The House of Representatives has passed a bill prescribing penalties for breaking seals on cars in interstate commerce. One passenger was killed and several injured when an excursion train on the Cincinnati, Hamilton & Dayton was derailed by broken rail near Decatur, Ill., on August 25. James J. Hill has accepted an invitation from a committee of prominent St. Paul citizens to attend a banquet in that city in honor of his seventy-fourth birthday on September 16. It is estimated that 1,200 will be served. The telegraphers employed by the Michigan Central in Canada have had their pay advanced; and in some cases it is said that the increase amounts to $10 a month. Men using telephones in train despatching are to be classed and paid the same as telegraphers. Six suits for violations of the safety appliance acts have been filed in the federal court at Indianapolis against the Grand Trunk Western, the Cleveland, Cincinnati, Chicago & St. Louis, Cincinnati, Bluffton & Chicago, and the Lake Shore & Michigan Southern. A strike of the freight handlers on the docks of the Lackawanna, the Lehigh Valley and the Erie railways at Buffalo has been ended by the return of the men to their work at the old rates. Representatives of the men say that improved working conditions have been granted. The Chicago, Indianapolis & Louisville last week ran a pay car for the first time in many years; and it is said that the reason for discontinuing the payment of employees by check is due to the discovery that some of the pay rolls had been found to be carrying the names of former employees now dead. 4 The Pennsylvania Railroad Company has ordered four car floats for use in New York harbor. Two of the floats will be built by the American Car & Foundry Company, one by the Perth Amboy Dry Dock Company, and another by Ira Bushey, Brooklyn, N. Y. All the floats are to be delivered within the next six months. R. D. Parker, engineer of the Texas Railway commission, has submitted a report of an investigation of the physical condition of the Texas & Pacific, which recommends a large number of improvements, both in service and in plant, including new ballast, heavier rails on portions of the line, closer supervision by operating officers of train movement, better methods of track maintenance, and an increased amount of double track. Suits have been filed by the government in the Commerce Court at Washington against the Central of New Jersey for granting a pass to an officer of the New York Transportation Company, and against the Erie for granting one to a traveling passenger agent of a steamship company. It is charged that neither of these companies is a common carrier and, therefore, that the granting of these passes by the railways is illegal. Safety committees have been established by all of the railways operating in the state of Indiana, except the Grand Trunk and the New York, Chicago & St. Louis. This information is given in the last accident bulletin of the Indiana State Railway Commission, which body some months since sent a circular to the railways recommending the organization of these committees. Nine interurban roads are also named as having taken similar action. The Chicago, Milwaukee & St. Paul moved 2,417,053 cubic yards of earth during the month of July, of which amount 2,135,053 cubic yards were moved by contract. This grading was principally done in connection with the construction of second track in Minnesota, South Dakota and Iowa and new terminal yards at Godfrey and Savanna, Ill., and does not include smaller items of grading done on other parts of the system in connection with the filling of bridges, etc. Collingwood Schreiber, consulting engineer for the Canadian government, who has just made a trip of inspection over the Grand Trunk Pacific, says that the completion of the 480 miles of road now under construction between the eastern and western mountain sections is likely to be seriously retarded by strikes of the workmen. Persistent agitation has been carried on by the Industrial Workers of the World, and in July many hundred men left their jobs and went to the coast cities. At a meeting on August 28 between the Conference Committee of Managers and the committee representing the Brotherhood of Locomotive Firemen and Enginemen on the Eastern railways, it was agreed that further consideration of the firemen's wage request be held in abeyance until the decision of the Arbitration Committee regarding the enginemen's demands. When the arbitrators have announced their decision, the conference with the firemen and railway representatives will be promptly resumed, and continued to a conclusion. The Chicago Great Western has issued a circular to employees asking for sympathy and protection for members of extra gangs employed on maintenance of way work who do not understand the English language and the customs of the country. "If you are employed in their midst as an official, foreman or laborer," the circular says in part, “and can read English, you should consider yourself fortunate, and use your superior intelligence in trying to avoid personal injury to the less fortunate about you. In other words, help these men to learn, by setting a good example." The Southern Pacific has installed a lunch counter car on a train running from San Francisco to Los Angeles. The counter extends the length of the car along one side, with the regulation lunch-counter stools in front of the counter. Meals will be served at all hours. Those newspapers which report this as the first lunch counter car ever run in America should look up their history. The Philadelphia, Wilmington & Baltimore ran two such cars between Baltimore and Philadelphia for about three years, 1863-66, as reported in the Railroad Gazette of December 19, 1884. The "eating bar" was about 25 ft. long, the car, 50 ft. long, being divided by a transverse partition in the middle, and half of it being used as a smoking car. Large Refrigerator Car Order of Pacific Fruit Express. One thousand new refrigerator cars, equipped with collapsible tanks with a capacity of 11000 lbs. of ice, will soon be delivered to the Pacific Fruit Express Company, a subsidiary of the Southern Pacific Company. The collapsible tanks will enable the company to use the cars for ordinary freight during the periods that they are not required for perishables. The first instalment of these new cars will be started westward within another month, and they will immediately go into service. This order of 1.000 new cars is an increase of 10 per cent. in the total refrigerator equipment of this company, making it 11.000 cars The latest refrigeration ideas have been adopted in the building of the cars and a most effective insulation will line the interiors. Five years ago the Pacific Fruit Express Company had 6,600 of these cars, but the growing fruit and produce business of California, Oregon, Washington, Idaho and other Pacific coast states has caused nearly a thousand additional cars to be purchased annually. The equipment of this character, owned by the Pacific Fruit Express Company, represents an outlay of more than $15.000.000. This new order will total nearly a million and a half dollars, the cars costing approximately $1.400 each. Chicago & Eastern Illinois to Test an Automatic Stop. The Chicago & Eastern Illinois has arranged for a comprehensive service test of the Miller automatic train control system, which will be installed on its Southern Illinois line from Villa Grove to Salem, Ill., a distance of 107 miles, and on all engines passing over that line. This will mean from 100 to 125 locomotives. From Villa Grove to Findlay Junction, 40 miles, the line is being equipped with automatic block signals. The railway company made a test of this stop device near Hoopeston, Ill., last October, with two locomotives equipped, and the results, while not complete or conclusive, were such as to warrant a more complete test under all sorts of operating conditions. The device is controlled by the Miller Train Control Corporation. A contact shoe attached to the right-hand side of the engine and hung about 16 in. outside the gage line and with its lower end about 3 in. above the top of the rail, strikes a ramp, about 150 ft. long, supported on the ties and located at braking distance back of the stop signal at the entrance of each block section. When the block section is occupied (or the track relay for any reason is de-energized) the stopping apparatus acts. The ramp is so formed that the first half of its length is a rising incline, and the second half a descending incline. The shoe, as it strikes and runs along the ramp, is raised vertically about 3 in., and unless prevented by the electrical controlling device, the shoe stem will operate a system of cranks closing the throttle and applying the air brake. The throttle closing is done by means of an air cylinder, and the brakes are applied by means of a valve in the train line, which is designed to be adjustable for either an emergency or a service stop. The electro-magnetic controlling device is actuated by a circuit governed by the signal or track circuit of the block section which the automatic stop is designed to protect. An auxiliary ramp, located about 500 ft. ahead of each signal, is provided for stopping a train in case the signal fails to go to the stop position after having been passed by a train. All parts of the apparatus are arranged on the "closed circuit principle," with a view to insuring that the failure of any essential part shall cause an application of the brakes. The engineman is able to release the brakes at any time after they have been automatically applied. Comparison of Car Service Operations. A comparative statement of cars handled by 21 car service associations and demurrage bureaus for the month of June and the six months ending June, 1910-1912, is made by the department of commerce and labor as follows: transportation companies anywhere, which if otherwise owned might compete with the railway, or which, being owned by the railway tend to reduce competition between vessels, will be required to divest themselves of such ownership by July 1, 1914. The Interstate Commerce Commission cannot give the railway permission to operate vessels beyond July 1, 1914, unless it be convinced that the service is being operated in the interest of the public and is of advantage to commerce, and does not exclude, prevent or reduce competition on the water route under consideration. This provision applies everywhere throughout the United States so that it affects vessels on Long Island Sound, on the Great Lakes, on Chesapeake and Delaware bays, on the Gulf of Mexico and on the Pacific Ocean. President Taft, in signing the bill, sent to Congress a memorandum declaring that he gave his approval because of the necessity of at once providing for the operation of the canal, notwithstanding his objection to certain clauses. He holds that the granting of free passage to American ships in the coastwise trade is not a violation of the spirit of the existing treaty between this country and England, because to construe the treaty in any other way would be the same as saying that the United States government had given up its right to control its own commerce in its own way. All other nations will have the right to aid their commerce in any way they may see fit, and it cannot be supposed that in adopting the treaty this government intended to allow other nations this right while restricting its own liberty in the same matter. The president says that the exemption of our own vessels in the coastwise trade from payment of tolls is justified on the same ground that has justified the government in subsidizing transcontinental railways. He approves the prohibition of railway ownership of steamships on the ground that a railway can use a water line unfairly. He says: "The difficulty is that the interest of the railway company Total reported by 21 associations and bureaus. The Panama Canal Law. The Panama Canal bill, as finally passed by both Houses of Congress, was signed by President Taft last Saturday night. As passed, it retains the provision allowing American vessels in the coastwise trade to pass through the canal without payment of tolls; and also, by an amendment to section 5 of the Interstate Commerce law, it forbids the use of the canal by vessels owned or controlled by American railways. This also applies to all other waters, except that, in any given case, the Interstate Commerce Commission may decide that the control of the railway does not prevent competition. The language of the bill is such, however, that this clause giving power to the commission apparently will have no practical effect, and it is the general understanding that railways engaged in interstate commerce, owning an interest in water is so much larger in its railway and in the maintenance of its railway rates than in making a profit out of the steamship line that it can afford temporarily to run its vessels for nearly nothing in order to drive out of business independent steamship lines and thus obtain complete control of the shipping in the trade through the canal and regulate the rates according to the interest of the railway company. Jurisdiction is conferred on the Interstate Commerce Commission finally to determine the question of fact as to the competition or possibility of competition of the water carrier with the railway, and this may be done in advance of any investment of capital." Referring to the clause forbidding the use of the canal by steamships owned by a violator of the anti-trust law, the president observes that this cannot come into effect until a decree of the court shall have established the guilt of the owner of the vessel. The law also contains a long amendment to section 6 of the Interstate Commerce law, increasing the authority of the commission over rail-and-water routes everywhere. The commission may order physical connection between a railway and a steamboat dock, and prescribe through routes and rates, and proportions of through rates. An officer of the Pacific Mail Steamship Company, which is controlled by Southern Pacific Railway interests, is quoted as saying that the company has decided not to build the four steamships, for service between New York and Asiatic ports, for which contracts had been drawn up and which were to be built at Philadelphia and Newport News. The law permits foreign-built ships owned by Americans henceforth to have American registry, if to be used only in foreign trade, and if not over five years old. This reverses the policy of a hundred years. Post Office Appropriations; A Parcel Post Next Year. The Post Office appropriation bill, as passed by Congress last week, provides that, beginning January 1, 1913, parcels shall be carried in the United States mails at rates ranging from 5 cents a pound, for short distance, up to 12 cents where the carriage is over 1,800 miles. The limit of weight of packages is 11 lbs.; and of size the limit is 72 in. in length and girth combined. Articles perishable within the time reasonably required for transportation will not be accepted. The rates are based on distance. The arrangement is called a zone system, and there are eight "zones" but these eight zones are not fixed; they are defined in relation to each individual starting point. The country is to be divided into units of area 30 minutes square, being a quarter of the area formed by the intersecting parallels of latitude and meridians of longitude. The first zone includes all territory within a radius of approximately 50 miles, measuring from the center of a unit; the second zone is all outside of the first and within 150 miles; the third is the additional territory within 300 miles; the fourth within 600 miles, the fifth 1,000 miles, the sixth 1,400 miles, the seventh 1,800 miles, and the eighth all greater distances. The rates are as follows: Distinctive postage stamps are to be used. The postmaster general may arrange for collection of charges on delivery and for collection of the value of the goods from the consignee, fixing the charges for this additional service. Also, with the consent of the Interstate Commerce Commission, after investigation he may revise the zones, classifications, weight limits and rates, if it is found by experience that the rates are unreasonably high or if they are not high enough to cover the cost of the service. He may readjust the compensation of star-route and screenwagon contractors if the parcel post system materially increases their burdens. The bill includes an appropriation of $25,000 to enable six members of Congress to further investigate the parcel post and all related subjects. The bill also provides for a joint committee of Congress to investigate and report on the whole question of second class postage and the compensation of the railways for carrying the mails; and the department is forbidden to extend or enlarge the present practice of sending second class mail by freight trains. A proposition to change the rates on second class matter was rejected. There was a contest in the discussion over the appropriations for railway transportation in relation to payments for carrying mail across the river between St. Louis and East St. Louis, determined efforts being made to reduce the rate; but finally the postmaster general was given discretion to use $35,000 for special services in connection with this transportation. Provision was also made for adjusting the payment to railways which had to carry unusual quantities of mail be cause of the floods in the Mississippi valley last spring. The provision in regard to steel mail cars requires all full post office cars to be of steel, or something equally indestructible, after July 1, 1917. After July 1, 1913, each road must replace 25 per cent. of its wooden cars each year, and all new cars from now on must be of steel. The postmaster general is authorized to pay for full cars used prior to March 1, 1912, provided he is satisfied that the railway made reasonable effort to comply with the requirements of the law then in force. The appropriation for railway postal clerks includes $130,000 for compensation to men injured and to widows of those killed. The Post Office appropriation also includes an item of $25,000 for an investigation into the subject of federal aid in the construction of post roads, and one of $500,000 to be expended by the secretary of agriculture and the postmaster general, in improving the condition of roads over which rural delivery is, or may hereafter be, established. This money is to be expended in conjunction with appropriations by states, counties or towns, which local authorities must expend twice as much as is spent by the federal government on any particular work. Grain Dealers Urged to Assist Car Movement. W. A. Garrett, chairman of the Chicago General Managers' Association, addressed the presidents and secretaries of the Grain Dealers' Associations of the middle west at the Union League Club, Chicago, on Monday, August 26, on the subject of the car situation, dwelling especially on the need for the utmost co-operation on the part of the grain shippers with the railways to obtain the greatest possible efficiency of car equipment. Mr. Garrett presented figures showing the existing situation and the amount of equipment ordered by the railways, which this year has exceeded proportionately the amount ordered in any year since 1906, and discussed the efforts of the presidents of the granger lines to get the Illinois railway commission to provide sufficient grain inspectors and samplers to secure samples from all cars arriving in Chicago in time to have the cars inspected and reported upon by 11 a. m. each day, which would save 24 hours unnecessary delay to many hundreds of cars. He also explained many ways in which shippers can assist materially in the handling of cars. "With the demand for equipment," said Mr. Garrett, "no carrier desires to earn demurrage on freight cars in Chicago or any other terminal, for the demurrage charge does not pay the interest on the ground value and track maintenance in Chicago. Rather, they are anxious to get the cars unloaded so that they may get an outbound load to the country and another inbound load to the city. Many shippers do not seem to be impressed with the fact that cars are provided for transportation and not for storage. Even with the free time allowed at Chicago for the release of equipment the Chicago grain records for the months of September, October and November, 1911, recorded the fact that 5.45 per cent. of all cars inspected during that period were delayed beyond the free time and earned demurrage. The railways by working closely with the Chicago Board of Trade during the next six months hope to avoid much unnecessary detention in Chicago." President Ripley Replies to Chairman Mayfield. The Texas Commercial Secretaries and Business Men's Association has given out a statement by President E. P. Ripley of the Santa Fe system in reply to an interview by Chairman Mayfield of the Texas railway commission in reply to Mr. Ripley's statement before the Texas Welfare Commission, which was published in part in the Railway Age Gazette on May 24, page 1151. The association says in this connection that "the policy of discrediting the views of railway financiers so assiduously followed by the railway commission has brought about friction between the railway commission and railway builders, and the commissioners' custom of casting aside well-established rules of business and substituting their own theories has lost them the confidence of the investing public. As a result, the commission now finds itself unable to cope with the larger problems of the department and as a consequence railway construction is minimized, the movement of traffic demoralized and development stagnated. Thus an important branch of government which, if skillfully managed, would become a power of prog- "In my original statement to the Welfare Commission I said, in effect, that my knowledge of the Santa Fe property in Texas did not extend back of a period sixteen years ago; that if the railway were over-capitalized at that time it was the fault of the people of Texas, as the result of financial methods approved by the state, carried on under its laws and auspices. Mr. Mayfield says that this statement is not warranted because of certain laws which he says existed, but were not enforced. "I shall not argue this question, because it does not seem important. The capitalization of the Gulf, Colorado & Santa Fe was, in my opinion, no greater than was necessary in order to get the railway built-in other words, the prospective rewards were not larger than were necessary to get the money, and doubtless the same might have been said of all the other early roads of the state. "Mr. Mayfield again says that the 'system has devoted its earnings to permanent improvements, reporting same to the railway commission as operating expenses.' This statement is erroneous. The books have been kept openly and in accordance with the rules laid down by the Interstate Commerce Commission, and they are open to the inspection of Mr. Mayfield or any one delegated by him. "Again Mr. Mayfield says that the Texas property has suffered from the ownership and manipulation of the Atchison, Topeka & Santa Fe. This is a pet theory of the Texas commission and has been advanced covertly or openly in many of its reports. On various occasions during the last ten years we have denied the statement absolutely, and have called upon the commission to prove it, offering every facility to enable it to get at the facts. "Mr. Mayfield tacitly concedes that railways are sandbagged in Texas by the damage claim industry, but says the railways transfer the cost thereof to the people, which somehow seems to him to mitigate the wrong. But I have observed on his part, or that of his colleagues, no disposition to make any allowances to the roads on this account—or, indeed, on any other. It may very likely be that some lawyer defending a case may have made the statement that the expenses to which the railway is subjected by the ambulance chaser and the sympathetic juror must eventually come out of the people, and theoretically this is true, but at present the railways bear it all. "Mr. Mayfield goes on to say that notwithstanding my criticism of Texas laws it is significant that the Santa Fe has built more new mileage in Texas during the last four years than any other railway, and that the Texas laws and regulations have not interfered with its construction plans. And Mr. Mayfield draws from all this the conclusion that the Santa Fe's interests are not being disturbed under the Texas laws and regulations. As stated in my letter to the Welfare Commission, I had recommended certain construction in Texas in the hope that the state would perceive the injustice that it is doing to its railways and would retrace its steps as to certain restrictive laws and regulations. I based this hope on the fact that the legislature had for the last two sessions refrained from adding anything to the railways' burdens and on the hope that the commission would eventually see that the Texas railways could not stand present conditions. Also, I suppose it is unnecessary to state that most of the mileage we have built has not been constructed because of Texas laws, but in spite of them, and in order to complete a through east and west line in the formation of which Texas could not be avoided. "I confess my inability to follow Mr. Mayfield's argument, or to find justification for the remark that 'legislation in Texas has reduced the cost of operating railways by lessening the hazard of employees and increasing the efficiency of the service.' "Mr. Mayfield finds justification for the conditions in Texas by saying that some of its laws and regulations have been adopted in other states and should therefore be taken an an endorsement of the good of such measures. It is true that the new state of Oklahoma, being filled with a desire to 'swat' capital to the utmost, picked out of the state laws of Texas the most drastic regulations that could be found and incorporated them in its own constitution. The natural result has followed, and practically no construction has taken place in Oklahoma except that which had been previously financed and begun. "Mr. Mayfield says that the attitude of Texas is not injurious or prejudiced, and that if it were true that railway construction were lacking it would be no proof that the laws were to blame, citing as an instance that in the state of Kansas during a period of twenty years there were no drastic laws or regulations, and there was no construction of new lines, due to the fact that railway building had been over-done. And he concludes that regardless of laws and regulations railway construction will. continue to be carried on as the demands of the traffic require. From this it would appear that Mr. Mayfield is of the opinion that railway building in Texas has practically ceased because over-done. I do not agree with him, and I imagine there are many communities-and in fact whole counties-that will also differ with him and will share my opinion, viz., that railway building has ceased because in Texas it does not give promise of being a safe investment for capital." International Rubber Conference. It is planned to give considerable attention to railway requirements at the third International Rubber Conference, which is to be held in conjunction with the Rubber and Allied Trades Exposition at the New Grand Central Palace, New York, September 24-30, 1912. The tentative plans include a discussion of subjects of interest to the railways on the 26th and 27th. A number of railway engineers of tests and chemists have signified their intention of being present. Owing to the lack of a complete list of such officers, those in charge of the conference have been unable to extend individual invitations to all of these officers, and take this means of so doing. Dr. Frederic Dannerth of Passaic, N. J., the honorary secretary, will be glad to hear from any who expect to attend. Invitations have been extended to a number of associations to have delegates attend the conference, including the Master Mechanics' Association, the Master Car Builders' Association, the International Society for Testing Materials and the American Society of Mechanical Engineers. The two previous conferences were held abroad, and it is expected that the coming meeting will be largely attended by manufacturers of mechanical rubber goods from both at home and abroad, and also by the users of such materials. Travelling Engineers' Association. The twentieth annual convention of the Travelling Engineers' Association was opened on August 27 at the Sherman House, Chicago, by President W. C. Hayes, superintendent of locomotive operation of the Erie. The total registration showed an attendance of 950, of which 375 were members and guests of the association, and 300 were ladies. The opening address was delivered by Samuel O. Dunn, editor of the Railway Age Gazette, who spoke on the subject of "Efficiency of Railway Employees." Mr. Dunn drew attention to the continued decrease in net income of the railways and pointed out that practically the only method by which this tendency can be overcome is by the reduction of the cost of operation. This result demands an increase in the efficiency of operation, and he discussed the subject from the standpoint of the employees, the railway and the public, indicating the benefits to each that must result from closer attention and greater efforts toward increasing efficiency and economy. This address will be given in full in connection with the complete report of the convention in next week's issue. Mr. Hayes, in his presidential address, briefly reviewed the history of the association, commented on its wonderful growth and pointed out the continually increasing importance of the position held by its members. He suggested subjects that should be considered at future meetings, and requested active participation on the part of all members in the work of this convention. The first day's sessions were devoted to thorough discus sions of the value and effect of chemically treated waters on locomotive operation. Wednesday's sessions were devoted to the consideration of mechanical appliances on locomotives which tend toward greater economy, viz., superheaters, brick arches, mechanical stokers, etc. At the morning session on Wednesday, J. M. Daly, general superintendent of transportation of the Illinois Central, gave an address on the subject of "Tonnage Rating," and about an hour was devoted to answering questions from members and to a discussion on this subject. This paper will also be given in full in connection with the complete reports of the meeting. At the afternoon session on Wednesday modern air brake equipment was considered. On Thursday, papers dealing with the subject of inspection and work reports and methods of increasing the interest in the economical use of fuel and lubricants were presented and discussed. The feature of this day's session was the address of H. T. Bentley, assistant superintendent of motive power and machinery of the Chicago & North Western. The exhibits were even more extensive and interesting than usual and attracted the interest of the members outside of meeting hours. The following is a list of the exhibitors: American Arch Company, New York. Represented by Le Grand Parish and American Locomotive Company, New York.-Photographs of latest types American Steel Foundries, Chicago.-Trucks, couplers and brake beams. -S. F. Bowser & Co., Inc., Fort Wayne, Ind.-Self-measuring oil pumps and Chicago Car Heating Company, Chicago.-Locomotive reducing valve, Dearborn Drug & Chemical Works, Chicago. Represented by R. F. Carr, Detroit Lubricator Co., Detroit, Mich.-Three-feed locomotive lubricator Dickerson Manufacturing Company, Clinton, Ill.-Water gages and water Dressel Railway Lamp Works, Boston, Mass.-Locomotive headlights. Emery Pneumatic Lubricator Company, St. Louis, Mo.-Cylinder lubricants, Flannery Bolt Company, Pittsburgh, Pa.-Full line of Tate flexible stay- Galena Signal Oil Company, Franklin, Pa. Represented by W. E. Brum- Garlock Packing Company, Palmyra, N. Y.-Full line of packing and pack- H. G. Hammett, Troy, N. Y.-Trojan metallic packing; bell ringer and Hobart-Allfree Company, Chicago.-Catalog drawings, etc., describing All- H. W. Johns Manville Company, New York.-Throttle and air pump pack- Liberty Manufacturing Company, Pittsburgh, Pa.-Tube cleaners for arch Locomotive Improvement Company, Clinton, Ia.-Markels removable driv Locomotive Superheater Company, New York.-Model of superheater. Mason Regulator Company, Boston, Mass.-Section of Mason reducing Manning, Maxwell & Moore, Inc., New York.-Hancock inspirators, boiler McCord & Co., Chicago.-Model of force-feed lubricator. Represented by Nathan Manufacturing Company, St. Louis, Mo.-1911 and 1912 boiler test- National Boiler Washer Company, Chicago.-Photographs and drawings National Graphite Lubricator Company, Scranton, Pa.-Graphite lubricator New York Air Brake Company, New York.-Sections of air brakes and Ohio Injector Company, Chicago.-Three and five-feed lubricators, Ohio lifting injector and Chicago non-lifting injector and flange lubricator. Represented by F. W. Furry, Wm. F. Furry and F. W. Edwards. Okadee Company, Chicago.-Blow-off cocks and automatic drain reflex gages. Represented by A. G. Hollingshead, W. Dangels and H. L. Winslow. Parsons Engineering Company, Wilmington, Del.-Full size section of loco- Permanent Manufacturers' Exhibit of Railway Supplies, Chicago.-Litera Rabok Manufacturing Company, St. Louis, Mo.-Heat and rust resisting Railway Equipment and Publication Company, New York.-Copies of The Sargent Company, Chicago.-Water glass cocks, water glass_protectors, Wm. Sellers & Co., Philadelphia, Pa.-Self-acting non-lifting injectors, feed Angus Sinclair Company, New York.-Copies of Railway and Locomotive U. S. Metallic Packing Company, Philadelphia, Pa.-Metallic packings for Westinghouse Air Brake Company, Pittsburgh, Pa.-Quick-action indicators. International Association for Testing Materials. The sixth congress of the International Association for Testing Materials will be held in the Engineering Societies' Building, 29 West Thirty-ninth street, New York City, September 2-7. Admission will be restricted to members of the International association and of the American society which is affiliated with it, and to duly appointed delegates from foreign countries and scientific bodies. The proceedings of the congress will be conducted in English, German, and French, with the aid of interpreters. About 700 foreign and 35 American papers and reports will be presented. On Monday, September 2, the headquarters will be open all day for the registration of members. In the evening there will be an informal reception. On Tuesday morning the congress will convene at 10 o'clock. After addresses of welcome have been made, the various sections will then arrange for their sessions in their respective section rooms. The section sessions will convene at 2 p. m. and continue until 5 p. m. |