[Trade Journal]
Publication: Arnold Bulletin
Chicago, IL, United States
no. 17, p. 3-11, col. 1-2
THE ELGIN AND BELVIDERE
ELECTRIC RAILWAY.
THE formal opening on February 2, 1907, of the interurban line between Elgin and Belvidere, Ill., brought into the electric railway field a high-speed line that has exceptional opportunities for developing a rapidly increasing through traffic in the territory served by it and by the lines with which it connects. This new line is the property of the Elgin & Belvidere Electric Company and extends from Elgin in a northwesterly direction to Belvidere, a distance of 36.5 miles.
ROUTE AND CONNECTIONS.
As shown on the accompanying map the road connects at Elgin with the Aurora Elgin & Chicago Railway (the third rail line to Chicago), also with the trolley line operated by the same company extending to Aurora and connecting with other roads to points beyond. At Belvidere connection is made with the Rockford & Interurban Railway operating west from Rockford to Freeport. From Rockford, the Rockford Beloit & Janesville Railroad operates a line north which will afford a direct route to Madison when extended. A short extension from Marengo may possibly be built northward to Harvard, thus making connections with the Chicago Harvard & Geneva Lake Railway, affording transportation to Geneva Lake from Chicago and intermediate points.
The region through which the Elgin & Belvidere Railway and its immediate connections pass is a well settled and prosperous community and offers opportunities for a large passenger and freight traffic. Between the terminal cities of Elgin, with a population of 23,900, and Belvidere with 9,000, there are located along the route nine other cities and villages. The population on and immediately tributary to the Elgin-Belvidere line is estimated to be 52,000, while an additional population of at least 250,000 made accessible by the connecting lines previously mentioned will provide the company with a passenger traffic basis of about 300,000.
A good freight business is also expected and stub-end sidings will be built at crossroads at convenient distances apart. The most important dairy interests of Illinois lie to the west of Elgin. The plant of the Borden Condensed Milk Company is located close to the right of way at Marengo and a heavy daily shipment of milk is expected. With the exception of short stretches through the several towns the electric road closely parallels the steam line of the Chicago & Northwestern Railroad and occupies an adjacent right of way for the greater part of the distance.
TRACK CONSTRUCTION.
Except in the cities and towns the line is built entirely upon private right of way 50 ft. wide. The country traversed is comparatively level and for the most part the grading has been light. There are several long tangents, one extending west of Gilberts for a distance of over 7 miles, which will aid in maintaining a fast schedule. A maximum grade of two per cent has been maintained and curves of long radius are used outside of the towns. The track has been placed far enough to one side of the center of the right of way to allow the construction of a second track.
A rather serious engineering difficulty was encountered at a point on the line about a quarter of a mile west of Gilberts. The soil at this point consists of a crust of peat about 7 ft. thick covering a marsh some 40 ft. deep. The roadway over the marsh is in fill and it was found after a considerable quantity of earth had been placed that the crust sank under the weight and forced up the earth at the sides of the embankment a distance of several feet. The pressure was so great as to cause the telegraph poles and fence posts on the Chicago & Northwestern right of way to be raised some little distance from their normal position. A considerable quantity of earth has been deposited in this sink hole and it is now believed that a firm foundation has been secured.
The standard roadbed has a width at grade line of 14 ft. on enbankments for single track, and a width of 27 ft. at sidings. In excavations the width of the roadbed at grade line is 18 ft. for single track and 31 ft. at sidings, this including ditches. The ballast on private right of way is of gravel to a depth of 6 in. below the ties. It is brought to the top of the ties at the center of the track, and sloped to an elevation 2 in. above the bottom of the tie at the end of the tie and dressed to a curved line intersecting the sub-grade 2 ft. from the end of the tie.
The track is of 70-lb. T-rails, 33 ft. in length. The joints are staggered and fitted with 4-bolt, 22-in. Weber splices. The ties are of tamarack, hemlock and cedar, and are spaced 17 to each 33-ft. rail. The minimum sizes for tamarack and hemlock is 6 in. by 8 in. by 8 ft., while of cedar the minimum is 5-in and 6-in. face and 7-in. thickness. All curves are fitted with a guard rail of the same section as the running rail. Turnouts have split switches and No. 3 spring frogs, guarded; and at through turnouts spring switches of the same description are used. The rail joints are bonded with one bond of the Ohio Brass Co.'s spectacle type, 11/4 in. long, soldered to the web of the rail, and of 0000 capacity. At intervals of 1000 ft. 0000 cross bonds connect the opposite rails. The right of way is fenced with woven wire fencing of the American Steel & Wire Co. In height, the standard is 45 in., eight wires, with one strand of Glidden two-point barbed wire on the top. Wing fences at cattle guards are of frame construction, of 1-in. by 6-in. boards. The standard posts are 4 in. in diameter at the top, 7 ft. long, with 2 ft. 6 in. in the ground. On straightaway fencing braces are provided four to the mile, these being of No. 9 wires twisted. The posts at these points are 5 in. in diameter, 8 ft. long and 3 ft. 6 in. in the ground.
BRIDGES AND RAILROAD CROSSINGS.
One of the most interesting features in the construction of this road is the ribbed concrete steel bridge over the Kishwaukee river near Belvidere. This bridge was constructed by the Strauss Bascule & Concrete Bridge Company of Chicago, of which Mr. J. B. Strauss is president. Mr. K. Hojgaard was the engineer in charge of construction. The company has devised a novel method of erecting reinforced concrete arches which does away with the usual false work and wooden centering and this bridge is the first one built by this method. The form of ribbed arch used, the method of erection and the several appliances employed in connection therewith, were invented by Mr. Strauss and are covered by patents owned by the Strauss Bascule & Concrete Bridge Company.
The bridge is a single-track structure comprising four 872-ft. arches with a solid-ballasted floor throughout. There are two ribs, each 24 in. thick, 2 ft. 8 in. deep at the crown and 4 ft. 2 1/2 in. deep at the haunches exclusive of the concrete-steel forms. With the forms the thickness is 30 in. and the depth 3 ft. and 4 ft. 6 1/2 in. respectively. The ribs are connected by eight diaphragms for each span, each 21 in. thick. On top of the diaphragms are placed cross-walls 12 in. thick which, together with the spandrel walls which are 12 in. thick, carry the floor slabs. The floor slabs are 6 in. thick and a curb is provided which forms a bed for the ballast. The piers are of the usual type of construction and the abutments are ribbed to correspond with the arches.
The erection was carried on by means of a system of sectional concrete-steel forms. These forms are trough shaped and open at the ends and top. The sections are about 5 ft. in length, the sides are 3 in. thick and the bottom 4 in. thick. The sides and bottom are reinforced with steel and a satisfactory bond is secured by means of steel rods extending from the forms into the core. Each arch rib is made up of 17 of these forms.
In placing the forms in the arch two gin poles were erected, one at each end of the span and anchored back to the nearest pier or to a point on the bank. The sectional forms were then swung in place by a traveler and the two ribs erected simultaneously, starting from each haunch and working toward the center. Each section was supported on the adjacent section and by a guy line back to the gin pole. These guy lines were each provided with an adjusting mechanism so that any one section or all could be raised or lowered as required. With the placing of the keystone the skeleton arch thus formed became self-sustaining.
When the entire bridge had thus been built in skeleton outline the steel reinforcements and concrete core were placed in position. As the concrete was applied the arch adjusted itself gradually to its final form, the joints between the sections were closed up and properly pointed and the concrete was left to set. The superstructure was next completed in the usual manner by using wooden forms for the mandrel and cross-walls and floor slab.
In order to observe the settlement of the arch ribs caused by the dead weight of the structure elevations were taken at the crown of each arch rib before and after placing the concrete and before the concrete had hardened in the arch ribs and diaphragms. It is interesting to note that the average settlement proved to be less than 0.5 in. and that after the walls and floor were concreted the uniform settlement was but 0.34 in., which corresponded in effect to a live load of 3,200 lb. per lineal foot. It was also observed that the settlement occurred immediately after the concrete was placed and before it had set. No settlement was observed at the piers and abutments.
Although the method of erecting the arch ribs was employed here for the first time, the entire superstructure of the bridge, including walls and floor, was completed in the course of 30 days, not-withstanding the fact that there was serious delay in getting sufficient labor. It is not probable that this result could have been obtained with the ordinary method of building arches by means of wooden centering.
The bridge was designed for a live load of 1,800 lb. per lineal foot and will carry a train of two 40-ton cars with a factor of safety of five. The track over this bridge is ballasted with 6 in. of crushed rock.
At a point near Almora there is an under-crossing with the Chicago Milwaukee & St. Paul Railroad. This is a concrete culvert with an opening 43 ft in length, 14 ft. wide and 20 ft. high with wing walls at either end. The trolley, telephone and low-tension feeder lines are carried through the culvert. The trolley is carried on mine hangers set in wooden troughs. The low-tension and telephone lines are carried on brackets set into the side walls. The high-tension line and ground wire are carried above the steam tracks and the telegraph wires on poles set in sockets in the concrete of the culvert.
The standard adopted for bridging and trestle work includes, in general, pile bents 16 ft. center to center, four piles to the bent. These are capped by 12 by 12-in. timbers, carrying two chords of two 8 by 16-in. stringers each, in 32-ft. lengths and broken joints. Every sixth bent on trestles is fitted with a pole support. Ties on trestles are 6 by 8 ins. by 10 ft. Guard rails are 6 by 8 ins. in size, dapped to the ties, lap-jointed, and all drift bolted and spiked. Wooden culverts are 12 by 12-in. timbers in the side walls stepped back at the ends to a slope of 1½ horizontal to 1 vertical. They are covered by 12 by 12-in. timbers dapped upon the inside to take the thrust of the side walls. All timbers mentioned are yellow or white pine except the 8 by 16-in. stringers which are of fir. Piles are of white oak, burr oak, cedar or cypress, and the minimum size is 8 in. at the small end and 12 ins. at the butt. In sinking them they were driveen [sic] driven until a blow from a 2,000-lb. hammer at a height of 25 ft. produced a movement of only one-half inch. The standard tile drains are of 12-in., 15-in., 18 and 24-in. vitrified clay pipe, and they are generously placed to care for the maximum amount of moisture. In wet cuts 4-in. farm drain tile are laid at a depth of 3 ft. beneath the outside ditches.
TRANSMISSION LINE.
Energy for operation of the line is obtained from the electrical system of the Aurora, Elgin & Chicago R. R. The Clintonville substation of that road is located 334 miles south of Elgin, and at that point the transmission system of the Elgin & Belvidere road receives the power. The distribution system, which is shown diagrammatically in the accompanying illustration, Fig. 6, includes as its principal element a high-tension transmission system which carries the 3-phase alternating current at 26,400 volts to the substations at Gilbert's, Union and Garden Prairie, approximately ten miles apart. At these substations the current is transformed to 600 volts direct current, and distributed along the trolley wire through low-tension feeder wires as shown in the diagram. The typical arrangement of the overhead system is shown in the accompanying illustration of the standard pole, Fig. 7. Fixed to the extreme top of the pole is the ground wire. The two upper cross arms carry the high-tension wires; and the lowest cross arm carries two telephone wires and the low-tension feeder. This arrangement, while standard, is departed from on those parts of the line where the full complement of wires, as named, is not required. Moreover, in passing through cities, the bracket-arm construction as shown is abandoned for span wire suspension. At these places, one line of poles carries the wires arranged approximately as shown, while the opposite pole line is of shorter poles and serves only to support the span wires. Through the streets of Marengo, where the span wire suspension is used, the pole line which carries the high-tension system is of 60-ft. poles, 8 in. diameter at the top, these being the largest used on any part of the system.
The standard pole where the bracket-arm suspension is used varies between 30 and 40 ft. in length, and is of cypress, 7 in. in diameter at the top. All poles are roofed on the top and the roof painted one coat. The poles used in the cities are painted one coat before erection and one coat afterward. The poles are spaced 100 ft. apart, and are set 7 ft. in the ground. They are placed 7 ft. from the center line of the track and are set vertical on straight line, but on curves up to 3 degrees they are given a slight rake in order to draw up to vertical. On sharper curves the poles are braced. The poles are freely guyed at corners and curves and, even on straight lines, head guys are located at intervals. The cross arms for the high-tension wires are of southern pine, 334 by 5 in. by 6 ft. The lowest cross arms, which carry the telephone wires and the feeder, are 3 1/4 by 4 1/4 in. by 5 ft.
The high-tension conductors are three No. 6 copper wires, carried on the two upper cross arms, and their arrangement thereon varies between the four insulators as shown in Fig. 9. The wires are transposed to make two complete turns between Garden Prairie and Union, three between Union and Gilberts and two between Gilberts and Clintonville. In effecting this the wires are led successively onto the vacant insulator on the cross arm, the arrangement taking four successive positions as shown in the diagram. The insulators which support the high-tension wires are of chocolate colored glazed porcelain, Locke No. 408-A, designed for the voltage carried and tested to 70,000 volts. They are made in two pieces cemented together and are 8 in. in diameter and 7 in. high, with the groove for the conductor at the top.
An interesting detail of the transmission system is the provision of the ground wire along its entire length, and the effective arrangement for grounding it at frequent intervals. The ground wire consists of No. 6 solid galvanized iron wire. It is attached to the pole by a lag screw driven vertically into the apex, being held between washers under the head of the screw. At every fifth pole to provide for grounding of the wire, a strip of No. 22 galvanized band iron 3/4-in. wide is held at the end beneath the lag-screw washer and led down the pole. It is securely fastened to the pole by nails at 18-in. intervals and comes to an end at the lower extremity of the pole. The ground strip is there riveted to bands of galvanized iron which encircle the base of the pole a few inches apart. At the poles where the ground strip is attached to the ground wire, a piece of No. 6 iron wire is tied to the lag screw at the top of the pole and left with the end loose and extending upward 6 in. At the points of transposition the ground wire is supported some inches above the top of the pole by an extension provided for the purpose, this being done to insure proper clearance between the ground wire and the high-tension wires. All guys which extend to within 6 ft. of the ground are connected to the ground wire.
Lightning arresters are installed on every twentieth pole in the position shown in Fig. 7. These lightning arresters are of a type designed for 600 volts direct current and are mounted in weather-proof boxes. The ground wire from the arrester is No. 6 B. & S. copper wire, and it is led down the pole along the ground strip and soldered thereto by an effective fastening. At the foot of the pole the ground wire passes into the ballast under the track and connects with a 0000 cross bond attached to both rails. At the Kishwaukee river and at two other points on the line ground plates of 1/8-in, sheet copper, 12 by 24 in. in size, are buried in the embankment below water level, and connected by No. 0 copper wire to both the ground wire and the rails. The Garton-Daniels Company, who furnished the low-tension lightning arresters, gave the assurance that by virtue of the ground wire and the ground strip, as above described, efficient protection from lightning effects could be secured with the use of only 50 per cent of the number of arresters that would otherwise be required.
SUBSTATIONS.
The three substations along the line, as has been mentioned, are located at Gilberts, Union and Garden Prairie. The structures provided for this purpose are approximately similar, and the type of building may be seen in the illustration of the substation at Union, Fig. 14. The plan and elevation of the typical building are also shown in Figs. 10 and 13. The substation at Gilberts, while in arrangement similar to the others. has some additional features in that a part of the building is two stories high and the main floor is materially enlarged. This building was in part remodeled from a structure already on the site. The substations are built of brick on concrete foundations, with concrete floors and roofs. The concrete floor is composed of one part of cement to three parts of sand and five parts of crushed stone, and it is laid upon 8 in. of gravel and finished on top with 1 in. of top dressing. The roof is of cinder concrete, one part cement to three parts sand and five parts cinders, and it is water-proofed by hot pitch and three thicknesses of felt roofing. A foundation plan of the substations at Union and Garden Prairie, shown in Fig. 13, illustrates some features not shown in the vertical section. The main portion of each substation is 29 ft. 3 in: by 30 ft. 5 in. and in the rear is an extension 11 ft. 8 in. by 25 ft. 7 in., extending 16 ft. above the ceiling of the main portion of the building.
In the accompanying illustration of the substation at Union, Fig. 14, may be seen something of the method used to bring the high-tension wires into the substation. At a point opposite the substation, two poles are set 15 ft. apart with the cross arms turned to an angle of 45 degrees with the usual plane of the cross arms. From these cross arms the high-tension wires pass directly and without other support to the insulators fixed on the bracket on the wall of the substation, thence passing through a tubular insulator set into the wall of the substation. The pole span adjacent to the 45-degree poles is shortened from the usual length 9212 ft., and guys are provided to brace each pole against the strain in two directions. The tubular insulator referred to is shown in Fig. 8 and consists of triple concentric tubes, the center one of porcelain and the outer ones of fibre, separated from each other by fibre rings. The porcelain tube, through which the wire passes is 40 in. in length and 12 in. in diameter; the fibre tubes are respectively 6 in. and 12 in. in diameter and 20 in. and 30 in. in length. The whole unit of tubes is inclined at an angle of 3/4-in. to the foot to carry condensed moisture outward.
Beyond these tubes the line conductors pass through lightning arresters and are separated by brick barriers. The main high-tension lines pass out of the building in a manner similar to the incoming lines, the arrangement virtually making a loop of the high-tension lines into the building.
The local lines, which are tapped off from the main conductors in the barriers, pass through lightning arresters, choke coils and oil disconnecting switches.
The lightning arresters are of General Electric 26,400-volt, three-phase, multiplex type and the oil-cooled choke coils are also of General Electric manufacture, and have a capacity of 45 k. v. a. The three transformers, which are delta connected on both the primary and secondary sides, are each of 110 kilowatts capacity and step down the voltage from 26,400 to 370 volts. The three transformers feed into an alternating-current rotary panel of the switchboard which is thoroughly equipped to control the rotary.
The three-phase, 25-cycle, rotary converters are of 300 kilowatts capacity, designed for 370 volts on the alternating-current end. The direct-current voltage is 600, the current being fed into a direct-current switchboard containing two feeder panels of 1,200 amperes capacity serving the trolley line. The feeder panels are equipped with a 1,200-ampere General Electric C. P. circuit breaker, a 1,500-ampere T. F. T. ammeter with shunt, and a 1,500-ampere single-pole single-throw quick-break main switch. All of the electrical equipment, including the rotary converters, switchboards, transformers, oil switches, choke coils and instruments, was furnished by the General Electric Company and consists of their standard type of apparatus designed for this work. At present one rotary converter only is installed in each station. The space left for additional equipment is shown in the ground plan of the substations in Fig. 13. The location of the conductors connecting the various pieces of apparatus may also be seen.
All wiring is done in 3-inch tile ducts imbedded in the concrete floor as shown by the section along BB in Fig. 11.
FEEDER AND TROLLEY CONSTRUCTION.
The low-tension, direct-current feeder parallels the entire length of the line and distributes the current along the trolley wire, from the three substations. The size of this feeder is 300,000 cir. mils. It is supported on Locke No. 47 insulators of glazed porcelain, one piece, double petticoat, and 4 in. in diameter by 3 in. in height. At substations an 800,000 cir. mils. feeder leads the return current from the track into the building. The telephone wires, which are carried on the same cross arm, are copper No. 12 B. & S. gage on Locke No. 12 insulators. The telephone wires are transposed at every fifth pole. Telephone jack boxes are provided at frequent intervals, at which the portable instrument carried on the car may be plugged in to afford communication with any part of the system. Located on the poles at certain intervals are section tie switches, by which sections of the trolley wire and feeder may be isolated or thrown together at pleasure. These are single pole, quick-break knife switches with auxiliary contacts and terminals, and they are mounted on slate bases in weatherproof boxes. The cover to the box may be locked in either the open or the closed position.
The bracket-arms which support the trolley wire are of the common type, of 12-in. structural steel tubing, 9 ft. in length. Where span suspension is used, the span wire is 5-16-in. galvanized strand. Two wood strain insulators, 1 by 9 1/2 in. with galvanized malleable fitttings [sic] fittings are inserted in the span wire, one on each side of the trolley. The normal height of the trolley wire is 19 ft. above the ground and the sag of the wire at the time of erection was limited to 4 in. per 100 ft. The trolley wire is 000 grooved copper. Very complete arrangements are made for anchoring the trolley wire, guys of 14-in. strand being used every 2000 ft. These guys are fastened to the trolley wire by strain ears clamped and soldered to the wire, and head guys are run to the poles at every anchorage. The feeder wire is tapped into the trolley at intervals of 1000 ft. Split T clamps are used for the purpose and the method may be seen in the illustration of the standard pole, Fig. 7.
ROLLING STOCK.
The initial rolling equipment of the road includes six passenger cars and two baggage and express cars, all built by the St. Louis Car Co. Both ends are vestibuled, and the passenger entrance is at the rear only. The toilet room is at the forward end of the passenger compartment. The heater is located in the smoking compartment.
The interior of the car is divided into two compartments, the main portion being in accordance with standard interurban practice, having transverse rattan seats of the walkover pattern. The interior finish is of dark mahogany with a ceiling decorated in green and gold and finished with bronze metal fittings. The arrangement of the smoking compartment is somewhat out of the ordinary. The motorman's cab is located at the forward end on the right side, as shown in the detail plan in Fig. 20. This allows the left side for the use of passengers, affording an unobstructed view from the transverse seats. Back of the motorman's cab is a sliding baggage door. By dropping the three longitudinal folding slat seats, ample space for baggage is provided when necessary. A speaking tube is provided to afford communication between the motorman's cab and the rear vestibule.
While the car is intended to run forward under normal conditions, a controller and air equipment has been provided in the rear vestibule to allow backward running if necessary. Two trolley poles are also provided to facilitate running under such conditions.
The interior of the car is finished in dull mahogany with semi-empire ceilings of No. 14 sheet steel, decorated in green and gold. The smoking compartment is finished in light oak. High-back walk-over seats of the St. Louis Car Co., upholstered in rattan, are used. On the exterior the car body is painted green with yellow panels. The length over bumpers is 47 ft. 1 in., and over vestibules 45 ft. 5 in. The width over outside sheathing is 8 ft. 6 in. and the height from the under side of sills to top of the roof is 9 ft. 4 in. The truck centers are 26 ft. 8 in.
The bottom framing includes side sills built up of a 5 by 8-in. and 5 by 6-in. yellow pine timber and a 2-in. by 6-in. steel plate, all bolted together. The two center sills and the two intermediate sills are 6-in. I-beams with yellow pine sills on each side bolted together, forming rectangular members into which the cross sills are framed. The end sills are 6 by 8-in. oak, reinforced with cross sills of 2 by 6-in yellow pine, framed between the longitudinal sills; 5/8-in. tie rods extend along each cross sill and two needle beams of 6-in. I-beams fitted with truss rod struts are secured to the bottom frame. The truss rods are 1 1/4 in. in diameter.
The auxiliary equipment of the car includes hot water heaters of the Peter Smith make, with No. 2 magazine coils, sectional parcel racks, pantasote curtains, the hand brake of the St. Louis Car Co., and Ohmer fare registers. The couplers are of the Van Dorn type No. 21 automatic, with No. 100 casing. The pilots are fixed to the trucks in such a position that they do not interfere with coupling two or more cars together.
The interior lighting is furnished by 25 incandescent lamps and an arc headlight is fitted at the forward end. All the wiring is placed in concealed iron conduit.
The trucks are made by the Baldwin Locomotive Works, and the total weight is about 8,000 lb. each. The wheels are from the Standard Steel Works, and are of forged and rolled steel 34 1/2 in. diameter. The flange is 7/8 in. high, the thread is 3 in. wide and the rim is 3 in. thick. The wheel base is 6 ft. 6 in., and the axles 54 in. The trucks are constructed of wrought iron frames with channel iron transom. The axles are of open-hearth steel and the journal boxes cast steel center, M. C. B. type. The minimum radius of curvature for which the trucks are designed is 45 ft., and the speed calculated upon is 50 miles per hour. The weight of the car body light is 30,000 lb. The maximum load is 14,000 lb., making a total weight of 44,000 lb., and the weight of the motors, of which four are carried, is 15,000 lb. to the car. The motive equipment of the cars consists of four motors per car of 65 h. p. capacity, General Electric type, G. E. 74. Control equipment is the type M multiple unit for the purpose of allowing operation of the cars in trains when desired. Air brakes are provided.
The baggage and express cars are double-truck like the passenger cars, but are designed for double ended operation. The length over bumpers is 45 ft., and the width over sheathing 8 ft. 6 in. The height from under side of sills to top of roof is 9 ft. 4 in., and the distance between truck centers is 26 ft. 8 in. The trucks are different from those under the passenger cars, having 33-in. wheels and a wheel base 6 ft. 6 in. The axles are 5/4 in. in diameter and the journals 44 by 8 in. The maximum speed for which the trucks are designed is 30 miles per hour; and the minimum radius of curvature is 35 ft. These cars are heated by stoves. The couplers are the same as on the passenger cars, and pilots are also attached to the trucks.
CAR HOUSE AND REPAIR SHOP.
The car house and repair shop facilities of the road are combined in one building located a short distance west of Marengo. As now constructed the building is much smaller than the ultimate plans allow for. The accompanying illustration, Fig. 19, showing the track layout, gives the dimensions of the present building, 105 by 91 ft., and the size to which it will be extended when needed. The main portion of the building is 25 ft. and the addition is 14 ft. in height. In the illustration, Fig. 15, is shown a view of the exterior of the car house and the structure is shown in plan and sections in the illustrations, Fig. 18. The walls are of brick on concrete foundations. The interior framing and the roof are of wood, and a brick fire wall divides the principal structure into a north and a south bay. The south bay, shown in the plan herewith, is used for car storage, inspection and general repairs. The north bay is divided into a number of rooms, the purposes of which are apparent from the illustration; and in the largest of these spaces is located the machine tool. equipment. The winding room is set off by a fireproof partition of 4-in. tile. The boiler room, coal storage, sand storage and paint room are given space in the small wing of the main building. The car house is lighted by four longitudinal saw tooth sky-lights; and are and incandescent lamps generously placed furnish illumination by night.
OPERATING CONDITIONS.
The operating office of the Elgin & Belvidere Electric Company is at Marengo, Ill. The building occupied by the company is located at the intersection of the two main streets of the town and provides a waiting room, ticket office, freight room, trainmen's quarters, and superintendent's office. The substations at Gilberts, Union and Garden Prairie contain passenger, freight and baggage rooms. At Elgin and at Belvidere waiting stations are jointly maintained by the Elgin & Belvidere Electric Company and the connecting railway companies with which it has a mutual working agreement. The Belvidere terminal is shown in one of the accompanying illustrations. The schedules have been arranged so as to give patrons close connections with all trains running east, west or north. By this arrangement what is practically a through service from points north and west of Belvidere to Chicago and all points on the Aurora Elgin & Chicago Railway is obtained.
An hourly schedule is maintained in both directions. Regular agency stations are maintained at Elgin, Gilberts, Huntley, Union, Marengo, Garden Prairie and Belvidere. Stops are regularly made at these stations and upon signal cars will pick up passengers at any of the principal highway crossings along the line. Limited trains will later be added to the service.
The Stromberg-Carlson telephone system is used for dispatching trains. The main switchboard is located in the ticket office at Marengo and telephone booths are maintained at each of the agency stations. Jack-boxes are conveniently located on poles every 2000 feet along the line and as each car is equipped with a portable box telephone, the trainmen can, in case of trouble, quickly get into communication with the dispatcher. The standard interurban train order system, as recommended by the committee of the American Street and Interurban Railway Association, has been adopted.
PERSONNEL.
The Arnold Company of Chicago had charge of the entire engineering and construction work, which was supervised by George A. Damon, managing engineer, George Weston, civil engineer, E. N. Lake, electrical engineer, and W. H. Rosecrans, superintendent of construction. The general offices of the Elgin & Belvidere Electric Company are at 181 La Salle street, Chicago, and the operating offices are at Marengo, Ill., as before stated.
The officers of the company are: Hamilton Browne, president; W. L. Arnold, general manager; R. G. Arnold, secretary and treasurer; W. G. Farnsworth, auditor; Mr. Geo. F. Faber is superintendent in charge of operation at Marengo.
