It takes but a casual examination of the facts as they exist to determine that many shippers expect from the railroads extra service, such as the occupancy of tracks, detention of cars, and additional switching, which would be uncalled for if a proper provision had been made for storage and proper facilities for loading and unloading cars. In the examinations made by our commission during the last two years in reference to both the shortage of coal cars and grain cars, it was a very frequent occurrence, when we sent our inspector or examiner into the cities and villages throughout the state where they were demanding more cars, to find freight cars loaded with coal that had been held long beyond the time allowed by law by the consignee to enable him to unload his coal and deliver to his customers, instead of at once unloading into his bins, and thus relieving the car for further service. And during such inspections it was not an uncommon thing, but a very frequent occurrence, to find cars loaded with furniture and other manufactured articles from the cities, held far beyond the time allowed, and demurrage paid simply that the consignee might unload the furniture or freight, whatever it might be, at the consignee's convenience and without any extra expense or charge. The commission upon several occasions ordered cars unloaded that they might be loaded at once with grain in the same village where they had been for several days before our inspector arrived. A few cars of coal, a few cars of grain, as well as a few cars of other freight held in towns throughout the state, will create very rapidly a car shortage. It is equally true that in such inspections made by our commission we found cars upon the side tracks that had been shipped and held from 5 to 25 days which should have reached their destination long before and should have been unloaded and made several other trips. These may appear to be small matters, and yet a few loaded cars on each side track, that should have reached their destination and been unloaded, not only bring on a car shortage, but are a just foundation for a complaint, both by the shipper of the article, whatever it may be, and the receiver thereof, both of them being dissatisfied and unable to understand why such things Occur. These are the conditions that account in a great measure for the low average mileage which carriers get from their freight cars, and which materially decrease the efficiency of the service. Why should carriers be expected to provide storage for the shipper in such a manner, and why should the shipper be delayed by his cars standing out upon the side tracks instead of being moved? There is but one answer to either of these questions-they should not in either case occur. Opinions of railroads by the public are formed almost entirely by the impressions made by contact with the officials and employees of the road. Whatever real basis, if any, there is for finding fault with the operations of a railroad or any other business enterprise. will be found in the unfaithfulness of the individual men composing that particular company. The character of a railroad is determined by the men who represent it, and the character of any other business enterprise is judged the same way. In the very nature of things, the interests of the railroad and of all of its patrons are and must be identical. One cannot prosper without the other. The man who would sow dissension between them and embarrass their co-operation by misunderstanding. friction or antagonism or seeks to make them believe that their interests are not identical but opposite, is a public enemy. And while ofttimes the railroads of the country have been at the mercy of such persons, the public should not An extract from an address at the annual dinner of the National Industrial Traffic League, at Chicago, on November 14, 1912, by Orville F. Berry, chairman of the Railroad and Warehouse Commission of Illinois. tolerate such people. It should always be kept in mind that a railroad will destroy itself unless it fosters transportation; unless it adopts a policy toward its patrons that will encourage and increase permanently the movement of business, it cannot survive. On the other hand, the people will become sufferers if by any hostile action or unreasonable demands they limit the power of the railroads to serve them. GRAPHITE LUBRICATOR FOR SUPER HEATER LOCOMOTIVES. In discussing Gilbert E. Ryder's paper on "The Locomotive Superheater and Some of Its Effects on the Cost of Railway Operation," which was read at the November meeting of the New York Railroad Club, M. C. M. Hatch, superintendent of fuel service of the Delaware, Lackawanna & Western, called attention to the fact that that road had installed a graphite lubricator on some of its superheater locomotives with good results. This device, which is being developed by The National Graphite Lubricator Company, of Scranton, Pa., is shown in the accom Steam Chest National Graphite Lubricator. Superheater Spray Pipe or Oil Pipe from Cab panying illustration. The graphite blocks, which are designated by the figure 7 in the illustration, are furnished in pieces 1 in. in diameter and 1 in. long, and are forced against the cutter or grinder 9 by the spring 5. As the graphite is ground off in fine particles it falls to the steam chest through the connections shown. One of the small blocks of graphite, with the addition of a small amount of oil furnished from the lubricator in the cab, is said to furnish lubrication for from 75 to 150 miles. The grinding wheel is operated by the connections shown, which receive their motion from the valve stem. The amount of graphite which is fed to the valves and cylinders is therefore in proportion to the speed of the locomotive. General News. The firemen's committee, appointed to confer with the managers of the eastern roads about wages, will be in New York December 2, and the conference will probably be held early in the week. The strike of clerks on the Canadian Pacific has proved a failure. At some places the employees, in offering to return to their positions, assert that they were led astray by their brotherhood leaders. The Toronto, Hamilton & Buffalo has increased the pay of its telegraphers 10 per cent, to take effect on January 1, next. Under the new rates these operators will receive salaries equal to those in vogue on the Canadian Pacific. The large freight houses of the Canadian Pacific at Prescott, Ont., were destroyed by fire November 21, together with nine loaded freight cars and the customs office. In the building were 200 tons of coal. The Engineers' Club of Lincoln, Neb., was organized recently with 56 charter members. J. N. Bridgman, of the University of Nebraska, is president, and C. H. Gerber, principal assistant engineer of the physical valuation department of the Nebraska Railway Commission, is secretary. The Atchison, Topeka & Santa Fe has notified the corporation commission of Arizona that it has taken proper measures to comply with the new law of that state requiring high-power headlights on locomotives, but that there will be long delay because the manufacturers are unable to deliver the electric headlights which have been ordered. According to newspaper reports, officers of the St. Louis, Iron Mountain & Southern recently inaugurated a new kind of surprise test. The superintendent, the trainmaster and the general yardmaster appeared suddenly in the yards at Du Po, Ill., and ordered a breath-smelling test for employees. Those who were found to have been drinking liquor were ordered off duty. An item in our issue of November 8, page 896, said that the Southern Pacific was being prosecuted by the government on 31 charges of violation of the law regulating the length of time which animals may be kept in cars without food or water. An officer of the road advises that of these 31 charges, 21 were dismissed for lack of evidence and 6 were decided in favor of the road; on two the jury disagreed, and a conviction was secured by the government in only two cases. The Chicago & Alton held the first of a series of monthly dinners for its officers and employees at the Grand Pacific Hotel, Chicago, on the evening of November 20. President B. A. Worthington spoke on the subject "Success: Industry Plus Team Work Equals Success." The purpose of the dinners is to promote harmony, good-fellowship and team work, to get the men acquainted with the officers, and to bring together members of the various departments who do not meet in the regular course of their work. At Pueblo, Col., November 24, the Denver & Rio Grande and the Colorado & Southern were indicted by the federal grand jury on charges of granting rebates and with issuing free transportation (intrastate) to influence interstate shipments. The Colorado Fuel and Iron Company, Victor American Fuel Company, Great Western Sugar Company, Portland Cement Company and United States Portland Cement Company are indicted, charged with accepting rebates and free transportation. The Grand Trunk, which has used telephones for train despatching on a few circuits for some time, has decided to install telephones for this purpose throughout its main line from Montreal to Chicago. There will be five circuits: Montreal to Brockville, 125 miles; Brockville to Toronto, 210 miles; Toronto to Sarnia, 159 miles; Port Huron to Battle Creek, 160 miles; and Battle Creek to Chicago, 172 miles. There will be about 155 way stations. The apparatus has been ordered from the Northern Electric & Manufacturing Company, Montreal. Following the order of the Connecticut Public Utilities Commission, in the case of the Westport derailment, which is noted on another page, the New York, New Haven & Hartford is sued an order to install No. 20 crossovers, at all points where practicable, on the four-track lines of the company, not only in Connecticut, but in Massachusetts, Rhode Island and New York also; and a rule has been adopted that all trains scheduled at more than 15 miles an hour shall come to a full stop before passing through crossovers which are not safe for speeds higher than that. The Illinois Central has announced that the carrying of passengers on a number of its freight trains has been prohibited. A statement issued by the company says: "Experience shows that it is dangerous to the passenger whenever he rides on a freight train. During the year ending June 30, 1912, six passengers were killed while riding on freight trains. It will be seen that the number of deaths of persons who rode on freight trains is out of all proportion to the number of passengers carried on such trains. The number of passengers transported on freight trains is infinitesimal as compared with the number of passengers carried on regular passenger trains." The railroad commission of Louisiana has asked the railroads to furnish full data concerning the use of the block system, preparatory to giving a public hearing on the subject. The commission asks not only for mileage of road signaled and other particulars, but also for cost of installation, of maintenance and operation; and a statement of any accidents which may have occurred in the state of Louisiana from failure of the block system. The commission has notified the Illinois Central, the Yazoo & Mississippi Valley, and the Texas & Pacific that at the hearing they will be called on to show cause why an order should not be issued requiring them to install the block system. The New York State Public Service Commission, Second district, announces that the sum to be asked for from the legislature, at the next session, for elimination of grade crossings will be $500,000. As the state usually pays one-fourth of the total cost of the abolition of a grade crossing, this indicates that the commission expects to do two million dollars' worth of work of this kind in the Second district. The commission now has on file applications for the elimination of grade crossings at 24 places on the New York Central; three on the New York, Ontario & Western, two on the Lackawanna, two on the Erie, two on the Delaware & Hudson, two on the Long Island, and one on the Central New England; also several crossings in which two or more railroads are interested. On the Pennsylvania Railroad system east and west of Pittsburgh there are now 2,872 steel passenger train cars, besides 520 sleeping and parlor cars owned by the Pullman Company, and used on the Pennsylvania lines. The 2,872 cars cost forty million dollars. The foregoing figures include the steel cars on the Long Island, the Cumberland Valley, the New York, Philadelphia & Norfolk, the Vandalia, and the Grand Rapids & Indiana, as well as the roads directly operated by the Pennsylvania. Included in the total are 68 dining cars, 159 postal cars and 11 Long Island Railroad parlor cars. Besides all these the Pennsylvania and its controlled lines have ordered for future delivery 394 steel cars, as follows: 296 coaches, 18 dining cars, 25 combined passenger and baggage cars; 2 baggage, 4 postal, 48 combined baggage and mail, 1 office car and 10 parlor cars, the parlor cars for the Long Island Railroad. George J. Bury, vice-president of the Canadian Pacific, has recently issued a circular to employees of that road on the value of team-work, in which he says, in part as follows. "Good team-work is necessary if we are to hold our present traffic and attract an increasing volume to the road. We can only do so by efficiency and by satisfying the shipping and traveling public. If there is one unfortunate habit that men in railway service lapse into, it is that of dismissing responsibility by feeling that it belongs to someone else. We cannot obtain results by minimizing the importance of complaints and dismissing them by simply relegating them to some other branch of the service or placing the responsibility on some junior and letting it end there. Everyone connected with our service is expected to use his best efforts in the harmonious working of the system, and to co-operate with those around him, considering himself part of the machinery of our organization and endeavoring to increase its effectiveness in every way in his power." NOVEMBER 29, 1912. The Postmaster-General has given out a statement showing that 310,245,000 pieces of franked mail were carried during the last fiscal year. The weight of this mail is given as 61,000,000 lbs., equal to 3.8 per cent of the total weight of all domestic mail carried. During the Presidential and Congressional primary campaign, in the last quarter of the fiscal year, an extraordinary amount of franked matter was sent through the mails at public expense. This matter consisted of political speeches, reports and documents of all kinds, and even of one plete political campaign book, all of which had been made technically frankable by insertion in the Congressional Record. It is computed that the total weight of this franked matter was between 7,000,000 and 8,000,000 lbs., all of which was transmitted as first-class mail. The Postmaster-General says that the unusual expense entailed by the great amount of political matter created a temporary deficit. com The Post Office Department is making preparations for the establishment of pneumatic tubes between the Grand Central Terminal, New York, and the Pennsylvania terminal, a distance of about 1.3 miles. There will be two tubes each 24 in. in diameter, and the apparatus is designed to carry bags of 100 lbs. each. The tubes now in use in New York between different post offices, are only 8 in. in diameter. A large-scale pneumatic mail carrying system has been in operation for several years between the United States capitol and the House office building. The Senate recently allowed an appropriation of $250,000 to extend this system to include the Congressional Library, the Senate office building, the union station, the government printing office, and the new post office building in Washington. At New York, under the existing system of transportation between the Grand Central and the Pennsylvania terminals the mail wagons run 20 hours a day to transfer 4,000 or more bags of mail. If there is any feature of railway operation that has been overlooked by the people who carry their troubles to the public service commissions, we shall no doubt hear of it shortly. The Ontario Railway and Municipal Board has recently considered (and dismissed) a request from the city of Toronto for an order requiring the Toronto Railway Company to open several depots for receipt of articles left on the cars, instead of carrying them to the Landsdowne barns. The board is of the opinion that it has no power or jurisdiction to declare that the present practice of the company in the care of articles left on the cars is unjust, unreasonable and improper, or to fix and prescribe some other method. The application is dismissed without costs, except that the city is required to pay $20 for stamps on the order. It appears in the evidence that in the last year over 13.000 lost articles have been taken care of by the company. Of these about 7,000 were claimed and restored to the owners. The judgment points out that the company has to keep a storeroom at Landsdowne barns with a man in charge to file, label and return lost articles. The city solicitor asked the board to order some more central location for the taking of lost articles, as nearly everybody going to the Landsdowne barns must lose an hour or more, and pay two fares. The company's answer was that room in a building in the city would be too costly to be used for storage purposes. Blacklisting Charged. The railroads running into Atlanta have a common agreement not to employ a person who has ever sued any of them, and under this they have blacklisted him and prevented him from getting work, asserts William M. Savage, a switchman, in a $10,000 damage suit filed in the superior court against the Seaboard Air Line. Savage states that he worked as a switchman for the Seaboard; and was injured in an accident, resigned and brought suit against the road. He won the suit and then applied to the Atlanta, Birmingham & Atlantic for a job as switchman. Finally he obtained a temporary position with the A. B. & A., and that road wrote the Seaboard for recommendation, and the Seaboard, he alleges, made two false statements in reply. The first was that he had failed to notify them of his accident for several days after it occurred and, second that on his entering suit his service terminated. This letter and the agreement between the railroads, says Savage, caused him to be dismissed, and has forced him to work as a day laborer for less than half of what he could earn as a railroad man.-Atlanta Constitution. 1051 New York Central Lines Indicted on Rebate Charges. The Lake Shore & Michigan Southern, the Cleveland, Cincinnati, Chicago & St. Louis, and the Chicago, Indiana & Southern railways and the O'Gara Coal Company, of Chicago, were indicted on November 22, by the federal grand jury at Chicago, on charges of paying and accepting rebates said to amount to $60,000, in November, 1909, in connection with shipments of coal from the coal company's mines at Harrisburg, Ill. George M. Glazier, auditor of the Lake Shore; R. M. Huddleston, general auditor of the New York Central Lines, and W. A. Brewerton, secretary of the coal company, were witnesses before the grand jury. The indictments result from investigations conducted by the Interstate Commerce Commission in connection with its general inquiry into the relations between railways and the coal companies, at which it was developed that many prominent officers of the New York Central Lines were formerly large stockholders in the O'Gara Coal Company, and that some of them now own such stock, which is held in names of other persons. Mr. Huddleston, at a recent hearing before Commissioner Harlan, was questioned at length regarding the $60,000 payments, and was unable to give an explanation which was satisfactory to the commissioner. At a recent hearing in New York, it is reported that President W. C. Brown, of the New York Central, testified that he assisted in the organization of the O'Gara Coal Company in 1905. E. T. Glennon, assistant vice-president of the legal department of the New York Central Lines, has offered the explanation that the $60,000 represented a loan to the coal company, accounted for as an advance payment for coal not yet received. On Thursday of this week Thomas O'Gara, president of the O'Gara Coal Company was indicted on a charge of accepting a rebate. First Complaint Before the Diversion Commission. Fairfax Harrison, president of the Chicago, Indianapolis & Louisville and chairman of the Commission on Car Service, appointed by the American Railway Association, has issued the following statement: "The first case which has been brought before the commission appointed by the American Railway Association to prevent the diversion and delay of cars was on the complaint by the Baltimore & Ohio against the Wheeling & Lake Erie. "The commission found that the condition complained of was due, in a large measure, to the considerable number of Wheeling & Lake Erie system cars which were widely scattered on other roads and had not been available for use by their owner for several months. Deeming that its function was to remedy the immediate situation, the commission adopted methods of mediation and has, through the co-operation of other railroads with whom it has used its good offices, secured a promise for prompt and direct return of the Wheeling & Lake Erie cars without regard to home route, in an amount sufficient to enable the Wheeling & Lake Erie to return to the Baltimore & Ohio the cars the delay of which was the cause of the complaint." Louisiana Commission Report on Montz Collision. The flagman did not take fusees with him. The conductor mission says that the fireman of one of the locomotives of the passenger train knew very little about the rules and had never seen a rule book, although on occasion he was required to protect the front end of the train by flag. When the passenger train stopped, the conductor went forward to the engine and remained there about thirty minutes. He might just as well have gone back, in a few minutes, to the rear of the train, where he belonged. The freight train was running at 25 miles an hour, probably 28 miles an hour, or faster, though the rule limits the speed to 25 miles an hour. In this respect the commission holds the engineman of the freight careless. The report says that the passenger cars were very old and poor, but gives no details to confirm this statement, except that the fourth car crushed the fifth car almost its entire length. Of the two engines drawing the passenger train, one and the one which failed, causing the unusual stop, had been taken from a work train. It never was a passenger engine. It had broken down once on the day before, and had stopped several times on its southbound trip, for causes which are unexplained. Following its conclusions concerning matters of safety, the commission severely censures a trainmaster for refusing to take, on his special train, to the scene of the wreck, two gentlemen whose families were on the wrecked train. The commission also takes up the subject of block signaling and quotes the testimony of an officer of the road, to the effect that the Illinois Central had appropriated $270,000 for block signals in 1911 and $300,000 in 1912; and only 12 miles of line in the state of Louisiana received any benefit from these appropriations. In a low, flat country, where fogs are of frequent occurrence, there is more demand for a block system than in a higher and drier climate. The report says that, except in the cane-grinding season, telegraph offices on the road in that region are 31 miles apart; but there is no specific comment on this fact. The block system is recognized by the Illinois Central, as by most railroad authorities, as a safe method of controlling trains; the system should be installed. The report is signed by J. J. Meredith (chairman), Shelby Taylor and Henry D. Schreiber. Railway Signal Association Committees. The Board of Direction of the Railway Signal Association met in Chicago at the Congress Hotel, on Thursday, November 14, and completed the committee assignments for the year 1912-1913. The list of the new committees, the personnel of each, and the outlines of the work laid out by the Board are given below. COMMITTEE NO. I-SIGNALING PRACTICE. Personnel. A. H. Rudd, Sig. Engr., P. R. R., Philadelphia, Pa., Chairman; T. S. Stevens, Sig. Engr., A. T. & S. F., Topeka, Kans., Vice-Chairman; C. C. Anthony, Asst. Sig. Eng., P. R. R., Philadelphia, Pa.; H. S. Balliet, Sig. Engr. Elec. Div., and Eng. Mtc. of Way, Grand Central Terminal, N. Y. C. & H. R., New York City; C. A. Christofferson, Sig. Eng., N. P., St. Paul, Minn.; C. E. Denney, Sig. Engr., L. S. & M. S., Cleveland, Ohio; W. J. Eck, Elec. Engr., Southern Ry., Washington, D. C.; W. H. Elliott, Sig. Engr., N. Y. C. & H. R., Albany, N. Y.; G. E. Ellis, Sig. Engr., K. C. T. Ry. Co., Kansas City, Mo.; A. S. Ingalls, Gen. Supt., L. S. & M. S., Cleveland, Ohio; J. C. Mock, Sig. Engr., M. C., Detroit, Mich.; F. P. Patenall, Sig. Engr., B. & O., Baltimore, Md.; J. A. Peabody, Sig. Engr., C. & N. W., Chicago, Ill.; W. B. Scott, Pres. Sunset Lines, Houston, Tex.; A. G. Shaver, Sig. Engr., C. R. I. & P., Chicago, Ill.; H. H. Temple, Supt., B. & O., New Castle, Pa.; J. C. Young, Sig. Engr., U. P., Omaha, Neb. Outline of Work. *Note-(a) See general instructions to committees; and (b) Select from the manual material applicable to specifications, either in course of formation or under consideration; identifying merely by reference to subject, section number, and letter. *This note applies also to Committees II, III, IV, V, IX, and the special committees on State of Signaling in the Northwest and on Contracts. (a) Report on the effect of treated and metal ties on track circuits; and on the (b) Economics of labor in signal maintenance; and (c) Formulate and submit requisites for switch indicators, including methods of conveying information as to condition of the block to the conductor and engineman. COMMITTEE NO. II-MECHANICAL INTERLOCKING. C. J. Kelloway, Sig. Engr., A. C. L., Wilmington, N. C., Chairman; D. M. Case, Supt. Sigs., C. N. O. & T. P., Lexington, Ky., Vice-Chairman; L. Brown, Gen. Sig. For., A. T. & S. F., Topeka, Kans.; G. W. Chappel, Asst. S. E., N. Y. N. H. & H., New Haven, Conn.; W. H. Fenley, Sig. Engr., Panama, R. R.; C. S. Foster, Supr. Sigs., P. R. R., Wilmington, Del.; O. Frantzen, Supr. Sigs., N. Y. N. H. & H., Boston, Mass.; E. Hanson, Sig. Supr., G. C. & S. F., Cleburne, Tex.; E. G. Hawkins, Chf. Draftsman, Sig. Dept., N. Y. C. & H. R., Albany, N. Y.; J. A. Johnson, Sig. Engr., M. K. & T., Denison, Tex.; T. E. Kirkpatrick, Supr. Sigs., L. S. & M. S., Elkhart, Ind.; J. B. Lamb, Sig. Supr., Southern Ry., Washington, D. C.; J. W McClelland, Supr Sigs., P. & R., Philadel phia, Pa.; E. E. Mack, Supr. Sigs., C. & E. I., Salem, Ill.; S. Miskelly, Gen. Sig. Inspr., C. R. I. & P., Chicago, Ill.; W. B. Morrison, Supr. Intkg., D. L. & W., Newark, N. J.; Chas. Stephens, Sig. Engr., C. & O., Richmond, Va.; F. C. Stuart, Sig. Engr., Sunset Route, Houston, Tex.; J. I. Vernon, Sig. Supr., N. Y. N. H. & H., New Haven, Conn.; W. F. Zane, Sig. Ins., C. B. & Q., Chicago, Ill. Outline of Work. (a) Prepare specifications for apparatus and materials used in mechanical interlocking construction; (b) Prepare standard layouts for leadouts and lead-aways, and for connecting switches, slips, movable point frogs and derails; (c) Prepare specifications for apparatus and materials used in electromechanical interlocking; and (d) Confer with Committee XV. of the American Railway Engineering Association as to interlocking and operation of drawbridges. COMMITTEE NO. III-POWER INTERLOCKING. R. C. Johnson, Asst. Sig. Engr., N. Y. C. & H. R., New York City, Chairman; F. B. Wiegand, Asst. Sig. Engr., L. S. & M. S., Cleveland, Ohio, Vice-Chairman; Burt Anderson, Asst. Sig. Engr., A. T. & S. F., Topeka, Kans.; W. H. Arkenburgh, Chf. Draftsman, Sig. Dept., C. R. I. & P., Chicago, Ill.; M. H. Collins, Supr. Sigs., Hud. & Man., New York City; J. R. Decker, Div. Engr., M. C., Bay City, Mich.; A. B. du Bray, Inspr. Elec. Sigs.. Frisco System, Springfield, Mo.; G. B. Gray, Sig. Inspr., P. L. W., Pittsburgh, Pa.; W. H. Harland, Elec. & Sig. Eng., N. Y. O. & W., Middletown, N. Y.; H. H. Harman, Engr. Bridges, B. & L. E., Greenville, Pa.; E. C. Hitchcock, Sig. Inspr., N. Y. N. H. & H., New Haven, Conn.; M. H. Loughridge, Asst. Engr., Sig. Dept., N. Y. W. & B., New York City; J. W. MacCormack, Sig. Inspr., K. C. T., Kansas City, Mo.; W. N. Manuel, Sig. Supr., G. R. & I., Grand Rapids, Mich.; G. A. Motry, Sig. Inspr., B. & O., Baltimore, Md.; H. H. Orr, Sig. Inspr., C. & E. I., Chicago, Ill.; F. W. Pflegling, Supr. Sigs., U. P., Kansas City, Mo.; A. B. Pollock, Supr. Sigs., P. R. R, East Liberty, Pa.; W. M. Post, Supr. Sigs., P. R. R., Jersey City, N. J.; I. S. Raymer, Asst. Sig. Engr., P. & L. E., Pittsburgh, Pa.; D. W. Rossell, Inspr. Sigs., N. Y. C. & H. R., Yonkers, N. Y.; T. C. Seifert, Sig. Inspr., C. B. & Q., Chicago, Ill.; F. G. Smith, Sig. Supr., C. & E. I., Danville, Ill.; O. R. Unger, Sig. Inspr., M. P., St. Louis, Mo.; G. A. Ziehlke, Supr. Sigs., U. P., Kansas City, Mo. Outline of Work. (a) Continue preparation of specifications for apparatus and materials used in power interlocking construction; (b) Continue the preparation of typical circuit plans for electric interlocking; (c) Investigate the use of 30 volts or less for the control of interlocking apparatus; (d) Continue preparation of plans for wire ducts, terminal boxes and manholes; and (e) Confer with Committee XV of the American Railway Engineering Association as to interlocking and operation of drawbridges. COMMITTEE NO. IV-AUTOMATIC BLOCK. Personnel. A. G. Shaver, Sig. Engr., C. R. I. & P., Chicago, Ill., Chairman; J. M. Fitzgerald, Engr. Maint. Sigs., N. Y. C. & H. R., Albany, N. Y., Vice-Chairman; E. L. Adams, Chf. Sig. Inspr., L. S. & M. S., Cleveland, Ohio; E. E. Bradley, Sig. Engr., W. M., Baltimore, Md.; G. H. Dryden, Asst. Sig. Engr., B. & O., Baltimore, Md.; H. Folley, Asst. Sig. Supr., C. & E. I., Terre Haute, Ind.; A. R. Fugina, Sig. Engr., L. & N., Louisville, Ky.; R. E. Greene, Asst. Sig. Engr., M. C., Detroit, Mich.; W. R. Hastings, Asst. Sig. Engr., C. R. I. & P., Chicago, Ill.; W. H. Higgins, Sig. Engr., C. R. R. of N. J., Elizabeth, N. J.; B. F. Hines, Sig. Engr., N. O. & N. E., New Orleans, La.; B. A. Lundy, Asst. Engr., N. Y. C. & H. R., Albany, N. Y.; L. P. Mase, Gen. Sig. Constr. For., N. Y. C. & H. R., Yonkers, N. Y.; J. C. Mill, Asst. Sig. Engr., C. M. & St. P., Milwaukee Shops, Wis.; C. W. Parker, Sig. Engr., Can. Pac., Montreal, Can.; R. M. Phinney, Asst. Engr., Sig. Dept., C. & N. W., Chicago, Ill.; E. K. Post, Supr. Sigs., P. R. R., Altoona, Pa.; H. J. Rhinehart, Draftsman, Sig. Dept., D. L. & W., Hoboken, N. J.; A. H. Rice, Sig. Engr., D. & H., Albany, N. Y.; D. S. Rice, Supr. Sigs., L. V., Geneva, N. Y.; A. A. Roberts, Sig. Inspr., K, C. T., Kansas City, Mo.; G. W. Trout, Sig. Engr., P. M., Detroit, Mich.; F. E. Whitcomb, Sig. Engr., B. & A., Boston, Mass. Outline of Work. (a) Prepare specifications of apparatus and material used in automatic signal construction; (b) Continue on relay specifications; (c) Prepare specifications for field work in automatic block construction; and (d) Continue on typical circuit plans for automatic block signaling, covering the simple and more common situations first. COMMITTEE NO. V-MANUAL BLOCK. Personnel. T. S. Stevens, Sig. Engr., A. T. & S. F., Topeka, Kans., Chairman; L. R. Mann., Supr. Sigs., M. P., St. Louis, Mo., Vice-Chairman; E. T. Ambach, Asst. Sig. Engr., B. & O. S. W. & C. H. & D., Cincinnati, Ohio; Hadley Baldwin, Supr., C. C. C. & St. L., Mattoon, Ill.; J. Beaumont, Sig. Engr., C. G. W., Chicago, Ill.; M. W. Bennett, Supr. Sigs., Grand Central Terminal, New York, N. Y.; E. A. Black, Sig. Supr., L. S. & M. S., Ashtabula, Ohio; C. Drake, Supr. Sigs., C. & N. W., Chicago, Ill.; J. A. Fleissner, Sig. Inspr., C. M. & St. P., Milwaukee, Wis.; M. J. Fox, Asst. Sig. Engr., C. B. & Q., Lincoln, Neb.; G. A. Guyer, Sig. Supvr., N. Y. C. & H. R., Albany, N. Y.; B. A. Hinman, Chf. Sig. Inspr., N. Y. C. & H. R., Albany, N. Y.; H. K. Lowry, Gen. Constr. Supt., C. R. I. & P., Chicago, Ill.; G. S. Pflasterer, Sig. Engr., N. C. & St. L., Nashville, Tenn. Outline of Work. (a) Investigate the relative advantages or disadvantages, and relative cost (installation, maintenance and operation) of the various kinds of manual block systems (manual, controlled manual and staff); (b) Continue preparation of rules for the maintenance and operation of interlocking plants and block signals; and (c) Continue investigations of methods of handling trains by signal indications without train orders. COMMITTEE NO. VI-STANDARD DESIGNS. Personnel. J. C. Mock, Sig. Engr., M. C., Detroit, Mich., Chairman; C. C. Anthony, Asst. Sig. Engr., P. R. R., Philadelphia, Pa.; Vice-Chairman; G. E. Ellis, Sig. Engr., K. C. T., Kansas City, Mo.; W. A. Hanert, Chf. Draftsman, M. C., Detroit, Mich.; C. J. Kelloway, Sig. Engr., A. C. L., Wilmington, N. C.; F. P. Patenall, Sig. Engr., B. & O., Baltimore, Md.; M. E. Smith, Sig. Engr., D. L. & W., Hoboken, N. J.; R. E. Trout, Sig. Engr., Frisco System, Springfield, Mo.; J. C. Young, Sig. Engr., U. P., Omaha, Neb. Outline of Work. (a) Continue preparation of standard designs. COMMITTEE NO. VII-SUBJECTS AND DEFINITIONS. E. G. Stradling, Sig. Engr., C. I. & L., Lafayette, Ind., Chairman; A. D. Cloud, Editor The Signal Engineer, Chi cago, Ill.; Paul M. Gault, Sig. Supr., P. R. R.—Penn. Lines, Chicago, Ill.; C. G. Stecher, Supr. Sigs., C. & N. W., Chicago, Ill. Outline of Work. (a) Prepare definitions for technical terms connected with signaling, particularly any terms which discussions show are not properly defined; and (b) Compile definitions in the form of a Signal Dictionary, giving terms and definitions onlywithout descriptive matter. COMMITTEE NO. VIII-ELECTRIC RAILWAY AND ALTERNATING CURRENT SIGNALING. Personnel. H. S. Balliet, Sig. Engr. Elec. Div. and Engr. Mtc. of Way, Grand Central Terminal, New York, Chairman; J. E. Saunders, Asst. Sig. Engr., A. T. & S. F., Topeka, Kans., ViceChairman; W. P. Allen, Inspr. Sigs., P. R. R., Philadelphia, Pa.; J. A. Beoddy, Gen. Sig. Inspr., N. & W., Roanoke, Va.; L. R. Byram, Supr. Sigs., C. R. I. & P., Chicago, Ill.; J. D. Elder, Sig. Inspr., K. C. T. Ry., Kansas City, Kans.; W. F. Follett, Elec. Inspr. Sig. Dept., N. Y. N. H. & H., New Haven, Conn.; E. C. Grant, Supr. Sigs., U. P., Omaha, Neb.; C. H. Morrison, Sig. Engr., N. Y. N. H. & H., New Haven, Conn.; W. W. Morison, Asst. Sig. Engr., N. Y. C. & H. R., New York, N. Y.; C. R. Peddle, Office Engineer, Sig. Dept., I. R. T., New York, N. Y.; John Roberts, Sig. Engr., N. Y. W. & B., New York, N. Y.; W. Y. Scott, Supr. Sigs., B. & M., Boston, Mass.; E. B. Smith, Supr. Sigs., Grand Central Terminal, New York City; W. N. Spangler, Supr. Sigs., P. R. R., Philadelphia, Pa.; F. S. Starratt, Sig. Supr., S. P., West Oakland, Cal.; F. E. Wass, Supr. Sigs., N. Y. C. & H. R., New York City. Outline of Work. (a) Continue investigation of the various systems in operation; (b) Prepare specifications and requisites of apparatus and material for A. C. block signal system where A. C. propulsion is used; (c) Continue preparation of specifications for those items referred to and printed as blanks in system employing D. C. current for propulsion; (d) Prepare specifications for those items referred to and printed as blanks in system employing steam for propulsion; and (e) Investigate the induction effects between the signal circuits and adjacent electric circuits, and formulate recommendations. COMMITTEE NO. IX-WIRES AND CABLES. W. H. Elliott, Sig. Engr., N. Y. C. & H. R., Albany, N. Y., Outline of Work. (a) Continue investigation and tests of mineral matter rubber compound insulated signal wire; (b) Prepare specifications for the various kinds of magnet wire; and (c) Continue preparation of specifications for wire and cable for high tension circuits, conferring as to conditions and requirements with Committee VIII. COMMITTEE NO. X-STORAGE BATTERIES AND CHARGING EQUIPMENT. Personnel. R. B. Ellsworth, Asst. Sig. Engr., N. Y. C. & H. R., Albany, N. Y., Chairman; H. W. Lewis, Sig. Engr., L. V., So. Bethlehem, Pa., Vice-Chairman; J. G. Bartell, Sig. Supr., L. V., Easton, Pa.; G. E. Beck, Supr. Sigs., L. S. & M. S., Toledo, Ohio; T. N. Charles, Supr. Sigs., C. N. O. & T. P., Oakdale, Tenn.; J. Fred Jacobs, Gen. For. Maint., C. R. R. of N. J., Easton, Pa.; T. L. Johnson, Supr. Sigs., D. L. & W., Bath, N. Y.; A. H. McKeen, Sig. Engr., O. W. R. R. & N. Co., Portland, Ore.; J. Parker, Sig. Supr., N. Y. C. & H. R., Rochester, N. Y.; F. A. Purdy, Asst. Supr. Sigs., O. S. L., Nampa, Idaho; A. H. Yocum, Sig. Engr., P. & R., Philadelphia, Pa. |