.00971

.00902

Colorado & Southern R. R.

1.39 1.13

762

2,008

2,979

10,915

7,936

266.40

3.9

5.4

101.00

150.86 .108

Denver & Rio Grande R. R.

1,674

2,553

8,359

14,696

6,337

75.81

4.9

5.8

Duluth, S. S. & Atlantic R. R.

585

612

2,697

3,009

312

11.57

4.6

4.9

49.07

Great Northern Ry.

5,418

7,294

21,484

46,101

24,617

114.58

3.9

6.3

192.00

Illinois Central R. R.

3,996

4,563

32,439

57,637

25,198

77.68

8.1

12.6

Iowa Central R. R.

510

559

2,238

3,503

1,265

56.52

4.4

Kansas City Southern Ry.

833

827

5,118

5,636

518

10.12

6.1

Minn. & St. Louis R. R.

597

1,027

3,066

4,224

1,158

37.77

5.1 41.1

Minn., St. P. & S. Ste. Marie R. R.

1,255

3,770

6,631

14,296

7,665

115.59

5.3

3.7

Missouri Pacific Ry.

4,938

7,235

25,186

38,837 13,651

54.20

5.1

5.4

Missouri, Kansas & Texas Ry.

2,218

3,395

9,669

24,916

15,247

157.69

4.4

7.3

Northern Pacific R. R.

5,006

6,017

23,138

43,100

19,962

86.27

4.6

7.1

309.60

St. Louis & San Francisco R. R

*1,659

5,188

5,974 29,242 23,268

389.49

3.6

5.6

182.05

St. Louis Southwestern Ry.

1,258

1,487

5,386

San Antonio & Aransas Pass R. R

687

724

1,553

Southern Pacific Company

7,576

10,202

29,413

Texas & Pacific R. R.

1,570

1,885

6,263

10,957

4,694

74.95

3.9

5.8

231.77

180.00 .079

Union Pacific R. R.

5,428

6,678

21,826

28,377 6,551

30.01

4.0

4.3

Wabash R. R.

2,340

2,515

13,087 20,587 7,500

57.31

5.6

8.2

305.68 391.96 .080 216.70 211.80 .071

.128 .0115 105.83 .118 .139 66.62 .174 .0209 .0131 .01221 232.23 .104 .127 .0085 .0071 .00899 213.83 243.10 .092 .111 .0094 .0072 ,00651 6.3 152.30 167.20 .099 .108 .0084 .0072 .00696 6.8 304.41 225.06 .118 .085 .0091 .0054 .00613 .00787 1.49 0.77 108.79 107.59 .196 .164 .0155 .0119 .01212 .01093 1.45 1.20 194.65 213.61 .129 .149 .0109 .0133 .00658 .00815 1.67 1.64 236.24 212.99 .102 .107 .0095 .0074 .00834 298.93 170.26 .073 .143 .0082 .0131 .00840 .01130 0.98 1.37 278.80 .105 .128 .0104 .0075 .00987 .00903 1.04 0.97 151.38 .093 .123 .0114 .0091 .01058 .01050 1.08 1.04 245.55 .127 .146 .0130 .0133 .01110 .01080 1.17 1.23 147.92 .113 .087 .0142 .0111 .01861 .01630 0.95 0.68 .092 .0062 .0063 .00957 .01175 0.73 .097 .0093 .0103 .01030 .01030 0.91 .055 .0082 0039 .01046 .01003 0.78 .072 .0068 .0058 .00558 .00603 1.23 1.02 211.03 .104 .119 .0106 .0087 .00926 .00906 1.21 1.09 .0112 .0089 .00854 .00853

The Canadian Pacific is preparing to use the Morkrum rapid printing telegraph between Montreal and Toronto.

The track repairmen on the Grand Trunk Pacific have had their pay advanced to a minimum basis of $2 a day for laborers and $79 a month for foremen.

The Minneapolis, St. Paul and Sault Ste. Marie on August 1 began running through passenger trains between Minneapolis and Duluth and Superior.

The House Committee has reported favorably to Congress a bill, introduced by Representative Martin, of Colorado, which prescribes eight hours as the working day for railway telegraphers and switchmen.

The attorney general has laid before the House committee at Washington a bill which would limit the powers of the courts in reviewing decisions of the Interstate Commerce Commission. According to this bill the commission's findings of facts would not be reviewable by the courts.

Near Laketon, Ind., the Erie has bought two farms, embracing 540 acres. The road is building a second track through Wabash and Huntington counties, and property owners were asking such heavy damages that it was found cheaper to buy land needed for earth embankments and dispose of it after the fills are made.

The eastern lines have decided that, beginning Saturday, August 10, they will close all of their freight houses in Chicago on Saturday afternoon during the rest of August. The western lines having already taken similar action, this will mean the closing of all freight houses in Chicago on Saturday afternoon at least during August.

In the superior court at Boston, July 31, six division superintendents of the Boston Elevated Railway were held in $1,000 bonds each for trial on indictments charging perjury. The charges appear to be based on the fact that in the inquiries which have recently been held concerning the strike of conductors and motormen on that road, the superintendents had sworn that they did not discharge employees for belonging to or joining a union.

The

The New York, Westchester & Boston Electric railway, which is a New York, New Haven & Hartford subsidiary, on August 3 extended its passenger service from 180th street, New York, south to the Harlem river at 133rd street and Willis avenue. From 180th street south to West Farms Junction, about one mile, the company operates over its own tracks, and from this point uses the New Haven's track to 133rd street and Willis avenue 334 miles. Train service was also extended, on August 3. in White Plains from the Mamaroneck avenue station north to Westchester avenue, about half a mile. The freight yard in White Plains has been put in service, and the company is now prepared to move freight regularly, using an electric switching locomotive which is suited to road service, although this traffic will be quite light for the present. line is now in operation throughout its whole length. From Westchester avenue, White Plains, to 133rd street, New York, the distance is about 20 miles. The branch from Columbus avenue, Mount Vernon, to New Rochelle, is about two miles long. All trains connect at the same platform, with those of the Third Avenue Elevated, so that the new road now affords quick and cheap transit to the lower end of Manhattan. The local trains of the Westchester road make stops at the three way-stations on the New Haven track, and the New Haven trains now all pass these stations without stopping. The running time of express trains from the Harlem River station at Willis avenue to the northern terminus at White Plains, 20 miles, is 37 minutes; fare 35 cents. (May 24, p. 1181.)

Fire Precautions on the Boston & Maine.

The Boston & Maine is watching fire dangers very closely. E. A. Ryder, fire claim agent, reports that the claims this

season for damaged forests are $200,000 less than a year ago. The company has issued rules against making bonfires on the company's property, forbidding the emptying of ashes into wooden receptacles and of smoking where inflammable materials are used. All fires must be promptly reported. Spark arresters with a 3/16-in. mesh have been put on all locomotives and these are inspected each week. Next year the road will petition for a law establishing the doctrine of contributory negligence of individual owners who allow their property to become a menace to that of their neighbors.

Rock Island Organizes Safety Bureau.

The organization of a safety bureau for the Rock Island Lines was announced in a circular issued by President H. U. Mudge to the employees on August 1, as follows:

"The question of 'personal injuries' to employees and others, occurring on the railways of the United States in general and the Rock Island lines in particular, is one which should greatly interest every individual on our pay rolls, as regardless of enormous sums expended annually to promote the safety of our employees and patrons, statistics show that the number of 'personal injuries' is increasing all out of proportion to the number of people involved.

“A careful analysis of the situation as a whole reveals the fact that a very large percentage of these accidents is the direct result of:

"1. Undue haste. "2. Thoughtlessness. "3. Carelessness. "4. Recklessness.

and therefore easily avoidable; hence it is evident if each employee gives this matter more consideration and proper thought, there will be less suffering and grief and fewer broken homes. "As a means of producing the desired results, it has been decided to organize a safety bureau, and L. F. Shedd has been appointed general safety supervisor with headquarters in Chicago. He will be assisted by several committees, composed of general, district and division officers, district safety supervisors, and a large number of employees from the rank and file of the various departments, the total membership of such committees approximating six hundred.

"The majority of these committees will meet monthly for the purpose of bringing to the attention of the proper officers, conditions which come under their observation jeopardizing the safety of employees and patrons, and to discuss ways and means of reducing 'personal injuries.' Committeemen are expected to acquire the 'safety first' habit, and communicate it to others. "Every employee is hereby urged to personally interest himself, family and fellowmen in this work, and to co-operate closely with the safety supervisors and committeemen, that the object sought may soon be attained."

A. C. Ridgway, second vice-president, also issued a circular outlining the organization of the committees. The general safety committee will be composed of the assistant to the second vice-president, as chairman, the general managers of the three districts, the chief engineer, claims attorney, general claim agent, chief surgeon and general safety inspector, who will act as secretary. The district safety committees will be composed of district officers, with the assistant general managers as chairmen, and the division safety committees of division officers and employees with the division superintendents as chairmen. There will also be terminal, division and shop safety committees at the principal terminals and shops. Members of the division and shop committees other than officers will be appointed by the division superintendent and will hold office for six months.

Enthusiastic Support from T. R. for "See America First Movement."

E. L. Bevington, secretary of the Transcontinental Passenger Association and temporary chairman of the "See America First"> Association, recently addressed letters to the presidential candi

dates, enclosing copies of a resolution proposing the organization of the association, and requesting an expression of views in regard to the movement. President Taft replied promising his co-operation in any way possible, and expressing the hope that he would be able to attend the opening of the convention of the association in the fall.

One of the letters was addressed to Colonel Roosevelt at Oyster Bay. In due course of time came a reply under the letterhead of the National Progressive Headquarters in New York, as follows:

"Colonel Roosevelt is at present so overwhelmed with mail that he has requested me to reply to your very kind letter. He feels very much encouraged by your support and wishes to say that he is going to make the hardest kind of a fight that he knows how and hopes that you will continue to back him up. Sincerely yours (Signed) George E. Roosevelt."

The association needs a good press agent, and from this letter it seems to have got the best there is. "There are three great advertisers in this country," said an observing humorist "Thomas W. Lawson is one of them, and Roosevelt is the other two."

once.

Interference with Telegraph Wires by Wireless.

A curious phenomenon in connection with wireless telegraphy has been observed in the neighborhod of the Clichy-Levallois railway station, near Paris. In proximity to the railway line some telegraph lines were recently erected on columns fitted with ordinary insulators. The workmen occupied on the section experienced severe shocks when they touched the wires. Experiments were made to discover the cause of this phenomenon and, as a result, it was found that the currents were produced by Hertzian waves originating from the wireless telegraph station at the Eiffel tower.-Telegraph Age.

The Stanley Committee's Report on U. S. Steel. The majority report of the Stanley committee on its investigation of the United States Steel Corporation has been presented to Congress, and Congressman Stanley has asked that a definite time be set for discussion of the report and of the bills presented with the report. The final forms of the three bills which the majority recommend differ in some respects from the first drafts made public, which were printed in the Railway Age Gazette of July 26, page 167. The amendment of the Sherman law has been changed in phraseology somewhat, and certain clauses have been inserted making its meaning more clear and definite, which clauses would presumably have been read into the law by the courts in their interpretation of it. In the final draft the amendments to sections 16, 17 and 18 of the Sherman law have been omitted. The amendments in the preliminary draft printed in these columns had to do with the right to intervene.

an

A Full-Crew Order in Massachusetts. The Massachusetts railway commission, acting under order from the legislature, has issued directions requiring all freight trains to be fully manned. All trains running for a distance of five miles or more must have at least two brakemen; all trains propelled by two locomotives, running 10 miles or more, must have three brakemen; all trains while using the opposite main track to allow other trains to pass or to set off and take on cars, where the brakeman is required to protect the opposite track, must have at least three brakemen; and all light engines operated for a distance of ten miles or more must have one brakeman.

These requirements shall not be construed to apply in a case of emergency. The companies are instructed to commence operating under these new rules September 3.

Increase in the Rate for Interchanged Freight Cars. The increase in the rate per diem for freight cars interchanged between railways from 30 and 35 cents a day to a uni

form rate of 45 cents throughout the year, which was approved at the spring meeting of the American Railway Association in New York City last May (Railway Age Gazette, May 17, page 1098), has been confirmed by letter ballot and, therefore, will go into effect on January 1, next. The vote in favor was 179 members, owning or controlling 1,708.001 cars; negative, 162 members, 638,885 cars; not voting, seven members, 2,703 cars. The numbers necessary to carry the proposition were 175 members, 1,566,393 cars.

The association, by letter ballot, has also confirmed the action taken in May abolishing per diem rule No. 5 on July 1, 1913. This is the rule providing for a reclaim on cars handled by switching roads. The question of suitable arrangements to take the place of the reclaim rule will probably be taken up at once by the committee on relations between railways. The abolition of the reclaim was carried by the following vote: Affirmative, 189 members, 1,580,895 cars; negative, 138 members, 758,260 cars; not voting, 21 members, 10,434 cars.

W. A. Garrett Gives Warning Regarding Car Shortage. W. A. Garrett, chairman of the Western Association of Railroads, is distributing broadcast this week the following warning and appeal to western shippers and consignees to co-operate with and support the railways in an effort to avert a very severe car shortage this fall, which is feared for reasons stated in Mr. Garrett's circular:

"The time is here for the railways and shippers of the United States to begin active and energetic preparations to prevent a car shortage. The indications are that if they do not begin such preparations at once they will be confronted next October with the worst situation that has existed since October, 1907, just before the panic. No railway man or shipper needs to be told what that situation was. None needs to be told what was the condition in the preceding fall and winter of 1906-1907. Railway facilities were inadequate to move the business; yards and terminals were congested; and heavy loss to the railways, the shippers and the public resulted.

"Why do I think we are likely to be confronted with a similar condition this fall unless all concerned join hands and heartily co-operate to prevent it? The belief is based on the car surplus and shortage figures of the American Railway Association. The latest figures we have show the car situation on July 18, 1912. Let us see what was the situation on practically the same date in each of the last preceding four years, and what followed.

"On July 22, 1908, the car surplus was 308,680 and the shortage 509, a net surplus of 308,071. On October 28, 1908, the surplus had been reduced to 110,912 and the shortage had increased to 10,839, leaving a net surplus of 100,073. This was a decline in available cars since July of 207,998.

"On July 21, 1909, the surplus was 243,334 and the shortage 339, making a net surplus of 243,015 cars. On October 27, 1909, the surplus had been reduced to 30,896 and the shortage had increased to 36,636, leaving a net shortage of 5,740 cars. This was a reduction in the available car supply since July of 248,765.

"On July 20, 1910, the surplus was 134,594 and the shortage 1,293, making a net surplus of 133,301. By October 26 the surplus was down to 13,072 and the shortage up to 21,896, making a net shortage of 8,824 cars. This was a reduction in net available car supply since July of 142,125.

"On July 19, 1911, the surplus was 150,433 and the shortage 1,361, making a net surplus of 149,072. By October 25 the surplus was down to 39,306 and the shortage up to 18,774, leaving a net surplus of 20,532. This was a reduction in the available car supply since July of 128,540 cars.

"In these four years the reduction in the net car supply between the third week in July and the third week in October varied from 128,540 to 248,765 cars. On July 18, 1912, the surplus was 75,389 and the shortage 6,467, making a net surplus of 68,922. Therefore, if the reduction in the available car supply between July and October, 1912, be only equal to the smallest reduction that has taken place in the same period in any of the preceding four years, viz., 128,540 cars, we would be confronted on October 25 with a net shortage of 59,618 cars. If the reduction in the available supply