Traveling from Michigan to the Atlantic Coast by Interurban

From the Lake Region to the Atlantic Sea Board by Trolley,*

R. H. DERRAH, BOSTON, MASS

The writer has been deeply interested in the development of suburban and interurban electric lines in New England since they first began to extend from the city proper to some suburban towns with large populations; this work of extension continued until at present you cannot find a town in Massachusetts with a population of more than 1,500 but has a street railway in actual operation or projected. So rapid has been the growth of the trolley through out the New England and Middlestates that within five years' time one will be able to travel from Augusta, Me., to Chicago, Ill., and even much farther west, as well as through the heart of Michigan, thus connecting the great lake region with the Atlantic coast by a grand electric trunk line, which, with its tributaries, running in all directions, will form a network of some 7,000 miles.

The connecting of the suburban towns with large centers throughout historic eastern New England has been the means of creating a large volume of pleasure travel, and it is increasing as years roll on. The mere bringing before the public the fact that with the exception of a few missing links it was possible to go from 75 miles east and south of Boston to New York city on the electric car has made the trunk line between the two large commercial centers very popular as it offers a diversity of scenery which appeals to the average tourist. [See Mr. Derrah's article in the "Street Railway Review," June 15, 1899, page 377. — Ed.] Having made a special study of the trolley excursion business of the eastern states, and, being satisfied from personal investigation that this grand trunk line would be completed in a very few years, and with a desire to learn something of what the western interurban lines offered as an inducement to pleasure travel and what the different companies were doing towards catering to that class of travel, I decided to make a trip over the route to be later traversed by the "Broomstick Train" from west to east, together with its important feeders.

Before starting I had the impression that New England had the most complete system of electric lines, with the most modern and up-to-date equipment, the operation of which could not be improved upon. While I do not want to throw cold water on our great eastern system, I must admit that I was greatly surprised with the progressiveness of the western street railway companies, for while they have not the network like New England, their cars are more modernly fitted up with everything for the comfort and convenience of the traveling public. In most cities the interurban roads depend, the same as the eastern ones, on the revenue received from pleasure travel, which many of them will admit exceeds 50 per cent of the gross receipts, but their method of increasing this class of busines [sic] business is entirely different from the eastern roads.

In 1899 I had the pleasure of addressing the Massachusetts Street Railway Association, using as my subject, "Is Advertising as Profitable to Street Railways as to Steam Railroads." Among my remarks were the following: "There is no street railway man in Massachusetts qualified to give the public the information it desires in reference to the network of electric lines, and it, therefore, seems to me that one of the best paying investments for the street railways is to have them all combine and pay their proportionate share towards maintaining an office in Boston for giving the public this information. I am sure that if a sufficient amount of money were appropriated to publish in the different papers the fact that an office of this kind had been established for the benefit of the general public, it would be a popular office and a great benefit to the mass of people asking for such information. If such an office was opened with photographs of historical places, seashore resorts, inland scenery, etc., it would add greatly to pleasure riding."

It certainly is a pleasure to me to see that the system I had suggested for Boston three years ago is now being operated in all the principal cities and towns through which I have traveled. Many of the western roads run through a rural country which is sparsely settled, but their passenger revenue is large. There are several reasons for this: Substantial roadbeds built mostly upon private property are thus free from dust; the running of what might be called through palace cars, having smoking compartments, toilets, ice water, etc.; the selling of through tickets to any point desired, and the maintenance of information bureaus and ticket offices.

Now let me confine myself to the trip which will take me east-ward some 1,500 miles, and the branch lines with their several hundreds of miles, for when this system is connected the steam rail-roads will not only feel the loss to their passenger and freight business, but the trolley roads will then be in a position to compete with them in inducing pleasure travel, for one can see more of the country, with its historic places, picturesque scenery and points of varied interest by trolley than by steam.

To begin my journey I started at Port Huron, located 73 miles north of the city of Detroit on the St. Clair River. I set out with a determination not to miss anything of interest, therefore a trip around the world was in order. Taking an electric car marked "tunnel" I was soon transferred to a car of the Grand Trunk railroad and in a few minutes disappeared in a great hole in the ground, the largest submarine tunnel in the world, under the St. Clair River; after a distance of some 3 miles I was landed in Sarnia, on the Canadian side of the river. A short ride in a horse car to the ferry and then back to Port Huron by boat, and I had visited two countries, been under the water, over the water, employing electric, railway loco-motive, horse and marine engine power, all for the sum of 25 cents.

Port Huron is a beautiful city and noted for its deep spring baths. Here I boarded one of the handsome palace cars of the Detroit Rapid Railway system for a ride along a high elevation affording a grand view of the river and its pleasure boats and steamers which ply on the delightful St. Clair. Still following the river you are taken through the charming little summer resorts of Marysville, St. Clair, Marine City and Algonac, with their camps and summer resorts. The people all along the line seemed to be enjoying themselves, for the car is continually passing croquet grounds, tennis courts, and golf links. Fishing and boating provide ample outdoor amusement for the many summer tourists visiting these resorts each year. At Algonac one has a fine view of Anchor Bay and its many islands locally called the "Flats," the "Venice of America." Turning to the right, the car follows the bay, passing through the villages of Fairhaven, Anchorville and New Baltimore, all summer resorts. From this point one leaves the cool, refreshing breeze from Lake Erie to enter the inland country where the famous "Bath City," Mt. Clements, is located on the banks of the Clinton River. It is indeed a beautiful city, with modern up-to-date hotels at every turn. From this point one has a choice of two routes to Detroit, one through a beautiful country of bewitching scenery, fertile fields, ladened orchards, berry and vegetable gardens on all sides, while the other line affords an opportunity to follow the shore of Lake Erie practically the entire distance and view the sails of the fisherman and pleasure crafts as they skim from shore to shore, steam yachts, huge vessels of commerce with their loads of iron, copper or grain, which is in itself a sight well worth going miles to see.

In order to see Detroit, and see it properly, one should not miss a trip in the handsome excursion car "Yolande," which makes regular trips through the principal business and residential sections of the city accompanied by a competent guide; another year a similar car will be placed in service on the Cleveland lines. The cost of this trip is 25 cents and the time consumed is two hours.

As the object of my trip was not to study up the street railway lines operated in the congested sections of a city, I made good connections on my return from "seeing Detroit" with a car for Jackson, located due west from Detroit just 73 miles. The ride is through a beautiful inland country with many small, thriving towns, villages and hamlets, which served as the trading centers for the farmers before the trolley afforded them an opportunity to market their products in the large city. Although many of the towns were isolated their beautiful streets, fine, comfortable homes with spacious lawns shaded by the foliage of massive trees show clearly to the tourist that the people are contented and happy. Leaving Wayne and the large brick buildings of Wayne County Home, the car enters Ypsilanti, an attractive inland town located on the picturesque Huron River. Passing through the fine shaded street of the town, with its lawns and flower gardens, the high-speed car soon reaches Ann Arbor, the seat of the University of Michigan, located on a high elevation and affording a fine view of the surrounding country. From Ann Arbor the pretty little farming villages of Lima, Chelsea and Francisco are passed before coming to Grass Lake, a favorite summer resort located on a small lake after which the town is named.

Eleven miles farther is the terminus of the line, Jackson, the abiding place of some 300 commercial travelers. It is a hustling city and credits itself with a large number of extensive manufactories. A line is now projected from here through Lansing to Grand Rapids, where it will connect with the existing one running to Muskegon. When this missing link is completed it is the intention of the promotors to run through cars from Detroit to the latter city, a distance of some 200 miles. These will have a dining room; sleepers will also be run.

The line running to Flint is the longest line out from Detroit, the distance being 76 miles. The line, running practically due northwest from Detroit, is through a rural farming country similar to that along the Jackson road except each has its own individual features and advantages to offer the tourist. A short run out of the business section brings the car to Royal Oak, where a line diverges to the left, affording one an opportunity of returning to the city via Pontiac, Farmington or Wayne. This is a beautiful trip through the great chain of lakes for which Oakland county is noted, having some 400 in all, beautifully shaded by fine groves fertile fields and garden plots, with summer cottages and picnic grounds. Continuing on the Flint line a fine level country is traversed, large sugar beet plantations are seen on every hand, while the oat and wheat industry is not forgotten. At Rochester a branch line to the right leads to Romeo, a suburban town composed chiefly of retired farmers. As the car approaches Rochester it attains a very high elevation, the scene from which is a beautiful one. Down in the valley below lies Rochester nestled among the foliage. From Rochester one enters a rolling country under high cultivation. Flint is noted for its carriage industry. The principal street of the city is lighted by permanent arches extending from one trolley pole to another, attached to which are hundreds of incandescent lights, giving one a splendid impression of the city.

Leaving Detroit on my eastward trip, I boarded a car for Trenton, which followed the banks of the river for most of the way. The cars on this line are very large size, open, with a seating capacity of 84 persons. After a run of some 30 minutes out of the city the car enters Wyandotte, passing Fort Wayne, and the immense manufacturing plant of the Michigan Alkali Works with its large derricks, pumping from the deep wells the brine, which by a chemical process is made into starch, washing soda, etc. The Wyandotte shipyards are also located here. At this plant were built many of the largest vessels which ply the great lakes. Trenton, the present terminus of the line, is a pretty little village located on the river bank. It is the summer home of many Detroit citizens.

Here I was obliged to take the train to Monroe, a distance of 18 miles, the fare being 38 cents. There are only five trains daily, three on the Michigan Central and two on the Lake Shore. Less than a year ago the prospects were good for the operation of a trolley line connecting these two places; the track and overhead construction were in readiness for the power and rolling stock when trouble overtook the Everett-Moore syndicate. It is now the general impression along the line and with street railway men in general that the line will be turned into a steam railroad. This state of affairs will not, however, prevent the connecting of Detroit with the trolley network of Ohio, for the Toledo & Monroe company expects to have the missing link completed and in operation by another summer. It will be an extension of the line from Monroe through Flat Rock and will connect with the tracks of the Detroit United at Wyandotte, a distance of some 42 miles. When this is completed the company expects to make the run from Toledo to Detroit a distance of 63 miles, in one hour and forty-five minutes, and the fare will be 90 cents. The right of way for the entire extension has already been obtained.

The system of the Toledo & Monroe now in operation, a distance of 21 miles, is considered one of the best in the country, both as to roadbed and equipment. Nearly the entire distance is over private right of way, and 70-lb. T rails are used, heavily ballasted with broken limestone. The cars are of the usual type used on most of the roads, seating 68 persons, with smoking compartments, toilet, etc. The line follows closely the old Toledo and Detroit turnpike and the route is through a picturesque country with fertile farms. Although this road parallels the tracks of the Michigan Central and the Lake Shore, its speed of 30 miles an hour and sometimes 55 miles, with hourly service, has created a large through passenger service.

Reaching Toledo, I found many interurban lines radiating in all directions, each of which runs through a section of country having its own individual bits of picturesque scenery and points of interest to offer the pleasure seeker. The lines of the Toledo, Bowling Green & Southern Traction Co. follow along the historic Maumee Valley and through the oil region of Bowling Green to Findlay. This line will be continued southward to Cincinnati within a short time, the only missing links to be connected are between Findlay and Lima, projected, and the other is under construction from Wapakoneta to Piqua.

The Toledo & Western traverses a rural farming country that has heretofore been neglected by the steam railroads. The main line runs to Morenci, on the Ohio-Michigan state line, and will be extended in the near future as far west as Pioneer.

A branch line extends from Sylvania, Ohio, to Adrian, Mich., and will eventually be extended to Jackson , there connecting with the line from Detroit. The latter branch is in direct competition with the Lake Shore R. R. Ninety-five per cent of the entire distance is over private right of way. The road is designed and equipped with a view to handling a large amount of freight and express matter as well as passengers, and when everything is in full operation the rate of speed will be materially increased. The company is equipping its entire system with telegraph service instead of the telephone used on most of the other roads. At 11 places along the line substantial faced brick dispatching stations are being constructed, where competent telegraph operators will be stationed, to govern the movement of the cars through the chief dispatcher's office at Sylvania, where the main power station, car houses and offices of the company are located.

The entire route is through a prosperous open farming country, corn, wheat and oats being the principal products while dairy and garden products for a large portion of the company's freight. Mr. C. F. Franklin, general manager of the company, is an old steam railroad man, having been for many years connected with the Long Island R. R. He anticipates a very large freight and passenger business when the entire system is in operation under the improved methods which are to be employed, and with this in view he has added several large flat and box cars to the present equipment, and is constructing an electric locomotive capable of hauling 12 to 14 loaded cars. The passenger cars are of the most modern type. I have so far given a brief description of three lines extending from the city of Toledo into the suburban country, where one can study farm life in its many phases, but nothing out of the city can compare with the ride on the "Maumee Belt Line" of two hours along the historic and picturesque Maumee Valley. The trip can be made for 20 cents. The car passes the water works, Walbridge Park, the Country Club, and Orchard Grove, all situated on the banks of the river overlooking the valley below. Ft. Miami, established 1780, Ft. Meigs, Turkey Foot Rock, and many other places remembered as the spots where many bloody battles have been fought.

Toledo is not behind any of the other western cities in the way of providing proper accommodations for the comfort and convenience of its patrons. It has a union waiting room and ticket office, a thing no other street railway company has. The line of the Lake Shore operating between Toledo and Cleve-land is the longest through trolley line without change in the eastern and middle states the distance being 118 miles. The line as far east as Lorain , while the rails and rolling stock are of the best, was not in the best condition when the Everett-Moore syndicate which controlled the line, became involved in its trouble, but great improvements are being made. The track is being ballasted in the very best manner, and by another season the entire system will be in first-class shape, and the cars which are now obliged to run at a moderate rate will be operated on a schedule of at least 30 miles an hour, including stops. From Lorain to Cleveland the roadbed and equipment are in first-class condition. The run from Cleveland to Toledo is made in six hours and the fare is $1.80.

Leaving Toledo the line follows the route of the Western Reserve & Maumee Turnpike, which is the oldest trunpike [sic] turnpike in Northern Ohio, having been ceeded by the Indians over 150 years ago. Many thousand emigrants made their way over this road on their westward journey. The route, mostly over private property, is through a populous oil district with many shafts scattered here and there over the level country. Leaving the oil region the route is through a fertile farming country producing quantities of agricultural supplies and many sugar beet plantations are seen along the route. Fremont, located on the Sandusky River, is about half way between Toledo and Norwalk. Here is located Fort Stephenson which marks the spot where the British and Indians were defeated in 1812. Still following the turnpike through many pretty little villages and farming country the car reaches Norwalk just 57 miles from Toledo. From here a line runs to Sandusky. There will shortly be two trunk lines from Norwalk to Cleveland, the Lake Shore Electric, and the Cleveland, Elyria & Wellington, the latter being referred to in the lines out of Cleveland. Continuing on the Lake Shore and passing through a rural section of the country and the village of Berlin Heights to Ceylon, Lake Erie comes in full view. From here the line follows the shore of the lake passing many pretty picnic groves, to Lorain where two lines run to Elyria and out to Sandusky. The line to Cleveland crosses the Black River from which a fine view is had of the immense plant of the Lorain Steel Co.

Following the lake and passing the power station and car house located at Beach Park, the car traverses a great vineyard extending from the lake inland as far as the eye can see. From the elevation which the car reaches a grand view is had of the lake. Scattered along the shore are pretty little groves in which may be seen on any pleasant summer day family picnic parties enjoying an outing. This together with the corn, wheat and oat fields gives the route a most picturesque appearance. Crossing the Rocky River on a high tressle [sic] trestle there is seen in the valley below the buildings of a pleasure park maintained by the street railway company, closed in by high stone walls on either side. The car now reaches the outskirts of Cleveland and soon passes over one of its many viaducts. The Public Square, Cleveland, is the terminus of this as well as all the Cleveland suburban lines. For tickets, booklets and general information on the street railway companies the tourist is referred to the general ticket office, located at No. 10 Public Square.

Cleveland is a beautiful city and has one of the finest street railway systems in the country. One interested in street railway transportation can enjoy himself for many hours sitting in the spacious square watching the loading and unloading of passengers from the large, commodious cars which run for miles into the country east, west and south. The local railway company has planned many nickel-trolley trips, and is giving considerable attention to the development of pleasure-excursion business, by issuing attractive leaflets and booklets describing and illustrating the points of interest along its lines. A novel feature was employed by the company the Sunday I was there. By arrangement with the various newspapers, each one printed a coupon or ticket good for a return trip from Garfield Park that day. Mr. J. W. Butler, manager of the Outing Department, and to whom a large proportion of credit is due for the increase of pleasure travel, informed me that the results from this experiment far exceeded the expectations of the management. The company has a very handsome parlor car and will by another season put into operation an observation car similar to that now in use on the Detroit-United lines. The company operates a funeral car, which seems to fill a long-felt want, is 28 feet long, painted in ebony black, with gold trimmings. The draperies are of green tapestry and yellow silk. The interior is divided into two compartments. The front receives the casket, while the rear has a seating capacity for 28 persons.

The interurban lines out of Cleveland are so rapidly forming into trunk lines with many important branches that it will only be a matter of two or three years at the latest when the whole state will be gridironed by trolley the same as is the eastern section of New England. The Cleveland, Elyria & Wellington now operates a line through Oberlin to Wellington, and the line from Oberlin to Norwalk will be in operation as soon as the bridge over the Vermillion River is completed, thus giving two trunk lines between Cleveland and Norwalk. The line from the city runs through several small country towns without any steam railway facilities except between Elyria and Oberlin, where it parallels the Lake Shore. The extension of the line from Wellington southward to Mansfield will also be through a section devoid of steam railroad service. The route is through a farming country with many small villages, whose fine squares, business blocks and shaded streets gives every indication of prosperity.

While the country is not under as high cultivation as some parts of Michigan, the route is none the less attractive, for here and there many picturesque spots reveal themselves to the traveler as the read passes through cornfields and orchards, over its own private roadway, which is constructed in the best possible manner. As a through line from Cleveland to Wellington the electric cars compete with the "Big Four" and it is the only instance I have noticed where the trolley car charges more than the steam road. Round trip ticket by steam cost $1.20 and by electric cars $1.30 . While the electric cars charge more they carry practically all the through passengers , giving an hourly service from 5:30 a. m. to 8:30 p. m while the steam railroad makes only a few trips per day.

Another line of the company extends south from Cleveland to Medina, passing Puritas Springs, a popular summer resort owned by the company. The granite quarries located at Berea, the valleys, streams and woodlands give much diversity to the landscape and indeed make it a popular tourist line. Extension of the line is now under construction from Medina through to Creston and will eventually be built to Wooster, thus adding some forty miles to the already large system. The next in order was a sixty mile trip to Canton via Akron, over the lines of the Northern Ohio Traction and the Canton-Akron companies. The latter road was constructed by Tucker, Anthony & Co., of Boston, who are large investors in several other roads in the southern part of the state. The line from Cleveland follows the valley of the Cuyahoga River to Akron, disclosing much of the wild scenic landscape for which this region is noted. The Newburgh Steel Co., now part of the United States Steel Corporation, is located on this line, near the city limit. Garfield Park, one of Cleveland's pleasure resorts and the Insane Asylum with its massive buildings, hidden by large shade trees which cover the spacious lawns, are noticed with much interest by the passengers. While the cars of this company are of the usual splendid type, equal to the equipment of other companies, I am informed that the Board of Health prohibits the use of drinking water tanks. Other points of particular interest which draw much patronage for this road are Bedford Glens, a beautiful spot noted for its natural, wild picturesque scenery; the Boston Ledges, Silver Lake Park, Randolph Park and Brady's Lake, all popular summer resorts, being provided with dancing pavilions, boating and other accommodations usually maintained by street railway pleasure resorts.

For a distance of seven miles south of Northfield the valley of the river is walled in on the west by a range of high hills of a gradual slope whose sides are covered with terraced farms and tiny groves which give an almost foreign aspect to the landscape. The company operates two branch lines, one running from the main line to the thriving town of Kent, while the other extends from Akron to Barberton.

At Akron a change is made to the cars of the Canton-Akron line which has been in operation but a short time. The road runs through a beautiful farming country, past Springfield Lake, a summer resort recently leased by the company, with fine natural surroundings. Here the company has erected a pavilion, where dancing and band concerts are provided during the summer months. The grounds offer fine facilities for camping parties. The company was hampered by lack of power, but I was informed by Mr. George W. Rounds, general manager of the company, who, by the way, is an Eastern man having been connected with the West Roxbury & Roslindale Street Ry. (now part of the Old Colony), that the new power-house which is nearly completed at Canton will obviate all difficulty. The company will operate its line from this station using 13.000-volt, three-phase current and the necessary rotary converters and transformers. The capacity of the station will be 2,600 h. p. The company proposes to extend its lines from Navarre to New Philadelphia, which when completed will make a total length of 60 miles. Over this main line from the latter point to Akron the company will operate 60-ft. cars equipped with four 300-h. p. motors each. As a large part of this system is over private right of way built with 70-lb. T rails, and well ballasted , the speed at times will be as high as 45 miles an hour, The company's franchise gives it the right to carry baggage and freight and as the road runs through a thriving farming district the company anticipates a large business in hand-ling farm products, and it has easy access to the Pennsylvania and other railroads at Canton, Massillon and other central points.

In addition to the park located at Springfield Lake, there is another one about a mile and a half west of Canton called Myer's Lake, where one of the finest base-ball grounds in the country is located. This lake contains about 90 acres of water and is sur-rounded by 200 acres of woodland and groves. Here may be found the usual attractions which are so common at the resorts maintained by the street railways of eastern New England. It might be well to say here that very few companies maintain such pleasure resorts through Michigan and Ohio.

From Cleveland a line owned by the Cleveland & Eastern runs to Chardon and Middlefield, which is popularly termed the "Maple Route." This line is similar to that of the Toledo & Western for it is through a country heretofore lacking railway facilities and has from the beginning worked up a general freight and express business until today it transports more freight than any of the other street railways running out of Cleveland. This, and its other line out of the city running through Chagrin Falls and Hiram to Garretsburg, are two of the most popular tourist lines out of any city in the country and were fully described in the "Review" for March, 1901.

A new company, called the Burton, Jefferson & Andover Electric Railroad Co. has been incorporated with Dr. E. Rowdon, of Windsor, Ohio, at the head to build some 100 miles from the terminus of the Cleveland & Eastern lines at Middlefield through Windsor to Colebrook, where it will run south to Howland and north to the line of the Pennsylvania & Ohio Traction Co. at Jefferson; the entire right of way has, I am informed, been obtained. The line to Garrettsville runs through a well-tilled farming country. Dairy products and garden vegetables are the principal products. It is one of the most fascinating trips I have yet taken; stretches of fertile farm lands are immediately followed by perfect wilderness, affording grand opportunities for hunting while along the banks of the Chagrin River, over which the car passes, may be seen the angler eagerly waiting his prey. A short distance from Chagrin Falls one is carried through a deep ravine forming a perfect horseshoe after which the glen is properly named. Hiram is a pretty little village, best known as the place where ex-President Garfield taught school.

From Cleveland eastward the Cleveland, Painesville & Eastern operates two divisions as far as Willoughby, the "Main" and the "Shore;" the latter line follows the shore of Lake Erie for many miles passing numerous beautiful private and semi-public resorts. The countless little creeks which find their way at frequent intervals into the lake and the wood ravines make this route a picturesque one and it is much patronized by pleasure parties, the end of this line is located Willough Beach Park, an ideal resort. It is beautifully situated on the lake with a fine sandy beach, and it consists of twenty-five acres of land. Its natural beauty is enhanced by the erection of rustic bridges and arbors. Tables, seats and swings are scattered about through the well-shaded portions of the park.

The main line follows Euclid Ave., Cleveland, for several miles ,along which many millionaires have palatial residences, passing Wade Park, the buildings of the Western Reserve University, the Garfield Memorial and the summer residence of John D. Rockefeller. Along the entire route are many fine highly tilled farms and pretty country towns whose streets are shaded by giant elms forming a perfect archway through which the car passes.

East of Willoughby the car passes through a section which had at one time the greatest vineyards in the state and there still remain many large fields. The company has put into service some limited cars for the benefit of the business men of Cleveland who live in the suburban districts. This service reminds an eastern man very much of the special trains which run out of Boston during the summer months called the "Dude's Train."

At Painesville, the terminus of the line, I was obliged to take the train for Ashtabula, a distance of 26 miles, fare 75 cents. The Cleveland, Painesville & Ashtabula Railroad Co., has been incorporated to build this missing link and Mr. Luther Allen, president of the Toledo & Western, is president of this company. In conversation with his son, E. Brigham Allen, secretary of the company, he informed me that considerable grading had been done and that the company expected to have the line opened by another year. This system will not only fill up one of the gaps of the trunk line but will connect at either end with good paying roads. The entire route, with the exception of through the few small country towns, will be over private property. The company has already made traffic arrangements with the C. P. & E. which will enable it when the line is completed to run through cars from Ashtabula to Cleveland, a distance of some 58 miles. Although the company will have to compete with the Nickle Plate and the Lake Shore, the frequent service, the high rate of speed at which it is intended to run, the fine equipment and fares cut practically in two, will, it is believed, be sufficient inducement to not only encourage travel, but take away a large portion of the regular patronage which the steam roads now have.

At Ashtabula I found two lines in operation, a local one running from the village to the shore and the other, the Pennsylvania & Ohio Traction Co., east to Conneaut a distance of 15 miles. Both Ashtabula and Conneaut are noted far and wide as the greatest iron ore ports in the world. The company operates a branch line from Ashtabula to Jefferson, the county seat, a distance of 10 miles. The line east runs through a very fertile agricultural country and the travel is mostly through, the fare being25 cents, while on the steam road it is 40 cents. Every other car is a combination baggage and passenger car.

At Conneaut another missing link of 26 miles is promised to be filled up in the near future by the Conneaut & Erie Traction Co., if what Mr. George J. Chapman, a director of the company predicts comes true. The line will run through a very hilly country with many deep valleys and will be a costly one to con-struct. There is no question but that it will be built, although many others projected, will be realized before this connection is made.

There are three lines operating from the city of Erie, Pa. The Erie Electric Motor Co. has a local one running four miles west to Waldameer Park, a beautiful pleasure resort for the citizens of Erie and surrounding towns. Another line runs from Erie to Cambridge Springs.

Eastward the Erie Rapid Transit Co. operates a line along the Buffalo turnpike a distance of 15 miles to North East and it is extending to Westfield, N. Y. Sixty and 70-lb. rails are used. Its line runs through the great grape belt of northern Pennsylvania and on each side are large vineyards and small fruit farms the entire distance. The cars are of a fine type being 45 ft. in length, vestibuled and having twin Pullman windows gives them a very attractive appearance. They have the usual smoking compartments so popular on all the suburban lines.

I have now reached the state of New York where the connecting of the established lines which go to form the trunk line depends largely upon the promoters throughout the central and western portion of the state. So numerous are the breaks along this section that it was out of the question to study what the various lines would offer a trolley tourist when completed.

I did however ride over all the existing lines of consequence, and talked with officials of the companies which intend to build the projected ones, so I feel that I am as able to give as correct an account of the situation as anyone. At Westfield a company has been incorporated called the Lake Shore Traction Co., to build a line from this point to a place called Silver Creek there connecting with a line which the Hamburg Street Railway Co. intends to build. Surveys for these two routes have been made. A trip on the Niagara Falls and the Olcott Beach lines of the International Railway is well-known to all street railway officials. These two lines are purely pleasure lines and they are becoming more popular every day through the up-to-date methods of advertising of the passenger department .The line from Tonawanda to Lockport was the first steam rail-road to abandon the use of locomotives and adopt electricity. The speed on this line is sometimes as high as 60 miles an hour.

If all the plans formulated for a trolley connection between Buffalo and Rochester, are realized, no less than four will be catering for passenger and express service between these two large commercial centers. The Buffalo, Rochester & Niagara Falls Street Railway Co. was incorporated some time ago to build a line along the old historic Ridge road and several reports have been published purporting to come from officials of the company to the effect that contsruction [sic] construction would be started at once, but up to the present time it has not received the necessary certificate from the Board of Railroad Commissioners. There is a proposed line along the route of the Erie Canal which seems to be a much more feasible one from a passenger standpoint and much favored by the farmers along the line. Nothing has been made public regarding this route and it is rather hard to obtain information. I had an interview with Mr. Tomilson, chief engineer, and Mr. Charles B. Hill, secretary and treasurer of the Albion Street Ry., a new company. From this interview although neither one committed himself, I am satisfied that what I predict will come true and within a short time.

The Albion Street Railway Co. was incorporated to build a line in the town of Albion which is about midway between Lockport and Rochester on the canal. The company has received a franchise from the town to build three miles of track extending from the cemetery east of the town to the Fair Grounds on the westside. J. G. White & Co. of New York, who made the survey and have the contract for building the line, also made the survey extending east along the canal to Rochester and west to Lockport.

The Buffalo & Williamsville and the Buffalo & Depew companies have both signified their intention of extending their lines through to Rochester. They will follow the same general direction as far as Batavia, from which point the former will take amore direct cross-country route to Rochester, while the latter making a detour will pass through several small intermediate towns. The former plans to operate as a high speed road and cater to through travel, while the latter expects to obtain a greater portion of its revenue from local travel.

Rochester offers many pleasant trips in and about the city. The Seneca and Genesee Valley Parks are both beautiful places through which the Genesee River flows. The upper and lower falls of the river are best seen from the bridges which span the banks some 200 ft. above the deep gorge. The bridge over the Lower Falls is the third longest single span bridge in the world, being 990 ft. in length. There are many other places of interest too numerous to mention.

Few cities have as many beautiful pleasure resorts within easy reach by the trolley as Rochester. Ontario and Windsor beaches located on the banks of Lake Ontario at the mouth of the Genesee River, 7 1/2 miles from the city are popular summer resorts and camping grounds. The ride to these places takes one through the business and residential portions of the city, and a delightful and picturesque country with many handsome summer residences. Many enjoyable trips can be made by a combination of boat and trolley. One of these is by trolley to Glen Haven, a beautiful summer resort with many attractions, located in a charming glen at the head of Irondequoit Bay. From here one may take a boat to Sea Breeze on the Lake and there transfer to another boat for Windsor Beach and thence by trolley to the city. The round trip costs 50 cents. Another trip is by trolley to Windsor Beach, across the river by boat and back to the city by car may be made for 30 cents.

With the exception of the Hudson Valley with its 105 miles of road the Rochester & Sodus Bay line is the longest in New York state, being 40 miles. The line is a direct competitor of the Rome, Watertown & Ogdensburg Railroad which until this trolley line was operated two years ago charged $2. for a round trip to Sodus Bay. Today it sells round trip excursion tickets for 50 cents. The fare on the electric cars is 75 cents. Large 45-ft. vestibuled cars are used on this line as well as on the beach lines. The company has several combination cars which make two round trips per day for freight service. Although this line is a long one and the rate of speed not so high as on some other roads of similar length, its through travel is heavy. It also gives much better service to the intermediate towns en route than the steam road inasmuch as it enters their main streets while the steam road is some distance from the centers.

One may take the trolley from Rochester to Charlotte, the boat to Sodus Bay and the trolley back to Rochester, affording a splendid day's outing, for $1.00.

At the terminus of the Rochester line at Ontario Beach, a line runs along the shore of the lake crossing many inlets and small bays, by trestles to Manitou Beach, a distance of eight miles. This also is a charming trip.

The line to Sea Breeze was originally the Rochester & Lake Ontario Railroad until three years ago when it was converted into an electric line by the Rochester & Suburban.

In two year's time the line, and in fact two lines between Rochester and Syracuse, will be operating, one following closely the historic Erie canal and paralleling the tracks of the New York Central, while the other will run through Canandaigua, Geneva, Seneca Falls and Auburn. Along this line I find that the Rochester & Eastern Rapid Railway has done considerable grading and expects to have the line to Canandaigua completed by spring and the rest of the line to Geneva by another year. The entire length of this line from Rochester to Geneva will be 41 miles and the fare 60 cents. The company will locate its power station at Canandaigua, using 16,500-volt three-phase current. The sub-stations will be located at Pittsfield, Victor and Seneca Castle. The rate of speed will be 25 miles an hour including stops. It has purchased a large tract of land on Canandaigua Lake which it will convert into a pleasure resort.

At Geneva it will connect with a line now in operation through Waterloo to Seneca Falls. To connect the Falls with Auburn it will be necessary to build a bridge over the Cayuga river which it is estimated will cost $200,000. At Auburn an interurban road is now in operation 16 miles east to Skaneateles and the company is constructing the rest of the line 10 miles to Syracuse which it expects to have in operation by the first of the year. Returning to Rochester, the Rochester, Syracuse & Eastern Railway Co. has received the necessary certificate from the Board of Railroad Commissioners to build between the two cities. Mr. C. D. Beebe, general manager of the company, informed me that the line will be opened for travel in two years time. It will be mostly upon private right of way and double track with rollingstock of the very best. It is expected to make the run in four hours.

Syracuse is not what might be called an interurban railway center. With the exception of the line to Baldwinsville (to be extended to Oswego) which has some pretty parks along its route and the line of the Syracuse & Suburban to Manlius running over a high elevation affording many beautiful views, the trolley lines have no charms for the pleasure seeker. Syracuse and Utica must be connected says the enterprising street railway man, and by a double track with heavy rails, private right of way and the best equipment obtainable for through travel. This is being realized.

A year ago we knew the Oneida Railway Co. only as a horse railway running some three miles between the stations of the New York Central and the West Shore railroads. Times have changed for neither the old rails, cars or horses are seen on the street. Some enterprising western business men have not only replaced the old rail by an extra heavy girder, but are building westward as far as Canastota and eastward to Oneida Castle. This system will be in operation before the snow flies. The company is also acquiring the right of way from the latter place to New Hartford, there connecting with the Utica & Mohawk Valley Ry. which was controlled and is operated by the same parties.

The Oneida company will also build a branch to Syvian Beach, a very popular summer resort.

Rome, N. Y., is a good example of a city which on account of its size cannot maintain a profitable street railway. No road operated only within the limits of a city of this size can pay, and this road could only be made valuable through consolidation with an interurban company. The cars operated are of the compressed air type and three cars make the schedule trips. For some reason the city will not allow them to operate over a bridge.

From Rome through Utica to Little Falls will by another summer be one of the best interurban lines in this section of the country, the entire distance being double tracked with 70-lb. rail and over a private right of way. For a scenic route it cannot be excelled, and many historic spots lie along the banks of the Mohawk.

From Rome to Utica the route is through a fertile farming country and the large open cars seating 84 people give the traveler an opportunity to see the mountains and fields decked in their autumn foliage. From Utica to Herkimer the line follows the south side of the Mohawk river, along a high elevation from which fine view is had of the valley below. From Herkimer the road will, when completed, cross over the valley to the northside by a trestle, now under construction, which will span the West Canada Creek and the tracks of the New York Central. There are 12 spans of concrete with a total length of 820 ft., the tracks of the New York Central are crossed by a steel span 225 ft. in length and 22 ft. high in the clear. The bridge will cost $140,000. Upon reaching the high banks on the north side of the valley a magnificent view is presented. Down in the broad valley to the right peacefully flow the waters of the Mohawk and West Canada Creek; the shores are dotted here and there with comfortable farm houses and traversed by the numerous trains which run east and west over the tracks of the New York Central and the West Shore. There may also be seen any day canalboats loaded with lumber and drawn by three horses or mules .Few would realize that two of these boats contain something like from 280,000 to 290,000 feet of lumber. The scene as the car reaches Little Falls changes and the valley becomes narrower, and the waters flow over the frequent falls. This hustling little city is nestled in between great mountains of boulders giving it a very rugged background.

A company has been incorporated, called the Mohawk River Interurban, to connect Little Falls and Fort Plain by a trolley line. Nothing has as yet been done towards the construction of the road except making the preliminary survey.

Fort Plain, Cananjoharie and Sharon Springs will eventually be connected, the Mohawk Valley Traction Co. having been incorporated for that purpose. Sharon Springs is a very popular summer resort and is today accessible only by the Delaware & Hud-son Railroad in an indirect way from Albany. By the building of this electric line the Springs will be connected with the through system of the New York Central and there is no doubt but that The New York it would be a very popular and profitable line. Central people are very much interested in the building of this road as it would divert a large amount of travel from the Delaware & Hudson to its lines. I had a talk with Mr. Wm. Roser, secretary of the company, and he informed me that he has been trying for some time to obtain the necessary franchises along the line but has met with considerable opposition from the farmers en route and the citizens of the Springs who would, without doubt receive the greatest benefit if the road were built. As the matter now stands nothing will be done until late this fall or next spring. Mr. John W. Boyle, of Utica, who is a large investor in the Utica & Mohawk Valley road is the prime mover in this project.

From Cananjoharie to Fonda is the only place between Michigan and Maine that no attempt has been made to build in connection with the trunk line. From Fonda a line runs north through Johnstown to Gloversville, a distance of 10 miles. At Johnstown a line is now under construction and will be in operation within a very short time through Amsterdam to Schenectady following for a greater portion of the way the valley of the Mohawk. At Schenectady this line will connect with the system that now operates up and down the Hudson River for many miles. It is at this point also that one can ride over, as far as Albany, a distance of 17 miles, one of the best paying roads in the country, and I think the only interurban road whose revenue is obtained chiefly from business travel. The large number of people employed by the General Electric Co. and the Schenectady Locomotive Works , some 14,000 in all, has increased the rent of houses to such a price that many families have gone to live in Albany and ride back and forth each day to their work. The line between these two cities is double track and the cars, which are large and commodious, make the trip in forty-five minutes, although the time could easily be reduced to thirty minutes. The road follows the old turnpike which is as straight as an arrow. The company is building many extensions; one is just completed to the aqueduct; it is about completing the one to Saratoga, there connecting with the system of the Hudson Valley Ry. Another line will shortly be in operation from Schenectady to Troy. There a hard fought fight between the Hudson Valley and the Schenectady road for the right to build the line connecting the latter city with Saratoga but the courts decided in favor of the Schenectady Ry.

At Albany I found a very convenient waiting room and ticket office for the benefit of the patrons of the companies that make this city their terminus. The lines of the Hudson Valley Railway and the Albany & Hudson Railway & Power companies have been described in detail in the "Review." The Hudson Valley has a trackage right over the tracks of the United Traction Co. (of Albany) as far as Waterford, and from here the line runs through the picturesque and historic valley of the Hudson passing the battlegrounds of Saratoga and Lake George. It is a direct competitor of the Delaware & Hudson Railroad with which it has had many a legal fight before the Board of Railroad Commissioners and in the courts. This is a thoroughly modern up-to-date road in every respect, its roadbed and luxurious upholstered. The parlor and observation cars are the finest in the country. The route along the mainline through Glens Falls to the foot of Lake George, acknowledged to be the finest sheet of fresh water in the state if not in the country, has many attractions for the lover of natural wild scenery, all picturesque in the extreme, for it is a continual change; one moment you are following the deep

shores of the Hudson with many large water falls from which power is obtained to run the large manufacturing plants located along this section, while the next moment you are either looking out upon an open country with the waters of the river flowing calmly through the valley, or along one of the war trails with its many old taverns still standing. In addition to the numerous attractions which the natural scenery and the noted resorts of Lake George and Saratoga offer to pleasure travel, this enterprising company maintains three pleasure resorts each of which is equal to any resort maintained by a street railway in this section of the country.

Fort William Henry Park is located at the southern end of Lake George on which it borders. In this park stands the Fort William Henry Hotel, from which a fine view is had of the lake and the wild scenery of the Adirondack mountains. The trip on the incline railway to the summit of Prospect Mountain is a big attraction in itself, and the view from the top overlooking the lake and mountains is one of the finest.

Ondawa Park, on the Greenwick line, and Kaydeross Park, located on the shore of Saratoga Lake, are both ideal summer resorts furnishing band concerts, vaudeville and comic operas, etc., for the entertainment of the road's patrons. The company does considerable freight business, and it also sells tickets to any point on its system.

Returning to Albany I took a trip over the great third rail system of the Empire State — the Albany & Hudson. After crossing the river from Albany into Renssellear the tracks of the Boston & Albany and the New York Central are crossed by a steel viaduct 2,100 feet long which cost the road $125,000. From here I was taken through a most beautiful and prosperous inland farming country. Cornfields, apple and peach orchards as well as large vineyards are passed in rapid succession. From the car is a fine view of the Catskill mountains on the right, while on the left may be seen in the distance the rolling hills of the Berkshires. It is the intention of the company to extend its line in the near future to the Massachusetts state line at Lebanon, there to connect with the proposed extension of the Berkshire Street Railway Co.

At Kinderhook Lake the company maintains a very popular summer resort. The line is 36 miles in length all of which is over private property. The cars are 53 ft. over all and are, I am told, heavier than the standard passenger coaches on the Boston & Albany road. Tickets are sold on this line for the convenience of the passengers. The line is a direct competitor of the New York Central as far as Hudson, the fare, 50 cents, being the same on both lines.

The Troy, Renssellaer & Pittsfield Street Railway Co. has been incorporated to build a line from the terminus of the Troy & New England Railroad at Alverill Park to the Massachusetts state line, there to connect with the proposed extension of the Pittsfield company. I am informed by Mr. George F. Murray that the line will be completed and in operation next year.

(To be continued)

*Technical descriptions of the roads mentioned in Mr. Derrah's article will be found in the "Review" as follows: Detroit Systems, Sept. 20, 1902, p. 507; Toledo & Monroe Ry., July 15, 1901, p. 403; Toledo, Fremont & Norwalk Electric Railway Co., Oct. 15, 1901, p. 769; Cleveland & Eastern Railroad Co., March 15, 1901, p. 142; Albany & Hudson Railway & Power Co., Jan. 15, 1901, p. 26; Hudson Valley Railway Co., Apr. 15, 1902, p. 193.