. Le journal de chemin de fer de rue . ion a été invité à l'utilisation possible du moteur électrique. Une visite à Allegheny City, à Richmond et à Washington a convaincu M. Whitney que le nouveau système était ce qu'il désirait; un contrat a été conclu pour l'équipement de la ligne Cambridge avec le chariot suspendu et, en même temps, il a conclu un contrat avec la Bentley-Knight Company pour un conduit sous terre sur la rue Boylston. Le trolleybus de Cambridge a été un succès; le conduit de la rue Boylston a été un échec. Theconduit a été enlevé et l'autorité a été sécurisée pour le câblage aérien de pratiquement toutes les rues de Boston. Le W

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. The Street railway journal . ion was invited to the possible use of the elec-tric motor. A visit to Allegheny City, to Richmond and toWashington convinced Mr. Whitney that the new system waswhat he desired; a contract was made for the equipment of theCambridge line with the overhead trolley, and at the same timehe contracted with the Bentley-Knight Company for an under-ground conduit on Boylston Street. The Cambridge trolleywas a success; the Boylston Street conduit was a failure. Theconduit was removed and authority secured for overhead wiresover practically all of the Boston streets. The West End engi-neers were satisfied with their knowledge of power house work, of the cost of producing power, of the cost of maintenance ofdynamos, and of the possibility of operating cars by overheadwires. They were without knowledge of the cost of maintain-ing the overhead lines and the apparatus on the cars. A con-tract was proposed wherein the Thomson-Houston Companywould assume this risk by agreeing to keep the overhead line. THOMSON-HOUSTON CAR ON ECKINGTON & SOLDIERS HOMERAILWAY, WASHINGTON and the car equipment in operating condition for the sum of3 cents per car-mile for a double-motor car, and J/z cents permile for a single-motor car; this agreement to run for fiveyears. It was a bold step for the Thomson-Houston directorsto take, but on the advice of their engineers they did take it, and the contract was signed. At the end of two years Mr.Wdiitney found that the Thomson-Houston Company was mak-ing a profit on the maintenance guarantee, and he took it over, as was his contract right. But those two years were far frompleasant ones for those engineers upon whom rested the re-sponsibility for such an agreement, and few can appreciate the October 8, 1904. : STREET RAILWAY JOURNAL. 577 relief they felt when it was realized that they had no longer anydirect interest in the question as to whether or no the cars couldbe kept running during a Boston winter blizzard. The se-curing

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