Students from the technical schools and colleges were also eager recruits, for here was something that promised a career, and one that was especially alluring to youth because of its novelty. These beginners were also instructed in general engineering problems under the guidance of Mr. C. L. Clarke, who was brought in from the Menlo Park laboratory to a.s.sume charge of the engineering part of the company's affairs.

Many of these pioneer students and workmen became afterward large and successful contractors, or have filled positions of distinction as managers and superintendents of central stations. Possibly the electrical industry may not now attract as much adventurous genius as it did then, for automobiles, aeronautics, and other new arts have come to the front in a quarter of a century to enlist the enthusiasm of a younger generation of mercurial spirits; but it is certain that at the period of which we write, Edison himself, still under thirty-five, was the centre of an extraordinary group of men, full of effervescing and aspiring talent, to which he gave glorious opportunity.

A very novel literary feature of the work was the issuance of a bulletin devoted entirely to the Edison lighting propaganda. Nowadays the "house organ," as it is called, has become a very hackneyed feature of industrial development, confusing in its variety and volume, and a somewhat doubtful adjunct to a highly perfected, widely circulating periodical technical press. But at that time, 1882, the Bulletin of the Edison Electric Light Company, published in ordinary 12mo form, was distinctly new in advertising and possibly unique, as it is difficult to find anything that compared with it. The Bulletin was carried on for some years, until its necessity was removed by the development of other opportunities for reaching the public; and its pages serve now as a vivid and lively picture of the period to which its record applies. The first issue, of January 12, 1882, was only four pages, but it dealt with the question of insurance; plants at Santiago, Chili, and Rio de Janeiro; the European Company with 3,500,000 francs subscribed; the work in Paris, London, Strasburg, and Moscow; the laying of over six miles of street mains in New York; a patent decision in favor of Edison; and the size of safety catch wire. By April of 1882, the Bulletin had attained the respectable size of sixteen pages; and in December it was a portly magazine of forty-eight. Every item bears testimony to the rapid progress being made; and by the end of 1882 it is seen that no fewer than 153 isolated Edison plants had been installed in the United States alone, with a capacity of 29,192 lamps. Moreover, the New York central station had gone into operation, starting at 3 P.M. on September 4, and at the close of 1882 it was lighting 225 houses wired for about 5000 lamps. This epochal story will be told in the next chapter. Most interesting are the Bulletin notes from England, especially in regard to the brilliant exhibition given by Mr. E. H. Johnson at the Crystal Palace, Sydenham, visited by the Duke and d.u.c.h.ess of Edinburgh, twice by the Dukes of Westminster and Sutherland, by three hundred members of the Gas Inst.i.tute, and by innumerable delegations from cities, boroughs, etc. Describing this before the Royal Society of Arts, Sir W. H. Preece, F.R.S., remarked: "Many unkind things have been said of Mr. Edison and his promises; perhaps no one has been severer in this direction than myself. It is some gratification for me to announce my belief that he has at last solved the problem he set himself to solve, and to be able to describe to the Society the way in which he has solved it." Before the exhibition closed it was visited by the Prince and Princess of Wales--now the deceased Edward VII. and the Dowager Queen Alexandra--and the Princess received from Mr. Johnson as a souvenir a tiny electric chandelier fashioned like a bouquet of fern leaves and flowers, the buds being some of the first miniature incandescent lamps ever made.

The first item in the first Bulletin dealt with the "Fire Question," and all through the successive issues runs a series of significant items on the same subject. Many of them are aimed at gas, and there are several grim summaries of death and fires due to gas-leaks or explosions. A tendency existed at the time to a.s.sume that electricity was altogether safe, while its opponents, predicating their attacks on arc-lighting casualties, insisted it was most dangerous. Edison's problem in educating the public was rather difficult, for while his low-pressure, direct-current system has always been absolutely without danger to life, there has also been the undeniable fact that escaping electricity might cause a fire just as a leaky water-pipe can flood a house. The important question had arisen, therefore, of satisfying the fire underwriters as to the safety of the system. He had foreseen that there would be an absolute necessity for special devices to prevent fires from occurring by reason of any excess of current flowing in any circuit; and several of his earliest detail lighting inventions deal with this subject. The insurance underwriters of New York and other parts of the country gave a great deal of time and study to the question through their most expert representatives, with the aid of Edison and his a.s.sociates, other electric-light companies cooperating; and the knowledge thus gained was embodied in insurance rules to govern wiring for electric lights, formulated during the latter part of 1881, adopted by the New York Board of Fire Underwriters, January 12, 1882, and subsequently endorsed by other boards in the various insurance districts. Under temporary rulings, however, a vast amount of work had already been done, but it was obvious that as the industry grew there would be less and less possibility of supervision except through such regulations, insisting upon the use of the best devices and methods. Indeed, the direct superintendence soon became unnecessary, owing to the increasing knowledge and greater skill acquired by the installing staff; and this system of education was notably improved by a manual written by Mr.

Edison himself. Copies of this brochure are as scarce to-day as First Folio Shakespeares, and command prices equal to those of other American first editions. The little book is the only known incursion of its author into literature, if we except the brief articles he has written for technical papers and for the magazines. It contained what was at once a full, elaborate, and terse explanation of a complete isolated plant, with diagrams of various methods of connection and operation, and a carefully detailed description of every individual part, its functions and its characteristics. The remarkable success of those early years was indeed only achieved by following up with Chinese exactness the minute and intimate methods insisted upon by Edison as to the use of the apparatus and devices employed. It was a curious example of establishing standard practice while changing with kaleidoscopic rapidity all the elements involved. He was true to an ideal as to the pole-star, but was incessantly making improvements in every direction. With an iconoclasm that has often seemed ruthless and brutal he did not hesitate to sacrifice older devices the moment a new one came in sight that embodied a real advance in securing effective results. The process is heroic but costly. n.o.body ever had a bigger sc.r.a.p-heap than Edison; but who dare proclaim the process intrinsically wasteful if the losses occur in the initial stages, and the economies in all the later ones?

With Edison in this introduction of his lighting system the method was ruthless, but not reckless. At an early stage of the commercial development a standardizing committee was formed, consisting of the heads of all the departments, and to this body was intrusted the task of testing and criticising all existing and proposed devices, as well as of considering the suggestions and complaints of workmen offered from time to time. This procedure was fruitful in two princ.i.p.al results--the education of the whole executive force in the technical details of the system; and a constant improvement in the quality of the Edison installations; both contributing to the rapid growth of the industry.

For many years Goerck Street played an important part in Edison's affairs, being the centre of all his manufacture of heavy machinery. But it was not in a desirable neighborhood, and owing to the rapid growth of the business soon became disadvantageous for other reasons. Edison tells of his frequent visits to the shops at night, with the escort of "Jim"

Russell, a well-known detective, who knew all the denizens of the place: "We used to go out at night to a little, low place, an all-night house--eight feet wide and twenty-two feet long--where we got a lunch at two or three o'clock in the morning. It was the toughest kind of restaurant ever seen. For the clam chowder they used the same four clams during the whole season, and the average number of flies per pie was seven. This was by actual count."

As to the shops and the locality: "The street was lined with rather old buildings and poor tenements. We had not much frontage. As our business increased enormously, our quarters became too small, so we saw the district Tammany leader and asked him if we could not store castings and other things on the sidewalk. He gave us permission--told us to go ahead, and he would see it was all right. The only thing he required for this was that when a man was sent with a note from him asking us to give him a job, he was to be put on. We had a hand-laborer foreman--'Big Jim'--a very powerful Irishman, who could lift above half a ton. When one of the Tammany aspirants appeared, he was told to go right to work at $1.50 per day. The next day he was told off to lift a certain piece, and if the man could not lift it he was discharged. That made the Tammany man all safe. Jim could pick the piece up easily. The other man could not, and so we let him out. Finally the Tammany leader called a halt, as we were running big engine lathes out on the sidewalk, and he was afraid we were carrying it a little too far. The lathes were worked right out in the street, and belted through the windows of the shop."

At last it became necessary to move from Goerck Street, and Mr. Edison gives a very interesting account of the incidents in connection with the transfer of the plant to Schenectady, New York: "After our works at Goerck Street got too small, we had labor troubles also. It seems I had rather a socialistic strain in me, and I raised the pay of the workmen twenty-five cents an hour above the prevailing rate of wages, whereupon Hoe & Company, our near neighbors, complained at our doing this. I said I thought it was all right. But the men, having got a little more wages, thought they would try coercion and get a little more, as we were considered soft marks. Whereupon they struck at a time that was critical. However, we were short of money for pay-rolls; and we concluded it might not be so bad after all, as it would give us a couple of weeks to catch up. So when the men went out they appointed a committee to meet us; but for two weeks they could not find us, so they became somewhat more anxious than we were. Finally they said they would like to go back. We said all right, and back they went. It was quite a novelty to the men not to be able to find us when they wanted to; and they didn't relish it at all.

"What with these troubles and the lack of room, we decided to find a factory elsewhere, and decided to try the locomotive works up at Schenectady. It seems that the people there had had a falling out among themselves, and one of the directors had started opposition works; but before he had completed all the buildings and put in machinery some compromise was made, and the works were for sale. We bought them very reasonably and moved everything there. These works were owned by me and my a.s.sistants until sold to the Edison General Electric Company. At one time we employed several thousand men; and since then the works have been greatly expanded.

"At these new works our orders were far in excess of our capital to handle the business, and both Mr. Insull and I were afraid we might get into trouble for lack of money. Mr. Insull was then my business manager, running the whole thing; and, therefore, when Mr. Henry Villard and his syndicate offered to buy us out, we concluded it was better to be sure than be sorry; so we sold out for a large sum. Villard was a very aggressive man with big ideas, but I could never quite understand him.

He had no sense of humor. I remember one time we were going up on the Hudson River boat to inspect the works, and with us was Mr. Henderson, our chief engineer, who was certainly the best raconteur of funny stories I ever knew. We sat at the tail-end of the boat, and he started in to tell funny stories. Villard could not see a single point, and scarcely laughed at all; and Henderson became so disconcerted he had to give it up. It was the same way with Gould. In the early telegraph days I remember going with him to see Mackay in 'The Impecunious Country Editor.' It was very funny, full of amusing and absurd situations; but Gould never smiled once."

The formation of the Edison General Electric Company involved the consolidation of the immediate Edison manufacturing interests in electric light and power, with a capitalization of $12,000,000, now a relatively modest sum; but in those days the amount was large, and the combination caused a great deal of newspaper comment as to such a coinage of brain power. The next step came with the creation of the great General Electric Company of to-day, a combination of the Edison, Thomson-Houston, and Brush lighting interests in manufacture, which to this day maintains the ever-growing plants at Harrison, Lynn, and Schenectady, and there employs from twenty to twenty-five thousand people.

CHAPTER XVI

THE FIRST EDISON CENTRAL STATION

A NOTED inventor once said at the end of a lifetime of fighting to defend his rights, that he found there were three stages in all great inventions: the first, in which people said the thing could not be done; the second, in which they said anybody could do it; and the third, in which they said it had always been done by everybody. In his central-station work Edison has had very much this kind of experience; for while many of his opponents came to acknowledge the novelty and utility of his plans, and gave him unstinted praise, there are doubtless others who to this day profess to look upon him merely as an adapter.

How different the view of so eminent a scientist as Lord Kelvin was, may be appreciated from his remark when in later years, in reply to the question why some one else did not invent so obvious and simple a thing as the Feeder System, he said: "The only answer I can think of is that no one else was Edison."

Undaunted by the att.i.tude of doubt and the predictions of impossibility, Edison had pushed on until he was now able to realize all his ideas as to the establishment of a central station in the work that culminated in New York City in 1882. After he had conceived the broad plan, his ambition was to create the initial plant on Manhattan Island, where it would be convenient of access for watching its operation, and where the demonstration of its practicability would have influence in financial circles. The first intention was to cover a district extending from Ca.n.a.l Street on the north to Wall Street on the south; but Edison soon realized that this territory was too extensive for the initial experiment, and he decided finally upon the district included between Wall, Na.s.sau, Spruce, and Ferry streets, Peck Slip and the East River, an area nearly a square mile in extent. One of the preliminary steps taken to enable him to figure on such a station and system was to have men go through this district on various days and note the number of gas jets burning at each hour up to two or three o'clock in the morning. The next step was to divide the region into a number of sub-districts and inst.i.tute a house-to-house canva.s.s to ascertain precisely the data and conditions pertinent to the project. When the canva.s.s was over, Edison knew exactly how many gas jets there were in every building in the entire district, the average hours of burning, and the cost of light; also every consumer of power, and the quant.i.ty used; every hoistway to which an electric motor could be applied; and other details too numerous to mention, such as related to the gas itself, the satisfaction of the customers, and the limitations of day and night demand. All this information was embodied graphically in large maps of the district, by annotations in colored inks; and Edison thus could study the question with every detail before him. Such a reconnaissance, like that of a coming field of battle, was invaluable, and may help give a further idea of the man's inveterate care for the minutiae of things.

The laboratory note-books of this period--1878-80, more particularly--show an immense amount of calculation by Edison and his chief mathematician, Mr. Upton, on conductors for the distribution of current over large areas, and then later in the district described.

With the results of this canva.s.s before them, the sizes of the main conductors to be laid throughout the streets of this entire territory were figured, block by block; and the results were then placed on the map. These data revealed the fact that the quant.i.ty of copper required for the main conductors would be exceedingly large and costly; and, if ever, Edison was somewhat dismayed. But as usual this apparently insurmountable difficulty only spurred him on to further effort. It was but a short time thereafter that he solved the knotty problem by an invention mentioned in a previous chapter. This is known as the "feeder and main" system, for which he signed the application for a patent on August 4, 1880. As this invention effected a saving of seven-eighths of the cost of the chief conductors in a straight multiple arc system, the mains for the first district were refigured, and enormous new maps were made, which became the final basis of actual installation, as they were subsequently enlarged by the addition of every proposed junction-box, bridge safety-catch box, and street-intersection box in the whole area.

When this patent, after protracted fighting, was sustained by Judge Green in 1893, the Electrical Engineer remarked that the General Electric Company "must certainly feel elated" because of its importance; and the journal expressed its fear that although the specifications and claims related only to the maintenance of uniform pressure of current on lighting circuits, the owners might naturally seek to apply it also to feeders used in the electric-railway work already so extensive. At this time, however, the patent had only about a year of life left, owing to the expiration of the corresponding English patent. The fact that thirteen years had elapsed gives a vivid idea of the ordeal involved in sustaining a patent and the injustice to the inventor, while there is obviously hardship to those who cannot tell from any decision of the court whether they are infringing or not. It is interesting to note that the preparation for hearing this case in New Jersey was accompanied by models to show the court exactly the method and its economy, as worked out in comparison with what is known as the "tree system"

of circuits--the older alternative way of doing it. As a basis of comparison, a district of thirty-six city blocks in the form of a square was a.s.sumed. The power station was placed at the centre of the square; each block had sixteen consumers using fifteen lights each. Conductors were run from the station to supply each of the four quarters of the district with light. In one example the "feeder" system was used; in the other the "tree." With these models were shown two cubes which represented one one-hundredth of the actual quant.i.ty of copper required for each quarter of the district by the two-wire tree system as compared with the feeder system under like conditions. The total weight of copper for the four quarter districts by the tree system was 803,250 pounds, but when the feeder system was used it was only 128,739 pounds! This was a reduction from $23.24 per lamp for copper to $3.72 per lamp. Other models emphasized this extraordinary contrast. At the time Edison was doing this work on economizing in conductors, much of the criticism against him was based on the a.s.sumed extravagant use of copper implied in the obvious "tree" system, and it was very naturally said that there was not enough copper in the world to supply his demands. It is true that the modern electrical arts have been a great stimulator of copper production, now taking a quarter of all made; yet evidently but for such inventions as this such arts could not have come into existence at all, or else in growing up they would have forced copper to starvation prices. [11]

[Footnote 11: For description of feeder patent see Appendix.]

It should be borne in mind that from the outset Edison had determined upon installing underground conductors as the only permanent and satisfactory method for the distribution of current from central stations in cities; and that at Menlo Park he laid out and operated such a system with about four hundred and twenty-five lamps. The underground system there was limited to the immediate vicinity of the laboratory and was somewhat crude, as well as much less complicated than would be the network of over eighty thousand lineal feet, which he calculated to be required for the underground circuits in the first district of New York City. At Menlo Park no effort was made for permanency; no provision was needed in regard to occasional openings of the street for various purposes; no new customers were to be connected from time to time to the mains, and no repairs were within contemplation. In New York the question of permanency was of paramount importance, and the other contingencies were sure to arise as well as conditions more easy to imagine than to forestall. These problems were all attacked in a resolute, thoroughgoing manner, and one by one solved by the invention of new and unprecedented devices that were adequate for the purposes of the time, and which are embodied in apparatus of slight modification in use up to the present day.

Just what all this means it is hard for the present generation to imagine. New York and all the other great cities in 1882, and for some years thereafter, were burdened and darkened by hideous ma.s.ses of overhead wires carried on ugly wooden poles along all the main thoroughfares. One after another rival telegraph and telephone, stock ticker, burglar-alarm, and other companies had strung their circuits without any supervision or restriction; and these wires in all conditions of sag or decay ramified and crisscrossed in every direction, often hanging broken and loose-ended for months, there being no official compulsion to remove any dead wire. None of these circuits carried dangerous currents; but the introduction of the arc light brought an entirely new menace in the use of pressures that were even worse than the bully of the West who "kills on sight," because this kindred peril was invisible, and might lurk anywhere. New poles were put up, and the lighting circuits on them, with but a slight insulation of cotton impregnated with some "weather-proof" compound, straggled all over the city exposed to wind and rain and accidental contact with other wires, or with the metal of buildings. So many fatalities occurred that the insulated wire used, called "underwriters," because approved by the insurance bodies, became jocularly known as "undertakers," and efforts were made to improve its protective qualities. Then came the overhead circuits for distributing electrical energy to motors for operating elevators, driving machinery, etc., and these, while using a lower, safer potential, were proportionately larger. There were no wires underground. Morse had tried that at the very beginning of electrical application, in telegraphy, and all agreed that renewals of the experiment were at once costly and foolish. At last, in cities like New York, what may be styled generically the "overhead system" of wires broke down under its own weight; and various methods of underground conductors were tried, hastened in many places by the chopping down of poles and wires as the result of some accident that stirred the public indignation. One typical tragic scene was that in New York, where, within sight of the City Hall, a lineman was killed at his work on the arc light pole, and his body slowly roasted before the gaze of the excited populace, which for days afterward dropped its silver and copper coin into the alms-box nailed to the fatal pole for the benefit of his family. Out of all this in New York came a board of electrical control, a conduit system, and in the final a.n.a.lysis the Public Service Commission, that is credited to Governor Hughes as the furthest development of utility corporation control.

The "road to yesterday" back to Edison and his insistence on underground wires is a long one, but the preceding paragraph traces it. Even admitting that the size and weight of his low-tension conductors necessitated putting them underground, this argues nothing against the propriety and sanity of his methods. He believed deeply and firmly in the a.n.a.logy between electrical supply and that for water and gas, and pointed to the trite fact that n.o.body hoisted the water and gas mains into the air on stilts, and that none of the pressures were inimical to human safety. The arc-lighting methods were unconsciously and unwittingly prophetic of the latter-day long-distance transmissions at high pressure that, electrically, have placed the energy of Niagara at the command of Syracuse and Utica, and have put the power of the falling waters of the Sierras at the disposal of San Francisco, two hundred miles away. But within city limits overhead wires, with such s.p.a.ce-consuming potentials, are as fraught with mischievous peril to the public as the dynamite stored by a nonchalant contractor in the cellar of a schoolhouse. As an offset, then, to any tendency to depreciate the intrinsic value of Edison's lighting work, let the claim be here set forth modestly and subject to interference, that he was the father of underground wires in America, and by his example outlined the policy now dominant in every city of the first rank. Even the comment of a cynic in regard to electrical development may be accepted: "Some electrical companies wanted all the air; others apparently had use for all the water; Edison only asked for the earth."

The late Jacob Hess, a famous New York Republican politician, was a member of the commission appointed to put the wires underground in New York City, in the "eighties." He stated that when the commission was struggling with the problem, and examining all kinds of devices and plans, patented and unpatented, for which fabulous sums were often asked, the body turned to Edison in its perplexity and asked for advice.

Edison said: "All you have to do, gentlemen, is to insulate your wires, draw them through the cheapest thing on earth--iron pipe--run your pipes through channels or galleries under the street, and you've got the whole thing done." This was practically the system adopted and in use to this day. What puzzled the old politician was that Edison would accept nothing for his advice.

Another story may also be interpolated here as to the underground work done in New York for the first Edison station. It refers to the "man higher up," although the phrase had not been coined in those days of lower public morality. That a corporation should be "held up" was accepted philosophically by the corporation as one of the unavoidable incidents of its business; and if the corporation "got back" by securing some privilege without paying for it, the public was ready to condone if not applaud. Public utilities were in the making, and no one in particular had a keen sense of what was right or what was wrong, in the hard, practical details of their development. Edison tells this illuminating story: "When I was laying tubes in the streets of New York, the office received notice from the Commissioner of Public Works to appear at his office at a certain hour. I went up there with a gentleman to see the Commissioner, H. O. Thompson. On arrival he said to me: 'You are putting down these tubes. The Department of Public Works requires that you should have five inspectors to look after this work, and that their salary shall be $5 per day, payable at the end of each week.

Good-morning.' I went out very much crestfallen, thinking I would be delayed and hara.s.sed in the work which I was anxious to finish, and was doing night and day. We watched patiently for those inspectors to appear. The only appearance they made was to draw their pay Sat.u.r.day afternoon."

Just before Christmas in 1880--December 17--as an item for the silk stocking of Father Knickerbocker--the Edison Electric Illuminating Company of New York was organized. In pursuance of the policy adhered to by Edison, a license was issued to it for the exclusive use of the system in that territory--Manhattan Island--in consideration of a certain sum of money and a fixed percentage of its capital in stock for the patent rights. Early in 1881 it was altogether a paper enterprise, but events moved swiftly as narrated already, and on June 25, 1881, the first "Jumbo" prototype of the dynamo-electric machines to generate current at the Pearl Street station was put through its paces before being shipped to Paris to furnish new sensations to the flaneur of the boulevards. A number of the Edison officers and employees a.s.sembled at Goerck Street to see this "gigantic" machine go into action, and watched its performance with due reverence all through the night until five o'clock on Sunday morning, when it respected the conventionalities by breaking a shaft and suspending further tests. After this dynamo was shipped to France, and its successors to England for the Holborn Viaduct plant, Edison made still further improvements in design, increasing capacity and economy, and then proceeded vigorously with six machines for Pearl Street.

An ideal location for any central station is at the very centre of the district served. It may be questioned whether it often goes there. In the New York first district the nearest property available was a double building at Nos. 255 and 257 Pearl Street, occupying a lot so by 100 feet. It was four stories high, with a fire-wall dividing it into two equal parts. One of these parts was converted for the uses of the station proper, and the other was used as a tube-shop by the underground construction department, as well as for repair-shops, storage, etc.

Those were the days when no one built a new edifice for station purposes; that would have been deemed a fantastic extravagance. One early station in New York for arc lighting was an old soap-works whose well-soaked floors did not need much additional grease to render them choice fuel for the inevitable flames. In this Pearl Street instance, the building, erected originally for commercial uses, was quite incapable of sustaining the weight of the heavy dynamos and steam-engines to be installed on the second floor; so the old flooring was torn out and a new one of heavy girders supported by stiff columns was subst.i.tuted. This heavy construction, more familiar nowadays, and not unlike the supporting metal structure of the Manhattan Elevated road, was erected independent of the enclosing walls, and occupied the full width of 257 Pearl Street, and about three-quarters of its depth.

This change in the internal arrangements did not at all affect the ugly external appearance, which did little to suggest the stately and ornate stations since put up by the New York Edison Company, the latest occupying whole city blocks.

Of this episode Edison gives the following account: "While planning for my first New York station--Pearl Street--of course, I had no real estate, and from lack of experience had very little knowledge of its cost in New York; so I a.s.sumed a rather large, liberal amount of it to plan my station on. It occurred to me one day that before I went too far with my plans I had better find out what real estate was worth. In my original plan I had 200 by 200 feet. I thought that by going down on a slum street near the water-front I would get some pretty cheap property.

So I picked out the worst dilapidated street there was, and found I could only get two buildings, each 25 feet front, one 100 feet deep and the other 85 feet deep. I thought about $10,000 each would cover it; but when I got the price I found that they wanted $75,000 for one and $80,000 for the other. Then I was compelled to change my plans and go upward in the air where real estate was cheap. I cleared out the building entirely to the walls and built my station of structural ironwork, running it up high."

Into this converted structure was put the most complete steam plant obtainable, together with all the mechanical and engineering adjuncts bearing upon economical and successful operation. Being in a narrow street and a congested district, the plant needed special facilities for the handling of coal and ashes, as well as for ventilation and forced draught. All of these details received Mr. Edison's personal care and consideration on the spot, in addition to the mult.i.tude of other affairs demanding his thought. Although not a steam or mechanical engineer, his quick grasp of principles and omnivorous reading had soon supplied the lack of training; nor had he forgotten the practical experience picked up as a boy on the locomotives of the Grand Trunk road. It is to be noticed as a feature of the plant, in common with many of later construction, that it was placed well away from the water's edge, and equipped with non-condensing engines; whereas the modern plant invariably seeks the bank of a river or lake for the purpose of a generous supply of water for its condensing engines or steam-turbines.

These are among the refinements of practice coincidental with the advance of the art.

At the award of the John Fritz gold medal in April, 1909, to Charles T.

Porter for his work in advancing the knowledge of steam-engineering, and for improvements in engine construction, Mr. Frank J. Sprague spoke on behalf of the American Inst.i.tute of Electrical Engineers of the debt of electricity to the high-speed steam-engine. He recalled the fact that at the French Exposition of 1867 Mr. Porter installed two Porter-Allen engines to drive electric alternating-current generators for supplying current to primitive lighthouse apparatus. While the engines were not directly coupled to the dynamos, it was a curious fact that the piston speeds and number of revolutions were what is common to-day in isolated direct-coupled plants. In the dozen years following Mr. Porter built many engines with certain common characteristics--i.e., high piston speed and revolutions, solid engine bed, and babbitt-metal bearings; but there was no electric driving until 1880, when Mr. Porter installed a high-speed engine for Edison at his laboratory in Menlo Park. Shortly after this he was invited to construct for the Edison Pearl Street station the first of a series of engines for so-called "steam-dynamos,"

each independently driven by a direct-coupled engine. Mr. Sprague compared the relations thus established between electricity and the high-speed engine not to those of debtor and creditor, but rather to those of partners--an industrial marriage--one of the most important in the engineering world. Here were two machines destined to be joined together, economizing s.p.a.ce, enhancing economy, augmenting capacity, reducing investment, and increasing dividends.

While rapid progress was being made in this and other directions, the wheels of industry were humming merrily at the Edison Tube Works, for over fifteen miles of tube conductors were required for the district, besides the boxes to connect the network at the street intersections, and the hundreds of junction boxes for taking the service conductors into each of the hundreds of buildings. In addition to the immense amount of money involved, this specialized industry required an enormous amount of experiment, as it called for the development of an entirely new art. But with Edison's inventive fertility--if ever there was a cross-fertilizer of mechanical ideas it is he--and with Mr. Kruesi's never-failing patience and perseverance applied to experiment and evolution, rapid progress was made. A franchise having been obtained from the city, the work of laying the underground conductors began in the late fall of 1881, and was pushed with almost frantic energy. It is not to be supposed, however, that the Edison tube system had then reached a finality of perfection in the eyes of its inventor. In his correspondence with Kruesi, as late as 1887, we find Edison bewailing the inadequacy of the insulation of the conductors under twelve hundred volts pressure, as for example: "Dear Kruesi,--There is nothing wrong with your present compound. It is splendid. The whole trouble is air-bubbles. The hotter it is poured the greater the amount of air-bubbles. At 212 it can be put on rods and there is no bubble. I have a man experimenting and testing all the time. Until I get at the proper method of pouring and getting rid of the air-bubbles, it will be waste of time to experiment with other asphalts. Resin oil distils off easily.

It may answer, but paraffine or other similar substances must be put in to prevent brittleness, One thing is certain, and that is, everything must be poured in layers, not only the boxes, but the tubes. The tube itself should have a thin coating. The rope should also have a coating.

The rods also. The whole lot, rods and rope, when ready for tube, should have another coat, and then be placed in tube and filled. This will do the business." Broad and large as a continent in his ideas, if ever there was a man of finical fussiness in attention to detail, it is Edison. A letter of seven pages of about the same date in 1887 expatiates on the vicious troubles caused by the air-bubble, and remarks with fine insight into the problems of insulation and the idea of layers of it: "Thus you have three separate coatings, and it is impossible an air-hole in one should match the other."

To a man less thorough and empirical in method than Edison, it would have been sufficient to have made his plans clear to a.s.sociates or subordinates and hold them responsible for accurate results. No such vicarious treatment would suit him, ready as he has always been to share the work where he could give his trust. In fact he realized, as no one else did at this stage, the tremendous import of this novel and comprehensive scheme for giving the world light; and he would not let go, even if busy to the breaking-point. Though plunged in a veritable maelstrom of new and important business interests, and though applying for no fewer than eighty-nine patents in 1881, all of which were granted, he superintended on the spot all this laying of underground conductors for the first district. Nor did he merely stand around and give orders. Day and night he actually worked in the trenches with the laborers, amid the dirt and paving-stones and hurry-burly of traffic, helping to lay the tubes, filling up junction-boxes, and taking part in all the infinite detail. He wanted to know for himself how things went, why for some occult reason a little change was necessary, what improvement could be made in the material. His hours of work were not regulated by the clock, but lasted until he felt the need of a little rest. Then he would go off to the station building in Pearl Street, throw an overcoat on a pile of tubes, lie down and sleep for a few hours, rising to resume work with the first gang. There was a small bedroom on the third floor of the station available for him, but going to bed meant delay and consumed time. It is no wonder that such impatience, such an enthusiasm, drove the work forward at a headlong pace.

Edison says of this period: "When we put down the tubes in the lower part of New York, in the streets, we kept a big stock of them in the cellar of the station at Pearl Street. As I was on all the time, I would take a nap of an hour or so in the daytime--any time--and I used to sleep on those tubes in the cellar. I had two Germans who were testing there, and both of them died of diphtheria, caught in the cellar, which was cold and damp. It never affected me."

It is worth pausing just a moment to glance at this man taking a fitful rest on a pile of iron pipe in a dingy building. His name is on the tip of the world's tongue. Distinguished scientists from every part of Europe seek him eagerly. He has just been decorated and awarded high honors by the French Government. He is the inventor of wonderful new apparatus, and the exploiter of novel and successful arts. The magic of his achievements and the rumors of what is being done have caused a wild drop in gas securities, and a sensational rise in his own electric-light stock from $100 to $3500 a share. Yet these things do not at all affect his slumber or his democratic simplicity, for in that, as in everything else, he is attending strictly to business, "doing the thing that is next to him."

Part of the rush and feverish haste was due to the approach of frost, which, as usual in New York, suspended operations in the earth; but the laying of the conductors was resumed promptly in the spring of 1882; and meantime other work had been advanced. During the fall and winter months two more "Jumbo" dynamos were built and sent to London, after which the construction of six for New York was swiftly taken in hand. In the month of May three of these machines, each with a capacity of twelve hundred incandescent lamps, were delivered at Pearl Street and a.s.sembled on the second floor. On July 5th--owing to the better opportunity for ceaseless toil given by a public holiday--the construction of the operative part of the station was so far completed that the first of the dynamos was operated under steam; so that three days later the satisfactory experiment was made of throwing its flood of electrical energy into a bank of one thousand lamps on an upper floor. Other tests followed in due course. All was excitement. The field-regulating apparatus and the electrical-pressure indicator--first of its kind--were also tested, and in turn found satisfactory. Another vital test was made at this time--namely, of the strength of the iron structure itself on which the plant was erected. This was done by two structural experts; and not till he got their report as to ample factors of safety was Edison rea.s.sured as to this detail.

A remark of Edison, familiar to all who have worked with him, when it is reported to him that something new goes all right and is satisfactory from all points of view, is: "Well, boys, now let's find the bugs,"

and the hunt for the phylloxera begins with fiendish, remorseless zest.

Before starting the plant for regular commercial service, he began personally a series of practical experiments and tests to ascertain in advance what difficulties would actually arise in practice, so that he could provide remedies or preventives. He had several cots placed in the adjoining building, and he and a few of his most strenuous a.s.sistants worked day and night, leaving the work only for hurried meals and a s.n.a.t.c.h of sleep. These crucial tests, aiming virtually to break the plant down if possible within predetermined conditions, lasted several weeks, and while most valuable in the information they afforded, did not hinder anything, for meantime customers' premises throughout the district were being wired and supplied with lamps and meters.

On Monday, September 4, 1882, at 3 o'clock, P.M., Edison realized the consummation of his broad and original scheme. The Pearl Street station was officially started by admitting steam to the engine of one of the "Jumbos," current was generated, turned into the network of underground conductors, and was transformed into light by the incandescent lamps that had thus far been installed. This date and event may properly be regarded as historical, for they mark the practical beginning of a new art, which in the intervening years has grown prodigiously, and is still increasing by leaps and bounds.

Everything worked satisfactorily in the main. There were a few mechanical and engineering annoyances that might naturally be expected to arise in a new and unprecedented enterprise; but nothing of sufficient moment to interfere with the steady and continuous supply of current to customers at all hours of the day and night. Indeed, once started, this station was operated uninterruptedly for eight years with only insignificant stoppage.

It will have been noted by the reader that there was nothing to indicate rashness in starting up the station, as only one dynamo was put in operation. Within a short time, however, it was deemed desirable to supply the underground network with more current, as many additional customers had been connected and the demand for the new light was increasing very rapidly. Although Edison had successfully operated several dynamos in multiple arc two years before--i.e., all feeding current together into the same circuits--there was not, at this early period of experience, any absolute certainty as to what particular results might occur upon the throwing of the current from two or more such ma.s.sive dynamos into a great distributing system. The sequel showed the value of Edison's cautious method in starting the station by operating only a single unit at first.

He decided that it would be wise to make the trial operation of a second "Jumbo" on a Sunday, when business houses were closed in the district, thus obviating any danger of false impressions in the public mind in the event of any extraordinary manifestations. The circ.u.mstances attending the adding of a second dynamo are thus humorously described by Edison: "My heart was in my mouth at first, but everything worked all right....

Then we started another engine and threw them in parallel. Of all the circuses since Adam was born, we had the worst then! One engine would stop, and the other would run up to about a thousand revolutions, and then they would see-saw. The trouble was with the governors. When the circus commenced, the gang that was standing around ran out precipitately, and I guess some of them kept running for a block or two.

I grabbed the throttle of one engine, and E. H. Johnson, who was the only one present to keep his wits, caught hold of the other, and we shut them off." One of the "gang" that ran, but, in this case, only to the end of the room, afterward said: "At the time it was a terrifying experience, as I didn't know what was going to happen. The engines and dynamos made a horrible racket, from loud and deep groans to a hideous shriek, and the place seemed to be filled with sparks and flames of all colors. It was as if the gates of the infernal regions had been suddenly opened."

This trouble was at once attacked by Edison in his characteristic and strenuous way. The above experiment took place between three and four o'clock on a Sunday afternoon, and within a few hours he had gathered his superintendent and men of the machine-works and had them at work on a shafting device that he thought would remedy the trouble. He says: "Of course, I discovered that what had happened was that one set was running the other as a motor. I then put up a long shaft, connecting all the governors together, and thought this would certainly cure the trouble; but it didn't. The torsion of the shaft was so great that one governor still managed to get ahead of the others. Well, it was a serious state of things, and I worried over it a lot. Finally I went down to Goerck Street and got a piece of shafting and a tube in which it fitted. I twisted the shafting one way and the tube the other as far as I could, and pinned them together. In this way, by straining the whole outfit up to its elastic limit in opposite directions, the torsion was practically eliminated, and after that the governors ran together all right."

Edison realized, however, that in commercial practice this was only a temporary expedient, and that a satisfactory permanence of results could only be attained with more perfect engines that could be depended upon for close and simple regulation. The engines that were made part of the first three "Jumbos" placed in the station were the very best that could be obtained at the time, and even then had been specially designed and built for the purpose. Once more quoting Edison on this subject: "About that time" (when he was trying to run several dynamos in parallel in the Pearl Street station) "I got hold of Gardiner C. Sims, and he undertook to build an engine to run at three hundred and fifty revolutions and give one hundred and seventy-five horse-power. He went back to Providence and set to work, and brought the engine back with him to the shop. It worked only a few minutes when it busted. That man sat around that shop and slept in it for three weeks, until he got his engine right and made it work the way he wanted it to. When he reached this period I gave orders for the engine-works to run night and day until we got enough engines, and when all was ready we started the engines. Then everything worked all right.... One of these engines that Sims built ran twenty-four hours a day, three hundred and sixty-five days in the year, for over a year before it stopped." [12]