by the smoke and dirt that are unavoidable about railroad stations. The lighter colored bricks likewise give good results when properly chosen.

Concrete takes its beauty from its appearance of strength and solidity. Its architectural treatment should be confined to plain surfaces, straight lines and arched effects over doors, windows, etc. Paneling can be used to advantage in some places. Where covered platforms are necessary much better effects can be secured if the sheds are supported on concrete columns arched over to support the roof, so that they have the appearance of a continuous part of the building.

Freight Stations and Warehouses.-Here again brick has been in successful use for many years. The latitude for using concrete, however, is wider than in passenger stations. For foundations concrete is preferable in all cases. For one story buildings reinforced concrete can be used with advantage in columns and girders, while thin curtain walls of brick or cement plaster on metal lath are especially suitable. The unit form of construction is well adapted to this class of structure. If the sections are allowed to harden and cure thoroughly before being erected there will be no possibility of their cracking as might occur if the concrete is poured in place.

If it is desired to use concrete floors and roof construction, the columns, frame, pilasters, beams, etc., should also be constructed of concrete. The curtain walls may be either of brick, hollow tile, reinforced concrete, or concrete plaster on metal lath. The latter, however, could scarcely be recommended in buildings when all other parts are of heavy concrete construction as the saving in curtain walls would be a doubtful economy. If wooden floors and roof construction are used, there is little choice between brick or concrete for the walls.

Engine Houses.-The experience of most roads has been that their engine houses have been outgrown and have had to be replaced because of inadequacy to meet conditions rather than of decrepitude, so that while this condition may not continue to be true of the future to so marked an extent, yet the factor of durability of material is secondary to first cost.

Considerable progress has been made in the construction of engine houses entirely of concrete. When it is desired to go to the expense of making the house essentially fireproof by making the roof, girders and posts of concrete and by using metal sash and fixtures as much as possible, then without doubt the balance of the construction should be of concrete. Some objection has been raised to concrete being used in the outer wall on account of the damage that may be done if an engine should accidentally run through. The wall should be so constructed that if this should happen the damage would be confined wholly to the curtain wall and would not extend to the pilasters or beams supporting the roof. If this is done, no greater and probably not as great damage will be done as would occur in a house having brick in ordinary construction in the outer walls. Where concrete is used more opportunity is given for window spaces in the outer wall.

Shops.-Reinforced concrete is particularly well adapted for use in the construction of shop and power house buildings. Either plain or reinforced concrete should be used throughout for foundations, both for the building proper and for the machinery. If the most durable fireproof buildings are desired reinforced concrete should be used throughout the entire construction. A peculiar advantage possessed by this type of construction lies in the freedom from vibration caused by machinery. In one story buildings especially, curtain walls may be constructed of cement plaster that will answer the purpose as well as solid construction and at less cost. Here also the unit construction method can be followed to advantage as buildings of this class will naturally be designed in bays of identical proportions.

Hollow concrete blocks have also been used to advantage in shop and power house construction. The air spaces in the blocks serve the very useful purpose of keeping out moisture and retaining the warmth, and thus overcome to a great extent two

of the most objectionable features of solid concrete in building construction.

It is our opinion that in, the matter of cost of buildings of this class the outer walls can be built cheaper of common building brick costing from $6 to $8 per thousand and that the use of brick is safer if we consider the possibility of danger from poor workmanship. By the use of concrete foundation, brick walls and cement tile roofs, supported by steel trusses, results as satisfactory as could be desired can be had.

For floors in such buildings neither brick nor concrete has proven entirely satisfactory. Creosoted wooden blocks on a concrete base are being tried and seem to be proving satisfactory. In some cases second hand bridge timbers have been cut up and used on a sand or cinder base. These give good satisfaction while new, but do not last as long as could be desired.

Committee: Geo. W. Hand, (C. & N. W.); H. A. Horning, (M. C.); G. H. Jennings, (E. J. & E.); Peter Hofecker (L. V.) ; W. F. Strouse (B. & O.); E. M. Dolan (M. P.); D. G. Musser (P. L. W.); P. E. Schneider (M. C.).

DISCUSSION.

M. A. Long (B. & O.) stated that experience in building the concrete passenger station at Gary, Ind., showed that furring is necessary to prevent sweating. At this station waterproofing was applied on the outside of the walls, but this is now beginning to peel and will soon have to be removed. His experience shows that as a general rule concrete stations cost more than brick because of the form work.

OTHER BUSINESS.

The subjects selected for committee work for next year were water supply; track scales (continued); equipment and tools for bridge gangs; concrete culverts and various kinds of pipe for culverts; heating and ventilating of roundhouses and shops; sewers and drains; motor cars for bridge and building gangs; temporary structures for supporting tracks during the construction of permanent work, sewers, etc.; concrete posts, poles, signs, etc.; snow fences; preservation of timber, framing on the job and results; and recent developments of cattle guards.

At the closing session on Thursday morning the following officers were elected for the ensuing year: President, A. E. Killam (Intercolonial); first vice-president, J. N. Penwell L. E. & W.); second vice-president, L. D. Hadwen (C. M. & St. P.); third vice-president, T. J. Fullem (I. C.); fourth vicepresident, G. Aldrich (N. Y., N. H. & H.); secretary, C. A. Lichty (C. & N. W.); treasurer, J. P. Canty (B. & M.). Members of executive committee: G. W. Rear (So. Pac.), W. F. Steffens (B. & A.), E. B. Ashby (L. V.), C. E. Smith (M. P.), S. C. Tanner (B. & O.), and Lee Jutton (C. & N. W.).

On Monday evening the president held an informal reception for the members and families attending the convention. On Tuesday evening an informal luncheon was held at the Emerson Hotel roof garden, and on Wednesday evening a theater party was provided. In addition numerous rides were arranged for the ladies.

Montreal was selected as the location for next year's convention.

SUPPLY ASSOCIATION EXHIBIT.

The Bridge and Building Supply Men's Association held an exhibit of appliances adjacent to the convention hall. About thirty firms were represented. The officers for the past year were: President, T. E. Wolcott, U. S. Wind Engine and Pump Company; vice-president, H. Henning, Eastern Granite Roofing Company; secretary, D. A. Bonitz, National Roofing Company; treasurer, J. A. Mcaden, Paul Dickinson, Inc. The following firms exhibited:

American Hoist and Derrick Company, St. Paul, Minn.-Transparent photographs of American ditcher in bridge work. Represented by F. J. Johnson and W. O. Washburn.

American Valve and Meter Company, Cincinnati, Ohio. Poage automatic water columns and automatic cut-off valves. Represented by J. T. McGarry and F. C. Anderson.

Asphalt Ready Roofing Company, New York.-Protection and Arrow brand roofing, Hudson brand asphalt felts. Represented by H. H. Husted and W. A. Hemenway.

Barrett Manufacturing Company, New York.-Coal tar products, prepared roofing, bridge waterproofing paint, and tar-rock sub-floor construction material. Represented by L. P. Sibley, H. B. Nichols, E. J. Caldwell and W. S. Babcock.

Carey Company, Philip, Lockland, Ohio.-Asphalt roofing, asphalt shingles and roofing material. Represented by N. S. Kenney, D. R. Warfield,

O. A. Bigler and Richard Kelly. Chicago Pneumatic Tool Company, Chicago.-Pneumatic tools and Rockford motor car. Represented by C. E. Walker, J. W. McCabe, E. A. Barden and Thos. Aldcorn.

Clapp Fire-Resisting Paint Company, Bridgeport, Conn.-Samples of fireresisting paint. Represented by W. A. Clapp.

Detroit Graphite Company, Detroit, Mich.-Samples of graphite and photographs of applications. Represented by Tom Wyles, DeWitt C. Smith and J. J. Hogan.

Dickinson, Paul, Inc., Chicago, Ill.-Ventilators for stations and buildings. Represented by J, A. Meaden and A. J. Filkins.

Dixon Crucible Company, Joseph, Jersey City, N. J.-Photographs picturing applications of silica graphite paint. Represented by H. A. Neally and N. A. Housten.

Eastern Granite Company, New York.-Samples of Granite and Tisbest roofing. Represented by H. Henning, W. F. Sachs and G. B. Skinner. Fairbanks Co., New York.-Represented by F. C. Mattern and J. R. Meginnis.

Fairbanks, Morse & Co., Chicago.-Represented by C. W. Kelly, F. H. Douglas and J. L. Jones.

Flintkote Manufacturing Company, Boston, Mass.--Represented by P. J. Everett and C. D. Townsend.

Forest City Paint & Varnish Company, Cleveland, Ohio.-Represented by W. B. Wood.

Johns-Manville Co., H., W., New York.-Regal and asbestos samples, asbestos stucco. Represented by J. E. Meek, G. A. Nicol, W. H. Lawrence and H. G. Newman.

Lehon Co., Chicago.-Roof-rite roofing and Per-bona insulating papers, Tex-proof saturated burlap and Roof-rite reinforced cotton duck roof. ing. Represented by Tom Lehon. Milburn Co., Alexander, Baltimore, Md.-Acetylene flare lights for night construction work. Represented by C. R. Pollard and F. W. Mallen. National Roofing Company, Tonawanda, N. Y.-Samples of "Security-wideweld roofing" and asphalt shingles. Represented by D. A. Bonitz and A. Clarke.

Patterson & Co., W. W., Pittsburgh, Pa.-Pulley blocks and tackles. Represented by W. W. Patterson, Jr. Richards-Wilcox Manufacturing Company, Aurora, Ill.-Railway hardware, door hangers and rollers. Represented by W. D. Jameson. Simmons-Boardman Publishing Company, New York.-Railway Age Gazette. Represented by E. T. Howson and Kenneth G. Cloud. Standard Asphalt & Rubber Company, Chicago. Represented by Norman Malcolm and C. V. Eades.

The Texas Company, New York.-Samples of insulating papers and asphaltum. Represented by W. E. O'Neill, G. A. Huggins, F. K. Dorrance and L. F. Jordan.

Wadsworth-Howland Co., Chicago.-Represented by E. E. Allen.
Webb Manufacturing Company, F. W., Boston, Mass.-B. & M. combina-
tion railroad closet, Webco unions and valves. Represented by
G. H. Ayer.

U. S. Wind Engine & Pump Company, Batavia, Ill.-Represented by
L. E. Wolcott and C. E. Ward.

At the annual business meeting the following officers were elected: President, H. Henning, Eastern Granite Roofing Company; vice-president, J. A. Meaden, Paul Dickinson, Inc.; secretary, H. A. Neally. Jos. Dixon Crucible Company; treasurer, D. A. Bonitz, National Roofing Company.

LINE OPENED IN CHILE.-The department of railways of the government of Chile has opened to public traffic the railway from Osorno to Puerto Montt in southern Chile.

LABOR ON THE GRAND TRUNK PACIFIC.-W. F. Carey, one of the contractors working on the Grand Trunk Pacific, is quoted as saying that there are at least 7.000 men at work on the section between Fort George and Tete Jaune Cache. He says that there is an unusually good supply for railroad work at this time and accounts for the fact that labor prefers railroad work to farm work by pointing out that the camps on the main line of the Grand Trunk Pacific are extraordinarily good and that the food is also much better than usually provided in construction camps.

Assistant Engineer, Chicago, Burlington & Quincy, Chicago, Ill Conditions in railway service in this country have changed materially in the last 15 or 20 years, and in no branch of the service have they changed more for the worse than in the track department. The native and the intelligent foreign laborers are dropping out and being displaced by illiterate immigrants from Southern Europe who have little of the skill or judgment. called for in maintaining track and practically no capacity for directing the work of others. How shall we induce the right kind of young men to enter the gangs and acquire the experience necessary to fit them for foremen?

The first reply is to raise wages. This is partly right, but by itself is probably the least effective and is the hardest to put into operation. Unless it can be demonstrated that this increase can be made to secure more efficient methods, as well as more efficient men we cannot expect to secure such increases from our railway managers. The fact that properly trained workmen will often do three times as much work as those whose training has been poor, and that the compensation needed to get the efficient work is very rarely increased more than 50 per cent., is the best argument for systematically training work

men.

Probably the greatest improvement that can be made in methods lies in organization. At present all track labor is paid practically the same rate on a given section, except that track laying gangs are sometimes paid a somewhat higher rate, more on account of the heavy physical labor than for the greater skill required. If the work could be divided so that that part of it which requires skill and intelligence could be paid for at a higher rate than that which requires only physical strength it is probable that a desirable class of young men could be secured. This may seem to be a radical suggestion, but why should a proposal to recognize the difference between skilled and unskilled labor by a suitable difference in wage be regarded as extreme?

The suggestion is never made that all employees in the machine shops-machinists, helpers and laborers-should be paid the same scale and that the scale should be based on the pay for the laborers. This division of the work can be accomplished by organizing extra gangs which may serve as training schools for the embryo foremen. But, as far as possible, all work on a section should be done by the section forces under the direction of the foreman himself. With the present length of sections we cannot give the foreman a gang large enough to divide into two squads, one of skilled, the other of unskilled labor, but if we can materially increase the length of the sections it might be accomplished with little or no actual increase in cost per mile. The use of the motor car will allow this increase and enable the track to be kept up as well as with the shorter section. Reports on the operation of these cars have been made at different times by roads operating under diverse conditions, and all reports show important savings. There are many other devices, as for instance, rail and ballast unloaders, and rail relaying derricks that save hard physical labor, rendering the work less distasteful, and which will usually be found economical

besides.

To furnish a supply of foremen, steady employment should be provided as far as possible, and efforts should be made to keep the best men the year around. It may be possible to postpone certain work until the winter, and it may be possible to transfer these men to certain lines of employment where men are needed only during the winter months.

In approaching this subject it will be of service to learn what efforts have already been made, and for this, a treatise on "Education for Efficiency in Railroad Service," by J. Shirley

Received in the contest on The Section Foreman Problem, which closed March 25, 1912.

Early in May of this year a large blast was made in a quarry at Piedra, Cal., for the Sharp & Fellows Contracting Co., by the E. I. du Pont de Nemours Powder Company, Wilmington, Del. All the rock, which is used for ballast, concrete rock and building purposes generally, is handled by a steam shovel, and to facilitate handling, it was decided that the maximum quantity of rock should be broken in sizes that could be handled without subsequent bulldozing or mudcapping. Fig. 1, a photograph taken before the blast, shows the quarry floor, which was 100 ft. wide at this point, and 1,200 ft. long. This photograph also shows, by the light waste dumps, the location of the tunnels which were driven to properly contain the various charges of explosives.

The results shown in Fig. 2 indicate the accuracy with which the charges were estimated and placed. They also show the large proportion of fine rock, 85 to 90 per cent., and that prac

Tunnel No. 1 had the least overburden, and it was undesirable to obtain very much overbreak to the left, because a quantity of rock at this side was too hard for the crusher to handle, and it was desired to leave this rock in place to be blasted out later and wasted on the dump. The blast swept round his hard rock, leaving it practically undisturbed. Tunnel No. 6 had a heavy overburden and a maximum overbreak was desired, so the two cross cuts driven to the right from this tunnel were made 5 ft. longer and were loaded heavier than the others.

The Hercules dynamite was not removed from the cases, but

tically all of the broken rock remained on the quarry floor, only one rock of any size being thrown over the edge.

The tunnels, shown in the plan view, were driven level with the quarry floor and at right angles to the face. Four cross cuts, two in each direction and parallel to the face, were driven from each tunnel to contain the explosive charge. At the end of each cross cut a sump or pit about six ft. deep was excavated to give the maximum amount of breakage and reduce to a minimum the projecting of pinnacles of rock to the quarry floor, which would delay the steam shovel while they were being blasted out. The overburden at the breast of the tunnel varied from 70 ft. to 104 ft., or an average overburden of 91 ft. over the back powder charges, and an average of 68 ft. for the entire area.

The charge, estimated to produce a maximum amount of fine material, and at the same time waste no material into the King's river, was 114,000 lbs. of Judson R. R. P. and 11.400 lbs. of Hercules 60 per cent. nitroglycerin dynamite, a total of 125,400 lbs. of explosives. This charge was distributed in the cross cuts as follows:

Pounds Pounds Pounds Pounds Pounds Pounds Loca Hercules Judson Loca- Hercules Judson Loca Hercules Judson tion. 60% N.G. R.R.P. tion. 60% N.G. R.R.P. tien. 60% N.G. R.R.P.

Fig. 2 Results of the Blast.

all Judson powder was removed and taken into the tunnel in the original bags, 200 lbs at a time. This was stowed snugly in the pits at the ends of the cross cuts, being tamped down by tramping on the charge.

Tunnels 2, 3 and 4 were wet with considerable water dripping from the walls. All the pits in these tunnels were filled to a depth of 18 in. with large rock, and the chamber was entirely lined with many thicknesses of paraffine paper from the Judson powder cases to keep the powder dry. It was calculated by actual observation and measurement that the water seepage would about fill the interstices between the large rocks in the bottoms of these pits shortly after the loading and tamping was completed. One Victor No. 6 electric fuse was used in each charge, all

being connected in simple series of 24. The connecting wire in each tunnel was trailed along at the junction of the floor and wall ard covered with several inches of fine muck for protection while loading and tamping. All cross cuts were entirely filled, as well as the tunnels, to within 10 ft. of the portals with muck from the tunnel floors. This material was well stowed away from the top of the tunnels to eliminate air space, as much as All wiring was tested every two hours with a galpossible. vanometer during the entire time of loading and tamping, which took seven days, working day and night.

A No. 4 pull-up blasting machine was used to furnish electric current to detonate the fuses. This battery was first tested with

Cross-Section of River Bank at Needles, Cal.

nection to the blanket on the slope was to allow the apron to gradually drop, due to the action of the current, and eventually to take the same slope as the blanket. The surfaces of both the apron and blanket were gashed into 5-ft. squares, while the concrete was green, so that any uneven settlement that may occur will cause the concrete to crack along these lines.

We are indebted to G. W. Harris, chief engineer of the Santa Fe's Coast Lines, for information concerning this work.

AN IRON YOKE FOR SHIMMING BRIDGES. By R. B. ABBOTT,

Division Engineer, Philadelphia & Reading, Harrisburg, Pa. In the issue of the Railway Age Gazette of July 19, 1912, a "Z" bar was described which was used when shimming bridges. The accompanying drawing shows another method for doing the same work in which an iron yoke is used instead. On this road the trestles are all built with corbels instead of allowing

(6 mesh llxll Galv. wire 60 wide.

-Ends knotted.

for hinges.

Stack cable 6 long

www.

fencing, No. 5 wire, with 6-in. mesh, and was placed in vertical sections 10 ft. wide, the adjacent sections being bonded together by tying the reinforcement at the edges. An apron of similar construction about 16 ft. wide was laid horizontally from the bottom of the slope and hinged to the inclined blanket by 1-in. cables or other available rods. Short sections of cable about 6 ft. long, spaced about 2 ft. apart, were used for this hinge, and at 5-ft. intervals anchor rods were imbedded in the concrete

A Yoke for Raising Stringers.

the end of the stringers to rest directly on the cap; although the yoke can be used equally well with either construction. This yoke is made of 38 in. x 22 in. iron. The center portion rests on the footlift of the jack, while the ends are bent to pass under the corbel or stringers. In this way, as the foot of the jack is raised, the stringers are lifted at the same time. Because of the fewer number of parts, we prefer this method to the use of

the "Z" bar.

- 9 TC

General News.

The roundhouse and repair shops of the Wabash, Chester & Western at Chester, Ill., were destroyed by fire on October 8. The loss is estimated at $40,000,

The St. Louis & San Francisco has been indicted by the grand jury at St. Louis, Mo., for violation of the interstate commerce law in making excessive charges for the transportation of boxed burial caskets. t

The following notice has been conspicuously posted in the shop offices of the Chicago Great Western at Oelwein, Ia., addressed to men seeking employment: "Unless you are willing to be careful to avoid injury to yourself and fellow-workmen, don't ask for employment. We don't want careless men in our employ."

The surgeon general of the Public Health Service has advised the secretary of the treasury to issue an order forbidding the use of public drinking cups on railroad trains. It appears that a law passed at the last session of Congress gives the federal health authorities increased power of regulation over interstate commerce.

The United States Civil Service Commission announces competitive examinations on November 11 for mechanical draftsmen, male, salary $900. Blanks may be had from the secretary of the Seventh Civil Service district, Chicago. On November 20 and 21 there will be an examination for heating and ventilating draftsmen, salary $1,200.

The Metropolitan Electric Tramways Company, of London, England, has ordered 300 motor omnibuses, double deck, to be used in carrying passengers on the streets of London. It is said that this radical innovation has been forced on the company by the enormous increase from year to year of the use of ordinary motor busses in the streets of London.

Pierre Daucourt, a French aviator, on October 6, made a flight of 570 miles in 11 hours, 39 minutes, and thereby won a prize for the longest straightaway flight between sunrise and sunset. He started from Valenciennes at the northern boundary of France in the morning and landed at Biarritz, in the southwest, at 5:38 p. m. He stopped three times to replenish his supply of fuel.

The strike of trainmen on the Georgia Railroad was settled October 12, the company and the representatives of the employees having agreed to submit disputed questions to an arbitration board to be arranged for by Commissioner Charles P. Neill, of Washington. Passenger traffic was resumed on Sunday and freight traffic on Monday, after a suspension which had lasted twelve days.

The Chicago Great Western on October 1 opened a railroad business school at Dubuque, Ia., to educate young men in telegraph and station work. The school will be under the supervision of the Educational Bureau with L. B. La Force as instructor. Young men residing along the line of the Great Western, particularly sons of employees, will be given preference in the enrollment.

Miss Beulah Chandler, 18 years old, living near Potts Valley Junction, W. Va., walking one day, not long ago, in the rain, along the track of the Norfolk & Western, distinguished herself and possibly saved a trainload of passengers from a derailment, by flagging and stopping passenger train No. 1, when she found a tree lying across the track. As printed in the newspapers, her exploit was somewhat exaggerated; but she is deserving of credit, for she had neither hat nor umbrella, and used her apron as a flag. Incidentally this reminds us that a "little red petticoat" is not the only thing with which to stop a

train.

"Boston & Albany."

The Boston & Albany, leased to the New York Central & Hudson River, announces that the 4,000 new box cars, 400 platform cars, 20 passenger cars, 21 locomotives, and other rolling stock recently ordered, and which will be delivered within the next two or three months, will be lettered with the name of the

"

Great Western Watches Given Surprise Tests.

W. A. Garrett, vice-president of the Chicago Great Western, has started a campaign on his road for the purpose of keeping constantly before the men, especially those in the train service, the necessity of making exact time, and also for the purpose of creating a rivalry among them for the greatest accuracy of their watches. On a recent inspection trip over the system he took with him General Time Inspector Forsinger and inaugurated a surprise test of the watches of employees and of all the officers who were met on the trip. Without any warning each man was asked for his watch, and a record was kept of the variation from the time of a standard chronometer carried in Mr. Garrett's car. The average variations for the different classes of employees were then posted up to show the divisions on which the best time was kept. The Chicago division ranked first for enginemen; the eastern division for firemen and brakemen; the southern division for conductors and yard foremen; the northern for agents, and the western for operators. No engineman or conductor had a variation of over 45 seconds. The test will be repeated, and it is hoped that by getting the men interested in the rivalry and talking about time a strong impression will be created of the importance of being exactly on time.

Texas Welfare Commission Recommends Changes in Texas

Laws.

The Texas Welfare Commission, which has recently con. ducted several hearings for the purpose of ascertaining what changes ought to be made in the Texas railway laws for the purpose of encouraging railway construction in the state, has adopted the following recommendations which will be submitted to the legislature at the next session:

1. That all bonds or other such obligations lawfully issued and sold may be refunded regardless of any valuation fixed by the railroad commission.

2. That bonds may be issued for betterments, improvements or extensions, regardless of any valuation theretofore fixed by the railroad commission.

3. That the process for issuing bonds be changed so as to authorize the issuance and sales of such securities as the money is required, either before, during or after construction, instead of only after construction, as is now the case, but providing for strict application of the proceeds to the purposes for which authorized.

4. That the sale of bonds by new railroads be authorized providing safeguards insuring the proper application of the proceeds.

Unfilled Tonnage of the Steel Corporation.

The report of the United States Steel Corporation shows that on September 30 the unfilled tonnage was 6,551,507 tons, an increase of 388,132 tons over the previous month. On July 31, 1912, it was 5,957,079 tons; on June 30, 5,807,346 tons, and on September 30, 1911, 3,611,317 tons. The increase last month was larger than expected, even by the most optimistic. Earlier in the season predictions had been freely made that July, August and September would show a shrinkage in orders. The unfilled tonnage showed an increase of 750,000 tons during those months. During September orders for new business exceeded shipments