. Engineering problems in electric elevated and suburban railroading . of the moderndevelopment, for it proved to be the pioneer in most all theessentials of the present trolley system. It was not a longcontract, hut its terms were somewhat remarkable, beingdictated by enthusiasm and self-confidence rather thanby ordinary commercial rules. It provided that a system, existing then only on a blue-print, except that the general motor ideas had been experi-mentally developed on the ,14th Street branch nf the Man- 17,291 miles of electric cable and horse car tracks, 15,672miles with electrical equi
. Engineering problems in electric elevated and suburban railroading . of the moderndevelopment, for it proved to be the pioneer in most all theessentials of the present trolley system. It was not a longcontract, hut its terms were somewhat remarkable, beingdictated by enthusiasm and self-confidence rather thanby ordinary commercial rules. It provided that a system, existing then only on a blue-print, except that the general motor ideas had been experi-mentally developed on the ,14th Street branch nf the Man- 17,291 miles of electric cable and horse car tracks, 15,672miles with electrical equipment, comprising 36,429 motorcars and 7,914 trail cars. The capitalized liabilities of these electric roads wereclose on to $1,500,000,000. Ten years later, in May, 1807, another contract wassigned, this time individually, for replacing the operativesteam equipment on the South Side Elevated Railroad ofChicago by an electrical equipment on a new method,which, if successful, was destined to mark the abolition ofsteam and locomotive systems of any character on urban,. SPRAGUE MULTIPLE UNIT TRAIN OF 13 CARS hattan Elevated Railroad, on an unbuilt road eleven milesin length, with twenty-nine curves, straight grades as highas 8 per cent., and grades on curves equivalent to 12 percent,, embracing a central station of .100 II. P., and equip-ments for [1 >rly cars, should be installed in ninety days, andfor this Si 20,000 in cash was to be paid if the system wassatisfactory to the Railway Company. The net loss to the Sprague Electric Railway & MotorCompany on this contract was fully $100,000. The restis history—the history of an unprecedented industrial de-velopment 1 if such a character that every individual con-nected with the Richmond Road through all its vicissitudesmay well take a personal pride in it. According to statistics published in the Strut RailwayJournal in February, 1809, by the close of 1898 there wasin operation in the United States alone, out of a total of iuter
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