3CIA
President 1915-1916 JOHN LINDALL
SUPERINTENDENT OF ROLLING STOCK AND SHOPS
BOSTON ELEVATED RAILWAY CO.
BOSTON, MASS.
JJACWTJ VIH01
CO YAWJIA* <fij*AVSjS ^
PROCEEDINGS
OF THE
AMERICAN ELECTRIC RAILWAY
NGINEERING ASSOCIATION
CONTAINING A COMPLETE REPORT OF THE FOURTEENTH ANNUAL CON- VENTION, HELD AT YOUNG'S MILLION DOLLAR PIER, ATLANTIC CITY, N. J., OCTOBER 9, 10, ii, 12 and 13, 1916
Published by the American Electric Railway Association Eight West Fortieth Street New York, N. Y.
THE NAME OF THIS ASSOCIATION WAS FORMERLY THE
AMERICAN RAILWAY MECHANICAL AND ELECTRICAL ASSOCIATION
ORGANIZED AT CLEVELAND, OHIO, FEBRUARY l6, I903.
REORGANIZED AT PHILADELPHIA, PA., SEPTEMBER 25, I905 UNDER THE NAME OF
AMERICAN STREET AND INTERURBAN RAILWAY ENGINEERING ASSOCIATION
THE NAME OF THIS ASSOCIATION IS NOW
AMERICAN ELECTRIC RAILWAY ENGINEERING ASSOCIATION
(CHANGE MADE AT I9IO ATLANTIC CITY CONVENTION).
J. B. Lyon Company, Printers Albany, N. Y.
| MAR 30 1917 J PAGE
Officers, i9i5-i9i6MQ£ficers of the 1916 Co^efition) ix
Officers, 1916-1917 (^ffiqers elected at th.q£&j6 Convention) x
Committees, 19 1 5-19 ] [^><e^^r|rgl|; $f0j^^. xi
Program of the 19 16 Convention .TTT. xv
Minutes of Monday's Session (October 9, 191 6) 1
Meeting called to order 1
Annual address of the President 1
Annual Report of the Executive Committee 6
Report — Committee on Subjects 6
Annual Report of the Secretary-Treasurer 27
Appointment of Convention Committees:
Resolutions 29
Report — Committee on Power Distribution . 29
Revision of Recommended Specification for Overhead Cross- ings of Electric Light and Power Lines 30
Revision of Standard Stranding Table 31
Revision of Standard Specification for Rubber Insulated
Wire and Cable for Power Distribution Purposes 31
Standardization Rules of A. I. E. E. 35
Clearance Diagram for Semaphore Signals 36
Concrete Poles 37
Revision of Recommended Specification for Overhead Line
Material 55
Standard Thread for Pins and Insulators 69
Structural Steel Cross Arms and Fittings 69
High Voltage D. C. and Catenary Trolley Construction. ... 69
Revision of Existing Standardss and Recommendations. ... 74
Recommended Specifications for Overhead Line Material. . 74 Recommended Specifications for 600-volt D. C. Overhead
Trolley Construction 74
Third-Rail Construction 76
Bibliography on Third- Rail Construction 85
Tentative Safety Code of U. S. Bureau of Standards 97
Subjects Suggested for Succeeding Committee 100
Action of Committee on Standards on Recommendations. . . 103
Discussion — Report of Committee on Power Distribution 104
Report — Special Committee on the Revision of Standard
Stranding Table 123
Stranding Table, Concentric Cables of Standard Annealed
Copper 126
Proposed Stranding of Flexible Cables 128
Proposed Stranding of Apparatus Cables 129
[iii]
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Engineering Association
Minutes of Monday's Ssssion — Continued page
Action of Committee on Standards on Recommendations 130
Discussion — ■ Report of Special Committee on Revision of
Standard Stranding Table 131
Report — Committee on Standards 133
Report of Subcommittee on Style 134
Report of Subcommittee on Revision of the Engineering
Manual 134,
Action on Recommendations from Previous Reports 135
Action on Current Recommendations 136
Discussion — Report of Committee on Standards 1 40
Minutes of Tuesday's Joint Session with Accountants' Association
(October 10, 1916) 150
Report — Joint Committee on Engineering Accounting 150
Report of a Subcommittee on the Maintenance of a Con- tinuous Inventory of Railway Physical Property. ....... 151
Discussion of Report of Committee on Engineering Accounting. . 166
Report — Joint Committee on Life of Railway Physical Property . 1 82 Minutes of Tuesday's Joint Session with Transportation and Traffic
Association (October 10, 1916) 185
Report — ■ Joint Committee on Block Signals 185
Review of Existing Standards and Recommendations 187
Consideration of Standardization Rules of A. I. E. E 190
Digest of Block Signal Laws and Rulings 190
Bibliography of Block Signals 196
Design of Block Signal Apparatus 196
Clearance Diagram for Semaphore Signals 204
Block Signal Rules 205
Study of Block Signal Operation 206
Highway Crossing Protection 207
Light Signals for Interurban Railways 211
Tests for Contactor Type of Recording Signals 212
Description of Proposed Aspects for Trolley Contactor
Operated Signals for Electric Railways 221
Consideration of U. S. Bureau of Standards Safety Code .... 224 Summary of the Work of the Joint Committees on Block
Signals from 1910 to 1915 224
Methods of Drawbridge Protection 229
Operation of Single Track Lines by Block Signals Only. . . . 236
Appendix A- — Bibliography on Block Signals 238
Summary of Signal Installations Subsequent to 191 5 Report 243
Appendix B — Block Signals — Installations 256
Appendix C — Summary of Information Regarding Highway
Crossing Signals Collected by Committee on Block Signals . 258 Report of the Committee on Standards concerning certain recom •
mendations of the Committee on Block Signals 289
Contents v
PAGE
Minutes of Tuesday's Joint Session with Transportation and Traffic Association — Continued Discussion of the Report of the Committee on Block Signals. . . 290 Report — Joint Committee on Transportation-Engineering. . . . 291
One-Man Car Operation 293
Bibliography on One-Man Cars 302
Discussion of the Report of Joint Committee on Transportation- Engineering 305
Minutes of Wednesday's Session (October 1 r, 1916) 314
Report — Committee on Power Generation 315
Summary of Recommendations 316
Standardization Rules of A. I. E. E 317
Advantages and Disadvantages of 60- Cycle Apparatus with Particular Reference to Commutating Pole Rotary
Converters 321
Operating and Cost Data of Railway Power Stations 325
Boiler Code of the A. S. M. E 326
Report of the Committee on Standards Concerning Certain Recommendations of the Committee on Power Generation
1915-1916 327
Discussion — Report of the Committee on Power Generation. ... 328
Report — Committee on Way Matters 333
Specification for Solid Manganese — Steel Special Work for
Girder Rails 337
Specifications for Cast Steel Construction, Hard-Center
Special Work 343
Specification for Iron Bound Hard-Center Special Work .... 350
Specifications for Plain Bolted Special Work 356
Specifications for Materials for Use in the Manufacturing of
Special Track Work 370
Revision of Recommended Design of 7 in. and 9 in. Joint
Plates 376
Conventional Signs for Recording Survey 376
Recommended Design of Layouts for Switches, Mates and
Frogs 377
Ballast for Suburban and Interurban Lines : . 379
Use of Rolled Manganese and Other Alloyed Steel Rails. . . . 385 Investigation of the Use of High Elastic Steel Machine Bolts
for Mechanical Joints in Curves. 385
Pavement for Use in Connection with Girder, Grooved and
Plain Girder Rails 385
Specification for Granite Block Paving 386
Specifications for Joint Fillers 389
Specifications for Brick Paving 394
Specifications for Foundation for Pavements 396
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Engineering Association
Minutes of Wednesday's Session — Continued PAGE Report Committee on Way Matters — Continued
Specification for Creosoted Wood Block Paving 397
Consider for Approval Specification for Preservatives and
Treatment of Woods for Inclusion in the Engineering Manual 403
Specifications for Creosote Oil 407
Specifications for Creosote-Coal-Tar Solution 409
Specifications for the Fractionation of Creosote Oil 410
Specifications for Tie Treatment 414
Method of Treatment (Bethell Process) 415
Preservative Treatment of Wood Block Paving 417
Brush, Dipping and Open-Tank Treatment. . . 417
Creosote Oil for Brush and Open-Tank Treatment 418
Inspection 419
Brush Treatment 419
Open- Tank Treatment 420
Recommendations 421
Forms for Timber Records 422
Preparation of Specifications with Definitions for Sundry
Track Materials 424
Report Upon the Most Efficient Types of Hand Track Tools . 425
Acknowledgments 425
Comment on Conditions of Committee Work 425
Curved Heads for Girder Rails 426
Summary of Recommendations 426
Report of the Committee on Standards Concerning Certain
Recommendations for the Committee on Way Matters,
1915-1916 429
Discussion of the Report of the Committee on Way Matters .... 434 Report — Delegates to the American Good Roads Congress .... 465
Minutes of Thursday's Session (October 12, 1916) 467
Report — Committee on Equipment 467
Steel Wheel Design 469
Contour of Tread and Flange Wheel 470
Standard Design of Brake Shoes, Brake Shoe Heads and
Keys 472
Standard Design of Axle 473
Standardization Rules of the A. I. E. E 474
Car Ventilation 476
Lighting of Electric Street Cars 480
Standard Sizes of Carbon Brushes for Street Railway Motors . 48 1
M. C. B. Brass for Heavy Electric Traction 481
Design of Limit of Wear Gauge for Association's Standard
Flange Contours 483
Design of Trolley Catcher Socket 484
Painting of Cars 484
Contents vii
Minutes of Thursday's Session — Continued PAGE Report — Committee on Equipment — Continued
Consideration of Tentative Code of Safety Rules of the
U. S. Bureau of Standards 485
To Investigate Rail Corrugation in its Relation to the Use of Rolled or Forged Steel Wheels Versus the Use of Chilled
Cast Iron Wheels 485
Review of the Association's Existing Standards and Recom- mendations 486
Summary of Recommendations 487
Report of the Committee on Standards Concerning Certain
Recommendations of the Committee on Equipment 505
Action of the Committee on Standards Concerning Certain
Recommendations 505
Discussion of the Report of the Committee on Equipment 506
Minutes of Friday's Session (October 13, 1916) 543
Report — Committee on Buildings and Structures 543
Design of Shelters, Bridges, Culverts, Fences, etc 544
General Specification and Form of Contract for Railway
Structures 554
Contract: 559
General Conditions of Contract 561
Specifications for Materials 570
Proper Provision for Expansion and Contraction in Re- strained Concrete Structures 571
Oil Houses and their Equipment 575
Discussion of the Report, of the Committee on Buildings and
Structures 579
Report — Committee on Heavy Electric Traction 584
Designing Line for Equipment on Standard Clearance Dia- gram for Third-Rail Working Conductors 585
Standardization Rules of A. I. E. E 585
Clearance Diagrams for Block Signals 5S5
Tentative Safety Code of the U. S. Bureau of Standards as
far as it applies to the Work of this Committee 585
Study of Modern Electric Locomotives 586
Report of Committee on Standards Concerning Certain Recommendations of the Committee on Heavy Electric
Traction, 191 5-19 16 588
Action of Committee on Standards Concerning Certain Recom- mendations 588
Discussion of the Report of the Committee on Heavy Electric
Traction 588
Report — Committee on Electrolysis 593
Report — Committee on Resolutions 594
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E ngii i e erin g Ass ocia tio n
Minutes of Friday's Session — Continued PAGE
Report — Committee on Nominations 595
Election of Officers 596
Installation of Officers 597
Adjournment 598
List of Discussioners 599
Summary Index of Previous Proceedings :
American Street and Interurban Railway Engineering Asso- ciation 603
American Electric Railway Engineering Association 609
General Index 613
OFFICERS, 1915-1916
(Officers of the 1916 Convention.)
President : JOHN LINDALL,
Superintendent of Rolling Stock and Shops, Boston Elevated Railway Co., boston, mass.
First Vice-President : F. R. PHILLIPS,
Superintendent of Equipment, Pittsburgh Railways Co., pittsburgh, pa.
Second Vice-President : G. W. PALMER, JR.,
Electrical Engineer, Bay State Street Railway Co., boston, mass.
Third Vice-President : W. G. GOVE,
Superintendent of Equipment, Brooklyn Rapid Transit System, brooklyn, n. y.
Secretary and Treasurer: E. B. BURRITT,
EIGHT WEST FORTIETH STREET, NEW YORK, N. Y.
EXECUTIVE COMMITTEE:
THE OFFICERS AND
E. R. Hill, Consulting Engineer, Norfolk & Western Railway- Co., New York, N. Y. C. S. Kimball, Engineer Maintenance of Way, Washington Rail- way & Electric Co., Washington, D. C. C. L. Cadle, Electrical Engineer, New York State Railways,
Rochester, N. Y. C. F. Bedwell, Assistant Engineer, Public Service Railway Co.,
Newark, N. J.
[ix]
OFFICERS, 1916-1917
(Officers elected at the 1916 Convention.)
President : F. R. PHILLIPS,
Superintendent of Equipment, Pittsburgh Railways Co., pittsburgh, pa.
First Vice-President : G. W. PALMER, JR.,
Electrical Engineer, Bay State Street Railway Co., boston, mass.
Second Vice-President : W. G. GOVE,
Superintendent of Equipment, Brooklyn Rapid Transit
System, brooklyn, n. y.
Third Vice-President: E. R. HILL,
Consulting Engineer, Norfolk & Western Railway Co., new york, n. y.
Secretary and Treasurer : E. B. BURRITT,
EIGHT WEST FORTIETH STREET, NEW YORK, N. Y.
EXECUTIVE COMMITTEE:
THE OFFICERS AND
C. S. Kimball, Engineer Maintenance of Way, Washington Rail- way & Electric Co., Washington, D. C. C. L. Cadle, Electrical Engineer, New York State Railways,
Rochester, N. Y. C. F. Bedwell, Assistant Engineer, Public Service Railway Co.,
Newark, N. J.
J. W. Welsh, Electrical Engineer and Traffic Agent, Pittsburgh
Railways Co., Pittsburgh, Pa.
fx]
COMMITTEES, 1915-1916
BUILDINGS AND STRUCTURES
C. F. BEDWiiLL, Chairman-, Assistant Engi- neer, Public Service Railway Co.,
Newark, N. J. R. C. Bird, Central Traction and Lighting
Bureau, New York, N. Y. C. S. Kimball, Engineer Maintenance of
Way, Wasington Railway & Electric
Co., Washington, D. C. H. G. Throop,- Superintendent of Line and
Buildings, New York State Railways,
Syracuse, N. Y. Wm. Roberts, Superintendent of Motive
Power, Northern Ohio Traction &
Light Co., Akron, Ohio. H. G. Salisbury, Architect and Structural
Engineer, Toronto Railway Co.,
Toronto, Ont., Can. James Link, Chief Engineer, Knoxville
Railway & Light Co., Knoxville, Tenn. H. E. Funk, Superintendent of Buildings,
Brooklvn Rapid Transit Co., Brooklyn,
N. Y.
F. F. Low, Architect, Boston Elevated Rail- way Co., Boston, Mass.
ELECTROLYSIS
A. S. Richey, Chairman, Professor Elec trie Railway Engineering, Worcester Polytechnic Institute, Worcester, Mass.
G. W. Palmer, Jr., Electrical Engineer, Bay State Street Railway Co., Boston, Mass.
E. B. Katte, Chief Engineer Electric Trac- tion, New York Central & Hudson River Railroad Co., New York, N. Y.
E. J. Blair, Electrical Engineer, Metro- politan West Side Elevated Railway Co., Chicago, 111.
EQUIPMENT
W. G. Gove, Chairman, Superintendent of Equipment, Brooklyn Rapid Transit System, Brooklyn, N. Y.
W. E. Johnson, Vice-Chairman, Engineer of Car Construction, Brooklyn Rapid Transit System, Brooklyn N. Y.
H. A. Johnson, Master Mechanic, Metro- politan West Side Elevated Railway Co., Chicago, 111.
W. W. Brown, Superintendent Elevated Car Equipment, Brooklyn Rapid Tran- sit System, Brooklyn, N. Y.
R. H. Dalgleish, Engineer of Equipment, Capital Traction Co., Washington, D. C.
L. M. Clark, Master Mechanic, Indian- apolis Traction and Terminal Co., Indianapolis, Ind.
J. S. McWhirter, Superintendent of Equip- ment, Third Avenue Railway Co., New York, N. Y.
E. W. Holst, Mechanical Engineer Bay State Street Railway Co., Bos- ton, Mass.
HEAVY ELECTRIC TRACTION
E. R. Hill, Chairman, Consulting Engi- neer, Norfolk & Western Railway Co., New York, N. Y.
E. B. Katte, Chief Engineer Electric Trac- tion, New York Central & Hudson River Railroad Co., New York, N. Y.
W. S. Murray, Consulting Engineer, The New York, New Haven & Hartford Railroad Co., New Haven, Conn.
Hugh Hazelton, Electrical Engineer, % L. B. Stillwell, New York, N. Y.
C. H. Quinn, Electrical Engineer, Norfolk & Western ailroad, Ronaoke, Va.
DELEGATES TO NATIONAL JOINT COMMITTEE ON STANDARDI- ZATION OF METHOD FOR DETERMINING THE COST OF POWER J. W. Welsh, Chairman, Electrical Engi- neer, Pittsburgh Railways Co., Pitts- burgh, Pa.
L. P. Crecelius, Electrical Engineer, The Cleveland Railway Co., Cleveland, Ohio.
E. H. Scofield, Engineer of Power and Equipment, Twin City Rapid Transit Co., Minneapolis, Minn.
NOMINATIONS
Paul Winsor, Chairman, Chief Engineer' Mechanical and Electrical Engineering^ Boston Elevated Railway Co., Boston, Mass.
E. O. Ackerman, Engineer Maintenance of Way, The Columbus Railway, Power & Light Co., Columbus, Ohio.
W. S. Twining, Ford, Bacon & Davis, New York, N. Y.
A. T. Clark, Superintendent Rolling Stock and Shops, United Railways & Electric Co. of Baltimore, Baltimore, Md. _
S. L. Foster, Chief Electrician, United Railroads of San Francisco,, San Francisco, Cal.
DELEGATES TO NATIONAL JOINT COMMITTEE ON OVERHEAD AND UNDERGROUND LINE CONSTRUCTION
G. W. Palmer, Jr., Chairman, Electrical
Engineer, Bay State Street Railway
Co., Boston, Mass. C. L. Cadle, Electrical Engineer, New
York State Railways, Rochester Lines,
Rochester, N. Y. A. S. Richey, Consulting Engineer, Bay
State Street Railway Co., Boston,
Mass.
Alternates
C. R. Harte, Construction Engineer, The
Connecticut Co., New Haven, Conn.
D. E. Crouse, Chief Engineer, The Mary-
land Electric Railways Co., Annapolis, Md.
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Engineering Association
Gaylord Thompson, Vice-President and Manager, New Jersey and Pennsyl- vania Traction Co., Trenton, N. J.
POWER DISTRIBUTION
C. L. Cadle, Chairman, Electrical En- gineer, New York State Railways, Rochester, N. Y.
Ralph H. Rice, Principal Assistant En- gineer, Board of Supervising Engineers, Chicago, 111.
E. J. Blair, Electrical Engineer, Metro- politan West Side Elevated Railway Co., Chicago, 111.
M. J. Kehoe, Electrical Engineer, Ohio Electric Railway Co., Springfield, Ohio.
C. F. Woods, Secretary, Arthur D. Little, Inc., Boston, Mass.
E. J. Burdick, General Manager, Detroit United Railway, Detroit, Mich.
C. R. Phenicie, General Superintendent, Wisconsin Public Service Co., Green Bay, Wis.
E. S. Gillette, Electrical Engineer, Aurora,
Elgin & Chicago Railroad Co., Aurora, 111.
C. R. Harte, Construction Engineer, The Connecticut Co., New Haven, Conn.
POWER GENERATION
J. W. Welsh, Chairman, Electrical En- gineer, Pittsburgh Railways Co., Pitts- burgh, Pa.
H. G. Stott, Superintendent Motive Power,
Interborough Rapid Transit Co.,
New York, N. Y. G. H. Kelsay, Superintendent of Power,
Union Traction Company of Indiana,
Anderson, Ind.
F. S. Freeman, Superintendent Power Op-
eration, Boston Elevated Railway Co., Boston, Mass. A. B. Stitzer, Ford, Bacon & Davis, New York, N. Y.
G. T. Bromley, Superintendent Power Houses, Lehigh Valley Transit Co., Allentown, Pa.
W. E. Rolston, Superintendent of Power, Chicago, Lake Shore & South Bend Railway Co., Michigan City, Ind.
L. E. Sinclair, Superintendent of Power, Washington Railway & Electric Co., Washington, D. C.
J. G. Swain, General Superintendent Power and Shops, The Northern Ohio Trac- tion & Light Co., Akron, Ohio.
STANDARD THREAD FOR PINS AND INSULATORS
C. R. Harte, Chairman, Construction En- gineer, The Connecticut Company, New Haven, Conn., representing Am- erican Electric Railway Engineering Association.
J. A. Brandige, Electric Bond & Share Co., New York, N. Y., representing the National Electric Light Associa- tion.
C. H. Morrison, Signal Engineer, New York, New Haven and Hartford Rail- road Company, New Haven, Conn., representing Railway Signal Associa- tion.
R. F. Hospord, American Telephone and Telegraph Company, New York, N. Y., representing American Telephone and Telegraph Company.
R. D. Coombs, Consulting Engineer, New York, N. Y., representing American Railway Engineering Association.
J. T. Barron, Public Service Electric Com- pany, Elizabeth, N. J., representing American Institute of Electrical En- gineers.
REPRESENTING ASSOCIATION AT GOOD ROADS CONGRESS
J. M. Larned, Engineer Maintenance of Way, Pittsburgh Railways Co., Pitts- burgh, Pa.
RESOLUTIONS
C. R. Harte, Chairman, Construction
Engineer, The Connecticut Co., New
Haven, Conn. C. E. Fritts, Electrical Engineer, Kansas
City Railways Co., Kansas City, Mo. E. H. Dewson, Resident Engineer, West-
inghouse Traction Brake Co., New
York, N. Y.
STANDARDS
H. H. Adams, Chairman, Superintendent
Shops and Equipment, Chicago Surface
Lines, Chicago, 111. E. R. Hill, Consulting Engineer, Norfolk
& Western Railway Co., New York,
N. Y.
E. B. Katte, Chief Engineer of Electric
Traction, New York Central and Hud- son River Railroad Co., New York, N. Y.
W. G. Gove, Superintendent of Equipment, Brooklyn Rapid Transit System, Brooklyn, N. Y.
J. S. McWhirter, Superintendent of Equip- ment, Third Avenue Railway Co., New York, N. Y.
C. F. Bedwell, Assistant Engineer, Public Service Railway Company, Newark, N. J.
Martin Schreiber, Engineer Maintenance of Way, Public Service Railway Com- pany, Newark, N. J.
J. W. Welsh, Electrical Engineer, Pitts- burgh Railways Co., Pittsburgh, Pa.
J. H. Hanna, Vice-President, Capital Trac- tion Co., Washington, D. C.
C. H. Clark, Engineer Maintenance of Way, The Cleveland Railway Co., Cleveland, Ohio.
R. C. Cram, Assistant Engineer, Brooklyn Rapid Transit System, Brooklyn, N. Y.
C. L. Cadle, Electrical Engineer, New York State Railways, Rochester, N. Y.
C. R. Harte, Construction Engineer, The Connecticut Company, New Haven, Conn.
SUBJECTS
F. R. Phillips, Chairman, Superintendent
of Equipment, Pittsburgh Railways Co., Pittsburgh, Pa.
J. H. Hanna, Vice-President, Capital Trac- tion Co., Washington, D. C.
Martin Schreiber, Engineer Maintenance of Way, Public Service Railway Co., Newark, N. J.
USE OF ASSOCIATION STANDARDS
H. H. Adams, Chairman, Superintendent Shops and Equipment, Chicago Surface Lines, Chicago, 111.
Committees, 191 5-1 91 6
xi 11
W.I.G. Gove, Superintendent of Equipment, Brooklyn Rapid Transit System, Brooklyn, N. Y.
J. H. Haksa, Vice-President, Capital Trac- tion Co., Washington, D. C.
WAY MATTERS
C. H. Clark, Chairman-, Engineer Main- tenance of Way, The Cleveland Rail- way Co., Cleveland, Ohio.
R. C. Cram, Vice-Chairman, Assistant Engineer, Brooklyn Rapid Transit System, Brooklyn, N. Y.
L. A. Mitchell, Superhitendent of Road- way, Union Traction Co. of Indiana, Anderson, Ind.
E. M. T. Ryder, Engineer Maintenance of Way, Third Avenue Railway Co., New York, N. Y.
W. F. Graves, Chief Engineer, Montreal Tramways Co., Montreal, Que.
A. E. Harvey, Chief Engineer, Metro- politan Street Railway Co., Kansas City, Mo.
B. J. Fallon, Engineer Maintenance of
Way, Metropolitan West Side Elev- ated Railway Co., Chicago, 111.
E. M. Haas, Associate Editor, Electric Railway Journal, Chicago, 111.
H. M. Steward, Chief Engineer Main- tenance of Way, Boston Elevated Rail- way Co., Boston, Mass.
JOINT COMMITTEES
ENGINEERING; "AND] ACC
ENGINEERING — ACCOUNTING
A C C OUNT ants'
F. H. Sillick, Co-Chairman, Comptroller, Hudson & Manhattan Railroad Co., New York, N. Y.
J. C. Collins, Secretary and General Au- ditor, New York State Railways, Rochester, N. Y.
C. H. Lahk, Auditor, Northern Ohio Trac- tion & Light Co., Akron, O.
H. A. Gidney, Auditor, Barre & Mont- pelier Traction & Light Co., Boston, Mass.
B. E. Bramble, General Auditor, Illinois Traction System, Champaign, 111.
Engineers L. P. Crecelitts, Co-Chairman, Electrical
Engineer, The Cleveland Railway Co.,
Cleveland, Ohio. J. P. Ripley, Assistant to President, The
J. G. White Management Corporation,
New York, N. Y. Harold Bates, Assistant Engineer, The
Connecticut Co., New Haven, Conn. Norman Litchfield, Equipment Engineer,
Interborough Rapid Transit Co., New
York, N. Y.
UNTANTS' ASSOCIATIONS
E. P. Roundey, Engineer Maintenance of Way, New York State Railways, Syracuse, N. Y.
LIFE OF RAILWAY PHYSICAL PROPERTY
Accountants'
R. N. Wallis, Co-Chairman, Treasurer, Fitchburg & Leominster Street Rail- way Co., Fitchburg, Mass.
A. R. Patterson, Auditor, Northern Texas Traction Co., Boston, Mass.
W. H. Forse, Jr., Secretary and Treasurer, Union Traction Company of Indiana, Anderson, Ind.
Engineers
Martin Schreiber, Co-Chairman, En- gineer Maintenance of Way, Public Service Railway Co., Newark, N. J.
J. H. Hanna, Vice-President, Capital Rail- way Co., Washington, D. C.
C. F. Bancroft, Superintendent of Motive Power and Machinery, Bay State Street Railway Co., Boston, Mass.
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Engineering Association
ENGINEERING AND TRANSPORTATION AND TRAFFIC ASSOCIATIONS
BLOCK SIGNALS FOR ELECTRIC RAILWAYS
Engineers
J. M. Waldron, Chairman, Signal En- gineer, Interborough Rapid Transit Co., New York, N. Y.
J. Leisenbing, Superintendent of Overhead Lines, Illinois Traction System, Peoria, 111.
G. N. Brown, Electrical Engineer, New York State Railways, Syracuse, N. Y.
J. B. Stewart, Jr., Staff and Efficiency Engineer, Mahoning & Shenango Rail- way & Light Co., Youngstown, Ohio.
Transportation and Traffic J. W. Brown, Vice-Chairman, Assistant General Superintendent, Public Service Railway Co., Newark, N. J. J. J. Doyle, General Manager, Washington, Baltimore & Annapolis Electric Rail- road Co., Baltimore, Md. F. W. Coen, General Manager, Lake Shore Electric Railway Co., Sandusky, Ohio.
G. K. Jeffries, General Superintendent Terre Haute, Indianapolis & Eastern Traction Co., Indianapolis, Ind.
TRANSPORTATION — ENGINEERING
Engineers
F. R. Phillips, Co-Chairman, Superin- tendent of Equipment, Pittsburgh Rail- ways Co., Pittsburgh, Pa.
W. J. Hakvie, Chief Engineer, Allen & Peck, Inc., Syracuse, N. Y.
J. W. Allen, Acting Electrical Engineer, Boston Elevated Railway Co., Boston, Mass.
Transportation and Traffic
W. A. Cabson, Co-Chairmax, General
Manager, Evansville Railways Co.,
Evansville, Ind. P. N. Jones, General Manager, Pittsburgh
Railways Co., Pittsburgh, Pa. C. F. Hewitt, General Manager, United
Traction Co., Albany, N. Y.
CONVENTION PROGRAM
(Atlantic City, N. J., October g, 10, n, 12 and 13, 1916.)
MEETING ROOMS
All regular and joint sessions were held in Engineers' Hall, Con- vention Pier, with the exception of that with the Transportation and Traffic Association which was held in the Greek Temple.
Monday, October gth — 9:30 a. m. to 12:30 p. M.
Registration and distribution of badges at booth, right of entrance, Young's Million Dollar Pier.
Monday, October gth — • 2 :oo p. m. to 5 :oo p. m.
Convention Called to Order. Annual Address of the President. Annual Report of the Executive Committee. Annual Report of the Secretary-Treasurer. Appointment of Committee on Resolutions, Reports of Committees :
(a) Power Distribution.
(b) Standards (on Recommendations contained in above report).
(c) Special Subcommittee on Stranding.
(d) Standards.
Tuesday, October 10th — 2:00 p. m. to 2:30 p. m. (Joint Session with Accountants' Association.)
Reports of Committees :
(a) Engineering Accounting.
(6) Life of Railway Physical Property.
Tuesday, October 10th — 3:30 p. m. to 5:00 p. m. (Joint Session with Transportation and Traffic Association.)
Reports of Committees :
(a) Block Signals for Electric Railways.
(&) Standards (on Recommendations contained in above report), (c) Transportation-Engineering.
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Engineering Association
Wednesday, October nth — 2:00 p. m. to 5:00 p. m.
Reports of Committees :
(a) Power Generation.
(b) Standards (on Recommendations contained in above report). O) Way Matters.
(d) Standards (on Recommendations contained in above report).
(e) American Good Roads Congress.
Thursday, October 12th. — 2:00 p. m. to 5:00. p. m.
Reports of Committees :
(a) Equipment.
(b) Standards (on Recommendations contained in above report).
Friday, October i$th — 9:30 a. m. to 12:30 p. m.
Reports of Committees :
(a) Buildings and Structures.
(b) Heavy Electric Traction.
(e) Standards (on Recommendations contained in above report). (d) Electrolysis. General Business.
Reports of Committees :
(a) Resolutions.
(b) Nominations.
Election of Officers. Installation of Officers. Adjournment.
MINUTES
OF THE
1916 CONVENTION
MONDAY SESSION
October 9, 1916
The fourteenth annual Convention of the American Electric Railway Engineering Association was called to order in Engi- neer's Hall, Young's Million Dollar Pier, at 2.30 p. m., with President Lindall in the Chair.
President Lindall: — The first order of business on the program is the Annual Address of the President.
ADDRESS OF THE PRESIDENT
Once more we are happily assembled in this beautiful " city by the sea " with all its many attractions, both natural and artificial, which add so much to the pleasure of our gatherings. Pleasure is surely an important part of our program, but let us not overlook the fact that the first consideration is that of business. It is, indeed, both an honor and pleasure to be privileged to preside at this meeting, inaugurating the Fourteenth Annual Convention of this Association.
To close one Convention on the Pacific coast and to open the next on the shores of the Atlantic again reminds us of the length and breadth of our Association and its activities. This in turn should also remind us of our individual responsibilities in carrying forward the extensive and important work of the Association. The object of our Association as laid down in Article II of the Constitution is " to bring together those engaged in electric railway engineering * * * for the interchange of ideas, to acquire and distribute information, and to pro- mote uniformity of practice." That is to say, the work is for the benefit of the industry in which we are engaged. Incidentally this benefit redounds to the traveling public, to the railways by whom we are employed, and to our individual selves. We, therefore, owe it to the industry, to the public, to our employers, and to ourselves to spare no effort in carrying forward the work of this Association.
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Engineering Association
Owing to the abnormal conditions brought about, in part at least, by the war in Europe, the past year has been one of unusual difficul- ties for our Association members. The increased costs and scarcity of materials, the delays in freight transportation, and the conditions of labor have been such as to call for the most strenuous efforts by engineers in order that the railways might continue to be operated, and with some hope of profit. Notwithstanding this, the work of your Association has not been neglected. On the contrary, it has been undertaken with increased energy and with the realization that the greater the railway's difficulties, the greater the need for this Association's work.
Your Subjects and Executive Committees were again confronted with the problem of having more subjects and work for the standing committees than they could properly handle. The subjects were care- fully assorted, and those of the least importance discarded. Even then there remained a large number which were important and deserving of prompt attention. These were assigned to the committees with the understanding that they were to investigate and report upon as many as circumstances and time would permit. That they have succeeded beyond expectations I think you will agree, but there is still the feeling in some instances on the part of the committees that the work is incomplete, and in that respect unsatisfactory to the committee.
It should be borne in mind that a part of the work of the commit- tees is to review the Association's existing Standards and Recom- mendations and to recommend any changes or revision as may seem to them expedient. It is obvious that with changing conditions and advancement of the art such revisions may be frequently necessary, and as the number of Standards and practices are being added to each year, that part of the work is constantly increasing and must necessarily require more time.
Likewise the work of your committees in conjunction with other * engineering bodies is extending and requires still more time. To meet this condition, at least in part, it has been suggested to your Executive Committee that arrangements be made for getting the work started more promptly after the close of the Convention. It has been the usual procedure to appoint committees and assign the subjects quite late in the calendar year. This being followed by the holidays results in two or three months' time during which the committees are not active, and as it seems necessary to have the reports in the hands of the Secretary by July 1st, this leaves but approximately six months for the committees to make their investigations and reports. To avoid this delay and to accelerate the work of the committees, your Execu- tive Committee has taken the necessary steps to enable the incoming officers to appoint committees and assign subjects soon after the close of this Convention.
The question of arousing a larger amount of interest in the use of our Standards and Recommendations which are now available, was
Address of President
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referred to by President Crecelius in his address at your last Con- vention. It must be conceded that if the work of establishing Standards and Recommendations is properly done, it is of very great value to the member companies providing they make use of it. If, however, through oversight, lack of interest, or prejudice they do not make use of the work, they are not obtaining the full benefit for which they are paying in supporting the Association. The prime reason for Standards is that they represent the best practices and will obtain higher efficiency in operation and maintenance. Incidentally the more general use of Standards will increase their value by making it possible to obtain materials of uniform quality and design, improve delivery, and reduce cost, and it is obvious that the success of the work depends upon the extent to which it is made use of.
Not feeling satisfied that the member companies were getting all the value they could from this work, your Executive Committee caused a subcommittee to be appointed as a Committee on the Use of Standards. This Committee has done considerable work during the year with a view to furthering the use of Standards by personal interviews with representatives of the railways, and by addressing local railway associations on the subject. They have also created the matter to be given publicity through the columns of Aera and the Electric Railway Journal, and through a circular letter to members which was sent out with the revisions of the Engineering Manual. Undoubtedly these efforts will be productive of some good results, but I feel it my duty to again call your attention to the very great import- ance of close cooperation in the matter by member companies, manu- facturers and engineers. Of course there1 are conditions or reasons which preclude the adoption of Standards in some instances, but before dismissing the matter, engineers should fully assure themselves that such conditions or reasons exist to an extent which would out- weigh the value of the Standard. Without doubt it will be neces- sary to make revisions from time to time, and it is only by obtaining the suggestions of the users and manufacturers on such revisions that we can expect to keep the work up to the highest perfection. Such suggestions should be forwarded to the Secretary who would pass them on to the proper committee for consideration.
During the year your Association has been in active cooperation with committees of other Associations as follows :
1. The American Committee on Electrolysis.
2. National Joint Committee on Overhead and Underground Line Construction.
3. National Joint Committee on Standardization of Method for Determining the Cost of Power.
4. Committee on Standard Thread for Pins and Insulators.
5. Subcommittee on Stranding of the A. I. E. E. Committee on Standards.
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Engineering Association
In addition to the above, a vast amount of work has been done in connection with the Tentative Safety Code of the United States Bureau of Standards. I wish to call your special attention to this matter, and for that reason I quote from the report of the Com- mittee on Power Distribution as follows :
We would emphasize to the Association the profound import- ance of carefully studying the application of this Code to existing conditions, as few sets of rules exist which affect so great a variety of interests and involve so many important principles and such a multitude of details. As the final Code may be adopted by the state commissions, it is obvious that serious consideration must be given during the trial period to thoroughly understanding the strength and weakness of the present requirements.
The slogan " Safety First " has been well established throughout the country. The work of reducing accident hazard is of great importance to the industry, but it can be carried beyond the point where the end would justify the means, and for that reason, as well as the desire to promote safety, this matter should receive very careful attention by the members of this Association.
The reports of the standing committees are before you, and have been in your hands for some time. It is assumed they have been read and digested, and each member has noted the particular points which he wishes to discuss or to obtain further information about. The reports speak for themselves and show careful, conscientious and efficient work on the part of your committees. I am sure that the time will be spent to better advantage in discussion of the reports rather than by an extended reference to them by your President. Let us see to it that the time assigned for the discussion of the reports is used with the same degree of efficiency as is shown by the reports. To do this the discussion must be prompt, full, and to the point. A thorough discussion is necessary to determine the correctness of con- clusions made by the committees. It offers encouragement to them, and is of great assistance in future work. I trust the members will exercise their privilege fully in the matter.
The Association's official organ, Aera, has now been in existence for five years. That it is growing more valuable each year and that it is quite a necessary adjunct to the work, I am sure you will all agree. It is your publication, and I bespeak for it your hearty support. This does not necessarily mean that you are to become an author, nor does contributing to it require literary talent. You all have individual problems which you work out successfully. You have views on perti- nent questions connected with your line of work. To inform your fellowworkers of what you are doing, to express your views through the columns of Aera in simple language is a help to the industry and a help to yourself in crystallizing your ideas. The " Question Box " also offers a very ready means " for the interchange of ideas, to acquire
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and distribute information, and to promote uniformity of practices." Let us all do our full share by contributing to this feature of the work.
During the past year our relationship with the Manufacturers has undergone a change, and while our relationship in the past has been such as to recall only pleasant memories, we are this year glad to receive them into full fellowship in the Association. To the Engineer- ing Association they have always been of great assistance, and under the new conditions will undoubtedly be more so. On behalf of this Association I wish to take this opportunity to thank the Manufactur- ers and their representatives for many favors past and present, and to offer to them a very cordial welcome to full membership in our Asso- ciation. Please bear in mind that the Manufacturers' exhibits are an important part of the Convention, and that we are duty bound to give them proper attention.
Without doubt, you fully realize that for this Association to be successful it must have a large membership, and if the work is to be extended, it must enlarge its membership. The report of the Secre- tary-Treasurer for last year showed a decrease of 46 in the member- ship in your Association for the year. The same report for this year will show a further decrease. This, however, is due to the change brought about by the admission of Manufacturers to full membership, which prevents representatives of Manufacturers who have not taken out company membership from retaining their individual membership in this Association. This we hope will be remedied during the coming year by all Manufacturers of electric railway supplies realizing the full value to them of company membership in the Association.
Your officers have been active during the year in the work of recruiting individual members, and to that end they have sent out letters and descriptive literature to men in the railway field who should be interested in individual membership. When opportunity afforded, the matter has been presented personally. The latter is the most effective means of carrying on the work, and I strongly urge your assistance in this personal service.
In closing, I wish to take the opportunity to thank the officers and members of the Executive Committee for their able support and hearty cooperation in carrying out the work of the year.
To the standing and special committees I wish to convey the appre- ciation and thanks of the officers and Executive Committee for the splendid results of their work. Let us all show further appreciation by participating freely in the discussion of the reports.
President Lindall: — The next business is the report of the Executive Committee, which will be presented by Acting Secretary Stocks.
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Engineering Association
ANNUAL REPORT OF THE EXECUTIVE COMMITTEE
To the American Electric Railway Engineering Association:
Gentlemen: A meeting of the Executive Committee was held at Association headquarters, New York, N. Y., November 12, 1915.
The meeting was called to order at 10:45 a. m., with President Lindall in the Chair.
Those present were : Messrs. John Lindall, President; W. G. Gove, Third Vice-President ; C. S. Kimball, C. L. Cadle, and C. F. Bedwell, members of the Executive Committee; J. H. Hanna, Acting Chairman, Committee 011 Subjects: and E. B. Burritt, Secretary.
The minutes of the previous meeting were read and approved.
REPORT'OF THE COMMITTEE ON SUBJECTS
Mr. Hanna then presented the recommendations of the Committee on Subjects for investigation by the various committees during the ensuing year as follows :
Committee on Power Distribution:
1. Review of existing Standards and Recommendations.
(a) Revisions of Specifications for Overhead Crossings of
Electric Light and Power Lines, if completed by the National Joint Committee on Overhead and Under- ground Line Construction.
(b) Revision of Standard Stranding Table. (The A. I. E. E.
decided to reappoint the same committee to consider this subject. Messrs. C. L. Cadle and W. W. Brown have been appointed as a special committee to care for this subject.
(c) Revision of Standard Specification for Rubber Insulated
Wire and Cable for Power Distribution Purposes as suggested by W. A. Delmar of Association of Railway Electrical Engineers.
2. Consideration of Standardization Rules of A. I. E. E. (July 1, 1915
edition) insofar as they apply to the work of this Committee.
3. Clearance Diagram for Semaphore Signals. (To be considered
jointly with Committee on Heavy Electric Traction and Com- mittee on Block Signals.)
4. Further consideration of the subject of Concrete Poles, including
Deflection Formulae and Tables for Tapered Sections.
5. Further Specifications for Overhead Line Material, including
especially a Standard Thread for Pins and Insulators, (This subject should be taken up in connection with other associa- tions) and Specification for Structural Steel Cross Arms and Fittings.
Annual Report of the Executive Committee J
6. Consideration of various types of Third-Rail Construction, with
description, and with a view to preparation of specifications.
7. Collection of data preparatory to possible Standard Specifications
for High Voltage Direct Current and Catenary Trolley Con- struction.
8. Consideration of Tentative Safety Code of U. S. Bureau of
Standards as it affects Line Construction.
Committee on Heavy Electric Traction :
1. Review of Association's existing Standards and Recommenda-
tions, with special reference to : (a) Change in Designing Line for Equipment in Standard Clearance Diagram for Third-Rail Working Conductors. (Cooperating with American Railway Engineering Asso- ciation and American Railway Association.)
2. Consideration of Standarization Rules of A. I. E. E. (July I,
1905 edition) insofar as they apply to the work of this Com- mittee.
3. Study of Modern Electric Locomotives, including Safety Devices.
(This should be made to cover electric locomotives that are used in interurban service.)
4. Cooperation with Committee on Block Signals and Power Dis-
tribution in preparing Clearance Diagram for Block Signals.
5. Consideration of Tentative Safety Code of U. S. Bureau of
Standards insofar as it applies to the work of this Committee.
Committee on Block Signals for Electric Railways :
1. Review of Association's existing Standards and Recommenda-
tions.
2. Consideration of Standardization Rules of A. I. E. E. (July I,
1915 edition) insofar as they apply to the work of this Com- mittee.
3. Digest of Block Signal Laws and Rulings. (This to cover the
period from June 1, 1914 to June 1, 1916.)
4. Bibliography on Block Signal Installations from June 1, 1915 to
June 1, 1916, following the same plan as started by the 1915 Committee.
5. Designs of additional Block Signal Apparatus looking to its
adoption.
6. Clearance Diagram for Semaphore Signals. (As the Committee
did not consider this subject jointly with the Committees on Heavy Electric Traction and Power Distribution, the 1915 Com- mittee on Standards referred it back for further consideration so there would be no conflict with existing Recommendation.)
7. Block Signal Rules. Continuation of the subject as considered by
the 1915 Committee,
8 Engineering Association
8. Study of Block Signal Operation, covering maintenance cost, effi-
ciency of operation and effect on traffic. (Should be given fur- ther consideration as work was only started last year by the Committee. This subject includes Definition of Signal Failure.)
9. Highway Crossing Protection, including Aspect for Highway
Crossing Signals that can be adopted by the Association.
10. Light Signals for Interurban Railways. (Should be given further
consideration with a view to the adoption of definite sizes of lenses.)
11. Consider Tests for Contactor Type of Recording Signals.
12. Consideration of Tentative Code of Safety Rules as prepared by
the U. S. Bureau of Standards insofar as it applies to the work of this Committee.
Committee on Engineering- Accounting :
1. Interdepartmental Charges. (This could well be considered
again, as there was considerable discussion at the 1914 Conven- tion. See recommendations of 1914 Committee for work to be assigned to the ensuing Committee.)
2. Consideration of the Subdivision of Accounts covering Steam
Power Station Costs as submitted by the 1915 Committee on Power Generation.
3. Development of a Property Ledger looking towards the mainte-
nance of a continuous inventory. This subject to be considered as applying to the entire physical property.
Committee on Power Generation:
1. Review of Association's existing Standards and Recommendations.
2. Consideration of Standardization Rules of the A. I. E. E. (July 1,
1915 edition) insofar as they apply to the work of this Com- mittee.
3. Advantages and disadvantages of 60-Cycle Apparatus, with par-
ticular reference to Rotary Converters for Railway Service. (The Committee should take up this subject as regards com- mutating rotaries, as the paper in the 1914 Report dealt only with those on the non-commutating pole type.)
4. Collect and, if practicable, publish data and information that may
be available in regard to operating performances of railway power systems.
5. Report on good practice in regard to Smoke Abatement from the
Standpoint of Smoke Observations and Appliances and Devices used for determining Smoke Density. (This was not consid- ered at all by the 1915 Committee. Work of a similar character has been handled by the Bureau of Standards, the N. E. L. A. and similar bodies, possibly the A. R. A. and the information collected by these bodies should aid this Committee.)
Annual Report of the Executive Committee 9
6. Consideration of the Boiler Code of the A. S. M. E. looking to its
adoption by this Association.
7. Specifications for the Purchase of Fuel.
8. Consideration of Tentative Safety Code of the U. S. Bureau of
Standards insofar as it affects the work of this Committee.
Committee on Buildings and Structures:
1. Review of Association's existing Standards and Recommenda-
tions.
2. Design of Shelters (considering 1912 Report) Bridges, Culverts,
Fences, etc., looking to their adoption.
3. General Specification and Form of Contract for Railway Struc-
tures. (Get an opinion on the Form from various member companies.)
4. Proper Provision for Expansion and Contraction in Restrained
Concrete Structures, consideration to be given to both plain and re-enforced concrete, with provision made to properly water- proof and protect such arrangement.
5. Oil Houses and their Equipment.
6. Consideration of Tentative Safety Code of the U. S. Bureau of
Standards insofar as it applies to the work of this Committee.
Committee on Way Matters :
1. Review of Association's existing Standards and; Recommenda- tions.
(a) Specifications for Special Work. (These specifications
should be revised and corrected grammatically and be redrafted to conform to the proposed standard of the Committee on Standards.)
(b) Revision of Recommended Design of 7-in. and 9-in. Joint
Plates with special reference to sizes of bolt holes and fits. Committee also recommends that title of this sub- ject be changed to read " Designs for Drilling of Rails and Joint Plates and their Application."
(c) Recommended Symbols for Recording Surveys. (Commit-
tee on Way Matters for 1915 recommends title be changed to " Conventional Signs for Recording Surveys." The Committee on Standards referred this subject back to the Committee on Way Matters and also suggested that the Executive Committee have other committees consider this subject so that a complete revision can be presented at the 1916 Convention. (Should confer with such other committees as in the opinion of the Commit- tee would be affected by the symbols suggested.)
(d) Recommended Designs for Layouts for Switches, Mates
and Frogs.
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2. Ballast for Suburban and Interurban Lines. (This is simply a
continuation of the subject Proper Foundation of Tracks.)
3. The Use of Rolled Manganese and other Alloyed Steel Rails.
4. Investigation of the Use of High Elastic Steel Machine Bolts
iMi-in. diameter, ream or driving fit in connection with mechan- ical joints of Standard Design in Curves.
5. Pavement for Use in Connection with Girder Grooved and Plain
Girder Rails to cover :
(a) The formulation of a Specification covering the manufac-
ture and installation of the various types of paving which might be used in connection with the car tracks.
(b) The matter of proper foundation should also be incor-
porated in such specifications as well as the type of filler and cushions.
6. Consider for Approval Specification for Preservative and Treat-
ment of Woods for inclusion in the Engineering Manual. (See Reports of American Railway Association and the National Electric Light Association ; also correspondence from A. B. Skelding, General Manager, Tidewater Power Co., Wilmington, N. C.)
7 Preparation of Specifications with Definitions for Sundry Track Materials such as Ties, Track Spikes, Bolts, Tie Rods, Tie Plates, etc., such investigation to be through cooperation with the A. S. T. M. in accordance with the procedure prescribed in the instructions to the Committee.
8. Report upon the most efficient types of Hand Track Tools.
The 1915 Committee has, through Mr. C. W. Genett, Jr., made a proposal to the A. S. T. M. "that Committee A-i should recommend that the words ' High T ' be eliminated from the Rail and Splice Bar Specification." Committee A-i con- sidered this at a meeting in July or August, 1915, when they referred the subject to Subcommittee I on Steel Rails and Accessories, for report during the coming year.
The Executive Committee at its meeting on November 12, 1915, authorized the Secretary to take such steps as may be necessary to accomplish this.
Committee on Equipment: 1. Review of Association's existing Standards and Recommendations, with special reference to the following:
(a) Revision of Steel Wheel Design covering both 2^2-in., 3-in.
and 3^-in. Tread and Wheel from 21-in. to 37-in. in diameter.
(b) Revision of Contour of Tread and Flange of Wheel.
(c) Revision of Standard Design of Brake Shoes, Brake Shoe
Heads and Keys.
Annual Report of the Executive Committee n
(d) Revision of Standard Design of Axles, with a view toward including smaller sizes to take care of recent develop- ment in motor design for low floor cars.
2. Standardization Rules of the A. I. E. E. (July i, 1915 edition)
insofar as they apply to the work of this Committee.
3. Car Ventilation.
4. Lighting of Electric Street Cars.
5. Standard Sizes of Carbon Brushes for Street Railway Motors.
6. M. C. B. Brass for Heavy Electric Traction.
7. Design of Limit of Wear Gauge for Association's Standard Flange
Contours.
8. Design of Trolley Catcher Socket which will permit of using any
make of catcher without necessitating change of socket. (Such a design should be made with a view to its adoption by the Association.)
9. Painting Cars, including consideration of the various so-called
"quick drying" methods that have been suggested within the past few years, also the Enameling of Cars, with the idea of providing Specifications for the Application of same.
10. Consideration of Tentative Code of Safety Rules of the U. S.
Bureau of Standards insofar as they apply to the work of this Committee.
11. To investigate Rail Corrugation in its relation to the use of Rolled
or Forged Steel Wheels versus the use of Chilled Cast Iron Wheels.
Committee on Electrolysis :
Cooperate with the Association's representatives on the National Joint Committee on Electrolysis, continuing a study of the gen- eral subject.
Committee on Standards :
1. To approve new sections for insertion in Engineering Manual.
2. To .consider further the Standard Form for Drafting Specifica-
tions.
Committee on Life of Railway Physical Property:
Should cooperate with Committee on Valuation and continue the work of compiling an uptodate Bibliography on Valuation.
Committee on Transportation-Engineering:
1. Train Operation in City Service. (It is understood there have
been recent developments which would warrant further con- sideration at this time.)
2. Economies of One-Man Car Operation. (Carry on work started
by Committee on Passenger Traffic of Transportation and Traffic Association.)
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Engineering Association
3. Two or More Car Operation — Interurban Service:
(a) Passenger Service.
(b) Freight Service
(Investigation should cover cost of operation and com- parative figures for single car operation.)
4. Effect of Car and Equipment Design on Duration of Stops, for
both Passenger and Freight Service. (Car Design to be studied from a traffic standpoint in all its phases, first standardizing the method of determining results, i. <?., having identical formulae and practice for obtaining observations and data from which conclusions are drawn. Investigation to include specimen data sheet showing information which should be obtained in order that member companies who desire to follow the recommenda- tions may have full information before them.)
5. Investigation of Braking Distance on Interurban Cars with Special
Reference to Location of Block Signals.
6. Study of Electric Current Saving Devices including summary
showing results obtained, together with costs including mainte- nance, etc.
On motion the above report was approved.
Respectfully submitted, J. H. Hanna, Martin Schreiber, F. R. Phillips, Chairman,
Committee on Subjects.
GOOD ROADS CONGRESS
The Secretary then brought to the attention of the Committee the recommendation contained in the Report of the Special Committee which represented the American Association at the Good Roads Con- gress, held in Chicago, December 14-18, 1914, to the effect that the American Association be represented at future sessions of the Con- gress, and that the Committee include one representative from the Engineering Association.
' In this connection, the report further stated :
The engineering features of good road building, including the construction and maintenance of paving in city streets, is a matter of considerable importance to the electric ralway industry, and in this connection the exhibits at these annual meetings of road building machinery and materials, as well as the very able discus- sion of the science of good road building by experts in this branch of engineering work, we believe would be of much interest and the source of considerable valuable information to the Engineering Division of our Association.
On motion, the President was instructed to appoint a member to act with the committee to be appointed by the American Association for this purpose.
Annual Report of the Executive Committee
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FINANCES
The matter of the amount of the appropriation to be requested1 for committee expenses during the year was taken up and, on motion, the President was instructed to request the American Association for an allotment of $4,000 for the year's work.
USE OF STANDARDS BY MEMBER COMPANIES
Mr. W. G. Gove then brought up for consideration the matter of the use of Standards by Member Companies, this matter having been referred, at the last meeting of the Executive Committee, to the new Committee for its attention.
On motion by Mr. Gove, it was voted that the President should appoint a Special Committee of three to represent, so far as possible, different sections of the country and to be selected from the Executive Committee or from among the Past Presidents ; this Special Com- mittee to obtain information with regard to the extent to which member companies are adopting the Association standards and making use of the Engineering Manual.
In connection with the foregoing motion, it was suggested that fifteen or twenty of the larger companies should be canvassed, the individual members of the Committee, so far as possible, calling in person upon the officers of the companies in their localities and, where it is imprac- ticable to obtain the information in this way, to secure it through per- sonal letters. It was also suggested that the columns of Aera should be used for this purpose and that the State Associations might be of service.
REGULATIONS FOR DRAFTING SPECIFICATION
The Code of Instructions to Committees was then considered.
On motion, it was voted that the Code should this year include the proposed regulations covering the style of specifications as drafted by the Committee on Standards.
It was also voted that that portion of the Code relating to the time for filing committee reports should be amended to instruct the com- mittees to have their reports in the hands of the Secretary prior to July 15, 1916.
INDIVIDUAL MEMBERS
There was then brought before the Committee the matter of individual membership. The Secretary stated that there had been no increase among the Engineering members of the Association during the past year and suggested that the Executive Committee take some action, with a view to cooperating with the Committee on Company Sections and Individual Membership, with the idea of recruiting members for the Engineering Association.
Considerable discussion ensued*, at the conclusion of which it was voted that the members of the Executive Committee and the chair- men of all standing committees should furnish the Secretary, for the
Engineering Association
use of the Committee on Company Sections and Individual Member- ship, a list of those men connected with their companies who would likely be interested in the matter of membership.
There being no further business, the meeting then adjourned.
Respectfully submitted,
E. B. Burritt,
Secretary.
Approved : John Lindall, President.
LETTER BALLOT
With a view to expediting the work of the Association, President Lindall directed the Secretary to secure the approval of the Executive Committee to a plan whereby the present Committee on Subjects would meet in advance of the coming Convention and prepare a tenta- tive assignment of subjects for the ensuing year's work. The letter to the Executive Committee follows :
September 15, 1916.
Members of the Executive Committee ■'
Gentlemen. — With a view to expediting the Committee work of the Association, President Lindall has suggested that a meeting of the Committee on Subjects be held in advance of the Convention in order that the new Executive Committee at its meeting immediately follow- ing the close of the Convention may make formal assignment of the committee subjects.
Mr. Lindall feels that for this purpose the present Committee on Subjects consisting of Messrs. Phillips, Hanna and Schrieber, could with propriety handle the matter and if the Executive Committee approves this suggestion will request these gentlemen to hold a meeting at the Association offices on Friday, September 29th, for the purpose indicated.
Will you kindly advise me as promptly as possible as to your approval of this plan.
Yours very truly,
E. B. Burritt,
Secretary.
MEETING OF OCTOBER, 7, 1916
President Lindall called the meeting to order at 10.40 a. m.
There were present : Messrs. John Lindall, President; F. R. Phil- lips, First Vice-President; G. W. Palmer, Jr., Second Vice-President; W. G. Gove, Third Vice-President and Messrs. C. S. Kimball, C. L. Cadle, Members, as well as E. B. Burritt, Secretary-Treasurer; also Messrs. H. H. Adams and L. P. Crecelius, Past Presidents and W. G. Johnson, member of the Committee on Equipment.
The minutes of the previous meeting of the Executive Committee as distributed to the members were approved.
The Secretary-Treasurer presented his report and in connection therewith a statement of the company, individual and company section
Annual Report of the Executive Committee 15
applications for membership, also the application of individual mem- bers for transfers to company section membership and the list of members resigned and deceased.
The financial report of the Secretary-Treasurer was approved.
Thirty-two applications for individual membership, as listed and presented by the Secretary, were approved.
Applications for Individual ($5.00) Membership Requesting the Alliance with the Engineering Association From September 15, 1915, to September 30, 1916
|
Bale, Lawrence D. |
Harrop, Jas. L. |
|
Balhett, H. S. |
Hunmon, Walter E. |
|
Bird, J. William. |
Hood, Ralph D. |
|
Boden, Thomas. |
Jones, Frank J. |
|
Brewster, Elias. |
Jiro, Komiya. |
|
Brush, G. S. |
MacDonald', Thomas, |
|
Bunnell, F. 0. |
MacMillan, E. A. |
|
Bushnell, F. N. |
McDonald, Joseph. |
|
Dickie, James. |
Mitchell, John R. |
|
Duncan, Malcolm. |
Murphy, John. |
|
Erwin, W. E. |
Queeney, J. A. |
|
Fernald, Clarence T. |
Robertson, S. |
|
Fields, A. D. |
Robinson, D. P. |
|
Grant, Frank L., Jr. |
Rood, James T. |
|
Guy, George L. |
Schulz, Theo. F. |
|
Hain, P. D. |
Stevens, F. Wallace. |
The reinstatement of 9 individual members, as presented by the Secretary, was approved.
The resignations of 587 individual members, as presented by the Secretary, were accepted.
The transfer of 245 individual members to company section mem- bers, as presented by the Secretary, were approved.
The 282 applications for company section membership, as listed and presented by the Secretary, were approved.
Applications for Company Section ($2.00) Membership Requesting Alliance with the Engineering Association From September 15, 1915, to September 30, 1916
Ahern, Elmer M. Bagley, S. J.
Anderson, Christian. Bailey, R. U.
Anderson, John G. Baldwin, R. S.
Austin, F. B. Balster, H. P.
Bachelder, Frank. Battle, Roger.
Backus, H. C. Beardsley, F. L.
i6
Engineering Association
Beebe, H. W. Bernhardi, Jno. F. Bilcioni, Ben. Billings, W. C. Billups, G. R. Bittowena, Jas. J. Blackman, George A. Blake, W. W. Bodfish, L. E. Bogash, William. Booth, E. M. Bradeen, H. A. Brady, Jos. J. Bridges, M. W. Britt, E. D. Brooks, C. H. Brooks, C. J. Brown, Lawrence C. Bryant, J. C. Buckman, Fred H. Burgi, Herman. Button, H. W. Campbell, H. G. Carr, E. H. Cavanaugh, W. Chaffee, O. W. Chagnon, A. E. Chaney, I. W. Clark, J. H. F. Christian, G. Clarke, Justin. Clarke, R. H. Claude, H., Jr. Claude, H. Colbert, Robert. Collins, Jno. E. Collins, W. F. Colombo, L. J. Congdon, W. E. Connely, H. J. Conroy, John A. Cote, Wilfrid. Crawford, J. N. Crim, Howell G. Cunningham, W. A. Curtis, V. S.
Dakin, R. E. Darcey, A. Darcey, H. Darcey, J. F. Dauch, John. Daughtrey, H. W. Davis, A. S. Deneen, George W. Denty, Richard R. Dierkin, J. H. Dillingham, W. P. Dodd, Luther A. Donaldson, H. Dooley, J. E. Doughan, J. E. Drexler, N. E. Driscoll, D. J. Duncan, R. L. Dwyer, Richard Dwyer, Thomas. Eisenhauer, George. Elgee, E. W. Estill, G. C. Eveland, Geo. H. Fagerson, Aaron. Fahy, R. H. Fant, Leslie L. Farnham, L. A. Fielding, Wm. E. Fisher, Geo. T. Fisher, John. Fisher, H. P. Fischer, Wm. E. Fitchitt, J. P. Fletcher, F. C. Fling, Frank. Gailor, D. F. Gallant, A. J. Gately, William. Gill, Francis J. Goodrich, W. FI. Graham, W. E. Gravatt, R. H. Green, H. W. Gregory, W. B. Grinold, Chas. T.
Annual Report of the Executive Committee
Grotke, M. W. Grove, E. L. Gruner, Wm. H. Guisippi, Joe. Hall, Edward G. Harnois, Arthur J. Harris, C. A. Hax, Robert. Hegarty, T. A. Hendrix, J. W. Herron, B., Jr. Hersey, L. G. Hewett, F. A. Higgins, D. J. Hinckley, R. W. Haggas, Geo. E. Holden, Roy E. Hopewell, Carl. Hopkins, F. L. Hopkinson, R. S. Hornig, A. T. Howard, J. J. Howard, John G. Howard, Wallace W. Huntting, H. P. Hutt, J. A. Hyde, Louis B. Ilsley, Frederick J. Ingman, J. Walter. Irish, Charles H. Jackson, T. G. Jaggers, J. F. Johman, A. M. Johnson, A. N. Johnson, Albert E. Johnson, F. Johnson, Fred. Johnson, G. A. Johnston, L. Le G. Jones, G. H. Jones, G. B. Jones, Thomas. Jordan, A. C. Jourdan, A. S. Kaiser, J. A.
Kehoe, M. A. Kelleher, John J. Kelly, E. C. Kennedy, Joseph D. Kennedy, J. W. Kibling, F. G. Killy, Charles C. Kirk, Geo. W. Knight, F. H. Koontz, Paul E. Knowleton, W. E. Koester, John A. Knony, J. N. Lanphier, H. C. Lawes, James F. Laurie, F. M. Lewis, N. Lines, W. W. Locke, Walter. Lukens, R. R. Lyles, A. McCarthy, T. D. McCoy, W. F. McCoy, William. McCullough, C. E. McGrath, L. J. MacGreagor, Andrew. McKaig, F. P. McLaughlin, John C. McLean, Thomas. McMenamin, Edward. MacQuarrie, Hector. Madden, John J. Madigan, Thomas J. Mann, Frank. Marecki, Joseph. Martin, W. Martin, Wilbur L. May, Joseph. Merrill, Clarence E. Merrill, M. M. Miller, F. W. Miller, J. A., Jr. Minnich, L. Minor, Wm. P.
iS
Engineering Association
Moore, T. B. Morgan, Fred. Morse, H. R. Morse, O. P. Murray, A. M. Murphy, J. H. Neeb, J. L. Nielson, A. C. Northam, M. W. O'Donnell, D. J. O'Keefe, P. A. O'Mara, J. J. Ori, Charles L. Otes, Harold A. Pardoe, K. M. Parker, S. P. Partridge, Geo. W. Paterson, E. A. Patterson, F. K. Pfurr, George. Phillips, W. F. Polglase, B. J. Porter, C. D. Prann, R. W. Pratt, P. C. Putnam, H. B. Ragsdale, W. H. Randolph, Frank. Raley, E. H. Rapuano, J. E. Reiss, Frank J. Rhodes, George F. Rhodes, M. F. Rice, E. E. Richardson, Chas. B. Ripple, P. W. Robbins, Clifford T. Roberts, Joseph F. Rocco, Nic. Rodewald, John W. Rollins, Thos. E. Romanow, Joseph. Rowe, Ernest R. Sambach, George.
Schlader, Edw. H. Shields, T. L. Sparks, R. Sparshott, A. H. Sparshott, C. A. Sparshott, S. E. Staenglen, J. W. Stark, M. E. Stein, Louis. Stephenson, B. A. Stewart, A. E. Stone, W. F. Stout, Chas. R. Stuart, Elwin M. Summers, C. H. Swiggett, S. A. Taverner, Bert. Thomas, W. H. Thompson, Walter H. Thrift, H. F. Tippett, H. Jackson. Trangfalia, N. Tregoning, J. Turner, Wm. W. Vernon, C. T. Vinson, T. T. Wade, R. L., Jr. Wade, R. N. Wade, R., Sr. Wadhams, M. A. Walker, V. R. Walsh, Anthony J. Ward, Onvill. Warner, J. F. Westman, A. J. Wetzel, D. F. Wheeler, Walter W. White, H. B. Williams, M. A. Williams, Thomas C Witham, Mark W. Wilson, P. N. Wood, C. W. Wood, George E.
Annual Report of the Executive Committee 19
On motion, the Secretary was requested to make an analysis of the membership report showing the reasons for withdrawals of individual members and changes of individual members to company section members, and to publish the same in connection with his report.
The Secretary presented the proposed report of the Executive Committee to the Convention, and on motion of Mr. Gove the report was approved.
On motion of Mr. Palmer, the reports of the committees, except the Report on Engineering- Accounting (the latter to be passed on by the Executive Committee of the American Association), were approved for presentation to the Convention.
Mr. Crecelius presented a report in the matter of the Joint Com- mittee on Standardization of a Method for Determining the Cost of Power, and on motion of Mr. Palmer the report was approved.
On motion of Mr. Palmer, it was voted to decline the request of " Power" to furnish, for the purposes of publication, the key to certain statistics in the Report of the Committee on Power Generation.
The subject of the appointment of manufacturers' representatives on the standing committees of the Association was discussed by the Executive Committee at some length.
The following resolution was adopted :
Resolved, That the President of the Engineering Association report to the Executive Committee of the American Association the sub- stance of the discussion presented to-day on the question of appoint- ing representatives of manufacturers on the standing committees of the Engineering Association and state that we consider it a matter which will seriously affect the future value of the Engineering Association's work.
On motion of Mr. Adams, the subject of the appointment of manu- facturers' representatives on the standing committees of the Associa- tion was referred to the incoming Executive Committee, because of the present uncertain status of the Manufacturers' Association.
The Committee then took a recess for luncheon.
After luncheon the following letter from Mr. W. G. Gove, Third Vice-President of the Association, under date of August 22, 1916, con- taining certain recommendations regarding the appointment and work of the Committees, was considered.
Brooklyn, N. Y., Aug. 22, 1916.
Mr. E. B. Burritt, Secretary.
Dear Sir. — In my work in connection with committee matters, I have frequently had impressed upon me certain . limitations in the present arrangement for carrying on committee work which, I feel, should be brought to the attention of the Executive Committee. The following is, therefore, submitted with the suggestion that it be brought before the next meeting of the Executive Committee for discussion and consideration :
1. Short time in which to consider subjects.. It is the usual proced- ure to assign subjects and appoint committees during the latter part of
20
Engineering Association
the year, and as the committee reports are called for to be in the hands of the Secretary, not later than July ist following, with the prelimin- ary work in connection with the assignments of subjects to subcom- mittees and the time that must be allowed for preparation of the final report, there is very little time left to the subcommittees within which to make their investigations.
2. Means for carrying work over from year to year. The present arrangement provides for the appointment of members to serve for one year or until their successors are appointed, with an indefinite provision that " a sufficient proportion of members shall be re-elected to ensure continuity of work and unnecessary duplication." With the continuance of the membership uncertain, it is not feasible to con- tinue subjects that may be referred back by the Committee on Stand- ards, or such subjects as may be unfinished at the time final reports are rendered, during the interim between time of filing reports or action by Committee on Standards and the appointment of members and assign- ment of subjects for the ensuing year.
3. Number of subjects assigned. I cannot help but feel that entirely too many subjects are assigned for investigation of the committee, the number frequently being in excess of the number of memoers of the committee, requiring some members to handle two or more subjects.
4. Selection of committee members. Committee members should be selected with sole reference to their ability to carry on the work, in connection with assignment and regardless of geographical location. It must be borne in mind that this is an Engineering Association and the Chairman should be a professional engineer of standing, while committee members should be similarly selected where possible.
The foregoing observations prompt me to make tne following recommendations for consideration by the Executive Committee :
(a) That the appointment of committee members be announced at the Convention.
(b) That subjects be assigned as promptly as possible after the Convention ; in any case, within 30 days thereafter.
(c) That members of committees be appointed to serve for two years and one-half of the membership to be appointed each year, the Chairman to hold office for two years.
(d) That the number of subjects assigned be consistent with the work involved and the number of members on the committee. The Committee on Subjects and the Executive Committee to be more dis- criminating in their work in this respect and to select only those sub- jects that will be of considerable value in the advancement of the art, and, to a large extent, where the active cooperation of manufacturers is to be had.
(e) That a committee on committee membership, composed of chairmen of the standing committees be appointed to make sugges- tions for membership on committees for submission to the incoming president.
(/) That all subjects requiring coordination of work and effort, and involving features that are of interest to and requiring possible changes in any department of a railroad company, as to its construc- tion and maintenance work, be handled by the chairmen ot the respec- tive committees, either through joint meetings or correspondence, as they may deem best, but not by individual committee members, unless so specifically designated by the Chairman, and that prompt action be taken in all instances
Yours truly,
(Signed) Wm. G. Gove,
Third Vice-President.
Annual Report of the Executive Committee 21
After extended consideration of the matters embraced in the letter, the following action was taken :
On motion of Mr. Phillips, recommendations as contained in sections (a), (&), (e) and (/) were referred to a special committee, to be appointed by the President to consider said sections and report at the present meeting of the Executive Committee.
The President appointed as such committee Messrs. Phillips, Gove and Cadle.
On motion of Mr. Bedwell, the matter referred to in section (c) was left as now arranged for.
On motion of Mr. Palmer, the matter referred to in section (o) was left as now arranged for.
On motion of Mr. Palmer, the Executive Committee was requested to instruct the Committee on Way Matters and the Committee on Equipment to hold joint meetings to consider the question of wheel and rail head contours and report at the 1917 Convention.
Under instructions from the President, the matter of holding a meeting of the Committee on Subjects in advance of the Convention was, in order to expedite the work of the Association, submitted to the Executive Committee for their approval by letter ballot as follows :
September 15, 1916.
Members of the Executive Committee :
Gentlemen. — With a view to expediting the committee work of the Association, President Lindall has suggested that a meeting of the Committee on Subjects be held in advance of the Convention in order that the new Executive Committee at its meeting immediately follow- ing the close of the Convention may take formal assignment of the committee subjects.
Mr. Lindall feels that for this purpose the present Committee on Subjects, consisting of Messrs. Phillips, Hanna and Schreiber, could with propriety, handle the matter and if the Executive Committee approves this suggestion will request those gentlemen to hold a meeting at the Association offices on Friday, September 29, for the purpose indicated.
Will you kindly advise me as promptly as possibly as to your approval of this plan.
Yours very truly, • (Signed) E. B. Bureitt,
Secretary.
On motion of Mr. Cadle, the letter ballot sent out under date of September 15th, that the Committee on Subjects meet in advance of the Convention, was approved.
Mr. Phillips then reported that the Committee on Subjects had met on Friday, October 6, 1916, prepared its report, which would be sub- mitted to the meeting immediately following the Convention.
The Committee recessed to reconvene at 9 o'clock on Monday morning, October 9, 1916.
22
Engineering Association
MEETING OF OCTOBER g, 1916
The President called the Committee to order at 9.15 a. m., Monday, October g, 1916.
There were present: John Lindall, President ; F. R. Phillips, First Vice-President ; G. W. Palmer, Jr., Second Vice-President ; W. G. Gove, Third Vice-President ; C. S. Kimball, C. L. Cadle, C. F. Bedwell and E. B. Burritt, Secretary-Treasurer. There were also present H. H. Adams, J. H. Hanna and Martin Schreiber, Past Presidents. Also Mr. Welsh, Chairman of the Committee on Power Generation.
Mr. Phillips, as chairman of the Special Committee appointed at the meeting held on Saturday, presented the following report :
To the Executive Committee of the American Electric Railway
Engineering Association :
Your Committee appointed to prepare a report covering items (a), (b), (e) and (/) in the letter written by Mr. W. G. Gove, dated August 22, 1916, begs leave to submit the following:
First. — That the First Vice-President shall have the following additional duties :
(a) He shall prepare a tentative list of committee appointments for the ensuing year, with the assistance of the chairmen of standing committees, who shall constitute an Advisory Board for that purpose. In preparing this list, the First Vice-President shall secure in each case, where possible, a tentative acceptance of the appointment.
This list shall be completed and ready for presentation to the first meeting of the Executive Committee following the close of the Convention.
(b) The First Vice-President shall submit to the President on June 1, a recommended list of appointments for the new Committee on Subjects and the President shall, if he approves, appoint the Com- mittee not later than August 1st. This Committee shall at once enter upon its duties in the preparation of the program for the work of the Association for the ensuing year, which program it shall present for approval at the first meeting of the Executive Committee after the Convention.
In assigning subjects, the Committee on Subjects shall indicate, in the case of each committee, the necessity for joint action, should there be any; and recommend to the Executive Committee that it instruct each committee involved as to the joint action to be taken; but the report to be made by the committee to which the subject is definitely assigned.
The Executive Committee shall hold its first meeting immediately following the installation of officers at the close of the Convention.
On motion, the report was approved and adopted.
On motion by Mr. Phillips, it was voted that any part of the fore- going report which is pertinent to the work of the committees be included in the Code of Instructions to the Committees.
Annual Report of the Executive Committee
23
On motion, the President was authorized to call the Convention session scheduled for Friday afternoon on Friday morning and at his discretion, if the circumstances make it desirable, to consolidate the meetings scheduled for Thursday and Friday, into one meeting to be held on Thursday afternoon.
The Report of the Committee on Use of Standards was then pre- sented and also a minority report by Mr. W. G. Gove.
Report of Committee on Use of Standards (Majority Report)
October 5, 1916.
To the Executive Committee of the AmericaJn Electric Railway Engineering Association ■'
Gentlemen. — In accordance with your instructions of November 12, 1915, the Committee appointed to obtain information with regard to the extent to which member companies are adopting the Association Standards, and making use of the Engineering Manual, desires to report as follows :
In the discussion of the various phases of this question, your com- mittee has determined that there is a considerable lack of knowledge among the Member Companies relative to the work of the Engineering Association in connection with the Standards and Recommendations, that, therefore it has been necessary to broaden the scope of the com- mittee's work to cover not only the obtaining of information with regard to the extent to which Member Companies are using the Standards and Manual, but to take such steps as would be desirable to further the use of the Association's Standards and Manual.
Considerable discussion and correspondence has been carried on by the Committee relative to the various Standards and Recommendations of the Association and the Committee recognizes that there are a number of the Standards and Recommendations that are good and up- to-date. There are others, however, that, due to the change of the art or to other conditions, are in need of revisions, and that while practi- cally all of the standing committees have been revising the existing Standards and Recommendations, that additional work is necessary along his line, and it is the suggestion of the Committee that the standing committees be instructed to investigate the various Standards and Recommendations that come within their jurisdiction and deter- mine whether revisions are necessary. It is believed that greater emphasis should be put upon this particular phase of the work rather than on the promulgation of additional standards, particularly at this time when it is found that this work is not being used to the extent that it should be. If the Standards and Recommendations are not what they should be, they should be revised or withdrawn, and the medium is through the investigation of the standing committees.
24
Engineering Association
As the result of the investigation of your Committee one of the apparent reasons for lack of familiarity with the Standards and Recommendations of the Association is due to the fact that the Manual and the revisions for the same have not reached the individual members or as many of the Engineering Representatives of Company Members as seem desirable. This seems to be due principally to the fact that the method of distribution has been such as to require the purchase of the revisions of the Manual (with the exception that each Member Company has been supplied with a copy without cost). Your Committee has to recommend that revisions of the Manual be furnished free upon request to Individual Members as well as to Company Mem- bers. In this connection the Committee does not recommend that the original issue of the Manual be furnished free.
In line with the idea of endeavoring to have the Association's Standards and Recommendations put into more general use, your Committee has carried on a certain amount of publicity. Articles have appeared in Aera and in the Electric Railway Journal. In addition, several editorials have appeared in the last mentioned publication. A circular letter was sent out to the executive heads , of member com- panies, dated March 24, 1916. This letter followed the revisions to the Manual which had been previously forwarded, and urged the further use of Standards and Recommendations. Members of the Committee and our First Vice-President have appeared before the New York Electric Railway Association, Pennsylvania Street Railway Associa- tion, and the Illinois Electric Railway Association, at which time the questions covered by the work of this committee were put before these various associations.
Different members of the Committee have had personal interviews with the executive heads of a number of the Member Companies in order to find out to what extent the Standards and Recommendations were being used and whether or not they were of value to the Mem- ber Companies.
Your Committee feels that this is a subject to command the atten- tion of all the members of the Engineering Association and desired the cooperation of the members of the Executive Committee and the membership at large in the investigation of the question of the value of our present standards and the use to which they are now being put. The cooperation of manufacturers in connection with these questions is exceedingly desirable, and while your Committee has been unable up to the present time to take any active steps along this line, they believe that the matter should be taken up and a definite plan followed so as to bring about a closer understanding between the producer and the consumer.
It is suggested that where Member Companies are using the Asso- ciation Standards and Recommendations that due recognition of that fact.be given by a definite statement accompanying the specification or
Annual Report of the Executive Committee 25
the order. In this connection, the Committee is of the opinion that manufacturers should give recognition to the Engineering Association wherever they use Standards or Recommendations that have been promulgated by this Association. A number of manufacturers are already following this practice and it is hoped that it may become more general.
A meeting of your Committee was held in New York at the Asso- ciation headquarters on July 26th, at which there were present Messrs. Hanna, Adams and Secretary Burritt.
As the work of this committee has not progressed far enough to draw definite conclusions, they desire to report progress and suggest that the Committee be continued.
Respectfully submitted,
J. H. Hanna, H. H. Adams.
Unanimous Section of Report on Use of Standards
The Committee recommends to the Executive Committee that in the coming year a thorough revision of the Engineering Manual be undertaken by each of the standing committees concerned and that this work be given preference over all other work, if necessary, to the partial or total elimination of new work. And it is further recom- mended that this work be commenced as soon as possible after Convention.
In connection with this work it is further recommended that con- sideration be given the question of special assistance being given the standing committees.
Respectfully submitted,
J. H. Hanna, H. H. Adams. W. G. Gove.
Minority Report on the Use of Standards
To the Executive Committee of the American Electric Railway Association:
Gentlemen. — To the extent that the undersigned is not in accord with the remaining members of the committee appointed to investigate the use of Association Standards, it seemingly becomes necessary to render this minority report, with recommendation as to action that would seem best in these circumstances :
(a) To the extent that the remaining members of the above com- mittee have recommended definite action as to review and revision of all Association Standards the undersigned agree, with the under- standing that said action will be taken immediately so as to make this the first procedure in any campaign that will tend toward exploiting
26
Engineering Association
the Engineering Manual or the Association's Standards amongst mem- ber companies or amongst manufacturers.
(b) The undersigned is otherwise in accord with the sentiment expressed by the majority report of this committee, except as to the reference to the Engineering Manual. He would recommend that all revisions of the Manual be forwarded to individual members and company members without the necessity of applying therefor, and as issued.
(c) It also seems desirable that to the extent that the various rail- road companies can be expected to make official use of the Engineering Manual (in connection with which to further distribution of same should be made official among the technical heads of departments of such organizations), that the Manual can be and should be distributed on some basis which would permit of a larger number of copies being mailed to the larger companies than to the smaller companies, as in the case of the latter companies one copy in many cases would suffice; and it is further suggested that this distribution might be predicated upon the company membership fee, the copies to be mailed by the Secretary of the Association in accordance with a list, in which the proper official to receive the Manual would be designated by the Secretary of the member railroad company.
Respectfully submitted,
W. G Gove.
Mr. Adams moved the acceptance of the majority report and also the unanimous report of the Committee on the Use of Standards.
Mr. Palmer moved as an amendment that the majority report of the Committee on the Use of Standards, except insofar as it has been modified by action taken at the present meeting of the Executive Com- mittee be approved and the Committee discharged. •
This amendment having been accepted by Mr. Adams, it was put to vote and adopted.
DISTRIBUTION ENGINEERING MANUAL
After an extended discussion of the subject, it was voted that the Secretary be authorized to send a notice to the individual members immediately after the 1916 Convention that the revised sections of the Manual for 1914 and 1915 are ready upon return of postal card notice.
The matter then to be further considered at the next meeting of the Executive Committee and the question of automatic distribution of all revisions to holders of the Manual to be decided.
On motion of Mr. Hanna, the President was authorized to appoint a special committee, to report at the meeting of the Executive Com- mittee to be held in December or January on the subject of the best method for the issuing and distributing of the Manual.
Annual Report of the Secretary-Treasurer 27
Other Business
On motion of Mr. Hanna, it was voted that certain tables in the report of the Committee on Power Generation, relating to the cost of power, be not published in the proceedings.
On motion of Mr. Palmer, the Secretary was requested to codify the various resolutions passed by the Executive Committees of the Engineering Association relating to the work of the Executive Com- mittee, for the use of the members of the Executive Committee. On motion, the meeting adjourned.
Respectfully submitted, Approved : E. B. Burritt,
John Lindall, Secretary. President.
President Lindall : — What action will you take on the report of the Executive Committee?
C. R. Harte : — I move that the report of the Executive Committee be accepted.
(Motion duly seconded, stated and carried.)
President Lindall : — The next business is the report of the Secretary-Treasurer, which will be presented by Acting Secre- tary Stocks.
ANNUAL REPORT OF THE SECRETARY-TREASURER
To the American Electric Railway Engineering Association:
Gentlemen. — Your Secretary-Treasurer begs to submit the follow- ing report dealing with matters of membership and finances :
The Executive Committee of the American Association appropriated $4,000 for the use of the Engineering Association during the year. The expenses of Committees for the year ending October 31, 1916, amounted to $3,486.34. The total expenditures for Committee work came well within the allotment.
EXPENDITURES FOR FISCAL YEAR ENDING OCTOBER 31, 1916
Advance Papers and Annual Report $4,994 09
Committee Expenses 3,486 34
Block Signals $362 63
Buildings and Structures 74 90
Electrolysis 118 12
Engineering-Accounting 134 29
Equipment 394 65
Executive Committee 102 43
Heavy Electric Traction 1 00
Method of Determining Cost of Power.... 50 42 Power Distribution 959 85
28
Engineering Association
Power Generation $105 if:
Standard Stranding Table 15 75
Standards 146 77
Subjects 36 73'
Transportation-Engineering 44 30
Way Matters 939 34
Total $8,480 43
STATEMENT OF INDIVIDUAL MEMBERSHIP
Item October 31, 1916 Number
1. Members November 1, 1915 1,825
2. New Members 30
3. Reinstated Members 9
4. Total 1,864
5. Resignations. Deliquent and Deceased 749
6. Transferred to Company Section 245
7. Total Loss • 994
8. Net Total November 1, 1916 870
STATEMENT OF COMPANY SECTiON MEMBERS
Item October 31, 1916 Number
1. Members November 1, 1915 ....
2. Reinstated Members ....
3. New Members 277
4. Number Transferred from Individual Members.. 245
5. Total 522
6. Resignations
7. Deceased ....
8. Total Loss
9. Net Total October 31, 1916 522
Respectfully submitted,
E. B. Burritt,
Secretary-Treasurer.
President Lindall :— What action will you take on the report of the Secretary-Treasurer?
G. W. Palmer, Jr. : — I move the acceptance of the report as read.
(Motion duly seconded, stated and carried.)
Report of Committee on Power Distribution 29
President Lindall: — The next business is the appoint- ment of the Committee on Resolutions. I will appoint Mr. C. R. Harte, Chairman and Messrs. C. E. Fritts and E. H. Dewson, as members of that Committee.
We now come to the reports of Committees, the first being that of the Committee on Power Distribution, which will be presented by Mr. C. L. Cadle, the Chairman.-
It has been the practice in the past, and it has worked out very satisfactorily, to present the report in abstract and then take up for consideration the recommendations made by the Committee; making any discussion on the recommendations that may seem desirable; and then take formal action on each recommendation, after which the report as a whole will be opened for discussion. That I think is the best way of han- dling the matter and if there is no objection, we will proceed along that line.
REPORT OF THE COMMITTEE ON POWER DISTRIBUTION
To the American Electric Railway Engineering Association:
Gentlemen. — Your Committee on Power Distribution submits the following report :
On November 12, 1915, the Executive Committee assigned the fol- lowing subjects to this Committee for consideration:
SUBJECTS
1. Review of existing Standards and Recommendations :
(a) Revision of Specifications for Overhead Crossings of Electric Light and Power Lines, if completed by the National Joint Committee on Overhead and Underground Line Construction.
(b) Revision of Standard Stranding Table (The A. I. E. E. decided to re-appoint the same committee to consider this subject. Messrs. C. L. Cadle and W. W. Brown have been appointed as a special com- mittee to care for this subject).
(c) Revision of Standard Specifications for Rubber Insulated Wire and Cable for Power Distribution Purposes as suggested by W. A. Del Mar of Association of Railway Electrical Engineers.
2. Consideration of Standardization Rules of the A. I. E. E. (July i, 1915 edition) insofar as they apply to the work of this Committee.
3. Clearance Diagram for Semaphore Signals. (To be considered jointly with Committee on Heavy Electric Traction and Committee on Block Signals.)
4. Further consideration of the subject of Concrete Poles includ- ing Deflection formulae and Tables for Tapered Sections.
Engineering Association
5. Further Specifications for Overhead Line Material, including especially a Standard Thread for Pins and Insulators. (This subject should be taken up in connection with other Associations) and Specifi- cations for Structural Steel Cross Arms and Fittings.
6. Consideration of various types of Third-Rail Construction with description, and with a view to preparation of specifications.
7. Collection of data preparatory to possible Standard Specifications for High Voltage Direct Current and Catenary Trolley Construction.
8. Consideration of Tentative Safety Code of U. S. Bureau of Standards as it affects Line Construction.
APPOINTMENT OF SUB-COMMITTEES
The above subjects were assigned on December 13, 1915, by the Chairman to various subcommittees as follows :
Review of existing Standards and Recommendations.
Consideration of Standardization Rules of the A. I. E. E.
(Subjects I and 2) Messrs. Blair, Chairman, Burdick, Phenicie and Woods.
Clearance diagram for Semaphore Signals.
Further Specifications for Overhead Line Material.
Collection of Data for High Voltage Direct Current and Catenary Trolley Construction.
(Subjects 3, 5 and 7) Messrs. Harte, Chairman, Woods and Kehoe.
Further consideration of Concrete Poles.
Consideration of various types of Third-Rail Construction.
(Subjects 4 and 6), Messrs. Rice, Chairman, Gillette and Blair.
Consideration of Tentative Safety Code.
(Subject 8), Messrs. Wood, Chairman, Blair and Rice.
On December 27, 1915, Mr. C. R. Harte was appointed to represent the Engineering Association at a conference with various other asso- ciations and companies interested with a view of obtaining a standard thread for pins and insulators, a progress report being attached herewith.
On February 2, 1916, Mr. Harte acted as a representative of the Committee to confer with the Committee on Block Signals on the matter of a Clearance Diagram for Semaphore Signals.
Various subcommittee meetings were held intervening the main committee meetings of February 2-3, 1916, at Cleveland and June 12-13, 1916, in New York.
The Committee wishes to express its appreciation to Mr. Stocks, Assistant to Secretary Burritt, for his cooperation and extremely helpful work in obtaining data from member companies.
REVISION OF RECOMMENDED SPECIFICATION FOR OVERHEAD CROSS- INGS OF ELECTRIC LIGHT AND POWER LINES
This specification (see Proceedings, 1913, pages 140-148, Engineering Manual Ds lb) has been referred to this Committee for revision to
Report of Committee on Power Distribution
31
correspond with the work done by the National Joint Committee on Overhead and Underground Line Construction.
The National Joint Committee has withheld the final revision of the Specification for Overhead Crossings of Electric Light and Power Lines until the Bureau of Standards' Safety Code is in more per- manent shape; hence, the revision of the American Electric Railway Engineering Association's specification cannot be made at this time. We recommend that this matter be referred to the 1917 Committee on Power Distribution.
STANDARD STRANDING TABLE
The present "Standard Stranding Table" of the Association was adopted by the 1912 Convention and Committee on Standards, (see Proceedings, pages 378-395.) This table was printed in the 1912 Pro- ceedings, pages 144 and 145, and in the Engineering Manual Dw 2c.
Through the instrumentality of the A. I. E. E. a special committee was appointed in 1915 consisting of C. L. Cadle, to represent the Com- mittee on Power Distribution, and W. W. Brown, to represent the Committee on Equipment. The report of this special committee is published separately (see pages 123-130).
REVISION OF STANDARD SPECIFICATION FOR RUBBER INSULATED WIRE AND CABLE FOR POWER DISTRIBUTION PURPOSES *
This specification {Engineering Manual, Dw 8a) was adopted as a Standard Specification in 1914. In March 1915, your Committee received, through Mr. R. H. Rice, a communication from Mr. William A. Del Mar, Chairman of the Committee on Wire and Cable Specifica- tions of the Association of Railway Electrical Engineers, a proposal to make certain modifications in this specification ; namely, in Table VI of the specifications {Engineering Manual, Dw 8a, page 11) to eliminate the words " shall not be greater than " from the heading of column 2, and the words " shall not be less than " from the heading of column 4. The 1915 Committee on Power Distribution decided to recommend no action in this matter and it was turned over to the present committee to report upon.
Your Committee finds it advisable to revise this portion as well as other parts of this specification.
Table VI of the original specification calls for a maximum and min- imum dividing temperature coefficient of insulation resistance for each degree of temperature. For convenience in inspection, it seems advis- able to use the reciprocal of these values, so as to show a multiplying instead of a dividing coefficient. Your Committee advise the use of a specified coefficient instead of maximum and minimum, because con- siderations of quality demand that the insulation resistance shall not vary too much with temperature, while the necessity of preventing the manufacturer from making his megohms high by arbitrarily assuming a
* Approved by both the Committee on Standards and the 1916 Convention.
32
Engineering Association
small variation with temperature, demands that the insulation resistance shall not be assumed to vary too little with temperature. Hence, as a compromise between these conflicting requirements, we have decided to make the coefficients constant.
It was also proposed by the 1915 Committee on Power Distribution in connection with this same specification to change the required thick- ness of lead sheath as specified in Section 22, Engineering Manual, Dw 8a. We are submitting a revision of this table which is in accordance with standard practice and for the sake of clearness have also inserted a definition of the term " core."
Your Committee also finds it desirable to revise Table I, headed " Minimum Number of Wires in Conductor " in order to bring it into accordance with the A. I. E. E. standard stranding (Standardiza- tion Rules of A. I. E. E., Par. 653, Table 12).
In order to effect the various changes above mentioned, your Com- mittee recommends the following amendments to your specifications, shown in Engineering Manual Dw 8a:
Note. — The words enclosed [in brackets] are to be omitted and the words printed in italics to be added to the specification as it now exists.
III. Insulation
INSULATION RESISTANCE :
17c The insulation resistance at any given temperature shall be reduced to that at 15.5 deg. Cent. (60 deg. Fahr.) by [dividing] multi- plying by the coefficient in Table VI corresponding to that temperature for Grade A and Grade B insulation :
In accordance with the recommendation, strike out Table VI, which follows :
Table VI. — Temperature Coefficient of Insulation Resistance
|
Temperature (Degrees Centigrade) |
Coefficient |
Temperature (Degrees Centigrade) |
Coefficient |
|
7 |
1 53 1-45 1-37 1.30 1 . 23 1. 17 1 . 12 1 . 07 1 . 02 1 .00 |
16 |
0.98 0.93 0.89 0.8s 0.81 0.77 0.73 0. 70 0.67 0.64 |
|
8 |
17 |
||
|
9 |
18 |
||
|
19 |
|||
|
12 |
21 |
||
|
13 |
22 |
||
|
14 |
23 • • |
||
|
IS |
24 |
||
|
15.5 |
25 |
||
Report of Committee on Power Distribution
33
Temperature (Degrees Fahrenheit)
46 47 48 49 SO Si 52 S3 54 55 56 57 58 59 60
Coefficient
1.44 1. 41 1.37 1-34 1.30 1 .27 1 . 24 1.20 1. 17 1. 14 1 . 1 1 1.09 1.06 1 .03
Temperature (Degrees Fahrenheit)
61 62 63 64 65 66 67 68 69 70 71 72 73 74 75
Coefficient
0.974 0.949 0.925 0.901 0.878 0.85s 0.833 0.812 0.791 0.771 0.751 0.732 0.713 0.695 0.677
Substitute for the foregoing, new Table VI as follows :
Table VI — Temperature Coefficient of Insulation Resistance
Temperature (Degrees Centigrade)
7 • •
8. .
9. .
10. .
11 . . 12 . .
13. •
14. .
15. • 15.5
Coefficient
0.67 O.70 0.74 0.77 0.81 0.8S 0.89 0.93 0.98 1 . 00
Temperature (Degrees Centigrade)
16 17 18 19 20 21 22 23 24 25
Coefficient
1.07 1. 12 1. 18 1.23 1.30 1. 35 1.42 1.49 1.55
Temperature (Degrees Fahrenheit)
Coefficient
46 47 43 49 SO Si 52 53 54 55 56 57 58
yj 60
0.69 0.71 0.73 0.7s .0.77 0.79 0.81 0.83 0.85 0.88 0.90 0.92 0.95 0.97 1 .00
Temperature (Degrees Fahrenheit)
61
62 63 64 6 s 66 67 68 69 70 71 72 73 74 75
Coefficient
1.03 1.05 1.08 1. 11 1. 14 1. 17 1.20 1.23 1 .26 1.30 1.33 1.37 1.40 1.44 1.48
2
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Engineering Association
V Lead Sheath
Composition and Thickness :
22. If the wire or cable is to be furnished with a lead sheath instead of an outer covering of braid as provided in the preceding paragraph, there shall be tightly formed about the core, i. e., internal diameter of lead sheath, a lead sheath of uniform thickness, not less than that indicated in the following table :
Thickness
Diameter of core in mils of sheath
Under 2, ooo i/8 inch
2 , 000-2 , 699 9/64 inch
2 , 700 and over 5/3 2 inch
The following table should be substituted for the foregoing table, which reads as follows :
Thickness
Diameter of core in inches of sheath
0-0 .299 4/64 inch
O.300-O.699 5/64 inch
0 . 700-1 . 249 6/64 inch
1.250-1.999 7/64 inch
2 . 000-2 . 699 8/64 inch
2 . 700- and over 9/64 inch
II Conductor
Stranding :
9. Unless otherwise specified the stranding shall be concentric and in accordance with the following table :
Table I — Minimum Number of Wires in Conductor
Range of Sizes
Standard stranding
Circular mils
2 ,000 , 000-1 , 600 , 000
1 ,500 , 000-1 , 100 , 000
1,000,000- 550,000
500,000- 250,000
A. W.G. Number
0000- 1
2—8
Smaller sizes
127 9i 61 37
Report of Committee on Power Distribution
35
Substitute for the foregoing table, new Table I, as follows :
Table I — Minimum Number of Wires in Conductor
Size1
Cables for aerial use
Cables for other than aerial use.2
2 , ooo, ooo c. m 1,500,000 "
1,000,000 "
91 6i 6i
127 91 6i
600,000 500, 000 400 , 000
37 37 19
61 37 37
0000 A. W. G 00 " 2 "
19 7 7
19 10 7 7
7 and smaller.
1 For intermediate sizes, use stranding for next larger size.
! For more flexible cables, see Report of Special Committee to consider Revision of Standard Stranding Table, see pages 123 to 130.
STANDARDIZATION RULES OF THE AMERICAN INSTITUTE OF ELECTRICAL ENGINEERS
Certain of the Standardization Rules of the American Institute of Electrical Engineers were assigned to your Committee for considera- tion. The paragraphs assigned were numbers 635-699, 733^-735, 760, 761, 766-787, 910 and 963 all inclusive as printed in the edition of July 1, 1915, revised July 1, 1916.
The 1915 Committee on Power Distribution suggested for the con- sideration of the American Institute of Electrical Engineers the desir- ability of pointing out a definite dividing line between the transmission system, the distribution system and the substation as defined by Par. 760, 761 and 762. The present Committee on Power Distribution, after giving this matter careful consideration, is of the opinion that the definitions as worded are sufficiently general to be proper and that any attempt to point out a more definite dividing line might lead to confusion; therefore, the present Committee on Power Distribution does not concur in the opinion of the 1915 committee.
Your Committee desires to point out for the consideration of the American Institute of Electrical Engineers and also for the con- sideration of the Heavy Electric Traction Committee of the American Electric Railway Engineering Association certain facts with regard to Par. 772, 772, 774 and 775, all dealing with the matter of third rail. Par. 772 defines the gauge of third rail as follows : " The distance, measured parallel to the plane of running rails, between the
36
Engineering Association
gauge line of the nearer track rail and the inside gauge line of the contact surface of the third rail."
The 1915 Committee on Heavy Electric Traction recommended that the standard definition of third rail gauge be fixed as follows, and the definition was also adopted by the A. R. A. and the A. R. E. A. " Distance measured parallel to plane of top of both running rails between gauge of nearest running rail and inside gauge line of third rail."
Your Committee believes that the latter definition is preferable to the one adopted by the American Institute of Electrical Engineers because it mentions the plane of the top of both running rails, which is an important consideration, and because we think that the addition of the words "Contact Surface" in the Institute's definition is superfluous.
Par. 773 defines the " Elevation of Third Rail " as : the elevation of the contact surface of third rail, with respect to the plane of the tops of running rails. In this definition we would suggest substituting the words " with respect to the plane of top of both running rails," to conform with the suggestion for Par. 772.
Par. 774 defines the " Standard Gauge of Third Rails " and Par. 775 the " Standard Elevation of Third-Rails." The Heavy Electric Traction Committee has not gone so far as to limit gauge and eleva- tion so specifically as in the two rules referred to, but has recom- mended a Standard Design for Limiting Clearance Lines for Third Rail Structures.
We believe that it would be desirable to substitute for those rules such a diagram as that developed by the Committee on Heavy Electric Traction. (See Engineering Manual W$d ic.)
After a careful study of the remainder of the rules your Committee considers them satisfactory.
It should be noted that Par. 653, covering the " Standard Stranding of Concentric Laid Cables " and Par. 655, covering " Proposed Stan- dard Stranding of Flexible Cables " have been the subject of con- sideration by a special committee and that we consider the final revision as recommended by them to be satisfactory.
CLEARANCE DIAGRAM FOR SEMAPHORE SIGNALS
The Joint Committee on Block Signals submitted to the 1914 Con- vention a signal clearance diagram showing location of signal masts and semaphores with reference to trolley poles, etc. for use on interurban roads (See Proceedings, Engineering Association 1914, pages 173 and 238 to 242) which was referred back to the Committee for conference with the Committees on Heavy Electric Traction and on Power Distribution for revision and adjustment of the diagram and any conflicting standards.
Report of Committee on Power Distribution 37
The joint committee thus created reported a revised diagram to the 1915 Convention (See Proceedings, Engineering Association, 1915, pages 156, 224, 226) which was, in accordance with the recommendation of the Committee on Standards referred back for consideration with the Committee on Heavy Electric Traction, the Executive Committee broadening this to include again the Committee on Power Distribution. This joint committee, as the result of meetings at Cleveland and New York, now submits two diagrams to cover the two conditions :
1. Where trainmen are not allowed to climb up side or ride on top of car.
2. Where trainmen are allowed to climb up side and to ride on top of car.
We recommend the adoption of these diagrams as Standard.
CONCRETE POLES
In the 1914 report of the Committee on Power Distribution there was developed a specification and formula for the manufacture and deflec- tion of poles, the formula being amplified to cover concrete poles of special design. Some experimental work was done by the Committee in the year 1915 on building and testing of certain poles of the Com- mittee's design in order to establish fundamental principles in relation to the proportion of concrete and steel and the proper taper. In the 1915 report this design was extended to include other than square poles, and the report of this year's Committee is the culmina- tion of experiments and data collected by the previous Committees.
Your Committee accordingly presents the following formula on the design of concrete poles and submits such data with the recommenda- tion that the material herewith be accepted and published in the Engineering Manual as the most complete information on this subject to be had.
I General
A concrete pole is essentially a reinforced concrete beam. In the design contemplated in this report it is considered that the pole is a beam tapered both in section and in reinforcement. It is also assumed that the general theory applying to reinforced concrete beams of rectangular cross section also applies to these tapered beams, and that the constants involved are somewhat different from those of the rectangular beam. Upon this basis formulae for resisting moments to bending of the pole are worked out in such a manner that a com- putation for any individual -pole may be readily made.
II General Theory of Flexure of Beams Applied to Poles Consider a portion of a reinforced concrete beam, such as shown by A B C D in Fig. 1, reinforced by rods such as E F and G H. Assume
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Engineering Association
that a bending force is applied by some force P, which tends to extend the face C D. and the lower portion of the beam, and compress the face A B and the upper portion of the beam. There is some plane intermediate between the faces of the beam, such as J K, in which neither tensile nor compressive strains exist. This is the neutral plane, whose location with reference to the faces of the beam is dependent upon the shape of the beam and the character of its rein- forcement.
Now consider a cross-section through the beam as shown by L M, where the stresses are to be investigated. It is clear that at the neutral plane the material of the beam is in neither tension nor com- pression, but that as the outer edges are approached both the tension and the compression increase. The rate of increase will be considered a little later, and we will examine briefly the theory underlying the determination of formulae for computation of the strength of beams.
The common theory of flexure is based upon two assumptions:
(a) A plane cross-section of an unloaded beam, at rightangles to the neutral plane, will still be a plane after bending, that is, the deformation (extension or compression) of the material at any section is proportional to the distance from the neutral plane;
(b) The material of the beam obeys Hooke's Law; that is, " stress is proportional to strain." From this it follows that the stresses in the material at any part of a beam are proportional to the distances from the neutral plane.
In the case of concrete beams there is some uncertainty as to whether the first assumption is entirely correct, but no conclusive evidence has shown it to be incorrect and it is commonly used as a basis for flexure formulae. Concrete does not strictly obey Hooke's Law and the use of the actual tension and compression stress-strain diagrams is necessary for extreme accuracy. However, within the small range of allowable strain in the practical application of the formulae no great error is introduced and the above assumptions form the most practicable basis for development of flexure formulae.
When forces are applied to a concrete beam tending to bend it, there is of course a resistance to bending. This resistance is due to that offered by the steel in tension and to a lesser extent by the steel in compression on the opposite side of the beam. The concrete in compression offers considerable resistance, but in tension its resistance is slight- and may be neglected. Referring to Fig. I, these stresses may be indicated as shown by the small diagram to the right of the sec- tion LM. The steel in tension is shown as having a value T, and in compression as C. In both cases these stresses act at the centers of the reinforcing rods. The tensile stress in the concrete is neglected and the compressive stress is represented by C. The two parallel compressive forces C and C of course have a resultant value C + C,
Report of Committee on Power Distribution 39
the position of this resultant force being determined in a manner similar to the common method, and as shown below for this specific case.
The variation in the stress at various points in the section L M may be represented by the line R S, which crosses the neutral axis of the section at N. Since the deformations, or strains, of the material are proportional to the distances from the neutral axis, these distances along L M will themselves represent the strains to some scale. The unit stresses which produce the strains are here assumed proportional to the strains produced, and may therefore be represented by lines drawn normal to L M and of such length as to represent the stresses to some scale. The resulting stress diagram is as shown by L R N S V, the portion L R N representing the compression and S N V the tension. If the assumed law between stress and strain had been any other than a linear relation the curve R N S would not have been a straight line. But within working conditions the elastic limits are not exceeded and the linear relation is practically correct and is in general use.
Since the total tensile and' compressive strains will depend upon the size of the beam it is convenient to deal with unit stresses and strains, viz., those existing over a unit area of the section. In Fig. 1 the unit compressive stress in the concrete is designated as fc and is represented by the line L R, viz., the stress diagram is drawn for convenience so that its maximum value represents the unit stress. The unit tensile stress in the steel is likewise represented by f and
is indicated in the diagram by the line S V. But when the stress f is exerted on the concrete of the beam at L R a lesser maximum
c
unit stress will be exerted at S V on the steel in tension. If the allowable stress on the steel is f the maximum actually exerted
s
will not exceed _J . since the modulus of steel being n times that
n
of concrete the allowable stress will be n times as great and the actual maximum will be only part of the maximum. But the actual
stress on the steel will be £ only in case it is exerted at the same
n
distance from the neutral axis. From the similar triangles of Fig. I we have :
S V = N V L R N L
The actual numerical relation will be developed later. In a similar manner for the relation between the concrete and steel
in compression we have:
W X W N L R L N
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Engineering Association
which will also be numerically evaluated later. The average unit compressive and tensile stresses on any cross-section of the concrete are represented by the average abscissa as in the compressive and tensile parts of the stress diagram, L R N and S N V respectively. The total compressive and tensile stresses for a beam of unit thickness are consequently represented by the areas of the stress diagram. L R N and S N V respectively. The shape of these areas is deter- mined by the assumption of the law of variation of stress with distance from the neutral plane. The resultant stresses act through the cen- troids of the compressive and tensile areas in the stress diagram. When the beam is under stress the external forces applied tend to bend the beam and the internal resistance of the beam to bending tends to prevent this. For a given external force a condition of equilibrium will result and then the internal tensile stresses will just equal the internal compressive stresses, viz. :
T = C + C
When this condition of equilibrium is secured the resultant tensile and compressive internal stresses constitute " the resisting couple " which just balances the moments of the external forces tending to produce bending in the beam. In this case the arm of the resisting couple is seen to be jd from Fig. I. The resisting moment is then T jd or (C+C) jd. The resisting moment in each case is equal to the product of the unit stress, the area under stress and the moment arm. All of these elements will be determined in terms of the dimensions of the pole, and the physical constants of the material of the pole. The resisting moment in inch pounds due to the tensile stress in the steel is :
Ms = f„ pjbd2
and that due to the compression in the concrete and steel is
The manner of determining the various constants involved will be explained in detail. Having determined the moments, the minimum moment ( Ms or M ) is then equated to the product of the external force P applied to bend the pole, and the distance of this force from the section of the pole for which the internal resisting moments were computed. From this the force P which will exert the bending moment, is computed. We then have :
M = 12 I P
Where / is the distance in feet from the point of application of the force P (in pounds) to the section at which the bending moment is to be determined. The factor 12 is to reduce I feet to inches to produce a moment in inch pounds.
Report of Committee on Power Distribution 41
III Derivation of Flexure Formula
The general theory of flexure of a concrete pole considered: as a beam has been given, and the final conclusions have been expressed as equations. We will now give the derivation of the equations in detail, with a full explanation of the various steps in the theory.
assumptions :
1. The general theory of reinforced concrete beams is assumed to apply.
2. The pole is reinforced by rods uniformly spaced and with centers of rods 1 inch below the parallel faces of the pole.
3. Sixteen ^ in. rods are used in the lower portion of the pole, dropping to 12, then to 8, and 4 rods as the top of the pole is approached.
4. The amount of the steel in compression and tension is equal.
5. The poles may have an octagonal, hexagonal, square or circular section, the octagonal being considered superior.
6. Compressive strength of concrete 600 lb. per square inch for a working value.
7. Modulus of elasticity in steel 30,000,000.
8. Ratio of modulus of elasticity of steel to that of concrete is assumed as 15.
9. High grade steel is desirable, having an elastic limit of 54,000 lb. per square inch and a working tensile strength of 18,000 lb.
10. Distance between parallel faces of pole at top 6 in.
11. The total taper of the pole (both sides) is 0.2 in. per foot.
notation :
fs Unit fibre stress in steel in tension;
f 's The unit stress in the compressive reinforcement ;
fc The unit fibre stress in concrete at its compressive face;
Es Modulus of elasticity of the steel;
Ec Modulus of the concrete in compression;
. Es n ratio l=r
T Total tension in steel at a section of the beam;
C Total compression in concrete at a section of the beam ;
C The whole stress in the compressive reinforcement ;
Mg Resisting moment as determined by steel in tension;
Mc Resisting moment as determined by concrete in compression;
M Bending moment or resisting moment in general;
b Breadth of a rectangular beam; or distance between parallel faces
of pole at any -section — in inches, d Distance from the compressive face to the plane of the steel in
tension.
42 Engineering Association
d' The distance from the compressive face of the beam to the plane
of the compressive reinforcement; k Ratio of the depth of. the neutral axis of a section below the
top to d;
j Ratio of the arm of the resisting couple to d ; A Area of cross-section of steel in tension; A' The cross-sectional area of the compressive reinforcement; A
p Steel ratio, r— . for tensile reinforcement, bd
A'
p' The steel ratio for the compressive reinforcement, that is — ;
z The distance from the compressive face to the resultant com- pression, C + C , on the section of the beam.
P0 The externally applied force which will rupture the pole in pounds.
P The safe externally applied force in pounds. S Factor of safety in externally applied force. R Radius of ring of reinforcing rods — inches.
/ Distance from point of application of external force to section
at which bending moment is computed in feet. L Total length of pole — in feet.
D Distance from base of pole to section at which bending moment
is computed — in feet. B Distance between parallel faces of pole at base — in inches, t Distance between parallel faces of pole at top — in inches.
TOTAL TENSILE AND COMPRESSIVE STRESSES :
As- previously explained, when external force is applied tending to bend the beam, this bending is resisted by the internal stresses developed in the material of the beam. These resisting stresses are due to the resistance to elongation of the reinforcing steel in tension, and to the resistance to compression of the concrete and steel under
AcHiai Location of/'tHiforcinq
Actual Location of Reinforcing Rods
Fig. i
Report of Committee on Power Distribution 43
compressive stresses. When the pole is bent and equilibrium exists, the external bending moment is just equal to and balanced by the internal resisting moment. In this condition also the internal tensile stresses will just equal and balance the internal compressive stresses — viz. :
T = C + C (1)
These stresses form a resisting couple which has an arm equal to jd (see Fig. 1). The resisting moment is then:
Tjd=(C+C) jd (2) •
which is just equal to the moment produced by the external force P at the section of the pole under consideration.
We wish to evaluate the resisting moment in terms of the dimensions and physical constants of the beam. From Fig. 1, it is evident that the elements involved are the dimensions d, d', and z; the stresses T C and C and the constants k, j and n.
The whole tension on the beam is the tension in the steel, viz. :
T = f8 A (3)
and acts at the center of the steel in tension.
The compression is that exerted on the concrete (C) and that on the steel (C).
The compressive force on the steel reinforcement is:
C'==V A' (4) ■
and acts at the center of the steel in compression.
The area of the compressive portion of the diagram, LRN, is (i LR) (L'N) or kd i fc Since we are dealing with unit stresses in the diagram, this is the total stress on a unit strip of the section LM diagram, this is the total stress on a unit strip of the section LM perpendicular to the neutral plane. The whole stress is that on this unit multiplied by the number of units, or by b, the thickness of the beam. The whole compressive stress on the concrete is then :
C = |fcbkd (5)
The total compressive stress on the beam (concrete and steel) is then :
C + C = § fcbkd + fs' A' (6)
We will then proceed to find successively the values of (C + C), d and j, which may be used in the preceding equations.
EFFECTIVE DISTANCE OF REINFORCING RODS FROM CENTER OF SECTION :
In Fig. 2 is shown the (ring of reinforcing rods: through a section of the beam at distances a, b, c, d, etc., from the central line
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Engineering Association
!2 Rod Reinfcrc&ment
8 Rod Reinforcement
J Rod Reinforcement
16 Rod Reinforcement Note: — Same relations apply to sections of any shape
Fig. 2
of the beam. The radius of the ring is R inches. The values of the ordinates a, b, c, etc., vary for each section but in general are :
Square of Ordinates a = R sin w=R sin u%° =o. 19509R 0.03806R2 b = R sin x = R sin ZZZA° = 0-555S7R 0.30866R2 c = R sin y = R sin 56^° = o. 83147 R 0.69134R2 d = R sin s = R sin 78^ 0 = 0 . 98079R 0.96194R2
b = b' = ba
a 1
C =C = Ci = C 1
d = d' = di=d'i
In this computation, sixteen rods are assumed but it will develop that the resultant position of the single rod equivalent to the entire sixteen is independent of the number of the rods. From the theory of the flexure of a simple beam with one rod of reinforcement, we know that the resistance to bending depends upon the square of the distance of the reinforcing rod from a plane of reference; hence each
Report of Committee on Power Distribution
45
rod will offer a resistance proportional to the square of its distance from the center line of the beam, and the resultant resistance will be proportional to the square root of the mean square. We then have:
Rods in tension Sum of square
or compression Location of rods of ordinates
8 abcda'b'c'd' 4.00 R2
6 bcda'b'c' 3.00 R2
4 bda'c' 2.00 R2
2 be' 1. 00 R2
In each case, the mean square is 0.5R2 and the square root of the mean square is 0.71R. This means that the whole number of rods may be replaced by one rod whose center is 0.71R from the center line and whose sectional area is equal to the sum of all the rods in tension or compression. The dotted circles in Fig. 2 show the loca- tion and size of this composite reinforcing rod, which will be used in subsequent calculations.
From Fig. 2 and assuming that the centers of the reinforcing rods are 1 inch below the faces of the beam, we have :
R = k 2 inches ^) 2
The distance of the resultant rod from the face is then : d = R + 0.71R + 1 inch and substituting from (7) we get: d = 1.71R + 1 = 0. 85b— 0.71 (8) Substituting b from (29a) we also get
d = o.i7 (L-D) +4.39 (8a) In a similar manner —
d'==R — 0.71R+1 inch = o.29R + 1
= 0. 15b + 0.71 (9)
Substituting b from (29a) we also get
d' = o.03 (L-D) + 1. 61 (9a)
d'
The ratio — is one used extensively d y
and is:
d' __ o. 15b + 0.71
d 0.85b — 0.71 . (10)
POSITION OF RESULTANT COMPRESSIVE STRESS :
From the diagram (Fig. 1), the arm of the resisting moment, jd,
is seen to be :
jd = d — z
or
z (")
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Engineering Association
We may get the value of z by taking moments about the line AB of Fig. i. When the force P is applied, the upper rods are stressed in compression to a value C applied with an arm d'. The moment about AB is then C'd'. Likewise, the concrete is under a compressive
t-
stress C with an arm , since the stress is centralized at the centroid 3
of the area LRN. The moment about AB is then
dkC
The total
compressive stress is C + C and this acts at a distance z from the line AB (Fig. i). The total moment is then (C + C) z. We may now equate the total moment to the sum of the component moments and solve for the unknown distance z which will thus be determined in terms of known quantities.
Hence: (C + C) z
dkC 3
+ d'C
This may be reduced as follows :
dkC-
+
d' C
3 (C + C) C + C
and rearranging:
dkC
+ d' C
" ~ C + C Dividing by C in numerator and denominator :
dk £_C' 3 C
Factoring out d:
f k 3
+ —
^ c
T dC
i +
C
(12)
(13)
To calculate the value of z it will be desirable to determine the
C d' ratio n and the value of k, the value of , having been determined
d
in (io). Knowing these values, z may be found and then j from (n). C'
The ratio — may be evaluated by noting that by definition :
q, — Compressive Stress in Steel
C Compressive Stress in Concrete
Report of Committee on Power Distribution 47
But these stresses are equal to the unit stresses multiplied by the areas under stress, viz. :
P, f A'
C f
A bkd (H) 2
A'
But p' = — by definition; bd
Hence:
c< _ H'p'
C f k
c
But this equation may be reduced by eliminating the term f g' which may be expressed in terms of £ .
Note that from the similar triangles WXN and LRN we have as previously explained :
WX = WN LR LN
or- f '
s
~~tT _ kd — d' kd
k-^
f ' = nf
(15)
Similarly, from the triangles LRN and SNV we have as previously explained :
SV = NV LR NL
or — f
is
n = d_— kd
f kd
c
T \r'
OT~ f =nf ( -
s c k (16)
And substituting (15) in (14) we get:
48
Engineering Association
LOCATION OF NEUTRAL AXIS :
The neutral axis may be located when the value of k is known. Putting the values of T and C + C from (3) and (6) into (1), we get:
f A = |f bkd + f ' A' (17a)
so s Substituting for f and f ' from (16) and (15) we get:
8 S
k_— d'
nf A 1 ~ k == |f bkd + nf A'
k c c k (18)
Cancelling out f
2n A (1 — k) = bk2d + 2n A' ^(k — ^ Multiplying out — •
2nA — 2kn A = bk2d + 2 kn A' — 2n A' %-
d
Rearranging:
bdk2 + 2n (A' + A) k = 2n I A + A' ~) , ,
\ d/- (19)
This may he put into another form to include the steel ratio p.
W e have by definition :
A a > A'
bd bd (20)
Dividing equation (19) by bd we get:
, /A + A'\ /A , A' d'\
Hence:
k2 + 2n (p + P') k = 2n (p + p' jj (21)
This last equation gives value of k from which the neutral plane JK of the beam may be located. When p =p' this reduces to —
k2 + 4npk = 2np^i + ^ (21a)
VALUE OF THE RESISTING MOMENTS :
When the beam is bent, a break may occur due to the failure of the steel in tension or of the steel or concrete in compression. The resist- ing moment of the beam is equal only to the minimum resisting moment offered by the compressive or tensile stresses and in any given case both of these must be computed and the smaller one used.
The resisting moment due to tensile stress in the steel is :
Moment = Unit stress x steel area x moment arm.
or:
Ms = fg A jd inch pounds
= f pjbd2 since A = bpd (22)
Report of Committee on Power Distribution 49
In a similar manner, the resisting moment due to the compressive stress in the concrete is found. The average unit stress is ^fc and the area over which it acts is bkd. The moment arm is the distance from the point of application of the force C (which is at the centroid
of area LRN) to the center of the steel GH or
3
The moment is then :
h f bkd — — ) for the concrete.
c \ 3 I
The resisting moment due to the compression in the steel is :
fg' A' (d — d') or fs' p' bd (d — d') since A' = p'bd The total resisting moment due to the compressive stresses is then : Mc = |fk(i — |k) bd* + V p' bd (d — d') (23) But from equation (15) we may substitute for fs' and get —
M — if k (1 — |k) bd2 + nf 1 (k — P' bd (d — d') c c c k \ d /
= fok (i/2 - ik)bd» + nfci-(k-i') p'bd- (l-f)
^[k(l/2_|)+2p:(k-9(I_-)]fcbd! m
in which Mc is in inch pounds.
The final equations for the resisting moments of tension and com- pression as given in equations (22) and (24) are the same as shown in Turneaure and Maurer's " Principles of Reinforced Concrete Con- struction," 2nd edition, page 95, and also in the " Standard Handbook for Electrical Engineers," 4th ed., page 1800.
ALLOWABLE LOADING OF POLE:
The resisting moments due to tension and compression are to be computed and the smaller one used to determine the allowable load on the pole — call this smaller moment M. Then this moment must equal the product of the externally applied force tending to bend the pole multiplied by the distance of this force from the pole section for which the resisting moment M was computed. If P is the force in pounds which may be applied to the pole and I is the distance in feet from the point of application of P to the section under con- sideration, then :
M = i2 IP (25)
the factor 12 being introduced to get the external bending moment into inch pounds. If a factor of safety is desired to get the ultimate loading PQ instead of the safe loading P we have:
sp = p0
(26)
So
Engineering Association
and from (25)
M 12 /Po (27) A factor of safety of 3 is a desirable value.
TAPER OF POLE:
1. Experience has shown that a pole of ordinary length (27 to 35 ft.) can be handled, has sufficient strength, and looks well when it tapers from approximately 6 inches between parallel faces at the top to 12 inches at the bottom. Assuming these dimensions, we find the actual total taper of the poles to be :
Length of Pole —
Feet 27 28 29 30 31 32 33 34 35
Total inches Taper
per Foot 222 .214 .207 .200 .193 .187 .181 .176 .171
The average taper is 0.195 inches per foot and was taken for com- putation as 0.2 inch or 1 inch in 5 feet of pole.
With the top taken as 6 inches (viz: t = 6) between faces in all cases, we have :
B — t B — 6
— = — = 0.2 or — = — =0.2
Therefore B = o.2 L + 6 inches (28)
Where B is distance between faces at bottom of pole in inches, L is total length of pole in feet. From this, the butt dimension may be computed.
POLE DIMENSIONS AT ANY SECTION :
2. It is convenient to designate the size of the pole section by the distance between parallel faces at that section. This distance is b as previously used. If t is the top dimension and B the dimension at the bottom, the pole being L feet in length, we have the taper per
jr; B — t toot as
L
If the section is D feet from the bottom, then the taper to the section
g £
in question from the top is — =- — (L — D)
and this added to the top dimension gives the desired dimension at the section, or:
■g £
b = t + — t (L — D) inches ,
L (29)
Putting in value of B from (28) and taking t = 6 inches we have: b = o.2 (L — D) +6 (29a)
Report of Committee on Pozver Distribution
51
For a setting of 6 feet in the ground, D = 6 feet and putting in the
value of B from (28), we have at the ground line:
b =6 + 0.2 (L — 6) inches (30) o
when L is in feet.
The area at any section may also be computed in terms of the dis- tance between parallel faces (b). This area will depend upon the shape of the section. The area of any regular polygon is length of side (L) x number of sides (s) x \ perpendicular from center to side
h, Lsh
— or area =
2 2
But —
L
t. b A 2 * X
h = — and — — = tan — 2 h 2
where X is the angle at the center subtended by a side of the polygon _ Substituting for h and reducing, we get:
L = b tan —
2
and finally the area is :
— tan — =Fb2 4 2
For various sections, the values are:
X „ X S Area F
Tan — 2
Square 900 1.0000 4 1.0000 b2 1.0000
Hexagon 60° 0.5774 6 0.8661 b2 0.8661
Octagon 450 0.4142 8 0.8284 b2 0.8284
Circle .. 0.7854 b2 0.7854
To get area of any section, find b, then b2 and multiply by the factor F above.
IV Computation of Pole Strength
In order to simplify the computation of poles the various successive steps are outlined, without any explanation of the reason therefor. The numbers refer to the equation used, and the meaning of the symbols is given in the notation and in Fig. 1 and 2. The accompany- ing table shows the results of computation in detail for a set of poles from 27 feet to 35 feet in length, and set 6 feet in the ground — the bending moments being computed at the ground line.
The length of pole desired having been determined the width of the base in inches is computed from
B = o.2L + 6 (28)
52
Engineering Association
This assumes a width of 6 inches at top of pole, and a uniform taper of one inch in five feet of pole.
The pole width at any section desired (such as the ground line) is obtained from
b = B — 0.2 D
or b = o.2 (L — D) + 6 (29a)
where D is the distance in feet from the bottom of the pole. The values d and d' are from
d = o.85b — 0.71 inches' (8) d' = o. 15b + 0.71 " " (9)
or "from
d=o.i7 (L — D) +4-39 (8a) d' = o.03 (L — D) + 1.61 (9a) It may be noted that d + d' = b
T e ratio of -r- is then computed from the values of d and d'.
The " steel ratio" (p) is by definition equal to
(20)
The area of the reinforcing rods in tension (A) is dependent upon the number and size and must be computed for each section. In this case the reinforcement is symmetrical and there are as many rods in tension as in compression — that is p = p'.
The position of the neutral axis is determined by the value of k which is computed from —
. k2 + 2n (p + p') k = 2n ^ p + (21)
The location of JK in Fig. 1 was thus determined from the average value of k as given in Table 1. When p = p' the value of equation (21) becomes
k2 + 4n p k = 2n p ^1
the ratio of the
P<n(*-f)
(21a)
As a step in the computation the ratio of the compressive stresses is necessary — this is
(17)
k2
From Fig. 1 the location of the resultant compressive stress is seen to be determined by the value of z, which is computed from
k d' C 3 dC
I+C
(13)
The ratio is then readily determined.
Report of Committee on Power Distribution
53
The moment arm of the resisting couple is determined by the value of j (See Fig. i).
j = en)
Having found all of the component parts we are now ready to compute the two resisting moments Ms and Mc.
The resisting moment due to the tensile stress in the steel is • Ms = fg pjbd2 inch pounds (22) In computing Table I, f8 was taken as 18,000 lb. but for an assumed value of fc == 600 lb. the actual stress exerted was found to be somewhat less than 12,000 lb. This may be determined by substituting the average value of k from Table 1 in equation (16). From this we may see that the steel may be subjected to higher tensile stresses, or that a lower grade of steel may be used than that assumed in these illustrative calculations
The resisting moment in inch pounds due to compressive stresses is computed from
The working compressive stress in the concrete is assumed as fc = 600 lb. and the values resulting are given in Table 1. By substituti lg 600 for fc in equation (15) we find that the steel in compression is subjected to a stress of approximately 3,500 lb., which is only about \ the com- pression it is capable of sustaining. From these considerations we con- clude that it is desirable to raise the compressive strength of the concrete as high as possible in order to utilize the full strength of high grade steel.
Having determined whether Ms or M0 is the smaller in any given case, the lesser value is taken as the resisting moment (M) of the pole at the chosen section, and the allowable loading of the pole is computed from
P = M
12/ (25)
The factor of safety in the pole as designed is at least 3, and the ultimate external force required to rupture the pole will be at least three times the value of P as derived above.
Owing to the uncertain qualities of concrete used by different builders of poles, the variations in the quality of steel used, and allowances for assumptions in the design, it has been thought best to be conservative. The resulting values of P in Table 1 are con- sidered very safe. They show the allowable loading is practically independent of the length. Later work on this subject will no doubt allow a more accurate determination of the loading of the pole.
54
Engineering Association
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Report of Committee on Power Distribution
55
SPECIFICATION FOR OVERHEAD LINE MATERIAL*
The Committee on Power Distribution began the work of standardiz- ing Overhead Line Material in 191 1, when a subcommittee for that purpose was appointed (Proceedings, Engineering Association for 191 1, Page 86), which has continued to the present time (See the Proceedings of the Engineering Association as follows: 1912 : pages iio-iii, 150-172, 199; 1913: pages 49, 56-57, M9-I50, 165; 1914: pages 29, 3^-33, 87; 191 5: pages 62, 82-103, 125, 127-134).
Your Committee now submits, as additions to the " Specifications for Overhead Line Material" (which was formally approved by both the Committee on Standards and the 1915 Convention as a Recom- mended Specification) the following:
Under " Section II, Malleable Castings ", of " Iron and Steel Fittings ", after paragraph 34, add, as new paragraph 35 :
BRACKET INTERMEDIATE CASTINGS — FEED-IN TYPE :
35. (a) Intermediate castings for feed-in points must be identical with regular type except that the eye must take and securely hold a porce- lain or equivalent spool two (2) inches long over all, having a barrel one-and-three-fourths (1%) inches outside diameter, with hole five- eighths (%) inch diameter, and flanges one-eighth (^5) inch wide and thick. (See Fig. 6).
Advance present paragraph No. 35 to 39 inclusive by one number to become No. 36 to 40 inclusive.
After present paragraph 39 (new 40) add, as new paragraph 41 :
j TRAIN PLATES :
41. (a) Strain plates may be of any type which will securely hold strain ear or wire clamp without tendency to kink or bend the wire.
(b) The Metropolitan type must be ten (10) inches long and seven (7) inches wide, with body at least three-sixteenths (3/16) inch thick having central reinforcing rib at least one-eighth (%) inch square if body is of minimum thickness and having on the center line three (3) holes, the middle one tapped for five-eighths (£■£) inch diameter stud; the other two (2) at which metal must be three-eighths (^i) inch ihick, equidistant from the center, eleven-sixteenths (11/16) inch diameter, and seven-and-three-quarters (7%) inches apart center to center. Each corner must have an eye one-half (J/2) inch diameter with walls one-half (J4) inch by three-eighths (3^) inch or equivalent. Each plate must be furnished with two (2) tap bolts one-and-one- quarter (i^4) inches long and two (2) lock washers ' one-eighth (%) inch thick. (See Fig. 7.)
Advance present paragraphs No. 40 to 55 by two (2) numbers to become No. 42 to 57.
* Approved as a Recommended Specification by both trie Committee on Standards and the 191 6 Convention.
56
Engineering Association
New Sheets, Fig. 6 and Fig. 7 are herewith submitted, containing drawings of the fittings in question.
Supplementing the present specifications we submit the following:
Bronze Castings
GENERAL :
58. Ears except of mechanical type, feed-in hangers, splicing sleeves, and the like will be of bronze; crossings and frogs may be of bronze or malleable iron.
59. Finished castings must show on analysis the following com- position :
|
Element |
Desired values |
Permissible variations |
|
84% 10% 3% 3% 0 |
Not less than 84% Not less than 2j% nor over 5% Not over 4% Not over 2/10% |
|
|
Tin |
||
|
Other elements |
CROSSINGS — PLAIN :
60. Crossings must consist of a substantial body with flexible con- nections for trolley wire, of design to give maximum strength and life with minimum of weight. The gaps in the runs must be sufficiently short or suitably guarded to ensure that passing wheel shall not go off, and the angles between arms must have proper guards to keep an off-wire trolley wheel from catching. All separable parts must be cotter pinned or otherwise locked to prevent working loose and the design must permit installation without necessity for cutting trolley wire.
CROSSINGS — INSULATED :
61. Insulated crossings must have at least three (3) inches of insulated runner either side of gap to reduce liability of an arc across, and the top must be so guarded that dust, snow or sleet cannot bridge the insulation. The insulated runners must be readily removable for replacement or repair and the design will preferably permit installation without necessity for cutting either trolley wire. Except in above details insulated crossings must meet requirements of plain crossings.
EARS — (except mechanical clamps) :
62. Ears must be clinch type with boss one and one-quarter (1%.) inches diameter at face, having hole seven-eighths (%) inch deep, slightly counterbored at top to facilitate installing, and tapped for
Report of Committee on Power Distribution
five-eighths (%) inch diameter stud with eleven (n) threads per inch. The boss must contain at least eight (8) full threads; its walls must be not less than five-thirty-seconds (5/32) inch thick at any point, with an average thickness of at least three-sixteenths (3/16) inch, and it must be wedge shape swept out on easy curve to the runner. The rib must be at least one-eighth (]/&) inch thick; except for strain ear it must be not less than seven-sixteenths (7/16) inch below top of boss at point one and three-fourths (i24) inches from center of boss, and it must extend at least to within one (1) inch of end of runner. The groove must hold wire with axis one and five-eighths inches below top of boss; it must be shaped to fit
wire snugly, and lips must be of such shape, length and thickness as will properly form about the wire and will offer the least resistance to the trolley wheel. (See Fig. 10.)
(b) Strain ears must have two (2) bosses, seven and three-fourths (754) inches center to center and equidistant from ends; otherwise as above. (See Fig. 10.)
(c) Ears consisting of a bronze runner and a separate boss, if properly secured, will not be barred under this specification.
FEED-IN HANGER:
63. (a) Feed-in hanger must have grooved body one (1) inch deep, face to face, and at right angles to it, supporting arms five and three- quarters (5^4) inches long over all, with ends turned down in strand hooks one-half (Yi) inch diameter.
(b) Body must have strand groove one-fourth (}4) inch radius one- eighth (%) inch deep, finished faces at least one and one-fourth (1%) inches diameter parallel to plane of arms and to each other, and central, hole for five-eighths (^) inch diameter tap bolt at right angles to faces, with wall at least one-eighth (%) inch thick.
(c) Arms must taper from width of one and three-eighths (ijHs) inches at body to three-fourths (24) inch at ends, with thickness of one-fourth (%) inch or must be of equivalent strength if ribbed or of varying thickness.
(d) Feed-in bangers must be furnished with five-eighths inch tap bolt one and three-fourths (i^4) inches long and lock washer. (See Fig. 10.)
frogs :
64. Frogs must have end connections of bronze and must be so arranged on top that both line wires can be carried through without cutting. The clamping device must allow adjustment of frog after installation if desired, and when closed must rigidly hold wires without injury. The body may be of bronze or malleable iron, and particularly
58
Engineering Association
in the latter case the runs and gaps must be designed to reduce sparking to a minimum. All frogs must have four (4) pull-off rings, one (1) at each corner.
SPLICING SLEEVES :
65. Splicing sleeves must be of such shape that trolley wheel will pass without violent shock or blow. The center of gravity must be low ; the wire passages sucn that trolley can be easily threaded through ; the clamps capable of securely holding from new to well worn wire without shaking loose in service or reducing the strength of the wire, and the device must maintain a strength equal to that of the wires.
Porcelain for Voltages not Exceeding Three Thousand (3000)
GENERAL '.
66. Porcelain, or its equivalent must be used for angles and other points of unusual strain in feeder work, and may be used for strain and feeder insulators.
character :
67- (a) Porcelain for insulators must be high grade, fine grained and dense, true to shape, free from bubbles and other imperfections, and smooth. An approximately cubical specimen weighing not less than one (1) ounce, freed from all glaze, after thorough drying, immersion for forty-eight (48) hours under twelve (12) inches of water and the removal, by wiping off any surface water, must not show an increase in weight of over one-tenth (1/10) per cent.
(b) The glaze must be smooth, firmly adherent, thoroughly vitrified, free from bubbles, cracks, crazing or undissolved particles.
strain insulators :
68. Strain insulators of porcelain must be of type in which the con- nections will securely interlock in case of failure of the porcelain. If of egg or similar type the passages for the strands must be of full size, smooth, of easy curves so that the strands shall have large area of contact without abrupt bends and of depth sufficient to ensure that entire strand is below the surface of the insulator body through- out the space in which the two parts of strand overlap, with at least three-quarters (%) inch porcelain between the two strands at the closest point. (See Fig. 11.)
feeder insulators — general:
69. Feeder insulators must fit the standard pin with diameter of one (1) inch at top.
Report of Committee on Power Distribution
59
FEEDER INSULATORS — SMALL :
70. Feeder insulators for cables of diameter less than one (1) inch must be approximately four (4) inches diameter at base by four (4) inches high, top and side grooves swept out on radius of five- eighths {%) inch and having a depth of at least one-half inch, and jaws at top having thickness at point one-half (^2) inch above bottom of groove of not less than five-eighths (^H$) inch. The thread must be two (2) inches long, starting from point three-fourths (34) inch above bottom of insulator.
FEEDER INSULATORS — LARGE :
71. Feeder insulator for cables of diameter of one (1) inch or more must be approximately five (5) inches diameter at base by five (5) inches high, top and side grooves swept out on radius of one (1) inch and having a depth of at least one-half (J/>) inch, and jaws at top having thickness at point one-half (^2) inch above bottom of groove of not less than five-eighths (-Hs) inch. The thread must be two (2) inches long, starting from a point one (1) inch above bottom of insulator.
"Seven (7) Strand" Steel Cable
GENERAL :
72. Seven (7) strand steel cable shall consist of seven (7) gal- vanized wires each of uniform circular section throughout free from scales, flaws, splints or other imperfections not consistent with the best commercial practice.
The wires of any cable must be of the same commercial grade of steel, and must have approximately the same breaking strength.
Joints in the individual wires must be well made, and no two (2) joints in the completed cable shall be less than one hundred and fifty (150) feet apart.
character:
73. The finished cable shall meet the following requirements :
Minimum Breaking Strength
|
Diameter of Cable |
Standard |
Siemens Martin |
High Strength |
|
1 |
2,300 3,800 S.ooo 6,500 |
3,060 4,860 6,800 9,000 |
4,000 6,000 11,500 18,000 |
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Engineering Association
Switch Boxes
GENERAL :
74. Switch boxes if of wood, must be of well seasoned stock, dove- tailed or equally securely fastened against separation, and well painted inside and out. Holes for cables must be inclined upwards towards inside to prevent entry of rain. Box must be of sufficient length to completely contain switch handle in either position, and cover must have substantial hinges and fastening. (See Fig. 12.)
Tree and Cable Guards
GENERAL :
75. Tree and cable guards must be of type readily applied to existing lines, and when installed must remain fixed in position on cable and must be of length and character to furnish adequate protection. (See Fig. 12.)
Wood Insulator Pins and Brackets
GENERAL :
76. Pins and brackets must be well formed with smooth surfaces, true to size, having threads smooth, uniform; and square with axis of pin.
CHARACTER :
77. Wood for insulator pins and brackets must be live, close and straight grained, thoroughly seasoned yellow or black locust, clear and free from any defects which would impair the strength or life Small knots not over one-eighth (3^) inch diameter, or small season checks will be allowed on shoulder and on lower half (^2) of shank of not over five (5) per cent of order; sapwood will be allowed on the shoulder provided it does not extend to the shank.
feeder pin :
78. Feeder insulator pin must be nine (9) inches long over all, having a thread section one (1) inch diameter at top and two and one-half (2^2) inches long; a shoulder between one and three-quarters (1%) and1 two (2) inches in diameter, four and one-half (4^2) inches below top of pin, and a shank four and one-half (4^2) inches long, one and one-half (1^2) inches diameter at shoulder, and one and seven-sixteenths (1 7/16) inches diameter at base. (See Fig. 13.)
BRACKET PIN \
79. Bracket pins must have total length of eleven and one-half (11H) inches, with a body six and three-quarters (6?4) inches long, two (2) inches wide, three-eighths (^) inches thick at base, and two and one-half (2^2) inches thick at head, having two (2) nail holes at right angles to pole edge and on center line. The pole edge must make angle of approximately twenty (20) degrees with pin axis. Taper
Report of Committee on Power Distribution
6 1
must change from rectangular of body to cylinder of thread in a length of two and three-quarters (2^4) inches. Thread must he two (2) inches long and one (1) inch diameter at top, and grain of wood must be sufficiently nearly parallel to axis to extend from either lower edge to at least the bottom thread on opposite side of pin. (See Fig. 13- )
Wood Break Strain Insulators
character :
80. Wood break strain insulators, must be of clear second growth straight grained hickory, thoroughly seasoned, impregnated with oil or other preservative, and having natural finish. Caps must be of mile steel or malleable iron, fitting wood sufficiently closely to exclude moisture, but not so tightly as to cripple fibres. Eyes must have a clear opening one (1) inch long by three-quarters (%) inch wide; clevis type must have clear openings of thirteen-sixteenths (13/16) inch between jaws, and between bolt and back of clevis, and must be fitted with three-eighths (^) inch diameter cotter bolt.
sizes :
81. Wood break strain insulators for service up to and including 750 volts must have at least five (5) inches of wood clear between caps and must be of the following sizes :
"One (1) inch" Minimum diameter of wood one (1) inch; breaking strength not less than five thousand (5000) pounds.
"One and one-quarter (i^4) inch" Minimum diameter of wood one and one-quarter (iJ4) inch; breaking strength not less than eight thousand (8000) pounds.
"One and three-quarters (i^4) inch" Minimum diameter of wood one and three-quarters (iH) inches; breaking strength not less than fifteen thousand (15000) pounds.
(See Fig. 14.)
We recommend the adoption of these specifications as Recom- mended Specifications.
Report of Committee on Power Distribution 63
Report of Committee on Power Distribution
65
3
66
E ng in eering A s so elation
68
Engineering Association
Report of Committee on Power Distribution
69
STANDARD THREAD FOR PINS AND INSULATORS
In accordance with the recommendations of the Committee on Power Distribution for 1915 and their approval by the Executive Committee, the President of this Association invited the several other national associations particularly interested to join in establishing a " Standard Thread for Insulators and Pins." The Committee thus formed consist- ing of Messrs. J. T. Barron representing the American Institute of Electrical Engineers, J. A. Brundige for the National Electric Light Association, R. D. Coombs for the American Railway Engineering Association, R. F. Hosford for the American Telephone and Tele- graph Company, C. H. Morrison for the Railway Signal Association, and a member of this committee for this Association, has secured and discussed much data but feels that further investigation is necessary before definite recommendations can be wisely made. We therefore report progress, and recommend the subject be continued.
STRUCTURAL STEEL CROSS ARMS AND FITTINGS
The Executive Committee having approved the further recom- mendation of the 1915 Committee on Power Distribution that Standard Specifications for Structural Steel Cross Arms and Fittings be prepared, a data sheet was sent to the member companies presumably best qualified to advise as to actual experience. Briefly, 47 companies replied, 17 of these having actual experience, or which latter, 4 employ patent forms. The majority find steel arms of higher first cost but cheaper in the end, as easy to obtain and to install as wood, and requiring less maintenance ; and with two exceptions — who apparently also will use steel, but with changes — they will use the present type for future work.
The replies to the data sheet were unusually good, and this Com- mittee here expresses its appreciation of the assistance so given. It feels, however, that before standards are established further infor- mation is needed from not only others of our own association but from allied industries also using steel arms. Moreover since many of the factors in the practical question "Is the use of structural steel arms advisable?" apply to other metal arms as well, your Committee feels it is desirable to broaden the subject to include all metal arms.
We report progress, and recommend that the subject be continued, and that it be broadened to cover the Preparation of Standard Speci- fications for Metal Cross Arms and Fittings.
HIGH VOLTAGE D. C. AND CATENARY TROLLEY CONSTRUCTION
In accordance with the instructions to secure a "Collection of Data Preparatory to Possible Standard Specifications for High Voltage D. C. and Catenary Trolley Construction " your Committee has under-
7o
Eng in eering Association
taken such collection and has a large amount of valuable information in detail for the use of the Committee for 1916-1917.
For the general information of the Association two tables are sub- mitted showing general details of some important lines of the two classes.
The evidence to date indicates that the construction for high voltage direct current operation has no problems different from the 600 volt opeiation except those of insulation and the minor mechanical changes necessary to secure the same and that the present " Specifi- cation for 600 volt direct current overhead trolley construction" can, in the light of the facts available, be readily broadened to cover the field.
We recommend that the Committee on Power Distribution for 1916-1917 be instructed to prepare a Standard Specification for High Voltage Direct Current operation " by broadening the existing 600 volt construction specification if this be practicable; otherwise to prepare a separate specification.
The data at hand on Catenary Construction may be briefly sum- marized as follows :
Catenary construction has been in use some fifteen years. In that time many experiments have been tried, but the experiences of the heavy service lines and the result of the tests by the Connecticut Company in which a large series of types installed on one line to insure identical conditions, have been worn out in service, seem to prove that the simplest form of sliding hanger and single contact wire is best for the lighter service, with the question as to whether it or the duplexed wire is best for heavy service still open. The New Haven, the Norfolk and Western, and the Pennsylvania in duplex are all satisfactory; the Chicago, Milwaukee and St. Paul in sliding hanger will give needed evidence on this form in a short while.
Hanger spacing of from ten to fifteen feet seems most satisfactory. In theory, the hanger spacing should be such that the weight of the span would just balance the uplift of the collector, and this would call for spans of 50 feet in single 4/0 copper, but the great variations in the collector pressure, resulting from the sway and jolt of the car, and the greater slack resulting from expansion, combine to cause abrupt little waves in the trolley wire resulting in pounding and injury at the ears, and in practice from ten (10) to fifteen (15) feet spacing seems to give the best results.
Wood poles are usually spaced 150 feet on tangents; steel structures, 300 feet. In the first case, a single messenger carries the hangers directly upon it ; for the longer span, a secondary messenger in spans of 100 feet, allows the use of comparatively short hangers for the contact wire and consequent evenness of loading throughout.
Report of Committee on Power Distribution Ji
In the present simple suspension specification, the Association has the foundation for a Catenary specification. The majority of the paragraphs are directly applicable ; and with comparatively little change and addition to " Supporting System," and " Trolley Wire " these can be made suitable.
We recommend that the Committee on Power Distribution for 1916-1917 be instructed to prepare a " Specification for Catenary Overhead Trolley Construction " this to cover high voltage as well as 600 volt direct current service.
A Partial List of High Voltage D. C. Railways
Road
Length miles
Voltage
Suspension
Collector
Aroostook Valley, Maine
Dallas, Waco & Corsicana, Texas
Illinois Traction, Illinois
Indianapolis & Louisville
Japan Imperial Railways, Japan
Milwaukee Electric Light
Oakland, Antioch & Eastern
Oregon Electric
Piedmont Traction
Pittsburg, Harmony, Butler & New- castle
Southern Pacific-Oakland
Washington, Baltimore & Annapolis . . . Kansas City, Clay County & St. Joseph.
Piedmont & Northern
Portland, Eugene & Eastern
Salt Lake & Utah
Butte, Anaconda & Pacific
Canadian Northern
Chicago, Milwaukee & St. Paul.
42 30 9i 93 141 45
77 138 60
640
1 , 200 1,200 1,200 1,200 1,200 1,200 I , 200 1,200 I , 200
I , 200 1,200 I , 200 1,500
1 ,500 1,500
i.Soo 2,400
2 ,400 3,000
|
Simple |
Wheel |
|
Catenary. . . |
|
|
Catenary. . . |
|
|
Catenary. . . |
Sliding shoe |
|
Catenary. . . |
Wheel |
|
Catenary. . . |
Wheel |
|
Catenary. . . |
Wheel |
|
Catenary. . . |
Wheel |
|
Special |
Wheel |
|
Catenary. . . |
Pantagraph |
|
Catenary. . . |
Wheel |
Catenary. Catenary. Catenary. Catenary .
Catenary.
Pantagraph Wheel Pantagraph Roller panta- graph Pantagraph
72
Engineering Association
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Report of Committee on Power Distribution
73
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74
Engineering Association
REVISION OF EXISTING STANDARDS AND RECOMMENDATIONS
Your Committee believes it advisable to make certain minor changes in existing Standards and Recommendations of the Association which originated with the Committee on Power Distribution and recom- mends the following modifications :
Recommended Specifications for Overhead Line Material* {Engineering Manual Dt 4a)
GENERAL [DESCRIPTION] :
9. Anchor rods, bolts of all kinds, braces, guy hooks, lag screws, support rods and pole steps must be of standard wrought iron or mild steel ; guy clamps, metal insulator pins and pole bands may be of standard wrought iron, mild steel, or malleable iron as specified. [All castings such as bracket] Bracket fittings, mechanical ears, hanger shells, pullovers, strain plates, and other castings subject to tensile or bending stresses must be of malleable iron or its equivalent [.] ; crossings and frogs may be of malleable iron or bronze. Guy plates, hub guards, thimbles and washers may be of commercial grade of iron or steel. Bracket arms may be of commercial pipe or tubing.
In the sheets Fig. 1 to 9 inclusive, change the headings of the tables in the lower right hand corner of each from [Tolerances] to " Permissible lTariations ".
In the table of Permissible Variations of Fig. 2 correct the last line so that " p " permits Yz" over and O under instead of J4" over and O under as at present.
Recommended Specification for 6oo-volt Direct Current Overhead Trolley Construction * (Engineering Manual Ds 2b)
HOLES ON SLOPES :
16. The depth of a hole on sloping ground shall be measured from the lower side of the hole; and in very steep slopes and in loose or otherwise doubtful material the depth [may] should be increased over the standard depth by an amount to be determined for each case on the ground.
concrete settings — size :
22. (a) Concrete settings shall have a diameter at least twelve (12) inches greater than that of pole, and shall completely fill pole hole to a level six (6) inches below surface of the ground. In parking strips the authorities may require the concrete to finish at this level, but such latter practice is undesirable.
(b) Wherever [practical] practicable the concrete from a level six (6) inches below the surface of the ground to a level six (6) inches
* Approved by both the Committee on Standards and the 1916 Convention.
Report of Committee on Power Distribution 75
above the surface of the ground shall be smoothly finished to a diameter eight (8) inches greater than that of pole, and from the upper levei shall slope up to pole on an angle of forty-five (45) degrees.
ANCHORS IN EARTH :
30. (a) Anchors in earth shall consist of a wooden deadman and guy rod, the deadman at least four (4) feet long[,] and six (6) inches thick, and having a cross section not less than forty-eight (48) square inches, buried at least four (4) feet below the surface with not less than two (2) feet of rock, if reasonably obtainable, well packed into hole, the earth filling above thoroughly tamped, the guy rod passing through the center and lying in the direction of the pull of the guy.
(b) Patent anchors of holding capacity equal to the breaking strain of the strand [to be used with them] required, and having rugged parts sufficiently large to allow a reasonable amount of corrosion without reduction in holding capacity, may be used in place of rod and deadman where conditions are favorable.
ANCHORS IN ROCK :
31. (a) Anchors in rock shall consist of eye-bolt securely leaded or sulphured for entire length of shank in [the] a hole one-eighth inch larger in diameter than bolt, and inclined at right angles to pull of guy.
{b) In rock of sufficient strength to safely withstand the action mechanical wedge type eye-bolts may be used, and the lead or sulphur omitted. Wedge bolt holes must lie in direction of pull of guy, and be of same size and shape as gripping body of assembled wedge bolt.
GUY [PROTECTION] MARKERS:
36. Guys located where there is a liability of persons or animals running into them shall be made conspicuous by a piece of pipe two (2) or more inches in diameter and six (6) feet long, painted white and slipped over guy, resting on anchor rod eye.
TROLLEY WIRE [guy] ANCHOR — LOCATION:
60. In bracket construction trolley wire guys shall be installed at the ends of curves and on long curves and tangents at equal intervals as nearly as possible but not to exceed fifteen hundred (1,500) feet.
FEEDER SUPPORT :
76. On tangents feeder shall be carried by single arms having insulators on wood pins; on angles less than ten (10) degrees by single arms, and on angles greater than ten (10) degrees by double arms, in either case having porcelain . or equivalent insulators on metal pins.
76
Engineering Association
LIGHTNING ARRESTERS^ — GROUNDS :
85. (a) Line Lightning arrester ground wires shall be connected to a good earth ground; and [also] to the track rail, except that [under the following conditions:]
(1) Where the current flow (see note) on the connection from track to earth would exceed an average of one-quarter ampere during any twenty-four hour period, and
Note.— In checking up this current flow, the algebric sum of currents flowing first in one direction and then in the other, shall be used m determining the current flow. It is assumed that a resultant of more than one-quarter ampere average in cither direction should be avoided.
(2) Where alternating current track circuit block signals of the double rail type are used, the connection to the track rail should be omitted.
(b) Earth grounds shall be secured as follows:
(1) Where permanently moist earth is assured at reasonable depth the ground may consist of a one-half (y2) inch pipe driven at least three (3) feet into the moist earth.
(2) Where there is doubt as to the condition of the soil, exca- vate. If permanently moist earth is reached, install pipe ground; if otherwise, install a flat coil containing forty (40) lineal feet of solid number four (No. 4) [bared] bare copper wire bedded in not less than seven (7) cubic feet of charcoal.
(c) Particular care must be taken to ensure that the ground is effective ; unless a good ground is secured the arrester cannot give protection.
The Committee desires to express its appreciation of the assistance rendered by Messrs. G. D. Young, A. L. Clark, J. H. Clark, H. B. White and W. M. Shorthouse in the preparation of the drawings and text.
THIRD-RAIL CONSTRUCTION
One of the subjects assigned to the Committee on Power Distribu- tion to report upon was a consideration of various types of third-rail construction with description, and with a view to preparation of specifications. Accordingly your Committee has investigated the sub- ject and the report follows; we do not believe that it would be advisable to attempt the preparation of detailed specifications covering third rail construction.
The contact system in electric railway work is the connecting link between the stationary power generating and distributing system and the moving unit within which the energy is utilized. It consists in general of two parts, the stationary distributing device and the moving collecting device. The former is a practically continuous bare con- ductor following the alignment and in a fixed relation to the gauge of the track; the collecting device is a rolling or sliding contactor attached to the moving unit and making connection with the con- tinuous bare conductor.
Report of Committee on Power Distribution • 77
For the purpose of keeping it out of the way and for safety the bare conductor in the earlier systems was placed overhead and consisted of a wire of small cross-section, under which rolled a wheel carried on the moving unit. This device was of course satisfactory for the relatively light loads and slow speeds of ordinary city and short interurban service which was the class of service in which electric propulsion was first used, but soon electrification was extended to systems operating heavier cars at higher speeds and over greater distances. This necessitated larger motors and hence higher current densities at the collector, and when considered with the higher speeds, it was realized that the overhead collector as then used would not be satisfactory. In those days the idea of raising the voltage, and the use of catenary construction for heavy and fast traction was unthought of. Hence, the solution of this problem called for a system in which the continuous conductor would be of larger section than could be conveniently used overhead; and in which the collecting device was of such kind that contact with the continuous conductor was positive and not easily broken as in the Overhead system then in use.
The same consideration which necessitated the designing of a new contact system, namely heavy cars, long distances and high speeds, also necessitated that these roads be operated either overhead, under- ground, or if on the surface, on a private right of way. This fact made permissible the use of a heavy continuous conductor located but a very little distance above the track rail, since it was under these conditions reasonably safe, and the fact that a heavy section could be used in this location, made such a construction less expensive than overhead trolley reinforced by auxiliary feeders to an equivalent con- ductivity.
The handiest form of a large section conductor to the railway man was the ordinary " T " rail, and the first attempts were made using this as the continuous conductor and a contact device sliding on the head of the rail.
The earliest known device to embody the idea of a third rail system was one for which French patents were taken out back in the seventies. Later a somewhat similar device embodying these principles was patented in England, but these early attempts were crude and impractical.
The first practical use of this system was made in the year 1892, both in England and in the United States. There was, however, no collaboration between the inventors ; in fact the idea, while both embodying the use of a third rail, were worked out along somewhat different lines.
The patents for the first third rail device in the United States were taken out by Chas. H. McCloskey and Henry M. Brinckerhoff in 1892 and covered the use of a steel third rail placed outside the tracks as a positive conductor, the use of the track rail as a return and the
78
Buy in eering Association
use of a sliding shoe drawn by slotted links as the collecting device. These patents were first used on the Intramural Railroad at the Chicago World's Fair in 1893.
The European device consisting of a rail placed between the track rails with a sliding contact connected to the truck frame of the motor car, was put into commercial use at almost identically the same time on the Liverpool Overhead Railway. There was actually a few months difference in the dating of the original drawings, those of the Intra- mural being the earlier.
Third-rail installations may be divided roughly into three classifica- tions as to their point of contact with the collecting device; namely, overrunning, underrunning and side contact. The earliest installations were overrunning or top contact, in which the collecting device passed over and made contact with the open top of the third rail. This device, after a little experimentation, depended upon a gravity shoe, or a shoe whose contact with the third rail was due only to its own weight, and was exceedingly simple.
Fig. 1. Over Running Third-Rail In- stallation, Unprotected. Position of Third-Rail with Reference to Track- Rail, Third-Rail Section and Insulator as Used on Chicago Elevated Roads, Aurora, Elgin & Chicago Railroad and Boston Elevated Railway.
The first use of the third-rail system was upon the overhead roads where there was little or no danger of the public coming in contact with the rail, and in this service an unprotected rail, or a rail with board protection on one or both sides only was satisfactory.
Later when the use of this system was taken up by Interurban roads, for steam road electrification and for all roads in which there was more possibility of accidents to the public from coming in contact with this bare conductor, it became necessary to devise some better means for protecting the rail. Two methods of doing this were open,
Report of Committee on Power Distribution 7(J
Fig. 2. Over Running Third-Rail In- stallation. Position of Third-Rail with Reference to Track Rail, Third-Rail Sec- tion and Protection Provided, as Used by Long Island Railroad Co., and Pennsyl- vania Railroad Co.
the protection of the open top type by a top board cover, necessitating the use of a collecting device which would project into the slot on the side between the cover and the rail, or the turning of the rail so that the top could be protected by a board placed directly over it and thus necessitating contact upon the bottom or side.
Protecting the rail in - this manner also served to overcome another difficulty experienced in the winter months in some climates, the accumulation of ice and snow on the contact surface, which caused excessive arcing or even totally insulated the collector device from the rail.
Porcelain Insulator
Fig. 3. Under Running Third-Rail Installation. Position of Third-Rail with Reference to Track Rail, Third- Rail Section, Supporting Bracket and Insulator as Used on the N. Y. C. & H. R. R. R. — Philadelphia Rapid Transit Co.
8o
Engineering Association
Inverting the rail made it easy to protect not only the top but both sides of the rail, leaving only the bottom clear for contact with the collecting device. This method of construction is somewhat more costly than the overrunning type on account of the insulators which must be used. These consist of an iron bracket bolted or lagged to a long tie and must be high enough to hold an insulator below which the third rail is suspended. They must be rigid enough to bear the weight upon them without excessive vibration and on account of their shape this requires a somewhat heavy design. The board pro- tection is supported by these brackets or upon the third rail itself.
The underrunning third rail has the decided advantage of being self cleaning in stormy weather and is operated without trouble even when the rail is completely covered with snow.
The side contact is a very unusual one and is open to many objec- tions not to be made against either the top or bottom contact. It would seem to be difficult to maintain a good contact between the rail and the collecting device due to sidewise motion of the trucks. A side contact rail installation as used on the 1200 volt electrification of the Lancashire & Yorkshire Railroad between Manchester and
Fig. 4. Side Contact Third- Rail Installation. Position of Third-Rail, Third-Rail Section and Insulator as Used on Lan- cashire & Yorkshire R. R., Bury, England.
Bury, England, is shown in Fig. 4. It would seem that under climatic conditions such as exist in the northern part of the United States, that more difficulty would be experienced in the winter months with the collection of snow and ice in this slot, than was the case with the old unprotected top contact rail.
The first third rail was a standard " T " section adopted principally because it was the handiest thing to use at the time. Since that time " T " rail has been used extensively in various weights from 40 to 150 lb. per yard, and probably the majority of the third rail lines in operation today still use this type. The lighter weights were used extensively in the earlier installation, but were found to be not as
Report of Committee on Pozver Distribution 81
satisfactory as the use of heavier rail and have been practically abandoned except for use in yards. Here high conductivity is not necessary and the life of this lighter rail will be very long.
The greatest advantage of the heavier weights of rail lies in their increased conductivity which tends to eliminate a paralleling feeder system. If a feeder system is necessary even in spite of this, the most advantageous weights seem to be from 80 to 100 lb., which are heavy enough to give the necessary rigidity and yet not too clumsy for easy handling.
The length of rail used depends, to a large extent, on the same con- sideration. Even though a long rail (about 60 feet) reduces the bonding to be done, the excessive length, in rails of 80 lb. weight, or greater, makes handling difficult, and should be avoided.
There has been a great deal of experimentation with new and original sections for use as third rail. The two chief considerations were to produce a section which had a greater contact surface in proportion to its weight than had the ordinary " T " rail, thus giving a greater wearing surface and longer life, and to get a section which was more easily supported in an inverted position than was the ordinary " T " rail.
,-- 33 '"'^ 151b. Top Contact Top Contact
"e"
Fig. 5. Different Third-Rail Sections.
Fig. 5-" B " shows a rail which fulfills the first condition adequately as well as giving an exceptionally heavy section. Fig. 5-" C " is a design to meet the second condition and shows the rail used on the New York Central Railroad. The section shown in Fig. 5-" D " is that of the Philadelphia & Western Railway and was originally designed as an underrunning rail to fulfill both of the above con- ditions. Since that time it has been found necessary on account of local conditions to reverse this rail and operate it as an overrunning rail, in which position it operates equally well. The peculiar section
82
Engineering Association
of Fig. 5-" E " is that of the side contact rail of the Lancashire and Yorkshire Railway spoken of previously.
Just as the ordinary " T " rail was the first section so was the commercial Bessemer the first composition to be used for third rail. The specific resistance of the commercial Bessemer rail is from 10 or 12 to 1 as compared to copper, tests made in 1910 for the South Side Elevated of Chicago showing 11.00, 11.36, 11.40 and 11.88 respectively on various samples.
The conductivity of a rail depends on the percentage of manganese and carbon, the ordinary commercial Bessemer containing from 0.40 to 0.50 per cent carbon and as high as 0.70 per cent manganese. With the development of third rail installations, experiments were made with rail having a smaller carbon and manganese content than the Bessemer, making a rail of greater conductivity but softer.
Some of the compositions in use in this country are shown in the following table :
|
New York Elevated Railway |
New York Subway |
Albany & Hudson |
Chicago Metro- politan Elevated &A. E. & C. |
|
|
0.073 |
0. 10 |
0.090 |
0. 10 |
|
|
Manganese |
0.340 |
0.60 |
0.440 |
o.5S |
|
0.073 |
0.0s |
0.080 |
0.06 |
|
|
0.069 |
0. 10 |
0.088 |
0. 10 |
|
|
7-7 |
8.0 |
7.25 |
8.0 |
The rolling used on the Metropolitan Elevated has been in service for fifteen years, and although soft enough to give a conductivity compared to copper of 1 to 8, does not show any more wear than the ordinary commercial composition.
Some experiments have been made using a rail with a proportion of copper in its composition, but so far as known this has never been found practicable on account of its extreme softness.
There are certain disadvantages in the use of a soft rail, as the necessity for more careful handling in installation to prevent kinks which are very difficult to remove and may affect the alignment. Where rail weighing less than 80 lb. per yard is to be used, there is no advantage in the softer rail as additional conductivity can be gained by the use of a heavier rail. For weights above 80 lb. per yard, it becomes a question of which method of adding to the conductivity is the least expensive, using rail of greater conductivity, or larger cross-section, or by adding an equivalent conductivity to the paralleling feeder system. Where no copper feeder system is contemplated, the relative cost will be very much in favor of the increased rail con- ductivity, but where there is already a paralleling feeder system in
V. 82_a.
Report of Committee on Power Distribution 83
existence or contemplated, the balance will probably be in favor of adding to the feeder system, thus permitting the use of a rail designed from a purely mechanical standpoint.
In considering the conductivity of third rail the bonding must be given due consideration. That is, it must be remembered that the conductivity of the continuous rail is not that of the rail alone, but of the bonded joints taken in series with the rail proper.
For electrical purposes the third rail must be insulated by the use of materials adequate for the voltage employed. For low voltages of from 500 to 700 volts, impregnated wood, composition, porcelain and reconstructed granite have been used, but the latter two types have not been satisfactory where there is excessive vibration. This also applies to any insulators having parts bolted together. The impreg- nated wooden block seems to give satisfactory service with low initial and maintenance costs. It must be borne in mind, however, that a very large percentage of railroads having the lower voltage use a high grade porcelain, with the third-rail structure so designed as to permit the downward movement of the track and ties without bearing down the third real.
A large leakage surface is a necessity, to prevent current leaking across and burning during wet weather.
The insulator must allow a longitudinal motion of the rail for expansion or contraction but must hold it securely against lateral motion.
For voltages higher than 700 the impregnated wooden block becomes impracticable and recourse must be had to the more expensive and more fragile porcelain. Good results have been had by interposing a shock resisting material such as felt or canvas between parts of porcelain insulators, and breakage has thus been materially reduced.
The question of clearance is a much mooted one. A Stand- ard has been advanced jointly by the American Railway Association, the American Railway Engineering Association and the American Electric Railway Association, and is shown in Fig. 6. This standard has been adopted after careful study of the equipment clearances of the latest heavy traction installations, by able committees of these associations, and differs somewhat from the standardization Rules 774 and 775 of the American Institute of Electrical Engineers.
We would call attention to the fact, however, that the gauges and elevations given in these Rules (774 and 775) are the gauges used by certain electrified steam railroads of more or less recent electrification and no attempt has been made to point out that the gauges and elevations chosen are, in one instance those of a top contact third rail and in the other those of an underrunning third rail.
We would also call attention to the fact, that there are many third- rail roads in this country on which the gauge of the third rail varies between 14.375 in. and 32.0 in. and the elevation of third rail varies between 2.75 in. and 7.25 in. The higher and closer gauges are those
Engineering Association
of the earlier installations when lighter equipment was in use and the equipment clearance lines not so wide. On some of such roads steam railroad equipment is handled while on others it is not. By far the greatest mileage of third rail is not represented by the standard gauge of Rule 774 and the standard elevation of Rule 775.
Any standard which is likely to be adopted must have sufficient clearance for equipment at least as heavy as that now in use by the steam railroads.
It would seem that standards should be so designed for height that the collecting device could be changed from overrunning to underrunning or vice versa with the minimum of effort. This is particularly necessary in view of the recent steam railroad electrifica- tions, and the probability that these are only a beginning and that the next decade or two will see electrifications greater than all those now in operation.
Interchangeability of equipment necessitates a universal standard.
Much has been said about the continuous conductor of the contact system in this paper but little about the important collector device. This is a shoe or slipper which slides along the continuous conductor, no instances being known of a rolling collector on third rail.
The earliest type was a shoe sliding along the top of the third rail and held in good contact with it by a heavy coiled spring. It was made of a composition having a larger percentage of copper in it. It took only a few days' trial to prove that these shoes would wear out with such rapidity as to make them a prohibitive expense. Cast iron shoes were then tried, still retaining the spring to insure contact, but even these wore rapidly. The spring was then eliminated, and gravity alone depended upon to maintain the contact and this was very satisfactory. There was very little or no arcing and the life of the shoes was very long. This arrangement is still in vogue for overrunning unprotected third rail.
With protected overrunning, underrunning or side contact rail, the gravity shoe becomes impracticable because of the fact that entrance to the contact surface of the third rail must be made from the side and only a light contactor can be introduced. In such installations recourse must be had to a spring to maintain the contact but the pres- sure is made as light as possible to prevent excessive wear.
Cast iron is still extensively used as the material for shoes, as the frictional heat generated seems to have the effect of case harden- ing the surface of the shoe and long life is the result. Tool steel inserts are also made use of for the contact surface of the shoe.
The following brief bibliography and tabulation has been made in the most part from answers to a data sheet sent out asking the member companies and others using third rail to report upon their construction practice. From this tabulation it is readily seen that there is a large diversity of practice in this class of work throughout the country.
Report of Committee on Power Distribution 85
partial bibliography on third-rail construction
General
Third-Rail Construction :
See report of Committee on Electricity.
American Railway Engineering Association (1911).
Electric Railway Journal, Vol. 37:12:499 — {March 25, 191 1) Protected Third-Rail, Design for. By S. G. Redman.
Electric Railway Journal, Vol. 42:2:89' — (January to, 1914) Equipment Defects of Third-Rail Contact Shoes. By C. W. Squire, Elect. Engr.
Electric Railway Journal, Vol. 43:18:993- — (May 2, 1914) Xew York, Westchester & Boston Railway. By R. R. Potter, Supt. Equipment. Detachable third-rail contact shoe. Electric Raihvay Journal, Vol. 43 :20:1102 — (May 16, 19 14) Pure Ingot Iron for Third-Rails. Tests Made by the American Rolling Mill Co. Electric Railway Journal, Vol. 43:23:1286 — (June 6, 1914) Electrical Engineers Equipment Co., Chicago, III. Third rail cable and bell designed and placed on market. Electric Railway Journal, Vol. 45 :J 1343 — (February 13, 1915) Suggested High Voltage Third-Rail Construction. By A. H. Tracy.
Electric Railway Journal, Vol. 45:10:469 — (March 6, 1915) Central California Traction Co., Stockton, Cal. Receivable plate of third-rail under running contact shoe. Electric Raihvay Journal, Vol. 42 :13:506 — (September 27, 1913.) Northwestern Pacific Railroad, Sansilito, Cal. Third-rail con- struction.
Elctric Raihvay Journal, Vol. 46, p. 539 — Sept. II, 9115.
(Convention issue) Metropolitan West Side Elevated Railway Co., Chicago, III. Sleet removing device for third-rails in Chicago. Electric Railway Journal; Vol. 39:8:312 — (February 24, 1912) Top contact unprotected third-rails for 600 volt traction system.
By C H. Jones, Asst. Elect. Engr. Presented at 32nd Convention A. I. E. E. L'eer Park. Electric Railway Journal, Vol. 46 :2 :55. (July io, 1915)
Northwest Power Station Railway Co. of Commonwealth Edisox Co., Chicago, III. Electric Railway Journal, Vol. 40:17:946 — (November 2, 1912)
86
Engineering Association
Michigan and Chicago Railway. Third rail construction on 2400 volt line.
Electric Railway Journal, Vol. 44 :g 1376 < — (August 29, 1914) Electric Railway Journal, Vol. 46:24:1154 (December 11, 1915) Electric Railway Journal, Vol. 45:25:1146 — (June 19, 1915) Detroit Central Railroad, Detroit, Mich. Third-rail construction (Detroit River Tunnel). Electric Railway Journal, Vol. 37:2:66 — (January 14, .1911.} Long Island Railroad, Jamaica, N. Y. Third rail shoe fuse.
Electric Railway Journal, Vol. 37:23:1006 — (June to, 1911) New York Central & Hudson River Railroad Co. Third-rail Con- struction, electrified zone. Street Railway Journal, Vol 26:10:336. (September 2, 1905)
Street Railway Journal, Vol. 28:15:573. (October 13, 1906)
New York State Railways (Oneida Lines), Utica, N. Y. Method of removing snow from under running third-rail. Electric Railway Journal, Vol. 45:10:469 — (March 6, 1915) Pennsylvania Tunnel and Terminal Railroad, New York, N. Y. Third-rail construction. Electric Railway Journal, Vol. 37:22:959 — (June 3, 1911) Lackawanna & Wyoming Valley Railroad, Scranton, Pa. Third' rail construction. Electric Railway Journal, Vol. 37:10:415 — (March 11, 1911) Philadelphia & Western Railway, Upper Darby, Pa. New third rail contact shoe. Electric Rail-way Journal, Vol. 40:7:248 — (August 17, 1912) Philadelphia Rapid Transit, Philadelphia, Pa. Third rail shoes.
Electric Railway Journal, Vol. 37:21 :923 — (May 25, 1911) Lancashire & Yorkshire Railway, Lancashire, England. Third rail construction.
Electric Railway Journal, Vol. 46:4:155. (July 24, 1915)
Electric Railway Journal, Vol. 46:23:1108. (December 4, 1915) Electric Railway Journal, Vol. 46:23:1124. (December 4, 1915)
Report of Committee on Power Distribution 87
THIRD-RAIL CONSTRUCTION
Key to Companies
California :
1 Northern Electric Railway Co., Sacramento.
2. Northwestern Pacific Railroad Co., San Francisco.
3. Central California Traction Co., Stockton.
Illinois :
4. Aurora, Elgin & Chicago Railroad Co., Aurora.
5. Metropolitan West Side Elevated Railway Co., Chicago.
50. Northwest Power Station, Commonwealth Edison Co., Chicago.
Maryland :
6. Baltimore & Ohio Railroad Co., Baltimore.
Massachusetts :
7. Boston Elevated Railway Co., Boston.
Michigan :
8. Grand Rapids, Grand Haven & Muskegon Railway Co., Grand
Rapids.
9. Michigan Central Railroad Co., Detroit. ga. Michigan United Railways Co., Jackson.
New Jersey :
10. West Jersey & Seashore Railroad Co., Camden.
New York :
10a. Albany Southern Railroad, Albany.
11. Hudson & Manhattan Railroad Co., New York City.
12. Interborough Rapid Transit Co., New York City.
13. Long Island Railroad Co., Jamaica.
14. New York Central Railroad, New York City.
15. New York State Railways Co., Syracuse.
16. Pennsylvania Railroad Co., New York City.
17. Brooklyn Rapid Transit Co., Brooklyn.
Ohio :
18. Scioto Valley Traction Co., Columbus.
Pennsylvania :
19. Philadelphia Rapid Transit Co., Philadelphia.
20. Wilkes-Barre & Hazelton Railroad, Hazelton.
21. Lackawanna & Wyoming Valley Railway Co., Scranton.
22. Philadelphia & Western Railway Co., Upper Darby.
88
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