modified by the next legislature. The provision in the B. L. that excited the opposition seems to have been the one requiring instruction to be given in the Eng. language; for all the other provisions had already been the law of the state for years, without protest.

ELECTRIC RAILWAY: see Cyclopedia.

There has been recent successful development of the E. R. in London. A line has been established in a subway, 3 m. long, connecting a southern suburb with the city, and capable of conveying 100 passengers at a time, at speed varying from 13 to 24 m. an hour. In north London, also, on one of the large tramways, a service by secondary batteries has been successfully maintained 1889-90. The rush of progress, however, in E. R. development, has been in the United States. At the beginning of 1890 there were fully 200 lines in operation, covering 1,641 m., using 2,346 motor cars, and employing chiefly either the Thomson-Houston or the Sprague system; while for 39 additional roads, covering 385 m., a single company had in hand plans for putting in plant in which storage batteries are the working agency. With 1890, Nov., the record had reached 246 electric railways in operation, with 2,024 m. of track, 3,830 motor cars, and about 6,400 motors, with an aggregate capacity of 174,435 horse-power, and employing an electrical generating capacity of 94,880 horse-power.

Mr. T. B. Bailey, of the Thomson-Houston Company, gives, as approximate figures for the street railways of the United States and Canada, 957 in all, of which 589 use horses, and are capitalized at $58,900,000; 246 are electric, and are valued $49,200,000; 73 are steam, valued $7,300,000; and 49 are cable, valued $49,000,000. The combined street railways cover 8,818 m., of which 5,713 are horse, 2,024 electric, 554 steam, and 527 cable. The cost, per car-mile, for all expenses and charges, except interest, is estimated at: horse 5.7 cents, steam 5 cents, cable 2.5 cents, electric 2-2 cents. The full practicability of the E. R. has been, within two years, completely demonstrated, also its superior earning capacity. The anticipated difficulty of mounting grades over 5 per cent. has been disposed of by experience and practice, which show that grades as high as 14 per cent. can be ascended safely and satisfactorily. The motor-power is from a single 15-horse-power motor, or two of this power on one truck. The use of a pair of cars-a trailer attached behind the motor car has proved a source of danger to passengers, and of wear and tear between the cars, suggesting the desirability of longer cars with double trucks, which are also free from rocking motion, and in several ways less expensive to manage and maintain. The single-wire overhead system mainly is considered in this review of the development thus far of the E. R. The invention of a conduit at once effective and economical, for the streets of cities of over 50,000 pop., would be a magnificent boon, less on account of any serious troubles from the overhead system, properly put

in, than to obviate the objection to multiplying poles and wires in close city streets. The first low cost of the overhead system will have permanent importance for all smaller cities and towns. In most places, the regulation speed of the electric car is 12 m. per hour, and average daily mileage per car about 115 m., exceeding the average daily mileage of railroad steam-engines, and nearly double that of the best horse service. The first cost of the electric system is less than half of the cable, and about the same as that of the horse. The conditions of preparation, operation, and maintenance, being taken largely from the old horse system, create excessive cost for repairs and renewal, which improved conditions would not involve. The E. R. lines are in every case successful and dividend-paying investments, though in many instances succeeding to old horse-car lines which were worked at a loss. It is believed by the most competent authorities that the mechanical means for employing electricity to run street and other railways can be greatly improved, and that perhaps even larger steamrailroads could be operated with more economy by the electric motor than by any other system, if greater perfection of the mechanical details were attained.

It has been suggested by A. H. Chadbourne that the placing of the motor on the car axle will prove temporary only, and that a much more effective and economical device would be a long car, with the motor in a dry and warm room at the end, in front, under the eye of the motor-man; also motors of slow speed, teeth of soft material, and gear noiseless, and some device, in place of the friction clutch, to allow the armature to run free when the car is at rest, and to enable the motor-man to start his heavy load up grade without danger of burning out an armature. The ideal of Mr. Chadbourne is that of an armature placed directly about the car axle, and the gearing dispensed with altogether—an ad vance before which the steam-locomotive might give way altogether, and travel at any desired speed be secured, by electric power alone. The subway-road mentioned above, opened by the Prince of Wales (1890, Nov.) as the City and S. London railway,' goes far to realize these advanced ideals. It is carried through a pair of circular iron tunnels, 10 ft. in diameter, about CO ft. below the surface; starting near the Monument ir King William st., passing under the Thames to near the s. end of London Bridge, and thence going s., out Lambeth way, to Stockwell; the entire length more than 3 m., and the cost of the double tunnel about $1,150,000 a mile. At each of the several stations, powerful hydraulic elevators give easy access to the streets. The electric current which is to do all the work of the road is generated at Stockwell, by 3 large generators, with dynamos of Edison-Hopkinson type.each equal to 450 amperes at 450 volts, and each worked independently by a vertical compound engine run at a steam-pressure of 140 lbs. The current is conducted from the generators to the track through

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ELECTRIC TRANSMISSION OF POWER. insulated cables, with an insulation of the whole system so high that the total loss by leakage is but a small fraction of one per cent. of the total power required for working the line up to its full capacity. The current is carried through both tunnels, and connected with the working conductor at signal boxes along the line, placing each section under control, for cutting in and out in case of emergency. The working conductor is of steel, placed between the rails, and insulated on glass blocks that rest, in turn, on the cross-sleepers. The current is picked up from the steel conductor by sliding shoes of iron or steel. Fourteen locomotives have been supplied, each weighing about 10 tons, and equipped with two motors capable of 100 electrical horse-power and equal to a speed of 25 m. an hour. The axles of the wheels are practically the armature, thus dispensing with all gearing, and the motors driving directly upon the axles. A train consisting of locomotive and 3 passenger cars will weigh about 30 tons. The electricalplant contractors have given a guarantee that for the first two years the traction expenses shall not exceed 7 cents per train-mile, against the 20 cents per mile of the traction cost of the steam underground lines of London. As the greatest undertaking of the kind in the world, and promising perhaps the surest rapid transit for a city like New York, this E. R. development seems likely to mark an epoch.

An E. R. has been opened recently at Salzburg, Switzerland, to ascend the peak of Ronchberg on an incline whose angle is nearly 70 degrees, with a rise of about 250 ft. between the start and the finish. The construction is practically that of an elevator. A battery of 116 accumulators, placed at the lower station, operates a motor at the head of the line, which hauls a car weighing over half a ton and carrying 12 passengers.

ELECTRIC TRANSMIS'SION OF POWER: mode of utilizing water-power by the aid of electricity. The idea was suggested first by a visit made to Niagara, 1876, by Sir Wm. Siemens, and was realized first on a small scale by Lord Armstrong. An electric tramway at Portrush, Ireland, was opened shortly before the death of Siemens, with power supplied on the plan conceived by him; and the Bessbrook and Newry tramway in Ireland was operated on the same plan. At Niagara, a company has made extensive plans for mills on a large tract of land about a mile from the Falls, and for transmission of the power to more distant places. An international commission, with Sir Wm. Thomson at its head, and with Mascart, Turrettini, Coleman Sellers, and Unwin as members, has been intrusted with the consideration of the problems which the scheme involves. In Germany, electrically transmitted power was applied first to haulage in mines by the Siemens firm. In England, the first success with this method for pumping and underground haulage was made 1887, at St. John's colliery, NormanLon, where Mr. Immish, noted for connection with elec

548 ELECTRIC SMELTING-LICK PUBLIC BATHS. tric launches, carried out an extensive installation. But it is in the gigantic plants set up at the mines in Nev. and Cal. that the grandest demonstration has been made of the possibilities of this method, whose future development promises immense results.

ELECTRIC SMELTING: the earliest attempt to use electricity for smelting was made by Sir Wm. Siemens, who showed in his presidential address to the Brit. Assoc., 1882, that an electric furnace might be advantageously used to produce temperatures exceeding the limits (about 1,800 C.) beyond which combustion proceeds very sluggishly. The indications thus given bore fruit in a great enterprise of the Messrs. Cowles, at Cleveland, O., who successfully matured a method for producing aluminium-brouze, ferro-aluminium, and silicon-bronze with the electric furnace. They followed up this with extensive works at Lockport, N. Y., where 18 furnaces are operated for the production of aluminium alloys, the electrical energy being supplied through three dynamo-machines, each giving a current of 3,000 amperes, and worked by water-power, through turbines, each of 500 horse-power. Similar works in n. Staffordshire, Eng., are supplied with a gigantic dynamo-machine, furnishing a current of 5,000 amperes with an electro-motive force of 50 to 60 volts. The arrangements of these furnaces and their products are of great interest.

LICK PUBLIC BATHS: institution in San Francisco for which a bequest of $150,000 was made by James Lick in his last will: see LICK, JAMES. The L. P. B. building, formally opened 1890, Nov. 3, is externally imposing. Intercally it is divided into 3 parts-viz., the men's and women's divisions, and the office, with necessary appendages of laundry, engine-room, etc. There are 40 bathing compartments for men, 20 for women, each compartment 8 ft. square, with corrugated iron partitions; the tubs are of porcelain, 20 in. wide, 6 ft. long, and correspondingly deep. The walls of each division of the building are inlaid with glazed porcelain tiles, and the floors are of concrete; the roof is of corrugated iron, with skylights extending the whole length of both departments. Water is supplied by an artesian well, and is pumped into tanks of the capacity of 12,000 gallons.

The trustees of the bequest purchased a site for the baths 1885, for $37,500; but the structure occupies only a portion of the ground: a large revenue will be derived from rentals of the unoccupied land. The value of the property on the day of opening the baths was: lot occupied by the building $32,500; unoccupied land adjoining $75,000; building and furnishings $85,000; cash on hand $27,500.

HOLLEY, hol i, MARIETTA (pen-name Josiah Allen's Wife): born Ellisburg, Jefferson co., N. Y., 18. In early life, sue wrote poetry walen attracted attention, and many of her verses were widely copied in this country, and some reprinted in England. Afterward, wishing to help her parents, she commenced writing humorous prose, and quickly achieved a remarkable success. Most of her life has been passed in the town in which she was born. Besides numerous contributions to periodicals, she has written: Samantha at the Centennial; Josiah Allen's Wife; My Opinions and Betsey Bobbet's; Sweet Cicely (1335); Sa nantha at Saratoga (1887); Poems (1888); Samantha among the Brethren (1390); and various other works.

DAMIEN DE VEUSTER, đã mi-ěn, F. đô-me-ăng dé vés-tár, JOSEPH: priest of the Molokai lepers: 1840, Jan. 3-1889, Apr. 15; b. Louvain, Belgium. He was missionary priest at the Sandwich Islands until 1873, when he offered to go to Molokai, an island of the Hawaiian group. Thither, on a peninsula 3 m. long, 1 m. wide, with two villages of huts, the govt. had sent lepers, beginning 1865. Father D. at first slept under a tree; afterward lumber for houses and a chapel was sent from Honolulu. He procured pure water supply, better food, established a store and a school, gave medical attendance till a physician arrived 1878, and abolished the making of an intoxicating root-beer. To aid hin, $5,000 was sent by Eng. Episc. churchmen, and $1,500 through Henry Labouchere. In 1881, after he had buried 1,600 lepers (death-rate 150 yearly, average length of life on the island 4 years), he himself had symptoms of the disease. Such is the account that has been widely spread on respectable authority. The condition of the lepers, before Father D.'s arrival, has been described as 'purely bestial; without nurses, schools, or church; a scandal to the Christian charity of those islands.' But the Rev. C. M. Hyde, D.D., of Honolulu, appointed by the Amer. Board to the charge of the North Pacific Institute, for training of Hawaiian pastors, has been personally familiar with Molokai, and says (Congregationalist, 1890, Aug. 7) that the Hawaiian govt. had all along made generous provision for the lepers (total $337,500); that they lived as well as, if not better than, other natives, and that they told the Rom. Cath. bp. that they were well taken care of; and that Father D. was a hindrance rather than a help. He quotes the well-known author, Robert L. Stevenson, as saying that this priest was 'ignorant, bigoted, rough in his ways, indiscreet, officious, domineering, unpopular with the Kanakas, with a mania for doctoring, with slovenly ways and false ideas of hygiene.' Yet he has been called the Hawaiian Christ.' Robert L. Stevenson, in spite of his words above quoted, strongly opposes Dr. Hyde's view, and maintains the worthiness and helpfulness-on the whole-of Father D. Dr. Hyde has