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STRAWBERRY 118 STREET RAILWAYS ennial plants throwing out runners which take root and produce new plants ; they are natives of temperate and cold climates in Europe, America, and Asia. The following species afford the varieties of cultivated strawberries: (1) Wood strawberry (F. vesca) , found wild in the woods and on hillsides throughout Europe, and now cultivated in gardens, as the red, the white, the American, and Danish Alpine strawberries. (2) The Alpine strawberry (F. collina) , a native of Switzerland and Germany. The va- rieties of strawberries called green are the produce of this species. (3) Haut- bois strawberry (F. elatior) , a native of North America. (4) Virginian straw- berry (F. virginiana or caroliniana) , a native of Virginia. To this species be- longs a great list of sorts cultivated in gardens, and known by the name of scar- let and black strawberries. (5) Large- flowered strawberry (F. grandiflora) is supposed to be a native of Surinam, and to have furnished our gardens with the sorts called pine strawberries. (6) Chile strawberry (F. chilensis) , a native of Chile and Peru, and the parent of a number of mostly inferior strawberries. The strawberry is propagated by seeds, by division of the plant, and by runners. Most of the strawberry plants in the United States are grown by runners. V STREATOR, a city in Lasalle co.. 111. ; on the Vermilion river, and on the Bur- lington Route, the Chicago and Alton, the Wabash, the New York Central, the Chicago, Ottawa and Peoria, and the Atchison, Topeka, and Santa Fe rail- roads; 93 miles S. W. of Chicago. It is the trade center of a large agricultural and coal district. There are also valu- able clay deposits in the city. Here are a high school, public library, park, wa- terworks, street railroad and electric light plants, several National banks, and a number of daily and weekly news- papers. The city has extensive glass works, foundries, machine shops, flour mills, planing mills, brick works, etc. Pop. (1910) 14,253; (1920) 14,779. STREET, JULIAN (LEONARD), an American writer, born at Chicago, 111., in 1879. He was educated in the public schools of Chicago and at Ridley College, St. Catharines, Ontario, Canada. From 1899 to 1901 he was on the reportorial and editorial staff of the New York "Mail and Express." Besides contrib- uting articles and stories to many mag- azines he wrote: "Mv Enemy the Mo- tor" (1908) ; "The Need of Change" (1909) ; "Paris a la Carte" (1911) ; "Ship-Bored" (1911) : "The Goldfish" (1912) ; "Welcome to Our City" (1913) ; "Abroad at Home" (1914) ; "The Most Interesting American" (1915) ; "Amer- ican Adventures" (1917) ; "After Thir- ty" (1919). STREET RAILWAYS, an institution of American origin, though first sug- gested by the tramways used for carry- ing coal in the British collieries. In- terest in street railways first developed in 1829, when the agitation for steam railways was going on in this country. Finally action was taken, in 1832, and a company was organized in New York City, which began laying a street rail- way along the Bowery and Fourth Ave- nue, extending from the Battery to Har- lem, which was then the upper limits of the city. The line began to operate in the following year. The cars were built like the stage coaches of those days; they were, in fact, nothing more than stage coaches running on flat iron rails laid on blocks of granite. This venture proved a financial failure, yet four ySars later, in 1836, another street railway company was formed in Boston and the second street railway was soon after in operation in that city. It was not till over twenty years later that street rail- ways were tried out in England, through the influence of George Francis Train. Between 1860 and 1880 there was a rapid development of street railways in American cities, and practically every community provided itself with one. Hitherto horses and mules had been the sole means of motive power. Experi- ments were made with small steam lo- comotives, but the smoke and soot they created made it impossible to use them within city limits, while their noise also made them objectionable. In 1873 the first cable car system was put into operation in San Francisco. An underground cable, running along a conduit with an open slot in the top, down which the grip of the car extended from the street above, drew the car along at an even rate, up hill and down, re- gardless of grade. Huge spools driven by steam wound and unwound the cable in a central power house. The cable system was especially suited to San Francisco, many of whose chief streets were extremely steep, and the cable car became a universal institution in that city. Other cities also began adopting it, including New York. But the cost of laying a cable system was over $100,- 000 a mile, and considerable capital was required to establish and operate it. The search for another means of locomotion still continued. The names of Edison, Field and Thompson will always be associated with the development of the electric railway