE ROAD.
Amount expended for labor in excavating for the track, laying foundation, and rails.
Amount expended for timber for foundation.
Amount expended for iron and other metal for rails, chairs, spikes, or
other articles, used in building the road.
8




136              A PRACTICAL TREATISE ON
Amount expended for paving.
Amount expended for paving stones.
Amount expended for engineering.
Amount expended for interest, salaries of officers during construction
of road, and other expenses not included in any of the above items,
which have been included on the books of the company in the cost
of the road, not including items of equipment or running expenses
as mentioned below.
Total cost of road.
Amount included in the present and in past years among the running
expenses for estimated or actual depreciation of the road.
Net cost of road.
COST OF EQUIPMENT.
Number of cars, and cost.
Number of horses, and cost.
Cost of omnibuses, sleighs and other vehicles, excepting cars, owned by
the company.
Cost of land and buildings thereon when purchased.
Cost of buildings used for offices, stables, &c., erected by the company,
or standing on land not owned by the company.
Cost of other articles of equipment, specifying what.
Total cost of equipment.
Amount included in the present and in past years, in the running expenses, for estimated or actual depreciation of any of the above items.
Net amount at which the equipment stands charged on the books of
the company.
CHARACTERISTICS OF THE ROAD.
Length of single main track.
Length of double main track.
Total length of road.
Length of branches owned by the company, stating whether they have
a single or double track.
Aggregate length of switches, sidings, turnouts, and other track, excepting main track and branches.
Total length of rail.
Weight of rail used per yard, specifying whether of cast or rolled iron.
Maximum grade per mile on road, with length of grade.




STREET OR HORSE-POWER RAILWAYS.                 137
Shortest radius of curvature, with length of curve,
Greatest length of single track on road between two turnouts.
Total length of main track which is paved.
DOINGS DURING THE YEAR.
Total number of miles run during the year.
Number of passengers carried in the cars.
Rate of speed adopted, including stops and detentions.
Rate of speed actually attained, including stops and detentions.
Number of persons employed regularly, specifying the occupations of
each.
Total number of trips run during the year.
Average number of passengers each trip.
EXPENDITURES FOR WORKING THE ROAD.
For repairs of road, including repairs of foundation, renewals of iron
and renewals of pavement.
For general repairs, including repairs of cars, omnibuses, and harnesses, and for shoeing horses.
For repairs of real estate, including repairs of buildings used as stables,
offices, or for any other purposes, by the company.
For wages, including the wages of every person regularly employed,
excepting the president, directors, superintendent and treasurer.
For interest.
For taxes and insurance.
For tolls paid other companies for the right to pass over their roads.
For rent paid other companies for use of their roads.
For provender-to include cost of hay, grain, straw, or other articles
used for the food and bedding of horses.
For miscellaneous articles purchased during the year-such as harnesses, blankets, &c., the use of which continues for one or more
years-and not included in the cost of equipment.
For loss of horses-that is to say, the difference between the present
estimated value of the horses owned by the company subtracted from
the estimated value of those on hand at the commencement of the
year, added to the cost of those purchased during the year; or if this
is the first report of the company, then the difference between the
estimated value of the horses on hand and their cost-giving the
present average estimated value of each. horse.




138                A PRACTICAL TREATISE ON
For incidental expenses-to include printing, president, directors, treasurer and superintendent's salaries, and all expenses other than those
belonging to the actual working of the road.
For all other expenses.
For amount charged on the company's books during the year for estimated or actual depreciation of the following property:Cars.
Horses.
Omnibuses.
Real Estate.
Road.
Other property.
EARNINGS.
Received from passengers in cars and omnibuses, and for tickets sold.
From other roads, as toll or rent for use of road.
From United States mails.
For sales of manure.
From other sources.
Total earnings.
Net earnings, after deducting expenses.
Surplus earnings of previous year on hand.
Net earnings as above.
Total surplus for payment of dividends.
Dividends declared during the year.
Total percentage of dividends for the year.
Present surplus.
MISCELLANEOUS.
Increase during the yearOf capital stock as fixed by charter.
Of capital stock as voted by the company.
Of capital stock paid in.
Increase of funded debt, during the year.
Increase of floating debt, during the year.
Decrease of funded debt during the year.
Decrease of floating debt, during the year.
Increase of mortgage debt, during the year.




STREET OR HORSE-POWER RAILWAYS.                 139
Decrease of mortgage debt, during the year.
Increase in cost of road, during the year, including amount charged for
depreciation thereon.
Decrease in nominal cost of road by amount- charged for depreciation
thereon.
Increase in cost of equipment, during the year, including amount
charged for depreciation thereon.
Decrease in cost of equipment by sale of any portion thereof, or by
amount charged for depreciation.
List of accidents on road, during the year.
SECT. 2. All the returns required to be made by the first section of
this act, shall be so made up as to include the business of the several
companies therein named, for the year ending the thirtieth day of September preceding the time when the return shall be rendered to the
Secretary of the Commonwealth, and all such returns shall be signed by
a majority of the directors of the respective companies, and be sworn to,
as the truth.
SECT 3. Every horse or street railroad corporatien that shall refuse
or neglect to render the return required by the first and second sections
of this act, shall forfeit and pay to the Commonwealth one hundred
dollars for each and every day that they shall so refuse and neglect to
make said return. And it is hereby made the duty of the Secretary of
the Commonwealth to notify the attorney-general whenever any of
the before-mentioned corporations shall refuse or neglect to make the
returns required of them by this act, and it shall be the duty of the
attorney-general to commence a suit in behalf of the Commonwealth at
once, against said corporation, in any court competent to try the same,
and to prosecute the same to final judgment.
SECT 4.  It shall be the duty of the Secretary of the Commonwealth
to cause to be prepared blank forms of returns, with spaces for the insertion of information upon the several items mentioned in the first
section of this act, and transmit copies thereof to the several corporations mentioned in said first section.
SECT. 5. The second section of the acts of eighteen hundred and
forty-nine, chapter one hundred and ninety-one, shall be so construed
as to apply to all horse or street railway corporations that have been or
may hereafter be established.








ADVERTISEMENTS.             141
THE PHCENIX IIRON COMPANY,
SUCCESSORS TO
REEVES, BUCK & CO.,
MANUFACTURERS OF
aaiIth      dr t,  ac  d~~f   aa a         eto,
HEAVY SHIP AND BRIDGE IRON, SPIKES, &c.
ALSO A SUPERIOR ARTICLE OF
With continuous lips, and made to fit exactly the flanges of Rails.
J AND L ITmo0,  &C.
AWUI   Ii 
ALSO, WROUGHT IRON SOLID AND COMPOUND
GIRDEIRDERS & BEAMS
OF ANY.,REQUIRED LENGTH, FOR FIRE-PROOF BUILDINGS.
SAMUEL J. REEVES, V. Pres't,
No. 410 Walnut Street, Philadelphia.
AGENCY IN NEW YORK,
40 Exchange Place,
SAMUEL MILLIKEN, JR., Agt.




142                  ADVERTISEMENTS.
JAMES YOCOM & SON,
No. 9 Drinker's Alley,
(RUNS WEST FROM FRONT STREET, BELOW RACE,)
PHILADELPHIA.
IRON FRONTS OF ANY DESIGN
FITTED AND ERECTED.
GIRDERS of all kinds and sizes; COLUMNS of any length, and
from 3 to 24 inches in diameter; Shutter Boxes and Lintels;
Ornamental Window Heads and Sills; Caps and Bases for
Pilasters and Columns; Brackets for Balconies and
Cornices; also, Enriched Mouldings and Fancy
Ornaments, and every variety of
BUILDING IRON WORK,
Vault Grates and Solid Plates, with Frames 13, 16, 18 and 24 inches
in diameter; Water Conductors 3, 3~, 4, 5 and 6 inches in
diameter; Plain and Fancy Cellar Window Grates,
with or without Frames and Bolts.
MACHINERY & MILL CASTINGS MADE. TO ORDER.
For which we have a large assortment of patterns;
PRESSES, SHEARS, HANGERS, &c.
WEBSTER'S CELEBRATED BARK MILL.
IRON WORK FOR CAR BUILDERS AND CONTRACTORS.




ADVERTISEMENTS.                          143
BURDEN'S HORSE & MULE SHOES,
MANUFACTURED AT THE
frt  fratrn and'aatI,4aq to
H. BURDEN & SONS, Proprietors.
TROY, NEW YORK.
We are now manufacturing (upon Mr. H. BURDEN'S improved and newly
patented machinery,) and keep constantly on hand a full assortment of these
Shoes, of the most approved form, and suited for heavy or light shoeing.
ECONOMY OF THE SHOES.
The saving by the use of these Shoes is not less than 50 per cent. The
rapidity with which they are made, the small cost for attending the machine,
its enormous capacity-one of them making thousands of tons a year-enable
us to give an excellent article at a price but little above the cost of Horse Shoe
Iron.
QUALITY OF THE IRON.
None but the best American Refined Iron is put into these Shoes, any of
which will be found to bend double, cold, without breaking.
DURABILITY OF THE SHOE.
This is easily tested. Let any one shoe a horse on one side with "Burden's
Shoes," and on the other with the best hand-made, of the same wearing surface
and thickness, and he can judge for himself which he would prefer.
The thousands of horses used by the cavalry and artillery of the U. S. Army,
and the still greater number of mules in the army transportation trains, are all
shod with these shoes.
They can be purchased from the principal Iron and Hardware Stores throughout the United States, and from the subscribers.
They have been in use for a year past on many of the City Railway Lines in
New York and Boston, and give entire satisfaction; among them are, and to
whom we refer:
Sixth Avenue Railroad Co., New York,-WM. EBBITT, EsQ., Sup't.
Fourth Avenue Railroad Co.,  "
Harlem Railroad Co.,         ",  W. J. CAMPBELL, ESQ., Sup't.
Second Avenue Railroad Co., "        HuaHs, EsQ., Pres't.
fE. S. DICKERsON, EsQ., Sup't.
Middlesex Horse Railroad Co., Boston,-W. BONNEY, EsQ., Sup't.
We have all our different patterns lithographed, full size, with the weights
marked on each, which we will forward by mail on application for same.
Address,
H. BURDEN & SONS,
TROY, NEW YORK.




144                      ADVERTISEMENTS.
POWELL & BROTHER,
AND SUPERINTENDENTS,
OFFICE, No. 69 Second Street, near Post Office,
And opposite the Town Clock,
W. ANGELO POWELL. 3~                                -        2 So
We furnish Designs for every description of Buildings, in all the styles of
Architecture, and make out accurate Estimates, Bills of Materials and quantities, Specifications, Contracts, Bonds, Detail Drawings and working full size
details. Comprising complete Drawings, Plans, Elevations, Sections, Perspective Views, &c.
All Designs prepared with due regard to convenience, durability and economy
in construction, and a guarantee not to exceed any specified estimate. All
designs sent from this office, are accompanied with full and complete explanaations in every particular belonging thereto: such as
Public and Private Buildings of every kind, City and Country
Churches, Ecclesiastical Structures, Chapels, Colleges,
Infirmaries, Asylums, School Houses, Banks,
HOTELS, RAILROAD STATIONS,
Stores of Stone, Iron, &c., Halls of all kinds, Court Houses, &c.
Also, Insurance Offices, IRON  WORK, Patents, &c., Altars,
Pulpits, Cemetery Entrances, &c., Cemeteries, Parks, Private
Grounds, Fancy Walks surveyed, planned and laid out
in the best manner; also, Towns surveyed and plotted, Maps & Surveys generally, Railways, &c.
Designs and Plans for Model Cottages, Suburban Residences, Villas, Farm
Houses, Gate Lodges, Summer Houses, Fountains, Aviaries, and Arbors, Conservatories, &c.
Designs for Barns and Framing, Frame Work, Carriage Houses, Dwellings,
Warehouses, Factories, WOOD AND IRON BRIDGES.
Also, every variety of designs for Monuments, Tomb Stones, Cenotaphs,
Tablets, Sarcophagii, Vaults, Railings, &c.
We also attend to the furnishing of Iron Bridges complete,-ready for transportation, Castings, Girders, Railings, Verandas, Balconies, Lumber, &c., upon
the best terms and principles.
In conclusion, we respectfully solicit a share of patronage, and promise to
give satisfaction in all the branches. We have an experience of fifteen years in
the business, and practical knowledge thereof, and have been engaged upon
Government Works, Buildings, Bridges, and various important Edifices, as
Architects, Civil Engineers and Superintendents. Prompt and personal attention will be given to all orders intrusted to us. Designs for Bridges, Stations,
&c., will be sent to any part of the country with complete explanations.




ADVERTISEMENTS.                   145
JAC 0B BAILY,
Corner Broad & Spring Garden Sts.,
MANUFACTURER OF EVERY KIND OF IRON CASTINGS
Used in the construction of Street Railways;
HOUSE FRONTS, COLUMNS, &c.
Engineers from any part of the country may be supplied with Castings for Curves, Frogs and Switches, for any radius required.
THE SUBSCRIBER HAS ON HAND ALL THE PATTERNS NOW IN USE.
JOH N STOWN,
CAMBRIA COUNTY, PENN'A,
MANUFACTURERS OF RAILROAD IRON
CHARLES E. SMITH &, CO.,
Thirtieth Street, above Coates, Schuylkill,
(Address "BOX," Philadelphia P. O.)  P H I LAD E LP H I A, PA.,
Ma[nufacturers of all sizes of Rails; old Rails Re-rolled; Street Rails;
small Railroad Iron, suitable for turnouts, Warehouses, Coal Yards,
&c. Also, Band Iron, Gas Tubing; T and L Iron; Marble and
Stone vakws; Railroad Chair Iron, and Bands, and Bares
of extra width, length, or gauge; Punched Washers, of all regular sizes, kept constantly on
hand. Any others made to order.
Chas. E. Smith. Stephen Morris. Chas. Wheeler, Jr. Stephen P. M. Tasker. Thos. T. Tasker, Jr.




146                 ADVERTISEMENTS.
TIMOTHY FIELID,
MACK00iST NO ts FeMSSER)
TRENTON, NEW JERSEY,
MANUFACTURER OF EVERY DESCRIPTION OF CASTING
USED IN THE CONSTRUCTION OF STREET RAILWAYS,
COMPRISING EVERY VARIETY OF
Spikes, Cast Iron iKnees or afngle Chairs, Bolts, A~c.
PATTERN AND PRICE LIST FORWARDED ON APPLICATION.
A. WHITNEY & SOTNS
Cb AmWEghEL 1WOURKS,
CALLOWHILL & SIXTEENTH STREETS,
PHILADELPHA? PENNA,
Furnish Chilled Railroad Wheels and Tires; Rolled and Hammered
Axles; Wheels and Axles fitted complete; Light Wheels
for City Railways, with or without Axles.
TiUNION WORKS, BALTIMORE.
POOLE & HUNT,
IRON FOUNDERS AND GENERAL MACHINISTS,
Are prepared to fill at short notice, and of best materials and workmanship, orders for STEAM
ENGINE S of any size. Plate Car Wheels and Chilled Tires, equal to any produced in the
country; Wheels and Axles fitted for use; Hydraulic Presses for expressing Oils and for
other purposes; Machinery of the most approved construction for Floorillg and Saw
Mills; Gasholders of any size, and Machinery and Castings of all kinds for Gas
Works; Steam Boilers and Water Tanks, of any size or description.
SI-_A_:FITI2,G-r I:'LUT-TLEYS  &  IG-8A-N IG-.S.
AND
LUMBER OF EVERY DESCRIPTION,
FOR CITY RAILWAYS AND LOCOMOTIVE ROADS,
Having extensive Lumber Lands and Saw Mills, is prepared to furnish Lumber
and Cross-ties with extraordinary facilities.




ADVERTISEMENTS.                             147
DANIEL SMITH.                                  JACOB N. LEONARD.
RAILWAY CONTRACTORS,
No. 822 Thompson Street,
PHILADELPHIA.
The above firm is prepared to enter into contracts for furnishing material, and
doing all the work required in the construction of Street Railways; testimonials
can be furnished from officers of the many roads which they have constructed.
KIMBALL & GORTON'S
CORNER TWENTY-FIRST & HAMILTON STS.
PHI LADELPH IA.
The undersigned having been, for upwards of Twenty years, actively engaged in the manufacture
of Cars of all descriptions, and being in possesion of very extensive shops and machinery,-solicit
orders for Passenger or Freight Cars, which will be built of the best materials and workmanship,
at the shortest notice, and on the most reasonable terms.
KIMBALL & GORTON.
Particular attention paid to the construction of Passengers Cars for City Railroads. References
can be made to the numerous companies of this city.
S T E AM SMITHERY.
ALL DESCRIPTIONS OF
AND
WILLOW STREET, or PENNSYLVANIA AV.
ABOVE BROAD ST.,
-rTT'-.""   -— r:-IT.' F"-rT   A 




148         ADVERTISEMENTS.
WILLIAM BOELL,
LITHOGRAPHER
- AND -
E N G RAVE R,
No. 407 WALNUT STREET,
IS PREPARED TO EXECUTE THE
TICKETS, CARD S, SHOW BILLS,
TICKETS, CARDS, SHOWVV BILLS,
PERSPECTIVE VIEWS OF MACHINERY,
AND EVERY KIND OE LITHOGRAPHIC WORK,
WITH ACCURACY AND DESPATCH.
Post Office Address, Box 159.




ADVERTISEMENTS.          149
LARGxEST AND MOST EXTESIVE
HARNESS AND TRUNK FACTORY
At No. 720 Market St., (below Eighth.)
CONTAIN
It~~ -VERY LARGE ASSORTMENTS OF
Iron Frame, Steel Spring,
Sole Leather
AND TRAVELING BAGS,
Riding Saddles, Whips, &c.
E. P. MOYER & BROTHERS.
PASSENGER RAILROAD HARNESS
On hand and made to order at shortest notice, and WARRANTED good
Leather and workmanship,
AT LOWEST CASH PRICES.
MxMMJL M&OR&MLFL~ut
IRON FOUNDER,
No. 532 ARCH STREET,
PHILADELPHIA,
Manufacturer of the Patent Frog for Street Railways.
STATE RIGHTS FOR SALE.