number of incandescent lights in a car, obtain the best lighting effect, remove the annoyance of an oil head light and the labor attending its use, and at the same time it facilitates changing ends of car at a terminus. The cost of lighting by this method need not exceed one-half a cent per hour, or four cents per car per day, estimating that a car will burn its lights eight hours on the average.

The third method, that of using gas, is to-day the most successful and agreeable method of lighting steam railways, and has been adopted by some of the cable railways; I cannot speak from experience on this manner of lighting, but would say it should cost no more to operate than by using oil lamps, the greatest difference being the interest on cost of equipping cars and installing the plant at the car station which supplies gas under pressure to the car.

The need of good light in cars is a question of considerable importance, not only to assist employees to better attend to the wants of passengers and their duties, but to make the cars prominent on the streets and thus attract traffic, and to some extent enable the better lighted road to be operated with fewer accidents.

In conclusion I would say that it is the opinion of your committee that the best system of heating and lighting street-railway cars is:

For heating-The use of a primary heater or stove.

For lighting-The use of such lights as can be secured in connection with the application of electricity as a motive power, or a reliable gas system, for example the Pintsch, on cable railways; this last provided it can be operated economically.

Respectfully submitted,

G. F. GREENWOOD,

Committee.

ACTION CONCERNING THE FOREGOING REPORT.

On motion, the report was received and ordered to be entered in full in the minutes.

COMMITTEE ON STANDARDS FOR ELECTRIC STREET-RAILWAYS CONTINUED.

The President: The Report of the Committee on Standards for Electric Street-Railways is next in order. Mr. Crosby is the chairman of the committee.

Mr. O. T. Crosby: I can only move a vote of censure on the Committee on Standards. In this matter, I know I shall have a second very readily. I simply have to say that the report has not been reduced to writing, and that I have scarcely conferred with my fellow-members on the Committee. There has been so great an interest in standards of value this year, that all other standards have seemed to dwindle in importance. While this is not a proper excuse for the neglect I have shown in the matter, still I have to

ask the pardon of the Association for that neglect. I have been out of the country part of the time, and there have been such interesting things going on when I have been in the country, that I have not gotten around to the report. I hope the Association will overlook this failure.

The President: I understand that it is the desire of the Association that the Committee be continued another year. No objection being made, such will be the case.

LETTER FROM THE COMMITTEE ON "CAN THE T RAIL BE SATISFACTORILY USED IN PAVED STREETS?"

The Secretary read the following letter from Mr. C. Densmore Wyman, the Committee on "Can the T Rail be Satisfactorily Used in Paved Streets?"

OFFICE OF THE ELECTRIC LAUNCH AND NAVIGATION CO.,)
WORLD'S COLUMBIAN EXPOSITION,

MY DEAR MR. RICHARDSON :

CHICAGO, Ill., Sept. 27, 1893. )

I regret very much that I have no manuscript to send you on the topic of the use of the "T rail in cities.

Since April last I have been at sea, upon the tempestuous waters of the lagoons and canals of the World's Fair and have not been ashore long enough to get down to the study of anything like the permanent way of a railroad. Boats, not cars, have been running in my head, and though I have many times trimmed sheets and sought by a long tack to make a quiet port, where at leisure I could think of and write concerning the topic assigned me, adverse winds of responsibility have soon called me to the bridge and my ship has been again turned about, making for the open sea of business and active exertion for our company.

Dropping similes, I have been too busy to write anything worthy of presentation at the Convention, and though the work of getting material was promptly entered upon by me when notified of my appointment, my duties here, undertaken after the work upon the paper was begun, have kept me so constantly employed that I cannot send anything fit to read. I very much regret the fact, but so it is. At the same time I feel sure that the topic once thrown into the arena as open to general discussion, will find many among the members present who will say much that is new and interesting upon it, and make it more fruitful than I could by means of any written paper.

I trust the Convention will be in every way a most enjoyable one, and I am exceedingly sorry not to be able to be with you.

Very sincerely yours,

C. D. WYMAN.

Secretary, Am. St.-Ry. Association.

MR. WILLIAM J. RICHARDSON,

DISCUSSION FOLLOWING LETTER.

The President: Is there any gentlemen present who will discuss the subject of laying T rails in paved streets?

REMARKS OF MR. JOEL HURT.

Mr. Joel Hurt, of Atlanta: Having much interest in the subject of laying T rails, and anticipating considerable pleasure in hearing a discourse on this matter, I have brought with me some drawings of streets where this rail has been laid and afterwards paved with blocks. The question was largely discussed at the last meeting, without any satisfactory solution as to the best way of paving having been offered. I would like to have any gentleman connected with the Association, or others, who are interested in a Trail, see these photographs, which I will bring to-morrow from the hotel. We have laid the T rail in our city of Atlanta on a number of the streets. It has now grown to be the popular rail, and I will say that the driving on the street is less interfered with by that rail than where any other rail is laid. We pave directly up to the rail, and it makes a beautiful street. It has been laid nearly a year now. So far we are very much pleased with it. We lay the rail on a hard pine stringer 5x6, on cross ties, six inches deep, seven feet long, and eight inches wide. This makes a very

satisfactory foundation and roadbed.

REMARKS OF MR. STRATHEARN HENDRIE.

Mr. Strathearn Hendrie, of Detroit: May I ask if there is a representative of the Windsor Street Railway Company, of Ontario, which has recently become a member of the Association, at this meeting. I think there is a man here from Windsor who can tell us about paving with wooden blocks up to a Trail. I can simply say that they have done the same thing in Windsor, paving up against a 56 lb. T rail, placed on chairs, with wooden blocks and they made a beautiful job of it. The block on the outside of the rail was notched on the bottom, and the block placed on the inside of the rail was also notched at the bottom, and sawed off to slant at the top, so that three inches from the rail the top of the block is level with the rail, and then runs down towards the rail at a slant, being one inch below the top of the rail, alongside of the latter. The street is in good shape.

REMARKS OF MR. M. F. BURKE.

Mr. M. F. Burke, of Terre Haute: We have used brick for paving along side the T rail; used a special rail, called the shanghai rail, which is five and three-quarters inches high. Our ties are laid on crushed stone; that is what we have put in heretofore. We are now laying them on a concrete made of the same material, with cement. We think this form will give better service. The brick pavement being laid up alongside the rail has proved all right, with the exception that the crushed stone foundation was thrown in too loosely between the ties, and when we had a rain storm, the pavement would show signs of sinking. The ties were all right; they remained where they were. It was the pavement between the ties. It showed such a depression as to be noticeable, on account of the bricks being washed by the rain. In all other respects the track we laid with brick pavement has been satisfactory to the street-railway company. It has kept in excellent condition. The bricks on the inside are shaped for the flange of the wheel to run in, and give no trouble. We have a street paved with asphalt. We tried to use common every day paving brick at first on one of the streets, but that did not prove as satisfactory as the Hayden block made especially for that kind of pavement. We use the Hayden block on the outside of the rail, and also on the inside, making room for the flange of the wheel on the inside, by laying the blocks just far enough away to give clearance room from the side of the block to the head of the rail. The last style has proved very successful, and vehicles go over it, and pass back and forth inside of it, without any trouble; and we have never had any trouble with that kind of pavement. As far as the street-railway company is concerned, it has been satisfactory to them.

Mr. Browning: Did the carriage wheels cut it out any?

Mr. Burke: No, sir; we have not noticed any deflection or breaking off. We have noticed that where there was a defective brick put in, this brick would give way and break off; but this can be remedied by the proper material being put in the track in the first place.

Mr. Browning: Do you put anything in between the track and the rail?

Mr. Burke: We fill the bottom part of the track with a concrete of sand and gravel and cement for about two or two and a

half inches from the flange of the rail, and fill in on top with a residuum of asphalt. That is what we used on the asphalt street. On the streets where the brick pavement is used, we turned them in such shape that it was not necessary to put in anything there. They fit against the head and web of the rail. On one or two occasions, in dry weather, during last winter, when we had high winds for a few days, and no sprinkler being used on the streets, on account of freezing weather-we suffered from the disadvantage of not having a sweeper-the dust gave us some bother. It filled in the place where the flange would run, and accumulated to such extent that it retarded the progress of our cars, from the fact that the current could not get back to the rail.

Mr. Wm. Richardson: I notice the gentleman states, with some emphasis, that the result was very satisfactory to the railroad company. I should like to know how it was to the party of the second part-the public?

Mr. Burke: In relation to that, I will state that it was satisfactory in this way, that we have not been put to one cent of expense in keeping up repairs on the street that was paved with brick. Of course, we had to pay our share of the paving on that street, which was not very satisfactory to us at first, but as we were trying to give satisfaction to the public, we accepted the conditions imposed upon us; and everything afterwards proved satisfactory.

Mr. Wm. Richardson: Can other vehicles use that track?
Mr. Burke: Do you mean to roll along in?

Mr. Richardson: That is it, exactly.

Mr. Burke: Yes, sir; they can. There have only been two ca ses that I know of where wheels have come off in crossing that track. In these cases they were wagons overloaded with green hi des. One of them occurred in the guard rail of the curve. We use Trail on the curve. The driver tried to turn too quickly, and there being excessive weight on a very small axle, it broke off. The other case occurred on a curve where the street diverged from a straight line. It was not an exact curve-but it was a short curve. The drivers in both cases admitted that they turned out too abruptly, and they admitted that there was no liability on the part of the company.

Mr. Browning: Is your track gauge the same as the wagon gauge?