1 General News. The Illinois Central was sued by the United States district attorney at Chicago on October 2, on ten counts for violation of the federal hours of service law. The Chicago, Milwaukee & St. Paul was fined $200 and costs in the United States district court at Davenport, Ia., for violations of the federal hours of service law. The receivers of the Pere Marquette have authorized the purchase of 200,000 ties, in addition to the number laid usually each year and purchased under the regular contract. It is said that the Grand Trunk Pacific will install telephones for train despatching throughout the entire line. The first division to be changed over will be that between West Fort William and Superior Junction. Members of five shop crafts aggregating about three hundred men employed in the shops of the Trinity & Brazos Valley at Teague, Tex., went on strike on October 1, as a mark of protest against the recent appointment of a foreman. The Treasury Department has ordered that health officers shall begin at once an inspection of all trains and vessels in interstate traffic and are to report to Washington the names of railroads and steamship companies on which unsanitary conditions are found. The Chicago & Eastern Illinois is equipping its line from Evansville, Ill., to Danville, and from Danville to Yard Center, Chicago, with telephones for train despatching. The equipment includes 125 local battery Gill selector outfits. The equipment has been furnished by the General Railway Equipment Company. A suit has been entered against the Great Northern and the Illinois Central for violation of the 16-hour law. The complaint against the Great Northern is to test whether or not the time spent by a locomotive crew while the locomotive is not running, but while the crew must watch the locomotive, is time on duty or not. The high quality of work done by apprentices in the shops of the Grand Trunk is shown in the awards just granted to the exhibit of apprentices' drawings at the Toronto Exhibition. The apprentices from Stratford took six prizes for mechanical drawing; getting a total of $32 out of $41. The remaining $9 went to the apprentices from Point St. Charles, Que. It is expected that within about two weeks commuters coming into the Grand Central station at New York will be sent through the new Grand Central station itself instead of being sent through the temporary wooden passages on the Lexington avenue side of the station that are now used. It is expected that the station will be put in operation about January 1. Kansas City Southern passenger train No. 4 was held up three and one-half miles north of Poteau, Okla., on the night of October 4 by four masked men who ransacked the mail, blew open the safe in the express car, and escaped into the woods. They are said to have obtained $10,000 and some registered letters. The passengers were not disturbed. Reports from Atlanta, Ga., say that the strike of trainmen and conductors on the Georgia Railroad has so seriously interfered with train operation that the locomotive enginemen have been ordered by the Brotherhood of Locomotive Enginemen to join the strike. Commissioner of Labor Neill is now in Augusta, Ga., in an effort to bring about a settlement of the strike. The Co-Operative Safety Congress, held at Milwaukee, Wis., last week, under the auspices of the Association of Iron & Steel Electrical Engineers, at the closing session on Friday resolved itself into a permanent national organization to be known as the National Council for Industrial Safety. Plans for an organized national campaign for the promotion of industrial safety were adopted and arrangements were made for the next safety congress in 1913 in connection with the annual meeting of the Association of Iron & Steel Electrical Engineers. Fred C. Schwedtman of the National Association of Manufacturers was elected chairman of the Congress. The Boston Elevated Railway has put in use on one of its surface lines an articulated car, which consists of two four wheel passenger cars connected by a central compartment which rests on the ends of the two cars and is used only for entrance and exit purposes. The car, or combination of cars, will traverse a curve of 35 ft. radius, and by this expedient the company makes use of its cars 20 ft. and 25 ft. long, of which it owns over 1,400. At the same time, it can make use of the pay-as-you-enter feature which cannot possibly be adopted on a single short car. The conductor is stationed opposite the doors of the central compartment, or vestibule, and controls all doors on both cars by pneumatic apparatus. The middle compartment or vestibule is about 14 ft. long from center to center of the king pins, and its two center sills are 5-in. I-beams. The Atchison, Topeka & Santa Fe has compiled figures showing the results of its safety campaign during the fiscal year ending June 30, 1912. On the lines east of Albuquerque there were 131 fewer persons injured, 18 fewer employees killed and 1,146 fewer employees injured on trains or in shops than in the previous fiscal year. There were also 32 less persons killed and 86 less injured in trespassing and crossing accidents, making a total reduction of 50 killed and 1,363 injured. During eleven months of the fiscal year the claims department reported a reduction of nearly $250,000 in claims paid on the entire system as compared with the entire previous fiscal year. These results follow a personal and unorganized campaign instituted by J. D. M. Hamilton, claims attorney, for the purpose of persuading the employees to get the "safety habit." Since the end of the fiscal year the Santa Fe has organized a safety bureau headed by Isaiah Hale as commissioner of safety. Attendance in the College of Engineering of the University of Illinois. The number of students registered in the College of Engineering of the University of Illinois on October 1, 1912, is reported as follows: Architecture and architectural engineering, 334; civil engineering, 213; electrical engineering, 280; mechanical engineering, 253; mining engineering, 26; municipal and sanitary engineering, 23; railway engineering, 20; total, 1,149. This statement does not include the number of engineering students registered in the Graduate School. The number of undergraduate students in the College of Engineering on the same date last year was 1,206. An Englishman in New York. There has been marvelous development in American railroading-much comfort and luxury-but your Pullman cars are an abomination. They're noisy and public, while our sleeping cars are quiet and private. Your subway is a terrible place, crowded and almost dangerous in its stifling, rude crush. We English would suffocate from the frightful air. I wonder you tolerate it. -Lord Claud John Hamilton, Chairman of the Great Eastern Railway of England; Interview at New York. Derailment in Spain. On October 5 a passenger train was derailed near Alicante, Spain, and nine persons are reported as having been killed and about 100 others injured. The train left the track on a down grade and the locomotive plowed into the station building at Alicante, telescoping some of the cars. Boiler Inspection Rules. At a general session of the Interstate Commerce Commission, held at its office in Washington, D. C., on September 12, 1912, it was ordered that Rules 29 and 35, as approved in the order of the commission entered June 2, 1911, be amended to read as follows: Twenty-nine: Siphon.-Every gage shall have a siphon of ample capacity to prevent steam entering the gage. The pipe connection shall enter the boiler direct and shall be maintained steam tight between boiler and gage. The siphon pipe and its connections to the boiler must be cleaned each time the gage is tested. Thirty-five: Setting of safety valves.-Safety valves shall be set to pop at pressures not exceeding 6 lbs. above the working steam pressure. When setting safety valves two steam gages shall be used, one of which must be so located that it will be in full view of the person engaged in setting such valves; and if the pressure indicated by the gages varies more than .3 lbs. they shall be removed from the boiler, tested, and corrected before the safety valves are set. Gages shall in all cases be tested immediately before the safety valves are set or any change made in the setting. When setting safety valves the water level in the boiler shall not be above the highest gage cock. It was further ordered that the amendments to Rules 29 and 35 be made effective on and after January 1, 1913. 'Frisco Office Efficiency Association. The association of chief clerks and heads of departments of the St. Louis & San Francisco organized on September 24, as described in the Railway Age Gazette of September 27, page 583, is to be known as the 'Frisco Office Efficiency Association. Seventy-eight heads of departments, chief clerks, assistant chief .clerks, accountants and timekeepers attended the organization meeting, and the following officers were elected: President, J. B. Hilton, chief clerk to superintendent eastern division, Springfield, Mo. First vice-president. C. J. Stephenson, special examiner general manager's office. Springfield, Mo. Second vice-president, F. E. Brannaman, chief clerk to general superintendent, second district, Springfield, Mo. Secretary, W. D. Bassett, assistant chief clerk to general manager, Springfield, Mo. The first meeting to discuss various committee reports will be held about November 20. Derailment at Westport, Conn. In the derailment of a westbound express train on the New York, New Haven & Hartford at Westport, Conn., 11 miles east of Stamford, on the afternoon of October 3, four passengers, a mail clerk, the engineman and the fireman were killed, and 20 or more passengers were injured. The train was the second section of No. 53, and the cause of the derailment was excessive speed through a No. 10 crossover, the circumstances being much like those of the derailment of an eastbound express near Bridgeport in July, 1911, although this case occurred in daylight. The engine of No. 53 fell down a bank and the mail car and one parlor car lodged on top of the engine. The other three parlor cars in the train were derailed but not ditched. The mail car and three parlor cars caught fire from the locomotive, and four women in the first parlor car were burned to death. The engineman of the train, George L. Clark, was an experienced runner. Numerous witnesses say that the speed of the train entering the crossover was 50 or 60 miles an hour and that the distant signal, as well as the home, was properly set against the train. It should have run from the inner to the outer westbound track. This is the course which was taken by the first section of the train, which had passed about 11 minutes prior to the accident. A section foreman who was at work a short distance west of the point of derailment saw the dangerous speed at which the train was coming and ran toward it, waving his hat, but in his testimony before the coroner, he said that he did not succeed in attracting the attention of the engineman. The distant signal is 3.900 ft. in the rear of the crossover, and is visible for a distance of 4,000 ft. before reaching it. A report shortly after the wreck indicated that a member of the Engineers' Brotherhood criticized the New Haven, claiming that the engineers had been ordered to make up lost time. That there was no foundation for this statement was brought out at the Interstate Commerce Commission hearing at New York on Tuesday, October 8. One of the engineers swore at the hearing that the following bulletin had been posted in the engine houses on September 23: "Our passenger service has not been running very satisfactorily since the heavy business set in on the 1st of September, although travel has very much decreased, and there is considerable fault on account of so many trains being late. "Every effort should be made to keep trains on time, and conductors are requested to avoid loss of time at stations loading and unloading passengers, and engineers are requested to do everything they can to make time, except that it is not desired to in any way run trains beyond a safe speed. Neither do we wish to have the orders on slow-downs disregarded. "Be very careful when you have delays, to make correct reports. Conductors must confer with engineers to make sure that the reports are strictly accurate." Railway Signal Association. The seventeenth annual meeting of this association was opened at Chateau Frontenac, Quebec, on Tuesday morning of this week. The number present at the first session was over 200, including a good representation of ladies. On the special train from New York there was a party of over 100, and nearly that number came in a body from Chicago. President Charles C. Anthony in his address referred felicitously to the presence of so many members from the United States in British dominions, and invited all Canadian signalmen to take part in the meetings. The association is in a flourishing condition; the work of the committees during the past year was very large in volume and fully up to previous standards. Friendly and profitable relations have been maintained with the committee of the American Electric Railway Association, which has to do with signaling, and harmonious progress, as between steam and electric railways, may be confidently expected. Mr. Anthony alluded to the fact that government regulation of railroad operation is with us and has come to stay. It cannot be successfully opposed, but it may be intelligently directed, and railroad officers should meet the issue in a friendly manner. A committee of the Railway Signal Association has rendered important assistance during the year to the Committee on the Relations of Railway Operation to Legislation. The president commended the work of the committees on the Manual of Standards, recently issued, and on the proposed signal dictionary, the nature of which is to be a vocabulary purely. Mr. Anthony presented forcibly to the members the duty, if they would make of signal engineering a true profession, of working for the good of society, in the broad sense. They must unselfishly carry out the true professional ideal, which is to utilize the forces of nature for the benefit of man, in accordance with the soundest economy. The signal engineer often must take care not to pursue perfection to the last degree; it is his duty to consider the viewpoint of the general manager, who never has unlimited resources. The attainment of safety and efficiency in the highest degree compatible with a broad view, a thorough comprehension of details, and the truly professional spirit, is the ideal goal. The executive committee reported that the result of the letter ballot on the question of making Chicago the place for holding all annual meetings was not sufficiently decisive to warrant action looking to that object and it had been decided to do nothing further. It has been decided that where a committee report shall be referred back, the discussion on such report shall not be included in the printed proceedings. J. C. Mock, as a delegate, represented the association at the recent meeting of the International Association for Testing Materials. In the future there will be only four issues of the Journal each year; the procedings of the June meeting will be combined with those of the annual meeting. The result of the election by letter ballot shows that the officers of the association for the ensuing year will be the following: President, B. H. Mann, Missouri Pacific; first vice-president, F. P. Patenall, Baltimore & Ohio; second vice-president, Thomas S. Stevens, Atchison, Topeka & Santa Fe; secretarytreasurer, C. C. Rosenberg, Bethlehem, Pa. The new members of the board of direction, chosen for the next two years are: J. C. Young, (U. P.); H. W. Lewis (L. V.); R. E. Trout (St. L. & S. F.), and C. A. Dunham (G. N.). A report of the remainder of the convention will appear in next week's issue. Railroad Y. M. C. A. Conference. The fourteenth annual conference of the Railroad Department of the Young Men's Christian Association of North America, held at Chicago on October 3, 4, 5 and 6, was the most successful in point of interest and attendance in the history of the department. Nearly two thousand railway men and delegates from all parts of the United States and Canada were present at the various sessions, including nearly one hundred prominent railway officials and executives. H. U. Mudge, president of the Chicago, Rock Island & Pacific, acted as chairman of the committee on local arrangements. The sessions of the conference were opened on the afternoon of Thursday, October 3, in Orchestra Hall, Dr. John P. 1 ་ Munn, chairman of the Railroad Department of the International Committee, acting as presiding officer. Addresses of welcome were made by Rev. John Timothy Stone, pastor of the Fourth Presbyterian church, Chicago; W. P. Sidley, president of Chicago Young Men's Christian Association, and W. A. Garrett, vice-president, Chicago Great Western, who gave some statistics showing the importance of Chicago as the greatest railway center in the world, and spoke of the importance of the railroad department of the Y. M. C. A. to the railways. Responses were made by R. J. Cole, of Derry, Pa.; Samuel Pugh, of Canada; T. E. Clarke, assistant to president Delaware, Lackawanna & Western, and Enoch Barker of New York. On Thursday evening the annual banquet was held in the First Regiment Armory, at which sixteen hundred were seated at the tables on the main floor, nearly one hundred railway officers at the speakers' table, and approximately five hundred in the spectators' balconies. Dr. Munn, the presiding officer, introduced the Hon. H. B. F. Macfarland, formerly commissioner of the District of Columbia, as toastmaster, and brief addresses of greeting were made by H. U. Mudge, president of the Rock Island Lines; G. W. Stevens, president of the Chesapeake & Ohio; B. F. Bush, president of the Missouri Pacific and Denver & Rio Grande, and John Carstensen, vice-president New York Central Lines. W. A. Gardner, president of the Chicago & North Western, and C. H. Markham, president of the Illinois Central, who were also on the programme, were unable to be present. Mr. Mudge in his address said that the moral and physical welfare of railway workers is a subject of the utmost importance to all the people of the country, and that the railroad department of the Y. M. C. A. stands for the upbuilding of character and conservation of men. He was gratified to see such a large attendance at the conference, and was hopeful that much good will come from this gathering and a great stimulation of the work of the department. Mr. Stevens said that the Chesapeake & Ohio was among the first roads to appreciate the importance of the railroad Y. M. C. A. work, and that in the twenty-two years since the first building for the association was established on that line the results have been so great that today every division point and terminal railroad is provided with a building. This includes eleven buildings in operation, costing $200,000, and which take care of a daily attendance of about 3,700 members. "The Railroad Y. M. C. A. has ceased to be an experiment," he said, "and I believe every railway should be provided with its service." in season. Mr. Bush reminded those in attendance of the important work it is in their power to do in behalf of the railways in bringing about better relations between the carriers and the public. "The railway presidents," he said, "don't belong to any union. You are organized and can protect yourselves, but who is there to protect the owners and executives? For the past five years there have been no game laws for railroads and they are always There has been a great deal of misconception on the part of the public and feeling against the railways which has probably been brought on in part by the past actions of railway executives themselves, but I ask your co-operation and loyal support in helping the public to understand that we too have our troubles. We cannot continue to go on as we are going. It is not within reason that transportation should be the only line of business that can carry a continually increasing expense with a constantly diminishing compensation. If the transportation business is to continue as it should there has got to be a change of sentiment, and we have got to have the fair treatment other lines of business are accorded, or we cannot continue to grow and give the public the service they demand." Mr. Carstensen related the history of the founding of the first branch of the railroad department of the Y. M. C. A. by Commodore Vanderbilt in the old Grand Central station at New York, and also described the new building to be erected in connection with the new Grand Central Terminal. A letter was read from W. K. Vanderbilt, Jr., expressing appreciation of the work of the association and regretting his inability to be present. Following the addresses of greeting six four-minute replies to the question, "Why We Believe in the Railroad Association," were given by Wm. Bird, an engineer of the Cleveland, Cincin nati, Chicago & St. Louis; S. B. Hamer, a Chesapeake & Ohio conductor; F. O. Lattimer, a Baltimore & Ohio fireman; W. M. Lethridge, a brakeman on the El Paso & Southwestern; Anse Lawhead, a Pennsylvania switchman; and Wm. Hoffert, a Pennsylvania shopman. All expressed a high sense of appreciation of the remarkable improvement in the conditions surrounding the men at points where Y. M. C. A.'s have been established, comparing the present surroundings with the saloons which formerly presented the only places of rest at the end of their runs when away from home. After the Chesapeake & Ohio conductor had given his talk President Stevens stepped across the platform and congratulated him openly while the audience applauded. Cyrus H. McCormick, president of the International Harvester Company, and a member of the International Committee of the Y. M. C. A., expressed an appreciation of the work of the association saying it is good business on the part of railways and corporations generally to spend money for welfare work among employees. "The work of the Y. M. C. A. is practical and helpful," he said "This is especially true of the railroad department. The railways owe much to this association for the work it has done so efficiently among their employees. The railways also have set a splendid example to other corporations and employers in the hearty way in which they have co-operated in the work." Toastmaster Macfarland delivered an address on "The Altruistic Spirit of the Railroad Association." Throughout the dinner and during the speeches motion pictures were shown illustrating many of the association buildings and their rooms in such a way as to give an insight into the work and methods of the association, and also various features of railroad work. Miss Helen Miller Gould, who had been expected as one of the principal guests at the dinner, was delayed by an accident to her train on the West Shore near Buffalo, and did not reach Chicago until the evening was over. The programme was resumed at the conference on Friday morning, at which E. H. DeGroot, president of the American Association of Railway Superintendents, presented the report of the Commission on Business Administration. Short talks were given by delegates on "Construction Camps," "Street Railway," "Foreign Countries" and "Unorganized Points." At the afternoon session, W. G. Lee, president of the Brotherhood of Railway Trainmen, acted as chairman. The conference continued on Friday evening and Saturday morning, followed by an automobile ride for visiting delegates on Saturday afternoon, a church parade and a conference sermon at the Auditorium on Sunday morning, and a railroad men's meeting at Orchestra Hall in the afternoon, at which C. W. Egan, general claim agent of the Baltimore & Ohio presented a stereopticon talk on "Safety Work." Miss Gould spoke briefly to the delegates at the meeting on Friday morning, received the wives of delegates at the Congress Hotel, and later gave a luncheon for all employees of the Gould Lines present at the Congress Hotel, at which President Bush of the Missouri Pacific and Denver & Rio Grande acted as toastmaster. Short talks were made by E. J. Pearson, vicepresident of the Missouri Pacific, and John F. Moore, secretary of the International Y. M. C. A. An interesting exhibit of various kinds of supplies and furnishings used in Y. M. C. A. buildings was shown in a room at Orchestra Hall by advertisers in the Association Magazine at the request of the association. A large number of group suppers were held at various restaurants in the city by the delegates from the different railway systems. At the close of each session small slips were distributed at the doors on which was printed in large letters "Save a Delay to a Freight Car a Day." This was done at the instance of a railway executive who declared "That's the best religion I know of just now." Meeting of Operating Officials of Illinois Central. The first annual meeting of operating officers of the Illinois Central and the Yazoo & Mississippi Valley was held at the Auditorium Hotel in Chicago, on October 7 and 8. W. L. Park, vice-president and general manager, presided and made an opening address, in which he explained the purpose of the meeting. Committee reports were made on the following subjects on Monday morning: "Co-operation," C. M. Kittle, chairman; D. W. Longstreet, W. C. Parker, Blewett Lee; "Undesirability of Criticising Without Suggesting a Remedy," A. E. Clift, chairman; J. F. Porterfield, S. S. Morris; "Always Safety First," H. B. Hull, chairman; W. S. Williams, R. V. Fletcher, D. W. Thrower. At the session on Monday afternoon the first report was on "Courtesy," and was made by Captain C. L. Bent, chairman; C. L. Sively, F. D. Miller and F. M. Dow. The need for courtesy on the part of railway officers and employees to patrons of the railways was dwelt on, and the report concluded with the slogan, "Safety First, Courtesy and Efficient Service Always." A paper on "The Maintenance of Track and Structures," was prepared by a committee composed of L. W. Baldwin, T. E. Hill, P. Laden and E. J. Boland. Special emphasis was laid on the necessity of doing all work well and completing it before leaving. A careful inspection of all track by the superintendents, roadmasters and track foremen was advocated to see what is necessary to get the track in proper condition for the winter, and to decide what work will be necessary for the coming year, so that plans can be made accordingly and material ordered. Attention was also called to the importance of a well kept right-of-way and buildings and their influence on general operating conditions. A report on "The Maintenance of Automatic Signals by Track Foremen," was prepared by M. V. Morgan, J. Clifford, A. F. Blaess and N. E. Baker, outlining a proposed combined organization for the maintenance of track and block signals, which it is proposed to try out experimentally on the Tennessee division in the near future. A report on the "Improvement in the Maintenance and Observation of Signals," was prepared by L. A. Downs, N. E. Baker, C. H. Hammond and W. E. Knox. The committee stated that the necessity for co-operation between the signal and track departments in the maintenance organization suggested one important advantage of combining these forces. A blank on which to report signal failures similar to the engine failures report was suggested in order that failures could be promptly followed up and the responsibility located. On Monday evening a dinner was given at the Auditorium Hotel. Mr. Park presided, and brief addresses were made by President Markham, Vice-President Parker, Comptroller Blauvelt, General Solicitor Lee and Attorney Sheean. All the speakers dwelt on the need for better co-operation between all departments of the railway. D. C. Buell, chief of the educational bureau of the Illinois Central, made an address, explaining the way in which moving pictures are being used to instruct firemen to fire better and to promote the "safety first" campaign. On Tuesday, a committee composed of J. J. Pelley, chairman; F. W. Taylor, F. B. Barclay and Willard Dowd, made a report on methods that will increase mileage of locomotives. Special attention was called to hot boxes, the delays in yards, poor despatching, careful and thorough shop repairs and the prompt handling of engines at the terminals. An outline of an engine terminal plant and organization was also given as one insuring the prompt handling of the engines. "How to Secure Maximum Use of Freight Cars," was the subject of a report by J. M. Daly, chairman; Richard Rivett, F. M. Jones and N. W. Spangler. This report is abstracted elsewhere. A method of more accurately determining the correct tonnage of a train was presented by the committee on "Increased Tonnage per Locomotive Mile." A chart of adjusted locomotive tonnage ratings was shown for grades up to 80 ft. per mile for the various classes of engines. The engine of greatest tractive effort was considered as a 100 per cent. engine, and all others as so many per cent. of this engine. A speed of 10 m. p. h., and a loaded car weight of 50 tons were taken as a standard. The method of using the chart is as follows: Take the adjusted rating corresponding to the grade and class of engine. Add the constructive tons for that grade to the total weight of the car and divide the sum into the adjusted rating to get the number of cars for the train. For cars heavier than 50 tons the calculated rating will be greater than the actual tonnage rating as given in the chart and for cars of less than 50 tons it will be less. This is as it should be for the resistance per ton is less for a loaded car than an empty one. The committee on this subject was W. M. Baxter, chairman; J. M. Daly, V. V. Boatner and F. B. Oren. "Prevention of Loss and Damage to Freight," by J. L. East, chairman; D. B. Bristol, T. T. Keliher and G. E. Patterson. It was shown that the gross freight revenue of the Illinois Central in the fiscal year 1912 was $47,184,264, and that the amount charged to operation because of loss and damage to freight was $1,221,418, or 2.59 per cent. of the gross earnings. The large increase in freight claims was attributed chiefly to the fact that shipments are either improperly marked or improperly packed, and it was pointed out that the company must rely mainly on its local agents to remedy this situation. The causes of loss and damage were carefully analyzed. The Loss and Damage Bureau recently established on the Illinois Central will, it was stated, compile statistics showing exactly where the losses are occurring; in other words, will be able to show at any time the number of shorts, overs, bad orders and pilferages, which are occurring from and to each station on the Illinois Central and Y. & M. V. In addition to this, it will be able to show how many shorts, overs, bad orders and pilferages occur on each train operated on the Illinois Central and Y. & M. V., so that those in charge can at all times know where the trouble is, and it will be expected that the proper remedy will in each case be applied. Assistant agents of the Loss and Damage Bureau will spend ten days on each division, locating and analyzing conditions and irregularities. After the ten days, the general superintendent, with the agent of the Loss and Damage Bureau, will attend a meeting at which there will be present division officers, agents at the larger points and others, where these irregularities will be discussed and corrective methods immediately put in operation. A committee composed of G. W. Barry, chairman; L. E. McCabe, F. T. Mooney and V. U. Powell, discussed the question of reduction in number of freight cars at terminals. It believed that the first and most important feature is a complete and correct yard check of all cars on hand, both loaded and empty, including cars on industry team tracks and hold tracks. The yard check should show initials, car number, contents and such other information as can be obtained from the car carding. All industry tracks, team tracks and hold tracks should be switched at least once each twenty-four hours, and if there is any failure to perform this service, report should be made The to the general roadmaster of each track not switched. delay to a large number of loaded cars on terminals can be avoided by giving notice promptly to consignees of the arrival of the cars. This can be done in a great many instances by telephone in addition to a form of postal or delivery notice, which will assist in getting disposition twenty-four to fortyeight hours earlier. In addition to this, standing orders from consignees should be secured wherever possible to permit carding of cars for delivery on arrival instead of carding cars until disposition can be secured, which invariably results in a delay of from twenty-four to forty-eight hours, and in many instances longer. Allen, Edgar, American Manganese Steel Company, Chicago.-Electric special ground motor gears and pinions, Stag brand manganese steel test bars. Represented by Walter H. Evans. Allis-Chalmers Company, Milwaukee, Wis.-Air brake equipments, new high speed car compressor, steam turbine model, portable motor driven compressor, transformers, motors, controllers, and photographs of steam engine, gas engine, steam turbine, hydraulic turbine, rotary converter, generator, motor-generator, and switchboard installations. Represented by C. A. Pepper, J. W. Gardner, F. Von Schlegel, H. W. Cheney, I. L. Dimm, W. R. Crawford, J. T. Cunningham, A. W. Burns, E. Dryer, S. R. Curr, C. M. MacDonald, P. F. W. Timm, Joseph Frisch, O. M. Donaldson, Jacob Schaffer and S. C. Orrell. American Bitumastic Enamels Company, Cleveland, O.-Samples of metal preservative bitumastic enamels and solution and demonstrations of the material under various tests. Represented by H. W. French and H. S. Lippincott. American Brake Shoe & Foundry Company, Mahwah, N. J.-A. E. R. A. standard brake heads and shoes of all types, steel back and wrought lugs. American Car & Foundry Company, Chicago.-Car wheels and axles, the U. T. D. street car wheels. Represented by Scott H. Blewett, J. M. Keller, W. C. Dickerman, H. C. Haumueller and C. P. Dickerman. American Mason Safety Tread Company, Boston, Mass.-Mason safety treads, Empire carborundum treads, Stanwood treads, Karbolith flooring. Represented by Henry C. King, M. H. Eddy and R. C. Davison. American Railway Supply Co., New York.-Cap badges, breast badges, buttons. Represented by Charles Lounsbury. American Steel & Wire Company, Chicago.-Wires and cables and track bonding devices. Thirty per cent. rubber wire. Represented by C. P. Vaiol, B. H. Ryder, R. J. Wright and C. S. Knight. Anderson Brake Adjuster Company, Omaha, Neb.-Automatic slack adjuster. Represented by Wilson A. Austin and Charles O. Anderson. Archbold- Brady Company, Syracuse, N. Y.-Model of tower for electrical transmission wires, photographs and prints of installations. Represented by W. K. Archbold. Atlas Railway Supply Company, Chicago.--Atlas compromise rail joints, Atlas insulated joints, tie plates and rail braces. Represented by J. G. MacNicholl and D. Thomson. Baldwin Locomotive Works, Philadelphia, Pa.-Motor truck class 78-22A, built for the Mesaba Railway. Motor truck class 79-25A, built for the Portland, Gray & Lewiston Railroad. Motor truck class 48-14H-2, built for the Washington Railway & Electric Company. Vauclain centering side bearing. Represented by S. A. Bullock, Clarence F. Dodson, Charles Riddell, W. H. Bentley, C. S. Goble, A. Hazelhurst, W. R. Lee and C. H. Peterson. Berry Bros., Ltd., Detroit, Mich.-Specimens of Copal and shellac gum. Varnished panels, locomotive and car varnishes. Represented by D. W. H. Moreland, Charles H. Smith and Walter E. Paye. Blocki Brennan Refining Company, Chicago.-Carboxide elastic metal preserver. Represented by James C. Cleary, Gordon F. Douglass, Glenn E. Plumb, Rudolph Bracker, W. F. Brennan and F. W. Blocki. Boss Nut Company, Chicago.-Full line of Boss lock nuts, square and hexagonal. Represented by J. P. Benedict, J. A. Maclean and E. Wilhelm. J. G. Brill Company, Philadelphia, Pa.-Truck 27-GEI, "Radiax" El truck, 39-E truck, 27-MCB3 truck, rolled top plush seat, leather covered threepart back seat, cane and wood seat, 18 in. back "Winner" seat, cherry slat seat, stationary rattan covered seat, lined and unlined rattan, model brake hangers, "Dumpit" sand box, "Dedena" gong, folding gates, brake handle, springs, exhaust ventilator, steel platform knee, track scraper, self-ringing gong. Represented by J. W. Rawle, R. B. Libbell, C. F. Rice, F. S. Richards, J. J. Warren, W. A. Lewis, S. M. Curwen, W. H. Heulings, Jr., S. T. Bole, G. M. Haskell, J. E. Brill, G. H. Tontrup, Fred Brill, E. Bronenkamp, R. H. Thompson, D. B. Dean, H. E. Smith, C. F. Johnson, S. M. Wilson, F. L. Marcum, S. K. Colby and J. A. Dawson. Buda Company, Chicago.-Switch mates, crossings and frogs, solid manganese steel, manganese steel center types of construction for both T-rail and girder rail construction, automatic spring boxes, spring antikickers, switch rods and stands, gasoline motor cars. Represented by W. P. Hunt, H. S. Evans, R. B. Fisher, Delbert C. Smith, F. W. Marvel, H. C. Beebe, E. Johnson, J. T. Harahan, Jr., and Lawrence Hammel. Cambria Steel Company, Johnstown, Pa.-Locomotive and car axles, 100 per cent. rail joints, Morrison guard rail. Represented by A. Morrison, Merrill G. Baker, Clifford J. Ellis, G. Bargart, H. II. Cosley and E. F. Kenney. Carnegie Steel Company, Pittsburgh, Pa.-Track constructed with 100-lb. A. S. C. E. rail, Duquesne joints and steel cross ties, 33-in. rolled steel wheel, 34-in. rolled steel wheels mounted on axle, Duquesne rail joints showing various treatments, test specimens of vanadium steel, special rail sections and steel piling, rolled steel gear-blank. Renresented by Waldo Berry, Robert Coe, L. W. Conroy, C. B. Friday, W. B. Gresham, N. M. Hench, R. P. Hutchinson J. H. Mc Arney, Edwin S. Mills, H. W. Maxson, John C. Neale, K. E. Porter, C. F. W. Rys, N. B. Trist, H. P. Tieman, C. R. Vincent, W. Williams, Geo. W. Landrus, H. Van Zandt, H. L. Baker, J. B. Arnold and P. W. O'Brien. Central Electric Company, Chicago.-Okonite products, Stanley-Patterson battery holders, high voltage insulators, shop receptacles, plugs, etc., D. & W. products. Represented by J. M. Lorenz, R. N. Baker, J. S. Harley, R. S. Kacin and T. C. Ringgold. Chicago Pneumatic Tool Company, Chicago.-E'ectric track drills, grinders, post drills, pneumatic drills and hammers. Represented by C. D. Coates, Charles Schumaker, A. M. Andreasen, G. A. Barden, A. C. Andreasen and Thomas Aldcorn. Chicago Railway Equipment Company. Chicago.-Creco Monarch and Sterlingworth brake beams, Creco slack adjusters, Creco lubricated side bearings, malleable castings. Represented by Frederick T. DeLong, C. H. Williams, Jr., E. A. Le Beau, E. F. Leigh and J. C. Haswell. Chicago Varnish Company, Chicago.--Panels treated with the "Ce Ve" process of car painting. Represented by A. C. Morgan, G. S. Bigelow, Fred Gundrum, George G. Porter, Robert Knox and Robert Buckman. Cleveland Frog & Crossing Company, Cleveland, O.-Combination steam and electric railway rolled manganese rail crossings. Track special work, splice bending machine for offsetting splices, hotographs of Kerwin portable crossovers. Represented by George Stanton, G. C. Lucas, L. G. Parker, George Arnolds, Jr., George A. Peabody, J. P. Ruggles, W. S. Morse and W. M. Balkwill. Consolidated Car-Heating Company, Albany, N. Y.- Door operators (manual type for folding and sliding doors, compressed-air type with pushbutton switch for remote control,, pneumatic car step and trap-door operators, air governor); all-steel ventilated spindle electric heaters for 600 to 1800-volt operation, quick-break knife switches and panelboards, electric ventilating heaters, coal-burning ventilating heater, thermostatic regulator for automatically controlling car temperature, electric hot-water heaters, buzzer and light signal systems, battery charging relays, tilting heat deflector, highway crossing signal, electric gong ringer, electric couplers. Represented by C. C. Nuckols, James F. McElroy, W. S. Hammond, Jr., Thomas Farmer, Jr., H. L. Hawley, M. C. Carpender, J. H. McElroy, C. A. Eggert and T. N. Bishop. Continuous Rail Company, New York-Electrical rail crimping machine and section of continuous rail. Represented by Walter Del Mar, Edgar Rhodes and John Noll. Crouse-Hinds Company, Syracuse, N. Y.-Arc headlights, both carbon and luminous types, incandescent headlights, both flush and surface types; condulets for car wiring, condulets for all types of open conduit wiring, panelboards and cabinets, knife switches, harpoon guy anchor, adjustarods, roundhouse reflectors. Represented by A. F. Hills, F. F. Skeel, D. C. Gidley, Frank Buchanan and W. M. Fagan. The Curtain Supply Company, Chicago.-Improved ring No. 89 curtain fixture for enclosed grooves, closed cars, operating in small grooves. Improved Ring No. 88 curtain fixture. Improved Rex all-metal curtain roller with holding adjustment. Bulkhead door shield for horizontal curtain with ring No. 88 fixture, ring No. 89 standard enclosed groove. Curtain fixture for open car curtains. Open plait diaphragm and vestibule curtain with automatic release handles. Rex steel sash balance. Represented by W. H. Forsythe, Ross F. Hayes, S. W. Midgeley, George E. Fox and F. M. Egolf. Dalton Adding Machine Company, Poplar Bluff, Mo.-Dalton adding, listing and calculating machines, including hand-pull machines, electric drives and machine with motor equipped with automatic cut-off. Represented by James L. Dalton, P. N. Sea, C. S. Buchanan, L. Ë. Keller, W. I. Currie, G. A. Merritt, A. W. Rockwell and S. P. Child. Dearborn Drug & Chemical Works, Chicago-Reception room. Represented by Robert F. Carr, George R. Carr, J. W. Harkins, Fred S. Hickey, A. S. Cooke, Paul T. Payne. Joseph Dixon Crucible Company, Jersey City, N. J.-Graphite products, crucibles and grease. Represented by L. H. Snyder, H. W. Chase, J. H. Condit, Charles Mackintosh, F. R. Brandon, E. R. Smith and W. B. Allan. G. Drouve Company, Bridgeport, Conn.-Anti-pluvius puttyless skylights, straight push sash operator. Represented by William W. Dee and R. S. Adams. Duff Manufacturing Company, Pittsburgh, Pa.-Barrett track and automatic lowering jacks, Duff ball-bearing screw jacks, Barrett motor armature lifts, Barrett emergency Bay State jack, Duff-Bethlehem hydraulic jacks. Represented by E. A. Johnson, G. E. Watts and C. A. Methfessel. Duplex Metals Company, Chester, Pa.-Copper clad steel wire. Represented by C. B. Semple, A. D. Rummel, E. M. Fondersmith, B. F. Cameron and S. C. Munoz. Edwards, O. M., Company, Syracuse, N. Y.-Window fixtures, metal trap doors, all-metal shade rollers, padlocks, steel furniture. Repre sented by Edward F. Chaffee, C. H. Rockwell, W. C. Bradbury and T. P. O'Brian. Egry Register Company, Dayton, Ohio.-Egry train-despatching registers, Egry railway way-billing manifolders. Represented by Milton C. Stern and John Moore. Emery Pneumatic Lubricator Company, The, St. Louis, Mo.-Pneumatic lubricators and pneumatic lubricant, brake cylinder lubricant. Represented by E. A. Emery and N. J. McAloney, Falk Company, Milwaukee, Wis.-Switches and mates, frogs and crossings. Represented by W. C. Burdick, H. S. Falk, G. Á. Wuester and F. G. Hibbard. seats in Flood & Conklin Company, Newark, N. J.-Car sections and panels. Represented by L. A. Williams, H. J. Kuhn and L. H. Conklin. Ford & Johnson Company, Michigan City, Ind.- Interurban leather and plush, steel construction; trolley seats, stationary and reversible type, steel construction in rattan; improved light-weight, stationary trolley seat in rattan; light-weight vencer seat, for trolley service; fiber rush chairs for interurban observation cars. Represented by B. H. Forsyth, C. A. Van Deveer, W. E. Murphy and J. R. Walters. Forged Steel Wheel Company, Pittsburgh, Pa.-Forged steel wheels and gear blanks. Represented by C. G. Bacon, Jr., W A Libkeman, G. N. Boyd, R. L. Gordon, W. G. Cory and J. A. Rapp. Forsyth Brothers Company, Chicago.-Unit side section for all types of passenger cars, brass sash, metal doors, steel carlines, sash ratchets, draft gear, buffing device. Represented by G. H. Forsyth, A. H. Sisson, Wm. Wampler and E. H. Taylor. Galena-Signal Oil Company, Franklin, Pa.-Reception booth. Represented by C. C. Sternbrenner, E. H. Baker, E. B. Sedgwick, G. A. Barnes, E. G. Beatty, Mr. Craig, J. C. Glair, Alfred Green, E. M. Hedley, W. H. Lee, W. A. Love, W. H. Pate, C. L. Richards. G. J. Smith, Mr. Southwell, C. H. Thomas, D. A. J. Sullivan, W. C. West, L. J. Drake, Jr., C. A. Record, W. A. MacWhorter, W. A. Trubee, C. E. Schauffler, W. J. Walsh, G. L. Morton, L. R. Speare, F. R. Staklum, R. C. Smith, C. B. Royal. General Electric Company, Schenectady, N. Y.-New Sprague-General Electric type MK controllers, railway motors, both commutating-pole and self-ventilated; armorized solid gears and pinions; air-brake equipment including air compressors; SG straight air motorman's valve and SF-4 handle, EH-1 emergency, quick-service valve, sectionalized magnet valve, variable-release triple valve and motorman's valve, line material, 600-volt d. c. aluminum-cell lightning arrester for street cars, luminousarc headlights, steam-flow meters, testing meters, indicating and recording meters, CP-28 portable air compressor, two types of ozonators, battery truck crane. Represented by J. G. Barry, A. K. Baylor, G. H. Hill, F. E. Case, C. E. Barry, E. H. Ginn, J. F. Layng, C. B. Keyes, H. N. Latey, J. H. Livsey, L. W. Shugg, W. J. Clark, E. P. Waller, H. L. Monroe, H. C. Marsh, W. G. Carey, W. A. Woolford, C. E. Eveleth, A. V. Thompson, V. E. Raggio, W. C. Campell, George D. Rosenthal, J. C. Calisch, H. C. Glaze, C. E. Sprague, C. C. Peirce, R. E. Moore, W. B. Potter, S. W. Trawick, F. H. Gale, M. M. Corbin. General Railway Signal Company, Rochester, N. Y.-Standard line of twoway universal a. c. signals, complete a. c. installation of two signals controlled by track circuits with transformers on stub poles, fuses and lightning arresters, relay model 2 form B for line and track. Model 2 form A for line and track relays. Track and line transformers, impedance bonds, light signals, base of pole and spindle type power sig nals. Automatic stops, mechanical trip and glass tube type. Switch |